GLOBAL MARITIME DISTRESS AND SAFETY

SYSTEM (GMDSS).
Introduction to GMDSS
The old maritime distress and safety system as defined in the 1974 SOLAS Convention was
based on the requirement that certain classes of ships (classed by tonnage), when at sea, keep
continuous radio watch on the international distress frequencies assigned in accordance with the
ITU Radio Regulations and carry radio equipment capable of transmitting over a minimum
specified range. The system includes two major manually operated sub-systems:
- the Morse telegraphy system on 500 kHz (MF);
- the radiotelephony system on 2182 kHz (MF) and 156.8 MHz (channel 16 VHF).
The main disadvantages of this system are as follows:
- a highly trained Morse code operator is needed;
- a continuous radio listening watch on specific distress frequencies;
- a limited range of communications (100-150 nautical miles).
The rapid development of digital technology and satellite communications has made it possible
to significantly improve the safety of life at sea.
The International Maritime Organization (IMO) Assembly, at its eleventh session in 1979,
considered the existing arrangements for maritime distress and safety communications. It was
decided that a new global maritime distress and safety system should be established to improve
distress and safety radio communications and procedures.
In 1988, the Conference of Contracting Governments to the 1974 SOLAS Convention on the
Global Maritime Distress and Safety System (GMDSS) adopted amendments to the 1974
SOLAS Convention concerning radio communications for the GMDSS. These amendments
entered into force on 1 February 1992. The GMDSS has been fully implemented on 1 February
1999.

Basic concept of the GMDSS

The old system is primarily intended for ship-to-ship operation in case of distress.
The basic concept of the GMDSS 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 coordinated search and rescue operation with the minimum
delay. The system also provides for urgency and safety communications and the promulgation of
maritime safety information.

Functional requirements
The GMDSS lays down nine principal communications functions which all ships, while at sea,
need to be able to perform:
1) transmitting ship-to-shore distress alerts by at least two separate and independent
means, each using a different radio-communication service;
2) receiving shore-to-ship distress alerts;
3) transmitting and receiving ship-to-ship distress alerts;
4) transmitting and receiving search and rescue coordinating communications;
5) transmitting and receiving on-scene communications;
6) transmitting and receiving signals for locating;
 7) transmitting and receiving maritime safety information;
8) transmitting and receiving general radio communications from shore-based radio
systems or networks;
9) transmitting and receiving bridge-to-bridge communications.

Radio communication services

The following radio services are provided for the GMDSS:

 a radio communication service utilizing geostationary satellites in the maritime mobile

satellite service (INMARSAT);

 a radio communication service utilizing polar orbiting satellites in the mobile satellite
service (COSPAS-SARSAT);

 the maritime mobile service in the bands between 156 MHz and 174 MHz;

 the maritime mobile service in the bands between 4,000 kHz and 27,500 kHz;
 the maritime mobile service in the bands 415 kHz to 535 kHz and 1,605 kHz and 4,000
kHz.

GMDSS Sea areas

Radio communication services incorporated in the GMDSS system have individual limitations
with respect to the geographical coverage and services provided. The range of communication
equipment carried on board the ship is determined not by the size of the ship but by the area in
which it operates. Four sea areas for communications within the GMDSS radio net have been
specified by the IMO. These areas are designated as follows:
 Sea area A1 – an area within the radiotelephone coverage of at least one VHF coast
station in which continuous DSC alerting is available.
 Sea area A2 – an area, excluding sea area A1, within the radiotelephone coverage of at
least one MF coast station in which continuous DSC alerting is available.
 Sea area A3 – an area, excluding sea areas A1 and A2, within the coverage of an
INMARSAT geostationary satellite in which continuous alerting is available.
 Sea area A4 – an area outside sea areas A1, A2 and A3 (the Polar Regions north and
south of 75 latitude, outside the Inmarsat satellite coverage area).
The picture below gives an example of sea areas (A1 , A2 - , A3 ):
Equipment carriage requirements.
Based on the range limitations of each radio communication service the four sea areas have
been defined according to the coverage of VHF, MF, HF Coast Radio Services and Inmarsat
services. The type of radio equipment required to be carried by a ship is therefore determined by
the sea areas through which a ship travels on its voyage.
Radio equipment for sea area A1
Every ship engaged on voyages exclusively in sea area A1 shall be provided with the following
radio equipment:
 VHF transceiver with DSC and radiotelephony;
 VHF DSC Watch keeping receiver on channel 70;
 NAVTEX receiver;
 A radio facility for reception of maritime safety information by the Inmarsat enhanced
group calling system or by the HF direct-printing telegraphy if the ship is engaged on
voyages in areas where Navtex is not available;
 Satellite EPIRB (Cospas-Sarsat or Inmarsat) or VHF EPIRB;
 Search and Rescue Transponder (SART);
  Portable VHF Transceiver;
 2182 kHz watch keeping receiver (until 1st Feb.1999).
Radio equipment for sea area A2
Every ship engaged on voyages beyond sea area A1, but remaining within sea area A2, shall be
provided with the following radio equipment:
 VHF transceiver with DSC and radiotelephony;
 VHF DSC watchkeeping receiver on channel 70;
 MF transceiver with DSC and radiotelephony;
 MF DSC watchkeeping receiver on frequency 2187.5 kHz;
 Device for generating the radiotelephone alarm signal on the frequency 2182 kHz (until
1st Feb.1999);
 NAVTEX receiver;
 A radio facility for reception of maritime safety information by the Inmarsat enhanced
group calling system or by the HF direct-printing telegraphy if the ship is engaged on
voyages in areas where Navtex is not available;
 Satellite EPIRB (Cospas-Sarsat or Inmarsat);
 Search and Rescue Transponder (SART);
 Portable VHF Transceiver;
 2182 kHz watch keeping receiver (until 1st Feb.1999).
Radio equipment for sea area A3
Every ship engaged on voyages beyond sea areas A1 and A2, but remaining within sea area
A3, shall be provided with the following radio equipment (two options are possible):
a) with INMARSAT station:
 VHF transceiver with DSC and radiotelephony;
 VHF DSC watchkeeping receiver on channel 70;
 MF transceiver with DSC and radiotelephony;
 MF DSC watchkeeping receiver on frequency 2187.5 kHz;
 Device for generating the radiotelephone alarm signal on the frequency
2182 kHz (until 1st Feb.1999);
 INMARSAT SES , B, Fleet F77 or C;
 NAVTEX receiver;
 A radio facility for reception of maritime safety information by the Inmarsat
enhanced group calling system or by the HF direct-printing telegraphy if the
ship is engaged on voyages in areas where Navtex is not available;
 Satellite EPIRB (Cospas-Sarsat or Inmarsat);
 Search and Rescue Transponder (SART);
 Portable VHF Transceiver;
 2182 kHz watch keeping receiver (until 1st Feb.1999).
b) with MF/HF radio station:
 VHF transceiver with DSC and radiotelephony;
 VHF DSC watchkeeping receiver on channel 70;
 MF/HF transceiver with DSC, radiotelephony and direct-printing telegraphy;
 MF/HF DSC watchkeeping receiver on frequencies 2187.5 kHz, 8414.5 kHz
and on at least one of the frequencies 4207.5 kHz, 6312 kHz, 12577 kHz or
16804.5 kHz;
  Device for generating the radiotelephone alarm signal on the frequency
2182 kHz (until 1st Feb.1999);
 NAVTEX receiver;
 A radio facility for reception of maritime safety information by the Inmarsat
enhanced group calling system or by the HF direct-printing telegraphy if the
ship is engaged on voyages in areas where Navtex is not available;
 Satellite EPIRB (Cospas-Sarsat or Inmarsat);
 Search and Rescue Transponder (SART);
 Portable VHF Transceiver;
 2182 kHz watch keeping receiver (until 1st Feb.1999).

Radio equipment for sea area A4

Every ship engaged on voyages in sea area A4 shall be provided with the following radio
equipment:
 VHF transceiver with DSC and radiotelephony;
 VHF DSC watchkeeping receiver on channel 70;
 MF/HF transceiver with DSC, radiotelephony and direct-printing telegraphy;
 MF/HF DSC watchkeeping receiver on frequencies 2187.5 kHz, 8414.5 kHz and on at
least one of the frequencies 4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5 kHz;
 Device for generating the radiotelephone alarm signal on the frequency 2182 kHz (until
1st Feb.1999);
 NAVTEX receiver;
 A radio facility for reception of maritime safety information by the HF direct-printing
telegraphy if the ship is engaged on voyages in areas where Navtex is not available;
 Cospas-Sarsat EPIRB;
 Search and Rescue Transponder (SART);
 Portable VHF Transceiver;
 2182 kHz watch keeping receiver (until 1st Feb.1999).
Notes:
- Minimum three portable VHF Transceivers shall be provided on every passenger ship
and on every cargo ship of 500 tons gross tonnage and upwards; minimum two portable
VHF Transceivers shall be provided on every cargo ship of 300 tons gross tonnage and
upwards but less than 500 tons gross tonnage.
- Minimum two SARTs shall be provided on every passenger ship and on every cargo
ship of 500 tons gross tonnage and upwards; minimum one SART shall be provided on
every cargo ship of 300 tons gross tonnage and upwards but less than 500 tons gross
tonnage.
- Every passenger ship shall be provided with the means for two-way on-scene radio
communications for search and rescue purposes using the aeronautical frequencies
121.5 MHz and 123.1 MHz (since 1st July 1997).
Following there is a table with equipment requirements:
Equipment Sea area Sea area Sea area Sea area
A1 A2 A3 A4
VHF with DSC X X X X
SART (1 or 2) X X X X
NAVTEX receiver A A A A
EGC receiver B B B B
EPIRB X X X C
VHF portable (2 or 3). X X X X
MF telephony with DSC X X X
Plus
Inmarsat- A, - B or - C X or
MF/HF with DSC and telex X X
Notes:
A Required in those areas where NAVTEX service is available.
B Required in those areas where NAVTEX service is NOT available. The EGC
receiver facility may be included in standard Inmarsat-C terminal.

C 406 MHz COSPAS-SARSAT EPIRB.

Equipment maintenance
A ship should not depart from any port unless and until the ship is able to perform all distress
and safety communications.
There are three methods of equipment maintenance acknowledged under the GMDSS:
 Shore-based maintenance.
 At-sea electronic maintenance.
 Duplication of equipment.
Ships sailing in sea areas A1 and/or A2 are obliged to adopt any one of the three modes of
maintenance.
Ships sailing in sea areas A3 and/or A4 are obliged to adopt any two of the three modes of
maintenance.
If availability of equipment is ensured by:

Shore based maintenance.

An arrangement acceptable to the Administration should be established to ensure adequate
support of the ship for the maintenance and repair of its radio installations. The following
arrangements, among others, may be suitable:
 An agreement with a company known to cover the trading area of the ship to provide
maintenance and repair facilities on a call-out basis;
  Provision of facilities at the main base of ships engaged on a regular trading pattern.
Records of equipment (Form P, R or C) should include an indication of the types of
arrangements for shore-based maintenance.
At-sea electronic maintenance.
Includes following conditions:
 Adequate additional technical documentation, tools, spare parts and test equipment must
be carried on board in order to enable the person responsible for the maintenance to
perform tests and localize and repair faults in the radio equipment. The extent of this
additional technical documentation, tools, metering equipment and spare parts to be
carried on board should be consistent with the equipment installed and should be
approved by the Administration. An indication of such approval should be entered in the
Records of equipment (Form P, R or C);
- the person designated to perform functions for at-sea electronic maintenance should either
hold an appropriate certificate as specified by the Radio Regulations, as required, or have
equivalent at-sea electronic maintenance qualifications, as may be approved by the
Administration, taking into account the recommendations of the Organization on the training of
such personnel (see IMO Assembly Resolution A.703(17)).
Duplication of equipment.
The following additional radio installations should be available on board ships:
Sea area A3:
 VHF transceiver with VHF DSC controller;
 MF/HF radio installation with DSC, telephony and radiotelex facilities and MF/HF DSC
watchkeeping receiver; or Inmarsat SES (A, B or C type).
Sea area A4:
 VHF transceiver with VHF DSC controller;
 MF/HF radio installation with DSC, telephony and radiotelex facilities and MF/HF DSC
watchkeeping receiver.
The additional radio installations should each be connected to a separate antenna and be
installed and ready for immediate operation.

Sources of energy.
GMDSS equipment usually operates from the ship’s main and emergency sources of energy. A
reserve source 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 energy. The reserve source of energy must be
independent of the propelling power of the ship and the ship’s electrical system.
The reserve source of energy which will usually be batteries must be capable of simultaneously
operating the following radio equipment:
 VHF radio installation;
 Additional primary alerting radio installation appropriate for the sea area in which the ship
is sailing (MF radio installation or MF/HF radio installation or Inmarsat SES);
 Emergency lighting.
The capacity of the reserve source of energy must be such that the GMDSS equipment can be
operated for a period of at least:
- one hour, on ships constructed on or after 1 February 1995;
- one hour, on ships constructed before 1 February 1995, if the emergency source of energy
complies fully with all relevant requirements of regulation II-1/42 or 43 (1974 SOLAS Convention
with the 1988 amendments) including the requirements to supply the radio installations;
- six hours, on ships constructed before 1 February 1995, if the emergency source of energy is
not provided or does not comply fully with all relevant requirements of abovementioned
regulation II-1/42 or 43.
NOTE: The emergency source of energy shall be capable to supply the radio equipment for a
period of 36 hours in passenger ships and for a period of 18 hours in cargo ships.

Radio personnel.
Every ship shall carry personnel qualified for distress and safety radio communication purposes
to the satisfaction of the Administration. There are four categories of certificates for personnel of
ship stations using the GMDSS frequencies and techniques prescribed in the Radio Regulations
(Article S47, Section II):
 the first-class Radio Electronic Certificate;
 the second-class Radio Electronic Certificate;
 the General Operator’s Certificate;
 the Restricted Operator’s Certificate.
The provisions of the Radio Regulations require that the personnel of GMDSS ship stations shall
include at least:
- for stations on board ships which sail beyond the range of VHF coast stations, taking into
account the provisions of SOLAS: a holder of a first- or second-class radio electronic certificate
or a general operator’s certificate;
- for stations on board ships which sail within the range of VHF coast stations, taking into
account the provisions of SOLAS: a holder of a first- or second-class radio electronic certificate
or a general operator’s certificate or a restricted operator’s certificate.

Documents carried on ship stations.

Stations on board ships with GMDSS installation shall be provided with the following documents
(Appendix S16 of Radio Regulations):
 Ship radio licence.
According to the Radio Regulations (Article S18) no transmitting station may be
established or operated by a person without a licence issued in an appropriate form and in
conformity with the provisions of these Regulations by the government of the country to
which the station in question is subject. The ship radio licence includes the name of the
ship, call sign and/or other identification, owner of the ship, the public correspondence
category, the type of transmitting equipment, classes of emission, the transmitter output
power, frequency bands or assigned frequencies, conditions under which radio station may
be operated.
The Safety Radio Certificate with an appropriate Form «R» attachment is also mandatory.
This certificate is renewed annually.
 Certificates of radio personnel.
 A log in which the following are recorded as they occur, together with the time of their
occurrence, unless administrations have adopted other arrangements for recording all
information which the log should contain:
a) a summary of communications relating to distress, urgency and safety traffic;
b) a reference to important service incidents;
c) if the ship's rules permit, the position of the ship at least once a day.
  ITU List of Coast Stations.
 ITU List of Ship Stations.
 ITU List of Call Signs and Numerical Identities.
 ITU List of Radio determination and Special Service Stations.
 ITU Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services.

GMDSS Implementation Timetable.

There is a transition period from the old system to the new one. Implementation of the GMDSS
system began in February 1992 and will be completed on the 1st February 1999.
Implementation Timetable can be seen below:
 1st February 1992:
Existing vessels may comply either with GMDSS or the current regulations in charter IV of
SOLAS.
 1st August 1993:
All ships must be provided with Navtex receiver and satellite EPIRBs.
 1st February 1995:
All ships must be provided with SART and two-way VHF radiotelephone apparatus for
survival craft. All ships built on or after this date must comply with all appropriate GMDSS
requirements.
 1st February 1999:
All ships must comply with the GMDSS requirements.
 TERRESTRIAL COMMUNICATIONS
PRINCIPLES AND BASIC FEATURES OF THE MARITIME
MOBILE SERVICE
Radio waves
Parameters of alternating current
An alternating current is one which is constantly changing in magnitude and direction of flow with
the passage of time. The rise of a current from zero to a maximum, fall back to zero and rise
once again to its maximum in the reverse direction and back to zero over a given time
constitutes a cycle, or period.

The number of cycles of alternating current per second is called the frequency of alternating
current. The unit of frequency is the hertz (Hz). One hertz is one cycle per second. The following
units of frequency are used in the radio communication:
1 kHz (Kilo Hertz) = 1 000 Hz
1 MHz (Mega Hertz) = 1 000 kHz = 1 000 000 Hz
1 GHz (Giga Hertz) = 1 000 MHz = 1 000 000 000 Hz
Electromagnetic field
The alternating currents and voltages of high frequencies (more than 15 kHz) are used in the
radio communication. Such currents and voltages produced in the aerial of a radio transmitter
create radio waves. These radio waves radiate from the aerial.
Radio waves are electromagnetic waves which propagate through space with the velocity of
light, 300 x 10 meters per second. The distance from one wave top to another one is known as
the wavelength. The relationship between the velocity of light ( ), frequency ( ) and wavelength
( ) is:

where:
is measured in Hz;
= 300 x 10 m/s;
is measured in meters.
One can see that the longer wavelength corresponds to lower frequency and shorter wavelength
to higher frequency.
Radio frequency spectrum
The radio frequency spectrum is divided into frequency bands. The major bands used in the
Maritime communications are:

Frequency band Symbols Frequency range Wavelength range

Low Frequencies LF 30 kHz to 300 kHz 10 km to 1 km
Medium Frequencies MF 300 kHz to 3 MHz 1 km to 100 m
High frequencies HF 3 MHz to 30 MHz 100 m to 10 m
Very High Frequencies VHF 30 MHz to 300 MHz 10 m to 1 m
Ultra High Frequencies UHF 300 MHz to 3 GHz 1 m to 10 cm
Super High Frequencies SHF 3 GHz to 30 GHz 10 cm to 1 cm

Only small sections of each band are allocated to maritime mobile users. The following
frequencies for terrestrial maritime communications are allocated in the MF, HF and VHF bands:
MF:
435 kHz – 526.5 kHz. These frequencies are traditionally used for Morse code communications
(not applicable within the GMDSS excluding the spot frequencies 518 kHz and 490 kHz).
1600 kHz – 3800 kHz.
HF:
4063 kHz - 4438 kHz (4 MHz band);
6200 kHz - 6525 kHz (6 MHz band);
8195 kHz - 8815 kHz (8 MHz band);
12230 kHz - 13200 kHz (12 MHz band);
16360 kHz - 17410 kHz (16 MHz band);
18780 kHz - 19800 kHz (18/19 MHz band);
22000 kHz - 22855 kHz (22 MHz band);
25070 kHz - 26175 kHz (25 MHz band).
VHF:
156 – 174 MHz.
Protection of frequencies
Any emission capable of causing harmful interference to distress, urgency and safety
communication on the international distress and safety frequencies established for these
purposes by the Radio Regulations is prohibited.
Except for authorized transmissions on the carrier frequency 2182 kHz and on the frequencies
2174.5 kHz, 2177 kHz, 2187.5 kHz and 2189.5 kHz, all transmissions on the frequencies
between 2173.5 kHz and 2190.5 kHz are forbidden.
All emissions in the band 156.7625 – 156.8375 MHz capable of causing harmful interference to
the authorized transmissions of stations of the maritime mobile service on 156.8 MHz (channel
16) are forbidden.
Antennas
General
An antenna is an element used for radiating and intercepting of radio waves.
Transmitting antenna is capable of absorbing energy from a transmitter and transferring this
energy to space in the form of radio waves. Receiving antenna is capable of catching energy
from a radio wave field and passing this energy onto a receiver. Antenna feed line is used
between the antenna and the transmitter output (or the receiver input). For most transmitting and
receiving antennas the feed line is a correctly terminated coaxial cable with impedance of 50° or
75°.
An important characteristic of an antenna is a radiation pattern. A radiation pattern is a graph
showing the actual intensity of a propagated radio wave at a fixed distance as a function of the
antenna system. A dipole being horizontal to the surface of the earth is horizontally polarized.
Polarization refers to the angle of the transmitted electric field. If the electric field is horizontal,
both transmit and receive antennas must be horizontal. Horizontal dipole has bi-directional
‘figure-of-eight’ radiation pattern. A vertical antenna being vertical to the surface of the earth is
vertically polarized. This antenna has omnidirectional circular radiation pattern. Omnidirectional
antennas are commonly used on the ships.
Two-dimensional radiation patterns for horizontal dipole and vertical whip antenna are given on
the figure below.

Antenna efficiency
The antenna radiating efficiency depends upon two factors:
 the physical length of the antenna;
 the matching of the antenna impedance with the transmitter output impedance.
The radiation and reception of radio waves is most effective when the antenna is in resonance.
An antenna is in resonance when its length equals a quarter wavelength ( /4) or half a
wavelength ( /2) or a multiple of these lengths. All antennas are developed from two basic
designs:
 The Hertz dipole, or half wave antenna;
 The Marconi quarter wave antenna.
A vertically mounted half wavelength dipole is commonly used for VHF communications. The
different types of the Marconi quarter wave antenna are mainly used for the medium and high
frequency bands. It is obvious that the antenna cannot be in resonance on all the frequencies
within the band. In practice, it is made to be in resonance at the centre of the operational
frequency band or on the distress calling channel/frequency.
Let us calculate the electrical length of the half wave antenna used in the maritime VHF band.
This antenna should be in resonance on the DSC distress channel 70 (156.525 MHz).
Wavelength:

(m) = c f = 300 000 000 m/sec 156 525 000 Hz = 1.92 meter.

The electrical length of antenna:

/2 = 1.92 2 = 0.96 meter.

Two types of basic VHF antennas are shown below:

Rod antenna CX4 Antenna with artificial ground plane

The impedance of the antenna circuit must be made equal to that of the transmitter output. This
process is known as matching. An antenna tuning unit (ATU) is usually used to match the
transmitter output to the antenna over a wide range of frequencies. The ATU uses electrical
components, i.e. coils (inductors) and capacitors.

Propagation of radio waves

General
Antenna radiates radio waves. These radio waves usually spread out in all directions from an
antenna. Only a very small part of the energy can thus be captured by a receiving antenna.
Three main modes of propagation are:
 Ground (surface) waves;
 Sky waves;
 Space (Line-of-Sight) waves.
Ground waves
Ground waves travel in contact with the earth or/and sea. These waves follow the curvature of
the earth. The distance over which reliable communications can be achieved by the ground
wave depends on the frequency and the physical properties of the earth along the transmission
path. The conductivity of the ground is very important. Seawater has the highest conductivity
and will support the propagation of a ground wave with very little attenuation. Attenuation is
greatest when the wavelength is short causing the ground waves to predominate at the lower
frequency end of the spectrum.
A very important phenomenon affecting the surface wave is diffraction. Diffraction is a change of
direction of the ground wave, due to its velocity, when meeting an obstacle. Diffraction is more
when the wavelength is long.
The propagation range of ground waves depends upon the output power of the transmitter.
The ground waves will predominate at radio frequencies up to 3 MHz.
Sky waves
The upper part of the atmosphere consists of several layers of ionized energy known as the
ionosphere. Long distance propagation of radio waves at HF is mainly the result of single or
multiple reflections from ionized regions. The Figure below illustrates the ionosphere which
consists of a number of layers.

The most important layers are:

- the D-layer at a height of 50-90 km;
- the E-layer at a height of 120 km;
- the F1-layer at a height of 200 km;
- the F2-layer at a height of 300-400 km.
The solar radiation responsible for ionizing the atmosphere varies continuously from day to night
and between the seasons. The degree of ionization also depends upon the sunspot activity. The
level of sunspot activity varies over a cycle of around 11 years, with periods of maximum
ionization occurring when the number of sunspots is at a maximum.
Ionization of the D-layer is low. This layer has an influence on propagation but more as an
absorber of radio waves than as a reflecting layer. However this layer has the ability to refract
signals of low frequencies. After sunset the D-layer disappears because of the rapid
recombination of ions.
The higher layers have the greater degree of ionization and therefore reflect the more high
frequencies. At night and at mid-winter the F1 and F2 layers combine to form a single F-layer as
a result of a gradual recombination of the ions and electrons during the night.
The earth (seawater) is a good reflector of HF radio waves. Global communications can be
achieved by the radio wave making several excursions between the ionosphere and the earth’s
surface.
The maximum frequency that is reflected by ionosphere over any particular path is known as the
maximum usable frequency (MUF). The MUF depends on the time of day, season, distance,
direction of the transmission path and the sunspot number. Frequencies above 30 MHz are not
reflected by ionosphere in any case. In practice, many global communications radio stations
publish monthly Optimum Traffic Frequency (OTF) figures for specific geographical locations to
enable point-to-point terrestrial communications to be reliably conducted. The OTF is
approximately 15% less than the MUF.
In general, for a given distance between the transmitting and receiving stations, higher
frequencies should be used during the hours of daylight than during the hours of darkness, and
higher frequencies in summer time than in winter.
Skip distance and skip zone
The distance from the transmitting site to the nearest point at which a wave at a particular
operating frequency returns, after reflection, back to the earth is known as the skip distance. In
other words, the skip distance is the distance from the transmitter to the first area of good
reception of the sky wave.
The area of no reception between the end of the ground wave and the first area of good
reception of the sky wave is known as the skip zone.

The past figure shows the paths of ground and sky radio waves. Sky wave at point ‘1’ is not
reflected because of the large angle of radiation. At point ‘2’ an angle of radiation is reached
where reflection occurs (the critical wave angle). Signals can then be received at the point ‘3’.
Radiation at lower angles will be reflected to even greater distances. The critical wave angle for
a particular layer depends on the operating frequency and decreases as the frequency
increases. The skip distance increases with the frequency, too (see the figure below).

Space waves. (Line-of-sight)

The space wave is the predominant mode of propagation of radio waves above 30 MHz. The
communication is accomplished, in case of terrestrial radio, via the lower part of the atmosphere
– termed the troposphere – and in the case of space communication via earth-orbiting satellites.
When a space wave is propagated upwards, it passes through the ionized layers and can be
received and returned by a satellite. For satellite communications an unobstructed view of the
satellite is required, and the Ship Earth Station antenna must be mounted to achieve the best
view possible.
When a space wave is propagated along the surface of the earth or at a short height above it,
the wave will move in a straight line from transmitting antenna to receiving antenna. This wave is
often called a line-of-sight wave.
Propagation of MF
Propagation at frequencies in the MF band is mostly by means of the ground radio wave. The
situation is that the higher the frequency, the greater will be effect of attenuation by the earth.
The safe communication range is about 150 nautical miles. The communication distance is
largely dependent on the output power of the transmitter.
In the daytime the sky waves of MF band suffer a very high degree of attenuation by the D-layer.
At night the D-layer disappears and the radio waves are more or less refracted by the F-layer.
The communication range will be increased up to 300-400 nautical miles. A negative effect,
however, can be owing to interference fading caused by signals arriving at the receiver by
different paths from the transmitting station.
Propagation of HF
The propagation range of a ground wave in the HF band is reduced to about 100 miles due to
the greater effect of attenuation by the earth. This range depends upon the power of the
transmitter. Long-distance communication at HF is based on the ionospheric reflection of radio
waves. So, HF communication is accomplished by means of the sky waves. The
communications distance depends on the frequency used, time of the day, the season and so
on. When transmitting in the east-west direction, the signal may pass from daytime to nighttime
conditions, and it may be very difficult to establish effective communications.
The following table can be used as a rough guide to select a proper frequency band:

Communications Summer, day Summer, night Winter, day Winter, night

range, miles

300-600 6 MHz 4 MHz 4 MHz 2 MHz

800-1600 12 MHz 8 MHz 8 MHz 6 MHz

2000-3000 16 MHz 8 MHz 12 MHz 8 MHz

4000-5000 22/25 MHz 12 MHz 16 MHz 8 MHz

Propagation of VHF
VHF transmissions use the direct beam between the transmitter and receiver (light-of-sight
communications).
For satellite communications an unobstructed view of the satellite is required.
For terrestrial communications the range depends mainly upon the heights of both the
transmitting and receiving antennas. Unfortunately the VHF space wave is not refracted in the
atmosphere and so does not follow the curvature of the earth. The maximum range at sea can
be given by the following formula:
Range (km)
where H1 and H2 are the heights of the transmitting and receiving antennas above sea level,
measured in metres.
If H1=H2=16 metres, R=4.1 x (4+4) = 33 km = 18 nautical miles.
The practicable VHF range is observed to be limited to 20-30 miles.

Transfer of information
Modulation
Radio waves are used to transfer information over great distances. In the maritime context the
type of information carried is voice, telex, facsimile and data. The microphone converts speech
into audio frequencies. The information from telex/data/fax modem can be represented by
sequence of audio frequencies. It is not possible to radiate efficiently the audio frequencies.
Radio frequencies should be used for this purpose. The process of translating the audio
frequencies into the radio frequencies is known as modulation. The audio frequencies are
modulated onto a defined single radio frequency called a carrier frequency. The carrier
frequency is the frequency on which the transmission will occur (for example the frequency 2182
kHz as shown on the Figure below).

The following types of modulation are usually used in the terrestrial maritime communication:
 Amplitude modulation
 Frequency modulation
 Phase modulation
Amplitude modulation
Amplitude modulation of a carrier frequency signal is achieved by varying its instantaneous
amplitude at the rate of change of amplitude of the audio frequency signal. This type of
modulation is used in the marine radiotelephone transmitters operating in the MF/HF bands. An
audio frequency band of 350 Hz – 2700 Hz is used in the commercial marine radio
communications.
One can prove mathematically that the modulated carrier frequency contains the carrier
frequency itself and two bands of frequencies, one above and one below the carrier frequency.
These bands are known as the upper sideband (USB) and the lower sideband (LSB). The
bandwidth of the transmitted signal created by using amplitude modulation is double the highest
frequency of the audio modulating signal. The type of the radiotelephone transmitter that
radiates the carrier and the two sidebands is known as a double sideband transmitter (A3E
mode).
The carrier contains no useful signal information. The upper and lower sidebands contain the
same information. Marine MF/HF transmitters now use single-sideband (SSB) techniques for
transmission. By eliminating the duplicated information contained in the lower sideband, along
with the carrier, the transmitter efficiency is greatly increased (J3E mode). The bandwidth of the
radiated signal is reduced twice.
At present the transmissions on the emergency frequency 2182 kHz may still use SSB mode
with full carrier (H3E mode).
Frequency modulation
Frequency modulation of a carrier frequency signal is achieved by varying its instantaneous
frequency at the rate of change of amplitude of the audio frequency signal. Frequency
modulation is used in the marine radiotelephone transmitters operating in the VHF band (F3E
mode).
A type of frequency modulation called ‘frequency shift keying’ (FSK) is used for MF/HF
radiotelex communication. In this case the transmitted frequency shifts by 85 Hz about the
carrier frequency. This mode is described as mode of emission F1B.
Phase modulation
Phase modulation has place when the instantaneous phase of the carrier frequency is varied in
accordance with the characteristics of the modulating signal. Phase modulation is used in the
marine radiotelephone transmitters operating in the VHF band (G3E mode).

Assigned frequency
Assigned frequency is the centre of the transmitted frequency band. The difference between the
carrier and assigned frequencies is shown on the figure below.
For F1B mode (MF/HF radiotelex) the assigned frequency is the centre frequency between the
‘mark’ and ‘space’ frequencies radiated (the transmitted frequency shifts by 85 Hz about the
carrier frequency). In this case the assigned frequency and the carrier frequency are the same.
For J2B mode (MF/HF radiotelex and DSC) the assigned frequency is the centre frequency
between the ‘mark’ and ‘space’ sideband frequencies radiated. The assigned frequency is 1700
Hz above the carrier frequency. It can be seen that the modes of emission J2B and F1B are
essentially identical for two-tone MF/HF radio telex transmissions.
Note: If either F1B or J2B mode is not available on the equipment being used, then it may be
necessary to offset the tuning by 1700Hz from the quoted frequency to compensate for the
difference between the F1B carrier/assigned frequency and the J2B assigned frequency.
For J3E mode (MF/HF radiotelephony) the assigned frequency is 1400 Hz higher than the
carrier frequency.
Note: When designating frequencies for single-sideband radiotelephony the carrier frequency is
always to be designated.
Classification of modes of emission
The mode of emission is a set of characteristics. The basic characteristics are:
 First symbol – type of modulation of the main carrier:
A - Double sideband (amplitude modulation).
H - SSB with full carrier (amplitude modulation).
R - SSB with reduced carrier (amplitude modulation).
J - SSB with suppressed carrier (amplitude modulation).
F - Frequency modulation.
G - Phase modulation.
 Second symbol – nature of signal(s) modulating the main carrier:
1 – A single channel containing quantized or digital information without the use of a
modulating sub-carrier.
2 – A single channel containing quantized or digital information with the use of a
modulating sub-carrier.
 3 – A single channel containing analogue information.
 Third symbol – type of information to be transmitted:
A – Telegraphy - for aural reception (Morse).
B - Telegraphy – for automatic reception (Telex, DSC, etc.).
C – Facsimile.
E – Telephony.
Following are examples of classes of emission commonly used in marine radio communications:
Telephony:
H3E – SSB with full carrier (permitted on 2182 kHz only)
J3E – SSB with suppressed carrier
F3E – Frequency modulation
G3E – Phase modulation
Radiotelex and DSC:
F1B – Frequency shift keying of carrier
J2B – Frequency shift keying of sub-carrier
G2B – Phase modulation; a single channel containing quantized or digital information with
the use of a modulating sub-carrier.

Basic transmitter block diagram

The figure below illustrates a block diagram of a basic transmitter.

The radio frequency synthesizer (generator) produces the carrier frequency, i.e. the frequency
on which one wants to transmit. This frequency is selected by operator.
The microphone converts sound waves into low level electrical voltage waves. These waves are
amplified by the audio frequency amplifier and applied to the modulator in the radiotelephone
mode. In case of the telex or DSC communications the audio tones from a telex/DSC modem
are applied to the modulator.
The modulator is used to combine the information signals from the microphone or the telex/DSC
modem with the carrier frequency. The balanced modulator is used in the modern SSB
transmitters. The balanced modulator produces upper and lower sidebands. The carrier
frequency is absent in the output of the modulator. The lower sideband frequencies are
suppressed by the filter. The upper sideband frequencies are amplified in the radio frequency
amplifier.
To obtain maximum radiation for a chosen radio frequency, the antenna should be tuned to the
correct electrical length. The electrical length of the antenna can be lengthened or shortened by
means of extra radio frequency circuit elements, inductors and capacitors. An antenna tuning
unit (ATU) is used for this purpose. In most modern transmitters the procedure of antenna tuning
is accomplished automatically by pressing the [TUNE] button.

Basic receiver block diagram

The following figure illustrates a block diagram of a basic receiver.

An input signal from the antenna after passing through the appropriate band-pass filter circuit is
applied to the tuned radio frequency amplifier. Received signals vary greatly in strength
depending upon the distance to the transmitting station, propagation conditions and so on. The
radio frequency sensitivity control allows manual or automatic adjustment of the input amplifier
so as to set up the gain to suit conditions. Automatic gain control (AGC) function automatically
increases the receiver gain when the radio frequency signal level fades and decreases gain in
case the signal strength rises. As a general rule the AGC function is switched on. To use a
manual gain control it is necessary to switch off the AGC function.
The received radio frequency signal is then converted to produce the fixed intermediate
frequency. Locally generated frequencies produced by the synthesizer are used for this purpose.
After amplification and filtering, the signal is demodulated. An audio frequency signal is then
amplified. The volume control can be used to change the level of signal passing to the
loudspeaker.

DIGITAL SELECTIVE CALLING

General information about DSC
Digital selective calling (DSC) is designed for automatic station calling and distress alerting.
Each call consists of a packet of a digitized information. DSC calls can be routed to all stations,
to an individual station or to a group of stations.
The system is used by ship and coast stations in the MF, HF and VHF maritime communication
bands.
The system is a synchronous system using characters composed from a ten bit error-detecting
code. The first seven bits are information bits. The last three bits are used for error-detection.
Each character is sent twice but separated in time and a message check character added at the
end of the call.
The classes of emission, frequency shifts and modulation rates are as follows:
 F1B or J2B 170 Hz and 100 Bd for use on MF and HF channels. When frequency-shift
keying is effected by applying audio signals to the input of single-sideband transmitters
(J2B), the centre of the audio-frequency spectrum offered to the transmitter is 1700 Hz.
 Frequency modulation with a pre-emphasis of 6 dB/octave (phase modulation) with
frequency-shift of the modulating sub-carrier (G2B) for use on VHF channels; the
modulation rate is 1200 Bd; frequency-shift is between 1300 Hz and 2100 Hz, the sub-
carrier being at 1700 Hz.
Technical characteristics and operational procedures for the use of DSC equipment are
described in the following documents:
- Recommendation ITU-R M.493 ‘Digital selective calling system for use in the Maritime Mobile
Service’.
- Recommendation ITU-R M.541 ‘Operational procedures for the use of digital selective-calling
(DSC) equipment in the Maritime Mobile Service’.

Technical format of a call sequence

General
The technical format of the call sequence consists of the following parts:
Dot pattern
Phasing sequence
Format specifier
Address
Category
Self-identification
Messages
End of sequence
Error-check character
The phasing sequence provides information to the receiver to permit correct bit phasing and
unambiguous determination of the positions of the characters within a call sequence.
To provide appropriate conditions for earlier bit synchronization and to allow for scanning
methods to monitor several HF and MF frequencies by ship stations, the phasing sequence is
preceded by a dot pattern with duration of:
200 bits at MF and HF for "distress", "distress relay" and "distress acknowledgement" calls and
for all calling sequences to ship stations;
20 bits for all calls at VHF and for all acknowledgement sequences (except distress) and for all
calling sequences to coast stations at MF and HF.
Format specifier
Format specifier describes the type of DSC call. The following types of calls are used:
Distress call;
All ships call;
Selective call to ships in a particular geographic area;
Selective call to a group of ships having a common interest;
Selective call to a particular individual station;
Selective call to a particular individual station using the semi-automatic/automatic service.
The format specifier character identifing type of call is transmitted twice after phasing sequence.
Address
1) "Distress" calls and "all ships" calls do not have addresses since these calls are implicitly
addressed to all stations (ship stations and coast stations).
2) For a selective call directed to an individual ship, to a coast station or to a group of
stations having a common interest, the address consists of the characters corresponding to the
station's Maritime Mobile Service Identity (MMSI).
According to Appendix 43 of the Radio Regulations, MMSI numbers are formed of a series of
nine digits, consisting of three digits of the Maritime Identification Digits (MID) and six more
digits.

* MMSI number of a ship station is formed as follows:

MIDXXXXXX,

Where MID represents three digits which identify the vessel's country of registration. XXXXXX
consists of six digits indicating the particular ship.

* MMSI number of a coast station is formed as follows:

00MIDXXXX,

Where the first two figures are zeroes; MID represents the country code to which the coast
station belongs; XXXX represents four digits to identify the particular coast station (or the
particular group of coast stations).

* MMSI number of a group of ship stations is formed as follows:

0MIDXXXXX,

where the first figure is zero; MID identifies the country which assigns that particular MMSI;
XXXXX identifies the particular group of ships.

3) For a selective call directed to a group of ships in a particular geographic area a

geographic coordinates address is constructed as follows:

 The designated geographic area will be a rectangle in Mercator projection;

 The upper left-hand (north-west) corner of the rectangle is the reference point for the
area;

 The latitude of the reference point is included in tens and units of degrees and North or
South indicator;

 The longitude of the reference point is included in hundreds, tens and units of degrees
and East or West indicator;
  The vertical (north-to-south) side of the rectangle is included in tens and units of degrees;

 The horizontal (west-to-east) side of the rectangle is included in tens and units of
degrees.

Category

The "category" information defines the priority of the call sequence.

For a "distress" call the priority is defined by the format specifier and no category information is
included in the call sequence.

For safety related calls, the "category" information specifies:

- distress; or

- urgency; or

- safety.

For other calls, the "category" information specifies:

- ship's business ;

- routine.

Self-identification

The MMSI number assigned to the calling station is included in the call sequence automatically.
It is used for self-identification.

Messages

The number of "messages" included in a call sequence may vary according to different types of
calls.

1) For a "Distress" call the distress information is contained in four messages in the following
order:

 Message 1 is the "nature of distress" message. The following types of distress can be
inserted:

Fire, explosion

Flooding

Collision

Grounding

Listing, in danger of capsizing

Sinking

Disabled and adrift

 Undesignated distress

Abandoning ship

Piracy/armed robbery attack

Man overboard

EPIRB emission.

 Message 2 is the "distress coordinates" message. It includes the latitude and the
longitude in degrees and minutes and quadrant (NE, NW, SE or SW).
 Message 3 is the time indication (UTC, in hours and minutes) when the coordinates were
valid.

 Message 4 indicates the type of communication (telephone or teleprinter) which is

preferred by the ship in distress for subsequent exchange of distress traffic.

2) For other types of calls except "distress relay", "distress relay acknowledgement" and
"distress acknowledgement", two messages are included in the following order:

 Message 1 is the "telecommand" information and consists of two characters (first and
second telecommand). First telecommand is usually used to indicate the type of the
subsequent communication. The following types can be inserted:

F3E/G3E simplex (VHF telephony, simplex)

F3E/G3E duplex (VHF telephony, duplex)

Data (Data transmission)

J3E (MF/HF SSB telephony with suppressed carrier)

H3E (SSB telephony with full carrier, for 2182 kHz only)

F1B/J2B FEC (MF/HF radiotelex, broadcast mode)

F1B/J2B ARQ (MF/HF radiotelex)

F1B/J2B receive (Direct printing telegraphy, receive only)

F1B/J2B (Direct printing telegraphy)

A1A Morse (Morse telegraphy)

F1C/F2C/F3C (Facsimile)

If no information additional to that conveyed by the first telecommand is required, then the
second telecommand should be "no information". If the called station can't accomplish
communication on a working channel, the message "Unable to comply" is used as first
telecommand in acknowledgement call. In this case the operator has the following choices for
the second telecommand:

No reason given
 Congestion at maritime switching centre

Busy

Queue indication

Station barred

No operator available

Operator temporarily unavailable

Equipment disabled

Unable to use proposed channel

Unable to use proposed mode

If "Data" is used as the first telecommand, the second telecommand should contain the type of
data transmission. The following types are available:

Data V.21

Data V.22

Data V.22 bis

Data V.23

Data V.26 bis

Data V.26 ter

Data V.27 ter

Data V.32

No information

When a station requests the ship's position the first telecommand must be "ship's position". In
this case the reply call contains message 2 with position. Message 3 follows message 2 in this
case and contains the time (UTC) when the coordinates were valid.

In case of polling the first telecommand must be 'Polling'. In this case the second telecommand
and message 2 contains "no information".

Additionally the second telecommand can be one of the following messages:

Ships and aircraft (according to Resolution No.18 (Mob-83)

Medical transport

Pay-phone public call office.

 Message 2 may contain the proposed working frequency in multiples of 100 Hz or the
channel number or the ship's position (in degrees and minutes) or "no information".
 Message 3 follows message 2 when using the DSC system for calls initiated by ship
station requiring a semi-automatic or automatic connection. This message contains the
public switched network number (e.g. telephone number). In this case the format specifier
used is "Selective call to a particular individual station using the semi-automatic/automatic
service".

NOTE: The "end of sequence" character is transmitted after "messages". It is one of the three
unique characters corresponding to the following information:

- The call requires acknowledgement;

- The sequence is an answer to a call that requires acknowledgement;

- The calls without acknowledgements.

The final character transmitted is the error-check character. It serves to check the entire
sequence for the presence of errors which are undetected by the ten-unit error-detecting code
and the time diversity employed.

Distress call
A DSC distress call should be transmitted if, in the opinion of the Master, the ship or a person or
persons on it is in distress and requires immediate assistance.

Distress call contents

Distress call sequence consists of the following parts:

 Format specifier: Distress call

 Self-identification: own MMSI number (automatically included)

 Message 1: Nature of distress (the default will be "undesignated distress";

 Message 2: Distress coordinates

 Message 3: Time of coordinates

 Message 4: Type of subsequent communication

The position of the ship in distress and the time at which the distress coordinates were valid may
be automatically included if the ship is equipped with position-fixing equipment and a navigation
interface or may be inserted manually. If the position and time information cannot be entered
then the default will be "no position information" and "no time information".

Frequencies used for DSC distress call

The following frequencies are used for DSC distress and safety calls:

MF: 2187.5 kHz

HF: 4207.5 kHz; 6312 kHz; 8414.5 kHz; 12577 kHz; 16804.5 kHz
 VHF: 156.525 MHz (Ch. 70)

At MF and HF a distress call attempt may be transmitted as a single frequency or a multi-

frequency call attempt. At VHF only single frequency call attempts are used.

Single frequency call attempt means the transmission a distress call on one MF or HF frequency
and waiting a few minutes for receiving acknowledgement by a coast station. If no
acknowledgement is received within 3 minutes, the process is repeated by transmitting the DSC
distress alert on another appropriate frequency.

Multi-frequency call attempt means the transmission up to 6 consecutive calls (1 at MF and 5 at

HF) with no or only very short pauses between the calls, without waiting for acknowledgement
between the calls.

It is recommended to follow single frequency call attempt in all cases, where time permits to do
so.

Transmission of distress call

The DSC distress call is transmitted as follows:

 tune the transmitter to the DSC distress channel;

 if time permits, key in or select on the DSC equipment keyboard:

- the nature of distress,

- the ship’s last known position,

- the time (in UTC) the position was valid,

- type of subsequent distress communication (telephony or telex),

in accordance with the DSC equipment manufacturer’s instructions;

 transmit the DSC distress alert;

 prepare for the subsequent distress traffic by tuning the transmitter and the receiver to the
distress traffic channel in the same band, while waiting for the DSC distress
acknowledgement.

Distress acknowledgement
DSC distress acknowledgements are normally transmitted by coast stations only in response to
a received DSC distress call. The acknowledgement indicates to the ship in distress (and to
other stations within propagation range) that the distress call has been received and that the
search and rescue authorities are being advised. Only if no other station seems to have received
the DSC distress alert transmitted on VHF or MF, and the transmission of the DSC distress alert
continues, the ship should acknowledge the DSC distress call by use of DSC to terminate the
call. The ship should then, in addition, inform a coast station or a Coast Earth Station by any
practicable means. Ships receiving a DSC distress call on HF from another ship shall not
acknowledge the alert. In this case, 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, it is necessary to transmit a DSC distress relay alert and
inform a Rescue Coordination Centre via appropriate radiocommunication means.

A ship receiving a DSC distress alert from another ship on MF or VHF shall:
 prepare for receiving the subsequent distress communication by tuning the station to the
distress traffic frequency in the same band;
 acknowledge the receipt of the distress alert by transmitting the following by
radiotelephony on the distress traffic frequency:

"MAYDAY";

MMSI of the ship in distress repeated 3 times;

"this is";

MMSI or the call sign or other identification of own ship repeated 3 times;

"RECEIVED MAYDAY.

The format of the DSC distress acknowledgement contains the following information:

 Format specifier: ALL SHIPS (automatically included)

 Category: DISTRESS (automatically included)

 Self-identification: MMSI number of the acknowledging station (automatically included)

 Telecommand: DISTRESS ACKNOWLEDGEMENT (automatically included)

 Identification of ship in distress: MMSI number of ship in distress (may be automatically

transferred from the received distress call)

 Nature of distress, distress co-ordinates, time and type of subsequent communication:

Identical to the information in the received distress call (may be automatically transferred
from the received distress call).

The distress acknowledgement is transmitted on the same frequency as that on which the
distress call was received.

Distress relay
DSC distress relays are transmitted in the following situations:

1) By a coast station to alert ships in the distress area. Such a relay transmission would normally
only be transmitted if ships in the area may not have received the original distress call, e.g. if a
DSC distress call was transmitted on a frequency which may not have been received by ships in
the area or if the original distress call was not transmitted using DSC.

2) By any ship station, receiving a distress call on HF channel which is not acknowledged by a
coast station within 5 minutes. A ship should transmit a distress relay call to the appropriate
coast station.

3) By a ship knowing that another ship is in distress, in case if the ship in distress is not itself
able to transmit the distress alert or the master of the ship considers that further help is
necessary.

The format of the distress relay contains the following information:

 Format specifier: ALL SHIPS or GEOGRAPHIC AREA or INDIVIDUAL

 Address: for "All ships" call address is not included;
 for "Geographical area" call - geographic area address;

for "Individual station" call - MMSI number of the called station.

 Category: DISTRESS (automatically included)

 Self-identification: MMSI number of the relaying station (automatically included)

 Telecommand: DISTRESS RELAY (automatically included)

 Identification of ship in distress: MMSI number of ship in distress (may be automatically

transferred from the received distress call)

 Nature of distress, distress co-ordinates, time and type of subsequent communication:

Identical to the information in the received distress call (may be automatically transferred
from the received distress call).

The acknowledgement to a DSC distress relay should be made using radiotelephony on the
associated distress and safety traffic frequency.

All ships call

All ships call sequence consists of the following parts:

 Format specifier: All ships call

 Category: DISTRESS or URGENCY or SAFETY

 Self-identification: own MMSI number (automatically included)

 Message 1 (1st telecommand): Type of the subsequent transmission

(2nd telecommand): No information (mostly)

 Message 2: Working frequency or channel.

All ships calls are usually used for the transmission of a DSC announcement of the urgency, vital
navigational and safety messages. The call should indicate the type of the subsequent
transmission (telephony or telex) and the frequency which will be used. Ships receiving a DSC
urgency or safety call announcing an urgency or safety message addressed to all ships shall not
acknowledge the receipt of the DSC call, but should tune the receiver to the frequency indicated
in the call for reception of a message.

All ships calls are transmitted on DSC distress and safety calling frequencies.

NOTE: Distress relay calls addressed to all stations and distress acknowledgement calls have
format specifier "All ships" and category "Distress".

Geographic area call

Geographic area call sequence consists of the following parts:

 Format specifier: Geographic area call

 Address: Geographic area address as described below

 Category: Distress, Urgency, Safety, Ship's business, Routine

  Self-identification: own MMSI number (automatically included)

 Message 1 (1st telecommand): Type of the subsequent transmission (mostly)

(2nd telecommand): No information (mostly)

 Message 2: Working frequency or channel (mostly).

For a selective call directed to a group of ships in a particular geographic area a geographic
coordinates address is constructed as follows:

 The designated geographic area will be a rectangle in Mercator projection;

 The upper left-hand (i.e. north-west) corner of the rectangle is the reference point for the
area;

 The latitude of the reference point is included in tens and units of degrees and North or
South indicator;

 The longitude of the reference point is included in hundreds, tens and units of degrees
and East or West indicator;

 The vertical (i.e. north-to-south) side of the rectangle is included in tens and units of
degrees;

 The horizontal (i.e. west-to-east) side of the rectangle is included in tens and units of
degrees.

Ships having a common interest call

Ships having a common interest call sequence consists of the following parts:

 Format specifier: Ships having a common interest call

 Address: Group MMSI number

 Category: Distress, Urgency, Safety, Ship's business, Routine

 Self-identification: own MMSI number (automatically included)

 Message 1 (1st telecommand): Type of the subsequent transmission (mostly),

(2nd telecommand): No information (mostly)

 Message 2: Working frequency or channel (mostly).

Individual call
Individual call sequence consists of the following parts:

 Format specifier: Individual call

 Address: MMSI number of the called station

 Category: Distress, Urgency, Safety, Ship's business, Routine

 Self-identification: own MMSI number (automatically included)

  Message 1 (1st telecommand): Type of the subsequent communication (mostly),

(2nd telecommand): No information (mostly)

 Message 2: Working frequency or channel or ship's position.

NOTE: A proposal for a working channel or frequencies should not be included in calls to a coast
station; the coast station will in its DSC acknowledgement indicate a vacant working channel or
frequencies.

Semi-automatic/automatic ship-to-shore call

Semi-automatic/automatic ship-to-shore call sequence consists of the following parts:

 Format specifier: Semi-automatic/automatic service call

 Address: MMSI number of the called station

 Category: Routine

 Self-identification: own MMSI number (automatically included)

 Message 1 (1st telecommand): Type of the subsequent communication (mostly),

(2nd telecommand): No information (mostly)

 Message 2: Working frequency or channel or ship's position.

 Message 3: The public switched network number.

The public switched network number (e.g. telephone number) can contain up to 16 decimal
digits. When the number consists of an odd number of decimal digits, a zero shall be added in
front of the most significant position.

NOTE: A proposal for a working channel or frequencies should not be included in calls to a coast
station; the coast station will in its DSC acknowledgement indicate a vacant working channel or
frequencies.

If the ship station does not receive an acknowledgement from the called coast station on VHF
within 5 seconds, the calling sequence is automatically repeated. If an acknowledgement is still
not received within a further 5 seconds, then any further repetitions should be effected by
manually initiating a new calling sequence. Such further repetitions to the same coast station
should not, however, be initiated until at least 15 min have elapsed.

DSC calling frequencies for public correspondence

VHF:

The VHF DSC channel 70 is used for DSC for distress and safety purposes as well as for DSC
for public correspondence.

MF:

International and national DSC frequencies separate from the DSC distress and safety calling
frequency 2187.5 kHz are used for DSC for public correspondence.
Ships calling a coast station by DSC on MF should preferably use the coast station's national
DSC channel.

The international DSC frequencies for public correspondence may as a general rule be used
between ships and coast stations of different nationality. The ships transmitting frequency is
2189.5 kHz, and the receiving frequency is 2177 kHz. The frequency 2177 kHz is also used for
digital selective calling between ships for general communications.

A DSC call for public correspondence may be repeated on the same or another DSC frequency,
if no acknowledgement is received within 5 minutes. Further all attempts should be delayed at
least 15 minutes, if acknowledgement is still not received.

HF:

International and national HF DSC frequencies different from those used for DSC for distress
and safety purposes are used for DSC for public correspondence.

International frequencies are indicated in ITU-R Rec. M.541. The following paired frequencies
are the first choice international frequencies for DSC for public correspondence:

Ship station/Coast station: 4208/4219.5 kHz; 6312.5/6331 kHz; 8415/8436.5 kHz;

12577.5/12657 kHz; 16805/16903 kHz; 18898.5/19703.5 kHz; 22374.5/22444 kHz and
25208.5/26121 kHz.

Ships calling a coast station by DSC on HF should preferably use the coast station's national
DSC channels. Information about these channels can be found in the ITU "List of Coast
Stations". The international DSC channels for public correspondence may as a general rule be
used between ships and coast stations of different nationality. The procedures for DSC
communication for public correspondence on HF are the same as for MF.

Testing DSC equipment

Testing on the exclusive DSC distress and safety calling frequencies should be avoided as far
as possible by using other methods.

There should be no test transmissions on the VHF DSC calling channel 70. However, when
testing on the exclusive DSC distress and safety calling frequencies on MF and HF is
unavoidable, the test call should be composed in accordance with Recommendation ITU-R
M.493. This call should be acknowledged by the called coast station. Normally there would be
no further communication between the two stations involved.

The format of the test call sequence contains the following information:

 Format specifier: INDIVIDUAL CALL

 Address: MMSI number of the called coast station

 Category: SAFETY (automatically included)

 Self-identification: MMSI number of the calling station (automatically included)

 First telecommand: TEST

 Second telecommand: no information

 Second message: no information

Actions in case of false alerts
In case of false alert using DSC the following procedures are used for cancelling this false alert:

 If false alert is detected during transmission, switch off transmitter immediately.

 Switch on equipment and set to the appropriate telephone distress frequency:

MF: 2182 kHz;

HF: 4125 kHz, 6215 kHz, 8291 kHz, 12290 kHz or 16420 kHz;

VHF: Channel 16.

 Make broadcast to 'All Stations':

'All stations, all stations, all stations.

This is NAME, CALLSIGN, DSC NUMBER, POSITION.

Cancel my distress alert of DATE, TIME UTC'

=Master, NAME, CALLSIGN, DSC Number, DATE, TIME UTC.

GENERAL PRINCIPLES OF RADIOTELEPHONE

COMMUNICATION.
Classes of emission and specific frequencies
Classes of emission

G3E (phase modulation) – in the VHF band;

J3E (single side band telephony with upper sideband and suppressed carrier) – in the MF/HF
band;

H3E (single side band telephony with upper sideband and full carrier) – for 2182 kHz only.

Specific frequencies

156.8 MHz (Ch.16) – the distress, safety and calling frequency;

156.3 MHz (Ch.6) – the primary intership frequency; this frequency may also be used for
communication between ship stations and aircraft stations engaged in coordinated search and
rescue operations;

156.65 MHz (Ch.13) – the navigation safety communication frequency on a world-wide basis,
primarily for intership navigation safety communications.

2182 kHz – the international distress frequency. The frequency may also be used for call and
reply and by coast stations to announce the transmission, on another frequency, of traffic lists.

Calling frequencies
  Bands between 1605 kHz and 4000 kHz.

A ship station calling a coast station should use for the call, in order of preference, the following
frequencies:

- a working frequency on which the coast station is keeping watch (see ITU List of Coast
Stations);

- the carrier frequency 2182 kHz;

- in Regions 1 and 3 and in Greenland, the carrier frequency 2191 kHz when a carrier
frequency of 2182 kHz is being used for distress;

- in Region 2 except for Greenland, the carrier frequency 2191 kHz as a supplementary
calling frequency in those areas of heavy usage of 2182 kHz.

A ship station calling another ship station should use for the call:

- the carrier frequency 2182 kHz;

- an intership frequency, whenever and wherever traffic density is high and prior
arrangements can be made.

 Bands between 4000 kHz and 27500 kHz.

A ship station calling a coast station by radiotelephony shall use one of its working frequencies
shown in the ITU List of Coast Stations.

 VHF band (156-174 MHz).

In the VHF band as a general rule intership and coast station to ship station calling should be
made on Channel 16. Except for distress, urgency or safety communications, when channel 16
should be used, ship to coast station calling should, whenever possible, be made on a working
channel or on a two frequency calling channel designated by administrations for that purpose
(see ITU List of Coast Stations).

Radiotelephone station identification

Coast stations identify themselves as follows:

 by use of a call sign; or

 by use of the geographical name of the place as it appears in the ITU List of Coast
Stations, followed preferably by the word RADIO or by any other appropriate indication.

Ship stations identify themselves as follows:

 by use of a call sign; or

 by use of the official name of the ship preceded, if necessary, by the name of the owner
on condition that there is no possible confusion with distress, urgency and safety signals;
or

 by use of its selective call number or signal.

Full information about identification of stations contains in the Article S19 of Radio Regulations.
Calling procedures
Before initiating a radiotelephone call, a station shall take precautions to ensure that there is no
traffic already in progress.

The call consists of the following parts:

 the call sign or other identification of the station called, not more than three times;
 the words THIS IS (or DE spoken as DELTA ECHO in case of language difficulties);

 the call sign or other identification of the calling station, not more than three times.

When a station called does not reply to a call sent three times at intervals of two minutes, the
calling shall cease. The call may be repeated at three-minute intervals.

When contact is established, the call sign or other identification may thereafter be transmitted
once only.

The coast station may, by means of the abbreviation TR (spoken as TANGO ROMEO), ask the
ship station to furnish it with the following information:

- position and, whenever possible, course and speed;

- next port of call.

This information preceded by the abbreviation TR should be furnished by ship stations,

whenever this seems appropriate, without prior request from the coast station. The provision of
this information is authorized only by the master or the person responsible for the ship.

Traffic lists
Coast stations transmit their calls in the form of «traffic lists» consisting of the call signs or other
identification in alphabetical order of all ship stations for which they have traffic on hand. The
hours at which coast stations transmit their traffic lists and the frequencies and classes of
emission which they use for this purpose are stated in the ITU List of Coast Stations. The
transmission shall be preceded by a general call to all stations announcing the traffic list. This
call may be sent on a calling frequency 2182 kHz and on VHF Channel 16.

Ship stations should as far as possible listen to the traffic lists transmitted by coast stations. On
hearing their call sign or other identification in such a list they must call the coast station as soon
as they can do so.

Transmission of radiotelegrams by radiotelephony

Stations equipped for radiotelephony may transmit and receive radiotelegrams by means of
radiotelephony. Coast stations providing such service and open for public correspondence are
indicated in the ITU List of Coast Stations.

After contact has been established on the frequency to be used for traffic, the transmission of a
radiotelegram should be made as follows:
 - radiotelegram begins: from … (name of ship);

- number … (serial number of radiotelegram);

- number of words … ;

- date … ;

- time … (time radiotelegram was handed in aboard ship);

- service indicators (if any);

- address … ;

- text … ;

- signature … (if any);

- radiotelegram ends, over.

As a general rule, radiotelegrams of all kinds transmitted by ship stations shall be numbered in a
daily series; number 1 shall be given to the first radiotelegram sent each day to each separate
station.

The acknowledgement of receipt of a radiotelegram shall be given by the receiving station in the
following manner:

 the call sign or other identification of the sending station;

 the words THIS IS (or DE spoken as DELTA ECHO in case of language difficulties);

 the call sign or other identification of the receiving station;

 «Your No. … received, over» (or R spoken as ROMEO … (number), K spoken as KILO in
case of language difficulties).

The radiotelegram shall not be considered as cleared until this acknowledgement has been
received.

The end of work between two stations shall be indicated by each of them by means of the word
«Out» (or VA spoken as VICTOR ALFA in case of language difficulties).

Establishment of radiotelephone calls

After contact has been established on the frequency to be used for traffic, the radiotelephone
call can be ordered by the ship station. In setting up this radiotelephone call, the coast station
should establish connection with the telephone network as quickly as possible. In the meantime,
the ship station shall maintain watch on the appropriate working frequency as indicated by the
coast station.

When a radiotelephone call has been completed, the end of work between two stations shall be
indicated by each of them by means of the word «Out».

Distress traffic
Distress traffic consists of all messages relating to the immediate assistance required by the ship
in distress, including search and rescue communications and on-scene communications.

On receipt of a DSC distress acknowledgement the ship in distress should commence the
transmission of the distress message on the appropriate frequency using the assigned type of
communication (radiotelephony or radiotelex).

The following distress traffic frequencies are used in the radiotelephone mode:

HF: 4125 kHz, 6215 kHz, 8291 kHz, 12290 kHz, 16420 kHz

MF: 2182 kHz

VHF:156.8 MHz (Ch.16)

The distress message consists of:

the distress signal "MAYDAY";

"this is";

MMSI number and the call sign or other identification of the ship;

the ship's position if not included in the DSC distress call;

the nature of distress and assistance wanted;

any other information which might facilitate the rescue.

The station in distress, the rescue coordination centre coordinating distress traffic or the coast
station involved may impose silence on stations which interfere with the traffic. This instruction
shall be addressed to all stations or to one station only, according to circumstances. In either
case the signal SEELONCE MAYDAY pronounced as the French expression «silence, m’aider»
shall be used.

If it will be necessary, any ship or station near the ship in distress may also impose silence using
the signal SEELONCE DISTRESS followed by the own call sign.

When complete silence is no longer necessary on a frequency which is being used for distress
traffic, the station controlling the traffic shall transmit on that frequency a message addressed to
all stations indicating that restricted working may be resumed. This message consists of:

the distress signal MAYDAY;

ALL STATIONS, spoken three times;

the words THIS IS;

the call sign or other identification of the station sending the message;

the time of handing in of the message;

the name and call sign of the ship in distress;

the word PRU-DONCE pronounced as the French word «prudence».

When distress traffic has ceased on a frequency which has been used for distress traffic, the
rescue coordination centre controlling a search and rescue operation shall initiate a message for
transmission on that frequency indicating that distress traffic has finished. This message
consists of:

the distress signal MAYDAY;

ALL STATIONS, spoken three times;

the words THIS IS;

the call sign or other identification of the station sending the message;

the time of handing in of the message;

the name and call sign of the ship which was in distress;

the words SEELONCE FEENEE pronounced as the French words «silence fini».

Urgency communication
The urgency signal consists of the words PAN PAN. In radiotelephony each word of the group
shall be pronounced as the French word «panne».

The urgency signal indicates that the calling station has a very urgent message to transmit
concerning the safety of a mobile unit or a person.

Announcement of the urgency message is carried out by transmission of a DSC call with
category «urgency» on the appropriate DSC distress channel. The urgency message is
transmitted on the distress traffic radiotelephone channel in the same band in which the DSC
announcement was transmitted. Transmission of the urgency message includes the following
steps:

 Tune the transmitter to the frequency or channel indicated in the DSC urgency call.
 Transmit the urgency message as follows:

- the urgency signal PAN PAN, repeated three times;

- ALL STATIONS or called station, repeated three times;

- THIS IS;

- the 9-digit identity and the call sign or other identification of own station;

- the text of the urgency message.

Safety communication
The safety signal consists of the word SECURITE pronounced clearly as in French. The safety
signal indicates that the calling station has an important navigational or meteorological warning
to transmit.

Announcement of the safety message is carried out by transmission of a DSC safety call on the
appropriate DSC distress channel. The safety message is transmitted on the distress traffic
radiotelephone channel in the same band in which the DSC announcement was transmitted.
Transmission of the safety message includes the following steps:

 Tune the transmitter to the frequency or channel indicated in the DSC safety call.
 Transmit the safety message as follows:

- the safety signal SECURITE, repeated three times;

- ALL STATIONS or called station, repeated three times;

- THIS IS;

- the 9-digit identity and the call sign or other identification of own station;

- the text of the safety message

GENERAL PRINCIPLES OF RADIOTELEX COMMUNICATON

Introduction to radiotelex
This chapter describes the basic properties of radiotelex systems employing error correction in
the form of ARQ (Automatic Retransmissions Request) and FEC (Forward Error Correction).
The technical details of the error correction are defined by the ITU-R (The International
Telecommunication Union, previously CCIR) in Recommendation M.476 and the new
Recommendation M.625. These specifications are generally accepted and permit equipment
from different manufacturers to communicate via common radio circuits.

Radiotelex is also known as Telex Over Radio (TOR) and Narrow Band Direct Printing (NBDP).
The term «Radiotelex» or «Telex over radio» has now been replaced by the term «Narrow Band
Direct Printing». This arises from the very narrow band signal produced by a radio transmitter in
telex mode (about 300 Hz wide).

Basic system description

The advantage of telex communication as compared to voice communications is obvious to
anyone accustomed to communication by an ordinary telex machine. For mobile communication,
especially if HF-radio circuits are the primary transmission media, the quality of the
communication is subject to interference effects from a variety of sources. The result of this
noise and interference is an annoyance and inconvenience but it is not particularly damaging for
the voice communications since the meaning of the message can be understood without
recognizing every word. Telex communication, however, should not be a subject to character
mutilation because it might be impossible to distinguish the intended information from the
characters actually received. As an example, this could be position information, tonnage reports
and payroll information. Therefore means must be used to overcome the adverse results of
noise and interference which are inherent on HF-radio circuits.
The answer to reliable and efficient telex communication via radio is error detection and
correction. In 1970 the International Consultative Committee (CCIR) drafted the
recommendation for error detection and correction, defining a constant-ratio code for automatic
error detection and giving detailed requirements for the error correction.

As traffic increased, CCIR has found it necessary to recommend a revised procedure for
radiotelex communication. Together with the introduction of 9-digit selective call numbers, the
new recommendation Rec.625 has been approved in May 1986.

Data coding
Teleprinters of the (international) telex networks use CCITT ITA-2 code (International Telegraph
Alphabet Code) for communications. Each keyboard character is transformed to a five-element
code of constant duration. This code is able to provide 32 combinations only but the use of the
'shift' key enables a further 26 combinations to be available. ITA-2 code has no error detection or
correction possibilities. For that reason direct mode of telex communication with ITA-2 code is
seldom used.

The CCIR recommended code is a 7-unit synchronous code. This code is able to provide 128
combinations but it uses only those bit combinations having a ratio of 3 Mark bits to 4 Space bits
to represent valid characters. There are 35 of the 3/4 ratio combinations, allowing all 32 ITA-2
characters to be represented. Each of the five-unit ITA-2 characters is converted to 7-unit code.
The recommended code needs no start or stop bits because it is synchronous. No error-
detecting parity is required because the Mark/Space ratio is constant. This allows efficient
transmission of messages, since all character bits are used to determine the character.

Error detection

In addition to allowing more efficient use of transmission time, the CCIR code is more effective in
detecting errors than the parity-equipped CCITT ITA-2 code. The CCIR code detects all
combinations of bit inversions odd or even, except the rare inversion of an equal number of
Space and Mark bits in one character, preserving 3/4 ratio. Thus the undetectable combinations
of the CCIR code will occur much less often than those of the CCITT code.

Error correction

The elementary error detection system does what it is designed to do - detect errors. The
usefulness of the system lies in its ability to correct errors. Depending on the application several
methods exist for error correction. Two basic methods are recommended: ARQ and FEC.

ARQ operation
The first method is named ARQ (Automatic Retransmissions Request). ARQ is workable
between two stations only, and involves sending data in small blocks, then listening between
blocks for the receiving station to request either the next block, or retransmissions of the last
block because of an error. In ARQ mode, two stations communicate directly with one another.
The station which initiates the connection is designated the Master and the other is the Slave.
Initially the Master is the sending station, but at any later instance the Slave may take the role of
sending station and sends information to the Master. This is like a telephone conversation: The
Master is the one who makes the initial call, at any later time the Slave or the Master may be
talking. Data is transmitted in blocks of three characters. Between the block of characters, the
sending station waits for a reply of a single character from the receiving station, indicating the
validity of the received data. If an error occurs in a data block, the receiving station sends a
request for repetition.
The sending station, upon receiving a request for repetition, retransmits the block. The request
may be repeated up to 32 times, until the complete block has been received error free. After 32
repetitions the Master station automatically initiates a new call. If this new call is unsuccessful
and two-way communication cannot be re-established, both Master and Slave revert to the
Standby condition. If the new call is successful the two units automatically continue the
interrupted communication. With the introduction of Recommendation ITU-R M.625, the two
stations will, as part of the calling procedure, exchange identities. If, at any later stage, the
connection is broken because of errors (called rephasing or restart), the stations will only
reestablish the connection with the same station as before, thus avoiding the annoying problem
with a third station grabbing an existing connection.

The characteristics of ARQ communication can be summarized:

 It practically guarantees error-free data, assuming reception is possible at all.

 Automatic exchange of identities guarantees connection with the requested station, also
after rephasing conditions.

 Communication is possible between only two stations at a time.

 This gives some limited protection against unauthorized eavesdropping.

 The receiving station must have an operating transmitter.

FEC operation
The second method is designated FEC (Forward Error Correction). This method of error
correction is used if there is more than one receiving station, and no replies are requested by the
transmitting station. It consists of sending the message in time diversity, that is, each message is
sent twice. The receiving station thus has two chances to receive each character correctly. If
both characters are in error, a special character (_) is printed.

The primary characteristics of FEC are:

 A message may be transmitted to several receiving stations simultaneously.

 It does not require transmitters at the receiving stations.

 There is no acknowledgement of transmissions.

 There is no active error correction.

 There is no protection against eavesdropping.

A sub-class of FEC, designated SEL/FEC (Selective Forward Error Correction) allows selective calling of
one or more stations by means of call codes. The message is transmitted in inverted format with the
Mark/Space signals interchanged. Only the receiving stations with the correct call codes will receive the
data correctly.

Telex selective call numbers

In accordance with the Article S19 of the Radio Regulations (RR), a station equipped with an
NBDP system shall be assigned the selective call number. This number consists of:

 four digits for coast station and five digits for ship station, or
 nine digits when communicating with stations also capable of using a nine digit call
identity.

Answerback
Each telex installation has a unique answerback to identify itself. This answerback is
programmed into the equipment. Answerback code is defined in Recommendations ITU-T F.130
for ship stations and ITU-T F.60 for coast stations.

The answerback of a ship station includes the following parts:

- selective call number of a ship station;

- the ship’s international call sign;

- the letter ‘X’; this letter indicates that it is a maritime mobile station.

An example of answerback of ship station: 43212 WEMF X .

The answerback of a coast station and a telex subscriber ashore includes the following parts:

- selective call number of a coast station or telex subscriber ashore;

- a short word or a group of letters indicating the name of the company or organisation;

- the country identifier.

An example of answerback of telex subscriber ashore: 69789 SPRAD DK .

Procedure for a radiotelex call to a coast station

The following procedure is used to set up a telex link with a coast station:

 Refer to ITU List of Coast Stations (or ALRS Volume 1) to determine whether the desired
coast station provides automatic telex connection, what receive and transmit frequencies are
available and what the station’s selective call number and answerback are.
 Tune the transmitter and receiver to the appropriate frequencies and listen for a free
channel (Some coast stations emit channel free signals followed by their call sign in Morse
code).

 Select ARQ mode of operation.

 Key in the selective call number of the chosen coast station and initiate the call.

 Both stations exchange telex answerback identities to confirm the link. Note: In automatic
operation the answerback exchange is initiated and controlled by the coast station. For calls
set up by the ship station the answerback exchange in manual operation may be initiated by
the ship station.
 The coast station responds to the call with the command GA+?. This command is the
invitation to send the required service command. The list of standard commands is
contained in the Annex 1 of the Recommendation ITU-R M.492 («Operational procedures for
the use of direct-printing telegraph equipment in the maritime mobile service»). A coast
station need not provide all the commands indicated. The command ‘HELP’ should always
be available.

 The ship operator keys in the desired command. The list of the general commands is
contained in the Table below. If no further communication is required, the command BRK+ is
used to clear the radio circuit.

 Command Meaning of the command

MSG+ Ship station is ready to immediately receive any

message held for it at the coast station

TLXxy+ Ship has a telex message to transmit in store-and-

forward mode.
x = country code preceded by zero (when applicable);
y = subscriber’s telex number

DIRTLXxy+ Ship requests direct telex connection.

x = country code preceded by zero (when applicable);
y = subscriber’s telex number

TGM+ Ship has a radio telegram for transmission

URG+ Urgent assistance regarding safety of life at sea is

required. Ship station will be connected immediately to a
manual assistance operator

OBS+ Ship has weather report

OPR+ Connection to a manual assistance operator is required

POS+ The following message contains the ship’s position

NAV+ Ship station needs to immediately receive navigational

warnings

HELP+ Ship station needs to immediately receive a list of

available facilities from the coast station

BRK+ Terminate radio circuit

Procedure for a direct telex connection with coast subscriber

When coast station responds to the call of a ship station with a command GA+?, the following
procedure should be done to make a direct telex connection with the desired coast telex
subscriber:

 Key in the command DIRTLXxy+, where:

x – country telex code preceded by zero (when applicable);

y – subscriber’s telex number;

+ - end of the command.

For example, to make connection with S. P. Radio (Denmark), one must key in the
command DIRTLX05569789+.

 When connected to the desired subscriber, exchange answerback codes. Note: The
following service codes can be received from the telex network instead of the subscriber’s
answerback:

NA – Correspondence with called number not admitted.

NC – No circuit (call again later).

NP – Telex number not connected.

OCC – Telex number engaged.

 Run the prepared message, then exchange answerback codes.

 Key in KKKK to disconnect the circuit with the subscriber. Remember that this does not
break the radio link with the coast station.

 A date and time group will be received, followed by duration of the call and the GA+
command. If no further communication is required, the BRK+ command is used to clear the
radio circuit.
Procedure for distress traffic
The distress traffic should be initiated on the appropriate distress traffic channel in the same
band in which the DSC alert was received. Radiotelephony mode is used as a general rule.
When use of radiotelephony is considered insufficient, radiotelex mode can be used. The
distress traffic telex frequencies are:

MF (kHz): 2174.5

HF (kHz): 4177.5 6268 8376.5 12520 16695

The following procedures shall be used in cases where the distress traffic on MF/HF is carried
out by radiotelex:

 Forward Error Correcting broadcast mode (FEC Collective) should normally be used.
 All messages shall be preceded by at least one carriage return, line feed, one letter shift,
the distress signal MAYDAY.

 The ship in distress should commence the distress telex traffic on the appropriate distress
telex traffic channel as follows:

- carriage return, line feed, letter shift;

- the distress signal «MAYDAY»;

- «this is»;

- the 9-digit identity and call sign or other identification of the ship;

- the ship’s position;

- the nature of distress;

- type of assistance required and any other information to facilitate the rescue.

Transmission of the urgency and safety messages

If the urgency (safety) message is to be transmitted by radiotelex, the following procedure shall
be used:

 Tune the MF/HF transmitter to the distress traffic telex channel indicated in your DSC
announcement.
 Use FEC Collective mode unless the message is addressed to a single station whose
radiotelex identity number is known.

 Commence the telex message by:

- At least one carriage return, line feed, one letter shift;

- The urgency signal «PAN PAN» (or safety signal «SECURITE»);

- «This is»;
 - The 9-digit identity of the ship and the call sign or other identification of the ship;

-The text of the urgency (safety) message.

TERRESTRIAL RADIO INSTALLATIONS

VHF radio installation

Shipborne VHF radio installation operates in the frequency band 156-174 MHz ensuring short
distance communications. Station is capable of voice communication and digital selective calling
(DSC) and should comprise at least:

 a transmitter/receiver including antenna;

 an integral control unit or one or more separate control units;

 a microphone with a press-to-transmit switch, which may be combined with a telephone in

a handset;

 an internal or external loudspeaker;

 an integral or separate digital selective calling facility;

 a dedicated DSC watchkeeping receiver to maintain a continuous watch on channel 70;

 power supply unit with automatic change-over from AC mains to reserve battery.

VHF station uses class of emission G3E (phase-modulated telephony) for telephony and G2B
(phase modulation, a single channel containing quantized or digital information with the use of a
modulating sub-carrier) for DSC. The transmitter output power shall not exceed 25 W. Simplex
channels are available for ship/ship operation and routine ship/shore calling. Duplex channels
are available for ship/shore operation.

Channel 16 (156.8 MHz) is the international distress, safety and calling channel used for
distress, urgency and safety traffic. Safety messages should be transmitted on a working
channel after preliminary announcement on channel 16. Channel 16 can also be used by coast
and ship stations for calling and replying to calls and by coast stations for announcement of
traffic lists.

Channel 06 (156.3 MHz) may be used for communication between ship stations and aircraft
stations engaged in coordinated search and rescue operations. It may also be used by aircraft
stations to communicate with ship stations for other safety purposes.

Channel 13 (156.650 MHz) is used on a worldwide basis as a navigation safety communication

channel, primarily for intership communications. It may also be used for the ship movement and
port operations services subject to the national regulations of the administrations concerned.

Channel 70 (156.525 MHz) is an international channel in the maritime mobile service used for
distress, urgency, safety and calling for public correspondence using DSC.

Radiotelephone call

Ship stations must, as a general rule, call VHF coast station on the available working channel.
Before calling, the ship must listen to the working channel to make sure that there is no traffic
taking place.
When calling a VHF coast station operating on more than one channel, a ship station calling on
a working channel should include the number of that channel in the call.

The procedure of the call must include as a rule:

 call sign or other identification of the station called, once;

 the words THIS IS (or DE spoken as DELTA ECHO in case of language difficulties);

 the call sign or other identification of the calling station, twice.

Intership calling and coast station to ship station calling should be made on channel 16.

When a station called does not reply to a call sent three times at intervals of two minutes, the
calling shall cease. The call may be repeated at three-minute intervals.
MF radio installation
Shipborne MF radio installation operates in the frequency band 1,605-4,000 kHz. Station is
capable of voice communication and digital selective calling (DSC) and should comprise at least:

 a transmitter/receiver including antenna;

 an integral control unit or one or more separate control units;

 a microphone with a press-to-transmit switch, which may be combined

 with a telephone in a handset;

 an internal or external loudspeaker;

 an integral or separate digital selective calling facility;

 a dedicated DSC watchkeeping receiver to maintain a continuous watch

 on the distress frequency 2,187.5 kHz;

 power supply unit with automatic change-over from AC mains to reserve

 battery.

Performance standards for shipborne MF radio installations capable of voice communication and
digital selective calling are contained in the relevant IMO Resolution.

MF/HF radio installation

Shipborne MF/HF radio installation operates on frequencies allocated to the maritime mobile
service in the frequency band 1,605 kHz to 27,500 kHz. Station is capable of voice
communication, narrow-band direct printing and digital selective calling (DSC) and should
comprise at least:

 a transmitter/receiver including antenna;

 an integral control unit or one or more separate control units;

 a microphone with a press-to-transmit switch, which may be combined with a telephone in

a handset;

 an internal or external loudspeaker;

 an integral or separate narrow-band direct printing facility;

 an integral or separate digital selective calling facility;

 a dedicated DSC watchkeeping receiver to maintain a continuous watch on the distress

frequencies only;

 power supply unit with automatic change-over from AC mains to reserve battery.
Performance standards for shipborne MF radio installations capable of voice communication,
narrow-band direct printing and digital selective calling are contained in the relevant IMO
Resolution.

INMARSAT SYSTEM
A general overview
The International Maritime Satellite Organization (INMARSAT) is a partnership of member
countries. These countries co-operate to provide high quality voice, telex, data and fax
communications to and from suitably equipped ships. On 1 February 1982 Inmarsat started to
provide these services when it took over and expanded the satellite communications system
established in 1976 by the US Marisat (Maritime Satellite Communication System) consortium.
These services are also being offered to land mobile and aeronautical users via the same
system.

At its Twelfth Session in April 1998, the Inmarsat Assembly adopted amendments to the
Inmarsat Convention and Operating Agreement which were intended to transform the
Organization's business into a privatized corporate structure, while retaining intergovernmental
oversight of certain public service obligations and, in particular, the GMDSS. The date of
Inmarsat privatization is 15 April 1999. The intergovernmental organization (International Mobile
Satellite Organization - IMSO) continues with 87 parties, operating through the Assembly of
Parties, its Advisory Committee and a Secretariat.

The INMARSAT system comprises three major components:

 The space segment.

 The ground segment.

 The Ship Earth Stations (SES).

The space segment is provided by Inmarsat, and consists of four communications satellites,
with backup satellites in orbit, ready to be used if necessary. Each satellite has a coverage area,
which is defined as the area on the earth's surface within which a mobile or fixed antenna can
obtain line-of-sight communications with the satellite.

Figure below shows the four satellites in space an their coverage areas, corresponding to the
four Ocean Regions:

- Atlantic Ocean Region-East (AOR-East)

- Atlantic Ocean Region-West (AOR-West)

- Indian Ocean Region (IOR)

- Pacific Ocean Region (POR).

The satellites are placed in geostationary orbit 35,700 kms over the surface of the earth. Within
the polar areas (above 76 degrees North and below 76 degrees South), it is not possible to
maintain communications.

The space segment provides a link between the ship earth stations (SES) and the coast earth
stations (CES). The communication between CESs and SESs is carried out in the following
radio-frequency bands:

 From SES to Satellite - 1.6 GHz (L-band)

 From Satellite to SES - 1.5 GHz (L-band)

 From Satellite to CES - 3.6 GHz (C-band)

 From CES to Satellite - 6.4 GHz (C-band)

The ground segment. The ground segment comprises a global network of coast earth stations,
Network Coordination Stations (NCS) and a Network Operations Centre (NOC). Each CES
provides a link between the satellites and the national/international telecommunications
networks. The large antennas used by the CESs to communicate with the satellite for its Ocean
Region are capable of handling many calls simultaneously to and from the ship earth stations
(SES). There is one NCS in each Ocean Region, to monitor and control the communications
traffic within its Ocean Region. Each NCS communicates with the CESs in its Ocean Region and
with the other NCSs, as well as with the Network Operations Centre located in the Inmarsat
Headquarters, making possible the transfer of information throughout the system. Inmarsat
headquarters in London controls the entire system. The map of coast earth stations is given on
the above-mentioned Figure.

The Ship Earth Stations. A ship earth station is a device installed on a ship (or on fixed
installation in a maritime environment) to enable the user to communicate to and from shore-
based subscribers or another SES, via a selected satellite and CES. There is a range of different
shipboard satellite terminal equipment: Inmarsat Standard A, B, C, D, E, M.
INMARSAT-A SYSTEM
General information about Inmarsat-A
Inmarsat-A was the first Inmarsat system, introduced into commercial operation in 1982. Now
this system provides two-way telephone, telex, fax, electronic mail (E-mail), and other forms of
data communications, including high-speed data (at 56 and 64 kilobits/sec).

The large size and weight of the Inmarsat-A antenna has meant that Inmarsat-A SESs have
generally been fitted on larger ships such as oil tankers, trading vessels and super-yachts.

The complete Inmarsat-A station consists of two parts:

- above deck equipment (ADE), and

- below deck equipment (BDE).

Above deck equipment includes a parabolic antenna varying in diameter from 0.8 to 1.5 meter.
The antenna is mounted on a platform and stabilized so that the antenna remains pointed
towards the satellite regardless of the ship's motion or changes of course. It also includes a radio
frequency (RF) unit (transmitter and receiver) and power control unit. The antenna is protected
with a radome. Below deck equipment consists of an antenna control unit, communication
electronics used for transmission and reception, telephone and telex equipment.

Each Inmarsat-A SES has a unique identification number consisting of seven octal digits. This is
sometimes referred to as its INMARSAT Mobile Number (IMN). The first digit indicates the
Inmarsat type and must be 1 for an Inmarsat-A SES. It is possible for a SES to have two IMNs.
The second IMN is only available for use on telephony (facsimile and/or voice band data). Only
one IMN can be accessed at any one time.

An SES telex answerback consists of the IMN followed by four letters (usually ship's callsign)
and the letter 'X' (An example: 1402571 UIDO X).

SES shall always monitor the Common Signalling Channel (TDM0 or TDM1) in order to receive
and transmit channel assignments. SES where the 4th digit of the main IMN (reading from the
left) is an even number must monitor TDM0 channel. SES where the 4th digit of the main IMN is
an odd number must monitor TDM1 channel (TDM means Time Division Multiplex - the process
by which multiple signals can share the same communications channel, each using a different
time slot). An example: SES IMN - 1402571, the 4th digit is '2', its TDM channel is TDM0.

There are four levels of priority:

0 - routine traffic

1 - safety traffic

2 - urgency traffic

3 - distress traffic.

Antenna alignment
The antenna must be pointed directly towards the satellite before communications can take
place. When searching manually for the satellite, the following information is needed:
- the ship's plotted position;

- the ship's heading (Gyro);

- the azimuth angle (the angle between north and the horizontal direction of the satellite as seen
from the ship);

- the elevation angle (the height of the satellite over the horizon as seen from the ship).

The required azimuth and elevation settings can be find by means of the azimuth and elevation
maps or the Antenna Positioning Tables.

After the alignment procedure is completed the antenna has to track the satellite irrespective of
ship movement and, once locked on, the antenna will change azimuth and elevation angles
automatically in order to maintain radio contact. If the ship goes out of the service area of one
ocean region, then the antenna will have to be re-aligned with the satellite within the newly
entered ocean region.

Today, new terminals are fitted with automatic antenna scanning, allowing the equipment to
automatically search for and find the signal from the satellite, thereby eliminating the need for
manual input of the azimuth and elevation angles for antenna pointing.

Four Antenna Positioning Tables are given below. First column of each Table contains ship's
latitude. First line of each Table contains the difference in degrees longitude between ship and
satellite. The figures in the Table: upper figure - Azimuth, lower figure - Elevation.

The following procedure should be done to calculate the Azimuth and Elevation angles using the
Antenna Positioning Tables:

 Find the ship's latitude and longitude.

 Decide on the Ocean Region you are going to communicate through. For this Ocean
Region find the longitude of the satellite.

 Determine whether the ship is north and west of the satellite, or south and west, or north
and east, or south and east. Use the appropriate Table.

 Calculate the difference between the ship's longitude (rounded to the nearest degree),
and the satellite's longitude. Express this difference in longitude rounded to the nearest 5
degrees. Round the ship's latitude to the nearest 5 degrees.

 Apply the values obtained to the appropriate Table, to find the required Azimuth (the
upper figure), and Elevation (the lower figure). These are the settings required for the SES
antenna.
Making a telex call via Inmarsat
Making a telex call is divided into two stages. These stages and their procedures are described
in general below.

(1) Establishing a link between your SES and the chosen CES via a satellite:

 Find the ship’s latitude and longitude;

 Select telex mode;

 Select routine priority (this is normally available by default);

 Select the CES through which you wish to establish the call;

 Initiate the telex channel request burst in accordance with your SES Manual;

 Within approximately 10 seconds your SES should have made contact with the CES and
the CES header should appear on your printer and/or display followed by GA+ (go
ahead). You are now successfully connected to the CES.

Note: If you do not receive any indication from the CES within 10 seconds you should
retransmit the request burst.

(2) Establishing the telex link between the CES and the addressee at the final destination, either
on-shore or on-ship:

 When you have received the command GA+ from the CES, you must key in a sequence
in the following general form:

telex service code;

destination code;

called subscriber's number;

end of number selection;

where: - Telex service code is the 2-digit telex service code, as given in the Table below.

- Destination code is the access code for the party you are calling. The destination
code can be either a telex country access code for a land-based subscriber or a
telex ocean region access code for another SES, as given in the Table below.

- Called subscriber's number is the telex number for the subscriber you are calling.
This can be either the subscriber's telex number for a land-based subscriber, or the
identification number of another SES, if you are making a ship-to-ship call.

- The end of number selection is the ‘+’ character, which must be entered to signify
the end of the calling sequence.
 An example of the sequence: 0047613034+ , where:

00 - telex service code for an automatic telex call,

47 - telex country code for Austria,

613034 - the called subscriber's telex number.

 Within approximately 15 seconds you should receive the answerback of the called
subscriber. This means that the telex link to the subscriber has been established. If your call
is unsuccessful you may receive a fault code. Some codes used in international telex:

ABS - Subscriber absent (telex subscriber equipment switched off or faulty)

INF - Subscriber temporarily unobtainable

JFE - Office closed because of holiday

NA - Connection to this subscriber is not admitted

NC - No circuit

NCH - Subscriber's number has been changed

NI - No line identification available

NP - No party - invalid telex number requested

OCC - Subscriber engaged

The command ‘five full stops’ (. . . . .) is used to terminate the call. The date, time and
duration of the call will be received.

TABLE 1. The main 2-digit Code Telex Services

Code Service

00 Automatic dialing

11 International Operator

13 National operator

21 Store and Forward (International)

22 Store and Forward (National)

32 Medical advice
 33 Technical Assistance

38 Medical assistance

39 Maritime assistance

41 Meteorological reports

43 Ship position reports

91 Automatic line test

TABLE 2. Telex ocean region access codes

Ocean region Access code

Atlantic ocean region – East (AOR-E) 580

Pacific ocean region (POR) 580

Indian ocean region (IOR) 580

Atlantic ocean region – West (AOR-W)

580

Making a telephone call via Inmarsat

Making a telephone call is divided into two stages. These stages and their procedures are
outlined below.

(1) Establishing a link between your SES and a chosen CES via a satellite:

 select telephone mode (normally by simply lifting telephone handset);

 select routine priority and channel type 01 (normally available by default). Channel type
02 is an uncompanded channel and may be more suitable when transmitting some type
of voice band data;

 select the suitable CES in your ocean region;

 initiate the telephone channel request burst in accordance with the manufacturer's
instructions for your CES;

 within 12 seconds you should hear the PTS (proceed to select) tone for 1.5 seconds. You
are now successfully connected to the CES. (If you do not receive any indication within 12
seconds you should retransmit the request burst).

(2) Establishing the link between the CES and the telephone subscriber:

 When you have received the PTS tone from the CES, you should immediately select the
service and subscriber required, by keying a sequence in the following form:
 telephone service code;

destination code;

called subscriber's number;

end of number selection;

where: - Telephone service code is the 2-digit telephone service code as given in the Table
below;

- Destination code is the access code for the party you are calling. The destination
code can be either a telephone country access code for a land-based subscriber or
a telephone ocean region access code for another SES as given in the Table below.

- Called subscriber's number is the telephone number for the subscriber you are
calling. This can be either the subscriber's telephone number for a land-based
subscriber, or the identification number of another SES if you are making a ship-to-
ship call.

- The end of number selection is the # character, which must be entered to signify
the end of the calling sequence.

 Within approximately 15 seconds you should receive the ringing tone of the called
subscriber. When the subscriber answers this means that the telephone link has been
successfully established and the charging period begins. The charging period will end
from the time the link to the subscriber is disconnected. When no further traffic is on hand
place the telephone "off-line". This breaks the connection with the satellite.

TABLE 3. The main 2-digit Code Telephone Services

Code Service

00 Automatic dialing

11 International Operator

13 National operator

32 Medical advice

33 Technical Assistance

37 Time and duration

38 Medical assistance

39 Maritime assistance

41 Meteorological reports

43 Ship position reports

 91 Automatic line test

TABLE 4. Telephone ocean region access codes

Ocean region Access code

Atlantic ocean region – East (AOR-E) 870

Pacific ocean region (POR) 870

Indian ocean region (IOR) 870

Atlantic ocean region – West (AOR-W) 870

Distress call by telex or telephone via Inmarsat-A

When you are in grave and imminent danger you may send a distress alert using your SES. The
alert is routed automatically through a CES to a land-based Rescue Co-ordination Centre
(RCC). The procedure for sending a distress alert is outlined below:

Select telex or telephone mode of operation.

Select distress priority.

Select the required CES.

Initiate the request according to the operation manual for your SES.

If you do not receive any response within approximately 15 seconds, repeat the distress alert.

When contact has been established, send your message in the following format:

- MAYDAY MAYDAY MAYDAY ( or SOS SOS SOS in telex mode);

- name or other identification of the ship in distress;

- position (latitude and longitude, or relative to a named point of land);

- the nature of the distress;

- assistance required;
 - any other information which might facilitate the rescue.

Keep the line clear so that the RCC can call you back when necessary.

INMARSAT-B SYSTEM
General information
Inmarsat-A was the first Inmarsat system, introduced into commercial operation in 1982. The
total number of maritime Inmarsat-A terminals in use all over the world was over 17,000 at the
start of 1995, and continues to grow. Inmarsat-A is supporting far more traffic than was intended
in the original design. Analogue technology does not allow to expand the system. Inmarsat-B
system was developed to replace Inmarsat-A system in the future.

Inmarsat-B is a new satellite communications system that extends the advantages of modern
digital technology. The system was introduced in 1994. Inmarsat-B has been designed as the
eventual successor to Inmarsat-A system, although the two systems will continue to co-exist for
many years. Digital design of Inmarsat-B makes much better use of satellite power and
bandwidth. This has enabled service providers to offer users much lower charges than Inmarsat-
A. Inmarsat-B supports high quality telephone, fax, telex and data communications, with the
antenna size and weight approximately the same as that of Inmarsat-A.

Main features of Inmarsat-B system:

digital technology;

reduced channel bandwidth;

greater frequency spectrum band;

lower charges;

use of spot beam technology; this technology enables the power of the satellite to be focused
on selected areas, strengthening the signal in those areas. This means that the antenna unit can
be smaller, lighter and cheaper.

Inmarsat Mobile Number (IMN) of the Inmarsat-B ship earth station consists of nine digits. First
digit is «3». Access code of coast earth station includes three digits.

Inmarsat-B coverage, performance, availability and SES environmental conditions are identical
to Inmarsat-A and are fully compatible with the IMO requirements for distress operation.
Sending a distress call by telephone
When a ship is in grave and imminent danger, a distress alert can be sent using Inmarsat-B
SES. The alert is routed automatically through a coast earth station to a land-based RCC. The
following procedure is used for sending a distress alert:

 Lift the telephone handset and listen for the dial tone.
 Press and hold down the «Distress» push-button for at least 6 seconds.

 Press the [ # ] key to initiate your call.

 When the RCC operator answers, speak clearly, and give the following message:

MAYDAY MAYDAY MAYDAY

This is (ship’s name/call sign)

Position

Own Inmarsat Mobile Number and satellite used

Course and speed

Nature of distress

Assistance required

Other information to help rescue operations

 Follow the instructions from the RCC operator, and when requested, replace the handset
to await further calls.
 Keep the telephone line clear so that the RCC can call you back when necessary.

Sending a distress message by telex

When a ship is in grave and imminent danger, you may use your Inmarsat-B SES to send a
distress telex message. By pressing the Distress Button you will request distress priority and the
connection on the telex circuit through a CES to a land-based RCC. The following procedure is
used for sending a distress message:

 Press and hold down the «Distress» push-button for at least 6 seconds.
 Wait for automatic connection to the RCC.

 Then either:

a) Type your distress message using the following format:

MAYDAY MAYDAY MAYDAY

This is (ship’s name/call sign)

 Position

Own Inmarsat Mobile Number and satellite used

Course and speed

Nature of distress

Assistance required

Other information to help rescue operations

or

b) Select the distress message stored in the Distress Message Generator (DMG) in your
terminal (Refer to manufacturer’s instructions)

 Send your message to the RCC.

NOTE: A mandatory Distress Message Generator (DMG) facility is provided in Inmarsat-B SESs
with telex capability (Class 1 SES). A pre-programmed telex distress message includes SES
identity, position, course, speed, times of position up-date and activation. This message is
maintained in the SES memory. Once a duplex telex call is established on distress priority basis,
and the SES receives the GA+ command, then the operator can start to type the distress
message or use the stored message facility known as the Distress Message Generator.

INMARSAT–C SYSTEM

General information about Inmarsat-C

The Inmarsat-C system was introduced in 1991 to complement the Inmarsat-A system, by
providing low-cost global communications on a small terminal, suitable for fitting on all vessels,
large and small. Its small size makes it especially suitable for smaller vessels, such as yachts,
fishing vessels or supply craft. The Inmarsat-C system does not provide voice communications,
but does provide a means of sending text messages or data to and from a SES.

The Inmarsat-C system is based on digital technology. The basic technique used for sending a
message over the Inmarsat-C system, to or from the SES is known as store-and-forward
messaging. When sending a ship-to-shore or ship-to-ship message, you prepare the message
initially on your terminal. It is then transmitted via an Inmarsat satellite, in a series of data
packets, to an Inmarsat-C coast earth station (CES) with the data signalling rate of 600 bits per
second. This CES acts as an interface (or gateway) between the satellite link (the space
segment) and the national/international telecommunications networks. If the CES receives any
data packets in error, it signals back to the SES to re-transmit those packets, and the procedure
repeats until the CES has received the complete message with no errors. The CES stores the
message briefly, before forwarding it over the telecommunication networks to its intended
destination. A similar procedure happens when a shore-based correspondent sends a message
through a CES to your terminal. For a ship-to-shore or shore-to-ship message, the delay from a
message being sent to it being received at its final destination is typically 3-6 minutes. For a
ship-to-ship message, the delay is typically 5-8 minutes. During busy periods these delays may
be longer.
In the Inmarsat-C system the Inmarsat Mobile Number (IMN) for a maritime SES comprises nine
decimal digits (0 through 9) and has the following format:

TMID x1x2x3 z1z2

where:

- T indicates the Inmarsat type and must be 4 for a Inmarsat-C SES;

- MID is the three-digit Maritime Identification (MID) Country Code, for the country of
registration of the ship;

- x1x2x3 identifies the ship;

- z1z2 may be any number between 10 to 99.

SES equipment
The Inmarsat-C SES comprises two parts – the data terminal equipment (DTE) and the data
circuit termi nating equipment (DCE).

The DTE is the operator interface. It consists of input/output devices (keyboard, monitor, printer),
external input devices, text editor and associated electronics for storing the prepared message.
Many systems are PC based.

The DCE interfaces the SES to the satellite system using its transceiver and an antenna. An
omni-directional antenna is used on the board of the ships, so that SES can transmit to and
receive from a satellite, even when the vessel is pitching and rolling in heavy seas. An antenna
should be mounted as high and free as possible to provide it with an unobstructed view from the
sky to the horizon in all directions. An antenna should, if practicable, be sited in such a position
that no obstacle likely to degrade significantly the performance of the equipment appears in the
fore and aft directions down to -5 and in the port and starboard directions down to -15°.

Services available
The following services are currently available to maritime end users:

 Distress alerting and distress priority messaging. Every Inmarsat-C CES is connected by
reliable telecommunications networks to a nearby Rescue Coordination Centre (RCC),
known as the «associated RCC», which is equipped with facilities to organize search and
rescue activities in response to a distress alert or distress priority message from a SES. In
addition, each RCC is interconnected by the international telecommunications networks to
other RCCs in other parts of the world. Using the SES operator can make two different types
of distress call:

A brief distress alert, which contains the following information: SES identity, date,
latitude, longitude, course, speed, time of position update and nature of distress. Distress
alert is sent on the signalling channel.

A more detailed distress priority message. This message is prepared in the SES text
editor and sent on the messaging channel. The message contains more detailed distress
related information, e.g. distress circumstances and assistance required.
 Either of the above types of distress call will be routed through the Inmarsat-C system with
top priority to an RCC.

 Store-and-forward messaging and data services. The following store-and-forward

messaging services are possible:

Telex message service. Operator can send and receive messages between own SES
and any telex terminal which is connected to the national/international telex networks.

Fax messaging service. The Inmarsat-C system allows a SES to send messages to a
shore-based fax terminal connected to the international telephone networks (known as the
PSTN – public switched telephone networks), but does not, however, allow a shore-based
fax terminal to send messages directly to a SES. A fax terminal may, instead, send text
messages indirectly, via a fax bureau service, where the fax message is re-typed, and sent
as a store-and-forward message to the SES.

Messages to and from a computer. Operator can send and receive messages between
own SES and any computer terminal which is connected to the international data networks
(known as the packet switched data networks – PSDN) or to the international telephone
networks (PSTN), provided the computer and the SES are equipped with suitable
hardware and software. Both terminals must be registered users with a service provider.

Electronic mail (E-mail) service. If a SES is registered with an E-mail service provider, it
is possible to interchange text messages and data files with subscribers to E-mail services,
world-wide.

 Data reporting service. The data reporting service allows a SES to send short data
reports to an operational centre. Typical data in a report could be a ship’s position. Inmarsat-
C SES can be integrated with a GPS receiver or linked with an external navigation system.
Position data including latitude, longitude, course, speed, date and time can be transmitted
automatically in response to a polling command from a shore-based operational centre or at
fixed intervals.
 Safety NET service allows registered maritime safety information (MSI) providers such as
meteorological offices, hydrographic offices and RCC to broadcast MSI addressed to all or
selected SESs within an ocean region, or to SESs within a defined geographical area such
as a Navarea/Metarea, circular or rectangular area.

 Fleet NET service allows an information provider such as shipping company or

government to broadcast information such as company news, port information, stock
exchange reports, government broadcast, etc. addressed to selected Enhanced Group Call
(EGC) receivers belonging to a closed network.

 Multi-addressing allows a single message to be transmitted to a number of addresses

providing that the message type (telex, fax, etc.) is the same for multi-address delivery.

 Confirmation of delivery provides positive delivery notification when a ship-to-shore or

ship-to-ship message is delivered to a final destination. Non-delivery notification with a
failure code is sent on failed messages.

 The 2-digit code telex services are available for maritime safety services and general
utility. Two-digit codes are designed for immediate connection through telex line to a
competent authority associated with an addressed CES. Note that some CESs and
manufacturers refer to the two-digit codes more generally as ‘special access codes’. The
two-digit codes for maritime safety services in the Inmarsat-C system are as follows:
 32 – Request for medical advice.

38 – Request for medical assistance.

39 – Request for Maritime SAR assistance.

41 – Sending weather reports to Met centre.

42 – Sending reports of navig. hazards and warnings to shore authority.

43 – Sending ship position reports to shore authority.

Log-in and log-out procedures

Inmarsat-C SES must be logged-in to an Ocean Region, before an operator can send or receive
messages. Log-in procedure informs the system that the SES is now available for
communications, and causes the SES to tune to the NCS Common Signalling Channel for that
Ocean Region.

NOTE: NCS Common Signalling Channel is a continuously transmitted time division multiplex
(TDM) channel to which all SESs, in a particular Ocean Region, are tuned when in the idle state.
This channel carries the important bulletin board packet which contains the information required
by a SES to gain access to the system.

Some SESs perform a log-in automatically when switched on, selecting the strongest NCS
Common Channel signal. Other SESs do not perform an automatic log-in, but must be logged-in
manually to a selected Ocean Region.

If the SES is to be switched off because it will no be used for a prolonged period, it is
necessary to do log-out procedure before switching the SES off. Logging-out transmits a
signal to the NCS, informing it that the SES is no longer available for communications. The NCS
updates its database with this information and passes the information via the interstation
signalling link to the other NCSs, and hence to all CESs, in all Ocean Regions. So, any CES, in
any Ocean Region, knows not to accept messages for this SES. If the SES is not logged-out
before it is switched off, the databases in the Inmarsat-C system still hold the status of the SES
as logged-in, because the system does not know that the SES is switched off. If a remote caller
tries to send a message to this SES, then the Inmarsat system will attempt repeatedly to send
the message via the selected CES to the SES. After a number of re-tries, the CES will cease
attempting to send the message. So, if the SES remains switched off, the message may be lost.

Distress alerting
Inmarsat-C SES has the possibility to send a distress alert to an RCC either using the SES
terminal menus, or by pressing the dedicated distress button(s). Sending a distress alert using
the terminal menus is recommended because it gives the possibility to provide up-to-date
information on the distress circumstances. Remember that the terminal menus are used to set
the distress information only (CES used, ship’s position, course, speed, nature of distress).

To send a distress alert using the dedicated distress button(s) it is necessary to press the
button(s) and hold down for the required number of seconds (typically 5 seconds).

The following procedure should be done to send a distress alert using the SES terminal menus:
  Access the distress alert menus on your SES terminal.
 Fill in the selections on the menus presented, entering the ship’s position and other data
(unless this information is supplied automatically).

 Select the nature of distress from the list provided.

 Select preferably the nearest CES to your ship within your Ocean Region.

 Send the distress alert using the dedicated distress button(s).

 Wait for an acknowledgement from the CES. If you do not receive an acknowledgement
within 5 minutes, repeat the above.

After sending a distress alert set the automatic scan on your SES to scan only your current
Ocean Region, to ensure that your SES remains in communications with the RCC.

Sending a message
Messages may be sent in three formats known as 5 bit, 7 bit and 8 bit presentation. All CESs
support 7-bit code, but not all CESs support 5-bit and/or 8-bit codes.

5-bit code is also known as Telex, or ITA2 (International Telegraph Alphabet 2). This format is
generally used for sending valid telex characters only over the telex networks. Note that this
format supports only upper case characters, so any lower case characters entered on the SES
will be received as upper case. Files created using 5-bit codes are smaller than using 7- or 8-bit
codes, and therefore about one third cheaper to send.

7-bit code is also known as ASCII (American Standard Code for Information Interchange), or
IA5 (International Alphabet 5). This format is generally used for sending text messages over the
PSTN networks to a computer or fax terminal. This format supports both upper and lower case
characters.

8-bit code is also known as Data. This format is generally used to send binary-encoded data
over the PSDN (Packet Switched Data Network) landlines.

Messages can be sent from Inmarsat-C SES to the following subscribers of the international
telecommunications networks:

 The telex network subscriber on shore. A destination number includes Telex Country
Code plus subscriber’s telex number.
 Mobile Inmarsat-A/B/C telex terminal. A destination number includes Telex Ocean Region
Access Code plus Inmarsat Mobile Number (IMN).

 Mobile Inmarsat-A/B/M fax terminal. A destination number includes Telephone Ocean

Region Access Code plus IMN.

 Mobile Inmarsat-A/B/C/M PC terminal (data message). A destination number includes

Data Network Identification Code (DNIC) plus IMN. The following DNIC codes are used
for this purpose:

AOR-E: 1111

POR: 1112

IOR: 1113
 AOR-W: 1114

 Fax terminal on shore. A destination number includes Telephone Country Code plus
subscriber’s fax number.
 The data network (PSDN) subscriber. A destination number includes DNIC number plus
subscriber’s X.25 (data) address. The country code is not included with a PSDN address.
Messages can only be sent to so-called «open systems». It is not possible to send
messages to systems using a dialogue admission procedure with or without passwords.

 Telephone network (PSTN) subscriber with PC connected via modem. A destination

number includes Telephone Country Code plus subscriber’s modem address or number
of the mailbox.

 Subscriber of X.400 networks and the Internet. Address information must be included in
the message. The exact format may vary slightly with different service providers.

To send a message from the Inmarsat-C SES to the destination required the following procedure
should be done:

Create the message.

Select transmit mode.

Enter the destination for the message.

Select the CES through which you want to send the message. Check that this CES supports
the required service.

Select Routine priority for all routine communications. Remember that if you select Distress
priority, the message will be routed only to an RCC, regardless of the destination selected.

Select the time for the message to be transmitted (if selectable on the SES), or select
immediate transmission, as required.

Select the option to receive confirmation of delivery of the message at the destination,
provided the CES supports this option (if required). Remember that the CES may charge for this
service.

Check carefully that you have entered everything correctly, then enter the command to send
the message. Confirmation of the message transmission to the CES will be received from the
CES within a few minutes. This is a mandatory service for CESs. If you requested confirmation
of the message delivery to the final destination, you should later receive this from the CES.
Normally the CES returns this confirmation within four to six minutes. CESs should automatically
inform you when a message is not delivered to the final destination even when you did not
request a confirmation. You will not be charged for negative delivery notifications.

INMARSAT–M SYSTEM
Inmarsat-M system.
Inmarsat-M is a mobile satellite communications system. It provides good quality telephone and
low-speed facsimile and data services anywhere in the world but the poles. The system is based
on low-cost, lightweight SESs and uses modern digital technology to achieve more efficient
utilization of satellite power and bandwidth resources. Inmarsat-M terminals vary in design and
size, some of which are as small as a briefcase. Antennas vary in size and shape, ranging from
mechanically steered and gyro-stabilized parabolic units for ships to simple flat plane arrays built
into briefcases.

Inmarsat-M SESs are not accepted for use in the GMDSS, because they do not provide a telex
facility.

In the Inmarsat-M system the Inmarsat Mobile Number (IMN) for a maritime SES comprises nine
decimal digits (0 through 9) and has the following format:

TMID x1x2x3 z1z2

Where:

- T indicates the Inmarsat type and must be 6 for an Inmarsat-M SES;

- MID is the three-digit Maritime Identification (MID) Country Code, for the country of
registration of the ship;

- x1x2x3 identifies the ship;

- z1z2 may be any number between 10 to 99.

Inmarsat-M CESs is identified by 3-digit CES Access Codes.

INMARSAT–D SYSTEM
Inmarsat-D system
Inmarsat-D is the world’s first truly global messaging system. It provides a natural extension to
terrestrial paging services and makes one-way global mobile satellite communications available
to a wide range of users at very competitive prices. Operating via the Inmarsat satellite system,
Inmarsat-D receivers are able to store and display a large number of messages of up to 128
characters in length. The system is commercially available from the end of 1996.

Inmarsat-D+ system (available from 1998 year) offer global two-way data communications using
terminals no bigger than a personal CD player. Complete with integrated GPS, Inmarsat-D+
systems are ideally suited for tracking, tracing, short data messaging and supervisory control
and data acquisition (SCADA) applications. An acknowledgement burst is automatically
transmitted by the terminal when it receives a message including an acknowledgement request.
PROMULGATION OF MARITIME SAFETY INFORMATION
Introduction
Maritime Safety Information includes navigational and meteorological warnings, meteorological
forecasts and other safety-related messages. This information is of vital concern to all vessels. It
is therefore essential that common standards are applied to the collection, editing and
dissemination of this information. In GMDSS these functions are laid upon the Maritime Safety
Information Service which is an internationally coordinated network of radio broadcasts
containing information which is necessary for safe navigation and which includes navigational
warnings, meteorological information and distress alerts.

Navigational warnings information is provided in accordance with the standards, organization

and procedures of the World-wide navigational warning service (WWNWS).

Meteorological information is provided in accordance with the technical regulations and

recommendations of the World meteorological organization (WMO).

Distress alerts are provided by the various authorities responsible for coordinating maritime
search and rescue operations in accordance with the standards and procedures established by
IMO.

The following systems are used for MSI transmissions:

 International NAVTEX Service providing the coordinated broadcasts and automatic

reception of information by means of narrow band direct printing telegraphy on 518 kHz
frequency. Besides, National NAVTEX Services can be used, broadcasting on the
frequencies of 490 kHz and 4209.5 kHz.
 International Safety NET Service in INMARSAT satellite system. The reception is by
means of enhanced group call (EGC) equipment.

 HF MSI system - a system for transmitting information by means of narrow band direct
printing telegraphy with error-detection coding in HF band on the following frequencies:
4210; 6314; 8416.5; 12579; 16806.5; 19680.5; 22376 and 26100.5 kHz. This system
ensures the automatic reception mode but allows manual setting of the receiver for the
reception.

 World-Wide Navigational Warning Service (WWNWS) is an internationally coordinated service

for the promulgation of navigational warnings as set out in IMO Resolution À.706 (17). In
WWNWS all the globe's oceans are divided in 16 sea areas called NAVAREA and designated
with Roman numerals. In each area there is a coordinator country responsible for collecting,
analyzing and transmission of navigational information.

There are three types of navigational warnings: NAVAREA warnings, coastal warnings and local
warnings. WWNWS administration and coordination concern only the former two.

Generally speaking NAVAREA warnings contain information which ocean going mariners require
for their safe navigation.

Coastal warnings promulgate information which is necessary for safe navigation within a given
region. Coastal warnings normally provide sufficient information for safe navigation to seaward
of the fairway buoy of pilot station and should not be restricted to the main shipping lanes.
Where the region is served by NAVTEX, it provides navigational warnings for the entire service
area of the NAVTEX transmitter. Where the region is not served by NAVTEX, all warnings
relevant to the coastal waters up to 250 miles from the coast, as a rule, are included in the
International Safety NET service transmission of INMARSAT system.

Local warnings supplement coastal warnings by giving detailed information within inshore waters
including the limits of a harbour or port authorities, on aspects which the ocean-going ships
normally do not require.

Navigational warnings of each type have their consecutive numbering throughout the calendar
year, commencing with 0001 at 0000 UTC on 1 January.

All NAVAREA and coastal warning are transmitted in English. In addition, NAVAREA may be
broadcast in one or more of the official languages of the United Nations. Coastal warnings may
also be broadcast in the national languages, and local warnings may be issued only in the
national language as a national service.

In the old distress and safety system the coast station can at any time make an announcement
on 2182 kHz frequency on the transmission of important navigational warnings using the
telephony. This announcement is preceded with the navigational warning signal.

General information about Navtex

International NAVTEX (NAVigational TelEX) service means the co-ordinated broadcast and
automatic reception on the frequency 518 kHz of maritime safety information by means of
narrow-band direct-printing telegraphy. Navtex is one of the elements of the GMDSS system.

The operational and technical characteristics of the NAVTEX system are contained in
Recommendation ITU-R M.540. Performance standards for shipborne narrow-band direct-
printing equipment are laid down in IMO Assembly resolution A.525(13).

The principal features are as follows:

 The service uses a single frequency (518 kHz) on which coast stations transmit
information in English on a time-sharing basis to prevent mutual interference. All
necessary information is contained in each transmission.
 The power of each coast station transmitter is regulated so as to avoid the possibility of
interference between coast stations. Navtex transmissions provide a range of about 250
to 400 nautical miles.

 Dedicated Navtex receivers are used on the board of the ships. They have the ability to
select messages to be printed, according to a technical code (B1B2B3B4) which appears
in the preamble of each message.

Navtex message format

The standard format of Navtex message includes:

ZCZC B1B2B3B4

(TIME OF ORIGIN) <-- (optional)

SERIES IDENTITY +
 CONSECUTIVE NUMBER

MESSAGE TEXT

NNNN

where: ZCZC - start of message group

B1B2B3B4 - technical code (see below)

NNNN - end of message group.

An example of Navtex message:

ZCZC JB72

040600 UTC MAR

CANCEL SWEDISH GALE WARNING 185

NNNN

The technical code consists of the following parts: the transmitter identification character (B1),
the subject indicator character (B2) and the serial number. The transmitter identification
character B1 is a single unique letter which is allocated to each transmitter. It is used to identify
the broadcasts which are to be accepted by the receiver and those which are to be rejected. In
order to avoid erroneous reception of transmissions from two stations having the same B2
character such stations have a large geographical separation. This is achieved by allocating B1
characters in line with the general global scheme given in Figure below, which shows the IMO-
adopted strategy for allocating B1 characters by alphabetical sequence through each NAVAREA
of the World-Wide Navigational Warning Service.
 Information
about Navtex coast stations including character B1 and time of transmission contains in the
chapter ‘Navtex coast stations’.

Information is grouped by subject on Navtex broadcasts. Each group is allocated an unique B2

subject indicator character indicating the type of message to be transmitted. This B2 character is
used to exclude a message type which the ship does not require. It is also used to identify
messages which because of their importance may not be rejected.

The following subject indicator characters (types of messages) are in use:

TYPE (B2) SUBJECT

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 Available
J SATNAV messages

K Other electronic Navaid messages

L Navigational warnings - additional to "A"

V, W, X, Y Special services - allocation by Navtex Panel

Z No messages on hand

Note: The messages type A, B, D and L cannot be rejected by the receiver.

Each message within a subject group is allocated a serial number, B3B4, between 01 and 99.
This number will not necessarily relate to series numbering in other radio navigational warning
systems. On reaching 99, numbering will re-commence at 01 but avoiding the use of message
numbers still in force. This number is stored in the memory and is used for avoiding print-outs of
the same message as before satisfactorily received. The number 00 is only used for messages
of singular importance such as an initial distress message. A message carrying number 00 will
always be printed.

A NAVTEX message is transmitted in the Forward Error Correction (FEC) mode. An asterisk will
be printed if a character is received mutilated.

Navtex coast stations

List of Navtex coast stations is contained in the ITU List of Radiodetermination and Special
Service Stations and in the IMO Master Plan of shore-based facilities for the Global Maritime
Distress and Safety System (GMDSS Master Plan).

An example of information about Navtex coast stations is given below:

NAVAREA I

Coast Country Character B1 Transmission times, UTC Range, NM

station

Oostende Belgium T 0248 0648 1048 1448 1848 2248 55

Reykjavik Iceland R 0318 0718 1118 1518 1918 2318 550

Rogaland Norway L 0148 0548 0948 1348 1748 2148 450

International SafetyNet service

The Inmarsat-C system has a capability known as Enhanced Group Call (EGC). Enhanced
Group Calls are a message broadcast service. It allows terrestrial information providers to pass
messages or data to mobile EGC receivers.
The EGC receiver could be:

- a provision of built-in feature of Inmarsat-C SES;

- an optional unit added to Inmarsat-A or Inmarsat-B SES;

- a stand-alone EGC receiver with the own antenna and print-out facilities.

The EGC receiver continuously monitors the Inmarsat-C NCS common channel and processes
messages being transmitted through the satellite.

The EGC system supports two services:

 SafetyNET service
 FleetNET service.

SafetyNET is a service provided primarily for the dissemination of maritime safety information as
a part of the GMDSS. FleetNET is a commercial communication service used for transmission of
fleet management and general public information to fleets or groups of ships.

The SafetyNET service usually utilizes a geographical area addressing technique to direct
messages to SESs within a defined area. The area could be:

- a specific Navarea/Metarea, or

- a circular area; this area is described by a radius (in nautical miles) from a location
specified in degrees of latitude and longitude; or

- a rectangular area; this area is described in degrees of latitude and longitude from the
latitude and longitude of the south-west corner of the rectangle.

Although reception of SafetyNET traffic is automatic, the shipboard operator must set up the
receiver properly. In an area of overlap coverage from two or three ocean region satellites,
unscheduled distress alert relays and urgency warnings are broadcast over all satellites which
cover the affected region. Scheduled broadcasts are made over nominated satellites and at
specified times. Transmission schedule is contained in the Master Plan of Shore-Based Facilities
for the GMDSS.

There are no charges to the mariner for receipt of SafetyNET messages.

HF MSI system
The World Administrative Radio Conference for Mobile Services, 1987, identified the following
frequencies in the HF band for the transmission of maritime safety information using NBDP:

4210 kHz
6314 kHz
8416.5 kHz
12579 kHz
16806.5 kHz
19680.5 kHz
22376 kHz
 26100.5 kHz

Ships engaged exclusively on voyages in areas where HF NBDP maritime safety information
service is provided (especially in the A4 Sea Area) may use HF NBDP equipment instead of the
EGC receiver. Performance standards for narrow-band direct-printing equipment for the
reception of navigational and meteorological warnings and urgent information to ships by HF are
laid down in IMO Assembly resolution A.700(17).

HF MSI system is now under development.

EMERGENCY RADIO BEACONS

General information
According to 1988 SOLAS Amendments (Chapter IV, Part C, Regulation 7) every ship covered
by the SOLAS convention shall be provided with an Emergency Position Indicating Radio
Beacon (EPIRB). EPIRBs are mandatory from August 1, 1993. Three types of EPIRBs can be
used:

 the 406 MHz COSPAS/SARSAT EPIRB, using polar orbiting satellites;

 the 1.6 GHz Inmarsat-E EPIRB, using the Inmarsat geostationary satellites;

 the VHF EPIRB, using the VHF DSC channel 70.

COSPAS-SARSAT EPIRB
COSPAS-SARSAT system
COSPAS-SARSAT (COSPAS: Space System for Search of Distress Vessels; SARSAT: Search
and Rescue Satellite-Aided Tracking) is a joint international satellite-aided search and rescue
system, established by organizations in Canada, France, Russia and USA.

The basic concept of the system is shown on Figure below :

As of January 2000, the COSPAS-SARSAT system was composed of seven satellites in near
polar orbits, at approximate heights of 850 km for SARSAT and 1,000 km for COSPAS, 35
ground receiving stations (LUTs) and 20 Mission Control Centres (MCCs) operated by 22
countries.

These satellites monitor the earth’s surface continuously searching for emergency radio beacon
signals. Each satellite makes a complete orbit of the earth around the poles in about 100
minutes, traveling at a velocity of 7 km per second. The satellite views a ‘swath’ of the earth over
4000 km wide, as it circles the globe. When viewed from the earth, the satellite crosses the sky
in about 15 minutes, depending on the maximum elevation angle of the particular pass.
Diagrammatic representation of orbits of the satellites is shown on Figure below :
 Types of
beacons

At present there are three types of beacons in use:

 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.

EPIRB position location

When activated the beacon transmits signals which are detected by Cospas-Sarsat polar
orbiting satellites equipped with suitable receivers. The signals are then relayed to a ground
receiving station known as a Local User Terminal (LUT) which processes the signals to
determine the beacon's position and identity. Doppler shift (using the relative motion between
the satellite and the beacon) is used to locate the beacons. An alert is then relayed together with
position data via a Mission Control Centre (MCC) to either a national Rescue Coordinating
Centre (RCC), another MCC or to the appropriate search and rescue authority so that search
and rescue (SAR) activities can be initiated.

The Doppler location provides two positions for each beacon: the true position and its mirror
image relative to the satellite ground track. This ambiguity is resolved by calculations that take
into account the earth’s rotation. With appropriate frequency stability, as specified for 406 MHz
beacons, the true solution may be determined in a single satellite pass. In the case of 121.5
MHz beacons, normally, a second pass is required to resolve the ambiguity. The accuracy of
location of EPIRBs by measurement of Doppler effect is typically better than 5 km for 406 MHz
and 20 km for 121.5 MHz. The improved performance of 406 MHz satellite EPIRBs is the reason
these beacons were selected for the GMDSS. The 406 MHz EPIRBs should be provided with a
121.5 MHz beacon primarily for homing by aircraft.

Modes of operation
The COSPAS-SARSAT system uses two modes for detection and location of beacons:

- the realtime mode;

- the global coverage mode.

Both the 121.5 MHz and 406 MHz systems operate in the realtime mode, while only the 406
MHz system operates in the global coverage mode.

1. Realtime 121.5 MHz mode: If an LUT and beacons are in view of the satellite, a repeater
onboard the satellite relays the 121.5 MHz signals directly to the LUT where it is received
and processed.
2. Realtime 406 MHz mode: When the satellite receives the 406 MHz beacon signals, the
Doppler shift is measured and the digital data is recovered from the beacon signal. This
information is retransmitted to any LUT in view in real time; this data is also stored for
later transmission to earth by satellite.

3. Global 406 MHz mode: Only the 406 MHz beacon provides full global coverage. This is
because the data received from the beacon is stored in the satellite and relayed to the
LUT when satellite to LUT visibility can be achieved. The mean notification time (the
period from activation of an EPIRB to reception of a valid alert message by the
appropriate RCC) in this mode of operation is currently about one and a half hours, but
may be reduced if more satellites are employed.

Satellite visibility area of existing COSPAS-SARSAT LUTs and list of LUTs are shown on the
following figure:
LUT locations:

1. Algeria: Ouargla
2. Australia: Albany

3. Australia: Bundaberg

4. Brazil: Manaus

5. Brazil: Recife

6. Canada: Churchill

7. Canada: Edmonton

8. Canada: Goose Bay

9. Chile: Easter Island

10. Chile: Santiago

11. Chile: Punta Arenas

12. China: Beijing

13. China: Hong Kong

14. France: Toulouse

15. India: Bangalore

16. India: Lucknow

17. Indonesia: Jakarta

18. Italy: Bari

19. ITDC (Taipei): Keelung

20. Japan: Yokohama

21. Korea (R.of): Taejon

22. New Zealand: Wellington

23. Norway: Tromsoe

24. Pakistan: Lahore

25. Peru: Callao

26. Russian Federation: Arkhangelsk

 27. Russian Federation: Moscow

28. Russian Federation: Nakhodka

29. Saudi Arabia: Jeddah

30. Singapore: Singapore

31. South Africa: Cape Town

32. Spain: Maspalomas (Canary Islands)

33. UK: Combe Martin

34. USA: Alaska

35. USA: California

36. Guam

37. USA: Hawaii

38. Puerto Rico

39. USA: Texas

Identification code
EPIRB sends a 0.5 second burst of radio frequency energy every 50 seconds which contains
digitally coded information including identity of the ship and country of origin of the ship in
distress. Until 1 February 1999, the identification code should include 3 digit MID (Maritime
Identification digits) followed by either:

 the trailing 6 digits of the ship station identity in accordance with Article S19 of ITU Radio
Regulations; or
 a unique serial number; or

 a radio call sign.

After 1 February 1999, all new beacon installations should have the identity in accordance with
Article S19 of ITU RadioRegulations.

Performance standards
Performance standards for float-free satellite EPIRBs operating on 406 MHz are given in the
relevant IMO Resolution pertaining to the COSPAS-SARSAT EPIRBs. The EPIRB should be of
an automatic float-free type. The battery should have sufficient capacity to operate the EPIRB for
a period of at least 48 hours. The EPIRB should:

- be so designed that the electrical portions are watertight at a depth of 10 m for at least 5
minutes;

- be automatically activated after floating free;

 - be capable of manual activation and manual deactivation;

- be provided with means to indicate that signals are being emitted;

- be capable of being dropped into the water without damage from a height of 20 m;

- be capable of being tested without using the satellite system;

- be provided with a 121.5 MHz beacon primarily for homing by aircraft;

- be of highly visible yellow/orange color.

New developments in COSPAS-SARSAT system

Following a two-year demonstration and evaluation, the COSPAS-SARSAT Council decided in
October 1998 to adopt 406 MHz geostationary satellite components (GEOSAR) as a
complement to the low-altitude, polar-orbiting system (the COSPAS-SARSAT LEOSAR system).

The 406 MHz GEOSAR system is composed of geostationary Earth-orbiting satellites and their
associated ground processing facilities, that have the capability to detect transmissions from
COSPAS-SARSAT type approved 406 MHz distress beacons.

Demonstration and evaluation results had confirmed the expected benefits of the GEOSAR
satellite system. Except for the polar regions over 75 degrees latitude, the 406 MHz GEOSAR
system provides a continuous coverage which allows quasi real-time alerting. As a GEOSAR
satellite remains fixed relative to the Earth, there is no Doppler effect on the received frequency
and Doppler radio location positioning techniques cannot be used to locate distress beacons. At
the end of 1999 eight models of beacons with the capability to accept position data from internal
or external navigation devices, essentially GPS receivers, had received a COSPAS-SARSAT
type approval certificate.

As of March 2001, the 406 MHz GEOSAR system was composed of:

 406 MHz repeaters on board three geostationary satellites, plus two in-orbit spares;
 ground receiving stations (GEOLUTs) in six countries, linked to the Cospas-Sarsat MCC
network for the distribution of GEOSAR alert data; and

 over 250,000 406 MHz beacons.

The current GEOSAR constellation is composed of two satellites provided by the USA referred
to as GOES East (GOES E) and GOES West (GOES W), and one satellite provided by India
(INSAT). These satellites provide the continuous earth coverage depicted below.
 At present
Cospas-Sarsat 406 MHz system combines the following main advantages of LEO and GEO
components: global LEOSAR coverage, real-time GEOSAR alerting and independent LEOSAR
Doppler positioning capability.

GEOLUT Locations:

 Canada: Trenton
 Chile: Santiago

 India: Bangalore

 New Zealand: Wellington

 Spain: Maspalomas

 UK: Combe Martin

Use of new frequency channel

The number of 406 MHz beacons in service at the beginning of 2001 was over 250,000. These
beacons operate at frequency 406.025 MHz.

Recognising the continued growth of the number of 406 MHz beacons and the impact that this
may have on the capacity of the GEOSAR system due to a lack of frequency spreading, the
Cospas-Sarsat Council decided that the carrier frequency of new models of operational 406 MHz
beacons should be moved to 406.028 MHz. The modified beacon specification stipulates that
406 MHz beacons submitted for type approval after 1 January 2000 can be set to operate at the
new frequency, and that after 1 January 2002 all beacons submitted for type approval must be
set to transmit at 406.028 MHz. Beacon models type approved before this date may continue to
be produced and operate at 406.025 MHz.

Phase-out of 121.5 MHz satellite alerting service

The Council of Cospas-Sarsat announced at its meeting in Laval, Canada (October 2000) that it
will be phasing out satellite processing of emergency beacons operating in the 121.5/243 MHz
range and encouraging users to adopt 406 MHz beacons.
121.5 MHz beacons are available at a very low cost, but this out-dated technology, which cannot
be improved easily, is the source of a very large number of false alerts (over 98% of all 121.5
MHz Cospas-Sarsat distress alerts). Although these beacons are not accepted as part of the
GMDSS, they are installed on board a large number of aircraft and are used at sea on board
small craft and fishing vessels. The absence of an automatic capability for identifying 121.5 MHz
alerts is also a serious limitation of the 121.5 MHz system.

Although 406 MHz beacons currently cost more, they provide more accurate and reliable alert
data to search and rescue agencies. In addition, 406 MHz beacons can use satellite global
positioning systems to obtain a very accurate position, which can then be transmitted as part of
distress messages.

Users of the 121.5/243 MHz beacons will have until 2009 to complete the switch over. The use
of 406 MHz distress beacons will minimize the problems with false alerts being received by
rescue coordination centers.

The decision to phase out the satellite processing of the 121.5/243 MHz beacons was made in
response to recommendations from the International Maritime Organization (IMO) and the
International Civil Aviation Organization (ICAO). These two agencies of the United Nations are
responsible for regulating the safety of ships and aircraft in international transits and handling
international standards and plans for maritime and aeronautical search and rescue.

INMARSAT-E EPIRB
Inmarsat-E EPIRB uses the 1.6 GHz (L-band) for transmission of distress signals. The Inmarsat-
E system is based on the existing Inmarsat infrastructure which allows an EPIRB uninterrupted
access to the Inmarsat-E distress alerting network and gives very fast delivery of a distress
message to the Inmarsat-E Rescue Coordination Centre, typically 1 minute. The system range is
limited to 70 degrees longitude north and south, which gives an elevation angle of about 5
degrees.

After activation, the EPIRB transmits the distress message containing the ship station identity,
position information (taken automatically from an electronic navigator such as GPS) and
additional information. When the signals are received by satellite, they are relayed to the coast
earth station (CES) and decoded. The distress message is then forwarded to an associated
RCC for appropriate action.

Inmarsat-E EPIRB can be used on ships sailing in sea areas A1, A2 and A3.

Performance standards for float-free EPIRBs operating through Inmarsat satellite system on 1.6
GHz are given in the relevant IMO Resolution pertaining to the Inmarsat-E EPIRBs. The EPIRB
should be an automatic float-free type. The battery should have sufficient capacity to operate:

the distress alerting transmitter for 4 hours in accordance with ITU-R Recommendation 632 or
for at least 48 hours if integral facilities are included for automatic position updating; and

any other facilities (e.g. SART and flashing light) for at least 48 hours.

The EPIRB should:

- be continuously provided with the ship's position data for automatic inclusion in the distress
message when activated;
- be equipped with a search and rescue radar transponder (SART) unless integral facilities are
included for automatic position updating after activation.

The rest of the general requirements are the same as for Cospas-Sarsat EPIRB excluding the
requirement to have a 121.5 MHz beacon.

VHF EPIRB
Vessels sailing exclusively in A1 sea areas can use EPIRB operating on VHF Channel 70
(156.525 MHz) as an alternative to either a COSPAS-SARSAT or INMARSAT-E EPIRB. The
technical characteristics for the digital selective calling message are in accordance with the
sequence for the "distress call" specified in Recommendation ITU-R M.493. The "nature of
distress" indication is "EPIRB emission". The "distress coordinates" and "time" information need
not be included. The "type of subsequent communication" indication is "no information" which
indicates that no subsequent communications will follow.

The VHF EPIRB DSC distress alerting signal is transmitted using G2B class of emission. The
output power should be at least 100 mW. The alerting signals are transmitted in bursts. The
(N+1) burst of transmission which consists of five successive DSC sequences is made with an
interval of Tn after the Nth burst, where Tn = (240 + 10N) s 5% and N = 1, 2, 3, … .

Performance standards for float-free VHF EPIRBs are given in IMO Resolution A.805 (19). The
EPIRB should be of an automatic float-free type. The battery should have sufficient capacity to
operate the VHF EPIRB for a period of at least 48 hours. The rest of the general requirements
are the same as for Cospas-Sarsat EPIRB excluding the requirement to have a 121.5 MHz
beacon.

SURVIVAL CRAFT RADIO EQUPMENT

Portable two-way VHF radiotelephone

According to GMDSS requirements (Chapter III, 1988 SOLAS amendments) every passenger
ship and every cargo ship over 500 tons gross tonnage must have at least three two-way VHF
radiotelephone apparatus. At least two two-way VHF radiotelephone apparatus shall be provided
on every cargo ship of 300 tons gross tonnage and upwards but less than 500 tons gross
tonnage. Such apparatus shall conform to 'Performance standards for survival craft two-way
VHF radiotelephone apparatus' adopted by IMO. These requirements are in use from 1 February
1995. Two-way VHF radiotelephone apparatus provided on board ships prior to 1 February 1992
and not complying fully with the performance standards adopted by the IMO may be accepted by
the Administration until 1 February 1999 provided the Administration is satisfied that they are
compatible with approved two-way VHF radiotelephone apparatus.

The equipment should be portable and capable of being used for on-scene communication
between survival craft, between survival craft and ship and between survival craft and rescue
unit. It may also be used for on-board communication.

The equipment should comprise at least:

an integral transmitter/receiver including antenna and battery;

an integral control unit including a press-to-transmit switch;

 an internal microphone and loudspeaker.

The equipment should:

- be capable of being operated by personnel wearing gloves;

- withstand drops on to a hard surface from a height of 1 m;

- be watertight to a depth of 1 m for at least 5 minutes;

- be either of a highly visible yellow/orange color or marked with a surrounding yellow/orange

marking strip;

- not be unduly affected by seawater or oil.

The two-way radiotelephone should be capable of operation on the frequency 156.8 MHz (VHF
channel 16) and on at least one additional channel. All channels fitted should be for single-
frequency voice communication only. The G3E class of emission must be used.

The effective radiated power should be a minimum of 0.25 W. Where the effective radiated
power exceeds 1 W, a power reduction switch to reduce the power to 1 W or less is required.

Survival craft two-way radiotelephone apparatus installed before 23 November 1996 may be
equipped with a primary or secondary battery integrated in the equipment. Where secondary
batteries are used, suitable arrangements should be made for the availability of fully charged
cells in the event of a distress situation.

Survival craft two-way radiotelephone apparatus installed on or after 23 November 1996 should
be equipped with the source of energy integrated in the equipment. This source of energy may
be replaceable by the user. Equipment for which the source of energy is intended to be user-
replaceable should be provided with a dedicated primary battery for use in the event of a
distress situation. This battery should be equipped with a non-replaceable seal to indicate that it
has not been used.

The primary battery should have sufficient capacity to ensure 8 hours operation at its highest
rated power with a duty cycle of 1:9. This duty cycle is defined as 6-second transmission, 6-
second reception above squelch opening level and 48-second reception below squelch opening
level. Primary batteries should have a shelf life of at least two years, and if identified to be user-
replaceable should be of a highly visible yellow/orange color.

Radar transponder
Search and rescue transponders (SART) are used for locating ships in distress or their survival crafts.
Their carriage on board ships is mandatory (Regulations III/6.22 and IV/7.1.3. of the 1988 SOLAS
amendments). SART is a portable device which should be taken into the lifeboat or liferaft when
abandoning ship. SART operates in the 9 GHz frequency band. When switched on it will transmit signals
only when triggered by signals from an external marine or aircraft radar operating in the 9 GHz (3 cm)
band. The SART signals are displayed as a line of 12 blips on a radar screen outward from the SART's
position along its line of bearing. As the search craft approaches to within about 1 nautical mile of the
SART the 12 dots will change to wide arcs, then into complete circles as the SART is closed. This unique
radar signal is easily recognized on the radar screen and the rescue vessel can detect the survivors even
in the poor visibility or at night. The SART provides a visual or audible indication of its correct operation
and will also inform survivors when it is interrogated by a radar.
The SART should operate correctly when interrogated at a distance of up to at least 5 nautical miles by a
radar with an antenna height of 15 metres. The height of the installed SART antenna should be at least 1
m above sea level.

The SART should have sufficient battery capacity to operate in the stand-by condition for 96
hours and, in addition, following the stand-by period, to provide transponder transmissions for 8
hours when being continuously interrogated with a pulse repetition frequency of 1 kHz.

According to IMO Resolution A.802(19) SART should:

- be fitted with means to prevent inadvertent activation;

- be capable of manual activation and deactivation;

- be capable of withstanding without damage drops from a height of 20 m into water;

- be watertight at a depth of 10 m for at least 5 minutes;

- not be unduly affected by seawater or oil;

- be resistant to deterioration in prolonged exposure to sunlight;

- be capable of floating if it is not an integral part of the survival craft;

- be equipped with buoyant lanyard, suitable for use as a tether, if it is capable of floating;

- be of a highly visible yellow/orange colour on all surfaces where this will assist detection.

Technical characteristics of the SART should be in accordance with ITU-R Recommendation

M.628-2.
CHARGES FOR TRAFFIC
Contents of a radiotelegram
A radiotelegram consists of the following parts:

 Prefix (if any)

 Preamble

 Address

 Text

 Signature

The prefix is used to identify the type of message being sent, e.g. AMVER means the message
to AMVER Centre in New York.

The preamble is completed by an operator and consists of the following items:

- Name of the ship or office of origin.

- Number of the radiotelegram. Each telegram is numbered in a separate daily series to each
station, commencing at 0001 UTC.

- Number of words.

- Date and time in UTC when the telegram was handed in for transmission.

- Service instructions. The accounting authority identification code (AAIC) of the station of origin
is included as a rule.

The address must contain all the particulars necessary to ensure delivery of the telegram to the
addressee without inquiries or requests for information. The following categories of address are
permitted:

- full postal address;

- registered address;

- telephonic address;

- telex address;

- facsimile address;

- teletex address;

- post office box address;

- poste restante or télégraphe restant address.

Each radiotelegram must contain a text that includes at least one character.
A signature shall not be compulsory.

Counting of words
In the counting of words, a distinction shall be made between the actual and chargeable words.

Each separate word, group of characters or single character that is preceded and followed by a
space shall be counted as one actual word.

Word or group of characters not exceeding ten characters shall be counted as one chargeable
word. Word or group of characters exceeding ten characters shall be counted at the rate of one
chargeable word for each ten characters or part thereof.

When the number of chargeable words is the same as the number of actual words it shall be
shown in the preamble line as a single number. When the number of chargeable words is
different from the number of actual words, both shall be shown, separated by a fraction bar. The
number of chargeable words shall be shown first.

The preamble is not included in the number of actual and chargeable words.

Traffic charging
All public correspondence transferred through terrestrial maritime communications systems and
through satellite networks must be charged for. The charge may include the following parts:

 Land station charge. Land station charge is the charge relating to the use of facilities
provided by the land station, which includes the space segment costs in case of the
maritime satellite services.
 Land line charge. Land line charge is the charge relating to the transmission over the
terrestrial public switched telecommunications network (between the land station and the
subscriber).

 Ship station charge (if any).

 Any charges for special services or facilities.

Charges for calls via coast stations are published in the ITU ‘List of Coast Stations’.

Accounting authority identification code (AAIC)

A problem in accounting, billing and settling of communication charges is caused by the fact that
ships of different nationalities make communication with other ships and coast stations, each
with its own national currency. Accounting authorities (AA) came into existence to solve this
problem and reduce the number of bills issued by service providers and received by shipowners.

The accounting authority acts as a billing intermediary between the maritime mobile station and
service providers. Accounting authority may be state administration or private operating agency
licensed by the national administration. The ITU allocates a unique Accounting Authority
Identification Code (AAIC) to each AA. The AAIC consists of two parts:

- the first part consists of two letters denoting the country in which the accounting authority is
based;

- the second part will be numeric, denoting the particular accounting authority.
An example of AAIC code: GB04.

List of approved accounting authorities can be found in the ‘List of Ship Stations’ issued by ITU.

Currencies used in charging

To overcome problems of bills being issued or settled in many different currencies, the following
special currencies are used for calculation:

- Special Drawing Right (SDR);

- Gold Franc.

The conversion rate from the Gold Francs or SDR to the agreed currency depends on the
current exchange rate. The exchange rate used should be the rate published by the IMF on the
day prior to invoice, or the most recently published rate. Exchange rates are published daily in
Lloyd’s List.

The rate of exchange between the Gold Franc and SDR is fixed.

1 SDR = 3.061 GF

Charges for radiotelegrams

Radiotelegram charges include the following parts:

- Basic charge.

- Land station charge.

- Land line charge.

Basic charge is a fixed charge per telegram.

A radiotelegram is charged per number of words. The minimum number of chargeable words is
seven. Land line charge per word depends upon the distance between a coast station and a
subscriber. In case of urgent telegram the landline charge is doubled.

Example: The radiotelegram was sent by m/v ‘Corina’ to subscriber in Monaco via coast
radiostation Saint-Lys. Number of chargeable words is 10.

The total charge includes (with reference to the ITU ‘List of Coast Stations’):

1) Fixed charge for telegram: 1.46 SDR

2) Land station charge: 0.48 SDR/word x 10 words = 4.80 SDR

3) Land line charge (for Monaco zone 1 is used): 0.51 SDR/word x 10 words = 5.10 SDR

Total = 1.46 SDR + 4.80 SDR + 5.10 SDR = 11.36 SDR

Charges for telephone and telex calls in VHF/MF/HF bands

Two types of telephone and telex calls are available:
- automatic calls;

- operator connected calls.

Prices quoted are per minute. Automatically connected calls are charged on the basis of a six
second minimum charge with increment of six seconds. Operator connected calls are charged
on the basis of a three minute minimum charge with increment of one minute. For example, an
operator connected call of 4 minutes 12 seconds is charged as for 5 minutes.

Radiotelephone calls on VHF, MF and HF are charged at different rates. The calls are most
expensive in the HF band and less expensive on VHF.

Charges for telephone and telex calls via Inmarsat-A(B) system

Two types of telephone and telex calls are available:

- automatic calls;

- operator connected calls.

Prices quoted are per minute. Automatically connected calls are charged on the basis of a six
(one) second minimum charge with increment of six (one) seconds. Operator connected calls
are charged on the basis of a three or one minute minimum charge with increment of one
minute. For example, an operator connected call of 42 seconds is charged as for three (or one)
minutes.

Charges in Inmarsat-C system

Messages sent via Inmarsat-C system are charged on the number of kilobits of the transmitted
information. The charges can be found in the ITU List of Coast Stations. The charges are given
in SDR or GF per kilobit or quarter of a kilobit.

1 kilobit = 1024 bits

1/4 kilobit = 256 bits

SHIP POWER SUPPLIES

Sources of electrical power
The following sources of electrical power are relevant for the operation of shipborne GMDSS
radio installations:

 Main source of electrical power. To comply with the SOLAS Convention, ships are
required to have a main source of electrical power 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.
 Emergency source of electrical power. A self-contained emergency source of electrical
power is compulsory only for ships constructed later than 1 February 1995. Many old
ships do not have an emergency source which is considered adequate in relation to the
GMDSS requirements. The emergency source must be able to operate the required basic
radio equipment for 18 hours on a cargo ship and for 36 hours on a passenger ship.

 Reserve source of electrical power.

Requirements of the reserve source of electrical power
A reserve source of electrical power shall be provided on every ship, to supply radio
installations, for the purpose of conducting distress and safety radiocommunications, in the case
of failure of the ship's main and emergency sources of electrical power.

A reserve source of energy is independent of the propelling power of the ship and the ship's
electrical system.

The reserve source of energy shall be capable of simultaneously operating the VHF
radiotelephone station with DSC equipment and, as appropriate for the sea area or sea areas for
which the ship is equipped, either the MF radiotelephone station with DSC (sea area A2), the
MF/HF radiotelephone station with DSC and narrow band direct printing telegraphy (sea areas
A3, A4), or the Inmarsat ship earth station (sea area A3).

The reserve source of energy is used also to supply the electrical lighting for the adequate
illumination of the radio controls for operating the radio installation.

The following requirements apply to the operation time of reserve source of energy:

- on ships with an emergency energy source that meets capacity requirements: 1 hour;

- on ships without an emergency energy source, or with an emergency energy source

which does not meet the capacity requirements: 6 hours.

Where a reserve source of energy consists of rechargeable batteries, the charging system must
be capable of fully recharging the batteries within 10 hours.

The following formula is recommended for determining the electrical load to be supplied by the
reserve source of energy for each radio installation required for distress conditions: 1/2 of the
current consumption necessary for transmission plus the current consumption necessary for
reception plus the current consumption of any additional loads.

Radio batteries
Batteries are used as power sources for a few purposes in the GMDSS equipment.

PRIMARY batteries have a single life span. They cannot be recharged and demand periodic
replacement. Primary batteries are used to supply EPIRB, SART and so on.

SECONDARY batteries, also called rechargeable or storage batteries, can be recharged. Two
types of storage batteries are commonly used as reserve source of energy for radio installations:
lead-acid batteries and Nickel-Cadmium (Ni-Cd) batteries.

Lead-acid batteries
Lead-acid battery is a group of chemical cells; each cell consists of two specially prepared plates
of lead placed in a vessel containing diluted sulphuric acid. Two plates of lead constitute a
positive and a negative pole. When the cell is charged the voltage over the poles is about 2 volts
(nominal voltage of the cell). Six cells coupled in series form a 12 volts battery. Two 12 volts
batteries connected in series give a 24 volts battery. When the nominal voltage of a lead-acid
24V battery is down to about 22V, the battery is discharged and should be recharged
immediately. When the voltage reaches (in charging mode) 29 V, the battery is fully charged. In
fully charged condition the specific gravity is normally 1.26-1.28 at a temperature of 20 degrees
Celsius; in nearly discharged condition the specific gravity is about 1.19.

An approximate lifetime of marine lead-acid batteries is 4 years. Overcharging as well as

undercharging is harmful to batteries.

Ni-Cd batteries
Nickel-Cadmium battery consists of cells where the positive plate is made of nickel and the
negative plate of cadmium salt. The nominal voltage of the cell is about 1.4V (28V for 24 volts
battery). When the battery is in use the voltage drops to 1.2V per cell (24V) and remains
constant until 80% of the battery capacity has been used. When charged, the voltage per cell
reaches 1.6-1.7V (32-34V for 24 volts battery). The density of the lye is almost the same both in
charged and discharged condition (1.17-1.19).

When properly maintained Ni-Cd batteries have a very long life span (12-15 years). Batteries are
normally not damaged by overcharging or undercharging.

Capacity of a battery
The capacity of a battery is indicated by the numbers of Ampere hours (Ah). If we have a battery
with capacity 210 Ah and GMDSS radio station consumes 30 amperes, this means that the
station can run for 7 hours.

Two batteries connected in series will increase their total voltage but their capacity will remain
the same.

Two parallel connected batteries will keep voltage at the same level but capacity will increase.
Maintenance
It is necessary to know and carry out the following general rules:

 Read the instructions for your battery carefully before using the battery.
 Always keep the battery charged.

 Do not discharge the battery below the prescribed discharge cut-off voltage.

 Keep the battery dry and free of dust. Wipe the cell tops off after charging.

 Keep the contacts clean, well fastened and greased with vaseline.

 Do not place lead batteries and Ni-Cd batteries in the same battery room.

 Do not use an open flame near a battery.

 Avoid sparks during and immediately after having charged the battery.

 Never put metal tools on cell tops.

IAMSAR MANUAL
Foreword
The primary purpose of the three volumes of the International Aeronautical and Maritime Search
and Rescue Manual is to assist States in meeting their own search and rescue (SAR) needs,
and the obligations they accepted under the Convention on International Civil Aviation, the
International Convention on Maritime Search and Rescue, and the International Convention for
the Safety of Life at Sea (SOLAS). These volumes provide guidelines for a common aviation and
maritime approach to organizing and providing SAR services. States are encouraged to develop
and improve their SAR services, co-operate with neighbouring States, and to consider their SAR
services to be part of a global SAR system.

Each IAMSAR Manual volume is written with specific SAR system duties in mind, and can be
used as a stand-alone document, or, in conjunction with the other two volumes, as a means to
attain a full view of the SAR system.
  Volume I: The Organization and Management volume discusses the global SAR system
concept, establishment and improvement of national and regional SAR systems, and co-
operation with neighbouring States to provide effective and economical SAR services.
 Volume II: The Mission Co-ordination volume assists personnel who plan and co-ordinate
SAR operations and exercises.

 Volume III: The Mobile Facilities volume is intended to be carried aboard rescue units,
aircraft and vessels to help with performance of a search, rescue, or on-scene coordinator
function, and with aspects of SAR that pertain to their own emergencies.

This Manual is published jointly by the International Civil Aviation Organization and the
International Maritime Organization.

Purpose of IAMSAR Manual for mobile facilities

The purpose of the International Aeronautical and Maritime Search and Rescue Manual for
Mobile Facilities, which is intended for carriage aboard search and rescue units, and aboard civil
aircraft and vessels, is to provide guidance to those who:

 operate aircraft, vessels or other craft, and who may be called upon to use the facility to
support SAR operations;
 may need to perform on-scene coordinator functions for multiple facilities in the vicinity of
a distress situation;

 experience actual or potential emergencies, and may require search and rescue
assistance.

Responsibilities and obligations to assist

Under long-standing traditions of the sea and various provisions of international law, ship
masters are obligated to assist others in distress at sea whenever they can safely do so.

The responsibilities to render assistance to a distressed vessel or aircraft are based on

humanitarian considerations and established international practice. Specific obligations can be
found in several conventions, including the following:

 Annex 12 to the Convention of International Civil Aviation

 International Convention on Maritime Search and Rescue

 Regulation V/10 of the International Convention for the Safety of Life at Sea, 1974
(SOLAS 1974).

National and regional SAR system organization

Many States have accepted the obligation to provide aeronautical and maritime SAR co-
ordination and services on a 24-hour basis for their territories, territorial seas, and where
appropriate, the high seas.

 To carry out these responsibilities, State have established national SAR organizations, or
joined one or more other States to form a regional SAR organization associated with an
ocean area or continent.
 A search a rescue region (SRR) is an area of defined dimensions associated with a
rescue co-ordination centre (RCC) within which SAR services are provided.
 o SRRs help to define who has primary responsibility for coordinating responses to
distress situations in every area of the world, but they are not intended to restrict
anyone from assisting persons in distress.

o the International Civil Aviation Organization (ICAO) regional air navigation plans
(RANPs) depict aeronautical SRRs.

o the International Maritime Organization (IMO) Global SAR Plan depicts maritime
SRRs.

Standard format for SITREP

Search and Rescue Situation reports (SITREPs) should be compiled as follows:

Short Form

To pass urgent essential details when requesting assistance, or to provide the earliest notice of
a casualty:

TRANSMISSION PRIORITY (distress/urgency, etc.)

DATE AND TIME (UTC or local date time group)

FROM (originating RCC)

TO

SAR SITREP (NUMBER) (to indicate nature of message and completeness of sequence of
SITREPs concerning the casualty)

IDENTITY OF CASUALTY (name, call sign, flag State)

POSITION (latitude/longitude)

SITUATION (type of message, distress or urgency; date/time; nature of distress/urgency, for

example, fire, collision, medical)

NUMBER OF PERSONS AT RISK

ASSISTANCE REQUIRED

CO-ORDINATING RCC

Full Form

To pass amplifying or updating information during SAR operations, the following additional
sections should be used as required:

DESCRIPTION OF CASUALTY (physical description, owner/charterer, cargo carried, passage

from/to, life-saving appliances carried, etc.)

WEATHER ON-SCENE (wind, sea/swell state, air/sea temperature, visibility, cloud cover/ceiling,
barometric pressure)
INITIAL ACTIONS TAKEN (by distressed craft and RCC)

SEARCH AREA (as planned by RCC)

CO-ORDINATING INSTRUCTIONS (OSC designated, units participating, communications, etc.)

FUTURE PLANS

ADDITIONAL INFORMATION/CONCLUSION (include time SAR operation terminated).

Note 1. Each SITREP concerning the same casualty should be numbered sequentially.

Note 2. If help is required from the addressee, the first SITREP should be issued in short form if
remaining information is not readily available.

Note 3. When time permits, the full form may be used for the first SITREP or to amplify it.

Note 4. Further SITREPs should be issued as soon as other relevant information has been
obtained, particularly changes to on-scene weather. Information already passed should not need
repetition.

Note 5. During prolonged operations "no change" SITREPs, when appropriate, should be issued
at intervals of about three hours to reassure the recipients that nothing has been missed.

Note 6. When the incident has been concluded, a final SITREP should be issued as
confirmation.

STCW 95
STCW convention.
CHAPTER IV: Radiocommunication and radio personnel
Explanatory note

Mandatory provisions relating to radio watchkeeping are set forth in the Radio Regulations and
in the International Convention for the Safety of Life at Sea, 1974, as amended. Provisions for
radio maintenance are set forth in the International Convention for the Safety of Life at Sea,
1974, as amended, and the guidelines adopted by the Organization*.

*Note: Refer to the Radio Maintenance Guidelines for the Global Maritime Distress and Safety System (GMDSS)
related to Sea Areas A3 and A4 adopted by the Organization by resolution A.702(17).

Regulation IV/1

Application

1 Except as provided in paragraph 3, the provisions of this chapter apply to radio personnel on
ships operating in the global maritime distress and safety system (GMDSS) as prescribed by the
International Convention for the Safety of Life at Sea, 1974, as amended.
2 Until 1 February 1999, radio personnel on ships complying with the provisions of the
International Convention for the Safety of Life at Sea, 1974, in force immediately prior to 1
February 1992 shall comply with the provisions of the International Convention on Standards of
Training, Certification and Watchkeeping for Seafarers, 1978, in force prior to 1 December 1992.

3 Radio personnel on ships not required to comply with the provisions of the GMDSS in chapter
IV of the SOLAS Convention are not required to meet the provisions of this chapter. Radio
personnel on these ships are, nevertheless, required to comply with the Radio Regulations. The
Administration shall ensure that the appropriate certificates as prescribed by the Radio
Regulations are issued to or recognized in respect of such radio personnel.

Regulation IV/2

Mandatory minimum requirements for certification of GMDSS radio personnel

1 Every person in charge of or performing radio duties on a ship required to participate in the
GMDSS shall hold an appropriate certificate related to the GMDSS, issued or recognized by the
Administration under the provisions of the Radio Regulations.

2 In addition, every candidate for certification under this regulation for service on a ship which is
required by the International Convention for the Safety of Life at Sea, 1974, as amended, to
have a radio installation shall:

.1 be not less than 18 years of age; and

.2 have completed approved education and training and meet the standard of competence
specified in section A-IV/2 of the STCW Code.
STCW CODE
Foreword
This part of the publication contains the text of the Seafarers' Training, Certification and
Watchkeeping (STCW) Code, which was adopted (resolution 2) by the Conference of Parties to
the International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers (STCW Conference) on 7 July 1995 and constitutes attachment 2 to the Final Act of
that Conference.

The STCW Conference, which was convened by the International Maritime Organization and
met at the Headquarters of the Organization from 26 June to 7 July 1995, adopted (resolution 1)
the 1995 amendments to the International Convention on Standards of Training, Certification
and Watchkeeping for Seafarers, 1978 (STCW Convention), which completely replace the annex
to the STCW Convention. It also adopted twelve other resolutions (attachments 1 and 3,
respectively, to the Final Act of the STCW Conference).

This STCW Code, which cross-refers directly to the articles and regulations of, and should be
read in conjunction with, the STCW Convention, contains, in:

 Part A, mandatory provisions to which specific reference is made in the annex to the
STCW Convention and which give, in detail, the minimum standards required to be
maintained by Parties in order to give full and complete effect to the provisions of the
STCW Convention; and in
 Part B, recommended guidance to assist Parties to the STCW Convention and those
involved in implementing, applying or enforcing its measures to give the STCW
Convention full and complete effect in a uniform manner.

Part A

Chapter IV. Standards regarding radio personnel

Section A-IV/2

Mandatory minimum requirements for certification of GMDSS radio personnel

Standard of competence

1. The minimum knowledge, understanding and proficiency required for certification of GMDSS
radio personnel shall be sufficient for radio personnel to carry out their radio duties. The
knowledge required for obtaining each type of certificate defined in the Radio Regulations shall
be in accordance with those regulations. In addition, every candidate for certification shall be
required to demonstrate ability to undertake the tasks, duties and responsibilities listed in column
1 of table A-IV/2.

2. The knowledge, understanding and proficiency for endorsement under the Convention of
certificates issued under the provisions of the Radio Regulations are listed in column 2 of table
A-IV/2.

3. The level of knowledge of the subjects listed in column 2 of table A-IV/2 shall be sufficient for
the candidate to carry out his duties.
 Note: IMO Model Course 1.25 - General Operator's Certificate for the GMDSS and IMO
Model Course 1.26 - Restricted Operator's Certificate for the GMDSS may be of
assistance in the preparation of courses.

4. Every candidate shall provide evidence of having achieved the required standard of
competence through:

.1 demonstration of competence to perform the tasks and duties and to assume

responsibilities listed in column 1 of table A-IV/2, in accordance with the methods for
demonstrating competence and the criteria for evaluating competence tabulated in
columns 3 and 4 of that table; and

.2 examination or continuous assessment as part of an approved course of training based

on the material set out in column 2 of table A-IV/2.

CAPÍTULO IV

Normas relativas a los radio operadores

Sección A-IV/2
Requisitos mínimos aplicables a la titulación de los radiooperadores del SMSSM

Normas de competencia

1 Los conocimientos mínimos, comprensión y suficiencia requeridos para la titulación de los

radio operadores del SMSSM serán suficientes para que los radiooperadores desempeñen sus
cometidos de radiocomunicaciones. Los conocimientos requeridos para obtener cada uno de los
títulos definidos en el Reglamento de Radiocomunicaciones se ajustarán a lo prescrito en dicho
Reglamento. Además, cada aspirante a un título de competencia deberá demostrar la capacidad
necesaria para desempeñar las tareas, cometidos y responsabilidades enumerados en la columna 1
del cuadro A-IV/2.

2 Los conocimientos, la comprensión y la suficiencia para el refrendo de los títulos expedidos

en virtud del Reglamento de Radiocomunicaciones, en el sentido de que cumplen lo prescrito en
el Convenio de Formación, se enumeran en la columna 2 del cuadro A-IV/2.

3 El nivel de conocimientos de las materias enumeradas en la columna 2 del cuadro A-IV/2

será suficiente para que el aspirante desempeñe sus cometidos*.

4 Todo aspirante demostrará que ha alcanzado el nivel de competencia requerido, mediante:

.1 una prueba de su capacidad para llevar a cabo las tareas y cometidos y asumir las
responsabilidades que se enumeran en la columna 1 del cuadro A-IV/2, con
arreglo a los métodos de demostración de la competencia y los criterios para
evaluarla que figuran en las columnas 3 y 4 del citado cuadro; y

.2 un examen o evaluación continua, en el marco de un plan de estudios aprobado,

que abarque las materias especificadas en la columna 2 del cuadro A-IV/2.

*
Para la elaboración de los cursos pueden ser de utilidad los cursos modelo pertinentes de la OMI.
STCW/CONF.2/DC/2
ANEXO 1
Página 156

Cuadro A-IV/2
Especificación de las normas mínimas de competencia
para los radio operadores del SMSSM

Función: Radiocomunicaciones, a nivel operacional

Columna 1 Columna 2 Columna 3 Columna 4

Métodos de
Conocimientos, comprensión demostración de la Criterios de evaluación
Competencia y suficiencia competencia de la competencia
Transmitir y Además de lo estipulado en Examen y evaluación La transmisión y la
recibir el Reglamento de de los resultados recepción de
información Radiocomunicaciones, obtenidos en la comunicaciones se
utilizando los conocimientos de: demostración práctica ajustan a las reglas y
subsistemas y el de los procedimientos procedimientos
equipo del .1 radiocomunicaciones de operacionales, internacionales y se
SMSSM y búsqueda y salvamento, empleando: efectúan con eficacia
cumpliendo las incluidos los
prescripciones procedimientos del .1 equipo aprobado Los mensajes en inglés
funcionales del Manual internacional de relacionados con la
SMSSM los servicios aeronáuticos .2 simulador de seguridad del buque y de
y marítimos de búsqueda comunicación en el las personas a bordo y con
y salvamento (IAMSAR) SMSSM, si la protección del medio
procede* marino se tramitan
.2 medios de impedir la correctamente
transmisión de falsos .3 laboratorio de
alertas de socorro y equipo de
procedimientos para radiocomunicaciones
mitigar las consecuencias
de dichos alertas
.3 sistemas de notificación
para buques

.4 servicios radio médicos

.5 utilización del Código

Internacional de Señales y
de las Frases normalizadas
de la OMI para las
comunicaciones marítimas

.6 inglés hablado y escrito

para comunicar
información relacionada
con la seguridad de la vida
humana en el mar

Nota: Esta prescripción podrá

ser más flexible en el caso del
título de radiooperador
restringido

*
Véase el párrafo 72 de la sección B-I/12 del presente código.

I:\CONF\STCW\2\DC\2.doc
 STCW/CONF.2/DC/2
ANEXO 1
Página 157

Columna 1 Columna 2 Columna 3 Columna 4

Métodos de
Conocimientos, comprensión demostración de la Criterios de evaluación
Competencia y suficiencia competencia de la competencia
Proveer Garantizar servicios Examen y evaluación La respuesta se da con
servicios radioeléctricos en situaciones de los resultados eficacia y eficiencia
radioeléctricos en de emergencia tales como: obtenidos en la
situaciones de demostración práctica
emergencia .1 abandono del buque de los procedimientos
operacionales,
.2 incendio a bordo empleando:

.3 avería parcial o total de .1 equipo aprobado

las instalaciones
radioeléctricas .2 simulador de
comunicación en el
Medidas preventivas para SMSSM, si
garantizar la seguridad del procede*
buque y del personal en
relación con los riesgos .3 laboratorio de
inherentes al equipo equipo de
radioeléctrico, incluidos los radiocomunicaciones
de tipo eléctrico y de
radiación no ionizante

*
Véase el párrafo 72 de la sección B-I/12 del presente código.

I:\CONF\STCW\2\DC\2.doc
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GMDSS COURSE FOR GOC

Part A

Chapter VIII

Standards regarding watchkeeping

Section A-VIII/2

Watchkeeping arrangements and principles to be observed.

Part 3-3. Principles to be observed in keeping a radio watch

General provisions

84 Administrations shall direct the attention of companies, masters and radio

watchkeeping personnel to comply with the following provisions to ensure that an
adequate safety radio watch is maintained while a ship is at sea. In complying
with this Code, account shall be taken of the Radio Regulations.

Watch arrangements

85 In deciding the arrangements for the radio watch, the master of every
seagoing ship shall:

.1 ensure that the radio watch is maintained in accordance with the

relevant provisions of the Radio Regulations and the SOLAS Convention;

.2 ensure that the primary duties for radio watchkeeping are not adversely
affected by attending to radio traffic not relevant to the safe movement of
the ship and safety of navigation; and

.3 take into account the radio equipment fitted on board and its operational
status.

Performing the radio watch

86 The radio operator performing radio watchkeeping duties shall:

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GMDSS COURSE FOR GOC

.1 ensure that watch is maintained on the frequencies specified in the
Radio Regulations and the SOLAS Convention; and

.2 while on duty, regularly check the operation of the radio equipment and
its sources of energy and report to the master any observed failure of this
equipment.

87 The requirements of the Radio Regulations and the SOLAS Convention on

keeping a radiotelegraph or radio log, as appropriate, shall be complied with.

88 The maintenance of radio records, in compliance with the requirements of the

Radio Regulations and the SOLAS Convention, is the responsibility of the radio
operator designated as having primary responsibility for radiocommunications
during distress incidents. The following shall be recorded, together with the times
at which they occur:

.1 a summary of distress, urgency and safety radiocommunications;

.2 important incidents relating to the radio service;

.3 where appropriate, the position of the ship at least once per day; and

.4 a summary of the condition of the radio equipment, including its sources

of energy.

89 The radio records shall be kept at the distress communications operating

position, and shall be made available:

.1 for inspection by the master; and

.2 for inspection by any authorized official of the Administration and by any

duly authorized officer exercising control under article X of the Convention.

Part B
Chapter IV

Guidance regarding radio communication and radio

personnel

Section B-IV/2

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Guidance regarding training and certification of GMDSS radio personnel

TRAINING RELATED TO THE FIRST-CLASS RADIOELECTRONIC

CERTIFICATE

General

1 The requirements of medical fitness, especially as to hearing, eyesight and

speech, should be met by the candidate before training is commenced.

2 The training should be relevant to the provisions of the STCW Convention, the
provisions of the Radio Regulations annexed to the International
Telecommunication Convention (Radio Regulations) and the provisions of the
International Convention for the Safety of Life at Sea (SOLAS Convention)
currently in force, with particular attention given to provisions for the global
maritime distress and safety system (GMDSS). In developing training
requirements, account should be taken of at least the knowledge and training
given in paragraphs 3 to 14 hereunder.

Theory

3 Knowledge of the general principles and basic factors necessary for safe and
efficient use of all sub-systems and equipment required in the GMDSS, sufficient
to support the practical training provisions given in paragraph 13.

4 Knowledge of the use, operation and service areas of GMDSS sub-systems,

including satellite system characteristics, navigational and meteorological
warning systems and selection of appropriate communication circuits.

5 Knowledge of the principles of electricity and the theory of radio and

electronics sufficient to meet the provisions given in paragraphs 6 to 10 below.

6 Theoretical knowledge of GMDSS radio communication equipment, including

narrow-band direct-printing telegraphy and radio telephone transmitters and
receivers, digital selective calling equipment, ship earth stations, emergency
position-indicating radio beacons (EPIRBs), marine antenna systems, radio
equipment for survival craft together with all auxiliary items, including power
supplies, as well as general knowledge of the principles of other equipment
generally used for radionavigation, with particular reference to maintaining the
equipment in service.

7 Knowledge of factors that affect system reliability , availability, maintenance

procedures and proper use of test equipment.

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GMDSS COURSE FOR GOC

8 Knowledge of microprocessors and fault diagnosis in systems using
microprocessors.

9 Knowledge of control systems in the GMDSS radio equipment, including

testing and analysis.

10 Knowledge of the use of computer software for the GMDSS radio equipment
and methods for correcting faults caused by loss of software control of the
equipment.

Regulations and documentation

11 Knowledge of:

.1 the SOLAS Convention and the Radio Regulations, with particular

emphasis on:

.1.1 distress, urgency and safety radiocommunications,

.1.2 avoiding harmful interference, particularly with distress and safety

traffic, and

.1.3 prevention of unauthorized transmissions;

.2 other documents relating to operational and communication procedures

for distress, safety and public correspondence services, including charges,
navigational warnings, and weather broadcasts in the Maritime Mobile
Service and the Maritime Mobile Satellite Service; and

.3 use of the International Code of Signals and the Standard Marine

Navigational Vocabulary as replaced by the IMO Standard Marine
Communication Phrases.

Watchkeeping and procedures

12 Knowledge of and training in:

.1 communication procedures and discipline to prevent harmful

interference in GMDSS sub-systems;

.2 procedures for using propagation-prediction information to establish

optimum frequencies for communications;

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GMDSS COURSE FOR GOC

.3 radiocommunication watchkeeping relevant to all GMDSS sub-systems,
exchange of radio-communication traffic, particularly concerning distress,
urgency and safety procedures and radio records;

.4 use of the international phonetic alphabet;

.5 monitoring a distress frequency while simultaneously monitoring or

working on at least one other frequency;

.6 ship reporting systems and procedures;

.7 radio communication procedures of the IMO Merchant Ship Search and

Rescue Manual (MERSAR);

.8 radio medical systems and procedures; and

.9 causes of false distress alerts and means to avoid them.

Practical

13 Practical training, supported by appropriate laboratory work, should be given

in:

.1 correct and efficient operation of all GMDSS sub-systems and

equipment under normal propagation conditions and under typical
interference conditions;

.2 safe operation of all the GMDSS communication equipment and

ancillary devices, including safety precautions;

.3 adequate and accurate keyboard skills for the satisfactory exchange of

communications;

.4 operational techniques for:

.4.1 receiver and transmitter adjustment for the appropriate mode of

operation, including digital selective calling and direct-printing telegraphy,

.4.2 antenna adjustment and re-alignment, as appropriate,

.4.3 use of radio life-saving appliances, and

.4.4 use of emergency position-indicating radio beacons (EPIRBs);

.5 antenna rigging, repair and maintenance, as appropriate;

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GMDSS COURSE FOR GOC

.6 reading and understanding pictorial, logic and circuit diagrams;

.7 use and care of those tools and test instruments necessary to carry out
at-sea electronic maintenance;

.8 manual soldering and desoldering techniques, including those involving

semiconductor devices and modern circuits, and the ability to distinguish
whether the circuit is suitable to be manually soldered or desoldered;

.9 tracing and repair of faults to component level where practicable, and to

board/module level in other cases;

.10 recognition and correction of conditions contributing to the fault

occurring;

.11 maintenance procedures, both preventive and corrective, for all

GMDSS communication equipment and radionavigation equipment; and

.12 methods of alleviating electrical and electromagnetic interference such

as bonding, shielding and bypassing.

Miscellaneous

14 Knowledge of and/or training in:

.1 the English language, both written and spoken, for the satisfactory
exchange of communications relevant to the safety of life at sea;

.2 world geography, especially the principal shipping routes, services of

rescue co-ordination centres (RCCs) and related communication routes;

.3 survival at sea, the operation of lifeboats, rescue boats, liferafts, buoyant

apparatus and their equipment, with special reference to radio life-saving
appliances;

.4 fire prevention and fire fighting, with particular reference to the radio
installation;

.5 preventive measures for the safety of ship and personnel in connection

with hazards related to radio equipment, including electrical, radiation,
chemical and mechanical hazards;

.6 first aid, including heart-respiration revival techniques; and

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GMDSS COURSE FOR GOC

.7 co-ordinated universal time {UTC), global time zones and the
international date line.

TRAINING RELATED TO THE SECOND-CLASS RADIOELECTRONIC

CERTIFICATE

General

15 The requirements of medical fitness, especially as to hearing, eyesight and

speech, should be met by the candidate before training is commenced.

16 The training should be relevant to the provisions of the STCW Convention,

and the SOLAS Convention currently in force, with particular attention given to
provisions for the global maritime distress and safety system (GMDSS). In
developing training requirements, account should be taken of at least the
knowledge and training given in paragraphs 17 to 28 hereunder.

Theory

17 Knowledge of the general principles and basic factors necessary for safe
and efficient use of all sub-systems and equipment required in the GMDSS,
sufficient to support the practical training provisions given in paragraph 27 below.

18 Knowledge of the use, operation and service areas of GMDSS sub-systems,

including satellite system characteristics, navigational and meteorological
warning systems and selection of appropriate communication circuits.

19 Knowledge of the principles of electricity and the theory of radio and

electronics sufficient to meet the provisions given in paragraphs 20 to 24 below.

20 General theoretical knowledge of GMDSS radiocommunication equipment,

including narrow-band direct-printing telegraph and radiotelephone transmitters
and receivers, digital selective calling equipment, ship earth stations, emergency
position-indicating radio beacons (EPIRBs), marine antenna systems, radio
equipment for survival craft together with all auxiliary items, including power
supplies, as well as general knowledge of other equipment generally used for
radionavigation, with particular reference to maintaining the equipment in service.

21 General knowledge of factors that affect system reliability, availability ,

maintenance procedures and proper use of test equipment.

22 General knowledge of microprocessors and fault diagnosis in systems using

microprocessors.

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GMDSS COURSE FOR GOC

23 General knowledge of control systems in the GMDSS radio equipment,
including testing and analysis.

24 Knowledge of the use of computer software for the GMDSS radio equipment
and methods for correcting faults caused by loss of software control of the
equipment.

Regulations and documentation

25 Knowledge of:

.1 the SOLAS Convention and the Radio Regulations, with particular

emphasis on:

.1.1 distress, urgency and safety radiocommunications,

.1.2 avoiding harmful interference, particularly with distress and safety

traffic, and

.1.3 the prevention of unauthorized transmissions;

.2 other documents relating to operational and communication procedures

for distress, safety and public correspondence services, including charges,
navigational warnings, and weather broadcasts in the Maritime Mobile
Service and the Maritime Mobile Satellite Service; and

.3 the use of the International Code of Signals and the Standard Marine
Navigational Vocabulary as replaced by the IMO Standard Marine
Communication Phrases.

Watchkeeping and procedures

26 Training should be given in:

.1 communication procedures and discipline to prevent harmful

interference in GMDSS sub-systems;

.2 procedures for using propagation-prediction information to establish

optimum frequencies for communications;

.3 radiocommunication watchkeeping relevant to all GMDSS sub-systems,

exchange of radio-communication traffic, particularly concerning distress,
urgency and safety procedures and radio records;

.4 use of the international phonetic alphabet;

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GMDSS COURSE FOR GOC

.5 monitoring a distress frequency while simultaneously monitoring or
working on at least one other frequency;

.6 ship reporting systems and procedures;

.7 radiocommunication procedures of the IMO Merchant Ship Search and

Rescue Manual (MERSAR);

.8 radio medical systems and procedures; and

.9 causes of false distress alerts and means to avoid them.

Practical

27 Practical training, supported by appropriate laboratory work, should be given

in:

.1 correct and efficient operation of all GMDSS sub-systems and

equipment under normal propagation conditions and under typical
interference conditions;

.2 safe operation of all the GMDSS communication equipment and

ancillary devices, including safety precautions;

.3 adequate and accurate keyboard skills for the satisfactory exchange of

communications;

.4 operational techniques for:

.4.1 receiver and transmitter adjustment for the appropriate mode of

operation, including digital selective calling and direct-printing telegraphy,

.4.2 antenna adjustment and re-alignment, as appropriate,

.4.3 use of radio life-saving appliances, and

.4.4 use of emergency position-indicating radio beacons (EPIRBs);

.5 antenna rigging, repair and maintenance, as appropriate;

.6 reading and understanding pictorial, logic and module interconnection

diagrams;

.7 use and care of those tools and test instruments necessary to carry out
at-sea electronic maintenance at the level of unit or module replacement;

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GMDSS COURSE FOR GOC

.8 basic manual soldering and desoldering techniques and their
limitations;

.9 tracing and repair of faults to board/module level;

.10 recognition and correction of conditions contributing to the fault

occurring;

.11 basic maintenance procedures, both preventive and corrective, for all
the GMDSS communication equipment and radionavigation equipment; and

.12 methods of alleviating electrical and electromagnetic interference such

as bonding, shielding and bypassing.

Miscellaneous

28 Knowledge of, and/or training in:

.1 the English language, both written and spoken, for the satisfactory
exchange of communications relevant to the safety of life at sea;

.2 world geography, especially the principal shipping routes, services of

rescue co-ordination centres (RCCs) and related communication routes;

.3 survival at sea, the operation of lifeboats, rescue boats, liferafts,

buoyant apparatus and their equipment, with special reference to radio life-
saving appliances;

.4 fire prevention and fire fighting, with particular reference to the radio
installation;

.5 preventive measures for the safety of ship and personnel in connection

with hazards related to radio equipment, including electrical, radiation,
chemical and mechanical hazards;

.6 first aid, including heart-respiration revival techniques; and

.7 co-ordinated universal time (UTC), global time zones and international

date line.

TRAINING RELATED TO THE GENERAL OPERATOR'S CERTIFICATE

General

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GMDSS COURSE FOR GOC

29 The requirements of medical fitness, especially as to hearing, eyesight and
speech, should be met by the candidate before training is commenced.

30 The training should be relevant to the provisions of the STCW Convention,

the Radio Regulations and the SOLAS Convention currently in force, with
particular attention given to provisions for the global maritime distress and safety
system (GMDSS). In developing training requirements, account should be taken
of at least the knowledge and training given in paragraphs 31 to 36 hereunder.

Theory

31 Knowledge of the general principles and basic factors necessary for safe
and efficient use of all sub-systems and equipment required in the GMDSS
sufficient to support the practical training provisions given in paragraph 35 below.

32 Knowledge of the use, operation and service areas of GMDSS sub-systems,

including satellite system characteristics, navigational and meteorological
warning systems and selection of appropriate communication circuits.

Regulations and documentation

33 Knowledge of:

.1 the SOLAS Convention and the Radio Regulations, with particular

emphasis on:

.1.1 distress, urgency and safety radiocommunications,

.1.2 avoiding harmful interference, particularly with distress and safety

traffic, and

.1.3 prevention of unauthorized transmissions;

.2 other documents relating to operational and communication procedures

for distress, safety and public correspondence services, including charges,
navigational warnings, and weather broadcasts in the Maritime Mobile
Service and the Maritime Mobile Satellite Service; and

.3 use of the International Code of Signals and the Standard Marine

Navigational Vocabulary as replaced by the IMO Standard Marine
Communication Phrases.

Watchkeeping and procedures

34 Training should be given in:

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GMDSS COURSE FOR GOC

.1 communication procedures and discipline to prevent harmful
interference in GMDSS sub-systems;

.2 procedures for using propagation-prediction information to establish

optimum frequencies for communications;

.3 radiocommunication watchkeeping relevant to all GMDSS sub-systems,

exchange of radio-communication traffic, particularly concerning distress,
urgency and safety procedures and radio records;

.4 use of the international phonetic alphabet;

.5 monitoring a distress frequency while simultaneously monitoring or

working on at least one other frequency;

.6 ship reporting systems and procedures;

.7 radio communication procedures of the IMO Merchant Ship Search and

Rescue Manual (MERSAR);

.8 radio medical systems and procedures; and

.9 causes of false distress alerts and means to avoid them.

Practical

35 Practical training should be given in:

.1 correct and efficient operation of all GMDSS sub-systems and

equipment under normal propagation conditions and under typical
interference conditions;

.2 safe operation of all the GMDSS communications equipment and

ancillary devices, including safety precautions;

.3 accurate and adequate keyboard skills for the satisfactory exchange of

communications; and

.4 operational techniques for:

.4.1 receiver and transmitter adjustment for the appropriate mode of

operation, including digital selective calling and direct-printing telegraphy,

.4.2 antenna adjustment and re-alignment as appropriate,

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GMDSS COURSE FOR GOC

.4.3 use of radio life-saving appliances, and

.4.4 use of emergency position-indicating radio beacons (EPIRBs).

Miscellaneous

36 Knowledge of and/or training in:

.1 the English language, both written and spoken, for the satisfactory
exchange of communications relevant to the safety of life at sea;

.2 world geography, especially the principal shipping routes, services of

rescue co-ordination centres (RCCs) and related communication routes;

.3 survival at sea, the operation of lifeboats, rescue boats, liferafts,

buoyant apparatus and their equipment, with special reference to radio life-
saving appliances;

.4 fire prevention and fire fighting, with particular reference to the radio
installation;

.5 preventive measures for the safety of ship and personnel in connection

with hazards related to radio equipment, including electrical, radiation,
chemical and mechanical hazards;

.6 first aid, including heart-respiration revival techniques; and

.7 co-ordinated universal time (UTC), global time zones and international

date line.

TRAINING RELATED TO THE RESTRICTED OPERATOR'S CERTIFICATE

General

37 The requirements of medical fitness, especially as to hearing, eyesight and

speech, should be met by the candidate before training is commenced.

38 The training should be relevant to the provisions of the STCW Convention,

the Radio Regulations and the SOLAS Convention currently in force, with
particular attention given to provisions for the global maritime distress and safety
system (GMDSS). In developing training guidance, account should be taken of at
least the knowledge and training given in paragraphs 39 to 44 hereunder.

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GMDSS COURSE FOR GOC

Theory

39 Knowledge of the general principles and basic factors, including VHF range
limitation and antenna height effect necessary for safe and efficient use of all
sub-systems and equipment required in GMDSS in sea area A1, sufficient to
support the training given in paragraph 43 below.

40 Knowledge of the use, operation and service areas of GMDSS sea area A1
sub-systems, e.g. navigational and meteorological warning systems and the
appropriate communication circuits.

Regulations and documentation

41 Knowledge of:

.1 those parts of the SOLAS Convention and the Radio Regulations

relevant to sea area A1, with particular emphasis on:

.1.1 distress, urgency and safety radiocommunications,

.1.2 avoiding harmful interference, particularly with distress and safety

traffic, and

.1.3 prevention of unauthorized transmissions;

.2 other documents relating to operational and communication procedures

for distress, safety and public correspondence services, including charges,
navigational warnings and weather broadcasts in the Maritime Mobile
Service in sea area A1; and

.3 use of the International Code of Signals and the Standard Marine

Navigational Vocabulary as replaced by the IMO Standard Marine
Communication Phrases.

Watchkeeping and procedures

42 Training should be given in:

.1 communication procedures and discipline to prevent harmful

interference in GMDSS sub-systems used in sea area A1;

.2 VHF communication procedures for:

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GMDSS COURSE FOR GOC

.2.1 radiocommunication watchkeeping, exchange of radiocommunication
traffic, particularly concerning distress, urgency and safety procedures and
radio records,

.2.2 monitoring a distress frequency while simultaneously monitoring or

working on at least one other frequency, and

.2.3 the digital selective calling system;

.3 use of the international phonetic alphabet;

.4 ship reporting systems and procedures;

.5 VHF radiocommunication procedures of the IMO Merchant Ship Search

and Rescue Manual (MERSAR);

.6 radio medical systems and procedures; and

.7 causes of false distress alerts and means to avoid them.

Practical

43 Practical training should be given in:

.1 correct and efficient operation of the GMDSS sub-systems and

equipment prescribed for ships operating in sea area A1 under normal
propagation conditions and under typical interference conditions;

.2 safe operation of relevant GMDSS communication equipment and

ancillary devices, including safety precautions; and

.3 operational techniques for use of:

.3.1 VHF, including channel, squelch, and mode adjustment, as

appropriate,

.3.2 radio life-saving appliances,

.3.3 emergency position-indicating radio beacons (EPIRBs), and

.3.4 NAVTEX receivers.

Miscellaneous

44 Knowledge of, and/or training in:

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GMDSS COURSE FOR GOC

.1 the English language, both written and spoken, for the satisfactory
exchange of communications relevant to the safety of life at sea;

.2 services of rescue co-ordination centres (RCCs) and related

communication routes;

.3 survival at sea, the operation of lifeboats, rescue boats, liferafts,

buoyant apparatus and their equipment, with special reference to radio life-
saving appliances;

.4 fire prevention and fire fighting, with particular reference to the radio
installation;

.5 preventive measures for the safety of ship and personnel in connection

with hazards related to radio equipment, including electrical, radiation,
chemical and mechanical hazards; and

.6 first aid, including heart-respiration revival techniques.

TRAINING RELATED TO MAINTENANCE OF GMDSS INSTALLATIONS ON

BOARD SHIPS

General

45 Reference is made to the maintenance requirements of SOLAS Convention

regulation IV/15, and to IMO resolution A.702(17) on Radio maintenance
guidelines for the GMDSS related to sea areas A3 and A4, which includes in its
annex the following provision:

"4.2 The person designated to perform functions for at-sea electronic

maintenance should either hold an appropriate certificate as specified by
the Radio Regulations, as required, or have equivalent at-sea electronic
maintenance qualifications, as may be approved by the Administration,
taking into account the recommendations of the Organization on the
training of such personnel."

46 The following guidance on equivalent electronic maintenance qualifications

is provided for use by Administrations as appropriate.

47 Training as recommended below does not qualify any person to be an

operator of GMDSS radio equipment who does not hold an appropriate Radio
Operator's Certificate.

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Maintenance training equivalent to the First-Class Radioelectronic
Certificate

48 In determining training equivalent to the elements of the listed First-Class

Radioelectronic Certificate:

.1 the theory content should cover at least the subjects given in

paragraphs 3 to 10;

.2 the practical content should cover at least the subjects given in

paragraph 13; and

.3 the miscellaneous knowledge included should cover at least the

subjects given in paragraph 14.

Maintenance training equivalent to the Second-Class Radioelectronic

Certificate

49 In determining training equivalent to the maintenance elements of the

Second-Class Radioelectronic Certificate:

.1 the theory content should cover at least the subjects given in

paragraphs 17 to 24;

.2 the practical content should cover at least the subjects given in

paragraph 27; and

.3 the miscellaneous knowledge included should cover at least the

subjects given in paragraph 28.

MASTER PLAN FOR THE GMDSS

Master Plan of shore-based facilities for the Global
Maritime Distress and Safety System (GMDSS Master
Plan)
Regulation 5, chapter IV of the amendments to the 1974 SOLAS Convention
adopted in 1988 for the purpose of introducing the Global Maritime Distress and
Safety System (GMDSS) therein, requires each Contracting Government to
make available, as it deems practical and necessary, either individually or in co-
operation with other Contracting Governments, appropriate shore-based facilities
for space and terrestrial radiocommunication services having due regard to the
recommendations of the Organization.

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Regulation 5 also provides that:

"Each Contracting Government undertakes to provide the

Organization with pertinent information concerning the shore-based
facilities in the Maritime Mobile Service, Mobile-Satellite Service and
Maritime Mobile-Satellite Service, established for sea areas which it
has designated off its coasts".

In order to provide information on shore-based facilities for space and terrestrial

communication services for the GMDSS, the information provided by
Governments is being included by IMO in the Master Plan for the GMDSS.

As of June 2002, the latest valid issue of GMDSS Master Plan is IMO Circular
GMDSS/Circ.8/Corr.5 dated 30 April 2002.

The Master Plan includes:

Annex 1 - Status of shore-based facilities for the GMDSS.

Annex 2 - List of VHF DSC coast stations for sea areas A1.
Annex 3 - List of MF DSC coast stations for sea areas A2.
Annex 4 - List of HF DSC coast stations for sea areas A3 and A4.
Annex 5 - List of Inmarsat coast earth stations.
Annex 6 - List of rescue co-ordination centres using ship earth stations.
Annex 7 - NAVTEX service.
Annex 8 - The International SafetyNET service.
Annex 9 - HF NBDP maritime safety information broadcast service.
Annex 10 - List of COSPAS-SARSAT Mission Control Centres and Local User
Terminals.
Annex 11 - Maps of shore-based facilities for the GMDSS.
Annex 12 - Satellite EPIRB registration information.
Annex 13 - List of 24-hour points of contact for MMSI ship's identification.
Annex 14 - Questionnaire on shore-based facilities for the GMDSS
(MSC/Circ.684).

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EXTRACTS FROM THE SOLAS CONVENTION

Introduction
All the ships to which the 1974 SOLAS Convention, as amended in 1988,
applies, are required to carry the GMDSS radio equipment, depending on the sea
areas in which they operate.

One of the basic principles on which the GMDSS carriage requirements is based
is a functional requirement to ensure the capability of transmitting ship-to-shore
distress alerts by at least two separate and independent means. The capability of
performing other communications functions is also required. There are specific
carriage requirements for ships according to the sea area(s) in which they
operate.

Carriage requirements for GMDSS radio equipment can be summarized as

follows:

 sea area A1 ships will carry VHF equipment and either a satellite EPIRB
or a VHF EPIRB;
 sea area A2 ships will carry VHF and MF equipment and a satellite
EPIRB;

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

 sea area A4 ships will carry VHF, MF and HF equipment and a satellite
EPIRB; and

 all ships will carry equipment for receiving MSI broadcasts.

The following extracts are taken from the Resolution of the Conference of
Contracting Governments to the International Convention for the Safety of Life at
Sea (SOLAS) (adopted 1988). The Regulation and paragraph numbers
correspond to those in the original volumes.

IV. Radiocommunications Chapter

Part C. Ship requirements.

Regulation 6

Radio Installations

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1. Every ship shall be provided with radio installations capable of complying with
the functional requirements prescribed by regulation 4 throughout its intended
voyage and, unless exempted under regulation 3, complying with the
requirements of regulation 7 and, as appropriate for the sea area or areas
through which it will pass during its intended voyage, the requirements of either
regulation 8, 9, 10 or 11.

2. Every radio installation shall:

.1 be so located that no harmful interference of mechanical, electrical or

other origin affects its proper use, and so as to ensure electromagnetic
compatibility and avoidance of harmful interaction with other equipment and
systems;

.2 be so located as to ensure the greatest possible degree of safety and

operational availability;

.3 be protected against harmful effects of water, extremes of temperature

and other adverse environmental conditions;

.4 be provided with reliable, permanently arranged electrical lighting,

independent of the main and emergency sources of electrical power, for the
adequate illumination of the radio controls for operating the radio
installation; and

.5 be clearly marked with the call sign, the ship station identity and other
codes as applicable for the use of the radio installation.

3. Control of the VHF radiotelephone Channels, required for navigational safety,

shall be immediately available on the navigation bridge convenient to the conning
position and, where necessary, facilities should be available to permit
radiocommunications from the wings of the navigation bridge. Portable VHF
equipment may be used to meet the latter provision.

4. In passenger ships, a distress panel shall be installed at the conning position.

This panel shall contain either one single button which, when pressed, initiates a
distress alert using all radio communication installations required on board for
that purpose or one button for each individual installation. The panel shall clearly
and visually indicate whenever any button or buttons have been pressed. Means
shall be provided to prevent inadvertent activation of the button or buttons. If the
satellite EPIRB is used as the secondary means of distress alerting and is not
remotely activated, it shall be acceptable to have an additional EPIRB installed in
the wheelhouse near the conning position.

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5. In passenger ships, information on the ship's position shall be continuously
and automatically provided to all relevant radiocommunication equipment to be
included in the initial distress alert when the button or buttons on the distress
panel is pressed.

6. In passenger ships, a distress alarm panel shall be installed at the conning

position. The distress alarm panel shall provide visual and aural indication of any
distress alert or alerts received on board and shall also indicate through which
radiocommunication service the distress alerts have been received.

Regulation 7

Radio Equipment: General

1. Every ship shall be provided with:

.1 a VHF radio installation capable of transmitting and receiving:

.1.1 DSC on the frequency 156.525 MHz (Channel 70). It shall be possible
to initiate the transmission of distress alerts on Channel 70 from the
position from which the ship is normally navigated , and 1

1) Certain ships may be exempted from this requirement (see regulation 9.4).

.1.2 radiotelephony on the frequencies 156.300 MHz (Channel 6), 156.650

MHz (Channel 13) and 156.800 MHz (Channel 16);

.2 a radio installation capable of maintaining a continuous DSC watch on

VHF Channel 70 which may be separate from, or combined with, that
required by subparagraph 1.1 ; 1

1) Certain ships may be exempted from this requirement (see regulation 9.4).

.3 a radar transponder capable of operating in the 9 GHz band, which:

.3.1 shall be so stowed that it can be easily utilised; and

.3.2 may be one of those required by regulation III/6.2.2 for a survival

craft;

.4 a receiver capable of receiving international NAVTEX service

broadcasts if the ship is engaged on voyages in any area in which an
international NAVTEX service is provided;

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.5 a radio facility for reception of maritime safety information by the
Inmarsat enhanced group calling system if the ship is engaged on voyages
1

in any area of Inmarsat coverage but in which an international NAVTEX

service is not provided. However, ships engaged exclusively on voyages in
areas where an HF direct-printing telegraphy maritime safety information
service is provided and fitted with equipment capable of receiving such
service, may be exempt from this requirement . 2

1) Refer to resolution A. 701 (17) concerning carriage of Inmarsat enhanced group

call SafetyNET receivers under the GMDSS.

2) Refer to the Recommendation on promulgation of maritime safety information

adopted by the Organisation by resolution A.705(17).

.6 subject to the provisions of regulation 8.3, a satellite emergency

position-indicating radio beacon (satellite EPIRB) which shall be:
1

1) Refer to resolution A.616(15) concerning search and rescue homing capability.

.6.1 capable of transmitting a distress alert either through the polar orbiting
satellite service operating in the 406 MHz band or, if the ship is engaged
only on voyages within Inmarsat coverage, through the Inmarsat
geostationary satellite service operating in the 1.6 GHz band ; 1

1) Subject to the availability of appropriate receiving and processing ground facilities

for each ocean region covered by Inmarsat satellites.

.6.2 installed in an easily accessible position;

.6.3 ready to be manually released and capable of being carried by one

person into a survival craft;

.6.4 capable of floating free if the ship sinks and of being automatically
activated when afloat; and

.6.5 capable of being activated manually.

2. Until 1 February 1999 or until such other date as may be determined by the
Maritime Safety Committee, every ship shall, in addition, be fitted with a radio
installation consisting of a radiotelephone distress frequency watch receiver
capable of operating on 2182 kHz.

3. Until 1 February 1999, every ship shall, unless the ship is engaged on
voyages in sea area A1 only, be fitted with a device for generating the
radiotelephone alarm signal on the frequency 2182 kHz . 1

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1) Refer to resolution A.421 (XI) concerning operational standards for radiotelephone
alarm signal generators adopted by the Organisation.

4. The Administration may exempt ships constructed on or after 1 February 1997

from the requirements prescribed by paragraphs 2 and 3.

5. Every passenger ship shall be provided with means for two-way on-scene
radiocommunications for search and rescue purposes using the aeronautical
frequencies 121.5 MHz and 123.1 MHz from the position from which the ship is
normally navigated.

Regulation 8

Radio Equipment: Sea Area A1

1. In addition to meeting the requirements of regulation 7, every ship engaged

on voyages exclusively in sea area A1 shall be provided with a radio installation
capable of initiating the transmission of ship-to-shore distress alerts from the
position from which the ship is normally navigated operating either:

.1 on VHF using DSC; this requirement may be fulfilled by the EPIRB

prescribed by paragraph 3, either by installing the EPIRB close to, or by
remote activation from, the position from which the ship is normally
navigated; or

.2 through the polar orbiting satellite service on 406 MHz; this requirement
may be fulfilled by the satellite EPIRB, required by regulation 7.1.6, either
by installing the satellite EPIRB close to, or by remote activation from, the
position from which the ship is normally navigated; or

.3 if the ship is engaged on voyages within coverage of MF coast stations

equipped with DSC, on MF using DSC; or

.4 on HF using DSC; or

.5 through the Inmarsat geostationary satellite service; this requirement

may be fulfilled by:

.5.1 an Inmarsat ship earth station ; or 1

1)This requirement can be met by Inmarsat ship earth stations capable of two-way
communications, such as Inmarsat-A, Inmarsat-B (resolution A.808(19)) or
Inmarsat-C (resolution A.807(19)) ship earth stations. Unless otherwise specified,
this footnote applies to all requirements for an Inmarsat ship earth station
prescribed by this chapter.

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.5.2 the satellite EPIRB, required by regulation 7.1.6, either by installing
the satellite EPIRB close to, or by remote activation from the position from
which the ship is normally navigated.

2. The VHF radio installation, required by regulation 7.1.1, shall also be capable
of transmitting and receiving general radiocommunications using radiotelephony.

3. Ships engaged on voyages exclusively in sea area A1 may carry, in lieu of the
satellite EPIRB required by regulation 7.1.6, an EPIRB which shall be:

.1 capable of transmitting a distress alert using DSC on VHF Channel 70

and providing for locating by means of a radar transponder operating in the
9 GHz band;

.2 installed in an easily accessible position;

.3 ready to be manually released and capable of being carried by one

person into a survival craft;

.4. capable of floating free if the ship sinks and being automatically
activated when afloat; and

.5 capable of being activated manually.

Regulation 9

Radio Equipment: Sea Areas A1 and A2

1. In addition to meeting the requirements of regulation 7, every ship engaged

on voyages beyond sea area A1, but remaining within sea area A2, shall be
provided with:

.1 an MF radio installation capable of transmitting and receiving, for

distress and safety purposes, on the frequencies:

.1.1 2187.5 kHz using DSC; and

.1.2 2182 kHz using radiotelephony;

.2 a radio installation capable of maintaining a continuous DSC watch on

the frequency 2187.5 kHz which may be separate from, or combined with,
that required by sub paragraph.1.1 ; and

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.3 means of initiating the transmission of ship-to-shore distress alerts by a
radio service other than MF operating either:

.3.1 through the polar orbiting satellite service on 406 MHz; this
requirement may be fulfilled by the satellite EPIRB, required by regulation
7.1.6, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the ship is normally navigated; or

.3.2 on HF using DSC; or

.3.3 through the Inmarsat geostationary satellite service; this requirement

may be fulfilled by:

.3.3.1 the equipment specified in paragraph 3.2; or

.3.3.2 the satellite EPIRB, required by regulation 7.1.6, either by installing

the satellite EPIRB close to, or by remote activation from, the position from
which the ship is normally navigated.

2. It shall be possible to initiate transmission of distress alerts by the radio

installations specified in paragraphs 1.1 and 1.3 from the position from which the
ship is normally navigated.

3. The ship shall, in addition, be capable of transmitting and receiving general

radiocommunications using radiotelephony or direct-printing telegraphy by either:

.1 a radio installation operating on working frequencies in the bands

between 1605 kHz and 4000 kHz or between 4000 kHz and 27500 kHz.
This requirement may be fulfilled by the addition of this capability in the
equipment required by paragraph 1.1 ; or

.2 an Inmarsat ship earth station.

4. The Administration may exempt ships constructed before 1 February 1997,

which are engaged exclusively on voyages within sea area A2, from the
requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain,
when practicable, a continuous listening watch on VHF ChanneI 16. This watch
shall be kept at the position from which the ship is normally navigated.

Regulation 10

Radio Equipment: Sea Areas A1, A2 and A3

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1. In addition to meeting the requirements of regulation 7, every ship engaged
on voyages beyond sea areas A1 and A2, but remaining within sea area A3,
shall, if it does not comply with the requirements paragraph 2, be provided with:

.1 an Inmarsat ship earth station capable of:

.1.1 transmitting and receiving distress and safety communications using

direct-printing telegraphy;

.1.2 initiating and receiving distress priority calls;

.1.3 maintaining watch for shore-to-ship distress alerts, including those

directed to specifically defined geographical areas;

.1.4 transmitting and receiving general radiocommunications, using either

radiotelephony or direct-printing telegraphy; and

.2 an MF radio installation capable of transmitting and receiving, for

distress and safety purposes, on the frequencies:

.2.1 2187.5 kHz using DSC; and

.2.2 2182 kHz using radiotelephony; and

.3 a radio installation capable of maintaining a continuous DSC watch on

the frequency 2187.5 kHz which may be separate from or combined with
that required by subparagraph .2.1; and

.4 means of initiating the transmission of ship-to-shore distress alerts by a

radio service operating either:

.4.1 through the polar orbiting satellite service on 406 MHz; this
requirement may be fulfilled by the satellite EPIRB, required by regulation
7.1.6, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the ship is normally navigated; or

.4.2 on HF using DSC; or

.4.3 through the Inmarsat geostationary satellite service, by an additional

ship earth station or by the satellite EPIRB required by regulation 7.1.6,
either by installing the satellite EPIRB close to, or by remote activation
from, the position from which the ship is normally navigated;

2. In addition to meeting the requirements of regulation 7, every ship engaged

on voyages beyond sea areas A1 and A2, but remaining within sea area A3,

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shall, if it does not comply with the requirements of paragraph 1, be provided
with:

.1 an MF/HF radio installation capable of transmitting and receiving, for

distress and safety purposes, on all distress and safety frequencies in the
bands between 1605 kHz and 4000 kHz and between 4000 kHz and 27500
kHz:

.1.1 using DSC;

.1.2 using radiotelephony; and

.1.3 using direct-printing telegraphy; and

.2 equipment capable of maintaining DSC watch on 2187.5 kHz, 8414.5

kHz and on at least one of the distress and safety DSC frequencies 4207.5
kHz, 6312 kHz, 12577 kHz or 16804.5 kHz; at any time, it shall be possible
to select any of these DSC distress and safety frequencies. This equipment
may be separate from, or combined with, the equipment required by
subparagraph. 1; and

.3 means of initiating the transmission of ship-to-shore distress alerts by a

radiocommunication service other than HF operating either:

.3.1 through the polar orbiting satellite service on 406 MHz; this
requirement may be fulfilled by the satellite EPIRB, required by regulation
7.1.6, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the ship is normally navigated; or

.3.2 through the Inmarsat geostationary satellite service; this requirement

may be fulfilled by:

.3.2.1 an Inmarsat ship earth station; or

.3.2.2 the satellite EPIRB, required by regulation 7.1.6, either by installing

the satellite EPIRB close to, or by remote activation from, the position from
which the ship is normally navigated; and

.4 in addition, ships shall be capable of transmitting and receiving general

radiocommunications using radiotelephony or direct-printing telegraphy by
an MF/HF radio installation operating on working frequencies in the bands
between 1605 kHz and 4000 kHz and between 4000 kHz and 27500 kHz.
This requirement may be fulfilled by the addition of this capability in the
equipment required by subparagraph .1.

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3. It shall be possible to initiate transmission of distress alerts by the radio
installations specified in paragraphs 1.1, 1.2, 1.4, 2.1 and 2.3 from the position
from which the ship is normally navigated.

4. The Administration may exempt ships constructed before 1 February 1997,

and engaged exclusively on voyages within sea areas A2 and A3, from the
requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain,
when practicable, a continuous listening watch on VHF Channel 16. This watch
shall be kept at the position from which the ship is normally navigated.

Regulation 11

Radio Equipment: Sea Areas A1, A2, A3 and A4

1. In addition to meeting the requirements of regulation 7, ships engaged on

voyages in all sea areas shall be provided with the radio installations and
equipment required by regulation 10.2, except that the equipment required by
regulation 10.2.3.2 shall not be accepted as an alternative to that required by
regulation 10.2.3.1 , which shall always be provided. In addition, ships engaged
on voyages in all sea areas shall comply with the requirements of regulation
10.3.

2. The Administration may exempt ships constructed before 1 February, 1997,

and engaged exclusively on voyages within sea areas A2, A3 and A4, from the
requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain,
when practicable, a continuous listening watch on VHF Channel 16. This watch
shall be kept at the position from which the ship is normally navigated.

Regulation 12

Watches

1. Every ship, while at sea, shall maintain a continuous watch:

.1 on VHF DSC Channel 70, if the ship, in accordance with the

requirements of regulation 7.1.2, is fitted with a VHF radio installation;

.2 on the distress and safety DSC frequency 2187.5 kHz, if the ship, in
accordance with the requirements of regulation 9.1.2 or 10.1.3, is fitted with
an MF radio installation;

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.3 on the distress and safety DSC frequencies 2187.5 kHz and 8414.5
kHz and also on at least one of the distress and DSC frequencies 4207.5
kHz, 6312 kHz, 12577 kHz or 16804.5 kHz, appropriate to the time of day
and the geographical position of the ship, if the ship, in accordance with the
requirements of regulation 10.2.2 or 11.1, is fitted with an MF/HF radio
installation. This watch may be kept by means of a scanner receiver;

.4 for satellite shore-to-ship distress alerts, if the ship in accordance with

the requirements of regulation 10.1.1, is fitted with an Inmarsat ship earth
station.

2. Every ship, while at sea, shall maintain a radio watch for broadcasts of
maritime safety information on the appropriate frequency or frequencies on which
such information is broadcast for the area in which the ship is navigating.

3. Until 1 February 1999 or until such other date as may be determined by the
Maritime Safety Committee, every ship while at sea shall maintain, when
practicable, a continuous listening watch on VHF Channel 16. This watch shall
be kept at the position from which the ship is normally navigated.

4. Until 1 February 1999 or until such other date as may be determined by the
Maritime Safety Committee, every ship required to carry a radiotelephone watch
receiver shall maintain, while at sea, a continuous watch on the radiotelephone
distress frequency 2182 kHz. This watch shall be kept at the position from which
the ship is normally navigated.

Regulation 13

Sources of Energy

1. There shall be available at all times, while the ship is at sea, a supply of
electrical energy sufficient to operate the radio installations and to charge any
batteries used as part of a reserve source or sources of energy for the radio
installations.

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
radiocommunications, 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, as appropriate for the sea area or sea areas for which the
ship is equipped, 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

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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 1 h on ships provided with an emergency source of electrical power, if

such source of power complies fully with all relevant provisions of
regulation II-1/42 or 43, including the supply of such power to the radio
installations; and

.2 6 h on ships not provided with an emergency source of electrical power

complying fully with all relevant provisions of regulation II-1/42 or 43,
including the supply of such power to the radio installations. 1

The reserve source or sources of energy need not supply independent HF and
MF radio installations at the same time.

1) For guidance, the following formula is recommended for determining the electrical load
to be supplied by the reserve source of energy, for each radio installation required for
distress conditions: 1/2 of the current consumption necessary for transmission + the
current consumption necessary for reception + the current consumption of any additional
loads.

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:

.1 all other radio installations which can be connected to the reserve

source or sources of energy at the same time; or

.2 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:

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.1 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

.2 the capacity of the battery or batteries shall be checked, using an

appropriate method , at intervals not exceeding 12 months, when the ship is
1

not at sea.

1) One method of checking the capacity of an accumulator battery is to fully

discharge and recharge the battery, using normal operating current and period (e.g.
10 h). Assessment of the charge condition can be made at any time, but it should
be done without significant discharge of the battery when the ship is at sea.

7. The siting and installation of accumulator batteries which provide a reserve

source of energy shall be such as to ensure:

.1 the highest degree of service;

.2 a reasonable lifetime;

.3 reasonable safety;

.4 that battery temperatures remain within the manufacturer's

specifications whether under charge or idle; and

.5 that when fully charged, the batteries will provide at least the minimum
required hours of operation under all weather conditions.

8. If an uninterrupted input of information from the ship's navigational or other

equipment to a radio installation required by this chapter is needed to ensure its
proper performance, means shall be provided to ensure the continuous supply of
such information in the event of failure of the ship's main or emergency source of
electrical power.

Regulation 14

Performance Standards

1. All equipment to which this chapter applies shall be of a type approved by the
Administration. Subject to paragraph 2, such equipment shall conform to
appropriate performance standards not inferior to those adopted by the
Organisation .
1

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2. Equipment installed prior to the dates of application prescribed by regulation
1 may be exempted from full compliance with the appropriate performance
standards at the discretion of the Administration, provided that the equipment is
compatible with equipment complying with the performance standards, having
due regard to the criteria which the Organisation may adopt in connection with
such standards.

1) Refer to the following resolutions adopted by the Assembly of the Organisation:

.1 Resolution A.525(13): Performance standards for narrow-band direct-printing telegraph

equipment for the reception of navigational and meteorological warnings and urgent
information to ships.

.2 Resolution A.694(17): General requirements for shipborne radio equipment forming part
of the global maritime distress and safety system (GMDSS) and for electronic navigational
aids.

.3 Resolution A.808(19): Performance standards for ship earth stations capable of two-
way communications and resolution A.570(14): Type approval of ship earth stations.

.4 Resolution A.803(19): Performance standards for shipborne VHF radio installations

capable of voice communication and digital selective calling.

.5 Resolution A.804(19): Performance standards for shipborne MF radio installation

capable of voice communication and digital selective calling.

.6 Resolution A.806(19): Performance standards for shipborne MF/HF radio installations,

capable of voice communication, narrow-band direct-printing and digital selective calling.

.7 Resolution A.810(19): Performance standards for float-free satellite emergency

position-indicating radio beacons (EPIRBs) operating on 406 MHz (see also Assembly
resolution A.696(17): Type approval of satellite emergency position indicating radio
beacons (EPIRBs) operating on the COSPAS-SARSAT system).

.8 Resolution A.802(19): Performance standards for survival craft radar transponders for
use in search and rescue operations.

.9 Resolution A.805(19): Performance standards for float-free VHF emergency position-

indicating radio beacons.

.10 Resolution A.807(19): Performance standards for Inmarsat-C ship earth stations
capable of transmitting and receiving direct-printing communications, and resolution
A.570(14): Type approval of ship earth stations.

.11 Resolution A.664(16): Performance standards for enhanced group call equipment.

.12 Resolution A.812(19): Performance standards for float-free satellite emergency

position-indicating radio beacons operating through the geostationary Inmarsat satellite
system on 1.6 GHz

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.13 Resolution A.662(16): Performance standards for float-free release and activation
arrangements for emergency radio equipment.

.14 Resolution A.699(17): System performance standard for the promulgation and co-
ordination of maritime safety information using high-frequency narrow-band direct-printing.

.15 Resolution A.700(17): Performance standards for narrow-band direct-printing

telegraph equipment for the reception of navigational and meteorological warnings and
urgent information to ships (MSI) by HF.

.16 Resolution A.811(19): Performance standards for a shipborne integrated

radiocommunication system (IRCS) when used in the GMDSS.

Regulation 15

Maintenance Requirements

1. Equipment shall be so designed that the main units can be replaced readily,
without elaborate recalibration or readjustment.

2. Where applicable, equipment shall be so constructed and installed that it is

readily accessible for inspection and on-board maintenance purposes.

3. Adequate information shall be provided to enable the equipment to be

properly operated and maintained, taking into account the recommendations of
the Organisation .1

1) Refer to the Recommendation on general requirements for shipborne radio equipment

forming part of the global maritime distress and safety system and for electronic
navigational aids adopted by the Organisation by resolution A.694(17) and to resolution
A.813(19) on general requirements for electromagnetic compatibility (EMC) for all electrical
and electronic ship's equipment.

4. Adequate tools and spares shall be provided to enable the equipment to be

maintained.

5. The Administration shall ensure that radio equipment required by this chapter
is maintained to provide the availability of the functional requirements specified in
regulation 4 and to meet the recommended performance standards of such
equipment.

6. On ships engaged on voyages in sea areas A1 and A2, the availability shall
be ensured 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.

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7. On ships engaged on voyages in sea areas A3 and A4, the availability shall
be ensured by using a combination of at least two methods such as duplication of
equipment, shore-based maintenance or at-sea electronic maintenance
capability, as may be approved by the Administration, taking into account the
recommendations of the Organisation . 1

1) Refer to resolution A. 702(17) concerning radio maintenance guidelines for the global
maritime distress and safety system related to sea areas A3 and A4.

8. While all reasonable steps shall be taken to maintain the equipment in

efficient working order to ensure compliance with all the functional requirements
specified in regulation 4, malfunction of the equipment for the general
radiocommunications required by regulation 4.8 shall not be considered as
making a ship unseaworthy or as a reason for delaying the ship in ports where
repair facilities are not readily available, provided the ship is capable of
performing all distress and safety functions.

Regulation 16

Radio Personnel

1. Every ship shall carry personnel qualified for distress and safety
radiocommunication purposes to the satisfaction of the Administration . The 1

personnel shall be holders of certificates specified in the Radio Regulations as

appropriate, anyone of whom shall be designated to have primary responsibility
for radiocommunications during distress incidents.

1) Refer to resolution A.703 (17) concerning training of radio personnel in the global
maritime distress and safety system.

2. In passenger ships, at least one person qualified in accordance with

paragraph 1 shall be assigned to perform only radiocommunication duties during
distress incidents.

Regulation 17

Radio Records

A record shall be kept, to the satisfaction of the Administration and as required by

the Radio Regulations of all incidents connected with the radiocommunications
service which appear to be of importance to safety of life at sea.

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Abbreviations
AAIC Accounting Authority Identification Code. A unique code, assigned
by the ITU to identify an Accounting Authority.

ADE Above Deck Equipment. The electronic and mechanical equipment

of a SES above deck on a ship.
AGC Automatic Gain Control, used to vary the radio frequency
amplification of a radio receiver to keep the signal at a usable level.
ALRS Admiralty List of Radio Signals
AM Amplitude Modulation.
AMVER Automated Mutual-assistance Vessel Rescue System – a vessel
position-reporting system operated by the U.S.Coast Guard for any
merchant vessel of 1000 grt or greater on a voyage lasting longer
than 24 hours, to and from anywhere on the globe.
AOR-E Atlantic Ocean Region – East.
AOR-W Atlantic Ocean Region – West.
ARQ Automatic Repetition request. The error-correction process by
which a receiver checks for errors in received data packets and
requests the sending end to re-transmit those packets (mode of
telex operation for point-to-point working between two radio
stations.
ASCII American Standard Code for Information Interchange. A standard
alphanumeric character set, based on 7-bit codes.
ATU Antenna Tuning Unit, used to match the characteristics of an
antenna to the power amplifier stages of a transmitter.
BDE Below Deck Equipment. The electronic and mechanical equipment
of a SES inside a ship.
bps Bits per second – a unit of measurement for speed of transfer of
data through a system. Bit is the basic unit of digital
communications; may be either 1 or 0.
CCIR International Radio Consultative Committee. Now called the ITU
Radiocommunication Sector (ITU-R).
CCITT International Consultative Committee for Telegraph and Telephone.
Now called the ITU Telecommunication Standardization Sector
(ITU-T).
CES Coast Earth Station – a coast station participating in maritime
mobile satellite communications.
DNIC Data Network Identification Code.
DNID Data reporting Network Identification code.
DSC Digital Selective Calling.
EGC Enhanced Group Call. The EGC services provided in the Inmarsat-
C system are EGC SafetyNET, EGC FleetNET and Inmarsat
system messages. EGC SafetyNET service is provided by
SafetyNET Information Providers to distribute Maritime Safety

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Information to SESs fitted with an EGC receive capability. EGC
FleetNET Service is provided by FleetNET Information Providers,
to distribute commercial information to SESs belonging to a
FleetNET group, identified by an unique ENID code.
E-mail Electronic mail – a global message-handling system whereby
subscribers to commercial E-mail services can interchange
messages and electronic data files between computers. Access to
E-mail services may be by PSTN or PSDN networks.
ENID EGC network identification code.
EPIRB Emergency Position-Indicating Radio Beacon.
Fax Abbreviation for ‘facsimile’.
FEC Forward Error Correction. FEC is mode of telex operation for
broadcast purposes.
FM Frequency Modulation.
GF Gold Franc. A nominal currency used by CESs and Accounting
Authorities to calculate communication charges incurred by an
SES.
GLONASS A global positioning system similar to GPS but using satellites of
the Russian Federation. The system is recognized by IMO.
GMDSS The Global Maritime Distress and Safety System.
GMT Greenwich Mean Time.
GOC General Operator’s Certificate, a certificate of competency to
operate equipment within the GMDSS.
GPS Global Positioning System – provides three-dimensional
positioning, velocity and time measuring information, available for
civilian use and recognized by IMO, using satellites of the United
States.
HF High Frequency (3 to 30 MHz).
HSD High Speed Data.
H3E Single side band telephony with full carrier, amplitude modulation.
IA5 International Alphabet 5 – a standard alphanumeric character set,
also known as ASCII, based on 7-bit codes. Supports both upper
case and lower case characters.
IHO International Hydrographic Organization.
IAMSAR International Aeronautical and Maritime Search and Rescue
Manual.

IMN Inmarsat Mobile Number – the number assigned by the national

Routeing Organization to an Inmarsat SES as its identity number.
IMO The International Maritime Organization.
Inmarsat The International Mobile Satellite Organization
Inmarsat-A The original Inmarsat system, operating since 1982. The system is
based on analogue techniques and capable of global two-way
telephony, facsimile, data and telex communications.
Inmarsat-B An Inmarsat system based on digital techniques and capable of

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high-quality telephony, facsimile, data and telex services.
Inmarsat-C An Inmarsat system based on digital techniques and low power
consumption. The system provides the services of global two-way
store-and-forward messaging, distress alerting, EGC, data
reporting and polling.
Inmarsat-E An Inmarsat distress alerting system based on the use of 1.6 GHz
EPIRBs.
Inmarsat-M An Inmarsat system based on digital techniques and capable of
two-way voice telephony, distress alerting for telephony only, fax
and data services.
IOR Indian Ocean Region.
ITA2 International Telegraph Alphabet 2 – a standard alphanumeric
character set, generally used for sending messages on the
international telex networks. The character set is based on 5-bit
codes, also known as telex format or 5-bit packed.
ITU The International Telecommunication Union.
ITU-R ITU Radiocommunication Sector.
ITU-T ITU Telecommunication Standardization Sector.
J3E Single side band telephony with suppressed carrier, amplitude
modulation.
LES Land Earth Station. The generic name applicable to both maritime
and land mobile-satellite communications for the term Coast Earth
Station (CES).
MERSAR Merchant Ship Search and Rescue Manual. The Manual provides
guidance for those who during emergencies at sea may require
assistance from others or who may be able to render such
assistance themselves.
MF Medium Frequency (300-3000 kHz).
MID Maritime Identification Digits
MMSI Maritime Mobile Service Identity number.
MSI Maritime Safety Information.
MUF Maximum Usable Frequency. The maximum frequency that is
reflected by ionosphere over any particular path. The MUF
depends on the time of day, season, distance, direction of the
transmission path and the sunspot number.
NAVAREA One of sixteen areas of sea as defined by IMO, into which the
world’s oceans are divided for the dissemination of navigational
and meteorological warnings.
NAVTEX Navigational Telex. The low-frequency system developed by IMO
for the broadcast and automatic reception of MSI by means of
direct-printing telegraphy.

NBDP Narrow Band Direct Printing, also known as radiotelex.

NCS Network Coordination Station.

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OTF Optimum Traffic Frequency. The OTF is approximately 15% less

than the MUF.
POR Pacific Ocean Region.
PSDN Packet Switched Data Network.
PSTN Public Switched Telephone Network.
RCC Rescue Coordination Centre.
RF Radio Frequency
RO Routing Organization. A company or organization responsible to a
country’s Administration for the authorization of the commissioning
of an SES which is registered in that country.
ROC Restricted Operator’s Certificate.
SAR Search and Rescue.
SART Search and Rescue Radar Transponder. Radar beacon that
indicates its position in response to ship or airborne radar signals.
SDR Special Drawing Right. A nominal currency used by CESs and
Accounting Authorities to calculate communication charges
incurred by an SES.
SES Ship Earth Station. An Inmarsat terminal carried on board a ship.
SOLAS Safety of Life at Sea Convention, 1974.
SSB Single Side Band.
UHF Ultra High Frequency (300-3000 MHz).
UTC Universal Coordinated Time – a term which, for practical purposes,
has the same meaning as GMT.
VHF Very High Frequency (30-300 MHz).
WMO The World Meteorological Organization.

Printed for training purposes, for the GMDSS course.

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