GMDSS English

Maritime Training Centre NOVIKONTAS
Contents.
Chapter 1.
Basic concept of the Global System.
Introduction ……………………………………………….. Page
Functions of the GMDSS …………………………………… 08
Alerting ………………………………………………………
SAR co-ordinating communications ………………………...
On scene communications ………………………………..… 09
Locating signals ……………………………………………..
Dissemination of Marine Safety Information ………….……
General radiocommunication ……………………………..…
Bridge-to-bridge communications …………………..….……
Communications systems for use in the GMDSS ……..…… 10
Satellite communications …………………………..…..……
Terrestrial communications ………………………..……..…
Communications for dissemination of MSI ………..…..…… 11
Ship equipment carriage requirements …………………..…
Chapter 2.
Types of communications in the GMDSS.
2.1 Radio Stations …………………………………………. 12
The ship stations …………………………………….……… 13
The coast stations …………………………………..….……
Satellite stations …………………………………….….……
Pilot and port stations ………………………………….……
Aircraft stations …………………………………….….……
Maritime Rescue Coordination Centre ……………..….……
Types of communications ………………………………….. 14
Distress , Urgency and Safety communications ………..……
Public correspondence ……………………………..…..……
Port operations service ……………………………..……..…
Inter-ship communications ……………………………..……
On-board communications …………………………..………
Frequencies and Frequency Bands ……………………..…..… 15
The concept frequencies …………………………..……..…
The relationship between frequency and wavelength…..……
Frequency designations …………………………….……..…
Radio waves ………………………………………………..… 16
Propagation of radio waves ………………………..……...…
The ionised layers …………………………………..….……
The F layer ………………………………………….….……
The E layer ……………………………………………..……
The D layer ………………………………………….………

The types of propagated waves ………………………..…… 17
Skip zone and skip distance ………………………….…..…
Fading …………………………………………………….…
Propagation of VHF and UHF signals ……………..…..……
Propagation of MF signals …………………………….…… 18
Propagation of HF signals ………………………….….……
Tropospheric scatter propagation …………………..….…… 19
Modes of communication ………………………………….… 20
Morse ………………………………………………….……
Radiotelephony …………………………………….….……
Narrow Band Direct Printing ………………………….……
Facsimile ……………………………………………………
Digital Selective Calling ……………………………………
UAB Jūrininkų Treniruočių Centras 1 Rev.02/02/2004
Data ………………………………………………..…..……
Modulation and classes of emission ……………………….…
Modulation …………………………………………….…… 21
Amplitude modulation ………………………………………
Single Side-Band …………………………………..…..……
Frequency modulation ……………………………..…..……
Telegraphy ……………………………………………..……
Communication channels ……………………………………. 22
Simplex …………………………………………….…..……
Duplex ……………………………………………..……..…
Semi-Duplex ……………………………………….……..…
Survival Craft radio equipment ………………………..…….. 23
Portable two-way VHF radio-telephone equipment .. ………
SART ………………………………………………..………
EPIRB ……………………………………………..………..
Chapter 3.
Regulations and procedures.
General regulation …..…………………………………………24
Licence ………………………………………………………
Master’s authority ………………………………….….……
Inspection and survey of radio stations …………….….……
Secrecy of correspondence …………………………….……
Identification of stations ……………………………….……
Operator’s certificate ……………………………….….……
Order of priority of communication ………………..….…… 25
Documents to be carried ……………………………….……
Unauthorised transmission and broadcasts ….……..….……
Radiotelephony general procedures ..…………………. ….… 26
Preliminary operations …………..…………………….……
Call by radiotelephony ……………………………..….……
Traffic report …………………………………….….……… 27

Method of calling and reply to call ……………….…………
Establish contact using Distress and Calling frequency .……
Direct calling on working channels ………………..……..… 28
Control of working ………………………………….………
Difficulties in establish contact ……………………..………
Difficulty in reception ……………………………………… 29
Exchange of traffic ………………………………….………
Acknowledgement of receipt ……………………….………
Frequencies to be used for calling …………………..……… 30
VHF simplex and duplex channels ………………….………
Frequencies to be used for reply to call ………………..…… 31
On-board communications …………………………….……
General procedures …………………………………..….…… 32
Calling duration ………………………………….….……… 33
Testing of equipment ……………………………….……… 34
Testing of GMDSS radio equipment …………………………
Monitoring of Distress frequencies ……………………..……
GMDSS Radio Logbook ………………………………..……
Silence periods ………………………………………….……
Time keeping …………………………………………………
Closure of radio station ………………………………..…..…
Chapter 4.
Distress, Urgency and Safety communications .
4.1 General regulations ………………………..……………. 36
Distress frequencies ………………………..…………………
Operational procedures ……………………………………… 37
Distress Alert relay ……………………………………..…… 38
Acknowledging receipt of Distress Alert by ship station ……
Acknowledgement of receipt of Distress Alert. ……..………
Radiotelephony ……………………………………..………
Radiotelex …………………………………….…….………
INMARSAT C procedure ……………………………….……39
Silence imposed during Distress working ……………....……
Communications at the scene of a distress ……………………
Locating and homing signals used during SAR operations
4.12 Distress alerting using DSC ………………………….… 41
Interface to DSC ……………………………………….……
Short form Distress Alert ………………………….…..…… 42
Full Distress Alert on the DSC encoder ……………………
The radiotelephone Alarm signal …………………………….. 43
Urgency communications …………………………….……..…

Radiotelephony …………………………………….….……
Radiotelex …………………………………………..……… 44
Safety communications ………………………………..………
Radiotelephony ……………………………………..………
Telex ………………………………………………..………
Chapter 5.
Digital Selective Call.
5.1 DSC 63
The individual elements of the DSC call ………………….… 45
DSC routine call ……………………………………….….…
Selective calling numbers in GMDSS …………………….…
Distress of DSC Distress Alert ………………………..….…… 46
Transmission of DSC Distress Alert ……………….….…..
Acknowledgement of a DSC Distress Alert ……….…….…
Distress traffic ……………………………………..…….… 47
Transmission of a Distress Relay Alert ……………………
Acknowledgement of a DSC Distress relay Alert …………
Urgency ……………………………………………….…….…
Transmission of Urgency message ………………………… 48
Reception of Urgency message …………………….………
Safety …………………………………………………..……
Transmission of Safety message ……………………………
Reception of a safety message ……………………..……… 49
Public correspondence …………………………………….…
VHF ………………………………………………..…….…
MF ……………………………………………………….… 50
Transmission of DSC call for public …………………….…
Repeating a call ………………………………………….… 51
Acknowledgement of a call ……………………….……..…
Reception of acknowledgement and further action .. ……… 52
Testing the equipment used for Distress and Safety . ………
Procedures for DSC communications on HF ………….………53
Transmitting of DSC Distress Alert ……………….…….…
Preparing for subsequent Distress traffic …………..………
Distress traffic …………………………………….…..…… 54
Urgency transmission ……………………………..…..……
Transmission of the Urgency message ………………..…… 55
Safety ……………………………………………..…..……
Public correspondence on HF …………………….……..…
Testing the equipment used for Distress on HF …..…..……
Chapter 6.
The INMARSAT satellite communications system.
Introduction ……………………………………………..….…56
The space segment ……………………………………………
Coast Earth Stations …………………………………..……… 57
Network Coordination Station ………………………..………
Ship Earth Station …………………………………….……… 58
Chapter 7.
INMARSAT C satellite communications system.
Introduction ………………………………………………….. 59
System operation ……………………………………………..
INMARSAT C services ………………………………….…..
Distress and Safety …………………………………..……. 60
Store-and-forward messaging system ……………..……..…
Enhanced Group Call …………………………………….…
Data reporting, polling and SCADA ……………………..… 61
Operator assisted and value-added services ……….…..……
INMARSAT C equipment …………………………………… 62
INMARSAT C system ………………………………..………
INMARSAT mobile number ………………………….……… 63
Network Coordination Stations ……………………….……… 64
Logging In to the NCS in your ocean region ………………… 65
How to send a store-and-forward message …………………… 66
INMARSAT C telex service abbreviated codes ……..……… 67
Chapter 8.
Telex over radio.
Introduction ………………………………………..………… 68
The system …………………………………………..….……
The modem …………………………………………..….……
Control switches / LED’s ………………………..….………
Indicating lamps / LED’s …………….……..………………
Modulation ……………………………………………………
Telex frequencies ………………………………………..……
Telex frequencies …………………………………...………
Distress frequencies ………………………………...………
Frequency protection ………………..………………………
Test transmission ………………………………….…..……
ARQ ……………………………………………..……...……
FEC ………………………………………………..…………
Selective FEC ………………………………………..………
Telex answerback …………………………………….………
Procedure for initiating a radio telex call …………..…………
List of abbreviations as used in radio telex system …...………
MARITEX …………………………………………….………
MARITEX network design …………………………………
Traffic shore-to-ship ………………………………….……
Traffic ship-to-shore ………………………………..………
MARITEX system services …………………………………
Chapter 9.
NAVTEX.
Introduction ………………………………………..….……… 75
The NAVTEX system ………………………………...………
NAVAREAs …………………………………………..………
The NAVTEX message ………………………………..…… 76
National NAVTEX service ……………………………………
EGS - SafetyNET service …………………………..………… 77
High frequency MSI …………………………………..………
The NAVTEX receiver …………………………..……………
Chapter 10.
Emergency radio beacons.
COSPAS-SARSAT system ………………………..…..………78
Introduction ………………………………………..…..… …
Mission Control Centres ……………………………..……..…
Space segment ……………………………………….…..……
COSPAS-SARSAT EPIRB ………………………….…..…… 79
Activation of the beacon ………………………………………
Maintenance of the beacon …………………………..…..…… 80
The INMARSAT E EPIRB ……………………………………

VHF emergency beacon ………………………………..……
Chapter 11.
SART - Search and Rescue Transponder.
12.1 Introduction …………………………………… 81
Range performance …………………………………….……
Categories of SART …………………………………..………
Test procedure ……………………………………….…..……
Specifications ………………………………………….………
Chapter 12.
Power supplies.
Radio batteries ……………………………………………… 82
Lead batteries ……………………………………….………
Charging and maintenance ………………………….………
Battery capacity ………………………………….………… 83
Capacity requirements ……………………………...………
Chapter 13.
Maritime mobile traffic charges.
Radio telephone calls ………………………………..……… 84
Radiotelegrams …………………………………….…..…… 85
Radio telex on MF and HF ………………………….……… 86
Telephone and telex via INMARSAT B …………………… 87
Telex via INMARSAT C ………………………….…..……
Appendixes.
I.World-wide GMDSS market “SAILOR”……….. …………
II. Abbreviations …………………………………………….
III.Extracts from Radioregulations ………………………….
Frequencies for radiotelex communications. Ship-to-ship .….
Frequencies for radiotelephone communications.Ship-to-ship
IV.GMDSS operating quidance for masters of ships in distres
V. Procedures for cancelling a False Distress Alert …………..
Chapter 1.
BASIC CONCEPT OF THE GLOBAL SYSTEM
This Training Manual was developed by GMDSS Instructor 1st Class Radio Operator Vasilij Romancenko in
Maritime Training Centre NOVIKONTAS, Klaipeda, Lithuania. This is contro9lled document and shall be used only
for training purpose in Maritime Training Centre NOVIKONTAS.
1.1 Introduction .
The basic concept of the system (shown in figure on the next page) is that search and rescue authorities ashore, as
well as shipping in the immediate vicinity of the ship in distress, will be rapidly alerted to a distress incident so they
can assist in a co-ordinated search and rescue operation with the minimum delay. The system will also provide for
urgency and safety communications and the dissemination of marine safety information, including navigational and
meteorological warnings. In other words, every ship will be able, irrespective of the area in which it operates, to
perform those communication functions considered essential for the safety of the ship itself and of other ships
operating in the same area.
Recognising that the different radio subsystems incorporated in the global system have individual limitations with
respect to the geographical coverage and services provided, the equipment required to be carried by a ship will be
determined in principle by the ship's area of operation, which has been designated as follows:
Area AI - within range of shore-based VHF coast stations (20-30 miles);
Area A2 - within range of shore-based MF coast stations (excluding A1 areas) in the order of 100 miles;
Area A3 - within the coverage area of geostationary maritime communication satellites (excluding A1 and A2)
approximately between 70°N and 70°S;
Area A4 - the remaining sea areas outside areas A1, A2 and A3. In all areas of operation the continuous availability
of alerting should be provided.
1 Feb 1990
GMDSS amendments to SOLAS accepted
1 Feb 1992
Transition period commences. All ships may comply with existing or new regulations
1 Feb 1995
All new ships must comply with GMDSS requirements
1 Feb 1999
All ships must comply with GMDSS requirements

General conception of GMDSS

1.2 Functions of the GMDSS .
The system requirements and design may be considered under the following functions, which should be performed
efficiently:
Alerting .
Distress alerting is the rapid and successful reporting of a distress incident to a unit which can provide or co-ordinate
assistance. This would be another ship in the vicinity or a Rescue Coordination Centre (RCC). When an alert is
received by an RCC, normally via a Coast station or Coast Earth station, the RCC will relay the alert to SAR units
and to ships in the vicinity of the distress incident. A distress alert should indicate the identification and position of
the distress and, where practicable, its nature and other Information which could be used for rescue operations.
The communication arrangements are designed to enable distress alerting to be performed in all three directions:
ship-to-shore, ship-to-ship and shore-to-ship, in all sea areas. The probability of a successful alert will be high and, as
the alerting tune is expected to be short, response should be rapid, thereby increasing the likelihood of successful
rescue. However, ship-to-ship alerting is designed to be effective at distances of up to about 100 miles. When there is
no ship within about 100 miles of the ship in distress, the system is designed to enable assistance to be provided
through arrangement made from the shore, using either satellite or HF communications, or a combination of both.
Ships sailing in areas A2 and A4 will transmit a ship-to-ship alert on 2187.5 kHz and a ship-to-shore
alert by a Ship Earth station, HF DSC communications or a satellite EPIRB as appropriate. Ships sailing in area A2
will transmit a ship-to-ship and a ship-to-shore alert on 2187.5 kHz and ships sailing In area A1 will transmit a ship-
to-ship and ship-to-shore alert on 156.523 MHz using DSC.
A distress alert will normally be initiated manually and all distress alerts will be acknowledged manually. When a
ship sinks, a float-free satellite EPIRB is automatically activated.
The relaying of a distress alert from an RCC to ships in the vicinity of a distress incident will be made by satellite
communication to ship earth stations and by terrestrial communications using appropriate frequencies.
To avoid all ships in a large sea area being alerted. an "area call" will normally be transmitted so that only those ships
in the vicinity of the distress incident are alerted. On receipt of a relayed distress alert, ships in the area addressed
should establish communication with the RCC concerned to enable the assistance to be coordinated.
SAR co-ordinating communications .
In general, these are the communications necessary for the coordination of ships and aircraft participating in a search
resulting from a distress alert and include communications between RCCs and any "on-scene commander" or
"coordinator surface search" in the area of the distress incident.
For SAR operations it should be possible to transmit messages in both directions as distinct from "alerting" which is
generally the transmission of a specific message in one direction only, and distress and safety traffic by
radiotelephony and radiotelex will normally be used for passing such messages.
The techniques which will, under the global system, be available for distress and safety traffic will be radiotelephony
or radiotelex or both. These communications win be carried out by terrestrial or satellite means, dependent upon the
equipment fitted on the ship and the area in which the incident occurs.
On scene communications .
On-scene communications will normally take place in the MF and VHF bands on frequencies designated for distress
and safety traffic by radiotelephony or radiotelex. These communications will be between the ship in distress and
assisting units and will relate to the provision of assistance to the ship or to the rescue of survivors.

When aircraft are involved in on-scene communications they will normally be able to use 3023 , 4125 and 5680 kHz.
In addition, SAR aircraft should be provided with equipment to communicate on 2182 kHZ or 156.8 MHz or both, as
well as on other maritime mobile frequencies.
Locating signals .
Locating signals are transmissions intended to facilitate the finding of a ship in distress or of the location of survivors.
This will be based on the use of SAR 9 GHz transponders at the scene in conjunction with the assisting unit's 9 GHz
radar.
Dissemination of Marine Safety Information .
Provision has been made for ships to be advised of navigational and meteorological warnings and urgent information
to shipping. At MF the frequency 518 kHz has been made available for broadcasts by means of Narrow Band Direct
Printing telegraphy using Forward Error Correction. Similarly, the information will be broadcast via INMARSAT and
also possibly on HF. The new system is intended to provide fully automatic reception of all Marine Safety
Information ( MSI ) including navigational and meteorological warnings and other Urgent Safety Information.
General radiocommunication .
General radiocommunications in the GMDSS are those communications between ship stations and shore-based
communication networks which concern the management and operation of the ship and may have an impact on its
safety.
These communications may be conducted on any appropriate channel, including those used for public correspondence
. Examples are orders for pilot and tug services, chart replacement and repairs, etc.
Bridge-to-bridge communications .
Bridge-to-bridge communications are intership VHF radiotelephone communications for the purpose of assisting the
safe movement of ships.
1.3 Communications systems for use in the GMDSS .
Satellite communications .
The use of satellite communications to improve maritime safety is particularly important for the introduction of the
GMDSS and for establishing a reliable communication network..
Satellite communications will be used in both ship-to-shore and shore-to-ship directions. The INMARSAT satellite
system, which employs geostationary satellites and operates in the 1.5 and 1.6 GHz frequency bands, will provide a
means of alerting from ships by using ship earth stations or satellite EPIRBs and a capability for two-way
communications using radiotelex and optionally radiotelephone.
Broadcasts of Marine Safety Information to ships using radiotelex will also be provided through the INMARSAT
system using either a standard ship earth station and associated equipment or dedicated facilities.
A near polar-orbiting satellite EPIRB service (COSPAS-SARSAT system ), operating in the 406 - 406.1 MHz
frequency band, will provide a main means of distress alerting and determining the location of float-free satellite
EPIRBs operating through the system.
Two types of shipborne equipment will be used for satellite communications:
 ship earth stations, approved by INMARSAT

 satellite EPIRBs capable of being activated manually and of being activated on floating free from a sinking ship.
Terrestrial communications .

Long-range service
HF will provide long-range service for use in the ship-to-shore and shore-to-ship directions. In areas covered by
INMARSAT it can be used as an alternative to satellite communications and outside these areas it will provide the
only long-range communications capability.
Frequencies have been designated in the 4, 6, 8,12 and 16 MHz bands for provide means for transmitting and
receiving distress alerts and safety calls and for passing distress and safety traffic.
Digital Selective Calling ( DSC ) will form the basis for distress alerting and safety calling. Coast stations
participating in the HF distress and safety watchkeeping network will need to choose from the five available
frequency bands relaying an alert. The choice will depend on the position of the ship in distress, the geographical area
to be alerted and the current propagation characteristics. It is envisaged that ships equipped with the HF option will
maintain a watch on the 8 MHz alerting frequency and one of the other dedicated HF frequencies. The latter will be
the frequency most appropriate to the area in which the ship is sailing.
Distress and safety communications following DSC calling will be performed by radiotelephony or Narrow Band
Direct Printing (NBDP) or both.
Medium-range service .
A medium-range service will be provided on frequencies in the 2 MHz band. In the ship-to-shore , ship-to-ship and
shore-to-ship directions 2187.5 kHz will be used for distress alerts and safety calls by DSC , and 2182 kHz will be
used for distress and safety traffic by radiotelephony, including SAR co-ordinating functions and on-scene
communications . 2174.5 kHz will be used for distress and safety traffic by radiotelex (NBDP ).
Frequencies near 500 kHz will be used in the shore-to-ship direction. The frequency 518 kHz will be used to transmit
navigational and meteorological warnings in the NAVTEX system
Short-range service.
VHF will provide a short-range service on the following frequencies:
 156.525 MHz ( Channel 70 ) for distress alerts and safety calls by DSC.
 156.8 MHz ( Channel 16 ) for distress and safety traffic by radiotelephony, including SAR co-ordinating functions
and
on-scene communications.
Communications for dissemination of Marine Safety Information
These communications will provide for the collection and dissemination of information which might either help in
preventing an accident or reducing its effect or, when a distress occurs, to expedite the SAR operations. They include
ship position and movement reports, navigational and meteorological warnings and all other urgency and safety
messages.
Such communications will include messages on distress and safety traffic frequencies and broadcasting messages
from shore-to-ship by NAVTEX on 518 kHz, and by INMARSAT Enhanced Group Call service or by HF, which
services are expected to be integrated in a co-ordinated system for the promulgation of Maritime Safety Information.
1.4 Ship equipment carriage requirements .
Some of the important general principles being used to formulate the global carriage requirements for ships subject to
the 1974 SOLAS Convention are as follows:
 every ship shall be provided with equipment capable of performing each of the functions described earlier, as
appropriate its area of operation. using at least one of the prescribed radiocommunication techniques;
 every ship shall be provided with at least two separate and independent radiocommunication system to perform the
alerting function;
 except as described above, an item of equipment fitted to a ship may perform more than one function and may be
associated, with more than one radiocommunication system;
 equipment to be carried on ships will be simple to operate and, wherever appropriate, be designed for unattended
operation;
 survival craft shall be provided with a 9 GHz SAR radar transponder.
 survival craft shall be provided with equipment capable of performing the on-scene communications function by
VHF radiotelephony;
Provisional carriage requirements for ships sailing In GMDSS areas can be summarised as follows:
 area A1 ships will carry VHF equipment;
 area A2 ships will carry VHF and MF equipment;
 area A3 ships will carry VHF, MF and either HF or satellite equipment;
 area A4 ships will carry VHF, MF and HF equipment;
all area A2, A3 and A4 ships will carry a satellite EPIRB;
all area A1 ships will carry either a satellite EPIRB or a VHF EPIRB;
an ships operating in areas where MAVTEX service is provided will carry a NAVTEX receiver.
The basic ship equipment carriage requirements for the GMDSS are summarised and given in table .
EQUIPMENT A1 A2 A3 A4
VHF radiostations capable of voice and DSC
1 communications
MF radiostation capable of voice and DSC communications
2 1
MF/HF radiostation capable of voice,DSC and Direct 2
3 Printing communications
4 NAVTEX receiver
5 INMARSAT Ship Earth Station ( Standard A or C) 3
Satellite EPIRB operating on the 406 MHz (COSPAS /
6 SARSAT ) 4
7 VHF EPIRB 5
8 9 GHz transponder 6
9 VHF portable radiostations 7
10 2182 kHz receiver 8 8 8 8
Remarks:
If item 3 not carried.
As alternative to item 5.
2 transponders could be required.
2 radiostations could be required.
Till 01.02.1999
Chapter 2.
TYPES OF COMMUNICATIONS IN THE GMDSS
2.1 Radio Stations .
The ship stations .
The ship can use its radio equipment to contact and communicate with :
other ships for safety of navigation, manoeuvring or commercial operations; coast stations ( land-based radio stations
which may be located along the coast-line ). The purpose of these stations is to facilitate ship-shore communications
by radio;
pilot stations ( land, or sometimes water-based centres, whose concern is the pilotage of ships into and out of
port, or when passing through canals ). Ships which require the services of a pilot for such passages can ask for a
pilot by radio.
port stations (sometimes referred to as 'port operations') Centres whose concern is the movement and operation of
ships in the limits of a port.
aircraft stations. The requirements of aircraft are in some ways similar to those of ships;
maritime rescue coordination centres ( MRCC ) whose concern is the organisation of Search and Rescue operations
for ships at sea.
The Coast Station.
The primary function of a coast station is to provide the 'shore end' of ship-shore communications. The majority of
coast stations, in addition to their role of providing a safety of life at sea service, also offer commercial
communications facilities by way of telephone, telex, telegrams etc., for both private (personal) and ships' business
communications.
Coast stations fall into three categories, determined both by their "service area" (distance from the shore out to sea),
and the associated frequency bands used for their transmissions.
 Up to 30 miles from the coast can be covered by VHF.

 Up to 150 miles from the coast can be covered by MF.
 Beyond 150 miles is covered by HF.
VHF - Very High Frequency. -The band of frequencies between 156 -174 MHz.
MF - Medium Frequency. -The band of frequencies between 300 kHz up to 3 MHz.
HF - High Frequency. -The band of frequencies between 3 MHz up to 30 MHz.
MF and VHF services are provided by coast stations located at intervals along with shore-line; hence the name 'coast
station'. Such stations provide ship-shore communications up to approximately 150 miles from the coast.
HF services which provide world-wide, long-range ship-shore communications are operated from a number of
specialised radio stations. Each major developed country which, has a vested interest in ship-shore communications
will have, as a minimum, one such station. HF stations do not, as a rule, operate MF or VHF services.
In the context of GMDSS :
 the VHF service area is defined as 'Sea area AI'

 the MF service area is defined as 'Sea area A2'
Satellite stations .
Land Earth Station ( LES ).

A 'Land Earth Station' is the shore-based terminal of the ship- shore satellite service.
Mobile Earth Station ( MES ).

A ship which is equipped with satellite communication equipment ( Satcom ) is called a 'Mobile Earth Station' .

Communications between a MES and a LES are achieved through a satellite orbiting in deep space, which acts as a
radio relay station.
The satellites are kept in 'geostationary' orbit; that is to say they orbit around the earth with a velocity such that when
viewed from a point on the earth's surface they appear to remain stationary.
The satellites orbit at a height of 36,000 km above the earth and are capable of providing coverage between the limits
of 70 North and 70 South.
The satellites, of which there are four: 2 located over the Atlantic Ocean, 1 over the Indian Ocean and 1 over the
Pacific Ocean are operated by INMARSAT - the International Maritime Satellite Organisation.
In the context of GMDSS:
The coverage provided by INMARSAT satellites, between the limits of 70° N and 70 S is defined as 'Sea area A3'.
'Sea area A4', the polar extremities above 70° N and below 70° S, can be covered by terrestrial HF radio.
Pilot and Port stations .
As their name suggests, these are radio stations which are dedicated to providing service to ships in relation to
procuring the service of pilots when entering or leaving port, or to the requirements, movement and handling of ships
within a port. The service provided is restricted to supporting these facilities and cannot be used for public
correspondence.
Aircraft stations .
Although ships do not in general communicate with aircraft as part of their daily sea-going routine ( with the
exception of military vessels engaged in flying operations ) they may be required to do so when engaged in search
and rescue operations resulting from a distress or similar situations. As with a ship, aircraft have radio
communication facilities on board, and certain frequencies/radio channels have been allocated to both ships and
aircraft to provide a radio link under such circumstances.
Maritime Rescue Coordination Centre .
The role of the MRCC is to act as the control centre for communications resulting from distress or urgency situations.
The MRCC is linked to both terrestrial 'Coast Stations' ( VHF, MF and HF ) and satellite LES’s. All radio
communications which relate to, for example, a distress situation will be routed to the MRCC either from Coast
Stations, LES's, the Coast Guard stations etc. The MRCC can then liaise with other ship stations, aircraft, lifeboat
services etc., in order to effect rescue at the scene of the incident.
2.2 Types of communications .
Distress , Urgency and Safety Communications .
Marine radio communications are organised with an order of priority.
At the 'top of the pile' so to speak, is Distress and all radio communications associated with the incident. After
Distress is the Urgency category followed by Safety communications.
Distress communications are those relating to the safety of a person, or that of the ship and her crew.
Urgency communications cover such incidents as 'man-overboard', urgent medical advice and other types of
assistance which, unless procured quickly may result in an Urgency situation turning into a Distress.
Safety communications involve routine weather information, gale and storm warnings, navigational warnings.
Public correspondence .
Public correspondence is the routine ship-shore communications in which both private and “official ships' business"
traffic is involved.
It can take the form of telephone calls, radio telex letters ( RTL ) or telegrams which may be transmitted either by
Coast Stations equipped to handle such traffic or by INMARSAT satellite.
Port Operations Service .
The port operations service is confined to within the port limits and is handled by VHF.
Ships entering or leaving port, manoeuvring within port, or requiring assistance - in case of emergency (ship fire etc.)
can contact port operations by VHF.
Public correspondence cannot be handled by a Port Operations Station.
Inter-ship Communications .
Inter-ship communications are ship-ship radio communications primarily intended for safe navigation purposes. In
some extreme cases inter-ship communications can be extended to ships' official business or even personal radio-
telephone calls to parties between ships.
Inter-ship communications are normally conducted by VHF on channels assigned for inter-ship communications.
On-board Communications .
On-board communications are those carried out by radio ( walkie- talkie ) using channels in the VHF band of
frequencies, and which are intended to assist in mooring operations, or when the ship is approaching an anchorage.
The use of portable radio equipment can be extended to cargo handling operations, or for use during 'boat-drill' and
similar exercises.
2.3 Frequencies and Frequency Bands .
The concept of frequencies .
Radio transmissions are made on 'radio frequencies'. The word 'frequency' describes the recurrent period of
oscillation; for example, a clock pendulum will swing to and from in a time period which prescribes a one-second
time interval. Its 'frequency' is, therefore, said to be one second. In radio and electronic engineering we describe
electrical oscillations in a circuit using the same terminology. Electrical oscillations which occur, say 10 times per
second, would have a frequency of 10 cycles per second.
Obsolete terminology would refer to "kilo-cycles" and "Megacycles", the prefix 'kilo' and 'Mega' being multiples of
one- thousand and one-million respectively. Thus "One kilocycle" meant 'one-thousand cycles ' of oscillation per
second and "One Mega-cycle" would be 'one-million cycles' of oscillation per second.
Today, we give acknowledgement to one of radio's pioneers: Hertz, and refer to 'kilo-Hertz' (kHz) and 'Mega-Hertz'
(MHz) when referring to frequencies.
A 'radio frequency' is deemed to be a frequency greater than 10 kHz but less than that of the infra-red spectrum.
+ Amplitude

180°
0° 180 360°
_ Period
Associated with 'frequency' is 'wavelength' we can stand on the end of a pier at the seaside and watch the motion of
the waves. If we counted the rate at which the crest of the waves passed by we could determine the frequency.
Similarly, if we measured the distance between the crest of one wave and that of the next we could measure 'wave-
length'. Radio waves travel at approximately the speed of light 300,000,000 metres/sec.
The relationship between 'frequency' and 'wavelength'.
The relationship between 'wavelength' and 'frequency' is given by the expression;
wavelength [metres] = Velocity of Propagation

Frequency
where;
velocity of propagation: 300,000,000 metres/second ,frequency: in Hz (cycles per second).
The wavelength of a transmission on 500 kHz (500,000 Hz) would be,
300,000,000 = 600 metres

500, 000
Some radio broadcasting stations, e.g. BBC quote 'wavelength' rather than 'frequency' when talking about their
transmissions; this is purely for the convenience of the general public who very often have grown up with the concept
of wavelength on the tuning dial of their receivers.
Frequency designations .
Radio frequencies are usually quoted in terms of 'kilo-Hertz', 'Mega-Hertz' etc.
1 kilo-Hertz [kHz] = 1,000 Hz

1 Mega-Hertz [MHz] = 1,000,000 Hz
1 Giga-Hertz [GHz] = 1,000,000,000 Hz
For the purpose of radio communications, frequencies are grouped into 'bands' as shown below:
Very Low Frequency ( VLF ) 3 kHz - 30 kHz

Low Frequency ( LF ) 30 kHz - 300 kHz
Medium Frequency ( MF ) 300 kHz - 3000 kHz
High Frequency ( HF ) 3 MHz - 30 MHz
Very High Frequency ( VHF ) 30 MHz - 300 MHz
Ultra High Frequency ( UHF ) 300 MHz- 3 GHz
Super High Frequency (SHF ) 3 GHz - 30 GHz
LF - Long wave ,
MF - Medium wave ,
HF - Short wave .
Marine applications:
The MF band supports radio-location ( DF ) beacons, NAVTEX, DSC (routine and distress), telex and radio-
telephony (routing and distress) ship-ship and ship-shore.
The HF band supports DSC (routine and distress), telex, facsimile and radio-telephony ship-shore and ship-aircraft.
The VHF band supports DSC, radio-telephony ship-ship and ship- shore and ship-aircraft, EPIRBs.
The UHF band supports COSPAS / SARSAT EPIRB's, INMARSAT ship-satellite links.
The SHF band supports INMARSAT shore-satellite links, SART's and 3 cm Radar.
Remark : The 10 cm Radar band, 1.6 - 5.2 GHz spans both UHF
and SHP bands.
The propagational aspects of the frequency bands is covered in a separate section of these notes which will be
supported by a lecture dedicated to this issue.
2..4 Radio Waves .
Propagation of Radio Waves .
The radiation from an antenna moves outwards at a constant velocity, in concentric circles of increasing radii.
A radio wave be visualised as having an electric field with an associated and inseparable magnetic field at right
angles to it.
The magnetic field and electric fields are always in phase and are at right angles to each other.
Radio waves may be reflected, refracted and absorbed as in the case of light. Refraction, reflection and absorption in
the range 1 to 70 MHz, occurs in a region above the surface of the earth known as the Ionosphere. This extends from
an altitude of about 100 Km to around 400 Km.
In the Ionosphere, air molecules are ionised due to the influence of ultra violet radiation from the sun. The air
molecules simply break up into free electrons and positive ions. The ionised regions so formed have the property of
refracting radio waves back towards the earth and as a consequence form an essential part of global terrestrial
communications
The Ionised Layers .
The ionised gases form into layers which vary in height and density from day to night and from summer to winter, as
shown below.

E and D layers F1 layer F2 Layer
As may be seen from the diagram there are three daytime ionised layers which are of concern to those people
attempting to communicate via HF radiocommunications, reducing to two at night. The layers are labelled with
letters of the alphabet as follows, D layer, E layer, F1 and F2 layers, from the earth outwards into space.
The F Layer .
During the daytime the F layer separates into the FI and F2 layers. At night and in winter the two recombine into the
single F layer, but at a lower altitude. In the absence of sunlight, recombination of ions and electrons slowly occurs
and in the F layer ionisation is at a minimum just before dawn.
The E Layer .
The E layer region remains at approximately the same altitude throughout the 24 period but the intensity of ionisation
(and hence its reflective properties) increases with the presence of sunlight to reach at maximum at about noon. In the
absence of sunlight, recombination commences rapidly but a certain level of ionisation persists.
The D Layer .
The level of ionisation in the D layer is dependent upon the distance of the sun from the earth’s' surface. This causes
both absorption and reflection effects. The layer disappears at night and the mechanism of formation and dispersal is
not fully understood.
Reflection capabilities of the various layers depends not only upon the intensity of the ionisation but also on the angle
at which the wave arrives, and its frequency. A higher frequency wave requires a greater degree of ionisation of the
layer to cause refraction.
The Types of Propagated Waves .

Wave (a) is the ground wave sometimes called the surface wave. As the name suggests this radio wave follows the
earth’s' contour and is eventually attenuated to zero by ground absorption.
Wave (b) is the sky wave. The sky wave is that part of the energy from the transmitter which is returned to earth by
the ionised layers and provides global communications.
Wave (c) is the escape wave. For a given frequency there is an associated maximum angle of transmission, above
which the transmitted wave will no longer be refracted by the ionosphere but will penetrate the layers and continue
out into space.
Wave the space wave. This radio wave travels in a straight line and forms the radio link for VHF and UHF
communications.
Space Wave
Skip Zone and Skip Distance .
Between the end of the ground wave and the point at which the sky wave returns to earth is the region known as the
Skip Zone. Within this region the transmissions from Tx (refer to the previous diagram) cannot be received.
The distance between T and the nearest point at which the sky wave is received is known as the Skip Distance or
occasionally one hop.
Fading .
Fading is one of the most unpredictable phenomenon concerning radio communications. Propagation conditions
rarely are static and fluctuations of the received signal, commonly called fading, occurs for a variety of reasons.
If the signal from a transmitter arrives at a receiver by more than one path, the relative phase variations can reinforce
or cancel one another, causing rapid and severe fading. This effect is counteracted to some extent in the receiver by
the use of Automatic Gain control (AGC) .
Propagation of VHF and UHF signals .
A VHF transmission (usually a frequency in excess of 1OO MHz) produces an insignificant ground wave and a
substantial space wave. As has already been stated the space wave provides communications in a straight line or line
of sight. The range of such a transmission, when both the transmitter and the receiver are situated on the earth’s'
surface, is known as the radio horizon which is approximately 1-1/3 as far as the optical horizon. This phenomenon is
due to refraction in the earth's lower atmosphere.
Obviously the range achievable on VHF/UHF is severely restricted towns where there are large buildings to obstruct
the line of sight link.
The radio horizon of an antenna is given by the formula :
Dt = 2.23Ht
where Dt = the radio horizon distance in nautical miles,

Ht = the height of the transmitting antenna in metres.
The same applies to the receiving antenna and consequential the maximum distance of propagation between
transmitter and receiver is given as :
Nm = Dt + Dr = 2.23Ht + 2.23Hr
e.g. For a coast station aerial at a height of 70 m and a ship aerial at a height of 20 m, the typical maximum range is
approximately 29 nm.

On board merchant ships the VHF antenna is mounted as high as possible above sea level in order to maximise the
radio horizon.
Antennas at coastal radio stations tend to be considerably higher than those on ships and therefore good VHF
communication range possible. However, your VHF radio range is severely restricted if you are communicating from
your ship with a person in the water or in a liferaft during distress operations as the rules of physics will still apply
Propagation of MF signals .
The medium wave band consists of frequencies between 1605 and 4000 kHz.This band is called the coast telephony
band.
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 nm.
Reflected Wave
Ground Wave
Tx
At night , the radio waves are more or less refracted by the D layer and the range will increase considerably .The
intensity of the layers is depend on the radiation of energy from the sun , therefore the ionosphere’s refraction ability
will vary from day to night time .
Propagation of HF signals .
High frequency communication is based on the refraction of signals in F layer of the ionosphere.
HF communications is also called sky wave communications.
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 refracted back to the ionosphere, and so on .The refraction and reflecting action of the ionosphere and
the ground is called skipping .
Tropospheric Scatter propagation .
The diagram above illustrates a typical tropospheric scatter communications link. In this system a very high powered
UHF transmitter uses a directional antenna to transmit energy beyond the horizon where the energy is scattered
some of which reaches the receiving antenna.
The reason why scatter occurs is not fully understood but never the less the system works and provides reliable
communications over the horizon to oil rigs in the north sea.
Disadvantages with the system are that expensive antennas need to be used and the very high power transmitted can
cause interference to other stations in the vicinity.
2.5 Modes of Communication .

There are 6 modes of communication currently in use in the Maritime Mobile service.
Morse .
The use of morse code was the very first mode of communication in the marine field. It has several advantages but
two major disadvantages, namely it requires a skilled operator and secondly it is a very slow method of
communication .
Radiotelephony .
This has been established as a mode of communication since the 1920's and continues to be a successful method of
communication enabling remote parties to speak to each other. Radio-telephony will remain an active element in the
G.M.D.S.S. system.
Narrow Band Direct Printing .
This is better known as 'telex'. Telex can be used to provide a written (hard copy ) at a remote location either
manually (two parties in a "conversational" mode) or automatically. Provision is made for telex in the MF, HF bands
and by INMARSAT satellites for urgent and non-urgent communication. Telex will remain part of the GMDSS
system. Narrow Band Direct Printing is also used to provide the NAVTEX service from shore-ship for the
transmission of weather, navigational and urgent traffic.
Facsimile .
Facsimile (Fax) systems enable whole documents (pictures, drawings, written words etc.) to be transmitted by radio.
Facsimile in the marine field was originally confined to the transmission of weather maps and bulletins from shore
stations - a facility which will remain in the GMDSS system. The use of Facsimile has, during the last decade, been
extended to enable ships to transmit documents to recipients ashore as part of the ships' routine traffic handling, a
facility which has been found to be of great value when discussing onboard technical problems with shore
technicians.
Digital Selective Calling ( DSC ) .
DSC forms a major part of the GMDSS system for both urgent and routine communications. DSC is a form of
medium-speed data transmission in which information is inputted to an encoder which converts it into a data format
prior to transmission which can be decoded by a distant machine on reception .
GMDSS fitted ships are allocated a unique 9-digit Maritime Mobile Station Identification number ( MMSI ) , and
similarly Coast Station also have a unique 9-digit MMSI .
Ships can call other stations by programming the called stations MMSI into the encoder, the transmitted data being
recognised by the decoder programmed to respond to that 9 -digit number. Ships in distress can contact other stations
by transmitting a 'distress alert', a call which will be recognised by all other decoders which receive the transmission.
DSC is covered in detail in the regulations section of these notes. VHF, MF and HF bands are used to support DSC.
Data .
Data can be transmitted from suitably equipped ships to coast stations, either by satellite or by terrestrial radio links.
The transmission of low and high-speed data is possible , depending on the modems and system used. Hydrographic
and seismographic vessels use this form of communication extensively as do oil production and exploration
platforms.

2.6 Modulation and Classes of Emission .
Modulation .
Modulation is the process in which the 'intelligence' to be conveyed by radio is added to a radio frequency 'carrier'.
The 'intelligence' is the information which you want to send, be it voice or data; the radio frequency 'carrier' is that
frequency to which you tune your receiver and transmitter. The modulation process can be carried out in many
different ways, with each being given its own terminology.
Amplitude Modulation .
As the title suggests, with this method of modulation it is the amplitude of the radio frequency carrier which is
changed by the information you wish to transmit. Also from the title comes the well-known abbreviation AM.
AM is one of the modulation methods used for the transmission of speech.
AM has two sub-divisions:
"Double Side-Band" ( DSB )

"Single Side-sand" ( SSB ) .
Double Side-Band is used by broadcasting station (i.e. BBC,etc) for Long, Medium and Short-wave bands, and is
generally referred to as 'AM'.
Single Side-band (SSB) is the standard format for maritime radio services in the Medium and High frequency bands
for both ship-shore and shore-ship.
DSB and SSB each have their relative advantages and disadvantages which in turn dictate their usage.
DSB transmissions can be picked-up by the simplest and least expensive of receivers - hence its domestic use.
However, DSB is very inefficient in terms of transmitter power and the transmission bandwidth required.
SSB on the other hand is more efficient in both transmitter power and bandwidth but does required a more
sophisticated receiver and is therefore well suited to marine applications.
To fully appreciate the transmitter efficiency and bandwidth issues related to SSB ( amplitude ) modulation it is
necessary to look at the modulation process itself.
Single Side-Band ( S S B ) .
A transmitter radiating an un-modulated radio frequency carrier will be radiating power (in the form of electro-
magnetic waves) ; the carrier frequency will occupy a slot on the radio frequency spectrum.
When the carrier is amplitude modulated the total power radiated will increase (when compared to the original un-
modulated condition) by an amount determined by the amplitude of the (audio) modulating signal.
The additional power radiated by the transmitter is distributed in the form of other, additional frequencies which are
produced at either side of the carrier frequency. Thus, when modulated the carrier will occupy a significant portion of
the radio frequency spectrum : the 'bandwidth' of the transmission.
The amplitude modulation process produces two identical "bands" of frequencies which are located symmetrically at
either side of the carrier frequency. They are called 'side-bands' for obvious reasons, and because two of them are
produced, the transmission is referred to as "Double Side-Band".
A Double Side-Band transmission is given the official designatory letters A3E .
However, both of the 'side-bands' contain identical information (rather like placing a top and carbon copy of a letter
into the same envelope) .
By removing one of the side bands the same information can be transmitted but in only half of the bandwidth. The
transmission is now called "Single Side-Band" ( SSB ).
This will allow twice as many SSB users onto the same spectrum allocation as was previously possible when DSB
was used. In addition, by not having to radiate two side-bands of frequencies the transmitter power previously used by
the discarded sideband can now be given over to the remaining single side-band. As it is the sideband which carries
the information you want to transmit in the first place this seems like a good idea!
If the total transmitted power comprises of the full carrier power plus that contained in the one side-band the
transmission is given the official designatory letters H3E (wHole of the carrier + side-band = H3E ) .
If the carrier power was reduced additional power can be added to the side-band making it even stronger. It will
improve the signal : noise ratio at the receiving end of the radio link. The transmission is given the official
designatory letters R3E. ( Reduced carrier power + side-band = R3E ).
By removing the carrier altogether and leaving just the side-band will enable all the transmitter power to be given
over to the side-band. This gives the third and final SSB mode of emission J3E . ( Just the side-band = J3E ).
Frequency Modulation .
A second modulation method currently used is to cause the frequency of the radio frequency carrier to change in
sympathy with the modulating signal ( in this case the amplitude remains unchanged ) Frequency Modulation ( FM )
is used with VHF equipment.
Telegraphy .
By tradition, telegraphy was the name given to morse code transmissions. Today, the word telegraphy is used in a
much wider context and covers several marine communication systems. when used in association with morse
telegraphy the expression CW - standing for Continuous Wave ( the keying on/off of the radio frequency carrier by a
morse key in order to convey information ) was used, in turn it was given the designation A1A . Morse transmissions
will cease with the full implementation of the GMDSS system, but telegraphy as a mode of communication will
remain.
Telex ( TLX ), or to give it its correct title “Narrow Band Direct Printing Telegraphy” (NBDP ) is a form of
telegraphy which uses frequency modulation to provide intelligence to the radio frequency carrier. It is given the
designatory letters F1B .
NAVTEX the system used for the transmission of navigational and meteorological warnings and urgent information
to ships uses NBDP techniques.
Facsimile ( FAX ) is yet another form of telegraphy which enables fixed images to be reproduced at a distant
receiving station.
2.7 Communication Channels .
A radio communication channel can be thought of as the use of a radio frequency to convey information from a
transmitter to a distant receiver.
Simplex .
As its name implies, 'Simplex' is the simplest form of a radio operating system. In a simplex system one, single ,
frequency is used at both the transmitting end of the link and at the receiving end for both the transmission and
reception of information.
In a simplex system communication takes place alternately between the user at each end using the single frequency
communication channel .
Duplex .
A Duplex system offers the users a simultaneous two-way communication channel, as per the domestic subscriber
telephone system .
To facilitate this , two radio frequencies are used at each end of the communication channel , the transmitting
frequency at one end of the channel being that used for reception at the other end of the channel, and vice-versa .
Semi-Duplex .
This is a system which employs simplex operation at one end of the communication channel and duplex operation at
the other end.

2.8 Survival Craft Radio Equipment.
The introduction of GMDSS will render this equipment obsolescent. Its place will be taken by three, separate pieces
of equipment:
 portable two way VHF radio telephone,

 SART,
 EPIRB .
Portable two-way VHF radio-telephone equipment .
This will be in the form of conventional marine "walkie-talkie " equipment, powered from rechargeable batteries and
operating on Channel 16 ( Distress and calling channel ) and 06 ( Primary inter-ship and ship-aircraft during Search
and Rescue operations).
As with ship-board VHF, the maximum range of the equipment will be determined by the height of the antenna - the
higher it is the greater will be the range (this will not be a problem when you are in communication with aircraft
engaged in SAR operations). For this reason, the portable VHF should be used as high above the surface of the sea as
is practical. Power does not have a significant influence of the range of a VHF transceiver.
SART .
SART is the abbreviation of Search And Rescue Radar Transponder, will transmit homing and locating signals for
vessels engaged in the search for survival craft (and survivors). As with the portable VHF equipment, the range of the
SART transmissions are directly related to its height. SART’s are supplied, with a mounting pole - this has been
confused with the antenna, resulting in the SART being operated up-side down . The SART, mounted on the top of
the pole to give it a height advantage, should if possible be held aloft thus further increasing its height. Under such
conditions it will have an effective range of approximately 4 nm .
Vessels engaged in SAR operations should switch to their 3 cm radar system when approaching the scene of the
incident. The SART response at approximately 4 miles will take the form of a radial line of dots on the radar screen.
As the SART is approached the line of dots will extend into arcs which will widen and subsequently merge into a
'bulls-eye' pattern when alongside the SART location .
EPIRB .
The Emergency Position Indicating Radio Beacon ( EPIRB ) will provide the survival craft with a means of
communicating the survivors plight to the world should circumstances have prevented the transmission of a Distress
Alert from the parent craft.
EPIRB’s of the COSPAS / SARSAT system radiate signals on 406.025 MHz which can be picked-up by dedicated
satellites locked in polar orbit. Any such satellite which receives an EPIRB transmission will automatically compute
the position of the EPIRB on the earth's surface, and communicate this information down to a control station on earth.
The corresponding MRCC can then alert vessels and aircraft in the vicinity of the EPIRB's location.
Survival craft in the GMDSS system will, therefore, be equipped with;

a means of distress alerting (EPIRB), GPS EPIRB;
a source of locating and homing signals (SART), AIS SART;
and a means of two-way voice communication between ships, aircraft (or other survival craft).
Chapter 3.
REGULATIONS AND PROCEDURES .
3.1 General Regulation .
Licence .
Before any radio equipment is installed or used on board a ship, a Licence, issued by the corresponding authority in
accordance with International Regulations must be obtained.
The Licence shows :
• the ships name;

• the radio call sign;
• the public correspondence category;
• the type of transmitter equipment;
• the class of emission of the transmissions;
• the maximum power levels which may be transmitted.
The Licence must be kept in such a way that it can produced upon request for inspection by the competent authorities
in ports at which the ship calls.
Masters' Authority.
The radio service of a ship is placed under the supreme authority of the Master , or person responsible for ship.
Inspection and Survey of Radio Stations .
Radio installations are surveyed annually by Radio Surveyor to renew the Safety Radio Certificate.
The Ship Licence Inspection, to ascertain that the licence conditions are being met, and the Safety Radio Certificate
Survey are usually carried out at the same time by the Radio Surveyor.
The Radio Surveyors may inspect the radio station in any port around the World, without prior notification.
Secrecy of correspondence.
The holder of the Radio Licence is required to preserve the secrecy of communications .
The interception of communications, other than those which the station is licensed to receive, is forbidden. If such
communications are received involuntarily they must not be reproduced in writing, communicated to other persons,
or used for any purpose whatsoever.
Identification of Stations .
Coast Stations:
Normally identify themselves using their geographical location, followed by the word "RADIO" e.g. Niton Radio,
Sydney Radio, Singapore Radio, etc.
Ship Stations:
Ships using radiotelephony should identify themselves by the use of:

•the ships name and/or
•the International radio Call Sign assigned to it or
•the selective call number or signal.
Ships using Digital Selective Calling (DSC) :
• the Ship’s Maritime Mobile Service Identity number.
Ship Earth Stations:

• the 9 digit INMARSAT i.d. number.
No transmissions may be made without an identification.
Operators’ Certificates .
The radio installation may only be used by holders of the appropriate certificate of competency. Other persons may
use the equipment under the supervision of the Certificate holder.
Order of Priority of Communication .
Distress
Urgency
Safety
4. Communications relating to the movement of the ship
5. Official (ships business) traffic
Private traffic.
Documents to be carried.
GMDSS fitted ships must carry:

• Ship’s Licence ;
• the GMDSS Radio Log book ;
• the certificates of GMDSS operators ;
• ITU List of Callsigns and/or Numerical table of Identities Stations ;
• ITU List of Ships Stations ;
• ITU List of Coast Stations ;
• ITU List of Radiotermination and Special Service Stations ;
• the Radioregulations ;
• the INMARSAT Handbook ;
• Master Plan for GMDSS :
the list of VHF coast stations for sea Area 1 ;
the list of MF coast stations for sea Area 2 ;
the list of HF coast stations for sea Areas 3 and 4;
the list of INMARSAT CESs ;
the list of COSPAS/SARSAT MCCs ;
operational and planned NAVTEX services ;
distress message routine in the INMARSAT/RCC ship-shore distress alerting networks ;
SESs commissioned for RCC operations ;
HF NBDP MSI broadcast schedule ;
the list of proposed and operational SafetyNET ;
maritime SAR regions and RCCs ;
Information on shore-based facilities in the GMGSS.
• Standard Marine Navigational Vocabulary .and optional :
• IMO GMDSS Handbook ;
• SOLAS ;
• IAMSAR .
Unauthorised transmissions and broadcasts.
• transmissions without identification

• transmissions with false identification
• transmission of false or deceptive distress, urgency, safety messages.
• broadcasting of music/entertainment etc.
• unnecessary and superfluous signalling (excessive calling etc.)
• unauthorised use of radio equipment for the transmission or reception of private correspondence.
3.2 Radiotelephony General Procedures .
The following procedures apply except in the case of Distress, Urgency or Safety communications.
Preliminary Operations .
Before transmitting, you must ensure that your transmissions will not interfere with any other transmissions already in
progress ; - listen on the frequency which you are going to transmit on before operating or tuning your transmitter .
If the frequency is in use wait for an appropriate break.
If, having taken these precautions your transmissions do cause interference to other stations, the following rules apply
:
Interfering with ship-coast station communications - You must cease transmission immediately when requested by the
coast station.
Interfering with ship-ship communications - You must cease transmission immediately when requested by either of
the other ships.
The station which requires you to stop transmitting will indicate the approximate waiting time before you can
recommence.
Call by Radiotelephony .
It is the responsibility of the ship operator to establish contact with the coast station.
Ships should only attempt to contact the coast station when it is within the service area of the coast station involved :
• 30 miles from the coast station on VHF ,

• 150 miles from the coast station on MF .
Coast stations holding traffic for a ship will call the ship if it has reason to believe that the ship is within its service
area. This information is obtained from the ships traffic report .
Traffic Lists.
Coast stations will transmit 'traffic lists', in the form of an alphabetical list of ship names/call signs of ships for which
it holds traffic.
Traffic list details ( time, frequency ) can be found in List of Coast Stations published by International
Telecommunications Union ( ITU ) / Geneva or alternatively Volume I of the Admiralty List of Radio Signals
( ALRS )
Traffic lists are announced on the International Distress and Calling Frequencies (2182 kHz MF, Channel 16 (156.8
MHz) VHF ) prior to the broadcast on a working frequency.
Example
On 2182 kHz:
ALL SHIPS, ALL SHIPS, ALL SHIPS
THIS IS
BERN RADIO, BERN RADIO, BERN RADIO
TRAFFIC LIST
LISTEN 1641 [kH2]
then on 1641 kHz:-
ALL SHIPS, ALL SHIPS, ALL SHIPS

THIS IS
I HAVE TRAFFIC ON HAND FOR THE FOLLOWING SHIPS URI / HBLF
SARINE 2 / HBDF
Ships should, as far as it is practicable, listen to traffic lists transmitted by Coast Stations.
On hearing their name/call in the traffic list the ships must respond immediately as instructed by the coast station (i.e.
"listening for calls on 2009 kHz" etc.) to retrieve the traffic.
Traffic Report ( TR ) .
Ships should send traffic reports to coast stations;
• when leaving port ;

• when transferring from one coast station service area to that of another ;
• when entering port and closing down the radio station ;
The traffic report consists of :

• TR ;
• Ships name/Call sign ;
• Current position ;
• Next port of call .
Example
TR URI / HBLF LEAVING KLAIPEDA BOUND RIGA
A traffic report has a higher priority than official ship business traffic or private traffic, and must, therefore, be sent
before such traffic.
Methods of calling, reply to calls and signal preparatory to the exchange of traffic .
The call consists of :
• the name/call sign of the called station (not more than three times);
• THIS IS ;
• the name/call sign of the calling station ( not more than three times) .
Example

THIS IS
SARINE SARINE SARINE
It is helpful to attach the ships call sign, especially when the ships name is complex, i.e. “ General Semen Borodov,
call sign ZOLL ”.
On VHF, when conditions are good, the call on the working channel may be abbreviated to :
• the name/call sign of the called station ;

• THIS IS ;
• the name/call sign of the calling station .
When the ship has more than one telegram/telephone call, or other traffic to clear through the coast station, this fact
must included in the initial call.
Example
I HAVE A TR AND TWO LINK CALLS
Radio telephone calls are known as “ link calls ” - a radio link between ship and shore.
Establishing contact using Distress and Calling frequency.
Coast Stations which do not keep continuous listening watch on their working frequencies/channels have to be
contacted using the
Distress and Calling frequency/channel of the appropriate band ( 2182 kHz MF, Channel 16 VHF ).

The caning format is that already explained in this Section, but in addition to indicating the type and quantity of
traffic on hand, the ship will also have to nominate a 'working frequency' onto which it will transfer, after establishing
contact, to clear its traffic. The coast station in reply will also specify the 'working frequency' it will use.
Although the ship will nominate a 'working frequency', the final decision rests with the coast station as to whether or
not it is acceptable. If it is acceptable, agreement will be indicated by the use of the word "ROGER" .
If it is not acceptable the Coast Station will nominate a suitable frequency which the ship can use.
Example
Call from ship made on 2182 kHz

THIS IS
SARINE SARINE SARINE GOLF BRAVO DELTA KILO
I HAVE A TRAFFIC REPORT AND ONE LINK CALL
OVER
Reply from Coast Station made on 2182 kHz
SARINE SARINE SARINE

THIS IS
ROGER
WILL TRANSMIT ON 2009 KHZ
LISTEN FOR ME ON 1834 KHZ
After this brief exchange of information, the ship would re-tune his transmitter to 2009 kHz and his receiver to 1834
kHz in readiness to exchange traffic.
It should be noted that ( with the exception of Distress or Urgency ) calls made on 2182 kHz ( and Channel 16 VHF )
should not exceed 1 minute duration .
When contact is established using VHF, the same routine is adopted; the only difference being the quoting of channel
numbers rather than frequencies.
Once established on working frequencies, stations need only give their call sign once with every exchange.
Direct calling on working channels.
Some countries operate a direct calling system. Ship operators should first listen to ensure the channel is not engaged.
If it is engaged you will hear either a series of ‘pips’ ( channel engaged signal ) or a conversation taking place. If the
channel is free ships can call the coast station without the necessity to first call on 2182 kHz or Channel 16.
Control of working .
Ship - Shore .
When a coast station is called by several ships simultaneously, the coast station will decide on the order in which the
ships will be worked. The decision will be made on priority of the traffic, and the number of telegrams/telephone
calls in order to allow maximum time for each ship.
In addition, the Coast Station also controls the time duration of radio telephone calls for charging purposes. At the
end of each telephone call, the coast station operator will advise either "minimum charge ( 3 minutes is the
minimum) " or will advice the time in minutes "That was a five minute call" etc.
Ship - Ship .
In the case of inter-ship communications, it is the called ship which controls the communications ( it may be
convenient for the calling ship to contact you, but it may not be convenient for the called ship to handle to call then
and there ) .

Difficulties in establishing contact .
When calling a station which does not reply immediately, the call may be repeated at two minute intervals up to a
maximum of three consecutive calls .
After this a three minute gap should elapse before re-commencing with the call. However, before renewing the
calling the ship operator must ascertain that further calling will not cause interference to other communications.
When waiting to call a coast station on a working frequency ( assuming traffic is being exchanged on the
frequency ) the ship transmitter must be placed on 'stand-by' so that no signals which could cause interference are
radiated .
Difficulty in reception .
If the stallion called is unable to accepts traffic immediately, it will respond with WAIT …. MINUTES. i.e. WAIT
ONE .
If the probable delay is likely to be in excess of 10 minutes a reason for the delay will be given .
If the called station receives a call , but is not certain that the call is intended for it , the station should do nothing
until the call has been repeated and understood .
When a station receives a call which is intended for it, but is uncertain of the identification of the calling station, it
should reply immediately , on the appropriate frequency with
STATION CALLING …….. ( your name/call sign )

PLEASE REPEAT YOUR CALL
Exchange of traffic .
Radio telephone calls .
On the working frequency/channel, the following procedure will be adopted :
Ship - Coast Station :
I HAVE ONE LINK CALL, GOING TO KLAIPEDA , 372 6 270436
Coast Station - Ship :

ROGER . STAND BY
Coast station operator dials number, then responds with :

YOU ARE THROUGH 372 6 270436 , GO AHEAD
The party on board ship speaks to the called party ashore. The call is considered terminated when the shore subscriber
replaces the telephone handset in the cradle.
The coast station operator then responds with :
THAT WAS A ……. MINUTE CALL
If neither ship nor coast station have any more traffic to exchange, the link will be closed as follows .
Ship - Coast Station :
ROGER . I HAVE NOTHING FURTHER FOR YOU . OUT
Coast Station - Ship :
ROGER . OUT
Radio telegrams .
When radiotelegrams have to be transmitted by telephony, the
following procedure should be adopted.
The telegram is made up of four parts :
• the preamble ;
• the address ;
• the text ;
• the signature ( optional ) .
The preamble is made up of :
• Prefix
• Office of Origin
• Serial number
• Number of words
• Date
• Time
• Service Instructions.
Prefix :
This is relates arrival determined by the text of the telegram. It the text to ships' official business ( e.g. require on
arrival 2,000 tonnes bunkers etc. ) , the prefix will be "MSG" .
Office of Origin :
The place where the telegram originates from. On a ship this will be the ships name, e.g. "Kaunas".
Serial Number:
A consecutive numbering system for all telegrams. The numbering starts at '1' at midnight UTC each day, with a
separate numbering sequence for each coast station worked.
Number of words :
This shows both the 'chargeable' number of words and the 'actual' number of words in the telegram. ( This includes all
words in the address, text and signature ).
For charging purposes, a word comprises 10 characters ( letters, numerals, punctuation marks etc.) . Any word having
more than 10 characters will be charged as two words, up to a maximum of 20 characters. If the word has 21
characters it will be charged as three words etc.
Example
NOTIFY 6 Characters - 1 actual word , 1 chargeable word
REGULATIONS 11 Characters - 1 actual word , 2 chargeable word.
The chargeable number of words is given first i.e. 19/18, 19 chargeable words, 18 actual written words.
Date :
The date of origin of the telegram. Given as the number of the day in the month, i.e. 5, 15, 23 etc.
Time:
The time of origin of the telegram - that when, it is "banded in for transmission. Four digit, 24 hour clock
representation, using UTC ( Universal Coordinated Time - formally known as GMT ). i.e. 1345 .
Service Instructions:
This shows the Accounting Authority Indicating Code ( AAIC ) which informs the coast station where to send the
bill. The AAIC is in the form of two letters followed by two digits. i.e. SU04 .
When transmitting a telegram by telephone, the operator has to indicate the start of the telegram by saying “
MESSAGE BEGINS ” and the end of the telegram by saying “ MESSAGE ENDS ” . The pre-amble is delivered
by reading the column heading followed by the words under the heading (OFFICE OF ORIGIN - “ KAUNAS “
etc. )
Example
MESSAGE BEGINS
PREFIX MSG
OFFICE OF ORIGIN KAUNAS
SERIAL NUMBER 3
NUMBER OF WORDS 19 / 18
DATE 21
TIME 1250
SERVICE INSTRUCTIONS SU04
ADDRESS BEGINS ( address now dictated )
TEXT BEGINS ( text now dictated )
SIGNATURE ( signature now dictated )
MESSAGE END
Each word should be spoken slowly and pronounced distinctly.
If a word is to be spelt. phonetically it should be preceded by the words “ I SPELL , I SPELL ”. Use of the phonetic
alphabet obviates any mistakes during transmission of complex wording
When numerals are encountered, the words "AS A NUMBER " should prefix the numeral, i.e. "AS A NUMBER 2".
When groups of letters/numerals are encountered they should be prefixed by the words "AS A GROUP", for each
separate group in the message.
Acknowledgement of Receipt .
No telegram can be considered as 'cleared' unless the coast station gives a formal acknowledgement of receipt for the
message. The general format for this would be:-
KAUNAS
THIS IS KLAIPEDA RADIO
YOUR MESSAGE NUMBER 3
RECEIVED
End of work between the two stations would be indicated by the use of the word 'OUT ' as per the radio telephone
call example.
Frequencies to be used for calling and for preparatory signals .
MF BAND 1.6 - 3.8 MHz .

Calling frequencies.
Ships calling coast stations should use for the call, in order of preference :
• 2182 kHz ;
• a working frequency on which the coast station is keeping watch .
Ship calling another ship should use for the call :

• 2182 kHz ;
• an inter-ship frequency if prior arrangements can be made.
Working frequencies .
Working frequencies are allocated to ships according to the category of the ship (fishing vessel, passenger ship ). The
frequencies are designated for use, either ship-shore or ship-ship.
The specific frequencies will be detailed on the ships licence.
Additionally, for ships engaged on international voyages, the following have also been assigned :
Ship - shore :
• 2045 kHz ;
Ship - ship :
• 2048 kHz ;
HF BAND 4 MHz - 27.5 MHz .
Caning and working frequencies in the HF bands are normally 'paired'. Details of these may be found in volume I of
the Admiralty List of Radio Signals.
VHF BAND 156 MHz - 174 MHz .

Provision of VHF channels .
All ships which operate a VHF service must- have:
• Channel 16 (156.8 MHz) - Distress and calling channel.

• Channel 06 (156.3 MHz) - Primary inter-ship channel.
• Channel 13 (156.65 MHz)- Inter-ship Navigational safety.
• All other channels necessary for their service .
Calling channels .
Inter-ship and shore-ship calling should be made on 156.8 MHz (Ch 16)
Ship-shore calling should be made on working channels of the coast station.
VHF simplex and duplex channels.
SIMPLEX DUPLEX USA Ch SIMPLEX DUPLEX USA Ch

Ch Inter Port Port Pub Sml Dlx Ch Inter Port Port Publ Sml Dlx
Ship l Ship
1    60   
2    61   
3    62   
4    63   
5   64   
6   65   
7    66   
8   67   
9    68  
10    69   
11   70 DSC
12   71  
13    72  
14   73   
15    74  
16 DISTRESS AND CALLING 75 GUARD BAND
17    76 GUARD BAND
18   77  
19   78   
20   79  
21   80  
22   81   
23   82   
24   83  
25   84   
26   85  
27   86  
28   87  
88   
Frequency to be used for reply to calls .
MF .
Inter- ship.

Calls made on 2182 kHz should be replied to using 2182 kHz.
Ship-shore.
Calls made on 2182kHz will be replied to on 2182kHz unless some other frequency is nominated in the call .
( Listening for reply on 1792 kHz etc.)
Calls made directly on working frequencies will be replied to on the coast stations 'paired' working frequency. i.e.
Channel 'U', Ship transmits on 2009 kHz, Coast Station replies on 2628 kHz.
HF .
Calls made on HF use ‘paired’ frequencies within each of the HF bands.
i.e. Portishead Radio, GKT20, 4 MHz band -
Ship transmits on 4092 kHz, Portishead Radio replies on 4384 kHz.
VHF .
Replies will be made on the channel used for the call .
i.e. Ship calls coast station on Channel 28, Coast Station will reply on Channel 28.
On - board communications .
When ships are in territorial waters, all on-board communications must include the name of the parent vessel plus an
indication of the sub-station identity.
The bridge will generally be assigned the word "CONTROL". Sub- stations ( fo'c'sle; aft etc. ) will be assigned one of
the words "ALPHA", "BRAVO", "CHARLIE" etc.
Example
Ship name KAUNAS

Bridge calling aft :
KAUNAS BRAVO , KAUNAS BRAVO
THIS IS
KAUNAS CONTROL , KAUNAS CONTROL
Aft sub-station replies to bridge: -
KAUNAS CONTROL , KAUNAS CONTROL

THIS IS
KAUNAS BRAVO , KAUNAS BRAVO
3.3 General Procedures .
Calling duration .
THIS MUST NOT EXCEED ONE MINUTE !!!
A brief exchange of traffic, not to exceed one minute, concerning the safety of navigation may be transmitted on the
distress and calling frequency when it is important that all ships in the immediate vicinity receive the information.
i.e. the sighting of a floating mine.
3.4 Testing of GMDSS Radio Equipment .
DAILY TEST .
• Function test of DSC equipment - without radiation of signals.
• Batteries - test and charge as required .
• Printer(s) - to ensure adequate supply of paper .

WEEKLY TEST .
• Function test of DSC equipment by means of a test call to a coast station.
• Test of Reserve Source of Energy (when not battery) e.g. motor-generator
• Survival craft VHF radio's on a working channel - (not on Ch 16 ).
MONTHLY TEST .
• Each EPIRB using built in means
• Check each SART for security and signs of damage
•All batteries providing energy for any part of a the radio installation. Check of security and condition. Connections
and compartment to be checked.
3.5 Monitoring of Distress Frequencies .
Until the full implementation of GMDSS on 31 January 1999, all vessels, suitably equipped, shall, when at sea, keep
a continuous listening watch on 2182 kHz and Channel 16 VHF from the position normally used to navigate the ship.
Channel 13 VHF should also be monitored ( navigation safety inter-ship , bridge-bridge ) .
After 1st of February 1999, all ships will monitor :

Channel 70 - VHF DSC distress, safety and calling ;
2187.5 kHz - MF DSC distress and safety ;
8414.5 kHz - HF DSC distress and safety ;
Plus at least one of the HF DSC distress and safety frequencies :
4207.5 kHz, 6312 kHz, 12577 kHz, 16804.5 kHz
as appropriate to the time of day and the geographical position of the ship.
This may be done by the use of a scanning receiver.
518 kHz, the current NAVTEX frequency will also be monitored for the automatic reception of meteorological and
navigation warnings.
3.6 GMDSS Radio Logbook .
The radio Logbook is kept on the navigating bridge convenient to the radio installation. It contents :
Section 1.
• ship's name ;
• call sign ;
• port of registry ;
• gross tonnage ;
• IMO number ;
• sea areas in which ship is authorised to operate ;
• method used to ensure availability of equipment :
duplication of equipment - DOE ;
shore based maintenance - SBM ;
at sea maintenance - ASM ;
• name and address of owner/managing owner or agent
Section II.
• names(s) ;
• dates on board ;
• certificate number(s) ;
• class of certificate(s) ;
• name of person designated for radiocommunications during emergencies ;
• name of person nominated to carry out appropriate tests and checks and log entries.

The GMDSS radio logbook will record the following as they occur, together with the time that they occur :
• a summary of communications relating to distress, urgency and safety traffic ;
• a record of important incidents connected with the radio service ;
• where appropriate, the position of the ship at least once per day.
The Master will inspect and sign each day’s entries in the GMDSS Radio Logbook.
3.7 Silence Periods .
Until the full implementation of GMDSS In 1999, Silence periods will be kept on the International Distress and
Calling frequencies.
The purpose of Silence periods is to enable vessels in distress, or for survivors using portable survival craft radio
equipment, to have the optimum chance of being heard on frequencies which are normally busy with routine calling.
Silence Periods last for 3 minutes, and occur twice per hour; on the hour for 3 minutes, and on the half hour for 3
minutes, throughout the 24 hour day.
i. e.
• 0000 - 0003
• 0030 - 0033
• 0100 - 0103
• 0130 - 0133 etc.
3.8 Time Keeping .
For all radio communications log keeping and message timing purposes Universal Coordinated Time ( UTC ),
previously GMT , is used. The accuracy of the radio room clock should be checked at least once per day by the
reception of time signals.
3.9 Closure of Radio Station .
Ship radio station watch-keeping hours are categorised as,
• H24 - 24 hour per day manual watch-keeping when at sea.
• H16 - 16 hours per day manual watch-keeping, 8 hours per day by automatic alarm receiver.
• H8 - 8 hours per day manual watch-keeping, 16 hours per day by automatic alarm receiver.
• HX - No fixed hours of service.
Ships, other than those in the H24 category must not close down their service before:
• Finishing all operations resulting from a Distress, Urgency or Safety signal.
• Exchanging ( when practicable ) all messages to and from ship and coast stations within their area.
Chapter 4.
DISTRESS, URGENCY & SAFETY COMMUNICATIONS
4.1 General Regulations .
Ships equipped for and operating under GMDSS conditions are obliged to comply with chapter N IX of the ITU
Radio Regulations. Although the procedures are obligatory, they do allow ships in distress to use any means at their
disposal to attract attention, make known their position and obtain help.
No regulations in the instructions manual shall prevent a mobile station in distress from using any means available to
attract attention, give its position, and receive assistance .
Distress signals and distress messages must only be transmitted on the direct orders of the master or the officer in
charge.
4.2 Distress Frequencies .
The following frequencies have been specifically allocated for distress communication. They should be used for
distress call, distress traffic, and for calls preceded by either the urgency signal or the safety signal.
Frequencies are assigned in :
MF - 2 MHz Band
HF - 4 MHz Band
6 MHz Band
8 MHz Band
12 MHz Band
16 MHz Band
and VHF.
DSC Radiotelephone Telex

2187.5 kHz 2182 kHz 2174.5 kHz
4207.5 kHz 4125 kHz * 4177.5 kHz
6312 kHz 6215 kHz 6268 kHz
8414.5 kHz 8291 kHz 8376.5 kHz
12577 kHz 12290 kHz 12520 kHz
16804.5 kHz 16420 kHz 16695 kHz
Ch 70 VHF Ch 16 VHF
* may be used by aircraft in SAR operations.
Aeronautical frequencies below are used for intercommunication between SAR aircraft and participating land
stations.
• 3023 kHz
• 5680 kHz
Maritime Safety Information (MSI) is transmitted on:
• 518 kHz
• 4209.5 kHz
After 1999, second language broadcasts of NAVTEX will also be made on 490 kHz.
The Aeronautical VHF emergency frequency is 121.5 MHz. This frequency may also be used by survival craft and by
EPIRB's. The auxiliary frequency 123.1 MHz may be used for SAR operations.
VHF Channels .
• Channel 6 - for communication between ships and aircraft for co-ordinated SAR and for safety purposes.
• Channel 13 - for ship-ship communications relating to safety of navigation .
• Channel 16 - for distress and safety traffic on RT .
• Channel 70 - DSC .

Satellites .
• 406 MHz - EPIRP' s .
• 1.5/1.6 GHz - sub-bands set aside for distress and safety communications and EPIRB's .
4.3 Operational procedures .
Distress alerts are transmitted either
• via satellite;
• using DSC on the appropriate frequencies in the
Distress Alerting .
A distress alert implies that a mobile unit ( ship , aircraft or other vehicle ) or a person is in distress or imminent
danger and requires immediate assistance .
Tile distress alert, must include:
• the identification of the station in distress ;

• its position .
Other information which may facilitate a rescue may be included:
• nature of distress ;
• type of assistance required ;
• anything else which may facilitate rescue.
A coast station or an RCC which receives a distress alert, shall initiate transmission of a shore to ship distress relay
using terrestrial or satellite means.
4.4 Distress Alert Relay .
Where a station learns another mobile unit is in distress it must transmit a distress alert when:
• the vessel in distress is not in a position to transmit the distress alert itself ,
• or the master or person responsible for the ship not in distress or the person responsible for the land station
considers further help is required.
A station transmitting a distress alert relay muse make it very clear that it is not itself in distress.
4.5 Acknowledging receipt of Distress Alert by ship station .
Any ship in receipt of a distress shall , as soon as possible , inform the Master , or person responsible for the ship, of
contents of the Distress message .
In areas where reliable communication will a coast station is possible, ships should delay acknowledgement for a
short period to permit the coast stations to acknowledge first.
Coast stations can instigate search and rescue operation more effectively than a single ship due to direct links with
shore-based lifeboat service, coast guards, helicopter and air force bases, and hospital/medical facilities.
If the distress position is, without doubt, in your immediate vicinity, and neither of you are in an area served by
VHF / MF coast stations, reply immediately using the format shown below, and, as soon as is possible, contact a
coast station or Rescue Coordination Centre, by either HF or satellite .

If the Distress is not in your immediately vicinity (as ascertained from the distress, and your own respective
positions) wait briefly to allow other ships, who may be close to the distress position, the opportunity to acknowledge
the distress before you.
If an HF distress alert is received , do not acknowledge , but set watch on the appropriate RT and Telex frequencies.
If the alert is not acknowledged by a coast station within 3 minutes , the receiving station must relay the distress
alert .
If the DSC Distress Alert is received on either the 2 MHz Band ( 2187.5 kHz ), or VHF ( Channel 70 - 156.525
MHz ), it is likely that the scene of the distress could be within a maximum of a 200 mile radius ( 2 MHz band, on
VHF a 30 mile radius would be more realistic).
Ships should transfer to the corresponding radio telephone frequency/channel ( 2182 kHz, or Channel 16 ) and
acknowledge the distress alert by voice as described below.
4.6 Acknowledgement of receipt of Distress Alert.
Radiotelephony .
MAYDAY
NAME / CALLSIGN OF SHIP IN DISTRESS ( 3 times )
THIS IS
NAME OF SHIP ACKNOWLEDGING THE DISTRESS
( 3 times )
RECEIVED MAYDAY
Example:-
MAYDAY KAUNAS KAUNAS KAUNAS

THIS IS KEDAINIAI KEDAINIAI KEDAINIAI
RECEIVED MAYDAY
Radiotelex .
MAYDAY
NAME/CALLSIGN OF SHIP IN DISTRESS ( 3 times )
DE
NAME OF SHIP ACKNOWLEDGING THE DISTRESS
( 3 times )
RRR
MAYDAY
Example :
MAYDAY KAUNAS KAUNAS KAUNAS
DE KEDAINIAI KEDAINIAI KEDAINIAI
RRR MAYDAY
4.8 INMARSAT C procedure .
• ensure MES is logged in for the appropriate ocean region

• compose distress message using the distress alert menu
• select Distress priority
• send the alert
• wait for acknowledgement from LES
• repeat message if no reply within 5 minutes

4.9 Silence imposed during Distress working .
Radiotelephony .
Distress calls, messages and subsequent working will nominally take place on either 2182 kHz or Channel 16 ( 156-8
MHz ) . These two frequencies are designated 'Distress and calling frequencies', and as such are used for general ship-
shore, shore-ship and inter-ship calling purposes.
When these frequencies are being used for distress it is imperative that normal calling operations, likely to cause
interference with the distress traffic, are temporarily suspended with 'silence' being imposed.
Silence may be imposed by either :
• The Rescue Coordination Centre

• The On-scene commander
• Coordinator, Surface Search
• The Coast station involved.
The expression used by the above is :
SEELONCE MAYDAY
The expression forms part of a message, broadcast as :
MAYDAY
ALL STATIONS ALL STATIONS ALL STATIONS
THIS IS
NAME/CALL-SIGN OF STATION IMPOSING SILENCE
( 3 times )
TIME OP ORIGIN OF THE MESSAGE
NAME / CALLSIGN OF STATION IN DISTRESS
THE EXPRESSION 'SEELONCE MAYDAY'
The expression SILENCE MAYDAY is used in place of seelonce mayday.
Example by radiotelephone :
MAYDAY
ALL STATIONS ( 3 times )
THIS IS
KLAIPEDA RADIO ( 3 times )
26 0900 URI / HBLF
SEELONCE MAYDAY
However, it is possible for other stations, either monitoring, or involved in the Distress may impose silence on the
frequency by use of the expression:
‘SEELONCE DISTRESS’ - This expression would form a broadcast message, identical to the example shown
above, with the exception 'seelonce mayday ' would be replaced with 'seelonce distress'. Such further imposition of
silence may well extend the area in which silence has been imposed, beyond that which is truly necessary. This
expression, and the imposition of silence, should only be used when absolutely essential.
When the distress traffic is well established, and the rescue operation is under-way, the controlling station may
release the silence imposition to allow 'restricted working' ( the calling of neighbouring coast stations not handling
the distress traffic for urgent. traffic, for example ) .
The expression used is :

'PRUDONCE' - Stations hearing this expression ( as part of broadcast message, as per example, with the expression
'prudence' in place of 'seelonce mayday' ) must be aware of the fact that the distress is still in operation, and must take
all precaution to ensure that they do not interfere with distress traffic.
When distress operations have finished, the station which imposed radio silence will release the silence imposition by
means of the expression :
‘SEELONCE FEENEE’ - Stations hearing this expression ( as part of broadcast message, as per example, but with
the expression 'seelonce fee nee' in place of 'seelonce mayday' ) may resume 'normal working' - normal call and reply
operations.
Example by Telex :
MAYDAY
CQ DE
NAME/CALLSIGN OF STATION SENDING THE
MESSAGE
TIME OF ORIGIN OF THE MESSAGE
NAME/CALL SIGN OF THE SHIP IN DISTRESS
SILENCE FINI
4.10 Communications at the scene of a distress .
Communications at the scene of a distress come under the control of the 'on-scene commander' .This may be a person
on the ship in distress if conditions allow, or the land-based Rescue Coordination Centre.
Such a person will decide on the frequency on which all communications are to be made, and the form of
communications ( radio telephone or telex ) for ships and aircraft involved in Search and Rescue operations.
Radiotelephone :
• Simplex mode is to be used ;

• 2182 kHz or Channel 16 VHF are the preferred RT frequencies.
For communications between ships and aircraft :
• 3023 kHz
• 4125 kHz
• 5680 kHz
• 123.1 MHz*
• 156.3 MHz ( Channel 06 VHF )
may be used.
* this VHF frequency cannot be obtained from a standard marine band ( 156 -174 MHz) transceiver.
Telex .
• Telex may be slower than RT but does have the advantage that a written , unambiguous copy is produced,
obviating any verbal misunderstanding.
• If it used as the mode of communications on MF/HF frequencies, the FEC mode should be used so as to allow
all participating stations to receive information.
4.11 Locating and homing signals used during SAR operations .

Survivor's from a distress may be able to transmit locating signals, marking their locations, and which enable ships
and aircraft engaged in search and rescue (SAR) operations to home-in on the transmission and effect rescue.
Signals may be transmitted from Emergency Position Indicating Radio Beacons (EPIRB), or Search And Rescue
Radar Transponders ( SART ) .
EPIRB .
The EPIRB signal indicates :
• One, or more persons are in distress.

• They may no longer aboard their ship/aircraft .
• They may not have receiving facilities.
Emergency position indicating radio beacons take several forms, from small, hand-held devices to large, float-free
beacons employing a hydrostatic release mechanism .
The larger, float-free EPIRB's operate on :
406,025 MHz, as part of the COSPAS/SARSAT system.
COSPAS / SARSAT system.
Polar orbiting satellites, operated and monitored by a Russian -French consortium, monitor the 406 MHz band,
listening for EPIRB signals. On picking up such signals, the satellites determine the location of the beacon using a
combination of Doppler-shift and known satellite position. Information relating the co-ordinates of the beacon are
them transmitted down to ground monitoring stations who, in turn, pass this information to Rescue Co-ordination
Centres.
SART .
The radar transponders operate in a similar manner to navigation 'Racon' beacons. Search and rescue vessels,
operating 3 cm ( X Band ) radars may pick up signals from a SART when the SART is stimulated into operation by
their radar transmissions.
SART’s only operate on 3 cm wavelength ( corresponding frequency band 9-2 - 9-5 GHz ).
The range of a radar transponder is not very great. Typically, when held aloft by a person standing in a lifeboat, will
produce a useful range of approximately 4 miles .
4.12 Distress Alerting using DSC .
Interface to DSC .
On ship, the DSC encoder would normally be interfaced to :
• the satellite navigation equipment, to provide current position and time information.
• the MF / HF transceiver, to enable the transmitter to be tuned automatically on the frequency used for the
transmission , assuming an MF or HF band is selected.

• the VHF for transmission on Channel 70 if selected.
Short form Distress Alert .
The DSC encoder will facilitate the transmission of an 'un-designated distress' in the shortest possible time. Pressing
the ‘SOS’ and ‘CALL’ buttons will provide this facility.
The information transmitted will contain :
• the ships Maritime Mobile Station Identity ( MMSI ) number. A 9 digit number, unique to each particular
ship, from which it is possible to determine the nationality of the vessel and its name.
• the position of vessel in Latitude and Longitude
• the fact that the ship is in a Distress situation
• instructions to recipients with regard to the frequency to be used for acknowledgement , and the
mode
of emission.
Full Distress Alert on the DSC encoder :
• Press SOS ;
• Press ENT to allow editing of the information. The display defaults to the 2 MHz MF band
frequency of kHz.If this is the band you need press ENT. If you want to transmit on HF press CLR to clear this
entry, then press NEXT. Each time you press NEXT you scroll through the HF bands, 4 MHz, 6 MHz, 8 MHz, 12
MHz or 16 MHz, showing the correct frequency for each band. When the desired band has been selected press ENT ;
• the display defaults to SELECT NATURE OF DISTRESS - UNDERSIGNATED . To select

the appropriate nature of distress press NEXT . Each time you press NEXT the screen scrolls through
fire, explosion ; flooding ; collision; grounding ; danger of capsizing ; sinking ; disabled and adrift;
abandoning ship. When the appropriate nature of distress has been selected press ENT.
• the display defaults to “NO POSITION EDIT : CLR ACCEPT : ENT”. If the encoder is interfaced
to the Satnav this does not present a problem; the position in Latitude and Longitude and the time in UTC
will be displayed. In this case simply press 'ENT'. However, to enter position and time, press CLR, use the keypad
to enter the position and time, when completed press ENT.
• Press CALL to transmit the distress alert. If the is interfaced to an automatically tuned
transceiver this is the end of the operations when the encoder is not interfaced to the transceiver the display
will default to " MANUAL TONE THEN: ENT". When the transmitter has been tuned press ENT.
4.13 The Radiotelephone Alarm Signal.
The purpose of this signal is :
• to attract the attention of the person on watch ;
• to actuate automatic alarm devices and sound an alarm ;
• to activate a muted 2182 kHz watch-keeping receiver for the call and message which will follow.
The signal must only be used to announce :
• that a distress call or message is about to follow ;
• an urgent cyclone warning ( preceded by the safety signal ) is about to be transmitted by a coast station ;

• the loss of a person or persons overboard ( or grave and imminent danger threatening a person
or persons) . In this case the signal may only be used when the assistance of other ships cannot be obtained by the
use of the Urgency signal alone.
The alarm signal shall not be repeated by other stations .

The message will be preceded by the Urgency signal.
The Alarm signal consists of :

• two audio tones 1300 Hz and 2200 Hz ;
• transmitted alternately ;
• each lasting for ¼ second ;
• the whole alarm signal lasting for between 30 seconds up to 1 minute continuous duration .
4.14 Urgency communications .
The use of the Urgency call format implies that the station making the call has a very urgent message to transmit
concerning the safety of the mobile unit or person .
The urgency signal or urgency call format must only be sent on the authority of the master or person responsible for
the mobile unit or by a land earth station or coast station with approval of the responsible authority.
The urgency signal and message must be transmitted on one or more of the authorised distress and safety frequencies
or via the INMARSAT system. The announcement must be made by DSC using the urgency call format. By satellite
an URGENTY PRIORITY call should be made.
Radiotelephony .
The urgency signal consists of the words

PAN PAN
The urgency message must be preceded by the urgency signal sent three times together with the identification of the
transmitting station
Example :
PAN PAN PAN PAN PAN PAN
ALL STATIONS ALL STATIONS ALL STATIONS
THIS IS
URI URI URI
PAN PAN
URI HOTEL BRAVO LIMA FOKSTROT
POSITION
BEARING ONE-NINE-ZERO FROM TARIFA POINT
DISTANCE FIVE MILES
LOST PROPELLER
REQUIRE TOW
OVER
If the required assistance was received the m/v URI must cancel her PAN message .
Example :
ALL SHIPS ALL SHIPS ALL SHIPS
THIS IS
URI URI URI
CALL SIGN HOTEL BRAVO LIMA FOKSTROT
PLEASE CANCEL MY PAN PAN MESSAGE
VESSEL WAS TOWED TO SEUTA PORT
THANK YOU
OVER & OUT
Acknowledgement of PAN message.

Example :
PAN PAN
URI HOTEL BRAVO LIMA FOKSTROT
THIS IS
SARINE HOTEL BRAVO DELTA BRAVO
PAN PAN RECEIVED
OVER
Radiotelex .
The urgency message must, be preceded by the urgency signal and the identification of the transmitting station.
Example :
PAN PAN DE HBLF

4.15 Safety communications .
The Safety call format implies that the station making the call has an important navigational or meteorological
warning to transmit .
The announcement of the safety message must be made on one or more of the distress and calling frequencies using
DSC.
The safety signal and message must be transmitted on one or more of the authorised distress and safety frequencies or
via satellite.
Safety messages are divided into three categories :
• vital ;
• important ;
• routine .
Radiotelephony .
The safety signal consists of the word

SECURITE ( pronounced SAY-CURE-E-TAY )
The message must be preceded by the safety signal sent three times and the identification of the transmitting station.
Example :
SECURITE ( 3 times )
ALL STATIONS ( 3 times )
THIS IS
KLAIPEDA RADIO ( 3 times )
SECURITE
KLAIPEDA RADIO
NAVIGATION INFORMATION: DECCA WARNING
SWITCH TO VHF CHANNEL ZERO-SIX
OVER
Chapter 5 .
DIGITAL SELECTIVE CALL .
5.1 DSC .
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.
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 .
The system can be used from :
• ship to shore ;
• shore to ship ;
• ship to ship .
The ships must be fitted with mandatory DSC equipment, applicable to the sea areas in which they sail.
The various different DSC requirements are listed below.
VHF DSC .
All GMDSS ships must be fitted with VHF DSC Channel 70 for distress and safety calls from ship to ship.
In sea area A1, ships must also be able to execute distress and safety calls to a coast station.
MF DSC .
An GMDSS ships sailing in sea areas A2, A3 and A4, must be fitted to accommodate the 2187.5 kHz frequency for
distress and safety calls from ship to ship.
In sea area A2, the ship must be able to execute distress and safety calls between ship and coast station.
HF DSC .
GMDSS ships sailing in sea area A4, and those without INMARSAT 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 formatting of the distress DSC calling sequence.
Dot Phasing Format Address Category Self

pattern sequence specifier identification
Message Message Message Message4* End of Error check

1 2 3  sequence character
* Distress call only
The DSC equipment (control unit) is designed in such a way that the equipment itself puts the calling sequence
together in the correct order. To make a complete call, the radio operator only needs to type in the relevant
information.
5.2 The Individual Elements of the DSC Call .
Dot pattern . A sequence of dots transmitted so that the scanning-receivers 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 ;
• 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 . Message 1 describes the distress situation :
• Fire/explosion ;
• Leakage ;
• Collision ;
• Grounding ;
• Listing, danger of capsizing ;
• Sinking ;
• Drifting ;
• Unspecified
• Abandoning ;
• EPIRB transmission .
Message 2 . Message 2 describes the distress position by means of 10 digits.
• Quadrant specification, I digit

0 - North East ,
1 - North West ,
2 - South East ,
3 - South West ;
• The next four digits denote the latitude in degrees and minutes ;
• The next five digits denote the longitude in degrees and minutes.
NOTE: If distress position is not stated, the digit "9" is transmitted 10 times.
Message 3 . Message 3 provides the point in time when the position was correct. It is given in UTC time by means of
four digits.
• Digits 1 and 2 denote HOURS ;

• Digits 3 and 4 denote MINUTES .
NOTE: If the point in time is not stated, the digit "8" is transmitted 4 times.
Message 4 . Message 4 describes the kind of communication desired for the distress traffic (normally voice
communication) which will follow.
End of sequence . Now an end message is transmitted to indicate:

• whether the call requires acknowledgement ;
• whether the current message is a reply to a call .
Error check character . An error check character is transmitted as a control bit for the entire call.
5.3 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 . Message 1 indicates whether connection is to be made by means of telephony, telex or data transmission.
Message 2 . Message 2 indicates the frequency/channel for the following communication.
5.4 Selective calling numbers in GMDSS
The number consists of 9 digits: MID XXX XXX
MID is the Maritime Identification Digit, and identifies the nationality of the ship. The MID group is followed by 6
digits, where the last digit is always 0 (zero).
The first two digits in the MMSI of coast radio station are 00 ( zero-zero ) - 00MID XXXX .
5.5 Distress DSC procedures for VHF-MF .
Transmission of DSC Distress Alert .
A distress alert should be transmitted when, in the opinion of the Master, the ship, or a person or persons on it, is in
distress and requiring immediate assistance.
Wherever possible, a DSC distress alert should include the ship's last known position and the time (in UTC) when it
was valid. The position and time may be included automatically by the ship's navigational equipment or may be
inserted manually.
DSC distress alerts are transmitted as follows:
Tune the transmitter to the DSC distress channel (2187.5 kHz on MF, Ch.70 VHF)
Time permitting, type, or select from the DSC equipment keyboard:

• the nature of distress ;
• the ship's last known position (latitude and longitude) ;
• the time (in UTC) when the position was valid ;
• type of subsequent distress communication (telephony)in accordance with the DSC equipment
manufacturer's instructions.
3. Transmit the DSC distress alert.
Prepare for the subsequent distress traffic by tuning the transmitter and the radiotelephony receiver to the distress
traffic channel on the same waveband, i.e. 2182 kHz on MF, channel 16 on VHF, while waiting for the DSC distress
acknowledgement.
Acknowledgement of a DSC Distress Alert .
Ships receiving a DSC distress alert from another ship should defer acknowledgement of the distress alert for a short
interval when the ship is located within an area covered by one or more coast stations. This is to give the coast station
time to acknowledge the DSC distress alert first.
A ship receiving a DSC distress alert from another ship shall:

1. Prepare to receive the subsequent distress communication by tuning the radiotelephony receiver to the distress
traffic frequency on the same band that the DSC distress alert was received, i.e. 2182 kHz on MF, channel 16 on
VHF.
2. Acknowledge receipt of the distress alert by transmitting the following by radiotelephony on the distress traffic
frequency of the same band that the DSC distress alert was received, i.e. 2182 kHz on MF, channel 16 on VHF:
MAYDAY
9-digit identity of the ship in distress, repeated 3 times
THIS IS
9-digit identity or the call sign or other identification of own ship,repeated 3 times
RECEIVED MAYDAY .
Acknowledgement of a DSC distress alert by DSC is normally only made by coast stations. Only in cases where no
other station seems to have received the DSC distress alert, and the transmission of the DSC distress alert continues,
should a ship acknowledge the DSC distress alert by using DSC to terminate the call. The ship should then inform a
coast station or a coast earth station by any practicable means.
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
9-digit identity and the call sign or other identification of the ship ;
ship's position if not included in the DSC distress alert ;
nature of distress and assistance required ;
any other information which might facilitate the rescue .
Transmission of a Distress Relay Alert .
A ship knowing that another ship is in distress shall transmit a DSC distress relay alert if:
• the ship in distress is not itself able to transmit the distress alert ;
• the master of the ship considers that further help is necessary .
The DSC distress relay alert is transmitted as follows:
Tune the transmitter to the DSC distress channel (2187.5 kHz on MF, Ch. 70 VHF) .
2. Select the distress relay call format on the DSC equipment .
Type in, or select from the DSC equipment keyboard :
• All Ships Call or the 9-digit identity of the appropriate coast station ;
• 9-digit identity of the ship in distress, if known ;
• nature of distress ;
• latest position of the ship in distress, if known ;
• time (in UTC) when the position was valid ;
• transmit the DSC distress relay call.
Acknowledgement of a DSC Distress Relay Alert .
From a Coast Station .

After having received and acknowledged a DSC distress alert, coast stations will normally retransmit the information
received as a DSC distress relay call, addressed to :
• all ships ;
• all ships in a specific geographical area ;
• a group of ships ;
• a specific ship.
Ships receiving a distress relay call transmitted by a coast station should acknowledge the receipt of the call by
radiotelephony on the distress traffic channel on the same waveband on which the relay call was received, i.e. 2182
kHz on MF, channel 16 on VHF.
The acknowledgement is transmitted as follows:
MAYDAY
9-digit identity or the call sign or other identification of calling coast station ,
THIS IS
9-digit identity, call sign, or other identification of own ship
RECEIVED MAYDAY.
From another Ship .

Ships receiving a distress relay alert from another ship shall follow the same procedure as for acknowledgement of a
distress alert .
5.6 Urgency .
Transmission of Urgency Message .
The 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 channel (2182 kHz on
MF, channel 16 on VHF).
The DSC urgency call may be addressed to all stations or to a specific station. The frequency on which the urgency
message will be transmitted, shall be included in the DSC urgency call.
The transmission of an urgency message is thus carried out as follows:
Announcement:
1.Tune the transmitter to the DSC distress calling channel (2187.5 kHz on MF, channel 70 on VHF) ;
2.In accordance with the DSC equipment manufacturer's instructions, type in, or select from the DSC equipment
keyboard:
• All Ships Call or the 9-digit identity of the specific station ;

• the category of the call (urgency) ;
• the frequency or channel on which urgency message will be transmitted;
• the type of communication by which the urgency message will be transmitted (radiotelephony) ;
3.Transmit the DSC urgency call.
Transmission of the urgency message:
1.Tune the transmitter to the frequency or channel indicated by the DSC urgency call
2.Transmit the urgency message as follows:

PAN PAN ( 3 times ) ;
ALL STATIONS or called station ( 3 times ) ;
THIS IS
9-digit identity and the call sign or other identification of own ship ;
actual urgency message ;
Reception of an Urgency Message .
Ships receiving a DSC urgency call announcing an urgency message addressed to all ships should NOT acknowledge
the receipt of the DSC call, but should tune the radiotelephony receiver to the frequency indicated by the call and
listen to the urgency message.
5.7 Safety .
Transmission of Safety Message .
The transmission of safety messages shall be carried out 'In two steps:
• Announcement of the safety message ;
• Transmission of the safety message .
The announcement is carried out by transmitting 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, on the same waveband as 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, all ships in a specific geographical area, 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) .
2. Select the appropriate calling format on the DSC equipment (all ships, area call or individual call .
3.In accordance with the DSC equipment manufacturer's instructions, type in, or select from the DSC equipment
keyboard:
• specific area or the specific station's 9-digit identity ;
• the category of the call (safety) ;
• the frequency or channel on which the safety message will be transmitted ;
• the type of communication by which the safety message will be transmitted (radiotelephony) ;
4. Transmit the DSC safety call.
Transmission of the safety message:
Tune the transmitter to the frequency or channel indicated by the DSC safety call.
2. Transmit the safety message as follows :
SECURITE ( 3 times )
ALL STATIONS or called station ( 3 times )
THIS IS
9-digit identity and the call sign or other identification of own ship
actual safety message.
Reception of a Safety Message .
Ships receiving a DSC safety call announcing a safety message addressed to all ships should NOT acknowledge the
receipt of the DSC safety call, but should tune the radiotelephony receiver to the frequency indicated in the call and
listen to the safety message.

5.8 Public Correspondence .
VHF .
The VHF DSC channel 70 is used for DSCs for distress and safety purposes as well as DSCs for public
correspondence.
MF .
Apart from the DSC distress and safety calling channel on 2187.5 kHz, national and international DSC channels are
used in digital selective calling on MF for public correspondence.
Ships calling a coast station by DSC on MF for public correspondence, should preferably use the coast station's
national DSC channel.
The international DSC channel for public correspondence may, as a general rule, be used between ships and coast
stations of different nationalities. The ship's transmitting frequency is 2189.5 kHz, and the receiving frequency is
2177 kHz.
The 2177 kHz frequency is also used in digital selective calling between ships for general communication.
Transmission of a DSC Call for Public to a Coast Station or another Ship.
A DSC can for public correspondence with 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 equipment .
In accordance with the DSC equipment manufacturer's instructions, type in or select from the DSC equipment
keyboard :
• the 9-digit identity of the station to be called ;
• the category of the call (routine) ;
• the type of subsequent communication (normally radiotelephony) ;
• a proposed working channel if calling another ship. A proposed 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
Transmit the DSC call.
Repeating a Call .
If no acknowledgement is received within 5 minutes, a DSC Call for public correspondence may be repeated either
on the same DSC channel, or on another.
If acknowledgement is still not received, further attempts should be delayed at least 15 minutes.
Acknowledgement of a Call and preparation for receiving a 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 transmitting frequency of the DSC channel on which the call was received .
Select the acknowledgement format using the DSC equipment .
3. Transmit an acknowledgement indicating whether the ship is able to communicate as proposed in the call (type of
communication and working frequency).
4. If able to communicate as indicated, tune the transmitter and the radio telephony receiver to the indicated working
channel and prepare to receive the traffic.

Reception of Acknowledgement and further action .
When receiving an acknowledgement indicating that the station you called is able to receive the traffic, prepare to
transmit the traffic as follows:
Tune the transmitter and receiver to the indicated working channel
Commence communication on the working channel by transmitting:
• 9-digit identity or call sign or other identification of the station being called ;
• THIS IS ;
• 9-digit identity or call sign or other identification of own ship ;
Should acknowledgement from the coast station indicate that it is not able to receive the traffic immediately, it will
normally rest with the ship calling the coast station to call again a little later.
In cases where one ship calls another ship and receives an acknowledgement indicating that the called ship is not
able to receive the traffic immediately, it will normally rest with the ship being called to transmit a call to the calling
ship when ready to receive the traffic.
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 alternative methods. Test transmissions must not be made on VHF DSC calling channel 70.
Test calls should be transmitted by the ship station and acknowledged by the coast station that has been called.
Normally there will be no further communication between the two stations involved.
Should a test call to a coast station prove necessary, it should be transmitted as follows:
1. Tune the transmitter to the DSC distress and safety calling frequency, 2187.5kHz
Type in, or select the format for the test call from the DSC equipment in accordance with the DSC equipment
manufacturer's instructions .
Type in the 9-digit identity of the coast station to be called .
Transmit the DSC call after checking as far as possible that no calls are in progress on the frequency .
5. Wait for acknowledgement .
5.9 Procedures for DSC Communications on HF .
The procedures for DSC communication on HF are equivalent to the corresponding procedures for DSC
communications on MF/VHF, but some special conditions will be described below .
Transmission of DSC Distress Alert .
DSC distress alerts should be sent to coast stations (e.g. in A3 and A4 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) when it
was valid. If the position and time are not inserted automatically from the ship's navigational equipment, they should
be inserted manually.
Ship-to-shore Distress Alert .

Propagation characteristics of HF radio waves for the actual season and time of the day should be taken into account
when choosing HF bands for transmission of a DSC distress alert. As a general rule, the DSC distress channel on the
8 MHz maritime band (8414.5 kHz) may be an appropriate first choice. Transmission of the DSC distress alert on
more than one HF band will normally increase the probability of successful reception of the alert by coast stations.
A DSC distress alert may be sent on a number of HF bands in two different ways:
By transmitting the DSC distress alert on one particular HF band, waiting a few minutes to receive acknowledgement
by a coast station, and, if no acknowledgement is received within 3 minutes, repeating the process by transmitting the
DSC distress alert on another appropriate HF band (and so on) .
By transmitting the DSC distress alert on a number of HF bands with no intervals between the calls, or only very
short ones, and without waiting for acknowledgement between the calls.
Procedure 1 is recommended in all cases where time permits it. 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 alert .
Tune the transmitter to the chosen HF DSC distress channel ( 4207.5, 6312, 8414.5, 12577, 16804.5 kHz) .
Follow the instructions for typing in or selecting relevant information from the DSC equipment keyboard .
Transmit the DSC distress alert.
Remark : Ship-to-ship distress alert transmissions should normally be made on MF and/or VHF, using the procedures
for transmission of DSC distress alert on MF/VHF . In special cases, for example in tropical zones, transmission of
DSC distress alerts on HF may, in addition to ship-to-shore alerting, also be useful for ship-to-ship alerting.
Preparing for the subsequent Distress Traffic .
After having transmitted the DSC distress alert on appropriate DSC distress channels (HF, MF and/or VHF), prepare
for the subsequent distress traffic by tuning the radio communication set(s) (HF, MF and/or VHF as appropriate) to
the corresponding distress traffic channels). If method 2 ( described above ) has been used for transmission of the
DSC distress alert on a number of HF bands :
Take into account on which HF band(s) acknowledgement has been successfully received from a coast station .
If acknowledgements have been received on more than one HF band, commence the transmission of distress traffic
on one of these bands, but if no response is received from a coast station, then the other bands should be used in turn .
Distress traffic .
The procedures described above 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 radio telex:
• The Forward Error Correcting (FEC) mode shall be used unless specifically requested to do otherwise.
• 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:
- carriage return, line feed, letter shift ;

- the distress signal MAYDAY ;
- the words THI IS ;
- the 9-digit identity and call sign or other identification of the ship ;
- the ship's position if not included in the DSC distress alert ;
- the nature of distress ;
- any other information which might facilitate the rescue .
Ships receiving a DSC distress alert on HF from another ship should not acknowledge the alert, but should:
1 .Watch for the reception of a DSC distress acknowledgement from coast station .
While waiting for the reception of a DSC distress acknowledgement from a coast station, they should prepare for
reception of the subsequent distress communication by tuning the HF radio communication set (transmitter and
receiver) to the relevant distress traffic channel on the same HF band on which the DSC distress alert was received.
This should be done while observing the following conditions :
If radiotelephony mode was indicated in the DSC alert, the HF radio communication set should be tuned to the
radiotelephony distress traffic channel on the HF band concerned .
If telex mode was indicated in the DSC alert, the HF radio communication set should be tuned to the radio telex
distress traffic channel on the HF band in question. Ships able to do so should additionally watch the corresponding
radiotelephony distress channel .
If the DSC distress alert was received on more than one HF band, the radio communication set should be tuned to the
relevant distress traffic channel on the HF band considered to be the best one for the case at hand. 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 I to 2 minutes, tune the HF radio communication set to the
relevant distress traffic channel on another HF band deemed appropriate for the case at hand.
If no DSC distress acknowledgement is received from a coast station within 3 minutes, and no distress
communication is observed going on between a coast station and the ship in distress transmit a DSC distress relay
alert and inform a RCC by means of appropriate radio communications .
Urgency Transmission .
Urgency Transmission of Urgency messages on HF should normally be addressed 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 an urgency category DSC call on the
appropriate DSC distress channel.
The transmission of the urgency message itself on HF is carried out by radiotelephony or radio telex on the
appropriate distress traffic channel on the same band on which the DSC announcement was transmitted.
Transmission of a DSC Urgency Message Announcement on HF
Choose the HF band considered to be the most appropriate, taking into account propagation characteristics of HF
radio waves for the current season and time of day. The 8 MHz band may in many cases be an appropriate first
choice.
Tune the HF transmitter to the DSC distress channel on the selected HF band .
Type in, or select call format for, either geographical area call or individual call from the DSC equipment, as
appropriate .
For area calls, type in specification of the relevant geographical area.
Follow the instructions for typing in or selecting relevant information from the DSC equipment keyboard , including
type of communication in which the urgency message will be transmitted (radiotelephony or radio telex).

Transmit the DSC call.
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 appropriate HF frequency.
Transmission of the Urgency Message .
Tune the HF transmitter to the distress traffic channel (telephony or telex) indicated in the DSC announcement .
If the urgency message is to be transmitted using radiotelephony, follow the procedure described above .
If the urgency message is to be transmitted by radio telex, use the following procedure:
• Use the Forward Error Correcting (FEC) mode unless the message is addressed to a single station whose
radio telex identity number is known ;
• Commence the telex message by :

· at least one carriage return, line feed, one letter shift
· urgency signal PAN PAN
· words THIS IS
· 9-digit identity of the ship and the call sign or other identification of the ship
· the actual urgency message.
Announcement and transmission of urgency messages addressed to all HF equipped ships within a specified area,
may be repeated on a number of HF bands as warranted by the current situation.
Ships receiving a DSC urgency call announcing an urgency message shall NOT acknowledge receipt of the DSC call,
but should tune the radio communication receiver to the frequency and communication mode indicated in the DSC
call in order to receive the message.
Safety .
The procedures for transmission of DSC safety announcements and safety messages are the same as those for urgency
messages described in section above, except that the DSC announcement shall include the category SAFETY and the
safety message shall include the safety signal "SECURITE" instead of the urgency signal "PAN PAN".
Public correspondence on HF .
The procedures for public correspondence DSC communications on HF, are the same as those for MF. Propagation
characteristics should be taken into account when transmitting DSC communications on HF. The national and
international HF DSC channels used for DSC for public correspondence, differ from those used for DSC for distress
and safety purposes.
Ships calling an HF coast station by DSC for public correspondence should preferably use the coast station's national
DSC calling channel.
Testing the equipment used for Distress and Safety on HF.
Procedures for testing the ship's equipment used for DSC distress, urgency and safety calls on HF by transmitting
DSC test calls on HF DSC distress channels, are the same as those used for testing on the MF DSC distress frequency
2187.5 kHz.
Chapter 6 .
THE INMARSAT SATELLITE COMMUNICATIONS SYSTEMS .
6.1 Introduction .

Satellite communication facilities are provided by the INternational MARitime SATellite Organisation ( INMARSAT
). The organisation was founded on September 3, 1979, and today it numbers 67 member countries, with more
countries in the process of joining. INMARSAT has been in global operation since 1982.
The organisation’s main task is to provide satellite-based services for maritime communication, and to improve
distress and safety services. INMARSAT has expanded, and today they also offer services for mobile land-based
users and aeronautical users. The services available from INMARSAT system :
• INMARSAT C .
Distress communications - Keyboard entry .
Telex
Electronic mail,
Ship-to-shore fax,
Maritime safety messages - including weather.
Data transmission to, and from, ships group
transmission to specified groups of ships .
• INMARSAT M .
Distress communications - voice,
Telephone calls,
Facsimile ,
Data ,
Group call via voice, data or facsimile .
The INMARSAT satellite communications system covers the world from 70° North to 70° South, providing
communications services via the satellite and terrestrial land lines from anywhere on the globe to any other part of the
world .
The INMARSAT system comprises :
• The shipboard equipment :

- Mobile Earth Station ( MES ),
- Ship Earth Station ( SES ) .
• Four Satellite regions :
• Shore-based satellite stations :
- Coast Earth Stations (CES) ,
- Land Earth Station ( LES ) .
• One Network Coordination station ( NCS ) in each ocean region.
• INMARSAT headquarters in London .
The four satellite regions.
For details of the service provided by CES see table on the next page
The "heart" of the system is the NETWORK CONTROL CENTRE (NCC) located at INMARSAT headquarters in
London. Operating 24 hours a day, it monitors, coordinates and controls the operational activities of all the satellites
in the network.
The NCC also arranges the communicating of the ship earth stations upon application from the ship owner. At present
there are FOUR Satellites (plus standby satellites) and 31 Land based stations (LES or CES), each CES has access to
one or two satellites .
The range of services available depends upon the equipment provided at the terminal installation which, in turn, will
reflect the requirements of the particular ship, or owner .
INMARSAT CES and Services .

View of the Satellite in geostationary orbit
INMARSAT C communications networks use the same satellites and, in general, the same CES.
The basic differences between to two systems are that INMARSAT B (which provides a high quality telephone
service) requires a high gain steerable antenna whereas the INMARSAT C system (limited to data transmission)
requires only a small fixed antenna and is a much less expensive installation . A complete INMARSAT C installation
may weigh less than 12 Kg .
6.2 The Space Segment .
The satellites are identified by the primary ocean area which they serve. The current FOUR satellites are positioned
over the equator at:
• Atlantic ocean Region-East - 15.5° West

• Atlantic ocean Region-West - 55.5° West
• Pacific Ocean Region - 180.0° East
• Indian Ocean Region - 64.5° East .
Coverage of the satellites is 'line of sight' and being in a geostationary orbit the satellites provide continuous
coverage, at 0° elevation, from 76°N to 76°S, normally a 5°elevation is required for reliable communication.
It is a requirement that the antenna should 'see' the satellite, intervening ship structure can degrade the signal to the
extent of total loss of the signal if significant parts of the superstructure intrude into the signal path.
The radio signal bands used by the satellite are :
SES - Satellite - L-Band

CES via satellite to NCS - C-Band .
When operational, but in the idle state, the SES will always be monitoring a Common signalling Channel, initial
contact with the NCS is made on this channel, operational channels will be allocated by the NCS to both SES and
CES - this activity is transparent to the shipboard operator as control of the transmitter and receiver frequencies is
carried out from the earth stations via the satellite .
Each satellite has one NCS and a number of CES, the mobile station ship indicates in the initial contact with NCS
the required CES and the NCS allocates the channels for use by both the SES and CES - thereafter the CES acts as
the gateway into the national/international telecommunications network .
The international telecommunications language is ENGLISH (this includes Distress) .
6.3 Coast Earth Stations ( CES ).
The term CES is included in the generic category LAND EARTH STATION (LES), which applies to earth stations
used for either maritime or land-based communication. It is the system name given to the INMARSAT earth stations,
located in different countries throughout the world, through which ship-earth stations can route their traffic. Each
CES acts as the communication gateway between the INMARSAT network and the International Telecommunication
Network.
At present there are 31 CES in existence world-wide. These are owned and operated by the respective countries'
public telecommunication authorities. A typical CES consists of a parabolic dish antenna with a diameter from 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 on 1.6 GHz, and reception on 1.5 GHz
(L-band) of network control signals. As a minimum, each CES provides distress, telex and telephone services.
6.4 Network Coordination Station .
Network Coordinating Station (NCS) .There are 4 NCS controlling and monitoring all of the telephone and telex
channels between the SES and the CES in their own ocean region.
6.5 Ship Earth Station .
SES are now more commonly referred to as Mobile Earth Station ( MES ) since aircraft and land-mobile users also
access the INMARSAT system .
Ship Earth Stations shall always monitor the Common Signalling Channel ( TDM0 ) in order to receive and transmit
channel assignments. A second Common Signalling Channel ( TDM1 ) available in all four ocean regions, was
introduced in July 93.
This second channel, TDMI, will improve access time, particularly during peak hours.
SESs with an even forth digit in their main IMN (INMARSAT Mobile Number) shall monitor TDM0.
SESs with an odd fourth digit in their main IMM, shall monitor TDM1.
The illustration shows the INMARSAT network.
Chapter 7.
7.1 Ship Earth Station ( SES ).

INMARSAT B, C, Fleet 77, M, Mini M, Fleet 33, 55, FBB.
All SESs are assigned an INMARSAT Mobile Number ( IMN ), as an identity number.
7.2 Distress Communication .
The Distress, Urgency and Safety services are provided to aid the safety of life at sea, and should be used in strict
accordance with the ITU Radio Regulations. Calls and messages should only be transmitted on the authority of the
master or the person responsible for the ship.
Telex mode should be used to avoid any misunderstandings that might arise from misinterpreted voice
communications. The English language must be used for all distress communications.
Distress priority .
The INMARSAT system, gives distress calls priority 3. This priority should only be used for:
• Making a distress call by telex or telephone (Mayday) ;

• Making a call by telex or telephone when life is in imminent danger.
NOTE . Some CESs will automatically route all calls directly to an associated RCC, with others it is necessary to dial
(telephone) or type in (telex) the required RCC number.

CESs in the USA will provide operator intercept and assistance for distress message handling if the dialling is
incomplete.
Furthermore, the NCS in your Ocean Region will intercept the call if you have incorrectly specified a CES (e.g.
selected a CES not operating in your Ocean Region) or direct the call to an associated RCC.
When contact is established, the distress message must be transmitted as follows, in compliance with ITU Radio
Regulations :
• The distress signal MAYDAY for telephone/telex ;

• The name, call sign or other identification of the vessel ;
• The position in latitude and longitude ;
• The nature of distress ;
• Type of assistance required ;
• Any other information which might help the rescue authorities .
7.4 Urgency and Safety priority .
Medical advice, medical assistance and maritime assistance can be obtained from some CESs by using the two-digit
codes for these services.
Medical Advice .
When using the two-digit code 32, some CESs will automatically connect the call to a local hospital so that advice
may be quickly obtained.
Medical Assistance .
When using the two-digit code 38, some of the CESs will connect the calls directly to associated RCCs so they can be
dealt with immediately.
This code should only be used when immediate medical assistance, such as the evacuation of a sick or injured person,
is required.
Maritime Assistance .
When using the two-digit code 39, some CESs will connect the call directly to associated RCCs.
This code should only be used when immediate assistance is required for such things as steering gear failure, man
overboard, oil pollution etc.
Code Service Remarks
00 Automatic International Calls using IDD (International Direct Dial) Codes

11 International Operator Information from the International Operator in the Country within
which the CES is located .
International Information about subscribers located in countries other than that in
12 Information which the CES is located.
National Operator To obtain assistance in connection to subscribers within the country
13 in which the CES is located .
14 National Operator Information about subscribers within the country in which the CES
is located .
34 Person to Person Calls Via the Operator .
35 Collect Call Via the Operator .
36 Credit Card Call Via the operator to charge a call to a credit or charge card .
Time and Charges 37 inserted BEFORE 00 (automatic) to obtain time and charge of a
37 call - advice either by call-back from operator or a short Telex
message .
31 Maritime Enquiries Special enquiries regarding ship location. Authorisation etc. .
32 Medical Advice When available CES will connect directly to local hospital, medical

practitioner etc.
33 Technical assistance Technical staff at CES will normally offer assistance .
Medical Assistance URGENT medical assistance - to evacuate an injured person or
38 obtain the services of a doctor on board the vessel.
39 Maritime Assistance Maritime assistance e.g. requires a tow. Oil pollution, other
assistance
42 Navigational Hazards For transmission to an authority of Navigational Hazards
43 Ship position reports MVER etc.
NOTE the intervention of an operator will increase the cost of a call. Other services are available - see up to date
lists as the facilities are constantly being upgraded .
Establishing a Telephone Call via Satellite .
To set up a telephone call via satellite is a two stage operations :
Setting up a communication channel via the satellite to the CES.
Establishing communications from CES to the subscriber using the national, or international, telephone network .
1. To establish communication with the CES via the satellite :
- Select routine priority,and channel type (01 - normally used for telephone communication and 02 - for voice band
DATA services);
- Select the CES station as appropriate to your position and the subscriber ashore. Each Coast Earth Station has an
allocated ID number, use this ID to initiate the call - Method depends upon the equipment used .
e.g. Goonhilly (UK) via AOR -W satellite ID is 02 ,

Elk (Norway) via AOR-E satellite ID is 04 ,
Jeddah (Saudi Arabia) via IOR satellite ID is 13 .
Within about 12 seconds the CES should have completed the channel assignment and 'handshaking' checks. The 'dial
tone' will be received (GA+ for Telex)
Setting up the link from the CES to the subscriber :
On receipt of the dial tone (PTS tone) from the CES compose the subscribers number .
Service Code + Country Code + Subscriber number + End Number Code ( # ) .
The Service code is the 2-digit code.
The Country Code will be replaced by a Maritime Access Code for Ship-to-Ship calls .
The Maritime access Codes for ships in each ocean region are; 870, Telephone
Ship-to-Ship calls . Telex
The Maritime access codes are ; 580 &
AOE-E 581 ;
AOR-W 584 ;
POR 582 ;
IOR 583 .

Chapter 8.
INMARSAT C SATELLITE COMMUNICATIONS SYSTEM .
8.1 Introduction .
The INMARSAT C system was introduced in 1990. This system provides low-cost global communication, using a
small lightweight terminal. The system also provides a wide range of communication services, including two-way
store-and-forward messaging, distress alerting, EGC broadcasting and data reporting, polling and SCADA.
The INMARSAT C system also complies with the GMDSS, which is becoming a mandatory requirement for many
vessels.
The total number of INMARSAT C terminals in use today exceeds 5000, and is growing rapidly. INMARSAT
expects the final numbers to exceed 50,000 units.
8.2 System operation .
The INMARSAT C system provides text and data communication to and from ships via the INMARSAT satellite
system. This system is based on digital technology, which means that anything that can be encoded into digital data,
whether it be text typed in, numeric data read from instruments, or other information in digital form, can be
transmitted and received by the system. The basic technique used for sending a message via INMARSAT C is called
store-and-forward messaging. This means that the messages to or from ships are received and stored at the CES
before being automatically transmitted to a ship or to a telex/data/facsimile subscriber. There is no direct connection
between the ship and the called subscriber.
The message is encoded and sent in a series of data packets to an INMARSAT C CES. The CES acts as an interface
between the satellite link and the national/international telecommunication network.
The CES stores the message briefly before forwarding it. The time a ship-to-shore or shore-to-ship message requires
from being transmitted to being received at its final destination, is typically 3-6 minutes. If the CES receives any
errors in the datapaks, it signals back to the SES to retransmit the packets in question, and the procedure repeats itself
until the CES has received the complete message without the errors.
8.3 INMARSAT C Services.
Distress and Safety .
Distress priority messages can be sent and routed automatically to the nearest RCC which will take the necessary
action to inform Rescue services and other ships and aircraft in your vicinity .
Using the SES you can make two different types of Distress Call .
Distress Alert .
Contains limited information about the vessel in distress. Some of the information is obtainable from on board
sensors, other information is inserted manually :
• SES IMN - automatic entry by SES ;
• CES Identity - select nearest CES ;
• Ship position - automatically or manually ;
• Date and Time - automatically or manually ;
• Nature of Distress - enter one of the option :
- Unspecified ,
- Fire / Explosion ,
- Flooding ,
- Collision ,
- Grounding ,
- Listing ,
- Sinking ,
- Disable and Adrift ,
- Abandoning ship ,
- Assistance required .
• Ships course - automatically or manually ;
• Ships speed - automatically or manually .
If you do not receive acknowledgement within 5 minutes, repeat the Distress Alert .
Distress Priority Message .

Allows you to send a complete text message giving details of the emergency and help you required .
The message should contain similar information to the Distress Alert.
• Set the Priority to Distress ;
• Select the nearest CES ;
• Confirm that you want to send a Distress Priority message ;
• Wait for acknowledgement from CES .
If you do not receive acknowledgement within 5 minutes - send the message again .
Store-and-forward Messaging Services .
Telex Messages .
Messages can be sent to and from any telex terminal connected to the national and international telex network .
Electronic Mail .
E-mail can be sent to and from any computer terminal which is connected to the national and international PSDNs
and PSTNs .
Ship-to-shore fax .
Messages can be sent from your ship to a fax terminal connected to the national and international telephone networks.
Fax messages can not be sent in the direction shore-to-ship at present .
Ship-to-ship .
Data can be sent between INMARSAT A and INMARSAT C terminals on other ships within the four ocean regions .
Enhanced Group Call .
INMARSAT C MESs may have EGS receive facilities enabling the reception of broadcasts to selected ships , or
areas .
Basic concept of the EGC system.
A - Selected ships , B - Fleet , C - Area , D - Flag ,E - All ships
The system gives ships access to different warnings, forecasts, shore-to-ship distress alerts, news and other necessary
information. In addition to covering the mid-ocean areas, the EGC system can offer automatic services in coastal
waters where it may not be possible to establish the NAVTEX service. A special feature of this system is the
possibility of directing a call to a given geographical area. The area can be defined as a NAVAREA, a weather
forecast area, or may be uniquely defined. This feature of the EGC system is useful for such things as local storm
warnings, or shore-to-ship alerts, regarding which it is inappropriate to alert all ships in an ocean region.
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, SESs within an ocean region.
The following types of message are broadcasted via the EGC SafetyNet :
• Navigational warnings ;
• Meteorological warnings ;
• Weather forecasts ;
• Shore-to-ship distress alerts ;
• Important messages in general .
The FleetNet Service .

The FleetNet service allows an Information Provider such as a shipping company or government to broadcast
information such as company news, or government information to selected SESs belonging to a closed network.
To receive a FleetNet message, a SES must have downloaded the appropriate ENID code, and be synchronised to the
appropriate NCS Common Channel. (ENID - EGC Network Identification)
Different types of messages which may be broadcasted via the EGC FleetNet:
• News ;
• National or government information ;
• Information to a group of ships e.g. ships belonging to one company.
Data Reporting , Polling and SCADA . (Supervisory Control and Data Acquisition )
Data reporting allows the SES to send short data reports collected from instruments, or input manually, to an
operational centre for analysis. The number of INMARSAT C CESs which support data reporting and the related
application of SCADA, is limited. As the system develops, however, 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..
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.
Value-added services are E-mail services, or routing arrangements provided 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.
INMARSAT C two-digit service codes .
Code Service accessed
00 Automatically connected calls

31 Maritime enquires
32 Request for medical advice
33 Request for technical assistance
37 Advice of time and charges for a call

38 Request for medical assistance
39 Request for maritime assistance
42 Sending weather danger and navigational reports
43 Position reports to shore authorities
8.4 INMARSAT C Equipment .
The installations consist of an omnidirectional antenna placed above deck. The antenna must be mounted as high and
free as possible to 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 Computer (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.
8.5 The INMARSAT C system .
Any of the following devices may be land-based subscribers connected via the national or international
telecommunication network:
• a telex connected to the international telex network ;
• a computer connected to the international data networks (PSDN) or the x.25 or x.400 networks ;
• a computer connected to the international telephone networks (PSTN - public switched telephone
network) ;
• a facsimile terminal connected to PSTN land lines. (The SES can send a message to a shore-based fax
terminal, but the INMARSAT C system does not allow a shore- based fax terminal to send messages directly to a
SES) ;
• dedicated equipment such as data processing systems.
8.6 INMARSAT Mobile Number .
An INMARSAT Mobile Number is the number assigned by the National Routing Organisation 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 4XX XXX XXX .
8.7 Network Coordinating Stations ( NCS ) .
The NCS transmits continuously on the NCS Common Channel - this channel has several INMARSAT C functions ,
two of which are :
• Sending EGS messages to SES ;

• Sending Polling or Control Commands to a SES .
For this functions to be carried out correctly it is necessary for the SES to LOG IN to the NCS for the Satellite Ocean
region in which the vessel is operating .
Network Control Centre ( NCC ) .

The INMARSAT NCC is situated in London and control the loading on the ENTIRE Satellite network , to achieve
this there is a world-wide telecommunications network between NCC and the NCSs in each of the four regions .
Satellite Control Centre ( SCC ) .

The SCC is also located in London and has the function of ‘house keeping’ the satellites in the network - station
keeping , telemetry , tracking and command .
8.8 LOGGING IN to the NCS in your Ocean Region .
Once a SES had been commissioned successfully it is possible to access the INMARSAT C services , however the
receiver on the SES must be synchronised to the NCS Common Channel and the SES Logged In to its Ocean Region .
Instruction for Logging In will be given in the equipment handbook. Once logged in SES normally remain Logged on
for the period of time they are in a specific Ocean Region . However if it is necessary to switch off the SES ( e,g, to
save on power consumption ) the SES should Log Off with the NCS . Similarly, if moving from one Ocean Region to
another it will be necessary to Log In to the new Ocean Region NCS and of course select a new CES for your
communications .
Remember - always LOG-OUT before switching off .
8.9 How to send a store-and-forward message from a SES to a destination via the international
telecommunication networks .
Telex .
Telex country code + national telex number.

Telex (ITA2) or 5-bits packed, based on the 5-bit code generally used for telex messages.
ASCII (IA5), based on 7-bit code, is generally used for sending text messages to a computer or fax terminal.
DATA, 8-bit code, binary DATA over PSDN landlines .
Facsimile .
Telephone country code + the fax terminal's national telephone number .

Select the transmission type as FAX, and the format ASCII (7-bit).
Computer on PSTN-landlines .
Telephone country code + the computer's national telephone number.

Select the transmission type as PSTN and the format ASCII (7-bit) or DATA, depending on whether the message to
be sent comprises of text or binary encoded data.
Computer on international PSDN (X-25) landlines .
The international dialling number ( X.25 address ), also known as the NUA ( Network User Address ), or DNIC (Data
Network Identification Code).
Select transmission type as PSDN (X.25) and format ASCII or DATA.
To another SES .
Telex ocean region access code + IMN (INMARSAT Mobile Number).
8.10 INMARSAT C telex service abbreviated codes.
ABS Absent subscriber. The mobile terminal is not logged-in to the ocean region.
ACB Access berred.
ADR Addressee refuses to accept message.
ANU Deleted. The message has not been delivered within an hour and is therefore deleted.
ATD Attempting to deliver the message.

BK Message aborted.Is used when a fax or PSTN-connection is cleared abnormally.
BUS Busy.
CCD Call cut or disconnected.
CI Conversation impossible.
CIE The CES ran out of processing / communications capacity to process your message.
CNS Call not started.
DTE Data terminal equipment. Used when an X.25 subscriber has cleared the connection during the call attempt.
ERR Error.
FAU Faulty.
FMT Format error.
FSA Fast select acceptance not subscribed.
IAB Invalid answerback from destination.
IAM Was unable to process the address information in the following message.
IDS Invalid data from ship.
IDT Input data time-out.
IFR Invalid facility request.
IMS Message size is invalid , 7932 characters maximum.
IND Incompatible destination.
INH Was unable to establish the type of message from the following header.
INV Invalid.
ISR Invalid ship request.
LDE Maximum acceptable message length or duration has been exceeded.
LEF Local equipment failure.
LPE Local procedure error.
MBB Message broken by higher priority.
MCC Message channel congestion.
MCF Message channel failure.
MKO Message killed by operator.
MSO Machine switched off.
NA Correspondence with this subscriber is not admitted.
NAL No address line is present.

NC No circuit.
NCH Subscriber’s number has been changed.
NDA There was no delivery attempted.
NFA No final answerback.
NIA No initial answerback.
NOB No obtainable.
NOC No connection.
NP No party.The called party is not , or is no longer , a subscriber.
NTC Network congestion.
OAB Operator aborted.
OCC Subscriber is occupied.
OOO Out of order.
PAD Packet assembler / disassembler.
PRC Premature clearing.
PRF Protocol failure.
RCA Reverse charging acceptance not subscribed.
REF There was a failure in the remote equipment.
RLE Resource limit exceeded.
RPE Remote procedure error.
RPO RPOA out of order.
SCC Call completed successfully.
SHE SES hardware error.
SNF The satellite network has failed.
SPE SES protocol error.
SUC Test results being delivered.
TBY Trunks busy.
TGR TDM group reset.
TIM Time-out.
TMD Too many destinations.
UNK Unknown. Is used when no other failure codes are suitable.
WFA Wrong final answerback.

WIA Wrong initial answerback.
Chapter 9.
TELEX OVER RADIO .
9.1 Introduction .
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 international telex network.
The abbreviation NBDP often used in radio terminology. It stands for Narrow Band Direct Printing .
9.2 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

Modern telex equipment usually consists of a keyboard connected to a screen (e.g. a lap-top PC), a hard copy printer,
a modem, a transmitter and a receiver. The system allows messages to be edited and stored.
9.3 The Modem .
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 ;
• 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.
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.
• 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 .
9.4 Modulation .
In maritime communications the upper side band (USE) is used for all kinds of communication.
A voice channel (telephony) is modulated in the frequency range from 300 Hz up to 3000 Hz.
On a telex channel, the centre frequency is placed in the middle of the upper side band at 1500 Hz.
The method of modulation used by radio telex called Frequency Shift Keying ( FSK ).
The technical term in use is F1B .This term is used in the ITU publication "List of Coast Stations'' to characterise 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 MARK and the SPACE frequency.
Modulation on radio telex. Mark and Space frequency
When studying the figure above , one can see that the frequencies F1 and F2 are equally spaced from the Fa
frequency, which is known as the ASSIGNED FREQUENCY .
The assigned frequency is normally located 1500 Hz over the carrier frequency ( Fc ) .
In some equipment the assigned frequency can be 1700 Hz, or 1900 Hz over the carrier frequency.
In modern 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 ( F1B ) is concerned, the frequencies listed in the channel list or in the "List of Coast Stations"
are always the assigned frequency.
9.5 Telex frequencies .

All radio telex frequencies quoted in this book are the assigned frequencies. Operators should refer to equipment
manufacturer's operating instructions to determine if an offset of 1.5 kHz, 1.7 kHz or 1.9 kHz should be subtracted
from transmitter and receiver assigned frequencies before attempting to receive or send telex signals.
More modern microprocessor controlled transceivers might automatically apply this offset when "telex" mode is
selected.
Note - The modem offset frequency in most common use is 1.7 kHz.
Telex Frequencies .
490 kHz .
After fun implementation of GMDSS 490 kHz will be used exclusively for the transmission by coast stations of
meteorological and navigational warnings and urgent information to ships by means of telex.
518 kHz .
In the MF maritime mobile service 518 kHz is used exclusively for the transmission by coast stations of
meteorological and navigational warnings and urgent information to ships by telex (international NAVTEX system) .
2174.5 kHz .
Exclusively reserved for distress and safety traffic using telex in MF band. It should be used for ship-to-ship on-scene
communications in FEC mode .
4209.5 kHz .
In the HF maritime mobile service 4 209.5 kHz is used exclusively for the transmission by coast stations of
meteorological and navigational warnings and urgent information to ships by NAVTEX type transmission.
4177.5 kHz; 6268 kHz; 8376.5 kHz; 12520 kHz; 16695 kHz .
In the HF maritime mobile bands these frequencies are reserved exclusively for distress and safety using telex.
4210 kHz; 6314 kHz; 8416.5 kHz; 12579 kHz; 16806.5 kHz; 22376 kHz; 26100.5kHz.
In the HF maritime mobile bands these frequencies are reserved exclusively for the transmission by coast stations of
maritime safety information by telex in FEC mode.
Distress Frequencies .
All ship stations using telex shall be able to send and receive on the frequency designated for distress and safety
traffic in the band in which they are operating .
Frequency protection .
Any emission capable of causing harmful interference to distress, alarm, urgency or safety communications on any of
the telex frequencies listed in the preceding sections is prohibited.
9.6 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 Repetition 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 Mark and Space. 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 recognised, all
blocks must have the proportion of 4 to 3 between Mark and Space. If the block is approved (3 characters), the ARQ
will transmit a recognition to the transmitting station, and the next block will be transmitted. When an error is
received, the ARQ will ask for repetition. On radio telex it is possible to repeat a block up to 32 times.
The table below shows that every character consists of 4Bs and 3Ys, where B is the highest transmitted frequency
(MARK), and Y is the lowest transmitted frequency (SPACE).
Traffic Information Signals

Letters Figures International Code MTK2 7 unit TOR-code
1 A - ZZAAA BBBYYYB
2 B ? ZAAZZ YBYYBBB
3 C : AZZZA BYBBBYY
4 D WRU ZAAZA BBYYBYB
5 E 3 ZAAAA YBBYBYB
6 F ZAZZA BBYBBYY
7 G AZAZZ BYBYBBY
8 H AAZAZ BYYBYBB
9 I 8 AZZAA BYBBYYB
10 J BELL ZZAZA BBBYBYY
11 K ( ZZZZA YBBBBYY
12 L ) AZAAZ BYBYYBB
13 M . AAZZZ BYYBBBY
14 N , AAZZA BYYBBYB
15 O 9 AAAZZ BYYYBBB
16 P 0 AZZAZ BYBBYBY
17 Q 1 ZZZAZ YBBBYBY
18 R 4 AZAZA BYBYBYB
19 S ‘ ZAZAA BBYBYYB
20 T 5 AAAAZ YYBYBBB
21 U 7 ZZZAA YBBBYYB
22 V = AZZZZ YYBBBBY
23 W 2 ZZAAZ BBBYYBY
24 X / ZAZZZ YBYBBBY
25 Y 6 ZAZAZ BBYBYBY
26 Z + ZAAAZ BBYYYBB
27 Carriage Return AAAZA YYYBBBB
28 Line feed AZAAA YYBBYBB
29 Letter shift ZZZZZ YBYBBYB
30 Figure shift ZZAZZ YBBYBBY
31 Space AAZAA YYBBBYB
32 Unperformed Tape AAAAA YBYBYBB
Service Information Signals
Mode A ( ARQ ) Emitted signal Mode B (broadcast)
Control signal 1 BYBYYBB
Control signal 2 YBYBYBB
Control signal 3 BYYBBYB
Idle time b BBYYBBY Idle signal (sel.)
Idle time a BBBBYYY Phasing signal 1 (a)
Signal repetition ( RQ ) YBBYYBB Phasing signal 2 (l)
9.7 Forward Error Correction .
Broadcasting is another way of transmitting radio telex communications. This system is used for distress
communication, NAVTEX, traffic lists, news bulletins etc. Error correction is achieved by using FEC . Every
character is transmitted twice, with an interval of 280 milliseconds between the direct and the repeated transmission.
If the character is received garbled, it will be printed out as a star, or only a space, at the receiving station. In
selective-FEC, the transmitted signals are ceded, thus allowing only the called station to receive the signals correctly.
Below is an example of a NAVTEX message received in FEC mode. Garbled characters are printed out as a star.
zczc GA89
WZ1254
KLAIPED* RADIO WR N1*/9*
BALTIC S*A .APPRO*CHE* TO KLAIP*DA .
FISHING NE*S IN POSITIONS.
5*-41N 2*-05E ,5*-44 N 2*-07E
DANGER*OUS FOR NAVI*GATION
NNNN

9.8 Selective FEC .
One additional system is provided for . This is Selective FEC ( SELFEC ) which is similar in operation to the normal
FEC ( i.e. a one-way blind transmission ) but is pre-fixed by a selective call which can only be decoded with that
identity . This allows for messages to be transmitted blind to a ship working hazardous cargo or in a port where
transmission is prohibited .No other station will copy the traffic .
9.9 Telex answerback .
To ensure that an operator has been connected to the correct coast radio station, ship station, or telex subscriber
ashore it is normal to exchange answerbacks at the commencement of a telex link.
Each telex installation has a unique answerback to identify itself and this is programmed into the equipment. When,
for example, the automatic radio telex facility controlled by Portishead radio is accessed, the following answerback
will be received :
3220 AUTO G
Where: 3220 - Portishead radio's selcall number;

AUTO - indicates that the automatic telex facility has
been accessed ;
G - indicates the country ( U.K. ) .
A ship's answerback might be :
55254 HBLF X
Where: 47579 - indicates the ship's selcall number ;

GFCV - the ship's international callsign;
X - indicates that it is a maritime mobile station.
Telex subscribers ashore have answerbacks which include their telex number followed by a short word or group of
letters indicating the name of the company or organisation and finally the country identifier e.g.
987321 LLOYDS G.
9.10 Procedure for initiating a Radio Telex call .
Refer to ITU List of Coast Stations for particulars of coast station telex frequencies.
Decide which telex channel to use by tuning the receiver to the coast station transmit frequencies. (Some coast
stations emit channel free signals followed by their callsign in Morse.) If strong signals are heard the operator can
presume that the coast station will hear the call .
If certain that the channel is free-key in the selcall number of the receiving station, tune the transmitter to the
appropriate paired ship station transmit frequency and start the call in ARQ mode .
If the call is heard a response will be received e.g. when contacting Portishead Radio "3220 AUTO G" will appear on
the monitor and/or printer.
Key in the code for the service required e.g. DIRTLXI2345 + .
When connected to the distant subscriber, exchange answerback

codes, then proceed to exchange traffic .
When finished with that subscriber send KKKK which disconnects the circuit. A date and time group will be issued,
followed by duration of the call and the invitation to proceed with the next call or telex facility (GA+). Note, this
does not break the radio link with the coast station .
When all traffic has been completed sending BRK+ breaks the radio link with the coast station and the telex
equipment should be switched back to the "Standby" condition immediately, otherwise that telex channel will be
blocked and prevent other users from accessing it.

9.11 List of Abbreviations as used in Automatic Radio Telex system.
ABS Subscriber absent - i.e. subscriber equipment switched off or faulty.
AMEND Change previous watchkeeping instructions given in a FREQ+ message.
ANUL Delete.
AMV Ship's position report which is routed to USCG, New York.
BRK Break (terminate) radio circuit.
BK I cat off.
CANCEL Used to cancel previous watchkeeping instructions in a FREQ+ message.
CFM Please confirm / I confirm .
CI Conversation impossible.
COL Collation please / I collate .
CRV Do you receive well ? / I receive well.
DER Out of order-if telex subscriber equipment fails to respond to WRU request
DF You are in communication with the called subscriber.
DIRTLX Request for direct connection to a specific telex subscriber. All overseas numbers are to be
preceded with 0 followed by the telex country code and then the subscriber's number e.g.
DIRTLXO2312345
where : 0 - requests international call,

23 - requests USA country code
12345 - the subscriber's number.
MED Instantly connects you with manual assistance point a Coast Radio Station when you require medical
assistance at sea.
MOM Please wait.
MSG If Coast Radio Station has telex traffic for own ship the words TRAFFK HELD, GA+? will be received. To
obtain that traffic the operator should key MSG + and the traffic will automatically be sent.
NA Correspondence not admitted.
NC No circuit.
NCH Subscriber’s number has been changed.
NI No line identification available.
NP Telex number not connected.
NR Number.

OBS Ship's weather report which is automatically routed to Meteorological Office Bracknell.
OCC Telex number engaged.
OK Indicates FREQ+ instructions accepted by computer.
OPR Connects ship to an operator at Coast Radio Station for assistance of a general nature e.g. if a telex message
is to be sent to a country not having direct dialling facilities.
POS Voluntary reporting of ship's position which is stored and used to improve safety of life at sea.
R Received.
RAP I shall call you back.
RPT Repeat / I repeat.
RSBA Retransmission still being attempted.
RTL Radio Telex Letter which is received at the coast station by radio telex and then sent to the destination by
first class post within the United Kingdom or elsewhere in the world. This is an inexpensive way of sending a
message ashore. An RTL should always be in the following format:
• ship's name/callsign date and time of banding in;

• RTL;
• name of addressee;
• full Postal Address including post code and country if necessary;
• text;
• KKKK.
STS Ship-to-ship telex facility. Key in STS24521+ where 24512 is the selcall number of the ship to which you
wish to send traffic.
SVC To send unpaid service information to Portishead Radio, e.g. to acknowledge receipt of a SELFEC
broadcast.
SVP Please.
TAX What is charge ? / The charge is … .
THRU You are in communication with a telex position.
TLX… Where the subscriber's number should be inserted in place of the dots. Request for store and forward facility.
Own ship's telex message will be electronically stored at Coast Radio Station . At some later time it will be sent to
the telex subscriber's number. This facility is useful if the distant telex machine is unmanned or temporarily not
available (e.g. engaged). If the message cannot be sent within 24 hours a service message will be received cancelling
the original telex message.
TRAFFIC Telex traffic on hand for own ship at Coast Radio Station .
URG Instantly connects ship with manual assistance point at Coast Radio Station when urgent assistance regarding
safety of life at sea is required .
W Words.
WRU Who are you ?
XXXXX Error.
+? Means over. It places the other station in the transmit mode and puts own station in receive mode.

Chapter 10 .
NAVTEX .
10.1 Introduction .
The Global Maritime Distress and Safety System makes specific requirements 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).
10.2 The NAVTEX System .
NAVTEX (NAVigational TelEX) is an international telex system and is one of the most important elements of the
GMDSS. The system makes it possible for ships sailing in coastal waters to receive safety messages at distances of up
to 400 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 518 kHz.
The system uses only one single frequency. To avoid mutual interference, both limited transmitter power and
frequency time-sharing is required. Careful coordination of broadcast schedules is imperative, and gives room for up
to 24 stations in one NAVAREA. These 24 stations are divided into 4 groups consisting of 6 transmitting stations.
Every group is 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.
10.3 NAVAREAs .
There are 21 of different NAVAREA areas. The NAVTEX stations are geographically separated (A-Z), and the
stations have their own "hours of duty". Within the different NAVAREAs, every NAVTEX station has its own
identification character. This character is always a part of the preamble to the message.
10.4 The NAVTEX Message .
The dedicated NAVTEX receiver has the ability to select which messages are to be printed out according to:
• A four-character technical code (BI,B2,B3,B4) which appears in the preamble of each message.
• Whether or not the particular message has already been printed.
Certain essential classes of safety information, such as navigational warnings, meteorological warnings and SAR
information are non-rejectable to ensure that ships using NAVTEX always receive the most important information.
B1 - the technical code which 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.
B2 - character identifies the different classes of messages, as identified below, in order that the user may reject those
which he does not require.
The subject indicators in use are:
A - Navigational warnings,*
B - Meteorological warnings,*
C - Ice reports ,
D - Search and Rescue Information,*
E - Meteorological forecasts,
F - Pilot service messages,
G - Decca messages,
H - Loran messages,
I - Omega messages,
J - Satnav messages,
Other electronic nav.aid messages,**
L - Navigational warnings - additional to letter A,***
V,W,X,Y - Special services - trial allocations for special
purposes e. g. NANTEX transmissions in
a national language ,
Z - No messages on hand.
Remarks : * - Cannot be rejected by the receiver.
** - Messages concerning radionavigation services.
*** - Should not be rejected by the receiver
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 B1 and subject class B2. The numbering starts
over again using the numbers of expired messages after number 99 has been assigned.
Categories B3 and B4's use of “OO” (zero) acts to ensure that, regardless of broadcasting station (B1) or whatever 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.
Type D messages (SAR-information) will always be numbered "00"
Example: NAVTEX preamble

ZCZC TA44
where : ZCZC - Start of message ;
T - Identification character coast station ;
A - Type of message ;
44 - Serial number .
10.5 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 preamble of the message has the same format as
required by international agreement. Frequencies allocated are 490 kHz and 4209.5 kHz.
10.6 EGS - SafetyNET Service .

To achieve complete coverage of ocean areas outside NAVTEX areas, MSI transmissions are sent via INMARSAT
EGC. The system provides the possibility of sending MSI messages to all ships within a certain area. The EGC
system is described in the chapter covering INMARSAT C.
10.7 High frequency MSI.
The GMDSS also allows the reception of MSI via HF telex. Warnings for the different NAVAREAs are transmitted
at fixed times and frequencies. The "List of Radiodetermination and Special Service Stations" provides transmission
times, frequencies and coast stations for the different NAVAREAs. Students should also study the "List of Coast
Stations", Annex II, Part C, which gives particulars of coast stations transmitting MSI messages to ships by means of
NBDP techniques.
In accordance with the GMDSS equipment requirements, ships are allowed to choose between HF radio-telex and the
INMARSAT EGG-system when it comes to the reception of MSI messages.
10.8 The NAVTEX receiver .
Newer NAVTEX receivers are very compact, and are equipped with a built-in hard copy printer. As a result of
modem 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.
Chapter 11 .
EMERGENCY RADIO BEACONS .
11.1 COSPAS - SARSAT System .
Introduction .
This is an international satellite aided search and rescue system designed to locate two types of distress beacons. The
system operates on frequency 406,025 MHz, and relics on low altitude satellites in near-polar orbits to provide global
coverage.
Basic concept of COSPAS / SARSAT system

LUT - Local User Terminal

RCC - Rescue Coordination Centre
MCC - Mission Control Centre
ELT - Emergency Locator Transmitter
PLB - Personal Locator Transmitter
SAR - Search and Rescue
EPIRB - Emergency Position Indicating Radio Beacon
The satellites can communicate with a network of earth stations known as Local User Terminals (LUTs), who can
pass distress alerts and location data to rescue authorities via Mission Control Centres (MCCs).
The SAR authorities receiving this information may be located at a Rescue Coordination Centre (RCC) or at a Search
and Rescue Point of Contact (SPOC) but in any event will have the facilities to implement rescue procedures.
The significance of the polar orbit is that as the earth rotates, the path of the orbiting satellite will pass over a
different part of the earth each time. Thus with only one satellite full earth coverage is obtained as there are two
separate rotations : the satellite with its polar north /south orbit and the earth's rotational spin west/east.
This unique coverage is exploited in the COSPAS-SARSAT system by having several satellites in polar orbits in
different orbital planes. Thus the time between satellite passes at any fixed point on earth is decreased compared to
the single satellite model. This reduces the notification time for a distress alert, i.e. the time interval between
activation of the EPIRB (its first transmission), and the reception of an alert message by the appropriate RCC. The
system thus provides a complete world-wide distress alert monitoring facility.
The three types of beacon used are:
• Emergency Position Indicating Radio beacon (EPIRB) used by ships;
• Emergency Locator Transmitters (ELT) used by aircraft;
• Personal Locator Beacons (PLB) used in various land operations.

When activated the beacons transmit a distress signal which is received by the orbiting satellite which relays the
signal back to an earth station. This station, the LUT, processes the received signal and then determines the beacon's
location. The LUT then alerts the RCC (via the MCC), enabling SAR operations to be implemented.
The overall system already has 57 LUTs in operation.
IMO have decided that float-free satellite EPIRBs will be a mandatory carriage requirement under GMDSS rules.
Transmissions from 406 MHz beacons contain identification codes and by using Doppler shift measurement
techniques the LUT can determine the beacon's location. Thus identity and position of beacons can be passed to the
RCC.
Mission Control Centres .
An mission control centres in the COSPAS-SARSAT system are interconnected using international telephone, telex
or data transmission networks. The primary function of each MCC is to:
• collect, store and sort data from LUTs and other MCCs;
• supply exchange of data within the system;
• provide RCCs or SPOCs with alert and location data;
• provide system information to the LUT.
To ensure the operational performance of the system, world-wide exercises are held occasionally.
Space segment .
The space segment of the system consists of a constellation of four satellites, two provided by COSPAS (called
Nadezhda) and two by SARSAT (called NOAA). All satellites are equipped with the necessary communication
equipment for operating at 406 MHz.
The satellites are launched into polar orbits, at an altitude of 850 kms to 1000 kms above the earth, and their "round-
trip" time is about 1 hour and 40 minutes. As the satellites orbit the earth, each satellite "views" a segment of the
earth 5000 km wide, giving a field of view about the size of a continent.
There are currently four satellites in full operation with two more in partial use and seven replacement satellites being
built .
11.2 COSPAS-SARSAT EPIRB .
The beacon consists of :
• digital logic unit,

• transmitter,
• antenna ,
• 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.

EPIRB with float-free bracket
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. This beacon have world wide coverage.
Transmission on 121.5 MHz .

The beacon transmits a continuous sweep-tone modulated signal, with radiated power of about 100 mW.
for homing signal.
Increased frequency stability and radiated power makes the 406 MHz EPIRB up to 10 times. The accuracy of location
of beacons by measurement of Doppler effect by LUTs is typically better than 5 km.
Activation of the Beacon .
The beacons can be activated in three different ways:
Manually. The seal must be broken, and the switch set to 'TRANSMIT' or "ON".
Automatically. When the release mechanism is submerged into water (1,5- 4 meter), the beacon will float free, and
start to transmit because of conduction between the sea water contacts.
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.
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 rules must be followed:
The EPIRB must be placed correctly in the bracket. If the EPIRB is of a type that needs to be switched on, the switch
must be set to the "ARMED" position.
In the event of mechanical damage (cracks in the paly-carbonate material), replacement is required.
If battery date has expired, replacement is required. (Do not try to change the battery yourself, as the unit must be
kept totally waterproof).
Check the marking of the beacon.The ship's callsign and MMSI number must be permanently marked on the beacon.
The beacon or the releasing mechanism must not be painted over.
Check the hydrostatic releaser if the releasing mechanism is fitted with one. Releaser life is usually 2 years.
Chapter 12 .
SART - SEARCH AND RESCUE RADAR TRANSPONDER .

12.1 Introduction .
The SART is a radar transponder designed for search and rescue operations, helping to localise life rafts and life boats
after damage at sea or shipwreck.
The SART is designed to be put on stand-by on the removal of a switch block, and to automatically respond only
when interrogated from a 9 GHz radar (x-band radar or 3 cm radar).
When activated by a radar, the SART transmits 12 swept frequency signals, 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.
12.2 Range performance .
The SART operates correctly when interrogated by navigational radars with an antenna height of 15 meters, at a
distance of at least 5 nautical miles.
When interrogated by airborne radars with peak power of at least 10 Kw and an altitude of 1000 m , 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.
12.3 Test procedure .
1. Set radar range from 6-12 nautical miles.

2. Observe the radar screen.
3. 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.
12.4 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.
Polarisation: - Horizontal.
Response signal: - 12 sweeps.
Output power: - Not less than 400 mW.
The SART must be permanently marked with make, type and serial number. The markings must also include
operation instructions, battery expire date and vessel identification. Basic concept of the SART .
Chapter 13.
POWER SUPPLIES .
13.1 Radio batteries .
Batteries for use in radio installations on board ships must be of sufficient quality to sustain environmental stress such
as vibrations and temperature changes.
The batteries must also sustain charging and discharging, as well as continuous voltage charging.
13.2 Lead batteries .

VRLA batteries are commonly further classified as:
Absorbed glass mat (AGM) battery

Gel battery ("gel cell")
An absorbed glass mat battery has the electrolyte absorbed in a fiber-glass mat separator. A gel cell has the
electrolyte mixed with silica dust to form an immobilized gel.
While these batteries are often colloquially called sealed lead–acid batteries, they always include a safety pressure
relief valve. As opposed to vented (also called flooded) batteries, a VRLA cannot spill its electrolyte if it is inverted.
Because AGM VRLA batteries use much less electrolyte (battery acid) than traditional lead–acid batteries, they are
sometimes called an "acid-starved" design.
The name "valve regulated" does not wholly describe the technology. These are really "recombinant" batteries, which
means that the oxygen evolved at the positive plates will largely recombine with the hydrogen ready to evolve on the
negative plates, creating water and preventing water loss.[1] The valve is a safety feature in case the rate of hydrogen
evolution becomes dangerously high. In flooded cells, the gases escape before they can recombine, so water must be
periodically added.
Construction
These batteries have a pressure relief valve which will activate when the battery is recharged at high voltage,
typically greater than 2.30 volts per cell. Valve activation allows some of the gas or electrolyte to escape, thus
decreasing the overall capacity of the battery. Rectangular cells may have valves set to operate as low as 1 or 2 psi;
round spiral cells, with metal external containers, can have valves set as high as 40 psi.[1]
The cell covers typically have gas diffusers built into them that allow safe dispersal of any excess hydrogen that may
be formed during overcharge. They are not permanently sealed, but are maintenance free. They can be oriented in
any manner, unlike normal lead–acid batteries, which must be kept upright to avoid acid spills and to keep the plates'
orientation vertical. Cells may be operated with the plates horizontal (pancake style), which may improve cycle life.
[1]
VRLA cells may be made of flat plates similar to a conventional flooded lead–acid battery, or may be made in a
spiral roll form to make cylindrical cells.
At high overcharge currents, electrolysis of water occurs, expelling hydrogen and oxygen gas through the battery's
valves. Care must be taken to prevent short circuits and rapid charging. Constant-voltage charging is the usual, most
efficient and fastest charging method for VRLA batteries, although other methods can be used.[1] VRLA batteries
may be continually "float" charged at around 2.35 volts per cell at 25 °C. Some designs can be fast charged (1 hour)
at high rates. Sustained charging at 2.7 V per cell will damage the cells. Constant-current overcharging at high rates
(rates faster than restoring the rated capacity in three hours) will exceed the capacity of the cell to recombine
hydrogen and oxygen.[1]
13.4 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).
Examples :
If we have a battery with a total capacity of 200 Ah, and the radio station consumes 20 amperes (A), this means that
the station can run for 10 hours.
Batteries coupled in series will increase their total voltage, but their capacity will remain the same. 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 capacity will increase.
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.
13.5 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 requirements: I hour.
• On ships without an emergency energy source, or with an emergency energy source which does not meet
the
capacity requirements: 6 hours.
Capacity requirements are calculated on the basis of the radio 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 I hour discharge time is approx. 50% of the capacity at 20 hours discharge time.
Chapter 14.
MARITIME MOBILE TRAFFIC CHARGES .
14.1 Radio telephone calls .
The charge for radio telephone calls consists of:
• Coast charge / land station charge - the charge for using the coast station involved in handling the traffic.
• Land line charge - the charge from the coast station to the subscriber.
• Charge for special services - like personal calls, collect calls, directory inquiries etc.
The coast charges differ with regard to the type of radio communication equipment in use, such as VHF, MF and HF.
The charges for 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 these currencies. This rate is fixed on a daily basis and is announced together
with the exchange rate of other currencies.
Example :
A radio telephone call from the URI / HBLF, to a subscriber in Hamburg Germany, lasting 5 minutes. The call has
taken place on HF via Nordeich Radio, Germany.
Charges:
You will find the charge for HF radiotelephone calls in part IV of the "List of Coast Stations".
Calculation:
Land station charge = 3 .0 SDK/min x 5 min = 15.00 SDR
Land line charge = 0.36 SDR/min x 5 min = 1.80 SDR
-----------------------------
TOTAL = 16.80 SDR
14.3 Radio telex on the MF and HF bands .
Radio telex on the MF and HF bands Telex messages are charged in the same way whether they are sent via Maritex
or other coast stations.
Example :

A radio telex message from the URI / HBLF to a telex subscriber in London, via Portishead Radio U.K.., sent on the
12 MHz band, duration 5.0 minutes.
Charges .
You can found in the "List of Coast Stations", part IV:
Calculation .
Land station charge = 5.0 min x 8.50 Gfr/min = 42.50 Gfr
Land line charge = 00.00 Gfr
-------------------------------
TOTAL = 36.55 Gfr
14.5 Telex via INMARSAT C .
The LES generally applies a SERVICE CHARGE for a store and forward telex per kilobit, or quarter of a kilobit.
1 kilobit -1024 bits

1/4 kilobit = 256 bits
On board the ship, the size of the message is given on the INMARSAT C screen as a number of bits or as a number of
characters/bytes.
The different units are defined as such:
1 character = 1 byte = 8 bits.

1 kilobit = 1024 bits = 128 bytes/characters.
To find out which method of calculation a LES is using, one must contact the LES Customer Service Point. (Ret.
INMARSAT C User's Manual).
As example we give calculation of the charges for user of “Station 12” satellite communication system .
Country codes for telephone and telex, including tariff band .
Destination Tariff Band Tel.Code Telex Code

Lithuania 2 370 539
Russia 2 7 64
Germany 1 49 41
and so on ….
Telex ( SDR / 256 bits ).
Mobile to fixed . Mobile to mobile .
1st 2nd Inmarst C to C (AOE-E, IOR, AOR-W) 0.19

address address
band 0 0.17 0.02 Inmarsat C to C ( POR ) 0.38
band 1 0.17 0.02 Inmarsat C to A 0.38
band 2 0.22 0.07 Inmarsat C to B 0.38
band 3 0.27 0.12 Inmarsat C to M 0.38
Fixed to mobile .
Public access from the Netherlands Access for registered users(all countries)
AOR-E, IOR, AOR-W 7.15 DLF AOR-E, IOR, AOR-W 0.19
POR 9.60 DLF
Example :

A standard 5 bits telex message store-and-forward to Lithuania via Burum LES, consisting of 100 characters.
Charges .
Lithuania - band 2 .
Conversion formula:
Charging blocks = number of characters x bits per character

256
Calculation .
100 characters x 5 bits x 0.22 = 0.429 SDR

256
Appendix II.
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 Repetition 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
DC - Direct Current
DCE - Data Circuit Termination Equipment
DNIC - Data Network Identification Code
DNID - Data reporting Network Identification code
DSC - Digital Selective Call
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 - Intentional Maritime Organisation
IOR - 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 Centre
MES - Mobile Earth Station
MF - Medium Frequency
MID - Maritime Identification Digit
MMSI - Maritime Mobile Service Identities
MRCC - Maritime Rescue Coordinating Centre
MSI - Maritime Safety Information
NAU - Network User Address
NBDP - Narrow Band Direct Printing
NCS - Network Coordinating Station
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 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 of Life at Sea
TX - Transmitter
TDM - Time Division Multiplex
USB - Upper Side Band
UTC - Universal Time Coordinated
VHF - Very High Frequency
Appendix II.
Extracts from Radioregulations.
1. Frequencies can be used in radiotelex communications. Ship-to-ship.

BANDS
4 MHz 6 MHz 8 MHz 12 MHz 16 MHz 18 MHz 22 MHz 25 MHz
Frequencies ( kHz )
4 202.5 6 300.5 8 396.5 12 560 16 785 18 893 22 352 25 193
4 203 6 301 8 397 12 560.5 16 785.5 18 893.5 22 352.5 25 193.5
4 203.5 6 301.5 8 397.5 12 561 16 786 18 894 22 353 25 194
4 204 6 302 8 398 12 561.5 16 786.5 18 894.5 22 353.5 25 194.5
4 204.5 6 302.5 8 398.5 12 562 16 787 18 895 22 354 25 195
4 205 6 303 8 399 12 562.5 16 787.5 18 895.5 22 354.5 25 195.5
4 205.5 6 303.5 8 399.5 12 563 16 788 18 896 22 355 25 196
4 206 6 304 8 400 12 563.5 16 788.5 18 896.5 22 355.5 25 196.5
4 206.5 6 304.5 8 400.5 12 564 16 789 18 897 22 356 25 197
4 207 6 305 8 401 12 564.5 16 789.5 18 897.5 22 356.5 25 197.5
6 305.5 8 401.5 12 565 16 790 18 898 22 357 25 198
6 304 8 402 12 565.5 16 790.5 22 357.5 25 198.5
6 304.5 8 402.5 12 566 16 791 22 358 25 199
6 305 8 403 12 566.5 16 791.5 22 358.5 25 199.5
6 305.5 8 403.5 12 567 16 792 22 359 25 200
6 306 8 404 12 567.5 16 792.5 22 359.5 25 200.5
6 306.5 8 404.5 12 568 16 793 22 360 25 201
6 307 8 405 12 568.5 16 793.5 22 360.5 25 201.5
6 307.5 8 405.5 12 569 16 794 22 361 25 202
6 308 8 406 12 569.5 16 794.5 22 361.5 25 202.5
6 308.5 8 406.5 12 570 16 795 22 362 25 203
6 309 8 407 12 570.5 16 795.5 22 362.5 25 203.5
6 309.5 8 407.5 12 571 16 796 22 363 25 204
6 310 8 408 12 571.5 16 796.5 22 363.5 25 204.5
6 310.5 8 408.5 12 572 16 797 22 364 25 205
6 311 8 409 12 572.5 16 797.5 22 364.5 25 205.5
6 311.5 8 409.5 12 573 16 798 22 365 25 206
8 410 12 573.5 16 798.5 22 365.5 25 206.5
8 410.5 12 574 16 799 22 366 25 207
8 411 12 574.5 16 799.5 22 367 25 207.5
8 411.5 12 575 16 800 22 367.5 25 208
8 412 12 575.5 16 800.5 22 368
8 412.5 12 576 16 801 22 368.5
8 413 12 576.5 16 801.5 22 369
8 413.5 16 802 22 369.5
8 414 16 802.5 22 370
16 803 22 370.5
16 803.5 22 371
16 804 22 371.5
22 372
22 372.5
22 373
22 373.5
2.Frequencies can be used in radiotelephone communications. Ship-to-ship.
BANDS
2MHz 4 MHz 6 MHz 8 MHz 12 MHz 16 MHz 18 MHz 22 MHz 25 MHz
Frequencies ( kHz )
2 048 4 146 6 224 8 294 12 353 16 528 18 825 22 159 25 100
4 149 6 227 8 297 12 356 16 531 18 828 22 162 25 103
6 230 12 359 16 534 18 831 22 165 25 106
12 362 16 537 18 834 22 168 25 109
12 365 16 540 18 837 22 171 25 112
16 543 18 840 22 174 25 115
16 546 18 843 22 177 25 118



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Maritime Training Centre NOVIKONTAS

The D layer ………………………………………….………

Traffic report …………………………………….….……… 27

Urgency communications …………………………….……..…

The INMARSAT E EPIRB ……………………………………

Area AI - within range of shore-based VHF coast stations (20-30 miles);

UAB Jūrininkų Treniruočių Centras 6 Rev.02/02/2004

UAB Jūrininkų Treniruočių Centras 7 Rev.02/02/2004

SAR co-ordinating communications .

UAB Jūrininkų Treniruočių Centras 8 Rev.02/02/2004

Dissemination of Marine Safety Information .

1.3 Communications systems for use in the GMDSS .

Two types of shipborne equipment will be used for satellite communications:

 ship earth stations, approved by INMARSAT

UAB Jūrininkų Treniruočių Centras 9 Rev.02/02/2004

Communications for dissemination of Marine Safety Information

 area A1 ships will carry VHF equipment;

 area A2 ships will carry VHF and MF equipment;

 area A3 ships will carry VHF, MF and either HF or satellite equipment;

 area A4 ships will carry VHF, MF and HF equipment;

all area A2, A3 and A4 ships will carry a satellite EPIRB;

2.1 Radio Stations .

The ship stations .

The Coast Station.

 Up to 30 miles from the coast can be covered by VHF.

MF - Medium Frequency. -The band of frequencies between 300 kHz up to 3 MHz.

HF - High Frequency. -The band of frequencies between 3 MHz up to 30 MHz.

 the VHF service area is defined as 'Sea area AI'

Land Earth Station ( LES ).

Mobile Earth Station ( MES ).

UAB Jūrininkų Treniruočių Centras 12 Rev.02/02/2004

In the context of GMDSS:

Pilot and Port stations .

Maritime Rescue Coordination Centre .

2.2 Types of communications .

Distress , Urgency and Safety Communications .

Marine radio communications are organised with an order of priority.

Port Operations Service .

2.3 Frequencies and Frequency Bands .

The concept of frequencies .

UAB Jūrininkų Treniruočių Centras 14 Rev.02/02/2004

The relationship between 'frequency' and 'wavelength'.

The relationship between 'wavelength' and 'frequency' is given by the expression;

wavelength [metres] = Velocity of Propagation

The wavelength of a transmission on 500 kHz (500,000 Hz) would be,

300,000,000 = 600 metres

Radio frequencies are usually quoted in terms of 'kilo-Hertz', 'Mega-Hertz' etc.

1 kilo-Hertz [kHz] = 1,000 Hz

Very Low Frequency ( VLF ) 3 kHz - 30 kHz

2..4 Radio Waves .

Propagation of Radio Waves .

The Ionised Layers .

UAB Jūrininkų Treniruočių Centras 16 Rev.02/02/2004

E and D layers F1 layer F2 Layer

The Types of Propagated Waves .

UAB Jūrininkų Treniruočių Centras 17 Rev.02/02/2004

Skip Zone and Skip Distance .

Propagation of VHF and UHF signals .

The radio horizon of an antenna is given by the formula :

where Dt = the radio horizon distance in nautical miles,

UAB Jūrininkų Treniruočių Centras 18 Rev.02/02/2004

Tropospheric Scatter propagation .

2.5 Modes of Communication .

Narrow Band Direct Printing .