An Introduction To GMDSS-8th Edition

AN INTRODUCTION TO GMDSS
(Revised GOC Edition)
i
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r
© Kristensen Marine Communication 2010

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8th. edition
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2 © POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

AN INTRODUCTION TO GMDSS
Tor R. Kristensen
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3
An Introduction to GMDSS
Contents
Preface ............................................................................................................................................. Page 9
CHAPTER 1
THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM Page 11
1.1 Introduction .......................................................................................................................... Page 11
1.2 Means of Communication -definitions .............................................................................. Page 12
1.3 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 Plan ................................................................................................... Page 21
1.10 EXERCISES - GMDSS .....................................................................,, .............................. Page 23
CHAPTER2
SHIP's ANTENNAS•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• Page 25
2.1 General Information ............................................................................................................ Page 25
2.2 Radio waves ........................................................................................................................ Page 26
2.3 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 Waves ............................................................................................... Page 31
2.8 VHF ..................................................................................................................................... Page 32
2.9 MF ....................................................................................................................................... Page 33
2.10 HF ........................................................................................................................................ Page 34
2.11 lnmarsat-B antennas ............................................................................................................ Page 35
2.12 Inmarsat-C antennas ......................................................................................... ~.................. Page 36
2.13 Simplex transmission .......................................................................................................... Page 37
2.14 Duplex transmission ............................................................................................................ Page 37
2.15 Antenna maintenance .......................................................................................................... Page 37
2.16 EXERCISES -ANTENNAS ............................................................................................... Page 43
CHAPTER3
REGULATIONS AND TRAFFIC PROCEDURES ••••••..••••••••••••• Page 45
3.1 Ship· s Radio Licences ....................................................................................................... Page 45
3.2 Radio Surveys and Radio Safety Certificates .................................................................... Page 45
3.3 Operation of the Ship Station - Operator Certificates ........................................................ Page 45
3.4 Observance of Secrecy ...................................................................................................... Page 46
3.5 Priority for distress calls, distress messages and other messages concerning
the safety of lives at sea ..................................................................................................... Page 46
3.6 Unauthorised transmissions ............................................................................................... Page 46
3.7 Control and adjustment of radio transmitters .................................................................... Page 46
3.8 Service documents ............................................................................................................. Page 46
3.9 Radio log ............................................................................................................................ Page 47
3.10 Radio Telephony Communications- Calling Procedures .................................................. Page 47
3.11 Traffic Lists ........................................................................................................................ Page 50
3.12 MF radio telephony (coast telephony) ............................................................................... Page 50
3.13 The international distress and calling frequency 2182 kHz .............................................. Page 51
3.14 General calling procedures ................................................................................................ Page 51
3.15 HF telephony ..................................................................................................................... Page 52
3.16 Traffic lists ......................................................................................................................... Page 53

CHAPTER4
DISTRESS SIGNALS AND DISTRESS TRAFFIC ••••••.•.••.•..•••••• Page 55
4.1 Introduction ....................................................................................................................... Page 55
4.2 General regulations ............................................................................................................ Page 55
4.3 The international distress and calling frequency 2182kHz·····················:·················· ...... Page 56
4.4 Silence periods ................................................................................................................... Page 56
4.5 The radiotelephony alarm signal ................................................................•...................... Page '56
4.6 The distress signal- MAYDAY ......................................................................................... Page 57
4.7 The distress call ................................................................................................................. Page 57
4.8 The distress message ......................................................................................................... Page 57
4.9 Acknowledgement of receipt of a distress message .......................................................... Page 58
4.10 Distress traffic .................................................. :································································· Page 59
4.11 Transmission of a distress message by a station not itself in distress ............................... Page 60
CHAPTERS
URGENCY TRANSMISSIONS •••.••••••••••••••••••••••••••••••••••••••..•.•• Page 63
5.1 Urgency signal ................................................................................................................... Page 63
5.2 Medical Advice, Medico ................................................................................................... Page 64
CHAPTER6
SAFE1rl' TRANSMISSIONS ••••••••.•.••••••••••••••••••••••••.•••••••••••••••• Page 65
6.1 Safety signals and messages .............................................................................................. Page 65
6.2 Exercises: Regulations and Traffic Procedures ................................................................. Page 67
6.3 Exercises - Distress, Urgency and Safety Traffic .............................................................. Page 68
CHAPTER 7
DSC- DIGITAL SELECTIVE CALLING •.•.•••••••••••••••.•••••••••••.•••• Page 69
7.1 Background ......................................................................................................................... Page 69
7.2 DSC ··································································································································:Page 69
7.3 The Individual Elements of the DSC Call ............................... ~ ......................................... Page 71
7.4 DSC routine call ................................................................................................................ Page 72
7.5 Selective calling numbers in GMDSS ............................................................................... Page 73
7.6 MMSINumbers ...............'.................................................................................................. Page 74
7. 7 Exercises DSC ................................................................................................................... Page 75
CHAPTERS
DSC PROCEDURES FOR VHF- MF AND HF.••••••••••••.••••••••••. Page 77
Introduction ................................................................................................................................... Page 77
8.1 Distress .............................................................................................................................. Page 77
8.2 Urgency .............................................................................................................................. Page 80
8.3 Safety ................................................................. .' ............................................................... Page 81
8.4 Public Correspondence ...................................................................................................... Page 83
8.5 Testing the equipment used for distress and safety ........................................................... Page 84
8.6 Special conditions and procedures for DSC communication on HF ................................. Page 85
8.7 EXERCISES- DSC OPERATIONAL PROCEDURES ................................................... Page 91
CHAPTER 9
IN~R!iA1r ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• i»CI!I~ ~!i
9.1 Introduction .......... \ ......................................................................................................... Page 95
9.2 A General Overview ........................................................................................................ Page 95
9.3 The space segment. ........................................................................................................... Page 96
9.4 Coast Earth Stations (CES) ............................................................................................... Page 97
9.5 Network Co-ordinating Station CS) .............................................................................. Page 98
9.6 Ship Earth Station (SES) ................................................................................................. Page 9.$
9. 7 lnmarsat Mobile Number.................................................................................................. Page 98
© POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 5

9.8 Inmarsat Commissioning ................................................................................................... Page 99

9.9 The Inmarsat B, C and M systems ................................................................................... Page 100
9.10 Inmarsat-B SES equipment ............................................................................................. Page 101
9.11 Antenna direction/tracking .............................................................................................. Page 102
9.12 The Ship's Plotted Position ............................................................................................. Page 103
9.13 The Ship's heading (Gyro course) ................................................................................... Page 103
9.14 Azimuth angle .................................................................................................................. Page 103
9.15 Elevation angle ................................................................................................................ Page 104
9.16 Elevation angle map ........................................................................................................ Page 105
9.17 Azimuth angle map .......................................................................................................... Page 106
9.18 Inmarsat MIB LES ........................................................................................................... Page 107
9.19 Inmarsat C LES ............................................................................................................... Page 107
9.20 Inmarsat Fleet F77 ........................................................................................................... Page 108
9.21 EXERCISES -INMARSAT ............................................................................................ Page 109
CHAPTER 10
INMARSAT-FLEET F77 ••••••••••••••••••••••••••••••••••••••••••••••••••••••• Page 11 0
10.1 Introduction .............................................................................................................................. 110
10.2 System Description ................................................................................................................... 110
10.3 Fleet F77 Equipment ................................................................................................................ 110
10.4 Distress, Urgency and Safety Communication ......................................................................... 111
10.5 Transmitting Distress Calls Using Fleet F77 ............................................................................ 112
10.6 Inmarsat Mobile Number.......................................................................................................... 112
10.7 EXERCISES: FLEET F77 ........................................................................................................ 113
CHAPTER 11
INMARSAT-C ••••••••••••••••••••••••••••••••••••••••••••••••.•••••••••••••••••••••• Page 114
11.1 Introduction ................................................................................................................... Page 114
11 .2. System operation ............................................................................................................. Page 114
11.3 Inmarsat-C Equipment .................................................................................................... Page 115
11.4 The Inmarsat-C system ................................................................................................... Page 115
11.5. Inmarsat Mobile Number (IMN) .................................................................................... Page 116
11.6 The lnmarsat-C Communication services ........................................................L ............ Page 116
11.7 Accessing different networks using an Inmarsat-C SES ................................................. Page 120
11.8 EXERCISES -INMARSAT-C ........................................................................................ Page 121
CHAPTER 12
INMARSAT-M/B •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• Page 123
12.1 Introduction ..................................................................................................................... Page 123
12.2 Basic system architecture ................................................................................................ Page 123
12.3 System operation ............................................................................................................. Page 123
12.4 Single and Multi-channel Inmarsat M and B SESs ......................................................... Page 125
12.5 Inmarsat MIB numbering scheme .................................................................................... Page 126
12.6.1 Sending a DISTRESS message by telex using an Inmarsat-B SES ................................ Page 126
12.7.1 Making a telephone call ................................................................................................... Page 127
12.8 EXERCISES- INMARSAT-M/B ................................................................................... Page 128
CHAPTER 13
TELEX OVER RADIO •••••••••••••••••••••••••••••••••••••••••••••••••••••••••• Page 129
13.1 Background ...................................................................................................................... Page 129
13.2 The System ..................................................................................................................... Page 129
13.3 The Modem ...................................................................................................................... Page 130
13.4 Modulation....................................................................................................................... Page 131
13.5 ARQ ................................................................................................................................. Page 132
13.6 FEC .................................................................................................................................. Page 133
13.7 SELFEC ........................................................................................................................... Page 134

13.8 Radiotelex over Coast Stations ...............•........................................................................ Page 134

13.9 EXERCISES .................................................................................................................... Page 134
CHAPTER14
MARITIME SAFETY INFORMATION UNDER THE GMDSS Page 135
14.1 Background .............................................................................. :....................................... Page 135
14.2 Maritime Safety Information- MSI ............................................................................... Page 135
14.3 The Navtex System .......................................................................................-................... Page 135
14.4 Navareas .......................................................................................................................... Page 136
14.5 Navarea !. ......................................................................................................................... Page 136
14.6 Building up a Navtex Message ........................................................................................ Page 138
14.7 Examples ofNavtex Messages ....................................................................................... Page 139
14.8 National Navtex service .................................... ,.............................................................. Page 140
14.9 The Navtex receiver. ........................................................................................................ Page 140
14.10 EGC - Enhanced Group Call ........................................................................................... Page 140
14.11 SafetyNET broadcast messages ....................................................................................... Page 142
14.12 Availability ofMSI in different NAVAREAS/METAREAS ........................................... Page 143
14.13 Reception of EGC messages - operating your EGC receiver. ......................................... Page 148
14.14 EGC - message examples ............................................................................................... Page 150
14.15 High frequency (HF) MSI ............................................................................................... Page 151
14.16 EXERCISES- NAVTEX, EGC ...................................................................................... Page 153
CHAPTER 15
EMERGENCY RADIO BEACONS ........................................ Page 155
15.1 General Information ........................................................................................................ Page 155
15.2 Different types ofradio beacons ...................................................................................... Page ,155
15.3 Basic Concepts of the COSPAS/SARSAT System ......................................... ;............... Page 156
15.4 Facts about COSPAS/SARSAT as of December 2007 .................................................... Page 160
15.5 The COSPAS/SARSAT Beacon ...................................................................................... Page 160
15.6 VHF emergency beacons for manual activation .............................................................. Page 163
15.7 VHF Emergency Beacon (DSC channel70) .................................................................. Page 164
CHAPTER16
SART - SEARCH AND RESCUE TRANSPONDERS
- PORTABLE VHF TRANSCEIVERS ••••••••••••••••••••••••••••••••••••• Page 165
16.1 Background ............'.......................................................................................................... Page 165
16.2 Range performance ...................................................................................,. ...................... Page 165
16.3 Categories of SARI ......................................................................................................... Page 165
16.4 Testprocedure .................................................................................................................. Page 166
16.5 Specifications ................................................................................................................... Page 166
16.6 Labels and marking ......................................................................................................... Page 166
16.7 Portable VHF Transceivers .................................: ............................................................ Page 168
16.8 VHF Emergency Communication Set ............................................................................. Page 169
16.9 EXERCISES- EPIRB, SARI, PORTABLE VHF TRANSCEIVERS ............................ Page 170
CHAPTER 17
POWER SUPPLIES ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• Page 171
17.1 Radio batteries ................................................................................................................. Page 171
17.2 Lead batteries ................................................................................................................... Page 171
17.3 Ni-Fe batteries ................................................................................................................. Page 173
17.4 Ni-Cd batteries ................................................................................................................. Page 173
17.5 UPS (Uninterrupted Power Supply) ................................................................................ Page 174
17.6 Capacity requirements ..................................................................................................... Page 175
17.7 EXERCISES - POWER SUPPLIES ................................................................................ Page 177
'~

CHAPTER 18
MARITIME MOBILE TRAFFIC CHARGES •••••••••••••••••••••••••••• Page 179
18.1 Radio telephone calls ....................................................................................................... Page 179
18.2 Charges for radio telephone calls .................................................................................... Page 179
18.3 Radiotelegrams ······'·········································································································Page 180
18.4 Keeping a Radio Log ....................................................................................................... Page 181
18.5 Telephone and telex via Inmarsat-B ................................................................................ Page 181
18.6 Inmarsat-C Charges ......................................................................................................... Page 182
18.7 EXERCISES - CHARGES .............................................................................................. Page 186
CHAPTER19
FALSE ALERTS IN THE GMDSS .......................................... Page 187
19.1 General Information ........................................................................................................ Page 187
19.2 INMARSAT-C ................................................................................................................. Page 187
19.3 EPIRB .............................................................................................................................. Page 188
19.4 DSC ................................................................................................................................. Page 188
19.5 Guidelines for avoiding false distress alerts .................................................................... Page 189
19.6 Instructions for mariners and others for cancelling a false distress alert ......................... Page 193
19.7 EXERCISES- FALSE ALERTS IN THE GMDSS ........................................................ Page 194
CHAPTER20
THE ROLE OF THE RCC IN THE GMDSS ••••••••••••••••••••••••••• Page 195
20.1 THE 1974 SOLAS CONVENTION................................................................................ Page 195
20.2 THE GMDSS SYSTEM .................................................................................................. Page 195
20.3 RCC's- MRCC's- SAR CO-ORDINATION ................................................................ Page 196
. 20.4 Action by the first RCC on receipt of distress alert ......................................................... Page 198
20.5 A genuine rescue operation .............................................................................................. Page 198
20;6 EXERCISES - THE ROLE OF THE RCC IN THE GMDSS ......................................... Page 200
APPENDIX 1 ·································································~······Page 201

Elementary Fault Localisation and Repairs ................................................................................ Page 201
t
APPENDIX 2 .......•...........•............•..............•................•....... Page 203

Distress Alert Procedure for VHF/MF Telephony and Phonetic Alphabet ................................ Page 203
Distress AJert procedure for Maritime GMDSS VHF /MF .......................................................... Page 204
APPENDIX 3 ••..•.•••.••..••.•....•••.•.•.•••.•...••..••••.•...•••••...••.••••..•... Page 205

ABBREVIATIONS ..................................................................................................................... Page 205
APPENDIX 4 •.•.••...•.•.•.•.•.•••••.•.••.•..•.•.•••.•.•.•.•.•...•••••.••..•...•.••• Page 207

Overview of GMDSS frequencies .............................................................................................. Page 207
APPENDIX 5 ...•.•...••...••..•.•••.•.••.••...•.•••.•.•.••..•.....•••..•••••••.••... Page 209

DSC Calling Frequencies ............................................................................................................ Page 209
REFERENCES ••••••.•.•••••••••••••••••••••••••••.••••••••••••••••••••••••••••••••••• Page 21 0

Preface
General information
The 20th century witnessed a revolution with regard to_ the development of
maritime radio communications. It began with Marconi's groundbreaking
wireless communication across the Atlantic, and ended with the complete
implementation of the GMDSS system in 1999.
It soon became clear that an efficient system of maritime radio commu-

nications would be contingent on internationally adopted regulations.
The first international agreements regarding maritime radio commu-
nications were drafted by the ITU (International Telecommunications
Union). Gradually, the need for comprehensive control became more
and more urgent, and the SOLAS (Safety of Lives at Sea) Convention
was therefore employed as the instrument of the IMO (International
Maritime Organization).
The distress and safety system employed at sea until1992, is defined in

Chapter IV of the SOLAS 1974 Convention and ITU regulations. This
involved ships at sea maintaining watch on 500kHz Morse and manual
watch on 2182kHz VHF Channel16 (156.800 MHz).
This distress and safety system had obvious drawbacks, such as short
range, manual alerting and the manual monitoring of distress frequen-
cies. For this reason, IMO instigated the development of a new system
based on:
the shortcomings of the existing distress and safety system
the fact that modem technology had already been employed in
commercial traffic to achieve increased efficiency, while distress and
safety communications at sea were still based on out-dated technology
and old-fashioned systems.
The new system developed by IMO was called the Global Maritime
Distress and Safety System (GMDSS) and was available for use at sea
from 1 February 1992.
Objectives
"An Introduction to GMDSS/GOC" covers GMDSS theory, provides
basic knowledge of the system and its limitations and potential, and is
intended to cover the curriculum required for the "General Operator's
Certificate." The individual GMDSS systems themselves are dealt with
in separate chapters and provide the reader with insight into procedures
and the equipment required on board ships fitted in compliance with
GMDSS demands.
The book also deals with the importance of understanding the limita-
tions and potential of the various radio systems within the GMDSS, with
regard to range and coverage. ,\

Together with instrument user manuals and ITU publications, this book
will provide the answer to most questions that may arise when taking a
GMDSS radio operator course.
Target Audience
"An Introduction to GMDSS/GOC" is intended for readers with an inter-
est in maritime radio communications, including:
• navigators and radio officers aiming to update their maritime certificates
by taking a GMDSS radio operator course
• Students finishing off their navigational education with a GMDSS radio
operator course
• GMDSS instructors and schools of navigation I maritime training
centres
• Others wishing to improve their knowledge of the GMDSS
The Content of the Book

The content of this book has been developed in such a way that the
reader will progress naturally from chapter to chapter. Each chapter is
rounded off with relevant questions/assignments reflecting the most
important aspects of the chapter in question. Answering the questions
and completing the assignments after each chapter will enable the stu-
dent to check his own skills, thus ensuring that the requirements of the
curriculum are fulfilled.
"An Introduction to GMDSS/GOC" is also suitable for self-tuition and

should, if possible, be read prior to the student enrolling on a GMDSS/
GOC course.
Our experience from many years of GMDSS cour~es shows that read-
ing in advance of the course enhances the student's understanding of
the various GMDSS systems and thus also increases the benefit gained
from a short GMDSS radio operator course.
Acknowledgements
We would like to thank the Inmarsat, IMO and COSPAS/SARSAT Sec-
retariat for their goodwill and permission to reproduce the necessary
illustrations in this book. Similarly, we thank the GMDSS radio equip-
ment manufacturers that have contributed with permission to reproduce
illustrations from their brochures and fact sheets.
Finally, readers are invited to provide feedback to the author with re-
gard to the content of this book, so that we can achieve the best possible
GMDSS system description.
January 2010
Tor R. Kristensen

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 ill1111ediate alerting, fast distribution,
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 important to
itself and other ships in the same area.
Satellite and radio systems that are part ofGMDSS, have individual limita-
tions concerning range and availability. In order to ensure that the required
communication functions are available at all times, duplicates of vital
functions such as alerti , aming 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. I)
A2 - An area excluding sea area A 1, within the radiotelephone cover-
age of at least one MF coast station in which continuous DSC
alerting is available. 2l
A3 -An area excluding sea area A1 and A2 within the coverage of an
Inmarsat geostationary satellite in which continuous alerting is
available. 3l
n Area which extends approx. 30 - 50 nautical miles from the coast station.
2
! Area which extends approx. 150 nautical miles from the coast station. ·\
3
! Inmarsat range is between latitude 76° north and latitude 76° south.
©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 11

A 4 - An area outside sea areas A 1, A2 and A3. 4l

Note: Continuous availability of alerting is required in all sea areas.
1.2 Means of Communication - definitions
1.1.1 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 2187.5 kHz
Ship to shore alerting takes place on:

VHF DSC channel 70
MF DSC 2187.5 kHz
HF DSC 4207.5/6312.0/8414.5/12577.0116804.5 kHz
Additionally, an Inmarsat - B/C or Fleet F77 terminal can be used de-

pending on ship's position and equipment.
As a secondary method of alerting, the Cospas/Sarsat EPIRB or VHF

(DSC channel 70) EPIRB can be used.
1.1.1 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 2182kHz
Ship-aircraft: 3023kHz, 4125kHz and 5680kHz
1.1.3 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.
1.1.4 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
J Polar areas north of76° north and south of76° south.
12 ©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

The figure below shows theinmarsat System's role in GMDSS
Distress
alerting
EPIRB
Rescue National and

Co-ordination International Telex and
Centre
Telephone Networks
lnmarsat's role in Global Maritime Distress and Safety system.

~ '
1.3 GMDSS system configuration
COSPAS/SARSAT
.f ,,
AREAA3 AREAA2 .-15mi. AREAA1
The GMDSS system

1.4 GMDSS Implementation Schedule

· 1. February 1992
The provisions relating to GMDSS in the revised 1974 SOLAS Conven-
tion came into force on February 1, 1992. This means that from this date
on, ships may be equipped according to GMDSS specifications.
· 1. August 1993
All ships covered by the SOLAS Convention must be provided with the
following equipment:
- NAVTEX RECEIVER (FEC BROADCAST RECEIVER
ON 518kHz)
- FLOAT-FREE SATELLITE EPIRB
· 1. February 1995
All new ships constructed after 1. February 1995 must be equipped
with GMDSS radio installations.
All ships covered by the SOLAS Convention must be equipped with:
- SEARCH AND RESCUE TRANSPONDERS (SART)

Two (2) pieces on ships over 500 tons gross tonnage.
One (1) piece on ships between 300 and 500 tons gross tonnage.
- PORTABLE VHF TRANSCEIVERS

Three (3) pieces on ships over 500 tons gross tonnage.
Two (2) pieces on ships between 300 and 500 tons gross tonnage.
· 1. February 1999
ALL SHIPS SHALL BE EQUIPPED WITH COMPLETE GMDSS
RADIO INSTALLATIONS.
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.

1.6 GMDSS ships - radio watch at sea

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.
B)
Ships fitted with a MF radio installation shall keep continuous watch on
MF DSC distress and safety frequency 2187.5 kHz.
C)
Ships fitted with a MF /HF radio installation shall keep continuous watch
on the DSC frequencies assigned for distress and safety, 2187.5 kHz
and 8414.5 kHz and also at least one other HF DSC distress and safety
frequency from the following: 4207.5 kHz, 6312.0 kHz, 12577.0 kHz
or 16804.5 kHz.
Propagation characteristics ofHF radio waves for the actual season and
time of day should be taken into account when choosing HF bands for
transmission of distress alerts.
(This watch can be kept by means of a scanning receiver)
D)
Ships equipped with a VHF installation in accordance with ITU radio
Regulations eep continuous watch on VHF Channel 16 until
February 1, 2005.
(IMO- Maritime Safety Committee, at its eight session (May 2004)
agreed that listeneing watch on VHF chaimel16 by SOLAS ships, while
at sea, should be required and kept for foreseeable future with view to
providing:
1. a distress ability and communication channel for non-SOLAS vessels;
and
2. bridge to bridge communication for SOLAS ships)
E)
Ships stations should also keep a continuous watch for MSI (Maritime
Safety Information) in the Sea Area in which the ship is sailing, by
means of:
NAVTEX receiver (518kHz)

EGC receiver/Inmarsat-C for reception of SafetyNet messages
HF-MSI (telex)
F)
Wherever practicable, ships should maintain listening watch on VHF
channel13 (156.650 MHz) for communication aimed at ensuring safe
navigation.

1.7 GMDSS: Basic Equipment minimum requirements
I Sea Area A1
VHFTX + RX RADIO TELEPHONY
VHFDSC
CONTROLLER ~ DSC ALERTING VHF WITH DSC
WATCHKEEPING DSC ALERTING

RX CH 70 DSC
MARITIME
NAVTEX SAFETY
RX518 KHZ INFORMATION
EPIRB FLOAT FREE SATELLITE

ALERTING EPIRB
COSPAS/SARSAT POSITIONING
Additional requirements for use in survival craft
PORTABLE ON SCENE SHIPS 500 GRT AND UPWARDS: 3 PCS

TWOWAYVHF COMMUNICATION SHIPS BETWEEN 300-500GRT: 2 PCS
RADAR I SHIPS 500 GRT AND UPWARDS: 2 PCS

~-T_R_A_NS_P_O_ND_E_R__~---+~L____
Lo_c_AT-IN_G_____ SHIPS BETWEEN 300-500 GRT: 1 PCS

II Sea Areas A1+A2 I

BASIC EQUIPMENT· MINIMUM REQUIREMENTS
VHFTX+RX
. ·I RADIO TELEPHONY
I
VHF DSC
WATCH KEEPING
RXCH 70 DSC ~CALERTING
/
/
MFTX+RX RADIO TELEPHONY MFWITH DSC
~
MF
DSC CONTROLLER
WATCHKEEPING
RX 2187, 5 DSC DSC ALERTING
NAVTEX MARITIME SAFETY

RX 518KHZ INFORMATION
EPIRB ALERTING FLOAT FREE SATELLITE

COSPAS/SARSAT POSITIONING EPIRB

TWOWAYVHF COMMUNICATION SHIPS BETWEEN 300·500 GRT: 2 PCS
RADAR
TRANSPONDER r------+lr·
·I LOCATING
I SHIPS 500 GRT AND UPWARDS: 2 PC~
SHIPS BETWEEN 300·500 GRT:1 PCS
, _ _ __ _ _ _ _______J ·~

An /ntroduc~ion to GMDSS
ISea Areas A1+A2+A3 {INMARSAT) I

BASIC EQUIPMENT - MINIMUM REQUIREMENTS
VHF TX+RX RADIO TELEPHONY
VHF DSC

RX CH 70 DSC
MF TX+RX . RADIO TELEPHONY MFWITH DSC

MF ·I I
DSC CONTROLLER
WATCHKEEPING
RX 2187, 5 DSC DSC ALERTING
INMARSAT SHIP ALERTING

EARTH STATION TELEPHONE
8/C or FLEET F77 TELEX
I
EGC MARITIME SAFETY
RX INFORMATION



TWO WAY VHF COMMUNICATION SHIPS BETWEEN 300-500 GRT: 2 PCS
RADAR I SHIPS 500 GRT AND UPWARDS: 2 PCS

~--T-RA_N_S_PO_N_D_ER__~~~~L_ _ _ _ _L_oc_A_TI_N_G--~ SHIPS BETWEEN 300-500 GRT:1 PCS

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

BASIC EQUIPMENT- MINIMUM REQUIREMENTS

"4
-I
VHF DSC
CONTROLLER DSC ALERTING VHF WITH DSC

RX CH 70 DSC "4
MF/HF
- TX+RX
RADIO TELEPHONY
TELEX MF/HF WITH DSC
MF/HF DSC
CONTROLLER
MF/HF DSC
r
WATCH KEEPING A/ DSC ALERTING
~
RX
RADIOTELEX j/
EGC MARITIME SAFETY
INFORMATION MSI VIAINMARSAT
RX


Ad.ditional requirements for use in survival craft

TWO WAY VHF COMMUNICATION SHIPS BETWEEN 300-500 GRT: 2 PCS
TRA~~~DER I ·IL___
SHIPS 500 GRT AND UPWARDS: 2 PCS
SHIPS BETWEEN 300-500 GRT:i1 PCS
Lo_c_A-TI-NG
_ ___J

Additional carriage requirements for A3/A4 ships

using "equipment duplication"
BASIC EQUIPMENT • MINIMUM REQUIREMENTS
VHF DSC
CONTROLLER ~ DSC ALERTING
+
INMARSAT DISTRESS ALERTING
SHIP-EARTH
STATION
8/C OR FLEET F77
TELEPHONE .
TELEX
•
or
HF 1)
,----- RADIO TELEPHONY
TX+RX
TELEX
DSC HF
CONTROLLER
HF DSC DSC ALERTING

WATCHKEEPING
RX
2)
y RADIOTELEX
1) MAY BE COMBINED WITH REQUIRED MF-TRANSCEIVER IN SEA AREA 3 (INMARSAT).

2) MAY BE COMBINED WITH REQUIRED WATCHKEEPING RX IN SEA AREA 3 (INMARSAT).
ONE IS NOT REQUIRED TO INSTALL MORE THAN ONE MF/HF DSC WATCHKEEPING RX.

1.8 Maintenance requirements for GMDSS equipment

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
I
the availability of radio equipment:
- shore based maintenance

-on-board maintenance
- duplication of equipment
Ships in GMDS S sea areas Al and A2 shall use one of the three methods,
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
service 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 equipmen .
Duplication of equipment:
Duplication can be used as a thod of ensuring the availability of
equipment.
For further details study figure: "Addition carriage requirements for

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

is likely to be the most common method for most of the ships trading
under GMDSS regulations.
1.9 The GMDSS Master 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 suf-
ficiently updated to handle traffic under the new system.
The Master Plan contains information to users on shore-based facilities re-

garding 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 AI

- 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
User terminals
- Maps of shore-based facilities for the GMDSS
- Satellite EPIRB registration information
- List of 24-hour points of contact for MMSI 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 examples of what we mean by safety messages.
10. By which date must all ship covered by the SOLAS Convention
be equipped with complete G SS radio installations?
11. How many pieces of SART must ship of 24,450 tons gross ton-
nage be provided with?
12. Give a short definition of Sea-Area 4 ·n the GMDSS?
13. How many pieces of portable VHF transceivers must a ship of 45 5

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. Give an account of the maintenance methods that ships can 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?


CHAPTER I
SHIP's ANTENNAS
2.1 General Information
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:

TV ARIAL
EGG RECEIVER (SATCOM)
MF/HF RADIO-TELEPHONE
WATCHKEEPING RECEIVER
LORAN RECEIVER
VHF TX/RX No2 ADAR SCANNER
VHF DSC TRANSMITIER

E.B.SATURN35 - - - -
SATCOM RADOME-----.L__.il::::
VHF RECEIVER:-=====9~ll!Yl
DSC RECEIVER-
NAVTEX DIRECTION FINDER LOOP

25
Ship's antennas seen from above

WATCHKEEPINQ RIECIIYEII
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
resistance 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 pos-

sible to "create" the correct antenna length. These components are in
use in the "antenna tuner" when the transmitter tunes the frequency to
resonance and maximum antenna current.

Insulator Insulator
Wheelhouse deck
Transmitter
TX-antenna with insulator
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 princi e of a simple antenna tuning circuit,
for AM (amplitude modulation).
The antenna is tuned to the resonance quency by means of the coil
(L) and.the capacitor (C).
Simple antenna tuning circuit
sig~
Modulating
(voice) J Amplitude modulated
radio signal
L
Antenna tuning
circuit
Carrier~
frequen~

27
An lntrodu~tion to GMDSS
2.4 Radio wavelengths and frequencies
1.4.1 Propagation speed

The propagation speed of radio waves is equal to the speed oflight, 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 = fx Lambda
1.4.1 Wavelength
The wavelength, symbolized by the greek letter lambda, is the distance
from one wave top to another.
1.4.3 Period
A period, or cycle, is the time it takes for a wave to move from zero to
360 degrees.
Wavelength
+
w
0
:::>
I-
_J
a..
~
I
0
00
<(
1
Period
Wavelength and Period
2.5 Unit of measurement: Hertz (Hz)

The unit used for measuring frequency is Hertz, symbolized by Hz, and
signifying the number ofperiods 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.

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) =1000Hz
Example No. 2:
The ship-to-shore alerting channel for VHF DSC is channel 70, at a
frequency 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 frequen-

cy 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
=3 000 000 m/sec

f q. (Hz)
Example No.3:
Again using the frequency for channel 70, we can calculate the
wavelength for this frequency:
L = .Q_
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

600m
f = 500 000 Hz
f = 500kHz '\
©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

29
L
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.
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
calculate 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 = 34.4 m

4 4
So, when replacing your damaged antenna, you can exchange it with a
wire antenna with a length of 34.4 metres.
2.6 Table of wavelengths

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

2.7 Propagation of Radio Waves
1.7.1 The Ionosphere

The upper part of the atmosphere consists of several layers of electrically
charged particles known as the ionosphere. The ionosphere is composed
of three layers designated respectively, from lowest level to highest level,
as D, E, and F.
The F layer is further divided into two layers designated as Fl(the lower
level) and F2 (the higher level). The presence, or absence, of these lay-
ers 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 extreme y difficult to predict. However,
the following general statements can b made:
1.7.1 The D layer

The D layer ranges from distances f approximately 40 km to 90 km
from the earth.
Ionization of the D layer is low, bee use it is the lowest region of the
ionosphere.
This layer has the ability to refract si als of low frequencies. High
frequencies pass right through it but are attenuated in so doing.
After sunset the D layer disappears because of the rapid recombination
of its ions.
1.7.3 TheE 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 ofhigher frequency than those
refracted by the D layer. In fact, the E layer can refract signals with fre-
quencies as high as 20 MI-Iz.
1.7.4 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 F 1 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 atmosph"ere

31
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.
2.8 VHF
The
SUN
Distances:
The D-layer, 40-90 km from the Earth
TheE-layer, 90-145 km from the Earth
The F-layer, 145-400 km from the eart
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 transmitting
antenna and the receiving antenna.
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

1
I
lesser extent.
The range of a VHF communication system can be calculated by the

following formula:
Range (km) = 4.1 x ( ~h1 + ~ h_2 )
Where h1 and h2 are antenna height in meters.
The same equation expressed in miles:

Range (in miles)= ( ~ 2h1 + ~ 2h2)
Where h1 and h2 are antenna height in feet.
VHF Communications
Direct Wave
TX./. ·---~
RX
< Reflected Wave
~~. ·., -
~-- ... ______ ,,.~;·
h1 ',
' / h2
/
EartflZ
2.9 MF
The medium wave band (MF) consists of frequencies between 1605 and
4000kHz.
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 ofthe
ionosphere, and the range will increase considerably.
As previously mentioned, the intensity ofthe 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.

33
MF Communications
Reflected Wave
TX Ground Wave
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

I I
The figure on the previous page shows the relationship between frequency
and refraction in the ionosphere, and different skip distances. The skip
distance is increased by a lower angle of radiation.
TheE-layer's effect on skip distances 1
The E-Layer vanishes at night
'' '~'
~'- \\
'I. -------Night '
'
,Q ' signals '
i\ \ '
-
", ~~~~~~;:~:;r--------~~------~·r-------------------
~7 - ~t.~:.:L;. .,~ I
6 Mhz ~ at lower angle of radiation / i
skip distance \ i I
(lower layer)
'\ .- .
•------~~.~_::::::::.::::::-;::=·--
.,~--T------.,,1
-t
Increased skip distance
6 Mhz skip distance at lower angle of radiation
(upper layer)
11 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 lnmarsat-B antennas

The Inmarsat-B terminal uses a parabolic dish antenna. The figure on
the next page shows the Above Deck Equipment.
The antenna is capable of tracking (following) the satellite by means of
an auto-tracking 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
radom e.
deally, the antenna must have free visibility in all directions over an
ele ·on of 5 degrees.
Also, the ra e 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 antenna locations are provided by the «lnmarsat
·\
Guidelines» and IMO Res. A.608(15).

35
•
·An Introduction to GMDSS .
ABOVE DECK
EQUIPMENT
RADOME
lnmarsat-8 antennas
2.12 lnmarsat-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.
lnmarsat-C ship's antennas

r-----·~ 190.0 •
179.0
Two different lnmarsat-C antennas from

Japan Radio Company and Sailor.

--
2.13 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.
2.14 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 (TX): 8255kHz
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 addi-
tion, 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 maintenance
1.15.1 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.
1.15.1 Whip antennas

Whip antennas are often made of fibre glass 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.
1.15.3 Coax cable

The most commonly used coax cables on board ships have an imped-
ance of 50 ohms.
If the cable is damaged by water leakage, the impedance of the cable
~ willalte~
~lt will be antenna mismatch and too much reflected power.
Another possible result may be a short circuit of the transmitter's power
amplifier stage. I
-~

37
p
1.15.4 Cable connectors/plugs

The most commonly used connectors are UHF or N-connectors.
The connectors can be cleaned by using different types of electronic
cleaners.
Different types of ship's antennas

from COM ROD A/S (Ltd)
f-'
I COMRODAV6K
'
Marine VHF antenna
APPLICATION:
; The AV&K is a rugged high quality
i dipol antenna designed for the manne
iI VHF radio telephone service.
I
ELECTRICAL SPECIFICAliONS:
I
I Frequency range: 156-162 MHz. WSVR ::: 115
153-170 MHz. WSVR ::; 1:2
II Nominal impedance:
Power rating:
SO ohm
200W
Pattern: Horizontal plane: omnidirectional.
&1'1
Vertical plane: see reverse side
-...
N
Gain: 2 dbi
Polarization: Vertical
Connector: Nand UHF female are sdlndard.
DC-grounded: Yes
- I + ,,,, + + MECHANICAL SPECIFICATIONS:

Design: Centerfed coaxial dipol. Radiating elements
completely enclosed in polyurethane foam
Ll+ '"'' + + within a fiberglass tube. Hot dip galvanized
mounting hardware.
~
Height: 1425 mm
Weight: 1.3 kg, ex. clamps, 2.2 kg with clamps
L_
- '- Wind rating: 55 m/s
Rated wind force: 6.5 kp
Rated moment of flexure: 3.0 kpm
175 Finish: Polyurethane lacquer, white
r . Temperature: -40°(. + 55°C
E:: MIN. • 30
MOUNTING:
The AV6K may be mounted to two welded brackets or clamped on to a mast or
post. Clamps of type AVC are included. Connector is protected by a plastic tube
with stuffing nut.
Suitable cable: RG8. RG213 or similar.
For more detailed mounting instructions. see data sheet no. 704·9.

.. l
COMROD AR80, AR80T, AR80TH

8 m receiving rod antenna
"APPLICATION: The ARSOT and ATSOTH version are
AR80 is an efficient fiberglass receiving equipped with special transformers which
antenna for marine MF and HF act as matching units tot he feeding cable.
communication. 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.
ELECTRICAL SPECIFICATIONS:
Frequency range: AR80: 0.15-30 MHz
ARSOT: with transformer T: 0.15-4 MHz
ARBOTH: with transformer TH: 1.6-30 MHz
Pattern: Omnidirectional
Electrical length: 7.4 m
MECHANICAL SPECIFICATIONS:
Design: Self-supporting fibreglass rod with bronze
armature for mounting and connection.
Height: 8m
Weight: 10.5 kg. including clamps
Sections: Base section: ARB40
Top section: APN1
Wind rating: 55 m/s
Moment of flexure: 75 kpm at 55 mts
Deflection due to wind load: 4.4m
Finish: Polyurethane lacquer, white
Temperature: -40°(, + 55°(
......;
MOUNTING:
The AR80 may be bolted to two welded brackets or clamp mounted on a post
or mast.
Clamps type ATC with bolts are supplied.
Suitable cable: RC8. RC213 or similar.
For more detailed unting instructions. see data sheet no. 704-59.

COMRODAR11
Distress frequency
receiving antenna
APPLICATION:
AR 11 is a coil-loaded receiving whip at the marine distress calling frequency
antenna especially developed for use 2182kHz.
=- --- Frequency range: 1-3 MHz

0 Pattern: omnidirectional
~
0
.... Polarization: vertical
Gain: 18 db over plain whip of same length at
2182 kHz in 50 ohms system
Design: Self-supporting coil loaded fibreglass whip
with bronze armature for mounting and
connection. The helical coil is completely
enclosed in the laminate.
Height: 4.04m
I
Weight 2.6 kg, including hoops
Number of sections: 1
.... Wind rating: 55 m/s
~....., Moment og flexure: 11 kpm at 55 m/s
Ec ~
Deflection due to wind load:
Finish:
2.6 m
Polyurethane lacquer. white
I 70
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 mcluded.
Suitable cable: RG8. RG213 or similar.
Cable inlet: Pg 11.

COMRODAT 60
6m marine transmitting antenna
APPLICATION:
AT &0 is a high quality glassfibre
transmitting antenna for the marine
coastal and HF telephony bands. It
matches well all modem SSB marine
telephony transmitters.
ELECTRICAL SPECIFICAnONS:
Frequency range: 1.&- 30 MHg
Power rating: 1.5 kw PEP
Cl
Ql
Q/ Electrical length: 4.8m
PII
I
' MECHANICAL SPECIFICAnONS:
Design: Self-supporting fibre glass rod with bronze
II armature and hot dip galvanized mounting
hardware.
I
Height 6m
I Weight
Sections:
&.0 kg
Base section: ATB 30
Top section: 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, +5S"t
MOUNTING:
The AT &0 may be bolted to two welded brackets or clamp mounted on a post or
mast. Clamps type ATC with bolts are supplied. Suitable feeder:
0.& x 7 x 7 or 0.7 x 7 x 7 copperwire. .
For more detailed mounting instructions, see data sheet no. 703-145.

41
COMROD ATIOOD
10 m marine transmitting antenna
APPUCATION:
AT100D is a high quality glassfibre It matches well all modern SSB marine
transmitting antenna for the marine telephony transmitters.
coastal and HF telephony bands.
Frequency range: 1.&-JOMHz
Power rating: 1.5 kW PEP
Impedance: See reverse side
"
Electrical length: 10m
Design: Self-supporting fibreglass rod with bronze
armature and epoxy insulated feeding point
Height: 10m
Weight: 18.9 kg
Sections: Base section: ATBSO
Top section: APBSO
Wind rating: 55 m/S
Moment of flexure: 275 kpm at 55 m/s
Deflection due to wind load: S.Om
Finish: Polyurethane lacquer, white
Temperature: -40°C, + 55°C
MOUNTING:
The AT1000 is well suited for mounting on top of the radio cabin. If the feeding
insulator is not long enough, extensions are availab~.
The flange holes are matched to M12 bolts. For more detailed mounting
instructions, see data sheet. no. 704-146.
all
11111111/- ~"'--···_j
2 Bhotesal~

2.16 EXERCISES - ANTENNAS
1. What does a radio wave consist of?

2. How is the correct electrical length of the transmitter antenna achie-
ved?
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 oflayers 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 Inrnarsat-A/8 and an lnrnarsat-C
antenna?

43
.

CHAPTER 3
REGULATIONS AND TRAFFIC

PROCEDURES
3.1 Ship's Radio Licences
All established mobile stations must have a radio licence, normally is-
sued by the national administration or another office/institute on behalf
ofthe 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 international
conventions. and agreements.
3.3 Operation of the Radio Station - Operator 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 Certificate

(ROC) in order to be qualified to operate VHF radio communication
equipment on GMDSS ships.
Radio operat are obliged to follow the recommendations provided by

the 10 Regulations Convention and other relevant conventions.
OTE! Restricted Operator's Certificates only cover the equipment
required for Sea Area A 1. '\

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
Convention.
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 for distress calls, distress messages and

other messages concerning the safety of lives at sea
Distress calls shall have absolute priority over all other transmissions.
All stations hearing such calls 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 acknowledge-
ment of receipt shall not be given before the distress message which
follows 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 ra-
diate only as much power as is necessary to ensure satisfl}ctory service.
3.7 Control and adjustment 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
unless absolutely necessary)
- tests should be carried out using reduced power/artificial an-
tenna
- 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, publications and posters

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 SPitions' Numerical Identities used by the
Maritime Mobile and Maritime Mobile Service (ITU)
(e) The List of Coast Stations (ITU)
(f) The List of Ship Stations (ITU)
(g) The List ofRadiodetermination and Special Service Stations (ITU)
(h) The manual for Use by the Maritime Mobile" and Maritime Mobile-
Satellite Services (ITU).
In addition international/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 with

foreign coast and ship stations 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 commu-
nication, 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 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 channel12.
- INTERSHIP COMMUNICATIONS - traffic between ship stations.
Assigned channels are 6, 8, 10 and so on.
- SAFETY SERVICE - radio telephone communications concerning
distress, urgency or safety traffic. ~

47
An Introduction. to GMDSS
3.10.1 The international distress, safety and calling channel

Channell6 (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.
Channel16 can also be used by:

- coast and ship stations for calling and replying to calls
- coast stations for announcement of traffic lists and i m p or tan t
maritime 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 21st edition- 2008".
If the ship's position is outside Karlskrona in Sweden and the ship is
within VHF range, the call must take place on VHF channel 81.
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:
STOCKHOLM RADIO STOCKHOLM RADIO
THIS IS
PIONEER PIONEER CALLSIGN ELPU9
CHANNELS!
TRAFFIC ON HAND
OVER
Coast stations should be called on a WORKING CHANNEL whenever

possible. Below is an example of a call to Finisterre Radio on VHF chan-
nel 16.
Example:
FINISTERRE RADIO FINISTERRE RADIO
THIS IS
PIONEER PIONEER CALLSIGN ELPU9
CHANNEL 16
TELEPHONE CALL
OVER

List of VHF Channels
Channel number Transmitting frequencies Ship-ship Harbour operations Public

Ship manoeuvring correspondence
Ship Coast [One Two

stations stations frequency frequencies
60 156.025 160.625 x. X
01 156.050 160.650 X X
61 156.075 160.675 X X
02 156.100 160.700 X X
62 156.125 160.725 X X
03 156.150 160.750 X X
63 156.175 160.775 X X
04 156.200 160.800 X X
64 156.225 160.825 X X
05 156.250 160.850 X X
65 156.275 .160.875 X X
06 156.300 X
66 156.325 .· 160.925 X X
07 156.350 160.950 X X
67 156.375 156;375 X X
08 156.400 X
68 156.425 156.425 X
09 156.450 156.450 X X
69 156.475 156.475 X X
10 156.500 156.500 X X
70 156.525 156.525 Digital Selective Calling for distress, safety and calling_
11 156.550 156.550 X
71 156.575 156:575 X
12 156.600 156;600 X
72 156.625 X
13 156.650 156.650 X X
73 156.675 156.675 X X '
14 156;700 156.700 X
74 156.725 156.725 X
15 156.750 156.750 X X
75 -156.775 X
16 156.800 156.800 Distress, safetv and callin!l
i"'.
76. 156.825 X
17
.. :.
156.850 156.850 x X
77 156.875 X
18 156.900 161.500 X X X
78 156.925 161.525 X X
19 156.950 161.550 X X
79 156.975 161.575 X X
20 157.000 161.600 X X
80 157.025 161.625 X X
21 157.050 161.650 X X
81 157.075 161.675 X X
22 157.100 161.700 X X
82 157.125 161.725 X X -0 X
23 157.150 161.750 X X
83 157.175 161.775 X X X
24 157.200 161.800 X X
84 157.225 161.825 X X X
25 157.250 161.850 X X
85 157.275 161.875 X X X
26 157.300 161.900 -•·- X- X
86 157.325 161.925 X X X
27 157.350 16'1.950 X X
87 ~ 157,375 X
28 157.400 162.000 X X
88 157.425 . .X .·
AIS 1 161.975 161.975

AIS2 162.025 161.025
~

The reply from Finnistere Radio will be as follows:

PIONEER
THIS IS
FINISTERRE RADIO
ROGER
CHANGETOCHANNEL22
OVER
Pioneer will then reply to Finnistere Radio as follows:

FINISTERRE 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.
Ship stations within range of VHF coast stations should, wherever pos-
sible, keep listening watch on channel 16.
Ship stations equipped only with VHF installations, SHALL KEEP
LISTENING WATCH ON CHANNEL 16, when the ship is at sea.
3.11 Traffic Lists

Coast stations normally transmit their calls in the form of traffic lists
consisting of the names and the call signs of all ship stations they have
traffic for, in alphabetical order.
The traffic lists are transmitted at fixed times on the primary working
channels. This information is found in the "List of Coast Stations"
The coast station announces its traffic lists on VHF channel16, in the
following way:
Example:
- ALL SHIPS ALL SHIPS ALL SHIPS
-THIS IS
- ROGALAND RADIO ROGALAND RADIO ROGALAND RADIO
- LISTEN FOR MY TRAFFIC LIST ON VHF WORKING FREQUEN-
CIES
3.12 MF radio telephony (coast telephony).

On the medium frequency band between 1605 kHz and 4000 kHz, the
following e~ission classes are allowed:
H3E - Single sideband with full carrier, only for 2182 kHz.
BE - Single sideband with suppressed carrier, this emission class is
used for ordinary traffic handling.
.l
3.13 The international distress' and calling frequency

2182kHz
The 2182kHz frequency is used by GMDSS ships for distress and safety
traffic using radiotelephony, emission class BE. It is also used for distress
calls and traffic, together with urgency calls and traffic. Using the 2182
kHz frequency for calls following the safety signal is also permitted.
Emission class for this traffic is H3E. Safety messages shall generally be
transmitted on a working frequency. Emission class BE is used for the
exchange of distress traffic on 2182 kHz after receipt of a DSC distress
alarm has been transmitted with the help ofDSC (Digital Selective Call-
ing). Operators must be aware that other shipping traffic (non-GMDSS
ships) within MF range, will not receive the distress traffic in such cases
due to emission class BE. The 2182 kHz frequency can also be used
to call up and reply to calls. Coast stations use 2182 kHz to announce
transmissions on a working frequency and to announce traffic lists that
are to be transmitted on a working frequency. General correspondence
on distress and calling frequencies is prohibited and transmissions on
2182 kHz are to be kept to a minimum. Prior to transmission on 2182
kHz, the station that is transmitting must first monitor the frequency to
ensure that any ongoing distress traffic is not interrupted.
3.14 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: 2045kHz(class BE emission)
Intership working frequency: 2048kHz(class BE emission)
NOTE! The 2048kHz frequency shall not be used as a working frequency

between stations of the same nationality. Ships of the same nationality
must use national allocated frequencies for intership communication.
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:
2051kHz, 2054kHz, 2057kHz.
In Regions 2 and 3, all ships on international voyages may use:

Intership working frequencies: 2635, 2638kHz( class BE emission)
Example call:
With reference to the "List of Coast Stations" 21st edition, 2008. (
··~

51
The "PIONEER!ELPU9" is within MF range of Port Said Radio, Egypt

and wants to order a telephone call.
-PORT SAID RADIO, PORT SAID RADIO, PORT SAID RADIO

-THIS IS
- PIONEER PIONEER CALLSIGN ELPU9
-ON 2182KHZ
-MY WORKING FREQUENCY IS 2045 KHZ
- TELEPHONE CALL
-OVER
When contact is established, Port Said Radio will announce its working
frequency, and both stations will continue further traffic on the working
frequencies.
3.15 HF telephony
Only emission class BE should be used on the short wave bands be-
tween 4000-27000 kHz. Ship stations may generally use the following
HF frequencies (duplex) 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 8255.0kHz 8779.0kHz
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 25097.0kHz 26172.0 kHz
NOTE: The frequencies 4125kHz, 6215kHz, 12290 kHz and 16420

kHz are assigned simplex frequencies for distress and safety traffic. If
using these frequencies for routine calls to coast stations, monitor them
first to make sure that no distress or safety traffic is interrupted. The
"List of Coast Stations" provides details about coast stations, opening
times and listening watch on shortwave telephony.
Example call
With reference to to the List of Coast of Stations 21th edition, 2008.
PIONEER/ELPU9 is sailing in the Pasific Ocean. The captain wishes to

order a telephone call to Valparasio city, Chile.
Pioneer:
- VALPARASIO RADIO VALPARAISO RADIO VALPARASIO RADIO
-THIS IS
- PIONEER PIONEER PIONEER CALLSIGN ELPU9
- CHANNEL 821
1
- TRAFFIC ON HAND
-OVER
Valparasio Radio:
- PIONEER PIONEER
-THIS IS
- VALPARASIO RADIO VALPARASIO RADIO
-ROGER READ YOU FIVE
- CHANGE TO HF CHANNEL 815
- STAND BY YOUR ARE NUMBER TWO IN TRAFFIC
-OVER
Pioneer:
- VALPARASIO RADIO
-THIS IS
-PIONEER
-ROGER
- STANDINGBYONHF CHANNEL 815
The coast stations' short wave frequencies are assigned to several coun-
tries collectively. This means that interruptions/interference from other
coast stations may occur from time to time.
3.16 Traffic lists ii

ij,,
Normally, the coast stations transmit their calls in the form of traffic
'q·
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 MF and HF channels in accordance with information found in
the ITU "List of Coast Stations". The coast station announces its traffic
lists on 2182 kHz in the following way:
Example:
-ALL SHIPS ALL SHIPS ALL SHIPS

-THIS IS
- VALPARISO RADIO VALPARAISO RADIO
- LISTEN FOR MY TRAFFIC LIST ON 2XXX KHZ
'
'\

53
Frequency Allocation Regions
20' 40' 60' eo· 160' 180' ~
7!
60
40
30
20'
o·
40'
60'
f! 1so· . 1-to· 12o· too· eo· 6o· 40' 20' o· :>()' 40' 60' eo· IOQ' 120· uo· 1so·
1
CHAPTER4
DISTRESS SIGNALS AND_ DISTRESS

TRAFFIC
4.1 Introduction
Within the GMDSS system, all maritime distress and safety communi-
cations 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 -B/C or Fleet F77
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
February 1, 1992, and reaching complete implementation on February
1, 1999. GMDSS regulations apply to all passenger vessels sailing in
international waters and to all cargo vessels over 300 gr.t. sailing in in-
ternational 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 imple-
mented at a national level. The distress and safety procedures for radio-
telephony (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
assistance to a distressed mobile station. Distress signals and distress
messages must only be transmitted on the direct orders of the master
or the officer in charge. Distress signals and distress messages must be

55
transmitted on the following frequencies designated for distress, urgency

and safety communications on radiotelephony:
156.8 Mhz- channel16
2182 kHz 8291 kHz
4125kHz 12290 kHz
6215kHz 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 alphabet
and the "International Signalbook 1969" can be used.
4.3 The international distress and calling frequency 2182 kHz

The 2182 kHz frequency is the international radiotelephony distress
frequency, and shall be used for this purpose by ship stations, aeromo-
bile 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 2182kHz (consult List of Coast Stations
for further information). Ship stations shall, when not engaged in traffic,
maintain listening watch on 2182 kHz.
4.4 Silence periods

To increase the safety oflives at sea, it is of vital importance that all ships
make every attempt to listen to the international distress frequency during
the silence periods. The silence periods are the first 3 minutes of every
hour and halfhour (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 of2200 Hz and the other tone a frequency
of 1300Hz, the dl}ration 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 ~inute.

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 author-
ity 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
derivative of the French word "M' AIDER".
The distress signal indicates that a ship, aircraft or other vehicle is
threatened by grave and imminent danger and requests immediate as-
sistance.
4.7 The distress call

The radiotelephony distress call consists of:
-The distress signal MAYDAY, spoken three times
-the words THIS IS (or DE spoken as DELTA ECHO in case oflanguage
difficulties)
- The callsign or other identification of the mobile station in distress,
spoken three times
Example
MAYDAY MAYDAY MAYDAY
THIS IS
STOLT EGRET STOLT EGRET STOLT EGRET CALLSIGN LAP04
MMSI 257501000
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 lon-
gitude, using figures for degrees and minutes, together with one of the

57
An Introduction to GMDSS "
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.
Example:
MAYDAY MAYDAY MAYDAY
THIS IS
STOLT EGRET STOLT EGRET STOLT EGRET CALLSIGN LAP04
MMSI 257501000
(brief pause)
MAYDAY
STOLT EGRET CALLSIGN LAP04 MMSI 257501000
IN POSITION 09.15 SOUTH 102.10 WEST
20 DEGREES LISTING TO PORT SIDE
DANGER OF CAPZISING
NEED IMMEDIATE ASSISTANCE
15-CREWMEMBERS
THE WEATHER IS NORTHWEST GALE 8
RAINSHOWERS VISIBILITY ABOUT 5 NAUTICAL MILES
4. 9 Acknowledgement of 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 oflanguage difficulties
- the distress signal MAYDAY
Example:
MAYDAY
STOLT EGRET STOLT EGRET STOLT EGRET LAP04 MMSI
257501000
THIS IS
BERGE MASTER BERGE MASTER BERGE MASTER LAN02
RECEIVED 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
distress, 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:
Example:
-MAYDAY
-ALL STATIONS
- SEELONCE DISTRESS
-THIS IS
- OWN CALLSIGN OR IDENTIFICATION
"Berge Master" indicating that normal working conditions can be re-

sumed:
-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
(
-~

59
Example:
MAYDAY
ALL STATIONS ALL STATIONS ALL STATIONS
THIS IS
TIME 1530 UTC
STOLT EGRET LAP02
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
whenever possible by the radiotelephone alarm signal.
- MAYDAY RELAY, spoken three times;

- ALL STATIONS or coast station name, as appropriate, spoken three
times;
- the words THIS IS;
the name of the relaying station, spoken three times;
- the call sign or other identification of the relaying station;
- the MMSI (if the initial alert has been sent by DSC) of the relaying
station
- the vessel not in distress
This call shall be followed by a distress message which shall, as far as

possible, repeat the information contained in the original distress alert
or distress message.
1
l
Example:
MAYDAY RELAY MAYDAY RELAY MAYDAY RELAY
THIS IS
BERGE MASTER BERGE MASTER BERGE MASTER CALL-
SIGN LAN02 MMSI 257555000
FOLLOWING RECEIVED FROM STOLT EGRET CALLSIGN
LAP02MMSI2573330000NVHFCHANNEL 16TIME 1615UTC:
MAYDAY
STOLT EGRET LAP02 MMSI 257333000
POSITION09.15 SOUTH 012.10WESTTIME 1235 UTC
20 DEGREES LISTING TO PORT SIDE
NEED IMMEDIATE ASSISTANCE
15 CREWMEMBERS
THE WEATHER IS NORTHWEST GALE FORCE 8
VISIBILITY ABOUT 5 NAUTICAL MILES

61

CHAPTERS
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
frequency.
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 sta-
tion should, if possible, be notified of the receipt of the urgency signal.
In the maritime mobile service, urgency messages may be addressed

either 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".
'
'\

63
f
Example:
The "BRUNITA" LKFE has lost a man over board at position 55.10 N,
018.10 E.
The call will take place on VHF channel 16
PAN PAN PAN PAN PAN PAN

THIS IS
BRUNITA BRUNITABRUNITA CALLSIGN LKFE MMSI 257666000
MAN OVER BOARD IN POSITION 55 DEGREES 10 MINUTES
NORTH
022 DEGREES 10 MINUTES EAST
SHIPS IN VICINITY ARE ASKED TO KEEP SHARP LOOOKOUT
AND REPORT TO BRUNITA ON VHF CHANNEL 16.
DATE AND TIME 181030 UTC
MASTER BRUNITA
If the person is found, the "BRUNITA" must cancel her PAN message:
PAN PAN PAN PAN PAN PAN

THIS IS
BRUNITABRUNITABRUNITA CALLSIGN LKFE MMSI 257666000
PLEASE CANCEL MY PAN MESSAGE OF 181030 UTC TODAY
THE CREW MEMBER HAS BEEN FOUND IN GOOD SHAPE
THANK YOU FOR YOUR COOPERATION
DATE AND TIME 181130 UTC
MASTER BRUNITA CALLSIGN LKFE MMSI 257666000
OVERANDOUT
5.2 Medical Advice ·-·MEDICO

Ship stations can get free medical advice (MEDICO) via all Norwegian
coast stations. Information on coast stations that offer this service is
found in the List of Coast Stations.
The master of the ship will be connected to the closest hospital or doctor
available. If necessary, the urgency signal may be transmitted before the
radio communications and radio telegrams
concerning medical advice.
Example:
PAN PAN, PAN PAN, PAN PAN
ROGALAND RADIO ROGALAND RADIO ROGALAND RADIO
THIS IS
BERGE MASTER, BERGE MASTER, BERGE MASTER, LAN02
MEDICO
CHANNEL260VER

l
CHAPTER6
SAFETY TRANSMISSIONS
6.1 Safety signals and messages
In radiotelephony, the safety signal consists of the word SECURITE
pronounced 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 sec-
onds before proceeding with the safety signal and the safety message.
The navigational warning signal consists of one substantial sinusoidal

audio frequency tone of2200 Hz transmitted in bursts of250 milliseconds
duration, at intervals of 250 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 silenced
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 par-
ticular station.
Example:
- SECURITE SECURITE SECURITE
- ALL SHIPS ALL SHIPS ALL SHIPS
- THIS IS
- ROGALAND RADIO ROGALAND RADIO ROGALAND RADIO
- LISTEN FOR NAVIGATIONAL WARNING ON VHF WORKING
CHANNELS

65
I ~
Example (On channel 16)

SECURITE SECURITE SECURITE
ALLSHWSALLSHWSALLSHWS
THIS IS
BERGEMASTER BERGE MASTER BERGE MASTER LAN02
NAVIGATIONAL WARNING
LISTEN VHF CHANNEL 06
(On channel 06):

SECURITE SECURITE SECURITE
ALL SHIPS ALL SHWS ALL SHWS
THIS IS
THREE DRIFTING CONTAINERS OBSERVED IN POSITION 35 DE-
EGREES 11 MINUTES NORTH AND 005 DEGREES 40 MINUTES
WEST
SHWS IN THE AREA KEEP SHARP LOOK OUT
DATE AND TIME 051215 UTC BERGE MASTER LAN02

-
6.2 Exercises: Regulations 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. Is it legal to hand over information concerning 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 frequency used by Alexandria Radio for public correspond-
ence onMF?
16. What is the purpose of the 2045 and 2048kHz frequencies?
17. Make a call to Alexandria Radio on MF.
18. What are the international calling channels on the short wave band?
19. What is a traffic list?
20. On which channels do the coast stations announce the traffic lists?
'
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67
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6.3 Exercises - Distress, Urgency and Safety Traffic

1. What does the distress signal in radiotelephony sound like ?
2. What criteria shall be present when sending a distress signal?
3. What is the purpose of the alarm signal?
4. Give an example of a distress call.
5. Give an example of a complete distress message.
6. How many times can you repeat a distress message?
7. When do you have to acknowledge receipt of a distress message?
8. Give an example of an acknowledgement of receipt of a distress
message.
9. How would you impose radio silence if your own station is in dis-
tress?
10. How should you announce that complete silence is no longer neces-
sary?
11. Give an example of the transmission of a distress message sent by
a station not itself in distress.
12. On which occasions do you have to carry out such a call?
13. What is the urgency signal in radiotelephony?
14. What does the urgency signal indicate?
15. What priority does the urgency signal have?
16. Give an example ofthe urgency call and urgency message you would
transmit if your ship's engine breaks down. '
17. Cancel the urgency message when your engine is running again.
18. What is the safety signal in radiotelephony?
19. What does the safety signal indicate?
20. You have discovered a drifting container in the English Channel. Give
an example of a safety message with preliminary announcement on
channel16.
21. Where should the safety message referred to in question 20 be trans-
mitted?
22. What is a MEDICO?
23. Do you have to pay for this service?

1
CHAPTER7
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, 500kHz or VHF channell6), 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 audible/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, t~e DSC control unit checks each
incoming call, and determines whether the call is addressed to it specifi-
cally. When such a call is received, the attention ofthe operator is attracted
usually by a printout/display of the message or by audible/visual alarms.
All other DSC calls that not are recognised by the DSC controller, 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

69
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.
- VHFDSC
All GMDSS ships must be fitted with VHF DSC channel 70 for distress
and safety calls from ship to ship.
In sea area Al, ships must also be able to execute distress and safety
calls to a coast station.
-MFDSC
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.
-HFDSC
GMDSS ships sailing in sea areaA4, and those without Inmarsat terminals
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
1
Message
2
Message
3
Message
4
?~·· >
~
< End of
·~ sequence
Error check
character
>
>

An Introduction to GMDSS l
The DSC equipment (control un~t) 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 of the DSC Call

Dot pattern:A sequence of dots transmitted so that the scannipg-receiv-
ers can be tuned, and stop scanning.
Phasing sequence: In-phasing signals making the receiver ready for

reception 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 ·\

71
T
- EPIRB transmission
- 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 andminutes.
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.
t
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, except
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 com-
munication.
1
l
7.5 Selective calling numbers ;in the 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

ofthe ship.
Norwegian ships have Mills 257,258 and 259.
The current status of MID allocations is found in the 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 IS USED TO IDENTIFY THE FLOAT FREE

EPIRB, AND VHF/MF/HF DSC EQUIPMENT.
It is also used as a means of identification by Inmarsat sattelite equip-

ment. The number is derived from the MMSI number with the addition
of a specific digit in front to identify the Inmarsat system to which it
applies:
Inmarsat-B: 3MIDXXXZZ
Inmarsat-C: 4MIDXXXZZ
lnmarsat-M: 6MIDXXXZZ
. We also distinguish between the various call signs.

(X is a number between 0 and 9):
Ships station: MIDXXXXXX _

Group of ships: OMIDXXXXX
Coast station: OOMIDXXXX
Above, we have seen that the MMSI number consists of9 digits and that
we also distinguish between three different call identities.
Study the figure on the following page:
I
·~

73
T
Different Call Identities
MMSI: MID XXX XXX (one ship)
MMSI: OMID XX XXX (group of ships)
MMSI: OOMID X XXX (coast radio station)
NOTE: X is a figure between "0" and "9"
7.6 MMSI numbers
NORWEGIAN COAST STATIONS

Ti0me radio 00 257 0100
Farsund radio 00 257 0200
Rogaland radio 00 257 0300 t
Bergen radio 00 257 0400

Flom radio 00 257 0500
0rlandet radio 00 257 0600
Bod0 radio 00 257 0700
Yarde radio 00 257 OROO
Svalbard radio 00 257 0900
Jan Maven radio 00 257 1000
Bj0rn0)'a radio 00 257 1100
Common MMSI No. for Norw. Coast Stations 00 257 0000
DANISH COAST STATIONS
L_yngby radio 00 219 1000
SWEDISH COAST STATIONS
Stockholm radio 00 265 2000
FINNISH COAST STATIONS
Helsinki radio 00 230 1234
]4 ©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

l
7.7 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 station
is this?

75
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1
'
CHAPTERS
DSC PROCEDURES FOR VHF - MF

ANDHF
Introduction
Procedures for DSC communications on MF and VHF are described in
section 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 making DSC communications on HF are described in section 8.6
below.
8.1 Distress
8.1.1 Transmission of DSC distress alert
A distress alert should be transmitted if, in the opinion of the Master, the
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:
- tune the transmitter to the DSC distress channel (2187.5 kHz on MF,
channel 70 on VHF (see Note 1)).
- ·if time permits, key in or select on 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,
- type of subsequent distress communication (telephony), in accordance
with the DSC equipment manufacturer's instructions;
- transmit the DSC distress alert;
- 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. 2182 kHz on MF, channel16 on VHF, while waiting for the I
DSC distress acknowledgement.
NOTE 1- Some maritime MF radiotelephony transmitters shall be tuned to a frequency 1700Hz lower than
2187.5 kHz, i.e. 2185.8 kHz, in order to transmit the DSC distress alert on 2187.5 kHz;

77
8.1.1 Adions on receipt of a distress alert

Ships receiving a DSC distress alert from another ship should normally
not acknowledge the distress alert by DSC since acknowledgement of
a DSC distress alert by use of DSC is normally made by coast stations
only.
If a ship station continues to receive a DSC distress alert on an MF or

VHF channel, a DSCacknowledgement should be transmitted to termi-
nate the call only after consulting with a Rescue Coordination Centre or
a Coast Station and being directed to do so.
Ships receiving a DSC distress alert from another ship should also defer
the acknowledgement 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 shall:

- watch for the reception of a distress acknowledgement on the distress
channel (2187.5 kHz on MF and channel 70 on VHF);
- prepare for receiving 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. 2182kHz on
MF, channel16 on VHF;
- acknowledge the receipt of the distress alert by transmitting the fol-

lowing by radiotelephony on the distress traffic frequency in the same
band in which the DSC distress alert was received, i.e. 2182 kHz on
MF, channel16 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".
8.1.3 Distress traffic

On receipt of a DSC distress acknowledgement 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:
- "MAYDAY",
- "this is",
- the 9-digit identity and the call sign or other identification of the
ship,

- the ship's position in latitude and longitude or other reference to a

known geographical location,
- the nature of distress and assistance wanted,
- any other information which might facilitate the rescue.
8.1.4 Transmission of a DSC distress relay call

In no case is a ship permitted to transmit an all ships DSC distre~s relay
call on receipt of a DSC distress alert on either VHF or MF channels.
If no aural watch is present on the relative channel (2182 kHz on MF,
channel 16 on VHF), the coast station should be contacted by sending
an individual DSC distress relay call.
8.1.4.1 Transmission of a DSC distress relay call on behalf of

someone else
A ship knowing that another ship is in distress shall transmit a DSC
distress relay call 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 call is transmitted as follows:
-tune the transmitter to the DSC distress channel (2187.5 kHz on MF,
channel 70 on VHF),
- sele ct the distress relay call format on the DSC equipment,
- key in or select on the DSC equipment keyboard:
- All Ships Call (VHF). Geographic Area Call (MF /HF) or the 9-digit
identity of the appropriate coast station,
- the 9-digit identity of the ship in distress, ifknown,
- 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;
- prepare for the subsequent distress traffic by tuning the transmitter and
the radiotelephony receiver to the distr~ss traffic channel in the same
band, i.e. 2182 kHz on MF and channel16 on VHF, while waiting for
the DSC distress acknowledgement.
8.1.5 Acknowledgement of a DSC distress relay call

received from a coast station
Coast stations, after having received and acknowledged a DSC distress
alert, may if necessary, retransmit the information received as a DSC
distress relay call, addressed to all ships (VHF only), all ships in a specific
geographical area (MF/HF only), or a specific ship.
Ships receiving a distress relay call transmitted by a coast station shall
not use DSC to acknowledge the call, but should acknowledge the re-
ceipt of the call by radiotelephony on the distress traffic channel in the ·\

79
same band in which the relay call was received, i.e. 2182 kHz on MF,
channel 16 on VHF.
Acknowledge the receipt of the distress relay call by transmitting the

following by radiotelephonyon the distress traffic frequency in the same
band in which the DSC distress relay call was received:
- "MAYDAY" RELAY,
- the 9-digit identity or the call sign or other identification ofthe ca11ing
coast station,
- "this is",
- the 9-digit identity or call sign or other identification of own ship,
- "RECEIVED MAYDAY RELAY".
8.1.6 Acknowledgement of a DSC distress relay call received

from another ship
Ships receiving a distress relay call from another ship shall follow the
same procedure as for acknowledgement of a distress alert, i.e. the pro-
cedure given in section 8.1.2 above.
8.1.7 Cancellation of an inadvertent distress alert

A station transmitting an inadvertent distress alert shall cancel the distress
alert using the following procedure:
8.1.7.1
Immediately cancel the distress alert aurally over the telephony distress
traffic channel associated with each DSC channel on which the "distress
alert" was transmitted.
8.1.7.2
Monitor the telephony distress traffic channel associated with the DSC
channel on which the distress was transmitted, and respond to any com-
munications concerning that distress alert as appropriate.
8.2 Urgency
8.2.1 Transmission of urgency messages

Transmission of urgency messages shall be carried out in two steps:
- announcement of the urgency message,
- transmission of the urgency message.
The announcement is carried out by transmission of a DSC urgency call

on the DSC distress calling channel (2187.5 kHz on MF, channel 70 on
VHF). The urgency message is transmitted on the distress traffic chan-
nel (2182 kHz on MF, channel 16 on VHF). The DSC urgency call may
be addressed.to all stations at VHF, or a geographic area at MFIHF, or
to a specific station.

The frequency on which the urgency message will be transmitted shall

be included in the DSC urgency call.
The transmission of an urgency message is thus carried out as follows:
Announcement:
- tune the transmitter to the DSC distress calling channel (2187 .5 kHz
on MF, channel 70 on VHF);
- select the appropriate calling format on the DSC equipment (all ships
(VHF only), geographical area (MFIHF only) or individual);
---:- key in or select on the DSC equipment keyboard:
- specific area or 9-digit identity of the specific station, if appropriate,
- the category of the call (urgency),
- the frequency or channel on which the urgency message will be trans-
mitted,
- the type of communication in which the urgency message will be given
(radiotelephony), in accordance with the DSC equipment manufactur-
er's instructions;
- transmit the DSC urgency call.
Transmission of the urgency message:

- tune the transmitter to the frequency or channel indicated in the DSC
urgency call;
- transmit the urgency message as follows:
- "PAN PAN", 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 urgency message.
a.t.t Reception of an urgency message
Ships receiving a DSC urgency call a?llouncing an urgency message ad-

dressed to more than one station shall NOT acknowledge the receipt of
the DSC call, but should tune the radiotelephony receiver to the frequency
indicated in the call and listen to the urgency message.
8.3 Safety
8.3.1 Transmission of safety messages
Transmission of safety messages shall be carried out in two steps:

- announcement of the safety message,
- transmission of the safety message.

81
·An Introduction to GMDSS
The announcement is carried out by transmission of a DSC safety call

on the DSC distress calling channel (2187.5 kHz on MF, channel 70 on
VHF).
The safety message is normally transmitted on the distress and safety

traffic channel in the same band in which the DSC call was sent, i.e. 2182
kHz on MF, channel 16 on VHF.
The DSC safety call may be addressed to all ships (VHF only), ships in
a specific geographical area (MF/HF only), or to a specific station.
The frequency on which the safety message will be transmitted shall be

included in the DSC call.
The transmission of a safety message is thus carried out as follows:
Announcement:
. .:. . tune the transmitter to the DSC distress calling channel (2187 .5 kHz
on MF, channel 70 on VHF);
- select the appropriate calling format on the DSC equipment (all ships
(VHF only), geographical area (MF/HF only), or individual);
- key in or select on the DSC equipment keyboard:
- specific area or 9-digit identity of specific station, if appropriate,
- the category ofthe call (safety),
- the frequency or channel on which the safety message will be trans-
mitted,
- the type of communication in which the safety message will be given
(radiotelephony),
in accordance with the DSC equipment manufacturer's instructions;

transmit the DSC safety call.
Transmission of the safety message:

- rime the transmitter to the frequency or channel indicated in the DSC
safety call;
- 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.
8.3.1 Reception of a safety message

Ships receiving a DSC safety call announcing a safety message addressed
to more than one station shall 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 DSC for distress and safety pur-
poses as well as for DSC for public correspondence.
8.4.1.1 MF
International and national DSC channels separate from the DSC distress
and safety calling channel2187 .5 kHz are used for digital selective-call-
ing 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 between ships and coast stations of different national-
ity. The ships transmitting frequency is 2189.5 kHz, and the receiving
frequency is 2177 kHz.
The frequency 2177 kHz is also used for DSC between ships for general
communication.
8.4.1 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:
- tune the transmitter to the relevant DSC channel;

- select the format for calling a specific station on the DSC equip-
ment;
·- key in or select on the DSC equipment keyboard:
- the 9-digit identity of the station to be called,
- the category ofthe call (routine),
- the type of the subsequent communication (normally radiotelepho-
ny),
- a proposed working channel if calling another ship. A proposal for a
working channel should NOT be included in calls to a coast station;
the coast station will in its DSC acknowledgement indicate a vacant
working channel,
in accordance with the DSC equipment manufacturer's instructions;

- transmit the DSC call.
8.4.3 Repeating a call

A DSC call for public correspondence may be repeated on the same or an-
other DSC channel, if no acknowledgement is received within 5 min.

83
Further call attempts should be delayed at least 15 min, if acknowledge-

ment is still not received.
8.4A Acknowledgement of a received call and preparation for

reception of the traffic
On receipt of a DSC call from a coast station or another ship, a DSC
acknowledgement is transmitted as follows:
- tune the transmitter to the transmit frequency of the DSC channel on

which the call was received,
- select the acknowledgement format on the DSC equipment,
- transmit an acknowledgement indicating whether the ship is able to
communicate as proposed in the call (type of communication and
working frequency),
- 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 adions

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 the communication on the working channel by:
- the 9-digit identity or 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 case the
acknowledgement from the coast station indicates that the coast station
is not able to receive the traffic immediately.
In case the ship, in response to a call to another ship, receives an ac-

knowledgement indicating that the other ship is not able to receive the
traffic immediately, it will normally rest with the called ship to transmit
a call to the calling ship when ready to receive the traffic.
8.5 Testing the equipment used for distress and safety
Testing on the exclusive DSC distress and safety calling frequency 2187.5
kHz should be avoided as far as possible by using other methods.
Test calls should be transmitted by the ship station and acknowledged by

the called station. Normally there would be no further communication
between the two stations involved.
A VHF and MF test call to a station is transmitted as follows:

l
I
- tune the transmitter to the DSC distress and safety calling frequency
(i.e. channel 70 and 2187.5 kHz),
- key in or select the format for the test call on the DSC equipment in
accordance with the DSC equipment manufacturer's instructions,
- key in the 9-digit identity of the station to be ~ailed,
- transmit the DSC call after checking as far as possible that no calls
are in progress on the frequency,
- wait for acknowledgement.
8.6 Special conditions and procedures for DSC

communication on HF
General
The procedures for DSC communication on HF are- with some additions
described in section 8.6.1 to 8.6.3 below- equal to the corresponding
procedures for DSC communications on MF NHF.
Due regard to the special conditions described in section 8.6.1 to 8.6.3
should be given when making DSC communications on 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. inA3 andA4 sea
areas 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) it was valid. If the position and
time is not inserted automatically from the ship's navigational equipment,
it should be inserted manually.
I'
Ship-to-shore distress alert
Choice of HF band
Propagation characteristics ofHF radio waves for the actual season and
time of the day should be taken into- account when choosing HF bands
for transmission of DSC distress alert.
As a general rule the DSC distress channel in the 8 MHz maritime band
(8414.5 kHz) may in many cases be an appropriate first choice.
Transmission of the DSC distress alert in more than one HF band will
normally increase the probability of successful reception of the alert by
coast stations.
DSC distress alert may be sent on a number of HF bands in two differ-

ent ways:

85
a) either by transmitting the DSC distress alert on one HF band, and wait-
ing a few minutes for receiving acknowledgement by a coast station;
if no acknowledgement is received within 3 min, the process is repeated

by transmitting the DSC distress alert on another appropriate HF band
etc.;
b) or by transmitting the DSC distress alert at a number ofHF bands

with no, or only very short, pauses between the calls, without waiting
for acknowledgement between the calls.
It is recommended to follow procedure a) in all cases, where time permits

to do so; this will make it easier to choose the appropriate HF band for
commencement of the subsequent communication with the coast station
on the corresponding distress traffic channel.
Transmitting the DSC distress alert (see Note 1):
- tune the transmitter to the chosen HF DSC distress channel (4207.5,

6312,8414.5, 12577, 16804.5 kHz) (see Note 2);
- follow the instructions for keying in or selection of relevant informa-
tion on the DSC equipment keyboard as described in section 8.1.1;
- transmit the DSC distress alert.
In special cases, for example in tropical zones, transmission of DSC

distress alert on HF may, in addition to ship-to-shore alerting, also be
useful for ship-to-ship alerting.
8.6.1.1 Preparation for the subsequent distress traftic I.

I
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).
Where multiple frequency call attempts are transmitted the correspond-

ing distress traffic frequency should be 8291 kHz.
If method b) described in section 8.6.1.1 has been used for transmission

ofDSC distress alert on a number ofHF bands:
- take into account in which HF band( s) acknowledgement has been

successfully received from a coast station;
NOTE 1 -Ship-to-ship distress alert should normally be made on MF and/or VHF, using the procedures for
transmission ofDSC distress alert on MFIVHF described in section 8.1.1.
NOTE 2 - Some maritime HF transmitters shall be tuned to a frequency 1700 Hz lower than the DSC fre-
quencies given above in order to transmit the DSC distress alert on the correct frequency.

- 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 tum.
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 217 4.5
VHF: Channel16 (156.800 MHz).
8.6.1.3 · Distress traHic

The procedures described in section 1. 3 are used when the distress 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:
- The forward error correcting (FEC) mode shall be used;

- all messages shall be preceded by:
- at least one carriage return,
- line feed,
- one letter shift,
- the distress signal MAYDAY;
- The ship in distress should commence the distress telex traffic on the
appropriate distress telex traffic channel as follows:
·,
I I
,I
- carriage return, line feed, letter shift,
- the distress signal "MAYDAY",s
- "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,
- any other information which might facilitate the rescue.
8.6.1.4 Actions on reception of a DSC distress alert on HF

from another ship
Ships receiving a DSC distress alert on HF from another ship shall not
acknowledge the alert, but should:
- watch for reception of a DSC distress acknowledgement from a coast
station;
- while waiting for reception of a DSC distress acknowledgement from
a coast station:

87
prepare for reception of the subsequent distress communication by

tuning the HF radiocommunication set (transmitter and receiver) to
the relevant distress traffic channel in the same HF band in which the
DSC distress alert was received, observing the following conditions:
- if radiotelephony mode was indicated in the DSC distress alert, the

HF radiocommunication set should be tuned to the radiotelephony
distress traffic channel in the HF band concerned;
- if telex mode was indicated in the DSC distress alert, the HF radio-
communication set should be tuned to the radiotelex distress traffic
channel in the HF band concerned.
Ships able to do so should additionally watch the corresponding ra-

diotelephony distress channel;
-. if the DSC distress alert was received on more than one HF band, the
radiocommunication set should be tuned to the relevant distress traf-
fic channel in the HF band considered to be the best one in the actual
case. If the DSC distress alert was received successfully on the 8 MHz
band, this band may in many cases be an appropriate first choice;
- if no distress traffic is received on the HF channel within 1 to 2 minutes,

tune the HF radiocommunication set to the relevant distress traffic
channel in another HF band deemed appropriate in the actual case;
- if no DSC distress acknowledgement is received from a coast station

within 5 minutes, and no distress communication is observed going
on between a coast station and the ship in distress:
- inform a Rescue Coordination Centre (RCC) via appropriate radiocom-

munications means;
- transmit a DSC distress relay call.
8.6.1.5 Transmission of DSC distress relay call

- In case it is considered appropriate to transmit a DSC distress relay
call: distress relay calls on HF should be initiated manually;
- tune the transmitter( s) to the relevant DSC distress channel, following

the procedures described in section 8.6.1.1 above (except the call is
sent manually as a single call on a single frequency);
- follow the instructions for keying in or selection of call format and

relevant information on the DSC equipment keyboard as described in
section 8.1.4;
- transmit the DSC distress relay call.

8.6.1.6 Acknowledgement of a HF DSC distress relay call received

from a coast station
Ships receiving a DSC distress relay call from a coast station on HF, ad-
dressed to all ships within a specified area, should NOT acknowledge the
receipt of the relay alert by DSC, but by radiotelephony on the telephony
distress traffic channel in the same band(s) in which the DSC distress
relay call was received.
8.6.1 Urgency
Transmission of urgency messages on I:IF 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 transmission

of a DSC call with category urgency 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
in the same band in which the DSC announcement was transmitted.
8.6.1.1 Transmission of DSC announcement of an urgency

message on HF
- choose the HF band considered to be the most appropriate, taking into
account propagation characteristics for HF radio waves at the actual
season and time of the day; the 8 MHz band may in many cases be an
appropriate first choice;
- tune the HF transmitter to the DSC distress channel in the chosen HF
band;
- key in or select call format for either geographical area call or indi-
vidual call on the DSC equipment, as appropriate;
~ in case of area call, key in specification of the relevant geographical
area;
- follow the instructions for keying in or selection of relevant informa-
tion on the DSC equipment keyboard as described in section 8.2.1,
including type of communication in which the urgency message will
be transmitted (radiotelephony or radiotelex);
- transmit the DSC call; and
- 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 HF
frequency deemed appropriate.
8.6.1.1 Transmission of the urgency message

and subsequent action
- tune the HF transmitter to the distress traffic channel (telephony or
telex) indicated in the DSC announcement;

89
An lntroduction.to GMDSS
- if the urgency message is to be transmitted using radiotelephony, fol-

low the procedure described in section 8.2.1;
- ifthe urgency message is to be transmitted by radiotelex, the following
procedure shall be used:
- use the forward error correcting (FEC) mode unless the message is
addressed to a single station whose radiotelex identity number is
known;
- 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 identification
ofthe 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 ofHF bands as deemed appropriate in the actual situation.
8.6.3 Safety
The procedures for transmission of DSC safety announcement and for
transmission of the safety message are the same as for urgency messages,
described in section 8.6.2.2, except that:
- in the DSC announcement, the category SAFETY shall be used,

- in the safety message, the safety signal "SECURITE" shall be used
instead of the urgency signal "PAN PAN".

,
8.7 EXERCISES - DSC Operational 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 on MF. Answer the same
question 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
procedures?
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 ofLyngby 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 channel/frequency will you call Lyngby Radio when using
DSC?
12. You have called a coast station twice within the last 5 minutes
without a reply (routine call). What procedure should you follow if
calling again?
13. Are "test transmissions" allowed on 2187.5 kHz? If yes, how should
you proceed?
'
'\

91
'()
~
FLOW DIAGRAM 1
COMSAR/Circ.25
ANNEX
Page 3
..1:-·
0
:I
~
"'
ACTIONS BY SHIPS UPON RECEPTION OF VHF I MF DSC DISTRESS ALERT
H ,"'::r-·
DSC
DISTRESSALERT
LISTEN ON
HFCH1612!82kHI •<
,c"' )>
IS RECEIVED FOR S MIN
0
:I
;;
n
-
::3
::3
g-
0
RESET
ACKNOWLEDGE
THE ALBRT BY
RADIOTELEPHONY
,..-·
~
g.
n
SYSTEM
0 THB SHIP IN DISTRESS 0 Q'
ON VHF CH 16!2182 kHz """
< a·
@
..,
0
(f)
NO
_ __.._ _.. Note l ...
:::c
..........
::3
0
0
m
5
_z
ENTER
DETAILS INFORM ...a
3:
~
IN LOG CSAND
~
!=' ORRCC
c
::::>
"'s. "'na. 0
~
"'~-·
:::r
0
~
~ REMARKS:
""C
:::r Note I : Appropriate or relevant RCC and/or Coast Station shall be informed accordingly. If further DSC alerts are received from the same source and the
l.
::::>
ship in distress is beyond doubt in the vicinity, a DSC acknowledgement may, after consultation with an RCC or Coast Station, be sent to
terminate the call.
"'"'121
-
<C
Q
a; Note 2 : In no case is a ship permitted to transmit a DSC distress relay call on receipt of a DSC distress alert on either VHF channel 70 or MF channel 2187.5 kHz.
~
""C
~Q. CS = Coast Station RCC = Rescue Co-ordination Center ::l

§f
""C
a:::r ***
C'
~
~
@
-·:s~
"
~
m
a COMSAR/Circ.25
0
_z 0
ANNEX
,~
c
::>
Page4 FLOW DIAGRAM 2
"'
!1
"'E<
:::>"
,"':::r-·
Q
u;·
2l.
ACTIONS BY SHIPS UPON RECEPTION OF HF DSC DISTRESS ALERT
-g.
§
~-
::>
<0
HFDSC
LISTEN ON
ASSOCIATED RTF
ORNBOP
TRANSMIT DISTRJ:!:SS
RELAY ON HF TO
COAST STATLON
,"'c )>
::3
.
Q DISTRESS ALERT
til
""0
g_
c:
u
IS RECEIVED
CHANNEL(S)
FORSMIN
AND INFORM RCC 0
:I :r
g-
§r A
n 0
,-·
""0
a
:::>"
a'
A Q.
~ c:
HF DSC RTF AND NBDP CHANNELS (kHz)
RESET CONTACT RCC VIA ""' n
MOST EFFICIENT 0
..... Q'
DSC RTF NBDP SYSTEM
a·
4207.5 4125 4177.5
ABLE-TO
ASSIST?
MEDiUM TO OFFER
ASSISTANCE ...:::cc ::3
6312.0
8414.5
6215
8291
6268
8376.5 0
12577.0 12290 12520
ENTER
NO
"'
n C)
16804.5
a.
"';;""'-·
16420 16695
~
DETAILS
J:N LOG
0
~
REMARKS:
"'"'AI
NOTE I: If it is clear the ship or persons in distress are not in the vicinity and/or other crafts are better placed to assist, superflous communications which could
interfere with search and rescue activities are to be avoided. Details should be recorded in the appropriate logbook.
-
A
::1.
NOTE 2: The ship should establish communications with the station controlling the distress as directed and render such assistance as required and appropriate.
NOTE 3: Distress relay calls should be initiated manually.
'() CS =Coast Station RCC = Rescue Co-ordination Center

Ul
..r--
~-
-~
~

1 !
I I
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 the first Inmarsat system was 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.
lnmarsat-B, which was introduced in 1994, provides the same services

and will be successor to Inmarsat-A.
Inmarsat-C was introduced in 1991 to complement the Inmarsat-A

system. This system does not provide voice communications, but does
provide 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. Similarily, Inmarsat-B and Fleet F77 have been
accepted.
The lnmarsat-M system was introduced in December 1992 to complement

the excising services. This system provides global two-way tele-phone,
i
fax and computer data communications. The lnmarsat-M system, how- .,'
ever, has not yet been approved for use in the GMDSS.
9.2 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)

95
The "heart" ofthe 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 West

AORE -Atlantic Ocean region East
lOR - Indian Ocean Region
POR - Pacific Ocean Region
Inmarsat Ocean Region Access Codes
Ocean Region
Telex Telefon
Automatic routing to ocean region:
lnmarsat-B 580 870 (system finds correct ocean region)
lnmarsat-C 580 (system finds correct ocean region)
lnmarsat-M 870 (system finds correct ocean region)
Fleet F77 580 870 (system finds correct ocean region)
Mobic(mini-M) 870 (system finds correct ocean region)
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 lOR 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
relative 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

coverage with the exception of the polar regions above 76 degrees North
and below 76 degrees South.
Within the polar areas, it is not possible to see a satellite in geostation-
ary orbit. The system always includes one operative satellite, and one
on stand-by as a back-up in case ofmalfunctions. Since the beginning
there has been an increasing need for special services and greater capac-
ity. 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 Inrnarsat
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 Inrnarsat

network and the International Telecommunication Network.
ACES operator is typically a large telecommunications company, which
can provide a wide range of communication services to the SESs com-
municating through the CES. They are owned and operated by there-
spective countries' public telecommunications authorities. A typical CES
consists· of a parabolic 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 provides distress, telex and telephone services.
178'E
/
/
/
/
I
I '\
I \
I \
I \
\
'
'
' :i
''
...
1s.s·w
The lnmarsat system includes four satellites in geostationary orbit.
The figure shows distance from satellite to Earth.

97
9.5 Network 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.
9.6 Ship Earth Station (SES)

The term SES is included in the generic category ofMOBILE EARTH
STATIONS (MES), which applies to all Inmarsat terminals.
Before an Inmarsat SES can be used in the Inmarsat system, it must have
been properly installed and commissioned. Only after successful com-
missioning will Inmarsat permit the SES to access the system.
- - - NCS Common Channel NCS Network Coordination Station

Request and Assignment CES Coast Earth Station
SES-CES Message Channel SES Ship Earth Station
r Tt t 1 National/international
~ telecommunications landlines
The lnmarsat Network
9.7 lnmarsat Mobile Number (IMN)

All SES in the Inmarsat system are given an identification number called
an IMN (Inmarsat Mobile Number). IMN for Inmarsat-B, C and Mare
allocated by the relevant national authority in the country in question,
while Fleet F33, Fleet F55 and Fleet F77 are given IMNs by Inmarsat.

Numbering in the GMDSS
Inmarsat-B 3MIDXXXZZ
Inmarsat-C 4MIDXXXZZ
Inmarsat-M 6MIDXXXZZ
The numbering oflnmarsat 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 on board, such as telephone,
telefax, or computer communication (PC). ZZ can be any number be-
tween 10 and 99.
9.8 lnmarsat 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 lnmarsat system,
and is tested to confirm that it qm communicate properly without causing
interference to the system, or to other users. . I
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.
9.8.1 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 instructions
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.
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.

99
An Introduction .to GMDSS
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 The lnmarsat B, C and M systems
Features lnmarsat-B lnmarsat-C lnmarsat-M

World Coverage Global Global Global
Overall wei2ht Average I 00 kg Average 4 kg Average 25 kg
Size of antenna Approx. 0.9m Approx. 0.3m Approx. 0 5m
Antenna type Same as Small omni- Same as
and means of Inmarsat-A directional Inmarsat A/B.
tracking antenna w.ith
no moving parts
Communication Real time Store and Real time
type forward
Services
Voice Yes No Yes
Telex Yes Yes No
Group 3 fax To 9.600 bps No To 2.400 bps
rates
Data rates To 9.600 bps 600 bps To 2.400 bps
X-25 (Dedicated Yes Yes Yes
data channel)
X-400 (Electro Yes Yes Yes
I
-nic Mail) (enhancement)
High speed data 56/64 kbps No No
Full motion Yes No No
«store and .
forward» video
Short data No Yes No
position
Group Call Yes Yes Yes
(enhancement) I (enhancement)
SafetyNet Yes, if Inmarsat- Yes Yes, if Inmarsat
C/EGC receiver -CIEGC Rec-
installed eiver installed
FleetNet Yes, ifinmarsat- Yes Yes, if Inmarsat
C/EGC receiver -CIEGC Rec-
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)

An Introduction to GMDSS :11
I'
II
9.10 lnmarsat-8 SES equipment I

The complete Inmarsat station consists of two parts: I
-Above deck equipment (ADE), and
- Below deck equipment (BDE).
9. 10.1 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-B antenna has meant that
Inmarsat-B SESs have generally been fitte.d 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.
lnmarsat-8 gyro stabilised antenna

Stabilised antenna with RF-unit, power supply
and control unit. The antenna is protected with an
Inrnarsat-B gyro radome.
Ideally the antenna must have free visibility in all

directions over an elevation of 5 degrees.
The antenna must therefore be placed as high as pos-

sible to avoid blind sectors.
ADE It is highly recommended that one should keep clear of the SES an-
tenna.
When theSES is being used to send or receive a call, the antenna transmits
a powerful electro-magnetic field towards the satellite. This field, in the
vicinity of the antenna, could be harmful, and it is therefore important
always to keep at a safe distance from the antenna.
9.10.1 Below deck equipment.

Below deck equipment consists of an antenna control unit, communi-
cation electronics for transmission and reception, access control and ,j
signalling, 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.

101
lnmarsat terminals size

lnmarsat-A/B 1M and capabilities
lnmarsat-C 1M
E
• 1~
tl)
co
c:i
?Kg
0.20m
Above Deck
Above Deck
Below Deck
3kg ~
-~
PC
NB: Actual sizes, weights and service configurations vary between models.
Note that the Inmarsat-B station is continuously updated by the gyro.

The antenna will therefore keep contact with the satellites, even if the
ship changes its course.
9.11 Antenna direction/tracking

The antenna is very sensitive, and must be pointed directly towards the
satellite in order to obtain maximum reception and transmitting condi-
tions.
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
recover.
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 for the plotted position
4. Elevation angle for the plotted position
The following items (9.12 to 9.15) provide examples of how to direct

the antenna.

9.12 The Ship's Plotted Position

The ships plotted position is needed to decide which satellite can be
used.
N
11° ---4---+-----+---
,-
1
I
I
go
Example 09.40N
09° 40' N 106° 10' E and 106.10E
9.13 The Ship's heading (Gyro course)

The ship's heading is necessary for the antennas auto tracking system.
322 degrees (Gyro course)
Ships N
heading
I I
I
[
9.14 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
'I

103
J
9.15 Elevation angle

The elevation angle is the height of the satellite over the horizon, as seen
from the ship.
Example:
38° elevation
Example 38 degrees elevation
104 ©POSEIDON. 2010. Unauthorised photocopying or reproduction prohibited.

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60 N f.~:-~·~~··:;·,,~,:..·~u.·i~i::i · :~ · · · !. · t-': · · !···k .. ;U'· )J,;~~::'\-.ih:/'•_rf~N... _!il_~~,f,l!•iv!•Y!i· ,, .~ ,·,.• :~~.:.-.. •.~. ~(}:.y~:.'.;.-:~'\.:;<!i·~-":"."':~. · ·+···! .~."':~"j::;./J."!.~.:.~~-t:J;~;~.~;,;..}/JII[~~·t;:t_,.{!~~:.·_: -: · .l~!l:~\i"':-:-· · !····j-:>··i:· · ·i····,r,- ···t· ~-_:/·"\;.~~~ ·";,'!!;'-~] 60 N
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AOR-E
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Pacific Ocean Region
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9.18 lnmarsat M/B LES

Inmarsat-M/8 Land Earth Station Operators and Access Codes
5 January 2007
Ocean Region
Land Earth Station Operator Country
A OR-E AOR-W lOR POR
BeijingMCN China 868 868 868 868
Bezeq Israel 711 711 711 711 -
France Telecom France Oil 011 011 011
FTMSCGmbH
France 111 111 111 111
(former DeTeSat- Virtual)
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006 006 006
Malaysia Telekom (Virtual) Malaysia 060 060 060 060
Ministere des Posts et
Algeria 777
Telecommunications
Morsviazsputnik (Virtual) Russia 015 015 015 015
OTE Greece 005 005 005 005
Reach Networks Hong Kong Ltd.
China 118 118 118 118
(Virtual)
Singapore Telecom Singapore 210 210 210 210
Stratos Global (Virtual) Canada 013 013 013 013
Stratos Global (Goonhilly LES) United Kingdom 002
Stratos Global (Burum LES) Netherlands 002 002
Stratos Global (Auckland LES) New Zealand 002
Stratos Global (Burum LES) Netherlands 012 012 012 012
Stratos Global (Perth LES) Australia 222 222 222/022 222/022
Telecom Italia ltalia 555 555 555 555
Telenor Satellite Services AS Norway 004 004 004 004
Telenor Satellite Services Inc. USA 001 001 001 001
VISHIPEL Vietnam 009
VSNL India 306 306 306 306
9.19 lnmarsat C LES

Inmarsat-C Land Earth Station Operators and Access Codes
5 January 2007
Ocean Region
A OR-E AOR-W lOR POR
BeijingMCN China 311 211
Bezeq Israel 127 327
France Telecom France 121 021 321 221
KDDI Japan 103 003 303 203
Morsviazsputnik Russia 117 317 217
OTE Greece 120 305
Singapore Telecom Singapore 328 210
Stratos Global (Burum-2 LES) Netherlands 102 002 302
Stratos Global (Perth LES) Australia 122 022 322 222
Telecom Italia Italia 105 335
Telekomunikacja Polska Poland 116 316
Turk Telecom Turkey 110 310
VISHIPEL Vietnam 330
VSNL India 306

107
9.20 lnmarsat Fleet F77

Land Earth Station Operators and Access Codes
5 January 2007
Inmarsat Fleet Fn
Ocean Region
AOR-E AOR-W lOR POR
BeijingMCN China 868 868 868 868
France Telecom France Oil Oil Oil Oil
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006 006 006
Malaysia Telekom (Virtual) Malaysia 060 060 060 060
Ministere des Posts et
Algeria 777
Telecommunications
OTE Greece 005 005 005 005
Singapore Telecom Singapore 210 210 210 210
Stratos Global (Burum LES) Netherlands 002 002
Stratos Global (Perth LES) Australia 022
Telecom Italia Italy 555 555 555
Telenor Satellite Services Inc. USA 001 001 001/405 001
VSNL India 306
Inmarsat Fleet Fn 128kbit/s bata

Ocean Region
BeijingMCN China
AOR-E AOR-W lOR
868
. POR
868
France Telecom France 011 011 011 011
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006
Stratos Global (Burum LES) 002 002
Stratos Global (Perth LES) Australia 022
Telecom Italia Italy 555 555 555

Mobile Satellite Services
1B:Y 160'' 140" 1 2C" 100~ ao~ 60"' 4o~ 20~ O' z:y 40'' oo~ ao~ 100~ 120~ 140' 1oo· 180"
Glob;dB<JamCoveragG
Pocific Ocean Reg•on
G!ob;tl O.am S•rvk<lt
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~ Atl~ntK O<::eion Region-We~t Flet>!5S,33.vok~ fleat33fM.9.6kbpsC~a.MPDS All spot iwarn $~r•icH
- Atlanti<;: Oc•:<<ln Region-Eost ls ..tM2\4 MiniM:a!lservic:esl
- Indian Oce<~n Region lntnil'~·•t !l (,lil
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inmarsat.com inmarsat
9.21 Exercises- lnmarsat i.i

I'·
i'
ij
!.,
1. What do we mean by above deck equipment? ij
2. What do we mean by below deck equipment? I·,.,
!.i
3. What type of antenna is used by on~board Inmarsat equipment? II
4. What do we mean by the Azimuth angle? •I
I
5. What do we mean by the elevation angle? :j
6. Your position is 40.00 Sand 160.00 W. Find the azimuth and eleva-
tion angles for this position.
7. Which satellite covers the position mentioned above?
8. With reference to the on-board Inmarsat directional antennas, de-
scribe the "Autotrack" function.
9. What type of antenna is used with ari Inmarsat-C SES?
10. What is the function of the Network Coordinating Station (NCS) in
the Inmarsat system?
I
··;

109
Chapter 10
INMARSAT-FLEET F77
1 0.1 Introduction
For over 25 years, Inmarsat has supplied global, mobile communications
to the maritime sector, and today the company is very well established,
providing over 99% ofall maritime communications .
In response to the ever increasing need for computer-based, cost-effective
and secure communications systems at sea, lnmarsat has developed a
completely new service: INMARSAT Fleet. The Inmarsat Fleet system
is designed to provide satellite-based telephony and data communication
to maritime users.
The increasing complexity of the shipping industry, together with
mounting demands on crew and passenger welfare, has led to an increas-
ing need for secure, cost-effective communications systems at sea. In
order to meet these ever increasing needs, lnmarsat has developed advan-
ced computer solutions (Fleet F77, Fleet F55 and Fleet F33) that deliver
content-rich data and communications solutions to ships of all sizes.
10.2 System Description

The Fleet F77 system is based on digital technology, meaning that all
information that can be converted into digital code, such as text, instru-
ment data, etc. can be transmitted and received by the system.
The Fleet 77 system can supply digital communication via telephony,
fax, mobile ISDN and Mobile Packed Data Service (MPDS).
Types of communication available via Fleet F77, can be divided into the
following categories:
- Emergency and safety communications are taken care of in accordance
with GMDSS operations in Sea Area A3.
- Fleet F77 provides digital telephony using standard 4.8 kbps channels,
and a high quality 3.1 kHz audio channel is also available.
- The fax system provides 9.6 kbps Group 3 fax, and additionally F77
provides an ISDN channel with 64 kbps/128 kbps Group 4 fax.
- The Data-Mobile ISDN channel provides data transmission at 64
kbps/128 kbps. Mobile ISDN allows users to transmit/receive email
online. The user pays only for the amount of data transmitted. MPDS
- Mobile Packed Data Service.
10.3 Fleet F77 Equipment

ADE -Above Deck Equipment
The Inmarsat Fleet F77 antenna is a directional parabolic aerial that is
normally installed on a platform as high up as possible on board in order
to avoid blind zones. The antenna is directional and is equipped with
"tracking" electronics so as to maintain the best possible satellite signal
when the ship is at sea. Typically, such antennas weigh about 30 kg and
the radome is normally from about 80 em to 130 em wide.

BDE - Below deck Equipment

Below deck Equipment (BDE) is adapted for installation onboard both
large merchant ships and smaller ships such as offshore vessels and
larger sailing yachts, etc.
Below deck Equipment weighs only about 7 kg. The equipment in-
cludes a power supply and a communication control unit. Additiopally,
telephones, a distribution unit, an emergency unit, fax machines and the
number of computers needed by the ship, are installed.
Above &: below deck

equipment
lnternetllntranet
Fleet F77 lnmarsat terminal- Communication capabilites
10.4 Distress, Urgency and Safety Communication

Fleet F77 is approved in the GMDSS system for operations in GMDSS
Sea Area A3. (Fleet F55 and Fleet33 are not approved within the GM-
DSS.)
Fleet F77 maritime terminals can transmit Distress, Urgency, Safety and
Routine traffic.
IMO (the International Maritime Organization) has decided that any
system constructed for use in the GMDSS must be able to recognise 4
priorities, which are:
-Distress- Inmarsat priority 3 (P3)
-Urgency -lnmarsat priority 2 (P2)
-Safety -Inmarsat priority 1 (Pl)
-General/Routine -lnmarsat priority (PO)
-A distress call (P3) will stop all other communication at the terminal
- An urgency call(P2) will stop both safety (P 1) and routine calls (PO)
!
-A safety call will stop a routine call (PO) i
·J
,l
The onboard terminal has a dedicated "Distress button" which is used
to initiate P3 priority (distress traffic) by telephony.
·I
I
Fleet F77 also supports the use of 2-digit codes that are used to gain ac- j
( j
cess to various types of maritime information. '\
© POSEIDON, 20t 0. Unauthorised photocopying or reproduction prohibited. 111

The following is a selection of 2-digit services:

31 - Maritime questions
32- Medical advice
33- Technical assistance
3 8 - Medical assistance
39- Maritime assistance
43 -Position reports from ships (AMVER)
10.5 Transmitting Distress Calls Using Fleet F77

Procedure for transmitting distress calls:
1. Select telephone mode from the terminal
2. Select Distress priority
3. Select the desired LES (Local Earth Station)
4. Initiate the call in accordance with the equipment's User Guide
5. The call will be automatically routed to an RCC associated with the
selected LES
6. If no reply from RCC, wait 15 seconds and repeat the call
7. When contact is made with the RCC via telephony, transmit the dis-
tress message:
MAYDAY
THIS IS
SHIPS NAME /CALLSIGNIINMARSAT MOBILE NUMBER
POSITION (LATITUDE/LONGITUDE)
NATURE OF DISTRESS
ASSISTANCE REQUIRED
ANY OTHER INFORMATION
(EXAMPLE PERSONS ON BOARD)
Do not abort the call, maintain connection with the RCC as long as
possible.
10.6 lnmarsat Mobile Number

Inmarsat Mobile Numbers (IMN) are subscriber numbers, used to call
up a terminal in Fleet F77.
An IMN number has the same function as a telephone number on land.
When a Fleet F77 terminal is activated and "on the air" it is important
that the owner/shipping company orders sufficient IMN numbers for the
various types of communication required on board
There are no limits to how many IMN numbers that can be allocated
to a terminal. It is the terminal's own specifications that may limit this.
Normally, 8 IMNs are allocated to each terminal.
Fleet F77 is identified with a 9-digit number allocated by Inmarsat.

Maritime terminals in the Fleet F77 system are allocated the following
format for identification purposes:
Tl T2 XI X2 X3 X4 X5 X6 X7

T1 and T2 are two-digit numbers consist_ing of either the numbers 60

or 76.
The number 60 identifies the following service: 56/64 or 128 kbps data
communication.
The number 76 identifies the following services: telephony and 9.6 kbps
fax, and data communication.
X 1 - X7 = free form decimal numbers
10.7 Exercises: FLEET F77
1. What type of antenna is used with Fleet F77 terminals?
2. What types of traffic can be transmitted in the Fleet F77 system?
3. How do we identify a Fleet F77 SES?

'i
4. What satellites are used in the Fleet F77 system?
5. Explain the 4 priorities used in the Fleet F77 system.
6. You have a sick person onboard. How will you seek medical advice
using telephony with the help of the terminal?
7. Which types of communications can the Fleet F77 supply?
8. What priority is given to distress traffic in the Fleet F77 system? ;j

I
9. What number must be dialled from land in order to make tel- I
ephonic contact with a ship that has the following Fleet F77
IMN: 762420510?
·\

113
CHAPTER 11
INMARSAT-C
11.1 Introduction
To complement the Inmarssat-A system, the Inmarsat-C system was
introduced in 1991. This system provides low-cost global communica-
tion, using a small lightweight terminal. The system also provides a wide
range of communication services, including two-way store and forward
messaging, distress alerting, BGC broadcasting and data reporting, poll-
ing and SCADA.
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. The
total number of maritime lnmarsat-C terminals in the world today is in
excess of 60,000 units.
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 typeil 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 CBS before being automatically
transmitted 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 CBS. The CBS acts as an interface between the satellite link
and the national/international telecommunication network. The CBS
stores the message briefly before forwarding it. The time a ship-to-shore
or shore-to-ship message requires from being transmitted to being re-
ceived at its final destination, is typically 3-6 minutes. If the CBS receives
any errors in the datapaks, it signals back to the SBS to re-transmit the
packets in question, and the procedure repeats itself until the CBS has
received the complete message without the errors.

11.3 lnmarsat-C Equipment

The installations consist of an omnidirectional antenna placed above deck.
The antenna must be mounted as high and free as possible to provide it
with an unobstructed view from the sky to the horizon in all directions.
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 satellite is not
affected by atmospheric conditions such as rain or clouds).
The below-deck equipment consists of a transceiver, a Personal Com-

puter (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.
i
I
I
-I
·I
.I
lnmarsat -C Ship Earth Station
11.4 The lnmarsat-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
I
-public switched telephone network) I
-a facsimile terminal connected to PSTN land lines. (TheSES 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.

115
J
Input devices lnmarsat satellite

:monhorlng sensors or
tsllion reporting system) ~n Telex
~ landllnes
I
,;;'.p.;t'er pro~e;;,,;g I ~·I

unit I Personal computer t
Customized
Interface Unit
Personal 1
Digital
Computer I data
lnmarsat-C
CES Telephone
landllnes
-
Output devices
:
DTE DCE
Private
landlines
Leased or
public
land lines
Private
networks
RCC
(controlled
valves/gates)
The lnmarsat-C system

11.5. lnmarsat Mobile Number (IMN)
An Inmarsat Mobile Number is the number assigned by tht 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 lnmarsat-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

Inmarsat-C SESs make use ofthe Signalling Channel for distress alerting.
By using the distress button, a short pre-formatted alert is transmitted
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 tei:minals, 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
navigation 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
receiver.
11.6.1 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 aCES to an associated RCC.
You may send a distress alert to an RCC either using by theSES ter-
minal menus, or by pressing the remote distress button(s), if fitted on
your SES. Sending a distress alert using your terminal menus is recom-
mended because it allows you to provide up-to-date information on your
circumstances.
• 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 entered,
will be transmitted.
If the position is not updated automatically, the latest manually updated
position will be transmitted.
This procedure functions even if theSES-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
I
minutes, repeat the producer. ·~

117
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)
Routing a distress call

in the lrimarsat system
.._.
~._.
·
...--......_.
............... ~
.._..._.,...._...._,,.. International
~,...._Telecommunications
Network
1
RCCs
11.6.3 Two-digit 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 ofthe 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 acknowledgement form the CES or positive delivery
notification if you have requested it.
Note that using some two-digit codes is free of charge for ship opera-
tors.

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 term~nal. 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 theSES.
-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 theSES is registered with an E-mail service.
E-mail is a global message handling system whereby subscribers to
commercial E-mail services can interchange messages and electronic
data files between computers.
11.6.5 Data Reporting, Polling and SCADA

(Supervisory Control and Data Acquisition)
Data reporting allows theSES 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 operator
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.

119
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 development
at several CESs, and is not yet fully available for public use.
11.7 Accessing different networks using an lnmarsat-C SES
Destination Type Destination number Presentation

· Inmarsat system code (Format)
Telex Telex country code+ Subscriber's 5-bit or 7-bit

Telex Number
Mobile (telex
message) Telex Ocean Region Access Code + IMN 5-bit or 7-bit
Inm-B Telex terminal
Inm-C Telex terminal
Mobile (fax message) Telephone Ocean Region Access Code 5-bit, 7-bit or 8-bit
Inm-B Fax terminal +IMN
Inm-M Fax terminal
Mobile (data message) DNIC+IMN 8-bit

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
PS1N modem+print. Modem address or number of the mailbox
PSTN mailbox
X.400 Address information to be included in message 7-bit or 8-bit
1\vo-digit code Special access Codes (SAC) 5-bit or 7-bit
Telex service
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 IA5 (International Alphabet 5)

8-bit code is also known as Data. Generally used to send binary coded
data over the PSDN (data) landlines.

11.8 EXERCISES INMARSAT-C
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) lOR
c)AORE
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 sub-
scriber in the UK with subscriber number 297201?
8. Describe the routing of an Inmarsat-C distress call.
(
-~

121

CHAPTER 11
INMARSAT-M/B
12.1 Introduction
Inmarsat-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
Inrnarsat-A.
The antenna size and weight are approximately the same as those of
Inrnarsat-A.
Single-channel and multi-channel Inmarsat-B models are available.
Inrnarsat-B is also capable of transmitting high-speed data (up to 64
kilobits/second).
Inmarsat-M
Inrnarsat-M was introduced in 1992 to complement the existing services.
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 Inrnarsat-M SES includes two-way telephone,
fax and (computer) data communications.
Inrnarsat-M SESs can be delivered as either single-channel or multi-
channel models.
A multi-channel SES requires greater transmission power than a single-
..·l:
channel SES, so that the antenna and power supply for a multi-channel I
SES would be larger and of higher gain than those of a single-channel '
SES.
12.2 Basic system architecture

The Inrnarsat-M and Inmarsat-B SESs share the same basic system archi-
tecture. The purpose of this is cost effectiveness; the coast earth stations
and the ship earth stations of both systems were developed simultane-
ously. Even if the operation of both SESs is similar, specific services
such as fax and data are not identical. Inrnarsat-M is not approved under
the GMDSS system because it does not include telex traffic that can be
utilized in emergencies.
12.3 System operation 'I

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

123 ·,.,
~
to
~ r Sip-~ed- r --lnmasat-M
- -or- - )>
equipment lnmarsat-B SES en
I
... ----··-- 3
I_ -TEjjex - II 1 sefVIces I I "'0
I ~
~.- CD ~~
.:-... ~ ~ I ..... ..................
a. ('1) ('1)
------. ....
""t:$
,,Iii. . I {1: I
-. I
en
(")
:::J"'
g
('1)
)>
:::s
l - - -· i7~~e1l I CD
I"T~~s)ll NCS
ur. tor ~ I 3 [ 3"
II~ II s:u
~
g-
= I ~ T~ephone I (")
S"'
;;.< o
' I~: I
- - ;:J <PSlNl
••v~~ I--- I 0 Q.
a ......... ~ c:
ll - - -1 t~I"•• il'/...1
-;.- •. §. ---I I -:::J"' Q.
- - .. I 1 1 Fcx Tetmird CD [
II Fax Teanrd -. I I (') -·0
::::l 0 ~
@
""C 3
I 1~1 I ~
~ s:u (')
m
II~ I I I _ - _ I ...... 0
5 en
_!i? ~~---1 1 r~ean";fter I s:u §'
......... CZl
~ I
!=>
1.-~~11 ~,--\\11 I I s
c s:
II d~ I ~ I §
.,. .,__.. , ~0
0 I s:u 1/J
::::l
~ I a. tii ~
1/J
-g. I
'~
OJ
8
::~:: ;: .~ : l.aJ!op ~
teanp.Jter I I en
~· '< ::s
cc en ;a.
Q II ~ II I -
-- I .........
~ L ~c~_. I' ,. . ,....y.~, I .. - - CD §."
g_ 3
0. I - - - ;,a - ::aJI!_ - - - .a
~ --- , I~~~I
;, " . ...., I I en
~r
""0 l'b.igo1io'l cXllai I
a
:::T
0'
~
= I~~~~~~
.... -- ... I
~
i
~l
,. ~
The Inmarsat B and M systems ~ransmit 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 theSES 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 lnmarsat 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 sharing
the same antenna, but operating independently.
For example, Channell 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

Telep-.ooe 1
OM'-11)
Telep-.ooe 2
OM'll)
FCDC 1
OlvNl)
Data 1
0~)
lnmasat-MS
Telex
OM'IS)
CES
Telep-.ooe 3
OM\16)
Telep-.ooe 4
OM'Il)
lnmasat-M or B
SES
Oato.2
OMW)
Telex
OM'-110)

125
12.5 lnmarsat M/B numbering scheme.

The Inmarsat Mobile Number (IMN) is derived from the ships MMSI
number.
Inmarsat-B 3MIDXXXZZ
Inmarsat-M 6MIDXXXZZ
As part ofthe IMN numbering system, the two last digits are used to create
a decimal number ranging from 10 to 99, which is used to discriminate,
on the same ship, between:
• Different SES s
• Channels of a multi-channel SES
• Services such as telephony, fax, data and telex
1~.6.1 Sending a DISTRESS message by telex using an

lnmarsat-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
• Ship 's name and callsign or other identification of the vessel
• Inmarsat Mobile Number and Ocean Region satellite
• The position in latitude and longitude
• The nature ofdistress
• Type of assistance required
• Other information which might help the rescue authorities.
4. Send the message to the RCC.
1~.6.~ Sending a DISTRESS call by telephone using an lnmarsat-M

orB 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 follow-
mg message:
• Mayday
• This is Ship's name and callsign
• Inmarsat Mobile Number and Ocean Region satellite
• The positioning latitude and longitude
• Nature ofdistress
• Type of assistance required
• Other information which might help the rescue authorities

11.7.1 Making a telephone call
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:
00 -7 Telephone country code -7 Area code ~ Subscribers number ~ #
00 is the two-digit code for automatic call request.

# is the key for ending the calling sequence.
11.7.1 Sending a fax
1. Select the 3-digit CES access code for aCES 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 -7 Area code -7 Fax termin.al number -7 #
00 is the two-digit code for automatic call request.

# is the key for ending the calling sequence.
11.7.3 Making a telex call (lnmarsat-B only)
1. Set up a communications channel to a CES in your Ocean re-

giOn.
2. When the GA+ is received from the CES, key in the following:
00 -7 Telex country code -7 Subscribers telex. number -7 · +
+ is the End ofNumber selection character.
I
·~

127
12.8 EXERCISES INMARSAT-M/B

1. The Inmarsat-A system is based on analog technology, which
technology is utilised in the lnmarsat-M/B system to transfer in-
formation to and from a SES?
2. What sort of antenna is used by lnmarsat-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 system?
State the reason for your answer.
11. Describe the procedure for sending a distress message by telex

using Inmarsat-B SES.

CHAPTER 13
TELEX OVER RADIO

13.1 Background
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 inter-
national 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
PC
'---------------'
H Modem
STATION I STATION II
Radio telex equipment

129
Modem 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 Modem

The modem has a very important function in the radio telex system.
Without 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.
On/off Power Over Break Lock Connect Send Repeat Thrane & Thrane Afs
0 0 DO 0 0 0 0 TT-3210A Radlotclcx Modem
Front panel of radiotelex modem from Thrane & Thrane, TT 321 OA
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.

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 Modulation
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
300Hz up to 3000Hz.
On a telex channel, the centre frequency is placed in the middle of the
upper side band at 1500Hz.
Carrier
frequency
Assigned
frequency
Modulation on radiotelex
The method of modulation used by radio telex is called FREQUENCY

SHIFT KEYING (FSK).
The technical term in use is F lB. 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.
·\

131
Modulation on radio telex, Mark and Space frequency
1585Hz M'!._R K
..... I I 1
...... I I ....I
....
......
1500Hz ....
....
SPACE
1415Hz 170Hz ...._I
..... 1 ......
... ,
""' I"" 85Hz 85Hz
Frequency __....
I I 1
I I I ...
Fe 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 1500Hz over the carrier
frequency (Fe).
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 frequency.
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 characters.
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 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 recognize~, 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.
Onradio 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
c: 450 m/sec
0
:;:;CJ
210m/sec 240m/sec
E·~ 5~
~-g+=ICI)
.EQlb'l(/) 70 m/sec One character
E:Ul ::::.
JO m/sec Y =low frequency
B =high frequency
I
5 01
:;::> c:
I
I
I
I
BiBiBiYiYiYiBiYiBiYi~!BiBiBiBiYi~BIBiYIY
: i i i i i i i i i \ i i i i ! ! ! ! !
I
I
I I
I
I
I
I
I
I
I rn
I
I
I
E:~ 5~ I \ I I \
u"" Ul I Transmission 1 t t I
0 1 1Control 1 1
'E o:::a> Ul.l!l !f 1 delay
1 1
signal1 1 1
- ~ 11-1•---or
_ _---:..:_ __ J __ _ _ _ _ _ _\ _______ \L__J[S :Vi B'y! Yi B! Bl/,___ _ _ _ _ _ _ _ _ _____.\
Baud - Bits per second, 50 baud =400 characters/min.
13.6 FEC
Broadcasting is another way of transmitting radio telex communica-
tions.
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-FEe, 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 GUlLO VERNE
CROSSING TRA *FIC SEPARATION SCHEME
BETWEEN 51-15N 02-32E AND ST.
MARGARETS BAY (51-09N Ol-32E).
2. GUARDSHIP IN ATTENDANCE.
3. DETAILS FROM CHANN*L NAVIGATION
INFORMATION SERVICE

133
An Introduction to .GMDSS
VHF CH*NNEL 11.

4. CAUTION ADVISED.
NNNN
13.7 SELFEC
SELFEC, Selective Forward Error Correction, is another radio telex
broadcasting method. When using SELFEC, the transmitted signal is
coded so that only the station being called can receive the signal correctly.
The operator uses the selcall number of the receiving station, and this
activates the modem and allowing it to receive the SELFEC message.
13.8- RADIOTELEX OVER COAST STATIONS
13.8.1 Introduction
Over the past 10-15 years, we have witnessed rapid developments within
the field of communications between ship and shore. Technical devel-
opments, together with the shipping industry's increasing demands for
cost-effective IT solutions, has resulted in the use of completely different
communications solutions on board and ashore.
It can hardly be called an exaggeration if conclude that the conventional

means of routing traffic from ships via a relevant coast station on VHF,
MF and HF has lost considerable ground.
13.9 EXERCISES
1. What does the abbreviation "ARQ" stand for?

2. Explain briefly how an "ARQ" connection between two radio stations
works.
3. Explain the abbreviation "FEC''.
4. How many times is each character transmitted when using FEC mode?
5. When using FEC transmission on radiotelex, how can you recognize
the faulty transmission of a character on your printer/screen?
6. What does the abbreviation "F 1B"in the "List of Coast Stations" stand
for?
7. What is the function ofthe 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 Maritime Safety Information- MSI

Maritime Safety Information (MSI) isdivided into the following mes-
sage types:
Navigational reports
Meteorological reports
Weather forecasts
Messages of general importance 'li
"'II ,,
Maritime safety information is transmitted via the Navtex system, the ii

Inmarsat EGC system, as telex on the short wave band, and on coastal J
I
radio telephony channels. t
.v
Initially, we will concentrate on the international Navtex service that
broadcasts maritime safety information to ships via telex.
14.3 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 receive
safety messages at distances of up to 600 nautical miles offshore.
MSI 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 518kHz.

The system uses only one single frequency. To avoid mutual interference,
both limited transmitter power and frequency time-sharing are required.
Careful coordination ofbroadcast schedules is imperative, and gives room
for up to 24 stations in one NAYAREA. These 24 stations are divided into .,'
4 groups consisting of 6 transmitting stations. Every group is allowed
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.

14.4 Navareas
The figure below shows the different Navareas worldwide. There are 16
ofthem altogether. The Navtex stations are geographically separated (A-
Z), and the stations have their own "hours of duty". Within the different
N avareas, every N avtex station has its own identification character. This
character is always a part of the preamble to the message.
areas:
14.5 Navarea 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.
Navtex stations in Navarea I

Nav- Coast Station 81- Country FirstTX Interval
Area character of day (UTC) hours
I Oostende T 8elaium 0310 4h
Reykjavik X Denmark 0350 4h
Talinn u Estonia 0320 4h
Niton K France 0140 4h
Pinneberg s Germany 0310 4h
Iceland R Iceland 0250 4h
Ireland w Ireland 0340 4h
Ireland Q Ireland 0240 4h
Netherland C. G. p Netherland 0230 4h
Rogaland Radio L Norwav 0150 4h
Rogaland Radio o/0rlandet N Norway 0210 4h
8od0 Radio 8 Norway 0110 4h
Vard0 Radio v Norway 0330 4h
8od0 Radio a/Svalbard A Norway 0000 4h
Stockholm Radio H Sweden 0110 4h
Stockholm Radio J Sweden 0130 4h
Grimeton I Sweden 0120 4h
Cullecoats G U.K. 0100 4h
Portpatrick 0 U.K. 0220 4h
Niton E U.K. 0040 4h
Oostende M U.K. 0200 4h

The table on page 136 shows all Na,vtex 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".
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 in each Navarea decides which MSI messages

the system is to broadcast. ·
The Navtex Coordinator
Coastguard
Buoyage authority
Electronic Navaids
Offshore operators. Ice monitoring
Government departments meteorological
Ship reports offices
NAVAREA co-ordinator
National co-ordinators
Navigational SAR Meteorological

warning co-ordinator message
co-ordinator co-ordinator
/
/
//
OPERATOR RECEIVER AUTOMATIC

/
SELECTION 518kHz FUNCTIONS
SELECT MICRO- ASSESS

geographic PROCESSOR signal quality
area -----
----- DECODER COMPARE
with memory
SUPPRESS
UNWANTED
optional
PRINTER --REJECT--
inadequate/unwanted
/
information messages
---·· -,
I
©POSEIDON, 2010. Unau1horised pho1ocopying or reproduction prohibited. 137

14.6 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 (B 1,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 most important
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
reqmre.
The subject indicators 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
maintained separately for each broadcast station B 1 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"OO" (zero) acts to ensure that, regardless

l'~Ii!lr
1
'I
of broadcasting station (B 1) or wp.atever has already been received by the

station in correct form, the message will be printed out by all receivers
within range of the transmitting station.
TypeD messages (SAR-information) will always be numbered "00"

(zero)
Example: Navtex preamble

Start of message
+
ZCZC TA43 ._--Serial number
L...f-----Identificaion character
coast station (Oostende)
'------Type of message (Nav. Warn.)
14.7 Examples of 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 SEA."CHARLES
· 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.
ZCZCPB68
NETHERLANDSCOASTGUARD
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.

T
14.8 National 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 490kHz and 4209.5 kHz.
14.9 The Navtex receiver

Newer Navtex receivers are very compact, and are equipped with a
built-in hard copy printer. As a 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.: 518kHz

National RX-freq.: 490kHz
Reception mode : FIB, Forward Error Correction
Range: 200- 400 nautical miles.
NAVTEX receiver
14.10 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 addi-

tion to covering mid-ocean areas, rhe 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 system
is useful for such things as local storm warnings, or shore-to-snip 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
meteorological or hydrographic office, to broadcast Maritime Safety
Information (MSI) addressed to all, or selected, SES 's within an ocean
reg10n.
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 EGG system
• METEOROLOGICAL OFFICE
• RESCUE CO-ORDINATION
;.
I.•• Iii
..
16 AREAl
F~
CENTRE
• SHIPPING COMPANIES
• NEWS SERVICES
,. IIi' ,.
di
It di
¥· rt
~I
,.
•· ,.
IIi•
ti· ALL SHIPSI
i
'\

14.11 SafetyNET broadcast messages

The following types of messages are broadcast via the EGC Safe-
tyNET:
- Coastal warnings (Note 1)
Navigational warnings
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 ar-
eas
- 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 information

providers are being established, see following table.
Corrected "List of Radio Signals" will show current situation.

14.12 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 ofMSI, 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

r-----
I r N~VIGATIO~A~j
. LWARNINGS
L~-
------------,
,;;,C's I IMETEOROLOGIC~
INFORMATION I
-r
I . I -
1 [ NAVIGATIONAll
I CO~:,~~~~~~ J
CO-ORDINATO~ _Co~5~~~~ioR _/
l..
SARI
m~J--
IMETEOROLOGICAL\
l
---~--~L--7-.
I INMARsATCoAST EARTH STATION_£
--- ____y______
~ARSAT NETWORK CO-ORDINATION STATION ]
SHIPS
-~r·
/toCEAN REGIONsAiHLITE
~llitl~
Position comparison
OPERATOR INPUT OPTIONS EGG-RECEIVER Assess data error rate
------- ~---1 Reject inadequate I irrelevant
Ocean region selection RECEPTION message
NAVAREA I METAREA DECODING Supress already received
Ship's position DECISION messages
MSI Message type PRINTING

An Introduction to .GMDSS
NAVAREA WARNING SCHEDULES

2009
NAVAREA CO-ORDINATOR TIMES UTC SATELLITE

I United Kingdom 1730 + as appropriate AORE
II France 1630 AORE
Ill Spain 1200, 2400 +on receipt AORE
-lv United States 1000,2200 AORE/AORW
v Brazil 0400, 1230 AORE
VI Argentina 0200, 1400 " AORW
VII South Africa 1940 IOR/AORE
VIII India 1000 lOR
IX Pakistan 0800 lOR
X Australia 0700, 1900 +on receipt PORIIOR
XI Japan 0005,0805,1205 POR/IOR
XII United States 1030,2230 POR/AORW
XIII Russian Federation 0930,2130 POR
XIV New Zealand On receipt +every 12 POR

hours
XV Chile 0210, 1410 AORW
XVI Peru 0519, 1119, 1719,2319 AORW

METAREA SCHEDULES
2009
METAREA ISSUING COUNTRY TIMES UTC SATELLITE
I United Kingdom 0930,2130 AORE
II France 0900,2100 AORE/AORW
Ill Greece 1100,2200 AORE
IV United States 0430,1030,1630,2230 AORE/AORW
v Brazil 0730, 1930 AORE
VI Argentina 0230, 1730 AORW
VII South Africa 0940, 1940 AORE/IOR
India 0900, 1800 (for North of

eauator) lOR
VIII Mauritius/La Reunion 0130, 1330 (for South of
equator)
IX Pakistan 0700 lOR
1030, 2330 (for coastal areas

see Annex 8 page 3, MET lOR
X Australia Area X
1100, 2300 (for coastal areas
see Annex 8 page 3, MET POR
Area X
XI China 0330,1015,1530,2215 lOR
Japan 0230,0830,1430,2030 POR
XII United States 0545,1145,1745,2345 POR/AORW
Russian Federation 0930,2130

XIII 0230,0830,1430,2030 POR
Japan* (for South of 60• N)
0930,2130(0100, 1300
XIV New Zealand (NZ Coast only)) POR
(0300, 1530 (Warnina only))
XV Chile 0100, 1330, 1845 AORW
XVI United States 0515,1115, 1715,2315 AORW

EGG message broadcast on NGS common channel

- - - • NCS-CES lnterstation Link NCS Network Coordination Station
NCS Common Channel CES Coast Earth Station
r t T T1 telecommunication
National/international SES Ship Earth Station
landlines
''
'
'
EGG broadcast to ships in Navarea I.

The figure also shows Navareas throughout the world.
;Q 110 140 120 100 10 .. 40 20
XII
XIV

lnm~C .Antenna
Class 2
rEGCl Class 0 - Q)tion 1

~ (standalone EGC
receiver)
t
aass 3
NOTES ON THE FIGURE:

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 ch~mnel assigned by the
CES. As long as normal message reception is going on, theSES 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.
CLASS3:
TheSES has two independent receivers, one capable oflnmarsat-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 information
about the following items: ·~

14.13 Reception of EGC messages - operating your EGC

receiver
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 programmed
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
requires this to be done every 4 hours.
Mandatory EGC - SafetyNET messages

The following types ofEGC- SafetyNET MSI messages an! 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 operator
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.

!'II''
Reducing the number 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"distress
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 sail-
ing.
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 follow-
mg:
- · Switch the terminal off and on again. This action will clear the internal
memory of all stored messages, IDs. If the message is re-broadcast,
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).
.,
(

14.14 EGC - message examples
N0.1
EGC. 477 Page 1 UTC Time: 95-07-12

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

Call to AREA: 4 - PosOK
NAVAREA IV 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. ..
N0.2
EGC 255 Page 1 UTC Time: 97.07.01 00:11:03
LES 322 MSG 25468 Nav/MetWarn!Fore Safety Call

to Area 10- NoPos
Y0701133/2
SECURITE
FM MRCC AUSTRALIA 010002Z JUL 97
NAVAREAX 011/97
HASTING ISLAND LIGHT K3446 POSITION 10 20.5S
151 52.0E REPORTED UNLIT
NNNN
N0.3
EGC 926 PAGE I UTC Time: 94-08-24 09:06:31
LES 121 MSG 2498- MetWarn/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
150 © POSEIDON, 2010. Unau1horised photocopying or reproduction prohibited.

N 0.4 (Heading of an EGC message)
LES 102 -MSG 11 04- 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
for METAREA 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.
- 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 of200 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.
14.15 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 ofRadiodetermination and Special Service Stations" provides
transmission times, frequencies and coast stations for the different Na-
vareas. Students should also study the "List of Coast Stations", Annex
II, Part C, which gives particulars of coast stations transmitting MSI
messages to ships by means ofNBDP techniques.

NAVTEX STATION LIST

NA V AREA I, II, Ill (2009)
Nav- Coast Station B1- Country First TX Interval

Area character ofd~(UTC) hours
I Oostende T Belgium 0310 4h
Reykjavik X Denmark 0350 4h
Talinn u Estonia 0320 4h
Niton K France 0140 4h
Pinneberg s Germany 0310 4h
Iceland R Iceland 0250 4h
Ireland w Ireland 0340 4h
Ireland Q Ireland 0240 4h
Netherland C.G. p Netherland 0230 4h
Rogaland Radio L Norway 0150 4h
Rogaland Radio o/0rlandet N Norway_ 0210 4h
Bodl2l Radio B Norway 0110 4h
Vardl2l Radio v Norway 0330 4h
Bod121 Radio a/Svalbard A Norway 0000 4h
Stockholm Radio H Sweden 0110 4h
Stockholm Radio J Sweden 0130 4h
Grimeton I Sweden 0120 4h
Cullecoats G U.K. 0100 4h
Portpatrick 0 U.K. 0220 4h
Niton E U.K. 0040 4h
Oostende M U.K. 0200 4h
II Sao Vicente Radio u Cape Verde 0320 4h
Cross Corsen A France 0000 4h
Horta Radio F Portugal 0050 4h
Monsanto Radio R Portugal 0250 4h
La Coruna D Spain 0030 4h
Tarifa G Spain 0100 4h
Las Palmas I SQ_ain 0120 4h
Ill Bordj-EI-Kiffan B Algeria Even hrs+10min
Varna Radio J Bulgaria 0130 4h
Split Q Croatia 0240 4h
Cyprus Radio M cwus 0200 4h
Alexandria N Egypt 0210 4h
Cross La Garde w France 0340 4h
lraklion H Greece 0110 4h
Kerkyra K Greece 0140 4h
Lim nos L Greece 0150 4h
Haifa p Israel 0020 4h
Rom a R Italy 0250 4h
Augusta v Italy 0330 4h
Ill Cagliari T Italy 0310 4h
Trieste u Italy 0320 4h
Malta 0 Malta 0220 4h
Novorossiysk A Russian Fed. 0300 4h
Cabo de Ia Nao X Spain 0350 4h
Istanbul D Turkey 0030 4h
Sam sun E Turkey 0040 4h
Antalya F Turkey 0050 4h
lzmir I Turkey 0120 4h
Sam sun A Turkey 0000 4h
Istanbul B Turkey 0010 4h
lzmir c Turkey 0020 4h
Antalya D Turkey 0030 4h
Istanbul ·- M Turkey 0200 4h
Kerch G Ukraine 0100 4h
Odessa c Ukraine 0020 4h

14.16 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 Nand 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 PO:R within the
Inmarsat-C system.
25. Which message types are mandatory within the SafetyNET sys-
tem?
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-
mg:
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 frequen-
cies for stations transmitting HF MSI via telex?


CHAPTER 15
EMERGENCY RADIO BEACONS

15.1 General Information
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 has decided that the COSPAS/SARSAT (406 MHz) float free EPIRB
is mandatory on all ships covered by the SOLAS convention.
15.2 Different types of 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 and geosta-
tionary satellites.
2. The 121.5 MHz VHF EPIRB, is monitored by aircraft. Due to an

international agreement the frequency 121.5 MHz is no longer to
be detected by satellite.
3. The VHF channel70 EPIRB, using the DSC channel 70.

(Not subject to mass production)
·''\

155
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- Space system for search and distress vessels.
SARSAT - Search and rescue satellite aided tracking.
At present, there are three types of beacons in use:

ELT- airborne
EPIRB 's - maritime
PLB 's - personal locator beacon (land).
The COSPAS/SARSAT system was originally planned and developed

using satellites in low polar orbit, at distances of a'pprox. 850 to 1000
km. The system has been in operation since 1980, and up until late 2008
it had provided assistance in the rescue of 26779 people in 7268 SAR
operations. Since 1996 the countries affiliated to Cospas/Sarsat have
been experimenting with a new system using geostationary satellites to
detect alerts from Cospas/Sarsat EPIRBs .
.System diagram showing the signal routing of a distress alert in

the COSPAS/SARSAT system.
Cospas SARSAT satellites pick up the
distress alert on 406 Mhz/121.5 Mhz and
determines the location of the beacon.
The satellite passes the information

EPIRB to a Local User Terminal (LUT)
Ship, aircraft or person in

distress.
~ . .....it
LUT?i
Radio beacon (EPIRB) is
activated, either manually or Information from the LUT is passed
automatically. to a rescue co-ordination centre
The Radio Beacon (EPIRB) (RCC) via MCC.
automatically commences
transmissions on 406 Mhz and
121.5 Mhz.
Search and Rescue (SAR) forces

directed to the scene of the
emergency, home in on the 121.5 -..,
Mhz frequency (Homing signal
emitted by EPIRB).
SAR
156
The testing and evaluation of th's new system was concluded in 1998,
and the decision was made to concentrate on its further development
with a view to improving availability with regard to the reception of
emergency alerts within the Cospas/Sarsat satellite systems.
The Cospas/Sarsat systems LEOSAR and GEOSAR are described below.
The LEOSAR system (LEOSAR: Low Earth Orbit SAR satellite

system)
The LEOSAR system is based on satellites in polar orbit. The system's
main principle involves the exploitation of the Doppler effect 1 that oc-
curs between satellite and emergency beacon when calculating the lat-
ter's position.
I •
The carrier wave that is transmitted on 406 MHz is extremely stable (its
frequency does not vary), and its position can thus be accurately calcu-
lated to within a radius of approximately 2 km. The frequencies used
are the aeronautical frequency 121.5 MHz, and the 406 MHz frequency.
One of the advantages of using a 406 MHz emergency beacon, is that you
can include the digital ID (MMSI) of the ship in the signal that is sent
to the satellite. In order to maximize Doppler positioning, the satellites
LUTs:
13 ~~~~.~;~.fa
El Palomar, Argentina
4 Rio Grande, Argentina
5 Albany, Australia
~ ~~1~t'lf;!lstralia
8 Manaus, Brazil
9 Recife, Brazil
10 Churchill, Canada
11 Edmonton, Canada
g ~~:'n~~~~~an2'~e
14 Punta Arenas, Chile
15 Santiago, Chile
16 Beijinfi. China*
30 . :~ ~~~fous~~~~~~i::•
19 Penteli, Greece
Jr> i? Jakarta,
22
f~~o':.'1~d'J~a
Indonesia
23 Bari,Italy
24 Keelung, ITDC*
~~ ~=':;J~~ea
~~ ~IJ~;~~~~~w Zealand
29 Tromsoe, Norway
j? ~!~hf~:&~t~ay
32 Callao, Peru
33 Nakhodka, Russia
34 Jeddah, Saudi Arabia*
j~ ~,J:,"lf~~. South Africa
37 Maspalomas, Spain
38 Bangkok, Tailand*
39 Ankara, Turkey*
40 Combe Martin, UK
41 Alaska, USA*
42 California, USA •
43 Florida, USA •
44 Guam*
45 Hawaii, USA •
46 Haiphong, Vietnam
• These LEOLUTs are dual

systems
Satellite: altitude - 850 km,
Note: White area shows the satellite!LEOLUT visibility area. elevation angle- 5 deg
I
I Doppler effect: The COSPAS/SARSAT- satellites are able to measure the frequency variation that occurs as a result of the relative \
movement between satellite and emergency beacon.

157
employ low polar orbits that result in short up-links to the satellite, a
clear Doppler shift and short intervals between satellite passings.
The 406 MHz emergency beacon is the only one with global cover-
age. The reason for this is that the data transmission received from the
emergency beacon is stored in the satellite and forwarded to LEOLUT
(the Local User Terminal in the LEOSAR system) when it attains direct
visibility with LEOLUT.
Emergency beacons operating on 121.5 MHz do not offer global cover-

age. The satellites work only as "repeaters" and require free visibility
to both the beacon and LEOLUT in order to calculate the position. If an
emergency beacon on frequency 121.5 MHz is activated in the southern
Atlantic (South Africa), the satellite will be unable to provide LEOLUT
with information. The 121.5 MHz frequency provides calculations ofthe
emergency beacon's position that are approx. 10 times poorer than those
proviqed by the 406 MHz transmitter. Emergency beacons that transmit
solely on 121.5 MHz are not approved by the GMDSS.
The GEOSAR system (GEOSAR: Geostationary SAR satellite system)

The GEOSAR system employs geostationary satellites, allowing more
or less real time alerts from a 406 MHz EPIRB. At present, 406 MHz
repeater gear has been installed in 4 geostationary satellites, together
with one other satellite with the status of system reserve. There is no
Doppler effect on the uplink frequency from the EPIRB to geostationary
Table Vll - GEOSAR Ground Segment Status (December 2009)
Country GEOLUT Number on Geostationary GEOLUT

Name Map Satellite Status
(Fil!ure 5)
Algeria Algiers 1 MSG-2 In operation, commissioned
Argentina ElPalomar 2 GOES-East In operation, commissioned
BraZil Brasilia 3 GOES-East In operation, commissioned
Recife 4 GOES-East In operation, commissioned
Canada Edmonton 5 GOES-West In operation, commissioned
Ottawa 6 GOES-East In operation, commissioned
Chile Santiago 7 GOES-East In operation, commissioned
France Toulouse 8 MSG-2 In operation, commissioned
Greece Penteli 9 MSG-2 In operation, commissioned
India Bangalore 10 INSAT-3A In operation*
Italy Bari II MSG-2 In operation, commissioned
NewZeal~d . Wellington (I) 12 GOES-West In operation, commissioned
Wellington (2) GOES-West In operation, commissioned
Norway ~Fauske- 13 MSG-1 In operation, commissioned
Spain Maspalomas (1) 14 GOES-East In operation, commissioned
Maspalomas (2) MSG-2 In operation, commissioned
Turkey Ankara 15 MSG-1 In operation, commissioned
UAE Abu Dhabi - MSG-2 Commissioned**
UK Combe Martin 16 MSG-2 In operation, commissioned;
GOES-East GOES-East used as a standby satellite
when needed
USA Maryland (I) GOES-East Iti operation, commissioned
Maryland (2) 17 GOES-West In operation, commissioned
GSE GOES-East/West In operation, commissioned
-
Note: * The Bangalore GEOLUT commissioning was approved in principle at CSC-43 (October 2009), subject
to review of the results by the Cospas-Sarsat Parties; however, alert data is used operationally.
** The Abu Dhabi GEOLUT commissioning was approved at CSC-41; AEMCC commissioning is
pending.

158
satellites. This rules out the possibility of calculating position with the
help of the Doppler effect. In order to fully exploit the GEOSAR system,
406 MHz EPIRBs will be fitted with built-in navigation receivers, GPS,
that provide continuously updated position data transmitted on the 406
MHz frequency as a digital signal. Another possibility is to connect the
406 MHz EPIRB to the ship's on-board navigational instruments. Then,
as the EPIRB is released, the last updated position will be transm~tted to
the system. GEOSAR operative status also includes 20 GEOLUT (Local
User Terminals in the GEOSAR system) stations in 15 different countries
SARSAT
MSG
Combined LEOSAR - GEOSAR operations
Area of coverage of the 406 MHz GEOSAR satellites and GEOLUTs

(December 2009)
159
that are linked up to the Cospas/Sarsat MCC network and that take care
of the distribution of GEOSAR alerts.
15.4 Facts about COSPAS/SARSAT satellites, as of Des. 2009

Emergency beacons worldwide:
406 MHz: approx. 915000 units end of2009 (projected)
Ground segment in operative use:

30 Mission Control Centres (MCCs)
55 Local User Terminals (LEOLUT) in the LEOSAR system
21 Local User Terminals (GEOLUT) in the GEOSAR system
Space segment - Cospas/Sarsat

LEOSAR: 6 satellites in low polar orbit, orbit time 1.40 hours.
GEOSAR: 5 satellites in geostationary orbit, and one test satellite.
System operations:
From 1982 to December 2008, Cospas/Sarsat provided assistance in the
rescue of 26,779 persons in 7,268 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 VHFIMFIHF including radio telex.
- lnmarsat B/C and M. ·
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 ra-
diated power makes the 406 MHz EPIRB up to 10 times as accurate as
the 121.5 MHz EPIRB.

160
15.5.1 Activation of the Beacon

The beacons can be activated in three different ways:
1. Manually.
The seal must be broken, and the switch set to ''TRANSMIT" or "ON".
2. Automatically.
When the release mechanism is submerged into water · (2-4 meter),
EPIRBs
EPIRB, TRON 30 MK II manufactured by

Jotron Electronics A.S.
built-in heat-
Free float activation of EPIRB
ATRON S 30 II from Jotron Electronics A.S, and EPI
.I
·;

161
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.
15.5.1 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 function
correctly. Therefore, the following general rules must be followed:
VHF gency EPIRB for aeronautical frequencies
TRON-1K

162
1. Check that the EPIRB is place~ correctly in the bracket.

2. In the event of mechanical damage (cracks in the poly-carbonate
material), 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 water-
proof).
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 ifthe releasing mechanism is fitted with
one. At present the service initerval for EPIRBs is 5 years
And finally, read the instruction manual for your type of equipment.
15.6 VHF emergency beacons for manual 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 frequencies
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.
Alternative mounting brackets for Tron 30 S EPIRB
Hl&H2•H£ATJNC
£L£l'I£NT
1-=
20VAC/OC (
[)
~
[Xl[ANAl
TH[AI'IASTAT£ BOX
Manual mounting bracket MB3 Float free bracket FB2

163
15.7 VHF Emergency Beacon DSC channel 70

(NOTE! This beacon must not be mistaken for the aeronautical frequency
VHFEPIRB.)
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 A 1 instead of satellite EPIRB.
The EPIRB will transmit a standard DSC call with the following infor-
mation/exceptions:
Nature of distress EPIRB transmission

Position: Need not to be included/the digit 9
is transmitted 10 times.
Time: Need not to be included/the digit 8
is transmitted 4 times.
Subsequent communication: No information indication/no sub-
sequent communication will follow.
(Not subject to mass production)

164
CHAPTER 16
SART- SEARCH AND RESCUE TRANSPONDERS

- PORTABLE VHF TRANSCEIVERS
16.1 Background
The SART is a radar transponder designed for search and rescue op-
erations, 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 em 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 K w 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 depend-

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

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.
165
16.4 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 m W.
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 A happy ending

on survival craft

166
SART and frequency response

N
Distant SART
'\
\\
ii: ···-·••• ''· E
I
//
/
,~""/
s
N
Nearby SART
Radar screen showing frequency response from activated SART.
TRON SART with standard bulkhead mounting bracket

··-
....
~
~
'£
;::
:z:
.:>
0
::I
- ID
IIHHliUiBUUUJ ~ .........
·-
I JD[
q ~
f--
....
....

167
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 trans-
ceiver.
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 SP311 0
-portable VHF transceiver

168
16.8 VHF Emergency Communication Set

The VHF Emergency Communication Set is a battery run transceiver
that works on the 121.5 MHz and 123.1 MHz frequencies. The object
of the transceiver is to maintain communication between aircraft and
the vessel in distress or lifeboat. The 121.5 MHz frequency is the civil
aviation distress frequency, while 123 .1 MHz is a frequency used by the
rescue services and other units participating in a rescue operation. The
transceiver is obligatory equipment on passenger vessels on international
voyages in accordance with certain rules. The equipment must be water-
proof, easy to use when wearing a survival suit (gloves) and must meet
a number of special requirements, such as demands on battery capacity
and colour.
The Illustration on the left shows a TRON Air
Output: 50-200 mW
Frequencies: 121.5- 123.1 MHz
Battery capacity: Approx. 8 hours with the following ratio 1:1:8,
which means 1 part transmitting, 1 part receiving
and 8 parts standing by.
~~~
~
___
_ ...
._. _.AIR
· Tron
......
......,._.
·::.-::--
·--··---
.t:~::.--
··-·--
---
--·
·-·----.
·--··----
~-·-
·----·
·--·-
~=---·... -
·-··---
·--···-
--·-·-
----
·--·-·-·

169
16.9 EXERCISES: EPIRB - SART -

PORTABLE VHF TRANSCEIVERS
1. What types ofEPIRB's are accepted by IMO as mandatory in the

GMDSS system?
2. Describe the signal routing of a distress alert in the COSPAS-
SARSAT system?
3. How is position determined in this system?
4. Which frequency does this system use for homing?
5. Which one of the two frequencies gives global coverage?
6. How many satellites are in use in the Cospas/Sarsat system?
7. What kind of information is transmitted from a COSPAS-
SARSAT beacon?
8. What is an MMSI number?
9. What GMDSS communication equipment is des,igned for on-
scene communication?
10. ·Explain the vital differences between 121.5 MHz and 406 MHz
transmitters in the COSPAS-SARSAT beacon?
11. How many hours of continuous operation is required?
12. How must the EPIRB be placed on board a vessel?
13. What is the satellite-to-earth distance and what is the "round-trip"
time?
14. Describe the maintenance routines for the EPIRB and the releas-
ing mechanism?
15. Which VHF channel does the VHF emergency beacon use?
16. On which frequency band does the SART operate?
17. What is the average range performance of a SART w~n activated
by radar?
18. Can the SART be activated by any radar?
19. Describe the test procedures for a SART?
20. Describe the response signal on the radar screen?
21. How long is the SART's battery life when in stand-by and trans-
pond mode?
22. Which VHF channels should be available on portable VHF trans-
ceivers?
23. What is the approximate battery life duration of a portable VHF
transceiver?
24. What communication needs is the portable VHF transceiver de-
signed to take care of?

170
CHAPTER 17
POWER SUPPLIES
17.1 Radio batteries
Batteries for use in radio installations on board ships must be of suf-
ficient quality to sustain environmental Stress such as vibrations and
temperature changes.
The batteries must also sustain charging and discharging, as well as

continuous voltage charging.
17.2 Lead batteries

The most common accumulators are lead batteries. They consist, in
principle, of two specially prepared plates of lead placed in a vessel
containing thinned sulphuric acid.
This vessel is called a battery cell, and the two plates of lead constitute
a positive and a negative pole. When the accumulator is charged, the
voltage over the poles is about 2 volts.
I
'1[,1:
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 'i,,lii'
according 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%
17.1.1 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 r..ot
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.

171
,.,I
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
capacity 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.
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 of 200 Ah, and the radio sta-
tion 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
capacity 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 of 200 Ah.

An Introduction to GMDss·
17.~.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 specifications.
Approximate life time is 8-10 years. The specific gravity of stationary
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 oflye 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
installation (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.~ 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.

173
An Introduction to.GMDSS
When the battery is coupled or in use, the voltage drops to 1.2 volts per
cell. The voltage remains constant unti180% ofthe 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
deflection.
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 equipment
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.
"ON LINE" uninterrupted power supply
MAINS
220VAC - - ,
AC/DC
RECTIFIER r---
I DC
-· I
I HF DC/DC
CONVERTER
I DC DC/AC
RECTIFIER
~-r~ARGI:
I RECTIFIER
. OC 1! MmRY
SUPPLY
I
I
I
J I
I
L---------------- J
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,
generator 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 en-
ergy source which does not meet the capacity requirements: 6_hours.
Capacity requirements are calculated on the basis of the radio equipment'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 Semnak

175
Ni-Cd battery cells

17.7 EXERCISES - POWER SUPPLIES
1. What kind of batteries are most commonly used in radio installa-

tions?
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 bat-
tery?
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
(Ampere 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 bat-
teries?
19. The batteries need to be refilled from time to time. What sort ofliquid
must be used?
20. Who is responsible for the reserve energy source (radio batteries)
on board a ship?
'\

177

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
.li1
Telephone Network). '!'i
- 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, direc-
tory inquiries etc.
The coast charges differ with regard to the type of radio communication
equipment in use, such as VHF, MF and HF.
18.1.1 Conversion rate:

1 SDR = 3.061 Gfr.
The charges for the different coast stations can be found in the ITU
publication "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:
Example 1:
A radio telephone call from the Berge Master/LAN02, to a subscriber
in Antwerpen, Belgium, lasting 6 minutes. The call has taken place on
VHF via Oostende Radio, Belgium.
Charges:
You will fmd the charge for VHF radiotelephone calls in the Part IV of
the "List of Coast Stations":
Calculations:
Land stations charge = 1.20 SDR/min x 6 min = 7.20 SDR
Land line charge = no charge = 0.00 SDR
TOTAL = 7.20 SDR
·\
©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibi1ed.

179
1
18.3 Radiotelegrams
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 II:
Aradiotelegram from the "Berge Master"/LAN02, to "PETROX, ROT-
TERDAM", sent via Oostende Radio Belgium, by telephony.
Remember that charge rates are arrived at by counting each word
from the addressee to the signature, regardless of whether the radio-
telegram is sent by VHF, MF or HF telephony, telegraphy or radio-
telex.
Calculation:
You will find the charges for the radiotelegram in the "List of Coast
Stations"
Coast Station charge = 12 words x 0.37 SDR = 4.44 SDR
Land line charge = per telegram = 8.70 SDR
Land line charge = 12 words x 0.27 SDR = 3.24 SDR
Total =16.38 SDR
Radiotelegram
Form
180 ©POSEIDON, 2010. Unau1horised pho1ocopying or reproduc1ion prohibi1ed.

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
Oostende Radio
Your telegram number 1 is received
18.3.1 Storage of 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

All outgoing, manually operated correspondence/traffic from the ship via
foreign coast stations for which a charge is calculated, must be logged.
Incoming telephone calls, radiogram and telex traffic, as well as auto-

matically operated outgoing telephone and telex traffic, need not to be
logged.
18.5 Telephone and Telex Trafic via lnmarsat-B

Telephone conversations and telex messages sent via Inmarsat-B are
charged for each minute that the terminal is connected to the subscriber.
Inmarsat-C communication is charged for every 256 bits sent.
Telenor Satellite Services AS (Ltd.) serves all ocean regions in the Inmar-
sat system. All ocean regions (AORE/W, lOR, POR) are covered with
the help of a global network of coast earth stations (CES) that Telenor
Satellite Services owns either in full or in part.

181
Example III:
A telephone conversation from the "Berge Master"/LAN02 transmitted
via Telenor Airtime - MARLINK to a subscriber in London, with the
help of Inmarsat-B, duration 5 minutes.
Calculation:
$ - US dollars
3.59/min x 5 = $ 17.95
Example IV:
A telex message from the same vessel transmitted via the Tel enor Airtime
- MARLINK system with the help of Inmarsat-B to a telex subscriber
in London, duration 5 minutes.
Calculation:
2.99/min x 5 = $ 14.95
18.6 lnmarsat-C Charges

Inmarsat-C system charges are largely based on the following two main
elements plusAA surcharge (Accounting Authority/Billing Entity, adding
charges for administration service).
a) Service charge - for means of communication used, including the

Inmarsat space segment.
b) Land line charge - for transmitting of the message via the national
I international telecom network to the destination.
c) AA surcharge
The LES (land earth stations) generally adds a service charge for a store
and forward telex per kilobit, or quarter of a kilobit.
1 kilobit = 1024 bits

114 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 aLES is using, one must contact
the LES Customer Service Point. (Ref. Inmarsat-C User"s Manual).
Example V:
A standard 7 bits telex message store-and-forward to Norway via Eik
LES, consisting of 400 characters.

Charges for trafic via Telenor Airtime- ,MARLINK- (per March 2008)
End User Spot Rates, LES 001+004

twithout Subscription Agreement) Charges in $US per Connect Time minute (for lnmarsat C; $US per 256 bit)
To To To
Mini-M/ lnm-8/ GAN/
GAN/ lnm-M/ Fleet/ To Jo To To other
Fleet/ Aero Swift lnm-8 lnm-8 lnm-C satellite
Standard Service UTCTime Terrestrial Cellular Swift tel. H/H+/1 MobiSDN HSD telex telex operators
lnmarsat B
Voice, fax & data Peak $ 3,59 $ 3,74 $ 4,58 $ 5,58 $ 8,08 $ 9,58 $ 5,58
Voice Quiet Time $ 2,79 $ 2,94 $ 3,78 $ 4,78 $ 7,28 $ 8,78 $ 4,78
Big Dish voice, fax & data Anytime $ 3,19 $ 3,34 $ 4,18 $ 5,18 $ 7,68 $ 9,18 $ 5,18
Telex Anytime $ 2,99 $ 2,99 $ 4,48 $ 4,48
Duplex High Speed Data Anytime $ 8,99 $ 9,14 $ 9,98 $ 10,98 $ 13,48 $ 14,98 $ 10,98
lnmarsat M
Voice, fax & data Peak $ 3,59 $ 3,74 $ 4,58 $ 5,58 $ 8,08 $ 9,58 $ 5,58
Voice, fax & data Quietnme $ 3,19 $ 3,34 $ 4,18 $ 5,18 $ 7,68 $ 9,18 $ 5,18
lnmarsat C
Telex, fax&data (1.addr) Anytime $ 0,20 $ 0,200 $ 0,449 $ 0,349
Telex, fax&data (addition.addr) Anytime $ 0,03 $ 0,030 $ 0,279 $ 0,179
E-mail via Internet Anytime $ 0,20 Global
Positive delivery notification Anytime $ 0,21 Global
Non delivery notification Anytime Free
Statusrequest incl. response Anytime $ 0,21 Global
FleetNet + Polling with text Anytime $ 0,60 Global
Polling without text Anytime $ 0,32 Global
Data report small, 1 package (1-8 byte) $ 0,04 Global
Data report med., 2 packages (9-20 byte) $ 0,08 Global
Data report large, 3 packages (21-32 byte) $ 0,12 Global
Mini-M
Standard voice, fax & data Peak $ 2,39 $ 2,54 $ 3,38 $ 4,38 $ 2,39 $ 6,88 $ 8,38 $ 4,38
Standard voice, fax & data Quiet Time $ 2,19 $ 2,34 $ 3,18 $ 4,18 $ 2,19 $ 6,68 $ 8,18 $ 4,18
High Gain Antenna Anytime $ 2,39 $ 2,54 $ 3,38 $ 4,38 $ 2,39 $ 6,88 $ 8,38 $. 4,38
lnmarsat GAN
Voice, fax & data Anytime $ 2,49 $ 2,64 $ 3.48 $ 4,48 $ 2,49 $ 6,98 $ 8,48 $ 4,48
Mobile ISDN Anytime $ 7,69 $ 7,84 $ 8,68 $ 9,68 $ 7,69 $ 12,18 $ 13,68 $ 9,68
MPDS USD$/Mbit Anytime $ 4,39 Global
lnmarsat Fleet
Voice Peak $ 3,39 $ 3,54 $ 4,38 $ 5,38 $ 3,39 $ 7,88 $ 9,38 $ 5,38
Voice Quietnme $ 2,69 $ 2,84 $ 3,68 $ 4,68 $ 2,69 $ . 7,18 $ 8,68 $ 4,68
2.4kbps fax/data Anytime $ 1,69 $ 1,84 $ 2,68 $ 3,68 $ 1,69 $ 6,18 $ 7,68 $ 3,68
9.6kbps fax/data Anytime $ 3,99 $ 4,14 $ 4,98 $ 5,98 $ 3,99 $ 8,48 $ 9,98 $ 5,98
128kbps ISDN Anytime $ 15,99 $ 16,14 $ 16,98 $ 17,98 $ 15,99 $ 20,48 $ 21,98 $ 17,98
MPDS US$/Mbit Anytime $ 4,69 Global
Swift
Voice, fax & data Anytime $ 2,59 $ 2,74 $ 3,58 $ 4,58 $ 2,59 $ 7,08 $ 8,58 $ 4,58
MPDS USD$/Mbit Anytime $ 5,69 Global
Destination surcharge; Rate to terrestrial Per Per jAccess Codes

destinations + minute 256bit lnmarsat services AOR-W AOR-E lOR POR
To Terrestrial Cellular $ 0,15 lnmarsat-C 001/004 101/104 3011304 201/204
To Mini-M/GAN/Fieet/Swift/BGAN telephony $ 0,99 $ 0,199 lnm-BIM!Mini-M/GAN/FI 001/004 001/004 0011004 001/004
To lnmarsat-8/M/Aero +other satellite systems $ 1,99 $ 0,299
Quiet Time UTC (lnm-8/M/mini-MIFieet voice)
To GAN/Fieet!Swift Mobile ISDN $ 4,49 $ 0,799 Satellite region AOR-W AOR-E lOR POR
To lnm-8 HSD I BGAN ISDN $ 5,99 $ 0,899 Quiet nme period sta~ 23:00 22:00 19:00 19:00
To lnmarsat-8 telex $ 1,49 $ 0,249 Quiet Time period endl. 07:00 I 06:00 I 03:00 J 03:00
To lnmarsat-C telex $ 1,49 $ 0,149
$ 0,029
$ 0,019
<
\
© POSEIDON, 201 0. Unauthorised photocopying or reproduction prohibited.

183
Eik LES charges per quarter of a kilobit (256 bits).
The charge is $0.20 per unit.
Conversionformula:
Charging blocks= number of characters x bits per char.
256
NB The number of blocks must be rounded off to the next whole number.
Calculation:
400 characters x 7 = 10.9, rounded off to 11

256
Charge = $ 0.20 x 11 = $2.20
The same message sent as 5 bit packed Baudott:
400 characters x 5 = 7.81, rounded off to~

256
Charge = $ 0.20 x 8 = $1.60
184 © POSEIDON, 2010. Unau1horised pho1ocopying or reproduction prohibited.

'1:!!1 I
'ljl1~1
An Introduction to GMDSS II!.
1111
f
II~
List of Coast Stations, part IV- (2008 edition)

,I
'I
Charges for Belgium:
BELGIUM
A Accounting authority: Ministere de Ia Defence, Forces Armees

Belges, Services Radiomaritimes, 6 Perronstraat, B-8400
Oostende (Belgium).
B Radiotelegrams
1. Land station charge: 0.37 SDR per word. .
This charge is reduced to 0.28 SDR per word for each message exchanged with ship of II,
1:!
the Belgian navy or with a Belgian fishing, towage; pilotage or police boat.
1
1· 1111
2. Landline charge (binary system): Per radio Per word
~I
telegram
a) Belgium 8.70 SDR 0.18 SDR :,I
b) Europe including Algeria, lifi:ll
Cyprus, Libya, Arab Jamahiriya, Morocco and

~I
8.70 SDR 0.27 SDR
Tunisia
il
8.70 SDR 0.50 SDR ''II
c) Other countries !I
~~
l11
* For manual operation minimum charge of 3 minutes is applicable~

,il
:'1
H Radiotelephone calls I
I
1. Land station charge
Manual operation (minimum 3 min.) I.
MF: 2.- SDR/min.*
HF: 2.60 SDR/min. * 1.1 1
1
~r
3.20 SDR/min. (for call payable by a telephone subscriber outside Belgium)
VHF: 1.20 SDR/min*
2. Land line charge is included in the land station charge. !!'II
1\!! 1~
* This charge is reduced to:
MF: 1:60 SDRimin.
:ll!l
HF: 2.40 SDR!min.
3.. - SDR/min. (for a call payable by a telephone I
1~/
subscriber outside Belgium).
VHF:1.00 SDR!min.
For each telephone message exchanged with a Belgian fishing, towage, pilotage or police boat.
'I II
,I,
ji
,;I
:I
!1
1
':!11/
',jII
·\ !i
~ il
185
18.7 EXERCISES
- MARITIME MOBILE TRAFFIC CHARGES
1. Calculate the cost ofalO minute radiotelephone call on HF via Oos-

tende Radio to a subscriber in in Rotterdam, Holland.
2. Calculate the cost of an 8 minute radiotelephone call on HF via

Oostende Radio to a subscriber in in Antwerp, Belgium
3. Calculate the cost of a 15 word long radiotelegram sent by radiote-

lephony via Oostende Radio, to a shipping agent in Antwerp, Bel-
gmm.
4. Calculate the cost of a radiotelephone call via ElK CES, using In-
marsat B, to a subscriber in Denmark. The duration of the call is 6
minutes. Ship's time is 2300 UTC.
5. Calculate a standard store-and-forward 7 bits telex message consist-

ing of 500 characters and transmitted via ElK LES to a subscriber
in the USA.
6. With reference to the question above, calculate the message when

transmitted as 5 bit packed Baudot.

CHAPTER 19
FALSE ALERTS IN THE G"'DSS

19.1 GENERAL INFORMATION
Anyone who has studied the GMDSS system knows that it is based on
a small number of specific functions that a ship must be able to perform
when trading in any Sea Area.
The GMDSS is fully automatic, eliminating the need for manual watch-
keeping, 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
andRCC.
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 i
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.

187
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. Ifhe
does this, a real distress alert will then be transmitted and the CES will
pass the message through to the MRCC/RCC, whereupon the appropriate
distress alert action will be initiated by the shore based facilities.
19.3 EPIRB:
The simple fact that an EPIRB needs cleaning from 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 original
DSC alert message ended up relaying its own message a few minutes
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 appropri-
ate communication channel/frequency assigned for distress and safety
. purposes, 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 ofthese concerns the design ofGMDSS
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

assembly recommendation on guidel,ines 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 aierts;
.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 report-

ing process for false distress alerts, or for failure to respond 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 distress
alerts, the necessary steps to be taken to prevent trans-
mitting false distress alerts and the procedures to be followed ,I I
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 ofGMDSS

equipment repeatedly transmits unwanted distress alerts and
inform appropriate organizations accordingly;
.9 ensure that surveyors and inspectors are informed about ,
-'

189
GMDSS equipment, and particularly how to operate and test

it withouttransmitting a false distress alert; and
.10 require that GMDSS radio operators be appropriately certifi-

cated.
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 design test features so that the testing ofGMDSS 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,1 installations

(including release and activation mechanisms) and handling
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.

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 pro-
cedures to be followed if a false distress alert is transmitted;
.2 obtain and use actual case histories as examples when teaching;
.3 emphasize the need to avoid false distress alerts in all maritime

training and education; and
.4 ensure that no inadvertent transmission of false distress a 1e r t

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 communications
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 properly reg-
istered 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 necessary
action is taken to reprogram the ship's new data on the GMDSS
equipment in question;

191
.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 accordance

with manufacturers' instructions and using qualified personnel
(sometimes satellite EPIRBs are damaged or broken due to im-
proper 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 manufacturers' 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.);
.1 0 ensure that the EPIRBs are not activated if assistance is already

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 signals to SAR units);
.11 ensure that if a distress alert has been accidentally transmitted,

the ship makes every reasonable attempt to communicate 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 pPIRB is re-
trieved and deactivated; and
.13 ensure that when an EPIRB is damaged and needs to be disposed

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 demolishing 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.

'i I
('
An Introduction to GMDSS i
I .
I
-I
19.6 INSTRUCTIONS FOR MARINERS AND OTHERS FOR

CANCELLING A FALSE DISTRESS ALERT
DSC
1. VHF I •
.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
I. MF
.1 switch off equipment immediately (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)
I
(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 radiotelephony distress
frequencies (4125/6215/8291/12290/16420) on the bands as necessary.
4. INMARSAT-C
Notify the appropriate RCC to cancel the alert by sending a distress prior-
ity message via the same CES through which the false alert was sent.
I
-~

193
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
THE ROLE OF THE RCC IN THE .GMDSS

20.1 THE 1974 SOLAS CONVENTION
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 shipbome radio
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 of an INMARSAT geosta-
tionary satellite is available.
A4- All areas not included inA1,A2 or A3.

Continuous alerting on HF DSC is available.
Continuous alerting is thus available in all of the defined Sea Areas.
195
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 directional
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- MRCC's- SAR CO-ORDINATION
IMO has developed a SAR (Search and Rescue) Convention that requires
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 ofthe convention is that all ocean areas should be divided
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. As of January 8, 2006, 85 countries have ratified the IMO SAR
Convention, thus providing the SAR services that are specified therein.
Within SRR boundaries, a distress alarm will always be forwarded to the

responsible MRCC. The MRCC will cooperate with coast radio stations,
coast-earth stations and MCC (Mission Control Centre).
When it comes to the coordination of the rescue operation, the MRCC
will employ special SAR units such as ships and planes. An On-scene
Coordinator from the SAR service, or from a ship in the vicinity of the
distress area, will be appointed to assist in the SAR operation.
The MRCC will co-operate with coast radio stations, coast earth stations
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 Coordinator from the SAR service or 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 bounda-
ries will be very efficient and function very well, since the shore-based
rescue authorities (MRCC) have excellent knowledge of their own SRR
and the resources available to them.
© POSEIDON, 2010. Unau1horised photocopying or reproduction prohibited.

196
An Introduction to GMDSS I I
. I
Outside SRR boundaries, a distress call will be routed via coast radio
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 that
will take over responsibility and co-ordinate the assistance required.
In effect we are back to the "old system" where sailor helped sailor
without any support from shore-based rescue authorities.
When an MRCC receives a distress alert or information about dangerous

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
b) 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 possible. ·
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 will request assistance from services not gener-
ally included in the SAR organization, such as aircraft, ve~sels 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 ad-
dressed 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
- informing consular/diplomatic authorities

197
- 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 ACTION BY THE FIRST RCC ON RECEIPT

OF DISTRESS ALERT
--- '
~-- CO-OR~~ATE--·
,------~
! WHERE
ADVISE
PRACTICABLE ASSISTANCE
SHIPS IN THE
COMMUNICATE TO SHIP IN
VICINITY BY
WITH SHIP IN DISTRESS
BROADCASTS
DISTRESS
YES
IS INCIDENT IN
CONTINUE TO COMMUI)IICATE
OWN SEARCH WITH SHIP IN DISTRESS UNTIL
AND RESCUE OTHER RCC IN DIRECT TOUCH
--REGION?
IS INCIDENT IN
IS THE OTHER RCC PREPARED TRANSFER CO-ORDINATION
ANOTHER ..:n;;;r"''-'''• YES RESPONSIBILITIES TO OTHER
AND RESCUE 1-...;.;..--~
TO ACCEPT RESPONSIBILITY
FOR THE INCIDENT? RCC
REGION?
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 Hom of Africa en route to the Seychelles.
©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited_

198
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 using
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 ofMRCC facilities on the east coast ofAfrica, 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
reported that most of the passengers and crew from "Achille Lauro" had
abandoned ship and boarded the lifeboats and life rafts. 1,
The evacuees were in no imminent danger as several ships were steaming
for the "Achille Lauro's" position.
The weather in the area was characterised by a calm wind a~d a rather
low cloud base which reduced visibility to approximately 1 to 2 nauti-
cal 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 contact

with the rescue fleet with the help of the Inmarsat-A and lnmarsat-C
systems.
However, the quality and accessibility of the communication link with
the ships involved caused an unexpected problem.
MRCC Stavanger lost contact with the rescue ships for about 2 hours

199
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 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 Co-ordinator during a SAR

operation at sea?
6. Illustrate the action taken by the "First MRCC" on receipt of a distress

alert originating outside SRR boundaries?

200
APPENDIX 1
Elementary Fault Localisation and Repairs
Type of equipment Software/internal test Other test
Battery charger. 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
NiCd batteries.
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
Lead batteries
Check acid by means ofhy- 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.
Antennas
Visual check for breakage or
cracks in the glasfibre materia
MF IHF antennas shoud be

megger tested. VHF antennas
shoud be tested with power
meter showing transmitted
and reflected power
Antenna cables Visual check for damages and
~ater leakage. Test with power
meter for transmitted and re-
fleeted power.
Fuses Check conductivity by means
of a multimeter on range for
resistance.
VHF transceiver Some VHFs have simple Radio check to a coast station
test functions like the or other VHF.
SKANTI 3000 series
Always read the manual
VHFDSC Selftest program: Test against duplicated VHF
using own MMSI number.
· © POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

201
Type of equipment Software/internal test Other test
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
MF/HFDSC Self test program Transmit TEST file to coast
station on MF IHF distress
channels.
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 MMSI number . formance and verification
test), or print out latest results
of this test. I
Transmit test msg to own IMN

via CES.
Radar Transponders Check battery expiry date.
Test against 3 em 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 freefloat is
not loose or tied up to the ship.
Portable VHFs Must be waterproof. Check Lithium batteries expiry
Ref. IMO_Res 605(15) date. Used batteries must be
IMO .Res.762(18). replaced. Use rechargable
NiCd batteries to test against
otherVHFs

APPENDIX 2
DISTRESS ALERT PROCEDURE FOR VHF AND MF TELEFONY/PHONETIC
ALPHABET
for maritime VHF/MF telephony

1) DISTRESS CALLS shall be transmitted on Channel16 or 2182kHz
-MAYDAY (3 times)
-THIS IS
-Name of the vessel, call sign, or other identification
(3 times)
2) DISTRESS MESSAGES shall be transmitted on Channel16 or 2182kHz

-MAYDAY (once)
- Name of the vessel, call sign, or other identification
- The ship's position
- The nature of the distress situation and what assistance
is required
- Any other information that may facilitate the rescue operation
3) DISTRESS CALL and DISTRESS MESSAGE

shall be repeated at regular intervals until acknowledgment has
been received.
If time permits, write down the distress message

Speak slowly and distinctly
The phontetic alphabet

A- ALFA H- HOTEL 0-0SCAR V-VIKTOR
B- BRAVO I-INDIA P-PAPA W-WHISKEY
C- CHARLIE J- JULIETT Q-QUEBEC X-XRAY
D - DELTA K - KILO R-ROMEO Y-YANKEE
E - ECHO L- LIMA S-SIERRA Z-ZULU
F - FOXTROT M - MIKE T- TANGO
G - GOLF N - NOVEMBER U-UNIFORM
-,
(

203
--
1
DISTRESS ALERT PROCEDURE FOR MARITIME GMDSS VHF/MF
DISTRESS ALERT PROCEDURE

for maritime GMDSS VHF /MF
1. DISTRESS ALERT on VHF-DSC on channel 70/
MF-DSC 2187.5 kHz
· • If time permits, key in or select on the DSC equipment

board:
the nature of distress
the ship's last known position in latitude and longitude
(automatic from the GNSS if installed)
the time (in UTC) the position was valid
type of subsequent distress communication (telephony)
• Push the DSC distress alert button and keep it
pressed until the transceiver is activated
• Wait for a DSC acknowledgement from a coast station
• Prepare the subsequent distress traffic on VHF channel 16/
2182kHz
2. The distress message shall be transmitted on VHF channel 16/

2182kHz
• MAYDAY (once)
• This is
• MMSI-number and the call sign or other ID of the ship
• The ship's position in latitude and longitude or other
reference to a known geographical location
• The nature of the distress and assistance wanted
• Any other information which might facilitate the rescue
If time permits, write down the distress message
Speak slowly and distinctly

APPENDIX3
ABBREVIATIONS
AAIC ........................ =Accounting Authority Identification Code

ADE .......................... =Above Deck Equipment
AC ............................. =Alternating Current
AM ............................ =Amplitude Modulation
AORE ....................... =Atlantic Ocean Region East
AORW ...................... =Atlantic Ocean Region West
ARQ ......................... =Automatic Retransmission Request
ASCII ....................... =American Standard Code for Information Inter-
change
BDE ......................... =Below Deck Equipment
bps ............................ =Bits per second
CCIR ......................... =International Radio Consultative Committee
CES .......................... =Coast Earth Station
COSPAS/SARSAT ... =Search And Rescue Satellite Aided Tracking
DC ............................. =Direct Current
DCE ......................... =Data Circuit Termination Equipment
DNIC ........................ =Data Network Identification Code
DNID ........................ =Data reporting Network Identification code
DSC ......................... =Digital Selective Calling
DTE .... ,.................... =Data Terminal Equipment
EGC ......................... =Enhanced Group Call
ELT .......................... =Emergency Locator Transmitter (Airborne)
EPIRB ...................... =Emergency Position Indicating Radio Beacon
FAX ......................... =Abbreviation for facsimile
FEC .......................... =Forward Error Correction
FSK .......................... =Frequency Shift Keying
GFR ......................... =Gold Franc
GMDSS ................... =Global Maritime Distress And Safety System
GOC ......................... =General Operator's Certificate
GPS .......................... =Global Positioning System
HF ............................. =High Frequency
IA5 ........................... =International Alphabet (ASCII) 7-bits codes
ITA2 .......................... =International Telegraph Alphabet 2 5-bits codes
IMO ......................... =International Maritime Organization
lOR .......................... =Indian Ocean Region
ITU ........................... =International Telecommunications Union
Kbps .......................... =Kilobits per second- 1000 bits/second
LES .......................... =Land Earth Station
LUT ......................... =Local User Terminal
MCC ........................ =Mission Control Center
MES ......................... =Mobile Earth Station
MF ............................ =Medium Frequency
MID ......................... =Maritime Identification Digit .,
J
©POSEIDON, 2010. Unauthorised pholocopying or reproduction prohibited.

205
:MMSI.. ......................... =Maritime Mobile Service Identities

MR.CC .......................... =Maritime Rescue Coordinating Centre
MR.SC .......................... =Maritime Rescue Sub Centre
MSC ............................. =Maritime Safety Committee
MSI ............................. =Maritime Safety Information
NAU ............................ =Network User Address
NAVTEX ..................... =Navigational Telex
NBDP ........................... =Narrow Band Direct Printing
NCS ............................ =Network Coordinating Station
OSC ............................. =On Scene Commander
PLB ............................. =Personal Locator Beacon (Land)
PSDN ........................... =Public Switched Data Network
PSTN ........................... =Public Switched Telephone Network
PC ................................ =Personal Computer
POR ............................ =Pacific Ocean Region
RCC ............................ =Rescue Coordinating Center
RSC ........_...................... =Rescue Sub Centre
RX ................................ =Receiver
SAR ............................ =Search And Rescue
SART ........................... =Search And Rescue Transponder
SCADA ....................... =Supervisory Control and Data Acquisition
SDR ............................ =Special Drawing Rights
SES ............................. =Ship Earth Station
SOLAS ........................ =Safety ofLife at Sea
SRR.............................. =Search and Rescue Regions
SSC .............................. =Surface Search Co-ordinator
TX ................................ =Transmitter
TDM ........................... =Time Division Multiplex
USB ............................ =Upper Side Band
UTC ............................ =Universal Time Coordinated
VHF ............................ =Very High Frequency

APPENDIX4
LIST OF GMDSS FREQUENCIES
DISTRESS - URGENCY - SAFETY
BAND DSC TELEFONY TELEX

VHF Chanell3 <'l
VHF Chanel70 Chane116
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
HF12 12577.0 kHz 12290.0 kHz 12520.0 kHz
HF16 16804.5 kHz 16420.0kHz 16695.0 kHz
(llVHF channel 13 shall be used to receive messages of significance to

safe navigation.
MARITIME SAFETY INFORMATION (NAVTEX)
SYSTEM FREQUENCY COMMENT

NAVTEX 490.0 kHz MSI broadcasting in national language
518.0kHz MSI broadcasting in english language
4209.5 kHz MSI broadcasting in national language
HF MARITIME SAFETY INFORMATION (TELEX)
SYSTEM FREKVENS
HF-MSI 4210.0kHz 6314.0 kHz
8416.5 kHz 12579.0 kHz
16806.5 kHz 19680.5 kHz
22376.0 kHz 26100.5 kHz
ON SCENE COMMUNCATION
SYSTEM FREQUENCY/CHANEL COMMENT

VHF CHANNEL 6 Primary ship-ship channel
CHANNEL 16
123.1 MHz ship-to-air
MF/HF 2182.0 kHz
3023.0 kHz ship-to-aircraft
4125.0 kHz ship-to-aircraft
5680.0kHz ship-to-aircraftss

207
An Introduction to. GMDSS
EPIRB- SART
SYSTEM FREQUENCY COMMENT
COSPAS/SARSAT 406MHz Positioning/global coverage

121.5 MHz Bearing/positioning
INMARSAT-E 1.5-1.6 GHz A3 coverage
VHFEPIRB CHANNEL 70/DSC A1 coverage
SART 90Hz 3 cm/X-band(9200-9500 MHz
DSC - CALL (ROUTINE)
BAND FREQUENCY COMMENT
MF 2189.5 kHz Ship-to-shore international (I)

2177.0 kHz Ship-to-shore international <2l
2177.0 kHz Shore-to-ship internationalOl
VHF CHANEL 70 Distress/safety/pub.correspondence
Ol Ships that call a coast station on MF DSC for public correspondence

shall preferably use the coast stations national DSC chanel.
The international channel for public correspondence shall n6rmally be
used between ship and coast stations of different nationalities.
2
< l The 2177.0 frequency is also used for normal DSC ship-ship calls.

·An Introduction to GMDSS
APPENDIXS
DSC CALLING FREQUENCIES
Frequency Used for Ship's transmission Coast station transmis-
Band frequency (kHz) sian frequency (kHz)
MFI International 458.5 455.5
calls
MFII Distress 2187.5 2187.5
21n.o ·--------
lntership calls
International 2189.5 21n.o
calls
HF 4 MHz Distress 4207.5 4207.5
4208.0* 4219.5*
International
4208.5 4220.0
calls 4209.0 4220.5
HF6MHz 6312.0 6312.0
Distress
6312.5* 6331.0*
International 6313.0 6331.5
calls 6313.5 6332.0
HF8 MHz 8414.5 8414.5
Distress 8415.0* 8436.5*
calls 8416.0 8437.5
HF 12 MHz Distress 125n.o 12577.0
12577.5* 12657.0*
calls 12578.5 12658.0
HF 16 MHZ Distress 16804.5 16804.5
16805.0* 16903.0*
.calls 16806.0 16904.0
HF 18 MHz International 18898.5* 19703.5*
18899.0 19704.0
calls
18899.5 19704.5
calls 22375.0 22444.5
22375.5 22445.0
25209.0 26121.5
calls
25209.5 26122.0
VHF Distress and Channel Channel
International 70 70
calls
*Indicates frequencies for ship/shore that are first priority regarding intemaitonal
frequencies for DSC calls
The List of Coast Stations specifies the frequencies that are to be used by each
individual coast station. See Valparaiso Playa Ancha Radio, for instance.

209
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. lnmarsat: Inmarsat-A User's Manual, Inmarsat-C User's Manual.
8. Nodposisjonering: Bjomar Augdal, 1992.
9. Skipsantenner: Bjomar Augdal1991.
10. COSPAS-SARSAT Secretariat: COSPAS-SARSAT System Data Do-

cuments.
11. Admiralty List of Radio Signals

CORPORATE MISSION
The Poseidon group's business idea is to develop and market profes-

sional, cost-effective and user-friendly maritime training systems in
compliance with international standards.
Poseidon simulators, educational material and instructors' training

schemes are widely used in developing countries at smaller institutes
with limited resources, as well as at leading academies in the more ad-
vanced maritime nations.
We are also actively engaged as partners in the ownership and opera-

tion of several training centres within our fields.
CORPORATE PROFILE
The Poseidon group's ambition is to be among the preferred vendors in

our chosen fields within maritime training. We employ a policy of global
networking rather than pursuing all tasks by ourselves. Development
work is carried out in co-operation with a number of subcontractors and
experienced marine professionals in Norway and abroad, as well as
with strong reliance on customer feedback for improvements.
Our products and services are developed in compliance with the inter-
·national standards set forth in the Standards of Training, Certification
and Watchkeeping - the STCW'95 Code, as specified by The Interna-
tional Maritime Organization - IMO.
-.Service is offered directly from us, by our regional technical representa-

tives or from our sister company Poseidon Asia Inc. in Manila, Philip-
~pines. This has resulted in world-wide sales of over 1,600 r1etworked
:simulator workstations and a prominent role as a vendor of affordable
maritime training systems and services.
-your maritime training partner
Head Office Poseidon Asia Inc.

P.O. Box 89, N-8376 Cityland Herrera Tower. Unit 1412
Leknes. Norway #98 VA Rufino St., cor. Valero
Tel. +47 760 54330 Salcedo Village, Makati City
Fax +47 760 82006 1227 Manila, PHILIPPINES
E-mail: info@ poseidon.no Tel. + 63 28935525 Fax +63 28931 614
Internet www.poseidon.no E-mail: sales@poseidon.com.ph
ISBN 9788292035245
II 111111
9 788292 035245
II
.
.

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AN INTRODUCTION TO GMDSS

(Revised GOC Edition)

© Kristensen Marine Communication 2010

FOR FURTHER INFORMATION, PLEASE CONTACT:

KRISTENSEN MARINE COMMUNICATION

2 © POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

© POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

4 © POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

© POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 5

9.8 Inmarsat Commissioning ................................................................................................... Page 99

6 © POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

13.8 Radiotelex over Coast Stations ...............•........................................................................ Page 134

© POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 7

APPENDIX 1 ·································································~······Page 201

APPENDIX 2 .......•...........•............•..............•................•....... Page 203

APPENDIX 3 ••..•.•••.••..••.•....•••.•.•.•••.•...••..••••.•...•••••...••.••••..•... Page 205

APPENDIX 4 •.•.••...•.•.•.•.•.•••••.•.••.•..•.•.•••.•.•.•.•.•...•••••.••..•...•.••• Page 207

APPENDIX 5 ...•.•...••...••..•.•••.•.••.••...•.•••.•.•.••..•.....•••..•••••••.••... Page 209

REFERENCES ••••••.•.•••••••••••••••••••••••••••.••••••••••••••••••••••••••••••••••• Page 21 0

8 © POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

It soon became clear that an efficient system of maritime radio commu-

The distress and safety system employed at sea until1992, is defined in

© POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 9

The Content of the Book

"An Introduction to GMDSS/GOC" is also suitable for self-tuition and

10 © POSEIDON, 2010. Unauthorised photocopying or 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

©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 11

A 4 - An area outside sea areas A 1, A2 and A3. 4l

1.2 Means of Communication - definitions

Ship to ship alerting takes place on:

Ship to shore alerting takes place on:

Additionally, an Inmarsat - B/C or Fleet F77 terminal can be used de-

As a secondary method of alerting, the Cospas/Sarsat EPIRB or VHF

1.1.1 Distress communication

1.1.3 Safety messages to ships

1.1.4 Communication in general

12 ©POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

The figure below shows theinmarsat System's role in GMDSS

Rescue National and

lnmarsat's role in Global Maritime Distress and Safety system.

1.3 GMDSS system configuration

AREAA3 AREAA2 .-15mi. AREAA1

The GMDSS system

© POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 13

1.4 GMDSS Implementation Schedule

All ships covered by the SOLAS Convention must be equipped with:

- SEARCH AND RESCUE TRANSPONDERS (SART)

- PORTABLE VHF TRANSCEIVERS

1.5 GMDSS - functional requirements

GMDSS ships at sea must be able to:

14 © POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited.

1.6 GMDSS ships - radio watch at sea

NAVTEX receiver (518kHz)

© POSEIDON, 2010. Unauthorised photocopying or reproduction prohibited. 15

1.7 GMDSS: Basic Equipment minimum requirements

VHFTX + RX RADIO TELEPHONY

WATCHKEEPING DSC ALERTING