MarCom Final Reviewer

01. Which of the following is a system of GMDSS designed for automatic station calling and
distress alerting used
by ships and coast stations in the MF, HF and VHF maritime communication bands?
a. Digital Selective Calling
b. International Maritime Satellite Vessel and Safety Reporting System
c. Global Maritime Mutual-Assistance and Safety Reporting System
d. International Maritime Distress and Safety Reporting System
02. When shall the GMDSS distress alert be sent from the ship carrying a radio station?
a. Upon the opinion of the watch officer c. Upon the authority
of the Chief Officer
b. Upon the order of the ship owner d. Upon the authority
of the Master
03. Which of the following DSC distress alerts in the GMDSS is used to alert Rescue
Coordination Centers (RCCs)
via coast stations(CES) that ship is in distress ?
a. Ship-to-Ship Distress alert c. Ship-to- Satellite
Distress alert
b. Ship-to-Shore Distress alert d. Shore-to-Ship Distress
alert
04. What system is used where distress alerts are sent through the satellite operating in the
GMDSS’s general
communication channels like Inmarsat-C with absolute priority?
a. Sailing Plan c. Satellite Distress
alerting
b. Position Report d. Deviation Report, and
Arrival Report
05. Which of the following initiates a shore-to-ship distress alert relay after the receipt of a
Ship-to-Shore Distress
alerts recently sent via a satellite?
a. Coast Guard station c. Ship Earth station
b. Rescue Coordination Center(RCC) d. AMVER
Headquarters, NY, USA
06. Which of the following is the correct meaning of acknowledging the distress alerts as
soon as possible by the
coast station or RCC?
a. It indicates to the ship in distress that distress alert has been received and SAR
authorities are informed
b. It indicates to the ship in distress that distress relay is routed to the RCC
c. It indicates to the ship in distress that her position and nature of distress have been
noted only
d. It indicates to the ship in distress that other ships in the vicinity have been informed
for assistance
07. A digital distress that contains information about the nature of distress is known as:
a. Assigned distress alert c. Undesignated distress
alert
b. Designated distress alert d. Unassigned distress alert
08. The internationally-agreed channel for digital messaging on the medium frequency band
is:
a. 156.525 MHz b. 2182 kHz c. 156.800 MHz d. 2187.5
kHz
09. The frequency ______ is used for ship-to-ship alerting and, if within sea area A1, for ship-
to-shore alerting.A

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 a.156.525 MHz b. 2187.5 kHz c. 156.800 MHz d.
2182 kHz
10. Which of the following frequencies shall you not use for distress & safety alerts/calls via
DSC equipment?
a. 6312 kHz b. 156.00Mhz c. 4207.5 kHz d.
2187.5 kHz
11. The primary international NAVTEX frequency for the transmission by coast stations of
Maritime Safety
Informations (MSIs) by Narrow Band Direct Printing is:
a. 156.18 kHz b. 500 kHz c. 518 MHz d.
518 kHz
12. A type of maritime EPIRB whose distress alerting signals are relayed via Inmarsat satellites
is:
a. Inmarsat-E EPIRB c. 121.5 MHz EPIRB
b. 406 MHz satellite EPIRB d. 156.800 MHz EPIRB
13. Which of the following is not an important component of the distress message?
a. Position, Vessel’s Identity, Nature of distress, and kind of assistance required
b. Weather and Sea states, and meteorological visibility
c. Number of crew remaining on board and the number of seriously injured
d. Last and Next Port of Calls
14. The “Piracy/Armed Robbery Attack” falls on which of the following categories for all
classes of DSC
equipment?
a. Urgency Message b. Distress Message c. Safety Message
d. AMVER Message
15. When pirates boarded your vessel unnoticed, the alarm signal should be made through
Inmarsat using_____
“Piracy/Armed Robbery Attack” message along with the ship’s position.
a. Inmarsat-C b. Inmarsat-B c. Inmarsat-M d.
Inmarsat-E
16. Which of the following is a digital return transmission that halts a distress broadcast and
switches all DSC
radios to the voice calling channel?
a. Mayday Message Alert Acknowledgement c. DSC Distress Alert
Acknowledgement
b. Ship-to-Ship Distress Acknowledgement d. Shore-to-Ship Distress
Acknowledgement

17. You received an Urgency Call on VHF Channel 70. On what frequency shall you listen for
the complete
messages?
a. 156.300 MHz c. 156.600 MHz
b. 156.800 MHz d. 156.525 MHz
18. Which of the following is allocated as the GMDSS Digital selective Calling frequency?
a. 156.525 kHz b. 2182 kHz c. 156.800 MHz d. 156.525
MHz
19. How will you initiate the cancellation of the false distress alert via VHF radiotelephony?
I. Switch off the transmitter immediately
II. Switch equipment On and set to Chan. 16
III. Make broadcast to “All stations”, giving the ship’s name, call sign and MMSI number
and cancel the
false distress alert
a. II, I, and III b. I, II, and III c. III, II, and I d. II, III, and I

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20. When using the MF radiotelephony equipment for the cancellation of false distress alert
transmitted by MF
DSC, what frequency shall you set on after switching it off for broadcasting?
a. 2182 kHz b. 156.800 MHz c. 156.300 MHz d. 500 kHz
21. You received DSC Distress alert on Chan. 70 or 2187.5 kHz in sea areas A1 or A2. What
action are you
going to do?
I. Tune VHF transceiver to Chan. 16 and MF transceiver to 2182 kHz
II. Log information and inform the master
III. Wait for up to 3 minutes for a coast station to acknowledge by DSC on Chan. 70 or
2187.5 kHz
IV. Acknowledge by R/T on Chan. 16 or 2182 kHz as appropriate
a. IV, III, II, & I b. I, III, IV, & II c. I, II, III, & IV d. II, I, III, &
IV
22. When using the VHF radiotelephony equipment for the cancellation of false distress alert
transmitted by VHF
DSC, what frequency shall you set on after switching it off for broadcasting?
a. 2182 kHz b. 156.800 MHz c. 156.300 MHz d. 500 kHz
23. Which of the following is the correct frequency to set the radio equipment if the false
alert has been
detected during transmission while in sea area A2?
a. 2182 kHz b. 156.800 MHz c. 2187 MHz d. 500 kHz
24. What scenario occurs when the navigator contacted immediately the nearest coast
station/CES or RCC and
cancelled the transmitted false distress alert?
a. False distress alert transmitted by EPIRB c. False distress alert transmitted by
VHF DSC
b. False distress alert transmitted by MF DSC d. False distress alert transmitted by
HF DSC
25. Which of the following types of communication in the maritime mobile service consists of
all messages
relating to the immediate assistance required by the ship in distress including Search and
Rescue
communications and on-scene communications?
a. Distress, Urgency, and Safety Communications traffic c. Public
Correspondence
b. Port Operations Service d.
On-board Communications
26. The SafetyNET messages through the Inmarsat-C SafetyNET system can be received by
which of the
following?
a. Navtex receiver c. Enhance Group Call
receiver
b. FleetNet receiver d. DSC receiver
27. The downlink frequency of COSPAS-SARSAT satellite in sending the transmission/signal it
had picked up
from the activated EPIRB to the Local User Transmitter(LUT) is:
a. 1544.5 MHz b. 1455.5 MHz c.1554.5 MHz d. 1454.5
MHz
28. When your ship sails beyond the Navtex coverage, what subsystem of GMDSS can be
utilized to promulgate an
automated service to receive Maritime Safety Informations (MSIs)?
a. Navtex Sysrtem b. VTS/ATS System c. SafetyNet System
d. AMVER System

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29. You sent a HF DSC alert on 8414.5 kHz. What frequency shall you use for the voice
transmission?
a. 4207.5 kHz b. 6312.5 kHz c. 8291 kHz
d. 12,577 kHz
30. How would you show the battery expiry date of an Emergency Position Indicating Radio
Beacon
(EPIRB)?
a. Just point the mouse to Battery Unit at the bottom of an EPIRB.
b. Just point the mouse to the Battery unit at the top of an EPIRB
c. Just point the mouse to the Equatorial ring at the side an EPIRB
d. Point the mouse to ON position, click & hold for 3seconds
31. How would you test an EPIRB?
I. First remove the mounting bracket by pointing the mouse to equatorial ring.
II. Click & hold for 3 seconds III. Point the mouse to TEST position. IV. Click & hold for
3seconds.
a. I, IV, III, & II b. III, II, I, & IV c. I, II, III, & IV d. I, III, II, & IV

32. How many seconds would it take for you to wait for the EPIRB to finish testing and its
mounting
bracket automatically goes back to its position?
a. 3 seconds b. 6 seconds b. 10 seconds d. 15
seconds
33. How would you activate an Emergency Position Indicating Radio Beacon (EPIRB)?
I. First remove the mounting bracket by pointing the mouse to equatorial ring.
II. Click & hold for 3seconds. III. Point the mouse to ON position. IV. Click & hold
for 3 secs.
a. III, II, I, & IV b. I, IV, III, & II c. I, II, III, & IV d. I, III, II,
& IV
34. Which of the following refers to the distress alerts, navigational warnings, meteorological
warnings
and forecasts and other important safety information for ships?
a. Maritime Safety Information(MSI) c. Safety Information
b. Navigational Information d. Safety Warnings
35. What refers to short range system for transmission of navigational and meteorological
warnings to
ships by Narrow Band Direct Printing (NBDP) formerly known as “telex over radio”?
a. SART b. NAVTEX c. EPIRB d. Fleet 77
36. On which frequency does an EPIRB transmit?
a. 156.8 MHz b. 9 GHz c. 406 MHz d. 518 KHz
37. What is a radar transponder (SART)?
a. A radar transponder is a portable transmitter/receiver
b. A radar transponder is a transmitter/receiver permanently fitted on the ship
c. A SART is a 3 cm radar
d. A SART is a 10 cm radar
38. How long is the stand-by time of a SART after it has been turned on?
a. 5 hours b. 8 hours c. 96 hours d. 48 hours
39. Which of the channels mentioned below would normally be chosen for transmitting the
safety
message?
a. 6 b. 70 c. 5 d. 12
40. What is a NAV-AREA?
a. Subdivision of the waters for transmitting maritime safety information (MSI) c.
Warning area

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 b. Sea areas with dense traffic d. C: Ship's planned
route
41. What does it mean to transmit a DISTRESS RELAY ALERT?
a. That you have activated your EPIRB
b. To transmit a DSC distress alarm for another ship
c. To transmit a DSC distress alarm
d. A transmission that you can make if your own ship is not sinking fast
42. How would you send a distress alert without “Nature of Distress” (undesignated distress
alerting) using a
VHF DSC equipment?
a. Click and hold the distress button for 5 seconds to transmit the alert.
b. Click the distress button once only
c. Click distress button once, select nature of distress, and click & hold the distress
button for 5 seconds
d. Select nature of distress, and click & hold the red button once
43. How would you use the VHF DSC to transmit distress alert with “Nature of Distress”?
I. Click distress button once III. Click & hold the distress button for 5
seconds
II. Select Nature of Distress
a. II, I, III b. I, II, and III c. III, II, and I d. III, I, and II
44. How would you use the VHF DSC to transmit distress alert with Nature of Distress & with
Distress Message
using the MENU?
I. Press “MENU”; Select “DSC Call”, Press “OK”; Select “Emergency”, Press “OK”;
II. Select “Compose Distress”, Press “OK”; Select “Nature of Distress”, Press “OK”
III. Lift the cover of “Distress Button”, Press Button for 5 seconds
IV. When acknowledged, Click “Handset” & Click “PTT button” to transmit Distress
Message & Hang Up
a. I, II, III, and IV b. II, I, IV, and III c. IV, III, I, and II d. III, I, II, and IV
45. How to send “Distress Relay Alert” with “Distress Relay Message”?
I. Press “MENU”; Select “DSC Call”, Select “Emergency”, Select “Compose Relay”, Select
“Distress Relay”;
II. Select “All Ships”, Key in MMSI No. if not, Select “UNKNOWN, Press “OK”; Select
“Nature of Distress”;
III. Key in position of vessel in distress; if not, Select “UNKNOWN, Press “OK”, Key in “Time”
of distress if
known, if not, Select “OK”; Click “OK”/SEND
IV. Click “Handset”, Press “PTT” to transmit Distress Relay Message & “Hang Up”
a. IV, I, III, and II b. III, IV, II, and I c. I, III, II, and IV d. I, II, III, and IV
46. How would you transmit VHF DSC Urgency or Safety Alert?
I. Press “MENU”, Select “DSC Call”, Press “OK”; Select “Emergency”, Press “OK”
II. Select “Compose Safety’ or “Urgency, Press “OK”; Select “All Ships”, Press “OK”;
III. Select “Working Chan. 16 in Radiotelephony”; Press OK/ACCEPT to send;
IV. Lift “Handset”, Transmit Urgency or Safety Message & “Hang Up”
a. IV, I, III, and II b. I, II, III, and IV c. III, IV, II, and I d. I, III, II, and IV
47. How to initiate distress alert using your MF/HF DSC with Nature of Distress?
I. Press “MENU’, Select “DSC Call”, Press “OK”, Select “Distress”, Press “OK”, Select
“Alert”, Press “OK”;
II. Select “SSB TEL”, Press “OK”, Select “Nature of Distress”, Select “Frequency 2187 kHz”,
Press “OK”;
III. Press “Distress Button” for 3 seconds to transmit the distress alert and wait for the
Acknowledgement
a. I, II, III, and IV b. III, IV, II, and I c. IV, I, III, and II d. I, III, II, and IV
48. The basic technique used for sending a message via Inmarsat-C is called:

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 a. 2-digit code messaging c. Store-and-forward
messaging
b. Automatic dialing-up message d. High-speed data transmission
49. Acknowledgement of a DSC distress alert by use of DSC is normally made by:
a. All stations in the maritime service c. Coast Station
b. Any station which heard the distress alert d. RCC only
50. What part of the satellite EPIRB may function as a visual aid to rescue vessels?
a. A 406 MHz signal from a satellite EPIRB c. A 121.5 MHz emergency
transmitter
b. Loud beeping tone d. Strobe light
51. What is the transmitting range of most NAVTEX stations?
a. It is typically from 50-100 NM c. It is limited to about 30 NM.
b. Typically from 200-400 NM. d. Typically upward of 1,000
NM.
52. How should a signal from a Search and Rescue Radar Transponder appear on a radar
display?
a. A series of equally spaced dashes c. A series of 12 equally spaced dots
b. A series of 20 dots d. A series of spirals from the range &
bearing of SART
53. At what point does a SART begin transmitting?
a. It must be manually activated
b. If it has been placed on a “ON” position, it will respond when interrogated by a 9GHz
radar signal
c. It immediately starts radiating signal when in “ON” position
d. It will only start transmitting when in water.
54. If a ship sinks, which of the following devices is designed to float free of the mother ship, is
turned
on automatically and transmits a distress signal?
a. EPIRB on 121.5 MHz/243 MHz or 406.025 MHz c. Bridge-to-Bridge
transmitter
b. EPIRB on 2182 kHz and 405.6 kHz d. Auto Alarm keyer
55. Which of the following shipboard equipment is used for locating Search and Rescue
Transponder (SART)?
a. 3 cm (GHz) radar b. EPIRB c. 10 cm (3 GHz) radar
d. AIS receiver
56. What refers to a system in the GMDSS to broadcast MSI (SafetyNET) and routine/ public
correspondence
(FleetNET) anywhere in the Inmarsat coverage area, via the Inmarsat satellite system?
a. NAVTEX c. Enhanced Group
Calling (EGC)
b. SafetyNET d. FleetNET
57. How would you cancel a False Distress Alert?
I. Press “Menu“(the one on the bottom of the screen) for 5 seconds to cancel the
alert.
II. Click any part of the Handset to HOOK OFF.
III. Click the PTT 3x to transmit the Distress Alert CANCELLATION message.
IV. Click any part of the Handset to HOOK ON or HANG UP.
a. I,III,II, & IV b. IV,I,II, & III c. III,I,IV,& II d. I,II,III, & IV
58. How would you make a Routine Alert with working channel (Ship to Ship calling) via VHF
DSC?
I. Press “MENU” and confirm by the “OK” button.
II. Select DSC Call, Press “OK” button
III. Select Station Call, Press “Ok”, and key in MMSI no. Example 258123000
IV. Key in Working channel Ex. Ch 02. 04, 06… and press “OK/Send” button
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 a. I, II, III, & IV b. I, III, II, & IV c. III,I,II, & IV d. II,III, IV, & I
59. How to make a VHF /DSC Self-Test?
I. Press “Menu” button II. Select “Self test” –then
press OK button
III. Select “DSC”- then press OK button IV. Press “OK”again – to
complete the self test
a. I,III,II, & IV b. IV,I,II, & III c. III,I,IV,& II d. I,II,III, &
IV
60. How would you make a distress call, distress message, distress relay message , or distress
cancellation
message via an INMARSAT F?
I. Press “Distress Button” for 5 Seconds II. Select Vizada or Stratos by using arrow
Up/Down key
III. Press Hand Set
a. III, II, & I b. II, III, & I c. I, II, & III d. I,III, & II

61. Which of the following refers to the supply of electrical energy sufficient to operate the
radio installation for
the purpose of conducting distress and safety communications in the event of failure of
the ship’s main and
emergency sources of electrical power?
a. Stored Source of Energy c. Reserve Source of Energy
b. Excess Source of Energy d. Surplus Source of Energy
62. How would you characterize the Reserve Source of Energy under the GMDSS?
a. It must be independent of the ship’s electrical system
b. It supplies independent HF and MF installations at the same time
c. It can be independent of the propelling power of the ship
d. It can be incorporated into the ship’s electrical system

63. Which of the following is the provision requiring ships to have available supply of
electrical energy
sufficient to operate the radio installations, and to charge any batteries used as part of a
reserve source of
energy at all times while at sea?
a. SOLAS Chap. V, Reg. 12 c. SOLAS Chap. V, Reg. 10
b. SOLAS Chap. IV, Reg. 13 d. SOLAS Chap. III, Reg. 11
64. Most of the radio installation on board is individually fused to protect the equipment and
the operator in the
event of fault. How shall the operator observe the safety procedures when replacing the
blown fuses?
I. Switch off the power supply before taking a fuse out.
II. Test the taken out fuse to determine whether it needs replacement or not.
III. Ensure that the replacement fuse must have the correct current rate
a. II, III, and I c. I,II, and III
b. II, and III only d. I, and II only
65. The emergency source of energy shall be capable to supply the radio equipment for a
period of 36 hours in
passengers ships and for a period of how many hours in cargo ships?
a.10 hours b. 20 hours c. 18 hours d. 24 hours
66. Which of the following is not a category of certificates for personnel of ship stations using
the GMDSS
frequencies and techniques prescribed in the Radio Regulations(Article S47, Section II)?
a. The 1st-Class General Operator’s Certificate c. The Restricted
Operator’s Certificate
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 b. The 1st–Class and 2nd-Class Radio Electronic Certificates d. The General
Operator’s Certificate
67. What document is carried on ship station that record the summary of communications
relating to distress,
urgency, and safety traffic, a reference to service incidents, and if the ship’s rules permit,
the position
of the ship at least once a day?
a. Rough Log b. Deck Log c. Radio Log d. Distress, Urgency,and
Safety Log
68. It is a class of Radiation Hazard posing a danger to personnel from the absorption of
electromagnetic
energy by the human body.
a. Hazard of Electromagnetic Radiation to Personnel (HERP) c. Radiation
Hazards
b. Radio Frequency Danger d. Radiation
69. Which of the following is not included in the results of excessive levels of exposure to radio
frequency
radiation or radiation hazards?
a. Involuntary muscle contractions (electrostimulation) c. Electrical
shocks/burns
b. Excessive heating to tissues (thermal damage) d. Cardiac arrest
70. What regulation of Chapter IV, SOLAS 1974 lists down the additional duties of the officer
on radio
communication equipment during a watch?
a. Regulation 12 b. Regulation 13 c. Regulation 8 d.
Regulation 10

Lesson 11: Sub-system of Global Maritime Distress and Safety System (GMDSS)
Learning Outcomes:
State that the Global Maritime Distress and Safety System (GMDSS) is composed of several
"sub-system" which are coordinated through Rescue Coordination Centers (RCC) to provide
all the required functions needed to ensure safety at sea.
Describe the main sub-system of GMDSS.

Sub-system of Global Maritime Distress and Safety System (GMDSS)

The Global Maritime Distress and Safety System (GMDSS) is an international system which uses
improved terrestrial and satellite technology and ship-board radio systems. It ensures rapid
alerting of shore-based rescue and communications authorities in the event of an
emergency.

Cospas - Sarsat is an international satellite-based search and rescue system, established by

Canada, France, the United States, and Russia. These four countries jointly helped develop
the 406 MHz Emergency Position-Indicating Radio Beacon (EPIRB), an element of the GMDSS
designed to operate with Cospas - Sarsat system. These automatic-activating EPIRBs, now
required on SOLAS ships, commercial fishing vessels, and all passenger ships, are designed to
transmit to alert rescue coordination centers via the satellite system from anywhere in the
world. The original COSPAS/SARSAT system used polar orbiting satellites but in recent years
the system has been expanded to also include 4 geostationary satellites. Newest designs
incorporate GPS receivers to transmit highly accurate positions (within about 20 meters) of
the distress position. The original COSPAS/SARSAT satellites could calculate EPIRB position to
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within about 3 nautical miles (5.6 km) by using Doppler techniques. By the end of 2010 EPIRB
manufacturers may be offering AIS (automatic identification system) enabled beacons. The
serviceability of these items is checked monthly and annually and they have limited battery
shelf life, between two and five years using mostly lithium-type batteries. 406 MHz EPIRB's
transmit a registration number which is linked to a database of information about the vessel.

Inmarsat · Enhanced Group Calling (EGC) · Emergency position-indicating radio beacons

(EPIRBs) High frequency (HF) service · Digital Selective Calling (DSC) · Medium-range service ·
Short-range service · Radar transponders · NAVTEX · Radio personnel · World-Wide
Navigational Warning Service (WWNWS) Inmarsat.

The International Mobile Satellite Organization (Inmarsat) plays a crucial role in the GMDSS.
Over the years, advances in technology have enabled the organization to offer various
services to ship owners and other users. They include the following:

Inmarsat-A: The Inmarsat-A ship earth station consists of a parabolic antenna (or dish) which
is usually mounted on the ship's superstructure, while below deck there is telex and
telephone equipment and associated hardware.

Some ships may add computers and visual display units (VDUs) to the system. ·
Inmarsat-C:
Inmarsat-C does not provide for voice communications, but it does enable telex operations
and distress messages to be relayed in the same way. Its omnidirectional antenna has the
advantage of not having to be stabilized and its small size and low cost also makes Inmarsat-
C ideal for small craft, such as yachts and fishing vessels. It has been accepted as an
alternative to 19 Inmarsat - A or an HF radio installation for all SOLAS Convention ships
operating in GMDSS sea area A3.

Inmarsat-E:
This was announced in January 1997 and is also fully compliant with the GMDSS. It combines
the position determination of the Global Positioning System (GPS) with Inmarsat's own
technology, thereby greatly increasing the speed at which a distress alert can be delivered,
since no time is lost waiting for a satellite to appear over the horizon. The system includes
float-free and handheld EPIRBs. Enhanced group calling (EGC) Inmarsat offers enhanced
group calling (EGC).

The dedicated message processor and printer required can be added to a Inmarsat-A or -C
receiver or can stand alone, with a separate antenna. EGC enables messages to be sent to
a group of ships, rather than to all ships within range. Messages can be sent, for example, to
ships flying a particular flag, or ships in a given geographical area. They may be sent to one
ship - or all ships. An EGC receiver is small and relatively inexpensive and it is also simple to
operate. It has a keypad like a push-button telephone and a printer.

The message format is similar to that used for NAVTEX. The ability of EGC to be selective has
considerable advantages as far as safety is concerned. For example, it enables messages to
be sent to ships in the area nearest to a ship in distress or can enable the RCC to select the
fastest (or nearest) ships to respond to a distress call. No other ships would have to be

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inconvenienced. Inmarsat have developed two EGC services. The first, called Fleet NET, is a
commercial service and enables ship owners and others to send information to specific
ships. This is done by preceding the message by a special calling code and for additional
commercial security the message itself can be encoded. The second service, called Safety
NET, is the one that is of interest to the GMDSS. It enables ships on the high seas in areas not
covered by NAVTEX (which has a maximum range of about 500 nautical miles) to receive
NAVTEX-type information. It can also be used selectively, so that safety information can be
sent to ships in a particular area, rather than all ships. Safety NET EGC broadcasts are only
used by authorized services such as NAVAREA co-ordinators, meteorological offices, rescue
co-ordination centres and so on. Trials of the EGC system in 1987 proved highly successful,
with an error rate of close to zero. The trials also showed that receivers and antennas can be
produced that are cheap and small enough to be used on small craft of below 300 gross
tonnage, such as fishing boats. EGC is attractive as a means of distributing maritime safety
information.

Navtex is an international, automated system for instantly distributing maritime safety

information (MSI) which includes navigational warnings, weather forecasts and weather
warnings, search and rescue notices and similar information to ships. A small, low-cost and
self-contained "smart" printing radio receiver is installed on the bridge, or the place from
where the ship is navigated, and checks each incoming message to see if it has been
received during an earlier transmission, or if it is of a category of no interest to the ship's
master. The frequency of transmission of these messages is 518 kHz in English, while 490 kHz is
sometime used to broadcast in a local language. The messages are coded with a header
code identified by the using single letters of the alphabet to represent broadcasting stations,
type of messages, and followed by two figures indicating the serial number of the message.
For example: FA56 where F is the ID of the transmitting station, A indicates the message
category navigational warning, and 56 is the consecutive message number.

NAVTEX may never be provided in some coastal areas where broadcasts of MSI are too few
to justify the cost and is not be able to serve ocean areas which are out of range.

Safety NET fills in these "blanks" in the NAVTEX system. Emergency position-indicating radio
beacons (EPIRBs) These devices have been available for many years. They are designed to
provide an alert in the event of a sudden disaster: they can be fully automatic so that if a
ship sinks, the EPIRB will float free and automatically transmit a distress message. Others are
designed to be activated manually and, except when they are used as a second means of
alerting, are usually located in or close to survival craft. They will continue to transmit a signal
for at least 48 hours after the accident to enable search and rescue units to home in on the
signal. Under the GMDSS, satellite EPIRBs operate either on l.6 GHz (the Inmarsat frequency)
or the 406 MHz frequency used by the COSPAS -SARSAT system, which was established in l982
and consists of a number of polar-orbiting satellites which provide world-wide coverage.

The system, whose Secretariat is based at Inmarsat's London headquarters, enables distress
messages transmitted by EPIRBs carried by ships or aircraft to be positioned with a degree of
accuracy which enables SAR units to find the persons in distress as quickly as possible.

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In 1996, there were more than 125,000 beacons operating at 406 MHz (mostly EPIRBs) as well
as 550,000 beacons operating at 121.5 MHz (mostly aircraft ELTs or earth to land
transponders).

Both together contributed in saving more than 5,000 lives. The satellite system involves a
minimum of four polar orbiting satellites in low altitude polar orbit and there are currently 33
LUTs (local user terminals) or monitoring stations and 19 MCCs (mission control centres) which
ensure processing of distress alerts from 406 MHz beacons anywhere in the world. Because
the system's satellites are in a low polar orbit, there may be a delay in receiving the distress
message, unless the footprint 2 of the satellite is simultaneously in view of a monitoring station
(LUT). Worldwide coverage is only possible with satellite EPIRBs operating on 406 MHz as those
operating on the aeronautical emergency frequency 121.5 MHz or 243 MHz can only be
received when an LUT is within the satellite's footprint. Signals on 406 MHz are recorded on
the satellite and transmitted to an LUT as it comes within the satellite footprint*. Ships which
do not operate in area A4 may be equipped with EPIRBs operating at l.6 GHz (the L-band).
The advantage of L-band satellite EPIRBs is that they provide an instantaneous alert. The
disadvantage is that without additional circuitry they do not provide for position updating.
High frequency (HF) service Not all ships operating in area A3 are equipped with Inmarsat
ship earth stations. Those that are not can use HF radio communications as an alternative,
and even Inmarsat equipped ships need HF radio when out of Inmarsat range (COSPAS-
SARSAT is designed purely for EPIRB distress alerts, not two-way communications). Digital
selective calling (DSC) Distress alerting and safety calling on terrestrial frequencies (HF, MF
and VHF) is carried out by means of digital selective calling (DSC).

For distress and safety purposes a number of frequencies have been assigned. They are
2,l87.5 kHz in the MF band: 4,207.5 kHz, 6,312 kHz, 8,414.5 kHz, 12,577 kHz and 16,804.5 kHz in
the HF bands; and 156.525 MHz (Channel 70) in the VHF band.

The reason for the large number of frequencies in the HF band is that propagation
characteristics vary according to the geographical position and time of day and the choice
of a frequency will therefore depend on where and when the incident occurs.

HF ships keep watch on at least 8,414.5 kHz and also on the HF frequency most suited to the
area in which they are sailing. Watch may also be kept on all frequencies by means of a
scanning receiver.

DSC distress messages include such information as the identity of the caller (automatically),
the nature of the distress (it provides for nine different indicators ranging from fire or explosion
to abandoning ship); and the position of the ship and the time, both of which may be
automatically included in the message if the ship has position-fixing equipment and a
navigation interface. After the initial distress alert and acknowledgement, subsequent
communications are made by radiotelephony or narrow-band direct printing (NBDP) as
indicated in the distress message. Medium-range service A medium-range service is
provided using 2,187.5 kHz for DSC and 2,182 kHz for radiotelephony (the current
radiotelephone distress and calling frequency).

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This is used for SAR coordinating functions and on-scene communications, while 2,174.5 kHz is
used for distress and safety traffic by NBDP.

The 5l8 kHz frequency is used for NAVTEX messages. Short-range service Ships operating
within VHF range can use the DSC calling frequency, l56.525 MHz (Channel 70) for distress
alerts and safety calls, and l56.8 MHz (Channel l6) for radiotelephone distress and safety
traffic. 2 Footprint means the line of sight from the LUT to the satellite as it rises above the
horizon at the time when it has received sufficient information to enable the position of the
EPIRB to be calculated until it sets.

Survival craft radio equipment - Radar Transponders The GMDSS is designed to ensure that
help arrives with the minimum of delay. But in some cases it will be impossible to reach the
scene of an accident before the ship involved sinks. In such cases, the distress alert will have
been sent by the ship or automatically by the satellite EPIRB, and the survivors will have
embarked into survival craft.

The main difficulty facing rescuers is simply finding them. 21 One device which assists rescue
units to locate ships and survival craft by night or day in all weather conditions is the radar
transponder, which is activated by receiving a radar pulse. It then automatically sends out a
series of pulses which are displayed on the radar screen of the interrogating ship or aircraft.
This clearly identifies the transponder's position, making it much easier for SAR units to reach
the spot quickly.

Survival craft and ship transponders operating on 9 GHz are mandatory under the GMDSS.
NAVTEX All ships of 300 gross tonnage and above are required to carry a receiver, capable
of receiving international NAVTEX broadcasts in areas where these are provided. NAVTEX
became mandatory for all cargo ships of 300 gross tonnage and above and all passenger
ships under the GMDSS, on 1 August 1993. NAVTEX, which operates on 518 kHz, is the chief
means of transmitting short range maritime safety information (MSI) including navigational
warnings, meteorological forecasts and warnings, ice reports, search and rescue
information, pilot messages and details of changes to navigational aids. NAVTEX messages
are normally sent only in English using narrow-band direct printing (NBDP) and are received
on board the ship on a special printer - a great improvement on information circulated in
printed form, which can take days or even longer to reach ships. Many small ships do not
carry radiotelegraph equipment and a dedicated radio officer, so at present, receive MSI
by radiotelephone broadcasts on different frequencies at scheduled times. Broadcasts can
often be missed when other duties have to take priority.

The NAVTEX system was first tried out in Sweden in 1977, the year when the IMO Assembly
adopted the World-Wide Navigational Warning Service (WWNWS) as a means of
promulgating navigational and meteorological information. It was recognized at the start
that NBDP offered an excellent means of sending out this information. The fact that the
messages are in written form and can be studied at leisure is important, especially when the
recipients are not fluent in English. Another advantage is that information which is required
can be selected by the operator on the equipment, so that which is not needed, will not be
printed. However, important information which should be received by all ships will always be
printed.

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Although the receiving ship can be selective to some extent, and the receiver is
unattended, a ship cannot reject navigational and meteorological warnings and search
and rescue information. However, NAVTEX is not regarded primarily as a means of
transmitting distress information - under the GMDSS this is done on the distress and safety
frequencies. The early experiments with NAVTEX proved so successful that in 1979, countries
bordering the Baltic Sea established the first NAVTEX network. This was then extended to
NAVAREA I, which covers the sea areas off north western Europe.

A resolution adopted by the IMO Assembly in the same year recommended Administrations
to introduce NBDP broadcasts for promulgating navigational and meteorological warnings
to shipping as part of the WWNWS (World-Wide Navigational Warning System). Since then,
NAVTEX has spread to many other NAVAREAS and in 1987, it was formally adopted as a
component of the GMDSS by means of Assembly resolution A. 617(15). This invites
Governments to encourage the use of NAVTEX and provides information on how to
commence NAVTEX services. International NAVTEX messages are broadcast at fixed times
on 518 kHz in English. But in many areas there is interest in transmitting similar information in a
second language (for the benefit of local shipping, fishermen and so on).

Messages with a high degree of urgency affecting safety in specific sea areas may also be
transmitted in national languages on 518 kHz and in some areas messages are also sent out
on the 4 MHz frequencies. Although IMO's chief interest is the safety of ocean-going
merchant shipping, NAVTEX can also be of great value to smaller craft, such as private
yachts. The equipment required to receive NAVTEX messages is comparatively cheap - from
about £500 upwards - and it does not have to be permanently attended.

Radio personnel One important issue before IMO and ITU while developing GMDSS,
concerned the role of the radio officer under the GMDSS. Before GMDSS, ships required to
be fitted with radio-telegraphy equipment had to carry a radio officer trained in the use of
Morse Code.

The introduction of the GMDSS, however, meant the gradual phasing-out of Morse
radiotelegraphy in favour of direct-printing telegraphy ("TELEX" by radio). As a result, many
Governments maintained that there was no need to have a radio officer on board, since it
requires no special skills to use a radiotelephone or operate the other emergency equipment
that is required by the system. 22 Other Governments insisted that although a radio officer
may not be required, a radio specialist would still be needed to carry out on-board
maintenance and emergency repairs. A compromise between these two positions was
successfully achieved and the 1988 SOLAS amendments state that ships operating in areas
A1 and A2 must ensure the availability of equipment "by using such methods as duplication
of equipment, shore-based maintenance or at-sea electronic maintenance capability, or a
combination of these, as may be approved by the Administration". In areas A3 and A4 a
combination of at least two of these methods must be used.

Regulation l6 of SOLAS Chapter IV deals with radio personnel. This states that "every ship shall
carry personnel qualified for distress and safety radio communication purposes to the
satisfaction of the Administration. The personnel shall be holders of certificates specified in

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the radio regulations as appropriate, any one of whom shall be designated to have primary
responsibility for radio communications during distress incidents". The World-Wide
Navigational Warning Service (WWNWS). While the rapid transmission and reception of
distress messages is the most important task of radio at sea, it is essential that warnings be
given to ships on matters which can affect their safety. These include the establishment and
malfunction of lights, sound signals, buoys and other aids to navigation; the location of
wrecks and other hazards and the establishment of offshore structures. To ensure such
information is received by all ships likely to be affected by it, IMO and the International
Hydrographic Organization (IHO) established a World-Wide Navigational Warning Service
(WWNWS). This service was adopted by the IMO Assembly in l977 and a revised system was
adopted by the Assembly in l979. Under this system the world's oceans are divided into l6
areas (called NAVAREAs). The service includes arrangements for disseminating information
by regular radio broadcasts. The WWNWS now incorporates NAVTEX.

The following are some of the components of GMDSS:

Emergency position-indicating radio beacon (EPIRB)

Emergency Position Indicating Radio Beacon (EPIRB) is a device to alert search and rescue
services (SAR) in case of an emergency out at sea. It is tracking equipment that transmits a
signal on a specified band to locate a lifeboat, life raft, ship or people in distress.

AN EPIRB is a SECONDARY means of DISTRESS alerting which is to say that it comes later in the
hierarchy of alerting SAR authorities in case of distress. It is mandatory to carry one EPIRB on
every ship and two EPIRBS for all Registered ships (and other types of vessels).

Types of EPIRB

COSPAS-SARSAT –
EPIRBS under the COSPAS-SARSAT system work on the 406.025 MHz and 121.5 MHz band and
are applicable for all sea areas
INMARSAT E –
1.6 GHz band is the one which this EPIRB works on. These are applicable for sea areas A1, A2
and A3
VHF CH 70 –
This works on the 156.525 MHz band and are applicable for sea area A1 only

How Does an EPIRB Work?

The device contains two radio transmitters, a 5-watt one, and a 0.25-watt one, each
operating at 406 MHz, the standard international frequency typically signalling distress,
406MHz. The 5-watt radio transmitter is synchronised with a GOES weather satellite going
around the earth in a geosynchronous orbit.

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An EPIRB transmits signals to the satellite. The signal consists of an encrypted identification
number (all in digital code) which holds information such as the ship’s identification, date of
the event, the nature of distress and chiefly, the position.

Components of GMDSS

GMDSS consists of several systems, some of which are new, but many of which have been in
operation for many years. The system is intended to perform the following functions: (9
functional requirements)

1. Transmit ship - to - shore distress alerts (2 independent methods)

2. Receive shore - to - ship distress alerts

3. Ship - to - ship distress alerts

4. Rescue co-ordinating communications

5. On - scene communications

6. Signals for locating

7. Transmit and receive Maritime Safety Information (MSI)

8. General radio communications

9. Bridge- to -bridge communications

Recreational vessels do not need to comply with GMDSS radio carriage requirements, but
will increasingly use the Digital Selective Calling (DSC) VHF radios. Offshore vessels may elect
to equip themselves further. Vessels under 300 gross tonnage (GT)

The Global Maritime Distress and Safety System (GMDSS)

The SAR Convention has provided a global plan for carrying out SAR operations. What it
cannot do is to improve the communications which are so important in search and rescue
operations. That is where the GMDSS comes in. The GMDSS was introduced by means of
amendments to SOLAS which were adopted in 1988 and entered into force on 1 February
1992. It became fully operational on 1 February 1999. On that date, the Morse Code was
phased out and all passenger ships and all cargo ships of 300 gross tonnage and upwards
on 8 international voyages are now required to carry equipment designed to improve the
chances of rescue following an accident, including satellite emergency position indicating
radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the
ship or survival craft.

The Global Maritime Distress and Safety System (GMDSS) is an international system which uses
improved terrestrial and satellite technology and ship-board radio systems. It ensures rapid
alerting of shore-based rescue and communications authorities in the event of an

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emergency. In addition, the system alerts vessels in the immediate vicinity and provides
improved means of locating survivors.

GMDSS was developed through the International Maritime Organization (IMO) and
represents a significant change in the way maritime safety communications are conducted.
While it is mandatory for all ships subject to the International Convention for the Safety Of Life
At Sea (SOLAS) (cargo ships 300 gross tons or greater and all passenger vessels, on
international voyages), GMDSS will impact on all radio-equipped vessels, regardless of size.
The global implementation of GMDSS services became effective on February 1, 1999.

GMDSS was developed to SAVE LIVES by modernizing and enhancing the current radio-
communications system. By utilizing satellite and digital selective calling technology, GMDSS
provides a more effective distress alerting system. It improves the current system by:

---increasing the probability that an alert will be sent when a vessel is in distress;
---increasing the likelihood that the alert will be received;
---increasing the ability to locate survivors;
---improving rescue communications and coordination; and
---providing mariners with vital maritime safety information.

Basic Concept of the Global Maritime Distress Safety System

Although ship-to-ship alerting is still an important function in GMDSS, the emphasis is on two
way communications between ships and shore facilities. All GMDSS ships must be capable of
communicating with the shore and transmitting a distress alert by two different means. The
equipment carried by a GMDSS ship is therefore determined by its area of operation and the
availability of shore-based communications services.

There are four "Sea Areas" defined internationally in the GMDSS:

Sea Area A1-Within range of shore-based VHF DSC coast station (40 nautical miles)
Sea Area A2 -Within range of shore-based MF DSC coast station (excluding sea areas A1)
(150 nautical miles)
Sea Area A3-Within the coverage of an Inmarsat geostationary satellite (approximately 70°N
to 70°S) (excluding sea areas A1 & A2)
Sea Area A4-The remaining areas outside sea areas A1, A2 & A3 (polar regions)

The components of the GMDSS

This sections includes descriptions of the following:

Emergency position-indicating radio beacon (EPIRB)

Cospas - Sarsat is an international satellite-based search and rescue system, established by

Canada, France, the United States, and Russia. These four countries jointly helped develop
the 406 MHz Emergency Position-Indicating Radio Beacon (EPIRB), an element of the GMDSS
designed to operate with Cospas - Sarsat system. These automatic-activating EPIRBs, now

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required on SOLAS ships, commercial fishing vessels, and all passenger ships, are designed to
transmit to alert rescue coordination centers via the satellite system from anywhere in the
world. The original COSPAS/SARSAT system used polar orbiting satellites but in recent years
the system has been expanded to also include 4 geostationary satellites. Newest designs
incorporate GPS receivers to transmit highly accurate positions (within about 20 meters) of
the distress position. The original COSPAS/SARSAT satellites could calculate EPIRB position to
within about 3 nautical miles (5.6 km) by using Doppler techniques. By the end of 2010 EPIRB
manufacturers may be offering AIS (automatic identification system) enabled beacons. The
serviceability of these items is checked monthly and annually and they have limited battery
shelf life, between two and five years using mostly lithium-type batteries. 406 MHz EPIRB's
transmit a registration number which is linked to a database of information about the vessel.

Inmarsat · Enhanced Group Calling (EGC) · Emergency position-indicating radio beacons

(EPIRBs) High frequency (HF) service · Digital Selective Calling (DSC) · Medium-range service ·
Short-range service · Radar transponders · NAVTEX · Radio personnel · World-Wide
Navigational Warning Service (WWNWS) Inmarsat.

The International Mobile Satellite Organization (Inmarsat) plays a crucial role in the GMDSS.
Over the years, advances in technology have enabled the organization to offer various
services to ship owners and other users. They include the following:

Inmarsat-A: The Inmarsat-A ship earth station consists of a parabolic antenna (or dish) which
is usually mounted on the ship's superstructure, while below deck there is telex and
telephone equipment and associated hardware.

Some ships may add computers and visual display units (VDUs) to the system.

Inmarsat-C: Inmarsat-C does not provide for voice communications, but it does enable telex
operations and distress messages to be relayed in the same way. Its omnidirectional
antenna has the advantage of not having to be stabilized and its small size and low cost
also makes Inmarsat-C ideal for small craft, such as yachts and fishing vessels. It has been
accepted as an alternative to 19 Inmarsat - A or an HF radio installation for all SOLAS
Convention ships operating in GMDSS sea area A3.

Inmarsat-E: This was announced in January 1997 and is also fully compliant with the GMDSS. It
combines the position determination of the Global Positioning System (GPS) with Inmarsat's
own technology, thereby greatly increasing the speed at which a distress alert can be
delivered, since no time is lost waiting for a satellite to appear over the horizon. The system
includes float-free and handheld EPIRBs. Enhanced group calling (EGC) Inmarsat offers
enhanced group calling (EGC).

The dedicated message processor and printer required can be added to a Inmarsat-A or -C
receiver or can stand alone, with a separate antenna. EGC enables messages to be sent to
a group of ships, rather than to all ships within range. Messages can be sent, for example, to
ships flying a particular flag, or ships in a given geographical area. They may be sent to one
ship - or all ships. An EGC receiver is small and relatively inexpensive and it is also simple to
operate. It has a keypad like a push-button telephone and a printer.

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The message format is similar to that used for NAVTEX. The ability of EGC to be selective has
considerable advantages as far as safety is concerned. For example, it enables messages to
be sent to ships in the area nearest to a ship in distress or can enable the RCC to select the
fastest (or nearest) ships to respond to a distress call. No other ships would have to be
inconvenienced. Inmarsat have developed two EGC services. The first, called Fleet NET, is a
commercial service and enables ship owners and others to send information to specific
ships. This is done by preceding the message by a special calling code and for additional
commercial security the message itself can be encoded. The second service, called Safety
NET, is the one that is of interest to the GMDSS. It enables ships on the high seas in areas not
covered by NAVTEX (which has a maximum range of about 500 nautical miles) to receive
NAVTEX-type information. It can also be used selectively, so that safety information can be
sent to ships in a particular area, rather than all ships. Safety NET EGC broadcasts are only
used by authorized services such as NAVAREA co-ordinators, meteorological offices, rescue
co-ordination centres and so on. Trials of the EGC system in 1987 proved highly successful,
with an error rate of close to zero. The trials also showed that receivers and antennas can be
produced that are cheap and small enough to be used on small craft of below 300 gross
tonnage, such as fishing boats. EGC is attractive as a means of distributing maritime safety
information.

Navtex is an international, automated system for instantly distributing maritime safety

information (MSI) which includes navigational warnings, weather forecasts and weather
warnings, search and rescue notices and similar information to ships. A small, low-cost and
self-contained "smart" printing radio receiver is installed on the bridge, or the place from
where the ship is navigated, and checks each incoming message to see if it has been
received during an earlier transmission, or if it is of a category of no interest to the ship's
master. The frequency of transmission of these messages is 518 kHz in English, while 490 kHz is
sometime used to broadcast in a local language. The messages are coded with a header
code identified by the using single letters of the alphabet to represent broadcasting stations,
type of messages, and followed by two figures indicating the serial number of the message.
For example: FA56 where F is the ID of the transmitting station, A indicates the message
category navigational warning, and 56 is the consecutive message number.

NAVTEX may never be provided in some coastal areas where broadcasts of MSI are too few
to justify the cost and is not be able to serve ocean areas which are out of range.

Safety NET fills in these "blanks" in the NAVTEX system. Emergency position-indicating radio
beacons (EPIRBs) These devices have been available for many years. They are designed to
provide an alert in the event of a sudden disaster: they can be fully automatic so that if a
ship sinks, the EPIRB will float free and automatically transmit a distress message. Others are
designed to be activated manually and, except when they are used as a second means of
alerting, are usually located in or close to survival craft. They will continue to transmit a signal
for at least 48 hours after the accident to enable search and rescue units to home in on the
signal. Under the GMDSS, satellite EPIRBs operate either on l.6 GHz (the Inmarsat frequency)
or the 406 MHz frequency used by the COSPAS -SARSAT system, which was established in l982
and consists of a number of polar-orbiting satellites which provide world-wide coverage.

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The system, whose Secretariat is based at Inmarsat's London headquarters, enables distress
messages transmitted by EPIRBs carried by ships or aircraft to be positioned with a degree of
accuracy which enables SAR units to find the persons in distress as quickly as possible.

In 1996, there were more than 125,000 beacons operating at 406 MHz (mostly EPIRBs) as well
as 550,000 beacons operating at 121.5 MHz (mostly aircraft ELTs or earth to land
transponders).

Both together contributed in saving more than 5,000 lives. The satellite system involves a
minimum of four polar orbiting satellites in low altitude polar orbit and there are currently 33
LUTs (local user terminals) or monitoring stations and 19 MCCs (mission control centres) which
ensure processing of distress alerts from 406 MHz beacons anywhere in the world. Because
the system's satellites are in a low polar orbit, there may be a delay in receiving the distress
message, unless the footprint 2 of the satellite is simultaneously in view of a monitoring station
(LUT). Worldwide coverage is only possible with satellite EPIRBs operating on 406 MHz as those
operating on the aeronautical emergency frequency 121.5 MHz or 243 MHz can only be
received when an LUT is within the satellite's footprint. Signals on 406 MHz are recorded on
the satellite and transmitted to an LUT as it comes within the satellite footprint*. Ships which
do not operate in area A4 may be equipped with EPIRBs operating at l.6 GHz (the L-band).
The advantage of L-band satellite EPIRBs is that they provide an instantaneous alert. The
disadvantage is that without additional circuitry they do not provide for position updating.
High frequency (HF) service Not all ships operating in area A3 are equipped with Inmarsat
ship earth stations. Those that are not can use HF radio communications as an alternative,
and even Inmarsat equipped ships need HF radio when out of Inmarsat range (COSPAS-
SARSAT is designed purely for EPIRB distress alerts, not two-way communications). Digital
selective calling (DSC) Distress alerting and safety calling on terrestrial frequencies (HF, MF
and VHF) is carried out by means of digital selective calling (DSC).

For distress and safety purposes a number of frequencies have been assigned. They are
2,l87.5 kHz in the MF band: 4,207.5 kHz, 6,312 kHz, 8,414.5 kHz, 12,577 kHz and 16,804.5 kHz in
the HF bands; and 156.525 MHz (Channel 70) in the VHF band.

The reason for the large number of frequencies in the HF band is that propagation
characteristics vary according to the geographical position and time of day and the choice
of a frequency will therefore depend on where and when the incident occurs.

HF ships keep watch on at least 8,414.5 kHz and also on the HF frequency most suited to the
area in which they are sailing. Watch may also be kept on all frequencies by means of a
scanning receiver.

DSC distress messages include such information as the identity of the caller (automatically),
the nature of the distress (it provides for nine different indicators ranging from fire or explosion
to abandoning ship); and the position of the ship and the time, both of which may be
automatically included in the message if the ship has position-fixing equipment and a
navigation interface. After the initial distress alert and acknowledgement, subsequent
communications are made by radiotelephony or narrow-band direct printing (NBDP) as
indicated in the distress message. Medium-range service A medium-range service is

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provided using 2,187.5 kHz for DSC and 2,182 kHz for radiotelephony (the current
radiotelephone distress and calling frequency).

This is used for SAR coordinating functions and on-scene communications, while 2,174.5 kHz is
used for distress and safety traffic by NBDP.

The 5l8 kHz frequency is used for NAVTEX messages. Short-range service Ships operating
within VHF range can use the DSC calling frequency, l56.525 MHz (Channel 70) for distress
alerts and safety calls, and l56.8 MHz (Channel l6) for radiotelephone distress and safety
traffic. 2 Footprint means the line of sight from the LUT to the satellite as it rises above the
horizon at the time when it has received sufficient information to enable the position of the
EPIRB to be calculated until it sets.

Survival craft radio equipment - Radar Transponders The GMDSS is designed to ensure that
help arrives with the minimum of delay. But in some cases it will be impossible to reach the
scene of an accident before the ship involved sinks. In such cases, the distress alert will have
been sent by the ship or automatically by the satellite EPIRB, and the survivors will have
embarked into survival craft.

The main difficulty facing rescuers is simply finding them. 21 One device which assists rescue
units to locate ships and survival craft by night or day in all weather conditions is the radar
transponder, which is activated by receiving a radar pulse. It then automatically sends out a
series of pulses which are displayed on the radar screen of the interrogating ship or aircraft.
This clearly identifies the transponder's position, making it much easier for SAR units to reach
the spot quickly.

Survival craft and ship transponders operating on 9 GHz are mandatory under the GMDSS.
NAVTEX All ships of 300 gross tonnage and above are required to carry a receiver, capable
of receiving international NAVTEX broadcasts in areas where these are provided. NAVTEX
became mandatory for all cargo ships of 300 gross tonnage and above and all passenger
ships under the GMDSS, on 1 August 1993. NAVTEX, which operates on 518 kHz, is the chief
means of transmitting short range maritime safety information (MSI) including navigational
warnings, meteorological forecasts and warnings, ice reports, search and rescue
information, pilot messages and details of changes to navigational aids. NAVTEX messages
are normally sent only in English using narrow-band direct printing (NBDP) and are received
on board the ship on a special printer - a great improvement on information circulated in
printed form, which can take days or even longer to reach ships. Many small ships do not
carry radiotelegraph equipment and a dedicated radio officer, so at present, receive MSI
by radiotelephone broadcasts on different frequencies at scheduled times. Broadcasts can
often be missed when other duties have to take priority.

The NAVTEX system was first tried out in Sweden in 1977, the year when the IMO Assembly
adopted the World-Wide Navigational Warning Service (WWNWS) as a means of
promulgating navigational and meteorological information. It was recognized at the start
that NBDP offered an excellent means of sending out this information. The fact that the
messages are in written form and can be studied at leisure is important, especially when the
recipients are not fluent in English. Another advantage is that information which is required

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can be selected by the operator on the equipment, so that which is not needed, will not be
printed. However, important information which should be received by all ships will always be
printed.

Although the receiving ship can be selective to some extent, and the receiver is
unattended, a ship cannot reject navigational and meteorological warnings and search
and rescue information. However, NAVTEX is not regarded primarily as a means of
transmitting distress information - under the GMDSS this is done on the distress and safety
frequencies. The early experiments with NAVTEX proved so successful that in 1979, countries
bordering the Baltic Sea established the first NAVTEX network. This was then extended to
NAVAREA I, which covers the sea areas off north western Europe.

A resolution adopted by the IMO Assembly in the same year recommended Administrations
to introduce NBDP broadcasts for promulgating navigational and meteorological warnings
to shipping as part of the WWNWS (World-Wide Navigational Warning System). Since then,
NAVTEX has spread to many other NAVAREAS and in 1987, it was formally adopted as a
component of the GMDSS by means of Assembly resolution A. 617(15). This invites
Governments to encourage the use of NAVTEX and provides information on how to
commence NAVTEX services. International NAVTEX messages are broadcast at fixed times
on 518 kHz in English. But in many areas there is interest in transmitting similar information in a
second language (for the benefit of local shipping, fishermen and so on).

Messages with a high degree of urgency affecting safety in specific sea areas may also be
transmitted in national languages on 518 kHz and in some areas messages are also sent out
on the 4 MHz frequencies. Although IMO's chief interest is the safety of ocean-going
merchant shipping, NAVTEX can also be of great value to smaller craft, such as private
yachts. The equipment required to receive NAVTEX messages is comparatively cheap - from
about £500 upwards - and it does not have to be permanently attended.

Radio personnel One important issue before IMO and ITU while developing GMDSS,
concerned the role of the radio officer under the GMDSS. Before GMDSS, ships required to
be fitted with radio-telegraphy equipment had to carry a radio officer trained in the use of
Morse Code.

The introduction of the GMDSS, however, meant the gradual phasing-out of Morse
radiotelegraphy in favour of direct-printing telegraphy ("TELEX" by radio). As a result, many
Governments maintained that there was no need to have a radio officer on board, since it
requires no special skills to use a radiotelephone or operate the other emergency equipment
that is required by the system. 22 Other Governments insisted that although a radio officer
may not be required, a radio specialist would still be needed to carry out on-board
maintenance and emergency repairs. A compromise between these two positions was
successfully achieved and the 1988 SOLAS amendments state that ships operating in areas
A1 and A2 must ensure the availability of equipment "by using such methods as duplication
of equipment, shore-based maintenance or at-sea electronic maintenance capability, or a
combination of these, as may be approved by the Administration". In areas A3 and A4 a
combination of at least two of these methods must be used.

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Regulation l6 of SOLAS Chapter IV deals with radio personnel. This states that "every ship shall
carry personnel qualified for distress and safety radio communication purposes to the
satisfaction of the Administration. The personnel shall be holders of certificates specified in
the radio regulations as appropriate, any one of whom shall be designated to have primary
responsibility for radio communications during distress incidents". The World-Wide
Navigational Warning Service (WWNWS). While the rapid transmission and reception of
distress messages is the most important task of radio at sea, it is essential that warnings be
given to ships on matters which can affect their safety. These include the establishment and
malfunction of lights, sound signals, buoys and other aids to navigation; the location of
wrecks and other hazards and the establishment of offshore structures. To ensure such
information is received by all ships likely to be affected by it, IMO and the International
Hydrographic Organization (IHO) established a World-Wide Navigational Warning Service
(WWNWS). This service was adopted by the IMO Assembly in l977 and a revised system was
adopted by the Assembly in l979. Under this system the world's oceans are divided into l6
areas (called NAVAREAs). The service includes arrangements for disseminating information
by regular radio broadcasts. The WWNWS now incorporates NAVTEX.

Maritime Communication with GMDSS

Practical Assessment Final

Topic:
1. Distress Acknowledgement
2. Distress Relay
3. Distress Alerting by VHF

Distress Alerting by VHF

1. Switch on VHF RADIO

2. Click upper menu

3. Click # 1 (DSC Call)

4. Click # 4 (Emergency)

5. Click # 1 (Compose distress)

6. Click nature of distress

7. Click distress button to open

8. Press distress button for 5 seconds

9. Wait for Instructors advice

10. Click the equipment by pressing to lower menu until the position GPS will appear (and
ready for acknowledgement)

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Distress Acknowledgement

1. Click upper menu

2. Click # 1 (DSC Call)

3. Click # 4 (Emergency)

4. Click # 5 (Compose acknowledgement)

5. Click # 2 (Acknowledgement)

6. Click # 2 Unknown position

7. Select nature of distress

8. Click # 2 Unknown position

9. Click Ok to send

10. Wait for Instructor advice

Distress Relay

1. Click upper menu

2. Click # 1 (DSC Call)

3. Click # 4 (Emergency)

4. Click # 4 (Compose Relay)

5. Click # 1 (Distress Relay)

6. Click # 1 (All Ships)

7. Click # 2 (Unknown MMSI)

8. Click the nature of distress received

9. Click # 2 (Unknown Position)

10. Click Ok (to send)

11. Wait for Instructor’s advice to switch off

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Lesson 12: Provision of radio services in emergencies
Learning Outcomes:
Demonstrate, by simulation, use of VHF, MF and HF Digital Selective Calling function.
Demonstrate without actual transmission, manual preparation of distress messages
(Abandonship) usingINMARSAT-C or MF/
Demonstrate without actual transmission, broadcast of ABANDONSHIP over the VHF
Demonstrate operation of Search and Rescue radar transponder with emphasis that SART
signal can only be intercepted by X-band Radar thus, operate SART only when there is a ship
or aircraft within vicinity.
Demonstrate operation of 406 Mhz Satellite EPIRB
Show how to respond to a distress (Abandonship) call when received in MF/HF and when
received through VHF, Explain that it is imperative to call the Master prior responding to any
distress call as his judgement to proceed or not to proceed to the scene is a matter of safety
for own ship.

Provision of radio services in emergencies (a. Radio Services during abandon ship)
Emergency Procedures

Abandon Ship
In the event you have to abandon ship, the following actions, amongst others, must be
taken:

Sound general alarm

Follow muster alarm list
each crewmember should have their lifejacket on
each crewmember should immediately join his emergency station to prepare the lifeboats
or to start to clear away the inflatable life rafts.
The responsible officers employed on damage control duty should report regularly to the
master
Update vessel's position, in radio room, Satellite terminal and other automatic distress
transmitters (GMDSS)
Send distress message / alert other vessels
Check if all crewmembers and passengers (if any) are present
Search for missing personnel (especially in the engine room and at night in
accommodations)
Activate EPIRB's
Manoeuvre vessel in proper position / stop engine
If possible, prepare ship's documents (especially the log book)
After rescue, inform company
Communication Modes

The selection of the appropriate mode in any specific case depends on numerous factors,
including the volume and nature of the information to be transmitted, technical
specifications of the equipment available and the quality of the communications link. The
following communication modes are most commonly used in the Amateur Radio Service as
well as in other services such as the Maritime and the fixed and Land Mobile Services:

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Radio Telegraphy: Use of the international Morse code is still widespread throughout the
Amateur Radio Service and can play an important role in disaster communications,
particularly when only elementary equipment or low transmitter power are available. The use
of Morse code also helps to overcome language barriers in international
telecommunications. Its effective use requires operators with skills greater than the minimum
licensing requirements. Its primary asset is that Morse code can often be heard despite high
background static and noise.

Data communications: These have the advantage of accuracy and of creating records for
later reference. Messages can be stored in computer memory or on paper. Digital data
communication requires additional equipment such as a desktop or laptop computer
communication interface, processor or modem. The communication processor performs
encoding and decoding, breaks the data into transmission blocks for transmission and
restores incoming data into a stream. It also compensates for transmission impairments,
compresses and decompresses data, and handles analogue-to-digital and digital-to-
analogue conversions. As with most computerized systems, developments are changing
rapidly.

Lesson 13: Preventive measures for the safety of ship and personnel in connection with
hazards related to radio equipment, including electrical and non-ionizing and non-ionizing
radiation hazard.

Learning Outcomes:
Describe the contents of SOLAS Chapter lV, Regulation 13.
Explain that a supply of electrical energy sufficient to operate the radio installations and to
charge any batteries used a part of reserve source or sources of energy for the radio
installation shall be made available at all times while the ship is at sea.
Explain that a reserve source or sources of energy shall be provided on every ship, to supply
radio installation for the purpose of conducting distress and safety radio-communication in
the event of failure of ship’s main and emergency sources of electrical power.
State the criteria specified for GMDSS Reserve source or sources of energy as detailed in
SOLAS Chapter lV, Regulation 13 paragraph 2 to 7
Briefly states the provision of paragraph 8 or SOLAS Chapter lV, Regulation 13

Preventive measures for the safety of ship

Describe the contents of SOLAS Chapter IV Resolution 13.

Explain that a supply of electrical energy sufficient to operate the radio installations and to
change any batteries used as part of a reserve source of sources of energy for the radio
installation shall be made available at all times while the ship is at sea.

Explain that a reserve source of sources of energy shall be provided on every ship, to supply
radio installations for the purpose of conducting distress and safety radio communications, in
the event of failure of ship’s main and emergency sources of electrical power.

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State the criteria specified for GMDSS Reserve source or sources of energy as detailed in
SOLAS Chapter IV, Regulation 13-paragphs 2 to 7.

2. A reserve source or sources of energy shall be provided on every ship, to supply radio
installations, for the purpose of conducting distress and safety radio communications, in the
event of failure of the ship’s main and emergency sources of electrical power. The reserve
source or sources of energy shall be capable of simultaneously operating the VHF radio
installation required by regulation 7.1.1 and either the MF radio installation required by
regulation 9.1.1, the MF/HF radio installation required by regulation 10.2.1 or 11.1, or the
INMARSAT ship earth station required by regulation 10.1.1 and any of the additional loads
mentioned in paragraphs 4, 5 and 8 for a period of at least:

1 hour on ships provided with an emergency source of electrical power, if such source of
power complies fully with all relevant provisions of regulation II-1 D/3, including the supply of
such power to the radio installations; and 6 hour on ships not provided with an emergency
source of electrical power complying fully with all relevant provisions of regulation II-1 D/3,
including the supply of such power to the radio installations.10 The reserve source or sources
or energy need not supply independent HF and MF radio installations at the same time.

3. The reserve source or sources of energy shall be independent of the propelling power of
the ship and the ship’s electrical system.

4. Where, in addition to the VHF radio installation, two or more of the other radio installations,
referred to in paragraph 2, can be connected to the reserve source or sources of energy,
they shall be capable of simultaneously supplying, for the period specified, as appropriate, in
paragraph 2.1 or 2.2, the VHF radio installation and: all other radio installations which can be
connected to the reserve source or sources of energy at the same time; or whichever of the
other radio installations will consume the most power, if only one of the other radio
installations can be connected to the reserve source or sources of energy at the same time
as the VHF radio installation.

5. The reserve source or sources of energy may be used to supply the electrical lighting
required by regulation 6.2.4.

6. Where a reserve source of energy consists of a rechargeable accumulator battery or

batteries: a means of automatically charging such batteries shall be provided which shall be
capable of recharging them to minimum capacity requirements within 10 h; and the
capacity of the battery or batteries shall be checked, using an appropriate method, 11 at
intervals not exceeding 12 months, when the ship is not at sea.

7. The sitting and installation of accumulator batteries which provide a reserve source of
energy shall be such as to ensure: the highest degree of service; a reasonable lifetime;

Briefly states the provision of paragraph 8 or SOLAS Chapter IV Regulation 13.

8. If an uninterrupted input of information from the ship’s navigational or other equipment to
a radio installation is needed to ensure its proper performance, means shall be provided to

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ensure the continuous supply of such information in the event of failure of the ship’s main or
emergency source of electrical power.

Maritime Communications ( MARCOM )

Radio telecommunication at sea had undergone a sea change in the last century. After the
days of semaphores and flags (which is still relevant today in some cases), radio brought
about a drastic change in marine communication at sea.
From the early years of the last century, ships started fitting radio for communicating distress
signals among themselves and with the shore. Radio telegraphy using Morse code was used
in the early part of the twentieth century for marine communication.
In the seventies, after considering the studies of the International Telecommunication Union,
IMO brought about a system where ship-to-ship or ship-to-shore communication was put into
action with some degree of automation, wherein a skilled radio officer keeping 24×7 watch
was not required.
Marine communication between ships or with the shore was carried with the help of on
board systems through shore stations and even satellites. While ship-to-ship communication
was brought about by VHF radio, Digital Selective Calling (DSC) came up with digitally
remote control commands to transmit or receive distress alert, urgent or safety calls, or
routine priority messages. DSC controllers can now be integrated with the VHF radio as per
SOLAS (Safety Of Life at Sea) convention.
Satellite services, as opposed to terrestrial communication systems, need the help of geo-
stationary satellites for transmitting and receiving signals, where the range of shore stations
cannot reach. These marine communication services are provided by INMARSAT (a
commercial company) and COSPAS – SARSAT (a multi-national government funded
agency).
While INMARSAT gives the scope of two way communications, the Corpas Sarsat has a
system that is limited to reception of signals from emergency position and places with no
facilities of two way marine communications, indicating radio beacons (EPIRB).
For international operational requirements, the Global Maritime Distress Safety System
(GMDSS) has divided the world in four sub areas.

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