MORSE CODE BY SIGNALLING LIGHT

A – short flash long flash

B – long flash three short flashes

C – long flash short flash long flash short flash

D – long flash two short flashes

E – short flash

F – two short flashes long flash short flash

G – two long flashes short flash

H – four short flashes

I – two short flashes

J – short flash three long flashes

K – long flash short flash long flash

L – short flash long flash two short flashes

M – two long flashes

N – long flash short flash

O – three long flashes

P – short flash two long flashes short flash

1
Q – two long flashes short flash long flash

R – short flash long flash short flash

S – three short flashes

T – long flash

U – two short flashes long flash

V – three short flashes long flash

W – short flash two long flashes

X – long flash two short flashes long flash

Y – long flash short flash two long flashes

Z – two long flashes two short flashes

2
 LESSON 1 – SIGNALLING LIGHT

At the end of the lesson, you will be able to transmit and receive distress,
urgency and safety messages by signaling light.

1. A signal made by flashing light is divided into the following parts:

.1 The call. It consists of the general call or the identity signal of the station to
be called. It is answered by the answering signal.
.2 The identity. The transmitting station makes DE followed by its identity
signal or name. This will be repeated back by the receiving station which then
signals its own identity signal or name. This will also be repeated back by the
transmitting station.
.3 The text. This consists of plain language or code groups. When code groups
are to be used, they should be preceded by the signal YU. Words of plain
language may also be in the text, when the signal includes names, places, etc.
Receipt of each word or group is acknowledge by T.
.4 The ending. It consists of the ending signal AR which is answered by R.

2. If the entire text is in plain language, the same procedure is to be followed.

The call and identity may be omitted when two stations have established
communications and have already exchanged signals.

3. A list of procedure signals appears on pages 20 and 21. Although the use of
these signals is self-explanatory, the following notes may be found useful:
.1 The General call signal (or call for unknown station) AA AA AA etc., is made
to attract attention when wishing to signal to all stations within visual signaling
distance or to a station whose name or identity signal is not known. The call
continued until the station addressed answers.

3
.2 The Answering signal TTTT etc., is made to answer the call and it is to be
continued until the transmitting station ceases to make the call. The
transmission starts with the signal “DE” followed by the name or identity
signal of the transmitting station.
.3 The letter “T” is used to indicate the receipt of each word or group.
.4 The Erase signal EEEEEE etc., is used to indicate that the last group or word
was signaled incorrectly. It is to be answered with the erase signal. When
answered, the transmitting station will repeat the last word or group which
was correctly signaled and then proceed with the remainder of the
transmission.
.5 The Repeat signal RPT is to be used as follows:
.5.1 by the transmitting station to indicate that it is going to repeat (“I
repeat”). If such a repetition does not follow immediately after RPT, the
signal should be interpreted as a request to the receiving station to
repeat the signal received (“Repeat what you have received”);
.5.2 by the receiving station to request for a repetition of the signal
transmitted (“Repeat what you have sent”).
.5.3 The special Repetition signals AA, AB, WA, WB and BN are made by
the receiving station as appropriate. In each case, they are made
immediately after the repeat signal RPT.

Examples:
RPT AB KL = “Repeat all before group KL”
RPT BN “boats” “survivors” = Repeat all between words ‘boats’ and
‘survivors’”.
.5.4 If a signal is not understood, or when decoded, it is not intelligible,
the repeat signal is not used. The receiving station must then make the
appropriate signal from the Code, e.g. “Your signal has been received
but not understood”.

4
 .6 A correctly received repetition is acknowledged by the signal OK. The same
s signal may be used as an affirmative answer to a question (“It is correct”).

.7 The Ending signal AR is used in all cases to indicate the end of a signal or
the end of the transmission. The receiving station answers with the signal R =
“Received” or “I have received your last signal”.

.8 The transmitting station makes the signal CS when requesting the name or
identity signal of the receiving station.

.9 The Waiting signal or Period signal AS is to be used as follows:

.9.1 when made independently or after the end of a signal, it indicates
that the other station must wait for further communications (waiting
signal).
.9.2 when it is inserted between groups it serves to separate them
(period signal) to avoid confusion.

.10 The signal C should be used to indicate an affirmative statement or an

affirmative reply to an interrogative signal; the signal RQ should be used to
indicate a question.
For a negative reply to an interrogative signal or for a negative statement, the
signal N should be used in visual or sound signaling and the signal NO should
be used for voice or radio transmission.

5
 .11 When the signals N or NO and RQ are used to exchange an affirmative
signal into a negative statement or into a question, respectively, they should
be transmitted after the main signal.
Examples:
CY N (or NO as appropriate) = “Boat(s) is (are) not coming to you.”
CW RQ = “Is boat/raft on board?”

The signals C, N, or NO and RQ cannot be used in conjunction with single-

letter signals.

LEARNING ACTIVITY 1
FOR THIS ACTIVITY, FAMILIARIZATION WITH THE MORSE CODE, YOU SHOULD
LOG-IN TO OUR HOME PAGE AND ACCESS OR CLICK ON MORSE CODE BY FLASHING
LIGHT.

6
 LESSON 2 - INTERNATIONAL CODE OF SIGNALS

At the end of the lesson, you will be able to transmit and receive distress,
urgency and safety messages by international code of signals.

II-A Single-Letter Signals

May be made by any method of signaling. For those marked * see Note 1.

A I have a diver down; keep well clear at low speed.

*B I am taking in, or discharging, or carrying dangerous goods.
*C Yes (affirmative or “The significance of the previous group should be
read in the affirmative”).
*D Keep clear of me; I am maneuvering with difficulty.
*E I am altering my course to starboard.
F I am disabled; communicate with me.
*G I require a pilot.
When made by fishing vessels operating in close proximity on the fishing
grounds, it means: “I am hauling nets.”
*H I have a pilot on board.
*I I am altering my course to port.
J Keep clear of me. I am on fire and have dangerous cargo on board, or I
am leaking dangerous cargo.
K I wish to communicate with you.
L You should stop your vessel instantly.
M My vessel is stopped and making no way through the water.

7
N No (negative or “The significance of the previous group should be read
in the negative”). This signal may be given only visually or by sound. For
voice or radio transmission, the signal should be “NO”.
O Man overboard.
P In harbor. All persons should report on board as the vessel is about to
proceed to sea.
At sea. It may also be used as a sound signal to mean: “I require a pilot”.
At sea. It may be used for fishing vessels to mean: “My nets have come
fast upon an obstruction.
Q My vessel is “healthy” and I request free pratique.
*S I am operating astern propulsion.
*T Keep clear of me: I am engaged in pair trawling.
U You are running into danger.
V I require assistance.
W I require medical assistance.
X Stop carrying out your intentions and watch for my signals.
Y I am dragging my anchor.
*Z I require a tug.
When made by fishing vessels operating in close proximity on the fishing
grounds, it means: “I am shooting nets”.

8
Notes:
1. Signals of letters marked * when made by the sound may only be made in
compliance with the requirements of the International Regulations for
Preventing Collisions at Sea, Rules 34 and 35 accepting that sound
signals “G” and “Z” may continue to be used by fishing vessels fishing in
close proximity to other fishing vessels.
2. Signals “K” and “S” have special meanings as landing signals for small boats
with crews or persons in distress. (International Convention for the
Safety of Life at Sea, 1974, chapter V, regulation 16).

9
 II-B SINGLE-LETTER SIGNALS WITH COMPLEMENTS
May be made by any method of signaling

A with three numerals AZIMUTH or BEARING

C with three numerals COURSE
D with two, four or six numerals DATE
G with four or five numerals LONGITUDE (The last two
numerals denote minutes and the
rest degrees)
K with one numeral I wish to COMMUNICATE with you
by…
(Complement Table 1)*
L with four numerals LATITUDE (the first two denote
degrees and the rest minutes)
R with one or more numerals DISTANCE in nautical miles
S with one or more numerals SPEED in knots
T with four numerals LOCAL TIME (the first two denote
hours and the rest minutes)
V with one or more numerals SPEED in kilometers per hour
Z with four numerals UTC (the first two denote hours
and the rest minutes)

10
AZIMUTH or BEARING A with three numerals
COMMUNICATE, I wish to K with one numeral
Communicate with you by…
(Complements Table 1)*
COURSE C with three numerals
DATE D with two, four or six
numerals
DISTANCE in nautical miles R with one or more numerals
UTC (the first two denote hours Z with four numerals
and the rest minutes)
LATITUDE (the first two denote degrees L with four numerals
and the rest minutes)
LONGITUDE (the last two denote minutes G with four or five numerals
and the rest degrees)
LOCAL TIME (the first two denote hours T with four numerals
and the rest minutes)
SPEED in kilometers per hour V with one or more numerals
SPEED in knots S with one or more numerals

LEARNING ACTIVITY 2
FOR THIS ACTIVITY, YOU SHOULD LOG-IN TO OUR HOME PAGE AND ACCESS OR
CLICK ON THE MEANING AND COLOR OF SINGLE LETTER SIGNALS.

11
 LESSON 3 – THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM
(GMDSS)

At the end of the lesson, will be able to understand the importance of GMDSS,
the four sea areas, functional requirements, radio watch at sea, and the minimum
equipment requirements of GMDSS.

3.1 Introduction

The provision relating to GMDSS in the reversed 1974 SOLAS Convention came into
force on February 1, 1992. This new system takes advantage of modern technology
to ensure immediate alerting, fast distribution and effective communications in
search and rescue operations at sea. A major principle of the GMDSS is that any ship,
in any sea area, shall be able to operate all means of communication regarded as
important to itself and other ships in the same area.

Satellite and radio system that are part of GMDSS, have individual limitation
concerning range and availability. In order to
ensure that the required communication
functions are available at all times,
duplicates of vital functions such as alerting,
warning and communications are included.

Ships in distress shall be capable in alerting

coast stations and Rescue Coordination
Centers (RCC) automatically. This station will then pass on warnings to ships located
in the particular area.

12
Special systems within the GMDSS take care of inter-ship communication within the
area in question.

Requirements with regards to radio equipment on board ships depend upon which
sea areas the ships are sailing in.

The GMDSS defines four sea areas:

A1- An area within the radio telephone coverage of at least one VHF coast station in
which continuous DSC alerting is available.
A2- An area excluding sea area A1, within the radio telephone coverage of at least
one MF coast station in which continuous DSC alerting is available.
A3- An area excluding sea area A1 and A2, within the coverage INMARSAT
geostationary satellite in which continuous alerting is available.
A4- An area outside sea areas A1, A2 and A3.

Note: Continuous availability of alerting is required in all sea areas.

3.2 Means of Communication – definitions

Alerting
When distress messages are send to another ship, or to a Rescue Coordination
Center (RCC), the RCC leads and coordinates the ensuing rescue operation.

Ship to ship alerting takes place on:

VHF DSC channel 70
MF DSC 2187.5 kHz

13
Ship to a shore alerting takes place on:
VHF DSC channel 70
MF DSC 2187.5 kHz
HF DSC 4207.5/6312.0/8414.5/12577.0/16804.5 kHz

Additionally, an INMARSAT A/B or C terminal can be used depending on ships

position and equipment.

As a secondary method of alerting, the Cospas/Sarsat EPIRB, INMARSAT (1 – BAND

EPIRB) or VHF (DSC Channel 70) EPIRB can be used.

3.3 Distress Communication

Distress communication by radio means the communication between station in
distress, and the station(s) involved in the search and rescue work-on-scene
communication.

Frequencies to be used:
Ship-ship: VHF channel 16, 06 (intership)
MF 2182 kHz
Ship-aircraft: 3023 kHz, 4125 kHz and 5680 kHz

14
3.4 Safety Messages to Ships
Safety messages to ships include navigational warnings, meteorological warnings,
weather forecasts and messages of general importance. Maritime Safety Information
(MSI) messages are sent via NAVTEX, EGC (Enhance Group Call) via International
Safety Net service or by HF-telex.

3.5 Communication in General

Ordinary communication between ship station, from ship to shore or vice versa takes
place on VHF, MF, HF or the INMARSAT network by means of voice, telex or data
transmissions.

3.6 GMDSS Implementation Schedule

1. February 1992
The provision relating to GMDSS in the revised 1974 SOLAS Convention came into
force on February 1, 1992. This means that from this date on, ships may be equipped
according to GMDSS specifications.

2. August 1993
All ships covered by the SOLAS Convention must be provided with the following
equipment:
- NAVTEX RECEIVER (FEC BROADCAST RECEIVER ON 518 kHz)
- FLOAT-FREE SATELLITE EPIRB

3. February 1995
All new ships constructed after 1. February 1995 must be equipped with GMDSS
radio installations.

15
All ships covered by the SOLAS Convention must be equipped with:
- SEARCH AND RESCUE TRANSPONDER (SART)
Two (2) pieces on ships over 500 tons gross tonnage
One (1) piece on ships between 300 and 500 tons gross tonnage.

- PORTABLE VHF TRANSRECEIVERS

Three (3) pieces on ships over 500 tons gross tonnage
Two (2) pieces on ships between 300 and 500 tons gross tonnage.

4. February 1999
ALL SHIPS MUST BE EQUIPPED WITH COMPLETE GMDSS RADIO INSTALLATIONS.

3.7 GMDSS – Functional Requirements

The GMDSS lays down nine specific functions which all ships must be able to
perform, irrespective of which sea area they will be operating in.

GMDSS ships at sea must be able to:

a) transmit ship-to-shore distress alerts by at least two separate and
independent means, each using different radio communication services.
b) transmit and receive ship-to-ship distress alerts.
c) shore to ship distress alert.
d) transmit and receive SAR communications (SAR- Search and Rescue)
e) transmit and receive on-scene communications – SAR communications

16
 f) transmit and receive locating signals
g) receive Maritime Safety Information (MSI)
h) transmit and receive general radio communication to and from shore-
based radio systems or networks
i) transmit and receive bridge to bridge communication.

3.8 GMDSS ships – radio watch at sea

When at sea, ships equipped according to GMDSS specifications shall maintain
continuous radio watch in accordance with the requirements of the sea area in
which the ship is sailing.
A)
Ships fitted with a VHF radio installation shall keep continuous watch on VHF DSC
channel 70.

B)
Ships fitted with a MF radio installation shall keep continuous watch on MF DSC
distress and safety frequency 2187.5 kHz.

C)
Ships fitted with a MF/HF radio installation shall keep continuous watch on DSC
frequencies assigned for distress and safety, 2187.5 kHz and 8414.5 kHz and also at
least one other HF DSC distress and safety frequency from the following:
4207.5 kHz, 6312.0 kHz, 12577.0 kHz or 16804.5 kHz.
Propagation characteristics of HF radio waves for the actual season and time of day
should be taken into account when choosing HF bands for transmission of distress
alerts. (This watch can be kept by means of a scanning receiver).

17
D)
Ships equipped with a VHF installation in accordance with ITU radio regulations shall
keep continuous watch on VHF Channel 16 until February 1, 2005.
(IMO- Maritime Safety Committee, at its eight session (May 2004) agreed that
listening watch on VHF channel 16 by SOLAS ships, while at sea, should be required
and kept for foreseeable future with view to providing:
1. a distress ability and communication channel for non-SOLAS vessels; and
2. bridge to bridge communication for SOLAS ships)

E)
Ship stations should also keep a continuous watch for MSI (Maritime Safety
Information) in the Sea Area in which the sea is sailing, by means of:
NAVTEX receiver (518 kHz)
EGC receiver/Inmarsat-C for reception of Safety Net messages
HF-MSI (telex)

F)
Wherever practicable, ships should maintain listening watch on VHF channel 13
(156.650 MHz) for communication aimed at ensuring safe navigation.

18
 3.9 GMDSS: Basic Equipment Minimum Requirements
3.9.1 Sea Area A1

VHF TX + RX RADIO TELEPHONY

VHF DSC DSC ALERTING VHF WITH

DSC
CONTROLLER

WATCHKEEPING DSC ALERTING

RX CH 70 DSC

NAVTEX MARITIME
RX 518 KHz SAFETY
INFORMATION

EPIRB ALERTING FLOAT FREE

SATELLITE
COSPAS/SARSAT POSITIONING

Additional requirements for use of survival craft:

PORTABLE ON SCENE SHPS 500 GRT AND UPWARDS: 3
PCS COMMUNICATION SHPS BETWEEN 300-500 GRT: 2
TWO WAY VHF
PCS

RADAR LOCATING SHPS 500 GRT AND

UPWARDS: 2
PCS SHPS BETWEEN 300-500
GRT:1
TRANSPONDER
PCS

19
 3.9.2 Sea Areas A1 + A2

VHF TX + RX RADIO TELEPHONY

VHF DSC DSC ALERTING VHF WITH

DSC
CONTROLLER

WATCHKEEPING DSC ALERTING

RX CH 70 DSC

MF TX + RX RADIO TELEPHONY MF WITH DSC

MF
DSC CONTROLLER

WATCHKEEPING
RX 2187, 5 DSC DSC ALERTING

NAVTEX MARITIME SAFETY

RX 518 KHz INFORMATION

EPIRB ALERTING FLOAT-FREE

SATELLITE
COSPAS/SARSAT POSITIONING EPIRB

Additional requirements for use of survival craft:

PORTABLE ON SCENE SHPS 500 GRT AND UPWARDS: 3 PCS

TWO WAY VHF COMMUNICATION SHPS BETWEEN 300-500 GRT: 2 PCS

RADAR LOCATING SHPS 500 GRT AND UPWARDS: 2 PCS

TRANSPONDER SHPS BETWEEN 300-500 GRT: 1 PC

20
 3.9.3 Sea Areas A1 + A2 + A3

VHF TX + RX RADIO TELEPHONY

VHF DSC ALERTING VHF WITH

DSC
CONTROLLER

WATCHKEEPING DSC ALERTING

RX CH 70 DSC

MF TX + RX RADIO TELEPHONY MF WITH

DSC
MF
CONTROLLER

WATCHKEEPING DSC ALERTING

RX 2187, 5 DSC

INMARSAT SHIP ALERTING

EARTH STATION TELEPHONE
B/C OR FLEET F77 TELEX

NAVTEX MARITIME
RX 518 KHz SAFETY
INFORMATION
EPRIB ALERTING FLOAT FREE
SATELLITE
COSPAS/SARSAT POSITIONING

Additional requirements for use of survival craft:

PORTABLE ON SCENE SHPS 500 GRT AND UPWARDS: 3 PCS

TWO-WAY VHF COMMUNICATION SHPS BETWEEN 300-500 GRT: 2 PCS

RADAR LOCATING SHPS 500 GRT AND UPWARDS: 2 PCS

TRANSPONDER SHPS BETWEEN 300-500 GRT: 1 PC

21
 3.9.4 Sea Areas A1 + A2 + A3 (HF) and A1 + A2 + A3 + A4

VHF TX + RX RADIO TELEPHONY

VHF DSC ALERTING VHF WITH

DSC
CONTROLLER

WATCHKEEPING DSC ALERTING

RX CH 70 DSC

MF/HF RADIO TELEPHONY MF/HF WITH

TX + RX
DSC

MF/HF DSC
CONTROLLER

MF/HF DSC DSC ALERTING

WATCHKEEPING

RADIOTELEX

EGC MARITIME SAFETY

RX INFORMATION MSI VIA
INMARSAT

NAVTEX MARITIME
RX 518 KHz SAFETY
INFORMATION
EPRIB ALERTING FLOAT FREE
SATELLITE
COSPAS/SARSAT POSITIONING

Additional requirements for use of survival craft:

PORTABLE ON SCENE SHPS 500 GRT AND UPWARDS: 3 PCS

TWO-WAY VHF COMMUNICATION SHPS BETWEEN 300-500 GRT: 2 PCS

RADAR LOCATING SHPS 500 GRT AND UPWARDS: 2 PCS

TRANSPONDER SHPS BETWEEN 300-500 GRT: 1 PC

22
 3.9.5 Additional Carriage Requirements for A3/A4 Ships using

VHF TX + RX RADIO TELEPHONY

VHF DSC
CONTROLLER DSC ALERTING
+
INMARSAT DISTRESS ALERTING
SHIP – EARTH
STATION TELEPHONE
B/C OR FLEET F77 TELEX
OR
HF
TX + RX RADIOTELEPHONY
TELEX
DSC HF
CONTROLLER

HF DSC
WATCHKEEPING DSC ALERTING
RX 2)

RADIOTELEX

1) MAY BE TRANSRECEIVER IN SEA AREA 3 COMBINED WITH REQUIRED MF- TRANSRECEIVER IN

SEA AREA 3 (INMARSAT)

2) MAY BE COMBINED WITH REQUIRED WATCHKEEPING RX INSEA AREA 3 (INMARSAT). ONE IS

NOT REQUIRED TO INSTALL MORE THAN ONE MF/HF DSC WATCHKEEPING RX.

LEARNING ACTIVITY 3. YOU SHOULD ANSWER THE FOLLOWING QUESTIONS BASED

ON WHAT YOU LEARNED FROM THE LESSON FOR THIS ACTIVITY. LIST ALL THE
MINIMUM EQUIPMENT REQUIREMENTS FOR SEA AREA 1, 2, 3 AND 4.

23
 LESSON 4- VHF DSC-V AND MF-HF DSC-M DISTRESS ALERT AND
DISTRESS COMMUNICATION

At the end of the lesson, you will be able to transmit and receive distress alert
and distress message by VHF DSC-V.

4.1 Introduction

Within the GMDSS system, all maritime distress and safety communications are
based
on radio communication using terrestrial links on the VHF, MF and HF bands, and via
satellite.

Ships must be able to transmit shore-to-shore alerts to RCC’s via coast radio stations
or Coast Earth Stations (CES).

A ship can make use of the following 3 methods to transmit a distress alert:
1) DSC (Digital Selective Calling) on the VHF/MF and HF bands.
2) Inmarsat-B/C or Fleet F77
3) EPIRB

The International SOLAS (Safety of Lives at Sea) Convention of 1974 was adapted to
the GMDSS system in 1988 (SOLAS 1988) and brought into effect on February 1,
1992.

The GMDSS system was launched as a programme commencing on February 1, 1992.

GMDSS regulations apply to all passenger vessels sailing in international waters and
to all cargo vessels over 300 gr.t. sailing in international waters. Categories of vessels
sailing in national waters are exempted from the 1988 SOLAS Convention as applied
to GMDSS.

24
In practice, this means that these categories of vessels (non-convention vessels) are
at liberty to use the frequencies and procedures described in SOLAS 1974 until new
regulations have been developed and implemented at a national level. The distress
and safety procedures for radiotelephony (SOLAS 1974) will be dealt within this and
the following chapters.

4.2 General Regulations

The procedure described in this chapter are compulsory for the maritime mobile
service and for correspondence between ships, aircraft and survival craft stations.

No regulation in the instruction manual shall prevent a coast station in extraordinary

circumstances, from using any means available to give assistance to a distressed
mobile station. Distress signals and distressed messages must only be transmitted on
the direct orders of the master of the officer in charge. Distress signals and distress
messages must be transmitted on the following frequencies designated for distress,
urgency and safety communications on radio telephony:

156.8 Mhz – channel 16

2182 kHz 8291 kHz
4125 kHz 12290 kHz
6215 kHz 16420 kHz

The two most commonly used are the VHF channel 16 and MF 2182 kHz. In distress
situations, speech and radiotelephony must be as slow and clear as possible. If
language problems should occur, the phonetic alphabet and the “International
Signalbook 1969” can be used.

25
4.3 The International Distress and Calling Frequency 2182 kHz

The 2182 kHz frequency is the international radiotelephony distress frequency, and
shall be used for this purpose by ship stations, aeromobile stations and survivor craft
stations working on the MF frequency band.

This frequency may be used for distress calls and distress traffic, urgency signals and
urgency messages, and safety signal.
Otherwise, the 2182 kHz frequency can be used for calling and replying to calls.

All coast stations open for public correspondence on MF telephony shall keep
listening to watch on 2182 kHz (consult List of Coast Stations for further
information). Ship stations shall, when not engaged in traffic, maintain listening
watch on 2182 kHz.

4.4 Silence Periods

To increase the safety of lives at sea, it is of vital importance that all ships make
every attempt to listen to the international distress frequency during the silence
periods. The silence periods are the first 3 minutes of every hour and half hour (from
xx000 hours to xx03 hours and from xx30 hours to xx33 hours). During these three
minutes, all transmission on 2182 kHz must cease, with the exception of distress or
urgency traffic.

Ships fitted with MF radio installations, shall keep listening watch by means of a
watch receiver in the wheel house.

26
4.5 The Radiotelephony Alarm Signal

The radiotelephone alarm signal consists of two substantially sinusoidal audio

frequency tones transmitted alternately.
One tone shall have a frequency of 2200 Hz and the other tone a frequency of 1300
Hz, the duration of each tone being 250 milliseconds.

When generally by automatic means, the radiotelephone alarm signal shall be

transmitted as continuously as possible over a period of at approximately one
minute.

The purpose of the alarm signal is to attract the attention of a person on watch or to
actuate automatic devices sounding the alarm or activating a silenced loudspeaker
for the message which will follow.

4.6 The Distress Signal- MAYDAY

The distress call shall have absolute priority over all other transmissions. All stations
hearing it shall immediately cease any transmission capable of interfering with the
distress traffic and shall continue to listen to the frequency used for the emission of
the distress call. This call shall not be addressed to a particular station, and
acknowledgement of receipt shall not be given before the distress message which
follows it to be sent.

The distress call and messages shall only be transmitted on the authority of the
master of the person responsible for the ship, aircraft or other vehicle carrying the
mobile station or ship-earth station.
The radiotelephone distress signal consists of the word MAYDAY, a derivative of the
French word “M’ AIDER”.

The distress signal indicates that a ship, aircraft or other vehicle is threatened by
grave and imminent danger and requests immediate assistance.
27
4.7 The Distress Call

The radiotelephony distress call consists of:

- the distress signal MAYDAY, spoken three times
- the words THIS IS (or DE spoken as DELTA ECHO in case of language
difficulties)
- the callsign or other identification of the mobile station in distress, spoken
three times

4.8 The Distress Message

The distress message consists of:

- the distress signal MAYDAY
- the name, or other identification, of the mobile station in distress
- particulars of its position
- the nature of distress and the kind of assistance required
- any other information which might facilitate the rescue
As a general rule, the ship shall signal its position in latitude and longitude, using
figures for degrees and minutes, together with one of the words NORTH or SOUTH,
and one of the words EAST or WEST.

The distress message, preceded by the distress call, shall be repeated at intervals,
especially during the periods of silence mandatory in radiotelephony, until an
answer is received.

28
4.9 Acknowledgement of Receipt of a Distress Message

Ship stations receiving a distress message from another mobile station which is,
beyond any possible doubt, in their vicinity, shall immediately acknowledge receipt.

However, in areas where reliable communications with one or more coast stations
are practicable, ship stations should defer this acknowledgement for a short interval
so that a coast station may acknowledge receipt.
In telephony, acknowledgement of the receipt of a distress message shall be given in
the following form:

MAYDAY
- the call sign or other identification of the station sending the distress
message, spoken three times
- the word THIS IS 9or DE, pronounced as DELTA ECHO in case of language
difficulties)
- the call sign or other identification of the station acknowledging receipt,
spoken three times
- the words RECEIVED (or RRR, pronounced as ROMEO ROMEO ROMEO) in
case of language difficulties
- the distress signal MAYDAY

Any mobile station acknowledging receipt of a distress message shall, on the order of
the master or the person responsible for the ship, aircraft or other vehicle, transmit
the following information as soon as possible:

- its name
- its position
- the speed at which it is proceeding towards the mobile station in distress,
and the approximate time it will take to reach it

29
 - additionally, if the position of the ship in distress appears doubtful, ship
stations should also transmit, when available, the true bearing of the ship in
distress.

4.10 Distress Traffic

In distress traffic, the distress signal (MAYDAY) shall be sent before the call and at
beginning of the preamble of any telegram.

The station in distress or the station in control of the distress traffic may impose
silence
either on all maritime mobile service stations in the same area, or on any stations
which interfere with the distress traffic. Such instructions shall be addressed “to all
station”, or to one station only, according to circumstances.

Example:
- ALL STATIONS
- SEELONCE MAYDAY

Wherever necessary, any maritime mobile service station near the ship, aircraft or
other vessel in distress, may impose silence. This is done in the following way:

Example:
- ALL STATIONS
- SEELONCE IN DISTRESS
- THIS IS
- OWN CALLSIGN OR IDENTIFICATION

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

30
 - MAYDAY
- ALL STATIONS, sent three times
- THIS IS
- the call sign or other identification of the station sending the message
- the name and the call sign of the mobile station which was in distress
- the word PRU-DONCE

The message as above, but indicating that normal working can be resumed:
- MAYDAY
- ALL STATIONS, sent three times
- THIS IS
- the call sign or other identification of the station sending the message
- the time message was submitted
- the name and the call sign of the mobile station which was in distress
- the word SEELONCE FEENEE

4.11 Transmission of a Distress Message by a Station not itself is in Distress

Any mobile station, or land station learning that a mobile station is in distress, shall
transmit distress messages in any of the following cases:

- when the station in distress is not itself in a position to transmit the distress
message
- when the master, or the person responsible for the ship, aircraft or other
vehicle not in distress, or the person responsible for the land station,
considers that further help is necessary
- when unacknowledged distress message is heard, and one is not in a
position to render assistance

31
In such cases, the transmission of the distress message shall always be preceded by
the call indicated below, which shall itself be preceded whenever possible by the
radiotelephone alarm signal.

MAYDAY RELAY, spoken three times

- the words THERE IS (or DE pronounced as DELTA ECHO in case of language
difficulties
- the call sign or other identification of relaying station, spoken three times
- the following received from CALL SIGN or IDENTIFICATION of station in
distress on YYYY kHz time ZZZZ UTC:
- followed by the correct repetition of the received distress message

LEARNING ACTIVITY 4
ON A CLEAN SHEET OF PAPER, CREATE A SAMPLE OF YOUR OWN DISTRESS MESSAGE
FOLLOWING THE GIVEN FORMAT. LOG-IN TO OUR HOME PAGE FOR PRACTICAL
DEMONSTRATION BY ORAL TRANSMISSION OF DISTRESS CALL AND MESSAGE.

32
Examples OF Distress Communication:

1) YOUR SHIP IS IN DISTRESS SITUATION AND THE FOLLOWING INFORMATION IS

AVAILABLE:

POSITION……………… TIME………..
NATURE: COLLISION
CREW: 12 PERSONS
WEATHER: VISIBILITY IS 1 KM IN FOG

TRANSMIT THE DISTRESS CALL AND MESSAGE IN ACCORDANCE WITH THE CORRECT
PROCEDURES:

ON CHANNEL 16
- MAYDAY MAYDAY MAYDAY
- THIS IS
- BERGE MASTER BERGE MASTER BERGE MASTER CALL SIGN LANO2
- MAYDAY
- BERGE MASTER LANO2
- POSITION………….. TIME……..
- COLLISION WITH UNKNOWN SHIP TAKING WATER
- NEED IMMEDIATE ASSISTANCE
- 12 CREW MEMBERS ON BOARD
- WEATHER IN AREA DISTANCE FOG VISIBILITY 1 KM
- OVER

2) TRANSMISSION OF DISTRESS MESSAGE BY A STATION NOT ITSELF IN DISTRESS:

- MAYDAY RELAY MAYDAY RELAY MAYDAY RELAY
- THIS IS
- STOLT EGRET STOLT EGRET STOLT EGRET CALL SIGN ……..
33
 - FOLLOWING RECEIVED BERGE MASTER CALL SIGN LANO2 ON CHANNEL
16
- TIME 1205UTC

- MAYDAY
- BERGE MASTER LANO2
- POSITION………….. TIME……..
- COLLISION WITH UNKNOWN SHIP TAKING WATER
- NEED IMMEDIATE ASSISTANCE
- 12 CREW MEMBERS ON BOARD
- WEATHER AREA DISTANT FOG VISIBILITY 1 KM
- OVER

3) ACKNOWLEDGING RECEIPT OF THE DISTRESS MESSAGE:

- MAYDAY
- STOLT EGRET STOLT EGRET STOLT EGRET CALL SIGN…..
- SACONA SACONA SACONA CALL SIGN…..
- RECEIVED MAYDAY

4) CORRECT PROCEDURE TO IMPOSE RADIO SILENCE ON CHANNEL 16 DURING

DISTRESS SITUATION:
- ALL STATIONS
- SEELONCE MAYDAY

5) ANNOUNCING THAT COMPLETE SILENCE IS NO LONGER NECESSARY ON CHANNEL

16:
- MAYDAY
- ALL STATIONS ALL STATIONS ALL STATIONS
- THIS IS
- STOLT EGRET STOLT EGRET STOLT EGRET
- TIME 1205UTC (THE TIME THE MESSAGE WAS SUBMITTED)
- BEGRE MASTER LANO2
34
 - SEELONCE FEENEE

LESSON 5 – VHF DSC-V AND MF-HF DSC-M URGENCY CALL AND

MESSAGE

At the end of the lesson, you will be able to transmit and receive urgency calls
and urgency message by VHF DSC-V.

5.1 Urgency Signal

In radiotelephony, the urgency call signal consists of the words PAN, PAN, each of
which is pronounced like the French word “panne”.
The urgency signal shall be repeated three times, before the call.

The urgency signal shall be sent only on the authority of the master or the person
responsible for the ship, aircraft or other vehicle carrying the mobile earth station in
the maritime mobile satellite-service.

The urgency signal indicates that the calling station has a very urgent message to
transmit concerning the safety of a ship, aircraft or other vehicle, or the safety of a
person.

The urgency signal and the person following it, shall be transmitted on one or more
of the international distress frequencies. However, in the case of a long message or
a medical call, or in areas with heavy traffic, maritime mobile service messages shall
be transmitted on a working frequency.

The urgency signal shall have priority over all communication, with the exception of
distress.

35
All stations hearing the urgency signal shall take care not to interfere with the
transmission of the message which follows it.

Mobile stations hearing the urgency signal shall continue to listen for at least three
minutes.

At the end of this period, if no urgency message has been heard, a land station
should, if possible, be notified of the receipt of the urgency signal.

In the maritime mobile service, urgency messages may be addressed either to all
stations, or to a particular station.

When the urgency signal has been sent prior to transmitting a message to “all
stations”
calling for action by the station receiving the message, the station responsible for its
transmission shall cancel it as soon as it knows the action is no longer necessary.
Such a message of cancellation shall likewise be addressed to “all stations”.

Example:

The “BRUNITA” LKFE has lost a man over board at position 55.10 N, 022 10E.
The call will take place on 2182 kHz – International.

- PAN PAN PAN PAN PAN PAN

- ALL STATIONS ALL STATIONS ALL STATIONS
- THIS IS
- BRUNITA BRUNITA BRUNITA CALLSIGN LKFE
- MAN OVERBOARD IN POSITION 55 DEGREES 10 MINUTES NORTH, 022
DEGREES 10 MINUTES EAST, AT TIME 1015 UTC. SHIPS IN VICINITY ARE
ASKED TO KEEP SHARP LOOKOUT AND REPORT TO BRUNITA ON 2182
KHZ.
- DATE AND TIME 181030UTC
- MASTER BRUNITA LKFE
36
If the person is found, the “BRUNITA” must cancel her PAN message:

- PAN PAN
- ALL SHIPS ALL SHIPS ALL SHIPS
- THIS IS
- BRUNITA BRUNITA BRUNITA CALLSIGN LKFE
- PLEASE CANCEL MY PAN MESSAGE OF 181030UTC
- THE CREW MEMBER HAS BEEN FOUND AND IS IN GOOD SHAPE. THANK
YOU FOR YOUR COOPERATION.
- DATE AND TIME 181130UTC
- MASTER BRUNITA LKFE
- OVER AND OUT

5.2 Medical Advice – MEDICO

Ship stations can get free medical service (MEDICO) via all Norwegian coast stations.
Information on coast stations that offer this service is found in the “List of Coast
Stations”.
The master of the ship will be connected to the closest hospital or doctor available. If
necessary, the urgency signal maybe transmitted before the radio communications
and radio telegrams concerning medical advice.

Example:

- PAN PAN PAN PAN PAN PAN

- ROGALAND RADIO ROGALAND RADIO ROGALAND RADIO
- THIS IS
- BERGE MASTER, BERGE MASTER, BERGE MASTER, LANO2
37
 - MEDICO
- CHANNEL 26 OVER

1) TRANSMISSION OF A LOST MAN OVERBOARD USING THE CORRECT PROCEDURE

AND PRIORITY:

- PAN PAN PAN PAN PAN PAN

- ALL SHIPS ALL SHIPS ALL SHIPS
- THIS IS
- BERGE MASTER BERGE MASTER BERGE MASTER
- LOST MAN OVERBOARD IN POSITION………. TIME…..
- SHIPS IN THE VICINITY KEEP SHARP LOOKOUT AND REPORT TO BERGE
MASTER
- DATE AND TIME 021415UTC

LEARNING ACTIVITY 5
ON A CLEAN SHEET OF PAPER, CREATE A SAMPLE OF YOUR OWN URGENCY
MESSAGE FOLLOWING THE GIVEN FORMAT. LOG-IN TO OUR HOME PAGE FOR
PRACTICAL DEMONSTRATION BY ORAL TRANSMISSION OF URGENCY CALL AND
MESSAGE.

38
 LESSON 6 – VHF DSC-V AND MF-HF DSC-M SAFETY CALL AND MESSAGE

At the end of the lesson, you will be able to transmit and receive safety call
and safety message by VHF DSC-V and MF-HF DSC.

6.1 Safety Signals and Messages

In radiotelephony, the safety signal consists of the word SECURITE pronounced

clearly as in French. The safety signal shall be repeated three times before the call.

The safety signal indicates that the station is about to transmit a message containing
an important navigational or meteorological warning.

Safety messages are divided into three categories:

- vital
- important
- routine

When a coast station wants to send a vital safety message, it must always send the
navigational warning signal continuously for a period of 15 seconds before
proceeding with the safety signal and the safety message.

39
The navigational warning signal consists of one substantial sinusoidal audio
frequency tone of 2200 Hz transmitted in bursts of 250 milliseconds duration, at
intervals of 250 milliseconds.

The purpose of the signal is to attract the attention of a person on watch, or to

actuate automatic devices sounding the alarm or activating a silenced loudspeaker
for the message which will follow.

The navigational warning signal, the safety signal and the call, shall be transmitted
on one of the international distress frequencies.

The safety message which follows the call should be sent on a working frequency. A
suitable announcement to this effect shall be made at the end of the call.

Maritime mobile service safety messages shall generally be addressed to all stations.
In some cases, however, they may be addressed to a particular station.

Example:
- SECURITE SECURITE SECURITE
- ALL SHIPS ALL SHIPS ALL SHIPS
- THIS IS
- SCHEVENINGEN RADIO SCHEVENINGEN RADIO SCHEVENINGEN RADIO
- LISTEN FOR NAVIGATIONAL WARNING
- ON FREQUENCY/CHANNEL…

40
1) SHIP STATION ANNOUNCING NAVIGATIONAL WARNING TO OTHER SHIPS IN THE
VICINITY:

ANNOUNCEMENT ON CHANNEL 16
- SECURITE SECURITE SECURITE
- ALL SHIPS ALL SHIPS ALL SHIPS
- THIS IS
- BERGE MASTER BERGE MASTER BERGE MASTER LANO2
- LISTEN FOR MY NAVIGATIONAL WARNING ON VHF 06
- OUT

2) SENDING A NAVIGATIONAL WARNING MESSAGE ON THE ANNOUNCE WORKING

CHANNEL:

TRANSMISSION ON CHANNEL 06
- SECURITE SECURITE SECURITE
- ALL SHIPS ALL SHIPS ALL SHIPS
- THIS IS
- BERGE MASTER BERGE MASTER BERGE MASTER LANO2
- OBSERVING DRIFTING ANCHOR BUOY IN POSITION………. TIME……
- SHIPS IN VICINITY KEEP SHARP LOOKOUT
- OUT

41
LEARNING ACTIVITY 6
ON A CLEAN SHEET OF PAPER, CREATE A SAMPLE OF YOUR OWN SAFETY MESSAGE
FOLLOWING THE GIVEN FORMAT. LOG-IN TO OUR HOME PAGE FOR PRACTICAL
DEMONSTRATION BY ORAL TRANSMISSION OF SAFETY CALL AND MESSAGE.

LESSON 7 – VHF DSC-V AND MF-HF DSC-M ROUTINE CALL AND MESSAGE

At the end of the lesson, you will be able to transmit and receive call and
message by digital selective calling.

7.1 Introduction

Under the “old system”, the procedure for calling a ship has always involved using
traffic lists, or special calling channels. Ship stations have had to keep listening watch
on a distress and calling channels (2182 kHz, 500 kHz, or VHF channel 16), or listen to
traffic lists from relevant coast stations. The need to be able to call an individual ship
station directly, without directing all ship to keep manual watch on the different
calling channels, has been a high priority demand for a long time.

The present system has fundamental disadvantages which have provided the
reasons for developing the new calling system, DSC, which is very essential part of
the GMDSS.

The DSC system employs digital technology and is an important part of the GMDSS
system, being used as the primary alerting system of VHF, MF and the HF bands.

The DSC control unit is able to monitor or keep watch on all DSC frequencies
allocated for distress and safety purposes. When a coast station or a ship receives a
DSC control alert, a display or printout of a message will be produced including
42
notification that distress communication will follow on a radiotelephony/radiotelex
frequencies allocated for distress and safety purposes.
In addition to the printout of the message, an audible/visual alarm will be activated
to attract the attention of the operator.

DSC calls can be directed to a particular station/s. Under the “old” system, virtually
all calls were received by all ships within range of transmission. Now, however, the
DSC control unit checks each incoming call, and determines whether the call is
addressed to it specifically. When such a call is received, the attention of the
operator is attracted usually by a printout/display of the message or by
audible/visual alarms. All other DSC calls that are not recognized by the DSC
controller, are simply ignored.
7.2 DSC

DSC is a system used for calling:

- a particular ship
- a particular coast station
- a group of ships (within a certain geographical area)
- all ships

The system can be used from:

- ship to shore
- shore to ship
- ship to ship

The ships must be fitted with mandatory DSC equipment, applicable to the sea areas
in which the sail.

The various different DSC requirements are listed below.

7.2.1 -VHF DSC

43
 All GMDSS ships must be fitted with VHF DSC channel 70 for distress and
safety calls from ship to ship.
In sea area A1, ships must also be able to execute distress and safety calls to a
coast station.

7.2.2 -MF DSC

All GMDSS ships sailing in sea areas A2, A3 and A4, must be fitted to
accommodate the 2187.5 kHz frequency for distress and safety calls from
ship to ship.

In sea area A2, the ship must be able to execute distress and safety calls
between ship and coast station.

7.2.3 -HF DSC

GMDSS ships sailing in sea area A4, and those without Inmersat terminals
sailing in sea area A3, must be equipped with DSC for VHF and MF.
In addition, the ship must be equipped with HF DSC for distress and safety
calls between ship and coast station.

The DSC equipment (control unit) is designed in such a way that the
equipment itself puts the calling sequence together in the correct order. To make a
complete call, the radio operator only needs to type in the relevant
information.

44
7.3 THE INDIVIDUAL ELEMENTS OF THE DSC CALL

Dot pattern: A sequence of dots transmitted so that the scanning-receivers can be

tuned, and stop scanning.

Phasing sequence: In-phasing signals making the receiver ready for reception of
information from the DSC transmitter.

7.4 Format Specifier: Call Specifications:

- Distress call
- All Ships call
- Call for specific groups of ships
- (ALL NORWEGIAN, ships belonging to a fleet etc.)
- Selective calling to one specific ship
- Call to a ship in a certain geographical area
- Dial phone call for direct access to the subscriber network

7.5 Address
The MMSI number of the ship or the coast station which is being called.
Exemptions are made for accidents or distress alerting, and “all ships” calls.

7.6 Category
The type of call such as:
- Distress
- Urgency
- Safety
- Important Ships traffic
- Routine

Self-identification: The ship’s own MMSI number

45
Message: The number of “Messages” may vary according to different kinds of traffic.

The element will be further examined under distress and routine calls.

7.7
Message 1:
Distress call: Message 1 describes the distress situation.
- Fire/explosion
- Leakage
- Collision
- Grounding
- Listing, danger of capsizing
- Sinking
- Drifting
- Unspecified
- Abandoning
- EPIRB transmission
- Man overboard
- Armed robbery attack

Message 2:
Message 2 describes the distress position by means of 10 digits.
- Quadrant specification, 1 digit:
0: North east
1: North west
2: South east
3: South west

46
 - The next four digits denote the latitude in degrees and minutes
- The next five digits denote the longitude in degrees and minutes

7.8 NOTE: If distress position is not stated, the digit “9” is transmitted 10 times.

Message 3:
Message 3 provides the point in time when the position was correct.
It is given in UTC by means of four digits.

- Digits 1 and 2 denote HOURS

- Digits 3 and 4 denote MINUTES

NOTE: If the point in time is not stated, the digit “8” is transmitted 4 times.

Message 4:
Message 4 describes the kind of communication desired for the distress traffic
(normally voice communication) which will follow.

End of sequence: Now an end message is transmitted to indicate:

- whether the call requires acknowledgement
- whether the current message is a reply to a call

Error check character: An error check is transmitted as a control bit for the
entire call.

47
7.9 DSC Routine Call

A DSC routine call includes the same elements as described above, except that it
uses only message 1 and 2.

These two elements are described below.

Message 1: Routine Call:

- Message 1 indicates whether the connection is to be made by means of
telephony, telex or data transmission.

Message 2: Routine Call:

- Message 2 indicates the frequency/channel for the following
communication.

7.10 Selective Calling Number in the GMDSS

The National Administration, or another office/institute acting on behalf of the

National Administration, assigns MMSI number to ships. The number consists of 9
digits.

MID XXX XXX

MID is the Maritime Identification Digit, and identifies the nationality of the ship.

48
Norwegian ships have MIDs 257, 258 and 259.

The current status of MID allocation is found in the ITU “Manual for use by the
Maritime Mobile and Maritime Mobile-Satellite Services”.

The MID group is followed by 6 digits, where the last digit is always “0” (zero).

For most larger ships, the three last digits are zeroes.

7.11 THE MMSI NUMBER IS USED TO IDENTIFY THE FLOAT FREE EPIRB, AND
VHF/MF/HF DSC EQUIPMENT.

It is also used as a means of identification by Inmarsat satellite equipment. The

number is derived from the MMSI number with the addition of the specific digit in
front in front to identify the Inmarsat System to which is applies.

Inmarsat – B: 3 MID XXX ZZ

Inmarsat – C: 4 MID XXX ZZ
Inmarsat – M: 6 MID XXX ZZ

We also distinguish between the various call signs:

(X is the number between 0 and 9)

Ships station: MID XXX XXX

Group of ships: 0MID XX XXX
Coast station: 00MID X XXX

Above, we have seen that the MMSI number consists of 9 digits and that we also
distinguish between three different call identities.

EXAMPLE:
1) CALLING COAST STATION AND DISPATCH THE FOLLOWING RADIOTELEGRAM:

- PETROX
49
 - HAMBURG
- BLIX PILOT 170800LT ADVICE BERTHING INSTRUCTIONS
- MASTER
- NORDEICH RADIO (ONE TO THREE TIMES)
- THIS IS
- STOLT EGRET (ONE TO THREE TIMES)
- I HAVE A RADIO TELEGRAM
- CHANNEL 23
- OVER

WHEN THE COAST STATION IS READY, THE TELEGRAM SHALL BE SENT IN THE
FOLLOWING WAY:

FROM: STOLT EGRET CALL SIGN …

NUMBER: 1
NUMBER OF WORDS: 10
DATE: 2ND OF APRIL
TIME: 1205UTC
ACCOUNTING CODE: No 01
ADDRESS: PETROX HAMBURG
TEXT: BLIX ETA PILOT 170800LT (LOCAL TIME) ADVISE BERTHING
INSTRUCTIONS
SIGNATURE: MASTER

2) SHIP STATION RESPONSE TO A TRAFFIC LIST FROM A COAST STATION:

- NORDEICH RADIO
- THIS IS
- STOLT EGRET STOLT EGRET CALL SIGN
- STBI FOR TRAFFIC
- OVER

50
LEARNING ACTIVITY 7
ON A CLEAN SHEET OF PAPER, CREATE A SAMPLE OF YOUR OWN ROUTINE MESSAGE
FOLLOWING THE GIVEN FORMAT. LOG-IN TO OUR HOME PAGE FOR PRACTICAL
DEMONSTRATION BY ORAL TRANSMISSION OF ROUTINE CALL AND MESSAGE.

LESSON 8: INMARSAT-B and INMARSAT-C DISTRESS ALERT AND

MESSAGE AND ROUTINE CALL AND MESSAGE

At the end of the lesson, you will be able to transmit and receive distress alert
and distress message, routine call and message by INMARSAT B and INMARSAT C.

8.1 Introduction

Satellite communication facilities are provided by the international Maritime

Satellite Organization, Inmarsat. The organization was founded on September 3,
1976, and today numbers 86 member countries, with more countries in the process
of joining.
In 1982, the first Inmarsat system was introduced into global commercial operation.

The organization’s main task is to provide satellite-based services for maritime

communication, and to improve distress and safety services. Since 1982 Inmarsat
has expanded, and today they also offer services for mobile land-based users and
aeronautical users.

Inmarsat-B which was introduces in 1994, provides the same services and will be
successor to Inmarsat-A.

51
Inmarsat-C was introduced in 1991 to complement the Inmarsat-A system. This
system does not provide voice communications, but does provide a means of
sending text messages and data to and from the SES. The combination of global
communication capability combined with its MSI broadcasting and distress
capabilities has resulted in Inmarsat-C being accepted by the International Maritime
Organization (IMO) as a part of GMDSS. Similarity, Inmarsat-B and Fleet F77 have
been accepted.

The Inmarsat-M system was introduced in December 1992 to complement the

existing services. This system provides global two-way tele-phone, fax and computer
data communication. The Inmarsat-M system, however, has not been approved for
use in the GMDSS.

8.2 A General Overview

The Inmarsat system consist of three major components:

a) Satellite capacity – provided by Inmarsat

b) Coast Earth Stations (CES) – provided by the Inmarsat signatories
c) Ship Earth Stations (SES) – Land-mobile Earth Stations (LMESs) and
Aircraft Earth Stations (AES)

The “heart” of the system is the NETWORK OPERATIONS CENTRE (NOC)

located at Inmarsat headquarters in London. Operating 24 hours a day, it
monitors, coordinates and controls the operational activities of all satellite in the
network. The NOC also arranges the commissioning of the ship-earth stations
upon application from the shipowner.

8.3 The regions covered by the four satellites are:

AORW - Atlantic Ocean Region West

52
 AORE - Atlantic Ocean Region East
IOR - Indian Ocean Region
POR - Pacific Ocean Region

8.4 Inmarsat Ocean Region Access Codes

Ocean Region
TELEX TELEFON

Automatic routing to ocean region:

Inmarsat – B 580 870 (system finds correct ocean region)
Inmarsat – C 580 (system finds correct ocean region)
Inmarsat – M 870 (system finds correct ocean region)
Fleet F77 580 870 (system finds correct ocean region)
Mobic (mini-M) 870 (system finds correct ocean region)

In order to call a SES in an Ocean Region, telex or telephone access codes must
be used.

NOTE!
Particular care should be taken in selecting CESs in areas where Ocean Region
overlap. In western waters, there are three Ocean Regions, AORE, AORW, and
IOR that do actually overlap.

8.5 The Space Segment

Inmarsat satellite are placed in geostationary orbit 35,700 kms over the major
ocean regions. In this orbit, each satellite moves at exactly the same rate as
53
the rotation of the earth, thus remains in the same relative position to the earth,
above the earth equator. The satellites are equipped with solar panels
providing electrical power and thus enabling them to perform their
functions.

In the above-mentioned position, the satellite achieves almost global coverage

with the exception of the polar regions above 76 degrees North and below 76
degrees South.

Within the polar areas, it is not possible to see a satellite in geostationary

orbit. The system always includes one operative satellite, and one on stand-by
as a back- up in case of malfunctions. Since the beginning, there has been an
increasing need for special services and greater capacity. Therefore, Inmarsat
continuously develops new requirements for satellites and the newest
generation of satellites is able to handle up to 400 simultaneous telephone
calls, several thousand messages from ship terminals.

8.6 Coast Earth Stations (CES)

The term CES is included in the genetic category LAND EARTH STATION (LES),
which applies to the earth stations used for either maritime or land-based
communication. It is the system name given to the Inmarsat earth stations
located in different countries throughout the world, through which ship-
earth stations can route their traffic.
Each CES acts as the communication gateway between the Inmarsat network
and the International Telecommunications Network.

A CES operator is typically a large telecommunications company, which can

provide a wide range of communication services to the SESs communicating
through the CES. They are owned and operated by the respective countries
public telecommunications authorities. A typical CES consists of a parabolic
dish antenna with a diameter of 11 to 14 meters, which is used for the
transmission of network control signals on 1.6 GHz and reception of these on

54
 1.5 GHz (L-BAND). As a minimum, each CES provides distress, latex and
telephone services.

8.7 Network Co-ordinating Stations (NCS)

Each Inmarsat system has a Network Co-ordinating Station (NCS) located

within each ocean region. The NCS acts as a type of switch operator; assigning,
controlling and monitoring all of the telephone and telex channels between
the SES and CES in their own ocean regions.

8.8 Ship Earth Stations (SES)

The term SES is included in the genetic category of MOBILE EARTH STATIONS
(MES), applies to all Inmarsat terminal.

Before an Inmarsat SES can be used in an Inmarsat system, it must have been
properly installed and commissioned. Only after successful commissioning will
Inmarsat permit the SES to access the system.

Inmarsat Mobile Number (IMN)

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

8.9 Numbering in the GMDSS

Inmarsat – B 3 MID XXX ZZ

Inmarsat – C 4 MID XXX Z
Inmarsat – M 6 MID XXX ZZ

The numbering of Inmarsat B, C and M is derived from the ships MMSI number.

55
MID XXX (X) represents the digit Maritime Identification Digit of the ship indicating
its country of registration. XXX identifies the vessel, and ZZ is used for addressing
several other services on board, such as telephone, telefax, or computer
communication (PC), ZZ can be any number between 10 and 99.

8.10 Inmarsat Commissioning

Every ship-earth station (SES) that is to be used in an Inmarsat system, must

first complete a process known as commissioning, before Inmarsat can permit the
SES is registered in the Inmarsat system, and is tested to confirm that it can
communicate properly without causing interference to the system, or to other
users.

Commissioning application

To register a new SES, a commissioning application must be forwarded to the

national routing organization. The application form contains information
about the SES model, country of registration, installation, owner and
accounting arrangement.

Approximately 24 hours later, the commissioning tests may be performed, and

normally access to the Inmarsat system will then be granted. During the
following 24 hours, traffic must be forwarded through the commissioning
CES in order to give Inmarsat time to download a file with the data to all the
CESs in the system.

8.11 Decommissioning
56
 If the Inmarsat terminal is to be sold after the initial commissioning, or as
previously mentioned after change of flag, the terminal has to be
decommissioned. This means that the terminal is taken out of the Inmarsat
system and then recommissioned i.e. re-entered into the system with the new
identity.

If the terminal is decommissioned or barred for some reasons, it cannot be

used for commercial traffic. The distress function will, however, remain in
operation and can be used except when the terminal is barred due to malfunction.
Inmarsat-B SES equipment

The complete Inmarsat station consists of two parts:

- Above deck equipment (ADE), and
- Below deck equipment (BDE)

Above deck equipment.

Above deck equipment includes a parabolic antenna with a diameter of 0.8 to

1.2 metres.
The large size and weight of the Inmarsat-B antenna has meant that Inmarsat-
B SESs have generally been fitted on large ships such as oil tankers and
trading vessels.
The antenna id mounted on a platform and stabilized so that it remains
pointing towards the satellite, regardless of the ship’s motion or change of
course. It also includes an RF unit (transmitter and receiver) and a power control
unit.

8.12 Inmarsat-B gyro stabilised antenna

Stabilised antenna with RF-unit, power supply and control unit. The antenna
is protected with an Inmarsat-B gyro randome.

Ideally, the antenna must have free visibility in all directions over an elevation
of 5 degrees.
57
 The antenna must therefore be placed as high as possible to avoid blind
sectors.

It is highly recommended that one should keep clear of the SES antenna.

When the SES is being used to send or receive a call, the antenna transmits a
powerful electro-magnetic field towards the satellite. This field, in the vicinity
of the antenna could be harmful, and it is therefore important always to
keep at a safe distance from the antenna.

8.13 Below deck equipment

Below deck equipment consists of an antenna control unit, communication

electronics for transmission and reception, access control and signaling, and
telephone and telex equipment.
Ordinary telex equipment consists of a CRT screen, a hard copy printer and a
keyboard. By means of this equipment, messages can be edited and
transmitted directly to the telex subscriber, or the message can be stored for
later transmission.

Note that the Inmarsat-B station is continuously updated by the gyro. The
antenna will therefore keep contact with the satellites, even if the ship
changes its course.

8.14 Antenna direction/tracking

The antenna is very sensitive and must be pointed directly towards the
satellite in order to obtain maximum reception and transmitting conditions.
During normal operations, the antenna is locked to the satellite automatically
(auto tracking).

58
Today, new terminals are fitted with automatic antenna scanning, allowing the
equipment to automatically search for and find the TDM signal from the
satellite, thereby eliminating the need for manual input of the azimuth and
elevation angles for antenna pointing. Even if the signal is temporarily
blocked, (mast, stack, etc.) the system will automatically recover.

When searching manually for the satellite, the following informations are
needed:
1. The ship’s plotted position
2. The ship’s heading (Gyro)
3. Azimuth angle for the plotted position
4. Elevation angle for the plotted position

8.14.1 The Ship’s Plotted Position

The ship’s plotted position is needed to decide which satellite can be used.

8.14.2 The Ship’s Heading (Gyro)

The ship’s heading is necessary for the antenna auto tracking systems. 322
degrees (Gyro course)

8.14.3 Azimuth Angle

The azimuth angle is the angle between north and the horizontal direction of
the satellite, as seen from the ship.
Example: 259 degrees azimuth

8.14.4 Elevation Angle

The elevation angle is the height of the satellite over the horizon, as seen from
the ship.

59
LEARNING ACTIVITY 8
ON A CLEAN SHEET OF PAPER, CREATE A SAMPLE OF YOUR OWN DISTRESS AND
ROUTINE MESSAGE FOLLOWING THE GIVEN FORMAT. LOG-IN TO OUR HOME PAGE
FOR PRACTICAL DEMONSTRATION BY ORAL TRANSMISSION OF DISTRESS AND
ROUTINE CALL AND MESSAGE BY INMARSAT B AND C.

LESSON 9 – FLEET F77

At the end of the lesson, you will be able to transmit and receive distress alert
and distress message and routine message by Fleet F77.

9.1 Introduction

For over 25 years, Inmarsat has supplied global, mobile communications to the
maritime sector, and today the company is very well established, providing
over 99 % of all maritime communications.

In response to the ever increasing need for computer-based, cost effective and
secure communications systems at sea, Inmarsat has developed a completely
new service: INMARSAT FLEET. The Inmarsat Fleet System is designed to
provide satellite-based telephony and data communication to maritime
user.

The increasing complexity of the shipping industry, together with mounting

demands on crew and passenger welfare, has led to an increasing need for
60
 secure, cost effective communication systems at sea. In order to meet
these ever increasing needs, Inmarsat has developed advanced computer
solutions (Fleet F77, Fleet F55 and Fleet F33) that deliver content-rich data
and communication solutions to ships of all sizes.

9.2 System Description

The Fleet F77 system is based on digital technology, meaning that all
information that can be converted into digital code, such as text, instrument
data, etc. can be transmitted and received by the system.

The Fleet F77 system can supply digital communications via telephony, fax,
mobile ISDN and Mobile Packed Data Service (MPDS).

Types of communications available via Fleet F77 can be divided into the
following categories:

- Emergency and safety communications are taken care of in

accordance with GMDSS operations in the Sea Area A3.

- Fleet F77 provides digital telephony using standard 4.8 kbps channels,
and a high quality 3.1 kHz audio channel is also available.

- The fax system provides 9.6 kbps Group 3 fax, and additionally F77
provides an ISDN channel with 64 kbps/128 kbps Group 4 fax.

- The Data-Mobile ISDN channel provides data transmission at 64

kbps/128 kbps. Mobile ISDN allows users to transmit/receive email
online. The user pays only for the amount of data transmitted. MPDS-
Mobile Packed Data Service.

9.3 Fleet F77 Equipment

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 ADE- Above Deck Equipment

The Inmarsat Fleet F77 antenna is a directional parabolic aerial that is

normally installed on a platform as high up as possible on board in order to avoid
blind zones. The antenna is directional and is equipped with “tracking” electronics
so as to maintain the best possible satellite signal when the ship is at sea.
Typically, such antennas weigh about 30 kg and the radome is normally from
about 80 cm to 130 cm wide.

BDE- Below Deck Equipment

Below deck equipment (BDE) is adapted for installation onboard both large
merchant ships and smaller ships such as offshore vessels and larger sailing
yachts, etc.

9.4 Distress, Urgency and Safety Communication

Fleet F77 is approved in the GMDSS system for operations in GMDSS Sea Area
A3. (Fleet F55 and Fleet F33 are not approved within the GMDSS)

Fleet F77 maritime terminals can transmit Distress, Urgency, Safety and
Routine traffic.

IMO (the International Maritime Organization) has decided that any system
constructed for use in the GMDSS must be able to recognize 4 priorities, which
are:

- Distress- Inmarsat priority 3 (P3)

- Urgency- Inmarsat priority 2 (P2)
- Safety- Inmarsat priority 1 (P1)
- General/Routine- Inmarsat priority (P0)
62
 - A distress call (P3) will stop all other communication at the terminal
- An urgency call (P2) will stop both safety (P1) and routine calls (P0)
- A safety call will stop a routine call (P0)

The onboard terminal has a dedicated “Distress button” which is used to

initiate P3 priority (distress traffic) by telephony.

Fleet F77 also supports the use of 2-digit codes that are used to gain access to
various types of maritime information.

Below selection of 2-digit services:

31 – Maritime questions
32 – Medical advice
33 – Technical assistance
38 – Medical assistance
39 – Maritime assistance
43 – Position reports from the ships (AMVER)

9.5 Transmitting Distress Calls using Fleet F77

Procedures for transmitting distress calls:

1. Select telephone mode from the terminal
2. Select distress priority
3. Select the desired LES (Local Earth Station)
4. Initiate the call in accordance with the equipment’s User Guide
5. The call will be automatically routed to an RCC associated with the selected
LES
6. If no reply from RCC, wait 15 seconds and repeat the call
7. When contact is made with the RCC via telephony, transmit the distress
message:

63
 - MAYDAY
- THIS IS
- SHIPS NAME/CALLSIGN/INMARSAT MOBILE NUMBER
- POSITION (LATITUDE/LONGITUDE)
- NATURE OF DISTRESS
- ASSISTANCE REQUIRED
- ANY OTHER INFORMATION
- s(EXAMPLES PERSONS ON BOARD)

Do not abort the call, maintain connection with the RCC as long as possible.

9.6 Inmarsat Mobile Number

Inmarsat Mobile Number (IMN) are subscriber numbers, used to call up a

terminal in fleet.

An IMN number has the same function as a telephone number on land. When
a Fleet F77 terminal is activated and “on the air”, it is important that the
owner/shipping company orders sufficient IMN numbers for the various types
of communication required on board.

There are no limits as to how many IMN numbers that can be allocated to a
terminal. It is the terminal’s own specifications that may limit this. Normally,
8 IMNs are allocated to each terminal.
Fleet F77 is identified with a 9-digit number allocated by Inmarsat Maritime
terminals in the Fleet F77 system are allocated the following format for
identification purposes.

T1 and T2 are two-digit numbers consisting of either the numbers 60 or 76.

The number 60 identifies the following service: 56/64 or 128 kbps data
communications.

64
 The number 76 identifies the following services: telephony and 9.6 kbps fax,
and data communication.

X1 – X7 = free from decimal numbers

LEARNING ACTIVITY 9
ON A CLEAN SHEET OF PAPER, CREATE A SAMPLE OF YOUR OWN DISTRESS MESSAGE
FOLLOWING THE GIVEN FORMAT. LOG-IN TO OUR HOME PAGE FOR PRACTICAL
DEMONSTRATION BY ORAL TRANSMISSION OF DISTRESS CALL AND MESSAGE BY
FLEET 77.

LESSON 10 – NAVTEX AND EGC RECEIVER

At the end of the lesson, will be able to receive and read maritime safety
information by NAVTEX and Inmarsat-C EGC SafetyNET.

10.1 Background

The Global Maritime Distress and Safety System makes specific requirements
with regard to radio equipment, and ships must be able to carry out several
different functions, one of which is the ability to TRANSMIT and RECEIVE
Maritime Safety Information (MSI).

10.2 The Navtex System

65
 Navtex (NAVigational TelEX) is an international telex system and is one of the
most important elements of the GMDSS.

The system makes it possible for ships sailing in coastal waters to receive
safety messages at distances of up to 400 nautical miles offshore.

MSI messages can be transmitted by the Navtex system via the Inmarsat EGC
system, or via shortwave (HF) telex narrow band direct printing (NBDP).

The dedicated frequency of the Navtex system is 518 kHz.

The system only uses one single frequency. To avoid mutual interference,
both limited transmitter power and frequency time-sharing are required. Careful
coordination of broadcast schedules is imperative, and gives room for up to 24
stations in one NAVAREA. These 24 stations are divided into 4 groups
consisting of 6 transmitting stations. Every group is allowed one hour of
transmission time, and this means that every station can be “on the air” for 10
minutes every 4 hours. Areas with few stations will allow longer transmitting
times.

10.3 Navareas

There are 16 Navareas worldwide. The Navtex stations are geographically

separated (A-Z), and their stations have their own “hours of duty”. Within the
different Navareas, every Navtex station has its own identification character.
This character is always a part of a preamble to the message.

10.3.1 Navarea 1

66
 The Navtex system started as early as 1980. The Barents Sea, the Norwegian
sea, the North Sea, the Baltic sea, the English Channel, and the Bay of Biscay
are covered by the Navarea 1 stations.

10.4 Building up a Navtex Message

We will now consider the preamble of a Navtex message.

The dedicated Navtex receiver has the ability to select which messages are to
be printed out according to:
1. A four-character technical code (B1, B2, B3 B4) which appears in the
preamble of each message.
2. Whether or not the particular message has already been printed.

Certain essential classes of safety information, such as navigational warnings,

meteorological warnings and SAR information are non-rejectable to ensure
that ships using Navtex always receive the most important information.

The technical code B1 is a single character identification assigned uniquely to

each station in a region (Navarea), allowing the navigator to select only
broadcasting station(s) serving the region of interest.

The B2 character identifies the different classes of messages, as identified

below in order that the user may reject those which he does not require.

The subject indicators in use are:

A – Navigational warnings (1)

B – Meteorological warnings (1)

C – Ice reports
67
 D – Search and Rescue Information/Piracy information (1)

E – Meteorological forecasts

F – Pilot service messages

G – DECCA messages

H – LORAN messages

I – OMEGA messages

J – SATNAV messages

K – Other electronic navaid messages (2)

L – Navigational warnings for mobile drilling rig movements (1)

V – Amplifying navigational warning information initially announced under “A”

Z – No messages on hand

(1) Cannot be rejected by the receiver

(2) Messages concerning radionavigation services

The B3 and B4 characters of the technical code, number the messages from 01
to 99 in order of receipt by the sender, with the numbering maintained
separately for each broadcast station B1 and subject class B2. The numbering

68
 starts over again using the numbers of expired messages after number 99 has
been assigned.

Categories B3 and B4’s use of “00” (zero) acts to ensure that, regardless of
broadcasting station (B1) or whatever has already been received by the station
in correct form, the message will be printed out by all receivers within range
of the transmitting station.

10.5 Example of Navtex Messages

ZCZC GA20

WZ 1262

ORKNEY ISLANDS

LOTHER ROCK RACON 58-44N 02-49W

TEMPORARILY OFFAIR

NNNN

In the example above, Cullercoats Radio has transmitted a navigational warning with
serial number 20.

69
 ZCZC GL67

WZ 1253

RIGMOVE. SOUTHERN NORTH SEA. “CHARLES

ROWAN” AT 54-19N 02-07.7e

CANCEL THIS MESSAGE 121030 Z OCT 91

NNNN

This example above shows an additional navigational warning sent by Cullercoats

Radio numbered 67.

ZCZC PB68

NETHERLANDS COASTGUARD

GALE WARNING NR.55 280630Z OCT

DOVER THAMES

OTHER DISTRICTS – NO WARNINGS

NNNN

This example shows gale warning from Scheveningen Radio numbered 55.

10.6 National Navtex Service

70
 Earlier in this chapter, we looked at the International Navtex service. The
system uses the English language and is built up in the same way all over
the world.

National transmissions, however, use the national language, but the preamble
of the message has the same format as required by international
agreement. Frequencies allocated are 490 kHz and 4209.5 kHz.

10.7 The Navtex Receiver

Newer Navtex receivers are very compact, and are equipped with a built-in
hard copy printer. As a result of modern technology, the ship is able to receive
automated broadcast messages (MSI) on a 24-hour basis. The messages
received are stored and printed out by the built-in printer. The microprocessor
prevents more than one printout per message. The Navtex receiver is of
relatively small size, and therefore constitutes very useful additional
equipments for smaller fishing vessels and yachts.

Technical specifications:

International RX-freq.: 518 kHz

National RX-freq.: 490 kHz

Reception mode: FIB, Forward Error Correction

71
 Range: 200-400 nautical miles

10.8 EGC – Enhanced Group Call

The EGC services were developed by Inmarsat to achieve access to a unique

global automatic service, capable of addressing traffic to predetermined
groups of ships, or ships in both fixed and variable geographical areas.

The system gives ships access to different warnings, forecasts, shore-to-ship

distress alerts, news and other necessary information. In addition to covering
mid-ocean areas, the EGC system can offer automatic services in coastal
waters where it may not be possible to establish the NAVTEX service.

A special feature of this system is the possibility of directing a call to a given

geographical area. The area can be defined as a NAVAREA/METAREA, or may
be uniquely defined. This feature of the EGC system is useful for such things
as local storm warnings, shore-to-ship alerts, regarding which it is
inappropriate to alert all ships in an Ocean Region. Two EGC services are
available.

10.9 The SafetNET service

Allows an Information Provider, such as a meteorological or hydrographic

office, to broadcast Maritime Safety Information (MSI) addressed to all, or selected,
SES’s within an ocean region.

72
10.10 The FleetNET service

Is a commercial service and allows an Information Provider such as shipping

companies or governments to broadcast information such as company news,
or government information to selected SESs belonging to a closed network. To
receive a FleetNET message, SES must have downloaded the appropriate ENID
code, and be synchronized to the appropriate NCS Common Channel. (ENID –
EGC Network identification).

10.11 SafetyNET Broadcast messages

The following types of messages are broadcast via the EGC SafetyNET:

- Navigational warnings (Note 1)

- Meteorological warnings
- Ice reports
- Search and Rescue Information
- Meteorological forecasts
- Pilot service messages
- DECCA system messages
- LORAN system messages

73
 - OMEGA system messages
- SATNAV (GPS etc) system messages
- Other electronic navaid messages
- Additional navigational warnings
- Meteorological and Navarea warnings and meteorological
forecasts to ships within specified NAVAREAs/METAREAs
- Search-and-rescue coordination to fixed areas
- Search-and-rescue coordination to ships within specified circular
areas
- Shore-to-ship distress alerts to ships within specified circular area
- Urgency messages and navigational warnings to ships within
specified rectangular areas
- Chart correction services (under development)

Notes:
1. The SafetyNET coastal warning broadcast facility is made available for
transmission of coastal information to areas where NAVTEX MSI is not
provided.

2. MSI messages are generally broadcast with akey-word in their header

indicating the priority of the message – for example:
DISTRESS or MAYDAY for priority 3;
URGENT or PAN PAN for priority 2;
SAFETY or SECURITE for priority 1.

3. In some areas where SafetyNET MSI broadcast is limites, while information

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

10.12 Availability of MSI in different NAVAREAS/METAREAS

In order to avoid the duplication of broadcasts, IMO has authorized the

following arrangements:

74
 For a given NAVAREA/METAREA which is covered by more than one Ocean
Region satellite, scheduled broadcast of MSI, such as meteorological warnings
and meteorological informations, are made only via a single satellite/Ocean
Region.

For a given NAVAREA/METAREA which is covered by more than one Ocean

Region satellite, unscheduled broacasts of MSI, such as gale warnings and
distress relay alerts, are made via all satellites/Ocean Regions that cover
the area in question.

10.13 Reception of EGC messages

-- operating your EGC receiver

The EGC receiver is designed to continuously monitor the broadcast channel

(the Inmarsat-C NCS common channel) and to process EGC SafetyNET
messages transmitted over a satellite.

Note that certain classes of receiving equipment are not able to provide
uninterrupted monitoring of the NCS Common Channel.

CLASS – 0 – OPTION 1: (standalone EGC receiver)

This type of SES can only receive EGC messages (there are no class 1 Maritime
terminals)

CLASS 2:
The SES can receive EGC messages when not engaged in normal (non-EGC)
message reception. When the SES receiver is engaged in normal message
reception, it is tuned to the message channel assigned by CES. As long as
normal message is going on, the SES receiver is not tuned to the NCS Common
Channel. Incoming EGC messages during this time will not be received.

Generally, many EGC SafetyNET messages will be repeated so it is not possible

to receive messages later if your EGC receiver is listening to the NCS Common
Channel.
75
 Normally, unscheduled broadcasts such as distress alerts/gale warnings are re-
broadcast 6 minutes after the initial transmission. Scheduled broadcasts, like
navigational warnings and other messages valid for a period of time are
repeated during the scheduled time as long as they remain in force.

CLASS 3:
The SES has two independent receivers, one capable of Inmarsat-C message
transfer at any time, and the other at EGC reception at any time.
So operation of both modes without interruption is possible using this
terminal configuration on board.

To obtain optimum result to the SafetyNET service, the operator must

carefully read the manufacturer’s instructions for specific information about the
following items:

10.13.1 Selective reception of messages

The receiver is supplied with software which stores the geographical boundaries
of the NAVAREAS. The receiver uses this information to printout only messages
applicable to the current area, plus any other areas which are programmed by the
operator. The receiver can be programmed to print only essential messages and
reject all other messages.

10.14 Updating the receiver regularly with the ship’s position

Make sure that your EGC receiver is updated regularly with the ship’s position
in order to:
- make sure that the receiver will printout all messages addressed to a
geographical area
- print out messages for the required areas

NOTE:

76
 If the EGC receiver had not been updated with the ship’s position for 12/24
hours, the receiver will print/store all geographically addressed messages
within the entire Ocean Region.

The position can be updated in two ways:

1. Automatically – using an electronic navigational device e.g., a GPS

2. Manually – by typing the position directly into the terminal, IMO require this
to be done every 4 hours.

LEARNING ACTIVITY 10
LOG-IN TO OUR HOME PAGE FOR PRACTICAL DEMONSTRATION BY RECEIVING AND
READING MARITIME SAFETY INFORMATION ON THE NAVTEX AND EGC RECEIVER.

LESSON 11 – EPIRB AND SART

At the end of the lesson, you will be able to activate EPIRB and SART during
distress situations and search and rescue operations.

77
11.1 General Information

Norway has been a pioneer country in the maritime sector and was among the
very first to develop emergency beacons for Norwegian ships. This came
largely as a result to several ship wrecks from which no distress signals were
received.

Signs from beacons transmitting on the aeronautical frequencies 121.5 and 243
Mhz, were originally only monitored by civilian and military aircraft.

In 1980, the COSPAS/SARSAT agreement concerning a joint international

satellite-aided search and rescue system was ratified by Canada, France, the
United States and the USSR. Other countries have subsequently joined the
programme, including the United Kingdom, Norway, Sweden, Finland, Brazil
and Australia.

During the programme’s first years of existence, ships were only fitted with VHF
EPIRBs. But now, a large amount of technically approved equipment is
available, and both the aeronautical distress frequency 121.5 MHz and the 406
MHz distress frequency are monitored.

IMO decided that from August 1, 1993, COSPAS/SARSAT or the Inmarsat-E float
free EPIRB are mandatory on all ships covered by the SOLAS convention.

11.2 Different Types of Radio Beacons

There are several types of emergency radio beacons in use today. These
beacons are called EPIRBs, which stands for Emergency Positions Indicating
Radio Beacons.

The EPIRBs use different frequency bands, and can be grouped as follows:

1. The 406 MHz COSPAS/SARSAT EPIRB, using polar orbiting satellites.

78
 2. The 1.6 GHz Inmarsat-E EPIRB (L-band), using the Inmarsat geostationary
satellites.

3. The 121.5 MHz VHF EPIRB, monitored by polar orbiting satellites and
aircrafts.

4. The VHF channel 70 EPIRB, using the DSC channel 70.

In distress situations, EPIRBs are activated either manually or automatically, and

start transmitting signals which are received by the satellites and aircraft.
Signals picked up by satellites are forwarded to Earth stations for decoding and
processing.

11.3 Basic Concepts of the COSPAS/SARSAT System

COSPAS – Space system for search and distress vessels.

SARSAT – Search and rescue satellite aided tracking.

At the present, there are two types of beacons in use:

ELT – airborne

EPIRBs – maritime

PLBs – personal locator beacon (land)

79
 The beacons transmit signals which are detected by COSPAS/SARSAT polar
orbiting satellites equipped with suitable receivers. The signals are then
relayed to a ground receiving station known as a LOCAL USER TERMINAL (LUT),
which processes the signals to determine the beacon’s position and identity.

An alert is then relayed, together with location data, via a MISSION CONTROL
CENTRE (MCC), to either a national RESCUE COORDINATING CENTRE (RCC),
another MCC or to the appropriate search and rescue authority so that SAR
activities can be initiated.

The carrier frequency transmitted by the beacon is reasonably stable during the
period of mutual ebcon-satellite visibility, thus allowing the use of the DOPPLER
SHIFT to determine the position of the beacon.

The Doppler shift involves the use of relative motion between the spacecraft
and the beacon.

To optimize the Doppler location, a low (850-1000 kms) polar orbit is used.

The low altitude results in a low uplink power requirement, a pronounced

Doppler shift, and short intervals between successful passes.

Only the 406 MHz beacon provides full global coverage. This is because the
data transmission received from the beacon is stored in the satellite and relayed to
the LUT when satellite to LUT visibility can be achieved.

The 121.5 MHz beacon is not able to offer global coverage because the
satellites only work as repeaters and require free visibility to both LUT and the
beacon simultaneously. This means that the signals are not stored in the
satellite, but only retransmitted. In areas with few LUTs, like the Southern
Hemisphere, the satellite cannot transmit information to a LUT on the 121.5 MHz
frequency.

80
 In July 1997, there was a total of 38 LUTs around the world. Nominally, the
COSPAS/SARSAT space segment consists of 4 satellites, although in December
1997, the space segment included 6 satellites.

The total number of 406 MHz beacons in service at the beginning of 1997 was
about 135,000 units. The number of 406 MHz beacons is expected to reach
200,000 units by the year 2000.

From 1982 until December 1996, the COSPAS/SARSAT system has been used in
over 2,247 SAR events facilitating the rescue of 7,300 people.

11.4 The COSPAS/SARSAT satellites

As mentioned earlier, the system includes 6 satellites in orbit. Three of them

are American, and three are Russian. These satellites also carry out other tasks,
such as environmental and meteorological surveillance. The SARSAT satellites are,
in this respect, often referred to as NOAA-satellites. The satellites are launched
into polar orbits, at an altitude of 850 kms to 1000 kms above the earth. Their
“round trip” time is about 1 hour and 40 minutes.

11.5 The COSPAS/SARSAT Beacon

In principle, the beacon consists of a digital logic unit, a transmitter, an antenna

and a battery unit.

81
 The signal transmitted are digital messages containing the ship’s identity and
nationality.

As internationally agreed, the message from the beacon must be given as a

certain number of figures. This number is known as the MARITIME MOBILE
SERVICE IDENTITY, or the MMSI number.

The same number is also used for:

- DSC (Digital Selective Calling) on VHF/MF/HF including radio telex
- Inmarsat B/C and M
- Inmarsat-E EPIRB

Transmission on 406 MHz:

The beacon transmits bursts of information every 50 seconds, with a duration

of only 0.44 seconds. Radiated power is approximately 5 watts.

Transmission on 121.5 MHz:

The beacon transmits a continuous sweep-tone modulated signal, with radiated

power of about 100 Mw. Increased frequency stability and radiated power
makes the 406 MHz EPIRB up to 10 times as accurate as the 121.5 MHz EPIRB.

11.6 Activation of the Beacon

The beacons can be activated in three different ways:

1. Manually
82
 The seal must be broken, and the switch set to “TRANSMIT” or “ON”,

2. Automatically
When the release mechanism is submerged into water (24 meter), the
beacon will float free, and start to transmit because of conduction between the
seawater contacts.

3. Remote Activation
Some beacons are fitted with remote activation switch, which allows the
beacon to start transmission even when the release mechanism has not been
activated.

11.7 Maintenance of the Beacon

The COSPAS/SARSAT system consists of several links. If the distress alert

system is to operate in a distress situation, all links must function correctly.
Therefore, the following general rules must be followed:

1. Check that the EPIRB is placed correctly in the bracket.

2. In the event of the mechanical damage (cracks in the poly-carbonate

material), replacement is required.

3. If battery date has expired, replacement is required. (Do not try to change
the battery yourself, as the unit must be kept totally waterproof)

4. Check the marking of the beacon. The ship’s call sign and MMSI number
must be permanently marked on the beacon.

83
 5. The beacon or the releasing mechanism must not be painted over. Also,
check the hydrostatic releaser if the releasing mechanism is fitted with one.
Releaser life is usually 2 years.

And finally, read the instruction manual for your type of equipment.

11.8 The Inmarsat-E EPIRB

This EPIRB uses the 1.6 GHz or L-band for transmission of distress signals via
Inmarsat geostationary satellites. The system was tested in 1982-83, and in
1987. The tests resulted in the decision to produce a “float-free” satellite
EPIRB for this band.

This type of EPIRB is equivalent to the COSPAS/SARSAT system beacons.

The basic features of the L-band system are:

- Float free satellite EPIRB

- Inmarsat geostationary satellites
- Inmarsat Coast Earth Stations with separate receiver and downlink
equipment

The system range is limited to sea area A3 and the Inmarsat-E EPIRB can be
used by ships sailing in the sea area are A1, A2 and A3.

Note:
Ships sailing in the sea area A4 must carry a 406 MHz COSPAS/SARSAT EPIRB.

The EPIRB is able to transmit 20 equal alerts within a period of 10 minutes. On

board a ship, it is possible to update the EPIRB with navigational data from the

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 GPS or other navigational receivers. The EPIRB can be activated both
manually and automatically.

When activated, a distress message is transmitted in the following format:

- Ship’s ID (MMSI number)

- Latitude
- Longitude
- Last update of position
- Nature of distress
- Ship’s Course
- Ship’s speed
- Activation time or last position updates

The transmission is repeated several times in a fixed cycle. When a signal is

received by a satellite, they are relayed to the CES and decoded. Thereafter,
the message is routed to the closest RCC or MRCC. Within its coverage area,
the EPIRB makes it possible to provide identity, position and additional
information in approximate real time. At least one Coast Earth Station is
always available for alerting.

Normally, unscheduled broadcast such as distress alerts/gale warnings are re-

broadcast 6 minutes after the initial transmission.

Scheduled broadcasts, like navigational warnings and the other messages valid
for a period of time are repeated during the scheduled time as long as they
remain in force.

SART- SEARCH AND RESCUE TRANSPONDERS – PORTABLE VHF TRANSRECEIVERS

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11.1 Background

The SART is a radar transponder designed for search and rescue operations,
helping to localize life rafts and lifeboats after damage at the sea or
shipwreck. It is designed to put on standby on the removal of a switch block,
and to automatically respond only when interrogated from a 9 GHz radar (x-
band radar or 3 cm radar).

When activated by a radar, the SARTS transmits 12 swept frequency signals,

which are displayed as a line of 12 blips on the radar screen. The blip line
extends over the 8 nautical miles outward from SART position, clearly
identifying thee survival craft.

11.2 Range performance

A SART mounted 1 meter above sea level will operate correctly when
interrogated by navigational radars with an antenna height of 15 meters at a
distance of at least 5 nautical miles. When interrogated by airborne radars
with a peak power of at least 10 Kw and an altitude of 3000 feet, the distance
is increased to 30 nautical miles.

On board the survival craft, the survivors will receive an audible and visual
signal from the SART, indicating that their SART signals have been received by an
approaching vessel.
Note!
The distance from which the SART can be activated is dependent on its height
and the height of interrogating radar. Operating the SART from inside the
liferaft/lifeboat will greatly reduce its effectiveness. Secure the SART outside
the canopy of the liferaft as high as possible.

11.3 Detection range of SART

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 SART lying flat on the floor Range 1.8 nautical miles
SART standing upright on the floor Range 2.5 nautical miles
SART floating in the water Range 2.0 nautical miles

11.4 Categories of SART

Radar transponders are grouped in three categories:

A) - SART for fixed installation in lifeboat, raft or own vessel
B) - portable SART
C) - SART mounted in release mechanism and/or combines with float free
EPIRB

11.5 Test Procedure

- set the radar range to approx. 10 nautical miles

- observe the radar screen
- activate the radar transponder by switching to “TEST” position
- check the radar display to ensure that 12 or 24 rings are observed

The transponder responds with a continual tone and LED indicator shines
continuously.
NB! Depending on the position of the SART and radar, the rings may be broken
in some sectors.

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11.6 Specifications

The SART must be designed to conform to all applicable regulations and

standards including IMO performance standards, Radio Regulations, CCIR
Recommendations and IEC standards.

Frequency range: 9200-9500 MHz

Battery capacity: 96 hours in standby, 8 hours in transpond
mode
Polarization: Horizontal
Response signal: 12 sweeps
Output power (EIRP): Not less than 400 Mw

11.7 Labels and Warnings

The SART must be permanently marked with make, type and serial number.
The markings must also include operation instructions, battery expiry date and
vessel identification.

11.8 Portable VHF Transreceivers

Portable VHF transreceivers are designed to take care of “on scene” (short
range) communication needs after a shipwreck. GMDSS approved
transreceivers must comply with IMO Resolution A.605 (15). “Performance
Standards for Survival Craft Two-way VHF radiotelephone apparatus, with regard
to functional requirements and water tightness.”

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11.9 Requirements:

Ships between 300 and 500 gross tons: 2 pieces

Ships between 500 gross tons and upward: 3 pieces

The obligatory NHF’s shall, when not in use for on board communication, be
kept in charging brackets on the navigating bridge, and be kept fully charged at all
times.

If the equipment is used for on board communication, an additional set of

emergency batteries (i.e. Lithium batteries) must be kept fully charged on the
bridge.

The ship’s call sign must be water-resistantly marked on the transreceiver.

Also, all channel numbers must be indicated on the equipment.

11.10 Technical specifications:

Power output: 0.25 – 1.0 watt.

Channels: channel 16 and international simplex channels
Battery capacity: approximately 8 hours.

LEARNING ACTIVITY 11
LOG-IN TO OUR HOME PAGE FOR PRACTICAL DEMONSTRATION OF ON-SCENE
DISTRESS COMMUNICATION IN SEARCH AND RESCUE OPERATION. FIVE STUDENTS IN
A GROUP PRACTICE ON-SCHENCE DITRESS COMMUNICATION BY ASSIGNING THEM
ROLES FOR DISTRESS, DISTRESS RELAY, ACKNOWLEDGING DISTRESS RELAY,
PARTICIPATION IN SEARCH AND RESCUE, AND REPORTING RESULT OF RESCUE.

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 POST-ASSESSMENT

This post-assessment test is a self-measure of how much you have learned from
this module. This covers all the topics from the first to the last part and while it will
not bear any weight on your grades, I suggest that you still take it for self-evaluation.

I – IDENTIFICATION:

1. The international code of signals distress signal.

2. The international Navtex frequency.

3. The year when GMDSS came into force.

4. The VHF distress, safety and calling channel.

5. Sea area covered by Inmarsat.

6. Duration of pressing distress button of the MF/HF.

7. The international distress, safety and calling frequency.

8. It means “I have finished transmission and awaiting reply”.

9. The ending of a message in Inmarsat.

10. Shows the receive message in Inmarsat.

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II – TRUE or FALSE:

1. DSC means Digital Selective Calling.

2. Channel 13 is the channel used to send alerts.

3. A1 is covered by MF/HF.

4. The alarm indication indicates a receive message in Inmarsat.

5. The code flag Z indicates I require a tug.

6. Channel 70 is the VHF DSC channel.

7. ZCZC is the beginning of a message.

8. The code flag B means I am in danger.

9. 2187.5 is the distress frequency of MF/HF.

10. The mail indication indicates a distress message in Inmarsat.

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III – MULTIPLE CHOICE.

1. The distress signal.

a) pan pan
b) mayday
c) securite
d) CQ

2. The urgency signal.

a) pan pan
b) mayday
c) securite
d) CQ

3. The general call to all station.

a) pan pan
b) mayday
c) securite
d) CQ

4. The safety signal.

a) pan pan
b) mayday
c) securite
d) CQ

5. The VHF distress channel.

a) channel 6
b) channel 9
c) channel 12
d) channel 16

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6. The MF/HF distress frequency.
a) 2182 khz.
b) 2187.5 khz
c) 2177.0 khz
d) 2050.0 khz

7. It means end of transmission.

a) OVER
b) OUT
c) ROGER
d) COPY

8. The Inmarsat telex access code for POR.

a) 581
b) 582
c) 583
d) 584

9. The VHF channel for safety of navigation.

a) channel 10
b) channel 12
c) channel 13
d) channel 16

10. Sea area covered by HF.

a) A1
b) A2
c) A3
d) A4

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ESSAY/QUESTIONS:

1. What is the distress signal by flashing light?

____________________________________________________________

2. What is the distress signal by international code flags?

____________________________________________________________

3. What is alerting?

____________________________________________________________

____________________________________________________________

____________________________________________________________

4. What is distress communication?

____________________________________________________________

____________________________________________________________

5. What is the VHF Distress, Safety and Calling Channel?

____________________________________________________________

6. What is the VHF DSC Channel?

____________________________________________________________

7. What is the International Distress Frequency?

____________________________________________________________

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8. What is the MF DSC Frequency?

____________________________________________________________

9. What is the International Access Code by INMARSAT?

____________________________________________________________

10. What is EPIRB?

____________________________________________________________

11. What is SART?

____________________________________________________________

12. What is NAVTEX?

____________________________________________________________

13. The International NAVTEX Frequency.

____________________________________________________________

14. What is the NAVAAREA of the Philippines?

____________________________________________________________

15. What is the function of ESART?

____________________________________________________________

____________________________________________________________

____________________________________________________________

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 MODULE REFERENCES

INTERNATIONAL CODE OF SIGNALS

ADMIRALTY LIST OF RADIO SIGNALS

POSEIDON GMDSS HANDBOOK

VHF RADIO GOOGLE SEARCH

MF/HF RADIO GOOGLE SEARCH

www.inmarsat.com

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