This course has been developed under

RoNoMar - Romanian Norwegian

Maritime Project

(2008/111922)


















Supported by a grant from Norway through the
Norwegian Cooperation Programme for Economic
Growth and Sustainable Development with Romania.

MARITIME UNIVERSITY OF CONSTANTZA






GMDSS-GOC Course
Based by
IMO MODEL COURSE
(GMDSS GOC)
1.25+Compendium




Support Course

2010




GMDSS GOC .2
GMDSS GOC .3

CONTENT


GLOSSARY 7
S 1
GMDSS INTRODUCTION

19
S 2
BASIC CONCEPTS OF THE GMDSS

29
S 3
RADIO WAVE PROPAGATION

43
S 4
BASIC TRANSMITTERS AND RECEIVERS

57
S 5
GMDSS DISTRESS AND SAFETY
COMMUNICATIONS

71
S 6
DIGITAL SELECTIVE CALLING - DSC

81
S 7
TELEX (NBDP) PROCEDURES

109
S 8
DSC TERRESTRIAL DISTRESS
COMMUNICATIONS

127
S 9
TERRESTRIAL URGENCY AND SAFETY
COMUNICATIONS

149
S 10
RADIOTELEPHONY PROCEDURES

157
S 11
INMARSAT SATELLITES

171
S 12
MARITIME SAFETY INFORMATION (MSI)

223
GMDSS GOC .4
S 13
EPIRBs and SARTs

237
S 14
GENERAL REGULATIONS

243
S 15
POWER SUPPLIES

251
S 16
ANTENNAS

259
S 17
TRAFFIC CHARGING 267

ANNEXES 275
ANEXX 1 GMDSS FREQUENCIES

277
ANNEX2.1 TABLE OF TRANSMITTING FREQUENCIES IN
THE VHF MARITIME MOBILE BAND
156-174 MHZ

279
ANNEX 2.2 VHF USA CHANNELS 281
ANNEX 3.1 INMARSAT A LAND EARTH STATION
OPERATORS AND ACCESS CODES
284
ANNEX 3.2 INMARSAT B/M LAND EARTH STATION
OPERATORS AND ACCESS CODES
286
ANNEX 3.3 INMARSAT C LAND EARTH STATION
OPERATORS AND ACCESS CODES
287
ANNEX 3.4 INMARSAT FLEET 77 LAND EARTH STATION
OPERATORS AND ACCESS CODES
288
ANNEX 3.5 INMARSAT FLEET 33 LAND EARTH STATION
OPERATORS AND ACCESS CODES
289
ANNEX 3.6 INMARSAT SWIFT 64 LAND EARTH STATION
OPERATORS AND ACCESS CODES
290
ANNEX 3.7 INMARSAT FLEET 77 2 kbps DATA LAND EARTH
STATION OPERATORS AND ACCESS CODES
291
ANNEX 3.8 INMARSAT FLEET 55 LAND EARTH STATION 292
GMDSS GOC .5
OPERATORS AND ACCESS CODES
ANNEX 3.9 INMARSAT MPDS HOME LAND EARTH STATION
OPERATORS AND ACCESS CODES
293
ANEXA3.10 INMARSAT MPDS REGIONAL LAND EARTH
STATION OPERATORS AND ACCESS CODES
294
ANNEX 4 INMARSAT OCEAN REGIONS (AZIMUTH AND
ELEVATION)
295
Fig. A.4.1 Atlantic Ocean Region East Azimuth and
Elevation
295
Fig. A.4.2 Atlantic Ocean Region West Azimuth and
Elevation
296
Fig. A.4.3 Indian Ocean Region Azimuth and Elevation 297
Fig. A.4.4 Pacific Ocean Region Azimuth and Elevation 298
ANNEX 5
INMARSAT ANTENNA POSITIONING
299
Table A5.1
Antenna Positioning
Ship Located NORTH and EAST of selected
satellite


299
Table A5.2
Antenna Positioning
Ship Located NORTH and WEST of selected
satellite


300
Table A5.3
Antenna Positioning
Ship Located SOUTH and EAST of selected
satellite


301
Table A5.4
Antenna Positioning
Ship Located SOUTH and WEST of selected
satellite


302
ANNEX 6 INMARSAT INFORMATIONS 305
GMDSS GOC .6
Table A6.1 Telephone 2-digit Code Services 305
Table A6.2 Telex 2-digit Code Services 306
Table A6.3 INMARSAT A and INMARSAT B Telex
Fault Codes

309
Table A6.4 INMARSAT C Non-Delivery Notification
(NDN) failure codes

310
ANNEX 7 Table 7A. Telex command codes

314
Table 7B. Internaional Telex Service Codes and
Abbreviations

319
BIBLIOGRAPHY 323

GMDSS GOC .7
GLOSSARY GMDSS


AA (accounting authority): The organisation named on a commissioning application
form to administer the billing and settlement of the communication charges incurred by
an MES.

AAIC (accounting authority identification code): An unique code assigned by the ITU
to identify an accounting authority.

AMVER (Automated Mutual-assistance Vessel Rescue system): A vessel position-
reporting system operated by the United States Coast Guard for any merchant vessel of
1000grt or more on a voyage lasting longert han 24 hours, to and from anywhere on the
world.

Analogue: Any signal which represents a changing value over time.

Answerback: An identifier given to an Inmarsat MES and used in message
transmissions. The format must befour letters (A-Z; no numbers) finishing with an x.

AOR-E: Atlantic Ocean Region (East).

AOR-W: Atlantic Ocean Region (West).
Applicant: The person who completes and signs a maritime commissioning application
form when applying to have an Inmarsat MES commissioned. The applicant must submit
the form to the national routing organisation for the country where the vessel is
registered.

ARQ (automatic request repeat): The error correction process used in store-and-
forward messaging by which a receiver checks for errors in received data packets and
requests the sending end to re-transmit any packets which were received containing an
error.

ASCII (American Standard Code for Information Interchange): A standard
alphanumeric character set based on 7-bit codes.

AUSREP: A vessel position-reporting system similar to AMVER, but operated by the
Australian Authorities.

BBER: Bulletin Board Error Rate.

Bit: The basic unit of digital communications; may be either 1 or 0.

Bit Error Rate (BER): used as a measure of the quality of reception by the MES of the
Bulletin Board of a TDM Channel.

GMDSS GOC .8
BPS (bits per second): A unit of measurement for speed of data transfer or throughput.

Bulletin Board (in a TDM channel): A data packet transmitted in each frame of a TDM
channel which contains information about the status of the Inmarsat-B/M, mini-M and C
network configurations and the current frame number, used by the MES as a timing
reference.

Bulletin Board Service (BBS): A notice board on which information can be exchanged
or posted for others to download.

Byte: One byte comprises eight bits and may represent either one alphanumeric character
or numeric information.

CAG: Customer Activation Group.

Case-approval: The official approval given by Inmarsat to an MES model which is
typically still undergoing development by a manufacturer so as to permit the model to
access an Inmarsat communications system. See also type-approval.

CCITT (Comit Consultatif International Tlgraphique et Tlphonique): An
advisory committee to the International Telecommunication Union (ITU). The CCITT
publishes standards and recommendations to enable telecommunications systems and
equipment world-wide to communicate with each other.Examples of CCITT standards
are the X.25 and X.400 rotocols used on PSDN land-lines.

Channel number: The number representing the requency of an Inmarsat
communications channel.

Character: One element of an alphanumeric character set. ne character is equivalent to
one byte or 8 bits.

Class 1 Inmarsat-C MES: A Class 1 MES is capable of hip-to-shore and shore-to-ship
message transfer and distress alerting, but is not capable of receiving EGC messages.

Class 2 Inmarsat-C MES: A Class 2 MES is capable of two modes of operation
(selected by the operator):
As Class 1, and also capable of receiving EGC messages when not engaged in Inmarsat-
C traffic. Ready for EGC message reception exclusively (and not available in that mode
for Inmarsat-C message transfer).

Class 3 Inmarsat-C MES: A Class 3 MES has two independent receivers, one for
receiving two-way Inmarsat-C messages, the other for receiving EGC messages.

Closed network: A private network, with access limited to registered users. The
Inmarsat-C system allows two types of closed networks: data reporting networks,
GMDSS GOC .9
identified by a Data Reporting Network Identification (DNID) code, and EGC
FleetNETTM networks, identified by an EGC Network Identification (ENID) code.

Commissioning: The process by which an MES is registered for use via the Inmarsat
network.

Companded: A method of transmission, meaning compressed/expanded, which is used
to improve signal-to-noise ratio. At the sending end, a compressor electronic circuit
amplifies low-level signals and reduces high levels to a mean level according to an
algorithm. At the receiving end, an expander circuit uses similar methods to return the
signal levels to their original values before passing them on to other circuits. See also
uncompanded.

COSPAS-SARSAT: A satellite-based distress beacon locating system.

Coverage area: See footprint.

CSS: Co-ordinator Surface Search.

Data report (programmed unreserved, P): A short collection of data (up to 32 bytes in
three packets) which is transmitted by an MES at random times in unreserved time slots
of a signalling channel after receipt of a polling command from an operational centre.

Data report (reserved, R): A small amount of data (up to 32 bytes in three packets)
which is transmitted by an MES in reserved times slots in a signalling channel, in
response to an earlier polling command from an operational centre.

Data report (unreserved, U): A small amount of data (up to 32 bytes in three packets)
which is transmitted in unreserved time slots of a signalling channel by an MES to an
operational centre.

Data services: This is how a terminal may send and receive electronic messages such as
e-mail.

DCE: Data circuit terminating equipment: a component part of an Inmarsat-C MES. An
MES contains a DCE receiver and a DCE transmitter which are used for communication
between the MES and an Inmarsat-C LES.

DECCA Navigator: A position-fixing system, based on chains of shore-based radio
transmissions.

DHSD: Duplex high-speed data (see HSD).

Differential GPS: A global positioning system used with Inmarsat terminals and based
on GPS satellites, with accuracy enhanced by the use of transmission of
differential corrections from suitably located shorebased radio beacons.
GMDSS GOC .10

Digital Signal: A signal which represents values in the form of binary numbers.

Distress alerting: A facility available on all maritime MESs, enabling the MES to send
distress priority messages through the Inmarsat system to a rescue coordination centre
(RCC). This is not available on the Inmarsat-mini-M network.

Distress priority message: This is a message prepared and sent with distress priority
using the Inmarsat system to a rescue co-ordination centre (RCC).

DMG: Distress Message Generator.

DNIC: Data Network Identification Code.

DNID: Data reporting Network Identification code. See data report (unreserved), data
report (reserved) and data report (pre-assigned).

Downloading: The process by which an Inmarsat-C MES receives information from a
service provider. For data reporting purposes, an operational centre downloads a DNID
code and Member Number to the MES. In the EGC FleetNETTM service, an information
provider downloads an EGC Network Identification (ENID) code to an MES.

DTE (data terminal equipment): a component part of an Inmarsat-C MES, used
primarily for storage and interfacing external devices (such as a keyboard or monitor).
For other Inmarsat systems, this can be a computer connected to the MES for use for data
communications.

Duplex: The ability of a communications channel to transmit data simultaneously in both
directions. Also known as Full Duplex.

EGC: The EGC (Enhanced Group Call) services provided in the Inmarsat-C system are
EGC SafetyNET EGC FleetNET and Inmarsat system messages.

EIRP: Effective Isotropically Radiated Power, a measure of transmitted power.

E-mail: Electronic mail: a global message-handling system whereby subscribers to
commercial e-mail services can exchange electronic messages and data files between
computers. E-mail services are provided by some service providers and private
organisations. Access to e-mail services may be via PSTN, PSDN networks or the
Internet.

ENID: EGC network identification (ENID) code.

EPIRB: Emergency position-indicating radio beacon.

ESAS: Electronic Service Activation System.
GMDSS GOC .11

Fax: Abbreviation for facsimile, a device used to transmit a copy of an original
document. The Inmarsat-A, B/M and mini-M systems support twoway fax transmissions.
The Inmarsat-C system is able to send only text messages (no graphics) to a fax terminal
in the ship-to-shore direction. It is only possible to send text messages (no graphics) in
the shore-to-ship direction by using a third party fax bureau.

Fax bureau service: A service offered by some private organisations and service
providers to send and receive fax messages.

FleetNETTM: A service provided by FleetNETTM information providers to distribute
commercial information to MESs belonging to a FleetNETTM group, identified by an
unique ENID code. Footprint (of a satellite): The area on the Earths surface (sea or
land) covered by the satellite and where an antenna can obtain line-of-sight
communications. In the Inmarsat systems, this area is also known as the ocean region or
coverage area.

Gateway: An interface between communications systems such as the Inmarsat-C system
and the national and international telecommunications networks.

Glonass: A global positioning system similar to GPS but using satellites of the former
Soviet Union.

GMDSS: The Global Maritime Distress and Safety System: the Inmarsat-A/B and C
systems are the only Inmarsat networks included in the GMDSS by the IMO International
Maritime Organisation.

Gold Franc (GF): A nominal currency used by LESs and accounting authorities to
calculate communication charges incurred by an MES. A fixed rate of exchange exists
between the GF and the nominal currency the SDR: 1 SDR = 3.061 GF.

GPS (Global Positioning System): System which provides the geographic location of a
vessel. This service uses American military satellites which have been made available for
civilian use.

Ground segment: The network of LESs which provide a link between the space segment
and the terrestrial telecommunication networks.

HSD: High-speed data. This service allows for data to be transferred at data rates of up to
64kbit/s.

IA5: International Alphabet 5 - a standard alpha- numeric character set, also known as
ASCII, based on 7-bit codes. Supports both upper and lower case characters.

IHO: International Hydrographic Organisation.

GMDSS GOC .12
IMN (Inmarsat Mobile Number): The number assigned by the national routing
organisation to an Inmarsat MES as its identity number. An Inmarsat-A maritimeIMN has
the format 1xxxxxx; an Inmarsat-B maritime IMN has the format 3xxxxxxxxx; an
Inmarsat-C maritime IMN has the format 4xxxxxxxxx; an Inmarsat-M maritime IMN has
the format 6xxxxxxxxx; and an Inmarsat-mini-M maritime IMN has the format
76xxxxxxxx.

IMO: International Maritime Organisation.

Information provider: An organisation which provides MSI messages for broadcasting
to MESs via the EGC SafetyNETTM service, which can be received by vessels fitted
with an EGC receiver.

Inmarsat: The operator of global mobile satellite communications, part of the Inmarsat
Ventures Ltd group of companies.

Inmarsat-A: The original Inmarsat system, which has been operating since 1982, based
on analogue techniques and capable of global two-way telephony, facsimile, data and
telex communications.

Inmarsat-B: An Inmarsat system based on digital technology, and capable of high
quality telephony, facsimile, data and telex services.

Inmarsat-C: A digital system based on a low-cost MES with low power consumption.
This system provides global two-way store-and-forward messaging, distress alerting,
EGC SafetyNETTM and FleetNETTM, data reporting and polling.

Inmarsat-E: A distress alerting system based on EPIRBs.

Inmarsat-M: Introduced in 1993, based on digital technology and capable of two-way
voice telephony, distress alerting, fax and data services at lower data rates.

Inmarsat mini-M: Introduced in 1995, based on digital technology and capable of two-
way voice telephony, alerting, fax and data services. Operates only in the reduced
coverage offered by the spot beams

Inter-station Signalling Links (ISLs): These signaling channels are used between an
NCS and the LESs in its ocean region to pass system information around the system.

Internet: An international network of computers linked to enable information to be
exchanged.

IOR: Indian Ocean Region.

GMDSS GOC .13
ISDN, Integrated Service Digital Network: A high capacity digital line which lets users
send voice and data at 64kbit/s over one telephone line from a common network
interface.

ISP (Inmarsat Service provider): An entity which establishes a contract with one or
more of the SPs to bill, promote and retail the services of the contracted SPs to end users.
It can be an alternative to an AA.

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, which publishes a list of approved
accounting authorities. See also CCITT.

JASREP: A vessel position-reporting system similar to AMVER, but operated by the
Japanese authorities.

Kbytes: 1024 bits or 128 characters.

LAN (Local Area Network): A network which allows computers and printers to
communicate with each other, have access to and share expensive peripherals such as fax
servers, modem servers and centralized databases.

Land earth station (LES): The name used in the Inmarsat network for a shore-based
receiving and transmitting station which acts as an interface between MESs and the
terrestrial communications networks. LESs are owned and operated by service providers.

LES TDM channel: A TDM channel used by an LES to transmit system information and
data addressed to an MES.

Log in: The action performed on an Inmarsat-C MES to inform the NCS in an ocean
region that the MES is available for communications.

Log out: The action performed on an Inmarsat-C MES to inform the NCS in an ocean
region that the MES is not available for communication.

LORAN-C: A position-fixing system, based on chains of shore-based, low-frequency
radio transmissions.

MEM: Macro-encoded message.

Member number: The number downloaded with a DNID to an MES, when the MES is
registered to a data reporting network.

GMDSS GOC .14
MES (mobile earth station): The generic name used to describe an Inmarsat-approved
terminal which is allowed to access the network, and applicable to both maritime and
land mobile communications.

Message channel: A channel assigned by the NCS for an MES to send a message
through an LES to its required destination.

METAREA: Meteorological area corresponding to the NAVAREAs defined by the
IMO.

MMSI (Maritime Mobile Service Identity): A nine-digit format assigned by the
maritime authority to identify a vessel. The first three digits are the code of the country
where the vessel is registered as defined by the ITU.

Modem: MODulator/DEModulator, a device used to transmit digital data, by converting
(modulating) a digital signal into an analogue form and re-converting (demodulating) the
analogue signal into digital form at the receiving end.

MSI (Maritime Safety Information): Information supplied by shore-based information
providers and forwarded to an Inmarsat-C LES for broadcasting over the Inmarsat-C
system to MESs fitted with an EGC receive capability.

Multi-channel MES: An MES which is capable of making more than one call at a time.
Most MESs are only single channel.

NAVAREA: One of 16 areas of sea as defined by the IMO, into which the worlds
oceans are divided for the dissemination of navigational and meteorological warnings.
See also METAREA.

NAVTEX: The low-frequency system developed by the IMO for the broadcast and
automatic reception of coastal MSI by means of direct-printing telegraphy.

NCS: An Inmarsat network co-ordination station; a specially equipped LES appointed as
the NCS for each Inmarsat system and ocean region, which monitors and co-ordinates the
operation of all of the MESs and SPs within that ocean region.

NCS Common Signalling Channel: Also known as the NCS Common Channel. A TDM
channel used by the NCS to transmit system information and message announcements to
MESs.

Network: A group of communication channels which enable the sharing of information
and resources between several users.

NOC: Network Operations Centre, located at Inmarsats headquarters in London, which
monitors and controls the operation of the Inmarsat network.

GMDSS GOC .15
NUA: Network user address.

Ocean region: The coverage area of an Inmarsat satellite within which an MES may send
and receive messages.

Omega: A position-fixing system based on chains of shore-based, very-low frequency
radio transmissions.

Omni-directional antenna: An antenna which is capable of line-of-sight communication
with a satellite without requiring any pointing. Generally used on an Inmarsat-C MES.

Operational centre: A shore-based centre for controlling a data-reporting network. The
operational centre initially downloads a DNID code and member number to an MES
which joins the group. The centre subsequently sends polling commands to instruct
selected MESs to return pre-assigned data reports or to perform a defined task such as
SCADA. The centre also receives unreserved data reports from MESs belonging to the
closed network.

Operator-assisted services: Communications services provided by some service
providers, for example forwarding a text message from an MES as a voice message to a
shore-based telephone.

Option 1 stand-alone EGC receiver: A type of standalone EGC receiver which can
receive only EGC messages and cannot engage in non-EGC message transfer.

Option 2 stand-alone EGC receiver: This type of standalone EGC receiver may be
added to the antenna of an Inmarsat-A or B MES so that the vessel may meet its GMDSS
requirements.

Packet: An envelope or block of data sent over a network; each packet contains
addressing information as well as the data being sent.

Polling: The facility whereby an operational centre sends an instruction (a polling
command) to selected MESs to perform a defined task, such as returning a preassigned
data report or performing a SCADA operation.

POR: Pacific Ocean Region.

Presentation code: A code included in a transmission (ship-to-shore or shore-to-ship),
indicating to the recipient the presentation or formatting of the data contained in the
message.

Protocol: A defined set of communications standards which lay down the parameters to
which all users must abide. Protocols in general use are X.25 and X.400.

PSA: Point of Service Activation.
GMDSS GOC .16

PSDN: Packet Switched Data Network.

PSTN: Public Switched Telephone Network.

PVT: Performance Verification Test; used to test the performance of Inmarsat-C.

RCC: Rescue co-ordination centre.

SafetyNET This service is provided by SafetyNET information providers to distribute
MSI to MESs fitted with an EGC receive capability.

SAR: Search-and-rescue.

SART: Search and Rescue Radar Transponder.

SCADA: Supervisory Control and Data Acquisition.

SCC: Satellite control centre.

SDR (Special Drawing Right): A nominal currency used by service providers and
accounting authorities to calculate communication charges incurred by an MES.
A fixed rate of exchange exists between the SDR and the nominal currency of the GF: 1
SDR = 3.061 GF.

Service provider (SP): A company or organisation which operates an LES.

Signalling channel (MES - LES): A random access TDMA channel, used by an MES to
transmit signalling information and data to an LES.

Signalling channels (MES - NCS): A random access TDMA channel, used by an MES
to transmit signalling information and data to an NCS.

SIM (Subscriber Identity Module) card: Used with Inmarsat mini-M, SIM cards are
easily installed and removed, allowing one terminal to be used by multiple users without
having complex billing arrangements.

Simplex: The ability of a communication channel to carry communication traffic in one
direction only.

SOLAS: Safety of Life at Sea.

Space segment: Consists of the communications satellites operated by Inmarsat.

GMDSS GOC .17
Special access code: A destination address code used in a ship-to-shore or shore-to-ship
message to access a special service provided by a service provider. The two-digit codes
are examples of special access codes.

Spot beam: A concentrated area offering coverage within the global footprint for
particular regions in the world.

Store-and-forward messaging: The protocol used by the Inmarsat-C system to transfer
text or data messages in data packets to receiving equipment.

System message: A message originated by Inmarsat containing information relevant to
the Inmarsat system, broadcast on the NCS Common Channel and received by all MESs.

TCP / IP (Transmission control protocol / Internet protocol): The set of protocols
used to communicate via the Internet and between multiple networks.

TDM (Time division multiplex): The process by which multiple signals can share the
same communication channel, each using a different time slot.

TDM channel: The Inmarsat system uses different TDM channels, each transmitted on
an unique frequency. The TDM channels are used for system control and message
transfer to MESs. See LES TDM Channel and NCS Common Channel.

TDMA (Time Division Multiple Access): The process by which MESs communicate
with an LES or NCS.

TNID: Terrestrial Network Identity.

Terrestrial telecommunication networks: The national and international telephone,
telex and data networks with which the service providers interface to route calls to and
from MESs via the space segment.

Time slot: Basic unit into which one time frame of a TDM channel is divided.

Type-approval: The official approval given by Inmarsat to an MES model produced by
an independent manufacturer when the MES meets the technical standards defined by
Inmarsat. Only models which have been granted type-approval (or case-approval) are
permitted to operate via the Inmarsat network.

Uncompanded: A method of transmission which does not use companding techniques
and is used for data and fax transmission on the Inmarsat-A network. See companded.

UTC (Universal Co-ordinated Time): A term which, for practical purposes, has the
same meaning as Greenwich Mean Time (GMT).

GMDSS GOC .18
Value-added service (VAS) provider: A private organisation which provides services
such as weather forecasting to vessels using Inmarsat and other networks.

Video conferencing: Video and audio communication between two or more people via a
videocodec (coder/decoder) at either end and linked by digital circuits.

WAN (Wide Area Network): A network which connects users over large distances,
often crossing geographical boundaries.

WMO: World Meteorological Organisation.

X.25: The communications protocol used on the national and international PSDN
networks to exchange digital data between devices attached to the network.

X.400: A message-handling protocol used to exchange electronic mail (e-mail) messages
around the world. Able to use the X.25 (PSDN) networks.

Two-digit codes: Special examples of Special Access Codes.

5-bit packed (also known as telex format or ITA2): A format based on 5-bit codes used
for sending alphanumeric characters to and from telex terminals.

7-bit ASCII: A format based on 7-bit codes used for sending the alphanumeric characters
of the ASCII character set.

8-bit data: A format based on 8-bit codes used for encoding information such as text,
national character sets and numerical information.
GMDSS GOC .19














SECTION 1

INTRODUCTION
GMDSS GOC .20















GMDSS GOC .21
INTRODUCTION
Radio at Sea
Radio has been the foundation of the distress and safety systems used bye ships at sea
since the first instance of the use of radio to save lives at sea in 1899. It was soon realized
that, to be effective, a radio-based distress and safety system has to be founded on
internationally agreed rules concerning the type of equipment, the radio frequencies used
and operational procedures. The first international agreements were established under the
auspices of the predecessor to the International Telecommunication Union (ITU). Many
of the operational procedures for Morse telegraphy established at the turn of the century
have been maintained to the present day.
1974 SOLAS Convention
As more detailed regulations became necessary for the shipping industry, the most recent
of International Conventions for the Safety of Life at Sea (SOLAS 1974) was adopted in
1974. the 1974 SOLAS Convention has become one of the main instruments of the
International Maritime Organization (IMO).
The distress and safety system used by most of the worlds shipping until 1992, as
defined by chapter IV of the 1974 SOLAS Convention and the ITU Radio Regulations,
required a continuous Morse radiotelegraphy watch on 500 kHz for passenger ships,
irrespective of size, and cargo ships of 1600 gross tonnage and upwards. The Convention
also required a radiotelephone watch on 2182 kHz and 156.8 MHz (VHF channel) on all
passenger ships and cargo ships of 300 gross tonnage and upwards. Although the system
has proven itself reliable over many years, its limitations of short range, manual alerting
and aural watchkeeping have become a matter of increasing concern. Advances of
technology led the IMO member governments to develop a new system based on modern
technology and automation.
The GMDSS
The new system called the Global Maritime Distress and Safety System (GMDSS). This
system was adopted by IMO in 1988 and replaces the 500 kHx Morse code system. The
GMDSS provides a reliable ship-to-shore communications path in addition to ship-to-
ship alerting communications. The new system is automated and uses ship-to-shore
alerting bye means of terrestrial radio and satellite radio paths for alerting and subsequent
communications. The GMDSS will apply to call cargo ships of 300 gross tonnage and
above, and to all passenger ships, regardless of size, on international voyages.
GDMSS Implementation
The GMDSS requirements for radiocommunications are contained in the new chapter IV
of SOLAS 1974 adopted at the GMDSS Conference held in 1988. There is a transition
period from the old to the new system in order to allow industry time to overcome any
unforeseen problems in implementation of the new system. The transition period began
on 1 February 1992 continues to 1 February 1999.
GMDSS GOC .22
The phased implementation of the GMDSS started with a general requirement for the
carriage of NAVTEX receivers for the reception of maritime and satellite EPIRBs
(Emergency Position-Indicating Radio Beacons) from 1 August 1993. during the
transition period, ships operating under the GMDSS will have to comply with the 1988
amendments to chapter IV of SOLAS 1974. Until 1 February 1999, both systems will
require watchkeeping on 2182 kHz and VHF channel 16.
Governments have undertaken to ensure that the necessary shore installations will be in
place in order to provide the required communication services.
Digital Selective Calling DSC
DSC Technology provides a method of calling a station or stations using digital
techniques, and as such forms the basis of GMDSS communications on VHF, MF and
HF.
DSC provides automated access to coast stations and ships, in particular, for the
transmission and reception of both routine and distress calls, i.e., it is to be used as the
initial means of contact with other stations.
The DSC system allows for the name of the vessels in distress, the nature of the distress
and the last recorded position to be displayed or printed out on receipt of a distress alert.
DSC receivers sound an alarm when a distress call is received. Distress priority ship-to
shore DSC calls receive priority handling by coast stations and are routed to the nearest
Rescue Co-ordination Centre (RCC).
Functional requirements
The GMDSS is a largely, but not fully, automated system which requires ships to have a
range of equipment capable of performing the nine radiocommunication functions of the
GMDSS, viz:
1. transmission of ship-to-shore distress alerts by at least two separate and
independent means, each using a different radiocommunication service;
2. reception of shore-to-ship distress alerts;
3. transmission and reception of ship-to-ship distress alerts;
4. transmission and reception of search and rescue co-ordinating communications;
5. transmission and reception of on-scene communications;
6. transmission and reception of signal for locating;
7. transmission and reception of maritime safety information;
8. transmission and reception of general radiocommunications to and from shore-
based radio systems or networks; and
9. transmission and reception of bridge-to-bridge communications.
GMDSS GOC .23

Sea areas
The GMDSS is based on the concept of using four marine communications sea areas to
determine the operational, maintenance and personnel requirements for maritime
radiocommunications,:
A1. An area within the radiotelephone coverage of at least one VHF coast station in
which continuous DSC alerting is available. Such an area could extend typically 30 to 50
nautical miles from the coast station.
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. For planning purposes
this are typically extend to up to 150 nautical miles offshore, but would exclude any A1
designated areas. In practice, satisfactory coverage may often be achieved out to around
400 nautical miles offshore.
A3. An area, excluding sea areas A1 and A2, within the coverage of an Inmarsat
geostationary satellite in which continuous alerting is available. This area lies between
about latitudes 76
0
of latitude, but excludes any other areas.
A4. An area outside sea areas A1, A2 and A3. this is essentially the polar regions, north
and south of about 76
0
of latitude, but excludes any other areas.
Carriage requirements
Equipment carriage requirements for ship at sea now depend upon the sea in which the
ship is sailing. (In the past it was only dependant upon the type/or size of the ship).
Furthermore, ships operating in the GMDSS are required to carry a primary and
secondary means of distress alerting.
This means having VHF DSC as a primary system for a ship near coastal areas, backed
up by a satellite Emergency Position-Indicating Radio Beacon (EPIRB). A ship operating
in an offshore ocean area could have Medium-Frequency DSC, High-Frequency DSC or
Inmarsat satellite communications as a primary system backed up by a satellite EPIRB.
The type of equipment used in the primary system is determined by the sea area in which
the ship will be navigating.
The carriage requirements are defined in SOLAS chapter IV for the four sea areas. Table
S1-1 shows how the SOLAS Regulations would translate into the bare minimum carriage
requirements for the four sea areas. The majority of ships will, however, be fitted with a
more comprehensive radio installation.



GMDSS GOC .24

Table S1-1 Minimum GMDSS carriage requirements
Equipment Sea area
A1
Sea area
A2
Sea area
A3
Sea area
A4
VHF with DSC X X X X
SART (2) X X X X
NAVTEX A A A A
EGC receiver B B B B
EPIRB X X X C
VHF portable (2 or 3) X X X X
2182 kHz watch receiver
(until 1 February 1999)
1
X X X X
2182 kHz 2-tone alarm signal
generator
(until 1 February 1999)
1

X X X
MF R/T + DSC X X X
plus
Inmarsat-A, -B or -C X or
HF R/T with DSC and telex X X
Notes:
A. Required only in those areas where the NAVTEX service is available
B. Required only in those area where the NAVTEX service is NOT available;
also, the EGC receive facility is included in the standard Inmarsat-C terminal.
C. 406 MHz COSPAS-SARSAT EPIRB
Maintenance requirements
The means of ensuring the availability of equipment are determined by the sea areas in
which this ship sails (see chapter IV of SOLAS).
In sea areas A1 and A2, the availability of equipment shall be ensured by one of the
following strategies:
(a) duplication of equipment
(b) shore-based maintenance
(c) et-sea electronic maintenance
(d) or a combination of the above, as may be approved
by the Administration.
In sea areas A3 and A4, the availability of equipment shall be ensured by using a
combination of at least two of the above, as may be approved by the Administration.

1
The Administration may exempt ships constructed on or after 1 February 1997 from these requirements
GMDSS GOC .25
Radio Personnel
Regulation IV/16 of the SOLAS Convention requires that:
Every ship shall carry personnel qualified for distress and safety radiocommunication
purpose to the satisfaction of the Administration. The personnel shall be holders of
certificates specified in the Radio Regulations as appropriate, any one of whom shall be
designated to have primary responsibility radiocommunications during distress incidents.
The provisions of the Radio Regulations require that the personnel of ship stations and
ship earth stations for which a radio installation is compulsory under international
agreements
2
and which use the frequencies and techniques of the GMDSS shall include at
least:
(a) for station 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 operators certificate
(GOC)
(b) for station on board ships which sail within the
range of VHF coast stations, taking into account the provision SOLAS: a holder of first-
or second- class radio electronic certificate or a general operators certificate or a
restricted operators certificate (ROC)
3
.
The combined effect of the requirements for maintenance and personnel in the four sea
area is that there must be at least one GOC holder on board ships sailing in A2, A3 or A4
sea areas. The International Convention on Standards of Training, Certification an
Watchkeeping foe Seafares, 1978, as amended in 1995, requires that all deck officers shal
hold an appropriate qualification to operate VHF radiocommunication equipment; that is,
ROC standard on GMDSS ships or whatever international/national requirement
determine.
In those cases, particularly in sea area A1, where additional equipment, over and above
the minimum carriage requirements, is fitted, a higher standard of operator certification
may also be required in order to ensure that the operator knowledge requirements match
the actual equipment comprising the radio installation.

EQUIPMENT INTRODUCTION
The exact equipment fitted will include a selection from the following list

2
The SOLAS Convention.
3
An ROC covers only the information of GMDSS equipments required for GMDSS sea area A1, and does
not cover the operation of GMDSS A2/A3/A4 equipment fitted on a ship over and above the basic A1
requirements, even if the ship is in a sea area A1.
GMDSS GOC .26
VHF Radiotelephone
Operated in the band 156-174 MHz. Duplex channels are available for Ship/Shore
working and simplex channels for Ship/Ship and routine Ship/Shore calling. Maximum
range around 30-40 nautical miles, dependent upon heights of antennas.
VHF DSC
Operates on channel 70 and is used for both distress alerting and for routine calling.
VHF Portable Two-way
Radiotelephones
Required for emergency communications from survival craft.
SART
Search and rescue radar transpoder operating on the 3 cm radar X-band (9.3-9.5 GHz).
Used to help search and rescue (SAR) units to locate survivors.
NAVTEX receiver
Used to receive maritime safety information (MSI) automatically by means of narrow-
band direct printing from selected stations, using 518 kHz, 490 kHz and 4209.5 kHz.
EPIRBs
Satellite emergency position-indicating radiobeacons operate on 406 MHz (including
121.5 MHz for homing by rescue aircraft) through the COSPAS-SARSAT network and
on 1.6 GHz (L-band Inmarsat-E) through the Inmarsat network. DSC EPIRBs operating
on VHF channel 70 may be used in sea areas A1. EPIRB transmission serve to identify
the ship in distress, to inform the RCC of a distress incidents and to help to determine the
position of survivors.
Note EPIRB transmissions are regarded as a distress alert
MF/HF DSC
Used to monitor the DSC distress frequencies in the 2, 4, 6, 8, 12 and 16 MHz bands.
Also for routine calling or replying on the 2, 4, 6, 8, 12, 16, 18, 22 and 25 MHz bands.
MF/HF transceiver
With full R/T and telex facilities on all the Marine bands.
Note The DSC unit uses this equipment in order to transmit and to await a reply to a
routine call
Inmarsat-A/B
Used for voice, telex, data, video and facsimile communications.
GMDSS GOC .27
Inmarsat-C
Provides telex, data, E-mail and polling on a store-and forward basis. Usually
incorporates an EGC (Enhanced Group Call) receiver for the automatic reception of
maritime safety information via the International SafetyNET service.
2182 kHz Watchkeeping Receiver
Receiver, with a muted loudspeaker, which is used to listen for the two-tone alarm, upon
reception of which the mute is lifted to enable the distress call and message to be heard.
2182 kHz Radiotelephone
Alarm Signal Generator
Fitted into the MF R/T transceiver, it produces the two-tone alarm signal for 1 minute to
alert others that a distress call and message is about to follow.
GMDSS GOC .28




GMDSS GOC .29















SECTION 2

BASIC CONCEPTS OF THE GMDSS
GMDSS GOC .30
GMDSS GOC .31
S2. BASIC CONCEPTS OF THE GMDSS

Functional requirements
The GMDSS regulations (chapter IV of the International SOLAS Convention), require
that every GMDSS equipped ship shall be capable of;
- transmitting ship-to-shore Distress Alerts by at least two separate and
independent means, each using a different radio communication service;
- receiving shore-to-ship Distress Alerts; transmitting and receiving ship-to-
ship Distress Alerts;
- transmitting and receiving search and rescue co-ordinating
communications;
- transmitting and receiving on-scene communications;
- transmitting and receiving locating signals;
- receiving maritime safety information;
- transmitting and receiving general radio communications relating to the
management and operation of the vessel;
- transmitting and receiving bridge-to-bridge communications.
Application
The GMDSS applies to vessels subject to the SOLAS Convention - that is:
Commercial vessels of 300 Gross Registered Tons (GRT) and above, engaged on
international voyages.
The GMDSS became mandatory for such vessels as at February 1, 1999.
Commercial vessels under 300 GRT, or those above 300 GRT engaged on domestic
voyages only are subject to the requirements of their Flag State. Some Flag States have
incorporated GMDSS requirements into their domestic marine radio legislation - however
many have not.
Equipment and Operational requirements GMDSS zones
The major difference between the GMDSS and its predecessor systems is that the radio
communications equipment to be fitted to a GMDSS ship is determined by the ship's area
of operation, rather than by its size.
Because the various radio systems used in the GMDSS have different limitations with
regards to range and services provided, the new system divides the world's oceans into 4
areas:
GMDSS GOC .32
- Area A1 lies within range of shore-based VHF coast stations (20 to 30 nautical
miles);
- Area A2 lies within range of shore based MF coast stations (excluding A1 areas)
(approximately 100 - 150 nautical miles);
- Area A3 lies within the coverage area of Inmarsat communications satellites
(excluding A1 and A2 areas - approximately latitude 70 degrees north to latitude
70 degrees south); and
- Area A4 comprises the remaining sea areas outside areas A1, A2 and A3 (the
polar regions).

GMDSS communication systems
The GMDSS utilises both satellite and terrestrial (ie: conventional) radio systems.
Sea Area A1 requires short range radio services - VHF is used to provide voice and
automated distress alerting via Digital Selective Calling (DSC).
Sea Area A2 requires medium range services - Medium Frequencies (MF - 2 MHz) are
used for voice and DSC.
Sea Areas A3 and A4 require long range alerting - High Frequencies (HF - 3 to 30 MHz)
are used for voice, DSC and Narrow Band Direct Printing (NBDP - radio telex).
Equipment requirements vary according to the area the ship is trading to or through.
Accordingly, it is quite possible that a small 300 ton cargo vessel may carry the same
amount of communications equipment as a 300,000 ton oil tanker, if they are both
operating in the same area....this is a marked change from the pre-GMDSS systems.
This is illustrated in the diagram below:
GMDSS GOC .33

Fig1.1 .The GMDSS Concept

GMDSS operational requirements
General
The GMDSS enables a ship in distress to send an alert using various radio systems. These
systems are designed such that the alert has a very high probability of being received by
either shore rescue authorities and/or other vessels in the area.
Equipment performing GMDSS functions must be simple to operate and (wherever
appropriate) be designed for unattended operation.
Distress Alerts must be able to be initiated from the position from which the ship is
normally navigated (ie; the bridge).
EPIRBs are required to be installed close to, or capable of remote activation from the
position from which the ship is normally navigated.
Equipment to be carried
The SOLAS GMDSS regulations are structured such that all GMDSS ships are required
to carry a minimum set of equipment, with (basically) more equipment being required the
further the ship travels from land.
The SOLAS GMDSS regulations do not make particularly easy reading - a simplified
version of the equipment required to be carried for each sea area is detailed below.
Minimum requirements

GMDSS GOC .34

GMDSS ships are required to carry the following minimum equipment:
- A VHF radio installation capable of transmitting DSC on channel 70, and
radiotelephony on channels 16, 13 and 6.
- One SART if under 500 GRT, 2 SARTs if over 500 GRT.
- Two portable VHF transceivers for use in survival craft if under 500 GRT,
three if over 500 GRT.
- A NAVTEX receiver, if the ship is engaged on voyages in any area where
a NAVTEX service is provided.
- An Inmarsat EGC receiver, if the ship is engaged on voyages in any area
of Inmarsat coverage where MSI services are not provided by NAVTEX
or HF NBDP (see note 1).
- A 406 MHz or 1.6 GHz EPIRB
Note 1 - in practice, this means that all GMDSS A3 and A4 vessels are required to carry
at least one Inmarsat C system.
Radio equipment - Sea area Al
Every ship engaged on voyages exclusively in sea area A1 shall be provided with the
minimum equipment specified previously, with the option to replace the 406 EPIRB with
a VHF DSC EPIRB.

Fig 1.2 VHF Radiotelephone
Radio equipment - Sea areas A1 and A2
Every ship engaged on voyages beyond sea area A1, but remaining within sea area
A2, shall be provided with the minimum equipment specified previously, plus:
- An MF radio installation capable of transmitting and receiving on the
frequencies 2187.5 kHz using DSC and 2182 kHz using radiotelephony;
- a DSC watchkeeping receiver operating on 2187.5 kHz
- A 406 MHz EPIRB
GMDSS GOC .35

Fig. 1.3. Typical GMDSS A2 station
The ship shall, in addition, be capable of transmitting and receiving general
radiocommunications using radiotelephony or direct-printing telegraphy by:
- A HF radio installation operating on working frequencies in the (marine)
bands between 1,605 kHz and 27,500 kHz. (This requirement is normally
fulfilled by the addition of this capability in the MF equipment referred to
earlier).
Radio equipment - Sea areas A1, A2 and A3
These vessels have two options to satisfy their GMDSS requirements. The options allow a
vessel to choose from the primary method to be used for ship-shore alerting ;
Every ship engaged on voyages beyond sea areas A1 and A2, but remaining within
sea area A3 shall be provided with the minimum equipment specified previously, plus
either:
- An Inmarsat C ship earth station :
- An MF radio installation and 2187.5 kHz DSC watchkeeping receiver;
- A 406 MHz EPIRB
or
- An MF/HF radio installation capable of transmitting and receiving on all
distress and safety frequencies in the (marine) bands between 1,605 kHz
and 27,500 kHz: using DSC, radiotelephony; and NBDP
- An MF/HF DSC watchkeeping receiver capable of maintaining DSC
watch on 2,187.5 kHz, 8,414.5 kHz and on at least one of the distress and
safety DSC frequencies 4,207.5 kHz, 6,312 kHz, 12,577 kHz or 16,804.5
kHz; at any time, it shall be possible to select any of these DSC distress
and safety frequencies
- A 406 MHz EPIRB
- An Inmarsat ship earth station
GMDSS GOC .36

Fig 1.4 Typical GMDSS A3 station
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 (marine) bands between 1,605
kHz and 27,500 kHz. This requirement is normally fulfilled by the addition of this
capability in the MF/HF equipment referred to earlier.
In practice, MF only transceivers are not produced - all marine MF radio equipment is
also fitted with HF facilities.
Radio equipment - Sea areas Al, A2, A3 and A4
In addition to carrying the equipment listed previously, every ship engaged on
voyages in all sea areas shall be provided with:
- An MF/HF radio installation as described earlier
- An MF/HF DSC watchkeeping receiver as described earlier
- A 406 MHz EPIRB
In addition, ships shall be capable of transmitting and receiving general
radiocommunications using radiotelephony or direct-printing telegraphy by an MF/HF
radio installation as described earlier
Means of ensuring availability of ship station equipment
Regulation 15 of the SOLAS GMDSS regulations defines 3 methods to ensure
availability of GMDSS equipment at sea;
- At sea electronic maintenance, requiring the carriage of a qualified
radio/electronic officer (holding a GMDSS First or Second class Radio-
Electronics Certificate) and adequate spares and manuals;
- Duplication of certain equipment; or
- Shore based maintenance
GMDSS GOC .37
Ships engaged on voyages in sea areas A1 and A2 are required to use at least one of the
three maintenance methods outlined above, or a combination as may be approved by their
administration. Ships engaged on voyages in sea areas A3 and A4 are required to use at
least two of the methods outlined above.
And of course what all that means is that 99% of A3 GMDSS ships, along with probably
100% of A1 and A2 GMDSS ships do not opt for at sea maintenance - they either
duplicate the equipment and use shore based maintenance (for A3 ships), or use shore
based maintenance only (A1 and A2 ships).
Equipment to be duplicated for area A3 vessels
GMDSS ships operating in A3 areas are required to provide the following duplicated
equipment;
- Two complete VHF installations (including DSC), and either;
- Two complete Inmarsat C systems and one MF radio system, or;
- One complete Inmarsat C system and one complete MF/HF radio system
(including a scanning DSC receiver and NBDP equipment).
Many GMDSS ships opt for the latter option (1 Inmarsat C and one MF/HF DSC
system), on cost grounds. Unfortunately, this has proven to be one of the underlying
causes of the present extremely high false alerting rate on some GMDSS systems.

Power supply requirements
GMDSS equipment is required to be powered from three sources of supply:
- ship's normal alternators/generators;
- ship's emergency alternator/generator (if fitted); and
- a dedicated radio battery supply.
The batteries are required to have a capacity to power the equipment for 1 hour on ships
with an emergency generator, and 6 hours on ships not fitted with an emergency
generator.
The batteries must be charged by an automatic charger, which is also required to be
powered from the main and emergency generators.
Changeover from AC to battery supply must be automatic, and effected in such a way
that any any data held by the equipment is not corrupted (ie: "no break").

GMDSS GOC .38
Operator qualifications
There are a number of different types of GMDSS qualifications, as follows:
- First Class Radio-Electronic Certificate;
- Second Class Radio-Electronic Certificate; and
- GMDSS General Operator's Certificate
The First and Second Radio-Electronic Certificates are diploma and associate diploma
level technical qualifications. They are designed for Ship's Radio-Electronic Officers,
who sail on GMDSS ships which use the option of at-sea electronic maintenance.
The GMDSS General Operator's Certificate is a operator qualification, designed for
Navigating Officers.


Survival Craft Radio Equipment
Search And Rescue (Radar) Transponders (SARTs)
SART is a self contained, portable and buoyant Radar Transponder (receiver and
transmitter).
SARTs operate in the 9 GHz marine radar band, and when interrogated by a searching
ship's radar, respond with a signal which is displayed as a series of dots on a radar screen.

Fig. 1.5. SART
Although SARTs are primarily designed to be used in lifeboats or liferafts, they can be
deployed on board a ship, or even in the water.

GMDSS GOC .39
SARTs are powered by integral batteries which are designed to provide up to 96 hours of
operation.
Operation
When activated, a SART responds to a searching radar interrogation by generating a
swept frequency signal which is displayed on a radar screen as a line of 12 dots extending
outward from the SARTs position along its line of bearing.
The spacing between each dot is 0.6 nautical miles.
As the searching vessel approaches the SART, the radar display will change to wide arcs.
These may eventually change to complete circles as the SART becomes continually
triggered by the searching ship's radar.

Fig. 1.6 SART signal on radar display
Although not an actual SART response, this radar picture gives an impression of how a
SART signal would be displayed
Some slight position error will also be caused by the SART switching from receive to
transmit mode.
SARTs will also provide a visual and audible indication to users when interrogated by a
searching radar.
Range
The range achievable from a SART is directly proportional to its height above the water.
A SART mounted at 1m (ie: in a liferaft) should be able to be detected at 5 nautical miles
by a ship's radar mounted at 15m.
GMDSS GOC .40
The same SART should be able to be detected at 30 nautical miles by an aircraft flying at
8000 feet.

GMDSS carriage requirements
GMDSS vessels from 300 to 500 GRT are required to carry 1 SART, and vessels over
500 GRT are required to carry 2.
Portable VHF transceivers
These units are designed to allow communications between searching vessels and
survivors in liferafts. They operate on the VHF marine band in voice mode. DSC
capability is not fitted.
Performance standards
The IMO performance standard requires that the equipment:
- provide operation on VHF channel 16 (the radiotelephone distress and
calling channel) and one other channel
- be capable of operation by unskilled personnel
- be capable of operation by personnel wearing gloves
- be capable of single handed operation, except for channel changing
- withstand drops on to a hard surface from a height of 1 metre
- be watertight to a depth of 1 metre for at least 5 minutes, and maintain
watertightness when subjected to a thermal shock of 45 degrees Celsius.
- not be unduly effected by seawater or oil
- have no sharp projections which could damage survival craft
- be of small size and weight
- be capable of operating in the ambient noise level likely to be encountered on
board survival craft
- have provisions for attachment to the clothing of the user
- be either a highly visible yellow/orange colour or marked with a surrounding
yellow/orange marking strip
- be resistant to deterioration by prolonged exposure to sunlight
GMDSS GOC .41



Fig. 1.7. Typical GMDSS VHF portable transceivers

GMDSS carriage requirements
GMDSS vessels from 300 to 500 GRT are required to carry 2 VHF portables, and vessels
over 500 GRT are required to carry 3.


GMDSS GOC .42
REVISION QUESTIONS
1. How would you define:
(a) Sea area A1
(b) Sea area A2
(c) Sea area A3
(d) Sea area A4?
2. State three EPIRB frequencies.
3. What is the 2 MHz band DSC distress/safety frequency?
4. Which channel is used for DSC distress and calling on VHF?
5. On which HF DSC frequency must a watch always be maintained?
6. On which frequency is NAVTEX transmitted?



GMDSS GOC .43














SECTION 3

RADIO WAVE PROPAGATION

GMDSS GOC .44
GMDSS GOC .45

S3. RADIO WAVE PROPAGATION

Radio Paths
This topic area deals with the path taken by a radio wave when it leaves the transmitting
antenna. The main factor which determines the path taken is the frequency or wavelength
of the transmission.

Radio waves travel at the velocity of light, 300 x 10
6
metres per second. The relationship
between the velocity of light (c), frequency (f), and wavelength () is :

=
c
f
i.e., longer wavelength corresponds to lower frequency, shorter wavelength to higher
frequency.

Need for Radio

The radio waves is needed to carry the signal information efficiently and without
distortion. In the case of audio frequencies, which may range from about 50 Hz to 15
kHz, it would not be technically feasible to radiate the information directly from a
practical transmitter and antenna.

Higher frequencies can be radiated efficiently from antennas having dimensions typically
between a quarter and one wavelength. Thus, practical communication systems use a
radio wave to carry the audio or other (e.g., vision or data) information between the
transmitting and receiving sites.

The Radio Spectrum

Practical transmitter and radiating systems can be realized for radio waves with
frequencies above 15 kHz. The radio frequency spectrum is divided into several major
band :

- Very Low Frequency 15 kHz to 30 kHz VLF
- Low Frequencies 30 kHz to 300 kHz LF
- Medium Frequencies 300 kHz to 3 MHz MF
- High Frequencies 3 MHz to 30 MHz HF
- Very High Frequencies 30 MHz to 300 MHz VHF
- Ultra High Frequencies 300 MHz to 3 Ghz UHF
- Super High Frequencies 3 GHz to 30 GHz SHF
- Extra High Frequencies 30 GHz to 300 GHz EHF

Propagation
Mechanisms
Three main physical mechanism govern the propagation of radio waves from transmitter
to receiver in maritime radio communications :
GMDSS GOC .46
- Line of sight
- Ground wave
- Sky wave

The relative importance of each mechanism in establishing and maintaining reliable
communication by radio depends on the frequency and the distances involved.

Line of Sight
Propagation

Above about 50 MHz, propagation is essentially by line of sight. This is
accomplished, in the 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.

Figure S3 1 shows a stylised terrestrial radio link. In general, the received signal is the
sum of a direct signal along path a, clear of the ground, and several reflected signals
along path such as b and c. Because a radio signal undergoes a phase reversal at the
reflection point, the theoretical situation is that the direct and reflected signals should
cancel out if the receiver antenna is at ground level. Since land has a poor ground
conductivity, total cancellation does not occur in practice, as a simple experiment with a
portable VHF FM receiver will show. However, the sea is a very good conductor, which
means that maritime VHF antennas should be mounted well above the sea in order to
avoid severe cancellation effects.

Ground Wave Propagation


In principle, a transmitting antenna sited at the earths surface will set up a surface wave
which follows the curvature of the earth. The distance over which reliable
communication can be achieved by the surface, or ground wave, depends on the
frequency and the physical properties (i.e., ground conductivity and dielectric constant)
be established with useful efficiency where the wavelength is greater than several tens of
metres.

Seawater has highest conductivity and will support the propagation of a ground wave
with very little attenuation, in much the same manner as a metal plate. At the other end
of the scale, an arid desert provides very lossy ground conditions and will not support the
efficient propagation of a ground wave signal.

The significance of this form maritime communications is that long distance working is
possible at medium to low frequencies using only modest transmitter powers compared to
those for broadcasting at similar frequencies over land.



GMDSS GOC .47

Sky Wave Propagation

Within the frequency range of 1 30 MHz, ionospheric reflection is the controlling factor
in achieving long distance communications by radio waves.

Because the ionization processes in the upper atmosphere that is responsible for this
effect is caused by the sun, it will be evident that the density of ionization will vary with
the time of day and the season of the year. The sunspot cycle, which takes approximately
11 years, also has an effect. Ionospheric storms and other disturbances occur from time
to time and in extreme cases can cause a communication black-out lasting for some
days.

In general, the net result is that, to communicate over a given distance, a higher frequency
is necessary when the density of ionization is high and a lower frequency when the
density of ionization falls.

The Ionosphere

Long distance propagation of radio waver at HF is mainly the result of single or
multiple reflections from ionized regions in the upper atmosphere known collectively as
the ionosphere. These ionized regions are generated at heights of 100 400 km (55
220 nautical miles) as a result of partial ionization of the molecules making up the
rarefied upper regions by ultraviolet and soft (long wavelength) x-ray solar radiation.
The ionization process converts the molecules into a plasma of ions and free electrons.

There is a complex variation in the degree of ionization with height such that distinct
layers of more intense ionization are formed. The different layers result from different
parts of the ultraviolet spectrum. The heights of these layers vary from day to night and
with the seasons.

The most important layers for long distance propagation of radio waves are :
- the E-layer at 120 km
- the F1 layer at 200 km
- the F2 layer at 300 400 km.

At night and at mid winter the F1 and F2 layers combine to form a single F-layer at 250
km. This is a result of a gradual recombination of the ions and electrons back into the
atmospheric gas molecules during the night.

Below the E-layer is the D-layer, at a height of 50 90 km, which also has an influence
on propagation, but more as an absorber of radio waves than as a reflecting layer.
However, at VLF and LF frequencies the D-layer is sufficiently reflective to guide
signals between the ground and the bottom of the D-layer for several thousand kilometres
with little attenuation.

GMDSS GOC .48
Ionospheric reflection may be simply described as the phenomenon whereby a wave
appears to undergo reflection on reaching a suitably ionized region. Free electrons are set
in motion so as to re-radiate the wave in a changed direction. At it passes through the
ionized layers, the wave may eventually be reflected back to the earth. On a simplified
view the effect may be viewed as reflection from an area at what is termed the mirror
height.

The effect is frequency dependent, with a greater degree of ionization being necessary
to cause reflection as the frequency is increased. Usually the higher layers have the
greater degree of ionization and therefore reflect the highest frequencies. Because of the
greater mirror height, the communication range achieved by a single reflection will also
be greatest under these circumstances.

The solar radiation responsible for ionizing the atmosphere varies continuously from day
a night and between the seasons. Sunspot activity also has a strong underlying effect on
the degree of ionization. The level of sunspot activity varies over a cycle of around 11
years, with periods of maximum ionization occurring when the number of sunspot is at a
maximum.

Normally, the variation is predictable enough for the best frequency bands to be selected
for the intended communication path without difficulty.

Ionospheric Disruptions

HF communications can, however disrupted by ionospheric storms for several days at a
time when eruptions on the suns surface emit a stream of high energy charged particles
which then obliterate the ionized layers the F-region in particular. Auroral displays in
the polar regions often accompany these events.

Ionospheric storms are often preceded by sudden ionospheric disturbances (sids) when
intensely strong bursts of ultraviolet radiation from the sun produce intense ionization of
the low D-layer. When sids occur, waves are absorbed in the D-layer before reaching the
higher layers or are reflected over much shorter distances than usual, with the result that
long distance communications will be blocked for hours at a time.

Circuit Reliability

In normal circumstances the selection of the optimum frequency for establishing and
maintaining communications is governed by the following considerations.

Maximum Usable Frequency


The maximum frequency which is reflected by the ionosphere over any particular path is
known as the maximum usable frequency (MUF). The MUF depends on:

GMDSS GOC .49
(a) time of day ;
(b) season ;
(c) latitude; and
(d) period of sunspot cycle.

The MUF varies according to which layer is responsible for reflection back to the earth.
For each layer, the highest MUF is obtained when the ray path leaves the earth
tangentially, so that the ray approaches the appropriate layer at as oblique an angle as
possible. As shown in Figure S3-2, this corresponds to an overall ground-to-ground
distance of about 4000 km (2200 nautical miles) for F2-layer propagation (path A); or
2500 km (1300 nautical miles) for E-layer (path B). Any rays leaving the earth at a
higher angle of elevation (path C) will penetrate the layer and not be reflected. To use
such ray angles, with consequently shorter path, it is necessary to reduce the operating
frequency (path D).

In general, the strongest signals (i.e., those with least attenuation) will occur using
frequencies just below the MUF, for the particular path distance and layer involved.

When a wave is sent vertically upwards (see Figure S3-3), the highest frequency for
which reflection by any particular layer will occur is termed the critical frequency, f
0
.
This frequency is much lower than the MUF = f
0
/ cos A is the angle of incidence of the
ray to the layer. At frequencies higher than f
0
, the waves will penetrate the layer and be
lost, but as the angle of radiation is progressively lowered an angle be reached where
reflection occurs (termed the critical wave angle). Signals can then be received at a great
distance (receiver Rx2 in Figure S3-3), and radiation at lower angles will be reflected to
even greater distances (e.g., receiver Rx3).

At points nearer to the transmitter no signals will be received by ionospheric reflection,
but when sufficiently close to the transmitter (receiver Rx1 in Figure S3-3) to be within
range of the ground wave the signals will again be heard. In between there is an area of
very poor reception, termed the skip zone. The distance from the transmitter to the
nearest point at which a wave at a particular operating frequency returns, after reflection,
back to the earth (receiver Rx2) is known as the skip distance.

When the frequency is less than the critical frequency f
0
there will, of course, be no skip
at all. This situation is often found for frequencies below 8 MHz.

The critical wave angle for a particular layer depends on the operating frequency and
decreases as the frequency increases. In consequence, the skip distance increases with
frequency. The MUF therefore represents a limit which must not be exceeded for the
receiver to remain in the area of reception just beyond the skip zone. The result is that
the skip distance extends towards the receiver as the operating frequency approaches the
MUF. The reflecting layer also absorbs HF radiation, and this effect decreases markedly
as the operating frequency approaches the MUF.

The combined effect is that, for any particular radio circuit, the optimum working
GMDSS GOC .50
frequency lies just below the MUF for the particular path. Any rise in operating
frequency or fall in MUF will result in a sudden drop-out of received signals as the skip
zone extends to include the reception point.

Lowest Usable Frequency


As the operating frequency is reduced, the reflection will occur in the lower layers of the
ionosphere. However, at lower altitudes, and in the D-layer especially, the energy in the
wave is subject to increased absorption caused by collisions between air molecules and
electrons which are set in motion by the radio wave. The effect increases at lower
frequencies, and the limit for any particular path is reached at the lowest usable frequency
(LUF).

While the MUF is determined solely by the physical properties of the ionosphere, the
LUF also has dependence on the radiated power and the receiver sensitivity over the
circuit, and can be controlled to an extent by attention to optimizing equipment and
antenna performance hence the need to keep both equipment and antennas in good
condition.

Single Hop Condition

An HF radio circuit can also be set up by multiple reflections between the ionosphere and
the ground. Variability and absorption increase with each reflection (or hoop), so single
reflection (hop) path, as described above, is to be preferred for maximum circuit
reliability.

To avoid multiple hop conditions it is advisable to aim for the MUF for the highest
ionospheric layer, in the expectation that this will normally exceed the MUF for the lower
levels and thereby avoid multiple reflections involving the lower layers.

Optimum Traffic Frequency (OTF)

Ionospheric absorption is much less at night than during the day and therefore the
attenuation of the lower HF frequencies is very little different from that of higher
frequencies during the day. Since the MUF at night over a particular path will generally
be less than half the daytime figure, this means that for night-time long-distance
communications it is possible to maintain considerably lower frequencies and still
achieve good reliability.
The MUF for a particular path is higher during the summer months than in the winter
months, but during ionospheric storms the MUF may become much lower for
transmissions in some directions but higher in other directions.

In planning the optimum traffic (or working) frequency for any particular time, season,
distance and direction, it is therefore necessary to take all of these variations into account.

GMDSS GOC .51
At any particular time, a sky-wave path is available on channels in a window below the
MUF and above the LUF. The MUF is defined by the prevailing ionospheric conditions,
but the LUF is set by a combination of path loss and equipment parameters such as
transmitter power, noise and receiver antenna performance. In practice, the first choice
of working frequency for sustained circuit reliability would be around 85% of the MUF.

The MUF can be predicted on a long term average basis. The variations in MUF can be
up to a third higher or lower on a normal day-to-day basis and, in disturbed conditions,
the MUF can be less than half the predicted value.

The LUF is typically about half the MUF for maritime HF equipment, but this can vary
considerably.

Under normal conditions, the window of available frequencies varies predictably as
follows :
- daytime MUF is higher than night-time MUF;
- winter MUFs are both lower than and vary more than summer MUFs;
- radio circuits less than 1000 km (600 nautical miles) normally use frequencies
bellow 15 MHz;
- radio circuits greater than 1000 km (600 nautical miles) normally use
frequencies above 15 MHz ; and
- MUFs are higher when the sunspot number is high.

FREQUENCY BANDS AND PROPAGATION


The relationship of the different propagation mechanisms to the different frequency bands
is outlined below.

VLF

The radio wave follows the curvature of the earths surface and is known as a ground
wave. The range of a ground wave signal is governed by the rate of loss of energy into
the ground, which in turn is governed by the value of ground conductivity. The
attenuation of the ground waves is least over seawater and greatest over dry rocky ground
or deserts.

VLF signals are reflected well by the D-layer of the ionosphere and, because the height of
the D-layer is of the same order of wavelengths at VLF, the net effect is of a waveguide
for VLF signals between the ground and the D-layer. The signal attenuation is very low
under these conditions and transmission paths up to 12000 nautical miles are possible.

Large antenna arrays are normally used at VLF with very high output transmitter powers
(750 kW) to give virtually world-wide coverage. VLF transmissions are therefore only
GMDSS GOC .52
used in the shore to ship direction. VLF signals penetrate the sea to a depth of a few tens
of metres, making them very effective for maintaining communications with submerged
submarines.

LF


At LF, ground-wave propagation predominates, as with VLF, but, due to the higher
frequency, the range is reduced, particularly over land, due to the relatively greater
attenuation effect of poor ground conductivity as the wavelength is reduced, particularly
over land, due to the relatively greater attenuation effect of poor ground conductivity as
the wavelength is reduced. The wave-guide effect between the ground and the D-layer
still applies at LF, and conditions are, in fact, more stable than at VLF. There is also an
improvement as regards lower background noise levels at LF. However, the path
attenuation is higher.

Ranges of one two thousand nautical miles are possible at LF but, again, large antennas
transmitter output powers are required.

MF

MF communications also depend mainly on ground-wave propagation but with a futher
reduction in range because of the increased effect of attenuation by the earth. However,
sky-wave propagation starts to become significant at MF, particularly at night, greatly
extending the range. This can be a negative effect, however, owing to mutual
interference between stations on the same frequency, and interference fading caused by
signals arriving at the receiver by different paths from the transmitting station.

A coast station can achieve good ground-wave coverage for voice communications up to
300 nautical miles. Ship stations, with less powerful transmitters and less elaborate
antenna systems, can usually expect reliable ground-wave communications up to 150
nautical miles for voice communications and 300 nautical miles for DSC/telex.

HF

In practice, a good guide to establishing reliable communication at HF is to monitor the
telex
4
(NBDP) channels of the wanted coast station on the more likely bands for the time
of day and season and then to call the station on whichever band provides a strong stable
signal. If this in not successful, the other bands should be tried. The ionosphere can
behave erratically at times and, on occasion, reception is better in the ship-to-shore
direction than in the shore-to-ship direction or vice versa. Communication is frequently
unreliable around sunrise and sunset.

The considerable variability of radio communication at HF is a consequence of signal
propagation being predominately by sky wave, both day and night. A ground wave

4
Most coast stations emit an idling signal on their HF telex channels when no traffic is present.
GMDSS GOC .53
signal is still present but attenuates too rapidly to be value for reliable commercial
communications.

The D-layer of the ionosphere has little effect above 4 MHz and long-distance
propagation is by reflection from the E- or F-layers. In general terms, the higher the HF
band used, the greater the range. This is because the higher the frequency, the further the
wave has to pass into the ionosphere before it undergoes sufficient bending to be returned
to earth. To a first approximation, therefore, the situation is that the higher the frequency,
the greater will be reflection (mirror) height and so the greater will be the potential range.

Long-range propagation is also possible as a result of multiple reflection between the
ground, the ionosphere and even between the layers of the ionosphere itself. However,
these modes of transmission are very variable and would not be used intentionally for
normal commercial communications.

The best policy for reliable HF communications is to use the highest frequency consistent
with the length of the radio circuit using a single reflection. The angle at which a radio
wave enters the ionosphere is also an important factor, with reflection occurring at a
lower height for oblique incidence compared to vertical incidence (see Figure S3-3).

The highest frequency which can be used to communicate between two fixed points by
sky-wave propagation is known as the maximum usable frequency, MUF. Since this
frequency puts the receiver on the edge of the skip distance, it is better to use the lower
frequency of 0,85 x MUF, termed the optimum traffic frequency, in order to improve
reliability. Note, however, that theh preferred choice of channel may already be in use.

For example, to establish communications with Portishead Radio (United Kingdom)
during the daytime, the following would apply :
3 MHz = N. France
6 MHz = N. Spain
8 MHz = N. Africa
12 MHz = Ghana
16 MHz = Angola
22/25 MHz = South Africa

At night, due to changes in the ionosphere, the situation changes as the F1 and F2 layers
merge and the heights of the E and F layers fall. The general result is tahta, to cover the
same range at night it is necessary to halve the operating frequency; e.g., a link from
Portishead to Capetown during daytime is possible on 22/25 MHz, but during the night
the 12 MHz bands would be the first choice.

When transmitting east west, the signal may pass from daytime to night-time
conditions, and it may be very difficult to establish effective communications. One
strategy is to estimate the optimum transmission band according to the day/night
conditions at the midpoint of the radio circuit. The best course of action may be to wait
until the entire path between the two stations is in daylight or darkness.
GMDSS GOC .54

Above 50 MHz the predominant propagation mechanism is by straight-line paths, i.e.
line-of-sight.

For satellite communications an unobstructured view of the satellite is required, and the
Ship Earth Station antenna must mounted to achieve the best view possible.

For terrestrial communication the range depend upon the heights of both the transmitting
and receiving antennae.

Because of a slight bending effect on radio waves in the troposphere, caused mainly by
water vapour, the radio horizon is in fact greater than the optical horizon by a factor of
4/3.
Taking this factor into account, the maximum range at sea is given by the formulae:

( ) ( )
( ) ( )
( ) ( )
4
2, 22
4,12
x x
x x
x x
Range in NM T ft R ft
Range in NM T m R m
Range in km T m R
(
= +

(
= +

(
= +




where T
x
and R
x
are the heights of the transmitting and receiving antennae above sea
level, measured in feet or metres as indicated.


TRANSMITTER ANTENNA RECEIVER
ANTENNA

a


b c
S
~
radio paths

Fig. 3.1 Surface wave
GMDSS GOC .55
Figure 3.1 also shows a surface wave S propagating over a terrestrial radio link. In
principle, the received signal will be the sum of the line of sight signals and the
surface wave. In practice, however, one or other of the two components will predominate
depending on the transmission frequency and length of the radio link. Ground wave
propagation predominates at MF, LF and VLF.

Figure S3.2 Sky wave radio paths; Figure S3.3 HF communication paths
GMDSS GOC .56















GMDSS GOC .57







SECTION 4

BASIC TRANSMITTERS AND RECEIVERS
GMDSS GOC .58
GMDSS GOC .59
S4. BASIC TRANSMITTERS AND RECEIVERS


Basic Transmitter

The radio frequency generator produces the carrier, i.e., the frequency on which we wish
to transmit.

The modulator is used to combine the information signals from the microphone or the
telex with the carrier. The type of modulation may be amplitude (AM), frequency (FM)
or phase (PM). This modulated signal is then amplified within the transmitter and fed to
the antenna.

The antenna requires tuning to carrier frequency so that it will radiate efficiently.
Antennas made from wire elements radiate most efficiently when they are one quarter of
a wavelength long.

It is not practicable on board ships to install an antenna which is physically the ideal
length over all of the MF or HF bands. However, the electrical length of the antenna can
be lengthened or shortened with respect to its physical length by the introduction of extra
radio frequency circuit elements, inductors and capacitors, in an Antenna Tuning Unit
(ATU).

In most modern equipment, this is achieved automatically by pressing the <Tune> button
before actual transmission. A signal strength meter which measures antenna current
gives a visual indication of transmission. Most equipment allows for Manual tuning
mode on 2182 kHz in case the automatic tuning fails. Individual manufacturers manuals
should be consulted for further details. The default 2182 kHz setting need only be carried
out upon installation or if your antenna is moved or changed


Antenna

Radio Frequency
Generator Modulator Amplifier
Oscillator
Synthesiser


Mic Telex Telex
Mic Amp Modem Unit

Fig. 4-1 Basic transmitter block diagram
GMDSS GOC .60






Antenna A.G.C.


R/F Tuned Frequency I.F. Amps Audio
Amplifier Changer Demodulator Amp




R/F Gain Tune Synthesiser Mode A/F Gain
Squelch


Fig. 4-2 Basic receiver block diagram
Basic Receiver


The wanted signal is received by tuning the input to the receiver to the wanted frequency.
Received signals vary greatly in strength due to a number or factors, e.g.,

(a) A local transmitter radiating high or low power.

(b) A distant station radiating high or medium power.

(c) Variations in the ionosphere which may affect signals on MF at night or on HF at any
time polarisation fading.

(d) Simultaneous reception by ground and sky waves on MF at night which may
constantly vary in strength or phase and interact with each other interference fading.

(e) On the HF bands, signals can reach the receiver having taken different paths, again
causing interference fading.

The radio frequency <Gain> or <Sensitivity> control allows manual adjustment of the
input amplifier so as to set up the gain to suit conditions. Continual adjustment of the
gain control may be necessary if fading occurs, in which case the Automatic Gain Control
(AGC) can be switched, thereby taking over from manual control, i.e., the AGC holds the
output at a nearly constant level even though the input may fluctuate widely.

GMDSS GOC .61
Most GMDSS MF/HF receivers can be tuned into the wanted signal by more than one
method, i.e., if paired HF frequencies are required you can simply select the ITU channel
number.

Alternatively, the actual frequency can be keyed in. If it becomes necessary to re-tune to
a station only a few kilohertz away, then the up/down <Tune Arrows> can be used.

Fine tuning is sometimes necessary, especially when it is required to clarify reception
of single sideband (SSB) speech transmissions (i.e., mode of emission = J3E). Selection
of the <clarifier> allows tuning down to an accuracy of 10 Hz but it is normally used by
listening to the output and tuning to the speech rathen than to the actual frequency.
The <Volume>or <A.F. Gain> control simply varies the amount of signal passing to the
loudspeaker, whilst the <squelch> or <mute> control turns off the loudspeaker when no
signals are being received.

The setting of the <mode> control is dependant upon the type of modulated signal being
received, i.e., on the mode of emission (see Article 4 of the ITU Manual for use by the
Maritime Mobile and Maritime Mobile Satellite Service).

Modulation

Modulation is the mechanism whereby a radio-frequency carrier wave is used for the
transmission of information. In the maritime context the type of information carried is
mainly speech or data. The information modulated on to the carrier wave appears as
additional frequencies, around the carrier frequency, known as sidebands (see page S4-4).

The simplest form of communication is Morse code, sent by switching the carrier on and
off in a sequence of dots and dashes. This type of transmission is known as mode of
emission A1A, and there are no information sidebands as such; the information content
is determined purely by the keying sequence applied to the transmitter. Although very
efficient in terms of the range achieved for a given transmitter power, the rate at which
information can be sent is relatively low : 20 to 25 words per minute is a good
commercial rate for a ship using radiotelegraphy. Morse code can also be sent using an
audio tone, keyed on and off, to modulate the carrier wave, e.g., modes of emission A2A
and H2A.

Most communications on MF and Hf now use single-sideband (SSB) techniques for both
speech and NBDP/telex transmissions. In a double-sideband (DSB) transmission more
than two thirds of the transmitter output power is contained in the carrier, which contains
no useful signal information. Also, the upper and lower sidebands contain the same
information.
By eliminating the duplicated information in the lower sideband, along with the carrier,
the transmitter efficiency is greatly increased. In effect, the space taken up within the
frequency band is reduced and so more stations can transmit.
GMDSS GOC .62
MODES OF EMISSION

A.M.

A1.A Unmodulated Morse code
f
c



A2A Double sideband (DSB)
modulated Morse code
f
c

H2A Single-sideband (SSB)
modulated Morse code
f
c


J2B SSB Telex
f
c
f
ass


A3E DSB Telephony
(Commercial broadcast)
f
c


H3E SSB Full-carrier telephony
(2182) kHz)
f
c


R3E SSB Reduced-carrier telephony
f
c


J3E SSB Suppresse-carrier telephony

f
c

F.M.

F1B Telex

f
c



F3E Frequency-modulated telephony
(Sidebands for single tone are shown)
f
c




GMDSS GOC .63
f
c
= carrier frequency
f
ass
= assigned frequency defined as the centre of the frequency band assigned to a
station.

A narrower bandwidth for the transmitted signal means that less noise and interference
(both man-made and natural) is apparent at the receiver, resulting in a relatively smaller
masking effect on the wanted transmission. Also, the transmitter power is used more
efficiently. The net effect is that, for the same transmitter power, the effective range of a
transmission will be greatly extended by using a narrow-bandwidth method of
modulation such as SSB.

After full implementation of the GMDSS, all maritime MF/HF voice communication will
use the J3E mode of emission, i.e., SSB, suppressed carrier. At present, transmissions on
2182 kHz may still use the H3E or R3E modes of emission, i.e., single-sideband with full
or reduced carrier, respectively. The bandwidth of a J3E mode voice transmission is 2.8
kHz (note that if the assigned frequency of a J3E transmission is quoted it will be 1.4 kHz
above the carrier frequency).

DSB (A3E) transmissions are used by LFMF/HF broadcasting stations with a bandwidth
of 9 20 kHz, depending on local standards. Some broadcasting stations incorporate
useful weather forecasts in their programme output.

Although a NBDP/telex transmission is essentially a coded stream of data, the standard
method of transmission at MF/HF is to transmit the telex signal codes as a sequence of
two audio tones. The ITU recommends that a frequency shift of 170 Hz about a centre
frequency of 1700 Hz is used to send the mark and space tones, i.e., mark = 1615 Hz
and space = 1785 Hz.

NBDP/telex can be transmitted using SSB modulation, mode of emission J2B. The
assigned frequency of the transmission is defined, in this case, as the centre frequency
between the mark and space sideband frequencies, i.e., 1700 Hz above the carrier
frequency. A type of frequency modulation, frequency shift keying (FSK), can also be
used for NDBP/telex, in which case the transmitted frequency shifts by 85 Hz about the
carrier frequency. This is described as mode of emission F1B; note that the assigned
frequency and the carrier frequency are the same in F1B mode transmissions.

Because the two sideband frequencies are 85 Hz above and below the J2B mode assigned
frequency or the F1B mode assigned/carrier frequency, it can be seen that the modes of
emission J2B and F1B are essentially identical for two-tone NDBP/telex transmissions
9see page S4-4). However, it is still essential to check which frequency (assigned or
carrier) and which mode (J2B or F1B) has been quoted. If either J2B or F1B 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 j2B
assigned frequency and the F1B assigned carrier frequency. The manufacturers
handbook should be consulted to confirm how the tuning and mode controls interact.

GMDSS GOC .64
At VHF frequency modulation (F3E mode) and phase modulation (G3E mode) are used
for speech. The ITU List of Coast Stations shows some VHF channels as F3E and others
as g3E but, as far as the operator is concerned, there is no difference because a change in
frequency of the carrier also results in a corresponding change in the phase of the carrier,
and vice versa.

Depending on the type of equipment in use, it may also be necessary to optimize the
<Bandwidth> control to match the mode of emission. Many modern receivers set the
bandwidth automatically in line with the <Mode> control setting. However, if the
bandwidth has to be set separately then it is necessary to appreciate that J3E
transmissions require a bandwidth setting of 100 Hz is optimum for Morse transmissions.

If the bandwidth is set too wide for the mode of emission then more noise will be
apparent. Also, greater interference from unwanted stations an adjacent frequencies will
be received, thus degrading the reception quality of the wanted station.

Frequency / phase modulation generates several sidebands above and below the carrier
for each modulating frequency, depending on the depth of modulation. Thus the
occupied channel bandwidth for a frequency modulated transmission is wider than
needed for the equivalent J3E amplitude-modulated transmission (2.8 kHz)

However, frequency modulated transmissions provide better quality reception because
the demodulation process can reject weak interfering transmissions as well as substantial
amounts of amplitude varying interference (e.g., from electrical storms, electrical
machinery and spark ignition systems).

In satellite systems several complex analogue and digital modulation methods are used
but, being automated systems, the technicalities involved are hidden from the operator.

GMDSS GOC .65
TEST 4.1
No. VHF RADIOTELEPHONE
ANSWER
4.1.1.


Give a brief description of the functions of the VHF
transceiver.


4.1.2.


Which VHF channels must be used for Intership
Communications?


4.1.3.


Find and write down the VHF duplex working channels
for public correspondence assigned to Constantza Radio.


4.1.4.


Which VHF channels must be used for Harbour and
Pilot Service?


4.1.5.


Which VHF channels must be used for Public
Correspondence? Intership Communications?



4.1.6.

Which VHF channels must be used for Safety Service?


4.1.7. Which VHF channels must be used for on board
communications?


4.1.8. Which VHF channels must be used for on scene
communications?


4.1.9. Which is the frequency of the 16 VHF RT channel?
Calculate the wavelength of the 16 VHF RT channel.


GMDSS GOC .66
4.1.10. Which is the frequency of the 06 VHF RT channel?
Calculate the wavelength of the 16 VHF RT channel.


4.1.11. Which is the frequency of the 13 VHF RT channel?
Calculate the wavelength of the 16 VHF RT channel.


4.1.12. Which is the frequency of the 70 DSC VHF channel?
Calculate the wavelength of the 70 DSC VHF channel.


4.1.13. Which are the paired frequencies of the 26 VHF
channel?


4.1.14. Which VHF frequency (channel) is assigned for distress
radiotelephony traffic on VHF band?


4.1.15. Which frequency (channel) is assigned for distress,
urgency, safety, and routine calling on VHF band?


4.1.16. Which mode of emission should be used on VHF
working channels?


4.1.17. Which mode of emission should be used on VHF
working channels?



GMDSS GOC .67
TEST 4.2.
No. MF/HF RADIO STATIONS
ANSWER
4.2.1.


Give a brief description of the functions of the MF/HF
transceiver.


4.2.2.


An inadvertent DSC distress alert has been transmitted
on HF 8414.5 kHz. Which frequency shall be used when
transmitting the cancellation message?


4.2.3.


An inadvertent DSC distress alert has been transmitted
on MF 2187.5 kHz. Which frequency shall be used
when transmitting the cancellation message?


4.2.4.


Find and write down the MF RT/NBDP working
channels for public correspondence assigned to
Constantza Radio.


4.2.5.


An inadvertent DSC distress alert has been transmitted
on Mf 2187.5 kHz. Which frequency shall be used when
transmitting the cancellation message?



4.2.6.

An inadvertent DSC distress alert has been transmitted
on HF 8414.5 kHz. Describe the correct telephony
procedure used to cancel the false alert.


4.2.7. An inadvertent DSC distress alert has been transmitted
on MF 2187.5 kHz. Describe the correct telephony
procedure used to cancel the false alert.


GMDSS GOC .68

4.2.8. What is the approximate range of communication on MF
band during the day time?


4.2.9. What type of radio is propagated on VHF?


4.2.10. What type of radio is propagated on HF day and night?


4.2.11. What type of radio is propagated on MF day and night?


4.2.12. Which modes of emission should be used on MF/HF
telex channels?


4.2.13. Which modes of emission should be used on MF/HF
DSC channels?


4.2.14. What do following acronyms signify: F1B, J2B, G2B.


4.2.15. What do following acronyms signify: H3E, F3E, J3E,
G3E?


4.2.16. Which modes of emission should be used on 2182 kHz?



4.2.17. Which modes of emission should be used on RT HF
channels?



GMDSS GOC .69
REVISION QUESTIONS (1.25)

1. What is the relationship between frequency, wavelength and the speed at
which a
radio wave travels ?

2. What type of radio wave is propagated :
(a) On MF day and night ?
(b) On MF only night ?
(c) (c ) On HE day and night ?
(d) On VHF ?

3. What is the factor which determines the range of transmission on the Marine
VHF band ?

4. What is the approximate range of communication on the MF band during the
daytime when transmitting :
(a) R/T on 2182 kHz ?
(b) DSC on 2189.5 kHz ?

5. Explain what is meant by the following terms :
(a) Skip distance
(b) MUF
(c) OTF
(d) Interference fading
(e) AGC
(f) Mode of Emission
(g) Assigned frequency

6. What do following abbreviations signify :
(f) A1A ?
(g) H3E ?
(h) F1B ?
(i) J3E ?
(j) F3E ?

7. Which mode of emission should be used on :
(a) 2182 kHz ?
(b) An MF R/T working frequency ?
(c) An MF telex frequency ?
(d) An HF R/T working frequency ?
(e) Channel 16 ?
GMDSS GOC .70
GMDSS GOC .71




















SECTION 5

GMDSS DISTRESS AND SAFETY
COMMUNICATIONS
GMDSS GOC .72

GMDSS GOC .73
S5. GMDSS DISTRESS AND SAFETY COMMUNICATIONS

GMDSS Distress Alerting

Distress and safety communications in the GMDSS rely on the use of radio
communications through terrestrial MF, HF and VHF links and through satellites.

The transmission of a distress alert in the GMDSS indicates that a ship, aircraft or
other vehicle or a person, is in distress and requires immediate assistance. Distress
alerts in the GMDSS must provide the identification and position of the station in
distress.

The distress alert consists of a Digital Selective Call, using a distress call format,
in the bands used for terrestrial communications or a distress message format
transmitted through a satellite system. The distress alert may only be sent on the
authority of the master or other person responsible for the ship, aircraft or other
vehicle carrying the radio station.

Ship-to-shore distress alerts in the GMDSS are used to alert RCCs via coast
stations or coast earth stations that a ship is in distress and may use:

(a) Digital Selective Calling (DSC) techniques in the MF, HF and VHF
bands;
(b) lnmarsat-A, -C or -B transmission
(c) EPIRB signal

Ship-to-ship distress alerts in the CMDSS are used to a!ert ships in the vicinity of
the ship in distress and are based on the use of DSC techniques in the VHF and
MF bands. If warranted by circumstances, the HF bands rnay also be used.

GMDSS GOC .74
DSC Distress Alerting
The terrestrial elements of the GMDSS are based on the use of Digital Selective
Calling (DSC) for distress and safety communications. The DSC distress
alert contains both the distress call and the distress message and provides for self-
identification, ship's position (including time) and the nature of distress. The
detailed procedures for DSC distress and safety communications are described in
Section 6.

Satellite Distress Alerting

Distress alerts sent through satellite systems operating in the CMDSS must use
either general communication channels (i.e., lnmarsat-A, -B and -C) with absolute
priority or exclusive distress and safety frequencies (i.e., EPIRBs).
The satellite systems providing distress alerting and communication facilities in
the GMDSS, together with the detailed procedures for satellite distress, urgency
and safety communications, are described in Sections 11 and 12.
Ship-to-shore distress alerts sent via satellite are routed immediately to an RCC,
which then initiates a shore-to-ship distress alert relay.

EPIRB Distress Alerting
Distress alerts sent through an EPIRB (see section 13) are notified by the system
operator to an appropriate RCC, which then initiates a shore-to-ship distress
alert relay.



GMDSS GOC .75
Acknowledgement of Distress Alerts
The receipt of a distress alert or distress alert relay should be acknowledged
receiving station at the earliest opportunity. The form of the acknowledgement
shall be consistent with the detailed procedures applicable to the frequencies and
techniques used to signal the distress.

In the GMDSS, coast stations and RCCs bear the primary coordinating the
response to a distress alert and for organizing any subsequent search and rescue
operations.
A coast station or appropriate coast earth station which receives a distress alert
must ensure that the information is routed as soon as possible to the appropriate
RCC. The distress alert then has to be acknowledged as soon as possible by the
coast station, or by the RCC through coast station or an appropriate coast earth
station.
The acknowledgement indicates to the ship in distress and other stations, as
appropriate, that the distress alert has been received and that the competent search
and rescue authorities have been informed.

Role of Coast Stations and RCCs in the GMDSS
The preferred sequence of events in the GMDSS is that the DSC acknowledgement to
a DSC distress call is transmitted by an appropriate coast station. This is because
acknowledging by DSC has the effect of halting further transmissions of the DSC
distress call from the station in distress.
The normal expectation would be that the RCC has been informed and it is safe for
the DSC distress call to be terminated.
GMDSS GOC .76
The receiving station or the RCC must also analyse the circumstances of the distress
alert in case there is a need to initiate the transmission of a shore-to-ship distress alert
relay addressed, as appropriate, to all ships, to a selected group of ships or to a
specific ship, by satellite or terrestrial means or by both.
A distress alert relay should normally be transmitted only when the method or
frequencies, or both, used to transmit the original distress alert were such that ships in
the area of the distress incident would otherwise be unaware of the plight of the
station in distress.
The distress alert relay must contain the identification of the station in distress, its
position and all other information that might assist rescue operations.
Role of Ship Station in the GMDSS

In ideal circumstances, ship stations should operate according to the directions of the
coast station or RCC which has acknowledged the alert or transmitted a distress
alert relay.
The immediate course of action to be take on board a ship which has received a
distress alert or distress alert relay is to inform the master or other person responsible
for the ship of the contents of the distress alert; monitor the appropriate frequency for
the follow up communications; and prepare to acknowledge the distress alert by the
appropriate means.
GMDSS GOC .77

Ships which receive a DSC distress call will normally acknowledge by R/T (or
NDBP, if indicated in the call) on the distress and safety traffic frequency in the
same band in which the distress, call transmitted.
Acknowledgements by DSC should normally be sent only by appropriate coast
stations. Only when it appears that a DSC distress alert has not been
acknowledged by a coast station should a ship assume the responsibility to
acknowledge by DSC or to make a distress alert relay.
Remember that the acknowledgment by DSC stops any further transmission of the
DSC distress call from the station in distress. It is therefore essential that a ship
station in receipt of a DSC distress call allows sufficient time for a coast station to
send a DSC acknowledgement to the distress call before assuming the
responsibility of acknowledging by DSC itself.
The general format for making the acknowledgement by R/T is:
the distress signal MAYDAY
the CALL SIGN or other IDENTIFICATION of the station sending the
distress message ( repeated 3 times )
THIS IS ( or DE, spoken as DELTA ECHO in case of language difficulties )
the CALL SIGN or other IDENTIFICATION of the station acknowledging
receipt ( repeated 3 times )
RECEIVED ( or RRR, spoken as ROMEO ROMEO ROMEO in case of
language difficulties )
the distress signal MAYDAY
GMDSS GOC .78
In those cases where NBDP/telex operation is to be used for subsequent
communications during the distress incident, the general format for making the
acknowledgement is:

MAYDAY
the CALL SIGN or other IDENTIFICATION of the station sending the
distress message ( repeated 3 times )
DE
the CALL SIGN or other IDENTIFCATION of the station acknowledging
receipt ( repeated 3 times )
RRR
MAYDAY

In the special case of receiving a DSC distress call only on the HF bands the ship
station must not make any immediate acknowledgement but is required, in
addition to maintaining a watch for a DSC acknowledgement from a coast station,
to set watch on the most suitable R/T (or NBDP) HF distress and safety traffic
frequency. The frequency guarded would be chosen from the bands on which the
DSC distress call was received.
An alternative HF distress and safety traffic frequency should be selected if no
distress traffic is received within 1 to 2 minutes. However, if no distress alert
acknowledgement or other distress communication from a coast station is received
within 3 minutes, then the ship station must relay the distress alert and inform an
RCC by any appropriate means.

GMDSS GOC .79

GMDSS Ships Receiving a 2182 kHz/Ch. 16 R/T Distress Alert

In areas where are reliable communications with one or more coast stations, ship
stations should defer acknowledgement of an R/T distress alert for a short interval
in order to give time for the coast station to acknowledge the distress alert and to
broadcast further instructions. This would usually be the case in sea areas A1 and
A2.

However, in areas where reliable communications to a coast station are not
practicable, a ship station which receives a distress alert from a ship definitely in
its vicinity is obliged to acknowledge receipt as soon as possible and to relay the
distress alert to an RCC through an appropriate coast station or coast earth
station.


Urgency and Safety Communications

The GMDSS makes special provision for urgency and safety communications.
Urgency messages concern the safety of a ship, aircraft, vehicle or person. In
particular, communications related to obtaining medical advice may be accorded
urgent status. Safety messages concern important meteorological or navigational
information. The general procedures for urgency and safety communications,
including medical transports and obtaining medical advice, are described further in
sections 6 and 9.


Search and Rescue Communications

The search and rescue communications and on-scene communications which take
place while the rescue operation is in progress also count as distress traffic and may
use GMDSS distress and safety frequencies. However, it is essential that good
communications discipline is maintained throughout the duration of the distress
incident.

At different times during a distress incident, communications will be controlled by
the RCC, the on-scene commander (i.e., a mobile unit co-ordinating search and
rescue operations) or the coast station involved. The procedures to be used for
general search and rescue and co-ordinating communications in the GMDSS are
described in Section 8.

GMDSS GOC .80

GMDSS GOC .81















SECTION 6

DIGITAL SELECTIVE CALLING-DSC
GMDSS GOC .82
GMDSS GOC .83

S6. DIGITAL SELECTIVE CALLING - DSC

Purpose of DSC

Digital Selective Calling provides automated access to coast stations and ship.

The message information is stored in the receiver and can be displayed or printed
out following receipt. Four levels of priority-distress, urgency, safety and routine-
are available for DSC calls. At the coast station, ship-to-shore distress calls
receive priority handling and are routed to the nearest Rescue Co-ordination
Centre (RCC). On board ship, DSC receivers sound an alarm when a distress call
is received.


DSC Concept

DSC is technique of transmitting digital codes which allow suitably equipped
stations to:
(a) Transmit and receive distress alerts.
(b) Transmit and receive distress alert
acknowledgments.
(c) Relay distress alerts.
(d) Announce urgency and safety calls.
(e) Initiate routine priority calls and set up working
channels for subsequent general communications on R/T or telex.

The detailed DSC procedures are contained in ITU-R Recommendation 541
(always refer to the latest version).

DSC channels have been allocated in the 2, 4, 6, 8, 12 and MHz MF/HF bands
and on VHF channel 70.


GMDSS GOC .84

DSC Call Format

All DSC calls automatically include phasing signals, error-checking signals and the
identity (MMSI number)of the calling station. The protocol includes an initial dot
pattern which is used to alert scanning receivers that a DSC call is imminent. Other
information can be added, either manually or automatically. The actual information
added is dependent upon the purpose of the call.

The DSC call is set up by entering information, using the command menu of the
DSC controller that that is attached to, or incorporated into, the transmitter.

MMSI Numbers

Each ship station has its own unique nine-digit Maritime Service Identity
(MMSI) which is included automatically in each call. Included in the MMSI
number are the Maritime Identification Digits (MID) which identify the
country licensing/controlling the station.

Three types of MMSI numbers are in common use to identify individual ships,
groups of ships and coast stations.

Examples, using the MID 264 (Romania), are:

1. Ship stations 264001021
2. Group of ships 026401143 (1 leading zero)
3. Coast station
1
002640018 (2 leading zeroes)

Other codes make provision for All Ships calls or calls to ships in particular
geographical areas.

The MMSI number is used to form the international subscriber number of Inmarsat
B, -C and M ship earth stations. Because of the way the MMSI is translated to a
sattelite terminal number, suitable MMSIs are limited to those with three trailing
zeros.

To avoid exhausting the supply of MID numbers too rapidly, MMSI numbers with
three trailing zeroes should only be assigned to ships which expect to have
GMDSS GOC .85
automatic acces to the public switched telephone network (PSTN) on a world wide
basis or which expect to use Inmarsat B, -C and M.

In practice, most Administrations assign MMSI numbers with three trailing zeroes
only to zeroes only to vessels subject to the SOLAS Convention.

Other ships which require acces to such networks on a national or regional level are
assigned MMSIs with only one or two trailing zeros.

Operational procedures

On the MF and HF bands, one frequency in each band is allocated for distress,
urgency and safety purposes. These frequencies are programed into the DCS
equipment for selection when neccesary ; also in each band there are national and
international call and reply frequencies for routine calling. Whenever possible,
national channels should be used for routine calls;e.g., on MF, 2187.5 kHz is used
only for distress/safety 2189.5 kHz is used for internationally for ship/ship calls and
shore/ship calls.

On the VHF band, channel 70 is used for distress/safety as well as routine calling.
In the case of a routine All Ships call the power output should not exceed 1 W.
An example situation would be to contact a nearby ship. Some DSC installations
have provision to reduce the power level from 25 W to 1 W automatically.
The actual band chosen will depend upon the distance involved. A list of DSC
frequencies is given in section 18 and is usually to be found in
manufacturersmanuals.

General Calling Procedures

Routine calls should be made once on a single frequency or channel.

Coast stations may, however, transmit a second call within 45 seconds if no
acknowledgement has been received. If the call is still not acknowledged, the coast
station should normally wait at least another 30 minutes before repeating the call
GMDSS GOC .86
attempt on the same frequency, or 5 minutes on another calling frequency.

Ship stations should not repeat a call attempt to a coast station until after an interval
of at least 5 minutes when using manual procedures. In the case of ship stations
using the semi-automatic/automatic DSC option, the minimum interval for the first
repeat call is 5 seconds on VHF or 25 seconds on MF/HF. Alternative frequencies
may be used for the repeat call attempt, if appropriate. The ship station call may be
repeated again, but not until at least a further 15 minutes have elapsed.

To call a coast station or another ship by DSC in order to initiate routine/bussiness
communications :

(1) tune the transceiver to the appropriate DSC channel/frequency for the
call ;
(2) set up the ship station DSC controller using the following general
procedure (see manufacturersmanuals for specific guidance):
- select the format for calling a specific station
- enter address (identification) MMSI of called station
- select category of the call routine or ships business
(ship station MMSI is entered automatically)
- select type of subsequent communication R/T or NBDP
- enter proposed working channel information if calling another ship (no
proposal is normally made when calling a coast station since it is the responsibility
the called coast station to indicate a vacant working channel in its
acknowledgement)
- select end-of-sequence signal usualy the signal RQ, which means that a
mandatory acknowledgement is required, when calling a specific coast station or
ship station (the called station terminates its acknowledgement with the signal BQ)
- press <Call>
- Routine DSC messages should be acknowledged using DSC either on the
same frequency or on the appropriate paired frequency, either manually (within 4
1/2
minutes) or automatically.

If it is not possible to use the working channels suggested in the call, this should be
indicated in the acknowledgement. If no channel is mentioned , as would normally
be case when calling a coast station, suitable frequencies or chanels should be
proposed in acknowledgement.

Following agreement on, and transfer to, the working frequencies/channels the
called station prepares to receive the traffic.

Geographical Area Call

To address a call to a specific geographical area, use the following general
procedure (see manufacturers manuals for specific guidance) :
GMDSS GOC .87

- select menu function <G. area>
- enter latitude of north-west corner of area
- enter latitude range
- enter longitude of north-west corner of area
- enter longitude range.

For example, make the entry :

N55 05 W003 02

In order to address the area shown below :

55
0
N 55
0
N
03
0
W 01
0
W











55
0
N 55
0
N
03
0
W 01
0
W


DSC Ship-Shore Link Call Automatic/Semi-automatic
Service


In some countries, DSC can be used to obtain an automatic telephone call through
suitably equiped coast stations. The initial DSC call should take place on a general
DSC calling frequency or channel 70 VHF.

The DSC message format is used to set up an automatic connection into the PSTN
and select appropriate public correspondance working channels for the subsequent
telephone traffic. The required subscriber number is included in the initial call to
the coast station and the coast station replay indicates the working channels to be
GMDSS GOC .88
used.

To access the automatic/semi-automatic facilities provided at the coast station:

(1) tune the transceiver to the appropriate DSC channe/frequency for the call;

(2) set up the ship station DSC controller, using the following general procedure
(see manufacturers manuals for specific guidance) :

-select format specifier automatic/semi-automatic service
-enter address (identification) MMSI of required coast station
-select category routine
-(ship station MMSI is entered automatically)
-select first telecommand J3E on MF, F3E/G3E duplex or F3E/G3E simplex on
vhf, and second telecommand as appropriate
-enter called subscriber number (e.g., telephone number)
-select end-of.sequence signal RQ
1
-press <Call>

The coast station will then acknowledge by DSC. The call will be repeated
automatically if an error-free acknowledgement is not received from the coast
station within 5 seconds on VHF, or 25 seconds on MF/HF. Further repetitions to
the same coast station should only be initiated by manual control, and should be
delayed for at least another 15 minutes (see also page S6-4).

If working channels are free, the coast station equipment will also instruct the ship
station DSC controller to commence operations on the working channels selected
by the coast station. The coast station equipment will then dial the subscriber
number and complete the telephone connection with the ship station.

If the coast station send the unable to comply signal then, depending on the
installed coast station facilities, the delay may last no longer than necessary for the
problem (e.g., traffic queues or subscriber line busy) to clear. The fully automated
from of the service has provision for repeated connection trials by the coast station
for up to 15 minutes.

However, if the call cannot complete in 15 minutes, or the problem is not
straightforward then the call attempt will fail.

In the event of a failed call, another attempt will have to be initiated by the ship
station but not until at least 15
1/2
minutes have elapsed since the previous attempt.





GMDSS GOC .89

DSC Testing


DSC equipment has a in-built test facility which should be used daily but without
radiating signals.

A weekly live test should also be carried out by calling a suitable coast station with
the indication that it is a test call. The call must be clearly identified as a test
transmission and the test frequency/channel should always be monitored to ensure
that it is free before the test commences.

N.B. Equipment tests on the exclusive DSC distress and safety calling frequencies
be avided using other methods as far as possible. In any event, live test
transmissions on the VHF DSC calling channel (channel 70) are NOT permitted.

If general-purpose DSC calling facilities are not available through the nearby coast
station, then an MF/HF DSC distress and safety calling frequency may be used for
the test; the call would be classed as a safety call in these circumstances.

To send a test call to a coast station by DSC:
(1) tune the transceiver to the appropriate DSC
channel/frequency for the call;
(2) set up the ship station DSC controller, using
the following general procedure (see manufacturersmanuals for specific guidance):
-select <Test>
-select<TX Test>
-enter MMSI of coast station
-press<Call>
-wait for acknowledgement by coast station

The coast station will acknowledge the DSC test call but no further communication
will normally take place.

DSC DISTRESS ALERTING PROCEDURES


DSC Distress/Safety Frequencies

DSC alerts would normally be sent on the following frequencies or channels:

2187.5 kHz 8414.5 kHz
4207.5 kHz 12577 kHz
6312 kHz 16804.5 kHz
channel 70 (156.525 MHz)
GMDSS GOC .90

Note that channel 70 (156.525 MHz) may also be used for general calling, whereas
the other DSC distress and safety frequencies may only be used for DSC distress
calls and announcing DSC urgency and safety messages.

DSC Distress Alerting

On DSC, two types of distress alert call attempts exist:
(a) A single-frequency call attempt; where the alert is send on one frequency or
channel.
(b) A multi-frequency call attempt; where up to six consecutive alert calls can be
sent once on each of the six DSC frequencies on MF and HF, i.e., 2,8,4,6,12 and 16
MHz.
The DSC message format identifies the station in distress, provides its last recorded
position and, if entered, the nature of the distress.

Sea Area Considerations


In sea area A1, channel 70 would be used in the first instance to transmit a distress
alert. In sea area A2, 2187.5 kHz and channel 70 could be used. In sea areas A3 and
A4, 8414.5 kHz would be used in the first instance or a multi-frequency call
attempt should be used; 2187.5 kHz would then be used to alert ships in the
vicinity.


Note Some makes of equipment cannot perform multi-frequency calls; instead,
each frequency has to be selected manually in turn.

The DSC Distress Alert Call

The DSC distress alert contains the following informations:

Format Specifier DISTRESS (automatically included)
Self Identification 9-digit MMSI (automatically included)
Nature of Distress UNDESIGNATED DISTRESS is sent by default unless a
choice is selected manually from a list of eight specific dangers, i.e.,
fire/explosion, flooding, collision, grounding, listing and in danger of capsizing,
sinking, disabled and adrift or abandoning ship.
Position LAT/LONG, automatically included if equipment is interfaced with, for
example, GPS.
Time - TIME the position was valid. Automatic or manual entry, otherwise
default information is transmitted.
Subsequent communications - R/T or NBDP, indicates whether radiotelephony or
narrow-band direct printing will be used for the subsequent distress
communications. The default information is radiotelephony.
GMDSS GOC .91

In a basic distress alert only the identification, position/time and words
undersignated distress are transmitted. The distress alert is automatically
repeated every 3
1/2
to 4
1/2
minutes at random
1
unless a DSC acknowledgement is
received or the function is manually switched off.

On receipt of a DSC distress acknowledgement, the ship in distress shall commence
the distress on the appropriate R/T or NBDP distress traffic frequency as follows:

MAYDAY
THIS IS
MMSI and CALL SIGN/IDENTIFICATION of ship in distress
POSITION (if not included in the DSC distress alert)
NATURE OF DISTRESS AND ASSISTANCE WANTED ANY OTHER
USEFUL INFORMATION

Watchkeeping on DSC Frequencies



Every ship at sea shall maintain a continuous DSC watch as appropriate to the sea
area in which the ship is salling. The DSC watchkeeping frequencies are:
(a) channel 70
(b) 2187.5 kHz
(c) 8414.5 kHz and other HF frequency, selected according to the time of
day, the season of the year and the distance from appropriate coast stations.

Those coast stations maintaining a continuous watch on the DSC distress and safety
frequencies are listed in the GMDSS Master Plan, the ITU List of Coast Stations
and in various national publications, e.g., the ALRS Vol.5.


Preparations for Handling Distress Traffic


When a DSC alert is received, a display or printout is produced giving all
relevant details. Also, an
Alarm the operator. DSC distress alerts are implicitly addressed to All Stations.

Upon receiving a DSC distress alert, all stations should cease all transmissions,
monitor the DSC distress and safety frequency on which the call was received and
set watch on the R/T and/or NBDP distress and safety traffic frequencies in the
same band. The DSC distress alert contains information under subsequent
communications which indicates whether R/T or NBDP is to be used for
subsequent distress communications.
GMDSS GOC .92

Associated R/T and NBDP Distress and Safety Frequencies


R/T Telex
2182 KHz 2174.5 KHz
4125 KHz 4177.5 KHz
6215 KHz 6268 KHz
8291 KHz 8376.5 KHz
12290 KHz 12520 KHz
16420 KHz 16695 KHz
156.8 MHz channel 16

Acknowledgement and Relay of a DSC Distress Alert by Coast Stations and
RCCs

On receiving a DSC distress alert, the coast station or coast earth station
communicates the information as soon as possible to the appropriate RCC. The
distress alert has then to be acknowledged as soon as possible by the coast station
or by the RCC via a coast station or an appropriate coast earth station. A coast
station receiving a distress alert on an MF or HF DSC distress calling frequency
should acknowledge in a target time of 1 minute and should not take longer that
23/4 minutes. A VHF DSC distress alert should be acknowledged as soon as
posible.

A coast station acknowledging a DSC distress alert shall acknowledge on the same
DSC distress calling frequency or channel on which the call was received.

The acknowledgement by DSC should be addressed to All ships and include the
identification of the station in distress using the following message format:
Format Specifier: ALL SHIPS
Category: DISTRESS
Self Identification: MMSI (of transmitting station)
Telecommand : DISTRESS ACKNOWLEGEMENT
Message : REPEAT OF ORIGINAL ALERT

INFORMATION
-MMSI (of station in distress)
-NATURE OF DISTRESS
GMDSS GOC .93
-DISTRESS CO-ORDINATES
-TIME
-NATURE OF DISTRESS
TYPE OF SUBSEQUENT COMMUNICATIONS

Information may be automatically transferred from received distress alert.


The primary role of the shore-based rescue co-ordination infrastructure in the
GMDSS also requires that the coast station or RCC which receives a distress alert
shall initiate the transmission of a shore-to-ship distress alert relay when the method
of receipt warrants a broadcast alert to shipping or when the circumstances of the
distress incident indicate that further help is necessary.
The shore-to-ship distress relay must contain the identification of the station in
distress, its position and all other information that might assist rescue operations.

The distress alert relay by DSC is addressed, as appropriate, to all ships, to selected
group of ships, to a geographical area or to a specific ship, and transmitted using the
following format :



Format Specifier: ALL SHIPS
Address: SHIPS IN SPECIFIC AREA
(are to be defined), or
INDIVIDUAL STATION
(MMSI Required)
Category: DISTRESS
Self Identification: MMSI (of transmitting station)
Telecommand : DISTRESS RELAY


Message : REPEAT OF ORIGINAL ALERT

INFORMATION
-MMSI (of station in distress)
-NATURE OF DISTRESS
-DISTRESS CO-ORDINATES
-TIME
-NATURE OF DISTRESS
-TYPE OF SUBSEQUENT
COMMUNICATIONS
GMDSS GOC .94

Information may be automatically transferred from received distress alert.


Note Whatever means of transmission are used,the distress alert relay must indicate
clearly that the transmitting station is not itself in distress.

The purpose of shore-to-ship distress alert by a coast station is to alert all ships in
the vicinity of the distress incident. Although VHF and MF DSC distress alerts
should, of course, be received directly by GMDSS ship in the vicinity, the original
distress signal would be missed if sent on a non-watchkeeping frequency or by some
other means, e.g., by some Inmarsat, an EPIRB or by visual signals.





Acknowledgement and Relay of a DCS Distress Alert by Ship Stations

Ship stations which receive a DSC distress alert must prepare to acknowledge or
relay the distress alert according to the progress of events immediately following
receipt of the distress alert.

In Sea areas A1 and A2, coast stations are expected to acknowledge receipt of a
DSC distress alert in the first instance. Ship should therefore acknowledge after the
coast station using R/T on the R/T distress and safety traffic frequency in the same
bands as the distress and safety calling frequency on which the original distress
alert or the shore-to-ship distress alert relay was received.

The acknowledge should use the following format :

MAY DAY
MMSI (x 3) of the station in distress
THIS IS
MMSI (x 3) or CALL SIGN (x 3)
or other IDENTIFICATION (x 3) of own station
RECEIVED MAYDAY


However, if NBDP operation was specified for subsequent communications in the
distress alert, the acknowledgement using the associated NBDP distress and safety
traffic frequency using the following format :

GMDSS GOC .95
MAYDAY
MMSI of the station in distress
DE
MMSI or CALL SIGN or other IDENTIFICATION of own station
RRR
MAYDAY

If no acknowledgement from a coast station is received within 3 minutes, still
acknowledge to the station in distress on R/T. However, if there is no reply from the
station in distress, it will be necessary to send a DSC ackwnowledgement on the
same distress and safety frequency on which the distress alert was received. The
nearest coast station must then be informed by any suitable communication means
or by sending a distress alert relay.

The same action must also be taken in the event that the DSC distress alert is
repeated. DSC distress alerts are automatically repeated after an interval of 3
1/2
to
4
1/2
minutes until cancelled by the reception of a DSC distress alert
acknowledgement. The repeat of the DSC distress alert means the NO DSC
acknowledgement by a coast station was received by the ship in distress. Making
the acknowledgement via DSC will halt the transmission of further DSC distress
alert signals from the ship in distress.

Such a situation could occur, for example, if a VHF or MF DSC distress alert was
transmitted in sea area A3 where the most appropriate form of distress alert,
acknowledgement and shore-to-ship distress alert alert relay would normally be via
satellite (see sections 11 and 12 regarding Inmarsat systems and promulgation of
Maritime Safety Information).

In sea areas A4, special care is needed to avoid making spurious distress alert relays
or cancelling the distress alert prematurely by sending a DSC acknowledgement.

Note that, because of the possibility of HF transmission being received at some
locations but not at others (being in the skip zone, for example see section 3), it
should not be assumed either that a particular coast station has also received the
distress alert or that the lack of acknowledgement implies that none was sent.

A ship station receiving an HF distress alert should therefore NOT acknowledge but
set watch on the HF R/T (or NBDP, if indicated in the distress alert) distress and
safety traffic frequencies associated with the DSC distress and safety calling
frequency on which the distress alert was received. If no acknowledgement is
received within 5 minutes then the distress alert should be relayed by any suitable
means to an appropriate coast station or coast earth station.

In the event that it is deemed necessary to send a DSC distress alert relay on HF,
transmissions should be made on one band at a a time and communications
GMDSS GOC .96
established with any responding ships before repeating the DSC distress alert relay
on other band. This procedure is necessary to avoid causing confusion on other
ships as to which band will be used for subsequent distress traffic.

A ship station which transmits a distress alert acknowledgement or a distress alert
relay on a DSC distress and safety calling frequency shall use the same message
format as given above for the transmission of a distress alert acknowledgement or
relay by a coast station using DSC.

On some equipment, it is possible to select <Relay>after the DSC distress alert
message has been displayed. In this case, the operator has to determine where best
to address the distress relay and frequencies to use ; the original distress message is
then automatically included in the relay.

Note NEVER, UNDER ANY CIRCUMSTANCES, ATEMPT TO USE THE DSC
EQUIPMENT TO RELAY A RELAYED DISTRESS ALERT. SUCH ACTION
CAN INITIATE A CHAIN OF MISLEADING RELAYS AND RESPONSES TO
SEVERAL RCCs.

On other equipment, it will be necessary to make a manual relay, where all of the
relavant details about the incident have to be entered by the operator.

A single-frequency or a multi-frequency call attempt can be used for a relay.


Transmission of a Distress Alert by a Station Not Itself in Distress



The circumstances in which a ship station should transmit a distress alert relay in
response to distress alert which does not appear to have been to received and acted
upon by a coast station have been covered above.

In other cases also, a ship station may have a duty to initiate a distress alert even
though not itself in distress. In particular, a ship station which learns that a mobile
unit is in distress is obliged to initiate and transmit a distress relay in any of the
following cases :

(a) when the mobile unit in distress is unable to send a distress alert itself ;
(b) when the master or other person responsible for the ship not in distress
considers that further help is necessary .

The message format to be used in these circumstances is the same as described
above for the transmission of a DSC distress alert relay.

Note Again, it must be absolutely clear that the station transmitting the distress alert
GMDSS GOC .97
relay is not itself in distress


Acknowledgement of a DSC Distress Alert Relay Received from Coast Stations

Ship stations which receive a DSC distress alert relay call that is transmitted by a
coast station should acknowledge receipt of the call using R/T on the R/T distress
and safety traffic frequency in the same band as the distress and safety calling
frequency on which the shore-to-ship distress alert relay was received.

The acknowledgement should use the following format :

MAYDAY
MMSI or CALL SIGN ot the calling coast station
THIS IS
MMSI or CALL SIGN or other IDENTIFICATION of own station
RECEIVED MAYDAY

CANCELATION PROCEDURES FOR FALSE DISTRESS ALERTS

VHF

( 1) Switch off the transmitter immediately if the false alert is detected during
transmission.
(2) Switch equipment on and set to channel 16.
(3) Make broadcast to All stations, giving the ships name, call sign and MMSI
number, and cancel the false distress alert.



GMDSS GOC .98
Example:

ALL STATIONS (X3)
THIS IS
NAME, CALL SIGN, MMSI NUMBER
POSITION
Cancel my distress alert of
DATE, TIME UTC
=Master NAME, CALL SIGN, MMSI NUMBER
DATE TIME UTC

MF

(1)Switch off the transmitter immediately if the false alert is detected during
transmission.
(2)Switch equipment on and set to 2182 kHz.
(3)Make broadcast to All stations, giving the ships name, call sign and MMSI
number, and cancel the false distress alert.

GMDSS GOC .99
Example:

ALL STATIONS (X3)
THIS IS
NAME, CALL SIGN, MMSI NUMBER
POSITION
Cancel my distress alert of
DATE, TIME UTC
=Master NAME, CALL SIGN, MMSI NUMBER
DATE TIME UTC

HF

Use the same procedure as for MF, but the alert must be cancelled on all of the
frequency bands on which the alert was transmitted. The transmitter should
therefore be tuned consecutively to the radiotelephone distress frequencies in the 4,
6, 8, 12 and 16 MHz bands, as necessary.

N.B. AVOID SENDING FALSE ALERTS ! THE DSC DISTRESS ALERT
WILL BE RECEIVED AT GREATER DISTANCES THAN THE
CANCELATTION BY THE WYDER BANDWIDTH RADIOTELEPHONE
TRANSMISSION




GMDSS GOC .100
EXAMPLE SITUATIONS (1.25):


1. Receive DSC distress alert on channel 70 or 2187.5kHZ in sea areas A1 or A2.

Action :
- Tune VHF transceiver to channel 16 and MF transceiver to 2182 kHz.
- Log information and inform the master.
- Wait for up to 3 minutes for a coast station to acknowledge by DCS on Channel
70 or 2187.5 kHz.
- Acknowledge by R/T on channel 16 or 2187.5 kHz, as appropriate.

2. Receive DSC distress alert on channel 70 or 2187.5kHZ in sea areas A3 or A4.

Action :
-Tune VHF transceiver to channel 16 and MF transceiver to 2182 kHZ.
-Log information and inform the master.
-Acknowledge by R/T on channel 16 or 2182 kHz, as appropriate.
-If no coast station acknowledgement or shore-to-ship distress alert relay is received
and there is no reply to the R/T acknowledgement in the above cases, that
acknowledge the distress alert using DSC on the same frequency or channel as that
upon which the alert was received. (This will stop the equipment on the vessel in
distress from continuing to transmit the distress alert). Then make a distress alert
relay to the most appropriate coast station or coast earth station by any means at
your disposal.

3.Receive DSC distress alert on an HF distress and safety calling frequency.

Action :

-Do not make immediate acknowledgement !
-Tune to the HF R/T distress and safety traffic frequency in the same band as the
distress alert was received.
-Log information and inform the master.
-If no coast station acknowledgement or shore-to-ship distress alert relay is received
within 3 minutes, or if further DSC distress alerts are received from the vessel in
distress, then relay the distress alert to the most appropriate coast station or coast
earth station by any means at your disposal.




GMDSS GOC .101
DSC URGENCY AND SAFETY PROCEDURES


DSC Procedures for Urgency and Safety Calls


DSC on the distress and safety calling frequencies be used by may coast stations
and ship stations to announce the impending transmission of urgency, vital
navigational or safety messages by R/T or NBDP. The DSC distress and safety
frequencies 2187.5 kHz on MF and 156.525 MHz/channel 70 on VHF are the most
likely to be used to announce urgency or safety messages. If appropriate, HF DSC
distress and safety frequencies may be used.

To transmit the actual message, ship stations should use the R/T or NBDP distress
and safety traffic frequencies in the same band in which the DSC announcement
was transmitted. Coast stations may use a working channel to transmit a long
safety message when using MF or VHF, but would normally use a distress and
safety traffic frequency for urgency messages.

Care should be taken to avoid overloading the DSC distress and safety frequencies,
and coast stations should not use DSC to announce transmissions which take place
at scheduled times.
N.B. Urgency messages concern the safety of a ship, aircraft, vehicle or person.
Safety messages concern important meteorological or navigational information.

The DSC call may be addressed to "All Ships or to individual stations and will
indicate which frequency and method, i.e., R/T or NBDP, is to be used to send the
subsequent message. The urgency or safety message may be sent on the distress and
safety traffic frequency or channel in the same band in which the DSC
announcement call was sent, providing that this does not obstruct more important
communications or conflict with the silence periods (see page 58-5). An
appropriate working frequency or channel should therefore be used for long
messages.

In particular, the announcement and identification medical transports",
as defined by the Geneva Conventions and Additional Protocols, 12 August
1949, should be made on the appropriate OSC distress and safety calling
frequencies, using the following call format:

Format Specifier: ALL SHIPS
Category : URGENCY
Telecomand : MEDICAL TRANSPORT

The general procedures for urgency and safety communications, including medical
transports and obtaining medical advice, are discussed in more detail in section 9.

GMDSS GOC .102

TRANSMISSION OF URGENCY AND SAFETY MESSAGES

The two stages to the transmission of Urgency and Safety Messages using DSC
procedures comprise:

(1) Announcement of the urgency or safety message using a DSC distress and
safety calling channel, usually on MF (2187.5 kHz) or VHF (channel 70) in the
following format:
Format Specifier: ALL SHIPS or MMSI (receiving station)
Category: URGENCY or SAFETY
Self Identification: MMSI (transmitting station)
Frequency: WORKING FREQUENCY/CHANNEL Subsequent
Communications: RIT (default) or NBDP

(2) Transmission of the urgency or safety message on an appropriate channel, as
specified in the DSC call, according to the following protocols:

R/T

PAN PAN (urgency) (x 3) or SECURITE
(safety) (x 3) ALL STA TIONS (x 3) or
CALLED STA TION (x 3)
MMSI and CALL SIGN/ IDENTIFICATION of transmitting station (x 3)
[Content of the urgency or safety message]

NBDP

Use FEC mode (ARQ may be used if the message is addressed to a specific
station)
< carriace return > + < line feed > or < RETURN >(to advance paper)
< letter shift> or <Caps lock>
PAN PAN (urgency) or SECURITE (safety)
THIS IS
MMSl and CALL SIGN/IDENTIFICATION of
transmitting station (x 3)
[Text of the urgency or safety message]

Reception of Urgency and Safety Messages

Following receipt of a DSC urgency or safety call announcing a message addressed
to All Ships", the frequency or channel indicted for the message should be
monitored. The DSC urgency/safety All ships announcement itself should NOT,
however, be acknowledged.
GMDSS GOC .103
TEST 6.1.
No. VHF DSC CONTROLLER
ANSWER
6.1.1.


Give a brief description of the functions of the VHF
DSC controller.


6.1.2.


What is the ship-to-shore DSC distress alerting
channel/frequency on VHF?


6.1.3.


An inadvertent DSC distress alert has been transmitted
on DSC VHF. Which frequency/VHF channel shall be
used when transmitting the cancellation message?


6.1.4.


In what publication can you find the working
frequencies for foreign coast stations.


6.1.5.


What is Constanta Radios MMSI number?



6.1.6.

What is MID?
What is MID for Romania?


6.1.7. What is MMSI?


6.1.8. Explain how a ship stations MMSI number is built up?


6.1.9. Explain how a coast stations MMSI number is built up?


6.1.10. A certain station has MMSI number 002640570. What
kind of station is this?

GMDSS GOC .104

6.1.11. A station has MMSI number 211909000. What kind of
station is this?


6.1.12. Is test transmissions allowed on the DSC VHF channel?


6.1.13. Which modes of emission should be used on
VHF DSC channel?

6.1.14. Which categories of traffic can DSC VHF
channel 70 be used for?

6.1.15. You receive a DSC distress alerting on VHF. Where are
you supposed to listen for the complete distress
message, and where should you acknowledge?


6.1.16. What is the key word for urgency message?


6.1.17. What is the key word for safety message?


6.1.18. What is the key word for distress message?
6.1.19. Distress situation:
Position (Ships position Sea Area 1)
Time (actual UTC time)
Nature of distress: fire/explosion;
DSC VHFdistress frequency: 156.525 MHz (channel
70)
You are to edit the above information on the DSC
equipment, and send the distress alert. Describe the
correct procedure.



GMDSS GOC .105
TEST 6.2.
No.

o
MF/HF DSC CONTROLLER
ANSWER
6.2.1.


Which frequency is assigned as the telepfony
communications distress on the MF band?


6.2.2.


Which frequency is assigned as telex distress
communications on the 2 MHz band?


6.2.3.


Which frequency is assigned as DSC routine calling on
the 2 MHz band?


6.2.4.


Which frequency is assigned as DSC distress, urgency
and safety calling on the 2 MHz band?


6.2.5.


Which frequency is assigned as DSC distress, urgency
and safety calling on the 4 MHz band?



6.2.6.

Which frequency is assigned as DSC distress, urgency
and safety calling on the 6 MHz band?


6.2.7. Which frequency is assigned as DSC distress, urgency
and safety calling on the 8 MHz band?


6.2.8. Which frequency is assigned as DSC distress, urgency
and safety calling on the 12 MHz band?


6.2.9. Which frequency is assigned as DSC distress, urgency
and safety calling on the 16 MHz band?

GMDSS GOC .106

6.2.10. Which frequency is assigned as the telepfony
communications distress on the 4 MHz?



6.2.11. Which frequency is assigned as telex distress
communications on the 4 MHz band?


6.2.12. Which frequency is assigned as the telepfony
communications distress on the 6 MHz?


6.2.13. Which frequency is assigned as the telepfony
communications distress on the 8 MHz?


6.2.14. Which frequency is assigned as telex distress
communications on the 12 MHz band?


6.2.15. Which frequency is assigned as the telepfony
communications distress on the 16 MHz?


6.2.16. Which frequency is assigned as telex distress
communications on the 16 MHz band?




GMDSS GOC .107

REVISION QUESTIONS (1.25)
1. What do the following signify:
(a) 002321000 ?
(b) 232100000 ?
(c) 023210000 ?


2. Which of the following is an MMSI number used in a DSC controller for a British
registered ship?
(a) 1440512
(b) 45509
(c) 232182000
(d) 423200176

3. What would be the lnmarsat-C number for the vessel in question 2 above?

4. (a)Give an example of a Group Station ldentity MMSI number, which will allow for
the calling of more than one ship station simultaneously.
(b)Does this allow for group calls to fleets containing more than one nationality of
ship?

5.What is the purpose of the following frequencies:
(a) 2177 kHz ?
(b) 2187.5 kHz ?
(c) 2189.5 kHz ?
(d) 8414.5 kHz ?
(e) channel 70 ?

6. What is the maximum power output that should be used to make a routine call on
channel 70 addressed to "All Ships ?

7. How often are the following required to be made.
(a) A live DSC test?
(b) An internal DSC test?

8. For routine calls, if no acknowledgement is received after calling a coast station on
DSC, how long should you wait before repeating the call:
(a) for the second time?
(b) for the third time?

9. What does a distress alert indicate?

10. What information is transmitted in a basic DSC distress alert?

GMDSS GOC .108
11. If no acknowledgement is received on DSC following an alert how often will the alert
be repeated?

12. How would a coast station acknowledge a distress alert received on 2187.5 kHz?

13. How would a ship acknowledge a distress alert received on 2187.5 kHz in sea area
A2?

14. If no coast station acknowledgement to a DSC alert is received and no reply to your
R/T acknowledgement is received, what action would you take?

15. What is the format of an R/T acknowledgment to a DSC distress alert?

16. What action would you take if you receive a DSC distress alert on 8414.5 kHz?

GMDSS GOC .109












SECTION 7

TELEX (NBDP) PROCEDURES
GMDSS GOC .110
GMDSS GOC .111
S7.
TELEX (NBDP) PROCEDURES

Maritime Telex Operation

This section covers MF and HF telex procedures.

NBDP means Narrow-Band Direct Printing and is used for marine telex
transmissions. Sometimes this is also known as direct-printing telegraphy.

Modes of Operation

Three modes of operation are used dependant upon the message destination, i.e.,
whether the message is addressed to one specific station or to all stations:

ARQ Mode - For communication between two stations. In this mode the
receiving telex checks the incoming code groups representing the first three
characters and if these are correct it requests the sending telex to send the next
three characters. If a group is received incorrectly, the receiving telex requests
a repeat of the last group, i.e., ARQ = Automatic request for repeat.

FEC Mode - For communications to All Stations . Sometimes known as
Broadcast FEC ( B-FEC ), or collective FEC. This mode would be used, for
example, for distress traffic or for NAVTEX broadcasts. The information is sent
continuously with a continuous repeat five characters later, i.e., FEC = Forward
Error Correction. The receiving telex waits for each repeated character and,
providing one of the two characters conforms to the correct code, the character
is printed.

SELFEC Mode - Used for transmission from one station to another, specific,
station. Similar in operation to B-FEC but normally used by a coast station to
transmit to a ship in port whose transmitter is not available. SELFEC =
SELective FEC.
GMDSS GOC .112

Calling Techniques

Telex calls to coast station can be made manually by entering the stations
SELCALL number, e.g., 3220 for UK, and then entering manually the transmit
and receive frequencies. In some units it is possible to enter the ITU channel
number for HF operation.

When communication has been established, various command codes can be
used dependant upon the purpose of the call or the service required. An example
is shown later of a direct telex call to a shore-based subscriber.

Fully automatic calls can also be made in which the operator selects first the
coast station, from a pre-programmed list; next the required message for
transmission time. The equipment then the transmission time. The equipment
then chooses the most appropriate free channel and sends the message.

With modern telex terminals it is usual to program in the stations with which the
ship is likely communicate so that the required station can be simply selected
from a list. .Similarly, the stations frequencies are also stored and the
equipment may recommend an appropriate frequency, depending upon time of
day and upon the signal path. Individual manufacturers manuals should be
consulted for further details.

If possible, the message should be prepared in advance, either by pre-punching
a paper tape or by typing the message into memory, with the telex terminal in
local mode. This allows editing of the message before transmission. The
modern type of telex terminal with VDU and electronic memory can provide
excellent editing facilities but, previously, the very limited medium of punched
paper tape had to be used to prepare, store and telex messages.

The telex message format should generally include the following information:

- the destination company and/or name of the addressee.
- the name and title of the message originator.
- a message reference number and/or the subject of the call.
GMDSS GOC .113
- the text of the message.

Part of good communication technique is to choose the best time to make telex
calls, wherever possible, considering the following factors:
- avoidance of congestion by calling outside peak hours.
- the local time difference between the ship and the called subscriber, in
order to avoid inconvenience and delay.


Calling Procedure

To establish communications with a coast station, use the following procedure:

(1). Select paired frequency channels, using the ITU List of Coast Stations
or appropriate nationally recommended publications ( some stations
emit channel free signal in A1A/F1B mode when channel is idle, such
as their call sign in Morse code followed by a telex signal ).

(2). Key in the coast station SELCALL number, e.g., 3220.

(3). Initiate the NBDP call in ARQ mode. If your call is accepted, you
should receive the stations answerback, e.g., Portishead Radio has
answerback 3220 Auto G.

(4). Send the ship stations answerback (often this done automatically ).
An example of a ship station answerback is 45656 GBLW X.

The ship then receives, for example, an indication of whether or not there is
traffic held for it at the coast station, followed by the invitation sent as the
code GA+? to GO AHEAD with the communication.

Once communication has been established, the services provided by the coast
station may be accessed by sending the command code for the service required.
A list of standard command codes is given in Table 7-1.

For example, a telex connection to a distant shore-based subscriber would use
the command code:

GMDSS GOC .114
DIRTLX [ country code ] [ national telex number ],
e.g.,

DIRTLX 065 426358+,

where:

065 = the telex country code for Romania

426358 = the called subscribers national telex number

+ = character that terminates the telex number and initiate the call

After an exchange of answerbacks, and upon receipt of the MESSAGE code
MSG+, the ship sends its traffic. Usually, previously prepared messages will be
selected for transmission by following the instructions on the telex VDU screen
or, on some older terminals, by using the punched paper tape reader. However,
it is also possible to type in messages directly from the keyboard.

To disconnect the circuit to the shore-based subscriber, the operator should key
in code KKKK. The coast station should then respond with a date/time group
and call duration, followed by an invitation to continue, i.e., GA+?

To close the link with the coast station, the operator should key in the code
BRK+ and return the telex terminal to the STANDBY condition.

International Telex Service Codes

A list of facility codes and abbreviations is show in the ITU List of Coast
Stations and other publications produced by national administration and service
providers. The more commonly used codes are show in Table 7-2.







GMDSS GOC .115
Ineffective Calls


In the event of an ineffective call attempt when calling from a manual terminal,
a non-delivery service signal code will be returned with the meaning stated in
Table 7-2. The operator needs to consider this information in order to determine
how best to proceed.

If OCC or NC are returned then the difficulty may be assumed to be temporary
and the call should be attempted again after waiting for a minute or so.

A longer wait of at least 5 minutes will be necessary if, as indicated by the code
DER, the called subscribers terminal is shown as out of order . The problem
at the distant terminal may be relatively minor, e.g., paper or ribbon being
replaced, and therefore soon remedied. However, if subsequent calls still fail
then the problem is more serious and the Telex Enquiry Service should be
informed.

If any of the service signal codes ABS, NA, NP or NCH are returned, the first
step should be re-check the subscribers number and try again. If the same
service signal is returned again, the problem should be referred to the Telex
Enquiry Service since it is unlikely to be cleared quickly.







GMDSS GOC .116

Table 7.1: Telex command codes

COD DESCRIERE
AMV Message to be sent to AMVER ( see page S8-9 )
BRK Radio path to be immediately disconnected
DATA [number] Message to be forwarded by the coast station, using data
facilities, to the PSTN subscriber number indicated
DIRTLX [number] Direct telex connection to the indicated telex subscriber
number is required
FAX [number] Message to be forwarded as facsimile, via the PSTN, to the
subscriber telephone number indicated
FREQ Message contains the frequency on which the ship is
keeping watch
HELP List of the available system facilities is required
immediately
INF Information is immediately required from the coast
stations database
KKKK Network connection should be cleared whilst
maintaining the radio path; further
messages/communications should follow immediately
MAN Message is to be stored and forwarded manually to a
country where an automatic telex connection is not
available
MED An URGENT medical message follows
MSG Message held by the coast station need to be sent
immediately
MULTLX [number 1]
[number 2 ]
Direct telex connection to multiple ( i.e., at least 2 ) telex
numbers is required
MULTLXA As MULTLX, but advice of delivery also required
NAV Current navigational warning messages required
GMDSS GOC .117
OBS Meteorological message to be sent to the appropriate
meteorological organization(s)
OPR Connection through a manual assistance operator required
POS Message contains the ships position: assists automatic
transmission and reception of messages by the coast
station, e.g., for selection of optimum traffic frequency
( see page S3-8 ) and directional antennas
RDL Redial the last telex number indicated by DIRTLX

RPT [ identifier ] Retransmission of an earlier broadcast message, sent in
FEC mode, is required in ARQ mode; the specific
message must be referenced using the appropriate
message identifier
RTL Message is to be forwarded as a radio telex letter
STA Ship station requires an immediate status report of the
store-and-forward messages it has sent; individual
messages may be referenced by adding the appropriate
message identifier
STS
[SELCALL/MMSI]
Message is to sent via the coast station store-and-forward
facility to a specific ship identifier by a SELCALL or
MMSI number
SVC Service message intended for subsequent manual
attention
TEL [number] Message to be relayed by voice from the coast station
to the telephone number indicated
TGM Message to be forwarded as a radio telegram

TLX [number] Message is for immediate connection to a
store-and-forward facility at the coast station
TLXA [number] As TLX, but with advice of delivery to the indicated
telex number using normal shore-to-ship procedures
TRF Information on current tariff applied by the coast
station is required ( automatic service only )
TST A test message text ( e.g., the quick brown fox jumps
over the lazy dog ) is required ( automatic service
only )
URG Emergency use only: the ship station needs to be
connected to a manual assistance operator urgently ( an
GMDSS GOC .118
audible alarm may be activated at the coast station )
VBTLX [number] Message is to be dictated by the coast station to a
voicebank ( voice messaging ) telephone number for
subsequent retrieval by the addressee and duplicated by
telex to the telex subscriber number following the
command code; the telephone number of the voicebank
telephone is included in the first line of the message text of
the message
WX Weather information is required immediately





GMDSS GOC .119
Table 7.2: International Telex Service codes and abbreviations

COD DESCRIERE
ABS Subscriber absent/Equipment off
ADD Please input your international telex number
ANUL Delete
BCT Broadcast call
BK Break ( I cut off )
BMC End of message/transmission not receive; message
cancelled
CFM Please confirm/I confirm
COL Collate please/I collate (repetition of, for example, figures,
mixed figures or sensitive/important information )
CRV Do you receive well?/I receive well
DER Out of order
DF You are in communication with the called subscriber
EXM Connection cleared down (cut off) because paper/tape/other
recording
FMT Format error
GA Go ahead
IAB Invalid answerback received from called party
IMA Input message acknowledgement
INF Called subscriber temporarily unobtainable; call the
information service
ITD Input transaction accepted for delivery
ITL I transmit later
JDE Office closed because of holiday
LDE Maximum acceptable duration or length of the message has
been exceeded
MNS Minutes
MOM Wait/Waiting (a moment)
MUT Message mutilated
GMDSS GOC .120
NA Correspondence with this subscriber is not admitted
NC No circuits
NCH Called subscriber number changed
NDN Non-delivery notification
NI No line identification available
NP The called party is not, or is no longer, a subscriber
NR Indicate your call number/My call number is
OCC Called subscriber is engaged ( occupied)
OK Agreed/Do you agree
PPR Paper
R
Received
RAP
I shall call you back
RDI
Redirected call
REF
Reference of the delivered telex message generated by a
message conversion facility ( CF ) for telex-teletex
interworking
REI
Address validation failure/non-compliant answerback
received
RPT
Repeat/I repeat
RSBA
Retransmission being attempted
SSSS
Change of alphabet
SVP
Please ( sil vous plait )
T or 5
Stop your transmission! ( Repeated until effective )
TAX
What is the charge?/The charge is
TEXT MSG
Please send a text message
THRU
You are in communication with a telex position
GMDSS GOC .121
TMA
Maximum number of addresses exceeded
TPR
Teleprinter
TTX
Designation of the conversion facility ( CF ) for telex-
teletex interworking
VAL
Validation response
W
Words
WRU
Who is there/Who are you?
XXXXX
Error

GMDSS GOC .122
GMDSS GOC .123
REVISION QUESTIONS (1.25)

1. When would the following modes of operation be used:

(a) FEC?
(b) ARQ?
(c) SELFEC?
(d) SELCALL?

2. Where can details of a coast stations Telex frequencies be found?

3. Explain what in meant by the following:

(a) 322O Auto g
(b) 16452 GFUB X
(c) GA+?
(d) KKKK
(e) BRK+
(f) DIRTLX
(g) A1A/F1B

4. What code is used to obtain a whether report by telex?

5. What code is used to obtain a listing of current navigational warnings by
telex?

6. An important telex has been prepared and is to be sent manually for
immediate delivery:
(a) What command code should be used?
(b) What action should be taken if code OCC is received?
GMDSS GOC .124
(c) What action should be taken if code DER is received?

7. What code is used to send a weather report by telex?

8. The telex equipment is behaving erratically; what codes should be used to
obtain a test message from:
(a) A coast station with fully automatic service?
(b) A manually operated coast station?

GMDSS GOC .125
TEST 7.1.
No.


NBDP COMMUNICATIONS

ANSWER
7.1.1.


Give a brief description of the functions of the MF/HF
NBDP terminal.


7.1.2.


Explain the ARQ TELEX mode.


7.1.3.


Explain the FEC TELEX mode.


7.1.4. In what publication can you find the telex working
frequencies for coast stations?.


7.1.5. Define the acronyme TOR.


7.1.6. Define the acronyme NBDP.


7.1.7.


What is Portishead Radios selcall number?



7.1.8.

What is selcall?


7.1.9. What is answerback?


7.1.10. Explain how a ship stations answerback is built up?


GMDSS GOC .126

7.1.11. A certain station has selcall 3220. What kind of station
is this?


7.1.12. A certain station has selcall 10570. What kind of station
is this?



7.1.13. You receive a DSC distress alerting on MF 2187.5 kHz
and the subsequent communications is FEC telex.
Where are you supposed to listen for the complete
distress message, and where should you acknowledge?


7.1.14. What means free signal channels?




7.1.15. What means the following telex service codes: GA+?,
MOM, NC, NDN,WRU?


7.1.16. What means the following telex command codes: BRK,
MSG, DIRTLX[ ], KKKK, WX?






GMDSS GOC .127






SECTION 8

NON-DSC TERRESTRIAL DISTRESS
COMMUNICATIONS
GMDSS GOC .128
GMDSS GOC .129
S8 .
NON-DSC TERRESTRIAL DISTRESS COMMUNICATIONS





DSC alerting in the GMDSS has been explained in section 6. Non DSC
terrestrial distress communications on MF, HF and VHF are described in this
section.

R/T Distress Communications

The designated frequencies for distress, urgency and safety communications in
the MF/HF and VHF bands are:

2182 kHz 8291 kHz
4125 kHz 12290 kHz
621 5 kHz 16420 kHz
156.8 MHz - channel 16

2182 kHz and VHF channel 16 are the two most likely to be used.
The radiotelephone distress procedure consists of:
- the alarm signal (whenever possible) followed by;
- the distress call;
- the distress message.

GMDSS GOC .130
Two-Tone R/T Alarm Signal


The alarm signal is sent on 2182 kHz and comprises alternate tones of 1300 and
2200 Hz, each sent for 250 ms over a period of between 30 and 60 seconds. The
purpose of the signal is to:

(a) Attract the attention of the person on watch..
(b) Activate automatic alarm devices.
(c) Activate a silenced or muted loudspeaker.

The alarm signal may only be used to announce:

(a) That a distress call or message is about to follow.
(b) The loss of persons overboard when the use of the urgency signal
alone does not obtain assistance. The message should be preceded by the
urgency signal.
(c) By a coast station, to announce an urgent cyclone warning, the message
being preceded bv the safety signal.

The two-tone alarm should be used whenever possible before the distress call
and message on 2182 kHz. It should be remembered that most ship stations use
a muted loudspeaker 2182 kHz watch receiver, and nothing will be heard unless
the mute is lifted. Some 2182 kHz watchkeeping receivers automatically lift the
mute during silence periods.


R/T Distress Call

The distress call sent by radiotelephony consists of:


- The distress signal MAYDAY ( x3 );
- THIS IS (or DE, spoken as DELTA ECHO in case of language
difficulties);
- CALL SIGN, NAME or other identification of the station in distress (
x3 ).

The distress signal MAYDAY indicates that a ship, aircraft or other vehicle is
threatened by grave and imminent danger and requires immediate assistance.




GMDSS GOC .131
Distress Message

The message which follows the two-tone alarm (on 2182 kHz) and the call,
must take the following form:

MAYDAY
NAME or CALL SIGN / IDENTIFICATION of station in distress
POSITION (LAT and LONG, or with respect to a known
geographical location)
NATURE OF DISTRESS
KIND OF ASSISTANCE REQUIRED
ANY OTHER USEFUL INFORMATION

The same call and message formats would be used on any R/T distress
frequency.

An example of a complete sequence of a distress transmission from vessel
WANDERER , call sign MMVR :

< Two-Tone Alarm signal>


MAYDAY MAYDAY MAYDAY
THIS IS MIKE MIKE VICTOR ROMEO
MIKE MIKE VICTOR ROMEO
MIKE MIKE VICTOR ROMEO
or
GMDSS GOC .132
THIS IS WANDERER WANDERER WANDERER


MAYDAY
WANDERER MIKE MIKE VICTOR ROMEO
I AM 3 MILES SOUTH OF CHICKEN ROCK
FIRE AND EXPLOSION IN ENGINE-ROOM
REQUIRE IMMEDIATE ASSISTANCE FIFTEEN
PERSONS ON BOARD
OVER

Further Information

Any Other useful information (some of which may be sent later if conditions
permit) is:

(1) Master's intentions
(2) Type of cargo (if dangerous)
(3). Weather and sea condition
(4) Time of abandonment
(5) Number and type of survival craft
(6) Number of persons abandoning/staying on board
(7) Details of location aids in survival craft or sea.


Distress Acknowledgement


A ship, upon receiving an R/T distress call and message from another ship
which is, without doubt, in its vicinity should acknowledge receipt immediately
unless it is in sea areas A1 or A2, when time should be given-for the coast
station to acknowledge.

GMDSS GOC .133
Where the station in distress is without doubt a long distance away, then
acknowledge, and relay to the nearest coast station, only if no other
acknowledgement has been heard.

In the case of an R/T distress call received on an HF distress frequency,
remember that HF transmissions may be received at some locations but not at
others (being in the skip zone, for example - see section 3). Therefore it should
not be assumed either that a particular coast station has also received the
distress alert or that the lack of an acknowledgement implies that none was sent.

The acknowledgement takes the following form:

MAYDAY
CALL SIGN or IDENTIFICATION of station in distress (x 3)
THIS IS (or DE, spoken as DELTA ECHO in case of language difficulties)
CALL SIGN or IDENTIFICATION of own station (x 3)
RECEIVED (or RRR, spoken as ROMEO ROMEO ROMEO in case of language
difficulties)
MAYDAY


Subsequent Communications

Every ship which acknowledges receipt of a distress message shall comply with
Regulation 10 of SOLAS chapter V, as amplified by the MERSAR Manual. The
master of a ship proceeding to the scene of a distress incident shall transmit, as
soon as possible, the following information :
GMDSS GOC .134

MAYDAY
ALL STATONS
NAME
POSITION
COURSE AND SPEED
ETA AT DISTRESS POSITION
Note Before transmission, the operator must ensure that no interference can be
caused to stations which are in a better position to render assistance to the
station in distress.


Mayday Relays

Stations NOT THEMSELVES in distress which learn that a ship, aircraft or
other vehicle is in distress may transmit a distress relay message, but ONLY in
the following circumstances:

(a) when the station in distress is not itself in a position to transmit the
distress message;

(b) when the master or other person responsible for the station not in
distress considers that further help is necessary;

(c) when, although not in a position to render assistance, the station has
received a distress message which is believed not to have been
acknowledged.

Such a distress relay, would normally be sent on 2182 kHz, channel 16 or any
other R/T distress frequency, (see section 6 for the DSC distress relay
procedure).

The distress relay call consists of:



GMDSS GOC .135
MAYDAY RELAY (x 3)
THIS IS (or DE, spoken as DELTA ECHO in case of language difficulties)
CALL SIGN or IDENTIFICATION of relaying station (x 3)
FOLLOWING RECEIVED FROM
CALL SIGN or IDENTIFICATION of station in distress
ON [method and/for frequency] AT [date, time (UTC)]

This would then be followed by a repeat of the ORIGINAL DISTRESS
MESSAGE.

Ships making a distress relay call should ensure that a suitable coast station is
informed of the original distress communications.

If relaying specifically to a coast earth station, the lnmarsat terminal should be
set to distress priority, i.e., level 3 (see section 11).

Note NEVER substitute the name of the relaying station for that of the
station in distress, even when identification is difficult. If the station in
distress cannot he identified, it should he referred to as "Unidentified
Trawler or Unidentified Helicopter, for example.

Silence Periods

For 3 minutes, from each hour and each half-hour, all transmissions other than
those for distress are forbidden in the band between 2173.5 and 2190.5 kHz.
Operators must make a point of listening on 2182 kHz during these periods.


GMDSS GOC .136
The NBDP and DSC distress frequencies 2174.5 kHz 2187.5 KHz are also
inucled within this band.

The silence periods do not, however, apply to the DSC frequencies for
intership/international shore-to-ship general calling, 2177 kHz, and
international ship-to-shore general calling, 2189.5 kHz.

Time Signals

Time signals should be obtained daily to check the accuracy of the radio /
bridge clock and the internal clocks within the various equipments. One reason
for doing this is so that the silence periods are observed accurately. Standard
time signal stations and their characteristics are listed in ITU List of
Radiodetermination and Special Service Stations.

NBDP Distress Procedures

MF and HF frequencies are available for distress, urgency and safety traffic
using NBDP, i.e.,

2174.5 kHz 8376.5 kHz
4177.5 kHz 12520 kHz
6268 kHz 16695 kHz
It is not intended that NBDP (radiotelex) be used as the primary method of
distress alerting. It is more likely that it will be used to give "hard copy" during
distress traffic following an alert or call on some other channel. The frequency
2174.5 kHz is most likely to be used for on-scene distress traffic.


GMDSS GOC .137

All messages must be preceded by at least:
< carriage return > + < line feed > or < RETURN >
(to advance paper)
<letter shift> or <Caps lock>
The distress signal MAYDAY

Forward error correction "FEC mode" should be used so that all stations can
listen in, although "ARQ mode" may be used between two specific stations if
necessary.


NBDP Acknowledgement

Acknowledgments to distress alerts and calls are normally made by ships using
R/T in the sarne band as the original signal. NBDP techniques, however, could
also be used, especially if no response was obtained on R/T.
The format will take the following form:

MAYDAY
CALL SIGN or IDENTIFICATION of station in distress
DE
CALL SIGN or IDENTIFICATION of acknowledging station
RRR MAYDAY
GMDSS GOC .138

GENERAL SEARCH AND RESCUE
COMMUNICATIONS

Distress/SAR Traffic

Distress traffic consists of all messages relating to the immediate assistance
required by a ship in distress, including search and on-scene communications. The
control of traffic is initially the responsibility of the station in distress but is usually
transferred, when, appropriate, to a properly equipped station such as a local coast
station - normally the RCC (Rescue Co-ordination Centre) designated in the
GMDSS Master Plan.

Radiotelephone Procedures During Distress Working



The distress signal MAYDAY should precede all distress traffic. The controlling
station may impose silence on any interfering stations by using the term:

SEELONCE MAYDAY

Other stations may impose silence by using the term

SEELONCE DISTRESS

When complete silence is no longer necessary, the controlling station, may indicate
that restricted working may be resumed by sending the following :


GMDSS GOC .139
MAYDAY
HELLO ALL STATIONS (x 3)
(or CQ, spoken as CHARLIE QUEBEC in case of language difficulties (x3))
THIS IS(or DE, spoken as DELTA ECHO in case of language difficulties)
CALL SIGN or IDENTIFICATION of sending station
TIME
NAME and CALL SIGN of station in distress
PRUDONCE (pronounced as French word 'prudence)
PRUDONCE" means: Distress in force, but restricted working may be resumed.
When "normal working" may be resumed, the controlling station transmits a similar
message but ends with:

SEELONCE FEENEEY

instead of :

"PRUDONCE"


NBDP Procedures During Distress Working


The controlling station may also impose silence on interfering stations by sending
the radiotelex message:

SILENCE MAYDAY

Any other station may also impose silence, if it is necessary to do so, by using:

SILENCE DISTRESS

The NBDP message format used to indicate that 'normal working" may be resumed
is:

GMDSS GOC .140
MAYDAY
CQ
DE
CALL SIGN or IDENTIFICATION of sending station
TIME
NAME and CALL SIGN of station in distress
SILENCE FINI

Supplementary Calling During Distress Working


In Regions 1 and 3, and in Greenland, the frequency 2191 kHz is used as a
supplementary R/T calling frequency when 2182 kHz is being used for distress,
with the coast station's broadcast frequency being used for the reply. Both stations
would then change to normal working channels.

In the United States, the frequency 4125 kHz is authorized for common use by
coast stations and ship stations for R/T communications on a simplex basis
provided that the power does not exceed 1 kW.

The frequencies 4123 kHz and 6215 kHz may also be used in simplex mode for
general call and reply purposes by coast and ship stations provided that the power
does not exceed 1 kW.

N.B. Since 4125 kHz and 621.3 kHz are both designated for use for distress
and safety traffic, the use of these frequencies for other purposes is subject to the
condition that no harmful interference shall be caused to distress, urgency and
safety communications.



GMDSS GOC .141
On Scene Co-ordination


In a distress or SAR situation it may be necessary for one of the participating
stations to assume the role of On-scene Commander (OSC), and Co-ordinator
Surface Search (CSS). If specialised SAR units (lifeboats, aircraft or war ships) are
at the scene then one of those units should assume the role of OSC or CSS, or both.
The duties of the OSC and CSS are many and varied; ship masters, mates and radio
operators should therefore familiarize themselves with the IMO Merchant Ship
Search and Rescue Manual (MERSAR).


On-Scene Communications

These are communications between the vessel in distress and other mobile units
engaged in search and rescue. Control of on-scene communications is the
responsibility of the OSC or the CSS, one duty being the nomination of the
frequencies to be used. Simplex transmissions shall be used so that all information
is shared. The preferred frequencies in radiotelephony for on-scene
communications are channel 16 (156.8 MHz) and 2182 kHz.

The frequency 2174.5 kHz in the FEC mode may also be used for ship-to-ship
on-scene communications using NSDP, especially in a hard copy printout is
required.

Ship stations may communicate with aircraft stations for distress and safety
purposes. In addition to channel 16 (156.8 MHz) and 9182 kHz, the following
frequencies for on-scene communication between ships and aircraft may be used:

3023 kHz 5680 kHz

4125 kHz channel 6

GMDSS GOC .142
The frequency 4125 kHz would normally be used in the first instance between
SAR aircraft and ships. If contact on this frequency is not possible, aircraft will use
3023 kHz.

The aeronautical band frequencies 121.5 MHz and 123.1 MHz may also be used in
mode of emission A3E; the former for the purposes of distress and urgency only,
the latter for SAR operations.


Many organizations exist world-wide which are involved directly or indirectly in
Search and Rescue (SAR) at sea.

As a backup to these organizations, all over the world a number of ship reporting
systems are in use.

For example, in the English Channel a ship movement report system is in existence
on VHF channel 16 (see ALRS Vol. 6 for details).

On a worldwide basis, the AMVER organization (Automated Mutual Assistance
VEssel Rescue System), operated by the U.S. Coast Guard, provides aid to SAR
efforts. AMVER started in 1958 as a computer-based search and rescue
information system for the North Atlantic Ocean but has now grown into a world-
wide safety network covering every ocean.

GMDSS GOC .143
All vessels are encouraged to send details of their voyage and periodic position
reports to the AMVER centre in New York via selected coast stations or via an
lnmarsat CES. When a distress occurs, the AMVER computer can inform the
relevant SAR authorities about which ships are in the area [see the ALRS Vol. 1 (i)
for details].

The AMVER computer database relies on voluntary information provided by ships
on their position and route. There are four types of report in the AMVER system,
viz.

(1) Sailing Plan, containing complete routeing information, which should be sent
within a few hours of leaving port;

(2) Position Report, sent within 24 hours of departure and updated at least every
48 hours until arrival in port;

(3) Deviation Report, which should be sent whenever a material change to the
planned route, affecting the accuracy of previously supplied information, occurs;

(4) Arrival Report, which should be sent upon arrival in port.

The type of report is identified in the first line of the AMVER message, using the
format:
AMVER/[report type]//
using the two-letter codes SP (Sailing Plan), PR (Position Report), DR (Deviation
Report) or FR (Arrival (Final) Report), e.g.,

AMVER/PR//

A standardised report format is used for the actual message, based on 'report lines'
in which letters of the alphabet are used to prefix and identify the type of
information which follows. The 'A' line, for example, identifies, by name and call
sign, the ship sending the report, as in:


GMDSS GOC .144
A/SEALAND MARINER/KGJF//

Discrete data elements, such as the vessel name and call sign above, are separated
by a single slash (/) and the complete report line is terminated bv a double slash (//).

There are fifteen types of report lines which mav be used to construct AMVER
messages. These are described in detail in the AMVER Ship Reporting System
Manual.

The Japanese Ship Reporting System CASREP) provides a parallel voluntary ship
reporting service to AMVER around Japan. All vessels navigating in the JASREP
service area are encouraged to participate.

Ships intending to participate in both JASREP and AMVER systems may send
their reports to either one, since information may be exchanged between both
systems upon request. The JASREP message follows very closely that of AMVER.

The Australian Ship Reporting System (AUSREP) is compulsory for Australian
registered commercial vessels and for foreign vessels on voyages between
Australian ports. For those ships participating in AUSREP, messages may be
forwarded to AMVER upon request.

They are more report line possibilities in the AUSREP message structure, but
otherwise the message format is very similar to that of AMVER.

Reports to AMVER, AUSREP and JASPEP are free of charge to the ship station
GMDSS GOC .145
concerned if sent via coast stations which have declared a no-charge arrangement.
However, the details of message structure, frequency of use and abatement of
charges are subject to change.

For up-to-date information on operational details and charging policies, consult the
following :

AMVER

AMVER MARITIME REL.ATIONS OFFICE
BUILDING 110, Box 26
GOVERNORS ISLAND, NEW YORK
10004-5034 U.S.A.
Tel: + 1 (212) 668-7762
Fax: +212) 668-7684
Telex: 127594 AMVERNYK

AUSREP

MARITIME RESCUE COORDINATI(DN CENTRE
AUSTRALIAN MARITIME SAFETY AUTHORITY
P.O.Box 11O8
BELCONNEN, ACT 2616
AUSTRALIA
Tel: + 61 (0)6 253 4411
Fax: + 61 (0)6 257 2036
Telex: 62349 MRCCAUS AA

JASREP

JAPANESE MARITIME SAFETY AGENCY HQ COMMS STATION
1-3 KASUMMIGASEKI
2-CHOME
CHIYODA-KU
TOKYO
100 JAPAN
Tel: +81 (0)3 3591 9000
Fax: +81 (0)3 3591 9000
Telex: 2225193 JMSAHQ
MMSI: 00431001
GMDSS GOC .146

GMDSS GOC .147

REVISION QUESTIONS (1.25)

1. State the purpose of the two-tone alarm.
2. When may the two-tone alarm signal be used?
3. What does the distress signal "MAYDAY" indicate?
4. What is the format of a distress message?
5. What is the purpose of the "any other useful information", which may be
included in the distress message ?
6. What is the format of an RIT distress acknowledgement?
7. What information should be sent to a vessel in distress following an
acknowledgement ?
8. What do the following terms signify :
(a) RCC?
(b) Prudonce?
(c) Seelonce Feenee?
(d) Seelonce Mayday?
(e) Seelonce Distress?
(f) AMVER?
9. Under what circumstances may a ship send a distress message when it is not
itself in distress?
10. In question 9 above, what form would the call take?
11. What is the format of a distress acknowledgement using NBDP?
12. What is the format of the message sent on, e.g., channel 16 to indicate that
normal working may be resumed?
13. State the function of the following :
a. channel 6
b. channel 16
c. 5680 kHz
d. 2174.5 kHz
e. 3023 kHz
GMDSS GOC .148

GMDSS GOC .149













SECTION 9

TERRESTRIAL URGENCY AND SAFETY
COMMUNICATIONS
GMDSS GOC .150
GMDSS GOC .151
S9.
TERRESTRIAL URGENCY AND SAFETY
COMUNICATIONS



Urgency and Safety communications relate to:

(a) Navigational and meteorological warnings
(b) Ship to ship safety of navigation.
(c) Ship reporting.
(d) Support communications for SAR operations.
(e) Medical advice and transports.
(f) Other urgent or safety messages.

Urgency


The urgency signal PAN PAN indicates that a very important message
is to follow concerning the safety of a ship, aircraft or other vehicle, or
the safety of a person. The urgency signal and the message which
follows is sent on a distress frequency. However, in the case of a long
message or a medical call in a area of a heavy traffic, or when the
message is being repeated, then it is sent on a working frequency after
an announcement using the urgency signal on an appropriate distress
frequency.

The urgency call format using R/T is:

PAN PAN (x3)

ALL STATIONS (x3) or NAMED STATION (x3)

THIS IS

CALL SIGN or IDENTIFICATION (x3)

The format of the message should then be similar to the example
shown:

PAN PAN

THIS IS NONSUCH

ONE ZERO MILES WEST OF SKERRIES
GMDSS GOC .152

LOST PROPELLER DRIFTING WEST SOUTH AT THREE
KNOTS

REQUIRE TOW URGENTLY

OVER

When using NBDP, the urgency message is preceded by the urgency signal
PAN PAN and the identification of the transmitting station.

Medical Advice

Most coast stations around the world provide a medical advice service.

When using R/T, the urgency signal PAN PAN (x3) should be used for the call.
The message which then follows should be addressed to the nearest coast station,
using the published preamble shown in the ITU List of Radiodetermination and
Special Service Stations. In many instances, though, it may be preferable to place
a telephone call to a doctor.

Charges

As noted in Recommendation ITU-T D90 (see in the ITU Manual for Use by the
Maritime Mobile and Maritime Mobile-Satellite Services), no charge is raised,
against the originating maritime mobile station, for communications using the
maritime mobile service which relate to medical advice provided to both:

(1) they are exchanged directly
1
between mobile stations and

land stations shown in the ITU List of Radio- determination and
Special Service Stations as providing such a service, or

land stations which offer the service;

(2) they are addressed in accordance with the conditions published in the
above List, or as specified by the satellite service operator.

Any land station and landline charges for medical advice communications will be
billed to the appropriate shore authority.






GMDSS GOC .153
The medical message should contain:

SHIPS NAME/CALL SIGN AND NATIONALITY

POSITION

NEXT or NEAREST PORT with ETA

PATIENTS DETAILS (i.e., name, age, sex, medical history, etc.)

PATIENTS SYMPTOMES and ADVICE REQUIRED

MEDICATION CARRIED ON BOARD

Example:

To contact Lands End Radio, UK, use:

MEDICO LANDSEND RADIO

When using telex, the prefix MED+ should be used to gain priority.

World-wide, medical advice and assistance can be obtained via coast stations,
coast-guard stations or via Inmarsat CESs. Further information will be found in
the ITU List of Radiodetermination and Special Service Stations, and the
Inmarsat Communications Handbook.

The IMO International Code of Signals contains medical (3-letter) codes. Use of
such codes should be proceeded by the word INTERCO, which indicates that such
codes are about to be used.

Medical transports

Distinctive signals may be used by medical units or transports for
communications relating to persons protected in time of war. The term medical
transports, as defined by the Geneva Conventions and Additional Protocols, 12
August 1949, refers to any means of transportations by land, sea or air used to
assist the wounded, the sick and the shipwrecked. Neutral vessels should provide
such assistance when requested by one or other of warring parties and are
afforded protection from any hostile actions.

For the purpose of announcing and identifying medical transports which are
protected by the Geneva Convention, the radio signal shall consist of the urgency
signal as described by Radio Regulations followed immediately by the addition of
the single word Medical in NBDP mode and by the addition of the simple word
MAY-DEE-CALL, i.e., pronounced as in French medical, in radiotelephony.
GMDSS GOC .154
When using radiotelephony, the urgency signal PAN PAN (x3) should be used
for the call.

The radio message, preceded by the urgency signal, must convey the following
data relating to the medical transports concerned:

(a) Call sign or other means of identification

(b) position

(c) number and type of units

(d) intended route

(e) estimated time en route and of departure and arrival, as
appropriate

(f) any other information, such as flight altitude, radio frequencies
guarded, languages used and secondary surveillance radar modes
and codes

In order to facilitate communications, one or more of the parties to a conflict
may designate frequencies to be used for such communications.
Safety

The safety signal SECURITE indicates that an important meteorological or
navigational warning is about to follow. The message is sent on a working
frequency after an announcement on the distress frequency. Most safety calls and
messages are sent upon receipt and at the end of the next silence period. As well
as the distress frequencies already mentioned, VHF channel 13 is used as an
intership navigation safety channel. Other channels may be designated by local
coast-guard organizations for inshore warnings.

An example of a safety call format and signal would be:

SECURITE (x3)

ALL STATIONS (x3)

THIS IS

CALL SIGN / IDENTIFICATION (x3)

LISTEN FOR NAVIGATIONAL WARNING

ON FREQUENCY / CHANNEL
GMDSS GOC .155

On a GMDSS ship you should send a All Ships safety call on DSC channel 70
or 2187.5kHz indicating the working frequency could be:
An example of the safety message sent on the working frequency could be:

SECURITE SECURITE SECURITE

ALL STATIONS ALL STATIONS ALL STATIONS

THIS IS NONSUCH, NONSUCH, NONSUCH

LARGE RED CONTAINER SPOTTED AT 1030 UTC IN POSITION
52.02 NORTH 003.36 WEST

VESSELS KEEP SHARP LOOKOUT AND REPORT,

OUT







GMDSS GOC .156


REVISION QUESTIONS (1.25)

1. State the urgency signal.
2. What does the safety signal indicate?

3. What does the urgency signal indicate?

4. State the safety signal.

5. In what circumstances should an urgency message be sent on a working
frequency?

6. Give an example of a safety call using a VHF frequency, assuming that a
buoy has been seen drifting off its set location.

7. In question 6 above, which channel should be used:
- to make the call?

- to send the message?

8. What signals should be used to obtain medical advice on:

- MF R/T?
- HF Telex?

9. In which publication are medical codes listed?

10. Which signal should precede the use of such code groups?

11. State the correct VHF channel to be used for an announcement of a Safety
message using DSC.

12. State the mode of transmission and an appropriate VHF channel which
should be used for the follow-on Safety message referred to in question 10
above.


GMDSS GOC .157














SECTION 10

RADIOTELEPHONY PROCEDURES

GMDSS GOC .158

GMDSS GOC .159

S10.
RADIOTELEPHONY PROCEDURES


Duplex and Simplex Modes of R/T Operation


The majority of radiotelephone public correspondence and commercial radio
traffic is operated on a duplex basis using paired working frequencies, i.e.,
transmission and reception are simultaneous, using two different frequencies so
that it is just like an ordinary phone call. Simplex operation is used in ship-to-ship
communication using one frequency; each person needs to say over and release
the <press-to-talk> button before they can receive.

General Procedures


Calls to coast stations should be made on the appropriate working channel
whenever possible. At other times, 2182 kHz (MF) or channel 16 (VHF) should
be used. On HF, the paired calling frequency should be used. The ITU List of
Coast Stations should be consulted for further details.

All ships making international voyages in Region 1should be able to use the ship-
to-shore working frequency 2045 kHz and the intership frequency. However,
these frequencies shall not be used for working between stations of the same
nationality. Instead, the nationality authorized frequencies should be used. In
regions 2 and 3 (see Figure S18-1) ,ships making international voyages should be
able to use the intership frequencies 2635 kHz and 2638 kHz.

When transmitting certain expressions, unusual name and words, figures or
abbreviations, the International Phonetic Alphabet should be use. This is shown in
Table S10-1.

In practice, difficult names or words should be spoken and then spelt phonetically
and then spoken again. All figures should be repeated, e.g., eighteen miles, I say
again 18 (one eight) miles.


Speak slowly and clearly at all times. In case of communication/language
difficulties, refer to IMO Standard Marine Communication Phrases.


The Q-code abbreviations are often employed by coast stations, ship stations
and other types of station to aid communications. The full list of Q-Codes
used in Maritime Mobile and Maritime Mobile-Satellite Services. Commonly
GMDSS GOC .160
used codes for commercial working are given in Table S10.2 and codes
appropriate for distress and safety traffic and search and rescue
communications are shown in Table S10.3.

The Q-Code abbreviations, plus complementary information, are put in the form
of a question when followed by the signal RQ (spoken as ROMEO QUEBEC).
Some abbreviations may be given an affirmative or negative sense by adding the
signals C (positive) or NO (negative) (spoken as CHARLIE or NO).

Many of the Q-Codes for the maritime mobile service have meanings similar to
signals appearing in the Code of Signals (INTERCO). These are indicated in
Tables S10-2 and S10-3 by an asterisk (*).

R/T Call & Reply Frequencies
Internationally, 2182 kHz and VHF channel 16 are used for call and reply (calls
being less than 1 minute), and by coast stations to announce traffic lists, weather
bulletins, etc. For information on communications with the various coast stations,
consult the ITU List of Coast Stations. Radiotelephone operation at HF and VHF
is also subject to the channel plans established in Appendices 16 and 18,
respectively, of the ITU Radio Regulations (see the ITU Manual for Use bye the
Maritime Mobile and Maritime Mobile Satellite-Services).
The HF frequencies generally authorised for ship stations to call coast stations in
the duplex (i.e., paired-frequency) mode of operation are:
4125*kHz 16420*kHz
6215*kHz 18795*kHz
8255*kHz 22060*kHz
12290*kHz 25097*kHz
The frequencies 4125 kHz, 6215 kHz, 12290 kHz and 16420 kHz are also
designated as simplex mode radio-telephone distress and safety traffic
frequencies (see sections 8 and 18). Use of these frequencies for other purposes is
therefore allowed only on the condition that harmful interference to distress,
urgency and safety communications shall not occur.
The frequencies 4125 kHz and 6215 kHz may in addition be used for and reply
purposes by coast and ship stations on a simplex basis provided that the power
does not exceed 1kW. In addition, the frequency 4125 kHz is also authorised for
common use in the United States by coast stations and ship stations for
radiotelephone communications on a simplex basis with the power limit of 1 kW.

GMDSS GOC .161

Calling Procedures

Once the chosen frequency is established, the ship station operator should
ensure that proceeding with the call is not likely to cause interference to
transmissions already in progress. If, by chance, interference is caused then
the transmission must cease as request. The station making the request should
indicate the time needed to complete its traffic.


Traffic Lists

For ship to shore communications it is the ship which usually establishes
communication. Coast stations with traffic for ships transmit their call in the
form of a traffic list which consists of the names and call signs, in
alphabetical order, of the ships for which they have traffic on hand.

Traffic lists are sent at fixed times. For this reason, ship should monitor local
stations on MF or VHF and /or HF according to the information given in the
ITU List of Coast Stations and relevant national publications.

If, after the name or call sign, the Q-Code QTC is sent, this indicate that the
coast station has a telegram for the ship. Similarly, the Q-Code QTJ indicates
that there is a telephone call for the ship.

In both cases the ship waits the end of the traffic list and then call the coast
station and asks for its traffic (other commonly used Q-Code in R/T
communications are listed in TABLES S10-2 and S10-3).




Working Procedures

When making a call to a coast station on 2182 kHz the ship station operator
should indicate the reason for the call and the intended working channel for
the subsequent traffic, e.g.,

SINGAPORE RADIO (up to 3 times)
THIS IS
MUNDOGAS ATLANTIC (up to 3 times)
CALL SIGN LIMA ECHO ECHO NOVEMBER
I HAVE A TR FOR YOU ON CHANNEL 23
OVER

When calling on a VHF working channel, the ship should indicate which
GMDSS GOC .162
channel it is calling on.

If the station being called does not reply to a call sent three times at 2
minutes intervals, the ship should stop calling for a further period of 3
minutes.

When reply to a call, the coast station may ask the ship to go immediately to
a working frequency, in which case the ship should then re-establish contact
with the coast station. If the ship is given a turn number, the ship should go to
the working frequency and wait for the coast station to call. Once contact is
established, names or call signs need only be used once.

When a called station is unable to accept traffic immediately, it may indicate
the waiting time, with a reason if the delay exceeds 10 minutes.

When a station receives a call without being certain for which the call is
intended, it shall not reply until the call has been repeated. Alternatively, if
the call is intended for it but the called station is uncertain who is calling, it
shall replay immediately, asking for a repetition , e.g.,

STATION CALLING MUNDOGAS ATLANTIC
PLEASE REPEAT YOUR CALL
OVER

During communications between ships and coast stations, the coast station
controls the working. In communications between ships, the called ship
station controls the working.

Ships stations whose operation is not continuos should not close before:

1. Finishing all operations relating to distress, urgency or safety.

2. Receiving or transmitting, as far as is practicable, all traffic known to
be available.
When arriving in port and intending to close down, ship stations should so
advise the local station.


On-board Communications

Normally conducted on VHF channels 15 or 17; or in UHV in the bands
between 450 and 470 MHz. Transmitter power output is limited to 1 W on
VHF; 2 W on UHF.
GMDSS GOC .163

Call should take the form of the following examples.

From the Controlling Station (Bridge):

ATLANTIC ALPHA (or BRAVO, tc,) ( x3 )
THIS IS
ATLANTIC CONTROL (x3)

From the Sub Station

ATLANTIC CONTROL ( x3 )
THIS IS
ATLANTIC ALPHA ( x3 )

Pilot Services

A ship calling a pilot service should use, in order of preference:
1. A VHF channel (usually a working channel);
2. An MF R/T working frequency;
3. 2182 KHz to determine working frequencies.

Communications in the Port Operations Service are restricted to those
relating to the safe movements of ships, operational handling and, in an
emergency, the safety of persons.

Specific details of pilot and port operations services and their frequencies are
available in the ITU List of Coast Stations and other publications produced
by national Administrations and service providers.


GMDSS GOC .164

R/T COMMERCIAL WORKING (1.25)

An exercise in commercial working which includes a simulated distress
situation is recommended for the GMDSS examination.
The following section gives an example exercise where the examiner will
take the part of both the vessel in distress and the local coast station. The
candidates will each assume they are on a different ship in the vicinity on the
incident and must respond accordingly whilst at the same time keeping a log.

The practice working described includes more than learning about distress
operations. Candidates need to be able to send a transit report (TR), make
R/T link call, receive a traffic list, receive a weather bulletin, etc.


Operational Watchkeeping Procedures

Commercial working exercise should allow the candidate to gain experience
in the complete sequence of operations involved in sending a TR, making
link call, calling the coast station on 2182 MHz or a VHF channel with call
details and the intended working channel or frequencies, etc.


Commercial Working Exercise


SINGAPORE RADIO (up to 3 times)
THIS IS
MUNDOGAS ATLANTIC (up to 3 times)
CALL SIGN LIMA ECHO ECHO NOVEMBER
I HAVE A TR AND A LINK CALL FOR YOU CHANNEL 16
PLEASE
OVER

The coast station would then reply:
GMDSS GOC .165

(a)
MUNDOGAS ATLANTIC
THIS IS SINGAPORE RADIO
ROGER
CHANGE THE CHANNEL 27
OVER

Or:
(b)

MUNDOGAS ATLANTIC
THIS IS SINGAPORE RADIO
ROGER
CHANGE THE CHANNEL 27
STANDBY YOU ARE TURN NUMBERTWO
OVER
The reply would be:

ROGER GOING UP (now change to the working channel);
When on channel 27, either call the coast station
[(a) above]

SINGAPORE RADIO (up to 3 times)
THIS IS
MUNDOGAS ATLANTIC (up to 3 times)
How do you read me

OVER

Or [(b) above], stand by until Singapore Radio calls again.

When the coast station asks for the TR, reply:


GMDSS GOC .166
SINGAPORE RADIO
THIS IS MUNDOGAS ATLANTIC
MY TR BEGINS,
CALL SIGN LIMA ECHO ECHO NOVEMBER
I AM IN POSITION
BOUND FOR
END OF MY TR,
OVER

The coast station then acknowledges receipt of the TR and, if a link call has
been request, will ask for the telephone number.

Then reply:

SINGAPORE RADIO
THIS IS MUNDOGAS ATLANTIC
MY LINK CALL NUMBER IS,
I SAY AGAIN
MY ACCOUNTING CODE IS (.)
OVER

The coast station may then give instructions to STANDBY while the call is
connected and will then reply that the telephone call has been connected,
read back the number (N.B.; the telephone number should be verified before
completing the connection), and give the instruction GO AHEAD.

The reply then is:


ROGER GOING AHEAD (The call now takes place)





GMDSS GOC .167
When the call is completed, inform the coast station so:

SINGAPORE RADIO
THIS IS MUNDOGAS ATLANTIC
THAT IS THE END OF MY LINK CALL,
OVER

The coast station then REPLIES, giving details of the call duration, which
should be confirmed before signing off, i.e.

SINGAPORE RADIO
THIS IS MUNDOGAS ATLANTIC
I AGREE 3 MINUTES
I HAVE NO FURTHER TRAFFIC, THANKYOU,
OUT

The call details should then be recorded (the radio log may be used for the
exercise, although in practice computer systems are often used to record
details of chargeable calls).


At some stage of the exercise the coast station can announce the traffic list
on channel 16, e.g.:

ALL STATIONS ( x3)
THIS IS SINGAPORE RADIO
LISTEN FOR MY TRAFFIC LIST ON CHANNEL 24
STANDBY
Then change on to the broadcast frequency, receive the list and the
information (again, the log can be used for the purposes of the exercise).


GMDSS GOC .168

GMDSS GOC .169


Table 10.1: International Phonetic Alphabet and Figure Code

Code word Spoken as
A Alpha AL FAH
B Bravo BRAH VOH
C Charlie CHAR LEE or SHAR
LEE
D Delta DELL TAH
E Echo ECH OH
F Foxtrot FOKS TROT
G Golf GOLF
H Hotel HOH TELL
I India IN DEE AH
J Juliet JEW LEE ETT
K Kilo KEY LOO
L Lima LEE MAH
M Mike MIKE
N November NO VEM BER
O Oscar OSS CAR
P Papa PAH PAH
Q Quebec KEH BECK
R Romeo ROW ME OH
S Sierra SEE AIR AH
T Tango TANG GO
U Uniform YOU NEE FORM or OO
NEE FORM
V Victor VIK TAH
W Whiskey WISS KEY
X X-Ray ECKS RAY
Y Yankee YANG KEY
Z Zulu ZOO LOO

0 Nadazero NAH-DAH-ZAY-ROH
1 Unaone OO-NAH-WUN
2 Bissotwo BEES-SOH-TWO
3 Terathree TAY-RAH-TREE
4 Kartefour KAR-TAY-FOWER
5 Pantative PAN-TAH-FIVE
GMDSS GOC .170
6 Soxisix SOK-SEE-SIX
7 Setteseven SAY-TAY-SEVEN
8 Oktoeight OK-TOH-AIT
9 Novenine NO-VAY-NINER

Decimal
point
Decimal DAY-SEE-MAL
Full stop Stop STOP

GMDSS GOC .171


















SECTION 11
INMARSAT SATELLITES
GMDSS GOC .172


GMDSS GOC .173

S11.
INMARSAT SATELLITES

THE INMARSAT Organization

Inmarsat (the International Mobile Satellite Organization) is a partnership of member
countries. These countries co-operate to provide global mobile communications, via
earth- orbiting satellites, to and from ships, portable/transportable terminals, land-
based vehicles and aircraft.

ROLE AND SERVICES

Inmarsat performs an integral role in the GMDSS through the provision of:

(1) The space segment necessary for instant and reliable distress and safety
communications for the maritime community. There are four satellite ocean regions
covered by the four Inmarsat geostationary satellites,

- Atlantic Ocean Region East - AOR-E

- Pacific Ocean Region - POR

- Indian Ocean Region - IOR

- Atlantic Ocean Region West -AOR-W

(2) Three basic satellite communication systems designed to provide most of the
GMDSS medium- and long-range functions, Inmarsat-C, Inmarsat-A, and Inmarsat-
B.

NOTE INMARSAT A is closing down for sevice in 2007.




GMDSS GOC .174
GMDSS FUNCTIONS

Inmarsat systems provide the following key functions in the GMDSS:


Distress Alerting: Ship-to-Shore

Initiated at the press of a button, distress alerts from Inmarsat-C ship earth stations
are given absolute priority for automatic routeing through the system to a Rescue Co-
ordination Centre (RCC). Initiated by a standard procedure, or by a dedicated
button/special key sequence, on Inmarsat-A or B ship earth stations, distress alerts
are given priority access in the Inmarsat system. If all satellite channels are engaged,
one will be routed, usually automatically, to a RCC ashore.


Distress Alerting: Shore-to-Ship

Initiated by RCC, ships are alerted through automatic receipt of distress alerts
transmitted through the International SafetyNET Service of the EGC
(Enhanced Group Call) capabilities on the Inmarsat-C system or by ordinary
telex group calls to Inmarsat-A or -B terminals.


Search and Rescue Co-ordination Communications

Inmarsat terminals can be utilised for originating and receiving communications
with other ships involved in distress cases and for communications with RCCs.

Promulgation of Maritime Safety Information

Maritime Safety Information (MSI) is initiated by shore-based authorities in
hydrographic, meteorological and search and rescue offices; messages are then
entered into the International SafetyNET Service for transmission to ships
through the EGC system on Inmarsat-C.

Ships may participate by sending navigational and meteorological danger messages
to the shore-based authorities through the Inmarasat-A, -B or C Systems

GMDSS GOC .175
General Radio Communications


Virtually all of the telecommunications services found in offices ashore are also
available to ships equipped with Inmarsat terminals. This results in ships having
capabilities for high-quality, reliable and automatic communications via
telephone, data, facsimile and telex. This capabilities can be used for obtaining
advice and assistance from experts ashore in efforts to solve problems before
they develop into distress incidents.

A series of two-digit service codes has been established o speed up connections
for a number of common purposes. There are six specific codes for safety services
which provide a rapid means of connection to an RCC, meteorological office, ship
reporting centre or medical centre.

INMARSAT SATELLITE NETWORK

The Inmarsat communications structure comprises three major components:
- The Space Segment.
- The Ground Segment.
- The Ship Earth Stations.


THE SPACE SEGMENT

The Space Segment is provided by Inmarsat, and consists of four geostationary
communications satellites, with backup satellites in orbit ready to be used if
necessary.

Geostationary communications satellites are launched into the geostationary orbit
(GSO), which is a circular orbit 35700km (19270 nautical miles) above the equator
and lying in the plane of the equator. Satellites in the GSO orbit the earth at exactly
the same rate as the earth rotates about its axis and therefore appear to be stationary
above a fixed point on the earths equator, thus eliminating the need to track the
satellite from fixed earth stations.

Solar panels provide communications satellites with their electrical power
requirements and hydrazine gas motors provide the means to perform minor
positional corrections in orbit.

The Inmarsat satellites are controlled from the Satellite Control Centre (SCC) based
in the Inmarsat Headquarters in London, United Kingdom.

GMDSS GOC .176
The coverage area of each satellite (also known as the footprint) is defined as the
area on the earths surface (sea and/or land) within which a mobile or fixed antenna
can obtain reliable line-of-sight communications with the satellite.

Each Inmarsat satellite is engineered to provide complete coverage of the visible face
of the earth. The line-of-sight condition is not, however, satisfied over the polar
regions, and communications start to become unreliable for locations above 76North
or South.



Ocean Regions


The four Inmarsat satellites, corresponding to the four Oceans Regions, provide
overlapping coverage (see Figures S11-1 and S11-2) and are positioned thus:

AOR-E - orbital location at 15.5 W
POR - orbital location at 178 E
IOR - orbital location at 64 E
AOR-W - orbital location at 54 W

In order to call a Ship Earth Station (SES) in one of the four Ocean Regions, the
following telex and telephone access codes, corresponding to the international
country codes in the public telex and telephone networks, should be used:

Telex Telephone
AOR-E 581 871
POR 582 872
IOR 583 873
AOR-W 584 874


THE GROUND SEGMENT

The Ground Segment comprises a global network of Coast Earth Station (CESs),
Network Co-ordination Station (NCSs), and a Network Operations Centre (NOC).
Each CES provides a link between 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 SESs .

A CES Operator is typically a large telecommunications company, which can provide
a wide range of communications services to the SESs communicating systems has its
GMDSS GOC .177
own network of CESs.

Network Co-ordination

For each Inmarsat system a separate Network Co-ordination Station (NCS) is located
within each Ocean Region, to monitor and control its communications traffic. Each
NCS communicates with the CESs in its Ocean Region, and with the other NCSs, as
well as with the Network Operations Centre (NOC) located in the Inmarsat
Headquarters, making possible the transfer of information throughout the system.

The NCSs are involved in setting up calls to and from SESs by assigning a channel
which both the SES and CES use for the call.

THE SHIP EARTH STATION

A Ship Earth Station (SES) is a device installed on a ship (or a fixed installation in a
maritime environment) to enable the user to communicate to and from shore-based
subscribers, via a selected satellite and CES.

Inmarsat does not manufacture SESs, but permits independent manufacturers
to produce models which meet type-approval standards set by Inmarsat for the
particular Inmarsat system, Inmarsat-A, -B, -C, -M. Only type-approved SESs
are permitted to communicated over the Inmarsat satellites.



GMDSS GOC .178

Figure S11.1 Inmarsat satellite orbital locations










GMDSS GOC .179


Fig11.2 Inmarsat mobile Satellite Comunication









GMDSS GOC .180



Figure S11-3 Inmarsat systems functional diagram


Inmarsat system comparisons: The following table provides a detailed comparison of
the physical and technical characteristics of each of the Inmarsat systems.

FEATURES
INMARSAT-A INMARSAT-
C
INMARSAT-
C
INMARSAT-
M
World
Coverage
1

Global Global Global Global
Overall Weight
Average 100kg Average
100kg
Average 4kg Average 25kg
Size of Antenna
(diameter
&height)
Approx 0.9m -
1.2m
Approx 0.9m Approx 0.3m Approx 0.5m
Antenna type &
means of
tracking
Parabolic
antenna
mechanically
steered & gyro
stabilised
against vessel
Parabolic
antenna
mechanically
steered & gyro
stabilised
against vessel
Small omni-
directional
antenna, with
no moving
parts, does
not need to be
Parabolic
antenna
mechanically
steered & gyro
stabilised
against vessel
GMDSS GOC .181
motion motion steered or
stabilised
Communications
type
Real time
(Immediate)
Real time
(Immediate)
Store &
Forward
Real time
(Immediate)
SERVICES
Voice
Yes Yes

No Yes

Telex
Yes Yes

Yes No
Group 3 fax
Rates
To 9,600 bps To 9,600 bps

No To 2,400 bps

Data rates
2
To 9,600 bps To 9,600 bps

600 bps To 2,400 bps

X-25 (Dedicated
data channel)
Yes Yes

Yes Yes

X-400
(Electronic
Mail)
Yes Yes
(Enhancement)

Yes Yes

High Speed Data 56/64 kbps 56/64 kbps No No
Full motion
Store &
forward video
Yes Yes

No No
Short Data
Position
No No Yes No
GROUP CALL
3
Yes Yes
(Enhancement)
Yes Yes
(Enhancement)
SafetyNet Yes,if
Inmarsat-C/EGC
Receiver
installed
Yes,if
Inmarsat-
C/EGC
Receiver
installed

Yes Yes,if
Inmarsat-
C/EGC
Receiver
installed

FleetNet

Yes,if
Inmarsat-C/EGC
Receiver
installed
Yes,if
Inmarsat-
C/EGC
Receiver
installed
7
Yes Yes,if
Inmarsat-
C/EGC
Receiver
installed
7
DISTRESS & SAFETY
GMDSS
Compliant
Yes, if
properlyinstalled
(See Inmarsat
Design &
Installation
Guidelines)
Yes, if
properly
Installed
(See Inmarsat
Design &
Installation
Guidelines)
Yes, if
properly
Installed
(See Inmarsat
Design &
Installation
Guidelines)
No
GMDSS GOC .182
Distress Button Yes Yes Yes Yes

Notes:
1
World coverage: worldwide availability except at polar latitudes (above 76 N and
below 76 S).
2
Data rates: Higher throughput may be achieved with data compression techniques.
3
Group Call: Simultaneous broadcasts to selected groups of users or geographic areas.

GMDSS GOC .183

INMARSAT SYSTEMS

THE INMARSAT-A SYSTEM

The first Inmarsat system, introduced into commercial operation in 1982 and now
providing two-way telephone, telex, facsimile, electronic mail (E-mail), and other
forms of data communication including high-speed data (at 56 and 64 kbits/s).

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

Inmarsat-A SESs are available as either single-channel or multi-channel models. A
single-channel SES is capable of using any one of its communications services ( for
example, telephone, telex, facsimile or data) at a time, but not more than one service
at the same time. A multi-channel SES is capable of using more than one service on
different channels at the same time- for example, one channel can be receiving a
facsimile. Multi-channel operation is useful, for example, on a cruise liner, to provide
independent telephone extensions, separately billable, for passenger use.

Digital Technology

The later Inmarsat systems make use of the technological developments in
communications technology, particularly in digital technology, and allow more
efficient use of power and the radio spectrum in the satellites, CESs, and SESs.
Digital technology, used in the Inmarsat-C, Inmarsat-B and Imarsat-M systems, has
generally resulted in SES models which are smaller in size and lower in weight and
power consumption than Inmarsat-A models, which are based on analogue
technology.

THE INMARSAT-C SYSTEM

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. The small size makes Inmarsat-C 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
GMDSS GOC .184
means of sending text messages or data to and from an SES, using store-and-
forward messaging. This technique requires a user to prepare the message/data on
the terminal and then transmit it via the Inmarsat-C satellite system .After a short
delay the message/data will be delivered to the recipients terminal, where it may be
printed, viewed or stored.

Inmarsat-C communication services provide the means to send or receive messages
between an Inmarsat-C SES and shore-based telex terminal, personal computer or E-
mail service.
An Inmarsat-C SES can also send text messages to shore-base facsimile terminal.

Enhanced Group Call


Enhanced Group Call (EGC) services enable authorised shore-based information
providers to send information over the Inmarsat-C system to selected groups of SESs-
these may be within a defined geographical area, or belong to a defined group such as
a shipping company.

Two EGC services are available:
- SafetyNET, which is used to broadcast Maritime Safety Information (MSI)
to ships.
- FleetNET, which is used typically by companies to send commercial
information to ships belonging to their fleet.

GMDSS Requirements

The Inmarsat-C system can satisfy the GMDSS satellite communication requirements
for sea area A3 through the provision of:
(1) Distress alerting and distress priority messaging.
(2) Reception of Maritime Safety Information by means of EGC SafetyNET
broadcast.
(3) General Communications by means of several types of store-and-forward
messaging services besides the Inmarsat-C distress and safety functions.

GMDSS GOC .185
Store-and-forward Messaging Services

Depending on individual CES facilities, Inmarsat-C supports the following
commercial store-and-forward messaging services:
- Telex message service: send and receive messages between the SES and any
telex terminal which is connected to the national/international telex
networks.
- Facsimile messaging service: send facsimile messages to ashore-based
facsimile terminal, and receive re-typed facsimile messages indirectly, via
facsimile bureau service.
- Messages to and from a computer: exchange messages,through the
intermediary of a specialist service provider, between the SES and any
computer terminal which is connected to the Public Switched Telephone
Network (PSTN), provided that the remote computer and the SES are
equipped with suitable hardware and software.
- Electronic mail (E-mail) services: exchange message and files with
subscribers to E-mail services, world-wide (e.g. using X.400, Internet, etc.)
through the intermediary of an E-mail service provider.

The Inmarsat-C system features automatic data reporting and polling,which also
results in many advantages for general communications. Data reporting allows for the
transmission of information at prearranged intervals or as required, while polling
allows the users shore-based management to interrogate the remote ship terminals at
any time for the required information, e.g., position, course, speed, fuel consumption,
cargo temperature, etc. It is usual to link the SES terminal with a variety of
navigation systems, such as GPS, Decca, etc., in order to provide position reporting
which ensures that the terminal will receive the correct area calls.

THE INMARSAT-B SYSTEM


Inmarsat-B is the digital successor to Inmarsat-A, providing the same services at
generally lower charges than Inmarsat-A. The two systems will, however, co-exist for
many years to come. The Inmarsat-B systems was introduced in 1994 and uses digital
technology to provide high-quality telephone, facsimile, telex and data
communications. The antenna size and weight are approximately the same as that of
an Inmarsat-A SES.

Inmarsat-B is also capable of high-speed data communications (at up to 64 kbits/s),
making it especially suitable for data-intensive users. Single-channel and multi-
channel versions of the Inmarsat-B SES are available.



GMDSS GOC .186
THE INMARSAT-M SYSTEM


The Inmarsat-M system was introduced in December 1992 to complement the
existing services by providing global telephone communications on an SES which is
smaller and lighter than an Inmarsat-A SES, making Inmarsat-M suitable for smaller
vessels, such as yachts and fishing vessels, as well as larger vessels, such as cruise
liners, and trading vessels.

Inmarsat-M does not form any part of the GMDSS as it is unable to comply with
regulations concerning reception of distress alerts due to the fact that system is voice
only and there is no facility for direct printing of messages.

Inmarsat-M services include two-way global telephone, facsimile and computer data
communications. Inmarsat-M SESs are available as either single-channel or multi-
channel models. However, a multi-channel SES generally requires greater
transmission power than a single-channel SES,so the power supply and antenna for a
multi channel Inmarsat-M SES model are larger and of higher gain than for a single-
channel model.

INMARSAT NUMBERS IMN


Each system uses a distinctive Inmarsat Number (IMN) series allows theSES
functionality to be recognized from the number allocated to that terminal:

Inmarsat-A Seven digits, beginning with 1
Inmarsat-B Nine digits, beginning with 3
Inmarsat-C Nine digits, beginning with 4
Inmarsat-M Nine digits, beginning with 6



GMDSS GOC .187
USE OF THE INMARSAT-C SYSTEM

The Inmarsat-C system provides a continuous world-wide service for sending and
receiving text or data messages.

The various Inmarsat-C SES modules available do not have a common control layout
or operating features, but all share the common characteristics of providing global
communications on a small terminal, which is simple to install and has modest power
requirements.

The Inmarsat-C SES may also be used to exchange messages with another Inmarsat
SES (or a Land Mobile Earth Station, LMES), i.e., ship-to-ship or mobile-to-mobile
messaging.


THE INMARSAT-C SYSTEM - System operation

The Inmarsat-C system is based on digital technology, which means that anything
that can be encoded into digital data, whether text keyed in, numeric data read from
instruments, or other information in digital form, can be sent and received over the
system.

The basic technique used for sending and receiving messages over the Inmarsat-C
system is known as store-andforward messaging. Ship-to-store messages are
prepared on the terminal and then transmitted via an Inmarsat satellite, in a series of
data packets, to an Inmarsat-C CES. This CES acts as an interface (or gateway)
between the satellite link (the space segment) and the national/international
telecommunication networks. If the CES receives any data packets error, it signals
back to the SES to re-transmit those packets, and the procedure is repeated until the
CES has received the complete message with no errors. The CES stores the message
briefly before forwarding it over the telecommunication network to its intended
destination; hence the term store-and-forward.
GMDSS GOC .188

A similar procedure takes place when a shore-based correspondent sends a message
through a CES addressed to a terminal.

The Inmarsat-C system is very flexible, allowing a wide variety of equipment to be
connected at either end. The equipment used at either end and the associated
communication services depend on individual circumstances.

In the event that communications cannot be established, consult the list of Non-
Delivery Codes Notification (NDN) shown in Annex 11.12, Table A11.4.


Interconnection

Inmarsat permits only type-approved SES models, and their peripherals, to be
commissioned into the Inmarsat-C system.

An SES compromises two parts the DTE (data terminal equipment) and the DCE
(data circuit terminating equipment). In some models the DTE and DCE may be built
into the same case, whilst in other models they are separate.

DTE Interface
The DTE interfaces external input/output devices to the SES, such as:
-A keyboard, screen and printer.
-An external computer
The DTE interfaces external input/output devices to the SES, such as:
-A keyboard, screen and printer.
-An external computer
GMDSS GOC .189

WARNING: If a multi-tasking computer is used to operate an Inmarsat-C SES, no
unnecessary software should be installed which could prevent the computer
performing an Inmarsat-C function, or cause it to be infected by viruses, which
might adversely affect communications.

A position-reporting system, using for example GPS, Glonass, Decca or Loran-C to
provide the ships position, for use in periodic position reports.

The DTE also provides storage for message created on the keyboard, before they are
transmitted over the satellite link.

DCE Interface

The DCE interfaces the SES to the satellite system, using its transmitter and receiver
and an antenna. The DCE functions in a sense as a satellite modem by analogy to a
modem, which provides an interface between a computer and the telephone network.
The DCE transmitter and receiver can be tuned independently to different channels,
depending on the circumstances.

Antenna

The antenna must be able to maintain a line-of-sight path with the selected satellite.
On ship-based DCE, the antenna is omni-directional, so that it can transmit to and
receive from the intended satellite even when the ship is pitching and rolling in heavy
seas.
Note that this type of antenna has no moving parts, unlike the much larger Inmarsat-
A directional antenna, which constantly moves to counter the motion of the ship, and
so requires considerably more elaborate electronics and power sources.
GMDSS GOC .190


CES Services

A CES may interface with any of the following devices connected to the
national/international telecommunications networks:
-A telex terminal connected to the international telex networks
-A computer connected to the international Packet Switched Data Networks (PSDN)
or the X.25 or X.400 networks, named after the communications standards
(protocols) used on the networks
-A computer connected to the PTSN.

-A facsimile terminal connected to the PTSN. The Inmarsat-C system allows an SES
to send messages to a shore-based facsimile terminal, but does not, however, allow a
shore-based facsimile terminal to send messages directly to an SES. A facsimile
terminal may, instead, send text messages indirectly, via a facsimile bureau service,
where the message is re-typed, and sent as a store-and forward message to the SES.
Several Inamrsat-C CESs, and other organizations, offer such a bureau service.

-Dedicated equipment, such as data-processing system, connected to a private
network (such as a leased line).

The CES is connected via leased or public landlines directly to a Rescue Co-
ordination Center (RCC). Every Inmarsat-C CES can therefore route distress calls
from an SES with top priority to a specialized land-based center, to ensure efficient
search and rescue activities.

Depending on its policy, an Inmarsat-C CES may also interface messages received
from one SES, for forwarding over the satellite link to another SES, to enable ship-to-
ship communications.

GMDSS GOC .191

Selecting an Ocean Region

In many parts of the world, the Ocean Regions covered by different satellites overlap.
For example, the coverage map of Inmarsat-C CESs shows that the North Sea is
covered by the AOR-W, AOR-E, and IOR satellites. Within such an overlap zone, an
antenna is in line-of-sight of more than one satellite (provided the antenna is not
obstructed), and the SES may be logged-in to any one of the associated Ocean
Regions.



Routing via a CES


The required CES and routing is selected using a 3-digit code, e.g., to contact
Goonhilly, key in code 102 for the AOR-E routing or code 002 for the AOR-W
routing. This is usually done as a simple selection from the Transmit menu, where all
of the CESs are available as a pre-programmed list stored in memory. Whilst in the
transmit menu, access the address book to programme in the name and number of
any terminals that you wish to contact. When the routing and subscriber have been
selected, press <Enter> to transmit.



GMDSS GOC .192
Logging-in to an Ocean Region/ NCS Common Signalling Channel

The SES must be logged-in to an Ocean Region before messages can be sent or
received over the Inmarsat-C system. Logging-in informs the system that the SES
is now available for communications, and causes the SES to tune to the NCS
Common Signaling Channel (or NCS Common

Channel) for that Ocean Region. When the SES is tuned to the NCS Common
Channel, it is said to be synchronized, or listening, channel, or in idle mode.

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

After a few minutes, the SES should indicate that is successfully logged-in to the
selected Ocean Region, and show the received signal strength of the NCS Common
Channel. The signal strength should be at least the minimum suggested by the
manufacturer. If not, refer to manufacturers instructions concerning further action.
During distress working or when requiring MSI for your ocean area, you should set the
automatic scan on your terminal to scan only your ocean region.

When changing ocean regions it is only necessary to login to the new NCS.

Log-out Before Switching Off

If possible, keep the SES powered up and logged-in to an Ocean Region at all times,
so that the SES is ready to send or receive messages at all times.

If, however, the SES will be taken out of service for prolonged period (for example,
to conserve electrical power), and its logged-in to an Ocean Region, the SES must
logged-out of that Ocean Region before the SES is switched off.

GMDSS GOC .193
Logging-out of the SES informs the Ocean Region NCS that the SES is no longer able
to receive messages. The system will then reject any messages intended for the SES
and inform callers that the SES is not available.

WARNING: Failure to log-out before switching off the SES will result in repeated
attempts to send the message via the selected CES to the SES whenever a caller tries to
communicate. Eventually, after a number of re-tries (depending on the CES), the CES
will cease attempting to deliver the message and, if requested, return a non-delivery
notice to the sender. Switching off an SES without logging-out may well then result in
messages being lost rather than delayed.

Routine operational tasks

The following tasks should be carried out at regular intervals of no more than every
eight hours and ideally more frequently:
On the SES monitor, check which Ocean Region is currently logged-in. If this has
changed from the previously intended Ocean Region, make sure that the new Ocean
Region is suitable, particularly for potential correspondents. Remember that the CES
selected in the new Ocean Region must support the required communications services.

-Inform potential correspondents of the new Ocean Region, so that they can make
contact as desired.

-Check that the signal strength indicated on the SES is above the minimum level
recommended by the manufacturer.


USE OF INMARSAT-A, INMARSAT-B & INMARSAT-M

Following successful installation and commissioning, Inmarsat-A and Inmarsat-B
maritime terminals can be used to access the full range of Inmarsat services ,
including access to the GMDSS infrastructure.

Inmarsat-B offers similar services to Inmarsat-A and is generally envisaged as the
digital successor to the analogue-based Inmarsat-A. Inmarsat-B offers users dedicated
digital facsimile and data services at a speed of 9600 bits/s.

Inmarsat-M terminals are intended for telephone and low-speed (2400 bits/s) facsimile
and voice-band data services.
GMDSS GOC .194

Note, however, that Inmarsat-M maritime terminals are not accepted for use in the
Global Maritime Distress and Safety System (GMDSS), because there is no provision
for a direct printing (i.e., telex) facility. They do, however, have a distress-alerting
button and can be used at sea where GMDSS compliance is not required, or to
supplement a ships GMDSS equipment.

Unlike Inmarsat-A, both Inmarsat-B and Inmarsat-M are digital systems witch allow
the user to send information using minimal bandwidth and satellite power, thus
reducing operating costs.

To function, all terminals must be switched on and allowed to warms up as
recommended in the manufacturers instructions. An Inmarsat-A terminal may,
however, require additional initialization if the Common Signalling Channel has to be
reset after switch-on and before use.

To operate any Inmarsat equipment it is essential to acquire the satellite signal
(Common Signalling Channel), and lock on to that signal before the equipment can
operate. In principle, the satellite has to be acquired, either manually or
automatically, by pointing the antenna accurately towards the satellite for the chosen
Ocean Region.

Inmarsat-C equipment uses a small omnidirectional type of antenna, which only
requires an unobstructed line-of-sight view of the satellite.

Inmarsat-A, -B and M Ship Earth Stations use high-gain parabolic dish or phase array
antennas, which must be pointed at the required satellite quite precisely. Such
antennas must be steered and gyro-stabilised again the ships motion. The ships gyro
input is fed into the Ship Earth Station and allows the antenna to remain pointed at
the satellite while the ship is moving.

A manual means of adjustment of antenna is usually available by which the azimuth
and elevation of antenna can be altered to aim at the satellite. The beamwidth of a
typical antenna is wide enough that the antenna only needs to see the signal as the
antenna is manually aimed towards the satellite for the terminal to acquire the common
signaling channel signal.

GMDSS GOC .195
Once the equipment has achieved an initial coarse acquisition of the satellite, the
electronic circuits within the equipment (step track circuits) perform the fine
adjustment to obtain the strongest signal and lock on to the satellite.

Most Ship Earth Stations are able to adjust their antennas to find the satellite
automatically after input of the ships latitude and longitude. Where the ships
navigational system is linked directly to the terminal, the entire satellite acquisition
sequence may be programmed to take place automatically at switch-on. The full
automated acquisition sequence may take several minutes to complete properly.

In the event that the required satellite has to be acquired manually, the first step is to
determine the required azimuth and elevation values appropriate to the terminals
positions. The azimuth and elevation charts for the four Oceans Regions, shown in
Annex 11.11 (Figures A11.1, A11.2, A11.3, A11.4) are recommended for this
purpose. The basic azimuth and elevation of the satellite can be read off directly from
the chat, given the ships positions.

It will be necessary, however, to make a correction for the actual heading of the ship,
since the charts are based on a heading of 000 degrees. The adjustment for the ships
heading should be made before adjusting the azimuth and elevation of the antenna.

As the correct azimuth and elevation settings of the antenna are approached, the signal
strength indicator will rise, showing that a signal from the satellite is being received.
The procedure then is to adjust the antenna manually from the best signal strength
possible and let the step track circuits of the Ship Earth Station take over to continue
tracking the satellite automatically.


Telex Services

Inmarsat-A and Inmarsat-B terminals may be used from any Ocean Region to make
telex calls to any subscriber to the International Telex Network. Many CESs offer
special 2-digit code services to improve the efficiency of telex communications.
Note Always ensure that the SES is set up properly for the required Ocean Region.

Whenever possible, prepare messages in advance, either by pre-punching a tape or by
typing the message into memory with the telex in local mode. All editing can be then
be completed before transmitting the message.
GMDSS GOC .196
The telex message format should generally include the following information:
- the destination company and/or name of the addressee.
- the name and title of the message origination.
- a message reference number and/or the subject of the call.
- the Ocean Region/satellite through which a reply should be send.
- the text of the message.

Part of good communication technique is to choose the best time to make telex calls,
wherever possible, considering the following factors:
- can congestion be avoided by calling outside peak hours?
- take account of time differences between the ships local time and the time at called
subscribers location in order to avoid inconvenience and delay.


Preparing for Making a Telex Call

The following instructions are of a general nature, and therefore not specific to any
make of SES. These instructions should be use for guidance only; for specific
instructions, please refer to the manufacturers handbook.


There are two separate stages to making a telex call from Inmarsat-a or B terminals:

(A) Set up a communications channel from the terminal, via a satellite, to a CES within
your Ocean Region.
(B) Establish a communications channel from the CES, via the international telex
GMDSS GOC .197
network, to the addressee at the final destination, either on board ship or on shore.


Set up a Telex Communications Channel

To set up the communications channel via a satellite to a CES within your Ocean
Region, use the following procedure:
(1) Select telex mode on the terminal.
(2) Select required priority, i.e.,

-Level 0 for routine calls
-Level 1 for safety calls
-Level 2 for urgent calls
-Level 3 for distress calls

Routine priority level 0 is normally available by default, without Requiring special
selection).

(3) Select the CES through witch you wish to establish the call using a 2-digit using a
2-digit code; e.g., 02 for Goonhilly. The CES must be operating within the same Ocean
Region that you are currently using. Particular care should be taken in selecting a CES
in those areas where Ocean Regions overlap (e.g., the North Sea is a region where the
AOR-E, AOR-W and IOR Ocean Regions all overlap). The Inmarsat coverage map
shows which CESs operate in each Ocean Region.

(4) Initiate the telex channel request burst in accordance with the manufacturers
instructions.

Within about 15 seconds, the following should happen:

(1) The SES should receive a telex channel assignment.
(2) The SES should complete handshaking with the CES.
(3) The CES header should be output to the printer (or to the VDU), followed by GA+,
indicating that the communications channel via the satellite to the CES has been
successful set up.

GMDSS GOC .198
In the event that no indication is received from the CES within about 15 seconds re-
transmit the request burst.

Establish a Telex Communications Channel


To establish the communications channel from the CES, via the international telex
network, to the addressee at the final destination, either ship or on shore, use the
following procedure:

Immediately after GA+ is received from the CES, select the service and subscriber
required, by keying a sequence in the following general from:

(1) Telex Service Code
-a 2-digit telex service code, usually 00 for automatic direct access telex service, but
any of the 2-digit access codes can be used dependant upon the service you require;
e.g., code 24 sends a telex letter/greeting card to any address in the world
(2) Country Code
-the access code for the called subscriber, witch can be either the international telex
country code, for a shore-based subscriber, or an Inmarsat telex Ocean Region Access
Code, for another SES.
(3) Called Subscribers Number
-the telex number for the called subscriber, witch can be either the subscribers telex
number, for a shore-based subscriber, or the Inmarsat mobile number of another SES,
for a ship-to-ship call.
(4) End of Number Selection
-the + character, which must be entered to signify the end of the calling sequence.

The message should be sent immediately after receipt of the answerback of the called
subscriber.

Note:
(1) Individual telex massages should end with NNNN.
(2) To terminate the link following a telex call enter ., i.e., five full stops.
(3) In the event that communications cannot be established, consult the list of telex
fault codes shown in Table A11.3



GMDSS GOC .199
Table 11.1. Quick reference Inmarsat-C guide

The steps below summarize how to use an Inmarsat-C SES for distress and safety
purposes, and how to send and receive general communications
Preparations










Routine checks







Sending a distress alert


Receiving MSI broadcasts


Sending a message
(Ship-to-shore)












(1)

(2)

(3)

(4)
(5)



(1)


(2)










(1)

(2)
(3)
(4)


(5)

(6)


(7)

(8)
Switch on you Inmarsat-C SES, and all associated equipment.

Decide on the Ocean Region and CES, through which you are
going to communicate.
Ensure that your SES antenna has an unobstructed view of the
sky, in all directions
Login to the Ocean Region you have selected.
Confirm that your SES is logged-in and receiving a strong
signal from the NCS Common signaling channel


Throughout your voyage, ensure that your SES is receiving a
strong signal, and that all associated equipment is working
correctly

If outside the Ocean Region where you are currently logged-in,
login to another Ocean Region with a stronger signal when
appropriate, either manually or automatically


You may use your SES to send a distress alert or a more
detailed distress priority message

Your SES can receive broadcasts of Maritime Safety
Information (MSI) within an Ocean Region.

Create your message on the SES text editor, or edit an existing
message
Select the transmit (send) mode
Insert the destination of your message
Select the transmission type and format suitable for the required
destination (Telex, facsimile mailbox, etc.)

Select the CES through which you wish to send the message

Select the time (if not for immediate transmission) and routine
priority for your message and whether you want confirmation of
delivery
Before sending the message, confirm all of the above details are
GMDSS GOC .200



Receiving messages
(Shore-to-ship)


(1)

(2)


(3)

(4)
correct.
Enter the command to transmit (send) your message.


Ensure that anyone who needs to contact you knows how to do.

Provided that your SES is logged-in to an Ocean Region and
receiving a strong NCS signal it should automatically receive
all messages intended for it.
Ensure that your SES is set to store and/or print all received
messages.
Note that some EGC messages may be sent frequently and
could fill up your terminals memory or disk storage

GMDSS GOC .201




The Telex 2-digit Code Services are in Annex 11.12, Table A11.2. Some or all of these
services may be offered by Inmarsat Coast Earth Stations.


If a problem exists on the International telex network when using your Inmarsat-A
Inmarsat-B SES, you may receive one the following Telex Fault Codes (Annex 11.12,
Table A11.3). These fault codes are allocated by the ITU-T Recommendation F131, and
are internationally recognized.





Example Telex Call


To make an automatic call to the Inmarsat Telex Maritime Help-Line, on Number 51
920327 INMHL G, located in the Inmarsat Headquarters in London, U.K., set up a
communication channel as previously described and, following receipt of GA+,
immediately establish the communications channel by keying in the sequence:

00 51 920327 +
i.e.,

00 = the 2-digit Telex Service Code for an automatic telex call.
51 = the Destination Code/Telex Country Code for the United Kingdom.
920327 = the Called Subscribers Number for the Inmarsat Maritime Telex
Help-Line
+ = the End of Number Selection character.

Within about 15 seconds the answerback of the called subscriber (in this example,
INMHLP G) should be received from the called subscriber, confirming that the telex
link to the subscriber has been established.

You may now proceed with your call, in this example following the prompts you
receive from the Help-line.


Telephone Services

Inmarsat-A and Inmarsat-B terminals may be used from any Ocean Region,
irrespective of the season, time of day or weather conditions,to make the following
GMDSS GOC .202
types of calls:

- Ship-to-shore telephone calls.

- Ship-to-ship telephone calls.

- Ship-to-store facsimile calls.

- Ship-to-ship facsimile calls.

- Ship-to-shore voice-band data calls.

- Ship-to-ship voice-band data calls.


Since the Inmarsat network is an expression of the Public Switched Telephone
Network (PSTN), telephone calls can be received from land-based telephone
subscribers and other suitable equipped satellite terminals around the world.

Many CESs offer special 2-digit code service to improve the efficiency of telephone
communications (see Annex 11.12, Table A11.1, Table A11.2).

The Inmarsat-M SES also functions from any Ocean Region under all conditions but
is limited to the following types of call:

- Ship-to-shore telephone calls.
- Ship-to-ship telephone calls.
- Ship-to-shore facsimile calls (low speed 2400 bits/s only).
- Ship-to-shore voice-band data calls (low speed 2400 bits/s only).

Telephone calls can also be received from PSTN subscribers, and from suitably
equipped vessel around the world.

Note Always ensure that the SES, whether of type A, B or M, is set up properly for
the required Ocean Region.


Whenever possible, prepare notes about the conversation in advance (note that the
international language generally used in maritime radio communications is English),
including key items such as:

- ships identification number.

- any 2-digit code telephone service required

- the ID code of the CES you intend to use
GMDSS GOC .203

- the Ocean Region/satellite through which a reply should be sent.

- the telephone number (including the telephone country code and area code) of the
called subscriber.

- subjects to be raised during the conversation.

Part of good communication technique is to choose the best time to make telephone
calls, wherever possible, considering the following factors:

- Can congestion be avoided by calling outside peak hours? (calls in Off-Peak
hours can save both time and money see CES charging information for details
remembering that Off-Peak refers to CES local time, which may differ from ship
local time).

- Consider whether the call is important enough to be made immediately.

- Take account of time differences between the ships local time and the time at the
called subscribers location in order to avoid inconvenience and delay.

Preparations for Making a Telephone Call

The following instructions are of a general nature, and therefore not specific to any
make of SES. These instructions should be used for guidance only; for specific
instructions, please refer to the manufacturers handbook.

There are two separate stages to making a telephone call from Inmarsat-A/-B
terminals:

(A) Set up a communications channel from the terminal, via a satellite, to a CES
within your Ocean Region.
(B) Establish a communications channel from the CES, via the international PSTN, to
the subscriber at the final destination, either on board ship or on shore.

Set up a Telephone Communications Channel

To set up the communications channel via satellite to a CES within your Ocean
Region, use the following procedure:

(1) Select telephone mode on the terminal.
GMDSS GOC .204

(2) Select required priority, i.e.,
- Level 0 for routine calls
- Level 1 for safety calls
- Level 2 for urgent calls
- Level 3 for distress calls

Routine priority level 0 is normally available by default, without requiring special
selection.

(3) Select the CES through witch you wish to establish the call using a 2-digit using a
2-digit code; e.g., 02 for Goonhilly. The CES must be operating within the same
Ocean Region that you are currently using. Particular care should be taken in
selecting a CES in those areas where Ocean Regions overlap (e.g., the North Sea is a
region where the AOR-E, AOR-W and IOR Ocean Regions all overlap). The
Inmarsat coverage map shows which CESs operate in each Ocean Region.

(4) If placing a facsimile or data call via an Inmarsat-A terminal, request an
uncompanded channel to avoid over-deviation of the channel.

(5) Initiate the telephone channel request burst in accordance with the manufacturers
instructions for your SES.

Within about 15 seconds, the following should happen:

(1) The SES should receive a telephone channel assignment.
(2) The SES should complete handshaking with the CES.
(3) The proceed to select (PTS) tone should be heard. The PTS tone indicates the
successful completion of the first stage of making a telephone call, setting up a
telephone communications channel with the CES.

In the event that no indication is received from the CES within about 15 seconds re-
transmit the request burst.


Establish a Telephone Communications Channel

To establish the communications channel from the CES, via the international PSTN,
to the subscriber at the final destination, either on board ship or on shore, use the
following procedure.

Immediately after PTS tone is received from the CES, select the service and
subscriber required, by keying a sequence in the following general from:

(1)Telephone Service Code
GMDSS GOC .205

- a 2-digit telephone service code, usually 00 for automatic direct telephone service.

(2) Country Code

- the country access code for the country being called , may be either the international
telephone country code, for a land-based subscriber, or an Inmarsat telephone
Ocean Region Access Code, for another SES.

(3) Area Code

-the number code for the area in the country where the called subscriber is located

(4)Subscribers PSTN Number

-the telephone number for the called subscriber, witch may be either a standard PSTN
telephone number, for a land-based subscriber, or the identification number of
another SES in the case of a ship-to-ship call.

(5)End of Number Selection

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


Within approximately 15 seconds the ringing tone of the called subscriber should be
heard . When the subscriber answers, the telephone link to the subscriber is
established, and conversation can commence.

Note that the charging period begins when the subscriber answers and continues until
either you or the subscriber disconnect the link. To clear down the call, replace the
telephone handset.



Example Telephone Call


To make an automatic call to the Inmarsat, headquarters switchboard, on number
+44 171 728 1000, located in the Inmarsat Headquarters in London, U.K., set up a
communications channel as previously described and, following receipt of the PTS
tone, immediately dial:



00 44 171 7281000 #

GMDSS GOC .206
i.e.,
00 = the 2-digit Telephone Service Code for an automatic telephone call

44 = the telephone country code for the U.K.

171 = the area code for London (leading zero digit is omitted)

7281000 = the Called Subscribers Number

# = the End of Number Selection character.

Similarly, an exemple of an automatic ship-to-ship telephone call to a ship within
Indian Ocean Region (code 873) coverage could be:

00 873 1234567 #

Data and Facsimile Communication

A facsimile machine converts images on paper into a suitable format for
transmission. At the receiving end, a facsimile machine reformats the original image
and prints it. The images which can be transmitted can be handwritten message, as
well as graphical images or typewritten text.A facsimile machine can receive
messages while left unattended.

The Inmarsat system offers the user a large and growing range of voice-band data and
facsimile services. Terminals do not need special authorization or commissioning
from Inmarsat or the CESs to utilize the services available.

Both data and facsimile transmission can be two-way, and the call can be initiated by
either the SES operator or the shore-based user.


Data/facsimile on Inmarsat-A

An Inmarsat-A SES needs to be connected to suitable voice-band data or facsimile
equipment. Transfer of data between computers ashore and on board ships is
accomplished via voice-band modems at each end. The modem (meaning
modulator/demodulator) is a device which translates (modulates) the digital data
produced by computers into analogue format, suitable for transmission over the
voice-band channels.Another modem at the receiving end translates (demodulates)
GMDSS GOC .207
the analogue information into digital format, for use by the computer at the end.

Generally, the faster the speed of the modem, the faster the data can be transmitted,
and the cheaper the call. The current generation of modem technology enables data to
be transferred over the Inmarsat-A system at up to 14200 bit/s. Even higher speeds
can be achieved with optimum conditions, such as over a higher-quality landline.

At 14200 bits/s, an average page of text containing 2500 characters ( = 20 000 bits)
can be transmitted in about 1 second (after the handshaking phase between the data
equipment has been completed, which can take about 20 seconds). If data
compression techniques are used, the amount of data transmitted is increased quite
considerably.

Data/facsimile equipment should preferably be installed on the Second IMN (ID
number) of an Inmarsat-A SES, with the SES in auto-answer mode (but if necessary,
the equipment may be installed on the Main IMN).

Use of Uncompanded Channels by Inmarsat-A

Since the start of the new Network Co-ordination Stations (NCSs) in the summer of
1993, it has been possible to allocate dedicated voice and data/facsimile channels via
the NCS in a more flexible way. It has been noted that many SESs and shore-based
user equipment use too high an audio transmit level and the resulting over-deviation
causes interference in adjacent channels. This is not normally a problem on voice
channels, but can cause interference on data and facsimile channels.
It is essential that when SESs are engaged in sending facsimile or data traffic they
specify an uncompanded channel in their request burst.
Also, shore-originated calls must be set up using uncompanded channels. This is
accomplished by placing the digits 81 after the ocean region code and before the
ships IMN (ID number) when calling the ship, e.g., 00 871 81 1234568

It is also essential that any voice communication when using uncompanded channels
be kept to an absolute minimum.


Data/facsimile on Imnarsat-B

Most Inmarsat-B Ship Earth Station come equipped with data and facsimile
interfaces as part of the supplied equipment. All that is required is to connect suitable
GMDSS GOC .208
facsimile or data modems. The Inmarsat-B facsimile speed is fixed at 9600 bits/s
(Group 3). The data speed is similarly fixed at 9600 bits/s.

High-Speed Data

Inmarsat also offers a High-Speed Data (HDS) service, up to 64 kbits/s,available
through several CESs for Inmarsat-A or B terminals.


SATELLITE DISTRESS PROCEDURES

INMARSAT-C

When in great and imminent danger, the Inmarsat-C may be used to send a distress
alert. The message is routed automatically through a Coast Earth Station (CES) to a
land-based ordination Centre (RCC).

Two methods of distress communications are normally available:

(A) The distress alert buttons, which send a brief distress alert which contains
summarised information of the distress incident.

(B) The terminals menu facilities to send a more detailed distress priority message,
which includes the precise detailed of the distress incident circumstances and a
description of the assistance required.

Remote distress buttons


For terminals fitted with a remote distress button (or combination of buttons), a
distress alert is sent simply by pressing the button or buttons,and holding down for
the required number of seconds.

Note, however, the following points about using the remote distress alert buttons:

Note 1-Sending a distress alert by pressing the distress button sends only pre-
programmed information, dated from it was previously entered. Because the ships
position, course and speed may have changed, the informationsent to the rescue
authorities should be updated by sending either an updated distress alert from your
terminal or a more detailed distress priority message.

Note 2-Pressing the remote distress button sends a distress ale immediately viathe
Inmarsat system to an RCC, whether or not your SES is engaged in a message
transfer, and whether or not your SES is logged-in to an Ocean Region. This will
GMDSS GOC .209
even work if the terminal has not yet been commissioned.

Note 3-To avoid sending false distress alerts, do not press the alert distressbutton,
except in a real emergency, when you are in grave and imminent danger.

Terminal Distress Menus


Sending a distress alert using the terminal menus allows up-to-date information to be
included in the message. A typical procedure is:

(1) Access the distress alert menus on the terminal

(2) Work through the menus presented, entering the necessary information, viz.,

POSITION
*
TIME
*
COURSE / SPEED
*
* Could be entered automatically.

Other important information which may aid SAR units (as allowed by time
constraints).

(3) Select NATURE OF DISTRESS from the menu list.

(4) Select the intended CES , preferably the one nearest to the vessel within the
current Ocean Region (any CES within the Ocean Region may be selected)

(5) Send the distress alert, i.e. by pressing <Enter>.

(6) Wait for an acknowledgement from the CES: repeat the distress alert,if no
acknowledgement is received within 5 minutes.


Distress Message Facility

Distress priority MESSAGES can be sent using the terminals edit facilities, i.e.,
(1) Prepare distress message and save.
(2) Select Transmit menu.
(3) Select distress priority-level 3
(4) Send message.



GMDSS GOC .210
Distress Priority Messaging


Distress priority alerts and messages will be routed with top priority on the RCC
following transmission, whatever method is employed.

Every Inmarsat-C CES is connected by reliable communications network to a nearby
RCC, known as the associated RCC, which is equipped with facilities to organise
search and rescue activities in response to a distress alert or distress priority message
from a SES with the utmost dispatch.

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 able to communicate with the RCC.

INMARSAT-A & B &FLEET 77


When in great and imminent danger , the Inmarsat-A or B or Fleet 77 SES
may be used to send a distress alert by either telex or telephone. The alert is routed
automatically through a Coast Earth Station (CES) to a land-based Rescue
Coordination Centre (RCC).

The procedure for sending a distress alert is:

(1) Select telex or telephone mode of operation

(2) Select the required CES, e.g. 02 for Goonhilly

(3) Select distress priority level 3

(4) Initiate call according to manufacturers instructions.

When If the reply is not received within 15 seconds, repeat the call and if no
reply is gein abtained, call a different CES. The call will normally be answered
by the RCC.

When contact has been established, send the Distress Message in the following
format:

SOS (x3) for telex, or MAYDAY (x3) for telephone

GMDSS GOC .211
THIS IS [ships name/call sign]

POSTION [latitude and longitude, or relative to a named point of land]

MY INMARSAT MOBILE NUMBER IS [IMN for this channel on the SES]

USING THE [Ocean Region] SATTELITE

MY COURSE AND SPEED ARE [course and speed]

NATURE OF YOUR DISTRESS

ASSISTANCE REQUIRED

OTHER IMPORTANT INFORMATION which may aid SAR units



After sending a Distress Alert

Keep the telephone/telex channel clear so that the RCC can call back when
necessary.

Alternative Procedures

Accelerate distress alerting is available on my terminals using dedicated alerting
buttons or other procedures. However, these procedures differ from manufacturer to
manufacturer. The manufacturers book should be consulted to determine the range
of functions available from any particular SES.


Some or all of Telephone 2-digit Code Services (see Annex 11.12, Table A11.)1 may
be offered by Inmarsat Coast Earth Stations.


GMDSS GOC .212

SATELLITE URGENCY AND SAFETY PROCEDURES

Urgency and Safety Communications


Inmarsat A and Inmarsat B terminals may be used to send URGENCY or SAFETY
messages by telex or by telephone.

N.B. If the CES you select does not support the 2 -digit codes required, ask for
advice from the CES, or select another CES.

Urgency and Safety Procedures

The procedures for sending an Urgency or Safety message is:

(1) Follow the procedure on your SES to select telex or telephone mode of operation,
as required.

(2) Select routine priority level 0

(3) Select the appropriate CES

(4) Call the CES selected, and on receipt of the PTS tone or GA+, dial or key the
appropriate 2 digit coderequired followed by #

When communications have been established, identify the call as URGENCY or
SAFETY, as appropriate, and transmit the message including all required
information.

AVOIDING FALSE ALERTS



It must be emphasized very strongly that when working on any Inmarsat-C terminal,
NEVER GO INTO THE DISTRESS MENU. This menu many only be demonstrated
by a fully skilled and experienced GMDSS operator, who should also be very wary of
what many occur.

It is strongly recommended that there is not need to touch the keyboard at all when in
this menu; it is sufficient to look at what is there. A person skilled enough to operate
the rest of the unit should have no problem operating in the distress menu should the
need arise, especially if cue cards are placed adjacent to the equipment.

In the event that a falsealert is transmitted accidentally, for whatever reason, notify
the appropriate RCC to cancel the alert by sending a distress alert was sent. To cancel
GMDSS GOC .213
a false Inmarsat-C alert, for example, send:

NAME
CALLISING
INMARSAT MOBILE NUMBER
POSITION
CANCEL MY INMARSAT-C DISTRESS ALERT OF DATE
TIME UTC
= MASTER +



GMDSS GOC .214


In particular, MEDICAL ADVICE, MEDICAL ASSISTANCE, and MARITIME
ASSISTANCE can be obtained from some CESs by using the 2 digit codes
described below.


Service 2
Digit
Code
Remarks Information Required
Medical
Advice
32 Some CESs
automatically connect
all calls using this code
direct to local hospitals,
so that advise may be
obtained quickly.
Send the word MEDICO, plus the
following information:
Name of ship
The ships radio call sign and
identification number
The ships exact position
The condition of the ill or injured
person
Medical history
Any other relevant information
Medical
Assistance
38 Some CESs
automatically connect
these calls directly to
associated RCCs, so that
they can be dealt with
immediately. This code
should only be used
when immediate
assistance such as
medical evacuation of a
patient is required.
Send the following information:
Name of ship
The ships radio call sign and
identification number
The ships exact position
The condition of the ill or injured
person
Medical history
Any other relevant information
Maritime
Assistance
39 Some CESs
automatically connect
these calls directly to
associated RCCs, so that
they can be dealt with
immediately. This code
should only be used
when immediate
assistance is required
from the relevant
authorities in the event
of, for example, man
overboard, steering gear
failure, or oil pollution.
This code should be also
used to send a request
for towage.
Send the following information:
Name of ship
The ships radio call sign and
identification number
The ships exact position
Particulars of the incident
Any other relevant information

GMDSS GOC .215

TEST 11.1
N
No.
INMARSAT B
ANSWER
11.1.1. 1


What are the telephone codes for AOR E/ AOR W, IOR/
POR?




11.1.2. 2


Describe INM number for INMARSAT B).



11.1.3. 3


How can you define the following telephone 2-digits codes:
32, 38, 39, 41, 42, 43.




11.1.4. What type of antenna is used with an INMARSAT B SES?



11.1.5. What do you mean by the Azimuth angle?



11.1.6. What do you mean by the Elevation Azimuth angle?



11.1.7. 5


Describe the following telephone 2-digits codes: 00, 36.




GMDSS GOC .216
11.1.8. 6


What is the telephone 2-digits code for Maritime Assistance?



11.1.9. 8

What is the function of the Network Coordinating Station in
the INMARSAT system?



11.1.10. What is the function of the Network Operational Centre in
the INMARSAT system?



11.1.11. What is the function of CES Coast Earth Station in the
INMARSAT system?



11.1.12. Which is the CES whose access code in INMARSAT B is
555?



11.1.13. Which is the CES whose access code in INMARSAT B is
002?


11.1.14. What is the acces code (INMARSAT B) for Station 12
(Burum- Netherland) CES?


11.1.15. What is the acces code (INMARSAT B) for Eyk (Norway)
CES?


11.1.16. What is the meaning of the following abbreviations using
telex mode: GA?; MOM; WRU?


GMDSS GOC .217
TEST 11.2
No. TOPICS- INMARSAT B TELEX
ANSWER
11.2.1. 1


What are the telex codes for AOR E/ AOR W, IOR/ POR?




11.2.2. 2


Describe INM telex (INMARSAT B)



11.2.3. 3


How can you define the following 2 digits codes: 32, 38, 39, 41,
42, 43.




11.2.4. 5


Describe the following telex 2-digits codes: 00, 36.




11.2.5. 6


What is the 2-digits code (telex mode) for Maritime Assistance?




11.2.6. 8

What is the 2-digits code (telex mode) for Meteorological
Reports?



11.2.7. 1What is the 2-digits code (telex mode) for Ship Position Reports?




GMDSS GOC .218
11.2.8. 1What is the 2-digits code (telex mode) for Medical Assistance?



11.2.9. 1What is the 2-digits code (telex mode) for Navigational Hazards
And Warnings.



11.2.10. What is the 2-digits code (telex mode) for Medival Advice?



11.2.11. What is the acces code (INMARSAT B) for OTE Greece CES
Land Earth Station Operator?


11.2.12. What is the acces code (INMARSAT B) for France Telecom-
CES Land Earth Station Operator?


11.2.13. What is the meaning of the following abbreviations using telex
mode: GA?; MOM; WRU?







GMDSS GOC .219
TEST 11.3.
No

TOPICS INMARSAT C
ANSWER
11.3.1. 1


Define the acronym NCS.


11.3.2. 2


What kind of antenna is uded by INMARSAT C SES?


11.3.3. 3


What do you mean by Above Deck Equipment- ADE?


11.3.4. 5


What do you mean by Bellow Deck Equipment- BDE?


11.3.5. 6


How does a store and forward system work?



11.3.6. 8

Which number do you have to type from your INMARSAT
C terminal to contact another INMARSAT C SES with INM
426490110, when the terminal is logged in at
IOR/POR/AOR E/AOR W.




11.3.7. 1Which number do you have to type from your INMARSAT
C terminal if you want to transmit a telex message to an
INMARSAT SES with INM 762649011, in AOR W area?.


11.3.8. 1What kind of SES has INM 762649011? What types of
GMDSS GOC .220
communication services are provided by this INMARSAT
terminals?



11.3.9. 1You are in position 44.00 N / 028.00 E. Which satellite
covers the position mentioned above?



11.3.10. What kind of services are available within the EGC system?



11.3.11. What is the best testing method for your INMARSAT C
terminal?




11.3.12. What kind of messages are transmitted by the SafetyNet?


11.3.13. What kind of messages are transmitted by the
Fleet Net?


11.3.14. Write and describe the last EGC messages received by real
SEA INMARSAT C terminal.







GMDSS GOC .221
REVISION QUESTIONS (1.25)


1.Describe the coverage of an Inmarsat geostationary sattelites.

2.Name the five Inmarsat systems now in operation.

3.What is meant by the following abreviations:

a. RCC ?

b. CES ?

c. SES ?

d. SafetyNET ?

e. NCS ?

f. EGC ?

Describe:

a. An Inamrsat-A Antenna

b. An Inamrsat-C Antenna

5.Describe the basic sequence of events involved in initiating either a telex or a
telephone call using Inmarsat-A ?

6.What is the difference when using Inmarsat-C between a distress alert and a distress
message ?

7.What is the meaning of the followinf abreviations using NBDP (telex):

a. COL ?

b. GA ?

c. MOM ?

d. NCH ?

e. WRU ?

GMDSS GOC .222



GMDSS GOC .223


















SECTION 12

MARITIME SAFETY INFORMATION (MSI)
GMDSS GOC .224
GMDSS GOC .225


S12.
MARITIME SAFETY INFORMATION (MSI)

Maritime Safety Information is defined in general terms as navigational and meteorological
warnings , meteorological forecast and other urgent safety-related messagesof vital
importance to all ships at see.It may also include electronic chart correction data.

The MSI service is an international co-ordinated network of broadcast of Maritime Safety
Information from official information Prividers such as :

- National Hydrographic Offices,for navigational warnings and electronic chart
correction data ;
- National Meteorological Offices,for weather warnings and forecast ;
- Rescue Co-ordination Center ( RCCs ) for shore to ship distress alert,and other urgent
information;
- The International Ice Petrol, for North Atlantic ice hazards.

Reception of MSI broadcast is free of change to all shipsMSI is transmitted by a variety of
means ,using terrestrial ans satellite radiocommunica tion .The GMDSS supports two
independent systems for broadcasting MSI :

NAVTEX

The international NAVTEX service is the system for the broadcast and automatic receipt of
MSI by means of narrow band direct printing on 518kHz ,using the Englesh language ,to meet
the requirements of the SOLAS convention .

The information Provider forwards the MSI for a given area to a 518kHz MF NAVTEX
transmiter .The purposeal of the NAVTEX system ia essentially to provide MSI relevant to
the coastal areas within the range of the MF NAVTEX transmitter network.

Safety NET System


Complementary MSI services are provided by thi international automatic direct printing
satellite based service SafetyNET operated by Inmarsat . SafetyNET fulfils an integral role in
the GMDSS as requirement for the ships to which the SOLAS Convention applies.The ability
to receive SafetyNET service information will be necessary for all ships which sail beyound
the coverege of NAVTEX .

The Information Provider forwards the safetyNET MSI for a given area to an inmarsat-C
Coast Earth Station (CES) for broadcasting via the satellite network over an entire Inmarsat C
Ocean Region .Ships can therefor receive SafetyNET informations anywhere in that ocean
region ,irrespective of their distance from the CES/information Provider.This is an obvious
advantage when sailling remote areas but it is vital to select the correct Ocean Region on the
GMDSS GOC .226
receiver otherwise ,there is a danger that inappropriate information will be received .

MSI for a given area is generally over either NAVTEX or SefetyNET (except for some
circumstances where a message may be broadcast using both services);ships equipped with
both NAVTEX receiver and a SafetyNET receiver should select an appropiate receiver to
receive MSI for a particular area .Where a costal area is not covered by the international
NAVTEX service, for example around Australia ,MSI for that area will be broadcast on
SafetyNET.


NAVAREAs/METAREAs


The world is dividet into NAVAREASfor the transmission of MSI.Figure S12-1 shows the
16 Navigational Areas (NAVAREAs).These are the same as the Meteorological Areas
(METAREAs)into wihich the earths navigable waters are sub-divided for the purpose of
SafetyNET broadcast . For each area ,a NAVAREA Co-ordinator co-ordinates the
broadcasting of navigational warnings ,and a Meteorological Issuing Service co-ordinates the
meteorological information throught that area.

Detailed example are given on Figures S12-2 to S12-5 for the NAVAREA of Europe and
South America .

Extensive co-operation between neightbouring countries is often necessary NAVTEX MSI
for NAVAREA 1 is ,for example ,supplied by twelve European stations. There may be also
permanent arrangements in place whereby an Administration request a neightbouring country
to transmit MSI on its behalf in order to improuve reception.

To find out which MSI service ,NAVTEX or SafetyNET ,serves a particular area , a user
should refer to the information for that particular area contained in the ITU List of
Radiodetermination and Special Services Stations or relevant publications produced by
national Administrations and service providers.

MSI Broadcast

To ensure that the user knows when to receive MSI for a given area and subject ,many MSI
broadcast are scheduled , under IMO co-ordination to particular times , CES and Ocean
Region .
All navigational warnings and meteorological forecast are scheduled broadcast with safety
priority , which does not produce an alarm at the receiver

GMDSS GOC .227


NAVTEX

NAVTEX Equipament


NAVTEX broadcast are telex transmissions using FEC mode and are normaly received by a
dedicated receiver which contains a printer and/or display and micraprocessor and provides
the following f unctions:
(a) Receive only selected stations.
(b) Receive only certain types of messages
(c) Prevent the receptions of the same message again .
(d) Store received information.
(e) Prevent printing if signal is not good enough.

All NAVTEX message are prefixed by a 4-character gruoup;the firts denotes the transmitting
station,the second the message category ,the third and fourth the serial number .The category
code 00denotes urgent trafic and it will be always printed .

Message category


At the NAVTEX receiver the information printed or displayed may be selected to meet
operational requirements by rejecting certain classes of message. However messages with
distress or safety conotations cannot be suppressed.
The NAVTEX message categories are :
A
*
- navigational warnings.
B
*
- gale warnings .
C - ice reports.
D
*
- distress alerting plus SAR/Piracy information.
E - weather forecast .
F - pilot services information .
G - decca messages .
H - loran messages .
I - omega messages .
K - other navigational messages .
L
*
- rig movements .
V - amplification of NAV WARNINGS in A .
Z - no messages on hand .

- - Thesse messages cannot be rejected by the receiver .




GMDSS GOC .228
NAVTEX languages

The 518 kHz NAVTEX transmissions are in English.
However, equipment and retro fit circuit modules are now available which will allow the
reception of national languages MSI broadcast on 490 kHz or, ] in the tropical regions, 4209.5
kHz.


SafetyNET

SafetyNET Broadcast

To be sure of receiving a scheduled MSI ,the equipment must be tunet to the appropriate
channel and satellite at the specified time by loggin on to the apropriate Ocean Region.

Urgent navigational warnings,sever weather warnings,and distress alert relays are transmitted
as unscheduled SafetyNET broadcast over all satellites covering the area concerned ,so that the
receiver will not miss the message, irrespective of the ocean region being monitored.

The user is advisedof the receip of an unscheduled message by the terminal giving an alarm .

All MSI broadcast made in the international MSI service are printed in the English language
national language may be added after the English text .

To avoid excessive duplication of broadcast , the IMO has authorised the following
arrangements :

- For a given NAVAREA/METAREA which is covered by more than one Ocean
Region satellite, scheduled broadcast of MSI such as gale warnings and
meteorological informations,are made only via a single nominated satellite /Ocean
Region .

- For a NAVAREA/METAREA which is covered by more than one Ocean Region
satellite ,unscheduled broadcast of MSI ,such as gale warnings and distress alerts are
made via all satellites /Ocean region which cover the area concerned.

EGC SERVICE

The Inmarsat C satellites communication system has a capability known as Enhanced Group
Call (EGC),which enables Information Provider to send messages for selective reception by
EGC receivers located anywere in the four Ocean Regions.

The Information Provider determines which receivers are to receive the message by including
identifying informations such as the NAVAREA/METAREA or a defined geographical area
for which the MSI is intendet along with the message individual EGC receivers can be
programmed to use this information to select only the required messages, and to reject all
GMDSS GOC .229
others..

Based on this selective capability the EGC system supports two services:

1. The EGC SafetyNET service, which allows the EGC receiver operator to program the
receiver with the geographical areas for which MSI will be received ,and the
categories of MSI messages required.

2. The EGC FleetNET service a commercial service,where individual EGC receivers are
programed to store an EGC Identification (ENID) code, which is used to select only
messages intended for ships belonging to a group, such as a fleet or national fag, or
subscribers to an information nservice .
SafetyNET Messages


A registered Information Provider, such as a national Hydrographic Office, Rescue Co-
ordination Centre (RCC), or Meteorological Office, receives information from its specialised
sources.
Each Information Provider prepares an MSI message in a standardised format, and submits it
to appropriate co-ordinator (Navigational Warning Co-ordinator, SAR Co-ordinator, or
Meteorological Issuing Service).

The co-ordinator checks the message with any other information received, and edits it
accordingly, the submits the finalised text to a selected Inmarsat-C CES.

Included with the message are the following codes (known as the C code), to instruct the
CES and SES on how to process the message automatically:

- Priority Code (distress ,urgency.safety,or routine);

- Service Code, to identify the message type :for example a shore to ship distress
alert or a meteorological forecast :

- Address Code, to identify the geographical area which the MSI is applicable this
may be a fixed geographical area such as a one of the 16 NAVAREAs/METAREAs
shown or a temporary area determined by the originator,such as a rectangular area ,as
shown in figure S12 8 ;

- Repetition Code, to indicate the number of times the message should be broadcast;

- Presentation Code, to indicate the caracter set in which the message will be
transmited and printed. (The caracter set that is used is alwais the international
alphabet number 5, which is also known as 7 bit ASCII)

The Information Provider may also choose the scheduled time(s) at which the message is to
be broadcast,and if a CES operates in more than one Ocean Region, the satellite to be used.
GMDSS GOC .230

The CES receives the messages with its instructions,and queuesit with any other messages
received, according to priority and scheduled time of transmission.

At the required time for transmission, the CES forwards the messages over the Interstation
Signalling Link (ISL) to the NCS for the Ocean Region.

The NCS automaticaly broadcast the message on the NCS Common Signalling Channel over
the entire Ocean Region .

All EGC receivers that meet SOLAS requirements will receive the MSI and then print the
message ,unless the operator has chosen to reject messages of that type,or the message is a
recent repeat.

Selective Reception

Althought EGC receivers will receiv and can print all SafetyNET broadcast made throughout
an entire Ocean Region, many messages may not be useful to the ship for example those
applicable to NAVAREAs beyound the ships planned voyage,or those on subject not relevant
to the ships circumstances. To avoid printing out a large number of unnecessary messages,the
EGC receiver can be programmed to print only the essential messages ,and to reject all other
messages.To this end ,every receiver is supplied with software which stores the Geographical
boubdaries of the BAVAREAs; the receiver then uses this information to print only those
messages applicable to the current area ,plus any other areas those messages applicable o the
current area,plus any other areas programmed by the operator.

N.B. The receiver cannot be programmed to reject all ships messages, such as somme shore
to ship distress alerts and Met/Nav warnings.

The receiver examines the message handling instructions (the C codes) included with each
message, and uses this information to decide which messages to print.

Similary, the receiver stores the unique number included with each message,and uses this to
avoid printing extra copies of those messages already received and printed correctly.


Position Updates


The EGC receiver must be updated regulary with the ship position in order to ensure that :
- the receiver can print all messages addressed to a specific geographical area ;
- printing is restricted to just those messages for the selected areas, otherwise the
receiver will automatically print or store all geographical addressed messages within
the entire Ocean Region if the ships position is not updated for 12 or 14 hours.


GMDSS GOC .231

Mandatory Message Reception


Under SOLAS requirements (as well as for the safety of all aboard), receipt of following types
of EGC messages is mandatory:

- Shore to distress allert relays for the current NAVAREA;
- Navigational warnings for the current NAVAREA;
- Meteorological warnings for the current METAREA.

Optimal Message reception

In addition to mandatory message types, the IMO recommends that the EGC receiver is also
programmed to receive the following messages:

- Meteorological forecast.

- MSI for any other NAVAREAs in which the ship is expected to sail

N.B. The NAVAREAs specified do not need to be adjacent to the current area.

Printing Essential Messages

To ensure that the EGC receiver prints only the essential messages required ,and rejects all
others, ensure that:

- the receiver is updated regulary with the ships position
- the receiver is set to reject for any NAVAREAs outside the area of interest;
- the receiver is set to rejecr messages type not required;
- the receiver does not print multiple copies of repeted messages ;


Reducing the Number of Alarms


The EGC receiver is programed to give an audible /visual alarm on printing any distress
alerts or urgent messages since these require an immediate response.To eliminate any
unnecessary alarms ,ensure that:
- the ship position is updated regulary so that the receiver rejects messages for any
geographical areas irrelevant to the ships position;
- the receiver is set to give an alarm only for distress and urgent messages




GMDSS GOC .232

Repeated MSI broadcast

Some classes of EGC receivers/SESs may not provide uninterupted monitoring of the
channel used for MSI broadcasts and may switch to a different channel for normal
commercial trafic .To improve the chance of these receivers receiving MSI
broadcast,information Provider re-broadcast some messages as follows:

- Unscheduled messages,such as distress alerts and gale warnings,are re broadcasts
6 minutes after the initial broadcast;
- Scheduled broadcast,such s navigational warnings are repeated at every scheduled
time for as long as they remain in force.

Missed messages


If any messages have been missed ,for example at a scheduled broadcast time ,try the
following:

- Switch the terminal off and on again this will clear the internal memory of all
stored messages Ids,so that if the message is re-broadcast again the receiver will not
rejecr it as a repeated message and will print it
- Check whether the CES which broadcast the message offers a re broadcast
facility.

Good Operating Practice

- The following advice intended to achived the best possible use of the SafetyNET
service:

- Ensure that all equipment associated with the EGC receiver is working properly ,as
indicated in the manufactures instructions, and that the printer is loaded with paper.

- Emsure that no unwanted messages are retained and that the terminal has sufficient
storage space for new messages.

- Consider using a small font ,if possible,to redoce the amount paper used for
messages.

- Ensure that the ships position is updated regulary so that only appropriate MSI is
received throughout the voyage.

- Enter all NAVAREAs/MATAREs and coastal areas appropriate to the voyage into
the terminal.

- Enter the wamted MSI messages types and reject any unwanted types.
GMDSS GOC .233

- While in port,keep the EGC receiver in operation, to ensure that all necessary NSI is
avaible before sailling.

- To maintain continous MSI receptionfrom a prticular satellite/Ocean Region ,the
automatic Inmarsat C scan facillity should be set to scan the desire Ocean Region
,by making it the only preferred Ocean Region for details,refer to the inmarsat C
Maritme Communications Handbook.

- Ensure that a writen log is kept of the identities of all received messages throughout
the voyage, and that a printed copy is kept on of the all distress traffic. Other
messages should be kept on the bridge as long as they remain in force.

- N.B. if the EGC receiver facility shares a directional antena with an inmarsat A
SES ,ensure that the antena tracks the appropriate satellite at the tine of a scheduled
broadcast. This configuration is not recomanded .

The following advice intended to achived the best possible use of the SafetyNET service:

- Ensure that all equipment associated with the EGC receiver is working properly ,as
indicated in the manufactures instructions, and that the printer is loaded with paper.

- Ensure that no unwanted messages are retained and that the terminal has sufficient
storage space for new messages.

- Consider using a small font ,if possible,to redoce the amount paper used for messages.

- Ensure that the ships position is updated regulary so that only appropriate MSI is
received throughout the voyage.

- Enter all NAVAREAs/MATAREs and coastal areas appropriate to the voyage into the
terminal.

- Enter the wamted MSI messages types and reject any unwanted types.

- While in port,keep the EGC receiver in operation, to ensure that all necessary NSI is
avaible before sailling.

- To maintain continous MSI receptionfrom a prticular satellite/Ocean Region ,the
automatic Inmarsat C scan facillity should be set to scan the desire Ocean Region ,by
making it the only preferred Ocean Region for details,refer to the Inmarsat C
Maritme Communications Handbook.

- Ensure that a writen log is kept of the identities of all received messages throughout the
voyage, and that a printed copy is kept on of the all distress traffic. Other messages
should be kept on the bridge as long as they remain in force.
GMDSS GOC .234

N.B. if the EGC receiver facility shares a directional antena with an inmarsat A SES
,ensure that the antena tracks the appropriate satellite at the tine of a scheduled broadcast.
This configuration is not recomanded .



Troubleshouting

If no MSI have been printed or stored within a 24 hours period ,try the following :

- Check message availability,making sure that the terminal is monitoring the
appropriate satellite/Ocean Region at the time of a scheduled broadcast .

- Carry out a Performance Verification Test (PVT) on the Inmarsat-C SES ,referring
to the manufacturers instructions for details.

- Use the 2 digit cde service 33 (Request for tehnical assistance) with a selected
CES that supports the service.


GMDSS GOC .235

Example of Messages

Typical MSI broadcast:

Navigational warnings

EGC: 107 1995/02/13 18:14:35 SAFETY

BT CSAT 46464 HYDRNW G 13 FEB 1995 18:14:07 929960

ZCZC
NAVAREA ONE 075.
BALTIC SEA. KADETRENDEN. CHART BA 2365. DANGEROUS WRECK
LOCATED 54 43 . ON 12 24 . 6 E MARKED BY SOUTH CARDINAL
LIGHTBUOI 100 METRES SOUTHWORD.


NNN

In the examples note the following features:

- the date and time of the message in UTC ;

- the identifier of the CES sening the message :
BT CSAT - bitish telecom inmarsat C

- A unique number identifying the message:
929960
- The priority of message

- The nature of message:












GMDSS GOC .236



































GMDSS GOC .237










SECTION 13

EPIRBs and SARTs


















GMDSS GOC .238
S13.
EPIRBs and SARTs


Emergency Position-Indicating Radio Beacons


The essential prpose of an EPIRB signal is to help determine the position of
survivors during SAR operations.

The EPIRB signal indicate that one or more persons are in distress, that they may
no longer be on board a ship or aircraft and that receiving facilites may no longer
be available.

A cost station (i.e. Local User Terminal) receving an EPIRB transmission would
consider that the vessel in distress is unable to transmit a distress message and so
a Mayday Relay would normally be transmitted to ship in the area by any suitable
means, e.g. Inmarsat, DSC, NAVTEX.

All EPIRBs should have arrangements for a local manual ativation or float-free
release and self activation. Remote activation from the navigating bridge, while
the EPRIB is installed in the float-free mounting, may also be provided. The
equipament , mounting and releasing arrangements should be reliable, and should
operate satisfactorily under the most extreme conditions likley to be met at sea.
Manula distress alert initiation should require at least two independent actions.

All types of EPIRBs should also be equipped with a light of 0.75 candela,
flashing with a low duty-cycle ratio, which is automatically activated by the onset
of darkness.

COSPAS-SARSAT EPIRBs

This EPIRB system uses low-altitude polar-orbitoring sattellites operatingon
406 Mhz. The transmissions are recevied by the satellites, which pass on the
relevant information to a Local User Terminal (LUT), which then passes
information to rescue authorities via a Mission Control Centre (MCC).

The positin of the EPIRB can be found by the satellite using Doppler frequnecy-
shift measurement techniques. However , some 406 Mhz EPIRBs transmit
digitally coded information, including: ship indentification, date, country of
origin, nature of distress, and (if interfeced with, for exemple a GPS recevier) the
position.

A 121.5 Mhz signalling facility is included on all current production COSPAS-
SARSAT EPIRBs which serves primarily to provide a homing signal for aircraft.
GMDSS GOC .239


VHF DSC EPIRBs

The VHF EPIRB is intended for use in A1 sea areas and operate by transmitting a
DSC distress alerting signal on the frequency 156.525 Mhz (channel 70).

Some VHF DSC EPIRBs also incorporate a 9 Ghz radar transponder for the
purpose of providing a locatng signal.
Registration, Care, Use And Disposal

Masters must ensure that their EPIRBs have been registered with the relevant
authority in the flag State, enabiling details to be available to SAR authrities
when requested.

EPIRBs should be installend so that they cannot be tampered with or
accindentally activated. EPIRBs are equipped with a buoyant lanyard suitable for
use as a tether in order to secure the beacon to a liferaft, boat or person in the
water.

Note To prevent the EPIRB from being dragged under water, the lanyard
should never be attached to the ship, or arranged in such a way that it can be
trapped in the ships structure when floating free.


The EPIRB should not be activated if SAR units are already on-scene. If
previously activated, it should be switched off when rescue units arrive.

Damaged EPIRBs or those on a ship going for scrap should be made inoperable.
Remove the battery before demolition or before returning it to manufacture for
re-programming. On-vessels being sold to new owners, the EPIRB must be re-
registered

EPIRB Test Procedure

EPIRBs should be tested on a regular
5
basis as follows:
Press and release test button
- Red lamp should flash once
- Within 30 seconds the strobe and red lamp should flash several times
- After 60 seconds the EPIRB swirches off
EPIRBs incorporate the means tocarry out regular tests (without access to the
space segment) and indicate the emission of a distress alert of any fault in the
equipment.

GMDSS GOC .240
Fals Alerts

If an EPIRB is accindentally activated, the nearest coast station or an appropiate
coasts earth station or RCC MUST be informed immediately that a false distress
alert has been transmitted and should be cancelled. Details of RCCs are to be
found in the ITU List of Coast Stations and various publications produced by
national Administrations and service providers.


Search and Rescue Radar Transponders-
SARTs

These are used to home SAR units to the positions of a person in distress. They
operate on the 9 Ghz band
6
and only transmit, assuming they are switched on,
when interrogated by another radar.

The SART should operate correctly when triggered by another vessels radar at
distances of up to at least 5 nautical miles. Detection at longer ranges will be
achieved from aircraft ; at 3000 ft, for example, the aircraft radar should elicit a
useful response up to 30 nautical miles away from de SART.

The transmission produces a distinctive line on radar display of about 12 blips
extending out from the location of the SART along the line of bearing . These
change to concentric circles when the SAR unit reaches to within about 1 mile of
the SART. The radar display produced by the SART is ilustreted in Figures S13-4
and S13-5.

To ensure that the SART transmissionwill be receivable over a useful distance it
is essential that the SART be mounted as high as possible. The ineffectiveness of
poorly mounted SARTs in survival craft and liferafts has been demonstrated
repeatedly in exercises. In order to maximise the range, the regulations require a
mounting height of at least 1 metre above sea level.

The SART paint on the radar display may be more easily identified, especially if
clutter or many other targetsare present, by detuning the SAR units radar.
Detuning reduces the intensity of return echoes on the display but allows the
SART signal to be seen more easily since the SART emits a broad-band signal
which detuning does not affect to the same degree.



SART Test Procedure

SARTs should be tested on a regular basis as follows:
Switch SART to test mode
Hold SART in view of radar antenna
GMDSS GOC .241
Check that visual indicator light operates
Check that audible beeper operates
Observe radar display concentric circles should be displayed
Check battery expiry date.


















GMDSS GOC .242
REVISION QUESTION (1.25)

(1) What is the purpose of a EPIRB signal ?
(2) What does the EPIRB signal indicate ?
(3) Whois responsible for ensuring that your EPIRB is registred ?
(4) State the fundamental difference between the Inmarsat EPIRBs and the 406 Mhz
EPIRBs which operate whthin the COSPAS-SARSAT system.
(5) Explain what should happen when testing an EPIRB.
(6) On what frequebcy band does a SART operate ?
(7) What is the purpose of a SART ?
(8) Explain how to test a SART .






















GMDSS GOC .243










SECTION 14

GENERAL REGULATIONS
GMDSS GOC .244
GMDSS GOC .245
S14.
GENERAL REGULATIONS


Authority of the Master

The radio service of a ship is under the supreme authority of the Master or other person
responsible for the ship.

Ships Radio Licences

These are normally issued by the national Administration, but can also be issued by
another office or institute on behalf of the national Administration. The licence should
be displayed near to the radio equipment and shows the following:

(a) Name of ship
(b) Call sign and revelant identification numbers
(c) Owners name
(d) Frequencies
(e) Transmitter output powers
(f) Classes of emission
(g) Public correspondence category
(h) Other conditions under which the station is to be operated

The licence should be permanently displayed near the main ship station control point.

Documents to be carried

The Radio Regulations require that ships for which a radio installation is required by
international agreement carry the following documents:
(1) Ships Radio Licence
(2) Radio Operators Certificates
(3) GMDSS Radio Log book
(4) ITU List of Call Signs and Numerical Identities of Stations used by the Maritime
Mobile and Maritime Mobile Satellite Services.
(5) ITU List of Coast Stations.
(6) ITU List of Ship Stations.
(7) ITU List of Radiodetermination and Special Service Stations.
GMDSS GOC .246
(8) ITU Manual for Use by the Maritime Mobile and Maritime Mobile- Satellite
Services.
Other international and national regulations require additional documentation and
publications to be carried, e.g

(1) Radio Safety Certificate
(2) Antenna Rigging
(3) List of spares and where kept.
ITU Lists

The ITU information lists included in the compulsory carriage requirement for ITU
documentation on board a ship station contain:

List of Call Signs and Numerical Identities
- Coast and ship station numbers
- Ship earth station numbers
- MMSI numbers
- SELCALL numbers
- List of Coast Stations
- Working and broadcast frequencies.
- Traffic list times
- Charges for all countries
- Stations with DSC facillities

List of Ship Stations
- Ship call signs
- Ship earth station numbers
- Classes of communication
- AAICs

List of Radiodetermination and Special Service Stations
- Radio/radar beacons
- Time signals
- Weather bulletins
- Navigational warnings
- Medical advice.
Inspection

Surveyors or inspectors from the appropiate shore-based authorities, i.e.,local maritime
transport Administration or telecommunication Administration, may inspect the ship
station, including the documentation and the equipment.

Note 1-Unlicensed use of radio equipment is a punishable offence in most countries.

GMDSS GOC .247
Note 2-Under Port State control procedures, the ship may be detained in port if the
radio equipment does not meet the SOLAS carriage requirements.

Unauthorised Transmissions

Stations are forbidden to:
(a) Make unnecessary or superflous transmission.
(b) Transmit false or misleading signals.
(c) Transmit without using their identification.

It is also useful to remember that you should only radiate as much power as is necessary
to ensure a good communication llink and that, before transmission on any frequency or
channel,you must ensure you are not going to interfere with transmissions already in
progress.

Test Transmission

These should be kept to a minimum and should, if possible, be carried out using
an artificial antenna (dummy load) and/or reduced power.Distress frequencies
should not be used unless absolutely necessary.Test or tuning signals should be
for less than 10 seconds and should include the call sign or other identification.

Daily Tests

1. DSC- Without radiation-Use built-in test facility.
2. Batteries On-/Off-load voltage checks - Fully charge if necessary (see later
section on batteries and maintenance).
3. Printers- Check sufficient paper DSC NAVTEX- Telex-SATCOM.

Weekly Tests

1. DSC-Live call to coast station.
2. Reserve source of energy other than battery.
3. Survival craft VHF not on channel 16

Monthly Tests

1. EPIRBs Use built-in test facility do not radiate.
2. SARTs- Using the facility
3. Batteries Check condition of all batteries EPIRBs SARTs Reserve
VHF.
4. In the case of EPIRBs and SARTs you should also check the security of
the, i.e. for corrosion or damage.
GMDSS GOC .248


Order of Priority of Communications


The order of priority for communications* in the Maritime Mobile Service and the
Maritime Mobile-Satellite Service is as follows:

1. Distress calls, distress messages, and distress traffic.
2. Communications preceded by the urgency signal.
3. Communications preceded by the safety signal.
4. Communications related to direction finding.
5. Communications relating to the navigation and safe movement of aircraft during
SAR operations.
6. Communications relating to the navigation, movements and needs of ships and
aircraft, and weather observation (OBS) messages destined for an official
meteorological service.
7. ETATPRIORITENATIONS Radiotelegrams relating to application of the
United Nations Charter.
8. ETATPRIORITE Governement radiotelegrams with priority and Government
calls for which priority has been expressly requested.
9. Service communications relating to the working of the telecommunication
service or to communications previously exchanged.
10. Other Government communications, ordinary privatecommunications, RCT**
radiotelegrams and press radiotelegrames.

11. It is recognized that the full scheme may be impractical in fully automated
systems but, even so, category 1 (distress) shall always receive priority.

Note* Communications includes radiotelegrams, radiotelephone calls and
radiotelex calls.

Note** RCT (Red Cross Telegrams) refer to telegrams concerning persons
protected in time of war by the Geneva Conventions of 12 August1949. RCT
radiotelegrams will be accepted in accordance with ITU-TRecommendation F.1, and
will be charged in accordance with ITU-T Recommendation D. 40.
GMDSS GOC .249
REVISION QUESTIONS (1.25)


1. What are the rules governing transmissions?

2. Where would you find details of your intership R/T working frequencies?

3. What tests should be carried out
(a) Daily?
(b) Weekly?
(c) Monthly?

4. Which of the following would you transmit first
(a) A service communication?
(b) A signal for D/F purposes?
(c) A Nav WNG?
(d) An OBS message?

GMDSS GOC .250
GMDSS GOC .251

















SECTION 15

POWER SUPPLIES
GMDSS GOC .252
GMDSS GOC .253
S15 .
POWER SUPPLIES

Ship power Supplies


To comply with the SOLAS Convention, ships are required to have available a supply
of electrical energy sufficient to operate the radio installation, and to charge any
batteries used as part of reserve source of energy, at all times while at sea.

Reserve sources of energy are a mandatory requirement and must be capable of
powering the radio installation in the event of failure of the ships main and emergency
source of electrical energy for purpose of conducting distress and safety
radiocommunications. The reserve sources of energy have to be capable of operating
simultaneously the VHF radio installation and, as appropriate for sea area or sea areas
for which the ships is equipped, either the MF radio installation, the HF radio
installation or the ship earth station and other necessary loads, such as navigational
equipment linked to the radio installation or essential emergency lighting for the
installation.

Alternative sources of energy to power of ship earth station should also be sufficient for
all of the ancillary equipment necessary for its normal functioned, including the antenna
tacking system where provider.

The reserve sources of energy should be adequate for at least one hour or six hours,
depending whether the ship is provided with an emergency source electrical power
complying with regulation 42 or 43, as appropriate, of SOLAS chapter II-1. The reserve
power supply must be independent of the propelling power of the ship and the ships
electrical system.

GMDSS GOC .254
The radiocommunication equipment may operate either from the ships d.c. or a.c. mains
supply (often stepped down to 24V d.c.), or from 24V d.c. supplied by of bank
batteries.The batteries often from a reserve sources energy with are on a Float Charging
System so that, should the mains supply fail, the batteries automatically take over. The
float charging system ensures that the batteries are always fully charged. If necessary, a
boost charge can be given at any time, i.e., a higher current charging supply is applied
to secure a quicker charging period.




Circuit Breakers and Fuses

Many modern bulkhead switches and distribution boxes have overload trips which can
be reset at the push of button.However if after resetting, it trips again then you
probably have a fault which needs tracing and rectifying.

Must equipment is individually fused. Fuses are used to protect the equipment and the
operator in the event of a fault.

When replacing blown or suspect fuses observe the Following safety procedures:
- The power supply MUST be switched off before taking a fuse out for testing.
- Replacement fuses MUST have the correct rating.


GMDSS GOC .255
BATTERIES

Battery Types

Battery cells provide electrical energy by means of electrochemical reaction involving the
exchange of electrons between the positive and negative electrodes (or plates) of the cell
through an electrically conducting ion-exchange medium, in liquid or paste from, called
the electrolyte.When an external electrical load is connected a current is generated as
electrons transfer from the negative electrode, or cathode, to the positive electrode, or
anode.

As the cell delivers electrical energy, the chemical composition of electrodes is changed ;
the capacity of the cell will eventually be exhausted when no further chemical change is
possible.For the class of batteries constructed from primary cells, the battery is of no
further use once this point is reached since reacharging is not a practical proposition.

For the class of batteries constructed from secondary cells,however, the chemicalreaction
involved is easily reversed if electrical energy is fed back into the cells.The battery can
then be used again.Thus secondary cells are used in rechargeable batteries.

The defining characteristic of the various types of cell is the cell voltage, which is open-
circuit potential difference, also called the electro-motive force (emf), between the
electrodes and the electrolyte.


GMDSS GOC .256
Battery Capacity

The ampere-hour capacity ( AHC ) of a battery of cells indicates the amount of energy it
can deliver over a standard discharge period, usually 10 or 20 hours.
A battery, in good condition, rated at 140 ampere hours at the 10 hours rate, for
example, can deliver 14 amps for 10 hours, more than 7 amps for 20 hours, but
something less than 28 amps for 5 hours.

Primary Batteries

Primary batteries have a single lifespan, meaning that they cannot be recharged and
therefore require periodic replaicement. Althaught not rechargeble, primary batteries have
compensating advantages in many applications where small size and long storage life are
the main consideration.Over the smaller range of battery sizes, the ratio of power output
to weight or size is typically superior for primary cells. In addition, primary batteries
generally have superior storage characteristics.

GMDSS GOC .257

GMDSS GOC .258






GMDSS GOC .259





SECTION 16

ANTENNAS
GMDSS GOC .260
GMDSS GOC .261
S16.
ANTENNAS






General

An antenna is an element capable of radiating and intercepting radio waves. The
radiation and reception of radio waves is most effective when the antenna is in
resonance. Various resonant configurations can be achieved by antennas with
dimensions of or wavelength, or multiples thereof.

It is most important for a transmitting antenna to be in resonance than for a
receiving antenna since transmitter performance can be badly degraded by a
mismatched antenna. Older types of transmitter could be damaged by feeding
into a poor antenna but modern designs usually incorporate automatic protection
circuitry to shut down the transmitter or reduce power to a safe level if
necessary.


VHF Antennas


As the wavelength in the maritime VHF band (154-162 MHz) is around 2 m, it
is possible to use and wavelength antennas. The most basic design is the
dipole, which consists of a split wavelength element connected at the centre
to a balanced feeder cable. Figure S16-1 shows some simple examples of VHF
antennas, including the artificial ground-plane antenna and the VHF rod-
antenna-typically a 1. 5 m fiberglass pole contains a dipole antenna. It is
important that VHF antennas are mounted as high as possible and in a position
GMDSS GOC .262
free from obstruction by the ships superstructure.


MF/HF Antennas

In the MF/HF bands, however, wavelengths vary from 180 meters (1650 KHz) to
about 12 meters (25 MHz). Resonant or wavelength antennas covering the
entire frequency range are therefore not possible. The problem can be eased by
using a number of separate antennas, each covering a single band or several
harmonically related bands.

An antenna tuning unit (ATU) is usually used to match the transmitter output
to the antenna over a wide range of frequencies. In effect, the ATU use electrical
components, i.e. coils (inductors) and capacitors, to achieve a resonant electrical
length in combination with the actual physical length of the antenna.
Nevertheless, it must be noted that the efficiency will vary over the frequency
range because the radiating efficiency is still determined by the physical length
of the antenna. Even if the ATU can match a very short antenna to the
transmitter, for example, the overall efficiency will be poor.

Connections between the transceiver, the ATU and the main antenna should be
kept as short as possible to ensure the efficient transfer of energy to the antenna.

If there is a simple space between existing masts or to erect special antenna
masts, then the main or emergency antenna may be a wire antenna. A wire
antenna may be stretched between masts or between a mast and another elevated
part od the ships superstructure. An example is shown in Figure S16-2 of a T-
type antenna, although inverted L-types may also be found.

However, because of lack of space on board many modern ships, most GMDSS
fittings use vertical whip antennas for MF/HF transmissions. For example, the
GMDSS GOC .263
main HF transceiver may use an 8 m whip, the 2128 KHz watchkeeping
receiver may use an 4 m whip and the NAVTEX receiver may use a 1 m whip.
A separate 6 m whip is commonly used for the MF/HF DSC receiver.


Antenna Maintenance

All antennas should be kept clean, salt deposits removed, and feeders and
brackets checked regulary.

The various insulators must also be checked for cracks and must be cleaned
regulary. The safety loop on a wire antenna prevents the antenna falling if undue
strain (e.g. , from high winds or build-up of ice) is placed upon it; the weak link
should break in the first instance rather than the antenna.

A spare wire antenna has to be carried and should be stored in an easily
accessible place so that it can rapidly be erected in an emergency.

It should be remembered that dangerously high voltages and RF currents are
present close to the main antenna. Ideally, the ATU and the link to the main
antenna should be protected to prevent anyone touching the feeder.

Before doing any maintenance work on any antenna, ensure that the power is
removed from the equipment and that the main fuses are removed and kept in a
safe place (a pocket is often the simplest and safest place).

As a further precaution, the antenna should be also grounded, since RF energy
can still be induced in the antenna from other antennas on board or on a nearby
ships.

Even though a shock from an induced RF voltage may only startle rather than
GMDSS GOC .264
cause direct injury, an accident may still result though, for example, falling from
a ladder, or dropping tools from a height.

An antenna rigging plan should be available showing the positions of the various
antennas.

Figure 16.1, 16.2 shows examples of maritime antenna.



Fig 16.1
GMDSS GOC .265


Fig 16.2 Maritime antenna
GMDSS GOC .266
REVISION QUESTIONS (1.25)


1. State the GMDSS Sea Areas covered by Inmarsat satellite system.

2. State the meaning of the following abbreviations/terms which are used within
the Inmarsat communications system:
(a) CES
(b) NCS
(c) MES
(d) Kpbs

3. Which of the following use the geostationary satellite system?
(a) COSPAS-SARSAT system
(b) Inmarsat- E system

4. Which of the following signals provide a homing facility for SAR purposes?
(a) 406 MHZ
(b) 121. 5 MHz

5. If, for any reason, an EPIRB is activated accidentally, describe the procedure
which the staff on board the ship should follow in order to cancel th false distress alert.


GMDSS GOC .267









S17.

TRAFFIC CHARGING

GMDSS GOC .268

GMDSS GOC .269

S17.
TRAFFIC CHARGING


All public correspondance connected through terrestrial circuits or through
satellite networks must be charged for.

Charges for calls via coast stations can be found in the ITU List of Coast
Stations.
Terrestrial charges may comprise:
a) the land-line charge in special drawing rights (SDR) or gold francs (GF);
b) the coast station charge:
c) the ship charge;
d) any charges for special services;
e) any local taxes, e.g.,Value Added Tax (VAT).

In general, operator-connected calls have a minimum 3 minute charge and 1
minute incremental steps thereafter while automatic telephone and telex calls
have 6 second charge with 6 second incremental steps.

Messages send via Inmarsat-C are charged on the number of kilobits of
information transmitted (1 kbit=1024 bits or 128 characters, about 25 words).
This information is shown in the log file. A charging scheme of 0.17 SDR per
block of 256 bits (quarter of a kilobit) as the Ces charge and 0.15 SDR per block
of 6 second for the land-line charge is typical.

A number of companies provide radio traffic accounting services. A list of the
companies, identified by their Accounting Authotity Identification Code (AAIC),
designated to cater for ships of the various flags states is published in the ITU
GMDSS GOC .270
List of Ships Stations. Many of the larger accounting authority companies
provide computer software to help with reconciling the radio traffic accounts.

Note: Different Administrations use different currencies when dealing with radio
traffic charges.

These currencies are usually the special drawing right (SDR), the gold franc
(GF), the U.S. dollar ($) and the pound sterling (); exchange rates are published
daily in Lloyds List. The gold franc is linked to the SDR by a fixed ratio, i.e.,
3.061 GF=1 SDR.

With a computerised accounting system the currency can be selected as required.
Details of the accounts can also be downloaded, usually every month, to disc and
sent to the accounting authority. The company will send updated software,
typically once or twice a year, to take account of any charges which have
occurred.


RADIOTELEGRAMS

Radiotelegrams


All radiotelegrams, whether send by terrestrial means or via Inmarsat, must
follow the following format:

PREFIX
PREAMBLE
ADDRESS
TEXT
SIGNATURE
GMDSS GOC .271

The PREFIX is used to indicate the type of telegram, e.g.,

P - Private correspondance
MSG - Messages to /from Master on ships business
OBS - Reports to Met Office
AMVER - To AMVER Centre in New York

The PREAMBLE completed by the operator and consists of the following:

OFFICE Name and call sign of vessel
OF ORIGIN

NUMBER Telegrams are numbered in a separate daily series to each
station, commencing at 00.01 UTC.

WORDS Indicates the number of chargeable and actual words or
groups of characters in the address, text and signature. Any word or group with
more than ten characters is charged as two words.

DATE/TIME Date and time (in UTC) when the message was handed in
for transmission.

SERVICE INSTRUCTIONS An abbreviation denoting a special service
such as pre-paid replies, special routeing of the radiotelegram,special delivery
instructions, and will ALWAYS INCLUDE THE ACCOUNTING
AUTHORITY IDENTIFICATION CODE (AAIC) AS THE LAST ITEM.





GMDSS GOC .272

Inmarsat Code 15

Radiotelegrams sent via satellite circuits follow the same format as for
terestrial transmissions, but the 2-digit code 15 may be used to expedite the
message.

Example:

An example of commercial telegram is shown below:

Prefix + Preamble MSG MUNDOGAS ATLANTIC/LEEN 1 13/11 23 1120
(AAIC)

Adress SMITH FLEETLINERS LONDON

Text DUE BERTH SOUTHAMPTON FRIDAY
REQ
REQUIRE BUNKERS 2000 TONS

Signature MASTER

GMDSS GOC .273


TRAFFIC CHARGING WORSHEET (1.25)


Some specimen exam questions are given below which candidates should work
through, using the standard documentation, and check with the instructor:

1. Your ship is the Atlantic Ocean Region and you make an automatic
telephone calls to a subscriber in Sierra Leone via Goonhilly CES.

What is the charge in gold francs if the the call duration is 4 minutes?

2. You make an automatic telex call via Sentosa CES to a subscriber in
Cyprus.

If the call lasted for 26 seconds, what charge would be levied?

3. Excluding VAT, what is the charge for a 54 second automatic telex call on
HF from a U.K.-registered vessel to an addresse in Paris, assuming that the call
is made via Portishead Radio.

4. What is the charge, excluding VAT, for a 2.5 minute automatic telephone
connected call via Goonhilly CES ship to ship?

5. What is the charge for a standard 5 minute MF R/T link call via a Norvegian
coast station to a subscriber in Oslo?

6. Your vessel is 10 miles off Cullercoats Radio (U.K.) and you wish to make a
person to person radio telephone call to a subscriber in Italy.
a) Which frequency band would you use?
b) What is the total cost of this call if the call duration is 5 minutes?

7. What is the minimum charge of a transferred charge R/T call on MF to an
Australian subscriber?

8. What is the cost, in gold francs, of an Inmarsat-C telex call of 2.5 kbits to a
subscriber in Liberia?
GMDSS GOC .274
GMDSS GOC .275










ANNEXES
GMDSS GOC .276
GMDSS GOC .277
ANEXX 1.1.
GMDSS FREQUENCIES


Distress,
Urgency &
Safety
DSC R/T NBDP (Telex)
2187.5 kHz 2182 kHz 2174.5 kHz
4207.5 kHz 4125 kHz 4177.5 kHz
6312 kHz 6215 kHz 6268 kHz
8414.5 kHz 8291 kHz 8376.5 kHz
12577 kHz 12290 kHz 12520 kHz
16804.5 kHz 16420 kHz 16695 kHz
156.525 MHz
(channel 70)
156.650 MHz*
(channel 13)

156.8 MHz
(channel 16)

121.5 MHz**
*Ship-ship Safety of navigation communications
**Ship-aircraft

NAVTEX 490 kHz National language broadcasts
518 kHz English language broadcasts
4209 kHz National language broadcasts

Maritime Safety
Information
4210 kHz 12579 kHz 22376
kHz
6314 kHz 16806.5 kHz 26100.5
kHz
8416 kHz 19680.5 kHz

DSC CALLING Ship-Shore 2189.5 kHz (+ national frequencies)
Ship-Ship 2177 kHz (+ acknowledgement)
Shore-Ship 2177 kHz (+ national frequencies)
VHF DSC calling 156.525 MHz (channel 70)

On Scene Communications 2182 kHz 5680 kHz
3023 kHz Channel 6+
4125 kHz* Channel 16
123,1 MHz*

* Ship-aircraft
+Channel 6 is also the primary inter-ship
frequency
GMDSS GOC .278

Survival Craft Channel 16

On-Board
Communications
Channel 15 1 watt
Channel 17 1 watt

Bridge-Bridge Channel 13 communications relating to safety of
navigation
GMDSS GOC .279


ANNEX2.1

TABLE OF TRANSMITTING FREQUENCIES IN THE VHF
MARITIME MOBILE BAND
156-174 MHZ


Channel 0


156.000 MHz
160.600 MHz




HM Coastguard
HM Coastguard




Transmitting frequencies
(MHz)
Port operations

Ship Movement
Channel
Ship stations
Coast
stations
Inter
Ship
h





Single frequency

Two
frequency

Single
frequency

TTwo
frequenc
y

Public corres
pondence
60 156.025 160.625 17 9 25
01 156.050 160.650 10 15 8
61 156.075 160.675 23 3 19
02 156.100 160.700 8 17 10
62 156.125 160.725 20 6 22
03 156.150 160.750 9 16 9
63 156.175 160.775 18 8 24
04 156.200 160.800 11 14 7
64 156.225 160.825 22 4 20
05 156.250 160.850 6 19 12
65 156.275 160.875 21 5 21
06 156.300 1
66 156.325 160.925 19 7 23
07 156.350 160.950 7 18 11

67

156.375

156.375

9

10
HMCG Small ships rescue
9
08 156.400 2

68

156.425

156.425

6
Mainly shipping agents
2

09

156.450

156.450

5

5
Pilotage
12
69 156.475 156.475 8 11 4

10

156.500

156.500

3

9
Oil pollution
10
70 156.525 156.525 Digital selective calling for distress, safety and calling
11 156.550 156.550 3 1
71 156.575 156.575 7 6
12 156.600 156.600 1 3
72 156.625 6
Navigation safety communications
GMDSS GOC .280


13


156.650


156.650


4


4
(bridge-bridge)
5

73

156.675

156.675

7

12

11
14 156.700 156.700 2 7
74 156.725 156.725 8 Mainly shipping agents
15 156.750 156.750 11 14 on-board communications
14
- 161.350 161.350 on-board communications

75 156.775 Guard band 156.7635-156.7875 MHz
16 156.800 156.800 (RT) DISTRESS, SAFETY AND CALLING
76 156.825 Guard band 156.8125-156.8375 MHz
17 156.850 156.850 12 13 on-board communications
13
- 161.450 161.450 on-board communications

77 156.875 10
18 156.900 161.500 3 22
78 156.925 161.525 12 13 27
19 156.950 161.550 4 21
79 156.975 161.575 14 1
20 157.000 161.600 1 23
80 157.025 161.625 16 2
21 157.050 161.650 5 20
81 157.075 161.675 15 10 28
22 157.100 161.700 2 24
82 157.125 161.725 13 11 26
23 157.150 161.750 5
83 157.175 161.775 16
24 157.200 161.800 4
84 157.225 161.825 24 12 13
25 157.250 161.850 3
85 157.275 161.875 17
26 157.300 161.900 1
86 157.325 161.925 15
27 157.350 161.950 2
87 157.375 157.375 14
28 157.400 162.000 6
88 157.425 157.425 18
AIS 1 161.975 161.975
AIS 2 162.025 162.025



GMDSS GOC .281
ANNEX2.2


U.S. VHF CHANNELS


Channel
Number
Ship
Transmit
MHz
Ship
Receive MHz
Use
01A 156.050 156.050
Port Operations and Commercial, VTS.
Available only in New Orleans / Lower
Mississippi area.
05A 156.250 156.250
Port Operations or VTS in the Houston,
New Orleans and Seattle areas.
06 156.300 156.300 Intership Safety
07A 156.350 156.350 Commercial
08 156.400 156.400 Commercial (Intership only)
09 156.450 156.450
Boater Calling. Commercial and Non-
Commercial.
10 156.500 156.500 Commercial
11 156.550 156.550 Commercial. VTS in selected areas.
12 156.600 156.600 Port Operations. VTS in selected areas.
13 156.650 156.650
Intership Navigation Safety (Bridge-to-
bridge). Ships >20m length maintain a
listening watch on this channel in US
waters.
14 156.700 156.700 Port Operations. VTS in selected areas.
15 -- 156.750
Environmental (Receive only). Used by
Class C EPIRBs.
16 156.800 156.800
International Distress, Safety and
Calling. Ships required to carry radio,
USCG, and most coast stations maintain
a listening watch on this channel.
17 156.850 156.850 State Control
18A 156.900 156.900 Commercial
19A 156.950 156.950 Commercial
20 157.000 161.600 Port Operations (duplex)
20A 157.000 157.000 Port Operations
21A 157.050 157.050 U.S. Coast Guard only
22A 157.100 157.100
Coast Guard Liaison and Maritime Safety
Information Broadcasts. Broadcasts
GMDSS GOC .282
announced on channel 16.
23A 157.150 157.150 U.S. Coast Guard only
24 157.200 161.800
Public Correspondence (Marine
Operator)
25 157.250 161.850
Public Correspondence (Marine
Operator)
26 157.300 161.900
Public Correspondence (Marine
Operator)
27 157.350 161.950
Public Correspondence (Marine
Operator)
28 157.400 162.000
Public Correspondence (Marine
Operator)
63A 156.175 156.175
Port Operations and Commercial, VTS.
Available only in New Orleans / Lower
Mississippi area.
65A 156.275 156.275 Port Operations
66A 156.325 156.325 Port Operations
67 156.375 156.375
Commercial. Used for Bridge-to-bridge
communications in lower Mississippi
River. Intership only.
68 156.425 156.425 Non-Commercial
69 156.475 156.475 Non-Commercial
70 156.525 156.525
Digital Selective Calling (voice
communications not allowed)
71 156.575 156.575 Non-Commercial
72 156.625 156.625 Non-Commercial (Intership only)
73 156.675 156.675 Port Operations
74 156.725 156.725 Port Operations
77 156.875 156.875 Port Operations (Intership only)
78A 156.925 156.925 Non-Commercial
79A 156.975 156.975
Commercial. Non-Commercial in Great
Lakes only
80A 157.025 157.025
Commercial. Non-Commercial in Great
Lakes only
81A 157.075 157.075
U.S. Government only - Environmental
protection operations.
82A 157.125 157.125 U.S. Government only
83A 157.175 157.175 U.S. Coast Guard only
84 157.225 161.825 Public Correspondence (Marine
GMDSS GOC .283
Operator)
85 157.275 161.875
Public Correspondence (Marine
Operator)
86 157.325 161.925
Public Correspondence (Marine
Operator)
AIS 1 161.975 161.975 Automatic Identification System (AIS)
AIS 2 162.025 162.025 Automatic Identification System (AIS)
88A 157.425 157.425 Commercial, Intership only.




VHF MARITIME SPECTRUM CHART
NOAA Weather Radio Frequencies
Channel Frequency (MHz)
WX1 162.550
WX2 162.400
WX3 162.475
WX4 162.425
WX5 162.450
WX6 162.500
WX7 162.525
Frequencies are in MHz. Modulation is 16KF3E or 16KG3E.










GMDSS GOC .284
ANNEX3.1

INMARSAT A LAND EARTH STATION OPERATORS AND
ACCESS CODES (06. 2004)
AOR E

AOR W IOR

POR Land Earth
Station
Operator
Country
Octal Dec Octal Dec Octal Dec Octal Dec
Beijing
MCN
China 13-7 11-
7
13-7 11-7 11 09 11 09
Embratel Brazil 14 12
Far East
Shipping
Company
Russia 15 13
France
Telecom
France 17 15 17 15 17 15 17 15
KDD Japan 03 03 03 03 03 03 03 03
Korea
Telecom
South Korea 06 06 13-5 11-5 13-2 11-2 04 04
Malaysia
Telekom
Malaysia 13-2 11-2 13-2 11-2 13-3 11-3 13-3 11-3
OTE Greece 15 13 07 07 05 05 07 07
Polish
Telecom
Poland 16 14 16 14
Reach
Networks
Hong Kong
China 13-5 11-5 13-5 11-6 13-5 11-6 13-5 11-6
Singapore
Telecom
Singapore 13-1 11-1 13-1 11-1
Stratos
Mobile
Networks
Canada 02 02 02 02 05 05
Stratos
(Goonhilly
LES)
Canada 14 12
Telecom
Italia
Italy 05 05 05 05 13-4 11-4 13-4 11-4
Telenor
Satellite
Services Inc
USA 01 01 01 01 01 01 01 01
Telenor
Satellite
Services AS
Norway 04 04 04 04 04 04
Turk
Telecom
Turkey 10 08 10 08
GMDSS GOC .285
VSNL India 13-4 11-4 06 06 06 06 06 06
Xantic Netherlands 12 10 12 10 12 10 12 10
Xantic Australia 13-3 11-3 13-3 11-3 13-3 11-3 13-3 11-3

GMDSS GOC .286
ANNEX3.2

INMARSAT M/B LAND EARTH STATION OPERATORS AND
ACCESS CODES (01. 2007)
Land Earth Station
Operator
Country AOR E AOR
W
IOR POR
Beijing MCN China 868 868 868 868
Bezeq Israel 711 711 711 711
France Telecom France 011 011 011 011
FT MSC GmbH (former
DeTeSat)
France 111 111 111 111
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006 006 006
Malaysia Telekom
(Virtual)
Malaysia 060 060 060 060
Ministere des Posts et
Telecommunications
Algeria 777
Morsviazsputnik (Virtual) Russia 015 015 015 015
OTE Greece 005 005 005 005
Reach Networks Hong
Kong Ltd. (Virtual)
China 118 118 118 118
Singapore Telecom Singapore 210 210 210 210
Stratos Global (Virtual) Canada 013 013 013 013
Stratos Global (Goonhilly
LES)
United
Kingdom
002
Stratos Global (Burum
LES)
Netherlands 002 002
Stratos (Auckland LES) New Zeeland 002
Stratos Global (Burum
LES)
Netherlands 012 012 012 212
Stratos Global (Perth
LES)
Australia 222 222 222/022 222/022
Telecom Italia Italy 555 555 555 555
Telekomunikacja Polska Poland 016 016
Telenor Satellite Services
Inc
USA 001 001 001 001
Telenor Satellite Services
AS
Norway 004 004 004 004
VISHIPEL Vietnam 009
VSNL India 306 306 306 306



GMDSS GOC .287
ANNEX3.3

INMARSAT C LAND EARTH STATION OPERATORS AND
ACCESS CODES(01. 08. 2008)
Land Earth Station
Operator
Country
AOR E AOR W IOR POR
Beijing Marine China 311 211
Bezeq Israel 127 327
Vizada France 121 021 321 221
KDDI Japan 103 003 303 203
Morviasputnik Russia 117 317 217
OTE Greece 120 305
Embratel Brazil 114
Singapore Telecom Singapore 328 210
Stratos Global (Burum
LES)
Netherlands 112 012 312 212
Stratos Global (Burum-
2 LES)
Netherlands 102 002 302
Stratos Global
(Auckland LES)
New Zealand 202
Telecom Italia Italy 105 335
Telecomunikacja
Polska
Poland 116 316
Vizada Norway 104 004 304 204
Vizada USA 101 001 301 201
Vishipel Vietnam 330
VSNL India 306

















GMDSS GOC .288
ANNEX3.4.
INMARSAT FLEET AND SWIFTH LAND EARTH STATION OPERATORS
AND ACCESS CODES (05.01.2007)

INMARSAT FLEET F77












Ocean Region

Land Earth Station
Operator

Country

AOR-
E

AOR-W

IOR

POR

Beijing MCN China 868 868 868 868
France Telecom France 011 011 011 011
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006 006 006
Malaysia Telecom (Virtual) Malaysia 060 060 060 060
Ministere de Posts et
Telecommunications
Algeria 777
OTE Greece 005 005 005 005
Singapore Telecom Singapore 210 210 210 210
Stratos Global (Goonhilly
LES)
UK 002
Stratos Global (Burum
LES)
Netherlands 002 002
Stratos Global (Auckland
LES)
New Zealand 002
Stratos Global (Perth LES) Australia 022
Telecom Italia Italia 555 555 555 555
Telenor Satellite Services
AS
Norway 004 004 004 004
Telenor Satellite Services
Inc.
USA 001 001 001/405 001
VSNL India 306
GMDSS GOC .289
ANNEX3.5 INMARSAT FLEET F33 LES OPERATORS AND ACCESS CODES

Ocean Region

Land Earth Station
Operator

Country

AOR-E

AOR-W

IOR

POR

Beijing MCN China 868 868
France Telecom France 011 011 011 011
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006
OTE Greece 005 005 005 005
Telenor Satellite Services
AS
Norway 004 004 004 004
Telenor Satellite Services
Inc.
USA 001 001 001 001
Stratos Global (Goonhilly
LES
UK 002
Stratos Global (Burum
LES)
Netherlands 002 002
Stratos Global (Auckland
LES)
New Zealand 002
Stratos Global (Burum
LES)
Netherlands 012 012 012
Stratos Global (Perth LES) Australia 012
Telecom Italia Italy 555 555 555
VSNL India 306
GMDSS GOC .290

ANNEX3.6
INMARSAT SWIFT 64 LAND EARTH STATION OPERATORS AND ACCESS
CODES

Ocean Region

Land Earth Station
Operator

Country

AOR-E

AOR-
W

IOR

POR

Telenor Satellite Services
AS
Norway 004 004 004 004
Telenor Satellite Services
Inc.
USA 001 001 001/405 001
Stratos Global (Goonhilly
LES
UK 002
Stratos Global (Burum
LES)
Netherlands 002 002
Stratos Global (Auckland
LES)
New Zealand 002
Stratos Global (Burum
LES)
Netherlands 012 012 012 012
Stratos Global (Perth LES) Australia 222 222 022/222 022/222
Telecom Italia Italy 555 555 555

GMDSS GOC .291

ANNEX3.7
INMARSAT FLEET F77 128 kbps DATA LAND EARTH STATION
OPERATORS AND ACCESS CODES

Ocean Region

Land Earth Station
Operator

Country

AOR-E

AOR-W

IOR

POR

Beijing MCN China 868 868
France Telecom France 011 011 011 011
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006
Stratos Global (Goonhilly
LES
UK 002
Stratos Global (Burum
LES)
Netherlands 002 002
Stratos Global (Auckland
LES)
New Zealand 002
Stratos Global (Burum
LES)
Netherlands 012 012 012 012
Stratos Global (Perth LES) Australia 022
Telecom Italia Italy 555 555 555
Telenor Satellite Services
AS
Norway 004 004 004 004
Telenor Satellite Services
Inc.
USA 001 001 001/405 001

GMDSS GOC .292

ANNEX3.8
INMARSAT FLEET 55 LAND EARTH STATION OPERATORS AND ACCESS
CODES

Ocean Region

Land Earth Station
Operator

Country

AOR-E

AOR-W

IOR

POR

Beijing MCN China 868 868 868 868
France Telecom France 011 011 011 011
KDDI Japan 003 003 003 003
Korea Telecom South Korea 006 006
OTE Greece 005 005 005 005
Telenor Satellite Services AS Norway 004 004 004 004
Telenor Satellite Services
Inc.
USA 001 001 001/405 001
Stratos Global (Goonhilly
LES
UK 002
Stratos Global (Burum LES) Netherlands 002 002
Stratos Global (Auckland
LES)
New Zealand 002
Stratos Global (Burum LES) Netherlands 012 012 012
Stratos Global (Perth LES) Australia 012
Telecom Italia Italy 555 555 555
VSNL India 306

GMDSS GOC .293


ANNEX3.9
INMARSAT MPDS HOME LAND EARTH STATION OPERATORS AND
ACCESS CODES
5 JANUARY 2007

INMARSAT MPDS HOME LAND EARTH STATION OPERATORS AND ACCESS CODES
5 JANUARY 2007
Ocean Region Land Earth Station
Operator
Country
AOR-E AOR-W IOR

POR

Supporting
RLES
Telenor Satellite
Services Inc.
USA 001 001 001 001 Telenor Satellite
Services Inc.
Stratos Mobile
Networks
Canada 002 002 002 002 Inmarsat RLES
KDDI Japan 003 003 003 003 Telenor Satellite
Services Inc.
Telenor Satellite
Services AS
Norway 004 004 004 004 Telenor Satellite
Services Inc.
OTE Greece 005 005 005 005 Telenor Satellite
Services Inc.
Korea Telecom South
Korea
006 006 Korea Telecom
France Telecom France 011 011 011 011 Telenor Satellite
Services Inc.
Stratos Mobile
Networks
Netherlands 012 012 012 012 Stratos Mobile
Networks
Stratos Mobile
Networks
Australia 222 222 222 222 Stratos Mobile
Networks
Singapore Telecom Singapore 210 210 210 210 Telenor Satellite
Services Inc.
Malaysia Telekom Malaysia 406 406 406 406 Telenor Satellite
Services Inc.
Telecom Italia Italy 555 555 555 Telecom Italia
Beijing MCN China 868 868 Telenor Satellite
Services Inc.

GMDSS GOC .294

ANNEX3.10
INMARSAT MPDS REGIONAL LAND EARTH STATION OPERATORS AND ACCESS
CODES
5 JANUARY 2007
Ocean Region Land Earth Station Operator Country
AOR-E

AOR-W

IOR

POR

Inmarsat RLES UK All Ocean Regions
Telenor Satellite Services Inc. USA All Ocean Regions
Stratos Mobile Networks Canada All Ocean Regions
Xantic Nederlands All Ocean Regions
Xantic Australia All Ocean Regions
Telecom Italia Italy AORE AORW IOR
Korea Telecom South Korea IOR POR

GMDSS GOC .295
ANNEX4
INMARSAT OCEAN REGIONS (AZIMUTH AND ELEVATIONS)
Fig. A4.1. Atlantic Ocean Region East Azimuth and Elevation

GMDSS GOC .296

Fig. A4.2. Atlantic Ocean Region West Azimuth and Elevation



GMDSS GOC .297

Fig. A4.3. Indian Ocean Region Azimuth and Elevation


GMDSS GOC .298

Fig. A4.4. Pacific Ocean Region Azimuth and Elevation


GMDSS GOC .299
ANNEX 5 INMARSAT ANTENNA POSITIONING
TABLE A5.1: Antenna Positioning.
Ship Located NORTH and EAST of selected satellite



GMDSS GOC .300
TABLE A5.2: Antenna Positioning
Ship Located NORTH and WEST of selected satellite



GMDSS GOC .301
TABLE A5.3: Antenna Positioning
Ship Located SOUTH and EAST of selected satellite



GMDSS GOC .302
TABLE A5.4: Antenna Positioning
Ship Located SOUTH and WEST of selected satellite


GMDSS GOC .303

ANNEX6
INMARSAT INFORMATIONS

TABLE A6.1: Telephone 2-digit Code Services

Service
(2digits
code)
Description Remarks
00 Automatic

Use this code to make automatic telephone,
facsimile and voice data calls using the
International Direct Dial (IDD) codes.

11 International Operator

Use this code to obtain information from the
International operator of the country within
which the CES is situated.

12 International Information

Use this code to obtain information about
subscribers located in countries other than
that where the CES is located.

13 National Operator

Use this code to obtain information
assistance to connect subscribers within the
country in which the CES is situated. In
some countries which do not have an
International Operator, use this code instead
of code 11.

14 National Information

Use this code to obtain information about
subscribers located in the country where the
CES is located

17 Telephone Call Booking

This code should be used to book telephone
calls.

20 Access To A Maritime PAD

This code should be used when using a
voice-band data modem to access a
Maritime Packet assembly/disassembly
(PAD) facility in a packet switched public
data network. The PAD is accessed via
telephone circuits and the prefix 20 should
be followed by two additional digits
indicating the required data rate.
GMDSS GOC .304
23 Abbreviated Dialling
(Short Code Selection)
This code may be used by some CESs to
allow users (Short Code Selection) to store
abbreviated dialling numbers for their
regularly dialled numbers.

31 Maritime Enquiries This code should be used for special
enquiries such as vessel location,
authorization, etc.


32 Medical Advice This code should be used to obtain medical
advice. Some CESs have direct connections
to a local hospitals.

33 Technical Assistance

This code should be used if you are having
technical problems with your SES. Most
CESs have technical staff able to assist you.

34
Person-To-Person Call

Use this code to contact the operator for a
person-to-person call

35 Collect Call

Use this code to contact the operator for a
collect call (Charges payable by the reci[ient
of the call)

36 Credit Card Call

Use this code to charge a telephone call to a
credit or charge card.

37 Time And Duration

Use this code to find out the time and
duration of a call. This will normally be in
the form of a short telex at the end of the
connection with the time and duration of the
call.


38
Medical Assistance

This code should be used if the condition of
an ill or injured person on board the vessel
requires urgent evacuation ashore or the
services of a doctor aboard the vessel. This
code will ensure that the call is routed to the
appropriate agency/authority ashore to deal
with the situation.

39 Maritime Assistance

This code should be used to obtain Maritime
assistance if the vessel requires assistance
for a situation such as a tow, oil pollution or
GMDSS GOC .305
other assistance, etc
41 Meteorological Reports

This code should be used by weather
observing vessels to send their weather
observations. In most cases use of this code
is free of charge, the national authorities
paying the relevant charges.

42 Navigational Hazards And
Warnings

This code should be used to report on
hazards that may affect the safety of the
navigation, such as wrecks, floating objects,
buoys and light-vessel out of action, etc.

43 Ship Position Reports

This code provides a connection to an
appropriate national or international centre
which is collecting information on ship
movements for search and rescue or other
purposes, e.g. AMVER, AUSREP etc.

6(x) Administration
Specialised Use
For use by Administrations for specialised
use. Often used by CESs for leased lines.
The x digit following the 6 will be allocate
on a national basis and would not normally
be the same service/leased line for more
than one CES.

70 Land Earth Station
Databases

This code would normally be used by an
CES to allow automatic access to their
information services, if available.

91 Automatic Line Testing

This code is normally used for obtaining
tones and setting up line levels when
installing data modems and such equipment.

92 Commissioning Tests

This code should be used when arranging
and carrying out commissioning tests.



Note
The 2 Digits Codes: 32;38;39;41;42;43 are Distress and Safety related codes

GMDSS GOC .306

TABLE A6.2 INMARSAT -Telex 2-digit Code Services

Service
(2digits
code)
Description Remarks
00 Automatic

Use this code to make automatic telex using
the International telex country codes.

11 International Operator

Use this code to obtain information from the
International operator of the country within
which the CES is situated.

12 International Information

Use this code to obtain information about
subscribers located in countries other than
that where the CES is located.

13 National Operator

Use this code to obtain information
assistance to connect subscribers within the
country in which the CES is situated. In
some countries which do not have an
International Operator, use this code instead
of code 11.

14 National Information

Use this code to obtain information about
subscribers located in the country where the
CES is located

15 Radiotelegram service This code will connect the caller to the
radiotelegram service position for the
transmission of radiotelegrams via telex.
17 Telephone Call Booking

This code should be used to book telephone
calls via telex.

21 Store and Forward
(International)
This code is used to gain access to a Store
and Forward UNIT (SFU) for international
calls.
22 Store and Forward
(National)
This code is used to gain access to a Store
and Forward UNIT (SFU) for national calls.
23 Abbreviated Dialling
(Short Code Selection)
This code may be used by some CESs to
allow users (Short Code Selection) to store
abbreviated dialling numbers for their
regularly dialled numbers.

24 Telex Letter Service This code is used for directly transmitting a
GMDSS GOC .307
message originated from a MES to a
selected telegraph office for delivery by mail
or appropriate means.
31 Maritime Enquiries This code should be used for special
enquiries such as vessel location,
authorization, etc
32 Medical Advice This code should be used to obtain
medical advice. Some CESs have direct
connections to a local hospitals.

33 Technical Assistance

This code should be used if you are having
technical problems with your SES. Most
CESs have technical staff able to assist you.

36 Credit Card Call

Use this code to charge a telex call to a
credit or charge card.

37 Time And Duration

Use this code to find out the time and
duration of a call. This will normally be in
the form of a short telex at the end of the
connection with the time and duration of the
call. Normally, the telex operator on the
vessel should terminate the call with 5 full
stops (..) to obtain this service.

38
Medical Assistance

This code should be used if the condition of
an ill or injured person on board the vessel
requires urgent evacuation ashore or the
services of a doctor aboard the vessel. This
code will ensure that the call is routed to the
appropriate agency/authority ashore to deal
with the situation.

39 Maritime Assistance

This code should be used to obtain Maritime
assistance if the vessel requires assistance
for a situation such as a tow, oil pollution or
other assistance, etc
41 Meteorological Reports

This code should be used by weather
observing vessels to send their weather
observations. In most cases use of this code
is free of charge, the national authorities
paying the relevant charges.

42 Navigational Hazards And
Warnings

This code should be used to report on
hazards that may affect the safety of the
navigation such as wrecks, floating objects,
GMDSS GOC .308
buoys and light-vessel out of action, etc.

43 Ship Position Reports

This code provides a connection to an
appropriate national or international centre
which is collecting information on ship
movements for search and rescue or other
purposes, e.g. AMVER, AUSREP etc.

6(x) Administration
Specialised Use
For use by Administrations for specialised
use. Often used by CESs for leased lines.
The x digit following the 6 will be allocate
on a national basis and would not normally
be the same service/lease line for more than
one CES.

70 Land Earth Station
Databases

This code would normally be used by an
CES to allow automatic access to their
information services, if available.

91 Automatic Line Testing

This code is normally used for a line check.
On telex the following line is normally sent
automatically from the CES: THE QUICK
BROWN FOX JUMPS OVER THE
LAZY DOG 1234567890.

92 Commissioning Tests

This code should be used when arranging
and carrying out commissioning tests.



Note
The 2 Digits Codes: 32;38;39;41;42;43 are Distress and Safety related codes

GMDSS GOC .309

TABLE A6.3: INMARSAT A and INMARSAT B Telex Fault Codes



Fault
Code
Description Remarks
ABS Absent Subscriber This code is returned by the land-based
telex network when the called subscribers
telex terminal is either switched off or is
faulty.

DER Out of order This code is returned when the path to the
called telex terminal is faulty and the called
teleprinter fails to respond to WRU signals.

NC No circuits

This code is used when congestion occurs in
the land-based network or switching circuits.

NP No party The called party is no longer a telex
subscriber (use when an invalid subscriber
number is called).
NA Correspondence not admitted

Used if an unauthorized group call is
attempted.
OCC Subscriber engaged

Called subscriber is engaged (occupied)


GMDSS GOC .310

TABLE A6.4: INMARSAT C Non-Delivery Notification (NDN) failure
codes

NDN Meaning
ABS
Absent subscriber. The mobile terminal is not
logged-in to the ocean region

ACB
Access barred.

ADR
Addressee refuses to accept message.

ANU
Deleted.
The
message
has not
been
delivered
within an
hour and
is
therefore
deleted.
ATD Attempting to deliver the message.

BK Message aborted. Is used when a facsimile or
PTSN connection is cleared abnormally.

BUS Busy.

GMDSS GOC .311
CCD Call cut or disconnected.

CI Conversation impossible.

CIE The CES ran out of
processing/communications capacity to
process your message

CNS Call not started.

DTE Data terminal equipment. Used when an X.25
subscriber has cleared the connection during
the call attempt.

ERR Error
FAU Faulty

FMT Format error.

FSA Fast select acceptance not subscribed.

IAB Invalid answerback from destination.

IAM Was unable to process the address
information in the following message:

IDS Invalid data from ship.

IDT Input data timeout

IFR Invalid facility request.

IMS Message size is invalid, 7932 characters
GMDSS GOC .312
maximum.

IND Incompatible destination

INH Was unable to establish the type of message
from the following header:

INV Invalid

ISR Invalid ship request.

LDE Maximum acceptable message length or
duration has been exceeded.

LEF Local equipment failure.

LPE Local procedure error.

MBB Message broken by higher priority.

MCC Message channel congestion

MCF Message channel failure.

MKO Message killed by operator.

MSO Machine switched off

NA Correspondence with this subscriber is not
admitted.

NAL No address line is present.
GMDSS GOC .313

NC No circuits

NCH Subscribers number has been changed

NDA There was no delivery attempted.
NFA No final answerback.

NIA No initial answerback

NOB
Not obtainable
NOC No connection.

NP No party. The called party is not, or is no
longer, a subscriber.

NTC Network congestion.

OAB Operator aborted.

OCC Subscriber is occupied.

OOO Out of order.

PAD Packet assembler/disassembler.

PRC Premature clearing.

PRF Protocol failure.

RCA Reverse charging acceptance not subscribed.
GMDSS GOC .314

REF There was a failure in the remote equipment.

RPE Resource limit exceeded.

RPO Remote procedure error.

SCC Call completed successfully.

SHE SES hardware error.

SNF The satellite network has failed
SPE SES protocol error.

SUC Test results being delivered.

TBY Trunks busy.

TGR TDM group reset.

TIM Timeout.

TMD Too many destinations.

UNK Unknown. Is used when no other failure codes
are suitable

WFA Wrong final answerback.

WIA
Wrong initial answerback
GMDSS GOC .315
ANNEX 7
TABLE 7A. Telex command codes

CODE DESCRIPTION
AMV Message to be sent to AMVER
BRK Radio path to be immediately disconnected
DATA [number] Message to be forwarded by the coast station, using data
facilities, to the PSTN subscriber number indicated
DIRTLX [number] Direct telex connection to the indicated telex subscriber
number is required
FAX [number] Message to be forwarded as facsimile, via the PSTN, to the
subscriber telephone number indicated
FREQ Message contains the frequency on which the ship is
keeping watch
HELP List of the available system facilities is required
immediately
INF Information is immediately required from the coast
stations database
KKKK Network connection should be cleared whilst
maintaining the radio path; further
messages/communications should follow immediately
MAN Message is to be stored and forwarded manually to a
country where an automatic telex connection is not
available
MED An URGENT medical message follows
GMDSS GOC .316
MSG Message held by the coast station need to be sent
immediately
MULTLX [number 1]
[number 2 ]
Direct telex connection to multiple ( i.e., at least 2 ) telex
numbers is required
MULTLXA As MULTLX, but advice of delivery also required
NAV Current navigational warning messages required
OBS Meteorological message to be sent to the appropriate
meteorological organization(s)
OPR Connection through a manual assistance operator required
POS Message contains the ships position: assists automatic
transmission and reception of messages by the coast
station, e.g., for selection of optimum traffic frequency
and directional antennas
RDL Redial the last telex number indicated by DIRTLX

RPT [ identifier ] Retransmission of an earlier broadcast message, sent in
FEC mode, is required in ARQ mode; the specific
message must be referenced using the appropriate
message identifier
RTL Message is to be forwarded as a radio telex letter
STA Ship station requires an immediate status report of the
store-and-forward messages it has sent; individual
messages may be referenced by adding the appropriate
message identifier
GMDSS GOC .317
STS
[SELCALL/MMSI]
Message is to sent via the coast station store-and-forward
facility to a specific ship identifier by a SELCALL or
MMSI number
SVC Service message intended for subsequent manual
attention
TEL [number] Message to be relayed by voice from the coast station
to the telephone number indicated
TGM Message to be forwarded as a radio telegram

TLX [number] Message is for immediate connection to a
store-and-forward facility at the coast station
TLXA [number] As TLX, but with advice of delivery to the indicated
telex number using normal shore-to-ship procedures
TRF Information on current tariff applied by the coast
station is required ( automatic service only )
TST A test message text ( e.g., THE QUICK BROWN FOX
JUMPS OVER THE LAZY DOG1234567890 ) is
required ( automatic service only )
URG Emergency use only: the ship station needs to be
connected to a manual assistance operator urgently ( an
audible alarm may be activated at the coast station )
VBTLX [number] Message is to be dictated by the coast station to a
voicebank (voice messaging) telephone number for
subsequent retrieval by the addressee and duplicated by
telex to the telex subscriber number following the
command code; the telephone number of the voicebank
telephone is included in the first line of the message text of
GMDSS GOC .318
the message
WX Weather information is required immediately

GMDSS GOC .319

TABLE 7B. Internaional Telex Service Codes and Abbreviations

COD DESCRIPTION
ABS Subscriber absent/Equipment off
ADD Please input your international telex number
ANUL Delete
BCT Broadcast call
BK Break ( I cut off )
BMC End of message/transmission not receive; message
cancelled
CFM Please confirm/I confirm
COL Collate please/I collate (repetition of, for example, figures,
mixed figures or sensitive/important information )
CRV Do you receive well?/I receive well
DER Out of order
DF You are in communication with the called subscriber
EXM Connection cleared down (cut off) because paper/tape/other
recording
FMT Format error
GA Go ahead
IAB Invalid answerback received from called party
IMA Input message acknowledgement
INF Called subscriber temporarily unobtainable; call the
GMDSS GOC .320
information service
ITD Input transaction accepted for delivery
ITL I transmit later
JDE Office closed because of holiday
LDE Maximum acceptable duration or length of the message has
been exceeded
MNS Minutes
MOM Wait/Waiting (a moment)
MUT Message mutilated
NA Correspondence with this subscriber is not admitted
NC No circuits
NCH Called subscriber number changed
NDN Non-delivery notification
NI No line identification available
NP The called party is not, or is no longer, a subscriber
NR Indicate your call number/My call number is
OCC Called subscriber is engaged ( occupied)
OK Agreed/Do you agree
PPR Paper
R Received
RAP I shall call you back
RDI Redirected call
GMDSS GOC .321
REF Reference of the delivered telex message generated by a
message conversion facility (CF) for telex-teletex
interworking
REI Address validation failure/non-compliant answerback
received
RPT Repeat/I repeat
RSBA Retransmission being attempted
SSSS Change of alphabet
SVP Please ( sil vous plait )
T or 5 Stop your transmission! ( Repeated until effective )
TAX What is the charge?/The charge is
TEXT MSG Please send a text message
THRU You are in communication with a telex position
TMA Maximum number of addresses exceeded
TPR Teleprinter
TTX Designation of the conversion facility ( CF ) for telex-
teletex interworking
VAL Validation response
W Words
WRU Who is there/Who are you?
XXXXX Error
GMDSS GOC .322

GMDSS GOC .323
BIBLIOGRAPHY

1. General operator's Certificate for The Global Maritime Distress and Safety System,
Course + Compendium, Model Course IMO 1.25 , Printed by PMS UK Ltd
London, 2004.
2. European Radiocommunications Committee ERC Decision of 10 March 1999 on
the harmonised examination syllabi for General Operator's Certificate (GOC) and
Restricted Operator's Certificate (ROC)(ERC 99 01).
3. IMO GMDSS-Handbook, London ,U.K., 2004.
4. Norcontrol Capella GMDSS Simulator, Technical documentations, Kongsberg
Maritime Ship Systems, Norway, 2005.
5. INMARSAT MARITIME COMMUNICATIONS HANDBOOK - INMARSAT -
London, U.K, 2005.
6. Seafarers' Training, Certification and Watchkeeping CODE 1995 (STCW Code 95,
published by IMO, London, 1996), - Part A Mandatory standards regarding
provisions of the annex to the Convention Chapter IV Standards regarding radio
personnel.
7. Seafarers' Training, Certification and Watchkeeping CODE 1995 (STCW Code 95,
published by IMO, London, 1996), - Part B Mandatory guidance regarding
provisions of the STCW and its annex; Chapter IV Guidance regarding
radiocommunication and radio personnel.
8. V. Pipirigeanu, M. Udrea, Introducere in GMDSS- Sistemul Mondial de Primejdie
si Siguranta Maritima, Ed. Europolis, Constanta, 2002.
9. Graham D. Lees, William G. Williamson, Handbook for Marine Radio Comunication,
e d. LLOYD S OF LONDON PRESSLTD., 2004.
10. ITU Manual for Use by The Maritime Mobile and Maritime Mobile Satellite
Services, 2006.
11. IAMSAR Manual International Aeronautical and Maritime Search and Rescue
Manual, 2001.
GMDSS GOC .324
12. C/S G.003 Introduction to Cospas-Sarsat System, (G3OCT28.99D Issue 5 - Rev 1
October 1999), C/S Documents published by Cospas-Sarsat in Handbook of
Regulations on 406 MHz and 121.5 MHz Beacons, (1999);
13. Tor R. Kristensen - An Introduction to GMDSS, revised GOC Edition, - 7th edition,
, Leknes, Norway, 2007.
14. C/S T.001 Specification for Cospas-Sarsat 406 MHz Distress Beacon,
(T1OCT30.99D -Issue 3-Rev.2 October 1999), Documents published by Cospas-
Sarsat in Handbook of Regulations on 406 MHz and 121.5 MHz Beacons (1999).
15. IMO SOLAS (SAVE OF LIVE AT SEA), Consolidated Edition, London, 2001.