An Introduction To GMDSS - Jahn M. Olsen - 1999

POSEIDON 4
Jah n M. O lsen
T o r R.
K ristensen
General Operator's Certificate ( G O C )

(5th Edition)
AN INTRODUCTION TO GMDSS
(Revised GOC Edition)

C I. T. Marine Communication DA 1999
Layout: Robert Walker, DataDesign, N-8392 Sorv&gen.
illustrations re drawn/scanned by DataDesign. Language consultants: DataDesign
5th. edition
ISBN 82-92035-03-6
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N-8310 KABELVAAG, NORWAY
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AN INTRODUCTION TO GMDSS
la n n M . O ls e n
T o r R . K ris te n s e n
Produced by:
[ P O g lt O E X jM ]
P.O. Box 89, N-8376 Leknes, Norway
Tel. +47 760 54330 Fax: +47 760 82006
E-mail: info@poseidon.no
Internet: www.poseidon.no
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An Introduction to GMDSS
Contents
Preface Page 9
CHAPTER 1
THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM.... Page 11
l <1 Introduction.............................................................................................................................. Page 11
12 Means of Communication - definitions................................................................................ Page 12
13 GMDSS system configuration................................................................................................Page 13
1.4 GMDSS Implementation Schedule........................................................................................Page 14
1.5 GMDSS - functional requirements....................................................................................... Page 14
1.6 GMDSS ships - radio watch...................................................................................................Page 15
1.7 Basic equipment - minimum requirements...........................................................................Page 16
1.8 Maintenance requirements for GMDSS equipment............................................................ Page 21
1.9 The GMDSS Master P la n ....................................................................................................... Page 21
1.10 EXERCISES - GMDSS......................................................................................................... Page 23
CHAPTER 2
SHIP'* ANTENNAS Paoe 25
2+1 General Information................................................................................................................ Page 25
2.2 Radio w aves..............................................................................................................................Page 26
23 Antenna length and resonance frequency.............................................................................. Page 26
2.4 Radio wavelengths and frequencies...................................................................................... Page 28
2.5 Unit of measurement: Hertz (Hz)...........................................................................................Page 28
2.6 Table of wavelengths.............................................................................................................. Page 30
2.7 Propagation of Radio W aves..................................................................................................Page 31
2.8 li_f^ mi. .. .. .. .. ^ .32*
2.9 M F ........................................................................................................................................... Page 33
230 H F ............................................................................................................................................. Page 34
2+! l Inmarsat-A/B antennas............................................................................................................. Page 35
232 Inmarsat-C antennas..................................................................................................................Page 36
2t 13 Simplex transmission................................................................................................................Page 37
2.14 D u lex transmission age .3
2.15 Antenna maintenance..............................................................................................................Page 37
236 EXERCISES -ANTENNAS.................................................................................................. Page43
CHAPTER 3
REGULATIONS AND TRAFFIC PROCEDURES-------------------- Page 45
3.1 ill.|3 S Radio I .1Cdice S .......bp.».pb.+++.b++bib+++bb+++bbb+++bbb++bbb++bbb++bbb++4bb»++bbb++#bb»++bbi++4bb»+4bbb»++bb»++bbi+# £l^ê ^15
3a2 Radio Surveys and Radio Safety Certificates..........................................................................Page45
33 Operation of the ship station - operator certificates............................................................... Page45
3A Observance of Secrecy.............................................................................................................. Page46
3.5 Priority for distress calls, distress messages and other messages concerning
the safety of lives at sea.............................................................................................................. Page46
3.6 Unauthorised transmissions...................................................................................................... Page46
3.7 Control and adjustment of radio transmitters..........................................................................Page46
3.8 Service docum ents..................................................................................................................... Page46
3. l^nd1 l^)^^ . i b . . . f b h . i . » r H 4 4 M t 4 4 f 4 t b t M b 4 m 4 4 f M 4 4 l^
m 4 4 t M b t t b H t 4 b M t 4 b H t 4 b h b b b 4 l f 4 4 t b M f f M U * M M f 4 M U b f M 4 * f " 4 4 t ' M f t M 1 f 4 . '
330 Radio Telephony Communications - Calling Procedures...................................................... Page47

3.11 MF radio telephony (coast telephony)..................................................................................Page 51
3.12 The international distress and calling frequency 2182 k H z .................................................. Page51
333 General calling procedures...........................................v ....................................................Page 51
3.14 HF telephony.............................................................................................................................. Page52
3.15 Traffic lists................................................................................................................................. Page53
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CHAPTER 4
DISTRESS SIGNALS AND DISTRESS TRAFFIC____________ Page 55
4.1 Introduction.................................................................................................................................. Page55
4.2 General regulations.................................................................................................................... Page55
4.3 The international distress and calling frequency2182 k H z ....................................................Page56
4.4 Silence periods............................................................................................................................Page56
4.5 The radiotelephony alarm signal.............................................................................................. Page56
4*6 The distress signal - MAYDAY................................................................................................... Page57
4.7 The distress call...........................................................................................................................Page57
4.8 The distress m essage.................................................................................................................. Page57
4.9 Acknowledgement of receipt of a distress m essage................................................................. Page57
4.10 Distress traffic.............................................................................................................................Page58
4.11 Transmission of a distress message by a station not itself in distress....................................... Page59
CHAPTER 5
URGENCY TRANSMISSIONS + ♦ * + ♦ + + ♦ + + ♦ + + ♦ + + + + ♦ + + ♦ 0 + 0 + + + + + + + 444 444 4444 44 44444 4444444 Page 61
5*1 Urgency signal Page 61
CHAPTER 6
SAFETY TRANSMISSIONS 444444444444444444444444444444444444444444444444444444444444444 Page 63
6.1 Safety signals and m essages...................................................................................................... Page63
6.2 Medical advice - MEDICO........................................................................................................Page64
6.3 Exercises: Regulations and Traffic Procedures....................................................................... Page65
6*4 Exercises - Distress, Urgency and Safety Traffic..................................................................... Page65
CHAPTER 7
DSC - DIGITAL SELECTIVE CALLING____________________Page 67
7.1 Background..................................................................................................................................Page67
7.2 D S C ............................................................................................................................ ......... Page 67
7.3 The Individual Elements of the DSC C all............................................................... ......... Page 69
7*4 DSC routine cal 1 —*—*...................................................... ..........Page 70
7*5 Selective calling numbers in GM DSS...................................................................... ......... Page 70
76 FYFT?PlîF^l . n ^ C ......... Page 72
CHAPTER 8
DSC PROCEDURES FOR VHF - MF AND HF............................ Page 73
Introduction...................................................................................................................................... Page 73
8*1 Distress.........................................................................................................................................Page73
8*2 Urgency........................................................................................................................................Page76
8.3 S P a g e
8*4 Public Correspondence............................................................................................................... Page78
8.5 Testing the equipment used for distress and safety................................................................. Page80
8.6 Special conditions and procedures for DSC communication on H F ...................................... Page80
8.7 EXERCISES - DSC OPERATIONAL PROCEDURES..........................................................Page86
CHAPTER 9
INMARSAT_________________________________________ Page 87
9.1 Introduction................................................................................................................................. Page87
9.2 A General O verview ..................................................................................................................Page88
9.3 The space segment..................................................................................................................... Page88
9*4 Coast Earth Stations (C E S )....................................................................................................... Page89
9.5 Network Co-ordinating Station (NCS)......................................................................................Page90
9*6 Ship Earth Station (SES)............................................................................................................Page90
9*7 Inmarsat Mobile Number........................................................................................................... Page91
9 *8 Inmarsat Commis sionin g .............................................. *......................................................Page 9 2
9*9 Inmarsat system comparisons.................................................................................................... Page93
9* 10 EXERCISES - INMARSAT....................................................................................................... Page94
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CHAPTER 10
INMARSAT-A Page 95
10.1 Communication services - Inmarsat-A................................ ...... Page 95
10.2 Inmarsat-A SES equipment.................................................. ...... Page 95
10.3 Antenna direc tion/tracking................................................... ...... Page 98
10.4 The Ship's Plotted Position.................................................. ...... Page 98
10.5 The Ship's heading (Gyro course)........................................ ...... Page 99
10*6 Azimuth angle........................................................................ .... Page 99
10*7 Elevation an g le...... ................... ........................................... .... Page 99
10*8 Elevation angle m a p ............................................................. ..♦Page 100
10.9 Azimuth angle map .............................................................. ..♦Page 101
10.10 Distress Communication....................................................... ..♦Page 102
10*11 Distress priority...................................................................... .♦♦Page 102
10.12 How to send a Distress call by telex or telephone............... .♦♦Page 102
10.13 Urgency and Safety priority.................................................. .„Page 103
10.14 Making a telephone call........................................................ ..♦Page 104
10.15 Sending a telex....................................................................... ..♦Page 105
10.16 Making a fax or data call...................................................... ...Page 105
10.17 Inmarsat Service Partners and Access Codes....................... ♦♦.Page 106
10.18 EXERCISES - INMARSAT-A.............................................. ..Page 110
CHAPTER 11
INMARSAT-C...................................................... Page 111
11+1 Introduction .++hL.++L...^L.....................,......+..,+n. 4++b*#+4b*4 ..... Page 111
11 *2 ♦ Sy stem operat io n ....................................................................... i b++4ad»+«aa#+4b ..... Page 111
11.3 1nm aTsat'C Eq uipment............................................................. ..... Page 112
11.4 The Inmarsat-C system............................................................. ..... Page 112
11,5. Inmarsat Mobile Number (IM N).............................................. ..... Page 113
11 +6 The Tnmarsat-C Communication services............................... i d++t i a++ba' ..... Page i 13
11*7 Accessing different networks using an Inmarsat-C S E S ........ a + + + a a « + + b a a + + b i ..... Page 117
11.8 EXERCISES - INMARSAT-C................................................. l 4 + + p | ' + + p | | q . ►a a ♦ ♦ ►i ..... Page US
CHAPTER 12
INMARSAT-M /B......................................... Page 119
12.1 Introduction..................................................................... ,+Page 119
12.2 Basic system architecture................................................................. ..Page 119
1 ,3 stem cratit^n ..Page 119
12,4 Single and Multi-channel Inmarsat M and B SE S s......................... .Page 121
12+5 Tnmarsat M/B numbering scheme..................................................... ..Page 122
12+6*1 Sending a DISTRESS message by telex using an Inmarsat-B SES * ♦Page 122
12*7+1 Making a telephone c a ll.................................................................... ..Page 123
12.8 EXERCISES - INMARSAT-M/B................................................... ♦Page 124
CHAPTER 13
TELEX OVER R A D IO ........................ Page 125
13.1 Background...................................................... • f a * ♦♦ f i ' pa#++bba++b a#+baa++b ..Page 125
13♦ The !3^^stern .Page 125
13.3 The M odem...................................................... . p44++t bl ++bMb++Pa4++bba+ ++bl d++bad++bb . p qq++ t a .Page 126
13 A Modulation....................................................... i ' 4 ++PM++b n + +4i i d+4baa++baa+ ++a*a++*a ,Page 127
13.5 ARQ .............................................. i 4 + + b a a + + a a a + + b i Paa+4M .Page 128
13.6 F E C ................................................................... l 4++t b4++a44++baaa++aaa++baa+++ba#++ba4' * + ■ ■ 4 + * • .Page 130
13.7 M aritex............................................................. ♦Page 131
13.8 EXERCISES..................................................... i a + + 4 a a # + + b 4 ♦Page 136
6 © POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited.

CHAPTER 14
MARITIME SAFETY INFORMATION UNDER THE GMDSS **Page 137
14i1 BcldC^TOUIld .................................................... P 137
14.2 The Navtex System ...................................... . .......................................................... Page 137
1 4 N aVareaS
x 3 . n . . . * + . . + T . ■ , + + . . H + + - H + + . F . + + F i H + + m + - l i J + ^3
+ + . . x x x . . x x i . . • • • ■• • • • • • • • * a b i i r * i i a ++b b 4 + ++aa+ +«pa* +«aa+ +*aa« +4ba++bb4
14.4 Navarea 1 ..,+++.,++.,,++..,++.,++..,++.,+++...+x...x—......... Dn 1^7 i M r i i i T r i i i t r b i i 4 » H i » H m + f l l H * l l * t 4 H t * 4 b ' t * * M * * » " *

r t - r t
w 1 ^ t
14.5 Building up a N avtex Me s sage...................... ........................................................... Page 140

14.6 Examples of Navtex M essages........................ Pane 141 .. ................................ ................... A %• A • PI
14.7 National Navtex service.....................................................................................................Page 142

14t8 The Navtex receiver...........................................................................................................Page 142
14t9 EGC - Enhanced Group C a ll..............................................................................................Page 142
14 J 0 SafetyNET broadcast messages........................................................................................Page 144
14.11 Availability of MSI in different NAVAREAS/METAREAS............................................Page 144
14.12 Reception of EGC messages - operating your EGC receiver...........................................Page 148
14.13 EGC - message examples................................................................................................... Page 151
14.14 High frequency (HE) M S I.................................................................................................. Page 153
14.15 EXERCISES - NAVTEX, E G C ....................................................................................... Page 157
CHAPTER 15
EMERGENCY RADIO BEACONS +++++++++++++++4++++»«+»+++++*+++++++*+++ Page 159
15*1 General Inform ation........................................................................ ............................... Page 159
15.2 Different types of radio beacons..................................................... ............................... Page 159
15.3 Basic Concepts of the COSPAS/SARSAT System ........................ ...............................Page 160
15.4 Facts about COSPAS/SARSAT as of December 1997................... ...............................Page 164
15.5 The COSPAS/SARSAT Beacon...................................................... ...............................Page 164
15.6 VHF emergency beacons for manual activation............................. ............................... Page 168
15.7 The inmarsat-E EP1RB..................................................................... F F F F M F F F I I F F t H F F F I H F F b H F F t t l 8
15.8 VHF Emergency Beacon (VHF beacon)......................................... Page 169
CHAPTER 16
SART - SEARCH AND RESCUE TRANSPONDERS
- PORTABLE VHF TRANSCEIVERS____________ Page 171
16.1 Background............... ....................Page 171
16.2 Range p erformanc e ,.,. ' bi 4+#bbd++bdb++ba*++PPP4++aad + bbd4++b*4++b' _____ i*+...+♦..., Page 171
16.3 Categories of SART .. i 44bi 4+++ba»++aaa++aaa++baa++bb4' bb44#baa+#4aa+ ++aaa4 X C Pncrp 171
J rX n
16.4 Test procedure.......... ..**..<**...»**..'**Page 172

16.5 Specifications......................................... ....................Page 172
16.6 Labels and m arking............................... ....................Page 172
16.7 Portable VHF Transceivers................... ....................Page 174
16.8 VHF Emergency Communication Sets ♦. ....................Page 175
16.9 EXERCISES - EP1RB, SART, PORTABLE VHF TRANSCEIVERS ....................Page 176
CHAPTER 17
POWER SUPPLIES Page 177
17.1 Radio batteries....... ............ Page 177
17.2 Lead batteries........ .............Page 177
I 4 + + P I ' + + P I 4 .
17.3 Ni-Fe batteries....... .............Page 179

’ h 4 + + a i
17.4 Ni-Cd batteries............................................. .............Page 179

17.5 UPS (Uninterrupted Power Supply)....................................................................................Page 180
17.6 Capacity requirements..........................................................................................................Page 181
17.7 EXERCISES - POWER SUPPLIES...................................................................................Page 183
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CHAPTER 18
MARITIME MOBILE TRAFFIC CHARGES Pa3e 185
18.1 Radio telephone c a lls ...........................................................................................................Page 185
18-2 Charges for radio telephone calls........................................................................................Page 185
18.3 Radiotelegrams......................................................................................................................Page 186
18.4 Keeping a Radio Log........................................................................................................... Page 188
18.5 Radio telex on the MF and HF bands..................................................................................Page 188
18.6 Telephone and telex via Inmarsat-A/B............................................................................... Page 189
18.7 Inmarsat-C Charges............................................................................................................. Page 191
18.8 EXERCISES - CHARGES.................................................................................................. Page 195
CHAPTER 19
FALSE ALERTS IN THE GMDSS Page 197
19.1 General Information Page 197
19.2 INMARSAT-C Page 197
19.3 E P IR B ............ Page 198
19.4 D S C ................ I f r++pa' +#4a»*+bl d4 Page 198
19.5 Guidelines for avoiding false distress alerts................................................. Page 199
19.6 Instructions for mariners and others for cancelling a false distress alert.... Page 203
19.7 EXERCISES - FALSE ALERTS IN THE GMDSS b a a 4 * Page 204
CHAPTER 20
THE ROLE OF THE RCC IN THE GMDSS.......... ....................Page 205
20,1 THE 1974 SOLAS CONVENTION.............................................. Page 205
20.2 THE GMDSS SYSTEM ................................................................ Page 205
20.3 RCC’s - MRCC’s - SAR CO-ORDINATION.............................. Page 206
20.4 Action by the first RCC on receipt of distress alert........................... Page 208
20.5 A genuine rescue operation................................................................. Page 208
20.6 RCC/MRCC in the Nordic countries.................................................. Page 210
20,7 EXERCISES - THE ROLE OF THE RCC IN THE G M D SS.......... Page 212
APPENDIX 1 ♦♦♦♦♦4444444444444444444444444444444444444444444444444444444444444444444444444444444 Page 213

Elementary Fault Localisation and Repairs.......................................................................................... Page213
APPENDIX 2 ............................................................................. Page 215

ITU Publications - Admiralty List of Radio Signals................................................................... Page 215
APPENDIX 3 ______________________________________ Page 220

ABBREVIATIONS................................................................................................................................Page220
APPENDIX 4 + + + M 4 4 4 4 4 4 4 4 4 4 I 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 44 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Page 222

Overview of GMDSS frequencies.........................................................................................................Page222
REFERENCES 4444444444444444444444444444444444#4444444444444444444444444444444444444444444444444Page 224
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Preface
General Inform ation
Work on the development of a new global system for distress and safety
communications was initiated ten years ago by IMO, the International
Maritime Organization.
The reasons for developing a new system Were, amongst other things:
a) The inadequacy of existing distress and safety systems
b) Modem technology was already being used to increase the efficiency
of commercial traffic, while distress and safety communications were
still using old technology and old-fashioned systems.
The subsequent process of development resulted in the Global Mari

time Distress and Safety System (GMDSS), which the shipping indus
try was able to put into use on February 1, 1992.
O bjectives
The purpose of this book is to provide a theoretical description of, and
thereby knowledge about, the basic features of the Maritime Mobile Serv
ices and the Maritime Mobile Satellite Services.
The object is also to meet the requirements made in the “Examination

Syllabus for General Operator’s Certificate (GOC)” issued by the CEPT
RR Project Team, which provides a detailed overview of the theoretical
skills which must be attained by students during a GMDSS/GOC training
course.
The book provides an introduction to each individual system used on

board vessels equipped in accordance with GMDSS requirements.
Furthermore, it seeks to point out to users of GMDSS equipment the

vital importance of understanding the limitations and possibilities of the
different systems with regard to range and coverage.
You will not find all the answers in “An Introduction to GMDSS”, but
using the book together with equipment manuals and ITU publications
should enable you to deal with most of the problems that will arise during
a GMDSS course.
Intended A udience
This book is intended for a wide range of readers interested in maritime
radio communications, such as:
• Navigators and radio officers requiring the certification provided
by an additional GMDSS course
* Students finishing off a navigational education with a GMDSS
training course
(s? POSEIDON: 1999. Unauthorised photocopying or reproduction prohibited, 9

• GMDSS instructors at navigational colleges and training centres
The book is also intended to be used as a teaching aid at GMDSS train

ing centres and navigational academies.
The Contents of the Book

We have sought to build up the contents of this book by following a
natural progression involving separate chapters concluded by relevant
exercises which allow students to check up on the most important points
of the subjects dealt with in each chapter.
The book is suitable for self-tuition and should be read prior to taking a
GMDSS training course. In our experience, preliminary studies will sub
stantially increase understanding of the various GMDSS systems, thereby
increasing the benefit of the GMDSS course.
Acknowledgem ents
We would like to thank the International Maritime Organization, Inmarsat,
and the COSPAS/Sarsat Secretariat for their kind permission to repro
duce several of their illustrations in this book. We also wish to thank the
producers of GMDSS equipment for allowing the use and reproduction
of illustrations used in their brochures and data sheets.
Finally, readers are invited to provide us with feedback regarding the

contents of this book in order that we might achieve the best possible
GMDSS system description.
July 1999
Jann Meyer Olsen Tor R. Kristensen*
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CHAPTER 1
THE GLOBAL MARITIME DISTRESS

AND SAFETY SYSTEM
1*1 Introduction
The provisions relating to GMDSS in the revised 1974 SOLAS Conven
tion came into force on February 1,1992. This new system takes advan
tage of modem technology to ensure immediate alerting, fast distribu
tion, and effective communications in search and rescue operations at
sea. A major principle of the GMDSS, is that any ship, in any sea area,
shall be able to operate all means of communication regarded as impor
tant to itself and other ships in the same area.
Satellite and radio systems that are part of GMDSS, have individual limi
tations concerning range and availability. In order to ensure that the re
quired communication functions are available at all times, duplicates of
vital functions such as alerting, warning and communications are included.
Ships in distress shall be capable of alerting coast stations and Rescue

Coordination Centres (RCC) automatically. These stations will then pass
on warnings to ships located in that particular area.
Special systems within the GMDSS take care of inter-ship communica

tion within the area in question.
Requirements with regard to radio equipment on board ships depend

upon which sea areas the ship is sailing in.
The GMDSS defines four sea areas:
A1 - An area within the radiotelephone coverage of at least one VHF

coast station in which continuous DSC alerting is available.11
A2 - An area excluding sea area A1, within the radiotelephone
coverage of at least one MF coast station in which continuous DSC
alerting is available. 2)
A3 - An area excluding sea area A1 and A2 within the coverage of an
Inmarsat geostationary satellite in which continuous alerting is avail
able. 1,1
n Area which extends approx. 30 - 50 nautical milesfrom the coast station.

2}Area which extends approx. 150 nautical milesfrom the coast station.
Inmarsat range is between latitude 76 °north and latitude 76 °south.
© POSEIDON, 1999. Unauthorised photocopying pr reproduction prohibited. 11

A4 - An area outside sea areas A l, A2 and A 3 .4)

Note: Continuous availability of a 1erring is required in all sea areas.
1.2 Means of Communication - definitions
Alerting
When distress messages are sent to another ship, or to a Rescue Coordi
nation Centre (RCC), the RCC leads and coordinates the ensuing rescue
operation.
Ship to ship alerting takes place on:

VHF DSC channel 70
MF DSC 21S7.5 kHz
Ship to shore alerting takes place on:

VHF DSC channel 70
MF DSC 2187.5 kHz
HF DSC 4207.5/6312.0/8414.5/12577.0/16804.5 kHz
Additionally, an InmarsatA/B or C terminal can be used depending on

ship’s position and equipment.
As a secondary method of alerting, the Cospas/Sarsat EPIRB, Inmarsat

(L-Band EPIRB), or VHF (DSC channel 70) EPIRB can be used.
1.2.2 Distress communication

Distress communication by radio means the communication between the
station in distress, and the station(s) involved in the search and rescue
work - on-scene communications.
Frequencies to be used:
Ship-ship: VHF channel 16,06 (intership)
MF 2182 kHz
Ship-aircraft: 3023 kHz, 4125 kHz and 5680 kHz
1.2.3 Safety messages to ships

Safety messages to ships include navigational warnings, meteorological
warnings, weather forecasts and messages of general importance.
Maritime Safety Information (MSI) messages are sent via NAVTEX, EGC
(Enhanced Group Call) via International SafetyNet service or by HF-
telex.
1.2.4 Communication in general

Ordinary communication between ship stations, from ship to shore or
vice versa takes place on VHF, MF, HF or the Inmarsat network by means
of voice, telex or data transmissions.
4) Polar areas north o f 76 °north and south o f 76 °south.

The figure below shows the Inmarsat System’s role in GMDSS.
Port Medical Hydrographic Meteorological

Coastguard
authorities assistance service service
Inm arsat’s role in Global Maritime Distress and Safety system
1*3 GMDSS system configuration
The GMDSS system

1*4 GMDSS Implementation Schedule
• FEBRUARY 1,1992
Ships were given the option of installing GMDSS radio equipment
in accordance with the provisions of the 1974/78 SOLAS Conven
tion.
• AUGUST 1,1993
New requirements apply to all ships covered by the Convention,1
- NAVTEX receiver
- Free float satellite EPIRB
• FEBRUARY 1,1995
All new ships covered by the Convention were required to have a
complete set of GMDSS installations. Furthermore, the following
requirements were made on the equipment on board all existing
ships covered by the Convention:
- R adar transponders: 2 on ships over 500 gr.t., and 1 on ships

between 300 and 500 gr.t.
- Portable VHF transceivers: 3 on ships over 500 gr.t., and 2

on ships between 300 and 500 gr.t.
• FEBRUARY 1,1999
All ships covered by the Convention must be equipped with a
complete set of GMDSS radio installations in accordance with the
sea area in which they sail.
1.5 GMDSS - functional requirements

The GMDSS lays down nine specific functions which all ships must be
able to perform, irrespective of which sea area they will be operating in.
GMDSS ships at sea must be able to:

a) transmit ship-to-shore distress alerts by at least two separate and
independent means, each using different radio communication services
b) transmit and receive ship to ship distress alerts
c) receive shore to ship distress alerts
d) transmit and receive SAR communications (SAR - Search And Rescue)
e) transmit and receive on-scene communications - SAR communication
f) transmit and receive locating signals
g) receive maritime safety information (MSI)
h) transmit and receive general radio communication to and from shore-
based radio systems or networks
i) transmit and receive bridge to bridge communication.
I) Ships covered by the SOLAS Convention: All passenger vessels sailing m international waters irrespective of their size, together
with alt cargo vessels over 300 gross tons sailing in international waters.
14 © P O S EID O N , 1999. Unauthorised photocopying or reproduction prohibited,

1.6 GMDSS ships - radio watch

When at sea, ships equipped according to GMDSS specifications shall
maintain continuous radio watch in accordance with the requirements of
the sea area in which the ship is sailing:
A)
Ships fitted with a VHF radio installation shall keep continuous watch
on VHF DSC channel 70.
■)
Ships fitted with an MF radio installation shall keep continuous watch
on the MF DSC distress and safety frequency 2187.5 kHz.
C)
Ships fitted with an MF/HF radio installation shall keep continuous watch
on the distress and safety DSC frequencies 2187.5 kHz and 8414.5 kHz
and at least one other HF DSC frequency.(4207.5, 6312.0, 12577,0 or
16804.5 kHz)
The propagation characteristics of HF radio waves for the current sea

son, time of day and ship’s position should be taken into account when
choosing the frequency.
D )
Ships provided with a VHF installation in accordance with ITU Radio
Regulations shall, until 1 February 2005, keep continuous watch on VHF
channel 16.
*)
Ship stations should also keep a continuous watch for MSI (Maritime
Safety Information) in the area in which the ship is sailing, by means of:
NAVTEX receiver (518 kHz)

EGC receiver/Inmarsat-C for reception of SafetyNet messages
HF telex
f)
Wherever practicable, ships should maintain listening watch on VHF
channel 13 (156.650 Mhz) for communications aimed at ensuring safe
navigation.*
© POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited. 15

1.7 Basic equipm ent - minimum requirem ents
Sea Area A1
VHF W ITH DSC
WATCHKEEPING
DSC ALERTING
RX CH 70 DSC
WATCHKEEPING TW O TO NE ALARM W ATCHRECEIVER 2182 KHZ

R X 2 1 8 2 KHZ A-------------- RADIO TELEPHONE UNTIL 01.02.99 ONLY
MARITIME
NAVTEX <-------------- - SAFETY
RX 518 KHZ INFORMATION
EPIRB FLOAT FREE SATELLITE

ALERTING
COSPAS/SARSAT EPIRB
OR INMARSAT ► POSITIONING
Additional requirements for use in survival craft
PORTABLE ON SCENE SHIPS 500 GRT AN D UPWARDS; 3 PCS

TW O WAY VHF ■*------- ► COMMUNICATION S H IP S B E TW EEN 300-500G R T; 2 PCS
RADAR SHIPS 500 GRT AND UPWARDS: 2 PCS

LOCATING SHIPS BETW EEN 300-500 GRT: 1 PCS
TRANSPONDER
16 © POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited.

Sea Areas A1+A2
BASIC EQUIPM ENT - MINIMUM REQUIREM ENTS
VH F W ITH DSC
MF W ITH DSC
WATCH RECEIVER 2182 KHZ

UNTIL 01.02.99 ONLY
EPIRB
ALERTING FLOAT FREE SATELLITE
COSPAS/SARSAT
POSITIONING EPIRB
OR INMARSAT

PORTABLE ON SCENE SHIPS 500 GRT AND UPW ARDS: 3 PCS
TW O WAY VH F <--------------► COMMUNICATION S H IP S B E TW EEN 300-500 GRT: 2 PCS
RADAR SHIPS 500 GRT AND UPWARDS: 2 PCS

*i LOCATING S H IP S B E TW E E N 3 0 0 -5 0 0 GRT;1 PCS
TRANSPONDER

Sea Areas A1+A2+A3 (INMARSAT)

VH F W ITH DSC
M F W ITH DSC
WATCHKEEPING TW O TO NE ALARM WATCH RECEIVER 2182 KHZ

R X 2 1 8 2 KHZ RADIO TELEPHONE
UNTIL 01.02.99 ONLY
INMARSAT SHIP ALERTING

EARTH STATION TELEPHONE
^ W
A/B O R C TELEX
|
EGC M AR ITIM E SAFETY

RX INFORMATION
NAVTEX MARITIME SAFETY

RX 518 KHZ <-------------------------- INFORMATION
EPIRB ALERTING FLOAT FREE SATELLITE

COSPAS/SARSAT POSITIONING EPIRB
O R INMARSAT

PORTABLE ON SCENE SHIPS 500 GRT AND UPWARDS: 3 PCS
TW O WAY VHF COMMUNICATION SH IPS BETW EEN 300-500 GRT: 2 PCS
SHIPS 500 GRT AND UPWARDS: 2 PCS

RADAR
LOCATING S H IP S B E TW E E N 3 0 0 -5 0 0 GRT:1 PCS
TRANSPONDER
18 © POSEIDON, 1999> Unauthorised photocopying o r reproduction prohibited

j Sea Areas A1+A2+A3 (HF) and A1+A2+A3+A4

VHF W ITH DSC
WATCHKEEPING
4 DSC ALERTING
RX CH 70 DSC
RADIO TELEPHONY
M F/HF W ITH DSC
TELEX
R AD IO TELEPH O N E
ALARM SIG NAL
DSC ALERTING
RADIOTELEX
WATCHKEEPING TW O TONE ALARM WATCH RECEIVER 2182 KHZ

R X 2 1 8 2 KHZ 4 -------------- R AD IO TELEPH O N E UNTIL 01.02.99 ONLY
EGC MARITIME SAFETY

MSI V IA INMARSAT
RX INFORMATION
NAVTEX MARITIME SAFETY

RX 518 KHZ I-------- INFORMATION
EPIRB
ALERTING FLOAT FREE SATELLITE
COSPAS/SARSAT
POSITIONING EPIRB
OR INMARSAT

PORTABLE ON SCENE SHIPS 500 GRT AND UPWARDS; 3 PCS
TW O WAY VHF +------------ ► COMMUNICATION SH IPS B E TW EEN 300-500 GRT: 2 PCS
RADAR SHIPS 500 GRT AND UPWARDS; 2 PCS

► LOCATING * S H IP S B E TW E E N 3 0 0 -5 0 0 GRT:1 PCS
TRANSPONDER
© POS EI DON, 1999. U nautborised photocopying or re production prohibited, 19

Additional carriage requirements for A3/A4 ships using

“equipment duplication”
INMARSAT 4 DISTRESS ALERTING

SHIP-EARTH
STATION
A/B O R C
4 TELEPHONE
TELEX
1} MAY BE CO M BINED W ITH REQUIRED M F-TRANSCEIVER IN SEA A R E A 3 (INMARSAT).

%
2) MAT BE COMBINED W ITH REQUIRED W ATCHKEEPING RX IN SEA A R E A 3 (INMARSAT).
ONE IS NOT REQUIRED TO INSTALL M ORE THAN ONE M F/HF DSC W ATCHKEEPING RX.
20 © P0SE3D0N, 1999. Unauthorised photocopying o r reproduction prohibited.

1.8 M aintenance requirem ents fo r GMDSS equipm ent

GMDSS-certified ships shall meet the specific requirements concerning
maintenance methods for radio installations which are prescribed in the
SOLAS Convention.
Ships may choose from the following three methods in order to ensure
the availability of radio equipment:
- shore based maintenance

- on-board maintenance
- duplication of equipment
Ships in GMDSS sea areas A1 and A2 shall use one of the three meth
ods, while ships in GMDSS sea areas A3 and A4 shall use a combination
of at least two of the above listed options.
Shore based maintenance:

The ship/shipping company should have a written agreement with a serv
ice company or be able to present a written plan/declaration showing
how shore-based maintenance should be carried out.
On-board maintenance:
Qualified and authorised equipment servicing personnel must be present
on board.
Spare parts and necessary instruments must be available on board for
servicing mandatory equipment.
Duplication of equipment:
Duplication can be used as a method of ensuring the availability of equip
ment.
For further details study figure: “Additional carriage requirements for

A3/A4 ships using equipment duplication”.
A combination of shore-based maintenance and duplication of equip

ment is likely to be the most common method for most of the ships trad
ing under GMDSS regulations.
1.9 The GMDSS M aster Plan

The authorities of the different flag states are responsible for ensuring
that their ships are equipped in accordance with the GMDSS (SOLAS
1974/88) and that coastal radio stations/coast earth stations are suffi
ciently updated to handle traffic under the new system.
The Master Plan contains information to users on shore-based facilities

regarding space and terrestrial communications services for the GMDSS.
The Master Plan includes the following information:

- Status of shore-based facilities for the GMDSS

- The list of VHF DSC coast stations covering sea area A1

- The list of MF DSC coast stations covering sea area A2
- The list of HF DSC coast stations covering sea areas A3 and A4
- The list of INMARSAT Coast Earth Stations
- The list of Rescue Co-ordination Centres using Ship Earth Stations
- NAVTEX services
- The international SafetyNET services
- HF NBDP Marime Safety Information broadcast
- The list of COSPAS/SARSAT Mission Control Centres and Local
Usertenninals
- Maps of shore-based facilities for the GMDSS
- Satellite EPIRB registration information
-List of 24-hour points of contact for MM SI ship’s identification
- Questionnaire on shore-based facilities for the GMDSS (MSC/Circ.
684)
(Information about shore-based facilities in the Master Plan is obtained

by means of a special questionnaire developed by IMO)*

1.10 EXERCISES - GMDSS
1. What does GMDSS stand for?
2. Why is equipment duplication of vital importance in the GMDSS

system?
3. Which sea areas are covered by MF coast stations?

4. Which channel is used for DSC ship-to-ship alerting on the MF
band?
5. Which frequency is used for DSC ship-to-shore alerting on the MF
band?
6. What kind of equipment can be used as a secondary method of
alerting?
7. What is “distress communication”?

8. Which VHF channel must be used for communications aimed at
ensuring safe navigation?
9. Give examp lesofwhatwem eanbysafetym essages.

10. By which date must all ships covered by the SOLAS Convention
be equipped with complete GMDSS radio installations?
11. How many pieces of SART must a ship of 24,450 tons gross ton
nage be provided with?
12. Give a short definition of Sea-Area 4 in the GMDSS?
13. HowmanypiecesofportableVHFtransceiversmustashipof455
tons gross tonnage be provided with?
14. Which functional requirements must your ship be able to meet when
equipped in accordance with GMDSS specifications?
15. Giveanacc ount o f the maintenance methods that shipscan choose

from in order to ensure the availability of radio equipment under
the GMDSS.
16. What is the commonest method used by ships sailing in Sea Areas
A3 ands A4 to ensure the availability of radio equipment in accord
ance with GMDSS regulations?
© POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited 23


CHAPTER 2
SHIP'S ANTENNAS
2.1 General Inform ation
A ship’s antenna arrangement consists of several different transmitter
and receiver antennas, and the available space on board is very limited.
Therefore, the antenna locations are often a result of various compro
mises. The design of the antenna arrangement is of major importance
when it comes to the amount of radiated power available and the recep
tion of different radio signals.
Side view of ship’s antennas:
TVARIAL
© POSEIDON, 1999, Uraulhoriseci pTiotocopying or reproduction prohibited, 25

Ship’s antennas seen from above
WATCHKEEPING RECEIVER
2*2 Radio waves

A radio transmission consists of electromagnetic waves (an electric and
a magnetic field), and the task of the transmitter antenna is to convert
the high frequency antenna current into electromagnetic radiation.
2*3 Antenna length and resonance frequency

The electrical length and conductivity of the antenna is very important,
especially on the medium wave (MF) and high frequency (HF) bands.
The antenna insulators are also of considerable importance and must be
of sufficient size and quality to maintain enough antenna-to-ground re
sistance in humid weather.
Receiver antennas are designed to pick up radio signals and transform

them into high frequency (HF) voltage and current which is conducted to
the RF (radio frequency) amplifier in the receiver.
As mentioned above, the electrical length of the antenna is very impor

tant when it comes to the amount of radiated power. To obtain maximum
radiation for a designated frequency, the antenna must be tuned to the
correct electrical length. However, on board a ship the available space is
very limited, and this is therefore impossible to achieve.
By using electronic components such as coils and capacitors, it is possi

ble to “create” the correct antenna length. These components are in use
in the “antenna tuner” when the transmitter tunes the frequency to reso-
26 © POSEIDON, 1999. U raulhorised photocopying o r reproduction prohibited

nance and maximum antenna current.

When the maximum antenna current is gained, the antenna is in reso
nance with the chosen frequency, and the antenna oscillates with the same
frequency as the transmitter.
The example below shows the principle of a simple antenna tuning cir
cuit, for AM (amplitude modulation).
The antenna is tuned to the resonance frequency by means of the coil (L)
and the capacitor (C).
A ti
Simple antenna tuning circuit
Modulating signal Amplitude modulated

(voice) radio signal
Antenna tuning
circuit
Af kA in
i Carrier
frequency
VV MV V¥ w
© POSEIDON, 1999, Unauthorised photocopying o r reproduction prohibited. 27

2.4 Radio wavelengths and frequencies
2.4*1 Propagation speed

The propagation speed of radio waves is equal to the speed of light,
which is approximately 300.000 km/sec. or 300 000 000 meter/sec.
The following equation shows the ratio between the propagation speed
of radio waves (C), the wavelength (lambda), and the frequency (f):
C = f x Lambda
2*4.2 Wavelength
The wavelength, symbolized by the greek letter lambda, is the distance
from one wave top to another.
2*4.3 Period
A period, or cycle, is the time it takes for a wave to move from zero to
360 degrees.
Wavelength and Period
2*5 Unit o f m easurem ent Hertz (Hz)

The unit used for measuring frequency is Hertz, symbolized by Hz, and
signifying the number of periods per second. A radio wave is often sev
eral million Hertz, but using such large numbers is often inconvenient.
Therefore we adjust the unit of measurement to a suitable quantity.
28 © POSEIDON, 1999, Unauthorised photocopying o r reproduction prohibited*

Example No. 1:
1 THz (Terra Hz) =1 000 000 000 000 Hz
1 GHz (Giga Hz) =1 000 000 000 Hz
1 MHz (Mega Hz) =1 000 000 Hz
1 kHz (Kilo Hz) =1 000 Hz
Example No. 2:
The ship-to-shore alerting channel for VHF DSC is channel 70, at a fre
quency of 156.525 MHz. This frequency can also be expressed as:
156.525 MHz = 156 525 KHz = 156 525 000 Hz.
By using the formula C = F x lambda, we can calculate either the fre

quency or the wavelength, as long as we know one of these two values.
Frequency - F(Hz) - C
Lambda
= 300 000 000 m/sec

Lambda (m)
or
wavelength = Lambda (m) = C
f
= 300 000 000 m/sec

freq. (Hz)
Example No. 3:
Again using the frequency for VHF channel 70, we can calculate the
wavelength for this frequency:
L = C
f
L = 300 000 000 m/sec

156 525 000 (Hz)
L = 1.92 meter
Example No. 4:
If the wavelength is 600 meters, it is quite simple to calculate the fre
quency:
f = C ....
Lambda
f = 300 000 000 m/sec

600 m
f = 500 000 Hz
f = 500 kHz
© POSEIDON, 1999 Unauthorised photocopying o r reproduction prohibited. 29

2.5.1 MF Antenna lengths

In the medium wave (MF) frequency range, from 1605 kHz to 4000
kHz, the electrical length of the antenna is always a quarter of the total
wavelength.
2.5.2 MF Emergency antenna

In some cases, it may be necessary to replace a damaged antenna, your
MF/HF antenna, for instance. The distress frequency on the MF band is
2182 kHz. To find the correct length of the antenna wire, you have to
c alculate a quarter of the total wavelength.
Example No. 5:
Lambda =C
f
Lambda = 300 000 000

2 182 000
Lambda = 137.5 m
lambda = 137.5
4 4
= 34.4 m
So, when replacing your damaged antenna, you can exchange it with a
wire antenna with a length of 34.4 metres.
2.6 Table o f wavelengths

ELF = extremely low freq. 3 Hz - 3kHz 100000 km-100 km
VLF = very low freq. 3 kHz - 30kHz 100 km-10 km
LF = low freq. 30 kHz - 300kHz 10km-l km
MF - medium freq. 300 kHz - 3MHz 1 km-100 m
HF = high freq. 3 MHz - 30MHz 100 m-10 m
VHF = very high freq. 30 MHz - 300MHz 10 m-1 m
UHF = ultra high freq. 300 MHz - 3GHz 1 m-10 cm
SHF = super high freq. 3 GHz - 30GHz 10 cm-1 cm

♦
EHF = extremely high freq. 30 GHz - 300 GHz 1 cm-1 mm

2.7 Propagation o f Radio Waves
2.7.1 The Ionosphere

The upper part of the atmosphere consists of several layers of electri
cally charged particles known as the ionosphere. The ionosphere is com
posed of three layers designated respectively, from lowest level to high
est level, as D, E, and F.
The F layer is further divided into two layers designated as F 1(the lower
level) and F2 (the higher level). The presence, or absence, of these layers
in the ionosphere, and their height above the earth, vary with the position
of the sun.
When measured directly above a given point, solar radiation in the iono
sphere is greatest at noon, while at night it is at a minimum. When the
radiation is removed, many of the free ions and electrons which were
ionized will recombine into neutral atoms. During the interval of time
between these conditions, the position and number of the ionized layers
within the ionosphere changes. Since the position of the sun varies with
respect to a specified point on earth daily, monthly, and yearly, the exact
characteristics of the layers are extremely difficult to predict. However,
the following general statements can be made:
2.7.2 The D layer

The D layer ranges from distances of approximately 40 km to 90 km
from the earth.
Ionization of the D layer is low, because it is the lowest region of the
ionosphere.
This layer has the ability to refract signals of low frequencies. High fre
quencies pass right through it but are attenuated in so doing.
After sunset the D layer disappears because of the rapid recombination
of its ions.
2.7.3 The E layer

The E layer is confined to distances of approximately 90 to 145 km from
the Earth. The rate of ionic recombination in this layer is quite rapid after
sunset and is almost complete by midnight.
This layer has the ability to refract signals of higher frequency than those
refracted by the D layer. In fact, the E layer can refract signals with fre
quencies as high as 20 MHz.
2.7.4 The F layer

The F layer exists at distances from about 145 km to 400 km from the
Earth’s surface.
During daylight, the F layer separates into two layers, the FI and F2
layers.
The ionization level of these layers is quite high and varies widely during
the course of a day. At noon, this portion of the atmosphere is closest to
the sun, and the degree of ionization is maximum. Since the atmosphere

is rarefied at these heights, the recombination of the ions occurs slowly

after sunset. Therefore, a fairly constant ionized layer is present at all
times.
The F layer allows high-frequency long distance transmissions due to its
refractive capabilities for frequencies up to 30 MHz, and also due to the
long skip distance provided by refraction from such high elevation.
Layers of the ionosphere
Distances:
The D-layer, 40 - 90 km from the Earth
The E-layer, 90-145 km from the Earth
The F-layer, 145 - 400 km from the Earth
2.8 VHF
The typical VHF antenna is an omnidirectional antenna radiating the
radio signals in all directions. The VHF communication system is also
called a line-of-sight communication system, because the range of the
transmission is limited to open or free visibility between the transmit
ting antenna and the receiving antenna.
32 © POSEIDON, 1999, Unauthorised phctooopymg or reproduction prohibited.

Frequencies higher than 30 MHz are normally not refracted in the iono
sphere, and the VHF radio waves follow the Earth’s surface only to a
lesser extent.
The range of a VHF communication system can be calculated by the

following formula;
Range (km) = 4.1 x ( Vh1 + V h2 )
Where h i and h2 are antenna height in meters.
The same equation expressed in miles;

Range (in miles) = ( V 2h1 + V 2h2 )
Where h i and h2 are antenna height in feet.
VHF Communications
Earth
2,9 MF
The medium wave band (MF) consists of frequencies between 1605 and
4000 kHz.
This band is also called the coast telephony band.
The propagation of radio waves can be described in the following way:
In the day time, the radio waves are propagated only along the surface of
the earth, as ground waves. The safe communication range is about 150
nautical miles, 280 km.
At night, the radio waves are more or less refracted by the E layer of the
ionosphere, and the range will increase considerably.
As previously mentioned, the intensity of the layers of the ionosphere is
dependent on the radiation of energy from the sun, therefore the iono
sphere’s refraction ability will vary from day to night time.

MF Communications
During the day, the radio horizon is only approx. 150 nautical miles (Ground wave propagation).
At night reflections occur, and the range is increased.
2*10 HF
High frequency communication is based on the refraction of signals in
the F-layer of the ionosphere.
HF communication is also called sky wave communication.
Sky waves are those waves radiated from the transmitting antenna in a
direction that produces a large angle in relation to the Earth.
A sky-wave has the ability to strike the ionosphere, be refracted back to
the ground, strike the ground, be reflected back to the ionosphere, and so
on.
The refraction and reflecting action of the ionosphere and the ground is
called skipping.
HF sky wave propagation
W d

The figure on the previous page shows the relationship between fre
quency and refraction in the ionosphere, and different skip distances.
The skip distance is increased by a lower angle of radiation.
The E-layer’s effect on skip distances1
E-layer vanishes at night
Increased skip
6 M hz distance at lower angle j
skip distance \ o f radiation I
_ _ _ — ----------------------------------------------------------------------------------
(low er layer)
Increased skip
6 Mhz skip distance
distance at lower angle
(upper layer)
of radiation
Skip distance is the shortest distance from the transmitter to the place where radio waves of a certain frequency
are reflected back to earth,
2.11 Inm arsat-A /B antennas

The Inmarsat-A/B terminal uses a parabolic dish antenna. The figure on
the next page shows the Above Deck Equipment (ADE) of the SAT
URN 3S 90 antenna system by ABB NERA (NORWAY). The antenna is
capable of tracking (following) the satellite by means of an auto-track
ing system. The gyro stabilization framework takes care of pitch and roll
compensation.
This antenna works with frequencies in the range of 1.5 - 1.6 GHz.
The antenna framework and the power/control unit is protected by a
radome.
Ideally, the antenna must have free visibility in all directions over an el
evation of 5 degrees.
Also, the radome should be kept at least 5 meters away from the HF-
antenna, and 3 meters or more from magnetic compasses.
The radome should also be kept away from the rotating area of the radar
scanner, and heat and smoke from the funnel.
Requirements concerning antennalocations are provided by the «Inmarsat
Guidelines» and IMO Res. A.608(15).

2 .1 2 Inmarsat-C antennas
The Inmarsat-C is an omnidirectional antenna.
This type of antenna must be placed as high and free as possible.
The frequency range is the same as that of the Inmarsat-A system, 1.5 -
1.6 GHz.
The antenna interface is a standard 50 ohm coax cable.
In accordance with the manufacturer’s specifications, the antenna can be
mounted up to 100 meters away from the transceiver unit.
Inmarsat-C ship’s antennas
aan'l
namnv
Two different Inmarsat-C antennas from
Japan Radio Company and Sailor.
36 © POSEIDON, 1999. Unauthorised photocopying o r reproduction prohibited.

2 .1 3 Simplex transmission
In a simplex communication system, only one frequency is used.
This means that both transmitter and receiver are tuned to the same fre
quency, and only one station at a time is able to transmit.
Example: Intership frequencies and the 2182 kHz frequency.
2 .1 4 Duplex transmission
In duplex communication systems, two different frequencies are used.
One frequency for transmission, and one for reception.
Example: ITU calling channel 821:

Receiver (RX) :8779 kHz
Transmitter (T X ): 8255 kHz
A basic rule employed to gain best possible duplex conditions, is to sepa

rate the TX antenna from the RX antenna as much as possible, and in
addition, ensure that the highest possible frequency separation is achieved.
Another term used in communication is «semiduplex», which involves

the possibility of two-way communication, but not simultaneously.
2.15 Antenna m aintenance
2.15.1 Wire antennas

Wire antenna insulators and lead-in insulators must be regularly cleaned
to remove soot and salt.
A low antenna-to-ground resistance will lead to reduced signal radiation,
and the efficiency of the antenna will be reduced.
Damaged antenna wire and insulators should be replaced.
2.15.2 Whip antennas

Whip antennas are often made of fibreglass material.
Swaying over a long period due to wind, may cause tiny cracks in the
fiberglass material, and thus allow the penetration of water into the cop
per wire. This will create a path of conduction to ground and reduce the
amount of radiated power.
Antennas with a bad coating, or no coating at all, should be replaced.
2.15.3 Coax cable

The most commonly used coax cables on board ships have an impedance
of 50 ohms.
If the cable is damaged by water leakage, the impedance of the cable will
alter.
The result will be antenna mismatch and too much reflected power.
Another possible result may be a short circuit of the transmitter’s power
amplifier stage.
© POSEJ DON, 1999. Unauthorised photocopying or reproduction prohibited 37

2.15.4 Cable connectors/plugs

The most commonly used connectors are UHF orN-connectors.
The connectors can be cleaned by using different types of electronic clean
ers.
Different types of ship’s antennas

from COMROD A/S (Ltd)
i
C O M R O D AV6K
M arine V H F antenna
APPLICATION:
j The AV6K is a rugged high quality
I dipol antenna designed for the marine
iI
i
VH F radio telephone service,
ELECTRICAL SPECIFICATIONS:
Frequency range: 156-162 M Hz, W SV R < 1:1 5
153-170 M Hz. W SV R < 1:2
Nominal impedance; 50 ohm
Power rating: 200 W
Pattern: Horizontal plane: om nidirectional.
LH Vertical plane: see reverse side
1M
i*
C a in 1 2 dbi
001 XVM
Polarization; Vertical
Connector: N and UHF female are standard.
DC-grounded; Yes
M ECHANICAL SPECIFICATIONS:
O il
Design: Centerfed coaxial dipoi. Radiating elements

completely enclosed in polyurethane foam
within a fiberglass tube. Hot dip galvanized
I'M INI' 1+1— [+ mounting hardware.
Height: 1425 mm
Weight; 13 kg. ex. clamps, 2 2 kg with dam ps
a Wind rating: 55 m/s
Rated wind force: 6.5 kp
Rated moment of flexure: 3,0 kpm
Finish: Polyurethane lacquer, white
Temperature: -4 0 °C h+ 55°C
MOUNTING:
The AV6K may be mounted to two welded brackets or clam ped on to a mast or
MAX. *50 post Clam ps of type AV C are included Connector is protected by a plastic tube
MIN *30 with stuffing nut.
Suitable cable; RG8, RG213 or similar
For more detailed mounting instructions, see data sheet no 704-9

C O M RO D AR80, AR80T, AR80TH
8 m receiving rod antenna

APPLICATION: The AR80T and ATBOTH version are
AR80 is an efficient fiberglass receiving equipped with special transformers which
antenna for marine MF and HF act as matchi ng units to the feed in g cable.
com munication. It is especially The T and TH modifications are highly
designed for larger ships and is well recommended when a long feeding cable
suited as a duplex antenna. is neccessary*
Frequency range: ARflO: 0.15-30 M Hz
AR80T: with transformer T: 0.15-4 MHz
ARSOTH: with transformer TH : 1.6-30 MHz
Pattern: Omnidirectional
Polarization: Vertical
Electrical length: 74 m
Design: Self-supporting fibreglass rod with bronze
armature for mounting and connection.
Height: 8m
Weight: 10.5 kg, including clam ps
Sections: Base section: ARB40
Top section: APN1
W ind rating: 55 m/s
Moment of flexure: 75 kpm at 55 m/s
Deflection due to wind load: 4.4 m
Temperature: -40*C, + 55°C
M OUNTING:
The ARflO may be bolted to two welded brackets or d am p mounted on a post
or mast.
Clam ps type ATC with bolts are supplied.
Suitable cable RGB. RG213 or similar
For more detailed mounting instructions, see data sheet no 704*59

C O M R O D AR11
Distress frequency
receiving antenna
APPLICATION:
AR 11 is a coiUoaded receiving whip at the marine distress calling frequency
antenna especially developed for use 2102 kHz.
Frequency range: 1 - 3 M Hz
Pattern: omnidirectional
Polarization: vertical
Gain: 18 db over plain whip of sam e length at
2102 kH z rn SO ohms system
Design: Self-supporting coil loaded fibreglass whip
with bronze armature for m ounting and
connection. The helical coil is completely
enclosed in the laminate.
H eight 4.04 m
W eight 2,6 kg. including hoops
Number of sections: 1
Wind rating: 55 m/s
Moment og flexure: 11 kpm at 55 nVs
MOUNTING:
AR11 is easily mounted to bulkhead by means of 4 boltholes in the bronze
bracket, or to a mast or tube with hoops Hoops in stainless steel are included.
Suitable cable: RC8, RC213 or similar
Cable inlet: Pg 11*
40 © POSEIDON, 1999, Unauthorised photocopying o r reproduction prohibited,

TI
7
C O M R O D AT 60
6m marine transmitting antenna
APPLICATION:
AT 60 is a high quality glassfibre
transmitting antenna for the marine
coastal and HF telephony bands. It
matches well all modem SSB marine
telephony transmitters.
Il
I ELECTRICAL SPECIFICATIONS:
Frequency range | 1.6 - 30 M Hg
Power rating: 1.5 kw PEP
1
Pattern: Omnidirectional
O Polarization; Vertical
_1QQQ
Electrical length: 4,6 m
MECHANICAL SPECIFICATIONS:
Design: Self-supporting fibre glass rod with bronze
armature and hot dip galvanized mounting
hardware.
Height 6m
W eight 6.0 kg
Sections: Base section; ATB 30
Top se a ion: APN 30
Wind rating: 55 m/s
Moment of flexure: 70 kgm at 55 m/s
Defection due to wind load: 3m
Finish: Polyurethane flame lacquer, white
Temperature: + 40°C, +55*C
MOUNTING:
The AT 60 may be bolted to two welded brackets or clamp mounted on a post or
mast. Clam ps type ATC with bolts are supplied. Suitable feeder:
0.6 x 7 x 7 or 0.7 x 7 x 7 copperwire.
For more detailed mounting instructions, see data sheet no. 703-145.
© POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited 41

a
C O M R O D AT100D
10 m marine transmitting antenna

APPLICATION:
AT100D is a high quality glassfibre It matches well all modern S5B marine
transmitting antenna for the marine telephony transmitters,
coastal and H F telephony bands.
Frequency range: 1.6-30 M H z
Power rating: 1.5 kW PEP
Im pedance: See reverse side
Pattern: Om nidirectional
Polarization: Vertical
Electrical length: 10 m
M ECHANICAL SPECIFICATIONS;
Design: Self-supporting fibreglass rod with bronze
armature and epoxy insulated feeding point
Height: 10 m
£300
W eight: 18.9 kg
Sections: Base section; ATB50
Top section; APB50
W ind rating; 55 m/s
Moment of flexure: 275 kpm at 55 m/s
Temperature: “40° C. + 55 °C
M OUNTING:
The AT100D is w ell suited for mounting on top of the radio cabin If the feeding
insulator is not long enough, extensions are available.
The flange holes are matched to Mt2 bolts. For more detailed mounting
instructions, see data sheet, no. 704-146.

2 .1 6 EXERCISES - ANTENNAS
1. What does a radio wave consist of?
2. How is the correct electrical length of the transmitter antenna

achieved?
3. Give a short description of wavelength and period.

4. By which unit of measurement is the term frequency expressed?
5. How is the frequency 16522 kHz expressed in MHz?
6. What is the wavelength, if the frequency is 12 MHz?
7. What is the propagation speed of radio waves?
8. Are VHF radio signals reflected by the ionosphere?
9. What activity causes the change of layers in the ionosphere?

10. How are MF radio waves propagated during the day time?
11. What is the approximate range of MF signals during the day time?
12. How are HF radio signals propagated?
13. What is the difference between simplex and duplex communication?

14. Why must all insulators be regularly cleaned to remove salt and soot?
15. What happens to coax cables when exposed to water leakage?

16. What is the difference between an Inmarsat-A/B and an Inmarsat-C
antenna?

tr
44 © POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited,

CHAPTER 3
REGULATIONS AND TRAFFIC

PROCEDURES
3*1 Ship's Radio Licences
All established maritime mobile stations must have a radio licence, nor
mally issued by the national administration or another ofFice/institute on
behalf of the national administration. The conditions are laid down in the
licence document.
The licence, or a copy of it, must always be found on board the ship so
that it can be inspected by any authorities that are entitled to do so.
3.2 Radio Surveys and Radio Safety Certificates

The radio equipment must satisfy the provisions stipulated in the Radio
Regulations, and be in accordance with the radio licence.
All cargo and passenger ships obliged to be fitted with radio stations in
accordance with the SOLAS Convention must have a CARGO SHIP
SAFETY RADIO CERTIFICATE.
The certificate is normally valid for maximum one year from the date of
issue, and must be renewed every year.
Inspectors/surveyors from the appropriate shore-based authorities are

entitled to inspect the ship station as often as they find necessary in order
to ensure that it is in compliance with licence conditions, and interna
tional conventions and agreements.
3.3 O peration o f the ship station - o p erato r certificates

The master, or person in charge of the ship, has the highest authority with
regard to the operation of the radio station.
On board ships fitted with GMDSS installations and sailing in Sea Area
A2, A3, A4, there must be at least one person with a GENERAL OP
ERATOR’S CERTIFICATE (GOC).
Other duty officers must be holders of a Restricted Operator’s Certifi
cate (ROC) in order to be qualified to operate VHF radio communica
tion equipment on GMDSS ships.
Radio operators are obliged to follow the recommendations provided by
the Radio Regulations Convention and other relevant conventions.
NOTE! Restricted Operator’s Certificates only cover the equipment re
quired for Sea Area A1.
® POSEIDON, 1999 Unauthorised photocopying o r reproduction prohibited. 45

3.4 Observance of Secrecy

The holder of the radio licence is required to preserve the secrecy of
telecommunications, as laid down in the relevant provisions of the Con
vention.
The station is not allowed to receive any other correspondence than it is
intended to.
Without special permission, it is prohibited to publish or take advantage
of traffic designated to others.
3.5 Priority fo r distress calls, distress messages and other

messages concerning the safety o f lives at sea.
Distress calls shall have absolute priority over all other transmissions. All
stations hearing such calls shall immediately cease any transmission ca
pable of interfering with the distress traffic and shall continue to listen to
the frequency used for the emission of the distress call.
This call shall not be addressed to a particular station and acknowledge
ment of receipt shall not be given before the distress message which fol
lows it has been transmitted.
3 .6 Unauthorised transmissions
All stations are forbidden to carry out:
a) - unnecessary transmissions
b) - the transmission of superfluous signals and correspondence
c) - the transmission of false or misleading signals
d) - the transmission of signals without identification
Make sure not to interfere with transmissions already in progress, and
radiate only as much power as is necessary to ensure satisfactory service.
3.7 Control and adjustm ent of radio transmitters

The testing of radio equipment should be kept at an absolute minimum.
In order to avoid harmful interference, remember to take all possible
precautions, such as:
- choice of frequency (distress frequencies should not be used un
less absolutely necessary)
- tests should be carried out using reduced power/artificial antenna
- duration of test signals should be less than 10 seconds
- test transmissions should include callsign/other identification of
the transmitting station
3.8 Service documents

Ships are required to take care of all service documents that may be
subject to submission in accordance with the Radio Regulations
The following documents are required:
(a) The ship’s Radio Licence
(b) The radio operator’s certificates
(c) The GMDSS Radio Logbook
(d) The List of Call Signs and Stations’ Numerical Identities used by the
46 © P 0S E ID 0N : 1999. Unauthorised photorapytng o r reproduction prohibited,

Maritime Mobile and Maritime Mobile Service (ITU)

(e) The List of Coast Stations (ITU)
(I) The List of Ship Stations (ITU)
(g) The List of Radiodetermination and Special Service Stations (ITU)
(h) The manual for Use by the Maritime Mobile and Maritime Mobile-
Satellite Services (ITU).
In addition intemational/national regulations require that the following

documentation/publications be carried on board:
(a) Radio Safety Certificate
(b) Antenna sketch
(c) List of spare parts
3*9 Radio log

The radio log, as required by the SOLAS Convention, must be kept to
gether with the radio and must be written in accordance with the details
required by the Radio Regulations and guidelines.
All traffic concerning distress, urgency and safety correspondence is of
vital importance.
3*10 Radio Telephony Communications - Calling Procedures
3*10*1 VHF telephony

On the VHF-band, emission class F3E and G3E (frequency/phase-modu
lated telephony) must be used.
The frequencies on the VHF-band are used for short distance communi
cation, and are less exposed to interference and distortion than the MF-
band.
The international frequency list includes both simplex and duplex chan
nels, numbered from 01 to 28, and from 60 to 88 with a channel separa
tion of 25 kHz. The maximum transmitting power on VHF is 25 watts
and the mimimum is 1 watt. Minimum transmitting power is used when
stations are close to each other, and on channel 15 and 17.
The channel plan includes the following communication needs:
- PUBLIC CORRESPONDENCE - execution of radio telephone calls

and cables between ships and the public telecommunications network
via a coast station.
- HARBOUR AND PILOT SERVICE - radio communications between
a ship station and harbour - or pilot stations. The primary calling and
working channel for this service is channel 12,
- INTERSHIP COMMUNICATIONS - traffic between ship stations.
Assigned channels are 6, 8, 10 and so on.
- SAFETY SERVICE - radio telephone communications concerning dis-
tress, urgency or safety traffic.
© POSEIDON. 1999, Unauthorised photocopying or reproduction prohibited. 47

3.10.2 The international distress, safety and calling channel

Channel 16 (156.8 MHz) is the international distress and calling channel
for stations using frequencies on the band between 156 and 174 MHz.
This channel is used for all kinds of distress, urgency and safety traffic.
Safety messages shall preferably be transmitted on a working channel,
after preliminary announcement on channel 16.
Channel 16 can also be used by:

- coast and ship stations for calling and replying to calls
-coaststationsforannouncem entoftrafficlistsand im portant m ari
time messages which will be broadcasted on traffic channels
- coast and ship stations for transmission of selective calling
As a general rule, ships calling coast stations should make the call on the
available working channel whenever possible.
Before calling, the ship must listen to the working channel to make sure
that there is no traffic taking place.
Consult the ITU “List of Coast Stations” for further information.
Example call:
Refer to the “List of Coast Stations”.
If the ship’s position is outside Rotterdam (Netherlands) and the ship is
within VHF range, the call must take place on VHF channel 83.
The call will consist of:

- The name of the called station (1 to 3 times)
- THIS IS
- The name of the calling station (1 to 3 times)
- Channel number
Example:
SCHEVENINGEN RADIO SCHEVENINGEN RADIO
THIS IS
PIONEER PIONEER CALLSIGN ELPU9
CHANNEL 83
TRAFFIC ON HAND
OVER
Coast stations should be called on a WORKING CHANNEL whenever pos

sible. Below is an example of a call to Cape Town Radio on channel 16.
Example:
CAPE TOWN RADIO CAPE TOWN RADIO
THIS IS
PIONEER PIONEER CAELSIGN ELPU9
CHANNEL 16
TELEPHONE CALL
OVER

The reply from Cape Town Radio will be as follows:

PIONEER
THIS IS
CAPE TOWN RADIO
ROGER
CHANGE TO CHANNEL....
OVER
Pioneer will then reply to Cape Town Radio as follows:

CAPE TOWN RADIO
THIS IS
PIONEER
ROGER GOING UP
Calls such as those mentioned above, can be transmitted three times,

with intervals of two minutes between each call. If the called station does
not answer during such a series of calls, the calling must stop, and not be
repeated until after an interval of three minutes.
Maritime Mobile Radio Services on the frequency band between

156-174 MHz (VHF)
C hannel T ransm itting Inter* P ort operation Ship m ovem ent P ublic
designators N otes frequencies (M H z) ship co rres
pondence
Ship C oast Single T w o fre Single Tw o
station station fre quency fre fre
quency quency quency
60 156*025 160.625 17 9 25
01 156.050 160.650 10 15 8
61 156.075 160.675 23 3 19
02 156.100 160.700 8 17 10
62 156.125 160,725 20 6 22
03 156.150 160.750 9 16 9
63 156.175 160.775 18 8 24
04 156.200 160,800 11 14 7
64 156.225 160.825 22 4 20
05 156.250 160.850 6 19 12
65 156.275 160.875 21 5 21
06 *}...... 156,300 I
66 156.325 160.925 19 7 23
07 156.350 160.950 7 .18 11
67 k) 156.375 156.375 9 10 9
OS 156.400 2
6% m) 156.425 156.425 6 2
09 a. 156.450 156.450 5 5 12
69 m) 156.475 156,475 8 11 4
10 k ) ...... 156.500 156.500 3 9 10
70 o) 156.525 156.525 D igital s d cctiv e calling fo r d istress, safety and calling
11 ”>). 156.550 156.550 3 1
71 m) 156.575 156.575 7 6
12 m) 156.600 156.600 1 3
72 0 . 156.625 6
13 p) 156.650 156.650 4 4 5
73 k) 156.675 156.675 7 12 11
14 m) 156.700 156.700 2 7
74 ______ 156,725 156.725 8 8

Maritime Mobile Radio Services on the frequency band between

156-174 MHz (VHF)
C hannel Transm itting In ter Port operation S h ip m ovem ent P ublic

designators N otes frequencies (M Hz) chip co rres
pondence
Ship Coast Single Tw o fre S ingle Tw o
station station fre quency fre fre
quency quency quency
15 ft 156.750 156.750 11 14 17 14
75 G uard band 156.7625 -1 5 6 .7 8 7 5 M Hz
16 156800 156.800 DISTRESS, SAFETY AND CALLING
76 G uard barKi 156.8125* 156.8375 M Hz
17 ft 156.850 156.850 12 13 13
77 156.875 10
13 ft 156,900 161.500 3 22
73 156,925 161.525 12 13 27
19 ft 156.950 161.550 4 21
79 f)m ) 156.975 161.575 14 1
20 f t 157.000 161.600 1 23
SO f t m> 157.025 161.625 16 2
21 f t ........... 157.050 161.650 5 20
SI 157.075 161.675 15 10 28
22 ft 157.100 161.700 2 24
82 157.125 161.725 13 11 26
23 157,150 161.750 5
83 157.175 161.775 16
24 157.200 161.800 4
84 157.225 161.825 24 12 13
25 157.250 161.850 3
85 157.275 161.875 17
26 157.300 161.900 1
86 n) 157.325 161,925 15
27 157.350 161.950 2
87 157.375 161.975 14
28 157,400 162.000 6
88 J f t _________ 157,425 162.025 18
50 © POSEIDON, 1999. Unauthorised photocopying o r reproduction prohibited.

3*11 MF radio telephony (coast telephony)*

On the medium frequency band between 1605 kHz and 4000 kHz, the
following emission classes are allowed:
A3E - Double sideband with full carrier, only for 2182 kHz.
H3E - Single sideband with full carrier, only for 2182 kHz.
J3E - Single sideband with suppressed carrier, this emission class is
used for ordinary traffic handling.
3*12 Ih e international distress and calling frequency 2182 kHz

The 2182 kHz frequency is the international distress frequency for radio
telephony, and is intended for distress, urgency and safety purposes by
ships, aircraft and survivor craft stations.
Furthermore, the 2182 kHz frequency can be used for calling and reply
ing to calls. Coast stations also use 2182 kHz to announce traffic lists
and important maritime messages which will be broadcast on traffic fre
quencies.
3*13 General calling procedures

As a general rule ships calling coast stations should, make the call on an
available working channel. Before calling, the ship must listen to the
working channel to make sure that there is no traffic taking place. Work
ing channels are listed in the ITU publication “List of Coast Stations”.
In Region 1, all ship stations on international voyages may use:
Ship-to-shore working frequency: 2045 kHz(class J3E emission)

Intership working frequency: 2048 kHz(class J3E emission)
NOTE! The 2048 kHz frequency shall not be used as a working fre
quency between stations of the same nationality. Ships of the same na
tionality must use national allocated frequencies for intership communi
cation. The 2048 kHz frequency may be used as an additional ship-to-
shore working frequency.
The following ship-to-shore frequencies may be assigned to coast sta

tions as receiving frequencies:
2051 kHz, 2054 kHz, 2057 kHz.
In Regions 2 and 3, all ships on international voyages may use:
Intership working frequencies: 2635,2638 kHz(class J3E emission)

fr
Example call:
With reference to the ITU “List of Coast Stations”.
I
The “PIONEER/ELPU9” is within MF range of Port Said Radio, Egypt

and wants to order a telephone call.
© POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited. 51

- PORT SAID RADIO, PORT SAID RADIO, PORT SAID RADIO

- THIS IS
- PIONEER PIONEER CALLSIGN ELPU9
-ON 2182 KHZ
- MY WORKING FREQUENCY IS 2045 KHZ
- TELEPHONE CALL
-OVER
When contact is established, Cape Town Radio will announce its work
ing frequency, and both stations will continue further traffic on the work
ing frequencies.
3*14 HF telephony
Only emission class J3E should be used on the short wave bands between
4000-27000 kHz.
In the chapter on radio wave propagation, we see that the different layers
of the ionosphere change during the day and night. With this in mind, and
the simple fact that lower frequency bands work better at night time than
during the day time, it is possible to choose the correct calling channel.
Ship stations may generally use the following HF frequencies in duplex

mode to call coast stations:
ITU channel no. Ship tx frequency Coast tx frequency
421 4125.0 kHz 4417.0 kHz

606 6215.0 kHz 6516.0 kHz
821 8255.0 kHz 8779.0 kHz
1221 12290.0 kHz 13137.0 kHz
1621 16420.0 kHz 17302.0 kHz
1806 18795.0 kHz 19770.0 kHz
2221 22060.0 kHz 22756.0 kHz
2510 25097.0 kHz 26172.0 kHz
NOTE: The frequencies 4125 kHz, 6215 kHz, 12290 kHz and 16420
kHz are authorized as simplex mode for distress and safety traffic. Be
fore transmitting on these frequencies for other purposes, monitor the
frequency for a short period of time to make sure that no distress traffic
is being sent. Consult the ITU “List of Coast Stations” for further details
about when coast stations are open for public correspondence, and the
HF frequency/frequencies where watch is maintained.
Example call
With reference to the ITU “List of Coast Stations”.
The “PIONEER/ELPU9” is south of Cape Town - South Africa and wants

to call Scheveningen Radio to order a telephone call to Rotterdam, Neth
erlands.
52 © POSEIDON, 1999, Unauthorised photocopying o r reproduction prohibited.

Local time on board is noon, and their first choice is the 22 Mhz band.
With reference to the List of Coast Stations, Scheveningen Radio main
tains listening watch on HF ITU channels 826, 1213, 1636 and 2205.
-22012 kHz:
SCHEVENINGEN RADIO SCHEVENINGEN RADIO
THIS IS
PIONEER PIONEER CALLSIGN ELPU9
CHANNEL 2205
TRAFFIC ON HAND
OVER
-22708 kHz:
PIONEER PIONEER
THIS IS
SCHEVENINGEN RADIO
ROGER READ YOU FIVE
STANDBY YOU ARE TURN NUMBER TWO
OVER
-22012 kHz:
SCHEVENINGEN RADIO
THIS IS
PIONEER
ROGER
STANDING BY
Several countries have been allotted the same HF frequencies for mari
time mobile services. Therefore, the possibility of radio interference from
other stations will always be more or less present.
3.15 Traffic lists

Normally, the coast stations transmit their calls in the form of traffic lists
in alphabetical order, consisting of the names and callsigns of all ship
stations they have traffic for.
The traffic lists are transmitted at fixed times on VHF, MF and HF chan
nels in accordance with information found in the ITU “List of Coast
Stations”.
The coast station announces its traffic lists on 2182 kHz and VHF chan
nel 16, in the following way:
Example:
- ALL SHIPS ALL SHIPS ALL SHIPS
- THIS IS
- NORDEICH RADIO NORDEICH RADIO
- LISTEN FOR MY TRAFFIC LIST ON 2XXX KHZ

Frequency allocation regions

CHAPTER 4
DISTRESS SIGNALS AND DISTRESS

TRAFFIC
4*1 Introduction
Within the GMDSS system, all maritime distress and safety communica
tions are based on radiocommunication using terrestrial links on the VHF,
MF and HF bands, and via satellites.
Ships must be able to transmit ship-to-shore alerts to RCC’s via coast
radio stations or Coast Earth Stations(CES).
A ship can make use of the following 3 methods to transmit a distress
alert:
1. ) DSC (Digital Selective Calling) on the VHF/MF and HF bands.

2. ) Inmarsat-A/B or C
3. ) EPIRB
The International SOLAS (Safety of Lives at Sea) Convention of 1974

was adapted to the GMDSS system in 1988 (SOLAS 1988) and brought
into effect on February 1, 1992.
The GMDSS system was launched as a programme commencing on Feb
ruary 1, 1992, and reaching complete implementation on February 1,
1999. GMDSS regulations apply to all passenger vessels sailing in inter
national waters and to all cargo vessels over 300 gr.t. sailing in interna
tional waters. Categories of vessels sailing in national waters such as
freighters under 300 gr.t. and fishing vessels are exempted from the 1988
SOLAS Convention as applied to GMDSS.
In practice, this means that these categories of vessels (non-convention
vessels) are at liberty to use the frequencies and procedures described in
SOLAS 1974 until new regulations have been developed and implemented
at a national level. The distress and safety procedures for radiotelephony
(SOLAS 1974) will be dealt with in this and the following chapters.
4*2 General regulations

The procedures described in this chapter are compulsory for the mari
time mobile service and for correspondence between ships, aircraft and
survival craft stations.
No regulations in the instruction manual shall prevent a coast station in

extraordinary circumstances, from using any means available to give as
sistance to a distressed mobile station. Distress signals and distress mes
sages must only be transmitted on the direct orders of the master or the
officer in charge. Distress signals and distress messages must be trans
mitted on the following frequencies designated for distress, urgency and
safety communications on radiotelephony:

156.8 Mhz - channel 16

2182 kHz 8291kHz
4125 kHz 12290 kHz
6215 kHz 16420 kHz
The two most commonly used are VHF channel 16 and MF 2182 kHz.
In distress situations, speech and radiotelephony must be as slow and
clear as possible. If language problems should occur, the phonetic alpha
bet and the “International Signalbook 1969” can be used.
4.3 The international distress and cal I ins frequency 2182 kHz
The 2182 kHz frequency is the international radiotelephony distress fre
quency, and shall be used for this purpose by ship stations, aeromobile
stations and survivor craft stations working on the MF frequency band.
This frequency may be used for distress calls and distress traffic, urgency
signals and urgency messages, and the safety signal.
Otherwise, the 2182 kHz frequency can be used for calling and replying
to calls.
All coast stations open for public correspondence on MF telephony, shall

keep listening watch on 2182 kHz (consult List of Coast Stations for
further information). Ship stations shall, when not engaged in traffic, main
tain listening watch on 2182 kHz.
4*4 Silence periods

To increase the safety of lives at sea, it is of vital importance that all ships
make every attempt to listen to the international distress frequency dur
ing the silence periods. The silence periods are the first 3 minutes of
every hour and half hour (from xxOO hours to xx03 hours and from xx30
hours to xx33 hours). During these three minutes, all transmission on
2182 kHz must cease, with the exception of distress or urgency traffic.
Ships fitted with MF radio installations, shall keep listening watch by

means of a watch receiver in the wheel house.
4*5 The radiotelephony alarm signal

The radiotelephone alarm signal consists of two substantially sinusoidal
audio frequency tones transmitted alternately.
One tone shall have a frequency of 2200 Hz and the other tone a fre
quency of 1300 Hz, the duration of each tone being 250 milliseconds.
When generated by automatic means, the radiotelephone alarm signal

shall be transmitted as continuously as possible over a period of at least
30 seconds, but not exceeding one minute.
When generated by other means, the signal shall be transmitted as con
tinuously as possible for a period of approximately one minute.

The purpose of the alarm signal is to attract the attention of a person on

watch or to actuate automatic devices sounding the alarm or activating a
silenced loudspeaker for the message which will follow.
4.6 The distress signal - MAYDAY

The distress call shall have absolute priority over all other transmissions.
All stations hearing it shall immediately cease any transmission capable
of interfering with the distress traffic and shall continue to listen to the
frequency used for the emission of the distress call. This call shall not be
addressed to a particular station, and acknowledgement of receipt shall
not be given before the distress message which follows it is sent.
The distress call and message shall only be transmitted on the authority
of the master or the person responsible for the ship, aircraft or other
vehicle carrying the mobile station or ship-earth station.
The radiotelephone distress signal consists of the word MAYDAY a de
rivative of the French word “M ’AIDER”,
The distress signal indicates that a ship, aircraft or other vehicle is threat
ened by grave and imminent danger and requests immediate assistance.
4 .7 The distress call

The radio telephony distress call consists of:
- The distress signal MAYDAY, spoken three times
- the words THIS IS (or DE spoken as DELTA ECHO in case of lan
guage difficulties)
- The callsign or other identification of the mobile station in distress,
spoken three times
4 .8 The distress message

The distress message consists of:
- The distress signal MAYDAY
- the name, or other identification, of the mobile station in distress
- particulars of its position
- the nature of distress and the kind of assistance required
- any other information which might facilitate the rescue
As a general rule, the ship shall signal its position in latitude and longi
tude, using figures for degrees and minutes, together with one of the
words NORTH or SOUTH, and one of the words EAST or WEST.
The distress message, preceded by the distress call, shall be repeated at

intervals, especially during the periods of silence mandatory in radiote-
lephony, until an answer is received.
4.9 Acknow ledgem ent o f receipt of a distress message

Ship stations receiving a distress message from another mobile station
which is, beyond any possible doubt, in their vicinity, shall immediately
acknowledge receipt.

However, in areas where reliable communications with one or more coast

stations are practicable, ship stations should defer this acknowledgement
for a short interval so that a coast station may acknowledge receipt.
In telephony, acknowledgement of the receipt of a distress message shall

be given in the following form:
MAYDAY
- the call sign or other identification of the station sending the distress
message, spoken three times
- the word THIS IS (or DE, pronounced as DELTA ECHO in case of
language difficulties)
- the call sign or other identification of the station acknowledging re
ceipt, spoken three times
- the words RECEIVED (or RRR pronounced as ROMEO ROMEO
ROMEO) in case of language difficulties
- the distress signal MAYDAY
Any mobile station acknowledging receipt of a distress message shall, on

the order of the master or person responsible for the ship, aircraft or
other vehicle, transmit the following information as soon as possible:
- its name
- its position
- the speed at which it is proceeding towards the mobile station in dis
tress, and the approximate time it will take to reach it
- additionally, if the position of the ship in distress appears doubtful,
ship stations should also transmit, when available, the true bearing of
the ship in distress.
4*10 Distress traffic

In distress traffic, the distress signal (MAYDAY) shall be sent before the
call and at the beginning of the preamble of any telegram.
The station in distress or the station in control of distress traffic may

impose silence either on all maritime mobile service stations in the same
area, or on any stations which interfere with the distress traffic. Such
instructions shall be addressed “to all stations", or to one station only,
according to circumstances.
Example:
- MAYDAY
- ALL STATIONS
- SEELONCE MAYDAY
Wherever necessary, any maritime mobile service station near the ship,
aircraft or other vessel in distress, may impose silence. This is done in the
following way:
58 © POSEIDON, 1999. Unauthorised photocopying o r r&prcxluctioo prohibited.

Example:
- MAYDAY
- ALL STATIONS
- SEELONCE DISTRESS
- THIS IS
- OWN CALLSIGN OR IDENTIFICATION
When complete silence is no longer necessary on a frequency being used

for distress traffic, the station controlling the traffic shall transmit a mes
sage addressed to all stations indicating that restricted working may be
resumed.
- MAYDAY
- ALL STATIONS, sent three times
- THIS IS
- the call sign or other identification of the station sending the message
- the time the message was submitted
- the name and the callsign of the mobile station which was in distress
- the word PRU-DONCE
The same message as above, but indicating that normal working can be
resumed:
- MAYDAY
- ALL STATIONS, sent three times
- THIS IS
- the call sign or other identification of the station sending the message
- the time the message was submitted
- the name and call sign of the mobile station which was in distress
- the words SEELONCE FEENEE
4*11 Transmission of a distress message

by a station not itself in distress
Any mobile station, or land station learning that a mobile station is in
distress, shall transmit distress messages in any of the following cases:
- when the station in distress is not itself in a position to transmit the

distress message
- when the master or person responsible for the ship, aircraft or other
vehicle not in distress, or the person responsible for the land station,
considers that further help is necessary
- when an unacknowledged distress message is heard, and one is not in a
position to render assistance.
In such cases, the transmission of the distress message shall always be

preceded by the call indicated below, which shall itself be preceded when
ever possible by the radiotelephone alarm signal.

MAYDAY RELAY, spoken three times

- the words THIS IS (or DE pronounced as DELTA ECHO in case of
language difficulties
- the call sign or other identification of relaying station, spoken three
times
- the following received from CALLSIGN or IDENTIFICATION of
station station in distress on YYYY kHz time ZZZZ UTC:
- followed by the correct repetition of the received distress message.

CHAPTER 5
URGENCY TRANSMISSIONS
5.1 Urgency signal

In radiotelephony, the urgency signal consists of the words PAN PAN,
each of which is pronounced like the French word “panne”.
The urgency signal shall be repeated three times before the call.
The urgency signal shall be sent only on the authority of the master or the
person responsible for the ship, aircraft or other vehicle carrying the mobile
station or mobile earth station in the maritime mobile-satellite service.
The urgency signal indicates that the calling station has a very urgent
message to transmit concerning the safety of a ship, aircraft or other
vehicle, or the safety of a person.
The urgency signal and the message following it, shall be transmitted on
one or more of the international distress frequencies. However, in the
case of a long message or a medical call, or in areas with heavy traffic,
maritime mobile service messages shall be transmitted on a working fre
quency.
The urgency signal shall have priority over all other communication, with
the exception of distress.
All stations hearing the urgency signal shall take care not to interfere
with the transmission of the message which follows it.
Mobile stations hearing the urgency signal shall continue to listen for at
least three minutes.
At the end of this period, if no urgency message has been heard, a land
station should, if possible, be notified of the receipt of the urgency signal.
In the maritime mobile service, urgency messages may be addressed ei

ther to all stations, or to a particular station.
When the urgency signal has been sent prior to transmitting a message to
“all stations” calling for action by the station receiving the message, the
station responsible for its transmission shall cancel it as soon as it knows
that action is no longer necessary.
Such a message of cancellation shall likewise be addressed to “all sta
tions”.

Example:
The “BRUNITA" LKFE has lost a man over board at position 55.10 N,
018.10 E.
The call will take place on 2182 kHz.
- PAN PAN PAN PAN PAN PAN

- ALL STATIONS ALL STATIONS ALL STATIONS
- THIS IS
- BRUNITA BRUNITA BRUNITA CALLSIGN LKFE
- MAN OVER BOARD IN POSITION 55 DEGREES 10 MINUTES
NORTH, 022 DEGREES 10 MINUTES EAST, AT TIME 1015 UTC.
SHIPS IN VICINITY ARE ASKED TO KEEP SHARP LOOKOUT
AND REPORT TO BRUNITA ON 2182 KHZ.
- DATE AND TIME 181030UTC
- MASTER BRUNITA LKFE
If the person is found, the “BRUNITA” must cancel her PAN message:
- PAN PAN
- THIS IS
- BRUNITA BRUNITA BRUNITA CALLSIGN LKFE
- PLEASE CANCEL MY PAN MESSAGE OF 181030UTC
- THE CREW MEMBER HAS BEEN FOUND AND IS IN GOOD
SHAPE. THANK YOU FOR YOUR COOPERATION
- DATE AND TIME 181130UTC
- MASTER BRUNITA LKFE
- OVER AND OUT
62 © POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited,

CHARIER 6
SAFETY TRANSMISSIONS
6*1 Safety signals and messages
In radiotelephony, the safety signal consists of the word SECURITE pro
nounced clearly as in French. The safety signal shall be repeated three
times before the call.
The safety signal indicates that the station is about to transmit a message
containing an important navigational or meteorological warning.
Safety messages are divided into three categories:

- vital
- important
- routine
When a coast station wants to send a vital safety message, it must always
send the navigational warning signal continuously for a period of 15
seconds before proceeding with the safety signal and the safety message.
The navigational warning signal consists of one substantial sinusoidal

audio frequency tone of 2200 Hz transmitted in bursts of 250 millisec
onds duration, at intervals o f250 milliseconds.
The purpose of the signal is to attract the attention of a person on watch,

or to actuate automatic devices sounding the alarm or activating a si
lenced loudspeaker for the message which will follow.
The navigational warning signal, the safety signal and the call, shall be
transmitted on one of the international distress frequencies.
The safety message which follows the call should be sent on a working
frequency. A suitable announcement to this effect shall be made at the
end of the call.
Maritime mobile service safety messages shall generally be addressed to

all stations. In some cases, however, they may be addressed to a particu
lar station.
Example:
- SECURITE SECURITE SECURITE
- THIS IS
- SCHEVENINGEN RADIO SCHEVENINGEN RADIO
SCHEVENINGEN RADIO
- LISTEN FOR NAVIGATIONAL WARNING
- ON FREQUENCY/CHANNEL ...

6.2 M edical advice - MEDICO

Mobile stations requiring MEDICAL ADVICE (MEDICO) may obtain
it through any of the land stations shown as providing this service in the
List of Radio determination and Special Service Stations.
If necessary, the urgency signal may be transmitted before radiocom

munications and radio telegrams concerning medical advice.
Example:
PAN PAN PAN PAN PAN PAN
MEDICO
SINGAPORE RADIO SINGAPORE RADIO SINGAPORE RADIO
THIS IS....
Normally ship stations can get free medical advice (MEDICO) via all
coast stations providing the service.
The following is a general format used for transmitting medical messages:
- ships name/callsign and nationality

- position of the ship
- next port of call
- Patients details(e.g, name,sex,age,medical history etc.)
- advice required
- medication available on board the vessel
64 © POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited

6.3 Exercises: Resulations and Traffic Procedures

1. Who has the highest authority on board a vessel as far as the opera
tion of the radio station is concerned?
2. Isitlegaltohandoverinformationconc eming radio communication
to a third person?
3. What kind of information must be written in the Radio Log?
4. What is PUBLIC CORRESPONDENCE?
5. Which channel must be used when calling a harbour station?
6. Which channel is the international distress and safety channel on VHF?
7. Which channels should be used as a general rule for calling coast
stations on VHF?
8. Give an example of a call to a coast station using channel 16?
9. Give examples of inter-ship channels on the VHF band?
10. Which channel would you use for calling another ship station?
11. State the range of the medium frequency band?
12. What kind of emission classes can be used on 2182 kHz?
13. What is listening watch?
14. In what publication can you find the working frequencies for foreign
coast stations?
15. Find the frequencies used by Cape Town Radio for public corre
spondence on MF?
16. What is the purpose of the 2045 and 2048 kHz frequencies?
17. Make a call to Cape Town Radio on MF.
18. What are the international calling channels on the short wave band?
19. Your position is off West Africa, and it is early in the morning. Make
a complete call to Scheveningen Radio. Consult the ITU “List of
Coast Stations” for further information.
20. What is a traffic list?
21. On which channels do the coast stations announce the traffic lists?
6.4 Exercises - Distress, Urgency and Safety Traffic

1. Describe the radiotelephone alarm signal?
2. How long do you have to send the alarm signal?
3. What does the distress signal in radiotelephony sound like ?
4. What criteria shall be present when sending a distress signal?
5. What is the purpose of the alarm signal?
6. At what times are the silence periods on 2182 kHz?
© POSEIDON, 19&9. Unauthorised photocopying or reproduction prohibited. 65

7. Give an example of a distress call.

8. Give an example of a complete distress message.
9. How many times can you repeat a distress message?
10. When do you have to acknowledge receipt of a distress message?
11. Give an example of an acknowledgement of receipt of a distress mes
sage.
12. How would you impose radio silence if your own station is in dis
tress?
13. How should you announce that complete silence is no longer neces
sary?
14. Give an example of the transmission of a distress message sent by a
station not itself in distress.
15. On which occasions do you have to carry out such a call?
16. What is the urgency signal in radiotelephony?
17. What does the urgency signal indicate?
18. What priority does the urgency signal have?
19. Give an example of the urgency call and urgency message you would
transmit if your ship’s engine breaks down.
20. Cancel the urgency message when your engine is running again.
21. What is the safety signal in radiotelephony?
22. What does the safety signal indicate?
23. You have discovered a drifting container in the English Channel. Give
an example of a safety message with preliminary announcement on
channel 16.
24. Where should the safety message referred to in question 22 be trans
mitted?
25. What is a MEDICO?
26. Do you have to pay for this service?
66 © PCS EI DON, 1999, U nauthorisad photoccpyi ng Of reprod uotion prohibited.

CHAPTER 7
DSC - DIGITAL SELECTIVE CALLING

7*1 Background
Under the “old” system, the procedure for calling a ship has always in
volved using traffic lists, or special calling channels. Ship stations have
had to keep listening watch on the distress and calling channels (2182
kHz, 500 kHz or VHF channel 16), or listen to traffic lists from relevant
coast stations. The need to be able to call an individual ship station di
rectly, without directing all ships to keep manual watch on the different
calling channels, has been a high priority demand for a long time.
The present system has fundamental disadvantages which have provided

the reasons for developing the new calling system, DSC, which is a very
essential part of the GMDSS.
The DSC system employs digital technology and is an important part of

the GMDSS system, being used as the primary alerting system on VHF,
MF and the HF bands.
The DSC control unit is able to monitor/keep watch on all DSC frequen
cies allocated for distress and safety purposes. When a coast station or a
ship receives a DSC distress alert, a display or printout of the message
will be produced including notification that distress communication will
follow on the radiotelephony/radiotelex frequencies allocated for distress
and safety purposes. In addition to the printout of the message, an audi-
blc/visual alarm will be activated to attract the attention of the operator.
DSC calls can be directed to a particular station or stations. Under the

“old” system, virtually all calls were received by all ships within range of
the transmission. Now, however, the DSC control unit checks each in
coming call, and determines whether the call is addressed to it specifi
cally. When such a call is received, the attention of the operator is at
tracted usually by a printout/display of the message or by audible/visual
alarms. All other DSC calls that not are recognised by the DSC control
ler, are simply ignored.
7*2 DSC
DSC is a system used for calling:
- a particular ship
- a particular coast station
- a group of ships (within a certain geographical area)
- all ships
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67
The system can be used from:

- ship to shore
- shore to ship
- ship to ship
The ships must be fitted with mandatory DSC equipment, applicable to

the sea areas in which they sail.
The various different DSC requirements are listed below.
- VHF DSC
All GMDSS ships must be fitted with VHF DSC channel 70 for distress
and safety calls from ship to ship.
In sea area A 1, ships must also be able to execute distress and safety calls
to a coast station.
- MF DSC
All GMDSS ships sailing in sea areas A2, A3 and A4, must be fitted to
accommodate the 2187.5 kHz frequency for distress and safety calls from
ship to ship.
In sea area A2, the ship must be able to execute distress and safety calls
between ship and coast station.
- HF DSC
GMDSS ships sailing in sea area A4, and those without Inmarsat termi
nals sailing in sea area A3, must be equipped with DSC for VHF and MF.
In addition the ship must be equipped with HF DSC for distress and
safety calls between ship and coast station.
The figure shows the format of the DSC calling sequence.
Dot pattern Phasing Format Address Category Self

sequence specifier identification
Message Message Message Message \ l End of Error check

1 2 3 4 f " T sequence character

The DSC equipment (control unit) is designed in such a way that the
equipment itself puts the calling sequence together in the correct order.
To make a complete call, the radio operator only needs to type in the
relevant information.
7.3 The Individual Elements o f the DSC Call

Dot pattern: A sequence of dots transmitted so that the scanning-receiv
ers can be tuned, and stop scanning.
Phasing sequence: In-phasing signals making the receiver ready for re
ception of information from the DSC transmitter.
Format specifier: Call Specifications:

- Distress call
- All ships call
- Call for specific groups of ships
(All Norwegian ships, ships belonging to a fleet etc.)
- Selective calling to one specific ship
- Call to ships in a certain geographical area.
- Dialphone call for direct access to the subscriber network
Address: - The MMSI number of the ship or the coast station which is
being called.
Exemptions are made for accidents or distress alerting, and “all ships” calls.
Category: The type of call such as:

- Distress
- Urgency
- Safety
- Important ships traffic
- Routine
Self identification: The ship’s own MMSI number
Message: The number of “Messages” may vary according to different

kinds of traffic.
This element will be further examined under distress and routine calls.
Message 1: Distress call: Message 1 describes the distress situation.

-Fire/explosion
- Leakage
- Collision
- Grounding
- Listing, danger of capsizing
- Sinking
-Drifting
- Unspecified
- Abandoning
- EPIRB transmission
© POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited

69
- Man overboard
- Armed robbery attack
Message 2 : Message 2 describes the distress position by means of 10

digits.
- Quadrant specification, 1 digit
0: North east
1: North west
2: South east
3: South west
- The next four digits denote the latitude in degrees and minutes,
- The next five digits denote the longitude in degrees and minutes.
NOTE: If distress position is not stated, the digit “9” is transmitted 10

times.
Message 3: Message 3 provides the point in time when the position was
correct. It is given in UTC time by means of four digits.
- Digits 1 and 2 denote HOURS
- Digits 3 and 4 denote MINUTES
NOTE: If the point in time is not stated, the digit “8” is transmitted 4 times.
Message 4: Message 4 describes the kind of communication desired for
the distress traffic (normally voice communication) which will follow.
End of sequence: Now an end message is transmitted to indicate:

- whether the call requires acknowledgement
- whether the current message is a reply to a call
Error check character: An error check character is transmitted as a

control bit for the entire call.
7*4 DSC routine call

A DSC routine call includes the same elements as described above, ex
cept that it uses only Message 1 and Message 2.
These two elements are described below:
Message 1 : Routine call:

- Message 1 indicates whether connection is to be made by means of
telephony, telex or data transmission.
Message 2 ; Routine call:

- Message 2 indicates the frequency/channel for the following communi
cation.
7*5 Selective calling numbers in GMDSS

The national Administration, or another office/institute acting on behalf
of the national Administration, assigns MMSI numbers to ships.

The number consists of 9 digits:
MID XXX XXX
MID is the Maritime Identification Digit, and identifies the nationality of

the ship.
Norwegian ships have MIDs 257,258 and 259.
Current status of MID allocations is found in ITU “Manual for use by the
Maritime Mobile and Maritime Mobile-Satellite Services”.
The MID group is followed by 6 digits, where the last digit is always “0”
(zero).
For most larger ships, the three last digits are zeroes.
THE MMSI NUMBER SHALL BE USED FOR IDENTIFYING THE

FLOAT FREE EPIRB, AND VHF/MF/HF DSC EQUIPMENT.
Above, we have seen that the MMSI number consists of 9 digits. But we
also distinguish between three different call identities. Study the follow
ing figure:
Different call identities
MMSI: MID XXX XXX {one ship)
MMSI: OMID XX XXX (group of ships)
NOTE: X is a figure between "0 "and "S"
© POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited,

71
7 .6 Exercises - DSC
1. Which sea areas are defined by the GMDSS?
2. What is DSC an abbreviation for?
3. Can DSC be used in all sea areas in the GMDSS?
4. Which channel is assigned to DSC on the VHF band?
5. Which frequency is assigned to DSC distress traffic on the MF band?
6. How many messages does a DSC distress call contain?
7. How many messages does a DSC routine call contain?
8. What is MMSI?
9. What is MID?
10. Explain how a ship station’s MMSI number is built up?
11. A certain station has MMSI number 002191000. What kind of sta
tion is this?
12. Another station has MMSI number 258125000. What kind of sta
tion is this?

CHAPTER 8
DSC PROCEDURES FOR VHF - MF AND HF

Introduction
Procedures for DSC communications on MF and VHF are described in
sections 8.1 to 8.5 below.
The procedures for DSC communications on HF are in general the same

as for MF and VHF. Special conditions to be taken into account when
transmitting DSC communications on HF are described in section 8.6
below.
8.1 Distress
8.1.1 Transmission of a DSC Distress Alert

A distress alert should be transmitted if, in the opinion of the Master, a
ship or a person is in distress and requires immediate assistance.
A DSC distress alert should, as far as possible, include the ship’s last
known position and the time (in UTC) when it was valid. The position
and the time may be included automatically by the ship’s navigational
equipment or may be inserted manually.
The DSC distress alert is transmitted as follows:
1. Tune the transmitter to the DSC distress channel (2187.5 kHz on MF,
channel 70 on VHF)
2. Time permitting, type in or select from the DSC equipment keyboard

• the nature of distress
• the ship’s last known position (latitude and longitude)
• the time (in UTC) the position was valid
• the type of subsequent distress communication (telephony), in ac
cordance with the DSC equipment manufacturer’s instructions
3. Transmit the DSC distress alert
4. Prepare for the subsequent distress traffic by tuning the transmitter

and the radiotelephony receiver to the distress traffic channel in the
same band, i.e. 2 182 kHz on MF, channel 16 on VHF, while waiting
for the DSC distress acknowledgment.
NO TE - Some maritime MF radiotelephony transmitters shall

be tuned to a frequency 1700 Hz lower than 2187.5 kHz, i.e.
2185.8 kHz, in order to transmit the DSC alert on 2187.5 kHz.

8*1.2 Appropriate action on receipt of a distress alert

Ships receiving a DSC distress alert from another ship should normally
not acknowledge the alert by DSC since acknowledgment of a DSC dis
tress alert by use of DSC is normally made by coast stations only.
Only in cases where no other station appears to have received the DSC
distress alert, and the transmission of it continues, should the ship ac
knowledge it by use of DSC in order to terminate the call. Subsequently,
the ship should inform a coast station or a coast earth station by any
practicable means.
Ships receiving a DSC distress alert from another ship should also defer
the acknowledgment of the distress alert by radiotelephony for a short
interval, if the ship is within an area covered by one or more coast sta
tions, in order to give the coast station time to acknowledge the DSC
distress alert first.
Ships receiving a DSC distress alert from another ship are required to:
1. Watch for the reception of a distress acknowledgment on the distress

channel (2187.5 kHz on MF and channel 70 on VHF);
2. Prepare to receive the subsequent distress communication by tuning

the radiotelephony receiver to the distress traffic frequency in the same
band in which the DSC distress alert was received, i.e. 2182 kHz on
MF, channel 16 on VHF;
3. Acknowledge receipt of the distress alert by transmitting the follow

ing by radiotelephony on the distress traffic frequency in the same
band on which the DSC distress alert was received, i.e. 2182 kHz on
MF, channel 16 on VHF:
«MAYDAY»
the 9-digit identity of the ship in distress, repeated 3 times
«this is»
the 9-digit identity or the call sign or other identification of own ship
repeated 3 times
«RECEIVED MAYDAY»
NOTE - Ships out o f range o f a distress event or not able to assist should
only acknowledge i f no other station appears to acknowledge the receipt
o f the DSC distress alert.
8*1.3 Distress Traffic

On receipt of a DSC distress acknowledgment the ship in distress should
commence the distress traffic by radiotelephony on the distress traffic
frequency (2182 kHz on MF, channel 16 on VHF) as follows:
74 © POSEIDON, 1999, Unauthorised photocopying or.reproduction prohibited,

1. “’MAYDAY”
2. “this is”
3. the 9-digit identity and the call sign or other identification of the ship
4. the ship’s position in latitude and longitude or other reference to a
known geographical location
5. the nature of distress and assistance wanted
6. any other information which might facilitate the rescue.
8,1*4 Transmission of a Distress Relay Alert

A ship knowing that another ship is in distress shall transmit a DSC dis
tress relay alert if:
- the ship in distress is not itself able to transmit the distress alert
- the Master of the ship considers that further help is necessary.
The DSC distress relay alert is transmitted as follows:
1. Tune the transmitter to the DSC distress channel (2187.5 kHz on MF,
channel 70 on VHF),
2. Select the distress relay call format on the DSC equipment, type in or
select on the DSC equipment keyboard:
• All Ships Call or the 9-digit identity of the appropriate coast station
• the 9-digit identity of the ship in distress, if known
• the nature of the distress situation
• the latest position of the ship in distress, if known
• the time (in UTC) the position was valid (if known)
• type of subsequent distress communication (telephony)
• transmit the DSC distress relay call
3. Prepare for the subsequent distress traffic by tuning the transmitter

and the radiotelephony receiver to the distress traffic channel on the
same band, i.e. 2182 kHz on MF and channel 16 on VHF, while wait
ing for the DSC distress acknowledgment.
8,1,5 Acknowledgement of a DSC Distress Relay Alert

received from a Coast Station
After having received and acknowledged a DSC distress alert, coast sta
tions may, if necessary, retransmit the information received as a DSC
distress relay call, addressed to all ships, all ships in a specific geographi
cal area, a group of ships or a specific ship.
Ships receiving a distress relay call transmitted by a coast station should

not use DSC to acknowledge the call, but should acknowledge the re
ceipt of the call by radiotelephony on the distress traffic channel on the
same band in which the relay call was received, i.e. 2182 kHz on MF,
channel 16 on VHF.
© POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited 75

Acknowledge receipt of the distress alert by transmitting the following

by radiotelephony on the distress traffic frequency on the same band on
which the DSC distress relay alert was received:
1. “MAYDAY”
2. the 9-digit identity or the call sign or other
3. identification of the calling coast station, “this is”
4. the 9-digit identity or call sign or other identification of own ship,
5. “RECEIVED MAYDAY”
8*1*6 Acknowledgement of a DSC Distress Relay Alert

received from another Ship
Ships receiving a distress relay alert from another ship should follow the
same procedure used in the acknowledgement of a distress alert, as dis
cussed in section 8.1.2 above.
8*2 Urgency
8*2*1 Transmission of Urgency Messages

The transmission of urgency messages shall be carried out in two steps:
• Announcement of the urgency message,
• Transmissionofthe urgency mes sage.
The announcement is carried out by transmitting a DSC urgency call on

the DSC distress calling channel (2187.5 kHz on MF, channel 70 on VHF).
The urgency message itself is transmitted on the distress traffic channel

(2182 kHz on MF, channel 16 on VHF).
The DSC urgency call may be addressed to all stations or to a specific

station. The frequency on which the urgency message will be transmitted
should be included in the DSC urgency call.
The transmission of an urgency message should thus be carried out as

follows:
The Announcement:
1. Tune the transmitter to the DSC distress calling channel (2187.5 kHz
on MF, channel 70 on VHF);
2. Type in or select from the DSC equipment keyboard:
• All Ships Call or the 9-digit identity of the specific station
• the category of the call (urgency)
• the frequency or channel on which the urgency message will be
transmitted
• the type of communication in which the urgency message will be
given (e.g. radiotelephony), in accordance with the DSC equip
ment manufacturer’s instructions
3. Transmit the DSC urgency call.
76 © POSEiDON, 1999, Unauthorised photocopying or reproduction prohibited,

Transmission of the urgency message:

1. Tune the transmitter to the frequency or channel indicated in the DSC
urgency call
2. Transmit the urgency message as follows:
• “PAN PAN”, repeated 3 times
• “ALL STATION” or called station, repeated 3 times
• “this is”
• the 9-digit identity and the call sign or other identification of own ship
• the text of the urgency message.
8.2.2 Reception of an Urgency Message

Ships receiving a DSC urgency call announcing an urgency message ad
dressed to all ships should NOT acknowledge the receipt of the DSC
call, but should tune the radiotelephony receiver to the frequency indi
cated in the call and listen to the urgency message.
8.3 Safety
8.3.1 Transmission of Safety Messages

The transmission of safety messages should be carried out in two steps:
• Announcementofthesafetymessage
• Transmissionofthesafetymessage.
The announcement is carried out by transmitting a DSC safety call on the

DSC distress calling channel (21S7.5 kHz on MF, channel 70 on VHF).
The safety message is normally transmitted on the distress and safety
traffic channel on the same band on which the DSC call was transmitted,
i.e. 2182 kHz on MF, channel 16 on VHF.
The DSC safety call may be addressed to all ships, all ships in a specific
geographical area, or to a specific station. The frequency on which the
safety message will be transmitted should be included in the DSC call.
The transmission of a safety message is thus carried out as follows:
The Announcement:
1. Tune the transmitter to the DSC distress calling channel (2187.5 kHz
on MF, channel 70 on VHF)
2. Select the appropriate calling format for the DSC equipment (all ships,
area call or individual call)
3. In accordance with the DSC equipment manufacturer’s instructions,
type in or select from the DSC equipment keyboard:
• specific area or 9-digit identity of specific station, if appropriate
• the category of the call (safety)
• the frequency or channel on which the safety message will be transmitted
• the type of communication with which the safety message will be
transmitted (e.g. radiotelephony)
4. Transmit the DSC safety call.
© POSEIDON, 1999. Unaulhoris&d photocopying or reproduction prohibited.

Transmission of the safety message:

1. Tune the transmitter to the frequency or channel indicated in the DSC
safety call
2. Transmit the safety message as follows:
• “SECURITE” repeated 3 times
• “ALL STATIONS” or called station, repeated 3 times
• “this is”
• the 9-digit identity and the call sign or other identification of own ship
• the text of the safety message.
8.3.2 Reception of a Safety Message

Ships receiving a DSC safety call announcing a safety message addressed
to all ships should NOT acknowledge the receipt of the DSC safety call,
but should tune the radiotelephony receiver to the frequency indicated in
the call and listen to the safety message.
8.4 Public Correspondence
8.4.1 DSC Channels for Public Correspondence
8.4.1.1 VHF
The VHF DSC channel 70 is used for DSCs for distress and safety pur
poses as well as DSC for public correspondence.
8.4.1.2 MF
International and national DSC channels other than the DSC distress and
safety calling channel, 2187.5 kHz, are used for digital selective calling
on MF for public correspondence.
Ships calling a coast station by DSC on MF for public correspondence

should preferably use the coast station’s national DSC channel.
The international DSC channel for public correspondence may, as a gen

eral rule, be used for communication between ships and coast stations of
different nationalities. The ship’s transmitting frequency is 2189.5 kHz,
and the receiving frequency is 2177 kHz.
The 2177 kHz frequency is also used for digital selective calling between
ships for general communication.
8.4.2 Transmission of a DSC Call for Public Correspondence

to a Coast Station or another Ship
A DSC call for public correspondence to a coast station or another ship
is transmitted as follows:
1. Tune the transmitter to the relevant DSC channel
2. Select the format for calling a specific station on the DSC equipment
3. Type in or select from the DSC equipment keyboard:
• the 9-digit identity of the station to be called

• the category of the call (routine)

• the type of the subsequent communication (normally radiote
lephony),
• aproposedworking channe 1if cailing another ship.
A proposed working channel should NOT be included in calls to a
coast station; the coast station will, in its DSC acknowledgment,
indicate a vacant working channel in accordance with the DSC
equipment manufacturer’s instructions
4. Transmit the DSC call.
8.4.3 Repeating a Call

A DSC call for public correspondence may be repeated on the same or
another DSC channel, if no acknowledgement is received within 5 min.
Further call attempts should be delayed at least 15 minutes, if acknowl

edgement is still not received.
8.4.4 Acknowledgement of a Call and Preparation

for Reception of Traffic
On receipt of a DSC call from a coast station or another ship, a DSC
acknowledgement should be transmitted as follows:
1. Tune the transmitter to the transmission frequency of the DSC chan

nel on which the call was received
2. Select the acknowledgment format on the DSC equipment
3. Transmit an acknowledgement indicating whether the ship is able to
communicate as proposed in the call (type of communication and work
ing frequency),
4. If able to communicate as indicated, tune the transmitter and the ra
diotelephony receiver to the indicated working channel and prepare
to receive the traffic.
8.4.5 Reception of acknowledgement and further actions

When receiving an acknowledgement indicating that the called
station is able to receive the traffic, prepare to transmit the traffic as
follows:
• Tune the transmitter and receiver to the indicated working channel
• Commence communication on the working channel by entering:
• the 9-digit identity, call sign, or other identification of the called
station, “this is”
• the 9-digit identity or call sign or other identification of own ship.
It will normally rest with the ship to call again a little later in cases where
the acknowledgement from the coast station indicates that the coast sta
tion is not able to receive the traffic immediately.
In the cases where the ship, in response to a call to another ship, receives
an acknowledgement indicating that the other ship is not able to receive
POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited. 79

the traffic immediately, it will normally rest with the called ship to trans
mit a call to the calling ship when ready to receive the traffic.
8.5 Testing the equipm ent used fo r distress and safety

Test transmissions using the exclusive DSC distress and safety calling
frequency, 2187.5 kHz, should be avoided as far as possible by using
other methods.
Test transmissions should not be made on VHF DSC calling channel 70.
Test calls should be transmitted by the ship station and acknowledged by

the called coast station. Normally there would be no thither communica
tion between the two stations involved.
A test call to a coast station is transmitted as follows:
1. Tune the transmitter to the DSC distress and safety calling frequency
2187.5 kHz
2. Type in or select the format for the test call from the DSC equipment
in accordance with the DSC equipment manufacturer’s instructions
3. Type in the 9-digit identity of the coast station to be called
4. Transmit the DSC call after checking as far as possible that no calls
are in progress on the frequency
5. Wait for acknowledgment.
8.6 Special conditions and procedures for

DSC com m unication on HF
The procedures for DSC communication on HF are - with certain addi
tions described below - equivalent to the corresponding procedures for
DSC communications on MF/HF.
8.6.1 Distress
8.6.1.1 Transmission of DSC distress alert

DSC distress alert should be sent to coast stations (e.g. in Sea Areas A3
and A4 on HF) and (on MF and/or VHF) to other ships in the vicinity.
The DSC distress alert should, as far as possible, include the ship’s last
known position and the time (in UTC) when it was valid. If position and
time are not inserted automatically from the ship’s navigational equip
ment, they should be inserted manually.
Ship-to-shore distress alert

Choice o f HF hand
Propagation characteristics of HF radio waves for the actual season and
time of the day should be taken into account when choosing HF bands
for the transmission of DSC distress alerts.

As a general rule the DSC distress channel on the 8 MHZ maritime band
(8414.5 kHz) may in many cases be an appropriate first choice.
The transmission of the DSC distress alert on more than one HF band
will normally increase the probability of successful reception of the alert
by coast stations.
DSC distress alerts may be sent on anumber of HF bands in two different

ways:
a) either by transmitting the DSC distress alert on one particular HF

band, waiting a few minutes to receive acknowledgment by a coast
station, and, if no acknowledgment is received within 3 minutes, re
peating the process by transmitting the DSC distress alert on another
appropriate HF band (and so on)
b) or by transmitting the DSC distress alert on a number of HF bands
with no intervals between the calls, or only very short ones, without
waiting for acknowledgment between the calls.
Procedure a) is recommended in all cases, where time permits it. This

will make it easier to choose the appropriate HF band for commence
ment of the subsequent communication with the coast station on the cor
responding distress traffic channel.
Transmitting the DSC alert

1. Tune the transmitter to the chosen HF DSC distress channel (4207.5,
6312, 8414.5, 12577, 16804.5 kHz)
2. Follow the instructions for typing in or selecting relevant information
from the DSC equipment keyboard as described earlier
3. Transmit the DSC distress alert.
NOTE: Ship-to-ship distress alerts should normally be made on MF and/

or VHF, using the procedures for transmission of DSC distress alerts on
MF/HF as described earlier. Some maritime HF transmitters shall be tuned
to a frequency 1700 Hz lower than the DSC frequencies given above, in
order to transmit the DSC alert on the correct frequency. In special cases,
for example in tropical zones, the transmission of DSC distress alerts on
HF may, in addition to ship-to-shore alerting, also be useful for ship-to-ship
alerting.
8.6.1.2 Preparation for the subsequent distress traffic

After having transmitted the DSC distress alert on appropriate DSC dis
tress channels (HF, MF and/or VHF), prepare for the subsequent distress
traffic by tuning the radiocommunication set(s) (HF, MF and/or VHF as
appropriate) to the corresponding distress traffic channel(s).
If method b) described above has been used for transmission of the DSC
distress alert on a number of HF bands:

• take into account on which HF band(s) acknowledgement has been

successfully received from a coast station
• if acknowledgements have been received on more than one HF band,
commence the transmission of distress traffic on one of these bands,
but if no response is received from a coast station then the other bands
should be used in turn.
The distress traffic frequencies are:

HF (kHz):
Telephony 4125 6215 8291 12290 16420
Telex 4177.5 6268 8376.5 12520 16695
MF (kHz):
Telephony 2182
Telex 2174.5
VHF: Channel 16 (156.800 MHZ).
8.6*1.3 Distress traffic

The procedures described earlier in section 8.1.3 are used when the dis
tress traffic on MF/HF is carried out by radiotelephony. The following
procedures shall be used in cases where the distress traffic on MF/HF is
carried out by radiotelex:
1. The Forward Error Correcting (FEC) mode shall be used unless spe
cifically requested to do otherwise;
2. All messages shall be preceded by:
• at least one carriage return
• line feed
• one letter shift
• the distress signal “MAYDAY”
3. The ship in distress should commence the distress telex traffic on the
appropriate telex distress traffic channel as follows:
• carriage return, line feed, letter shift
• the distress signal “MAYDAY”
• “this is”
• the 9-digit identity and call sign, or other identification of the ship
• the ship’s position if not included in the DSC distress alert
• the nature of the distress situation
• any other information which might facilitate the rescue
8.6.1.4 Appropriate action on reception of a DSC distress alert

on HF from another ship
Ships receiving a DSC distress alert on HF from another ship should not
acknowledge the alert, but should:
1. Watch for the reception of a DSC distress acknowledgment from a

coast station
2. While waiting for the reception of a DSC distress acknowledgement
82 <g> POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited,

from a coast station, you should prepare for reception of the subse
quent distress communication by tuning the HF radio communication
set (transmitter and receiver) to the relevant distress traffic channel on
the same HF band on which the DSC distress alert was received, while
observing the following conditions:
• if radiotelephony mode was indicated in the DSC alert, the HF

radio communication set should be tuned to the radiotelephony dis
tress traffic channel on the HF band concerned.
• if telex mode was indicated in the DSC alert, the HF radiocommu

nication set should be tuned to the radiotelex distress traffic chan
nel on the HF band in question. Ships able to do so should also
watch the corresponding radiotelephony distress channel.
• if the DSC distress alert was received on more than one HF band,
the radiocommunication set should be tuned to the relevant dis
tress traffic channel on the HF band considered to be the best one
for the case at hand. If the DSC distress alert was received suc
cessfully on the 8 MHZ band, this band may in many cases be an
appropriate first choice
3. If no distress traffic is received on the HF channel within 1 to 2 min

utes, tune the HF radio communication set to the relevant distress traf
fic channel on another HF band deemed appropriate to the case at
hand.
4. If no DSC distress acknowledgement is received from a coast station

within 3 minutes, and no distress communication is observed going on
between a coast station and the ship in distress:
• transmit a DSC distress relay alert

• inform a Rescue Coordination Centre by means of the appropriate
radio communications.
8.6.1.5 Transmission of DSC distress relay alert

In cases where it is considered appropriate to transmit a DSC distress
relay alert:
1. Considering the current situation, decide on which frequency bands
(MF, VHF, HF) the DSC distress relay alert(s) should be transmitted,
taking into account ship-to-ship alerting (MF, VHF) and ship-to-shore
alerting
2. Tune the transmitter(s) to the relevant DSC distress channel, follow
ing the procedures described above
3. Follow the instructions for typing in or selecting call format and rel
evant information from the DSC equipment keyboard as described
earlier
4. Transmit the DSC distress relay alert.
<gi POSEIDON, 1999. Unauthorised photocopying or re production prohibited. 83

8*6+1+6 Acknowledgement of an HF DSC distress relay alert

received from a coast station
Ships receiving a DSC distress relay alert from a coast station on HF,
addressed to all ships within a specified area, should NOT acknowledge
receipt of the relay alert by DSC, but by radiotelephony on the telephony
distress traffic channel on the same band(s) in which the DSC distress
relay alert was received.
8,6*2 Urgency
The transmission of urgency messages on HF should normally be ad
dressed:
• either to all ships within a specified geographical area,
• or to a specific coast station.
Announcement of the urgency message is carried out by the transmission
of an urgency category DSC call on the appropriate DSC distress channel.
The transmission of the urgency message itself on HF is carried out by

radiotelephony or radiotelex on the appropriate distress traffic channel
on the same band on which the DSC announcement was transmitted.
8+6.2+1 Transmission of a DSC urgency message announcement on HF

1. Choose the HF band considered to be the most appropriate, taking
into account propagation characteristics for HF radio waves for the
current season and time of day; the 8 MHz band may in many cases be
an appropriate first choice.
2. Tune the HF transmitter to the DSC distress channel on the selected
HF band.
3. Type in or select the appropriate call format from the DSC equipment
for either geographical area call, or individual call.
4. For area calls, type in specification of the relevant geographical area.
5. Follow the instructions for typing in or selecting relevant information
from the DSC equipment keyboard as described earlier, including type
of communication by which the urgency message will be transmitted
(radiotelephony or radiotelex).
6. Transmit the DSC call; and
7. If the DSC call is addressed to a specific coast station, wait for DSC
acknowledgement from the coast station. If acknowledgement is not
received within a few minutes, repeat the DSC call on another appro
priate HF frequency.
8+6,2.2 Transmission of the urgency message and subsequent action

1. Tune the HF transmitter to the distress traffic channel (telephony or
telex) indicated in the DSC announcement.
2. If the urgency message is to be transmitted using radiotelephony, fol
low the procedure described in Section 8.2.1.
3. If the urgency message is to be transmitted by radiotelex, use the fol
lowing procedure:

4. Use the Forward Error Correcting (FEC) mode unless the message is
addressed to a single station whose radiotelex identity number is known.
5. Commence the telex message by:
• at least one carriage return, line feed, one letter shift
• the urgency signal “PAN PAN”
• “this is”
• the 9-digit identity of the ship and the call sign or other identifica
tion of the ship
• the text of the urgency message
Announcement and transmission of urgency messages addressed to all

HF equipped ships within a specified area may be repeated on a number
of HF bands as warranted by the current situation.
8.6.2.3 Reception of an urgency message

Ships receiving a DSC urgency call announcing an urgency message should
NOT acknowledge receipt of the DSC call, but should tune the radio
communication receiver to the frequency and communication mode indi
cated in the DSC call in order to receive the message.
8.6.3 Safety
The procedures for transmission of DSC safety announcements and safety
messages are the same as for urgency messages described above, except
that:
• the DSC announcement shall include the category SAFETY
• the safety message shall include the safety signal “SECURITE”
instead of the urgency signal “PAN PAN”.
8.6.4 Public correspondence on HF

The procedures for DSC public correspondence communication on HF
are the same as those for MF. Propagation characteristics should be taken
into account when transmitting DSC communications on HF. The na
tional and international HF DSC channels used for DSC distress and
safety purposes differ from those used for DSC public correspondence.
Ships calling an HF coast station by DSC for public correspondence should

preferably use the coast station’s national DSC calling channel.
8.6.5 Testing the equipment used for distress and safety on HF

Procedures for testing the ship’s equipment used for DSC distress, ur
gency and safety calls on HF by transmitting DSC test calls on HF DSC
distress channels, are the same as those used for testing on the MF DSC
distress frequency, 2187.5 Hz.
© POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited, 85

8.7 EXERCISES - DSC O perational Procedures

1. You receive a DSC distress alerting on VHF. Where are you sup
posed to listen for the complete distress message, and where should
you acknowledge?
2. You receive the same distress alerting onMF. Answer the same ques
tion asked in number 1.
3. You are receiving a DSC distress alert on HF frequency 8414.5 kHz.

How should you act in accordance with DSC operational proce
dures?
4. You are receiving a DSC Distress Relay Alert from a coast station
on DSC frequency 12577.0 kHz. How should you act in accordance
with DSC operational procedures?
5. When are you supposed to relay a DSC alert?

6. You are preparing for a DSC urgency message on VHF. On which
channel will you announce the message, and on which channel will
you transmit the subsequent PAN message?
7. Which categories of traffic can MF DSC 2187.5 kHz be used for?
8. Which categories of traffic can VHF channel 70 be used for?

9. What is the international calling channel for MF DSC ship to shore?
10. Which channel can be used for MF DSC ship to ship calling?
11. You are within range of B laavand Radio/Denmark on MF.
The channel plan shows:

Coast/TX Ship/TX
kHz kHz
2187.5 2187.5
1624.5 2159.5
2177.0 2189.5
On which channet/frequency will you call Blaavand Radio when us
ing DSC?
12. You have called a coast station twice within the last 5 minutes with
out a reply (routine call). What procedure should you follow if call
ing again?
13. Are “test transmissions” allowed on channel 70?
14. Are “test transmissions” allowed on 2187.5 kHz? If yes, how should
you proceed?

CHAPTER 9
INMARSAT
9*1 Introduction
Satellite communication facilities are provided by the International Mari
time Satellite Organization, Inmarsat. The organization was founded on
September 3,1976, and today numbers 86 member countries, with more
countries in the process of joining.
In 1982 Inmarsat-A was the first Inmarsat system introduced into global
commercial operation.
The organization’s main task is to provide satellite-based services for

maritime communication, and to improve distress and safety services.
Since 1982 Inmarsat has expanded, and today they also offer services for
mobile land-based users and aeronautical users.
A total of over 20,000 Inmarsat-A terminals are now in use world-wide.

Inmarsat-B, which was introduced in 1994, provides the same services
and is intended to be the successor to Inmarsat-A, although the two sys
tems will co-excist for many years.
Inmarsat-C was introduced in 1991 to complement the Inmarsat-A sys

tem. This system does not provide voice communications, but does pro
vide a means of sending text messages and data to and from a SES. The
combination of global communication capability combined with its MSI
broadcasting and distress capabilities has resulted in Inmarsat-C being
accepted by the International Maritime Organization (IMO) as a part of
the GMDSS. Similarly, the Inmarsat-A and Inmarsat-B systems have also
been accepted.
The Inmarsat-M system was introduced in December 1992 to comple

ment the excising services. This system provides global two-way tele
phone, fax and computer data communications. The Inmarsat-M system,
however, has not yet been approved for use in the GMDSS.
And finally, there is the Inmarsat-E system, which makes use of the exist
ing Inmarsat infrastructure to provide a cost-effective means of distress
alerting, using an L-band EPIRB (Emergency Position Indicating Radio
Beacon) for ship-to-shore distress alerting over the Inmarsat space seg
ment.
© POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited, 87

A General Overview
The Inmarsat system consists of three major components.
a) Satellite capacity - provided by Inmarsat
b) Coast Earth Stations (CES) - provided by the Inmarsat signatories
c) Ship Earth Stations (SES), Land-mobile Earth Stations (LMESs)
and Aircraft Earth Stations (AESs)
The “heart” of the system is the NETWORK OPERATIONS CENTRE

(NOC) located at Inmarsat headquarters in London. Operating 24 hours
a day, it monitors, co-ordinates and controls the operational activities of
all satellites in the network. The NOC also arranges the commissioning
of the ship-earth stations upon application from the shipowner.
The regions covered by the four satellites are:
AORW Atlantic Ocean region

AORE - Atlantic Ocean region
IOR ; ; - Indian Ocean Region * C l
■'CCA - Pacific Ocean Region
Inmarsat Ocean Region Access Codes
O cepp R egion Telex Telephone

.......
t, ;:7 m. • s • . . . . r V - - W
PO R. : ■; 582
5$3 ::^7:'A;7;v .:;873E::
A O R -W • *
4A;:
• • r
In order to call a SES in an Ocean Region, telex or telephone access

codes must be used.
NOTE!
Particular care should be taken in selecting CESs in areas where Ocean
Regions overlap. In western waters, there are three Ocean Regions,
AORE, AORW and IOR that do actually overlap.
9.3 The space segment

Inmarsat satellites are placed in geostationary orbit 35.700 kms over the
major ocean regions. In this orbit, each satellite moves at exactly the
same rate as the rotation of the earth, and thus remains in the same rela
tive position to the earth, above the earth’s equator. The satellites are
equipped with solar panels providing electrical power and thus enabling
them to perform their functions.
In the above-mentioned position, the satellites achieve almost global cov

erage with the exception of the polar regions above 76 degrees North
and below 76 degrees South.
88 © POSEIDON, 19&9. Unauthorised photocopying or reproduction prohibited.

Within the polar areas, it is not possible to see a satellite in geostationary

orbit. The system always includes oneoperative satellite, and one onstand-
by as a back-up incase ofmalfunctions. Since the beginning there has been
an increasing need for special services and greater capacity. Therefore,
Inmarsat continuously develops new requirements for satellites, and the
newest generation of satellites is able to handle up to 400 simultaneous
telephone calls, or several thousand messages from ship terminals.
9.4 Coast Earth Stations (CES)

The term CES is included in the generic category LAND EARTH STA
TION (LES), which applies to the earth stations used for either maritime
or land-based communication. It is the system name given to the Inmarsat
earth stations located in different countries throughout the world, through
which ship-earth stations can route their traffic.
Each CES acts as the communication gateway between the Inmarsat net
work and the International Telecommunication Network.
178' E
The Inm arsat system includes four satellites in geostation

ary orbit. The figure shows distance from satellite to Earth.
© POSEIDON; 1999, Unauthorised photocopying or reproduction prohibited. 89

A CES operator is typically a large telecommunications company, which

can provide a wide range of communication services to the SESs com
municating through the CES. At present there are 31 CESs in existence
worldwide. They are owned and operated by the respective countries’
public telecommunications authorities. A typical CES consists of a para
bolic dish antenna with a diameter of 11 to 14 meters, which is used for
the transmission of signals to the satellite on 6 GHz, and reception from
the satellite on 5 GHz. The same antenna, or another dedicated one, is
used for the transmission of network control signals on 1,6 GHz and
reception of these on 1,5 GHz (L-band). As a minimum, each CES pro
vides distress, telex and telephone services.
9.5 N etw ork Co-ordinating Station (NCS)

Each Inmarsat system has a Network Co-ordinating Station (NCS) lo
cated within each ocean region. The NCS acts as a type of switch opera
tor; assigning, controlling and monitoring all of the telephone and telex
channels between the SES and the CES in their own ocean regions.
Inmarsat-A SESs must always monitor the Common Signalling Channel

(TDMO) in order to receive and transmit channel assignments. A second
channel (TDM1), available in all four ocean regions, was introduced in
July 1993. This second channel has improved access time, particularly
during peak hours.
Inmarsat-A SESs with an even fourth digit in their main IMN are to
monitor TDMO, while SESs with an odd fourth digit in their main IMN
are to monitor TDM1.
9.6 Ship Earth Station (SES)

The term SES is included in the generic category of MOBILE EARTH
STATIONS (MES), which applies to all Inmarsat terminals. As men
tioned earlier, the Inmarsat-A terminal is used for the transmission and
reception of distress traffic, telex, telephone and facsimile calls.
Before an Inmarsat-A SES can be used in the Inmarsat system, it must

have been properly installed and commissioned. Only after successful
commissioning will Inmarsat permit the SES to access the system.
As mentioned earlier, all SESs are assigned an Inmarsat Mobile Number

(IMN), as an identity number. For Inmarsat-A terminals this number con
sists of seven digits. About 20 % or more of the vessels fitted with
Inmarsat-A terminals have two IMNs, depending on which SES model
the ship is equipped with.
a) Single-channel SES; A single-channel SES is capable of using any

one of its communication services at a time (for example telephone, telex,
fax or data), but no more than one.

— — “ “ N C S Common Channel NCS Network Coord ination Station

CES Coast Earth Station
S E S -C E S M essage Channel SES Ship Earth Station
National/international
1 , 1 1 1 telecommunication landJines
b) Multi-channel SES: A multi-channel SES is capable of using more

than one service on different channels, at the same time - for example one
channel can be making a telephone call, while, at the same time, another
channel can be receiving a fax.
9.7 Inm arsat M obile N um ber

To obtain access to the system a SES or a terrestrial unit must be pro
grammed with an identity number. The identity number is called an
Inmarsat Mobile Number (IMN). Inmarsat-A terminal IMNs are gener
ated by the Inmarsat Commissioning Department in London, while
Inmarsat-B, C and M numbers are assigned by the national routing or
ganization.
Numbering in the GMDSS
Inmarsat-A 1 MID -A Z1 Z2Z3 *)

Inmarsat-B 3 MID XXX ZZ
Inmarsat-C 4 MID XXX ZZ
Inmarsat-M 6 MID XXX ZZ i
*) MID-A is the three digit Maritime Identification (MID) Country code,

for the SES’ country of registration. The MID-A codes are given in the
Inmarsat Commissioning Procedures manual. Z1 may be any number
between 1 and 7. Z2Z3 may be any number between 01 and 77. Norway
is assigned the MID-A series 310 to 317.

The numbering of Inmarsat B, C and M is derived from the ships MMSI

number. MID XXX (X) represents the first 6 or 7 digits of the MMSI
number. MID is the three digit Maritime Identification Digit of the ship
indicating its country of registration. XXX identifies the vessel, and ZZ
is used for addressing several other services, such as telephone and telefax,
or computer terminals on board the ship, and can be any number between
10 and 99.
9.8 Inm arsat Commissioning

Every new ship-earth-station (SES) that is to be used in an Inmarsat
system, must first complete a process known as commissioning, before
Inmarsat can permit the SES to access the system. The purpose of com
missioning is to ensure that the SES is registered in the Inmarsat system,
and is tested to confirm that it can communicate properly without caus
ing interference to the system, or to other users.
9.8.1 Commissioning application

To register a new SES, a commissioning application must be forwarded
to the national routing organization. The application form contains infor
mation about the SES model, country of registration, installation, owner
and accounting arrangements.
9.8.S Commissioning tests

When all the formalities are taken care of, the owner of the SES will
receive a confirmation from the Inmarsat commissioning department or
from the routing organization with identity details (IMN) and instruc
tions regarding the commissioning tests.
Approximately 24 hours later, the commissioning tests may be performed,

and normally access to the Inmarsat system will then be granted. During
the following 24 hours, traffic must be forwarded through the commis
sioning CES in order to give Inmarsat time to download a file with the
data to all the CESs in the system.
Inmarsat-A commission tests require special instruments, while no in

struments are required when commissioning the other systems. The above
procedure must be conducted when installing a new terminal, when ma
jor changes have been made to an old one, or when changing a ship’s
flag/registry.
9.8.3 Decommissioning
If an Inmarsat terminal is to be sold after initial commissioning, or as
previously mentioned after change of flag, the terminal has to be de
commissioned. This means that the terminal is taken out of the Inmarsat
system and then recommissioned i.e. re-entered into the system with a
new identity.
92 © POSEIDON, 1999, Unauthorised photocopying orreproducDoo prohibited.

If a terminal is decommissioned or barred for some reasons, it can not be

used for commercial traffic. The distress function will, however, remain
in operation and can be used except when the terminal is barred due to
malfunction.
9*9 Inm arsat system comparisons

The following table provides a detailed comparison of the physical and
technical characteristics of each of the Inmarsat systems:
Features Inmarsat-A Inmarsat-B Inmarsat-C Inmarsat-M

World Coverage Global Global Global Global
Overall weight Average 100 kg Average 100 kg Average 4 kg Average 25 kg
Size of antenna Approx. 0.9-1,2m Approx. 0.9m Approx. 0.3m Approx. 0,5m
Antenna type Parabolic antenna Same as Small omni Same as
and means of mechanically steered Inmarsat-A directional Inmarsat A/B.
tracking and gyro stabilised antenna with
against vessel motion no moving parts
Communication Real time (immediate) Real time Store and Real time
type forward
Services
Voice Yes Yes No Yes
Telex Yes Yes Yes No
Group 3 fax To 9.600bps To 9.600 bps No To 2.400 bps
rates__________
Data rates To 9.600 bps To 9.600 bps 600 bps To 2.400 bps
X-25 (Dedicated Yes Yes Yes Yes
data channel)
X-400 (Electro Yes Yes Yes Yes
-nic Mail) (enhancement)
High speed data 56764 kbps 56/64 kbps No No
Full motion Yes Yes hNo No
«store and
forward» video
Short data No No Yes No
position
Group Call Yes Yes Yes Yes
(enhancement) (enhancement) i
SafetyNet Yes, if Inmarsat-C/ Yes, if Inmarsat- Yes Yes, if Inmarsat
EGC Receiver C/EGC receiver ■OEGC Rec
installed installed eiver installed
FleetNet Yes, if Inmarsat-C/ Yes, if Inmarsat- Yes Yes, if Inmarsat
EGC Receiver C/EGC receiver -GEGC Rec
installed installed eiver installed
Distress and Safety
GMDSS Compliant Yes, if properly installed------------------------------> No
Distress Button Yes ; Yes Yes Yes
World coverage: World-wide availability except at polar latitudes (above 76N and below 76S)

9*10 EXERCISES INMARSAT
1. What three major components does the Inmarsat system consist of?
2. What is a space segment?
3. At what distance from the earth are the satellites located?
4. How many telephone calls is it possible for a satellite to handle simultane
ously?
5. How many Network Co-ordinating Stations are there in the different
Inmarsat systems?
6. Which four regions are covered by Inmarsat satellites.
7. The Inmarsat satellites are placed in a geostationary orbit. What is a
geostationary orbit?
8. What do CES, NCS and SES stand for?
9. How is a ship with an Inmarsat-A terminal identified?
10. Explain how the IMNs of the following Inmarsat terminals are built up:
a) Inmarsat-C
b) Inmarsat-B
c) Inmarsat-M
11. Explain what MID stands for.
94 © POSEtDON, 1999. Unauthofised photocopying orreproduclion prohibited.

An Introduction to GA4DSS
CHAPTER 10
INMARSAT-A
10.1 Communication services - Inm arsat-A
The communication services available depend on the type of terminal
used. However, the following is a representative selection of services
available on Inmarsat-A:
- distress communication
- automatic dial-up telephone calls
- automatic dial-up telex calls
- automatic dial-up facsimile calls
In addition, there are other services available, such as:
- medium speed data (2,4-9,6 kilobits per second)

- high speed data (56 or 64 kbps)
- slow-scan television
- voic-e/data group call
- international packet switching
- different services using 2 digit codes, such as:
collect calls, credit card calls, time and charge information at the end of
communication, technical assistance, maritime assistance, medical assist
ance, to mention only a few.
You will find details of these function services in the Inmarsat Maritime
Communications Handbook.
10.2 Inm arsat-A SES equipm ent

The complete Inmarsat-A station consists of two parts:
- Above deck equipment (ADE), and
- Below deck equipment (BDE).
10.2.1 Above deck equipment.

Above deck equipment includes a parabolic antenna with a diameter of
0,8 to 1,2 metres.
The large size and weight of the Inmarsat-A antenna has meant that
Inmarsat-A SESs have generally been fitted on large ships such as oil
tankers and trading vessels.
The antenna is mounted on a platform and stabilised so that it remains
pointing towards the satellite regardless of the ships’s motion or change
of course. It also includes an RF unit (transmitter and receiver) and a
power control unit.
© POSEfDON, 1999, Unauthorised photocopying or reproduction prohibited 95

Inmarsat-A gyro stabilised antenna
Stabilised antenna with RF-unit, power supply and con

trol unit. The antenna is protected with an Inmarsat-A
gyro radome.
Ideally the antenna must have free visibility in all di

rections over an elevation of 5 degrees.
The antenna must therefore be placed as high as possi

ble to avoid blind sectors.
It is highly recommended that one should keep clear o f the SES antenna.
ADE When the SES is being used to send or receive a call, the antenna trans
mits a powerful electro-magnetic field towards the satellite. This field,
in the vicinity o f the antenna, could be harmful, and it is therefore im
portant always to keep at a safe distance from the antenna.
10.2*2 Below deck equipment.

Below deck equipment consists of an antenna control unit, communica
tion electronics for transmission and reception, access control and sig
nalling, and telephone and telex equipment.
Ordinary telex equipment consists of a CRT screen, a hard copy printer
and a keyboard.
By means of this equipment, messages can be edited and transmitted
directly to the telex subscriber, or the message can be stored for later
transmission.
Inmarsat terminals: The figure on the

Inmarsat-A/B ™ size & capabilities cross reference opposite page
shows a schematic
diagram o f an
£)
IT Inmarsat-M™ Inmarsat-A termi
CO
Inmarsat-C™
E
tn nal from JRC.
to
ce£vo
20kg
o
Î
7 kg
d
100 kg 0,20m
0,55m
1.25m Note that the
Inmarsat-A station
is continuously
updated by the
gyro. The antenna
will therefore keep
contact with the
satellites, even if
Printer
the ship changes
XB: Actual sizes, weights and service configurations vary between models. its course.

Schematic diagram of Inmarsat-A terminal from JRC

• Standard Components
Anterra Assenttfy
ADE
GSC-451A Frequency Trattfatan Urtt (FTU)
AOS
Antenna Corrftri Unit (ACU)
Radome Assembly
Terminal Cortrol Unrt <TCU)
Main Unit Power Supply Unit <PSU)
ROP Controt/coaxial cable Totrintt B u rt
NKG-3M-3 CFQ^StBA: BDE
Video Display Urit (VDU)
Teleprinter
BDE Readout Printer <ROP)
G S0452A Tetephona
Single Cable (Note 1)
Operation Manual with antenna initial
Betting quick chart
Bowes Kit (ftitB 2)
VDUNWU-2IA-3 Main Unit atft-MA No. 1 Telephone (Note 1): A single cable is used for controlling antenna
* 1 NQW-73A
and transceiving RF signals.
The standard lengths of the cable are 25* 30.
Gyro cable (Dock supply) 40 and 50m. The cable length can be
250V MPYC*5 or equivalent
extended up to 100m optionally,
Pow er cable (Dock supply) (Note 2): Spares Kit consists of 18 fuses, 1 test plug,
b60V DPYC3.5 or eouivalent 1 RG Printer ribbon, 3 paper rods and 1 spare
W'iIi>/2ii0M40v XCrueoHz. mva part box.
Optional Componentes
Paper Tape
Puncfi/^ Satellite Navtgata
Renta
Etta Modem Computer
NKG-34 A/B/C
jLE-aeso
con c o n
fctat&rannea Tele* Channel
GPS Receiver
interface*! toterfaoe*L Computer Data Commumcatiorti System (GSC-90A)
NQZ- NOZ- Remote leleptw es

3500B-2 35008-2 JlfMOOOF (4 sets
max.)
Multi Data Satellite navigator
foterface*? TfemoteVSJ
withTOP
NQW-73 A
MDZ-QQA JLE-3S50
Automatic Ship's
Sensors#3 Position Reporting System
JAX'B3 0
Onboard Data Automatic NCE-IBQSYA

Reporting System PABX
(GSC-80A) Interface
• y M
JRC-FDMS*GSC-100A
(GSC-B0A/GSC-90AJ
m
t-iooo N0M-6OA
* 1 Telex Channel Interface ts available to connect with up to 5 serial data output sensors (JRC
satellite navigator, data logger etc.)
* 2 Multi Data interface is available to connect with up to 15 sensor j.g 6 digital output sensors
(JRC satellite navigator, ship's speed meter etc) and 9 analogue output sensors (relative
wind direction meter, atmospheric temperature meter etc.)
* 3Specifications tor sensors [ship's position weather engine data, e t c ) to be discussed
at the time of plating order
© POSEIDON, 1999, Unauthorised photooopying or reproduction prohibited. 97

10.3 Antenna direction/tracking

The antenna is very sensitive, and must be pointed directly towards the satel
lite in order to obtain maximum reception and transmitting conditions.
During normal operations, the antenna is locked to the satellite automati
cally (auto tracking).
Today, new terminals are fitted with automatic antenna scanning, allow
ing the equipment to automatically search for and find the TDM signal
from the satellite, thereby eliminating the need for manual input of the
azimuth and elevation angles for antenna pointing. Even if the signal is
temporarily blocked, (mast, stack, etc.) the system will automatically re
cover.
When searching manually for the satellite, the following informations is

needed:
1. The ship‘s plotted position

2. The ship‘s heading (Gyro)
3. Azimuth angle fo r the plotted position
4. Elevation angle fo r the plotted position
The following items (10.4 to 10.7 provide examples of how to direct the
antenna.
10.4 The Ship's Plotted Position

The ships plotted position is needed to decide which satellite can be used.
Example 09.40N and 106.10E
09° 40’ N 106° 10’ E

10.5 The Ship's heading (Gyro course)

The ship‘s heading is necessary for the antennas auto tracking system.
322 degrees (Gyro course)
10.6 Azimuth angle

The azimuth angle is the angle between north and the horizontal direc
tion of the satellite, as seen from the ship.
Example 259 degrees azimuth

N
10*7 Elevation angle

The elevation angle is the height of the satellite over the horizon, as seen
from the ship.
© POSEIDON, 1999. Unauthorised photooopying or reproduction prohibited, 99

10.8 Elevation angle map
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100 © POSEIDON, 199&. Unauthorised photocopying or reproduction prohibited.

10*9 Azimuth an sle map
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10.10 Distress Communication

The Distress, Urgency and Safety services are provided to aid the safety
of life at sea, and should be used in strict accordance with the ITU Radio
Regulations. Calls and messages should only be transmitted on the au
thority of the master or the person responsible for the ship.
Telex mode should be used to avoid any misunderstanding that might

arise from misinterpreted voice communications. The English language
must be used for all distress communications.
10.11 Distress priority

The Inmarsat system, gives distress calls priority 3. This priority should
only be used for:
• Making a distress call by telex or telephone (MAYDAY)

• Making a call by telex or telephone when life is in imminent danger.
NOTE! Some CESs will automatically route all calls directly to any as
sociated Rescue Co-ordination Centre (RCC), while with others it is nec
essary to dial (phone) or type in (telex) the required RCC number.
CESs in the USA will provide operator intercept and assistance for dis
tress message handling if the dialling is incomplete.
Furthermore, the NCS in your Ocean region will intercept the call if you
have incorrectly specified a CES (e.g. selected a CES not operating in
your Ocean Region) or will direct the call to an associated RCC.
10.12 How to send a Distress call by telex or telephone

If the ship is threatened by grave and imminent danger, one can use the
SES to send a distress alert.
The alert is routed automatically through a CES to a Rescue Coordina
tion Centre.
The procedure for sending a distress alert.
1. Select telex or telephone mode of operation.

2. Select distress priority.
3. Select the required CES.
4. Initiate the request in accordance with the equipment manufactur
ers instructions.
5. If no reply within 15 seconds, repeat the distress alert.
6. When contact is established, the distress message must be trans
mitted as follows, in compliance with the ITU Radio regulations:•
• The distress signal MAYDAYfor telephone/telex

• The name, call sign or other identification o f the vessel in distress
• Inmarsat Mobile Number and Ocean region
102 © POSEIDON, 19&9, Unauthorised photocopying or reproduction prohibited.

m The position in latitude and longitude

• The nature o f distress
• Type o f assistance required
• Any other information which might help the rescue authorities
10*13 Urgency and Safety priority

The priority used for urgency and safety telex/telephone calls is priority 0
(zero). Medical advice, medical assistance and maritime assistance can
be obtained from some CESs by using the two-digit codes for these serv
ices.
If the CES selected does not support the two-digit code, ask for advice
from the CES or select a different CES.
The procedure for sending an urgency or a safety call.
1. Select telex or telephone mode of operation

2. Select Routine priority (Priority 0)
3. Select the required CES
4. Call the CES.
On receipt of the PTS (Proceed to Select) tone, dial in the appro
priate two-digit code.
On telex, wait for the CES header to be printed on your printer (or
VDU), followed by GA+. Then type the two-digit code followed
by a + sign.
Medical Advice
When using the two-digit code 32, some CESs will automatically con
nect the call to a local hospital so that advice may be quickly obtained.
Information required:
. The word MEDICO
• Name of the ship, call-sign and IMN
• Position in longitude and latitude
• The condition of the ill or injured person
• Any other relevant information
Medical assistance
When using the two-digit code 38, some of the CESs will connect the
calls directly to associated RCCs so they can be dealt with immediately.
This code should only be used when immediate medical assistance, such
as the evacuation of a sick or injured person, is required.
• Position in latitude and longitude
• The condition of the ill or injured person

Maritime assistance
When using the two-digit code 39, some CESs will connect the call di
rectly to associated RCCs. This code should only be used when immedi
ate assistance is required for such things as steering gear failure, man-
over-board, oil pollution etc.
This code should also be used when sending a request for towage.
• The position in latitude and longitude
• Particulars of the incidence
Distress communications channels to RCC
International
Telecommunications
Network
10*14 M a k in g a t e l e p h o n e c a ll
l. Select the CES Access Code for the CES through which you want
& to communicate.
2. Initiate a telephone request in accordance with the manufacturers
instructions.
3. On receipt of the PTS (Proceed to select) tone, type in the follow
ing digits using the telephone keypad:
uv ^5. ■*•.*—
•s
* .— * .X
vuiimiy tuuv ^
Kmv
^ ~
_______
i
............. .•••*•!• •.* !-*--* S*
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• "* r '
X^ ^ m
a;UinMt:r
..............................................
i
................... u •: fc*. Ci V a 0 *fc A*n * '• • • • .................• s, ..
00 is the two-digit code for automatic call request.

# is the key for ending the calling sequence.

10.15 Sending a telex

1. Select the CES Access Code for the CES through which you want
to communicate.
2. Initiate a telex request in accordance with the manufacturers in
structions.
Within 12 seconds your SES should have received a Telex channel
assignment, and completed the “handshake” with the CES.
3. When the CES header is printed on your printer (or VDU), fol
lowed by GA+ type in the following digits using the telex key
board:
f l^ ^ T e le k co u n try cade ^ N um ber -51
00 is the two-digit code for making an automatic call.

+ is the key to end the calling sequence.
10.16 Making a fax or data call

□ 1. Select the CES Access Code.
" 2 . Initiate a telephone request for an uncompanded channel in ac
cordance with the manufacturers instructions.
3. On receipt of the PTS tone, type in the following digits on your fax
machine:
01) Telephone country code v AWH ^ b s c iib e r ts n y in b e r ;^ #
Data or fax (group 3 fax machine) should preferably be installed on the

Second IMN of the SES, with the SES in auto-answer mode.
Furthermore, it is recommended that the SESs, when engaged in sending

facsimile or data traffic, specify an uncompanded channel in their request
burst.
Shore-originated calls can be set up using uncompanded channels. This

is accomplished by placing the digits 81 after the ocean region code and
before the ship‘s IMN when calling the ship.

Inmarsat-A Service Providers and Access Codes
Service Provider Country 1 AOR-E 1| AOR-W IOR POR
Oct Dec Oct Dec Oct Dec Oct iDec
1 Beiiine Marine 1 China 13-7 11-7 13-7 11-7 11 09 11 09
British Telecom UK 02 02 02 02 05 05 3
Comsat Mobile Communications USA 01 01 01 01 01 01 01 01 vt
Eik Global Communications Norway 04 04 04 04 04 04 05 05 f t
A n In tro d u c tio n to
Embratel Brazil 14 12 l/t
<9
Far East Shipping Company Russia 15 13
France Telecom France 11 09 11 09 13-7 11-7 13-7 11-7 n
Hong Kong Telecom Hong Kong 13-6 11-6 13-6 11-6 13-6 11-6 13-6 11-6 19
KDD Japan 03 03 03 03 03 03 03 03
13-2 11-2 04 O
Korea Telecom S. Korea 04 <
Ministry of PTT BSaudi Arabia 15 13 Q.
19
National Telecom | Egypt 06 06
OTE Greece 15 13 07 07 05 05 07 07 a
@ POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited,
Polish Telecom Poland 16 14 16 14

Singapore Telecom Singapore 13-5 11-5 10 08 13-5 11-5 10 08
GMDSS
Station 12 Holland 12 10 12 10 12 10 i 12 10
Stratas Mobile Networks Canada 13-1 11-1 13-1 11-1 13-1 11-1 13-1 11-1
Telecom Company of Iran Iran 14 12
Telecom Italia Italy 05 05 05 05 13-4 11-4 13-4 ! 11-4 o
o
Telstra Australia 13-3 11-3 13-3 11-3 02 02 02 02 a
T-Mobil Germany 17 15 17 15 17 15 17 15 <9
i VI
Turk Telecom Turkey 10 08 10 08
Ukraspace Ukraine 07 07 07 07 i
VSNL India 13-4 11-4 06 06 06 06 06 06

$5
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m
ao
s Inmarsat-C Service Providers and Access Codes

a
o Service Provider Country AOR-W AOR-E POR
8 I O R
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aO Beijing Marine China 211 311
An In troduction to GMDSS
T3
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British Telecom UK 002 102 202 302
©
3 CAT Thailand 319
Comsat Mobile Communications USA 001 101 201
ao
3 CP Radio Marconi Portugal 118
3 Eik Global Communications Norway 004 104 304
i Embratel Brazil 114 |
France Telecom France 121 321
KDD Japan 003 103 203 303
Korea Telecom S. Korea 208 308
OTE 1Greece 120 305
Polish Telecom Poland 116 316
Turk Telecom Turkey 1 no 310
Singapore Telecom Singapore 210 328
Station 12 Holland 012 112 212 312
Tele Danmark Denmark 131
Telecom Company of Iran Iran 314
Telecom Italia Italy 105 335
Telstra Australia 022 122 222 322
T-Mobil Germany 115 333
VSNL India 306
o
VI
Inmarsat-B/M Service Providers and Access Codes
-■UH- 1 ■ ■ pjl. ■u ■■
Service Provider Country AOR-E AOR-W IOR 1 POR

1 iL M 1 1 .
Beijing Marine China 868 868 868 868

British Telecom UK 002 002 002 002
CAT Thailand 333
A n In troduction to GMDSS
Comsat Mobile Communications USA 001 001 001 | 001
Datastream Technology j Brunei 888 888
Eik Global Communications | Norway 004 004 004 004
Etisalat UAE 123
France Telecom France 011 011 Oil Oil
Hong Kong Telecom Hong Kong 118 118 118 118
Indosat Indonesia 007 007 007 007
KDD Japan 003 003 003 003
Korea Telecom S. Korea 006 006

Morsviasputnik I Russia 015 015 015 015
OTE | Greece 005 005 005 005
Singapore Telecom [ Singapore 210 210 210 210
Station 12 Holland 012 012 012 012
Stratos Mobile Networks j Canada 013 013 013 013
Telecom Italia Italy 555 555 555 555
Telecom Malaysia Malaysia 060
Telstra Australia 222 222 222 222
T-Mobil Germany 111 111 111 111
VSNL India 306 306 306 306
Mobile Satellite Communications
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© POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited.

109
10.18 EXERCISES INMARSAT-A
1. What is above deck equipment?

2. What sort of antenna is used by Inmarsat-A equipment?
3. What do we mean by the azimuth angle?
4. What do we mean by the elevation angle?
5. Explian briefly how the Inmarsat-A antenna works.
6. What kind of traffic can be handled via the lnmarsat-A system?
7. Your position is 40.00 S and 160.00 W. Find the azimuth and el
evation angles for this position.
8. Which satellite covers the position mentioned above?
9. Which number must you dial from your ship in order to contact a
telephone subscriber via the following CES? The subscriber’s
number is 44 171 728 1000.
a) Singapore
b) Eik
c) Goonhilly
d) Burum
10. Which number must be used for telex communication via the above
mentioned CESs (ref. question 9). Subscriber’s number: 51297201
11. When using the telephone, what is the complete number that must
be dialled from ashore to achieve telephone communication with a
ship whose IMN is 1311422, when the ship is logged in at:
a) AORE
b) IOR
c) POR
d) AORW
12. What priority is given for distress calls within the Inmarsat system?
13. What priority should be used for urgency/safety telex/telephone
calls within the Inmarsat system?
14. How many NCS are there in the Inmarsat-A system?
110 ® POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited.

CHAPTER 11
INMARSAT-C
11*1 Introduction*
To complement the Inmarssat-A system, the Inmarsat-C system was in
troduced in 1991. This system provides low-cost global communication,
using a small lightweight terminal. The system also provides a wide range
of communication services, including two-way store and forward
messaging, distress alerting, EGC broadcasting and data reporting, poll
ing and SC ADA.
The Inmarsat-C system also complies with the GMDSS , and has be
come a mandatory requirement for passenger ships and merchant ships
greater than 300 gross tonnes that makes international voyages.
11*2* System operation

The Inmarsat-C system lacks the ability of voice communication, but
does provide a means of sending text messages and data communication
to and from ships via the Inmarsat satellite system.
This system is based on digital technology, which means that anything

that can be encoded into digital data, whether it be text typed in, numeric
data read from instruments, or other information in digital form, can be
transmitted and received by the system. (The Inmarsat-A system is based
on analog technology).
The basic technique used for sending a message via Inmarsat-C is called
store-and-forward messaging. This means that the messages to or from
ships are received and stored at the CES before being automatically trans
mitted to a ship or to a telex/datapak/facsimile subscriber. There is no
direct connection between the ship and the called subscriber.
The message is encoded and sent in a series of data packets to an

Inmarsat-C CES. The CES acts as an interface between the satellite link
and the national' intemational telecommunication network. The CES stores
the message briefly before forwarding it. The time a ship-to-shore or
shore-to-ship message requires from being transmitted to being received
at its final destination, is typically 3-6 minutes. If the CES receives any
errors in the datapaks, it signals back to the SES to re-transmit the pack
ets in question, and the procedure repeats itself until the CES has re
ceived the complete message without the errors.
© P O S EID O N , 1999, Unauthorised photocopying or reproduction prohibited, 111

113 Inmarsat-C Equipment

The installations consist of an omnidirectional antenna placed above
deck. The antenna must be mounted as high and free as possible to pro
vide it with an unobstructed view from the sky to the horizon in all di
rections. It must also be able to maintain line-of-sight communication
with the selected satellite. (This type of antenna has no moving parts,
unlike the much larger Inmarsat-A antenna. The antenna’s view to a sat
ellite is not affected by atmospheric conditions such as rain or clouds).
The below-deck equipment consists of a transceiver, a Personal Compu

ter (PC), a printer and a power supply. If the ship is fitted with a GPS
navigator or other navigational equipment, it is recommended that the
navigator is interfaced to the Inmarsat-C terminal. Thus the position of
the ship is always updated. Ships lacking the possibility of automatic
position updating, should update the position manually at least once every
four hours.
Inmarsat -C Ship Earth Station
11.4 The Inmarsat-C system

Any of the following devices may be land-based subscribers connected
via the national or international telecommunication network:
- a telex connected to the international telex network
- a computer connected to the international data networks (PSDN) or
the x.25 or x.400 networks
- a computer connected to the international telephone networks (PSTN -
public switched telephone network)
- a facsimile terminal connected to PSTN land lines. (The SES can send
a message to a shore-based fax terminal, but the Inmarsat-C system
does not allow a shore-based fax terminal to send messages directly to
a SES)
- dedicated equipment such as data processing systems.

Kaput rtevtces Terrestrial

(monitoring sensors or subscribers
position reporting system) Telex
landlfnea Tetex terminal
Personal computer
Data
a lamjlfnpf Message
(X.25)
Telephone
land lines Fax terminal
(receive only)
Private
a landlines Private
networks
Leased or
public
a landlines
Output devices RCC
(controlled
valves/getes)
The Inmarsat-C system
11*5* Inmarsat M obile Num ber (IM N)

An Inmarsat Mobile Number is the number assigned by the National
Routing Organization to an Inmarsat-C SES as its identity number.
The number is derived from the vessel’s MMSI number, and consists of 9
characters. The format is 4MID XXX ZZ, as described in Section 9.7 of
the Inmarsat chapter.
11*6 The Inmarsat-C Communication services

Assuming that both the SES terminal and the selected CES support them,
the following communication services are available:
11 *6*1 Distress Alerting and safety Services

lnmarsat-C SESs make use of the Signalling Channel for distress alert
ing. By using the distress button, a short pre-formatted alert is transmit
ted directly to a CES, or an NCS as a back-up.
Distress priority ensures special processing at the CES for expeditious
transmission to the associated Rescue Co-ordinating Centre (RCC).
The RCCs are able to organize search and rescue operations in response
to a distress alert from a SES. Furthermore, many RCCs are equipped
with Inmarsat-C terminals, which allow them to communicate with other
RCCs and ships in vicinity of the distressed ship.

The SES terminal’s distress facility is a mandatory requirement for all

sea-going vessels. A land based SES, however, must not issue a maritime
distress call.
The distress alerting format of an Inmarsat-C SES may be updated manu

ally from the terminal keyboard. Automatic position updating, however,
may be provided directly via the interface of an integrated electronic navi
gation receiver (GPS or Loran-C).
New recommendations to SOLAS will probably amend that DSC equip
ment and Inmarsat-C equipment are interconnected to a navigation re
ceiver.
11 *6*2 Sending a distress call

If the ship is threatened by grave and imminent danger, one can use
Inmarsat-C SES to send a distress alert. The message will be routed
automatically through a CES to an associated RCC.
You may send a distress alert to an RCC either using by the SES terminal
menus, or by pressing the remote distress button(s), if fitted on your
SES. Sending a distress alert using your terminal menus is recommended
because it allows you to provide up-to-date information on your circum
stances.
■ Sending a distress alert using the remote distress button(s):

If the terminal is fitted with a remote distress button (or combination of
buttons), you may send a distress alert simply by pressing the button(s)
and keeping them depressed for the required number of seconds (typi
cally 5 seconds).
When employing this procedure, only the pre-programmed information,

such as the ships identity and dating from when it was previously en
tered, will be transmitted.
If the position is not updated automatically, the latest manually updated
position will be transmitted.
This procedure functions even if the SES is not logged-in to an Ocean
Region, or if the terminal not yet has been commissioned.
■ Sending a distress alert using the SES Distress terminal menus:

Access the distress alert menus on the SES terminal
Fill inn the selections on the menus presented, entering the ship’s
position if not automatically updated
Select the nature of distress
Select preferably the nearest CES to your ship within your Ocean
Region
Send the distress alert
Wait for acknowledgement from the CES. If no reply within 5
minutes, repeat the producer.
114 © POSEIDON, 1999. Unatrthorised photocopying or reproduction prohibited.

During a distress call
When you make a distress call, the Inmarsat-C system uses the NCS
Common Signalling Channel for the Ocean Region you are currently
logged-in to, to establish a communication channel from an RCC to your
SES.
To ensure that your SES remains tuned to this channel, set the automatic
scan facility on your SES to scan only the Ocean Region you are logged-
in to, by making it the preferred Ocean Region. So doing ensures that the
RCC can continue to communicate with you (so long as you remains in
the Ocean Region)
11*6*3 Two-disit telex code services

There are several two-digit telex codes services available for maritime
safety services and general utility. As the system develops, these services
will be available at a growing number of CESs.
Accessing a two-digit code service:

1. Prepare the message or request you want to send on the SES text
editor
2. Select type of message as “Special Access Code” or “Special Ac
cess Network” in the Transmit menu
3. Type the two-digit code required in the address field of the menu
4. Select the CES in your Ocean region that supports the required
two-digit code service
5. Transmit the message or request
6. Wait for acknowl edg ement form the C E S or po si tive de 1ivery noti -
fication if you have requested it.
Note that using some two-digit codes is free of charge for ship operators.
11 *6*4 Store-and-forward Messaging Services

Several different store-and-forward messaging services are available:
- Telex, for sending and receiving telex messages to and from other telex
terminals via CES.
- Fax, for sending a message to a shore-based fax terminal. Note that the
system does not allow a shore-based fax terminal to send a fax directly
to a SES. Fax terminals must send the text message via a fax bureau
service, where the fax message is re-typed and transmitted as a store-
and-forward message to the SES.
- Messages to and from a computer. Available if your SES, and the com
puter connected to PSDN or PSTN networks, are equipped with the
necessary hardware and software.
- Ship-to-ship message service, for transmitting and receiving messages
to and from any other Inmarsat SES,
- Electronic mail (E-mail). If the SES is registered with an E-mail serv-
£> POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited. 115

ice. E-mail is a global message handling system whereby subscribers to

commercial E-mail services can interchange messages and electronic
data fdes between computers.
11.6.5 Data Reporting, Polling and SCADA

(Supervisory Control and Data Acquisition)
Data reporting allows the SES to send short data reports collected from
instruments, or input manually, to an operational centre for analysis.
The number of Inmarsat-C CESs which support data reporting and the
related application of SCADA, is limited. As the system develops, how
ever, more CESs are expected to support these services.
The SES must be registered in a data reporting closed network at the

operational centre.
The centre arranges for the CES to download network identification via
the Inmarsat-C system, for storage in the CES. This network information
comprises of a unique Data reporting Network Identification (DNID)
code, plus a Member Number for the SES within the network.
A typical ship report might be as follows:

- Sailing plan
- Position report
- Deviation report
- Arrival report
- Departure report
and so on..
11.6.6 Operator Assisted and Value-added Services

An example of operator-assisted services might be a shore-based opera
tor receiving a message from a SES terminal, and forwarding it as a voice
message to a telephone, or as a letter to a specified address.
Other examples of operator-assisted services are the transmission of the

delivery status of messages, directory services, translation services and
access to databases.
Value-added services are E-mail services, or routing arrangements pro

vided to enable subscribers to send messages to SESs from countries
which do not support direct dialling access to the Inmarsat-C system.
Other value-added services are fax bureau services and two-digit code
services. The two-digit code service is undergoing continual develop
ment at several CESs, and is not yet fully available for public use.
116 © POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited

11*7 Accessing different networks using an Inmarsat-C SES
Destination Type Destination number Presentation

Inmarsat system code (Format)
_____________ Ji
Telex Telex country code + Subscriber’s 5-bit or 7-bit
Telex Number
Mobile (telex
message)
Inm-A Telex terminal Telex Ocean Region Access Code + IMN 5-bit or 7-bit
Inm-B Telex terminal
Inm-C Telex terminal
Mobile (fa x message) Telephone Ocean Region Access Code 5-bit, 7-bit or 8-bit
Inm-A Fax terminal + IMN
Inm-B Fax terminal
Inm-M Fax terminal
Mobile (da ta message) DNIC + IMN 8-bit
Inm-A Computer
Inm-B Computer
Inm-C Computer
Inm-M Computer DNIC= Data Network Identification Code
PSDN (X.25) DNIC + Subscriber's X.25 (data) address 5-bit, 7-bit or 8-bit
(data message)
Fax Telephone Country Code + Subscriber’s 5-bit, 7-bit or 8-bit
Fax Number
PSTN PC + modem .Telephone Country Code + Subscriber's 5-bit, 7-bit or 8-bit
PSTN modem+print. Modem address or number of the mailbox
PSTN mailbox
j X.400 Address information to be included in message 7-bit or 8-bit
Two-digit code Special access Codes (SAC) 5-bit or 7-bit
Telex service
i. .........
NOTE. All CESs support 7-bit (ASCII) code, but not all CESs supports 5-bit and/or 8-bit codes.
5-bit code is also known as Telex or ITA2 (International telegraph Al

phabet ), or 5-bit packed. Files created using 5-bit code are smaller than
using those 7 or 8 bit code, and are therefore about one third cheaper to
send.
7- bit code is also known as ASCII or IAS (International Alphabet 5)
8- bit code is also known as Data. Generally used to send binary coded
data over the PSDN (data) landlines.

An Introduction to CMDSS
11.8 EXERCISES INMARSATS
1. What sort of antenna is used by Inmarsat-C terminals?
2. What types of traffic are handled via Inmarsat-C terminals?
3. How does a store-and-forward system work?
4. How is a ship with an Inmarsat-C terminal identified?
5. Which number do you have to type from your Inmarsat-C terminal

to contact another Inmarsat-C SES with IMN 492420830, when
the terminal is logged in at
a) POR
b) IOR
c) AO RE
d) AORW
6. Which number do you have to type from your Inmarsat-C terminal

when transmitting a store-and-forward facsimile to a subscriber in
the UK with subscriber number 171 728 1752?
7. Which number do you have to type on your Inmarsat-C terminal

when transmitting a store-and-forward telex message to a subscriber
in the UK with subscriber number 297201 ?
8. Describe the routing of an Inmarsat-C distress call.

CHAPTER 12
INMARSAT-M/B
12.1 Introduction
Inm arsat-B
Inmarsat-B was introduced in 1994 and is intended to be the successor
of Inmarsat-A.
The system uses digital technology to provide high quality telephone,
fax, telex and data communications at generally lower charges than
Inmarsat-A.
The antenna size and weight are approximately the same as those of
Inmarsat-A.
Single-channel and multi-channel Inmarsat-B models are available.
Inmarsat-B is also capable of transmitting high-speed data (up to 64
kilobits/second).
Inm arsat-M
Inmarsat-M was introduced in 1992 to complement the existing serv
ices.
This system uses digital technology and provides global telephone com
munications on an SES, which is inexpensive and compact in size.
The services possible on an Inmarsat-M SES includes two-way telephone,
fax and (computer) data communications.
Inmarsat-M SESs can be delivered as either single-channel or multi-chan
nel models.
A multi-channel SES requires greater transmission power than a single
channel SES, so that the antenna and power supply for a multi-channel
SES would be larger and of higher gain than those of a single-channel
SES.
12.2 Basic system architecture

The Inmarsat-M and Inmarsat-B SESs share the same basic system ar
chitecture. The purpose of this is cost effectiveness; the coast earth sta
tions and the ship earth stations of both systems were developed simulta
neously. Even if the operation of both SESs is similar, specific services
such as fax and data are not identical.
12.3 System operation

The figure below shows typical equipment which may be connected at
either end of the Inmarsat -M/B systems. At the SES end, several end
terminals may be connected, depending on the options available on the
SES. These end terminals may include one or more telephone handsets,
fax terminals, personal computers and telex equipment (for Inmarsat-B
only) connected via an interface unit within the CES.

Telephone and fax terminal connections to an SES are not interchange

able.
A simplified schematic of the Inmarsat-M and B systems.

Inmasof satellite
120 © POSEIDON, 1999 Unauthorised photocopying or reproduction prohibited.

An introduction to GMDSS
The Inmarsat B and M systems transmit only digital data over the satel
lite link.
All communications, including telephone calls, must therefore be con
verted into digital form.
When converting telephone calls into digital form, the system uses a spe
cial voice coder/decoder at the SES and at the CES. At the transmitting
end, a voice coder samples the human voice, analyses it and breaks it
down into its component parts, representing them as digital information
for transmission over the satellite link. At the receiving end, a voice
decoder decodes the received digital information, and forms it back into
a representation of the human voice.
12*4 Single and Multi-channel Inmarsat M and B SESs

If the ship needs to use more than one service at the same time, a Multi
channel SES is required.
A Multi-channel SES is equivalent to several Single-channel SES shar
ing the same antenna, but operating independently.
For example, Channel 1 can be receiving a fax at the same time as Chan
nel 2 is making a telephone call.
To enable shore-based subscribers to transmit calls to any particular end
terminal (telephone, fax, telex) connected to a Multi-channel SES, a unique
IMN is assigned to each end terminal.
Services capability of a multi-channel SES
Telephone T
Telephone 2
OMSE)
Fck 1
<JNN3)
D a ta )
OMMd)
Telex
Inmareat-B only
Telephone 3
0MN6) Channel 2
Telephoned
(JfcN7)
Inm asat-M or B
Fck2 SES
D ata 2
OMSK?)
Telex
OMsilO) Inmarsat-B only

12.5 Inmarsat M /B numbering scheme.

The Inmarsat Mobile Number (IMN) is derived from the ships MMSI
number.
Inmarsat-B 3 MID XXX ZZ

Inmarsat-M 6 MID XXX ZZ
As part of the IMN numbering system, the two last digits are used to
create a decimal number ranging from 10 to 99, which is used to dis
criminate, on the same ship, between:
• Different SESs
. Channels of a multi-channel SES
• Services such as telephony, fax, data and telex
12.6.1 Sending a DISTRESS message by telex using an Inmarsat-B SES

By pressing the Distress Button you will request a distress priority and
the connection of the telex circuit through a CES to a land-based RCC.
The procedure for sending a distress message is outlined below:
1. Press and hold down the Distress push-button for at least 6 seconds.
2. Wait for automatic connection to the RCC.
3. Type the distress message using the following format:
• Mayday 4
*■* /
• Ship‘s name and callsign or other identification o f the vessel

• Inmarsat Mobile Number and Ocean Region satellite
• The position in latitude and longitude
• The nature o f distress
• Other information which might help the rescue authorities.
4. Send the message to the RCC.
12.6.2 Sending a DISTRESS call by telephone using an Inmarsat-M

or B SES
1. Lift the telephone handset and listen for the dial tone (or switch the
handset to the TALK position, as appropriate).
2. Press and hold down the Distress push-button for at least 6 seconds.
3. press the # key to initiate the call.
4. When the RCC operator answers, speak clearly and give the following
message:
• Mayday
• This is Ship's name and callsign
• Inmarsat Mobile Number and Ocean Region satellite
• The positioning latitude and longitude
• Nature o f distress
• Other information which might help the rescue authorities

12.7.1 Making a telephone calf
1. Enter the 3-digit access code for the CES through which you want
to communicate.
2. Lift the handset and wait for the dialling tone.
3. When the dialling tone is heard, type in the following:
0 0 Telephone country code -> Area code ^ Subscribers number -> #

12.7.2 Sending a fax
1. Select the 3-digit CES access code for a CES that supports the fax
service.
2. Prepare the fax terminal to send a fax as instructed in the manu
facturers instructions , and key the following.
00 ;-^Telephone country code Area code i'a# terminal number ^ #

12.7.3 Making a telex call (Inmarsat-B only)
□ I- Set up a communications channel to a CES in your Ocean region.

2. When the GA+ is received from the CES, key in the following:
0 0 . Telex country code Subscribers telex number -> +
+ is the End of Number selection character.

An Introduction to CMDSS
12.8 EXERCISES INMARSAT-M/B
1. The Inmarsat-A system is based on analog technology, which tech

nology is utilised in the Inmarsat-M/B system to transfer informa
tion to and from a SES?
2. What sort of antenna is used by Inmarsat-B terminals?
3. What sort of antenna is used by Inmarsat-M terminals?
4. How is a ship with an Inmarsat-B SES identified?
5. How is a ship with an Inmarsat-M SES identified?
6. What types of traffic can be handled via Inmarsat-B terminals?
7. What types of traffic can be handled via Inmarsat-M terminals?
8. Describe briefly how a Multi-channel SES works?
9. How many NCS are there in the Inmarsat-M/B system?
10. Is the Inmarsat-M system approved for use in the GMDSS sys
tem? State the reason for your answer.
11. Describe the procedure for sending a distress message by telex

using Inmarsat-B SES.
124 © POSEIDON, 1999 U n a iilw ri^ p lw to c o p y in g o rre p ro d u c fio n prohibited.

CHAPTER 13
TELEX OVER RADIO

13.1 Back$round
The radio telex technique is built upon experience gathered from the
design of the land telex network. By means of radio telex, a ship station
is given the possibility of sending messages from the ship to the interna
tional telex network.
The abbreviation NBDP is often used in radio terminology. It stands for
Narrow Band Direct Printing.
13.2 The System

When a ship has traffic on hand, it will establish a radio telex connection
on the radio frequencies assigned for telex purpose. These frequencies
are listed in the ITU publication “List of Coast Stations”.
The ship station consists of a transmitter, a receiver, a special adapter
called a MODEM (MOdulator -DEModulator), and a teleprinter.
Corresponding equipment can be found on land (Coast stations), and in

addition, data bases are used for handling large quantities of traffic.
Radio telex connection between two radio stations
TX RX
4 ------►
Modem PC
4 -----
RX TX
STATION I STATION II
Radio telex equipment
© POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited- 125

Modern telex equipment usually consists of a keyboard connected to a

screen (e.g. a lap-top PC), a hard copy printer, a modem, a transmitter
and a receiver. The system allows messages to be edited and stored.
13 3 The M odem
The modem has a very important function in the radio telex system. With
out a modem, the system would not be able to function. The modem
takes care of the adjustment of signals from the text editing equipment to
the radio transmitter, and vice versa.
The modem also has some additional functions, such as:

- Automatic error correction (ARQ)
- Changing the transmitting direction (between transmission and recep
tion)
- Programming selective call numbers
- Calling
The modem is also fitted with LED’s (light emitting diodes) indicating
the different stages of the radio telex communication.
Front panel of radiotelex modem from Thrane & Thrane, TT 321OA
/*
On/of f Power Over Break Lock Connect Send Repeat rJ T| ^ 2* ^ ^ g T t lT f lllC A/s
T T -3 2 1 0 A R ad io telex M odem
\ _ , z
_/ \ __
A typical telex modem is shown above. When the telex communication is

established, the different categories of traffic status can be supervised.
Control switches/LED’s
On/off: Power supply switch. If loss of mains, an internal battery will
ensure that stored messages in memory are not lost.
Over. If the station is in transmitting mode, a change of “transmission

direction” will occur if the over button is pressed for a short time. A
continuous push of at least 2.5 seconds will cause an immediate change
in transmission direction.
Break: Close down the telex connection.
126 Q POSEIDON, 1&99, Unauthorised photocopying or reproduction prohibited.

Indicating lamps/LED’s
Lock: The modem is locked to another station.
The modem can be locked for the following reasons:
- The modem has established a connection on ARQ.
- The modem is receiving an FEC (Forward Error Correction).
- The modem is receiving a “Free Signal”.
Power. Indicates that the power has been switched on.
Connect. The modem is connected to another station, either an ARQ

connection or an FEC.
Send: Data transmission is in progress. The LED will start flashing when
transmission has finished.
Repeat: Errors in data received or transmitted.
13*4 M odulation
In maritime communications the upper side band (USB) is used for all
kinds of communication.
A voice channel (telephony) is modulated in the frequency range from
300 Hz up to 3000 Hz.
On a telex channel, the centre frequency is placed in the middle of the
upper side band at 1500 Hz.
Modulation on radiotelex
frequency
The method of modulation used by radio telex is called FREQUENCY

SHIFT KEYING (FSK).
The technical term in use is FI B. This term is used in the ITU publication
“List of Coast Stations” to characterize all radio telex channels.
Frequency shift keying is achieved when the transmitted signal alternates
between two different frequencies. These two frequencies are referred to
as the SPACE and the MARK frequency.
© PQ SBD O N : 1999, Unauthorised photocopying or reproduction prohibited. 127

Modulation on radio telex, Mark and Space frequency
^ 1585 Hz SPACE
______________ I___________k J
^ 1500 Hz
RK ^
^ 1415 Hz m 3 Hz
" 85 Hz 85 Hz
Frequency
Fc F1 Fa F2
When studying the figure above, one can see that the frequencies F 1 and
F2 are equally spaced from the Fa frequency, which is known as the
“ASSIGNED FREQUENCY”.
The assigned frequency is normally located 1500 Hz over the carrier
frequency (Fc).
In some equipment the assigned frequency can be 1700 Hz, or 1900 Hz
over the carrier frequency.
In modem transceivers, the transmitter and the receiver frequency are set
to the assigned frequency, and the equipment will automatically shift to
carrier frequency in telex mode. In older equipment, the carrier frequency
must be set manually to 1500, 1700 or 1900 Hz under the assigned fre
quency.
As far as telex mode (FIB) is concerned, the frequencies listed in the

channel list or in the “List of Coast Stations” are always the assigned
frequency.
13.5 ARQ
Ordinary land telex uses an “alphabet” consisting of 5 characters. ARQ-
systems designed for radio telex use an “alphabet” consisting of 7 char
acters.
ARQ (AUTOMATIC RETRANSMISSION REQUEST) is used in two-
way communication.
The ARQ unit is able to ensure that every character received has the
correct proportion of 4 to 3.
The table below shows that every character consists of 4Bs and 3Ys,
where B is the highest transmitted frequency (SPACE), and Y is the low
est transmitted frequency (MARK).

Traffic Information Signals

International(1)
Letters Figures code no. 2 Emitted signals(2)
1 A ZZAAA BBBYYYB
2 B ? ZAAZZ YBYYBBB
b
3 C AZZZA BYBBBYY
4 D WRU ZAAZA BBYYBYB
5 E 3 ZAAAA YBBYBYB
6 F ZAZZA BBYBBYY
7 G AZAZZ BYBYBBY
8 H AAZAZ BYYBYBB
9 I 8 AZZAA BYBBYYB
10 J BELL ZZAZA BBBYBYY
11 K ( ZZZZA YBBBBYY
12 L ) AZAAZ BYBYYBB
13 M P AAZZZ BYYBBBY
14 N AAZZA BYYBBYB
15 0 9 AAAZZ BYYYBBB
16 P 0 AZZAZ BYBBYBY
17 Q 1 ZZZAZ YBBBYBY
18 R 4 AZAZA BYBYBYB
i
19 S ZAZAA BBYBYYB
20 T 5 AAAAZ YYBYBBB
21 U 7 ZZZAA YBBBYYB
22 V = AZZZZ YYBBBBY
23 w 2 ZZAAZ BBBYYBY
24 X / ZAZZZ YBYBBBY
25 Y 6 ZAZAZ BBYBYBY
26 z 4 -
ZAAAZ BBYYYBB
27 Carriage Return AAAZA YYYBBBB
28 Line Feed AZAAA YYBBYBB
29 Letter Shift ZZZZZ YBYBBYB
30 Figure Shift ZZAZZ YBBYBBY
31 Space AAZAA YYBBBYB
32 Unperforated Tape AAAAA YBYBYBB
Service Information Signals
Mode A (ARQ) e m itte d s ig n a l Mode B (broadcast)
Control signal 1 BYBYYBB

Control signal 2 YBYBYBB
Control signal 3 BYYBBYB
Idle time b BBYYBBY Idle signal (sel.)
Idle time a BBBBYYY Phasing signal 1 (a)
Signal repetition (RQ) YBBYYBB Phasing signal 2 (!)
© POSEIDON, 1999. Urtauthorised photocopying or reproduction prohibited. 129

The ARQ unit ensures that all characters received, have the proportion
of 4 to 3 between Space and Mark. If the proportion is wrong, the ARQ
will request a repetition.
On radio telex, blocks consisting of 3 characters are transmitted in a
sequence, and, in order to be recognized, all blocks must have the pro
portion of 4 to 3 between Space and Mark. If the block is approved (3
characters), the ARQ will transmit a recognition to the transmitting sta
tion, and the next block will be transmitted. When an error is received,
the ARQ will ask for repetition.
On radio telex it is possible to repeat a block up to 32 times.
Radio Telex Transmission System

Transmission mode is ARQ with 7 unit TOR-code
Transmission speed is 100 baud

450 m/sec
Information
210 m/sec 240 m/sec

Sending
.............. . 11' 1
Station
. (1SS)
„ 70 m/sec „ One character

Y ■ low frequency
10 1m/sec
B = high frequency
3 ;B B Y Y Y B l Y B Y Y B B B B Y B B B Y Y
Information
Receiving
Station
(IRS)
Transmission s
delay 'Control signal 1 j
\ i y !b y !y BIB
____L_
Baud - Bits per second, 50 baud = 400 characters/mrn
13.6 FEC
Broadcasting is another way of transmitting radio telex communications.
This system is used for distress communication, NAVTEX, traffic lists,
news bulletins etc. Error correction is achieved by using FEC, which
stands for “FORWARD ERROR CORRECTION”. Every character is
transmitted twice, with an interval of 280 milliseconds between the di
rect and the repeated transmission. If the character is received garbled, it
will be printed out as a star, or only a space, at the receiving station. In
selective-FEC, the transmitted signals are coded, thus allowing only the
called station to receive the signals correctly.
Below is an example of a NAVTEX message received in FEC mode.

Note that garbled characters are printed out as a star.
zczc GA89
WZ 1187
DOVER STRA*IT. CABLE LAYING OPERATIONS
BY CABL* SHIP GUILO VERNE
CROSSING TRAFFIC SEPARATION SCHEME
BETWEEN 51-15N 02-32E AND ST.

MARGARETS BAY (51-09N 01-32E).

2. GUARDSHIP IN ATTENDANCE.
3. DETAILS FROM CHANNEL NAVIGATION
INFORMATION SERVICE
VHF CHANNEL 11.
4. CAUTION ADVISED.
NNNN
13.6.1 SELFEC
SELFEC, SELECTIVE FORWARD ERROR CORRECTION, is another
radio telex broadcasting method. SELFEC operation is similar to FEC
operation except that the transmission is designed to send messages to
one station only. The operator simply uses the selcall number of the
receiving station, and this activates the modem and prepares it to receive
a SELFEC message.
13.7 M aritex
13.7.1 Background
Earlier we have learned that coast stations handle large amounts of traf
fic. On shore, computerized traffic handling is common, and coast sta
tions often use data bases to relay traffic to ship stations. Maritex is a
global, computerized and automatic network for maritime radio telex.
The Maritex system is operated by the Nordic countries, and the Swed
ish company Telia Mobitel AB acts as Executive Company, responsible
for technical operation and traffic management.
13.7.2 Maritex network design in brief

Let us consider the figure on the next page, showing an overview of the
Maritex system with its headquarters in Gothenburg. The Central com
puter system is located in Gothenburg and acts as the “heart” of the Maritex
system. To obtain maximum security, the system is run with a high tech
nology dual computer configuration. The central computer system is in
full remote control of transmitters and receivers and ARQ modems, in
stalled at sub-stations in Scandinavia, USA, Panama, Argentina and China.
By such an arrangement, Maritex has managed to bypass the laws of
nature that restrict performance on MF/HF bands. The Central system in
Gothenburg does all the message switching, and coordinates all sub-sta
tion resources. Seen from a ship, all radio channels behave identically
regardless of geographical location. From land, the system works identi
cally, and subscribers only need to know the Swedish telex number for
the ship they want to address traffic to.
13.7.3 Traffic shore-to-ship

All Maritex ships registered in the system are assigned ordinary 5-digit
land telex numbers. This allows all land based subscribers worldwide to
use normal procedures for international telex traffic when routing traffic
to a Maritex vessel. When the Maritex system receives a telex from ashore,

the system will immediately generate a series of selective calls on anumber

of predetermined radio telex channels. These radio telex channels are
pre-set in shipbom equipment for continuous automatic scanning. A call
which is successfully received, will activate the equipment on board, and
the message will be printed out or stored without the presence of a radio
operator. Maritex ships transmit regular position reports to the Central
system. Guided by the ships’ position reports, Maritex will use the most
suitable sub-station and transmitting-receiving antenna, to obtain the best
possible circuit quality.
AA BB CC DD FF GG HH
45 N
45 S
Maritex position chart
Example no.1 Example no.2 Example no. 3
02 EE1 DEF POS CC2 15GG2

03 EE1 16GG2
04 DD1 17ABS
05 DD2 18ABS
06 DD2 19ABS
Examples of position reports

13.7*4 Traffic ship-to-shore

When a Maritex channel is available for a ship-to-shore call, this is indi
cated by “Free-Signal” emission from the Central system. The “Free-
signal” is detected and recognized by the ARQ-modem, providing per
mission to start the transmission. In this way the Maritex system prevents
interference with on-going traffic from other ships. The radio-operator
on board can manually initiate a call by a simple keyboard command, or
he can choose an automatically conducted call via the ship’s terminal. In
the ship-to-shore direction, Maritex offers many different services which
are described in the Maritex Traffic Manual.
Maritex network configuration
DiaHip
modem Tdfli T dn Telefax (text)
The Maritex Central System remote controls sub-stations in Scandinavia, USA,

Panama, Argentina, and China.

Maritex system design and services
INTL. TELEX NETWORK REMOTE CONTROLLED PARTICIPATING

RADIO CIRCUITS SHIPS
SUB-STATION
ARGENTINA
SUB-STATION
PANAMA
CONTROL
SI5TEMA
Store andforward - Store-and-fonvard telex (TLX) is stored in the Cen

tral system, and delivered to the final destination after a few minutes.
Direct dialling - The DIRTLXfacility provides direct contact with sub

scriber (handshake) and can also be used fo r dialogue.
Multi-address - The ship has one standard message to several different

subscribers. Through a single radio transm ission the ship can order copies
to be sent to an unlimited number o f subscribers.
Semi fax - The Semi Fax facility enables the ship to order a message to
be transmitted as a fa x from the Central system to a destination ashore,
using the international telephone network.
Bincom E-MAIL - Messages via BINCOM Electronic Mail, ship-to-

shore and shore-io-ship

QUICK REFERENCE GUIDE (3)

for Users at Sea March, tma
................................ ............................................................. ............................ ..................................................................................................................................................................... ...................... — ,
( ------------------ ----------------------------- —----- ~ ^
SERVICE PR EFIXES FOR SHIP TO-SHORE FACILITY COMMANDS FOR ADDITIONAL

PRIMARY COMMERCIAL SERV ICES SERVICES
M « U E t? 3 4 $ + | Maritex E-mail to Internet SV C* 1 Correspondence with M ARITEX Ops

and cc:Mail addresses Centre
MOMSWEt23+ \ MARITEX E-mail to users of o p i¥ 1 Assistance from MARITEX Ops Centre

PC/ Modem with the
"Maritex Mail" Client Software
■ Position Reports
• W to & i/i& ifcf'A Message to user of BIMCOM Safety and Emergency Messages to
E-mail MRCC Gothenburg (NorvGM DSS)
ft , . ' U. M. " V 's
TextFax Message SO S* 1 Distress Message to MRCC Gothenburg

(Non-GMDSS)
M ARITEX Tetex.
Store-a nd-Fo rwa rd mm Request for Medical Advice
M ARITEX Telex. Direct Dial-

through with conversation
SHH Weather Observations
option. AM VER to U.S, Coast Guard
Multiple Address Telex

(Group Call)
liiil Radiotelegrams
w jp y w - • \ :i
*m w * ..r j m u* 1 M ARITEX Radio Telex Letters
To terminate a message TTEU* 1 Phonetex Messages
1 To clear the radio circuit W l To order Radiotelephone calls

via “M ARITEX Seaphone“
Mail: SEl2345=The recipient's User Identity
Mdm:
Telex:
SWE 123= The recipient's User Identity
xx^Country Code yyyyy=Subscriber Number
PPI M ARITEX Help Database
Fax: xx^Country Code yy=Area Code

zzzzz=Subscriber Number
BIMCOM; yyyyyyyV”8-digrt mailbox number
s_
-
SHIP-TO-SHORE COMMUNICATION PROCESS NB! Information on the communication process is
generic in nature. Most shipboard terminals can be
1. Ship calling M ARITEX PAW* : ..I'/:1 : v | set to conduct the entire process in a fully
automatic mode* See manufacturer's
2 . Initial Identity Exchange ttjW M TSXS documentation.
8A+T l
REGISTERING A RECIPIENTS E-MAIL ADDRESS
3. Service and Number Ships wishing to register a shore-side Internet E-mail
fN ^ R O Ite O ^ T H M
recipient address can contact Telia Mobile's MCS via
Selection Sequence
the non-charged facility commands SVC+ or OPR+*
Please supply the Internet E-mail address of the
intended recipient in the following format:
4. M ARITEX requesting STEPHEN.SMITHJAT) ACME.COM
message and a telephone/facsimile number fo r us to contact.
Please allow a maximum of 24 hours for the Telia
5. Message transm ission Mobile MCS to complete the registration.
6. Termination, Final & teiia

Identity Exchange and Telia Mobile AB Maritime Customer Support (MCS)
Debiting Information 6 U ftA T l0 « l4 iB W S : Marttime Telecom Services Phone ;+4631 897340
R O. Box 9304 Pax :+4631 897399
m m ts*Fee*&5 :- SE-400 97 Gothenburg Telex : 20194,20195
■ W SWEDEN E-mail : helpdesk@marlcom.tella.com
l__________________________

13*8 EXERCISES
1. What does the abbreviation “ARQ” stand for?

2. Explain briefly an “ARQ” - connection between two telex stations.
3. Explain the abbreviation “FEC”.
4. How many times will each character be transmitted when using FEC
transmission?
5. When using FEC transmission, how can you recognize the faulty
transmission of a character on your printer/screen?
6. What does the abbreviation “FIB” stand for?
7. What is the meaning of the abbreviation “NBDP”?
8. Describe and explain the MARITEX telex system.
9. Why is it important that ships using MARITEX, regularly give position

reports to the system?
10. Why do MARITEX vessels use Swedish telex - numbers?
11. Explain the difference between “DIRTLX” and “TLX”.
12. How do we modulate on radio telex?
13. Explain the expression “Assigned Frequency”.

14. What is the function of the radio telex modem?

CHAPTER 14
MARITIME SAFETY INFORMATION

UNDER THE GMDSS
14.1 Background
The Global Maritime Distress and Safety System makes specific require
ments with regard to radio equipment, and ships must be able to carry
out several different functions, one of which is the ability to TRANSMIT
and RECEIVE Maritime Safety Information (MSI).
14.2 The Navtex System

Navtex (NAVigational TelEX) is an international telex system and is one
of the most important elements of the GMDSS.
The system makes it possible for ships sailing in coastal waters to re
ceive safety messages at distances of up to 400 nautical miles offshore,
MS ( messages can be transmitted by the Navtex system via the Inmarsat

EGC system, or via short wave (HF) telex narrow band direct printing
(NBDP).
The dedicated transmitting frequency of the Navtex system is 518 kHz.

The system uses only one single frequency. To avoid mutual interference,
both limited transmitter power and frequency time-sharing are required.
Careful coordination of broadcast schedules is imperative, and gives room
for up to 24 stations in one NAVAREA. These 24 stations are divided
into 4 groups consisting of 6 transmitting stations. Every group is al
lowed one hour of transmission time, and this means that every station
can be “on the air” for 10 minutes every four hours. Areas with few
stations will allow longer transmitting times.
143 Navareas
The figure on the next page shows the different Navareas worldwide.
There are 16 of them altogether. The Navtex stations are geographically
separated (A-Z), and the stations have their own “hours of duty”. Within
the different Navareas, every Navtex station has its own identification
character. This character is always a part of the preamble to the message.
14.4 N avarea I
The Navtex system started as early as 1980. The Barents Sea, the Nor
wegian Sea, the North Sea, the Baltic Sea, the English Channel and the
Bay of Biscay are covered by Navarea I stations.
The table on page 122 shows all Navtex stations in Navarea I. Every
station has its own characters for identification purposes. Which Navtex
stations cover which particular areas is shown in the “List of Radio
determination and Special Service Stations”.
@ POSEIDON. 1999, Unauthorised photocopying or reproduction prohibited, 137

Navareas worldwide
Navtex stations in Navarea I
NavArea C oast Station Stn ID Country 1sl. TX of day Intervals

(UTC) (hrs)
I I Oostende M Belgium 0200 4h
Oostende T Belgium 0248 4h
Tallin U Estonia 0030 4h
Reykjavik R Iceland 0318 4h |
Valentia W Ireland 0340 4h

Netherlands C. G. P Netherland 0348 4h
Svalbard A Norway 0000 4h
Bode B Norway 0018 4h
Rogaland L Norway 0148 4h
Vardo V Norway 0300 4h
Murmansk C Russia 0120 4h
Arkhangelsk F Russia 0200 4h
Biuroklubb H Sweden 0000 4h
G islovsham m ar J Sweden 0030 4h
StavsnSs U Sweden 0030 4h
Cullercoats G U.K. 0048 4h
Niton K U.K. 0140 4h
Portpatrick 0 U.K. 0130 4h
Niton S U.K. 0018 4h
Note that every Navtex station has a special identification character (ID).
This category is always a part of the preamble to the message.

The Navtex coordinator
•i
Coastguard •i
Buoyage authority
Electronic Navaids /'
Offshore operators Initial Ice monitoring '
Government departments distress meteorological
I
i Ship reports message offices
NAVAREA co-ordinator >
v _ . _ . y
National co-ordinators
•i
t.
Navigational SAR Meteorological
warning co-ordinator message
co-ordinator co-ordinator
--------------------------------- T7----------------------------------1 ... ------------------------- 1
NAVTEX
Co-ordinator
r
TRANSMITTER
/
/i
OPERATOR RECEIVER AUTOMATIC

SELECTION 516kHz FUNCTIONS
SELECT MICRO- ASSESS

i> signal quality
geographic PROCESSOR
I\
area -
DECODER COMPARE
with memory
SUPPRESS
UNWANTED PRINTER REJECT
optional inadequate/unwanted
information messages
XN
The Navtex coordinator in each Navarea decides which MSI messages

the system is to broadcast.

14*5 Building up a Navtex Message

We will now consider the preamble of a Navtex message.
The dedicated Navtex receiver has the ability to select which messages
are to be printed out according to:
1) A four-character technical code (B1,B2,B3,B4) which appears in

the preamble of each message.
2) Whether or not the particular message has already been printed.
Certain essential classes of safety information, such as navigational warn

ings, meteorological warnings and SAR information are non-rejectable
to ensure that ships using Navtex always receive the m ost im p o rta n t
information.
The technical code B 1 is a single character identification assigned uniquely

to each station in a region (Navarea), allowing the navigator to select
only broadcasting station(s) serving the region of interest.
The B2 character identifies the different classes of messages, as identi

fied below, in order that the user may reject those which he does not
require.
T he su b ject in d ic a to rs in use are:

A - Navigational warnings (1)
B - Meteorological warnings (1)
C - Ice reports
D - Search and Rescue Information/Piracy information (1)
E - Meteorological forecasts
F - Pilot service messages
G - DECCA messages
H - LORAN messages
I - OMEGA messages
J - SATNAV messages
K - Other electronic navaid messages (2)
L - Navigational warnings for mobile drilling rig movements (1)
V - Amplifying navigational warning information initially
announced under “A”
Z - No messages on hand
(1) Cannot be rejected by the receiver

(2) Messages concerning radionavigation services
The B3 and B4 characters of the technical code, number the messages

from 01 to 99 in order of receipt by the sender, with the numbering main
tained separately for each broadcast station B1 and subject class B2. The
numbering starts over again using the numbers of expired messages after
number 99 has been assigned.
Categories B3 and B4’s use of “00” (zero) acts to ensure that, regardless
140 © POSEIDON, 1999, Urtairihorissd photocopying or reproduction prohibited.

of broadcasting station (Bl) or whatever has already been received by

the station in correct form, the message will be printed out by all receiv
ers within range of the transmitting station.
Type D messages (SAR-information) will always be numbered “00” (zero)
Example: Navtex preamble
Start of message
I
zczc TA43 * Serial number
ti_ Identification character
coast station (Ostende)
■Type of message (Nav. Warn.)
14*6 Examples o f Navtex Messages

ZCZC GA20
WZ 1262
ORKNEY ISLANDS
LOTHER ROCK RACON 58-44N 02-49W
TEMPORARILY OFF AIR
NNNN
In the example above, Cullercoats Radio has transmitted a navigational

warning with serial number 20.
ZCZC GL67
WZ 1253
RIGMOVE. SOUTHERN NORTH SEATCHARLES
ROWAN” AT 54-19N 02-07.7E
CANCEL THIS MESSAGE 121030 Z OCT 91
NNNN
The example above shows an additional navigational warning sent by

Cullercoats Radio numbered 67.
ZCZC PB68
NETHERLANDS COASTGUARD
GALE WARNING NR.55 280630Z OCT
DOVER THAMES - SOUTH 8
OTHER DISTRICTS - NO WARNINGS
NNNN
This example shows a gale warning from Scheveningen Radio numbered

as 55.
© POSEIDON,1999. Unauthorised photocopying or reproduction prohibited. 141

14.7 N ational Navtex service

Earlier in this chapter we looked at the International Navtex service.
The system uses the English language and is built up in the same way all
over the world.
National transmissions, however, use the national language, but the pre
amble of the message has the same format as required by international
agreement. Frequencies allocated are 490 kHz and 4209.5 kHz.
14.8 The Navtex receiver

Newer Navtex receivers are very compact, and are equipped with a built-
in hard copy printer. A sa result of modern technology, the ship is able to
receive automated broadcast messages (MSI) on a 24 hour basis. The
messages received are stored and printed out by the built-in printer. The
micro processor prevents more than one printout per message. The Navtex
receiver is of relatively small size, and therefore constitutes very useful
additional equipment for smaller fishing vessels and yachts.
Technical specifications:
International RX-freq.: 518 kHz

National RX-freq.: 490 kHz
Reception mode : FIB, Forward Error Correction
Range: 200 - 400 nautical miles.
14.9 EGC - Enhanced Group Call

The EGC (Enhanced Group Call) services were developed by Inmarsat
to achieve access to a unique global automatic service, capable of ad
dressing traffic to predetermined groups of ships, or ships in both fixed
and variable geographical areas.
The system gives ships access to different warnings, forecasts, shore-to-

ship distress alerts, news and other necessary information. In addition to
142 POSEIDON, 1989. Unauthorised photocopying or reproduction prohibited,

covering mid-ocean areas, the EGC system can offer automatic services
in coastal waters where it may not be possible to establish the NAVTEX
service.
A special feature of this system is the possibility of directing a call to a

given geographical area. The area can be defined as a NAVAREA/
METAREA,or may be uniquely defined. This feature of the EGC sys
tem is useful for such things as local storm warnings, or shore-to-ship
alerts, regarding which it is inappropriate to alert all ships in an Ocean
Region. Two EGC services are available:
The SafetyNET Service

The SafetyNET service allows an Information Provider, such as a meteo
rological or hydrographic office, to broadcast Maritime Safety Inform
ation (MSI) addressed to all, or selected, SES’s within an ocean region.
The FleetNET Service

The FleetNET service is a commercial service and allows an Informa
tion Provider such as shipping companies or governments to broadcast
information such as company news, or government information to se
lected SESs belonging to a closed network. To receive a FleetNET mes
sage, a SES must have downloaded the appropriate ENID code, and be
synchronized to the appropriate NCS Common Channel. (ENID - EGC
Network Identification).
Basic concepts of the EGC system

14.10 SafetyNET broadcast messages

The following types of messages are broadcast via the EGC SafetyNET:
- Coastal warnings (Note 1)
- N avi gati onal warn ing s
- Meteorological warnings
- Ice reports
- Search and rescue information
- Meteorological forecasts
- Pilot service messages
- Decca system messages
- Loran system messages
- Omega system messages
- Satnav (GPS etc.) system messages
- Other electronic navaid messages
- Additional navigational warnings
- Meteorological and Navarea warnings and meteorological forecasts
to ships within specified NAVAREAs/METAREAs
- Search-and-rescue co-ordination to fixed areas
- Search-and-rescue co-ordination to ships within specified circular areas
- Shore-to-ship distress alerts to ships within specified circular areas
- Urgency messages and navigational warnings to ships within specified
rectangular areas
- Chart correction services (under development)
Notes:
1: The SafetyNET coastal warning broadcast facility is made available
for transmissions of coastal information to areas where NAVTEX MSI
is not provided
2: MSI messages are generally broadcast with a key-word in their header

indicating the priority of the message - for example:
DISTRESS or MAYDAY for priority 3,
URGENT or PAN PAN for priority 2,
SAFETY or SECURITE for priority 1.
3: In some areas SafetyNET MSI broadcast is limited, while informa

tion providers are being established, see following table.
Corrected “List of Radio Signals” will show current situation.
14.11 Availability of MSI in different NAVAREAS/METAREAS

In order to avoid the duplication of broadcasts, IMO has authorized the
following arrangements:
For a given NAVAREA/METAREA which is covered by more than one
Ocean Region satellite, scheduled broadcasts of MSI, such as meteoro
logical warnings and meteorological information, are made only via a
single satellite/Ocean Region.

For a given NAVAREA/METAREA which is covered by more than one

Ocean Region satellite, unscheduled broadcasts of MSI, such as gale
warnings and distress relay alerts, are made via all satellites/Ocean re
gions that cover the area in question.
The SafetyNet System
NAVIGATIONAL RCC's M ETEOROLOGICAL

W ARNING S INFORMATION
I
NAVIGATIONAL M ETEO R O LO G IC AL
SAR
W ARNING MESSAGE
CO -O RDINATO R
CO -O RDINATO R CO -O RDINATO R
— J
INM ARSAT CO AST EARTH STATIONS
i
INM ARSAT NETW O RK CO -O RDINATIO N STATION
SHIPS
OCEAN REGION SATELLITE
AUTO M ATED FUNCTIONS
Position com parison
EG C -R EC EIVER Assess data error rate

O PERATO R IN PU T OPTIONS
R eject inadequate / irrelevant
Ocean region selection RECEPTION message
N A V A R E A /M E T A R E A DECODING Supress already received
S h ip ’s position DECISION m essages
MSI M essage type PRINTING Print decision

STATUS OF MSI BROADCAST IN THE INTERNATIONAL SAFETYNET SERVICE
NAVAREA/ NAV MET FORECASTS SAR OCEAN REGION

METAREA WARNINGS AND WARNINGS ALERTS FOR SCHEDULED
BROADCASTS
I (UK) X X X AOR-E
II (France) X X X AOR-E
III (Spain/Greece) X X X AOR-E/(IOR MET)
IV (USA) X X X AOR-W
V (Brasil) X X X AOR-E
VI (Argentina) X X X AOR-W
iI
VII (S.Africa) X X X AOR-E + IOR i

1
VIII (India/Maur-
itius La Reunion X X (Note 3) X IOR
IX (Pakistan) X X X IOR
X (Australia) X X X IOR + FOR
XI (Japan/China) X X X IOR + POR
XH (USA) X X X POR + AOR-W
XIII (Russian
: Federation) X X (Note 5) X POR
XIV (New Zealand) X X X POR
XV (Chile) X X X AOR-W
XVI (Peru/USA) X X X AOR-W
NOTES ON THE TABLE

1: X=Full service available
2: 1MO has decided that routine broadcasts of Navigational Warnings and Meteorological
Forecasts will be made at scheduled times over a single nominated satellite for each
NAVAREA/METAREA.
Unscheduled broadcasts of SAR Alert Relays and severe weather warnings will be made
over all satellites which serve the area in question.
See the Inmarsat Maritime Communication Handbook (Issue 2) for further guidance.
3: India provides meteorological forecasts and warnings in METAREA VIII north of equator
through CES Arvi(IOR). Mauritius/La Reunion provides meteorological forecasts and
warnings for METAREA VIII south of equator through CES Burum, Station 12(IOR).
4: Full operational service expected in June 1998.
5: South of 60 degrees north, full service is provided by Japan.

EGC message broadcast on NCS common channel
---------- -- NCS-CES Interstation Link NCS Network Coordination Staton

............. NCS Common Channel C£S Coast Earth Station
Nation al/intemational SES Ship Earth Station
l l l l l telecommunication land) in es
EGC broadcast to ships in Navarea I.

The figure also shows Navareas throughout the world.
TBO 1flD 1W 1*9 100 » « 4* 20 0 20 40 M *0 1« 110 140 1W 1*0
© POSEiDON, 1999. Unauthorised photocopying or reproduction prohibited. 747

14.12 Reception o f EGC messages

- operating your EGC receiver
The EGC receiver is designed to continuously monitor the broadcast
channel (the Inmarsat-C NCS common channel) and to process EGC
SafetyNET messages transmitted over the satellite.
Note that certain classes of receiving equipment are not able to provide
uninterrupted monitoring of the NCS Common Channel.
Different classes of Inmarsat-C SESs
Class 3
CLASS - 0 - OPTION 1: (standalone EGC receiver)

This type of SES can only receive EGC messages (there are no class 1
maritime terminals).
CLASS 2:
The SES can receive EGC messages when not engaged in normal (non
EGC) message reception. When the SES receiver is engaged in normal
message reception, it is tuned to the message channel assigned by the
CES. As long as normal message reception is going on, the SES receiver
is not tuned to the NCS Common Channel. Incoming EGC messages
during this time will not be received.
Generally many EGC-SafetyNET messages will be repeated so it is pos

sible to receive messages later if your EGC receiver is listening to the
NCS Common Channel.

Normally unscheduled broadcasts such as distress alerts/gale warnings

are re-broadcast 6 minutes after the initial transmission. Scheduled broad
casts, like navigational warnings and other messages valid for a period of
time are repeated during the scheduled time as long as they remain in force.
CLASS 3:
The SES has two independent receivers, one capable of Inmarsat-C mes
sage transfer at any time, and the other for EGC reception at any time.
So operation of both modes without interruption is possible using this
terminal configuration on board.
To obtain optimum results from the SafetyNET service, the operator

must carefully read the manufacturers instructions for specific informa
tion about the following items:
Selective reception of messages

The receiver is supplied with software which stores the geographical
boundaries of the NAVAREAS. The receiver uses this information to
printout only messages applicable to the current area, plus any other
areas which are programmed by the operator. The receiver can be pro
grammed to print only essential messages and reject all other messages.
Updating the receiver regularly with ship’s position

Make sure that your EGC receiver is updated regularly with the ship’s
position, in order to:
- make sure that the receiver will print out all messages addressed to a
geographical area.
- print out messages for the required areas.
Note: If the EGC receiver has not been updated with the ships position
for 12/24 hours (depending on model) the receiver will print/store all
geographically addressed messages within the entire Ocean Region,
The position can be updated in two ways:
1) Automatically - using an electronic navigational device, e.g a GPS

(Global Positioning System).
2) Manually - by typing the position directly into the terminal, IMO re
quires this to be done every 4 hours.
Mandatory EGC - SafetyNET messages

The following types of EGC - SafetyNET MSI messages are mandatory
(SOLAS requirements):
- Shore-to-ship distress alerts for the current NAVAREA
- Navigational warnings for the current NAVAREA
- Meteorological warnings for the current NAVAREA
Note: Currently produced EGC receiver models are supplied with soft
ware which automatically selects the mandatory message types shown

above. With some earlier models, however, the software does not select
these mandatory message types automatically, consequently the opera
tor must programme the EGC receiver manually.
Optional EGC - SafetyNET messages

In addition to the mandatory messages, IMO recommends that the EGC
receiver also be programmed to receive the following messages:
- Meteorological forecasts
- MSI for any other NAVAREAS in which the ship is expected to sail.
Reducing the num ber of alarms

The EGC receiver is programmed to give an audible/visual alarm on
printing any distress alerts or urgent messages which require immediate
response.
To avoid unnecessary alarms be sure to do the following:
- keep the ships position updated, to ensure that the receiver receives
messages relevant to the ship’s position.
- set the receiver only to give alarms for messages with priority dis
tress and urgency.
Maintaining good operating practice

- Make sure that all equipment associated with the EGC receiver is
working properly. Check that the printer is loaded with paper/ribbon.
Make sure that the terminal is not storing messages that are unwanted
and that it has enough storage space for new messages.
- Make sure that the terminal is regularly updated with the ship’s cur
rent position
- Feed the terminal with NAVAREA/METAREA and coastal warnings

relevant for the ship’s voyage.
- When staying in port, run the EGC receiver to make sure that it is
functioning and to receive all relevant MSI messages before sailing.
- Scheduled MSI broadcasts are found in the current “List of Radio

Signals”. Make sure that the EGC receiver is tuned to the appropriate
NCS Channel you want to listen to at the scheduled time given in the
“List of Radio Signals” (scan the desired Ocean Region)
- Keep a written log of the identities of all received messages, and

printed copy of all distress traffic. Other messages should be kept on
the bridge as long as they remain in force.
Missed messages
If, for example, you have missed a scheduled broadcast, try the following:
- Switch the terminal off and on again. This action will clear the inter
nal memory of all stored messages, IDs. If the message is re-broad

cast, your EGC receiver will not reject it as a repeated message, and
will print/store it.
- Check if the CES that broadcast the message offers a re-broadcast
facility, (This service is chargeable from some CESs).
14.13 EGC - message examples
N O .l
EGC. 477 Page 1 UTC Time: 95-07-12

02:08:15
LES 1 - MSG - 28915 - Met/NavWam/Fore Safety

Call to AREA: 4 - PosOK
NAVAREAIV 582/95(27). OLD BAHAMA CHANNEL
185 FOOT FREIGHTER BEBO, GRAY HULL, WHITE
SUPERSRUCTURE WITH BRIDGE AFT, DISABLED AND
ADRIFT VICINITY 21-47N 82-21W. VESSEL REPORTS
FUEL PUMPS PROBLEMS AND IS REQUESTING TOW TO
THE BAHAMA BANK ANCHOR. VESSELS IN VICINITY
REQUESTED TO MAINTAIN SHARP LOOK OUT, ASSIST
IF POSSIBLE AND REPORT SIGHTINGS TO U.S COAST
GUARD.
NO.2
EGC 255 Page 1 UTC Time: 97.07.01 00:11:03
LES 322 MSG 25468 Nav/MetWam/Fore Safety Call

to Area 10 - NoPos
Y0701133/2
SECURITE
FM MRCC AUSTRALIA 010002Z JUL 97
NAVAREA X 011/97
HASTING ISLAND LIGHT K3446 POSITION 10 20.5S
151 52.0E REPORTED UNLIT
NNNN
© POSEIDON, 1999. Unauthorised photocopyirtg or reproduction prohibited. 151

NO.3
EGC 926 PAGE 1 UTC Time; 94-08-24 09:06:31
LES 121 MSG 2498 - MetWam/Fore Urgent Call

to Area: 2 -PosOK
WARNING ON NAVAREA 2, ISSUED BY METEO-FRANCE,

TOULOUSE
WIND SPEED IN BEAUFORT SCALE
WARNING N004
WEST OF FARADAY
FROM 24 AUGUST AT 09 UTC TO 24 AUGUST AT 18 UTC
SOUTHWEST 8. =
EGC 926
NNNN
NO.4 (Heading of an EGC message)
LES 102 -MSG 1104- SAR Distress Call to

Area: 47 N 28 W 200 PosOK
message
EXPLANATION OF THE EGC MESSAGES SHOWN ABOVE
The above messages show a typical MSI broadcast as it is received on

your terminal.
Note the following:
- The date and time of the messages in UTC time
- Identification of the CES sending the message. Les 121 is Aussaguel
Inmarsat-C CES in EGC message 3.
- The unique number identifying the message, which is 2498 in EGC
message 3.
- The priority of the message, in message 1, SAFETY, message 2,
SAFETY and in message 3, URGENCY. When receiving DISTRESS/
URGENT messages the terminal will respond automatically giving
an audible/visual alarm.
- The nature of the message, message 3 is a Meteorological Warning
forMETAREA II.
- The term NoPos, this is a message giving information to the operator
that the EGC receiver has NOT been updated with the ship’s position
during the past 12/24 hours. The term PosOK indicates that the EGC
receiver has been updated with ship’s position.
152 © POSEIDON, 199&. Unauthorised photocopying or reproduction prohibited.

- In figure 4 there is a message heading which calls up ships within a

circular area centred on 47 degrees North and 28 degrees West with a
radius of 200 nautical miles. It is also possible to address messages
to a rectangular area giving the co-ordinates of the southwest comer,
and the easterly and northerly degrees.
Note that in example number 4, the priority is DISTRESS.
14.14 High frequency (HF) MSI

The GMDSS also allows the reception of MSI via HF telex. Warnings
for the different Navareas are transmitted at fixed times and frequencies.
The “List of Radiodetermination and Special Service Stations” provides
transmission times, frequencies and coast stations for the different
Navareas. Students should also study the “List of Coast Stations”, An
nex II, Part C, which gives particulars of coast stations transmitting MSI
messages to ships by means of NBDP techniques.

Navtex station list
i
i
Nav- Coast Station Stn ID Country 1st. TX of day Interval

Area (UTC) (hrs)
'
I O o s te n d e M B e lg iu m 0200 4h
O o s te n d e T B e lg iu m 0248 4h
Tallin U E stonia 0030 4h
R e y k ja v ik R Iceland 0318 4h
V ale nti a W Ireland 0340 4h
N e th e rla n d s C .G . P N e th e rla n d 0348 4h
S va lb a rd A N orw ay 0000 4h
Bodo B N orw ay 0018 4h
R o g a la n d L N orw ay 0148 4h
V a rd o V N orw ay 0300 4h
M u rm a n s k c R ussia 0120 4h
A rk h a n g e ls k F R ussia 0200 4h
B ju ro k lu b b H Sw eden 0000 4h
G is lo v h a m m a r J Sw eden 0030 4h
S ta v s n a s U Sw eden 0030 4h
C u lle rc o a s t G U .K. 0048 4h
N iton K U .K. 0140 4h
P o rtp a tric k O U .K. 0130 4h
N iton S U .K. 0018 4h
II C ro ss C orsen A F rance 0000 4h

H orta R adio F P ortug al 0050 4h
M o n sa n to R adio R P o rtu g a l 0250 4h
i C o ru n a D S pain 0030 4h
Tarifa G S pain 0100 4h
Las P a lm a s I S pain 0120 4h
III V arna J B u lg aria 0130 4h

S p lit Q C ro a tia 0250 4h
T ro o d o s M C yp ru s 0200 4h
S e ra p e u m X E gypt 0350 4h
C ro s s La C a rd e w F rance 0340 4h
Iraklion H G re e ce 0110 4h
K erkyra K G re e ce 0140 4h
L im n o s L G re e ce 0150 4h
H aifa P Israel 0020 4h
M alta 0 M alta 0220 4h
N o v o ro s s iy s k A R ussia 0300 4h
Tar if a G S p a in 0100 4h
Istanb ul D T u rke y 0030 4h |
S a m su n E T u rke y 0040 4h
A n ta ly a F T u rke y 0050 4h
Izm ir I T u rke y 0120 4h
M a riu p o l B U kra in e 0100 4h
O d e ssa C U kra in e 0230 4h

Navtex station list
Nav- Coast Station Stn ID Country 1“. TX of day Interval

Area UTC ! (hrs)
;
IV B e rm u d a B B e rm u d a 0010 4h
S e p t lies C Canada 0020 4h
W ia rto n H Canada 0110 4h
St. Jo h n s 0 C anada 0220 4h
T h u n d e r B ay P Canada 0230 4h
Sydney Q C anada 0240 4h
Y a rm o u th J C anada 0255 4h
U C anada 0320 4h
V C anada 0335 4h
L a b ra d o r X C anada 0350 4h
M iam i A USA 0000 4h
B osto n F USA 0045 4h
N e w O rle a n s G USA 0300 4h
P o rtsm o u th N USA 0130 4h
San Ju a n R P ue rto R ico 0200 4h
V C o lo n ia U ru g u a y P lan ned
L a g u n a del S au ce U ru g u a y P lan ned
La P alom a U ru g u a y P lan ned
M o n te v id e o U ru g u a y P lan ned
P u n ta del Este U ru g u a y P lan ned
S a lto U ru g u a y P lan ned
....j1. . . .........
U sh u a la A A rg e n tin a 0240 U n d e r trial
VI R io C a lle g o s B A rg e n tin a 0410 U n d e r trial
C om . R ivada via C A rg e n tin a 0040 U n d e r trial
B ahia B la n ca D A rg e n tin a 0210 U n d e r trial
M ar d e l Plata E A rg e n tin a 0110 U n d e r trial
B u e n o s A ire s F A rg e n tin a 0510 6h
R o sa rio G A rg e n tin a 0010 U n d e r trial
W a lvis B ay B N a m ib ia P la n n e d
VII C a p e Town C S ou th A frica 0020 4h
P ort E lizab eth Q S ou th A frica 0220 4h
D urban D S ou th A frica 0120 4h
Bom bay G India 0100 4h

VIII M a d ra s P India 0230 4h
M a u ritiu s R adio M a u ritiu s P lan ned
B a h ra in R adio B B ahrain 0010 4h

S e ra p e u m X E gypt 0350 4h
Iran P lan ned
Dam m am G S a u d i A ra b ia 0005 6h
IX Jeddah H S a u d i A ra b ia 0705 6 -1 2 h
M uscat M S a u d i A ra b ia 0200 4h
P 0 S E ID 0N ; 1999. Unauthorised photocopying or reproduction prohibited. 155

Navtex station list
Nav- Coast Station Stn ID Country 1st. TX of day Interval

Area (UTC) (hrs)
X N O N E (1)
I
XI S a n ya M C h in a 0200 P la n n e d
G uangzhou N C h in a 0210 4h
F u zh o u 0 C h in a 0220 P la n n e d
; Shanghai Q C h in a 0240 4h
D alian R C h in a 0250 4h
J a y a p u ra A In d o n e sia 0000 4h
Am bon B In d o n e sia 0010 4h
M akassar D In d o n e sia 0030 4h
J a k a rta E In d o n e sia 0040 4h
O ta ru J Ja p a n 0130 4h
K u sh iro K Ja p a n 0140 4h
Y o ko h a m a I Ja p a n 0120 4h
M oji H Japan 0110 4h
N aha G Ja p a n 0100 4h
S in g a p o re C S in g a p o re 0020 4h
B a n k o k R adio F T h a ila n d 0050 4h
G uam V USA 0100 4h
j H ong K ong R adio L C h in a 0150 4h
XII P rin ce R u p e rt D C anada 0030 4h

Tofino H C anada 0110 4h
S an F ra n cisco C USA 0400 4h
K o d ia k J USA 0300 4h
H o n o lu lu 0 USA 0040 4h
C a m b ria Q USA 0445 4h
| A sto ria W USA 0130 4h
j
Adak X USA 0340 4h
XIII V la d iv o s to k A R ussian Fed. 0000 U n d e r trial

K h o lm s k B R ussian Fed. 0010 U n d e r trial
P e tro p a v lo v s k C R ussian Fed. 0020 U n d e r trial
M agadan C R ussian Fed. 0030 U n d e r trial
B e rin g o v s k iy E R ussian Fed. 0040 U n d e r trial
P ro vid e n ya F R ussian Fed. 0050 U n d e r trial
X IV NONE
XV A n to fa g a s ta A C h ile 0400 8h
V a lp a ra is o B C hile 0410 8h
T a lca h u a n o C C hile 0420 8h
P u e rto M o n tt D C h ile 0430 8h
P u n ta A re n a s E C h ile 0440 8h
Isla de P a scu a F C h ile 0450 8h
XVI P aita S P eru 0300 4h

C a lla o u P eru 0320 4h
M o lle n d o w Peru
*
0340 4h
(l)Australia only provides coastal warnings through the International SafetyNet Service

1 4 .1 5 EXERCISES- NAVTEX, EGC
1. What kind of equipment can broadcast MSI messages?

2. What is the Navtex system’s international transmitting frequency ?
3. How is radio interference avoided?
4. How many stations can cover one area?
5. What is the maximum transmission time allowed for each station?
6. Which character in the preamble identifies the type of message?
7. How are messages numbered?
8. What kind of message is identified by the character “D”?
9. Can this type of message be rejected by the receiver?
10. What serial numbers do A, B and D messages have?
11. With reference to the Navarea I station table, what kind of informa
tion is hidden in the following preamble; ZCZC LG25 ?
12. At what times does Stockholm Radio transmit Navtex messages?
13. How can the Navtex system achieve global coverage?
14. In which nomenclature can you find tables over transmission times
and coast stations in the Navtex system?
15. What is the average range in nautical miles of a Navtex coast sta
tion?
16. What kind of error correction system is used in the Navtex system?
17. What kind of services are available within the EGC system?
18. What kind of messages are defined by SafetyNET?
19. What is the highest priority of messages to be broadcast via the
EGC?
20. Your position is 30.00 N and 34.00 W. Which Navarea is this?
21. How many Navareas are there in the world?
22. What coverage area does the EGC system have?
23. What kind of messages are defined by the FleetNET?
24. Name the NCSs which control/monitor AORE and POR within the
Inmarsat-C system.
25. Which message types are mandatory within the SafetyNET system?
26. Why is it essential to update the EGC receiver with the ship’s posi
tion?
27. With reference to the EGC message examples, explain the follow
ing;
What is the meaning of: “NoPos”?
What is meaning of: “PosOK”?
28. Explain the following EGC message heading:
“SAR Distress call to Area: 42 N 22 W 200 PosOK”
29. In which nomenclature will you find transmission times and fre
quencies for stations transmitting HF MSI via telex?

158 © POSEJDON, 1999. Unauthorised photooopying or reproduction prohibited.

CHAPTER 15
EMERGENCY RADIO BEACONS

15.1 General Inform ation
Norway has been a pioneer country in the maritime sector and was among
the very first to develop emergency beacons for Norwegian ships. This
came largely as a result of several ship wrecks from which no distress
signals were received.
Signals from beacons transmitting on the aeronautical frequencies 121.5

and 243 MHz, were originally only monitored by civilian and military
aircraft.
In 1980, the COSPAS/SARSAT agreement concerning a joint interna

tional satellite-aided search and rescue system was ratified by Canada,
France, the United States and the USSR. Other countries have subse
quently joined the programme, including the United Kingdom, Norway,
Sweden, Finland, Brazil and Australia.
During the programme’s first years of existence, ships were only fitted
with VHF EPIRBs. But now a large amount of technically approved
equipment is available, and both the aeronautical distress frequency 121.5
MHz and the 406 MHz distress frequency are monitored.
IMO decided that from August 1, 1993, COSPAS/SARSAT or the

Inmarsat-E float free EPIRB are mandatory on all ships covered by the
SOLAS convention.
15.2 Different types o f radio beacons

There are several types of emergency radio beacons in use today. These
beacons are called EPIRBs, which stands for Emergency Position Indi
cating Radio Beacons.
The EPIRBs use different frequency bands, and can be grouped as follows:
1. The 406 MHz COSPAS/SARSAT EPIRB, using polar orbiting
satellites.
2. The 1.6 GHz Inmarsat-E EPIRB (L-Band), using the Inmarsat
geostationary satellites.
3. The 121.5 MHz VHF EPIRB, monitored by polar orbiting satellites
and aircraft.
4. The VHF channel 70 EPIRB, using the DSC channel 70.
(Not subject to mass production)
In distress situations, EPIRBs are activated either manually or automati

cally. and start transmitting signals which are received by satellites and

aircraft. Signals picked up by satellites, are forwarded to earth stations

for decoding and processing.
15.3 Basic Concepts of the COSPAS/SARSAT System

COSPAS - Cosmicheskaya Systema Poiska Avariynych Sudov
SARSAT - Search And Rescue Satellite Aided Tracking
There are three main types of emergency radio beacons:

ELT - Airborne
EPIRBs - Maritime, and
PLBs - Personal emergency radio beacons for use on land
The COSPAS/SARSAT system was originally planned and developed

for the use of low polar orbit satellites operating at an altitude of ap
proximately 850 to 1,000 km. The system has been in operation since
1980 and up until the end of 1997 was involved in the rescue of 8,600
System diagram showing the signal routing of a distress alert

in the COSPAS/SARSAT system
Cospas SARSAT satellites pick up the
The satellite passes the information

EPIRB to a Local User Terminal (LUT)
D 9 *4 * 4- - T
Ship, aircraft or person in

distress.
Radio beacon (EPIRB) is
activated, either manually or information from the LUT is passed
automatically. ELT to a rescue co-ordination centre
(RCC)via MCC.
The Radio Beacon (EPIRB)
automatically commences
transmissions on 406 Mhz and
4
121,5 Mhz.
Search and Rescue (SAR) forces

directed to the scene of the
emergency, home in on tie 121.5
Mhz frequency (Homing signal
emitted by EPIRB),
SAR

people during 2,600 SAR operations. Since 1996, the countries affili
ated to Cospas/Sarsat have been experimenting with a new system that
employs geo-stationary satellites in the detection of emergency alarms
from Cospas/Sarsat EPIRBs.
The testing and evaluation of this new system was completed in 1998,
and decisions were made to go in for further developments with a view
to improving the ability to receive alarm signals within the Cospas/Sarsat
satellite system.
The Cospas/Sarsat-systems LEOSAR and GEOSAR are described be

low.
The LEOSAR system (Low Earth Orbit SAR satellite system)

The LEOSAR system is based on low polar orbit. The system is based
on the use of the Doppler effect* which occurs between satellite and
emergency radar beacon and which is used to determine the latter’s po
sition.
The carrier wave that is emitted is very stable (its frequency does not
vary), and the position can therefore be calculated with an accuracy
Areas of Coverage of existing Cospas/Sarsat LEOLUTs

12D 1BS
NOTES
LU TS:
I O U A H G IA , A L G E R IA
a A L B A N Y , A U S T R A L IA
3 BU N D A SE R G * A U S TR A L
4 B R A S ILIA , B R A ZE .
5 RECIFE, B R A Z IL
6 C H U R C H ILL. C A N A D A
T B D M O tnO M , C A N A D A
B GOO SE B A Y , C A N A D A
9 SA N TIAG O , C H ILE
10 n iH T A A R E N A 8 £ M L E
II B E IJIN G , C H IN A
12 TO U LO U SE, FR AN C E
13 H O N G K O N G . C H IN A
14 B A N G A LO R E , IN D IA
19 LU C KN O W , W O fA
10 JA K A R T A , IN D O N E S IA
it k e e l u m , rro c
19 YO KO H AM A, JA P A N
1» TA E JO N , KO R E A
20 WELUNQTON, HZ.
SI TFO U SO E, NORW AY
22 LA H O R E, P A K IS TA N
S3 C A LLA O , PERU
24 A R K H A N G E LS K , R U S S ,
25 M O SCO W , R U S S IA
20 N A K H O D K A , R U S S IA
27 N O V O S IB IR S K , R U SS.
21 SW G APO R E
» M A S P A L 0 M A 8 , S P A IN
30 LA S HAM . UK
31 A LA S K A , USA
32 C A LIFO R N IA , U S A
33 G O A It
34 H A W A fl, USA
35 PUERTO R IC O
30 TE X A S , USA
S A TE LLIT E :
A LTIT U D E ISO km
ISO tao 60 0 60 120 1AO ELEVATIO N B d ig

AN G LE
C ospas/S arsat LEO LU Ts - w hite a re a : 406 & 121,5 M H z coverage; grey: only 406 M H z coverage (F eb ru ary 1999)
1 The Doppler effect: COSPAS/SARSAT- satellites are able to measure the variation in frequency that occurs as a result of the relative motion between
satellite and emergency beacon.

List of GEOLUTs within the system

WM aP?----- y.W.•!*X‘fX*!
■\ ; > >s. 'x? •'Sj'S
Table VII §?-GEOSAR Ground k W
Geostationary GEOLUTs* Associated to Geostationary Satellites |
Satellite T renton, Santiago, Bangalore, M aspalom as, Lasham , |
C anada C hile India Spain U nited K ingdom |
GO ES-8 V V
’ . 'U
V
< \ J*' b "b -!
--- , x *' . ..ylvUi* '■
A
’ ’ - X ' 3 y
G O ES-10 V
: A m K t i
> s ^ % > % > ■ X > ,X , 4

• > - -
t l ✓ 4 <
| IN SA T -2A b - A ’ "• V
radius of approx. 2 kilometres. The system uses the aeronautical fre

quency 121.5 MHz and the 406 MHz frequency.
One of the advantages of using a 406 MHz emergency beacon is that it is

possible to programme it to include the ship’s digital identification number
(MMSI) in the message it sends to the satellite. In order to optimise the
Doppler positioning capability, the satellites follow low polar orbits which
result in short up-link times to the satellite, a clear Doppler shift, and
short intervals between the passage of the satellites.
Area of coverage - GEOSAR
M-*
GOES-10 GOES-8 INSAT-2A
(135 W ) (75 W) (WJ)

The 406 MHz emergency beacon is the only one with global coverage.
The reason for this is that the received data transmission from the emer
gency beacon is stored in the satellite and relayed to LEOLUT (Local
User Terminal in the LEOSAR system) when it achieves direct visibil
ity to LEOLUT.
Emergency beacons that operate on the 121.5 MHz frequency do not

achieve global coverage. The satellites function simply as “repeaters”
and require unobstructed visibility to both the emergency beacon and
LEOLUT in order to allow the position to be calculated. If a 121.5 MHz
emergency beacon is activated in the southern Atlantic (South Africa),
the satellite will be unable to provide LEOLUT with the information.
The 121.5 MHz frequency provides approximately 10 times poorer cal
culations of the emergency beacon’s position than the 406 MHz trans
mitter. Emergency beacons that transmit solely on the 121.5 MHz fre
quency are not approved for use in the GMDSS system.
The GEOSAR system (Geostationary SAR satellite system)
The GEOSAR system employs geostationary satellites providing the
possibility of close to real time alarms from a 406 MHz EPIRB. At present
406 MHz repeaters are installed in three geostationary satellites, and in
one satellite which has the status of reserve. There is no Doppler effect
on the up link frequency from EPIRB to geostationary satellite. This
rules out the possibility of calculating the position with the help of the
Doppler effect. In order to utilise the GEOSAR system in the best possi
ble way, 406 MHz EPIRB s will be equipped with a built-in navigation
Combined LEOSAR - GEOSAR operations
COSPAS
SARSAT
GOES-E
IN SAT-2A
& PO SEID0N; 1999. Unauthorised photocopying or reproduction prohibited. 163

receiver, GPS, that provides continuous updated positional data trans

mitted on the 406 MHz frequency in digital format. It is also possible to
connect the 406 MHz EPIRB to the ship’s on-board navigation equip
ment and as the EPIRB releases itself, the last updated position will be
transmitted to the system, GEOSAR operative status also includes 6
GEOLUT stations (Local User Terminals in the GEOSAR system) in 5
countries affiliated to the Cospas/Sarsat MCC network, that implement
the distribution of GEOSAR alarms.
15.4 Facts about COSPAS/SARSAT as of Decem ber 1997

Emergency radio beacons world-wide:
406 MHz: 156.000 units
406 MHz: approx. 200.000 units by the year 2000
LEOLUT (Local User Terminals in the LEOSAR system)

Operational: 36 in 1999
GEOLUT (Local User Terminals in the GEOSAR system)

Operational: 6 in 1999 (Trenton, Canada covers 2 geo-stationary satel
lites)
Space segment - Cospas/Sarsat

LEOSAR: 7 satellites in low polar orbit, orbit time 1 hour 40 minutes.
GEOSAR: 3 satellites in geo-stationary orbit, plus 1 satellite in reserve.
Operations:
Between 1982 and December 1997, the Cospas/Sarsat system provided
assistance in the rescue of 8666 people during 2636 SAR operations.
15.5 The COSPAS/SARSAT Beacon

In principle, the beacon consists of a digital logic unit, a transmitter, an
antenna and a battery unit.
The signals transmitted are digital messages containing the ship’s identity
and nationality.
As internationally agreed, the message from the beacon must be given as
a certain number of figures. This number is known as the MARITIME
MOBILE SERVICE IDENTITY, or the MMSI number.
The same number is also used for:

- DSC (Digital Selective Calling) on VHF/MF/HF including radio telex.
- Inmarsat B/C and M.
- Inmarsat-E EPIRB
You can find more information about MMSI numbers in item 7.5 of the
DSC chapter of this book.

Transmission on 406 MHz:

The beacon transmits bursts of information every 50 seconds, with a
duration of only 0.44 seconds. Radiated power is approximately 5 watts.
Transmission on 121,5 MHz:

The beacon transmits a continuous sweep-tone modulated signal, with
radiated power of about 100 m W. Increased frequency stability and radi
ated power makes the 406 MHz EPIRB up to 10 times as accurate as the
121.5 MHz EPIRB.
15*5.1 Activation of the Beacon

The beacons can be activated in three different ways:
1. Manually.
The seal must be broken, and die switch set to “TRANSMIT” or “ON”.
2. Automatically.
When the release mechanism is submerged into water (2-4 meter),
the beacon will float free, and start to transmit because of conduc
tion between the seawater contacts.
3. Remote activation.
Some beacons are fitted with a remote activation switch, which allows
the beacon to start transmission even when the release mechanism has
not been activated.
EPIRBs
EPIRB, TRON 30 MKII manufactured by

Jotron Electronics A.S.
Float-free bracket FBH3 with built-in heat
Free float activation of EPIRB ing elements to avoid icing in polar areas.

Alternative mounting brackets for Tron 30 S EPIRB
Manual mounting Float free

bracket MB3 bracket FB2

VHF Emergency EPIRB

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Basic concepts of the L-band satellite EPIRB system
15.5*2 Maintenance of the Beacon

The COSPAS/SARSAT system consists of several links. If the distress
alert system is to operate in a distress situation, all links must Sanction
correctly. Therefore, the following general rules must be followed:
1. Check that the EPIRB is placed correctly in the bracket.
2. In the event of mechanical damage (cracks in the poly-carbonate ma
terial), replacement is required.
3. if battery date has expired, replacement is required. (Do not try to
change the battery yourself, as the unit must be kept totally waterproof).
4. Check the marking of the beacon. The ship’s callsign and MMSI
number must be permanently marked on the beacon.

5. The beacon or the releasing mechanism must not be painted over.

Also check the hydrostatic releaser if the releasing mechanism is fit
ted with one. Releaser life is usually 2 years.
And finally, read the instruction manual for your type of equipment.
15.6 VHF em ergency beacons for m anual activation

This type of beacon cannot be automatically released from a vessel in
distress. It must be removed from the container where it is stored, and
started manually. The frequencies in use are the aeronautical frequen
cies 121.5 MHz (civil aviation) and 243 MHz (military aviation). The
beacon transmits a continuous sweeptone, with radiated power of approx.
0.2 watt. Operating time is 48 hours. This type of beacon uses Lithium
type batteries which must be changed every 3-5 years.
15.7 The Inm arsat-E EPIRB

This EPIRB uses the 1.6 GHz or L-Band for transmission of distress
signals via Inmarsat geostationary satellites. The system was tested in
1982-83, and in 1987. The tests resulted in the decision to produce a
“float free” satellite EPIRB for this band.
This type of EPIRB is equivalent to the COSPAS/SARSAT system beacons.
The basic features of the L-Band system are:

- float free satellite EPIRB
- Inmarsat geostationary satellites
- Inmarsat Coast Earth Stations with separate receiver and downlink
equipment
The system range is limited to sea area A3 and the Inmarsat-E EPIRB
can be used by ships sailing in sea area A l, A2 and A3.
NOTE! Ships sailing in sea area A4 must carry a 406 MHz COSPAS-
SARSAT EPIRB.
The EPIRB is able to transmit 20 equal alerts within a period of 10 min

utes. On board a ship, it is possible to update the EPIRB with naviga
tional data from GPS or other navigational receivers. The EPIRB can be
activated both manually and automatically.
When activated, a distress message is transmitted in the following for

mat:
- Ships ID(MMSI number)
- Latitude
- Longitude
- Last update of position
- Nature of distress
- Ships course
- Ships speed
- Activation time or last position update
168 POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited.

Inmarsat-E Distress Alerting
The transmission is repeated several times in a fixed cycle. When the

signals are received by the satellite, they are relayed to the CES and
decoded. Thereafter, the message is routed to the closest RCC or MRCC.
The figure on the previous page shows the basic features of the L-band
EPIRB system. Within its coverage area, the EPIRB makes it possible to
provide identity, position and additional information in approximate real
time. At least one Coast Earth Station is always available for alerting.
See illustration above.
15*8 VHF Emergency Beacon (VHF beacon)

(NOTE! This beacon must not be mistaken for the aeronautical frequency
VHF EPIRB.)
This EPIRB works on the maritime VHF band on channel 70 (156.525

MHz), and uses DSC signalling. It must be combined with a SART (Search
and Rescue Transponder) for localizing purposes. The EPIRB is approved
for sea area A1 instead of satellite EPIRB.
The EPIRB will transmit a standard DSC call with the following infor-
matio n/exceptions:

Nature of distress: EPIRB transmission

Position: Need not to be included/the digit 9 is trans
mined 10 times.
Time: Need not to be included/the digit 8 is trans
mitted 4 times.
Subsequent communication: No information indication/no subsequent
communication will follow.
(Not subject to mass production)
170 © POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited,

CHAPTER 16
SART - SEARCH AND RESCUE TRANSPONDERS

- PO RTABLE VHF TRANSCEIVERS
16.1 Background
The SART is a radar transponder designed for search and rescue opera
tions, helping to localize life rafts and lifeboats after damage at sea or
shipwreck. It is designed to be put on stand-by on the removal of a switch
block, and to automatically respond only when interrogated from a 9
GHz radar (x-band radar or 3 cm radar).
When activated by a radar, the SART transmits 12 swept frequency sig

nals, which are displayed as a line of 12 blips on the radar screen. The
blip line extends over 8 nautical miles outward from SART position, clearly
identifying the survival craft.
16.2 Range performance

A SART mounted 1 meter above sea level will operate correctly when
interrogated by navigational radars with an antenna height of 15 meters,
at a distance of at least 5 nautical miles. When interrogated by airborne
radars with peak power of at least 10 Kw and an altitude of 3000 feet,
the distance is increased to 30 nautical miles.
On board the survival craft, the survivors will receive an audible and
visual signal from the SART, indicating that their SART signals have
been received by an approaching vessel.
NOTE! The distance from which a SART can be activated is dependent

on its height and the height of the interrogating radar. Operating the SART
from inside the liferaft/lifeboat will greatly reduce its effectiveness. Se
cure the SART outside the canopy of the liferaft as high as possible.
Detection range of SART

i SART lying flat on the floor Range 1.8 nautical miles
: SART standing upright on the floor Range 2.5 nautical miles
: Sart floating in the water Range 2.0 nautical miles
16.3 Categories of SART

Radar transponders are grouped into three categories:
A) - SART for fixed installation in lifeboat, raft or own vessel.
B) - Portable SART
C) - SART mounted in release mechanism and/or combined with float-
free EPIRB.

1 6.4 Test procedure

- Set radar range to approx. 10 nautical miles.
- Observe the radar screen.
- Activate the radar transponder by switching to “TEST” position.
- Check the radar display to ensure that 12 or 24 rings are observed.
The transponder responds with a continual tone and the LED indicator
shines continuously.
NB! Depending on the position of the SART and radar, the rings may be
broken in some sectors.
16.5 Specifications
The SART must be designed to conform to all applicable regulations and
standards including IMO performance standards, Radio Regulations,
CCIR Recommendations and IEC standards.
Frequency range: 9200 - 9500 MHz.

Battery capacity: 96 hours in stand-by, and 8 hours in transpond
mode.
Polarization: Horizontal.
Response signal: 12 sweeps.
Output power (EIRP): Not less than 400 mW.
16.6 Labels and marking

The SART must be permanently marked with make, type and serial
number.
The markings must also include operation instructions, battery expiry
date and vessel identification.
Portable SART
on survival craft

SART and frequency response
Nearby S A R T
Radar screen showing frequency response from activated SART.
TRON SART with standard bulkhead mounting bracket

16.7 Portable VHF Transceivers

Portable VHF transceivers are designed to take care of “on-scene” (short
range) communication needs after a shipwreck. GMDSS approved trans
ceivers must comply with IMO Resolution A.605 (15), “Performance
Standards for Survival Craft Two-way VHF radiotelephone apparatus,
with regard to functional requirements and watertightness.”
Requirements;
Ships between 300 and 500 gross tons: 2 pieces.
Ships of 500 gross tons and upwards: 3 pieces.
The obligatory portable VHF’s shall, when not in use for on-board com
munication, be kept in charging brackets on the navigating bridge, and be
kept fully charged at all times.
If the equipment is used for on-board communication, an additional set
of emergency batteries (i.e. Lithium batteries) must be kept fully charged
on the bridge.
The ship’s call sign must be water resistantly marked on the transceiver.
Also all channel numbers must be indicated on the equipment.
Power output: 0.25 - 1.0 watt.
Channels: channel 16 and international simplex channels.
Battery capacity: Approximately 8 hours.
SAILOR SP3110
- portable VHF transceiver
174 <s> POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited,

16*8 VHF Emergency Communication Set

The VHF emergency communication set is a battery operated transceiver
that works on the 121.5 MHz and 123.1 MHz frequencies. The purpose
of this transceiver is to maintain communication with aircraft and vessel
in distress/rescue vessel. 121.5 MHz is the civil aviation emergency fre
quency, whereas 123.1 MHz is a priority frequency used by the rescue
services and participating units in a rescue operation. The transceiver is
mandatory on board passenger ships sailing in international waters in
accordance with specific regulations. The equipment must be waterproof,
easy to operate when wearing a survival suit (gloves) and fulfil certain
other requirements, e.g. with a view to battery capacity and colour.
The Illustration shows a TRO NAir

Output: 50- 200 mW
Frequencies: 121,5 - 123.1 MHz
Battery capacity: Approx. 8 hours with the following ratio 1:1:8, i.e. 1
part transmitting, 1 part receiving and 8 parts on standby.
© POSEIDON, 1999. Unauthorised photocopying cw reproduction prohibited. 175

16.9 EXERCISES:
EPIRB - SART - PORTABLE VHF TRANSCEIVERS
1. What types of EPIRB’s are accepted by IMO as mandatory in the

GMDSS system?
2. Which system uses geostationary satellites?
3. Describe the signal routing of a distress alert in the COSPAS-
SARSAT system?
4. How is position determined in this system?
5. Which frequency does this system use for homing?
6. Which one of the two frequencies gives global coverage?
7. How many satellites are in use in the Cospas/Sarsat system?
8. What kind of information is transmitted from a CO SPAS-
SARSAT beacon?
9. What is an MMS1 number?
10. What GMDSS communication equipment is designed for on
scene communication?
11. What kind of information is transmitted from an Inmarsat-E EPIRB?
12. Describe the signal routing of a distress alert in the Inmarsat-E system.
13. Explain the vital differences between 121.5 MHz and 406 MHz
transmitters in the COSPAS-SARSAT beacon?
14. How many hours of continuous operation is required?
15. How must the EPIRB be placed on board a vessel?
16. What is the satellite-to-earth distance and what is the “round-trip”
time?
17. Describe the maintenance routines for the EPIRB and the
releasing mechanism?
18. Describe the range of the lnmarsat-E EPIRB?
19. What kind of information does the VHF emergency beacon
transmit?
20. Which VHF channel does the VHF emergency beacon use?
21. On which frequency band does the SART operate?
22. What is the average range performance of a SART when activated
by radar?
23. Can the SART be activated by any radar?
24. Describe the test procedures for a SART?
25. Describe the response signal on the radar screen?
26. How long is the SART’s battery life when in stand-by and
transpond mode?
27. Which VHF channels should be available on portable VHF
transceivers?
28. What is the approximate battery life duration of a portable VHF
transceiver?
29. What communication needs is the portable VHF transceiver
designed to take care of?
176 POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited,

CHAPTER 17
POWER SUPPLIES
17*1 Radio batteries
Batteries for use in radio installations on board ships must be of sufficient
quality to sustain environmental stress such as vibrations and tempera
ture changes.
The batteries must also sustain charging and discharging, as well as con
tinuous voltage charging.
17*2 Lead batteries

The most common accumulators are lead batteries. They consist, in prin
ciple, of two specially prepared plates of lead placed in a vessel contain
ing thinned sulphuric acid.
This vessel is called abattery cell, and the two plates of lead constitute a
positive and a negative pole. When the accumulator is charged, the volt
age over the poles is about 2 volts.
Lead battery charges are measured by means of an acid meter. In fully

charged condition, the specific gravity is normally 1.26 - 1.28 at a tem
perature of 20 degrees Celsius. However, the specific gravity varies ac
cording to changes in temperature.
Spec, gravity 1.28 at 20° C corresponds to 1.269 at 35°C

Spec, gravity 1.28 at 20° C corresponds to 1.294 at 0° C
Spec, gravity 1.28 at 20° C corresponds to 1.301 at -10° C
The following table shows the relationship between specific gravity and
capacity (Ah), calculated as a percentage:
Condition Spec.gravity Capacity

Fully charged 1.28 100 %
Nearly fully charged 1.25 75%
Half charged 1.225 50%
Nearly discharged 1.19 25%
17.2*1 Charging and Maintenance

To ensure that the batteries are fully charged, they must be checked regu
larly by means of an acid meter and voltmeter. When the battery is not in
use, cell voltage is between 2,05-2.12 volt. When the voltage reaches a
level of about 2.40 volt, the cells start producing gas vigorously. This gas
is very explosive, and all use of open fire is hazardous. All battery
rooms must therefore be properly ventilated.

The surface of the battery must be cleaned regularly to prevent current

leakage between the cells. The poles must also be protected with non
acid vaseline to ensure good contact. The battery cells must be refilled
regularly with distilled water. Lead batteries require a minimum charging
current in accordance with the following formula:
0.05 x capacity in Ah at 20 hours discharging time
(Ah = ampere hours)
A 200 Ah battery requires a charging current of at least 10 amperes.

Over-charging as well as under-charging is harmful to lead batteries as it
causes increased deposits and sulphating, thus reducing the battery’s ca
pacity and lifetime.
Marine lead batteries have an approximate lifetime of 4 years, depending

on maintenance and quality.
Lead batteries and Ni-Cd (Nickel Cadmium) batteries must not be kept
in the same room as the acid/air gases may mutually neutralize the active
element of the individual battery, thus reducing the capacity and lifetime
of the batteries.
17.2.2 Battery capacity

Batteries of different sizes have different capacities. Large batteries have
larger capacity than smaller batteries. The capacity is indicated by the
numbers of Ampere hours (Ah).
Example:
If we have a battery with a total capacity o f200 Ah, and the radio station
consumes 20 amperes (A), this means that the station can run for 10
hours.
Batteries coupled in series will increase their total voltage, but their ca
pacity will remain the same.
Example:
When two 12 volt batteries with an individual capacity of 100 Ah are
coupled in series, the result will be a battery with a total voltage of 24
volts, and a total capacity of 100 Ah.
Parallel coupled batteries will keep voltage at the same level, but capac
ity will increase.
Example:
When two 12 volt batteries with an individual capacity of 100 Ah are
coupled in parallel, the result will be a total voltage of 12 volt, and a total
capacity o f200 Ah,
178 <£ POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited.

17.2.3 Stationary lead batteries

Larger battery banks are often built up with stationary lead batteries. The
total capacity may be as much as 2000 - 3000 Ah. Charging and mainte
nance must be carried out according to the manufacturer’s specifica
tions. Approximate lifetime is 8-10 years. The specific gravity of station
ary lead batteries when fully charged is 1.24.
17.3 Ni-Fe batteries

Ni-Fe (Nickel-Iron) batteries have positive plates of nickel and negative
plates of iron.
The electrolyte consists of thinned calcium lye. The voltage per cell is
approx. 1.4 volts, and the average voltage during discharge is 1.2 volts.
The voltage drops quite evenly during discharge, and the charge can be
measured with a voltmeter. The specific gravity of the lye remains almost
unchanged. When charged, the voltage per cell increases from 1.4 volt to
approx. 1.8 volt.
17.4 Ni-Cd batteries

The Ni-Cd (Nickel-Cadmium) accumulator is another type of lye accu
mulator, in which the negative plate is made of cadmium salt instead of
iron. This type of battery is also used as a power supply for ship radio
stations. The charging conditions can not be determined by means of an
acid meter, because the density of the lye is normally 1.17- 1.19 both in
charged and discharged condition. However, the charge can be checked
by measuring its voltage with a voltmeter.
17.4.1 Charging
A fully charged Ni-Cd battery relies on the charging current conforming
to the capacity of the battery, and that the charger can supply at least 32
volts for a 24 volt installation (20 cells), and 64 volts for a 48 volt instal
lation (40 cells).
As a general rule, the charging current must be at least 0.05 x capacity in
Ah (ampere hours).
Ni-Cd batteries are normally not damaged by overcharging or under

charging.
17.4.2 Battery control

In order to be able to decide whether or not a Ni-Cd battery needs charg
ing, the voltage between the cells must be measured. The time spent
before the battery voltage reaches 1.6 -1.7 volts per cell clearly indicates
the charging condition of the battery.
Normally a fully charged Ni-Cd battery has a cell voltage of 1.6 - 1.7
volts. In the course of 10 - 15 minutes, a clear “whistling sound” should
be heard, indicating that gassing is taking place. If this does not occur,
the charging should continue. When the charging is turned off, the cell
voltage will decrease to 1.36 volts after an hour or two.
© POSEIDON, 1999, Urtaulhorised photooopying or reproduction prohibited, 179

When the battery is coupled or in use, the voltage drops to 1.2 volts per
cell. The voltage remains constant until 80% of the battery capacity has
been used. In order to accurately check a Ni-Cd battery, it is necessary to
use a reliable voltmeter with a measuring range of 2.5 volts at full deflec
tion.
When properly maintained, Ni-Cd batteries have an approx, life span of

15 years.
17.5 UPS (Uninterrupted Power Supply)

UPS may be used as a reserve energy source for single items of equip
ment or for entire installations, provided that the capacity requirements
are met. Otherwise, the same requirements as for ordinary radio batteries
apply to charging, maintenance and the inspection of charging condition.
"O N LIN E " u n in te rru p te d p o w e r su p p ly
MAINS AC/DC DC HF DC/DC DC TO LOAD

220 VAC RECTIFIER CONVERTER
DC
CHARGING BATTERY
RECTIFIER SUPPLY
The Concept of the “ON-LINE” UPS

The DC/AC invertor is the main source of power. It runs continuously,
and independently of the mains. In this unit, the mains voltage (220 VAC)
is rectified (24VDC) by the AC/DC rectifier. The built in battery is also
kept fully charged at the same time. In the event of a power cut, the
battery bank will supply power to the DC/AC invertor, and thus protect
the load from power loss. A correctly designed ON-LINE UPS protects
connected equipment from loss of net power, transient voltages, genera
tor noise and net frequency variation.

17.6 Capacity requirements

The following requirements apply to the operation time of reserve sources
of energy.
- On ships with an emergency energy source that meets capacity require
ments: 1 hour.
- On ships without an emergency energy source, or with an emergency
energy source which does not meet the capacity requirements: 6 hours.
Capacity requirements are calculated on the basis of the radio equip

ment’s average consumption, i.e. the sum total of use in transmitting-
mode and stand-by mode, divided by 2. Emergency lights, independent
receivers and other loads are added to this sum.
As a general rule, the capacity of ordinary lead batteries is given for a

discharging time of 20 hours.
- The capacity at 6 hours discharge time is approx. 80% of the capacity at
20 hours discharge time.
- The capacity at 1 hour discharge time is approx. 50% of the capacity at
20 hours discharge time.
Different types of batteries
Stationary lead battery
Lead battery from Anker Sonnak

Ni-Cd battery cells

1 7 * 7 EXERCISES - POWER SUPPLIES
1. What kind of batteries are most commonly used in radio installations?

2. How is a lead battery built up?
3. How do we measure the charge state of lead batteries?
4. How does the battery capacity vary according to temperature?
5. Why is the use of open fire hazardous in battery rooms?
6. Why is it important to keep batteries clean and dry?
7. Why is over-charging/under-charging harmful to lead batteries?
8. What is the average life time of a lead battery compared to Ni-Cd
battery?
9. Should lead batteries and Ni-Cd batteries be located in the same bat
tery room?
10. Why is it not possible to measure the charging condition of a Ni-Cd
battery with an acid meter?
11. What kind of electrolyte is present in a Ni-Cd battery?
12. How many battery cells does a 24 volt Ni-Cd battery consist of ?
13. And how many cells does an equivalent lead battery consist of ?
14. Explain how to determine the charging condition of a Ni-Cd battery?
15. What is an UPS?
16. A station consumes a total of 15 amperes, and the capacity require
ment is 6 hours discharging time. Calculate the capacity in Ah (Am
pere hours).
17. What is the capacity requirement in hours for ships with emergency
energy sources?
18. Explain the difference between serial and parallel coupling of batter
ies?
19. The batteries need to be refilled from time to time. What sort of
liquid must be used?
20. Who is responsible for the reserve energy source (radio batteries) on
board a ship?


CHAPTER 18
MARITIME MOBILE TRAFFIC CHARGES

18*1 Radio telephone calls
The definition of a radiotelephone call is a call:
- from a ship station via a coast station to a telephone subscriber con
nected to a public telephone network ashore. (PSTN - Public Switched
Telephone Network).
- between two ship stations directly, or via one or more
coast stations.
18*2 Charges for radio telephone calls

The charge for radio telephone calls consists of:
a) Coast charge/land station charge - the charge for using the coast sta
tion involved in handling the traffic.
b) Land line charge - the charge from the coast station to the subscriber.
c) Charge for special services - like personal calls, collect calls, directory
inquiries etc.
The coast charges differ with regard to the type of radio communication
equipment in use, such as VHF, MF and HF.
18*2.1 Conversion rate:

1 SDR =3.061 Gfr.
The charges for the different coast stations can be found in the ITU pub
lication “List of Coast Stations”,part IV.
The charges are quoted in SDR (Special Drawing Rights), or Gfr. (Gold
Franc). SDR’s are convertible to all currencies by using the current rate
between SDR and the currencies. This rate is fixed on a daily basis and is
announced together with the exchange rate of other currencies.
In the following passage, we will study some examples to find out how
the different charges are calculated:
E xam ple I:
A radio telephone call from the “Berge Master”/LAN02, to a subscriber
in Hamburg Germany, lasting 6 minutes. The call has taken place on HF
via Nordeich Radio, Germany.
Charges:
You will find the charge for HF radiotelephone calls in Part IV of the
“List of Coast Stations”:
Calculation:
Land station charge =3.0 SDR/min x 6 min =18.00 SDR
Land line charge =0.36 SDR/min x 6 min =02.16 SDR
TOTAL =20.16 SDR
© P O S EID O N , 1999. Unauthorised photocopying or reprodoclion prohibited. 185

Example II:
A radiotelephone call from the “Berge Master 7LANO 2 to a subscriber
in the U.K., lasting 6 minutes. The call has taken place on HF via
Portishead Radio U.K. on a Sunday at 1225 local HF time (reduced rate).
Calculation:
Land station charge = 11.61 Fr/m inx6m in = 69.66 Fr
Land line charge = NO CHARGE = 0.00 Fr
TOTAL = 69.66 Fr
18.3 Radiotclegrams
Radiotelegrams are handed in at, or addressed to, a ship station, and are
fully or partly sent via maritime mobile service radio communications.
Radiotelegrams can be transmitted by telephony, telegraphy or by radio
telex.
Radiotelegram charges are composed of:
a) Basic charge (fixed charge) per telegram.
b) Coast charge - the charge for the coast station involved.
c) Land line charge -the charge from coast station to destination.
The charges can be found in the “List of Coast Stations”, and are nor
mally quoted in SDR.
A radiotelegram is charged per word, counted from the addressee to the
signature. Words not exceeding ten characters are counted as one charge
able word, while words exceeding ten characters are counted at a rate of
one chargeable word for each ten characters or part thereof.
Example III:
A radiotelegram from the “Berge Master’7LAN02, to “Ship’s Supplies,
London”, sent via Portishead Radio by telephony:
Radiotelegram form from Telenorto illustrate Example III
186 © POSEIDON, 1999, Unauthorised photocopying or re production prohibited.

Calculation:
You will find the charges for the radiotelegram in the "List of Coast Sta
tions”.
Remember that charge rates are arrived at by counting each word from
the addressee to the signature, regardless of whether the radiotelegram is
sent by VHF, MF or HF telephony, telegraphy or radio telex.
Coast stn. charge = 20 words x 4.62 fr/word = 92.40 Fr

Land line charge = NO CHARGE = 0.00 Fr
TOTAL = 92.40 F r
Example IV:
A radiotelegram from the “Berge Master”/LAN02 to addressee “Petrotex
Rotterdam” sent via Nordeich Radio in Germany.
Radiotelegram Form from Telenor to illustrate Example IV
! i £ \ £ * &<1 i
' ' *
4 * i i « * £ 2*<?V * ? d V * V i* a - yt «*•a fr :• •- * 7
M t * * M M * 14 111* ^ r j A: n M *
* M fcJ
UMV *Mr
^ in t t r U ;s?:t«***MMM
A MM 4
M H**
I* : M h |L+
m m *M * * M *
P.J I
•**+1
&H k 4
4VifA v i«lM l MM *MMMl MMMMMWiJtil
4*4*
StflllileftiUt
ZriHfli+jMtHM kMfM
* MMM'MdM
M *
< M *» 4 V
4M MM
+ <j v-c y
; •* v 4 *i *
1m***m44l 14
©4 e M
» *
*,l***f*M*Ml*inMh*MM*,*MT
r ^ (m £ * » « « S t W t i " i T r r p ^ y
• ■ fe
* - i * * •.:
t l H
A # 4 +*M ■ r * *1» iiuisrJiarsr!
BERGE MASTER / LAN02 »■ t ■ W* • . . I
K’J t V t o ¥ d c # * 4 f c # 9 ’i " 3 . 8 0
M
i. ” "j CnLTJtn^ 3411/jl. t K i'T j^ JlC AA13
:M l ] 12 26_ 1005 NOOl 1 8 . 0 4 ...............

nH ?
*
[L-ttti&
IkJU eXCH i 2tr 55&K.
. < J?-
S. • b o i i . f d i u ! r T r^ T
2 1 . I T r S D R * Jf
* ss
AdnsjAurudfiwW.'taMr*:**V«£iTW
9v
P E T R O T E E
f■?*!<
6t 1-<
AiIFfc* t4 a•itQfc \>j i iJW(4iiliiW A i
ROTTERDAM :l *
a
4t
Ttf'S'iKj T*«x |T-rf JlinNt *»If
I4
0§
ft 4
DUE ROUGH HEATHER NEW ETA 2 7 1 2 0 0 L T PLEASE INFORM PILOT P '
r I
Ml
4•*
A!
>
f in:
*m<Si
MASTER SIS
51H
?*«!
«•<*,■***-3 rt* i* T îr^h F rra ^F tta rfl r?p

BERGS MASTER / LAN02
fnpt4mmui4nSimuuiaau!t}hh|i;:i:n^:h;
SidE*i¥aSfi*ici^l5,2d
Calculation:
With reference to the “List of Coast Stations”, the charges will be as
follows:
Coast stn. charge =10 words x 0.38 SDR/word =3.80 SDR
Land line charge =Per block =18.04SDR
TOTAL = 21.84 SDR
Block= 20 words of max. 10 letters. The address is free of charge.

18.3.1 Telephoning a radiotelegram

When connection with a coast station has been established on a working
channel, the telegram shall be sent in the
following way:
From( ships name and call sign)

Number(radiotelegram number)
Number of words
Date
Time
AAIC(accounting code)
Addressee
Text
Signature (if applicable)
If the radiotelegram is received by the coast station, it will be acknowl

edged in the following way:
Berge Master
this is
Nordeich Radio
Your telegram number 2 is received.
18.3.2 Storage off Telegrams and Copies

All copies of radiotelegrams that have been sent and received shall be
stored safely on board for a period of 6 months. Radiotelegrams older
than 6 months may be discarded in a suitable manner. If the vessel is sold
to a foreign country, laid up, or condemned, the telegram archives must
be sent to the telecom administration.
18.4 Keeping a Radio Log

The radio log, as required by the SOLAS Convention, must be kept to
gether with the radio and must be written in accordance with the details
required by the Radio Regulations and guidelines.
All traffic concerning distress, urgency and safety correspondence is of

vital importance.
18.5 Radio telex on the MF and HF bands

Telex messages are charged in the same way whether they are sent via
Maritex or other coast stations.
Example V:
A radio telex message from the “Berge Master2’7LAN02, to a telex
subscriber in London, via Portishead Radio U.K., transmitted on the
12 MHz band, duration 4.3 minutes.
With reference to the “List of Coast Stations”, part IV:
188 © POSEIDON, 1999. Uraulhorised photocopying or reproduction prohibited.

Calculation:
Land station charge = 4.3 min x 10.40 Fr 44.72 Fr
Land line charge 00.00 Fr
TOTAL 44.72 Fr
Note: Remember the conversion rate for SDR to Gfr.
Example VI:
A radio telex message from the «Berge M aster »/LAN02, to a telex sub
scriber in Rotterdam via Scheveningen Radio on HF, duration 4 minutes.
With reference to the «List of Coast Stations)) part IV:
Calculation:
Land station charge = 4 min x 2.51 SDR/min = 10.04 SDR
Land line charge = 4 min x 0,06 SDR/min = 0.24 SDR
TOTAL = 10.28 SDR
18 .6 Telephone and telex via Inm arsat-A/B

Telephone calls and telex messages transmitted via Inmarsat-A, are
charged in periods of 6 seconds. (1 period = 6 seconds = 0.1 minute).
Below, a table of charges is shown for both telephone and telex messages
via EIK LES, Norway. When using two-digit code (37 prefix) instead of
the code for an automatic call (00), a short telex message containing the
duration and call charges relating to the call will be received from the
LES. Bear in mind that this service is not free of charge!
As a result of co-operation between the Norwegian Telecom, British

Telecom and the Singapore Telecom, vessels from these countries are
charged the same fees for all four ocean regions, when the traffic is routed
via EIK, GOONHILLY or SINGAPORE LES.
Example VII:
A telephone call from “Berge Master”/LAN02 via EIK LES to a sub
scriber in London using Inmarsat-A, duration 4 minutes and 42 seconds.
The charged duration will be 4.7 minutes( peak period)
Calculation:
S-U .S. dollars
$6.55/min x 4.7 min = $30.78
Example VIII:
A telex message from the same vessel via Singapore LES to a telex
subscriber in London using Inmarsat-A, duration 5.3 minutes.
Calculation:
$3.80/min x 5.3 min = $20.14

Land line charges from Singapore to UK are not calculated because the
traffic is routed via Singapore LES. If another LES in the Pacific ocean
region had been used, land line charges would have been added to the
sum.
Charges via EIK CES Norway (per 1.02.98)
Inmarsat system UTC time Band 0 Band 1 Band 2 Band 3 Band 4
Inmarsat-A-Ship
to shore
Voice/fax/data Peak $6.55 $6.90 $7.20 $7.65 $9.60
Voice/fax/data Off-peak $4.20 $4.50 $4.60 $5.20 $6.90
Telex Anytime $3.80 $4.05 $5.15 $5.15 $6.00
Inmarsat-B-Ship
to shore
Voice/fax/data Off peak $3.65 $3.65 $3.95 $4.30 $5.40
Telex Anytime $3.35 $3.75 $4.95 $4.95 $5.40
Inm arsat-M-s hip

to shore
Voice/fax/data Off peak $3.50 $3.50 $3.65 $4.00 $5.15
Inmarsat-C-ship
to shore (per 256 bit)
Telex/fax/data(l addr.) Anytime $0.23 $0.24 $0.31 $0.31 $0.38
Telex/fax/data(2 addr.) Anytime $0.03 $0.04 $0.11 $0.11 $0.18
NOTES: UTC tlme(GMT)
Band description: AOR/IOR: Peak 0531-1930

Band 0: Europe and Singapore Off-peak 1931-0530
Band 1: USA and Canada POR: Peak 2001-1000
Band 2: Australia,China,Hong Kong, Off-peak 1001-2000
Indonesia,Japan,Korea-South
Malaysia,NewZealand,
Philipp i nes,Taiwan, Th ai land.
Band 3: Argentina,Bahrain,Brazil,Chile,
Colombia,Iran,Israel,Egypt,
Kuwait,South Africa,Oman,
Panama, Peru,Saudi Arabia,UAE.
Band 4: Detailinformationonrequest.
190 © POSEIDON, 199&, Unauthorised photocopying or reproduction prohibited.

18*7 Inmarsat-C Charges

Inmarsat-C system charges are largely based on two main elements plus
AA surcharge (Accounting Authority/Billing Entity, adding charges for
administration service).
a) Service charge - charge for the means of communication in use, also
including the use of Inmarsat space segments.
b) Land line charge - the charge for transmitting the message via the
national/intemational telecom network to the destination.
c) AA surcharge.
The LES (land earth stations) generally applies a SERVICE CHARGE

for a store and forward telex per kilobit, or quarter of a kilobit.
1 kilobit - 1024 bits

1/4 kilobit = 256 bits
On board the ship, the size of the message is given on the Inmarsat-C
screen as a number of bits or as a number of characters/bytes.
The different units are defined as such:

1 character = 1 byte = 8 bits.
1 kilobit = 1024 bits = 128 bytes/characters.
To find out which method of calculation a LES is using, one must con
tact the LES Customer Service Point. (Ref. Inmarsat-C User“s Manual).
Example IX:
A standard 7 bits telex message store-and-forward to Norway via Eik
LES, consisting o f400 characters.
Eik LES is charging per quarter of a kilobit (256 bits).

The charge is $0.23 per unit.
Conversion formula:
Charging blocks = number of characters x bits per char.
256
Note: The number of blocks must be rounded off to the next whole
number.
Calculation:
400 characters x 8 = 12.5, round off to 13
256
Charge = $ 0.23 x 13 = $2.99
The same message sent as 5 bit packed Baudot:
© POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited 191

400 characters x 5 =7.81, raised to 8

256
charge = $ 0.23 x 8 = $ 1.84
When routing a message to a destination outside the LES ’ country, land

line charge will be added.
List of Coast Stations, part IV.

Charges for United Kingdom and Germany
NB: The charges shown on pages 190-192 have not been updated in accordance with the latest version of the “List o f Coast Stations”
and are intended for training purposes only,
United Kingdom
A.J Accounting authority: British Telecom Telecommunications Pic, PP300. Barbican Computer Centre, 26/28
Glasshouse Yard, London EC1A4JY (United Kingdom).
A^ Accounting authority: Harbour Office Accounts, Jersey, Channel Islands (United Kingdom),
B Radiotelegrams (per word)

1. Land station charge: 4.62 fr.
2. Landtine charge
United Kingdom : the landtine charge is included in the land station charge.
G Radiotelex calls
Manual operation (minimum 3 min.)
Automatic operation (minimum 6 seconds)
la . Land station charge
MF: 9,70 fr/min.
HF: 10,40 frJmin,
lb , Multi-address store and forward (automatic only) to the United Kingdom per delivered address
MF: 10.67 fr./min, (first address)
4.88 fr./mtn. (subsequent address)
HF. 11.44 fr./min. (first address)
4.88 fr/min, (subsequent address)
2, Landline charge
United Kingdom: the landtine charge is included in the land station charge.
H Radiotelephone calls (minimum 3 min.)

1a, Land station charge
MF: 8,46 fr./min.
HF: 14.31 fr./min.
VHF: 7.37 fr./min
1b From 2400 h on Friday to 2359 on Sunday, to the United Kingdom
HF: 11.61 fr./min.
2 Landline charge
United Kingdom: the landline charge is included in the land station charge.
M Radiotelex letters (RTL) (minimum 1 min.)

Admitted in the ship-to-shore direction only,
1 Land station charge: see note G.
2. Additional postal charge
Ail destinations; 4.82 fr. per RTL

Germany
A Accounting authority: Forschungs- und Technologiezentrum (FTZ), Bureau de Compatibilit§ Internationale,
64276 Darmstadt, Postfacti 100003 (Federal Republic of Germany).
B Radiotelegrams
1. Land station charge; 0,38 SDR per word.
2. Landline charge (per block*)
a) Germany
i) First block: 9,02 SDR
II) Additional block: 9.02 SDR
b) Europe including Armenia, Azerbaijan, Belarus, Cyprus, Georgia, Greenland, Kazakhstan, Kyrgystan,
Libya, Morocoo, Uzbekistan, Russia, Tajikistan, Tunisia, Turkmenistan and Ukraine,
i) First block 18.04 SDR
ii) Additional block: 13,53 SDR
c) Other countries
i) FirstblocK 22.55 SDR
ii) Additional block: 18,04 SDR
3. Surcharges
a) Express delivery by messenger within Germany: on request,
b) Urgent transmission outside Germany: 11.28 SDR per block
c) De luxe radiotefegram: 0,90 SDR,
* A block consists of 20 words with a maximum of 10 letters each. The address is free of charge.
C Radiomaritime letters = SLT = for delivery in Europe only (including onward postal charges): 8.82 SDR for
a minimum of 22 words. For each additional word: 0.38 SDR.
G Radiotelex calls
Manual operation (minimum 3 min.)
Automatic operation (minimum 6 seconds)
1. Land station charge: 2.24 SDR/min.
2 Landline charge
Germany: 0.23 SDR/min.

1 Land station charge
MF: 1,43 SDR/min.
HF: 3 - SDR/min.
VHF: 0.81 SDR/min,
2 Lardline charge
Germany: 0.36 SDR/min.
K The charge for a one-minute transmission of QTG signals is 2.70 SDR.
L Radioteiegrams and radiomaritime letters = SLT - transmitted via the telegram centre of NORDDEICH
RADIO (v. note 2 of Part Ml). In addition to the charges for a radiotelex call to Germany, the following
charges are applied.
t .For radioteiegrams: landline charge applicable in the relation concerned (v. note B).
2 For radiomaritime letters = SLT fixed charge of 2.24 SDR per SLT.

List of Coast Stations, part IV.

Charges for Australia and South Africa
Australia
A Accounting authority: Telstra Mobile Satellite & Radio Services,( P.0 Box 260, Auburn, N.S.W. 2214
(Australia)
TF: +61 2 311 1302
TLX: 71 22432 MARCSC
FAX: +61 2 311 3846
B Radiotefegrams
1 Lard station charge (binary system):
270 SDR per radiotelegram (operator handling fee)
0 80 SDR per word (min. 7 words).
2. Landline charge
a) Australia; the landline charge is included in the land station charge
b) Other destinations: 0.50 SDR/per word
3, Surcharges
Registered telegraphic address code for delivery by telex, telephone or facsimile: 26.- SDR per year
G Radiotelex calls (per block of 6 seconds)

1. Land station charge
a) Full rate (2GOQ-1400h UTC); 1.60 SDR/min.
b) Reduced rate (1400-2000 h UTC): 1.40 SDR/min.
2. Landline charge
a) Australia; the landline charge is included in the land station charge.
b) Other destinations: 0.95 SDR/min
3) Surcharges
Operator booking/handling fee (manual operation only): 2.20 SDR per call
H Radiotelephone calls
MF/HF:
- Automatic and manual operation (Australia and Mew Zealand): 1.80 SDR/min.
VHF:
- Automatic and manual operation (Australia and New Zealand): 0.90 SDR/min.
- 2000-0600 h (local time): 0 65 SDR/min (Automatic operation only).
- Ship-toship extended range (automatic operation); 0.50 SDR/per min.
- Weatherfax (automatic operation only): 0.90 SDR/per min.
South Africa
A Accounting authority: The Control Accountancy Officer, International Accounts (1C11D), Private Bag 6064,
Port Elizabeth, 6000 (South Africa)
B Radiotelegrams (per word)

1 Land station charge: 1.25 fr
2. Landline charge
South Africa, Bophuthatswana, Ciskei, Namibia, Transkei and Venda: the lardline charge is included in
the land station charge.
G Radiotelex calls (minimum 3 min.)

1 Land station charge: 7.72 fr./min.
2. Landline charge:
South Africa, Bophuthatswana, Ciskei, Namibia, Transkei and Venda: the landline charge is included in
the land station charge

MF: 2.52fr./min.
HF: 4.37 fr./min
VHF: 1.71 fr./min.
2. Landline charge
South Africa, Bophuthatswana, Ciskei, Namibia, Transkei and Venda: 0.17 fr./min.
3 Surcharges
Personal calls: no surcharge is levied for calls with subscribers in South Africa, Bophuthatswana, Ciskei,
Namibia, Transkei and Venda,

18*8 EXERCISES - CHARGES
1. Calculate the cost of a 9 minute radiotelephone call on HF via Perth

Radio, Australia, to a subscriber in Perth.
2. With reference to the question above, calculate the same radiotel

ephone call using VHF communication, made at 1015 local time.
3. Calculate a 2 minute radiotelephone call made on MF, via Lands

End Radio, United Kingdom, to a subscriber in London.
4. Calculate a 10 minute radiotelephone call on HF via Cape Town

Radio, South Africa, to a subscriber in Port Elizabeth.
5. Calculate the cost of a 15 word long radiotelegram sent by radiote

lephony via Cape Town Radio, to a shipping agent in Cape Town.
6. Calculate the cost of a 12 word long radiotelegram sent by radiote

lephony via Nordeich Radio, Germany to your shipping agent in Ham
burg.
7. Calculate the cost of a 4 minute (automatic operation) radio telex

call via Nordeich Radio, Germany to a subscriber in Hamburg.
8. Calculate the cost of a radiotelephone call via EIK CES, using

Inmarsat B, to a subscriber in Denmark. The duration of the call is 3
minutes and 42 seconds. Ship’s time is 2300 UTC.
9. C ale u late a standard store -and- forward 7 b its te lex me ssag e cons ist-
ing of 500 characters and transmitted via EIK LES to a subscriber in
the USA.
10. With reference to the question above, calculate the message when
transmitted as 5 bit packed Baudot.
© P O S EID O N , 1999, Unauthorised photocopying or reproduction prohibited, 195


CHAPTER 19
FALSE ALERTS IN THE GMDSS

19.1 GENERAL INFORMATION
Anyone who has studied the GMDSS system knows that it is based on a
small number of specific tunctions that a ship must be able to perform
when trading in any Sea Area.
The GMDSS is fully automatic, eliminating the need for manual
watchkeeping, and is used for distress communications as well as for
general communication.
It is important that every single distress transmission initiated at sea be
heard and taken care of, primarily by shore based facilities (MRCC, RCC).
The GMDSS system has been in operation for several years already, and
it has been proven that all distress calls are heard ashore at MRCC and
RCC.
Statistics show that, depending on what kind of communications are
employed, between 75 and 100 per cent of these distress calls are false
alarms or inadvertent transmissions.
The rate of false alerts and inadvertent distress calls has become a major
problem in the GMDSS system and could, if nothing is done to stem the
flow, develop into a catastrophe for the GMDSS.
The key to the eradication of false alarms lies in the hands of GMDSS
radio operators.
All experts that have examined the problem of false or inadvertent alarms
agree that factors outside the mariners control contribute towards esca
lating the problem.
These factors are primarily naive equipment design and a lack of proper
training among radio operators.
Most false alarms are due to inadvertent misuse of radio equipment.
Below you will find examples of some major areas of concern.
19*2 INMARSAT-C
When operating an Inmarsat-C terminal it is very easy to send a distress
alert by means of the software resident on some terminals.
Activating the “DISTRESS MENU” for such an elementary task as to
familiarize oneself with the equipment/software, can actually activate
an inadvertent distress alert if the operator does not exit this particular
menu in the correct manner.
The alarm will then be sent automatically.
Another cause of false alarms may occur when an operator is distracted
or called away during a PVT (Performance Verification Test).
Towards the end of the PVT, the operator is asked by the CES to manu
ally “Activate distress as part of PVT test”.
This alert, activated during a PVT, is recognized by the CES as a test call
and not passed through to the MRCC/RCC.

In such cases, the operator must send the distress signal within a certain
period of time, if not, the equipment itself will automatically send this
distress alert and finish the test.
When the operator returns to the terminal he will find a message on the
printer asking him to press the distress alert as part of the PVT test. If he
does this, a real distress alert will then be transmitted and the CES will
pass the message through to the MRCC/RCC, whereupon the appropri
ate distress alert action will be initiated by the shore based facilities.
19.3 EP1RB;
The simple fact that an EPIRB needs cleaning tfom time to time can
cause a false or inadvertent distress alert.
The mariner removes the EPIRB from the housing to clean it with soapy
water, holding the EPIRB with the “heavy” end down. A distress alert
will now be generated as the seawater contacts are armed.
The alarm will be passed through the appropriate satellite system and
finally acted upon by the MRCC/RCC.
19.4 DSC:
In one incident, a DSC call located in the North Sea, generated over 100
subsequent DSC calls from other ships.
Most of these subsequent DSC transmissions came from ships relaying
the received DSC distress message. The ship that transmitted the origi
nal DSC alert message ended up relaying its own message a few min
utes later. Incredible!
According to standard procedure, only coast stations shall give acknowl
edgements by DSC (main rule).
Ships shall prepare for subsequent communication on the appropriate
communication channel/frequency assigned for distress and safety pur
poses, and give acknowledgement of receipt of the distress alert on these
frequencies.
The maritime establishment is now fighting this problem by means of

several different strategies. One of these concerns the design of GMDSS
equipment; a second, the proper education and training of users; and a
third, measures to enhance the MRCC/RCC’s ability to identify distress
alerts and thereby ascertain whether they are genuine or not.
A GMDSS radio operator must be made aware of the fact that he can
trigger off a false or inadvertent distress alert.
GMDSS instructors are urged to obtain case studies on procedures to be

followed by mariners if they do trigger off a false alarm.
IMO has begun work on reducing the level of false alarms from GMDSS
equipment.
In May 1995, the Maritime Safety Committee (MSC) approved a draft
198 © POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited

assembly recommendation on guidelines for avoiding false alerts.

The contents of this recommendation are presented in IMO COM/Circ.
127 - “Guidelines for avoiding false distress alerts”
Extracts from IMO COM/Circ are presented on the following pages.
19.5 GUIDELINES FOR AVOIDING FALSE DISTRESS ALERTS
1. Administrations should:
.1 inform shipowners and seafarers about the implications of
the rising number of false distress alerts;
.2 make important provisions for ships to properly register all

GMDSS equipment, and ensure that this registration data is
readily available to RCCs;
.3 consider establishing and using national violation enforce

ment measures to prosecute those who:
.3.1 inadvertently transmit a false distress alert without proper

cancellation, or who fail to respond to a distress alert due
to misuse or negligence;
.3.2 repeatedly transmit false distress alerts; and
.3.3 deliberately transmit false distress alerts;
.4 use the International Telecommunication Union violation re

porting process for false distress alerts, or for failure to re
spond to distress alerts relayed from shore-to-ship;
.5 ensure that all relevant ship personnel know how GMDSS

equipment operates, the importance of avoiding false dis
tress alerts, the necessary steps to be taken to prevent trans
mitting false distress alerts and the procedures to be followed
when a false distress alert has been transmitted;
.6 inform type-approval authorities of false distress alert prob

lems in order to draw their attention to the testing and alert
ing functions of radio equipment during type approval proc
ess;
.7 urge companies installing radio equipment to train relevant

ship personnel to ensure that they are familiar with the op
eration of the installed equipment;
.8 investigate the cause when a specific model of GMDSS

equipment repeatedly transmits unwanted distress alerts and
inform appropriate organizations accordingly;
.9 ensure that surveyors and inspectors are informed about
© POSEIDON, 1999. Unauthorised photooopying or reproduction prohibited 199

GMDSS equipment, and particularly how to operate and test

it without transmitting a false distress alert; and
.10 require that GMDSS radio operators be appropriately cer

tificated.
2. Manufacturers, suppliers and installers should:

.1 design equipment for distress alerting so that:
.1.1 it will not be possible to transmit a distress alert uninten

tionally;
. 1.2 the panel for emergency operation is separated from the

one for normal operation and is partially fitted with a
cover, and switches on the panel are clearly classified by
colouring; and
. 1.3 there are standardized arrangements of operation panels

and operational procedures;
.2 designtestfeaturessothatthetestingof GMD SS equipment

will not result in the transmission of false distress alerts;
.3 ensure that any distress alert activation is indicated visually

or acoustically, or both and shows that the equipment is trans
mitting a distress alert, until manually deactivated;
.4 ensure that the satellite EPIRB position on board, installa

tions (including release and activation mechanisms) and han
dling procedures preclude unwanted activation (designing
the EPIRB so that when it is out of its bracket it must also be
immersed in water to activate automatically. When operated
manually a two-step activation action is required);
.5 provide clear and precise operational instructions that are

easy to understand (maintenance and operational instructions
should be separated, and should be delivered in English and
any other language deemed necessary);
.6 ensure that when any GMDSS equipment has been installed,

necessary instructions are given to appropriate ship person
nel, specifically pointing out the operational procedures (a
record should be kept that such instructions have been given);
and
.7 ensure that supplier and installation personnel understand

how the GMDSS works, and the consequences of transmit
ting a false distress alert.
200 © POSEIDON, 1999. Unaulhoris&d photocopying of reproduction prohibited.

3. Trainers and educators should:

. 1 ensure that maritime education centres are informed about
and teach students the problems concerning false distress
alerts, the implications these have on SAR, the GMDSS,
etc., and the procedures to be followed if a false distress
alert is transmitted;
.2 obtain and use actual case histories as examples when teach

ing;
.3 emphasize the need to avoid false distress alerts in all mari

time training and education; and
.4 ensurethatnoinadvertenttransmissionoffalsedistressalert
occurs when training on GMDSS equipment.
4. Companies, Masters and seafarers should, as appropriate:

.1 ensure that all GMDSS certificated personnel responsible
for sending a distress alert have been instructed and are
competent to operate the particular radio equipment of the
ship;
,2 ensure that the person or persons responsible for communi

cations during distress incidents give necessary instructions
and information to all crew members who should know how
to use GMDSS equipment to send a distress alert;
.3 ensure that during each abandon ship drill, instruction is given

on how emergency equipment should be used to provide
GMDSS functions;
.4 ensure that GMDSS equipment testing is only undertaken

under the supervision of the person responsible for commu
nications during distress incidents;
.5 ensure that GMDSS equipment testing or drills are never

allowed to cause false distress alerts;
.6 ensure that encoded identities of satellite EPIRBs, which are

used by SAR personnel responding to emergencies, are prop
erly registered in a database accessible 24 hours a day or
automatically provided to SAR authorities (masters should
confirm that their EPIRBs have been registered with such a
database to help SAR services identify the ship in the event
of distress and rapidly obtain other information to help them
respond appropriately);

.7 ensure that EPIRB, INMARSAT and DSC registration data

is immediately updated in the event of the ship’s owner, name,
flag or similar information being changed; and that neces
sary action is taken to reprogram the ship’s new data on the
GMDSS equipment in question;
.8 ensure that, for new ships, positions for installing EPIRBs

are considered at the earliest stage of ship design and con
struction;
.9 ensure that satellite EPIRBs are carefully installed in accord

ance with manufacturers’ instructions and using qualified
personnel (sometimes satellite EPIRBs are damaged or bro
ken due to improper handling or installation. They must be
installed in a proper location to float free and automatically
activate if the ship sinks. Care must be taken that they are
not tampered with or accidentally activated. If the coding
must be changed or the batteries serviced, the manufactur
ers’ requirements must be strictly followed. We have seen
cases where EPIRB lanyards have been attached to the ship
so that the EPIRB cannot float free; the lanyards are only to
be used by survivors for securing the EPIRB to a survival
craft or person in the water.);
. 10 ensure that the EPIRBs are not activated if assistance is al

ready immediately available (EPIRBs are intended to call
for assistance if the ship is unable to obtain help by other
means, and to provide position information and homing sig
nals to SAR units);
. 11 ensure that if a distress alert has been accidentally transmit

ted, the ship makes every reasonable attempt to communi
cate with RCC by any means to cancel the false distress alert
using the procedures given in the appendix;
.12 ensure that, if possible, after emergency use, the EPIRB is

retrieved and deactivated; and
. 13 ensure that when an EPIRB is damaged and needs to be dis

posed of, or if a ship is sold for scrap or for any other reason
a satellite EPIRB is no longer to be used, that the satellite
EPIRB is made inoperable by either removing its battery and
if possible returning it to the manufacturer, or by demolish
ing it.
NOTE. If the EPIRB is returned to the manufacturer, it should be wrapped

in tin foil to prevent the transmission of signals during shipment.

19*6 INSTRUCTIONS FOR MARINERS AND OTHERS FOR

CANCELLING A FALSE DISTRESS ALERT
DSC
1. VHF
, 1 switch off transmitter immediately (1)
.2 switch equipment on and set to channel 16
.3 make a broadcast to “All Stations” giving name of vessel, call

sign and DSC number, and cancel the false distress alert.
EXAMPLE
All Stations All Stations All Stations

This is NAME, CALL SIGN
DSC NUMBER, POSITION
Cancel my distress alert of
DATE, TIME, UTC
=Master
NAME OF SHIP, CALL SIGN
DSC NUMBER, DATE, TIME UTC
3. MF
.1 switchoffequipment immedi ate ly (1)
.2 switch equipment on and tune for radiotelephony transmis

sion on 2182 kHz
.3 make a broadcast to “All Stations” giving the vessels name,

call sign and DSC number, and cancel the false distress alert,
(as shown in example above)
(1) This applies when the false alert is detected during transmission.
3. HF
Procedure as with MF, except that the alert must be cancelled on all the
frequency bands on which it was transmitted. Hence, in stage 2.2 the
transmitter should be tuned consecutively to the radio telephony dis
tress frequencies (4125/6215/8291/12290/16420) on the bands as nec
essary.
4. INMARSAT-C
Notify the appropriate RCC to cancel the alert by sending a distress pri
ority message via the same CES through which the false alert was sent.

EXAMPLE
NAME OF SHIP, CALL SIGN, IDENTITY NUMBER,
POSITION
Cancel my INMARSAT-C distress alert of DATE, TIME(UTC)
=Master+
5* EPIRB
If, for any reason, an EPIRB is activated accidentally, the ship should
contact the nearest coast station or an appropriate coast earth station
or RCC and cancel the distress alert.
6. GENERAL INFORMATION
.1 Notwithstanding the above, a ship may use any means avail
able to them to inform the appropriate authorities that a false
distress alert has been transmitted and should be cancelled.
.2 No action will normally be taken against any ship or mariner

for reporting and cancelling a false distress alert.
However, in view of the serious consequences of false alerts,
and the strict ban on their transmission, governments may
prosecute in cases of repeated violations.
19*7 Exercises - False alerts in the GMDSS
1. An inadvertent DSC alarm has been transmitted on channel

70. Describe the correct telephony procedure used to cancel
the false alert.
2. What channel should be used when cancelling the message
mentioned in exercise 1?
3. An inadvertent DSC alarm has been transmitted on MF
2187.5 kHz. Describe the correct telephony procedure used
to cancel the false alert.
5. An inadvertent DSC alarm has been transmitted on HF
8414.5 kHz, Describe the correct telephony procedure used
to cancel the false alert.
7. Describe the correct procedure used to cancel a false alert
transmitted via the Inmarsat-C system.

CHAPTER 20
TH E R O L E O F TH E R CC IN TH E GM DSS
20.1 THE 1974 SO LA S CO NVENTION
The maritime distress and safety system which is defined in SOLAS

(Safety of Lives at Sea) 1974 is based on the requirement that certain
types of vessels at sea (depending on voyage undertaken) shall keep
continuous listening watch on 500 kHz(morse), 2182 kHz(RT) and on
channel 16 VHF (RT).
The 3 above mentioned frequencies are dedicated international calling
and distress channels.
In accordance with SOLAS 1974, the minimum range of ship borne ra
dio equipment is 150 nautical miles.
Due to limited range, a ship in distress might only be assisted by ships in
the vicinity of the incident.
This means that the SOLAS 1974 system only provides ship-to-ship
operation in the case of a distress situation at sea.
However, coast stations open for public correspondence are also required
to keep continuous listening watch during service hours on the above
mentioned distress frequencies.
20*2 THE GMDSS SYSTEM
Requirements made on shipbome radio equipment within the GMDSS

system depend upon which Sea Area the ship is operating in.
The Sea Areas are designated as follows:
A 1 - Coastal areas covered by VHF coast stations with the new DSC
(Digital Selective Calling) signal System.
Continuous alerting on VHF DSC is available.
A2 - Sea areas covered by MF coast stations with DSC.

Continuous alerting on MF DSC is available.
A3 - Sea Areas covered by the INMARSAT geostationary satellite

system.
Continuous alerting within coverage o f an INMARSAT
geostationary satellite is available.
A4 - All areas not included in A1,A2 or A3.

Continuous alerting on HF DSC is available.
Continuous alerting is thus available in all of the defined Sea Areas.

205
The GMDSS takes advantage of modem automated technology in both

satellite and terrestrial communication.
One of the basic concepts involves ships being able to alert RCC’s (Res
cue Co-ordination Centres) ashore, as well as ships in the immediate
vicinity of the distressed ship.
When an alert is received by an RCC, it will be relayed to SAR units and
to ships in the vicinity of the distress incident.
In the GMDSS, arrangements have been made to provide three direc
tional distress alerting: ship-to-shore, ship-to-ship and shore-to-ship.
The results of this improvement include a high success rate for alerts,
short alerting times and rapid response times thereby increasing the suc
cess of rescue operations at sea.
20.3 RCC's - M RCC's - SAR CO -O RDIN ATIO N
IMO has developed a SAR (Search and Rescue) Convention that re
quires countries to provide rescue services as well as a coast watching
service along coastlines within their national jurisdiction.
The purpose of the SAR Convention is to ensure that SAR services are
available to mariners.
The basic idea of the convention is that all ocean areas should be di
vided into national Search and Rescue Regions(SRR).
Furthermore, one or more MRCC’s should control/co-ordinate all mari
time SAR activities within a certain SRR.
The object is to achieve a global SAR system that fully complies with
the GMDSS. However, only 38 countries have so far ratified the IMO
SAR Convention, thus providing the SAR service that are specified
therein.
Depending on whether a SAR incident occurs within or outside of a

specified SRR, the SAR operation will be conducted in one of two ways:
Inside SRR boundaries, a distress call is always routed to the responsi

ble MRCC.
The MRCC will co-operate with coast radio stations, coast earth sta
tions and MCC’s (Cospas Sarsat Mission Control Centres).
Assuming co-ordination of the SAR operation, the MRCC will make
use of dedicated SAR units, ships and aircraft.
An On-Scene Commander (from the SAR service) or a Surface Search
Coordinator from a ship at the scene of the distress incident, will be
designated to assist the MRCC in the SAR work.
Normally, a SAR operation carried out within SRR boundaries will be
very efficient and function very wrell, since the shore-based rescue au
thorities (MRCC) have excellent knowledge of their own SRR and the
resources available to them.
Outside SRR boundaries, a distress call will be routed via coast radio
206 © POSEIDON, 199&. Unauthorised photocopying or reproduction prohibited

stations, coast earth stations and MCC’s to an associated MRCC, which

may be located thousands of miles away from the scene of distress.
When the MRCC has received the distress call, its next step is to try and
locate another MRCC or shore authority in the vicinity, or any ship (Sur
face Search Coordinator) that will take over responsibility and co-ordi
nate the assistance required.
In effect we are back to the “old system” where sailor helped sailor with
out any support from shore-based rescue authorities.
When an MRCC receives a distress alert or information about danger

ous situations at sea, it starts an immediate evaluation of the situation.
MRCC’s use three different categories to define a distress situation at
sea:
a) The uncertainty phase

h) The alert phase
c) The distress phase
In situations which reflect the first two phases, the MRCC will begin
running communication checks, and at the same time make any enquir
ies it can in order to provide the best possible background information
about the ship.
Further action taken by the MRCC will be based on all the information
at hand, and at this point, the MRCC will also alert the appropriate SAR
resources to prepare them for action.
When the distress phase occurs, the MRCC has no time to lose.
The MRCC will start working as soon as possible, and its first task will
be to determine the position of distressed vessel as accurately as possi
ble.
Information on the position of the distressed vessel is very important in
enabling the MRCC to calculate the extent of an area to be searched in
by SAR units.
At this stage the MRCC wil 1request assistance from services not gener
ally included in the SAR organization, such as aircraft, vessels or other
services.
The relaying of a distress alert from an MRCC to the vessels in the vi
cinity of a distress incident, will be carried out via satellite communica
tion to SES’s (Ship Earth Stations) and by terrestrial communication
systems on dedicated frequencies.
To avoid alerting all ships in a large sea area, a distress call will be
addressed to a specific ship, a selected group of ships or to ships within
a specified geographical area.
Other important tasks undertaken by MRCC’s include:

- Informing the owner/agent of the vessel about the situation
- notifying other RCC/Rescue Sub-Centres
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207
- informing consular/diplomatic authorities

- notifying aircraft, vessels and other SAR services when assist
ance is no longer required
In conclusion, there is still a lack of agreement outside SRR boundaries

and many countries have yet to ratify the SAR Convention.
Most of the countries involved, however, are endeavouring to work within

the guidelines recommended by IMO.
As a special service, IMO has developed guidelines for use by MRCC’s,

containing procedure for handling distress alerts that originate outside
SRR boundaries.
This service includes a SAR flow-chart showing communications and

procedures.
20*4 ACTIO N BY THE FIRST RCC O N RECEIPT

OF DISTRESS ALERT
vrrra
WHERE CO-ORDINATE
PRACTICABLE ADVISE
SHIPS IN THE ASSISTANCE
COMMUNICATE TO SHIP IN
VICINITY BY
WITH SHIP IN DISTRESS
BROADCASTS
DISTRESS
T
YES
is incident ^ CONTINUE TO COMMUNICATE
\fcWN:$e#©B WITH SHIP IN DISTRESS UNTIL
AND RESCUE — - I ■ 1/ ' i v w y y y v y v u v *
OTHER RCC IN DIRECT TOUCH
REOJON?: : - ir j . • ;'; ^ . [:■ : 2 : *N• t
r* “ ' m
*z ;o’ "
0-.; ; : )s VhfpRr a m A ■ NO
r c c in a
! BETTER PCSITtONTC A$S($T? • - i <
' ~"l ’
o to NO
U
>J-
£ r.-
- - v i-? 1
5v •• !•.
B :. M a r o f i N T : n ¥ -
■JB-Tm OTHER R d& PR6PARBP TRANSFER CO-ORDINATION
ANQTHEK'SEARCH YES YES
: : AfsibkESSUe:
TbACdfe'PT RESPONSIBILITY, RESPONSIBILITIES TO OTHER
RbR THB INCIDENiT?: j:h ; RCC
20*5 A GENUINE RESCUE OPERATION
The following example of a real event illustrates the co-ordination work

of an MRCC when receiving a distress call from a ship outside its SRR
boundaries.
Towards the end of 1994, the value of the GMDSS as a saver of lives
was proven when the cruise vessel “Achille Lauro” had caught fire in

position around the Horn of Africa en route to the Seychelles.

About 1,000 people were saved thanks to co-operation between MRCC’s
and the use of communication systems within the GMDSS.
MRCC -South Norway located in Stavanger received an Inmarsat-A call

from the Dutch livestock carrier “Corriedale Express”
Corriedale Express had received a message on 500 Khz (morse), from
another vessel with callsign “HSDL”, that “Achille Lauro” was on fire
and needed immediate assistance.
The first action taken by MRCC Stavanger was to notify all vessels in
the area of the incident by way of an EGC SafetyNet broadcast using all
Inmarsat systems.
Falmouth MRCC UK was rebroadcasting all Inmarsat-A messages us
ing the Inmarsat-C system.
In this way, MRCC Falmouth UK assisted MRCC Stavanger so that the
ships on the scene were fully informed about the distress situation.
Several vessels in the area responded immediately.
MRCC Stavanger appointed the Shell tanker “Lima” as Surface Search
Coordinator, as this ship had the best “all round” communication system
in the area of the incident.
Due to the absence of MRCC facilities on the east coast of Africa, MRCC
Stavanger assumed responsibility for operations and began coordinating
the SAR operation.
MRCC Stavanger plotted the positions, course and speed of the vessels
in the area (the rescue fleet).
The first ship to arrive on the scene, the tanker “Hawaiian King”, pro
ceeded to establish VHF communication with “Achille Lauro”. She re
ported that most of the passengers and crew from “Achille Lauro” had
abandoned ship and boarded the lifeboats and life rafts.
The evacuees were in no imminent danger as several ships were steam
ing for the “Achille Lauro’s” position.
The weather in the area was characterised by a calm wind and a rather
low cloud base which reduced visibility to approximately 1 to 2 nautical
miles.
MRCC Stavanger did not want to risk a collision in the distress area due
to the abundance of vessels there, so all but eight were asked to stand
down.
The “Hawaiian King” rescued most of the people from the boats and the
bulk carrier “Bardu” rescued the rest of the evacuees from the stricken
ship.
As far as communication is concerned, MRCC Stavanger kept in con

tact with the rescue fleet with the help of the Inmarsat-A and Inmarsat-C
systems.
However, the quality and accessibility of the communication link with
the ships involved caused an unexpected problem.
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209
MRCC Stavanger lost contact with the rescue ships for about 2 hours
because calls from the media and other authorities occupied Inmarsat
lines. To solve this problem, a dedicated telex link was set up with the
“Lima” and the “Hawaiian King” via Eik CES, Norway.
Nearly 1,000 people were evacuated from the “Achille Lauro” and only
2 lives were lost.
As far as MRCC Stavanger is concerned, their main task in this SAR

operation was one of co-ordination work, which extended beyond the
rescue work.
MRCC Stavanger dealt with all the parties involved, including ship
owners, insurers, the authorities in the survivor’s home countries and
the US Navy.
The incident also proved that relayable communication links such as
those offered by the GMDSS, have greatly increased the ability shore-
based rescue authorities to alert other ships at sea.
Finally, two American warships were dispatched by the US Navy to steam

down to the distress position and pick up survivors, provide water, food
and shelter, and bring the survivors to safety.
All of this was done via the Inmarsat communication system!
20*6 RCC/MRCC in the N ordic countries
DENMARK:
Denmark’s search and Rescue Co-ordination Centre is MRCC Aarhus.
Radiocommunication with ships in distress is carried out via three
MRSC’s under the control of MRCC Aarhus.
Danish coast radio stations maintain continuous listening watch on the
international distress frequencies.
MRCC ARHUS: TELEPHONE: 45 89433099

FACSIMILE: 45 89433230
TELEX: 55 64485 RCCARH DK
NORWAY:
The Norwegian Police Force is responsible for co-ordinating SAR ac
tivities from two main RCC’s in Stavanger and Bodoe.
Norwegian coast radio stations maintain a continuous listening watch
on the international distress frequencies.
MRCC STAVANGER: TELEPHONE: 47 51517000

TELEX: 56 33063 RCCS N
MRCC BODOE: TELEPHONE: 47 75521267

TELEX: 56 64293

FINLAND:
The Frontier Guard is responsible for co-ordinating SAR operations in
Finland.
SAR activities in Finland are divided into three areas, the Gulf of Fin
land, the Archipelago Sea Coast and the Gulf of Bothnia CG Districts.
Finnish coast radio stations maintain a continuous listening watch on
the international distress frequencies.
MRSC HELSINKI: TELEPHONE: 90667766

TELEX: 57124777 SLMJK FIN
MRCC TURKU: TELEPHONE: 9212333777

TELEX : 5762249 SMMV FIN
MRSC VAASA: TELEPHONE: 9613174859

TELEX ; 57 74225 PLMV FIN
SWEDEN:
SAR activities in Sweden are co-ordinated through two MRCC’s lo
cated in Stockholm and Gothenburg and one MRSC located in Gotland.
The MRCC’s and MRSC can be contacted directly or via Swedish coast
radio stations.
Vessels are requested to forward any alerts as soon as possible to the
respective MRCC via any coast radio station.
RCC STOCKHOLM: TELEPHONE: 46 8-6017901

FACSIMILE: 46 8-6017969
TELEX : 54 13335
MRCC GOTHENBURG: TELEPHONE: 46 31 -648020

FACSIMILE: 46 31-247946
TELEX: 54 20180 MRCCGBGS
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211
2 0 .7 Exercises - The role of the RCC in the GMDSS
1. What is the function of the MRCC/RCC in the GMDSS?
2. Describe the routing of a distress alert within SRR boundaries.
3. Describe the routing of a distress message outside SRR boundaries.
4. What is an SRR (Search and Rescue Region)?
5. What is the function of an On-Scene-Commander during a SAR

operation at sea?
6. Describe the function of the Surface Search Coordinator during a SAR

operation.
7. Illustrate the action taken by the “First MRCC” on receipt of a distress

alert originating outside SRR boundaries?

APPENDIX 1
Elem entary Fault Localisation and Repairs
Type of equipm ent S oftwa re/i nte rn a i test Other test
B a tte ry ch arg er. Check meter readings Measure charging voltage in

trickle charge and boost charge.
Trickle charge 2,23 +/- 0,02V
per cell. Boost charge 2,4 V
per cell
N iC d b atteries.
Voltmeter readings, check bat
tery specifications. General
rule: Trickle charge shoud be
1,42 +- 0,02 Volt/cell. Boost
charge 1,6-1,7
"'
Volt/cell J
L ead b a tte rie s

Check acid by means of hy Voltmeter readings, check
drometer. battery specification
Fully charged: 1,28
Discharged: 1,18. General rule: Trickle charge
shoud be 2,23+-0,03 Volt/cell.
Boost charge 2,4 Volt/cell.
A n ten n as
Visual check for breakage or
cracks in the glasfibre material
MF/HF antennas shoud be

megger tested. VHF antennas
shoud be tested with power
meter showing transmitted and
reflected power
A n te n n a cables Visual check for damages and
water leakage. Test with power
meter for transmitted and re
flected power.
Fuses :Check conductivity by means
of a multimeter on range for
resistance.
V H F tra n sc e iv e r Some VHFs have simple Radio check to a coast station
test functions like the or other VHF.
SKANTI 3000 series
Always read the manual
V H F D SC Selftest program. Test against duplicated VHF
using own MMSI number.
j

Type of equipm ent Software/internal test Other test

j
MF/HF transceiver Selftest program Test TX against coast stations

in the MF and the HF band.
Check two-tone alarm gene
rator on dummyload or on test
frequency.
Check Rx by listening to dif
ferent faraway coast stations j
; MF/HF DSC Self test program Transmit TEST file to coast
station on MF/HF distress
channels. 1
1
Radio telex FEC: Scan channels from

coast stations transmitting
trafficlist or other broadcast
messages.
ARQ: In Maritex use special
command such as TST+
MRK+or RTS+. All these tests
are non-charged. Otherwise
make a call to a coast station.
Navtex Run internal test program Check last print out and PRINT
STATUS.
Inmarsat C terminal Go to STATUS window Perform Link-test/ PV (Per
check MM SI num ber. formance and verification test), ;
or print out latest results of this
test.
Transmit test msg to own IMN
via CES.
Radar Transponders Check battery expiry date.
Test against 3 cm radar- check
rings on radar screen and lis
ten for audio signals.
Float-free EPIRB Test switch on EPIRB - check Visual check for damages or
that test is in accordance cracks on the body. Check
withthe manual service and battery expiry
Note.Some EPIRBs may date.
transmit a real distress msg.
Always test inside the ship.
Hammer releaser Must be replaced every Check expiry date. Check that
second year. line attatched to ffeefloat is not
loose or tied up to the ship.
Portable VHFs Must be waterproof. j Check Lithium batteries expiry
Ref. IMO Res 605(15) : date. Used batteries must be
IMO .Res.762(18). replaced. Userechargable
NiCd batteries to test against
other VHFs
214 © POSEIDON, 19&9, Unauthorised photocopying or reproduction prohibited.

An Introduction to GMD5S
APPENDIX 2
ITU Publications - A dm iralty List of Radio Signals
ITU Publication Contents
Volume I(l-L ):
List of Ship Stations (List V) Part I: Symbols, abbreviations, TRS codes.
34 Edition June 1994. Part ILGlobal statistics, statistics by coun
Trilingual edition in French, English and try and hours of service of ship stations.
i Spanish, quarterly supplements in addition Part III: Particulars of ship stations with
to a half-yearly recapitulativ supplement. names beginning either with figures or with
the letters A to L.
Volume II (M-Z): Part III: Particulars of
ships stations with names beginning with the
letters M to Z.
Part IV: Notes relating to particulars of ship
stations.
Annex I: Predetermined groups of stations
assigned a call sign and/or a selective call
number.
Annex II: Former/present names of ship sta
tions.
Annex III: Adresses of Administrations re
sponsible for the notifications.
List of Coast Stations (List IV) Part I: Symbols and abbreviations used in
14 Edition January 1994. the List.
Trilingual edition in French,English and Part II: Index of countries which appear in
Spanish, recapitulative supplements pub Part III, Part IV and the Annexes of the list
lished every six months. -Alphabetical index of stations found in Part
III of the List.
Part III: Particulars of coast stations pro
viding a public corresp on dance service -
Notes concerning coast stations and/or ra
dio-channel particulars.
Part IV: Charge and accounting.
Annex I: Maritime mobile-satellite systems.
Annex II: The Global Maritime Distress and
Safety System GMDSS.
Annex III: Allotment plan for national chan
nels in the digital selective calling system in
the bands 435-526,5 kHz and 1606,5-2160
kHz.
Annex IV: Distribution plan for group chan
nels HF A1A Morse coast stations by coun
t i e s and areas.
<£? POSEIDON, 1909. Unauthorised photocopying or reproduction prohibited. 215

List of Radiodetermination and Special The information contained in the List was
Service Stations (List VI) compiled in accordance with the provisions
11 Edition March 1992. of Nos.2089,2237, 2238, 2239, 2240 and
Trilingual edition in French,English and Article 35 of the Radio Regulations.
Spanish, recapitulative supplements pub P art A: Tables and general information.
lished every six months. P art B: Alphabetical index of stations.
P art C: Particulars of stations. (Sections 1-9)
P art D: Particulars of stations. (Sections 10-12)
List of Call Signs and Numerical P art I: Table of general interest.

Identities of Stations usedby the Maritime P art IIiList of signals characterizing the
Mobile-satelliteServices (List VII A) emissions of radiobeacon stations used in
16 Edition March 1993. the maritime mobile services.
Trilingual edition in French, English and P a rt III: List of call signs of the stations
Spanish, recapitulative supplements pub used in the maritime mobile service, includ
lished quarterly. ing annex with former-present call signs of
ship stations.
P art IV: List of numerical identities used in
the maritime mobile and maritime mobile-
satellite services,
P art V: Notes.
Manual for Use by the Maritime Mobile The Manual, which contains provisions de
and Maritime Mobile-Satellite Services. signed to be of use to operators in the Mari
Last edition published in 1992. time Mobile and Maritime Mobile-SateHite
Provision of the telecommunication service Services, consists of seven main parts:
applicable or useful to stations in the P a rt A: Containing extracts from the Inter
Maritime Mobile and Maritime Mobile- national Telecommunication Union (Nairobi
Satellite Services. Separate editions in 1982).
French, English and Spanish. P a rt B: Containing extracts from the new !
1990 edition of the Radio Regulations (RR). i
P a rt C: Containing extracts from CCIR
Recommendations 492-4, 540-2, 541-3,
493-4, and 689 as revised by the XVIIth
Plenary Assembly of the CCIR (Dusseldorf
1990)
P a rt D: Containing extracts from the Inter
national Telecommunications Regulations
(Melbourne 1968)
Part E: Containing extracts from the CCITT
Recommendations D.90 and F. 110 as revised
by the IXth Plenary Assembly of the CCITT
(Melbourne 1988).
P a rt F : Containing extracts from CCITT
Recommendations F.l andF.60 as revised
1988.
216 © POSEIDON, 1999, Unauthorised pholooopying or reproduclion prohibited.

P a rt G:Containing extracts from CCITT ;

recommendations E.141: Instructions for 1
the international telephone services
Melbourne 198 8
M ap of Coast Stations Open to Public P art I: Symbols used in the Map.

C or r esp ond an ce. P art II: Maps.
16 Edition 1994. P art III: Alphabetical index of stations.
Trilingual edition in French, English and
Spanish.
! ii
Publisher: Sales Service, International

Telecommunication Union, Place des
Nations, CH-1211 Geneva 20, Switzer
land.
Fax+41 22730 5194. Telex421000 UIT CH.
© POSEIDON: 1999- Unauthorised photocopying or reproduction prohibited, 217

APPENDIX 2 (forts*)
A dm iralty List o f Radio Signals
I
Publication Contents
Volume 1 Part 1 and 2. Coast Radio Stations (Public Corresp-

Coast Radio Stations ondance); Medical Advice by Radio;
arrangements for Quarantine Reports,
i Locust Reports and Pollution Reports;
Inmarsat Satellite Service; Global Mari
time Distress and Safety System; Distress,
Search and Rescue procedure; Ship Re
porting Systems; Piracy and ArmedRob-
bery; Alien Smuggling Reporting; Regu
lations for use of Radio in Territorial
Waters, and a brief extract from the In
ternational Radio Regulations; associated
diagrams. Parti covers Europe, Africa
and Asia (excluding the Philippine Is
lands and Indonesia). Part 2 covers the
Philippine Islands, Indonesia, Australa
sia, the Americas, Greenland and Iceland.
Volume 2. Radio Navigational Aids (including Aero

Radiobeacons in coastal regions, Radio
Radio Navigational Aids Electronic Direction-Finding Stations, Coast Radio
Position Fixing Systems and Radio Stations which give QTG service, Cali
Time Signals bration Stations (i.e. stations giving spe
cial transmissions for the calibration of
ships“DF) and radar Beacons (racons and
Remarks)). Radio Time Signals, Legal
Time and Electronic Position Fixing Sys
tems (including Satellite Navigational
Systems): associated diagrams.
Volume 3. Radio Weather Services and Navigational

Warnings together with related informa
Radio Weather Services and tion, including certain Meterological
Navigational Warnings. Codes provided for the use of shipping;
associated diagrams.

Publication Contents
Volume 4. List of Meterological Observation Sta

tions; associated diagram. A PC Version
Meteorological Observation Stations. (ASCII) of this volume can be obtained
by using the special order form to be
found in the front of the publications.
Volume 5.
Global Maritime Distress and Safety Global Maritime Distress and Safety
System. System (GMDSS); information, Distress,
Search and Rescue procedures, associated
diagrams, including extracts from the
relevant International Radio Regulations
and Services available to assist vessels
using or participating in the GMDSS.
Volume 6. Stations working in the Port Operations,

Vessel Traffic Management and Informa
Vessel Traffic Services Port tion Services; services to assist vessels
Operations and Pilot Stations. requiring Pilots; and services for Small
Craft (information on Marina and Har
bour VHF facilities); associated dia
grams. Part 1 covers NW Europe. Part 2
covers the Mediteranean, Africa and Asia.
Part 3 covers Australasia, the Americas,
Greenland and Iceland.
© POSEIDON, 1999. Urtaulhorised photocopying or reproduction prohibited. 219

APPENDIX 3
ABBREVIATIONS
A A IC .......................=Accoimting Authority Identification Code

ADE......................... =Above Deck Equipment
A C ............................=Altemating Current
A M .......................... =Amplitude Modulation
AORE......................=Atlantic Ocean Region East
AORW.....................=Atlantic Ocean Region West
A R Q ........................=Automatic Retransmission Request
ASCII....................... =American Standard Code for Information Inter
change
B D E ......................... =Below Deck Equipment
b p s ........................... =Bits per second
CCIR........................ Înternational Radio Consultative Committee
C E S ......................... =Coast Earth Station
COSPAS/SARSAT.. ^Search And Rescue Satellite Aided Tracking
D C ........................... =Direct Current
D C E ......................... =Data Circuit Termination Equipment
D N IC ....................... =Data Network Identification Code
D N ID ....................... =Data reporting Network Identification code
D SC ......................... =Digital Selective Calling
D T E ......................... =Data Terminal Equipment
EG C......................... =Enhanced Group Call
ELT.......................... =Emergency Locator Transmitter (Airborne)
EPIRB......................=Emergency Position Indicating Radio Beacon
FA X ......... ............... Âbbreviation for facsimile
F E C ......................... =Forward Error Correction
F S K ......................... =Frequency Shift Keying
G FR ......................... =Gold Franc
GM DSS...................=Global Maritime Distress And Safety System
G O C ........................-General Operator's Certificate
G P S ......................... =Global Positioning System
H F ............................ =High Frequency
IAS............................international Alphabet (ASCII) 7-bits codes
ITA2......................... international Telegraph Alphabet 2 5-bits codes
IM O ......................... international Maritime Organization
IO R .......................... in d ia n Ocean Region
IT U .......................... international Telecommunications Union
K b p s........................iCilobits per second - 1000 bits/second
LES.......................... =Land Earth Station
L U T .........................=Local User Terminal
M C C ........................=Mission Control Center
M ES......................... =Mobile Earth Station
M F ........................... =Medium Frequency
M ID ......................... =Maritime Identification Digit

M M SI......................... =Maritime Mobile Service Identities

M R C C ........................ =Maritime Rescue Coordinating Centre
M RSC......................... ^Maritime Rescue Sub Centre
M S C ........................... =Maritime Safety Committee
M SI............................. =Maritime Safety Information
N A U ........................... =Network User Address
NAVTEX....................^Navigational Telex
N B D P......................... =Narrow Band Direct Printing
N C S ............................ =Network Coordinating Station
O SC ............................ =On Scene Commander
PLB............................. ""Personal Locator Beacon (Land)
PSDN.......................... =Public Switched Data Network
PSTN .......................... =Public Switched Telephone Network
P C ............................... =Personal Computer
PO R ............................ ""Pacific Ocean Region
RCC............................ ""Rescue Coordinating Center
R S C ............................ =Rescue Sub Centre
R X .............................. =Receiver
SA R ............................ =Search And Rescue
SART.......................... ^Search And Rescue Transponder
SCADA......................^Supervisory Control and Data Acquisition
SD R ............................ =Special Drawing Rights
SES............................. =Ship Earth Station
SOLAS.......................=Safety of Life at Sea
S R R ............................ =Search and Rescue Regions
SSC............................. =Surface Search Co-ordinator
T X .............................. ""Transmitter
TD M ........................... =Time Division Multiplex
U S B ............................ =Upper Side Band
U T C ............................ =Universal Time Coordinated
V H F............................ =Very High Frequency
©POSEIDON, 1999. Unauthorised photocopying or reproduction prohibited. 221

APPENDIX 4
OVERVIEW OF GMDSS FREQUENCIES
DISTRESS - URGENCY - SAFETY
BAND DSC RT TELEX

VHF CHANNEL 13(1)
VHF CHANNEL 70 CHANNEL 16
MF 2187.5 kHz 2182.0 kHz 2174.5 kHz
HF4 4207.5 kHz 4125.0 kHz 4177.5 kHz
HF6 6312.0 kHz 6215.0 kHz 6268.0 kHz
HF8 8414.5 kHz 8291.0 kHz 8376.5 kHz
i HF12 12577.0 kHz 12290.0 kHz 12520.0 kHz
HF16 16804.5 kHz 16420.0 kHz 16695.0 kHz
(l)Channel 13 is used for ship-to-ship communications relating
to safety of navigation.
MARITIME SAFETY INFORMATION (NAVTEX)

r
SYSTEM FREQUENCY COMMENT_________ ______
NAVTEX 490.0 kHz MSI broadcast national language
518.0 kHz MSI broadcast English language
4209.5 kHz MSI broadcast national language
HF MARITIME SAFETY INFORMATION (NBDP)
SYSTEM 1 FREQUENCY
HF-MSI 4210.0 kHz 6314.0 kHz
8416.5 kHz 12579.0 kHz
16806.5 kHz 19680.5 kHz
22376.0 kHz 26100.5 kHz
ON-SCENE COMMUNICATIONS
BAND FREOUEN C Y/CHANN EL COMMENT

VHF CHANNEL 06 Primary inters hip channel
CHANNEL 16
123.1 MHz Ship-to-air craft
MF/HF 2182.0 kHz

3023.0 kHz Ship-to-aircraft
4125.0 kHz Shi p-to-aircraft
5680.0 kHz Ship-to-aircraft
222 © P O S EID O N , 1999. Unauthorised photocopying or reproduction prohibited.

EPIRB - SART
SYSTEM FREQUENCY COMMENT

COSPAS/SARSAT 406.0 MHz Positioning/global coverage
121.5 MHz Homing/positioning
INMARSAT-E 1.5-1.6 GHz A3 coverage
VHF EPIRB Channel 70/DSC A1 coverage
SART 9 GHz 3 cm/X-band. (9200-9500 MHz)
DSC CALLING (ROUTINE)
BAND FREQUENCY COMMENT

MF 2189.5 kHz Ship-to-shore international 1)
2177.0 kHz Ship-to-ship international (2)
2177.0 kHz Shore-to-ship intemational(l)
VHF CHANNEL 70 Distress/safety/public correspondence
(1) Ships calling a coast station by DSC on MF for public correspond

ence, should preferably use the coast station's national DSC channel.
The international DSC channel for public correspondence may, as a gen
eral rule, be used between ships and coast stations of different nationali
ties. The ship is transmitting on 2189.5 kHz and the receiving frequency
is 2177.0 kHz.
(2) The frequency 2177.0 kHz is also used for DSC calling between ships
for general communication.
POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited, 223

REFERENCES
1. Global Maritime Distress and Safety System: IMO 1987.
2. Manual for use by The Maritime Mobile and Maritime Mobile-

Satellite Services: ITU 1992.
3. Radio Regulations 1-2-3: ITU 1990.
4. Manual for Norwegian Mobile Radiotelephone Stations:

The Norwegian Telecom 1992.
5. Modem Electronic Communication: Gary M. Miller 1978.
6. Brochures and data sheets from manufacturers of GMDSS

Equipment.
7. Inmarsat: Inmarsat-A User’s Manual, Inmarsat-C User’s Manual.
8. Nodposisjonering: Bjomar Augdal, 1992.
9. Skipsantenner: Bjomar Augdal 1991.
10. COSPAS-SARSAT Secretariat: COSPAS-SARSAT System Data

Documents.
11. Admiralty List of Radio Signals

CORPORATE MISSION
T h e P o s e id o n g r o u p ’s b u s in e s s id e a is to d e v e lo p a n d m a r k e t p r o fe s
s io n a l, c o s t- e ffe c tiv e a n d u s e r - fr ie n d ly m a ritim e tra in in g s y s te m s in c o m
p lia n c e w ith in te r n a tio n a l s ta n d a rd s .
P o s e id o n s h a ll a ls o b e a c tiv e ly e n g a g e d a s p a r tn e r s in th e o w n e r s h ip
a n d o p e r a tio n o f s e v e r a l tra in in g c e n tr e s w ith in o u r fie ld s .
CORPORATE PROFILE
P o s e id o n s im u la to rs , e d u c a tio n a l m a te ria l and in s tr u c to r s ’ tra in in g

s c h e m e s a re w id e ly u s e d in d e v e lo p in g c o u n tr ie s a t s m a lle r in s titu te s
w ith lim ite d r e s o u rc e s , a s w e ll a s a t le a d in g a c a d e m ie s in th e m o re a d
v a n c e d m a r itim e n a tio n s .
T h e P o s e id o n g r o u p 's a m b itio n is to b e a m o n g th e p re fe rre d v e n d o r s in

o u r c h o s e n fie ld s w ith in m a ritim e tra in in g . W e e m p lo y a p o lic y o f g lo b a l
n e tw o r k in g r a th e r th a n p u rs u in g a ll ta s k s b y o u rs e lv e s . D e v e lo p m e n t
w o r k is c a rrie d o u t in c o - o p e r a tio n w ith a n u m b e r o f s u b c o n tr a c to r s a n d
e x p e r ie n c e d m a rin e p r o fe s s io n a ls in N o rw a y a n d a b ro a d , a s w e ll a s w ith
s tr o n g r e lia n c e o n c u s to m e r fe e d b a c k fo r im p ro v e m e n ts .
O u r p r o d u c ts a n d s e r v ic e s a re d e v e lo p e d in c o m p lia n c e w ith th e in te r n a
tio n a l s ta n d a r d s s e t fo rth in th e S ta n d a rd s o f T ra in in g , C e r tific a tio n a n d
W a tc h k e e p in g - th e S T C W ’9 5 C o d e , a s s p e c ifie d b y T h e In te rn a tio n a l
M a r itim e O r g a n iz a tio n - IM O .
S e r v ic e is o ffe re d d ir e c tly fro m u s , b y o u r re g io n a l te c h n ic a l r e p r e s e n ta

tiv e s o r fro m o u r P o s e id o n B ra n c h O ffic e b a s e d in M a n ila , P h ilip p in e s .
T h is h a s r e s u lte d in w o r ld - w id e s a le s o f o v e r 1 .1 0 0 n e tw o rk e d s im u la to r
w o r k s ta tio n s a n d a p r o m in e n t ro le a s a v e n d o r o f a ffo r d a b le m a ritim e
tr a in in g s y s te m s a n d s e rv ic e s .
-you r maritime training partner
H e a d O ffic e M anila Branch

RO. Box 8 9 , N -8 3 7 6 Leknes, N o rw a y N T C -C om poun d, TESDA C o m p le x
Tel. + 4 7 7 6 0 5 4 3 3 0 East Service Road, Taguig
Fax + 4 7 7 6 0 8 2 0 0 6 M e tro M a nila, P h ilip p in e s
E-mail: in fo @ p o se id o n .n o Tel. + 6 3 2 8 9 3 7 3 7 0 Fax + 6 3 2 8 9 4 5 3 7 6
Internet: w w w .p o s e id o n .n o E-mail: sales@ poseidon.com .ph

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POSEIDON 4

General Operator's Certificate ( G O C )

(Revised GOC Edition)

FOR FURTHER INFORMATION, PLEASE CONTACT:

J.T. MARINE COMMUNICATION DA

2 © POSEIDON, 1999. Unauthorised photocopying o r reproduction prohibited,

© POSEIDON, 1999, Unauthorised photow pying or reproduction prohibited. 3

330 Radio Telephony Communications - Calling Procedures...................................................... Page47

4 © POSEIDON. 1999. Unauthorised photocopying o r reproduction prohibited.

© POSEIDON, 1999. Unauthorised photocopying o r reproduction prohibited. 5

6 © POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited.

14.4 Navarea 1 ..,+++.,++.,,++..,++.,++..,++.,+++...+x...x—......... Dn 1^7 i M r i i i T r i i i t r b i i 4 » H i » H m + f l l H * l l * t 4 H t * 4 b ' t * * M * * » " *

14.5 Building up a N avtex Me s sage...................... ........................................................... Page 140

14.7 National Navtex service.....................................................................................................Page 142

15.8 VHF Emergency Beacon (VHF beacon)......................................... Page 169

16.4 Test procedure.......... ..**..<**...»**..'**Page 172

17.3 Ni-Fe batteries....... .............Page 179

17.4 Ni-Cd batteries............................................. .............Page 179

© POSEIDON, 199S. Unauthorised photocopying o r reproduction prohibited. 7

APPENDIX 1 ♦♦♦♦♦4444444444444444444444444444444444444444444444444444444444444444444444444444444 Page 213

APPENDIX 2 ............................................................................. Page 215

APPENDIX 3 ______________________________________ Page 220

APPENDIX 4 + + + M 4 4 4 4 4 4 4 4 4 4 I 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 44 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Page 222

REFERENCES 4444444444444444444444444444444444#4444444444444444444444444444444444444444444444444Page 224

8 © POSEIDON, 1999. Unauthorised photocopying o r reproduction prohibited

The subsequent process of development resulted in the Global Mari­

The object is also to meet the requirements made in the “Examination

The book provides an introduction to each individual system used on

Furthermore, it seeks to point out to users of GMDSS equipment the

(s? POSEIDON: 1999. Unauthorised photocopying or reproduction prohibited, 9

• GMDSS instructors at navigational colleges and training centres

The book is also intended to be used as a teaching aid at GMDSS train­

The Contents of the Book

Finally, readers are invited to provide us with feedback regarding the

Jann Meyer Olsen Tor R. Kristensen*

10 © POSEIDON, 1999, Unauthorised photocopying o r reproduction prohibited,

THE GLOBAL MARITIME DISTRESS

Ships in distress shall be capable of alerting coast stations and Rescue

Special systems within the GMDSS take care of inter-ship communica­

Requirements with regard to radio equipment on board ships depend

The GMDSS defines four sea areas:

A1 - An area within the radiotelephone coverage of at least one VHF

n Area which extends approx. 30 - 50 nautical milesfrom the coast station.

© POSEIDON, 1999. Unauthorised photocopying pr reproduction prohibited. 11

A4 - An area outside sea areas A l, A2 and A 3 .4)

1.2 Means of Communication - definitions

Ship to ship alerting takes place on:

Ship to shore alerting takes place on:

Additionally, an InmarsatA/B or C terminal can be used depending on

As a secondary method of alerting, the Cospas/Sarsat EPIRB, Inmarsat

1.2.2 Distress communication

1.2.3 Safety messages to ships

1.2.4 Communication in general

4) Polar areas north o f 76 °north and south o f 76 °south.

12 © POSEIDON, 1999, Unauthorised photocopying or reproduction prohibited.

The figure below shows the Inmarsat System’s role in GMDSS.

Port Medical Hydrographic Meteorological

Inm arsat’s role in Global Maritime Distress and Safety system

1*3 GMDSS system configuration

The GMDSS system

© POSEIDON, 1999. Unauthorised photocopying o r reproduction prohibited. 13

1*4 GMDSS Implementation Schedule

- R adar transponders: 2 on ships over 500 gr.t., and 1 on ships

16.4 Test procedure.......... ....<...»..'Page 172

The subsequent process of development resulted in the Global Mari

The book is also intended to be used as a teaching aid at GMDSS train

Special systems within the GMDSS take care of inter-ship communica

The propagation characteristics of HF radio waves for the current sea

A combination of shore-based maintenance and duplication of equip