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Donnerstag, 9. Februar 2017

US FOREIGN DISASTER ASSISTANCE

Office of U.S. Foreign Disaster Assistance (OFDA)

The Office of U.S. Foreign Disaster Assistance (OFDA) is an organizational unit within the United States Agency for International Development (USAID) that is charged by the President of the United States with directing and coordinating international United States government disaster assistance.
In cooperation with other U.S. government offices and international humanitarian experts, OFDA continuously monitors global hazards, identifies potential areas of need, and stands ready to respond whenever disaster strikes.

History

After failed attempts to respond to the 1963 Skopje earthquake in Yugoslavia and the eruption of the Irazú Volcano in Costa Rica, the U.S. Government decided to create a central, coordinating agency to lead U.S. international disaster response efforts. In 1964, OFDA was established under the Foreign Assistance Act with the appointment of a Foreign Disaster Relief Coordinator within USAID.[1]
In 1975, the Foreign Assistance Act was amended with a "notwithstanding" clause in the International Development and Food Assistance Act, allowing the President to bypass any bureaucratic procedures that might hinder a timely response.[2] The "notwithstanding" clause gives OFDA the expedited authority to make grants and contracts without having to go through the lengthy procurement procedures required for other USAID offices. In addition, the clause allows OFDA to work in countries where other U.S. Government agencies are not present.[3]

Mandate

  • Save Lives
  • Alleviate Human Suffering
  • Reduce the Economic and Social Impact of Humanitarian Emergencies Worldwide

Disaster Response


Canine search working for USAID/OFDA on their way to Haiti to conduct rescue operation after the 2010 Haiti earthquake.
Each year, OFDA responds to dozens of international disasters, including rapid-onset events, such as earthquakes, floods, storms, tsunamis, and volcanoes; slow-onset emergencies, such as prolonged drought leading to food insecurity; and complex emergencies stemming from political crises, social unrest, or armed conflict.
An official disaster declaration allows OFDA to provide humanitarian assistance to affected populations. OFDA closely coordinates all activities with the U.S. Embassy or USAID Mission in the affected country. OFDA also conducts humanitarian assessments to determine if and when USG humanitarian assistance may be appropriate. OFDA’s response depends on the scale of the event and the needs of affected communities and may comprise a range of activities, including one or more of the following:
  • Immediate provision of up to $50,000—an amount designated as the Disaster Assistance Authority—to the U.S. Embassy or the USAID Mission in the affected country for the local purchase of relief supplies or as a contribution to a relief organization;
  • Deployment of a Disaster Assistance Response Team (DART) or other emergency teams to disaster-affected areas to conduct assessments, determine additional needs,deliver relief supplies,provide technical assistance, and/or recommend proposals for funding;
  • Activation of an on-call Response Management Team (RMT) in Washington, D.C.;
  • Procurement, transportation, and distribution of emergency relief supplies, such as plastic sheeting, water containers, water purification units, blankets, and health supplies, from one of OFDA’s three regional warehouses; and/or
  • Support for relief and rehabilitation activities through grants to implementing organizations, including international and local non-governmental organizations (NGOs), U.N. agencies, or international organizations.
Examples of OFDA-funded activities include purchasing local relief supplies for populations in remote locations, managing and/or supporting primary health care programs, implementing cash-for-work activities, providing seeds and tools to displaced farmers, or restoring water systems in drought-stricken countries. In addition, OFDA often prepositions personnel and relief supplies to prepare for a foreseeable disaster, such as a hurricane or volcanic eruption.
OFDA possesses the authority to request exemptions from USG regulations when doing so will expedite the provision of emergency assistance, as well as to borrow money from other USAID accounts when OFDA requires additional funding, although use of the special authorities is rare.

Transition from Relief to Development

As an emergency response transitions from addressing immediate needs to longer-term rehabilitation and reconstruction activities, OFDA works with other offices within USAID’s Bureau for Democracy, Conflict, and Humanitarian Assistance (DCHA) and USAID’s regional bureaus and overseas missions—among other partners— to ensure a seamless hand-off of assistance from relief to development entities.

Disaster Risk Reduction

In addition to disaster response activities, OFDA also supports a range of disaster risk reduction (DRR) projects designed to minimize the impact of natural hazards and conflict in emergency-prone countries and enhance the resilience of affected communities. OFDA’s DRR activities work to strengthen communities’resilience to and recovery from shocks and promote the sharing of technology and expertise between the United States and the affected country by building partnerships with national emergency response agencies. OFDA frequently implements DRR activities in conjunction with technical organizations, such as the U.S. Geological Survey (USGS), U.S. Forest Service (USFS), Pan American Health Organization (PAHO), and other offices within USAID. OFDA staff carefully monitor grantee programs to ensure that resources are used wisely and to determine whether projects need to be adapted to changing conditions.

Fiscal Year 2010 Response

In FY 2010, OFDA responded to 73 disasters in 56 countries to assist tens of millions of disaster-affected people. The response to one of these disasters—the January 12, 2010, Haiti earthquake—constituted one of the largest in OFDA’s history. In Africa, OFDA assisted populations affected by complex humanitarian emergencies, flooding, food security crises and drought, lead poisoning, a cholera outbreak, a cyclone, refugee returns, and earthquakes. Countries in the Asia and Pacific region experienced flooding, complex humanitarian emergencies, tropical cyclones, landslides, earthquakes, volcanoes, tsunamis, and a winter emergency. In Europe, the Middle East, and Central Asia (EMCA), OFDA assisted populations affected by complex emergencies, floods, wildfires, and food insecurity. Flooding affected populations across the Latin America and Caribbean (LAC) region, where OFDA also responded to wildfires, storms, a volcano, and earthquakes.
Following the onset of each of these disasters, affected populations required immediate humanitarian assistance, including safe drinking water, health care, sanitation services, emergency shelter, emergency relief supplies, and food security interventions. In countries experiencing complex emergencies, OFDA partners worked to protect vulnerable civilians, increase the sustainability of longer-term humanitarian responses, and facilitate the transition to development assistance in relevant countries.
OFDA provided more than $855 million for disaster response programs to support agriculture and food security, economic recovery and market systems, health, nutrition, protection, shelter and settlements, and WASH interventions; humanitarian coordination and information management programs; search and rescue efforts; and logistical support and emergency relief commodities. In FY 2010, OFDA deployed Disaster Assistance Response Teams (DARTs) and other emergency teams to Brazil, Chile, China, Colombia, El Salvador, Guatemala, Haiti, Indonesia, Laos, Madagascar, Mexico, Niger, Pakistan, the Philippines, Samoa, the Solomon Islands, and Vietnam. Of the more than $855 million provided in response to emergencies, $9 million supported DRR programs, and $181 million supported disaster response programs with DRR components. In addition to allocating more than $855 million for disaster response programs, OFDA provided more than $59 million for regional and global disaster support and more than $59 million for operations and program support.

References


  • "USAID's Office of U.S. Foreign Disaster Assistance Fact Sheet" (PDF). USAID. January 21, 2016. Retrieved 23 June 2016.  
  •  "International Development and Food Assistance Act of 1975" (PDF). United States Government Publishing Office. U.S. Government. Retrieved 23 June 2016.

  • Olson, Richard Stuart. "The Office of U.S. Foreign Disaster Assistance (OFDA) of the United States Agency for International Development (USAID): A Critical Juncture Analysis, 1964-2003" (PDF). USAID. Retrieved 23 June 2016.

    External links


  • "International Development and Food Assistance Act of 1975" (PDF). United States Government Publishing Office. U.S. Government. Retrieved 23 June 2016.

  • OFDA's unique disaster response capabilities help those suffering in the midst of the worst crises around the world.
    OFDA's unique disaster response capabilities help those suffering in the midst of the worst crises around the world.
    Mass Communication Specialist 2nd Class Chris Lussie, U.S. Navy
    The Office of U.S. Foreign Disaster Assistance (OFDA) is responsible for leading and coordinating the U.S. government’s response to disasters overseas.
    OFDA responds to an average of 65 disasters in more than 50 countries every year to ensure aid reaches people affected by rapid on-set disasters—such as earthquakes, volcanoes, and floods—and slow-onset crises, including drought and conflict.  OFDA fulfills its mandate of saving lives, alleviating human suffering, and reducing the social and economic impact of disasters worldwide in partnership with USAID functional and regional bureaus and other U.S. Government agencies.

    Our Work

    OFDA experts worldwide and in D.C. help countries prepare for, respond to, and recover from humanitarian crises.  OFDA works with the international humanitarian community to give vulnerable populations resources to build resilience and strengthen their own ability to respond to emergencies.

    Emergency Response

    When disaster strikes, OFDA sends regional and technical experts to the affected country to identify and prioritize humanitarian needs.  In the wake of a large-scale disaster, OFDA can deploy a Disaster Assistance Response Team (DART) to coordinate and manage an optimal U.S. Government response, while working closely with local officials, the international community, and relief agencies.  OFDA also maintains stocks of emergency relief supplies in warehouses worldwide and has the logistical and operational capabilities to deliver them quickly.
    In 2016, conflict in South Sudan, Iraq, Yemen, and Ukraine left tens of millions in need of assistance while Syria entered the sixth year of a brutal civil war that has destroyed entire communities and affected far too many lives.
    At the same time, OFDA took action amid one of the worst droughts Ethiopia has seen in 50 years. In partnership with the Government of Ethiopia, OFDA deployed a DART to respond decisively to meet the immediate needs of those most impacted by the drought, and has continued to provide critical aid.
    On April 25, 2015, when a powerful and deadly earthquake shook Nepal, killing nearly 9,000 people, OFDA deployed a DART that worked around the clock to provide medical care and perform urban search-and-rescue operations.
    In FY 2016, OFDA had (DARTs) responding to five major crises (Syria, South Sudan, Iraq, West Africa Ebola outbreak, and Ethiopia drought) and stood up just as many Response Management Teams (RMTs). In addition, we responded to an earthquake in Ecuador, drought in Southern Africa, and complex emergencies in the Democratic Republic of Congo, the Lake Chad Basin, Yemen, and more.
    Just as we have in these countries, USAID remains committed to responding to crises around the world, to help the people and places most in need.

    Disaster Risk Reduction

    Globally, where unplanned urbanization and population growth have placed more people in harm’s way, programs that help communities reduce risks, lessen the impact of disasters, and build resilience are critical.  OFDA’s approach to disaster risk reduction recognizes the central role of national and local entities as disaster managers and seeks to strengthen their ability to respond, emphasizing community-based initiatives.  OFDA helps establish early warning networks, train schoolchildren on what to do when an earthquake strikes, and teach local emergency personnel how to conduct search-and-rescue.  These activities not only reduce the number of lives and livelihoods lost during a disaster, they help communities become resilient to future crises. Achieving real resilience requires a range of approaches to help communities develop the capacity to manage an array of recurring shocks.  OFDA’s disaster risk reduction programs are specifically intended to limit the impact of these shocks.
    Following the deadly 2004 earthquake and tsunami, the people of Indonesia—with financial and technical support from OFDA—developed a tsunami early warning and evacuation system that got people out of harm’s way when a magnitude 8.6 earthquake struck off the island of Sumatra in April 2012.  Also, early warning systems and disaster preparedness activities established by OFDA in Mozambique saved lives following severe storms and flooding in January 2012.

    Early Recovery

    Recognizing the need to provide immediate relief while also setting the stage for recovery and rehabilitation, OFDA supports programs that give people tools to restart former jobs, provide psychosocial care to traumatized disaster survivors, and prepare individuals to get back on their feet.
    A key component of helping communities transition from the emergency to recovery phase of a disaster is linking OFDA’s work to the development work of the USAID Mission in the affected country.  For example, OFDA is collaborating with USAID/Sri Lanka to ensure displaced families have access both to emergency programs that provide employment training and to programs that support the Mission’s long-term economic development strategy.  OFDA programs also seek innovative ways to help disaster-affected communities begin to rebuild local economies.  In many African nations, OFDA provides mobile cash transfers, allowing people to purchase food or other items to restart small businesses, playing a direct role in helping local businesses and farmers recover.  Such programs not only help build resilience, they also protect hard-won economic and development gains.
    For general inquiries about the Office of U.S. Foreign Disaster Assistance, please email ofdainquiries@ofda.gov.
    For specific questions about OFDA's programs, view the USAID/OFDA Regional Contact list.
    For media inquiries about USAID's Office of U.S. Foreign Disaster Assistance, please email USAIDPressOfficers@usaid.gov.

    Who We Are

    USAID is the lead U.S. Government agency that works to end extreme global poverty and enable resilient, democratic societies to realize their potential.

    See how USAID and the U.S. Government are leading the fight to end poverty and support the #GlobalGoals: https://www.usaid.gov/globalgoals

    In order to support these goals, President John. F. Kennedy created the United States Agency for International Development by executive order in 1961. Learn more about USAID's History.

    Assistance to Foreign Countries

    U.S. foreign assistance has always had the twofold purpose of furthering America's interests while improving lives in the developing world. USAID carries out U.S. foreign policy by promoting broad-scale human progress at the same time it expands stable, free societies, creates markets and trade partners for the United States, and fosters good will abroad.
    Spending less than 1 percent of the total federal budget, USAID works in over 100 countries to:

    Disaster Assistance


    When a natural disaster or conflict destroys cities, homes and markets, or when hunger and disease threaten to spread, people caught in the middle are simply looking to survive. Helping them is at the core of what USAID does every day, all around the world.
    In fiscal year 2016, USAID’s Office of U.S. Foreign Disaster Assistance responded to 52 crises in 52 countries, providing life-saving assistance to tens of millions of people including those enduring:
    USAID works to help those in crisis survive every day, wherever people are in need.

    Learn more about:

    USAF TRANSSPORTATION COMMAND AEROMEDICAL EVACUATION UNITS



    The Flying Emergency Room

    One reason more soldiers are making it home alive.

    image: http://thumbs.media.smithsonianmag.com//filer/Intensive-Air-wounded-9-flash-631.jpg__800x600_q85_crop.jpg
    Wounded service members are taken off a C-17
    Wounded service members are taken off a C-17 and brought into Scott, which serves as a hub in moving the injured from the battlefield to U.S. treatment facilities. (USAF / Senior Airman Ryan Crane)
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    19 9 8 5 10 8 251
    19 9 5 10 8 251
    During the Vietnam War, it took an average of 45 days to return severe casualties to the United States, and the survival rate was 75 percent. By the time of Operation Desert Storm, in 1991, getting wounded patients home averaged 10 days, but their survival remained stubbornly at 75 percent. Today, the Air Force has gotten the time down to three days or less from virtually anywhere on the planet, and as for the survival rate, “if you make it to a field hospital in theater with a heartbeat,” says Justin Brockhoff, an officer with the Tanker Airlift Control Center at Scott Air Force Base in Illinois, “you have a 98 percent chance of living.”
    Two major factors account for the improvement in survival rates. First: Robust and sophisticated en route care, which is part of a continuum of advanced care that begins at the moment of injury—soldiers are trained and equipped to self-administer medical care, including tourniquets and even intravenous fluids. Second, improved evacuation logistics, thanks especially to aviation. Crews now move critical patients more safely and effectively with a wider array of equipment and airplanes. Much of this is orchestrated by planners at Scott, getting data on flights from a variety of sources.
    The base is home to the 375th Aeromedical Evacuation Squadron, one of four  active-duty aeromedevac units: Another is in North Carolina, one is in Japan, and one is in Germany. But Scott, about half an hour east of St. Louis, Missouri, is also the headquarters of the Transportation Command, the Air Force’s cargo-moving operation. “We’re like the quarterback: We make audible calls. We shift. We’re planning and tasking,” says Brockhoff of Scott’s NASA-style mission control, where banks of military and civilian staff watch flat screens and world maps sprinkled with icons representing airborne cargo, some of it U.S.-bound patients. “We’re here if they run into weather or maintenance problems.”
    Scott also runs an Aeromedical Staging Facility, which can accommodate 40 patients overnighting on their way to other points for specialized care or discharge. “The facility is a little bit of home,” says Army Sergeant Leonard Hathaway, a coordinator in a Transportation Command program that welcomes home wounded soldiers. While visiting Scott, I talked to Private Tanner Williams, 20, who had just flown in on a sunny Monday morning. Williams was a member of the Iowa Army National Guard. If you could ignore his cast and crutches, he looked no different from a college kid watching TV in a dorm lounge. Williams had been stationed at Forward Operating Base Kalagush in eastern Afghanistan. The prior Wednesday evening, he had been part of a routine patrol when an improvised explosive device went off beneath his all-terrain vehicle.

    http://www.airspacemag.com/military-aviation/the-flying-emergency-room-31127647/

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    Evacuating the Injured

    A Marine Corps pilot flies CASEVAC missions in Iraq.

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    CheccaFlash.jpg
    (Cpl Mark Sixbey/Courtesy Rocky Checca)
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    After graduation from the Naval Academy and commissioning as a Marine Corps pilot, I went to flight school and selected the CH-46E Sea Knight out of Marine Corps Base Camp Pendleton, California. The CH-46 is the Marine Corps’ medium-lift assault support platform. I was detailed to join Marine Medium Helicopter Squadron 364 (HMM-364), the “Purple Foxes,” deploying to Iraq. Combat operations had supposedly concluded in May 2003 while I was still in flight school, well before I arrived on station. After I arrived, however, the insurgency began, and the situation in Iraq rapidly deteriorated. From early 2004 to February 2010, HMM-364, HMM-268, and HMM-161 operated on a continuous eighteen-month rotation at al-Taqaddum Air Base in Iraq.
    Al-Taqaddum Air Base was located in the heart of the insurgency, halfway between the cities of Fallujah and Ramadi, in the infamous Sunni Triangle in al-Anbar province, in western Iraq. The primary role and mission of our squadron was casualty evacuations, CASEVAC. We also flew hard-hit raids, insertions, extractions, snap vehicle checkpoints, and night external resupply missions. The commanding general considered CASEVAC the “no-fail” mission in Iraq, making it clear to us that there would be no dropped CASEVAC missions for any reason.
    Although CASEVAC were flown on a daily basis, multiple times a day, there was absolutely nothing routine about any of them. Each one presented unique challenges and problems. The pilots, aircrew, maintainers, and corpsmen prepared for the known task, but with ample contingencies for the “fog of war.” We had to be prepared to fly through any and all weather conditions, at any time, and into all kinds of enemy situations to save the lives of the people we were called on to evacuate.
    The CASEVAC process was important to everyone in theater. If an individual can be provided medical treatment within one hour of an incident, the chances of survival increase exponentially. This is known as the “golden hour,” and that is why the entire CASEVAC process, from start to finish, is standardized, efficient, and quick.
    Being on standby for CASEVAC was physically and mentally exhausting. We couldn’t leave the squadron area; food was brought to us; and if we had to use the bathroom, we hoped that the bell wouldn’t ring while we were sitting on the can. When the bell rang, we sprinted to the helicopters and would have a primary, a secondary, and a backup aircraft up and spinning four minutes after the CASEVAC bell rang. Many times we would be in the aircraft ready to taxi for takeoff having no idea where we were flying to or exactly what situation we would find once we got there. On many days the bell seemed to ring constantly, and we would fly CASEVAC after CASEVAC. Even on slow days, including days when no CASEVACs were flown, we would still be exhausted by the end of the shift because of the constant state of anticipation.
    We flew CASEVACs for all coalition personnel, Iraqi civilians, and even insurgents. The lives of our forces took priority over the insurgents’, but if an insurgent’s life could be saved, he potentially could provide valuable intelligence that might save American lives. There were times when we would pick up insurgents and Marines who had just been fighting each other and would load them together into the back of the helicopter.
    I experienced several close calls while flying. During my first deployment, on one of my first flights at night in Iraq, we received multiple RPG (rocket-propelled grenade) shots and small-arms fire while flying on final approach and on departure for a mass casualty call at Combat Outpost in Ramadi. The first RPG was shot from directly in front of us on final approach and passed 10 or 15 feet above our rotors. Another was fired from behind us on departure and passed the left side of the aircraft. RPGs and small arms were shot at our aircraft numerous times, and on several occasions aircraft took battle damage or were shot down. HMM-268 even had an incident where an RPG entered the bottom of the aircraft while it was flying, hit the crew chief in his back on his SAPI [Small Arms Protective Insert] protective plate and helmet—knocking him out—and then exited through the top of the aircraft, miraculously missing all the vital flight components and never detonating.
    I distinctly remember evacuating a Navy SEAL on my second deployment in 2006 from the very same zone. He was the first SEAL killed in action in Iraq. One of his fellow SEALs came with him on the flight when we picked him up. He had a severe gunshot wound to the head and face but was alive during the transit. He succumbed to his injuries after we dropped him off. It became clear early on that no one was invincible here, not even a SEAL.
    Mass casualties were the worst because improvised explosive devices and car bombs were usually the culprits. The odor of burned flesh is something I hope to never again smell. Lots of times, people with missing limbs were bleeding to death in the back of the aircraft. If it weren’t for the Navy corpsmen, who worked tirelessly to keep the wounded alive while in transit, many more would have died. They did the dirty work to keep everyone breathing or from losing that extra pint of blood that might cost the individual his or her life. They stopped bleeding from massive wounds or held someone’s guts in during the flight to keep them alive.
    One of the worst things to hear a corpsmen say to a pilot is “Fly faster,” because that means the patient is slipping away. During CASEVAC, the pilots already fly as fast as the aircraft can go, so to get such a request from a corpsman leaves one with a helpless feeling. There were times when patients would expire in the aircraft en route. Those are some of the longest and quietest flights a pilot experiences. No matter what the situation is regarding the enemy or what is occurring in the back of the aircraft, you must force yourself to compartmentalize what you are seeing and hearing, separating it from the task at hand, which is to get everyone out of there as quickly as possible.
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    It was about two months into my second deployment in 2006 when I was assigned to fly a mission to al-Qa’im, near the Syrian border. I had been so glad when I learned I was flying to this desolate outpost, because I had heard a rumor that I could hardly believe. I had endured numerous months of compartmentalizing what I saw and only focusing on the task at hand. When we arrived and shut down the aircraft, I headed straight to the chow hall. As I approached the door to the small, rickety wooden structure, I saw the words “Winchester Hall” above the entrance. It made me smile ear to ear. I was nervous though, wondering about the rumor. I walked in the front door and looked around. There, just inside and to the upper left of the main entrance, was a glass case. Inside it, there it was—a big, bright-blue football jersey with white block letters on the chest: NAVY 73.
    It was the Navy football jersey of Ron Winchester (USNA 2001). He had been a teammate, killed in action in Iraq in September 2004, a few months prior to my first deployment. Navy football is a brotherhood, built through strong bonds among teammates. Ron was the first person I knew who had given his life during the conflict. His death was shocking; I had a hard time absorbing that he was actually gone. It was one of those things that people never think will happen to someone they know. Two months later, J. P. Blecksmith (USNA 2003), another teammate, was killed in action. Other teammates, Bryce McDonald (USNA 2003) and Scott Swantner (USNA 2001), suffered injuries. I received telephone calls about all of them. My reaction to seeing Ron’s jersey was immediate and uncontrollable. I turned away and walked outside so the other pilots and crew chiefs wouldn’t see me.
    Here, in this God-forsaken shithole of a place that looks like the surface of the moon, was the most beautiful thing I had seen in a long time. I pulled myself together by focusing my eyes on the metallic band around my left wrist that bears Ron’s name. I wore the band during all three of my deployments to Iraq. Every time it was hot, things were shitty, or I didn’t think I could do another day of the grind, I’d look at my wrist and be reminded of the numerous people, like Ronnie and J.P., who had counted on us on a daily basis.
    Once I had pulled myself together, I walked back in, had a little something to eat, and then walked over to the glass case. I left Ronnie a note on the glass thanking him for his sacrifice and letting him know it had not been in vain. I also left him one of the squadron patches that we wear on our flight suits. At some point, he had been in the back of a CH-46 being CASEVAC’d while mortally wounded or his remains were transported via an “angel” transport to al-Taqaddum, where Mortuary Affairs was located.
    Angel transport was a routine part of my squadron’s mission, so I knew that there was absolutely no delay in getting the remains of coalition personnel killed in action to al-Taqaddum. On the day they perished, the deceased were transported there and prepped for the return home. These missions were flown nightly, and like CASEVACs, I had to learn to compartmentalize and focus on the task at hand. One mission in particular, though, momentarily broke through the compartment.
    I had been assigned to transport five Marines out of Ramadi who died in an IED blast. As we flew in, the entire Marine battalion that operated out of Ramadi was off to the right of the landing zone, standing in formation, at attention. After they brought four of the remains to the aircraft on stretchers, someone handcarried the remains of the fifth Marine in two body bags to the helicopter. When we had landed, the battalion’s commanding officer had come on board the aircraft to tell us that one of his Marines was going to accompany the remains back to al-Taqaddum. Passengers and “angels” were never on the same aircraft together, but in this case an exception was made. The Marine accompanying one of the bodies back was the deceased Marine’s twin brother.
    Several months after seeing Ronnie’s football jersey in the chow hall at al-Qa’im, disaster struck within my squadron: Morphine 1-2, one of the call signs of our aircraft, was shot down by a man-portable air defense shoulder-fired missile near Karma while returning from a CASEVAC mission on February 7, 2007. Capt. Jennifer Harris (USNA 2000), 1st Lt. Jared Landaker, Sgt. Travis Pfister, Sgt. James Tijerina, Cpl. Thomas Saba, HM1 Gilbert Minjares, and HM3 Manuel Ruiz all perished. These individuals had saved hundreds of other people’s lives flying CASEVAC missions before giving up their own.
    As I considered my time as a member of the Purple Foxes, I realized that the hardest part was the mental aftermath. I would lie in bed after a mission, alone with my thoughts. I recalled everything in detail—the sights, smells, radio calls, and what the weather was like. I felt somewhat responsible for any deaths although there wasn’t anything else I could have done. I thought about the fact that that person had a mom and dad who did not yet know what horrible thing had happened to their son or daughter. I wondered about the person who had just made the ultimate sacrifice.
    It’s a mixture of emotions. I felt great about what we were doing, because we were saving lives, yet there were times when I knew that those who survived an incident were at the beginning of a painful postwar life. I often wondered about those whom we flew out of harm’s way because we never saw them again. Were they upset about their situation? Did they wish that they had not lived because their life from that point on would be so different and difficult? Were they glad they had survived despite their injuries? Were any of them like Lieutenant Dan from the movie Forrest Gump, who hated Tom Hanks’s character for rescuing him, forcing him to live life in a wheelchair instead of letting him die on the battlefield?
    These thoughts weighed on my conscious for a long time, and then on October 21, 2008, I received the answer to some of the questions that I had been afraid to share with anyone. On that day, I received an email from another pilot with whom I had done the first two deployments to Iraq. He said that he had received an email from one of the Navy nurses who had flown with us during the second deployment. An Army sergeant by the name of John Kriesel was trying to get in touch with the squadron. Our squadron had CASEVAC’d him on December 2, 2006, in Zaidon, south of Fallujah, after the vehicle he was in struck a pressure-plate IED wired with two hundred pounds of explosives. It left a crater seven feet wide and four-and-a-half feet deep. One person died at the scene, and another died in the helicopter, but Sgt. Kriesel survived. Now, two years later, Sgt. Kriesel was searching for the crew, flown by a USNA 2000 grad, that had picked up him and his men that day. He wanted to tell us the following:
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    (Continued from page 2)
     I know that you said I don’t have to thank you, but I will always have an appreciation for you guys at TQ and the military medical system as a whole. Both of my sons know the story and always ask about you guys and even at 6 and 7 say that they thank God that you guys were there for me and my men. They know and understand that I wouldn’t be alive without you guys. My seven year old built a CH-46E Sea Knight with Legos and it looks pretty good. Take care and thanks again.
    I remember reading that and bursting into tears. I got on my knees and thanked God that he and his family were grateful that he was alive, despite his having lost both his legs. Not only was he grateful that he had survived, but his kids were so glad to have their dad back with them. His email was an unexpected gift that helped relieve the weight I had felt about the missions we had flown. Sgt. Kriesel was grateful, and so was I.
    That is what Marine Air is about—supporting the guy on the ground, whether through assault support or close air support. It certainly is not about us. It always has been and always will be about supporting the guy on the ground. It is clearly understood that when a pilot screws up—whether because of a bad decision, lack of attention to detail, poor planning, headwork, or situational awareness—many times it is the Marines on the ground who pay the price for the pilot’s mistakes. The driving force is the fear of failure and the thought of possibly letting someone down. People are relying on you to protect or save their life. Failure is simply not an option. If that doesn’t motivate a pilot, then Marine Air is not the business that person should be in.
    Now, years later, I can say with certainty that the challenges of serving in Iraq combined with the lessons learned at the Naval Academy—along with the accompanying hurt, pain, adversity, and emotions—have built me into a much better person. I would not trade these experiences, the good and the bad, for anything. It was a gut check and trial by fire, a life experience that I will never forget. The lessons I learned are applied to every facet of my life every day.
    The American way of life is not possible without the sacrifice of the few. Edmund Burke wrote, “All that is necessary for the triumph of evil is for good men to do nothing.” Those that sacrificed did something and are some of America’s bravest sons and daughters. I can only hope that the families of Ron and J.P., the crew of Morphine 1-2, and others that made the sacrifice knew that when things sucked over there, they were the ones that I thought of, that kept me going. I know that there is nothing I can say or do to make their families’ pain go away, but I hope and want them to know that there were people over there who found strength and drive in themselves at the very thought of their son’s and daughter’s sacrifice. I will forever remember what my passengers in the back of the CH-46 did for our nation and how humbling it was to have served them.
    “Evacuating the Injured” by Rocky Checca is adapted from In the Shadow of Greatness: Voices of Leadership, Sacrifice, and Service From America’s Longest War, edited by Joshua Welle, John Ennis, Katherine Kranz, and Graham Plaster. Reprinted by permission of the Naval Institute Press.

    Read more: http://www.airspacemag.com/military-aviation/evacuating-the-injured-43013675/#lKt13LCA4jYZFoj6.99
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    Montag, 23. Januar 2017

    ALLIANZ MARINE INSURANCE

    Services

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    Marine Insurance

    Over 100 years of marine insurance experience

    Protecting transport and marine insurance risks has been one of our core activities since the formation of the Allianz Group in 1890.


    Allianz Global Corporate & Specialty (AGCS) today provides global marine insurance for all types of marine risks, from single vessels to the most complex multinational businesses.
    Operating from major marine insurance hubs such as Hamburg, London, New York, Singapore and Paris, our specialist teams include master mariners and cargo experts as well as insurance professionals.
    These global marine insurance hubs coordinate a local service delivered through our network in more than 160 countries, providing expert underwriting, responsive local claims support and preventative risk consulting – whenever and wherever it is needed.
    Our experienced underwriters, claims professionals and risk consultants service clients throughout the marine industry, from a warehouse in Rio de Janeiro to a blue-water vessel in the Baltic to a cargo transit bound for Shanghai.

    Custom-made marine insurance solutions

    With market-leading capacity to manage the largest risks, backed by our AA Standard & Poor’s and A+ A.M.Best ratings, our marine insurance expertise covers four core practice groups, harnessing specialist knowledge to deliver a custom-tailored service:

    Cargo Insurance

    Comprehensive insurance for all stages of the distribution chain, including goods in transit, storage risks, international insurance programs and project cargo for specialist shipments.

    Marine hull & machinery insurance

    Hull and machinery coverage for all types of blue- and brown-water shipping, from dry bulk to tankers, cruise liners and container vessels to tugs and inland vessels, plus shipyards and building risks, as well as specialist cover for mega yachts, yachts and pleasure craft.

    Marine liability insurance

    A full range of marine liability cover for primary and excess liability, as well as specialty liability products for marine operations and people working in the marine industry.

    Inland marine & related property (North America)

    We provide inland marine insurance solutions for more than 100 classes to clients in the North America market, covering specialist risks in construction, transportation, communication, related property and other specialty classes.
    Our claims network keeps service close to the customer, with the resources to respond quickly. We view the claims process as an opportunity to repay our clients' trust – the “acid test” of our service.
    Our experienced marine risk consultants are committed to helping clients manage risk and control insurance costs over the long term through risk evaluations, risk improvement, transportation and logistics recommendations, packaging advice, industry best practice sharing and other risk-avoidance strategies.

    Office Details

    AGCS Germany has offices in Munich, Frankfurt, Hamburg, Cologne and Stuttgart.

    AGCS Hamburg

    Kapstadtring 2,
    Hamburg,
    22297,
    GermanyPhone: +49.89.20305-1000

    http://www.agcs.allianz.com/services/marine/

    INMARSAT C

    Inmarsat C

    Inmarsat C provides two-way data and messaging communication services to and from virtually anywhere in the world. The low-cost terminals and antennas are small enough to be fitted to any size of ship.

    Safety communications using Inmarsat C

    Inmarsat C is a two-way store and forward communication system that transmits messages in data packets in ship-to-shore, shore-to-ship and ship-to-ship direction.
    The equipment comprises a small omnidirectional antenna, compact transceiver (transmitter and receiver), messaging unit and, if GMDSS-compliant or with a distress function, a Dedicated Distress Button (DDB) to activate a Distress Alert.
    Inmarsat Mini C terminals are the smallest models, with some incorporating the antenna and transceiver in the same above deck unit and, depending on the model, supporting the same communication services as Inmarsat C terminals.
    All modern Inmarsat C and Mini C terminals have an integrated Global Navigational Satellite Services (GNSS) receiver for an automatic position update on the terminal, which is used for distress alerting (ship’s position, course and speed), ship’s position data reporting applications and selective reception of EGC SafetyNET messages.
    Distress alerts and distress priority messages transmitted via the Inmarsat C system are routed through a Land Earth Station (LES) to a Maritime Rescue Co-ordination Centre (MRCC).

    Inmarsat C coverage map

    I-3 Global Coverage map

    Distress alerting

    Distress alerting is a mandatory service on SOLAS-compliant maritime Inmarsat C and Mini C terminals and on some non-SOLAS models too. Distress alerts are sent when a ship or crew is in grave and imminent danger.
    When there is no time to manually input information into the terminal, crew can simply press and hold down the DDB for approximately five seconds to transmit the alert. When the DDB is pressed, a short preformatted message including the vessel’s details and location is transmitted, with priority, from the terminal to an addressed LES that automatically routes it to an associated MRCC. The distress alert contains information on the terminal’s ID, addressed LES, date/time of alert, ship’s position, course, speed, time of last position update, nature of distress, flag and speed update.
    When a distress alert is received by an MRCC, it will establish communication with the ship to organise search and rescue (SAR) services that may be required.

    Enhanced Group Call

    Inmarsat C and Mini C terminals can receive broadcast messages known as Enhanced Group Calls (EGC). EGC is the system for broadcasting Maritime Safety Information (MSI) and SAR- related information messages to Inmarsat C and Mini C terminals, and supports two services: SafetyNET and FleetNET.
    SafetyNET is the international service for the broadcast and automatic reception of maritime safety information (MSI) and SAR-related information via the Inmarsat EGC system.
    SafetyNET receiving capability is part of the mandatory equipment required to be carried by certain ships in accordance with the provisions of the International Convention for the Safety of Life at Sea (SOLAS) 1974, as amended.
    It is used by, but not limited to, NAVAREA co-ordinators for NAVAREA warnings and other urgent safety-related information; national coordinators for coastal warnings and other urgent safety-related information (the world’s oceans are divided into 21 geographical sea areas, called NAVAREAs in which various governments are responsible for navigation and weather warnings); METAREA issuing services for meteorological warnings and forecasts METAREAs are sea areas for weather forecast broadcast); and MRCCs for shore-to-ship distress alerts, SAR information and other urgent safety-related information.
    SafetyNET messages can be directed to all ships in an entire ocean satellite region, to fixed NAVAREAs/METAREAs, to user-defined circular and rectangular addressed areas and to coastal areas with safety, urgency or distress priority. Reception of messages with urgency and distress priority will set off audial and visual alarms on the terminal and these messages will automatically be printed out on SOLAS-compliant terminals.
    All ships navigating inside the addressed areas will receive MSI automatically. To receive costal warnings, ships’ terminals should be set up accordingly.

    navmap



    FleetNET is a commercial service and allows information to be sent to a virtually unlimited number of predesignated mobile terminals simultaneously, irrespective of their position. To receive EGC FleetNET messages, ships should have an Enhanced Data ID (ENID) downloaded into the terminal by a FleetNET service provider, using a poll command. The service may be used by shipping companies, organisations distributing news, commercial weather providers, etc.

    Inmarsat C data reporting and polling services

    The data reporting service allows Inmarsat C and Mini C terminals to send short data reports, up to four data packets, to a shore-based authority or operational centre.
    A typical data report could be a ship’s position report, sailing plan, or fisheries catch report – any data that can be encoded into data packets for the Inmarsat C system. One of the services to use data reporting and polling communication protocol is Long Range Identification and Tracking (LRIT) of ships, as required by the IMO.
    Data reports may be sent from ships regularly, randomly or in response to a polling command from a shore-based operational centre. A typical polling command may instruct an Inmarsat C terminal to send a data report immediately or at a defined start time, with particular repetition intervals, to stop sending reports or to perform a defined task.
    To transmit a data report, the MES should have Data Network ID (DNID) and Member number downloaded using polling command. Both are stored in the terminal’s memory.

     http://www.inmarsat.com/services/safety/inmarsat-c/

     

    Inmarsat-C


    Inmarsat-C terminal (centre)
    Inmarsat-C is a two-way, packet data service operated by the telecommunications company Inmarsat which operates between mobile earth stations (MES) and land earth stations (LES). It became fully operational after a period of pre-operational trials in January 1991. The advantages of Inmarsat-C compared to Inmarsat-A are low cost, smaller and uses a smaller omni-directional antenna. The disavantages is that voice communication is not possible with Inmarsat-C.[1] The service is approved for use under the Global Maritime Distress and Safety System (GMDSS), meets the requirements for Ship Security Alert Systems (SSAS) defined by the International Maritime Organization (IMO) and is the most widely used service in fishing Vessel Monitoring Systems (VMS).
    The service works with a store-and-forward method which enables interface with data network transfer including; e-mail; SMS; telex; remote monitoring; tracking (position reporting); chart and weather updates; maritime safety information (MSI); maritime security; GMDSS; and SafetyNET and FleetNET services; two-way messaging; data reporting and polling; Safety/Emergency alerting.
    The service is operated via an Inmarsat-C Transceiver or a lower-power mini-C Transceiver. Data transfers between MES and LES at a rate of 600 bits/second. The frequencies for transmitting (TX) are 1626.5MHz -1645.5MHz and for receiving (RX) are 1530.0MHz - 1545.0MHz.
    The service is available for maritime, land mobile and aeronautical use.
    This system was also used to track the BBC's project "The Box".[2] BBC News followed a container around the world for a year to tell stories of globalization and the world economy.

    Maritime Rescue Coordination Centers

    The headquarters for Inmarsat C is located in London. The four Ocean Regions that are covered by Inmarsat C are:
    • the Atlantic Ocean Region East (AOR-E)
    • Atlantic Ocean Region West (AOR-W)
    • Pacific Ocean Region (POR)
    • Indian Ocean Region (IOR).
    Within each ocean region, there are approximately four or five Maritime Rescue Coordination Centers (MRCC). In total, there are over twenty MRCC's in the world, and each MRCC station contributes to a certain MRCC area. The MRCC stations are located in:
    • Wellington (New Zealand)-POR
    • Aussaguel (France)-IOR/AOR-E/AOR-W
    • Beijing (China)-IOR/POR
    • Burum (The Netherlands)-AOR-E/AOR-W/IOR
    • Elk (Norway)-AOR-E/AOR-W/IOR
    • Emeq Haela (Israel)-AOR-E/IOR
    • Fucino (Italy) AOR-E/IOR
    • Ex Goonhilly @ Burum (Netherlands)
    • Hai Phong (Vietnam)-IOR/POR
    • Kumsan (S. Korea) IOR/POR
    • Lakhadaria (Algeria) AOR-E
    • Nakhodka (Russia)-POR
    • Nudol (Russian Fed.)-AOR-E/IOR
    • Perth (Australia)-IOR/POR
    • Psary (Poland)-AOR-E/IOR
    • Pune (India)-IOR
    • Santa Paula (USA)-POR
    • Sentosa (Singapore)-IOR/POR
    • Southbury (USA)-AOR-E/AOR-W
    • Tangua (Brazil)-AOR-E
    • Thermopylae (Greece)-AOR-E
    • Yamaguchi (Japan)-IOR/POR.

    How to send a distress alert

    When in a distress situation, your Mobile Earth Station is used to send out a distress alert. This distress alert is sent through a Land Earth Station, redirected to a land based Rescue Co-ordination Center (RCC). This will provide you with a communications link with yourself the RCC and Search and Rescue.

    Method 1

    Using the distress menu on your GMDSS, follow these steps:
    1. Enter your vessel's position, course, speed, and any other vital information onto the form displayed on the screen.
    2. Choose "Nature of Distress" from the toolbar list on top of the screen.
    3. Choose the closest LES to your ship's coordinates near your Ocean Region. You may select any LES within your particular Ocean Region.
    4. Using the distress button, send the alert by keeping it pressed for the required time (5 seconds).You should receive an acknowledgment from the LES within 5 minutes.
    5. If no acknowledgment from the LES, send another distress alert.
    6. After acknowledgment, further detailed information regarding the distress may be sent using the same method as above. This should be sent through the same LES as the original distress alert, this information will be sent to the same Rescue Co-ordination Center.

    Method 2

    There is usually little time to send a distress alert using the method above, therefore there is a quicker and simpler method:
    1. Press and hold the distress button for the required time (5 seconds).

    References

    Tetley, Laurie; Calcutt, David (1994). Understanding GMDSS. Great Britain: British Library Cataloguing in Publication Data. pp. 178–179. ISBN 0-340-61042-5.

    Inmarsat C


    Inmarsat-C-Anlage (mittlere Anlage)
    Inmarsat C ist ein Zwei-Wege-Paketdatendienst, der durch das Telekommunikationsunternehmen Inmarsat betrieben wird. Der Dienst ist für den Einsatz unter dem Global Maritime Distress Safety System (GMDSS) zugelassen und erfüllt die Anforderungen der International Maritime Organization (IMO) für das Ship Security Alert System (SSAS).
    Inmarsat C funktioniert digital und bietet folgende Kommunikationsmöglichkeiten:
    Durch die Datenübertragung ist auch das Senden und Empfangen von SMS und E-mails möglich. Weiterhin bietet der Dienst Fernüberwachung, Aktualisierungen für Seekarten, Wetterinformationen, Sicherheitsinformationen (MSI), Sicherheit des Seeverkehrs, GMDSS und SafetyNET- und FleetNet-Dienstleistungen. Inmarsat C bietet keine Telefonie/Sprachübertragung.
    Der Dienst wird über eine Inmarsat-C-Transceiver oder einen mini-C-Transceiver mit niedrigerem Stromverbrauch betrieben. Beide bieten den gleichen Service.
    Da Inmarsat C mit einem mini-Transceiver auf relativ geringem Raum betrieben werden kann und Teil des GMDSS ist, ist das System auch für die Sportschifffahrt interessant.
    Der Dienst steht für maritime, terrestrische und luftfahrttechnische Nutzung zur Verfügung.

     Das Inmarsat-Satellitensystem

    Autor: namentlich nicht genannt
    Inmarsat ist ein Globales Satelliten Kommunikationssystem mit dessen Hilfe man in der Lage ist, von nahezu jedem Ort der Welt (ausgenommen von den Polarkappen), eine Telefonverbindung über geostationäre Satelliten herzustellen. Es kommt hauptsächlich zum Einsatz auf Schiffen, Flugzeugen, Bohrinseln und anderen schwer zugängigen Gebieten auf der Erde mit schlechter Kommunikationsinfrastruktur. Momentan besteht das Inmarsat-Satellitensystem aus 11 Satelliten, welche rund um den Globus stationiert sind. Der Uplink zu den Satelliten liegt im Bereich bei 1600 MHz im L-Band (mobile Terminals), sowie im Bereich bei 5200 MHz im C-Band (feste Landstationen). Der Hauptdownlink ist im L-Band und erstreckt sich von 1525-1550 MHz. Dieser Frequenzbereich eignet sich sehr gut, da mit einer Wellenlänge von 20-cm, Atmosphäre, Wolken etc. problemlos durchdrungen werden können. Auch im C-Band bei 3600 MHz senden die Satelliten. Doch mittlerweile können dort scheinbar nur noch digitale bzw. satelliteninterne Daten gehört werden. Früher waren dort die Rückkanäle für Inmarsat-A Telefonverbindungen.
    Übersicht der verschiedenen Inmarsat-Satellitensysteme
    Bis Anfang 2008 war das am längsten in Betrieb gewesene analoge Inmarsat-A Verfahren noch in Betrieb. Sämtliche Kommunikation wurde dabei analog und unverschlüsselt übertragen. Zudem waren die Terminals noch ziemlich groß und unhandlich, da erst eine große Antenne aufgebaut und ausgerichtet werden musste. Nun nutzt man andere digitale Systeme, die effektiver mit kleinerer Technik und schmaleren Bandbreiten meist eine bessere Gesprächsqualität bieten, wie z.B. das Inmarsat-B.
    Das Inmarsat-B ist praktisch der Nachfolger von Inmarsat-A, welches hauptsächlich für Sprachtelefonate und Fax, aber auch für Internet genutzt werden kann. Dieses arbeitet nicht mehr analog, sondern bietet bereits digitale Sprachübertragung und ist GMDSS kompatibel.
    Das Inmarsat-C ist ebenfalls ein digitales Übertragungsverfahren, das hauptsächlich bei der Versendung von Daten und Nachrichten, wie auch E-Mails genutzt wird. Auch besonders Wettermeldungen und Warnungen (GMDSS) können damit an Schiffe auf dem Meer übertragen werden. Ebenfalls ist es möglich einen Notruf über dieses System abzugeben. Das Equipment ist relativ klein und passt meist in einen Aktenkoffer. Diese Nachrichten können auch recht einfach mit entsprechender Software dekodiert werden. Jedes größere hochseetaugliche Schiff ist heutzutage verpflichtet dieses System mit an Board zu führen.
    Das Inmarsat-D ist ein digitales Pager-Verfahren und bietet ähnliche Dienste wie Inmarsat-C an. Unter anderem ist es auch für die Positionsverfolgung von Objekten konzipiert. So kann man beispielsweise ein einzelnes Schiff oder ganzen Flotten von Schiffen auf dem Meer verfolgen.
    Inmarsat-E war für den Empfang von Notrufsignalen zuständig, die von Notruffunkbaken ausgesendet wurden. Diese Signale wurden dann über Inmarsat an eine Bodenstation weitergeleitet. Dies wurde allerdings am 1. Dezember 2006 eingestellt. Nun helfen meist SARSAT Nutzlasten an geostationären Satelliten, wie MSG-1/2 und Goes, sowie an Satelliten im Low Earth Orbit wie den NOAA's, der Weiterleitung von Notrufsignalen.
    Dann gibt es noch das Inmarsat-M und Mini-M, beide kommen heutzutage hauptsächlich bei der Sprachkommunikation zum Einsatz. Das Inmarsat-M wird vom Global Beam der Inmarsat's bedient, daher müssen die Sende- und Empfangsantennen noch recht groß sein. Inmarsat-Mini M nutzt viele einzelne Spot Beams, was den Vorteil hat, dass die Terminals klein sind und meist das komplette Equipment inklusive Antenne in einen Aktenkoffer passt. Inmarsat-M nutzt ein IMBE Sprach-Codec. Ein ähnliches AMBE Sprach-Codec kommt z.B. auch bei D-Star zum Einsatz. Es könnte möglich sein, mithilfe eines DV-Dongle den passenden Sprach-Codec zu dekodieren. Zur Zeit sind aber nur sehr wenig Informationen über das genutzte Codec bei Inmarsat-M vorhanden. (Jegliche Informationen dazu sind immer willkommen!)
    Auch bei der NASA wird Inmarsat genutzt. Während eines Space Shuttle Starts werden damit wichtige Telefonverbindung zu den Transoceanic Abort Landing Sites (TAL's) hergestellt. Wie z.B. zu den USAF Flughäfen Zaragoza und Moron in Spanien, sowie Istress in Frankreich. Dabei werden Konferenzschaltungen eingerichtet, woran auch das MCC in Houston und das KSC in Florida dran teilnehmen und start relevante Informationen mit den TAL's austauschen. Bis zum Sommer 2007 wurde dafür das analoge Inmarsat-A System genutzt. Seitdem ist man wahrscheinlich auf ein IP-Phone ähnliches digitales Verfahren umgestiegen, welches vermutlich BGAN (ein Breitband Datendienst von Inmarsat) nutzt. Inmarsat kommt aber nach wie vor bei Space Shuttle Starts zum Einsatz.
    Welches Empfangs-Equipment wird benötigt um Inmarsat-C zu empfangen ?
    Als erstes braucht man einen entsprechenden Empfänger, der Inmarsat im L-Band zwischen 1530-1545 MHz empfangen kann. Dieser Empfänger muß die Modulationsart SSB (USB/LSB) unterstützen und möglichst kleine Frequenzschritte beherrschen. Als zweites benötigt man eine geeignete Antenne und Vorverstärker. Optimal geeignet und recht weit verbreitet sind Wendel-Antennen (Helical-Antennen). Diese gibt es in Versionen mit wenigen bis vielen Windungen. Man kann die Wedel-Antenne direkt auf den Satelliten ausrichten. Allerdings benötigt man dann eine relativ lange Antenne mit recht vielen Windungen, um den erforderlichen Gewinn zu erzielen. (Allerdings waren Tests mit einer Wendel-Antenne mit nur 5 Windungen, einen gut abgestimmten Vorverstärker und empfindlichen Empfänger ebenfalls erfolgreich.) Einfacher ist es meist eine Parabol-Antenne zu verwenden. Minimum ist dabei ca. 60 cm Durchmesser. An dieser wird eine kurze Wendel-Antenne mit max. 3 Windungen im Brennpunkt installiert. Die Signale werden RHCP also rechtsdrehend zirkular polarisiert vom Satelliten abgestrahlt, daher müssen lange Wendel-Antennen ohne Reflektor auch rechtsrum gedreht sein. Wenn man einen Reflektor zum Empfang nutzt, wird das Signal gespiegelt. Aus dem Grund muß die kurze Wendel-Antenne, als Erreger in einer Parabol-Antenne LHCP linksdrehend angebracht sein. Man sollte drauf achten möglichst rauscharme Vorverstärker zu verwenden. Angeboten wird z.B. der ULNA3013 von tgn oder der KU LNA 152 AH von KUHNE electronic. Ebenfalls sollte nach Möglichkeit auch dämpfungsarmes Antennenkabel zum Einsatz kommen.

    L-Band Wendel-Antenne mit 10 Windungen

    L-Band Vorverstärker (LNA)
    Welche Software gibt es für die Dekodierung der Signale ?Als nächstes muss das Audiosignal des Empfängers mit dem Line-In-Eingang eines PC's verbunden werden. Nun braucht man nur noch die entsprechende Dekodiersoftware. Zum einen wird dort Code300-32 von Hoka Electronic angeboten. Allerdings ist dies auch ein Dekoder für viele andere Betriebsarten und daher auch entsprechend teuer. Eine reine Inmarsat std-C Dekodiersoftware gibt es z.B. als ein DOS-Programm von Jakub Hruska bei Inmarsatdecoder.com. Zum Download wird dort nur im Moment eine kostenlose Testversion angeboten, womit man die EGC's (Enhanced Group Calls) auf den NCS (Network Control Station) Kanälen dekodieren kann. (Mehr dazu später.) Alex Scafidas bietet ebenfalls eine reine Inmarsat std-c auf Java basierende Dekodiersoftware an, welche Freeware ist und auch die EGC's auf den NCS Kanälen dekodieren kann.
    Es gibt zwei unterschiedliche Systeme.: Das FleetNET und SafetyNET. FleetNET wird hauptsächlich kommerziell genutzt, z.B. für E-Mail und Datenverkehr zwischen verschiedenen Nutzern. Das SafetyNET wird zur Verbreitung von Maritimen Sicherheits-Informationen (MSI) genutzt und beinhaltet meist Wetter- oder Navigationswarnungen sowie auch andere wichtige Mitteilungen, z.B. Notrufe.
    Welcher der Inmarsat Satelliten kommt für mich in Frage zu empfangen ?
    Inmarsat-C steht in den folgenden Satellitenregionen zur Verfügung.: AOR-W (Atlantischer Ozean West), AOR-E (Atlantischer Ozean Ost), IOR (Indischer Ozean) und POR (Pazifischer Ozean). Für Europa ist die AOR-E Region mit dem Inmarsat 3-F2 am besten zu empfangen. Dieser Satellit befindet sich auf der geostationären Position von 15,5° West. Für Deutschland wäre das z.B. ca. 210° Azimut und 28° Elevation.
    Wann und auf welcher Frequenz kann ich Inmarsat-C empfangen ?
    Inmarsat-C sendet standardmäßig rund um die Uhr im Frequenzbereich zwischen 1530-1545 MHz. Es gibt diverse schmalbandige TDMA Kanäle, welche alle mit 1200bps BPSK arbeiten. Eine ständig aktualisierte Liste findet man auf UHF-Satcom.com der Seite von Paul Marsh.
    Die NCS (Network Control Station) Kanäle sind in den folgenden Regionen/Satelliten zu empfangen:
    Region Position Frequenz
    AOR-W 54,0° West 1537.700 MHz
    AOR-E 15,5° West 1541.450 MHz
    IOR 64,5° Ost 1537.100 MHz
    POR 178,0° Ost 1541.450 MHz
    Auf den NCS Kanälen können im paar minütigem Abstand die bereits erwähnten EGC's, mit Navigations- und Wettermeldungen für die Luft- und Seefahrt empfangen und dekodiert werden.

    Ein NCS-Test über AOR-E.
    Beispiel Mitschnitt vom NCS Kanal auf 1541.450MHz USB mit einer Mittenfrequenz von ca.1500Hz
    Einrichten der Hard und Software für die Dekodierung
    Die Antenne sollte auf einen der Inmarsat Satelliten ausgerichtet sein. Zum genauen Ausrichten der Antenne bietet sich eines der TDMA Signale gut an, da diese standardmäßig rund um die Uhr senden. Sobald die Antenne korrekt eingestellt ist und man ein deutliches Datenrauschen des TDMA Kanals in USB hören kann, sollte man spätestens jetzt den Empfänger mit der Soundkarte des PC´s verbinden. Nun kann die Dekodiersoftware gestartet werden. Es sollte die richtige Soundkarte ausgewählt sein und der Audiopegel gut justiert werden. Normalerweise muß der Empfänger in USB ca. 2,2 kHz unter der Mittenfrequenz auf das untere Seitenband gestimmt werden. Das ist aber Empfängerunterschiedlich und muss ausprobiert werden. Auch beachtet werden sollte, dass der Empfänger frequenzstabil ist. Oft müssen die Filter erst "warm werden" um sich auf eine Frequenz einzuschwingen. Wenn der Empfänger auf die richtige Frequenz eingestellt ist und alle anderen Einstellungen ebenfalls korrekt sind, sollte nun der Wert bei QUAL (Qualität des Signals) ansteigen und die ersten Kanalparameter des ausgewählten Kanals dekodiert in dem Fenster angezeigt werden. Nicht aufgeben, wenn es beim ersten Versuch nicht gleich klappt. Wenn es hier Probleme gibt, sind auch viele Tipps in der Hilfe/Readme Datei der Software zu finden. Alle empfangenen Nachrichten werden automatisch im Fenster angezeigt und zusätzlich in eine TXT-Datei im installierten Ordner exportiert.

    letzte Änderung: 27.08.2012

     http://www.satellitenwelt.de/inmarsat.htm
     ###########################################

     http://weather.gmdss.org/index.html

    GLOSSARY, ACRONYMS AND OTHER ABBREVIATIONS

    COMSARSub-Committee on Radiocommunications and Search and Rescue (IMO)
    ECDISElectronic Chart Display Information System
    GMDSSGlobal Maritime Distress and Safety System
    GTSGlobal Telecommunication System (WMO)
    HFHigh Frequency
    IHOInternational Hydrographic Organization
    IMOInternational Maritime Organization
    IMSOInternational Mobile Satellite Organization
    IOCIntergovernmental Oceanographic Commission (of UNESCO)
    ITUInternational Telecommunication Union
    JCOMMJoint WMO/IOC Technical Commission for Oceanography and Marine Meteorology
    LESLand Earth Station (Inmarsat)
    MSCMaritime Safety Committee (IMO)
    MSIMaritime Safety Information
    NAVTEXInternational system for reception of marine safety information
    NMSNational Meteorological Service
    RSMCRegional Specialized Meteorological Centre
    SOLASInternational Convention for the Safety of Life at Sea
    UNESCOUnited Nations Educational, Scientific and Cultural Organization
    WMOWorld Meteorological Organization
    WWNWSWorld-Wide Navigational Warning Service (IHO/IMO)

     Metarea SCHEDULE

    TRANSMISSION SCHEDULES FOR GMDSS SAFETYNET SERVICES
    TRANSMISSION SCHEDULE FOR FULL GMDSS SERVICE
    27 july 2004 (updated Feb 2012)

    METAREA Meteorological Issuing ServiceSatellite Ocean RegionsBroadcast schedule (UTC)
    I United Kingdom AOR (E) 0930 2130
    II France AOR (E)
    AOR (W)
    1015
    1015
    2215
    2215
    III Greece1 AOR (E ) 1000 2200
    IV USA AOR (W) 0430 1030 1630 2230
    V Brazil AOR (E) 0730 1930
    VI Argentina AOR (W) 0230 1730
    VII west of 20E South Africa AOR (E) 0940 1940
    VII east of 20E South Africa2 IOR 0940 1940
    VIII (N) (north of equator) India IOR 0900 1800
    VIII (S) (south of equator) Mauritius / La Réunion (via France) IOR 0130
    00003
    06003 1330 12003 18003
    IX Pakistan IOR 0700
    X IOR Australia IOR 04306 (WA coast)1030 16306 (WA coast) 2330
    X POR Australia POR 05104 (Bass Strait only) 08155 (NT coast)110017004 (Bass Strait only) 20155 (NT coast)
    2300
    XI IOR China (for IOR) IOR 0330 1015 1530 2215
    XI POR Japan (for POR)7 POR north of equator south of equator 0230 0830 0815 1430 2030 2015
    XII USA POR AOR (W) 0545 1145 1745 2345
    XIII Russian Federation POR 0930 2130
    XIV New Zealand POR01304 (NZ coast only)
    0330 (warnings only)
    0930 13304 (NZ coast only)
    1530 (warnings only)
    2130
    XV Chile AOR (W) 1845
    XVI USA AOR (W) 0515 1115 1715 2315
    XVII Canada POR 0300 1500
    XVIII Canada AOR (W) 0300 1500
    XIX Norway AOR (E) 1100 2300
    XX Russian Federation IOR 0600 1800
    XXI Russian Federation POR 0600 1800
    1Scheduled bulletins and warnings for the western Mediterranean Sea are prepared by France
    2Forecast for area 30°S-50°E / 50°S-80°E and tropical cyclone warnings are prepared by La Réunion
    3Tropical Cyclone warnings if any issued by La Réunion as unscheduled broadcasts
    4Local time. The Bass Strait bulletins are Coastal Warnings and Forecasts transmitted only to SafetyNET Coastal Area D in Navarea X
    5Northern Territory bulletins are Coastal Warnings and Forecasts transmitted only to SafetyNET Coastal Areas G and H in Navarea X
    6Local time. Western Australia bulletins are Coastal Warnings and Forecasts transmitted only to SafetyNET Coastal Areas F and G in Navarea X
    7Scheduled bulletins and warnings for south of the equator prepared by Australia

    For unscheduled broadcasts, these shall be issued for broadcast under the SafetyNET service through all Inmarsat ocean region satellites covering the issuing service's area of responsibility.
    MF 

    METAREA VII
    METAREA VIII_N
    METAREA VIII_S
    METAREA IX
    METAREA X
    METAREA XI


     METAREA XI : The Indian Ocean, China Sea and North Pacific Ocean northward of Area X and on the equator to longitude 180°, eastward of Area VIII and the Asian continent to the North Korea/Russian Federation frontier in 42°30'N 130°E, thence to 135°E, NE_wards to 45°N 138°E, to 45°N 180°
    Issuing Service
    China
    Japan
    Preparation Service
    Australia (south of the equator)
    Satellite Ocean Regions (scheduled bulletins)
    IOR (China)
    POR (Japan)
    Warnings, if any, included in scheduled messages (China)


    METAREA messages

    NAMEDATE
    HIGH SEAS FORECAST CHINAJanuary 23 2017 - 08:40:29 UTC
    HIGH SEAS FORECAST JAPANJanuary 23 2017 - 08:34:02 UTC
    HIGH SEAS FORECAST HONG KONG CHINAJanuary 23 2017 - 08:18:28 UTC
    HIGH SEAS FORECAST NORTHERN AUSTRALIA January 23 2017 - 07:15:16 UTC


    China National Meteorological Service Website
    Hong-Kong China Meteorological Service Website
    Japan National Meteorological Service Website
    General information (including maps)
    Page Date : January 23 2017 - 13:50:58 UTC
    METAREA X : The South Indian Ocean and Southern Oceans east of 80°E and south of 30°S, to 95°E, to 12°S, to 127°E and thence to the Timor Sea, South Pacific and Southern Oceans south of 10°S to 141°E, to the Equator, to 170°E, to 29°S, thence south-westward to 45°S at 160°E and then to the meridian at 160°E.
    Issuing Service
    Australia
    Preparation Service
    Papua New Guinea
    Satellite Ocean Regions (scheduled bulletins)
    IOR
    POR

    NAMEDATE
    WARNING SOUTH-EASTERN 11January 23 2017 - 12:16:34 UTC
    WARNING WESTERN 02January 23 2017 - 12:11:57 UTC
    HIGH SEAS FORECAST SOUTH EASTERNJanuary 23 2017 - 09:00:14 UTC
    HIGH SEAS FORECAST NORTH EASTERNJanuary 23 2017 - 08:00:24 UTC
    HIGH SEAS FORECAST WESTERNJanuary 23 2017 - 08:00:19 UTC
    HIGH SEAS FORECAST NORTHERNJanuary 23 2017 - 07:15:16 UTC

    Australia National Meteorological Service WebsiteGeneral information (including maps)
    Page Date : January 23 2017 - 13:50:57 UTC

    METAREA IX : The Red Sea, Gulf of Aden, Arabian Sea and Persian Gulf, north of Area VIII
    Issuing Service
    Pakistan
    Satellite Ocean Regions (scheduled bulletins)
    IOR
    Warnings, if any, included in scheduled messages

    NAMEDATE
    HIGH SEAS FORECASTJanuary 23 2017 - 07:07:31 UTC

    Pakistan National Meteorological Service WebsiteGeneral information (including maps)
    Page Date : January 23 2017 - 13:50:57 UTC

    METAREA VIII S : The east African coast from the equator south to 10°30'S, thence to 55°E, to 30°S, to 95°E, to the equator, to the east African coast
    Issuing Service
    Mauritius (Scheduled forecast)
    La Reunion (Tropical Cyclone Warning)
    Australia (Tropical Cyclone Warning East of 90E)
    Satellite Ocean Regions (scheduled bulletins)
    IOR
    For tropical cyclone warning East of 90°E, see Metarea 10 (Perth)

    NAMEDATE
    HIGH SEAS FORECASTJanuary 23 2017 - 12:36:11 UTC

    Mauritius National Meteorological Service Website
    French National Meteorological Service Website
    Australia National Meteorological Service Website
    General information (including maps)
    Page Date : January 23 2017 - 13:50:56 UTC

     METAREA VIII N : The area of the Indian Ocean enclosed by lines from the Indo-Pakistan frontier in 23°45'N 68°E to 12°N 63°E, thence to Cape Gardafui; the east African coast south to the equator, thence to 95°E, to 6°N, thence NE_wards to the Myanmar/Thailand frontier in 10N 98°30'E
    Issuing Service
    India
    Satellite Ocean Regions (scheduled bulletins)
    IOR

    NAMEDATE
    HIGH SEAS FORECASTJanuary 23 2017 - 09:09:06 UTC

    Indian National Meteorological Service WebsiteGeneral information (including maps)
    Page Date : January 23 2017 - 13:50:56 UTC

    METAREA VII : The South Atlantic and Southern Oceans south of 6°S from 20°W to the coast of Africa, thence south to the Cape of Good Hope; the South Indian and Southern Oceans south of 10°30'S from the Cape to 55°E, thence south of 30°S to 80°E
    Issuing Service
    South Africa
    Preparation Service
    France (forecast for area 30S 50E/50S 80E
    and Tropical Cyclone Warning)
    Satellite Ocean Regions (scheduled bulletins)
    AOR (W) (West of 20°E)
    IOR (East of 20°E)
    Warnings other than Tropical Cyclone Warnings, if any, included in scheduled messages

    NAMEDATE
    HIGH SEAS FORECASTJanuary 23 2017 - 13:40:06 UTC
    COASTAL WATERS FORECASTJanuary 23 2017 - 13:00:08 UTC

    South Africa National Meteorological Service WebsiteGeneral information (including maps)
    Page Date : January 23 2017 - 13:50:56 UTC