GLOBAL

MARITIME
DISTRESS AND
SAFETY SYSTEMS
COURSE NOTES

BLUEWATER CREW TRAINING

Copyright
All rights reserved. No part of this
publication may be reproduced, stored in
a retrieval system, or transmitted in any
form by any means, electronic,
mechanical, photocopying, recording or
otherwise, without the prior consent of the
publisher.
This publication is a training aid - under no
circumstances should it be used as legal
advice or justification for any action.
Readers must base any decisions for action
upon current UK, USA and International
legislation and regulations. The publishers
disclaim any liability for any loss or damage
caused by any errors or omissions.
© Copyright. Bluewater Yachting (Antibes,
France; Palma, Spain; Ft. Lauderdale, USA).
2019
Version 2019.05.1 (May 2019)
Total pages: 124
Last update date of application: 21/05/2019
Updated by: A Denham
Approved by: J Wyborn
Contents
GMDSS General Operator’s Certificate – Examination Guidelines................................. 4

1 GMDSS ............................................................................................................................... 5

2 GMDSS Sea Areas ............................................................................................................5

3 GMDSS compliant equipment ....................................................................................... 7

4 DSC (Digital Selective Calling)........................................................................................8

5 Vessel identification......................................................................................................... 9

6 Approximate equipment ranges .................................................................................10

7 The Basics of Radio Communication ........................................................................... 11

8 Antennae .........................................................................................................................24

9 GMDSS Frequency Ranges & associated equipment ............................................. 28

10 Primary GMDSS Channels and Frequencies ...............................................................29

11 Priority of Communications .......................................................................................... 30
12 Reception of VHF/MF/HF DSC Distress Alert............................................................... 39
13 False DSC Alerts .............................................................................................................. 42
14 Other important messages........................................................................................... 43
15 Vessel Reporting Systems............................................................................................. 44
16 Important Publications ..................................................................................................45
17 Equipment Summary .....................................................................................................46
18 VHF Radio....................................................................................................................... 48
19 SSB MF/HF Radio............................................................................................................ 50
20 Sending to a Geographic Area .................................................................................55
21 Navtex ............................................................................................................................59
22 Satellite Communications ........................................................................................... 62
23 INMARSAT Satellite and Special Access Codes .......................................................65
24 INMARSAT – SAT C .........................................................................................................67
25 SAT C – EGC and SafetyNet....................................................................................... 70
26 INMARSAT – Fleet 77 .................................................................................................... 77
27 E.P.I.R.B .......................................................................................................................... 78
28 S.A.R.T and AIS S.A.R.T ................................................................................................ 82
29 On-Board Communications ...................................................................................... 89
30 Batteries ........................................................................................................................ 90
31 Equipment Fault finding and Fuses ..........................................................................94
32 Telex .............................................................................................................................. 97
33 Extracts of Radio Regulations ................................................................................. 100
34 GMDSS Equipment Checks ..................................................................................... 104
35 The GMDSS Logbook .................................................................................................105
36 Log Keeping Exercise Example............................................................................... 114
37 Phonetic Alphabet ....................................................................................................115
38 SAR (Search & Rescue) .............................................................................................117
39 Glossary .......................................................................................................................120
 GMDSS General Operator’s Certificate Candidate Examination Guidelines 2019-20

A Candidate must have been awarded a Course Completion Certificate before he/she can
proceed with the GMDSS GOC Examination.

Candidates who have taken a previous GOC examination at this ECC/AEV or any other
ECC/AEV, MUST make this known to the Examiner and complete the appropriate section on
the Application Form.

1 All answers must be written on the question papers in ink.

2 The length of each paper is outlined below:

2.1 GMDSS General Knowledge – 25 minutes.

2.2 Operational Performance Test – 90 minutes MAXIMUM.
2.3 Communications Working - approx. 30 minutes (per group of 6).

3 The examination room will be quiet at all times. Watches must be silent in operation. All
mobile phones, smart watches or similar electronic data storage or communication devices
belonging to candidates, invigilators and examiners must be fully switched off and
inaccessible for the duration of the examination.

4 A clock will be clearly visible to all candidates.

5 Each candidate must provide his/her own writing implements.

6 No unauthorised paper is allowed on the candidate's desk.

7 All candidates should be seated 5 minutes before the start time of the examination.

8 Candidates may only leave the room before the end of the exam under exceptional
circumstances. In which case, he/she must hand in all question and answer papers to the
invigilator/examiner prior to leaving the room. He/she will not be permitted to re-enter the
room, or continue the exam.

9 Candidates arriving after the start of the exam will not be allowed to enter the room.

10 RESIT POLICY
At the discretion of the ECC, candidates may only be required to resit failed sections of the
exam, provided the resit is taken within 7 working days of the original examination date and
at the same AEV.
Candidates may be allowed a maximum of one resit on the day of the examination, thereafter
24 hours should elapse before any further attempt.

11. APPEAL POLICY

Candidates can appeal an examination result. In the first instance the appeal should be made
to the ECC Coordinator who will, if necessary, refer the matter to the Chief Examiner.

12 In the case of a candidate resitting the examination 8 or more working days after the original
examination date, or at another AEV, he/she is required to resit all sections of the
examination.

13 The full exam fee must be paid, irrespective of the number of exam sections retaken at any
resit.

14 If the OPT Exam is conducted with two candidates present in the room, there must be two
Examiners present. Candidates have the option to be examined individually. Sufficient
physical separation within the exam room must occur, in order that the candidates cannot
hear each other.

NAC/GOC/Jan19/v1
GMDSS GOC_CN_Ver.2019.05.1 5

1. GMDSS
What does it mean? Global Maritime Distress and Safety System
What is its purpose? To give access to the various rescue organization’s using fully
automated procedures. Communication is generalyy directed to an RCC (Rescue
Co-ordination Centre), sometime called an MRCC (Marine Rescue Co-ordination
Centre) or more generally Coastguard. Access to these authorities can be made
using terrestrial communications on;

VHF/DSC - Very High Frequency (with Digital Selective Calling)

MF/DSC - Medium Frequency (with Digital Selective Calling
HF/DSC - High Frequency (with Digital Selective Calling)

or Satellite communications on;

INMARSAT C - Text only

Fleet 77 - Text, Data, Voice
EPIRB - Secondary means of distress calling

additionally, the GMDSS system also includes;

SART - Search & Rescue Radar Transponder & AIS SART

NAVTEX - Navigational Telex

2. GMDSS Sea Areas

All passenger vessels and cargo vessels over 300 tonnes engaged in
international voyages, must have terrestrial radio/satellite communications to
meet the GMDSS requirements of their Sea Areas of operation.

SEA AREA A1
Within VHF radiotelephone (voice) range of a VHF DSC coast station keeping
continuous GMDSS distress watch. About 30M

SEA AREA A2
Within MF radiotelephone (voice) range of an MF DSC coast station keeping
continuous GMDSS distress watch. About 250M

SEA AREA A3
Within the global footprint of the Inmarsat satellite system (roughly 76°N to 76°S) where
continuous alerting is available (excluding those A1 and A2 areas which also fall
within the footprint)

SEA AREA A4
Any area outside Area A1, A2 and A3 which is North of latitude 76°N and South of
latitude 76°S
6 GMDSS GOC_CN_Ver.2019.05.1
GMDSS GOC_CN_Ver.2019.05.1 7

3. GMDSS compliant equipment

All GMDSS compliant vessels must carry all or some of the following equipment
depending on which Sea Areas they operate in.

VHF radio with DSC

Short range communication for Distress, Urgency, Safety and Routine
messages. Useful for Ship to Shore (Rescue Coordination Centre in the
case of emergencies), Ship to Ship navigational safety, Port Control,
Pilots, VTS (Vessel Traffic Services), MSI (Marine Safety Information) and on-board
communications. Range dependent on height of antenna and power of
transmission – around 30M.

MF/HF SSB radio with DSC

Medium to Long range communications for Distress, Urgency, Safety
and Routine communications. Useful for Ship to Shore (Rescue Coordination Centre
in the case of emergencies), MF signals have an approximate range of 250nm. HF
signals can have a range of 7000M and more.

NAVTEX Receiver

Both International and National, these units receive MSI (Maritime

Safety Information) from Navtex transmitting stations around the world.
Range about 300M.

Inmarsat FLEET 77/ Inmarsat C

Distress, Urgency, Safety and Routine communications. Fleet 77 voice
data and text. SAT C, text only. Worldwide coverage within latitudes
76° North and 76° South. In practice latitudes of up to 80° can be achieved though
Inmarsat will not guarantee this.

Cospas/Sarsat EPIRB (Emergency Position Indicating Radio Beacon)

Transmits on 406MHz to Cospas/Sarsat satellites which follow a Polar orbit
giving global coverage. Direct wave signal propagation

SART (Search and Rescue Radar Transponder) activated by 9GHz, X-

band, 3cm radar from searching vessel – transmits a signal back giving
range and bearing to the activated SART. Range approximately 5-7nm
at sea level, 30-50M from aircraft-borne radar. AIS SARTs use newer
technology to show casualties position using AIS.

Hand-held VHF GMDSS Radio – Waterproof hand-held VHF with

separate fully charged lithium battery pack to be used in the event of
an emergency for search and rescue communications. Range
dependent on height of antenna and signal strength. Maximum power
output normally restricted to 8W.
8 GMDSS GOC_CN_Ver.2019.05.1

4. DSC –Digital Selective Calling (VHF/MF/HF)

A big improvement to VHF, MF and HF communications was made with the advent
of DSC. The idea being an automated calling system, which does not rely on a
Radio Operator being on continuous watch, monitoring the air waves.

In essence, the DSC element of these radios is like an old-fashioned paging device.
All vessels with DSC are allocated a unique ‘telephone’ number called an MMSI
(maritime mobile service identity), and it is this identifier we use to send all our
transmissions.

When we make a routine DSC call, we send it with

the vessel’s unique MMSI. Though all radios within
range will receive the transmission, only the unit with
the associated MMSI will respond, by sounding an
audible alarm. The bridge officers will now know that
an RT transmission is about to be made that will be
relevant to them.

Because DSC can be used for Routine, Distress, Urgency and Safety Calls, any DSC
alert on the bridge will indicate to the OOW that an important message pertaining
to that particular vessel is about to be transmitted. Because of this alerting, it is no
longer a requirement to monitor VHF Ch 16 / MF 2182kHz continuously, hence the
demise of the traditional Radio Officer.
(Note: Ofcom and USCG still recommend ships monitor VHF Ch 16 when possible.)
Routine DSC calls should always be used, as it alleviates the problems of voice
congestion on VHF Ch16 and MF 2182kHz. However, at present, many operators still
use these RT channels/frequencies for routine calling of another vessel.

In addition, DSC offers an automated Distress Alerting system.

All DSC Radios are fitted with DISTRESS buttons (normally a red
button under a sprung loaded cover).
In times of distress, an operator merely need to press and hold
this button for a pre-determined period of time (typically 3 to 5
seconds).

A distress alert is then transmitted on DSC that will be received

by all vessels with similar equipment, and more importantly a Coast Station or RCC
(Rescue Co-Ordination Centre). The DSC Alert contains digital information giving the
identity of the vessel (MMSI), Position (normally from a GNSS system) and a
Date/Time stamp. In addition, Nature of Distress can also be selected if a
‘designated’ distress alert is made.

A DSC Distress Alert contains enough information for an RCC to commence SAR
operations, however, it is normal for the DSC Alert to be followed by an RT Mayday
Call and message on the appropriate channel or frequency.

As well as DSC Distress Alerting, the DSC unit can also be used for Distress Relay,
Urgency and Safety calls by use of the appropriate menus of the specific
equipment.
GMDSS GOC_CN_Ver.2019.05.1 9

5. Vessel identification
Radio and Satellite communications:
All communications either by voice (RT/Fleet 77) or text (Sat C) must include the
identities of both the ‘Called Station’ and the ‘Calling Station’ (except with a Mayday
which will be implied to ‘All Stations’).

Identification can either be;

• Vessels Name – Most often used, though not always unique

• Call Sign – A unique selection of Alphanumeric characters
• MMSI – Unique 9-digit number used for DSC equipment
• Inmarsat Identity- Unique numeric code (SAT C or Fleet 77)

For routine working, often, only the Vessels Name needs to be used as the identifier. Many commercial and
merchant vessels will use their Call Sign only as this is unique and easier to give than spelling a long name.
When using DSC equipment, the additional use of the MMSI should be used.

MMSI (maritime mobile service identity)

Used with all DSC equipment (VHF/MF/HF)

A 9-digit number starting with a 3 digit <MID>

Note:<MID>3-digit code specifying country of registry (Maritime Identifications Digits)

e.g. 232,233,234,235 UK
226, 227,228 France

A full list of codes is found at the back of ALRS Vol 5

Purpose Makeup Example

MMSI unique vessel <MID> xxxxxx 235 123456

MMSI Group 0<MID> xxxxx 0 235 12345
MMSI Coast Station 00<MID>xxxx 00 235 1234

Other MMSI numbers

MMSI Aid to Navigation (ATN) 99 99 1234567
MMSI AIS Sart 970 xxxxxx 970 123456
MMSI SAR Aircraft 111<MID>xxx 111 235 123

Satellite Identification Numbers

Inmarsat C Identity 4<MID>xxxxx 4 235 12345
Inmarsat Fleet 77 76xxxxxxx 761122382

EPIRB
Unique 15 digit hexadecimal code (different from MMSI or any other ID)
10 GMDSS GOC_CN_Ver.2019.05.1

6. Approximate Equipment Ranges

In a Distress situation, our choice of equipment will normally be based upon the
distance we are from the closest RCC. The diagrams in Volume 5 of the ALRS
(GMDSS) will clarify which Sea Area we are in.

This diagram from ALRS Volume 5 (GMDSS)

shows the approximate range of;

SeaAreas;
A1 (pink)
A2 (pale blue)
A3 (dark blue)

The figures below will give an approximate indication of which piece of equipment
will allow us to make contact with a RCC.

VHF (based of height of antenna(s)) Area A1 Approx 40 to 50 miles

MF (based on power output) Area A2 Approx 250 miles

HF (based on many things!) Area A3/A4 Approx 400 miles to

World wide
The HF table below gives some approximate ranges for different HF bands and
multiple skips.

1 skip 2 skips 3 skips

4 MHz 400 800 1200

6 MHz 600 1200 1800

8 MHz 800 1600 2400

12 MHz 1200 2400 3600

16 MHz 1600 3200 4800

Note 1: 8 MHz is a good all round frequency combining a mixture of ground wave and skywave
Note 2: Night Paths – At night, distances are approximately doubled.

INMARSAT - World Wide within Latitudes 76°N to 76°S

EPIRB - World Wide
SART - from a vessel, 6 miles – from SAR Aircraft – 30-50 miles
GMDSS GOC_CN_Ver.2019.05.1 11

7. The Basics of Radio Communications

ELECTRICITY
Electricity comes in 2 main ‘flavours’;

• DC (Direct Current)
• AC (Alternating Current)

DIRECT CURRENT (DC)

DC is found in all vehicles and most small vessels. It is commonly a 12V system, though
larger vessels will use 24V or 48V.
A DC system uses electricity that is stored in Batteries. We can ‘draw’ current from the
batteries to power our equipment and we can use a variety of methods to re-charge
our Batteries as we consume the current.
A DC Battery has 2 terminals. One is Positive (+), the other Negative (-). We like to think
of the electricity flowing from the Positive terminal to the Negative terminal.

+ - A simple circuit showing how we

light up a 12V bulb with a 12V
Battery

ALTERNATING CURRENT (AC)

AC is produced using some form of generator like a ‘Dynamo’ or ‘Alternator’. Unlike
DC, it cannot be stored. As opposed to DC, the AC produced does not travel from
Positive to Negative, in fact it oscillates between the 2, changing from Positive to
Negative (we generally call the 2 sides ‘Live’ & ‘Neutral’. In the UK this happens 50
time a second. This is called the ‘Frequency’, and is measured in ‘Hertz’.

A simple dynamo producing

Alternating Current to power a
lightbulb

All our domestic appliances at home are powered by AC. The electricity is provided
by the ‘The National Grid’ and because we cannot store it, it comes in a variety of
methods. e.g. Coal, Hydro, Nuclear, Wind, Sun etc., which needs to be carefully
controlled depending on demand from its customers.
12 GMDSS GOC_CN_Ver.2019.05.1

On ‘larger’ vessels we have our own Generators (normally powered by diesel

engines), which will produce 230V AC which can be used to power all our
requirements.

Diesel powered Generator used to

produce 230V AC.

RADIO WAVES
When an alternating current is fed down a wire, it not only produces power to run our
equipment, but as a ‘by-product’ it also produces a ‘radio wave’ that is radiated out
from the wire.

Alternating Current fed

Radio Wave
down a wire

If we increase the ‘Frequency’ dramatically, e.g. 518,000 Hertz (518kHz), then this
signal can travel considerable distances and also very quickly, (i.e. at the speed of
light; 186,000 miles per second)
If we have a sensitive ‘receiver’, we can pick up this signal from hundreds of miles
away.
Unfortunately, we cannot hear radio signals and voice communications rely on our
close proximity to another person.
However, with the aid of clever electronics, it is possible to transport our voice
communications over large distances by carrying it on the back of a radio wave,
which we call a ‘Carrier’.
GMDSS GOC_CN_Ver.2019.05.1 13

Our voice communication can be converted into electrical energy using a

‘Microphone’.
A simple microphone uses a sensitive paper cone that ‘vibrates’ when we talk into it.
The cone of paper has magnets attached to it that, when vibrated inside a coil of
wire, produces an electrical current.
This voice signal can now be amalgamated with a ‘carrier’ wave and transmitted
using an antenna.
Somewhere else in the world, a receiving antenna picks us the transmission. It will be
very weak, but can be electronically amplified. If we know the ‘frequency’ that the
signal was transmitted on, we can remove the ‘carrier’ wave, thus leaving us with the
audible signal that can be converted to sound using a speaker.
A ‘speaker’ is just like a ‘microphone’ in reverse. The voice signal is fed down the wire
coils, this produces a magnetic field, and so the magnets attached to the paper cone
react by moving. As they move, they ‘vibrate’ the paper cone, thereby re-producing
the sound signal to something our ears can hear.

There are 2 main methods of sending an electrical voice signal;

• Frequency Modulation (FM)

• Amplitude Modulation (AM)
14 GMDSS GOC_CN_Ver.2019.05.1

FREQUENCY MODULATION
When we amalgamate the voice signal with the ‘Carrier’ we use the voice signal to
either ‘increase’ the frequency or ‘decrease’ the frequency. As our voice varies in
pitch and volume, so does the frequency. This Radio Signal is then radiated into space
using an ‘Antenna’.

(a) The Carrier wave, produced within the radio

using an ‘Oscillator’. We can select the ‘Frequency’

(b) The Audio signal, this wave pattern is created

when we speak into a microphone.

(c) The signal joined. Changes in the ‘amplitude’ of

the voice signal, create a change of frequency in

At the receiver, because we know the ‘frequency’ that the signal is coming in at, by
comparing the received signal to this frequency we see how the frequency varies and
convert this back to a ‘voice’ electrical signal. This signal is then fed into a speaker
and we hear the message.
FM is used to transmit VHF. It produces a high quality, clear signal, it is however,
restricted on range. VHF is considered to be ‘line of sight’, so the range is determined
by the height of both the transmitting and receiving antennas.
GMDSS GOC_CN_Ver.2019.05.1 15

AMPLITUDE MODULATION
Amplitude modulation keeps to a ‘fixed’ frequency, but varies the ‘Amplitude’, the
size of the radio waves. As we talk into a microphone, we could see how the
amplitude increases when we talk loudly or with a higher pitch, and deceases with
quiet and low pitches.
(a) The Carrier wave,
produced within the
radio using an
‘Oscillator’. We can
select the ‘Frequency’
required.

(b) The Audio signal, this (c) Here the audio signal is
wave pattern is created amalgamated to the
when we speak into a carrier. Notice how the
microphone. ‘Amplitude’ carries the
voice element.

This amplitude signal is amalgamated with the carrier wave and then transmitted into
space.
At the receiver, the radio is able to ‘strip’ out the carrier wave, therefore just leaving
the audible element of the radio signal. Again, this electrical signal can be passed
into a speaker, which allows us to hear the original voice message.
AM is the main method of transmitting Radio Programs. It has good range and high
quality. However, it is highly inefficient and very power hungry. This can be a problem
on a vessel which may have power restrictions.

SINGLE SIDE BAND

The solution to this problem is to half the signal. You can see in the diagram above,
that the signal is the same top and bottom. Because they are producing the same
information, we can ‘strip’ out half of the signal.

This is what we call SSB (Single Side Band) and allows us to send the signal further and
to use less power. Unfortunately, there is a loss of signal quality, however, the signal is
still normally clear enough to understand.
16 GMDSS GOC_CN_Ver.2019.05.1

RADIOWAVE PROPAGATION
The radiation from an ideal antenna standing vertically on the ground and fed at its
base is a series of concentric circles. In elevation, it is approximately hemispherical,
although there is little vertical radiation. The radiation, described as an
(electromagnetic) wave, is propagated at the speed of light.

Wave Components
The radiation is conveniently considered to consist of three components:
 Ground wave
 Direct wave
 Sky wave
Each has its own characteristics and anyone may predominate depending on the
frequency.
GMDSS GOC_CN_Ver.2019.05.1 17

MF (Medium Frequency) 300 kHz to 3000 kHz

Predominant mode of propagation - Ground Wave
The part of the radiated wave at or near the surface of the earth is known as the
ground wave. In passing over the ground, the wave gives up some of its energy. The
losses at the ‘foot’ of the wave in particular cause the wave to lilt and follow the
shape of the earth, resulting in very stable signals at the receiver.
It requires great power in the transmitter and large antenna systems to obtain an
appreciable range. The signal likes to ‘hug’ the surface of the earth and its range is
directly related to the power output. Most MF radios are restricted to 250W of power,
and 1W approximates to 1M, giving our MF radio a typical range of 250M.

HF (High Frequency) 3 to 30 MHz

Predominant mode of propagation - Sky Wave
The sky wave is so called because it is propagated towards the sky. In so doing it
encounters a region of the upper atmosphere called the ionosphere. The ionosphere
may absorb this wave or it may return the wave to earth many miles from the point
of transmission. This is what gives it such a large range.
The returning signal can bounce back off the earth’s surface returning it skyward. This
is called a ‘Skip’. HF can often skip up to 3 times before the signal is too weak to be
received. This gives HF considerable range, typically 400 miles to potentially World-
Wide communications.
A large number of frequencies are assigned in the marine HF Band. The choice of
frequency depends on the path chosen and the conditions in the ionosphere. At HF
the ground wave exists but it has a very short range and it has a limited part to play
in communications.

Communication at HF
When the sky wave component reaches an ionosphere layer it bends rather as light
does in a prism. In favourable circumstances, the sky wave will curve sufficiently to be
returned to earth. This may be thousands of miles away from the transmitter especially
if the return is from the higher layers. The lower frequencies in the HF range are
returned from the E layer in the day and the higher frequencies from the F layers. The
D layer generally absorbs transmissions between VLF and 4 MHz.

Skip Distance
The sky wave return may be reflected from the earth’s surface and so upto three
‘skips’ are possible. This extends the range even further. Bear in mind that the footprint
of the returning sky wave is spread over a large area.

Silent Zone
Within the second skip no communication is possible leading to a zone of silence or
dead space. There is also one with the first skip but it is rather smaller due to the minor
effect of the ground wave.
18 GMDSS GOC_CN_Ver.2019.05.1

Choice of Frequency on HF
The first thing to do when choosing HF communication is to think about the path to
be employed. For example, if it is an all day path, if there are seasonal differences
etc. The time chart in the ALRS Volume 2 may be helpful. The ALRS Volume 1 will
certainly need to be employed to see which coast station frequencies are available.

Rules of Thumb

For day paths

 Greater then 3000M use 22MHz
 Between 2000 and 3000M. use 16MHz
 Between 1000M. and 2000M. use 12MHz
 Below 1000M. use 8/4MHz

For night paths

 Use 8MHz, possibly 12MHz

For twilight paths

 Use 12MHz
It must be emphasised that these are rules of thumb. It is impossible to give examples
of every variant of time and season. The choice of 8414.5kHz as the DSC alert
frequency will now be apparent.

Below is an example of a propagation diagram. These are available in book format

or better still the Internet. They give a good indication to which is the best frequency
to use for a specific area and particular time of day.

Web page courtesy of: www.voacap.com/hf/

GMDSS GOC_CN_Ver.2019.05.1 19

Communication Difficulties

Fading
The wave may be returned from different points even within the same ionosphere
layers. It may also undergo distortions in the ionosphere. These will result in variability
in signal strength at the receiver; this is known as fading. GMDSS receivers incorporate
sophisticated circuitry to maintain the signal constant. This is known as Automatic
Gain Control (AGC), and is used to compensate fading at HF (and at MF). The use of
a J3E transmission will minimise the ‘wave front’ the width of the signal in the spectrum
as it were and has some success in combating frequency selective fading. The use of
the Fine Tuning Control (called the Clarifier on some sets) may compensate fading.

Atmospheric Noise
The signal may pick up atmospheric noise which randomly and momentarily
increases the amplitude of the received signal. The receiver perceives this to be part
of the transmitted wave and reproduces it. Some receivers are fitted with a noise
clipper or blanker to suppress this.

Ionospheric Storms
The ionosphere is subject to random effects known as ionospheric storms. These may
cause fading or even loss of signal and may be compensated using fine tuning.

VHF (Very High Frequency) 30MHz to 300MHz

Predominant mode of propagation - Direct Wave
Communication using the direct wave is said to be limited to ‘line of sight’. The radio
horizon is in fact about 4/3 the optical horizon. Crucially it is dependent on the height
of the antennae and a path that is not obstructed. The direct wave is only really
effective in terrestrial communication at VHF and above.

Satellites 300MHz to 3,000MHz (3GHz)

Uses ‘Direct Waves’ as the transmitter needs to ‘see’ the satellite. These satellites can
be a very long way out into space, typically 100’s or 1000’s of miles. However, as
long as the transmitter can track the position of the satellite, it is capable of
communicating.
20 GMDSS GOC_CN_Ver.2019.05.1

THE IONOSPHERE
The ionosphere is defined as the layer of the Earth's atmosphere that is ionized by solar
and cosmic radiation. It has a large effect on our HF transmissions, though VHF & MF
are largely unaffected.

Ultra violet radiation from the sun falling on the upper atmosphere causes changes
to the electrical behaviour of the gases within it. This brings about a region some 40
to 250 miles above the earth known as the ionosphere. The ionosphere has a
profound effect on communication at HF. The degree of ionisation depends first and
foremost on the position of the sun relative to the earth. It therefore varies in intensity
with time, day, night and season. There are also a number of long term effects, from
sunspots for example and some unpredictable effects.

The Ionosphere Layers

During the daylight hours, four charged layers are formed in the ionosphere. These
are classified as D, E, F1 and F2. The D layer is nearest the earth and is prone to
recombination with the denser atmosphere.

D Layer
This is the lowest layer at something in the order of 30-50 miles above the Earth’s
surface. It exists only during the warmest part of the day and does not refract (bend)
radio waves. It absorbs all energy below 3MHz. In temperate latitudes during the
winter it exists between about one hour after sunrise and one hour before sunset,
while in summer it lasts about half an hour longer.
GMDSS GOC_CN_Ver.2019.05.1 21

E Layer
This layer is strongly ionized during the day and remains weakly ionized at night. Its
height is between 60 and 90 miles above the Earth which is almost twice that of the
D Layer. It refracts (bends) radio waves of up to about 8MHz during the day and
about 4MHz at night.

F1 Layer
This layer is also strongly ionized during the day and exists at a height between 90
and 150 miles, nearly twice as high as the E layer. It refracts radio waves of between
about 8-16MHz.

F2 Layer
This is the most strongly ionized layer by day and refracts radio waves of between
about 16 and 30MHz. Its height is between about 150M and 250M in summer but a
little lower in the winter. During the hours of darkness, the D layer disappears
completely. The E layer becomes thinner and the F1 and F2 layers combine to form
the F layer.

Skip & Dead Zones

The importance of these layers is how they affect the ‘Skip’ of an HF signal. The
further an HF radio wave travels into the ionosphere before it is reflected affects how
far the signal can travel. Different frequencies will travel different distances and day
time or night time will have a marked effect, because at night, the ionisation from
the sun is reduced, meaning HF radio wave can travel further before they are
reflected back to earth.

It is important to appreciate that reception of HF signal will only be in an area

around the point that the signal returns to earth. If we are between 2 ‘Skip’ regions,
we will not be able to communicate (Dead Zones). Changing frequencies allows us
to ‘move’ where the signal makes landfall.
22 GMDSS GOC_CN_Ver.2019.05.1

Simplex and Duplex

Simplex Operation
A simplex system allows only one station to transmit at any one time. It is a system of
alternate transmission then reception usually using the same frequency for both.
Communications equipment designed for simplex operation uses one antenna which
is connected to either the transmitter or the receiver through a change-over relay or
switch within the radio. Channels used for distress and calling purposes are always
operated in simplex mode, so that all stations can hear all others using the frequency.

Duplex Operation
Communications equipment designed for duplex operation allows simultaneous
transmission and reception on two different frequencies through the use of either two
widely-spaced antennas or one antenna connected to the transmitter and receiver
through special combining and filtering circuitry.
Duplex channels are used for public correspondence purposes (i.e. radio telephone
calls and radio telex messages). Each duplex channel comprises two separate
frequencies -one for transmit and one for receive.
Duplex operation allows radiotelephone calls to and from suitably equipped vessels
and coast radio stations to be conducted in the same way as telephone calls made
over the conventional land telephone system (i.e. both parties can speak and be
heard at the same time).
Only two stations can use a duplex channel at any one time.

Semi-Duplex Operation
Communications equipment that does not have the facility for simultaneous
transmission and reception often operates in ‘semi duplex’ mode (i.e. different
frequencies are used to transmit and receive) but operation is limited to one
direction at a time
GMDSS GOC_CN_Ver.2019.05.1 23

Modes of Emmission
Special codes are used to indicate the ‘mode of emmision’ for each Radio Type.
We are generally only interested in 3 modes;
A3E - Amplitude Modulation (Commercial Radio)
J3E – Single Side Band (MF/HF Radio)
F3E – Frequency Modulation (VHF Radio)

• The first letter (A/J/F) indicates emission type.

• The second number (3) indicates ‘Analogue’ signal’.
• The third letter (E) indicates the transmission is used for human speech/music.

A3E
Used by commercial radio, it offers good clarity and range, however, it also uses a lot
of power, which is why we not not use it for marine communication.

J3E
How much better would it be if the whole transmitter power of, say, 100W could be
concentrated into one of the sidebands? Not only would it be more efficient but the
transmitted bandwidth would be only 3kHz, the same as the audio frequency
enabling twice as many channels per band and no power would be wasted in
transmitting the carrier. Thus was born J3E which is single sideband without the carrier,
which we now use on all MF and HF channels in the marine service.

F3E
With AM we kept the frequency constant and varied the amplitude of the carrier so
as to modulate the radio wave. There is however another way of modulating a carrier
wave with an audio wave. If we keep the amplitude constant we can instead vary
the frequency of the carrier wave instead to produce a frequency modulated wave
or FM signal. (F3E). We use this type of modulation at VHF for speech.
24 GMDSS GOC_CN_Ver.2019.05.1

8. Antennas
Satellite
INMARSAT - Fleet 77 gyro-stabilised, directional dish antenna within a fibreglass dome
for protection – tracks satellite

INMARSAT - Sat C omni-directional in a fibreglass cover – does not track satellite

Terrestrial Radio

VHF - Whip Antenna or di-pole

Whip typically 2 meters in length though smaller boats may use half size (1meter).

MF/HF – Long Whip

Whip typically 7 meters in length, often multiple sections that screw together.

Can also have a long wire antennae. The disadvantage of

this type of antenna is that it can hamper cargo operations.
Long wire antennae can be used to advantage on sailing
yachts where they can be affixed to the backstay.

Navtex – Active Antenna

GMDSS GOC_CN_Ver.2019.05.1 25

Antenna Principles

Antenna Efficiency
The quality of communication is crucially dependent on good antenna design and
location. Antenna design is concerned with improving the efficiency as a radiator or
receptor. Efficiency is related to antenna length, shape and position. Some antennae
are also designed for directivity as with radar and satellite communications for
example. The dimensions and electrical features of a transmitting antenna are the
same as those of a receiving type at the same frequency.

Transmitter Power
Transmitter powers of 1W to 1500W are to be encountered in GMDSS installations. By
contrast a receiver will have an input signal measured in µW. Hence the transmitting
antenna is composed of thicker wire and more heavily insulated than its receiver
equivalent.
Caution: the high voltages present can be lethal.

Length
Antenna efficiency is closely related to the wavelength of the transmitted or received
signal. The best results may be obtained when the antenna length is one half of the
wavelength of the signal. This accounts for the variety of antenna types seen on
board ship.

Half Wave Dipoles

An antenna constructed with two quarter wavelength elements and
connected at its centre to the transmitter or receiver is known as a
dipole. Note that the adding of each element produces a half
wavelength antenna. At short wavelengths, typically VHF and
beyond, the dipole is an efficient radiator and receptor.

End-Fed Antennae
The end fed antenna can be thought of as similar to the dipole in behaviour where
the earth ‘mirror’ acts as the lower element. This serves to emphasise the importance
of the earth in antenna systems. In plastic hulled vessels such as yachts, special
earthing arrangements have to be used. This type of radiator is found in the whip
antenna and long Wire systems are variants of it.

Yagi Antennae
This type of antenna has become particularly popular
for television reception, but it is also used in a number
of other domestic and commercial applications
where an RF antenna with high gain and directivity is
needed. You would not normally expect to see a Yagi
Antennae being used on a vessel.
26 GMDSS GOC_CN_Ver.2019.05.1

Parabolic Antennae
When a directional antenna is required, as with satcom for example, parabolic
antenna is used. The principle here is to aim the transmitted energy at the disc and
use its shape to concentrate the beam towards the satellite. The antenna in a satellite
communication system will be relatively small and efficient given the very short
wavelengths used. Such directional antennae are used on all Inmarsat systems
except C. The parabolic antenna needs to be steered to target the satellite and
mechanisms are employed to stabilise the platform against ship movements

Antenna Tuning and Matching Units

An antenna tuning unit (ATU) is an essential part of the transmitter system. These units
adjust the transmitter circuitry presented to the antenna to allow maximum power
transfer at the frequency employed. Where the frequencies of transmission are fixed
or within a narrow band, as in VHF or satellite communication, this is automatic. Where
there is a significant range of transmission frequencies with a single transmitting
antenna, at MF/HF for example, the tuning is not fully automatic. The final act before
transmission must always be to press the ‘Tune’ button.

Practical Antennae
A ship has a variety of antennae in the expectation that the most efficient type can
be used for a specified range of frequencies. Efficiency is compromised by the
restricted environment. The bulk of the ship, including the masts and the funnel can
act as alternative receptors or even radiators. This can be commonly seen with radar
blind arcs for example. For maximum efficiency the antennae must be mounted as
high as practicable. Separation is not so easy on modern ships where antennae are
crowded around the monkey island. Indeed there is further competition from
navigation and entertainment system antennae.

Whip Antennae
These consist of long wires within self supporting fibreglass tubes, generally between
6 and 12 metres long. Fibreglass is transparent to radio signals. The wires are invariably
end fed and used at MF or HF. They may look similar but the transmitting version is
distinguished from the receiving type by its more substantial insulators. It is difficult to
make these antennae efficient at all frequencies from 2 to 30 MHz. To some extent
this is compensated by spiralling the wire in the tube. If the MF/HF transmitter feeds a
whip antenna, the Merchant Shipping Regulations require that a spare must be kept
onboard.

Long Wire Antennae

These can be of the Inverted L or T types and maybe used for MF/HF installations. The
choice of type, lengths and disposition are dictated more by the ship‘s design than
electrical considerations. Both receiving and transmitting long wire antennae must
be insulated at feeders, where they join the superstructure and when stayed-off. Long
wire antennae suffer considerable stress from ship movement – hogging and sagging.
Strains are taken up by stay ties back via insulators to the superstructure. It is common
to find that long wires are raised and lowered in port. It is important to get the stresses
right when re-erecting the system. According to the Merchant Shipping Regulations,
a weak link with one third the breaking strain of the long wire must be provided for
the main antenna together with a safety loop. The weak link, situated between the
insulator and the mast, is of thinner gauge wire than the antenna and is designed to
GMDSS GOC_CN_Ver.2019.05.1 27

break if the antenna comes under pressure. The safety loop is of the same gauge as
the antenna and is designed to stop the antenna falling onto the deck below which
could cause injury. A fully made up spare must also be carried.

Weak link

Antenna Maintenance
It is not sufficient to expect installed antennae to radiate and receive efficiently
without some maintenance. Antennae require inspection at intervals, and especially
after heavy weather or dirty cargoes have been loaded or discharged. It is essential
in these circumstances to keep radomes and insulators clean. Tracking across salt or
dirt can sometimes be seen glowing on transmission at night. Feeders and trunking
should be inspected for leakage, fraying and other damage. It is important not to
have sharp edges in long wire antennae as these can reduce efficiency. Shackles
and splices are recommended for repair and bulldog clips should only be used for
emergency repair.
 Check antennae regularly, especially after heavy weather or with dusty cargoes
 Keep all insulators clean using soapy desalinated water, not abrasives
 Ensure all weather proofing is in place and secure
 Ensure all lead in cables are secure and undamaged
 Make sure all earth connections are clean and tight and secure
 Check stays and stand-offs for security and insulation
 Do not paint insulators or radomes
 Check condition of spare antennae
 With Satcom antennae as well as ensuring that radomes are clean and free from
damage, the manufacturer’s service schedule should be carried out
28 GMDSS GOC_CN_Ver.2019.05.1

9. GMDSS Frequency Range & associated equipment

GMDSS GOC_CN_Ver.2019.05.1 29

10. Primary GMDSS channels & frequencies

There are many VHF Channels and MF/HF Frequencies available to us for routine
communication. However, the highlighted (bold) listed below are the VERY
IMPORTANT Distress, Urgency and Safety channels and frequencies that you need to
know.

Distress Frequencies
DSC R/T Telex

VHF Ch70 (DUSR) VHF Ch16 (DUSR) n/a

MF 2187.5kHz (DUS) MF 2182kHz (DUSR) MF 2174.5kHz (DUS)

HF 4207.5kHz (DUS) HF 4125kHz (DUS) HF 4177.5kHz (DUS)

HF 6312kHz (DUS) HF 6215kHz (DUS) HF 6288kHz (DUS)

HF 8414.5kHz (DUS) HF 8291kHz (DUS) HF 8376.5kHz (DUS)

HF12577kHz (DUS) HF12290kHz (DUS) HF12520kHz (DUS)

HF16804.5kHz (DUS) HF16420kHz (DUS) HF16695kHz (DUS)

Key: DISTRESS (D), URGENCY (U), SAFETY (S), ROUTINE (R)

EPIRB COSPAS-SARSAT 406MHz / optional 121.5MHz (D)

SART 9GHz, 3cm, X-band radar (D)
NAVTEX 518kHz International, English-language broadcast (S)
490kHz National, local language broadcast (S)

Additional Routine Frequencies

DSC R/T Use

VHF Ch6/8/72 /77 (R) Intership routine

MF 2177.0kHz (R) Ship to Ship / Shore to Ship

MF 2189.5kHz (R) Ship to Shore

MF 2045.0kHz (R) Routine Voice

MF 2048.0kHz (R) Routine Voice
30 GMDSS GOC_CN_Ver.2019.05.1

11. Priority of communications

When using terrestrial radio, we aim to transmit a DSC (Digital Selective Calling)
transmission, followed by its RT call & message equivalent. The DSC element is like a
pager device that sets off alarms on all DSC enabled equipment within range. This will
normally be followed by a voice transmission where we can give further details.

DSC RT Signal
DISTRESS ALERT MAYDAY

DISTRESS ALERT RELAY MAYDAY RELAY

URGENCY ANNOUCEMENT PAN PAN

SAFETY ANNOUNCEMENT SECURITE

ROUTINE n/a

Definition of Distress (Mayday)

When a vessel, aircraft, other mobile unit or a person is in grave and imminent danger
and requires immediate assistance e.g. sinking.

Voice signal to transmit: Mayday, Mayday, Mayday

Definition of Urgency (Pan Pan)

You have an urgent message to convey regarding the safety of a vessel, aircraft,
other mobile unit or a person and you require urgent assistance, e.g. complete
engine failure, damaged steering gear. Not vessel or life threatening. All Medical
messages are also under this heading.

Voice signal to transmit: Pan Pan, Pan Pan, Pan Pan

Definition of Safety (Securite)

When there is an important navigational or meteorological warning to transmit. You
do not need assistance. e.g. oil rig movements, floating derelict danger, gale
warning.

Voice signal to transmit: Sécurité, Sécurité, Sécurité (Phonetically, ‘Saycuritay’)

Other
Any communication which falls outside Distress, Urgency or Safety is classed under
GMDSS as “Other”. This includes normal communications with ports, pilots and ship
movement/VTS; routine, inter-ship comms; and private, business calls and messages.
GMDSS GOC_CN_Ver.2019.05.1 31

DSC: DISTRESS Alert

RT Signal: Mayday

Grave and imminent danger to vessel or person for which you require
immediate assistance.

Example; Serious fire in engine room, MOB, Sinking

Procedure;
Send a VHF / MF / HF DSC DISTRESS ALERT on;

• VHF Ch 70
• MF 2187.5kHz
• HF 8414.5kHz (or other HF DSC frequency dependent on distance)

to ALL STATIONS followed by an RT MAYDAY Call & Message on;

• VHF Ch 16
• MF 2182kHz
• HF 8291kHz (or associated HF RT distress frequency)

Remember MIRPDANIO
Distress CALL
M(ayday) MAYDAY x3
I(dentity) This is Vessel Name x3 Callsign x1 MMSI x1

Distress MESSAGE
R(epeat) MAYDAY, this is Vessel Name, CALLSIGN/MMSI
P(osition) Either lat and long OR range and bearing from a charted object
D(istress) Nature of distress
A(ssistance) Require IMMEDIATE assistance
N(umber) Number of Persons On Board
I(nfo) Any other helpful information – abandoning to life rafts, weather
conditions etc.
O(ver) Over
32 GMDSS GOC_CN_Ver.2019.05.1

Distress/Mayday example;
Vessel: Mollie B

Call Sigh: DXC5T

MMSI: 251125671
SATC ID 425140212
Fleet 77 ID 767213571

Position: 43° 31’.2N 007° 06’.7E COG 125° SOG 12.0k

You have an explosion in the engine room and are on fire. The Master orders you to
make an immediate Distress Call.
From your position you decide you are in Sea Area A1 and therefore will use VHF/DSC
Radio to ask for immediate assistance.

Initial Procedure;

• Send an VHF DSC Distress Alert to all stations on VHF Ch70

• followed by a VHF R/T Mayday Call & Message on VHF CH16

Call & Message you would transmit (on VHF Ch16)

Mayday x 3
This is MOLLIE B x 3 Call Sign DXC5T / MMSI 251125671
Mayday MOLLIE B Call Sign DXC5T / MMSI 251125671
My position is 43° 31’.2N 007° 06’.7E
I have an explosion in my engine room and am on fire
I require immediate assistance
23 POB
Over
GMDSS GOC_CN_Ver.2019.05.1 33

DSC: URGENCY Announcement

RT Signal: Pan Pan

Serious problem regarding the safety of a vessel or person which requires

URGENT not IMMEDIATE assistance.

Example; Engine failure on motor vessel, Not Under Command, any Medical help

Procedure;
Send a VHF / MF / HF DSC URGENCY ANNOUNCEMENT on;

• VHF Ch 70
• MF 2187.5kHz (always to a Geo-Area)
• HF 8414.5kHz (or other HF DSC frequency dependent on distance, always to
a Geo-Area)

to ALL STATIONS or SPECIFIC COAST STATION followed by an RT PAN PAN Call

& Message on;

• VHF Ch 16
• MF 2182kHz
• HF 8291kHz (or associated HF RT distress frequency)

Urgency CALL
– PAN PAN x3
– All Stations (or specific station e.g. named Coastguard) x3
– This is Vessels Identity x3 (Name/Call Sign/MMSI)

Urgency MESSAGE
– Position – either lat and long OR range and bearing from a charted object
– Nature of urgency
– What assistance requested
– Number of POB
– Any other info
– Over
34 GMDSS GOC_CN_Ver.2019.05.1

Urgency/Pan Pan example;

Vessel: WYUNA

Call Sigh: MGPA4

MMSI: 232125671
SATC ID 423244512
Fleet 77 ID 76123456

Position: 42° 23’.4N 008° 21’.9W COG 155° SOG 0.7k

You have complete engine failure. The Master wants to find out if there are any vessels
within 120 miles of your position to see if they can assist.
From your position you decide you are in Sea Area A2 and therefore will use MF/DSC
Radio to ask for urgent assistance.

Initial Procedure;

• Send an MF DSC Urgency Announcement to a Geo-Area on

MF 2187.5kHz
• followed by an MF R/T Pan Pan Call & Message on
MF 2182kHz

Call & Message you would transmit (on MF 2182kHz)

Pan Pan x 3
All Stations x 3
This is WYUNA x 3 Call Sign MGPA4 / MMSI 232125671
My position is 42° 23’.4N 008° 21’.9W
I have complete engine failure
I require urgent assistance
14 POB
Over
GMDSS GOC_CN_Ver.2019.05.1 35

DSC: SAFETY Annoucement

RT Signal: Securite

Used to warn vessels of severe weather or a navigational hazard

Example; Gale Warnings, Lighthouse light out, Buoy out of position

Procedure;
1. Send a VHF / MF / HF DSC SAFETY ANNOUNCEMENT on;

• VHF Ch 70
• MF 2187.5kHz (always to a Geo-Area)
• HF 8414.5kHz (or other HF DSC frequency dependent on distance,
always to a Geo-Area)

to ALL STATIONS INDICATING a WORKING CHANNEL / FREQUENCY

2. Followed by an RT SECURITE Call & Channel/Frequency notification on;

• VHF Ch 16
• MF 2182kHz
• HF 8291kHz (or other HF DSC frequency dependent on distance)

to ALL STATIONS INDICATING a WORKING CHANNEL / FREQUENCY

3. Followed by an RT SECURITE Call & Message on the WORKING

CHANNEL or FREQUENCY

Safety CALL and Channel/Frequency notification

– SÉCURITÉ x3
– All Stations x3
– This is Vessel Identity x3 (Name/Call Sign/MMSI)
– For navigational/weather warning, listen (give working channel/frequency)
– Out
– Then on the working channel/frequency

Safety CALL and MESSAGE

– SÉCURITÉ x3
– All Stations x3
– This is Vessel Identity x3 (Name/Call Sign/MMSI)
– Nav/Met warning issued on date/time UTC
– Container in position XXXX/unreported gale force winds being experienced in
position YYYY
– Out
36 GMDSS GOC_CN_Ver.2019.05.1

Safety/Securite example;
Vessel: RED SNAPPER

Call Sigh: UPP3E

MMSI: 516215882
SATC ID 451678513
Fleet 77 ID 761266281

Position: 26° 27’.5N 079° 23’.9W COG 170°

You have encountered an abandoned yacht, the Master considers it a danger to

navigation and asks you to inform all vessels within 60 miles of your position.

From your position you decide you are in Sea Area A2 and therefore will use MF/DSC
Radio to alert other vessels..
Initial Procedure;
• Send an MF DSC Safety Announcement to a Geo-Area on MF 2187.5kHz
indicating a working frequency
• followed by an MF R/T Securite Call & Frequency Notification on MF 2182kHz
indicating the working frequency
• followed by an MF R/T Securite Call & Message on the working frequency

Initial R/T Call & Frequency Notification you would transmit (on MF 2182kHz)
Securite x 3
All Stations x 3
This is RED SNAPPER x 3 Call Sign UPP3E / MMSI 516215882
For a new navigational warning, listen on working frequency 2045kHz
Out

Follow up Call & Message you would transmit (on MF 2045kHz)

Securite x 3
All Stations x 3
This is RED SNAPPER x 3 Call Sign UPP3E / MMSI 516215882
Navwarning 2811181705 UTC
Abandoned yacht located in position is 26° 27’.5N 079° 23’.9W
Considered to be a danger to navigation
All vessels in the area should keep a good watch
Out
GMDSS GOC_CN_Ver.2019.05.1 37

DSC: DISTRESS ALERT RELAY

RT Signal: Mayday Relay

Used to forward details of another vessel’s distress situation when EITHER you
have seen or heard distress signals that have not been acknowledged OR a
vessel/person is unable to send its/his own distress message and further
assistance is required.

Example; Red flares sighted, Observation of a ditching aircraft

Procedure;
Send a VHF / MF / HF DSC DISTRESS ALERT RELAY on;

• VHF Ch 70
• MF 2187.5kHz (always to a Geo-Area)
• HF 8414.5kHz (or other HF DSC frequency dependent on distance)
NB A distress alert relay on HF should always be addressed to a coast station and should
NEVER be sent out as an all stations alert which would inform vessels well out of range of
being able to assist. Operational HF DSC coast stations can be found in ALRS Vol 5.

to ALL STATIONS or a SPECIFIC COAST STATION followed by an RT MAYDAY

RELAY Call & Message on;

• VHF Ch 16
• MF 2182kHz
• HF 8291kHz (or associated HF RT distress frequency)

Distress Relay CALL

– MAYDAY RELAY x3
– All Stations (Or to an individual coastguard station) x3
– This is Vessel Identity x 3 (Name/Call Sign/MMSI)

Distress Relay MESSAGE

– Mayday, Identity of distressed vessel (if unknown, type of vessel, e.g. unidentified
yacht)
– Position (of distressed vessel) – either lat and long OR range and bearing from a
charted object
– Nature of distress
– Require immediate assistance
– Number of POB
– Any other info
– Over
Note: The distress relay message follows the exact format of the distress message you have received
38 GMDSS GOC_CN_Ver.2019.05.1

Distress Alert Relay/Mayday Relay example;

Vessel: STELLA MARIS

Call Sigh: PL87X

MMSI: 257113256
SATC ID 425746712
Fleet 77 ID 761324619

Position: 39° 32’.8N 002° 39’.5E COG 290° SOG 6.5k

You can see a fishing vessel close to your position on fire and a rocket red flare has
been fired. The Master orders you to inform the Rescue Authorities immediately.
From your position you decide you are in Sea Area A1 and therefore will use VHF/DSC
Radio to ask Palma RCC for immediate assistance.

Initial Procedure;

• Send an VHF DSC Distress Alert Relay to Palma RCC

on VHF Ch70
• followed by an VHF R/T Mayday Relay Call &
Message on VHF Ch16

Call & Message you would transmit (on VHF Ch16)

Mayday Relay x 3
Palma RCC x 3
This is STELLA MARIS x 3 Call Sign PL87X / MMSI 257113256
Mayday unknown fishing vessel
in approximate position is 39° 32’.8N 002° 39’.5E
on fire and red parachute flare observed
I require immediate assistance to search for casualties
Over
GMDSS GOC_CN_Ver.2019.05.1 39

12. Reception of VHF/MF/HF DSC Distress Alert

RT Distress acknowledgement
On receiving a Distress Alert or Mayday Call you are obliged to acknowledge it, after
allowing a short time for a coast station to respond.

Always consider which sea area you are currently in and what channel or frequency
you receive the distress alert on. If there is a good chance that an RCC will hear the
distress, wait for up to 5 minutes for them to respond first. If however, you realise that
there is little chance that the RCC will have received the alert, then acknowledge
immediately by voice.

All distress traffic should be prefixed with the word MAYDAY said once in order to
prioritise the communication.

Typical VHF/MF RT acknowledgement (made with master’s authorisation)

– Mayday
– Identity of vessel in distress x3
– This is (acknowledging vessel’s identity) (Name/Call Sign/MMSI)) x3
– Received Mayday

This would be followed up with details of position in relation to the stricken vessel, best
speed and ETA to stricken vessel. This then obliges you to assist unless the distressed
vessel or Search and Rescue coordinator (on-scene coordinator or RCC) stands you
down.

Follow up transmission

– Mayday
– Identity of vessel in distress x3
– This is (acknowledging vessel’s identity) (Name/Call Sign/MMSI)) x3
– We are 25 miles south of you
– Speed 10 knots
– Our ETA is 2 hours 30 minutes
– Over

Often, these 2 messages are joined and simply sent as a single transmission.
40 GMDSS GOC_CN_Ver.2019.05.1

Actions by ships upon reception of VHF/MF DSC Distress alert

DSC
Distress Alert is
received
Reset
system
Listen on
VHF CH 16 / 2182 kHz
for 5 min
Enter
details in
log
Is this alert
acknowledged
by CS and
RCC? Yes
Is own
No vessel able to No
assist?

Is distress Yes
traffic in
progress?
Yes

No

Is the DSC Acknowledge the alert

Inform CS
distress call by RadioTelephony to
Yes and or
continuing? the ship in distress on
RCC
VHF CH 16 / 2182 kHz

1
No

Remarks
Note 1. Appropriate or relevant RCC and/or Coast Station shall be informed accordingly. If further DSC alerts are received
from the same source and the ship in distress is beyond doubt in the vicinity, a DSC acknowledgement may,
after consultation with an RCC or Coast Station, be sent to terminate the call

Note 2. In no case is a ship permitted to transmit a DSC distress relay call to all stations on receipt of a DSC distress alert on
either VHF Channel 70 or MF Channel 2187.5kHz
CS = Coast Station RCC = Rescue Co-ordination Centre

Procedure
• Inform Master
• Commence Log Keeping
• Listen to message on associated RT channel / frequency (and write down)
• Wait for RCC to respond (5 minutes), if RCC is within range for Sea Area
• Acknowledge by voice (Received Mayday)
• If no traffic heard, Relay Ashore by any means
• If DSC Alert repeats, acknowledge by DSC WITH PERMISSION OF RCC
GMDSS GOC_CN_Ver.2019.05.1 41

Actions by ships upon reception of HF DSC Distress alert

DSC
Distress Alert is
received HF DSC and NBDP Channels (kHz) Reset
system
DSC RT NBDP
Listen on associated 4207.5 4125 4177.5
RTF or NBDP 6312.0 6215 6268.0
Channel(s) for 5 min 8414.5 8291 8376.5
Enter
12577.0 12290 12520.0
details in
16804.5 16420 16695.0
log

Is the alert
acknowledged
or relayed by CS
and RCC? Yes
Is own
No vessel able to No
assist?
Is distress Yes
communication
in progress on
associated RTF
Yes
Channels?

No

Transmit Distress Relay Contact RCC via most

on HF to coast station efficient medium to
and inform RCC offer assistance

Remarks
Note 1. If it is clear the ship or person in distress are not in the vicinity and/or other craft are better placed to assist,
superfluous communications which could interfere with search and rescue activities are to be avoided. Details should be
recorded in the appropriate logbook.
Note 2. The ship should establish communications with the station controlling the distress as directed and render such
assistance as required and appropriate.

Note 3. Distress relay calls should be initiated manually

CS = Coast Station RCC = Rescue Co-ordination Centre

Procedure

• Inform Master
• Commence Log Keeping
• Listen to message on associated RT channel / frequency (and write down)
• Wait for RCC to respond (5 minutes), if RCC is within range for Sea Area
• DO NOT ACKNOWLEDGE
• If no traffic heard, Relay Ashore by any means

NB We NEVER acknowledge an HF Distress Alert. Due to the propagation of HF, the chances are that the vessel in distress
could be many thousands of miles away. We would not be in a position to assist, so all we do is make sure that the
Distress information is passed onto an RCC.
42 GMDSS GOC_CN_Ver.2019.05.1

13. False DSC Alerts

If you send a DSC distress alert inadvertently, you must advise everyone who may
have received the alert that help is not required.
Procedure:
Reset equipment to ensure the alert does not automatically repeat.
(The alert will always automatically repeat every four minutes)

Tune the DSC equipment to the relevant channel / frequency;

False DSC Alert transmitted on; Cancel by Voice on;
VHF Ch70 VHF Ch 16
MF 2187.5kHz MF 2182kHz
HF DSC Distress Frequency HF associated RT frequency
(e.g. 8414.5kHz (e.g. 8291kHz)

Cancellation Transmission:

– Mayday
– All Stations x3
– This is Vessel Identity (Name/Call Sign/MMSI), MMSI (very important as the MMSI
N° is the only vessel ID contained in the DSC Alert)
– Cancel my false distress alert sent on <give channel / frequency>@
date/time UTC
– Out

NB: If any DSC acknowledgement has been received, ask for particular confirmation
from that station that they have received the cancellation transmission.
GMDSS GOC_CN_Ver.2019.05.1 43

14. Other Important message

Radio Silence
Once a distress incident has been initiated, it is important that radio slience is
maintained on the Distress channel or frequency.Generally, this means;
VHF Ch 16
MF 2182kHz
HF associated RT frequency (e.g. 8291kHz)

If other non-distress traffic is heard on these channels/frequencies, the

controlling station, generally the RCC may transmit a ‘silence’ message using
the phrase ‘SEELONCE MAYDAY’.

Example:

– Mayday
– All Stations x3
– This is Falmouth Coastguard x 3
– date/time UTC
– SEELONCE MAYDAY
– Out

End of Distress reporting

Once a distress incident has been resolved, it is important to terminate the
radio silence. This is done by using the phrase ‘SEELONCE FEENEE’.

Example:

– Mayday
– All Stations x3
– This is Falmouth Coastguard x 3
– date/time UTC
– SEELONCE FEENEE
– Out
44 GMDSS GOC_CN_Ver.2019.05.1

15. Vessel Reporting Systems

Many areas of the world have vessel reporting systems to ensure safe traffic
management. Some examples are:
 AMVER – American reporting system
 AUSREP – Australian reporting system
 CalDovRep – Dover Straits Reporting
 WetRep – West EuropeanTanker Reporting System
 GibRep – Straits of Gibraltar Reporting

In addition, many ports and harbour areas have Vessel Traffic Services (VTS) to which
the mariner must report, for example:
 Sunk VTS, Harwich and Thames
 Kurushima Kaikyo Traffic Advisory Service, Yokohama

Merchant Shipping (Vessel Traffic Monitoring and Reporting Requirements)

Regulations 2004 as amended from 25/11/2011 (See MSN 1831)
These regulations deal with information to be provided by ships and port authorities.
The information to be provided concerns:
 24-hour notice, prior to entry into a UK port, for all ships of 300 gross tonnage and
above and fishing vessels, traditional ships, and recreational craft with a length of
45 metres and above;
 notification by all ships regardless of size, either departing from or bound to a UK
port carrying dangerous or polluting goods;
 reporting requirements in the event of an accident/incident.

There are also specialist reporting services such as piracy reporting via the
International Chamber of Commerce’s International Maritime Board (IMB) in Kuala
Lumpur and the EU NavFor’s Maritime Security Centre – Horn of Africa (MSCHOA) in
Dubai.
Mariners must ensure they are aware of the reports which have to be made; what
they report, to whom and when. Full details can be found in ALRS Volume 1 (under
Anti-Piracy in the index) and Volume 6 (under Ship Reporting Systems).
GMDSS GOC_CN_Ver.2019.05.1 45

16. Important Publications

All commercial vessels will carry a comprehensive library of marine publications. These
will always include a set of the ALRS volumes. Each volume covers a specific area of
marine safety / communications.

Admiralty List of Radio Signals (ALRS)

Vol.1 Maritime Radio Stations (1&2) Vol.2 Radio Navigational Aids
Vol.3 Maritime Safety Information Vol.4 Meteorological Observation
(1&2) Stations
Vol.5 GMDSS Vol.6 Pilot Services, VTS and Port
Operations (1-8)
Vol.7 VTS and Reporting Systems (1&2) Vol.8 Satellite Navigation systems

Volumes 1, 5 and 6 are the most used for GMDSS purposes.

Much essential information is to be found in ALRS Vol 5. It is used for initial set up for
Sat C, Fleet 77 and Navtex receiver. DSC operational stations are also to be found
therein. A list of the available Land Earth Stations noting to which RCC each is linked
can also be found in ALRS Vol 5.

Vol 5 - GMDSS Vol 6 – Pilot Services Vol 1 – Radio Stations

ITU (International Telecommunication Union)

ITU List of Ships Stations – alphabetic list of ship stations (You know the name of the
vessel and wish to find call-sign, MMSI, Sat numbers)
ITU List of Call Signs and Numerical Identities – alphabetical and numerical list of call
signs, MMSI numbers, Sat Ids (You know a call-sign, MMSI or Sat number and wish to
find the name of a vessel)

NB: All of these documents are now available in digital format.

46 GMDSS GOC_CN_Ver.2019.05.1

17. EQUIPMENT SUMMARY

EQUIPMENT Sea Signal Type Approx Propagation Antenna Type

Area Range(nm)

VHF A1 Terrestrial 40-50 Direct Wave Di-pole / Whip

Very High Radio

Frequency Frequency

MF A2 Terrestrial 250 Ground

Wave
Whip/ Long Wire
Radio
Medium
Frequency
Frequency

HF A3-A4 Terrestrial World Wide Sky Wave Whip / Long Wire

Radio
High Frequency
Frequency

SAT C A3 INMARSAT
Satellite
76°N - 76°S Direct Wave Omnidirectional

FLEET 77 A3 INMARSAT 76°N - 76°S Direct Wave Directional Dish

Satellite

NAVTEX A1-A2 Terrestrial 350 Ground

Wave
Whip / Active
Radio
Frequency

EPIRB A1-A4 COSPAS/SARSAT

Satellite
World Wide Direct Wave Whip

Emergency
Position
Indicating Radio
Beacon

SART X Band (9GHz)

Marine
Vessel
Aircraft 30
6-12 Direct Wave Whip
n/a
Search & Rescue
Radio
Radar
Frequency
Transponder
 GMDSS GOC_CN_Ver.2019.05.1 47

Equipment Type VHF Radio (Very High Frequency)

Main Sea Area(s) A1
Propagation Direct Wave (Line of sight)
Approximate Range 40/50 miles
Antenna Di-pole / Whip
MMSI <MID>999999

CONTROLS
• ON/OFF
• Volume
• Squelch
• Dimmer
• Contrast
• Channel Selection
• Ch16 Selection (Single Button press)
• Dual Watch (Bridge to Bridge Safety (Ch 13))
• Power Setting (High/Low) (25watts / 1watt)

DSC

• Internal Self Test (Daily Internal Test)

• Manual Position entry (In case of GNSS failure)
• Routine Call
• Undesignated Distress Alert
• Designated Distress Alert
• Distress Alert Relay
• Urgency Announcement
• Safety Announcement

BOOKS REQUIRED
ALRS Vol - Routine Calls to Coast Stations
ALRS Vol 5 - RCC MMSI’s & Working Channels
ALRS Vol 6 - Pilot Services / VTS / Port Authorities
48 GMDSS GOC_CN_Ver.2019.05.1

18. VHF Radio

VHF Radio is generally used for short range communications. It’s main propagation
method is direct wave, and as such, the range is based upon the heights of the
transmitting and receiving antennas. We would normally use VHF in Sea Area 1 and
for on-board communications.

Main controls found on a standard VHF/DSC radios are;

ON/OFF -
Volume -
Squelch Suppresses white noise from background radio activity
Dimmer Dims the brightness of the display
Contrast Darkens/Lightens the display characters
Channel Selection Change channels
Ch16 Selection Single Button press
Dual Watch Monitors Ch 16 and 1 other channel simultaneously
Scan Monitors all channels simultaneously
Power Setting (High/Low) 25 watts / 1 watt

DSC functionality;
Internal Self Test Daily Internal Test
Manual Position entry In case of GNSS failure
Undesignated Distress Alert
Designated Distress Alert
Distress Alert Relay
Urgency Announcement
Safety Announcement
Routine Call

Main VHF Channel usage

Ch 16 Distress/Urgency/Safety/Routine
Ch 06 Primary Routine Inter-ship / Airborne Search and Rescue
Ch 08,72,77 Routine Inter-ship channels
Ch 13 Ship to ship safety of navigation communications between vessels to
aid safe navigation of those vessels
Ch 67 Small Craft Safety (UK Coastguard)
Ch 70 DSC
Ch 37/80 Primary Marina Contact
Ch 15/17 On-board communications (low power)
Ch 14 Port Operations
 GMDSS GOC_CN_Ver.2019.05.1 49

Equipment Type SSB Radio (Single Side Band)

Main Sea Area(s) A2 A3/A4
Propagation MF Ground Wave HF Sky Wave
Approximate Range 250 miles World Wide
Antenna Whip / Long Wire
MMSI <MID>999999

CONTROLS

• ON/OFF
• Volume • Tuner
• Squelch • Clarifier
• Dimmer • RF Gain Control
• Contrast • AF Gain Control (Volume)
• Channel Selection • AGC
• Frequency Selection
• 2182 Selection (Single Button push (Mode J3E))
• Power Setting (Low/Med/High) (10watts / 60watts / 250watts)

DSC

• Internal Self Test (Daily Internal Test)

• Live Transmission Test (Weekly Live Test)
• Manual Position entry (In case of GNSS failure)
• Routine Call
• Undesignated Distress Alert
• Designated Distress Alert
• Distress Alert Relay (Geo-Area)
• Urgency Announcement (Geo-Area)
• Safety Announcement (Geo-Area)

BOOKS REQUIRED
ALRS Vol 1 - MF/HF Routine Calls Coast Stations
ALRS Vol 5 - RCC MMSI’s & Working Channels
50 GMDSS GOC_CN_Ver.2019.05.1

19. SSB MF/HF Radio

SSB (Single Side Band)

Most SSB radio sets operate on both MF and HF frequency bands. Generally used for
communication in Sea Area A2 (MF) and A3 (HF). HF is also the only piece of
equipment that will work in Sea Area A4.

Medium Frequency (MF)

The predominant at these frequencies is the ground wave (also known as surface
wave). Radio waves leave the aerial and follow the earth’s curvature. Also, as they
travel over the sea, or land energy is gradually lost – the wave is attenuated. The
further away from a transmitter you are, the weaker the signals become, until
eventually communication is lost. As ship’s transmitters are limited to a power of 250
watts, maximum range at these frequencies is a nominal of 250 nm. This will depend
on ship transmitter power and aerial efficiency and can range from 150 to 300 nm.
The higher the frequency is the less the range of the ground wave. At night a longer
range is possible due to returns from the ionosphere.

Communication at MF
By and large, communication at MF is accomplished using the ground wave.
However, at extreme ranges on MF the ionosphere may have a part to play. MF
communication also employs ground wave signals and which are also to be found in
Navtex, RT and NBDP services.

Effect of the Ionosphere at MF

Within range, communication at MF is fairly stable since it is entirely dependent on the
ground wave. However, especially at twilight, at extreme ranges there may be some
sky wave return from the E layer. The mixing of the two waves which have had
different path lengths can cause fading. (In an emergency there can be an
advantage with ionosphere return extending the range somewhat).

High Frequency (HF)

The predominant mode at H.F. is Sky Wave. Radio waves are beamed up from the
antenna towards the ionosphere and are refracted back to the earth. This gives a
maximum range of about 4000 km. Greater ranges, giving world-wide coverage, are
obtained by multi-hop transmissions. Radio waves leave the antenna, are refracted
by the ionosphere back to earth and are then reflected back up to the ionosphere,
refracted back again and so on.
The Ionosphere is made up of layers of ionised gases in the upper atmosphere,
ranging from about 50 to 500 km above the earth’s surface. The density of the gas
present and the level of ultraviolet radiation from the sun determine the degree of
ionisation. Thus the density and the width of the ionosphere depend on the time of
the day or night, and the season, winter or summer. During the day, there are normally
four layers, known as the D, E, F1 and F2 layers. At night the D layer disappears and
the two F layers combine into one, leaving just the E and F layer.
GMDSS GOC_CN_Ver.2019.05.1 51

As the radio waves enter the ionosphere they suffer both attenuation and refraction
i.e. weakening and bending the wave. Both are greater the lower the frequency. If
the refraction is sufficient the wave is returned to earth. Thus the lower frequencies
are returned from lower heights giving shorter ranges. There is a minimum range over
which a particular frequency can communicate by sky wave, this is known as the skip
distance. The higher the frequency, the greater the skip distance. The distance
between the end of the ground (surface) wave and the skip distance is known as the
dead space, and no communications on this frequency can reach the area.
As a general rule, the greater the distance over which the communication is to take
place the higher frequency you should choose. Where the signals can be heard on
two bands, the higher one should be used to minimise attenuation. The tables
following are a rough guide to ranges that different frequencies can achieve at
different times.
Although the HF band covers the frequency range from 3 to 30 MHz, only small
sections have been allocated to different services. The marine service has been
allocated bands of frequencies around 4 MHz, 6 MHz, 8 MHz, 12/13 MHz, 16/17 MHz
and 22 MHz.
N.B. the frequencies at 12/13 and 16/17 MHz are known as the 12 and 16 MHz band
respectively since this where the ships transmit.
These frequency bands have been internationally channelled for the
Radiotelephone and Radio Telex operation. i.e. channel 1203, is number 3 channel in
the 12 MHz band.

Typical HF ranges

Skip Distance ( Single Hop)

Band Daytime Night-time

22MHz 2000-2500M Probably dead

16MHz 1200-2000M As for 22MHz day time

12MHz 1000-1200M As for 16MHz day time

8MHz 800-1000M As for 1216MHz day time

6MHz 600M As for 8/12MHz day time

4MHz 400M As for 6/8MHz day time

These are typical distances for one skip of the signal but the signal may skip several
times giving much greater ranges than those listed above. Whether or not multiple
skip transmission occurs depends largely on the conductivity of the earth at the point
of return. Salt water is a good conductor and therefore generally reflects radio signals
better than land.
Very long communications over an east-west path are generally more difficult than
north-south due to the problem of finding a complete night or daytime path. As a
general rule, in the daytime use higher frequencies (16/22MHz) as night-time
approaches drop down to lower frequencies (8/6MHz) to maintain the same
distance. Listen to the bands to see which are “open”. Listen to see which countries
you can hear the strongest on each band to give yourself the best idea of which to
use in a particular area to contact a particular country or region.
52 GMDSS GOC_CN_Ver.2019.05.1

SSB – General Operation

MF Radio is generally used for medium range communications. It’s main propagation
method is ground wave, and as such, the range is based upon power output of the
radio. Most MF radios are restricted to 250W, though 400W radios are available.
Approximately 1W of power will give 1M, giving a theoretic range of around 250M. On
HF, full power is used and the range mainly depends on frequency choice.
Main controls found on a standard MF/DSC radios are;
ON/OFF -
Volume AF Gain Control
Squelch Used to suppress white noise from background radio activity
Dimmer Dims the brightness of the display
Contrast Darkens/Lightens the display characters
Channel Selection Allows selection of ITU channels
Frequency Selection Allows manual entry of Rx & Tx Frequencies
2182 Selection Single Button push (Mode J3E)
Power Setting Low 10W / Med 60W / High 250W
Tuner Allows adjustment of Rx frequency to 1 decimal place
Clarifier Allows adjustment of Rx frequency to 2 decimal places
RF Gain Control Adjust the ‘sensitivity’ of the receiver
AGC Automatic Gain Control (adjusts fading to Rx signal)

DSC functionality;
Internal Self Test Daily Internal Test
Live Transmission Test Weekly Live Test
Manual Position entry In case of GNSS failure
Routine Call
Undesignated Distress Alert
Designated Distress Alert
Distress Alert Relay always to a Geo-Area
Urgency Announcement always to a Geo-Area
Safety Announcement always to a Geo-Area

Main MF frequencies

2182kHz RT Distress/Urgency/Safety/Routine
2187.5kHz DSC Distress/Urgency/Safety
2177kHz DSC Ship to Ship / Shore to Ship Routine
2189.5kHz DSC Ship to Shore Routine

Examples of RT routine working Frequencies;

2045kHz, 2048kHz
GMDSS GOC_CN_Ver.2019.05.1 53

SSB Radio (MF/HF) – Tuning

The controls on an SSB radio are a little more complex on an SSB Radio as opposed
to the simple Volume and Squelch controls on a VHF Radio.

Once you have tuned into a live signal, we need to adjust the radio accordingly using
the controls listed below;
Tuner
The tuning allows you to adjust your
receiver to best pick up the signal you
are trying to listen to. The reason, is that
the frequency you are selecting, may
not be precisely what is being
transmitted. For example, we may want
to listen on 2045kHz, but because of the
vagaries of the specific unit transmitting
the signal, or maybe due to changes in
the atmosphere, it may be that the
signal is actually reaching you on
2045.2kHz. You will still here the transmission, but it may not be very clear. By adjusting
the tuner, we can change the frequency in steps of 0.1kHz. We adjust this to make the
signal as clear as possible.

Clarifier
The clarifier is doing exactly the same as the Tuner, but to a much higher level of
precision.
It enables you to fine-tune the signal to 2 decimal places. Again, we are listening to
the broadcast, trying to make it as clear as possible.

RF-Gain (Radio Frequency Gain)

The RF-Gain is adjusting the ‘sensitivity’ of the receiver. Depending on how far the
signal has travelled, it could be quite weak. Conversely, if we are very close, the signal
will be strong. With a weak signal, the amplification module of the radio needs to
boost the signal so we can hear it through the speakers or headphones. However, if
the signal is much stronger, the Amplification unit may distort the signal, causing a lot
of noise and illegible voice transmissions. By adjusting the RF Gain, we can tell the
radio how much amplification we want it to make. Again, we do this by ear, listening
for the clearest signal.

AGC (Automatic Gain Control)

As the transmitted signal travels through the ether, some of it can be absorbed as well
as being reflected off different layer within the Ionosphere. This means that your radio
is continuously receiving an ever-changing signal. The effect of this is that the signal
tends to fade and increase in volume. The AGC continuously monitors the received
signal, and if it thinks the signal is weakening, it boosts it, or if it thinks it’s too strong it
reduces it. The effect is to smooth out the signal for better clarity.
54 GMDSS GOC_CN_Ver.2019.05.1

Normally, the AGC is always on. However when you adjust the RF Gain, the AGC
automatically switches off. Once you have set the RF-Gain to its new level, the AGC
automatically switches back on to monitor the signal on the new setting.

AF Gain (Audio Frequency Gain)

Simply put, the Volume Control!
GMDSS GOC_CN_Ver.2019.05.1 55

20. Sending to a Geographical Area

If you are in areas A3 or A4 and communicating with MF/HF there is a problem in that
your transmission could travel many thousands of miles, and thus you may end up
alerting vessels that are not able to assist you.
To reduce this error, we transmit our DISTRESS ALERT RELAY, URGENCY and SAFETY
messages to a ‘Geographical Area’ so that we only alert vessels in our immediate
vicinity.
The SSB/DSC Radio allows us to select a position and then a range measured in
degrees.
The system works like this;
Longitude Range (measured in
degrees)
NW
Corner

Latitude
Range
measure in
degrees
DR Position (Rounded to whole
degrees)

1. Take your DR Position and round to whole numbers

(e.g. DR 50° 10’.4N / 004° 53’.2W = 50°N / 005°W
2. Decide on the Range (remember 1° = 60M)
(e.g. 1°=60M / 2°=120M / 3°=180M / 4°=240M / 5°=300M
3. We start from the NW corner of our intended grid. So we need to adjust our
DR position by either adding or subtracting the range in degrees depending
on whether we are N/S/W/E
(e.g. If our DR is 50°N / 005°W and our selected range is 180nm (3°) then the
NW corner will be;
50°N+3° = 53°N and 005°W+3°= 008°W
4. This is entered into the DSC controller as 53°NΔ06° / 008°WΔ06°
(note that the range of 3° is doubled to 6° as we are covering from the block NW to SE and we
are in the middle.
56 GMDSS GOC_CN_Ver.2019.05.1

Examples;
DR North & West (Range 180M)

53°N / 008°W

180nm
(+3°)

180nm (+3°)

DR 50°N / 005°W
Range 180M (3°)

Entered as 53°NΔ06° / 008°WΔ06°

DR North & East (Range 120M)

44°N / 010°E

120nm
(+2°)

120nm (-2°)

DR 42°N / 012°E
Range 120M (2°)

Entered as 44°NΔ004° / 010°EΔ04°

GMDSS GOC_CN_Ver.2019.05.1 57

Examples;
DR South & West (Range 60M)

76°S / 024°W

60nm
(-1°)

60nm (+1°)

DR 77°S / 023°W
Range 60M (1°)

Entered as 76S°Δ02° / 024°WΔ02°

DR South & East (Range 300M)

07°S / 127°E

300nm
(-5°)

300nm (-5°)
DR 12°S / 132°E
Range 300M (5°)

Entered as 07°NΔ10° / 127°EΔ10°

58 GMDSS GOC_CN_Ver.2019.05.1

Equipment Type NAVTEX (Navigational Telex)

Main Sea Area(s) A1, A2
Propagation Ground Wave
Approximate Range 350 miles
Antenna Whip / Active Antenna

CONTROLS

• ON/OFF
• Programming Stations
• Programming Categories (Cannot deselect categories A,B,D & L)

A = Navigational Warnings
B = Meteorological Warnings
D = Search and Rescue information
L = Navigational Warnings – additional to letter A

BOOKS REQUIRED
ALRS Vol 5 - List of Navtex Stations & Categories
GMDSS GOC_CN_Ver.2019.05.1 59

21. NAVTEX

Introduction
NAVTEX is an international automated direct-printing service for promulgation of MSI
(Marine Safety Information) which consists of navigational and meteorological
warnings and other urgent information to ships. It has been developed to provide a
low-cost, simple and automated means of receiving maritime safety information on
board ships at sea and in coastal waters. The information transmitted is relevant to all
sizes and types of vessel and the selective message-rejection feature ensures that
every mariner can receive a safety information broadcast which is tailored to his
particular needs. NAVTEX fulfils an integral role in the Global Maritime Distress and
Safety System (GMDSS) and is also a component of the IMO/IHO World-Wide
Navigational Warning Service.

Structure of the NAVTEX Service

60 GMDSS GOC_CN_Ver.2019.05.1

NAVTEX Reception
Navtex reception occurs on 2 frequencies, these are;
518kHz – International (English)
490kHz - Local Language
Most Navtex units allow selection of either of these frequencies or the choice to
receive both.
To ensure that you only receive message relevant to your sea area, it is possible to
program the Navtex with the specific stations you want to use. This information is
found in the Navtex section of ALRS Volume 5.

Transmitter Identification Character

Each shore transmitting station has a letter assigned to it, i.e. "A", "B", etc.."

Notice that the Stations are designated with this letter, for example ‘La Garde’ uses
[W] for International reception and [S] for Local reception.

Western Med Navtex stations

© Crown Copyright and/or database rights. Reproduced by permission of the Controller of Her Majesty’s
Stationery Office and the UK Hydrographic Office (www.ukho.gov.uk)

The idea is to use the minimum number of stations for a particular voyage. Close
examination of the coloured range rings should be used to work out which stations
are required for any particular voyage.
Once programmed, the Navtex unit will automaticall receive and display (either on
screen or printed) information approximately every 4 hours. Duplicate messages are
not printed.
GMDSS GOC_CN_Ver.2019.05.1 61

Subject Indicator Characters

As well as selecting Stations, the user is also able to
select message catagories, these are listed below.
Note that catagories A,B,D & L cannot be de-
selected.

NAVTEX Receiver

A = Navigational Warnings (cannot be K = Other Electronic Navaid Messages

rejected by the receiver) (messages concerning radio
B = Meteorological Warnings (cannot be navigation services)
rejected by the receiver) L = Navigational Warnings –
C = Ice Reports additional to letter A (should not be
D = Search and Rescue information rejected by the receiver
(cannot be rejected by the receiver) (continuation of B2 subject group
E = Meteorological Forecasts “A”))
F = Pilot Service Messages V = Special services-trial allocation
G = AIS (Automatic ID System) W = Special services-trial allocation X
H = LORAN Messages = Special services-trial allocation Y =
I = Available Special services-trial allocation
Z = No messages on hand
J = SATNAV Messages

Example of a Naxtex Message:

ZCZC GB12
021700 UTC Nov 18
WZ 1158/18
SOUTHERN NORTH SEA.
North Hinder Junction Northward.
Underwater operations in progress by
Cable Ship Sovereign in vicinity of
52-21.1N 002-49.2E. Wide berth
requested.
NNNN
62 GMDSS GOC_CN_Ver.2019.05.1

22. Satellite communications

Inmarsat (International Maritime Satellite)having
been providing mariners with a very effective
communications network for many decades. Until
recently, they were the sole providers of GMDSS
compliant communications technologies world-
wide. However, this has recently changed and as of
2018, Iridium have now joined the GMDSS story and
hope to be providing improved Distress, Urgency,
Safety and Routine coverage globally. However, at present (2018) Inmarsat are still
the only current provider of GMDSS communications.
Inmarsat satellites are geo-stationary and follow equatorial orbits to cover four
ocean regions, these are:
• Atlantic Ocean Region East (AORE)
• Atlantic Ocean Region West (AORW)
• Pacific Ocean Region (POR)
• Indian Ocean Region (IOR).
Inmarsat coverage is between 76°N and 76°S. Outside these latitudes you cannot
rely on your Inmarsat equipment, though it can reach higher latitudes in some
areas.

GMDSS complient Inmarsat satellites communications use 2 different pieces of

equipment;

SAT C
Sat C uses an omni-directional antenna, it does not track the
satellite and has no moving parts. It is a text based only service
and receives Marine Safety Information (MSI) through the
SafetyNET messages via EGC (Enhanced Group Calling). Sat C
ID’s are nine digit numbers starting with 4.

Fleet 77

Fleet 77 equipment use a gyro-stabilised, directional antenna

which tracks the satellite as the vessel moves. Fleet 77 uses
voice, telex and data. Fleet 77 ID’s are nine digit numbers
starting with 76. Because of its complexity, Fleet 77 is
considerably more expensive than Sat C. Fleet 77 is due to be
‘phased-out’ by 2020. A new Inmarsat based system will
replace it, providing better data speeds and enhanced
facilities.
GMDSS GOC_CN_Ver.2019.05.1 63

Inmarsat Overview

INMARSAT
Satellite

RCC

MES

LES

Vessels (MES – Mobile Earth Station) communicate via one of the 4 Inmarsat Satellites. These
communications are routed through an LES (Land Earth Station), where they are then further
routed to the relevant authority, such as an RCC (Rescue Co-ordination Centre)

The Inmarsat maritime satellite system has three

major components; the Space Segment
provided by Inmarsat, the Land Earth Stations
(LES) provided by Inmarsat signatories and
Mobile Earth Stations (MESs).
The Inmarsat system provides ships at sea with
the same types and quality of modern
communications as are available ashore. The
capability for direct-dial, automatic connection
without delay using high-quality multi-mode
communications is provided by MESs.
The nerve centre of the system is the Network Operations Centre (NOC) located at
Inmarsat’s headquarters in the United Kingdom. Operating 24 hours a day, it
coordinates a wide range of activities. The NOC, together with the Electronic Service
Activation System (ESAS) also arranges the commissioning of MESs upon application
by the terminal owner.
64 GMDSS GOC_CN_Ver.2019.05.1

Space Segment (Inmarsat Satellie)

The Space Segment is provided by
Inmarsat, and consists of four primary
communications satellites, with five
backup satellites in orbit, ready to be used
if necessary.
Each satellite is in a geostationary orbit in
space. In this orbit, each satellite moves at
exactly the same rate as the rotation of
the earth, and so remains in the same
relative position to the earth, above the
earth‘s equator. In this position, antennas
on the earth can easily maintain
communications with the satellite. The
satellite’s solar panels provide it with
electrical power to perform its functions.
The Inmarsat satellites are controlled from the Satellite Control Centre (SCC) based in
the Inmarsat Headquarters in London, UK.
Each satellite has a coverage area (also known as its footprint), which is defined as
the area on the earth’s surface (sea and/or land) within which a mobile or fixed
antenna can obtain line-of-sight communications with the satellite.

Ground Segment (Land Earth Station)

The Ground Segment comprises a global network of Land Earth Stations (LES’s),
Network Co-ordination Stations (NCS’s), and a Network Operations Centre (NOC).
Each LES provides a link between the satellites and the national/international
telecommunications networks. The large antennas used by the LES’s to communicate
with the satellite for Ocean Region are capable of handling many calls
simultaneously to and from the MES’s.
An LES Operator is typically a large telecommunications company, which can
provide a wide range of communications services to the MES’s communicating
through the LES.

Each of the Inmarsat communications systems (Inmarsat C, Fleet 77) has its own
network of LES’s.

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

Mobile Earth Stations (MES)

An MES is the ‘generic’ name for all INMARSAT users. Within the GMDSS context, we
sometime call these SES (Ship Earth Stations). The satellite communication
requirements of chapter IV of the 1974 SOLAS Convention can be met, either wholly
or in part, by Inmarsat MES’s capable of two-way communications, such as Inmarsat
C and Fleet 77.
GMDSS GOC_CN_Ver.2019.05.1 65

23. Inmarsat Satellite and Short Access Codes

Inmarsat satellite equipment uses Short Access Codes for fast-dial routing for different
circumstances.

Normally, when using an Inmarsat system, messages are sent via 2 priorities, these are
Distress or Routine. If we need to prioritise a ‘non-distress’, yet, important message, we
can use a ‘Short Access Code’ as shown below;

Description Code Meaning Equivalent to:

Medical Advice 32 to contact a doctor for advice URGENCY

Medical Assistance 38 for medical evacuation URGENCY

Maritime Assistance 39 a Pan Pan for the vessel URGENCY

Meteorological Rep 41 for meteorological observations (Sat C only) SAFETY

Navigational Hazards 42 for reporting navigation hazards SAFETY

Ship Reporting 43 address for AMVER, AUSREP SAFETY

These codes automatically ‘routes’ the message to the relevant shore authorities.

INMARSAT
Satellite

RCC

MES

38,39,42,43
LES

32
41

Met Office
66 GMDSS GOC_CN_Ver.2019.05.1

Equipment Type SAT ‘C’ (INMARSAT)

Main Sea Area(s) A3
Propagation Direct Wave (Line of sight)
Approximate Range 76° N to 76° S
Antenna Omnidirectional
SAT C ID 4<MID>99999

CONTROLS

• ON/OFF (Front Panel / Monitor / Printer )

• Login to Satellite (AORE/AORW/IOR/POR )
• Select LES
• Program reception of MSI through EGC SafetyNet
• View Messages
• Enter manual Position (In case of GNSS failure )

MESSAGE TYPES

• Routine Messages Send ‘Routine’ priority

• Undesignated Distress Alert Press ‘Distress’ Button(s)
• Designated Distress Alert Select ‘designation’ & press ‘Distress’ Button(s)
• Distress Message Prepare ‘Mayday’ message. Send ‘Distress’ priority
• Distress Alert Relay Prepare ‘Mayday Relay’ message. Send ‘Distress’ priority
• Distress Alert CANCEL Prepare ‘Cancellation’ message. Send ‘Distress’ priority
• Urgency Message Send ‘Routine’ priority using ‘Short Access Code’
• Safety Message Send ‘Routine’ priority using ‘Short Access Code’

SHORT ACCESS CODES (always sent Routine priority)

32 – Medical Advice (Urgency)
38 – Medical Assistance (Urgency)
39 – Maritime Assistance (Urgency)
41 – Met Services (Safety)
42 – Navigational Hazards (Safety)
43 – Vessel Reporting (Safety)

BOOKS REQUIRED
ALRS Vol 5 - Satellite, LES & EGC SafetyNet Information
GMDSS GOC_CN_Ver.2019.05.1 67

24. INMARSAT - SAT C

Sat C is a text only communication system that is designed to be simpler and cheaper
than the fully blown Fleet 77. This is achieved by only using text messaging which
means a small omnidirectional antenna can be used. SAT C can either be in the form
of a dedicated terminal, or can be used via special software on a computer.
SAT C – Procedures for Routine Messaging
Because SAT C is for text messaging only, messages will be entered via a keyboard
onto a screen. These messages would typically be sent as an Email or Fax.
The SAT C will have an Address Book, where Email addresses and Fax Numbers can
be stored and recalled.
Typed message will be normally sent via the ROUTINE Priority using the LES that has
been recommended to us by our ‘service provider’.

SAT C - Procedures for Distress, Urgency, Safety and Distress Relay

Important messages regarding Distress, Urgency and Safety are sent in the following
manner;

DISTRESS
To send an undesignated or designated alert ;

• Undesignated: Simply press the distress alert button or buttons for five seconds. This
sends your Inmarsat C ID, your position and possibly your course and speed to an RCC
via an LES.

• Designated: Select distress from menu, fill in the resultant box with distress
designation, choose LES through which you wish to transmit, then press the distress
alert button or buttons for five seconds to transmit the alert.
In either case, you should then prepare a Mayday Message (note Sat C messages
should end with four ‘N’s (NNNN)) and transmit with Distress priority through
the same LES through which you have sent the initial distress alert.

example of a typed distress message

MAYDAY
DE FIREBIRD /CALL SIGN D5TU8/INMARSAT C ID 423565219
50 03’N 006 27’W
FIRE
RIA
12 POB
LAUNCHING LIFEBOATS
NNNN

Note: DE – Short code for ‘This is’

RIA – Require Immediate Assistance
POB – Persons on board
68 GMDSS GOC_CN_Ver.2019.05.1

URGENCY

 Prepare (type) a PAN PAN message terminated by NNNN

 Transmit using ROUTINE priority using the appropriate Short Access Code
(Medical Advice – 32, Medical Assistance – 38, Maritime Assistance - 39)
 Transmit to the relevant shore authrorities through the most appropriate LES

example of a typed urgency message

PAN PAN
DE FIREBIRD /CALL SIGN D5TU8/INMARSAT C ID 423565219
32 55’S 132 33’E
INJURED CREW MEMBER
REQUIRE URGENT MEDICAL ADVICE
4 POB
NNNN

SAFETY

 Prepare (type) a SECURITE message terminated by NNNN

 Transmit using ROUTINE priority using the appropriate Short Access Code
(Meteorological Warnings - 41, Navigational Hazards – 42, Vessel Reporting - 43)
 Transmit to the relevant shore authrorities through the most appropriate LES

example of a typed safety message

SECURITE
DE FIREBIRD /CALL SIGN D5TU8/INMARSAT C ID 423565219
NAVWARNING 2711181234UTC
ABANDONED YACHT ADRIFT IN POSITION
62 14’N 055 11’W
CONSIDERED A DANGER TO SHIPPING
NNNN
 GMDSS GOC_CN_Ver.2019.05.1 69

DISTRESS RELAY

Prepare a MAYDAY Message (note Sat C messages should end with

four(NNNN)) and transmit with DISTRESS priority through the appropriate LES. Sat C
messages are store and forward; they are transmitted once you have completed
them and so can be amended as you type. Unlike Fleet 77, you are not live with RCC.

example of a typed distress relay message

MAYDAY RELAY
DE OBSERVER /CALL SIGN AAUM8/INMARSAT C ID 423266620
MAYDAY UNKNOWN VESSEL
35 16’S 009 44’E
FIRE
RIA
12 POB
PROCEEDING TO INVESTIGATE
NNNN

Cancelling a False Sat C Alert or false Distress Priority Message

If a false Sat C alert or Distress Priority message is sent from your vessel, it is directed to
a single RCC via the LES and not transmitted to any other vessels. Therefore,
cancellation is only sent to the RCC that the original Distress Alert/Message was sent.
Procedure:
 Prepare (type) a cancellation message terminated by NNNN
 Transmit using DISTRESS Priority through the same LES through which the original
alert/message was sent. This ensures the fastest notification to the RCC which received
the alert/message.

example of a typed distress cancellation message

MAYDAY
DE OBSERVER /CALL SIGN AAUM8/INMARSAT C ID 423266620
TIME 1703171231UTC
CANCEL FALSE DISTRESS SENT IN ERROR
ASSISTANCE NOT REQUIRED
NNNN
70 GMDSS GOC_CN_Ver.2019.05.1

25. Sat C - EGC & SafetyNet

ENHANCED GROUP CALLING (EGC)
SAT C offers a service called ‘ENHANCED GROUP CALLING’. This allow users to receive
special message groups. These are;

• SAFETYNET Messages
• FLEETNET Messages
• INMARSAT Messages

SAFETYNET
SafetyNET is the international service for the broadcast and automatic reception of
maritime safety information (MSI) and SAR-related information via the Inmarsat EGC
system. SafetyNET receiving capability is part of the mandatory equipment required
to be carried by certain ships in accordance with the provisions of the International
Convention for the Safety of Life at Sea (SOLAS) 1974, as amended.

© Crown Copyright and/or database rights. Reproduced by permission of the Controller of Her Majesty’s
Stationery Office and the UK Hydrographic Office (www.ukho.gov.uk)

The above chart appears in the SafetyNet section of ALRS Vol 5. This is used to select
the correct satellite to log into for your Sat C equipment and to program your EGC
(enhanced group calling) receiver for the next NavArea on your voyage. When
choosing the correct satellite, note the Navarea which corresponds to your current
position then check the EGC table, which is overleaf in Vol 5, to see which satellite
will transmit the information you require.
It is used by, but not limited to, NAVAREA co-ordinators for NAVAREA warnings and
other urgent safety-related information; national coordinators for coastal warnings
GMDSS GOC_CN_Ver.2019.05.1 71

and other urgent safety-related information (the world’s oceans are divided into 21
geographical sea areas, called NAVAREAs in which various governments are
responsible for navigation and weather warnings); METAREA issuing services for
meteorological warnings and forecasts METAREAs are sea areas for weather forecast
broadcast); and RCCs for shore-to-ship distress alerts, SAR information and other
urgent safety-related information.
SafetyNET messages can be directed to all ships in an entire ocean satellite region, to
fixed NAVAREAs/METAREAs, to user-defined circular and rectangular addressed areas
and to coastal areas with safety, urgency or distress priority. Reception of messages
with urgency and distress priority will set off audial and visual alarms on the terminal
and these messages will automatically be printed out on SOLAS-compliant terminals.
All ships navigating inside the addressed areas will receive MSI automatically. To
receive costal warnings, ships’ terminals should be set up accordingly.
FLEETNET
FleetNET is a commercial service and allows information to be sent to a virtually
unlimited number of predesignated mobile terminals simultaneously, irrespective of
their position. To receive EGC FleetNET messages, ships should have an Enhanced
Data ID (ENID) downloaded into the terminal by a FleetNET service provider, using a
poll command. The service may be used by shipping companies, organisations
distributing news, chart corrections, commercial weather providers, etc.

INMARSAT MESSAGES
These are messages from the INMARSAT system detailing the status or satellites, LES’s,
maintenance periods and anything pertaining to the running of the service.

IMPORTANT
When selecting the correct Satellite to log into to receive EGC SafetyNet Messages
(MSI). You must NOT look at the Satellite footprints. Instead, find the NavArea for your
current position. Now look over the page and find the required NavArea. The text
tells you which Satellite you need to Log into to receive the MSI.

The text also reminds you to select Coastal Regions for Australia & Brazil.
72 GMDSS GOC_CN_Ver.2019.05.1

Equipment Type Fleet 77 (INMARSAT)

Main Sea Area(s) A3
Propagation Direct Wave (Line of sight)
Approximate Range 76° N to 76° S
Antenna Directional (Gyro-stabilised dish)
Fleet 77 ID 769999999

CONTROLS

 ON/OFF
 Login to Satellite
 Select LES

CALL TYPES

 Routine Call
 Undesignated Distress Alert Press ‘DISTRESS’ Button
 Distress Alert Relay Press ‘DISTRESS’ Button
 Urgency Call Send ‘Priority’ using ‘Special Access Code’
 Safety Call Send ‘Priority’ using ‘Special Access Code’

SHORT ACCESS CODES

32 – Medical Advice (Urgency)
38 – Medical Assistance (Urgency)
39 – Maritime Assistance (Urgency)
42 – Navigational Hazards (Safety)
43 – Vessel Reporting (Safety)
Prioritisation & Pre-emption

BOOKS REQUIRED
ALRS Vol 5 - Satellite / LES Selection
GMDSS GOC_CN_Ver.2019.05.1 73

26. INMARSAT - Fleet 77

Fleet 77 is the prime means of all communication methods as it can be used for voice,
data and text messages. Because of the ability to send voice communications, it
requires a gyro stabilized dish that points at and tracks the Inmarsat satellite. This
makes it considerably more expensive that Sat C.

Pre-emption and Prioritization

Inmarsat Fleet F77 brought a new dimension to Inmarsat’s provision of GMDSS services
when introduced, by offering call prioritisation to 4 levels and real-time, hierarchical
call pre-emption in both directions.
Inmarsat Fleet F77 is the first and only satellite communications product to enter the
GMDSS since 1 February 1999 that is capable of meeting the criteria of four levels of
priority:

 Distress Inmarsat Priority 3 (P3)

 Urgency Inmarsat Priority 2 (P2)
 Safety Inmarsat Priority 1 (P1)
 Other (general/routine) Inmarsat Priority 0 (P0)

Prioritization – Simply means that a Distress Call has priority over an Urgency which
has priority over a Safety etc. This ensure that high priority messages get through first.
Pre-emption – Has the same priority structure, but means that a lower priority call
can be interrupted (pre-empted) by a higher priority call if required.

Fleet 77 procedures for Routine Messaging

For normal day to day communication, simply pick up the handset and dial the
appropriate phone number remembering to include the International dialling code
(these can be found in the back of ALRS Vol 1).
74 GMDSS GOC_CN_Ver.2019.05.1

Fleet 77 procedures for Distress, Urgency, Safety and Distress Relay

DISTRESS
 Press Distress button for at least 6 seconds
 Choose LES or accept default LES
 Press OK
 Lift handset when phone rings
 Speak to the operator when connected to RCC

Example of voice distress message

“MAYDAY
FIREBIRD /CALL SIGN D5TU8/Fleet 77 ID 763565219
Our position is 50 03N 006 27W
We are on Fire
We require immediate assistance
12 Persons on board
We are launching the liferafts
Over”
NB: Note that the format of the call & message is the same as for an RT call & message except we do not
need to repeat the call 3 times.

URGENCY

 Key Short Access Code 39 (for problem of vessel safety) (32 for medical advice,
38 for medical assistance)
 Press OK
 Select URGENT priority
 Accept default or choose LES
 Lift handset and speak when connected to RCC

Example of voice urgency message

“Pan Pan
FIREBIRD /CALL SIGN D5TU8/Fleet 77 ID 763565219
Our position 50 03N 006 27W
We have complete engine failure
We require urgent assistance
12 Persons on board
Over”
GMDSS GOC_CN_Ver.2019.05.1 75

SAFETY

 Key Short Access Code 42 (Navigational Hazards), 43 (for vessel reporting)

 Press OK
 Select SAFETY priority
 Accept default or choose LES
 Lift handset and speak to the operator when connected to RCC

Example of voice safety message

“Securite
FIREBIRD /CALL SIGN D5TU8/Fleet 77 ID 763565219
Navwarning 1703171622UTC
Drifting hulk in
Position 50 03N 006 27W
Master considers this a danger to other vessels
Over”

DISTRESS RELAY

We need to contact RCC as soon as possible and so the procedure is the same as for
a distress situation, with the message being prefixed with MAYDAY RELAY

 Press Distress button for at least 6 seconds

 Press # key to connect to Default Distress LES (or select another LES and then press
#)
 Lift handset when phone rings
 Speak to the operator when connected to RCC

Example of a voice distress relay message

“Mayday Relay
This is Ocean Observer / CALL SIGN HTUM1/Fleet 77ID 763266620
Mayday Red Flares sighted in
Position 35 16S 009 44E
We require immediate assistance
12 POB
Proceeding to investigate
Over”
76 GMDSS GOC_CN_Ver.2019.05.1

Cancelling a False Fleet 77 C Distress Alert

If a false Fleet 77 alert is sent from your vessel, it is directed to a single RCC via the LES
and not transmitted to all and sundry.
Procedure:
 Press Distress button for at least 6 seconds
 Choose LES or accept default LES
 Press OK
 Lift handset when phone rings
 Speak to the operator when connected to RCC

Example of voice distress cancellation message

“Mayday
This is Ocean Observer /CALL SIGN HTUM1/Fleet 77ID 763266620
Time 1703171231UTC
Please cancel my false distress alert sent in error
Assistance is not required
Over”
 GMDSS GOC_CN_Ver.2019.05.1 77

Equipment Type EPIRB (COSPAS/SARSAT)

Main Sea Area(s) All sea areas
Propagation Direct Wave (Line of sight)
Approximate Range World Wide
Antenna Whip
EPIRB ID 15 digit hexadecimal code

CONTROLS

• ON/OFF
• Self Test

MONTHLY CHECKS

• Battery Expiry Date

• HRU Expiry Date
• Self Test
• General condition
• Lanyard
• Sea Water contacts

General Information
• Battery Life 5/10 Years
• Minimum Transmitting time 48 hours

SATELLITES (COSPAS/SARSAT)
• LEOSAR – Low Earth Orbit (Good for Polar Regions )
• MEOSAR – Medium Earth Orbit (Faster response time )
• GEOSAR – Geostationary Earth Orbit (Fastest response time (GNSS only) )

BOOKS REQUIRED
None
78 GMDSS GOC_CN_Ver.2019.05.1

27. E.P.I.R.B.

Emergency Position Indicating Radio Beacon

The EPIRB is a secondary distress alerting device used for calling for help if the vessel
has been lost and crew have had to take to the liferafts/lifeboats. With global
coverage, EPIRBs transmit on 406MHz to polar-orbiting COSPAS-SARSAT satellites.
After the second passage of a satellite, the beacon can be pinpointed to an
accuracy of 2.7M. Older EPIRBS use the frequency of 121.5MHz, which allows rescue
vessels to pinpoint the casualty more accurately. Modern EPIRBS have inbuilt GNSS
receivers which transmit a very accurate position of the casualty.

Communications Systems for Use in the Global System

Communications Systems for Use in the Global System

COSPAS-SARSAT System
The COSPAS-SARSAT (COSPAS: Space System for the Search of Vessels in Distress;
SARSAT: Search and Rescue Satellite-Aided Tracking) System provides distress alert
and location information to search and rescue (SAR) services for aviation, maritime,
and land users in distress, with no discrimination and free of charge for the persons in
distress. This objective is accomplished through the use of satellite systems which relay
or process the transmissions of distress radio beacons operating on 121.5 MHz or 406
MHz.
COSPAS-SARSAT is a joint, international, satellite-aided search and rescue system,
established by organisations in Canada, France, Russia and the United States, which
now has over 30 countries and organisations contributing to its operation and
management.
GMDSS GOC_CN_Ver.2019.05.1 79

Basic Concept of COSPAS-SARSAT System

Basic Concept of the System

The basic COSPAS-SARSAT System concept is given above. There are at present three
types of distress beacons, namely ELTs – Emergency Locator Transmitters (aviation),
EPIRBs (maritime) and PLBs – Personal Locator Beacons (land).These beacons transmit
signals that are detected by COSPAS-SARSAT polar-orbiting and geostationary
satellites equipped with suitable receivers/processors. The signals are then relayed to
a ground receiving station, termed a Local User Terminal (LUT), which processes the
signals. An alert is then relayed, together with location data and other information as
available, through a Mission Control Centre (MCC), either to a national RCC, another
MCC or to the appropriate SAR authority to SAR activities.

406MHz Beacons
406MHz beacons were specifically designed to be processed by COSPAS-SARSAT
satellites. These devices transmit a powerful signal and exhibit extremely stable
80 GMDSS GOC_CN_Ver.2019.05.1

transmit frequency performance. These two

characteristics directly impact upon the
System’s ability to detect and accurately locate
transmitting beacons. The improved
performance of 406MHz satellite EPIRBs is the
reason these devices were selected for the
GMDSS and included in the 1988 amendments
to the 1974 SOLAS Convention. At the end of
2000, there were over 250,000 406 MHz beacons
in use world-wide. 406 MHz beacons transmit a
one-half second burst every 50 seconds.
Included in this burst is a digital message which
uniquely identifies each beacon thereby
enabling the COSPAS-SARSAT system to: categorically distinguish between beacon
signals and other transmissions (e.g. interference); obtain information about operator
of beacon that might be critical to any rescue mission; and uniquely identify and
track specific distress events in the presence of several simultaneous events.

COSPAS-SARSAT has developed and maintains its own 406MHz beacon

specification which it makes available free of charge to administrations,
international organisations, and individuals to use as appropriate. In addition,
COSPAS-SARSAT implements a beacon type approval process, in which 406 MHz
beacon models are tested at approved test facilities to confirm their
conformance to the specifications. Upon successful completion of all these tests,
COSPAS-SARSAT awards the beacon model a type approval certificate.

406MHz Beacon Registration

Because a beacon may be transmitting from anywhere in the world each beacon
should be registered whereby the serial number of the beacon, together with any
other relevant information, is included in a suitable registration database. Information
encoded in the 406MHz beacon message includes information on the specific
databases location. Details of specific registration centres are listed below. It is vitally
important that the registration authorities are informed promptly of any changes
affecting the information given on the registration cards, e.g., change of vessel,
change of ownership, loss, theft etc. Owners of vessels registered outside or the
following areas, are advised to contact the relevant flag state to establish the
registration procedures.

False Alerts
The procedure to follow if an EPIRB is activated accidently has changed. In the past
the EPIRB was not to be switched off before the vessel contacted an RCC who then
authorised the vessel to switch off the EPIRB.
The latest procedure to follow, as laid down in Resolution 9 of the World
Radiocommunication Conference 2012 (WRC-12), in case of a false EPIRB alert being
transmitted is to “immediately stop the inadvertent transmission and contact the
appropriate rescue coordination centre through a coast station or land earth station
and cancel the distress alert.” It is generally accepted that the “appropriate” RCC
would be the one closest to your position although ANY RCC would probably do.
 GMDSS GOC_CN_Ver.2019.05.1 81

Equipment Type SART (X Band Radar / 9GHz / 3cm)

Main Sea Area(s) n/a
Propagation Direct Wave (Line of sight)
Approximate Range Vessel 6 to 12 miles / Aircraft 30 to 40 miles
Antenna Active antenna

CONTROLS

• ON/OFF
• Self Test

MONTHLY CHECKS

• Battery Expiry Date

• HRU Expiry Date
• Self Test
• General condition
• Lanyard / Pole
• Lock
•
General Information
• Battery Life 5 Years
• Minimum Transmitting time 96 hours

BOOKS REQUIRED
None
82 GMDSS GOC_CN_Ver.2019.05.1

28. S.A.R.T / A.I.S-S.A.R.T.

Search and Rescue (Radar) Transponder
Activated by 3cm, X-band, 9GHz radar, the SART returns a signal to the interrogating
radar giving range and bearing.

Introduction
A Search and Rescue (radar) Transponder (SART) is the one of main means under
GMDSS for locating ships in distress or their survival craft. The SART operates in the 9
GHz frequency band and generates a series of response signals on being
interrogated by any ordinary 9GHz ship-borne radar or suitable airborne radar. No
modification is required to ships’ radar equipment. SARTs can be either portable for
use onboard ship or carrying to survival craft, permanently installed on the ship and
in the survival craft or operate in a float-free position. They may also be incorporated
into a float-free satellite EPIRB.

Operational and Technical Characteristics

The SART can be activated manually or automatically when placed into the water so
that it will thereafter respond when interrogated. When activated in a distress
situation, a SART responds to radar interrogation by transmitting a swept frequency
signal which generates as a line of 12 blip code on a radar screen outward from the
SARTs position along its line of bearing. Displayed on the Plan Position Indicator (PPI),
the spacing between each pair of dots will be 0.6 nautical miles. In order to distinguish
the SART from other responses it is preferable to use a radar scale between 6 and 12
nautical miles, this will assist in differentiating between the SART and other responses.
As the search craft approaches the blip dots widen into arcs of a circle and when to
within about 1 nautical mile or the SART, , and even become complete circles as the
SART is closed and becomes continually triggered. This is a useful warning to the
search craft to slow down! This distinctive and unique radar signal is easily recognized
and is therefore much easier to spot than a single echo such as from a radar reflector.
Moreover, the fact that the SART is actually a transmitter means that the return pulses
can be as strong as echoes received from much larger objects. Any radar bandwidth
of less than 5 MHz will attenuate the SART signal slightly, so it is preferable to use a
medium bandwidth to ensure optimum detection of the SART The specific Radar
Operating Manual should be consulted about the particular radar parameters and
bandwidth selection.

SART
The SART also provides a visual or audible indication of its correct
operation and will also inform survivors when it is interrogated by
radar.
The SART should have sufficient battery capacity to operate in the
stand-by condition for 96 hours followed by a minimum 8 hours of
transmission while being interrogated by radar. It should also be
able to operate under ambient temperatures of -20°C to + 55°C.
A SART built to the latest specifications will have excellent receiver
sensitivity, and detect the high power pulses from a search radar at
a much greater range than relatively weak return pulses be
detected by the radar. The limiting range is therefore determined
by the return path.
GMDSS GOC_CN_Ver.2019.05.1 83

Three main factors will affect the range at which a SART will be detected on a ship’s
radar screen:

1 The Type of Radar used, and how it is Operated

Clearly, some radars are better than others. Larger vessels will have higher gain
antennas, set higher above sea level. The radar receiver performance is also very
important and should be optimised by following the procedures described in
paragraphs 5 and 6 in the Safety Navigation Circular 197 reproduced overleaf.

2 The Weather Conditions

A flat calm will affect performance due to ‘multi-path’ propagation -radar pulses
being reflected from the surface of the sea.
High waves may result in reception at greater distances, due to occasional elevation
of both radar and SART; however, detection will be sporadic, due to masking of the
signal in the troughs.
Elimination of sea and rain clutter will depend on the radar used, and the skill of the
operator, as for normal radar operations.

Search and Rescue Transponder

North Up Display

1 Twelve dots are 2 As the rescue vessel gets 3 Concentric circles

displayed on the radar closer the dots change are shown when
screen to arcs very close to the
casualty
84 GMDSS GOC_CN_Ver.2019.05.1

SART ranges

3 The Mounting of the SART on the Survival Craft

The mounting of the SART is the one factor over which the SART user has some control.
For maximum range an unobstructed mounting as high as possible is required.
The IMO Recommended Performance Standard for the SART calls for a range of “up
to at least 5M”, for a SART mounted 1m above sea level. This assumes a search radar
complying with IMO requirements, with its antenna 15m above sea level. Tests have
shown the importance of maintaining the SART antenna height of at least 1m above
sea level; the following results which give some indication on the degrading of the
detection range, were obtained with a SART in a survival craft:
 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
Survivors are advised not to deploy a SART and a radar reflector on the same survival
craft because the reflector may obscure the SART
A well-mounted SART in moderate weather conditions is capable of giving a
detection range of over 10M to a large ship radar. A poorly mounted SART, perhaps
operated inside a life raft or floating in the sea, may provide little better than visual
search range, to a small fishing boat radar.
Line-of-sight problems are much less of a problem for airborne detection of SARTs.
With the increased sensitivity of the latest SARTs, compatible radars should have no
problem in picking up SARTs at ranges up to 40M, given an initial search height of
1000m.

Operation of Marine Radar for SART Detection

WARNING: A SART will only respond to X-Band (3cm) radar. It will not be seen on S-
band (10cm) radar.
GMDSS GOC_CN_Ver.2019.05.1 85

Introduction
1 A Search and Rescue Transponder (SART) may be triggered by any X-Band (3
cm) radar within a range of approximately 8M. Each radar pulse received causes
it to transmit a response which is swept repetitively across the complete radar
frequency band. When interrogated, it first sweeps rapidly (0.4 µsec) through the
band before beginning a relatively slow sweep (7.5 µsec) through the band back
to the starting frequency. This process is repeated for a total of twelve complete
cycles. At some point in each sweep, the SART frequency matches that of the
interrogating radar and be within the pass band of the radar receiver. If the SART
is within range, the match during each of the 12 slow sweeps will produce
response on the radar display, thus a of series of dots equally spaced by about
0.64M will be shown,
2 When the range to the SART is reduced to about 1 nautical mile, the radar display
may show also the 12 responses generated during the fast sweeps. These
additional dot responses, which also are equally spaced by 0.64M, will be
interspersed with the original line of 12 dots. They will appear slightly weaker and
smaller than the original dots.

Radar Range Scale

3 When looking for a SART it is preferable to use either the 6M or 12M range scale. This
because the total displayed length of the SART response of 12 (or 24) dots may
extend approximately 9.5M beyond the position of the SART and it is necessary
to see a number of response dots to distinguish the SART from other responses.

SART Range Errors

4 When responses from only the 12 low frequency sweeps are visible (when the SART
is at a range greater than about 1 nautical mile), the position at which the first
dot is displayed may be much as 0.64 nautical miles beyond the true position of
the SART. When the range closes so that the fast sweep responses are seen also,
the first of these will be no more than 150m beyond the true position.

Radar Bandwidth
5 This is normally matched to the radar pulse length and is usually switched with the
range scale and the associated pulse length. Narrow bandwidths of 3-5 MHz are
used with long pulses on long range scales and wide bandwidths of 10-25 MHz
with short pulses on short ranges.
6 A radar bandwidth of less than 5MHz will attenuate the SART signal slightly, so
preferable to use a medium bandwidth to ensure optimum detection of the SART.
The Radar Operating Manual should be consulted about the particular radar
parameters and bandwidth selection.

Radar Side Lobes

7 As the SART is approached, side lobes from the radar antenna may show the SART
responses series of arcs or concentric rings. These can removed by the use of the
anti-clutter sea control although may be operationally useful to observe the side
lobes as they may be easier to detect in clutter conditions and also they will
confirm that the SART is near to own ship.

Detuning Radar
8 To increase the visibility of the SART in clutter conditions, the radar may be detuned
to reduce the clutter without reducing the SART response. Radars with automatic
86 GMDSS GOC_CN_Ver.2019.05.1

frequency control may not permit manual detune of the equipment. Care should
be taken in operating the radar in the detuned condition other wanted
navigational and anti-collision information may be removed. The tuning should
be returned to normal operation as soon as possible.

Gain
9 For maximum range SART detection, the normal gain setting for long range
detection should be used i.e., with light background noise speckle visible,

Anti-Clutter Sea Control

10 For optimum range SART detection this control should be set to the minimum.
Care should be exercised as wanted targets in sea clutter may be obscured.
Note also that in clutter conditions the first few dots of SART response may not be
detectable, irrespective of the setting of the anti-clutter sea control. 1n this case,
the position of the SART may estimated by measuring 9.5M from the furthest dot
back towards own ship.
11 Some sets have automatic/manual anti-clutter sea control facilities. Because the
way in which the automatic sea control functions may vary from one radar
manufacturer to another, the operator is advised to use manual control initially
until the SART has been detected. The effect of auto sea control on the SART
response can then be compared with manual control.

Anti-Clutter Rain Control

12 This should be used normally (i.e. to break up areas of rain) when trying to detect
a SART response which, being a series of dots, is not affected by the action of the
anti-clutter rain circuitry. Note that Racon responses, which are often in the form
of a long flash, will be affected by the use of this control. Some sets have
automatic/manual anti-clutter rain control facilities. Because the way in which
the automatic rain control functions may vary from one radar manufacturer to
another, the operator is advised to use manual initially until the SART has been
detected. The effect of the auto rain control on the SART response can then be
compared with manual control.

Note: The automatic rain and sea clutter controls may be combined in a single “auto-clutter” control,
in which case the operator is advised to use the manual controls initially until the SART has been
detected, before assessing the effect of auto.
GMDSS GOC_CN_Ver.2019.05.1 87

AIS-SART
Since January 1st 2010, AIS (Automatic Identification System) SARTs have been
approved for use under GMDSS.
The AIS-SART is a self-contained radio device used to locate a survival craft or
distressed vessel by sending updated position reports using a standard Automatic
Identification System (AIS) class-A position report. The position and time
synchronization of the AIS-SART are derived from a built-in GNSS (Global Navigation
Satellite System) receiver (e.g. GPS, GLONASS, Galileo).
The AIS-SART derives position and time synchronization from a built in GNSS receiver.
Once per minute, the position is sent as a series of eight identical position report
messages (four on 161.975 MHz and four on 162.025 MHz in the VHF band). This
scheme creates a high probability that at least one of the messages is sent on the
highest point of a wave.
AIS-SARTs transmit a 9-digit ID; the first three digits being 970, next two digits are a
manufacturer code followed by a four-digit serial number. The signal appears as a
circle with a cross in it on receiving equipment on-board.

970000099
[SART] (Active)
SOG: 0.3Kts COG: 054 Deg.
88 GMDSS GOC_CN_Ver.2019.05.1

Equipment Type H/H GMDSS VHF Radio (Very High Frequency)

Main Sea Area(s) A1
Propagation Direct Wave (Line of sight)
Approximate Range up to 5 miles
Antenna Whip

CONTROLS

• ON/OFF
• Volume
• Squelch
• Dimmer
• Contrast
• Channel Selection
• Ch16 Selection (Single Button press)
• Dual Watch
• Power Setting (High/Low) (1watts / 5watts)

MONTHLY TESTS

• Battery Expiry Date

• Battery Seal
• General condition
• Live test transmission (Ch 15 or 17 – low power)

BOOKS REQUIRED
None
GMDSS GOC_CN_Ver.2019.05.1 89

29. Onboard Communications

All GMDSS compliant vessels must carry at least 1 dedicated GMDSS hand/held VHF
radio. These radios must be checked monthly.
Monthly checks include;
• General condition
• Battery expiry date
• Battery Seal unbroken
• Live transmission test

The live transmission should be done on low power, which will generally be channel
15 or 17. The bridge is assigned Control, the hand held unit defined Alpha, Bravo etc.

e.g.

“Odyssey Explorer Control,

This is Odyssey Explorer Alpha, Odyssey Explorer Alpha
Radio Check

Over. ”
90 GMDSS GOC_CN_Ver.2019.05.1

30. Batteries
Batteries
Under the SOLAS convention, vessels are required to provide a reserve source of
energy for GMDSS equipment. This supply must be capable of powering the
equipment for one or six hours depending on the specification of the ship’s
emergency supply. If an emergency generator is located is the upper part of the
vessel, then one hour capacity is required. Most vessels will have a battery supply. The
batteries must be provided with automatic charging.

Lead Acid Cells

These are the most common type, although
Nickel Cadmium Alkaline may be
encountered. The two types should not be
placed together in the same battery box as this
will shorten the life of both. A lot of vessels,
certainly most yachts, now use maintenance-
free gel batteries as their emergency power
supply.

Construction of lead acid batteries

The plates are made of “spongy lead” (negative
plates) and lead dioxide (positive plates),
submerged in dilute sulphuric acid (the
electrolyte). When current is drawn from the cell,
the chemical reaction in the cell turns the plates
to lead sulphate, the acid is used up and the
electrolyte weakens. The state of the battery can
be ascertained by measuring the specific gravity
(SG) of the electrolyte using a hydrometer (see
battery maintenance section for details of SG readings).
A weakening of the electrolyte can be reversed by passing current in the opposite
direction – that is to say “charging” the battery. A rechargeable cell is known as a
secondary cell and one that cannot be charged is a primary cell.
A battery is a collection of cells. The voltage of each cell is about 2V – three cells
give six volts, six cells give 12V. Four six volt batteries in series will produce 24V at the
terminals.
The capacity of a lead acid battery is measured in ampere-hours (A/h). A new
fullycharged 100A/h battery will provide 10A discharge over a period of 10 hours. The
higher the discharge current the lower the capacity of the battery will be.
GMDSS GOC_CN_Ver.2019.05.1 91

Gel Batteries
Gel batteries are sealed, the acid held in
a gel between the plates. They require no
maintenance and are tolerant to motion
and healing on a vessel as there is no
liquid to spill. Be careful of overcharging,
as an excessive build up of gases can
potentially cause damage or even an
explosion in extreme conditions.

batteries and they deliver their best life performance if recharged before allowed to
drop below the 50% discharge rate.

Nickel Cadmium (NiCd [or NiCad] batteries)

These are also known as “alkaline” batteries.
These use nickel hydrate and cadmium oxide
for the plates and potassium hydroxide for the
electrolyte. They are more expensive than
lead acid batteries but last longer and are
more tolerant of poor maintenance.
Cell terminal voltage is 1.2V (charged) and
they are regarded as flat when the voltage
drops to 1.1V. The specific gravity of the cell is between 1190 and 1250. This remains
constant and so cannot be used as an indication of charge.
Large NiCd batteries do require topping up but much less frequently than lead acid;
the rate at which the water is lost from a NiCad battery is a good indication of the
condition of the cell. High water consumption indicates over-charging, low
consumption under-charging.
Small NiCd cells, like those in hand-held VHF radios will tolerate being left on charge
or being left discharged for quite long periods.
They must be charged from a constant current charger – do not use a lead acid type
charger.
92 GMDSS GOC_CN_Ver.2019.05.1

These batteries have a “memory” and it is recommended that they are fully
discharged before charging. DO NOT short circuit the battery to discharge. It will
produce a lot of heat and hydrogen, obviously a very dangerous mix. They must not
be disposed of by fire.

Charging
The positive terminal of the charger is connected to the positive terminal of the
battery and negative to the negative. The charger voltage needs to be around 27.6V
to charge a 24V battery. The charger unit will have an indication of voltage and
charging current. It is normal for the current to be high initially and slowly fall to a
“trickle” charge rate as the battery’s charge increases.

Battery Maintenance
Keep all batteries clean. A build-up of dirt or electrolyte on the battery top will provide
a leakage path and discharge the battery.
Lightly grease the terminal posts and clamps with petroleum jelly. It is essential to
remove all salts and corrosion from connections to maintain a low resistance
connection and provide the full battery voltage to the equipment.
Ensure that connections are tight. Loose connections may cause sparking and
intermittent supply to the equipment. The gases produced on charging are hydrogen
and oxygen – a highly explosive mix so it is essential to ensure good ventilation whilst
charging.
Ensure the cells are topped up to the required level using distilled water. About 10mm
above the level of the plates is the norm. If the level is too low and below the plates,
this will result in inefficient charge and discharge cycles and can cause the plates to
overheat and buckle. If the level is too high, electrolyte can spill onto the battery top
when charging. NEVER use sea water to top up. NEVER add water to pure acid –
always acid to water, very slowly. NEVER attempt to break into maintenance-free,
gel type batteries.
Ensure batteries are properly secured in place.
Ensure all cabling is properly clamped and routed around the edge of the battery
box and not over the top of the cells.
Do not leave cells in a discharged condition as this will harden the plates.

Checking a Lead/Acid Battery

When checking the condition of a Lead/Acid battery with a hydrometer, the
following shows the specific gravity readings to be expected from different battery
states:
1250-1280 (1.250-1.280) Battery is fully charged
1200 (1.200) Battery is at half-charge
1150 (1.150) or less Battery is flat
These are based on a specific gravity reading of 1.000 for fresh water. Sea water has
an average specific gravity of 1.025. (Specific gravity is a measure of density. Fresh
water is 1000kg per cubic metre, sea water is taken as an average of 1025kg per
cubic metre).
GMDSS GOC_CN_Ver.2019.05.1 93

Specific gravity readings should not be taken immediately after topping up with
distilled water as this will give a false indication. All cells should be individually
checked and should give similar readings. A variation of more than 25 points shows
that the cell is probably faulty. Ambient temperature will have an effect on the
readings and the readings to expect are normally in the 15-25° C range. The lower
the temperature, the higher the reading you would expect.
On-load testing can be carried out. This can be done at sea by drawing as much
current as possible from the batteries – usually by keying the main transmitter in AM
mode as this is not power efficient – and observing any voltage drop. You would
expect a drop of around 1V-1.5V. If the drop is higher than this, a physical check of
the batteries with a hydrometer (as detailed above) should be carried out.

Battery handling safety

All battery types produce hydrogen & oxygen under charging. Good ventilation is
essential, especially with Lead/Acid Batteries which are vented.
Sulphuric acid is also highly corrosive. It can be neutralised with bicarbonate of soda.
Potassium hydroxide is highly caustic. Any burn can be neutralised with boric acid.
Protective clothing should always be worn when dealing with batteries: goggles,
gloves, long-sleeved, long-legged overalls and even a leather apron.
94 GMDSS GOC_CN_Ver.2019.05.1

31. Equipment fault finding and Fuses

Many faults at sea can be traced to poor connections, loose printed circuit boards
or simple fuse faults. The first step in any general procedure for fault finding has to be
to refer to the manufacturer’s manual in which there will be a fault finding section.
Follow the steps in this section. Overall, these steps will follow the general pattern as
set out below.
 Think about the fault symptom. What is the equipment doing or not doing?  Is
a self-test function available? If so, run the self-test and note the result 
Look for the obvious:
– Plugs/sockets, power supply
– Fuses
– Antennae
– Incorrect control settings
 When you have established that a fault does exist and you require shoreside
assistance, make sure you provide a full but concise report on the symptom and
the checks you have carried out
 Provide: Manufacturer’s name, Model, Serial N°, Modification state (some
equipment will give manufacture date and other info as part of the self test)

Checking a fuse

 Having first referred to the manual, always switch off equipment before
removing/replacing fuses
 Remove any conducting material such as jewellery and watches
 Use insulated tools to remove the fuse
 Take care not to drop the fuse into the equipment as it is being removed
 Check fuse for continuity using a multi-meter set to the resistance range (Ohms Ω)
 If the fuse is faulty, the meter will show high resistance. If the fuse is good, the meter
will show no resistance
 Always check for continuity with the fuse in its holder as well because a small
amount of dirt or corrosion can affect continuity even though the fuse is good. Be
very careful not to short out connections with the multi-meter probes
 Fuses are marked with a code, usually somewhere on the end cap. You should
be aware of the following codes:
T = Anti-surge F = Fast blow FF = Very fast blow
GMDSS GOC_CN_Ver.2019.05.1 95

Replacing fuses
 Always refer to the manual. Do not assume that the fuse you have removed is the
correct type or size for the equipment. The wrong fuse could be the cause of the
problem. Fuses that have something resembling a coiled spring in the end are
antisurge fuses and are designed to withstand a momentary surge in current in
excess of their rated value without blowing. This type must never be used in a
circuit which requires a fast-blow type. Likewise a circuit which requires an anti-
surge fuse should not be fitted with a fast-blow as it will blow on a regular basis
 Fuses also come in different physical sizes. With smaller types in particular, it can
often be very difficult to size accurately and just a couple of millimetres is all it
takes to create an open circuit if the fuse is too small
 Do not work on live equipment if possible. Always have another person with you if
the equipment is live. Remember, even when switched off, some equipment will
store the electricity and still be lethal
 Refer to the MCA Code of Safe Working Practices for Merchant Seamen for further
safety advice

Using a multi-meter

General Notes
For voltage and resistance measurements (and diode test),
the black test lead is always connected to the COM socket,
with the red lead being connected to the V Ω socket.
For measurements of current between 2A and 10A, connect
the black lead again to the COM socket. This time the red
lead should be connected to the socket marked for 2A-10A.
When the magnitude of the signal is not known, always start
with the function/range switch at the highest range and
reduce until a satisfactory reading is obtained.
Always turn off the power supply to the circuit or device being tested and discharge
all capacitors before connecting or disconnecting the test leads to the circuit or
device being tested.

AC/DC Voltage measurements

Connect test leads and select appropriate function and range. The measured value
will appear on the display. Voltages are always measured ACROSS the component.

AC/DC Current measurements

Connect the test leads and select appropriate function and range. Make sure the
multi-meter is connected in SERIES with the load in which the current is to be
measured. NEVER connect the multi-meter ACROSS a voltage source when on
current ranges – either AC or DC Amps. If you do so you risk blowing the overload
protection fuse or damaging the device being tested. Once the meter is correctly
connected apply power to the device or circuit being tested. The measured value
will appear on the display

Resistance measurements
All resistance ranges on the multi-meter are low power ranges. These low power ohms
ranges allow accurate measurement of component values within electronic circuits.
Connect the test leads and select the appropriate function and range. When
96 GMDSS GOC_CN_Ver.2019.05.1

measuring high resistance values, be careful NOT to contact adjacent point even if
insulated. Some insulators have a relatively low insulation resistance, causing the
measured resistance to be lower than that presumed. Read the resistance value on
the display.

Diode test
Connect the test leads and set the function/range switch to diode test position. Read
the forward voltage drop on the display. Normally the value of a good silicon-type is
600-900mV. If the display reads (1) then it is over range. Reverse the leads.
If (1) over range is displayed both way then the junction is open. If a low reading (less
than 1000mV) is displayed both ways, then the junction is shorted internally or the
junction is being shunted by a resistance less than 1k. In this case, the diode must be
disconnected from the circuit in order to verify its operation.
A working diode should read (1) or over range with the leads one way round and
approx. 600–900mV with the leads reversed (or vice versa).
GMDSS GOC_CN_Ver.2019.05.1 97

32. Telex – General Information

Is an international system of telegraphy with printed messages transmitted and
received using teleprinters using ‘Telex over radio’ or by a Satellite.
telecommunications network.
Common telex abbreviations/codes:
NBDP Narrow Band Direct Printing
BRK Break connection with CRS
NNNN End of message indicate charges
KKKK End of message
MOM Wait a moment
NC No circuits try later
NCH Number changed
OCC Engaged try later
WRU Who are you
GA+ Go Ahead.
ARQ Automatic request for repetition
FEC Forward error correction.
(Radiotelex not used much in today’s communications).

Answerback Identification
Every telex terminal whether fitted ashore or on ship is programmed with a unique
identifier known as the answerback. For a terrestrial telex subscriber, this consists of
the telex number followed by a sequence of letters (often part of the company
name), and completed by letter(s) indicating the country. e.g. 123456 ANSBCK G
For a ship the Answerback consists of the ship’s selcall number and callsign followed
by the letter X. e.g. 32456 GABC X
To make a call to another user connected to the network, a user must dial out the
number of the other user from his/her terminal. If the user is in another country, then
the country code will be keyed before the subscriber number, e.g. to call Germany
123456. Country code for Germany is 44, dial 44123456.
Exchange of answerbacks before and after transmission of a message confirms that
you are connected to the right subscriber and that you had contact before and after
the message itself. This virtually guarantees that the message was delivered.
To make sure that figures and abbreviations, if any, or important names of locations
are correctly received, collation may be used. This means that figures and
abbreviations in message are repeated at the end of the message.

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

ARQ Mode
For communication between two stations, the receiving telex checks the incoming
code groups representing the first 3 characters and if these are correct it requests the
sending telex to send the next 3 characters. If a group is received incorrectly, the
98 GMDSS GOC_CN_Ver.2019.05.1

receiving telex requests a repeat of the last group, i.e. ARQ = Automatic Request for
Repeat.

FEC Mode
For communication to “All Stations”, sometimes known as Broadcast FEC (B-FEC), or
collective FEC (this mode would be used for example for distress traffic or for NAVTEX
broadcasts), the information is sent continuously with a continuous repeat 5
characters later, i.e., FEC = Forward Error Correction. The receiving telex waits for
each repeated character and providing one of the two characters conforms to the
correct code, the character is printed.

SELFEC Mode
Used for transmission from station to another, specific, station. It is similar in operation
to B-FEC but normally used by a coast station to transmit to a ship in port whose
transmitter is not available. SELFEC = Selective FEC.

Calling Techniques
Telex calls to coast stations can be made manually by entering the station’s SELCALL
number, e.g., 3220 for UK and then entering manually the transmit and receive
frequencies. On some units, it is possible to enter the ITU channel number for HF
operation.
When communication has been established, various command codes can be used
dependent upon the purpose of the call or the service required. An example is shown
later of a direct telex call to a shore based subscriber.
Fully automatic calls can also be made in which the operator selects first the coast
station, from a pre-programmed list, next the required message for transmission, and
then the transmission time. The equipment then chooses the most appropriate free
channel and sends the message.
With modern telex terminals it is usual to program in the stations with which the ship is
likely to communicate so that the required station can be simply selected from a list.
Similarly the stations frequencies are also stored and the equipment may recommend
an appropriate frequency depending upon time of day and upon the signal path.
Individual manufacturers’ manuals should be consulted for further details.
If possible, the message should be prepared in advance either by pre-punching a
paper tape or by typing the message into memory, with the telex terminal in local
mode. This allows editing of the message before transmission. The modern type of
telex terminal with VDU and electronic memory can provide excellent editing
facilities but, previously, the very limited medium of punched paper tape had to be
used to prepare, store and send telex messages.
The telex message format should generally include the following information:
 The destination company and/or name of the addressee.
 The name and title of the message originator.
 A message reference number and/or the subject of the call – the text of the
message.
Part of good communication technique is to choose the best time to make telex calls,
wherever possible, considering the following factors:
 Avoidance of congestion by calling outside peak hours.
GMDSS GOC_CN_Ver.2019.05.1 99

 The local time difference between the ship and the called subscriber in order to
avoid inconvenience and delay.

Calling Procedure
To establish communications with a coast station use the following procedure:
1 Select paired frequency channels using the ITU List of Coast Stations or
appropriate nationally recommended publications (some stations emit channel
free signals in A1A1F1B mode when the channel is idle, such as their call sign in
Morse code followed by a telex signal),
2 Key in the coast station SELCALL number, e.g., 3220.
3 Initiate the NBDP call in ARQ mode. If your call is accepted, you should receive
the station’s answerback, e.g. Portishead Radio has answerback 3220 Auto G.
4 Send the ship station’s answerback (often this done automatically). An example
of a ship answerback is 45656 GBLW X.
The ship then receives, for example, an indication of whether or not there is traffic
held for it at the coast station, followed by the invitation – sent as the code GA+? – to
“GO AHEAD” with the communication.
Once communication has been established the services provided by the coast
station may be accessed by sending the command code for the service required.
For example, a telex connection to a distant shore based subscriber would use the
command code:
DIRTLX [country code] [national telex number], e.g.,
DIRTLX 051 426358+ where
051 = the telex country code for the United Kingdom
426358 = the called subscriber’s national telex number
+ = character terminates the telex number and initiates the call.
After an exchange of answerbacks, and upon receipt of the “MESSAGE” code MSG+,
the ship sends its traffic. Usually, previously prepared messages will be selected for
transmission by following the instructions on the telex VDU screen or, on some older
terminals, by using the punched paper tape reader. However, it is also possible to
type in messages directly from the keyboard.
100 GMDSS GOC_CN_Ver.2019.05.1

33. Extracts of Radio Regulations

The radio regulations underpin all practical communications and form a very
important role in the Global Maritime Distress and Safety System (GMDSS).

1.1 Terminology
STATION refers to the radio installation onboard a ship, aircraft or ashore.
SHIP is used to cover all waterborne craft that travel in, over or through the water.
TRAFFIC refers to telephone calls, telex messages and telegrams over radio.
MASTER refers to the captain or the person responsible for the ship.

1.2 Licensing
The regulations are agreed at meetings of the World Administrative Radio Council
(WARC), part of the International Telecommunications Union (ITU), which itself is part
of the United Nations (UN). Administrations in each country police the regulations by
controlling the licensing of ship installations and of radio operations.
In the UK, the Maritime and Coastguard Agency (MCA) of the Department for
Transport is responsible for marine radio matters. The Association of Marine Electronic
and Radio Colleges (AMERC) carries out the examination and certification of
operators, on behalf of the Maritime and Coastguard Agency (MCA). Wray Castle
Ltd is the National Administrative Centre (NAC) for AMERC. The NAC issues the
certificates together with an Authority to Operate.

1.3 Ship’s Radio Licence

The ship’s radio licence contains the following information:
 The ship’s name and radio call sign
 The public correspondence category – below 300 tons will probably have HX.
 Types of transmitter equipment
 Nine figure Maritime Mobile Service Identity (MMSI number)
 Five figure selcall number
The frequencies on which the ship can transmit, class of emission and maximum
power levels are contained in the Licence Terms Booklet supplied with the licence.

1.4 Hours of Service

International public correspondence watch keeping categories are: H24 continuous
radio service while at sea H16 16 hours per day service H8 8 hours per day service HX
no fixed hours of service
Ships must not close down their service before:
 Finishing all operations resulting from a distress, urgency or safety signal
 Exchanging (when practicable) traffic with a Coast Station in the area

1.5 Inspection, Breach and Infringements

The radio installation can be inspected at any time by the authorities either at home
or abroad. The Dept for Transport Radio Surveyor conducts the Safety Radio
Certificate Survey (to ensure compliance with the relevant Merchant Shipping Acts).
GMDSS GOC_CN_Ver.2019.05.1 101

The radio surveyor may also carry out a Ship Licence Inspection (to ensure the
conditions of the licence are being met) and may also require production of operator
certificates of competence. Breach of the regulations may result in the authority to
operate being suspended or revoked.

1.6 Master’s Authority

The Master or person responsible for the ship has supreme authority. Operators must
comply with the regulations. Failure to do so is an offense and liable to a fine on
conviction. The Authority to Operate attached to the operator certificate may be
revoked.

1.7 Secrecy
Section 11 of the 1884 Post Office Protection Act forbids interception of
communications, other than those for which the station is licensed to receive. If such
communications are received involuntarily they must not be reproduced in any
form. A copy of the Act should be posted on the wall of the radio room.

1.8 Test Transmissions

Tests of radio transmitters must last less than 10 seconds and must include the identity
of the station. Avoid Ch. 16 /2182 kHz and use an artificial antenna or reduced power
if possible.

1.9 Testing Radio Equipment

The persons responsible for testing radio equipment are listed in Section B of the
GMDSS log book. When the appropriate tests and checks are completed, an entry
should be made in the log book and the operator’s signature placed against it.
Daily Tests Test DSC equipment without radiation of signals (VHF/MF/HF). Batteries
check voltage and charge as required. Printer(s) to ensure adequate supply of
paper.
Weekly Tests Function test of DSC equipment by a TEST CALL to a Coast Station on
(VHF/MF/HF). Test reserve source of energy (when not a battery) e.g. motor
generator. Survival craft VHF radios on a working channel – normally Ch15 or 17
Monthly Tests Check each EPIRB and SART using test routine Also check EPIRB and
SART for security and signs of damage Inspect all batteries providing energy for any
part of the radio installation for security and condition. Also check connections and
compartments. Routine checks on the main GMDSS H/H Radio(s).

1.10 Avoidance of Interference

The following are strictly forbidden:
 Transmissions without identification
 Transmissions with false identification
 Transmission of false or deceptive distress, urgency or safety messages
 Unnecessary superfluous signals
 Profane, indecent or obscene language
 Broadcasting of music and entertainment
 Unauthorised transmissions ashore
 Transmission on unauthorised frequencies
102 GMDSS GOC_CN_Ver.2019.05.1

 Any emission capable of causing interference on distress frequencies

1.11 Time Keeping

UTC – Universal Time Co-ordinated is used for log keeping. The GNSS receiver provides
an accurate time signal. Details of other stations transmitting time signals can be
found in the Admiralty List of Radio Signals volume 2.

1.12 Identification of Stations

All Transmissions Must Include an Identification

Call signs are alphanumeric identifiers that uniquely identify a Coast Station or Ship.
They follow an International allocation.
Coast Radio Stations – Station’s name International radio call sign MMSI number – 9
digits starting 00 e.g. 002320001 (next 3 digits Country code and last 4 CRS identity.)
Selcall number – 4 digits e.g. 3221
Port Radio Stations – Geographical location followed by “PORT or HARBOUR RADIO”
Ship Stations Ship’s name e.g. MAZATEC International call sign e.g. GBYK Selcall
number -5 digits e.g. 56432 MMSI number – 9 digits e.g. 232123456 (first 3 country code,
last 6 ship’s ID) Group MMSIs – 9 digits starting 0 e.g. 023287903 (next 3 country code
last 5 group ID) Starting Country code Ship’s identity INMARSAT B – 9 digits 3 123 12345
INMARSAT C -9 digits 4 123 12345 INMARSAT M -9 digits 6 123 12345

1.13 Radio Watch

Where practicable, all vessels will keep watch on Ch 16. Ch 13 (VHF R/T bridge to
bridge safety of navigation) should also be monitored where practicable. All ships
should now maintain a continuous watch, if required to do so, on:
As you move away from the coast, you increase your listening watch, e.g. for A3 area
-Channel 70, plus 2187.5 kHz, plus 8414.5 kHz, plus at least one other HF frequency.

1.14 Documents to be Carried

UK-registered compulsorily fitted GMDSS ships must carry:
 Ship’s License
 Certificate(s) of radio operator(s)
 GMDSS radio log book
 Copy of the Post Office act 1884
 International Telecommunications Union (ITU) List of Call signs and Numerical
Identities
 A list of Coast Stations showing working arrangements e.g. ALRS Vol. 1
 ITU Manual for use by Maritime Mobile and Maritime Mobile-Satellite Services
 ITU list of ship stations
 Admiralty List of Radio Signals (ALRS)

1.15 Operator’s Certificate of Competency

The radio installation may only be used by holders of the appropriate certificate of
competency. Other persons may only use the equipment under the supervision of a
certificate holder.
GMDSS GOC_CN_Ver.2019.05.1 103

1.16 Priority of Communication

1 Distress
2 Urgency
3 Safety
4 Routine

1.17 Transmissions in UK Harbours and Inland Waterways

 Communications with the nearest Coast Station
 Reception of broadcast messages
 Communications with Port Operations or licensed private frequencies
104 GMDSS GOC_CN_Ver.2019.05.1

34. GMDSS Equipment Checks

For the safety of the vessel and its crew, it is imperative that ALL GMDSS equipment
should be tested on a regular basis. Tests are as follows;

Daily
• GMDSS Batteries (On/Off load voltage test)
• VHF DSC Internal test
• MF/HF (SSB) DSC Internal test
• Printers / Paper

Weekly
• VHF DSC live transmission to another vessel or shore station.
• MF/HF (SSB) DSC live transmission to an RCC
• Test reserve source of energy (when not a battery) e.g. motor generator.

Monthly
• EPIRB – General check / Self-Test / Hydrostatic Release Unit (expiry date)
• SART – General check / Self-Test
• Battery electrolyte check (if lead/acid batteries). Inspect all batteries providing
energy for any part of the radio installation for security and condition. Also, check
connections and compartments.
• Hand held GMDSS VHF Radio(s) – General check / Test transmission (normally Ch15
or Ch17)
• Antennae

Before a major passage

• INMARSAT C (PVT (link test))
• Navtex Self-test

Annually
• External GMDSS equipment audit/test (by an approved auditing company)

Note: These Tests should be noted and signed off in the GMDSS Logbook.
GMDSS GOC_CN_Ver.2019.05.1 105

35. THE GMDSS LOG BOOK

The GMDSS Radio Log Book is kept on the navigating bridge, convenient to the radio
installation and has three sections.

Section A – particulars of the ship

Ship’s name, Call sign, Port of registry, Gross tonnage, IMO number, Sea areas in which
the ship is authorised to operate, Method used to ensure availability of equipment
Duplication of equipment (DOE), Shore based maintenance (SBM), At sea
maintenance (ASM)
Name and address of owner/managing owner or agent

Section B – details of radio personnel

Name(s), Dates on board, Certificate number(s), Class of certificate(s), Name of
person designated for radio communications in an emergency, Name of person(s)
nominated to carry out appropriate tests/checks & log entries

Section C – record of communications

The GMDSS radio log book will record the following as they occur, together with the
time: a summary of communications relating to distress, urgency and safety traffic; A
record of important incidents connected with the radio service; the position of the
ship at least once a day; details of the daily, weekly and monthly checks.
The Master will inspect and sign each day’s entries in the GMDSS radio log book.
106 GMDSS GOC_CN_Ver.2019.05.1

GMDSS Logbook specimen

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114 GMDSS GOC_CN_Ver.2019.05.1

36. Log keeping Exercise Example

GMDSS – F/V Radio Log Vessel Name: Nautilus Callsign: V3CD MMSI:
234000167
Date & Time Station Station Operators actions/remarks Frequency,
(UTC) to: From Log in/out Channel
or Satellite
12.6.08 1200 DSC’s, Batteries, Printers checked and satisfactory

NAVTEX stations selected: E & I selected

Position: 49-57N 009-00W 1200UTC Signature

1605 All Stations 232000124 DSC Distress Alert 49-30N 010-00W Undesignated J3E 2187.5kHz
1603UTC

1605 On Watch Signature 2182 kHz

1607 All Stations Fulani/VWSB/ Mayday Fulani/VWSB 232000124 “

Position: 49-11N 011-00W

232000124 Explosion and fire require immediate assistance

Wind Westerly 10 knots 15 POB

1609 VWSB GYVX R Mayday 5miles SW of you Eta 15mins (proceed) “

1611 “ DBCT R mayday 6miles SW “ “ “ 20 “ (proceed) “

1613 “ Flaviano R Mayday 40miles E “ “ “ 4 Hours (No assistance) “

1615 “ lRGH6 R Mayday 45 miles W “ “ “ 3 “ “ “ “

1620 All Stations Fulani/VWSB Mayday 1619UTC Fulani: fire under control: Seelonce Feenee “

1623 Off watch Signature 2182kHz

Signature Master

13.6.08 1200 DSC’s, Batteries, Printers checked and satisfactory

Position: 49-30N 016-06W 1200UTC

EPIRB, SART, Survival craft radio and aerials checked

- satisfactory Signature

1205 All Stations EGC NAVAREA ONE 15 broadcast. Copy filed Sat C

1230 All Stations NAVTEX Navigation Warning: WZ 1234. Copy filed 518kHz

Off watch Signature 2182kHz

1231

NB: This log is for guidance only

GMDSS GOC_CN_Ver.2019.05.1 115

37. Phonetic Alphabet

Phonetic alphabet and figure code
When it is necessary to spell out call signs, service abbreviations and words, the
following table shall be used:

Letter Spelling Table

Pronunciation of the code word

Letter Codeword English French

A Alfa AL FAH AL FAH

B Bravo BRAH VOH BRAH VOH
C Charlie CHAR LEE (or SHAR LEE) TCHAR LI (or CHAR LI)
D Delta DELL TAH DEL TAH
E Echo ECK OH EK O
F Foxtrot FOKS TROT FOX TROTT
G Golf GOLF GOLF
H Hotel HO TELL HO TÈLL
I India IN DEE AH IN DI AH
J Juliet JEW LEE ETT DJOU LI ÈTT
K Kilo KEY LOH KI LO
L Lima LEE MAH LI MAH
M Mike MIKE MA ÏK
N November NO VEM BER NO VÈMM BER
O Oscar OSS CAH OSS KAH
P Papa PAH PAH PAH PAH
Q Quebec KEH BECK KÉ BÈK
R Romeo ROW ME OH RO MI O
S Sierra SEE AIR RAH SI ÈR RAH
T Tango TANG GO TANG GO

U Uniform YOU NEE FORM (or OO NEE FORM) YOU NI FORM (or OU NI FORM)
V Victor VIK TAH VIK TAH
W Whiskey WISS KEY OUISS KI
X X-Ray ECKS RAY ÈCSS RÉ
Y Yankee YANG KEY YANG KI
Z Zulu ZOO LOO ZOU LOU
The underlined bold syllables are emphasized
116 GMDSS GOC_CN_Ver.2019.05.1

When it is necessary to spell out figures or marks, the following tables should be used:

Figure Spelling Table

Figure or
Pronunciation of the code word
mark to be
translated Code word English French

0 NADAZERO NAH-DAH-ZAY-ROH NA-DA-ZE-RO

1 UNAONE OO-NAH-WUN OUNA-OUANN
2 BISSOTWO BEES-SOH-TOO BIS-SO-TOU
3 TERRATHREE TAY-RAH-TREE TÉ-RA-TRI
4 KARTEFOUR KAR-TAY-FOWER KAR-TÉ-FO-EUR
5 FANTAFIVE PAN-TAH-FIVE PANN-TA-FAIF
6 SOXISIX SOK-SEE-SIX SO-XI-SICKS
7 SETTESSEVEN SAY-TAY-SEVEN SÉT-TÉ-SEV’N
8 OKTOEIGHT OK-TOH-AIT OK-TO-EIT
9 NOVENINE NO-VAY-NINER NO-VÉ-NAI-NEU
Decimal Point DECIMAL DAY-SEE-MAL DÉ-SI-MAL
Full stop STOP STOP STOP
Each syllable should be equally emphasized

Signals Table
Pronunciation

Signal English French Meaning

Interco IN-TER-CO IN-TER-CO International Code group (s) follow (s)

Stop STOP STOP Full stop

Decimal DAY-SEE-MAL DÉ-SI-MAL Decimal Point

Correction KOR-REX-SHUN KOR-REX-CHAUNE Cancel my last word or group. The

correct word or group follows.

Stations of the same country, when communicating between themselves, may use
any other table recognized by their administration.
For information about RT and WT procedures etc., related to safety of navigation and
persons, especially where language difficulties may arise, see International Code of
Signals, published by the IMO 1965
GMDSS GOC_CN_Ver.2019.05.1 117

38.Search and Rescue (SAR)

Under long standing traditions of sea and various

provisions of International Law, Ship Masters are
obliged to assist others in Distress at sea
whenever they can safely do so.

The responsibilities to render assistance to a

distressed vessel or aircraft are based on
humanitarian considerations and established
international practice.

Many countries have accepted the obligation to provide aeronautical and

maritime SAR (Search and Rescue) co-ordination and services on a 24-hour basis
for their territories, territorial seas and where appropriate the high seas.

To carry out these responsibilities, all ocean areas are divided into Search and
Rescue areas.

The SAR Co-ordination system has 3 general levels;

• Rescue Co-Ordination Centres (RCC)

• SAR Mission Coordinator (SMC)
• On-Scene Co-ordinators (OSC)

Coastguard (RCC)

SMC

On-Scene Co-ordinator (OSC)

RCC’s have the overall responsibility of establishing and managing the SAR system,
providing SAR facilities, coordination SAR training and developing SAR policies.

SMC Each SAR operation is carried out under the guidance of an SMC, by the RCC
Watch Leader or a designee. For this the SMC, should be well trained in all SAR
processes and familiar with the applicable SAR plans.
118 GMDSS GOC_CN_Ver.2019.05.1

OSC When two or more SAR facilities are working together on the same rescue, a
person on scene may be needed to co-ordinate the activities of the participating
facilities. The SMC from the RCC designates an OSC which may be a participating
SAR unit or another vessel/aircraft in the vicinity, which can handle OSC duties.

Role of the OSC

One of the basic concepts involves ships being able to

communicate directly with an RCC ashore as well as ships /
rescue services in the vicinity of the distressed vessel.

The OSC Is designated by the SMC to coordinate the

activities of all units when two or more rescue vessels/aircraft are on scene for the
same incident. The first unit on scene usually assumes OSC until the SMC directs
that the person be relieved. The OSC should be the most capable unit, considering
SAR training, communications capabilities, and the length of time that the unit can
stay in the search area.

If out of range of an RCC, or if there are problems

with long distance communications, the first vessel
arriving at a Distress incident will assume the role of
OSC. Communications with an RCC will be
paramount and need to be established as quickly as
possible using GMDSS procedures. The OSC will
continue to co-ordinate rescue efforts until such time
that a better equipped/experienced vessel/aircraft
arrives on-scene or the RCC stands them down.

As the subordinate of the SMC, the OSC has several duties and responsibilities.
These are:

• Inform the SMC through periodic situation reports (SITREPs)

• Coordinate the efforts of all vessels/aircraft on scene
• Implement the search action plan from the SMC (if possible)
• Control all on-scene communications between those assisting
vessels/aircraft
• Monitor the endurance of all vessels/aircraft and call for replacement units as
needed
• Provide initial briefings and search instructions to arriving vessels/aircraft
GMDSS GOC_CN_Ver.2019.05.1 119

On-Scene SAR communications

On-scene communications are those between SAR

vessels/aircraft and the OSC. These are normally short-range
communications made on the VHF or MF distress and safety
frequencies in the GMDSS.

However, Inmarsat MES-fitted ships can, if necessary,

use satellite communications to supplement their VHF
and MF facilities, using SAT C or Fleet 77. These can be
used to update/co-ordinate with the RCC, which could
be hundreds or even thousands of miles away.
120 GMDSS GOC_CN_Ver.2019.05.1

39. Glossary
The following list gives the meaning of abbreviations, terms and definitions
used in the Admiralty List of Radio Signals.
A1A Continuous wave telegraphy, Morse code. ARQ Automatic Repetition request (mode of telex
A2A Telegraphy by the on-off keying of a tone operation tor point to point working between two
modulated carrier, Morse code: double sideband. stations).

A3E Telephony using amplitude modulation: double ASCII See Kilobit (s).
sideband. ASIC Application Specific Integrated Circuit.
A9W Composite emission: double sideband ego a ATE Automatic Test Equipment.
combination of telegraphy and telephony. AUG August.
Absorption The loss of energy from a radio wave. Mostly AUTOLINK RT Any vessel fitted with Autolink RT
occurs in the D region. equipment is able to make a radiotelephone call,
AE Antenna Electronics. using direct dialling on VHF, MF or HF frequencies,
AID Analogue to Digital. through any coast radio station operating an Autolink
RT service.
AFI Automatic Fault Indication.
AUTOMATIC DSC OPERATION AT A SHIP STATION A
AFTN Aeronautical Fixed Telecommunications Network.
mode of operation employing automatic tunable
AHAS Attitude and Heading Reference System. transmitters, suitable tor unattended operation which
A/J Anti-Jamming. provide for automatic call acknowledgements upon
reception of a DSC and automatic transfer to the
ALERT DATA Generic term for COSPAS-SARSAT 406 MHz
appropriate working frequencies.
and 121·5 MHz alert data derived from 406 MHz and
12t·5 MHz distress beacon information. Alert data BAUD A measure of the rate of transfer of binary
may contain beacon position and other beacon messages (1 bit/second = 1 baud tor most purposes}.
information such as beacon identification data and BBC British Broadcasting Corporation.
coded information. BBS Bulletin Board Service.
ALF Absorption Limited Frequencies. The lowest
BCD Binary Code Decimal.
frequency tor reliable radio communication by the
ionosphere. ALF is significant only on daylight sectors BEST Broadcast.
of circuits. BIH Bureau International de L’Heure.
ALMANAC A set of parameters included in the GNSS BINARY BIPHASE MODULATION The phase modulation
satellite navigation message that is used by a technique used to transmit a GNSS signal.
receiver to predict the appropriate location of a BIT A single unit of binary data (see Kilobit).
satellite.
BN Beacon
ALAS Admiralty List of Radio Signals.
BPS Bits per second (transmission rate).
AM Amplitude Modulation.
BPSK Bi Phase Shift Keying.
AMBIGUITY The initial bias in a carrier-phase
BRG bearing.
observation of an arbitrary number of cycles. The
initial phase measurement made when a GNSS BROADCASTING – SATELLITE SERVICE A
receiver first locks onto a GNSS signal is ambiguous by radiocommunication service in which signals
an integer number of cycles because the receiver transmitted or retransmitted by space stations are
has no way of knowing the exact number of carrier intended for direct reception by the general public.
wave cycles between the satellite and receiver. This BROADCASTING SERVICE A radiocommunication
ambiguity, which remains constant as long as the service in which the transmissions are intended for
receiver remains locked onto the signal, is established direct reception by the general public.
when the carrier-phase data are processed.
BYTE The collection of bits that make up a binary word.
AMVER Automated Mutual-Assistance Vessel Rescue
DISTRESS CALL The spoken word “MAYDAY” three times
System.
followed by the name of the distressed vessel three
Anal Analysis. times which prefaces the message,
AOC Auxiliary Output Chip. DISTRESS MESSAGE Consists of the following; The distress
AOR-E Atlantic Ocean Region (East), coverage area of signal MAYDAY, name and or call sign of the vessel in
Inmarsat satellite. distress, the vessel’s position, the nature of the distress,
AOR-W Atlantic Ocean Region (West), coverage area the type of assistance required, number of POB and
of Inmarsat satellite. any other information ‘which may assist in facilitating
the rescue.
APPROX Approximate. ARCC – Aeronautical Rescue
Co-ordination Centre. A centre nominated by the DISTRESS PHASE A situation where in there is a
national SAR agency to which an Inmarsat Land Earth reasonable certainty that a vessel or other craft,
Station (LES) normally routes distress calls. including an aircraft or a person, is threatened by
grave or imminent danger and requires immediate
assistance.
GMDSS GOC_CN_Ver.2019.05.1 121

DOP Dilution Of Precision. A dimensionless number that access to essential SAR data by recognized SAR
accounts the contribution of relative satellite authorities in the processing of distress situations.
geometry to errors in position DOP has a
ETA Estimated Time of Arrival. ETD
multiplicative effect on the UERE,
Estimated Time of Departure, ETV
DOPPLER EFFECT The shift in the frequency of a received
radio signal due to the relative motion of the Emergency Towing Vessel.
transmitter and the receiver. EXT Extension
DOUBLE DIFFERENCE An observation formed by F° Degrees Fahrenheit.
arithmetically differencing carrier phases FAA Federal Aviation Administration.
simultaneously measured by a receivers tracking the
01 the phases obtained by each receiver from the F3E Telephony using frequency modulation.
first satellite are differenced. FAX Facsimile.
Secondly, the phases obtained by each receiver FCST Forecast
from the second satellite are differenced. Thirdly,
FEB February
those obtained differences are differenced, remove
essentially all of the satellite and receiver clock errors. FEC Forward Error Correction.
Although primarily used with carrier phases, the FEEDER LINK A radio link from an Earth station at a
procedure be applied to pseudoranges. specified fixed point to a space station, or versa,
D REGION The lowest region of the ionosphere where conveying information for a space
most HF absorption occurs, Present during daylight radiocommunication service other than for the fixed-
hours only. satellite service
DRMS Distance Root Mean Square. FLARE An explosion on the Sun usually releasing large
DRS Dead Reckoning System amounts of energy and particles, and usually
occurring within an active region
DSC Digital Selective Calling system, A technique using
FM Frequency Modulation,
digital codes which enables a radio station to
establish contact with, and transfer information to, FRI Friday
another station or group of stations utilising HF, MF GHz Gigahertz.
and VHF bands. ·
I Island
DST Daylight Saving Time. For a full explanation see the
IAMSAR International Aeronautical and Maritime
LEGAL TIME section within ALRS Volume 2.
Search And Manual
DT&E Development Test and Evaluation.
IBC CODE International Bulk Carriers Code, means the
DUT1 Is the value of the predicted difference between International Code for construction and equipment
UTC and UTL For a full explanation see the RADIO TIME of Ships carrying dangerous chemicals in bulk.
SIGNALS section within ALRS Volume 2.
lCD Interface Control Document ICS
DWT Dead Weight
Initial Control System.
ECEF Earth-Centered-Earth-Fixed
ICAO International Civil Aviation Organization.
EDM Electronic Distance Measurement.
IDENT Identification Signal.
EGC Enhanced Group Calling. This system enables
IERS International Earth Rotation Service.
information providers to send messages for selective
reception by multiple Inmarsat C terminals, located IF Intermediate Frequency.
anywhere in of the four Ocean Regions. IFF Identification Friend or Foe.
EGNOS The European Geostationary Navigation IGC CODE International Gas Carriers Code, means the
Overlay Service. ELLIPSOID See Spheroid, EM Electro International Code for construction equipment of
Magnetic. Ships carrying liquefied gases in bulk.
EMCON Emission control IHO International Hydrographic Organization, I-LEVEL
EMERGENCY PHASE A generic term as the case may be, Intermediate Level.
uncertainty phase, alert phase or distress phase.
IMDG CODE International Maritime Dangerous Goods
ENID EGC Network Identification Code used in the Code.
FleetNET Service.
IMN Inmarsat Mobile Number.
EPHEMERIS DATA Tabulated information from which the IMO International Maritime Organization.
location of a satellite (e.g.: COSPASSARSAT) relative
to the Earth may for any time within a specified time IMSO International Mobile Satellite Organization.
interval. INMARSAT The Organization established by the
EPIRB Emergency Position-Indicating Radio Beacon, A Convention on the International Mobile Satellite
station service, the emissions of which are to facilitate Organization (Inmarsat) adopted on 3 September
search rescue operations, 1976.
EPIRB REGISTRATION DATABASE A register established INMARSAT A The original Inmarsat communications
and maintained for the purpose a. Establishing a system, operating since 1982, based on analogue
readily accessible and up-todate satellite EPIAB data techniques and capable of global telephony (and
register containing essential SAR information voice-band data
particular to individual EPIRBs the use by SAR transfer), facsimile and telex communications,
authorities; and b. providing readily accessible
122 GMDSS GOC_CN_Ver.2019.05.1

INMARSAT B A digital communications system, capable MES Mobile Earth Station – Inmarsat device installed on
of high quality two-way voice telephony. telex, a ship (or on fixed Installation in a marine
distress alerting, fax and data services. environment) to enable the user to communicate to
INMARSAT C A digital system, operating since 1991 and from shore-based
based on low-cost SESS of low powerconsumption, subscribers, a selected and
Using an omni-directional antenna. This system METAREA Meteorological AREA: Short title of a
provides the services of global two-way store and for meteorological service area, limits similar to
Nard messaging, distress alerting, EGC SafetyNET and NAVAREAs within the World·Wide Navigational
FleetNET, data reporting and polling. Warning Service.
INMARSAT E A distress alerting system based on EPIRBs. MF Medium frequency (300 – 3000 kHz).
INMARSAT GAN (Global Area Network supporting high MHz Megahertz.
speed data, ISDN compatible service @ 64kb/s. MID Maritime Identification Digits.
INMARSAT M Introduced in 1994, based on digital MICROSTRIP A type of antenna commonly used with
techniques, and capable of two-way voice GNSS receivers. It is usually constructed one or more
telephony, distress alerting, fax and data services. (typically rectangular) elements that are photoetched
INMARSAT MINI M Voice, fax and low speed data, on one side of a doublecoated, printed-circuit board.
INOP Inoperative It is often called a patch antenna
MIN Minute(s).
INS Inertial Navigation System,
MLV Medium Launch Vehicle.
INT International
MMAXCT Maximum Corrective Maintenance
INTERCO International code of Signals.
Time.
INTERNATIONAL ALPHABET NUMBER 5 (Also known as
MMSI Maritime Mobile Service Identity code (as in
ASCII) a standard alpha-numeric character set
accordance with GMDSS DSC).
based on 7-bit binary codes.
MOB Man Overboard.
INTERNATIONAL ATOMIC TIME see TAI
MON Monday.
INTERNATIONAL DSC FREQUENCIES Frequencies
designated in the Radio Regulations for exclusive use MOU Memorandum of Understanding.
for DSC on an international basis. MRCC Maritime Rescue Co-ordination Centre.
INTERNATIONAL NAVTEX SERVICE The broadcast and MRSC Maritime Rescue co-ordination.
automatic reception of Maritime Safety Information MS Millisecond(s).
by means of narrow-band. See also: NAVTEX.
M/S Metres per Second.
INTER-SATELITE SERVICE A radiocommunication service
providing links between artificial MSK Minimum Shift Keying.
satellites, MSI Maritime Safety Information. Navigational and
IOR Indian Ocean Region, coverage area of meteorological warnings, meteorological forecasts,
distress alerts and other urgent safety related
Inmarsat satellite,
information broadcast to ships.
IOT&E Initial Operational Test and Evaluation,
MSL Mean Sea Level.
IP instrument Port.
MTBF Mean Time Between Failure.
ISL lnterstation Signalling Links, used to pass information
LESs and the NCSs an Ocean Region. MTBM Mean Time Maintenance.

ITOFAR Time Offset Frequency Agile Racon(s). MULTIPATH Signal arrival at a receiver’s antenna by of
two or more different paths such as direct, line-of-site
ITS Intermediate Level Test ITU International path and one that reflections from nearby objects.
Telecommunication Union. N/A Not applicable.
ITZ Inshore Traffic Zone. NATIONAL DSC FREQUENCIES Frequencies assigned to
J3E Telephony using amplitude modulation: single individual coast stations or groups of stations on
sideband, suppressed carrier. which DSC calling is permitted (this may include
working frequencies as well as calling frequencies).
JAN January. JPO Joint The use of these frequencies must be in accordance
Program Office, with Radio Regulations.
JCG Japan Coast Guard. NATIONAL HYDROGRAPHIC OFFICE A National
JRCC Joint Rescue Co-ordination Centre. A rescue Co- Organisation responsible for collecting and
ordination Centre responsible for both aeronautical distributing navigational warnings.
and maritime search and rescue. NATIONAL METEOROLOGICAL OFFICE A National
J/S Jamming to Signal Ratio. Organisation responsible for collecting and
distributing meteorological warnings and forecasts.
JTIDS Joint Tactical Information
Distribution System, NAV-MSG Navigation Message. A 37.500-bit data
message included in the GNSS signal. The message,
kHz Kilohertz
sent at a rate of 50 bits per second, includes the
M International nautical mile. ephemeris, clock data, almanac and other
m International metres information about the satellites and their signals.
GMDSS GOC_CN_Ver.2019.05.1 123

NAVAREA Navigational AREA: One of 16areas of sea SARSAT Search And Rescue Satellite Aided
defined by the IMO, into which the world’s oceans Tracking.
are divided dissemination of navigational and SART Search And Rescue Transponder SAT
meteorological warnings and forecasts.
Saturday.
NAVAREA WARNING Long-range warning broadcasts
issued by area co-ordinator of the world-wide SBB Smart Buffer Box.
navigational warning service for this area and SBM Single Buoy Mooring.
broadcast by CRS(s) or LES(s) to cover the whole of SC Special Committee.
the which the area co-ordinator is responsible, and
SDR Special Drawing Right.
parts of an adjacent area.
SEA AREA A1 A2, A3 AND A4 Under the GMDSS the
NAVIGATION SAFETY COMMUNICATIONS Intership VHF
(radio) equipment required to be carried by a vessel
radiotelephone communications tor the purpose of
is determined in principle by its area of operation;
assisting the safe movement of ships.
these areas are Area A1, ‘Sea Area A2’, ‘Sea A3’ or
NAVTEX Direct-Printing telegraphy system for ‘Sea A4’. For a full explanation see ALRS Volume 5
transmission of navigational and meteorological
SEARCH AND RESCUE (SAR) REGION An area of defined
warnings and urgent information to ships. See also:
dimensions within which search and rescue services
International NAVTEX Service.
are provided.
NBDP Automated telegraphy as used by the NAVTEX
SEP Spherical Error Probable. A measure of accuracy in
system and telex-over-radio.
navigation. SEP the radius of the sphere inside of
NCS Network Coordination Station (for lnmarsat). which the true three dimensional co-ordinates of a
NM Notice to Mariners. position have a 50% probability of being located.
NON Unmodulated continuous wave emission. SEPT September.
NOSC (USA) Naval Ocean Systems Centre. SEQ Sequence.
NOV November NRL (USA) Naval Research SES Ship Earth Station. A mobile earth station in the
Laboratory. maritime mobile-satellite located on board a vessel is
not permanently moored other than a survival craft
NRT Net Registered Tonnage. station.
NS Nanosecond. SHIP MOVEMENT SERVICE A safety in the maritime
NSA (USA) National Security Agency. NTDS mobile service other than a port operations service
(USA) Navy Tactical Data System, coast stations and ship stations or between ship
stations, in which messages are restricted to those
NTS Navigation Technology Satellite,
relating to the movements of ships. It does not include
RCC Rescue Co-ordination Centre. public correspondence.
RNAV Area Navigation, SHIPPOS Ship Position Reporting Service.
RMS Root Mean Square. SHIP STATION A mobile station the maritime mobile
RSC Rescue Sub-Centre. A subordinate to the Rescue service located board a vessel which is not
Co-ordination Centre, established to compliment the permanently moored, other than a survival Craft
latter according to particular provisions of the station.
responsible authorities. SI International System of Units
RSS Root Sum Square. SIG Signal.
RT Radio telephony.
SIL System Integration Laboratory.
RT (HF) Radio Telephony (High Frequency).
SINGLE DIFFERENCE A GNSS observable formed by
RT (MF) Radio Telephony (Medium Frequency). arithmetically differencing carrier phases that are
RTCA Radio Technical Commission for Aeronautics. simultaneously measured by a pair of receivers
tracking the same satellite (betweenreceiver single
RTCM Radio Technical Commission for Maritime
difference), or by a single receiver tracking a pair of
Services.
satellites (betweensatellite single difference). The
RTCM SC-104 The special committee of the Radio betweenreceiver – single-difference procedure
Technical Commission for Marine Services that essentially removes all satellite clock errors. The
developed recommended standards for DGNSS. between-satellite – single-difference procedure
RTK (Real Time Kinematic) The DGNSS procedure essentially removes all receiver clock errors. Although
whereby carrier-phased corrections are transmitted primarily used with carrier phases, the procedure can
in real time from a reference receiver to the user’s also be applied to pseudoranges.
receiver. SINGLE FREQUENCY The frequency used for transmission
RTTY Radio Teletype. and reception.
RW Rotating Pattern Radio beacon. SITREP Situation Report.
RX Receiver. SOLAS The International Convention on the Safety Of
Life at Sea (SOLAS), as amended.
S Second.
SOLAR CYCLE Solar activity changes over a period of,
S/A or SA Selective Availability.
on average, 11 years. At solar maximum, the solar
SAFETYNET The International SatetyNET Service. activity high and too the EUV (Extreme Ultra-Violet)
SAR Search And Rescue.
124 GMDSS GOC_CN_Ver.2019.05.1

radiation output which affects the Ionosphere. At WT Radio (Wireless) Telegraphy.

solar minimum, the opposite is true. WT (HF) Radio (Wireless) Telegraphy (High Frequency).
SOLAR WIND The outflow solar material from the hot, WT (MF) Radio (Wireless) Telegraphy (Medium
unstablo corona. The solar wind blows into Frequency).
lnterplanetary space with the speed of about 400
km/s (this vary dramatically), carrying with it the WWNWS World Wide Navigational Warning Service. A
magnetic fields that originate in the Sun. service established by the International Maritime
Organization and International Hydrographic
SOUS-CROSS Sous-Centres Regionaux Operationels de Organization for the purpose of co-ordinating the
Surveillance et de Sauvetage (Regional of operations transmissions of radio navigational warnings in
for surveillance and maritime rescue, MRSC). geographical areas.
SPM Single Point Mooring. WWW World Wide Web (INTERNET).
SPOC SAR Point Of Contact. In COSPAS-SARSAT system Y-CODE The encrypted P-Code.
mission control centres (MCCs), rescue co-ordination
centres (RCCs) and other established and Z-COUNT The fundamental GNSS time unit. It is a 29bit
recognized national points of contact which can binary number, of which the 10 most significant bits
accept responsibility for the co-ordination of the give the binary representative of the GNSS week
rapid and effective transfer of alert data to enable number, and the 19 least significant bits give the time-
the rescue of people in distress. of-week (TOW) count in units of 1.5 seconds, A
truncated version of the TOW – with 6 second epochs
V Volt the navigation message – is included in the
VDOP Vertical Dilution Of Precision. navigation message handover word.
VHF Very High Frequency (30 – 300 MHz).
VHSIC Very High Speed Integrated Circuit
VLCC Very Large Crude Carrier,
VLF Very Low Frequency (3 – 30 kHz)
VLSIC Very Large Scale Integrated Circuit
VOR Very High Frequency (VHF) Omnidirectional
Range.
VTM Vessel Traffic Management
VTMS Vessel Traffic Management System.
VTMIS Vessel Traffic Management and
Information System.
VTS Vessel Traffic Service.
W Watt

WADGNSS Wide Area DGNSS. A form of DGNSS in which

the user’s GNSS receiver receives corrections
determined from a network of reference stations
distributed over a wide geographical area. Separate
corrections usually determined for specific error
sources – such as satellite clock, ionospheric
propagation delay and ephemeris – and are applied
in the user’s receiver or attached computer in
computing the receiver’s co-ordinates. The
corrections are typically supplied in real time by way
of a geostationary communications satellite or
through a network of ground-based transmitters.
Corrections may also be provided at a later date for
post-processing collected data.
WARC World Administrative Radio Conference.
WAAS Wide Area Augmentation System. A system that
enhances the GNSS SPS and is available over a wide
geographical area. The WAAS being developed by
the Federal Aviation
Administration, in concert with other agencies, will
provide WADGNSS corrections, additional ranging
signals from geostationary (GEO) satellites, and
integrity data on the GNSS and GEO satellites.
WED Wednesday.
WEF With effect from.
WIN Winter.
WMO World Meteorological Organization.