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World Maritime University Dissertations Dissertations

1995

An integrated approach to maritime satellite communications in

Mozambique : its impact on the Mozambique maritime
infrastructure
Jerónimo Raimundo Tamele
World Maritime University

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 WORLD MARITIME UNIVERSITY
Malmo, Sweden

AN INTEGRATED APPROACH TO MARITIME

SATELLITE COMMUNICATIONS IN
MOZAMBIQUE:
Its impact on the Mozambique Maritime infrastructure

By

jer6nimo raimundo tamele

Mozambique

A dissertation submitted to the World Maritime University in partial fulfilment of the

requirements for the award of the degree of

MASTER OF SCIENCE
in
MARITIME EDUCATION AND TRAINING
(Nautical)
1995

O Copyrigjit Jerteimo Raimimdo Tamele, 1995

 DECLARATION

I certify that aU the material in this dissertation that is not my own work has been
identified, and that no material is included for which a degree has previously been
conferred on me.
The contents of this dissertation reflect
my own personal views, and are not necessarily
endorsed by the University.

Supervised by:
Professor Peter M. Muirhead

INMARSAT Professor of MET

World Maritime University

Assessed by:
Captain Lars Brbdje

INMARSAT Senior Maritime Adviser

INMARSAT - London
Visiting Professor, World Maritime University

Co-assessed by:
Mr. Bjame Pedersen
Managing Director
Poseidon Simulation Systems A/S - Norway
Visiting Lecturer, World Maritime University

ii
 ACKNOWLEDGEMENTS

I would like to take this opportunity to thank those who have supported me in one way
or another to make this study possible.

My special thanks and gratitude to Professor Peter M. Muirhead, my Course Professor,

for his uninterrupted supervision and guidance as well as his counseling throughout my

two-year course, especially during the process of writing this dissertation, where he
played a crucial role in reviewing the content of the writing as well as the English
language.

I wish to express my cordial thanks to Captain Lars Brodje, Senior Maritime Advisor of
INMARSAT, for his constructive advice and encouragement during the research for this
dissertation. In addition, my thanks go to both Captain BrOdje and Mr. Bjame Pedersen
for agreeing to assess this work.

My sincere gratitude is addressed to Nicholas Hilmers, former English lecturer at the

World Maritime University, for his guidance (in writing) and reviewing of the English
language in the beginning of my dissertation writing.

I am extremely appreciative of the support that the WMU staff gave to me during the
two-year course, especially the WMU library personnel.

Further expression of thanks and appreciation goes to SHIPDECO AS, for providing me
with valuable material that contributed towards making this dissertation even better.

iii
I would like also to take this opportunity to express my profound gratitude and sincere
thanks to my colleagues at Nautical School of Mozambique (ENM), for their support.
My thanks are extended to Mr. Frederico Ozanam Borges Dias of SAFMAR and
Mr. Lourenfo Gaspar Nhaduco of TDM, for providing me with valuable infonnation and
materials on the study.

Last but not least, my deepest thanks are given to my wife Isabel Dalila and my sons
Merlio and Jerbelo, for their patience and understanding
 ABSTRACT

This dissertation examines the worldwide current development of Maritime Satellite

Communications technology; the INMARSAT organization and its Maritime Services,
either for safety of life at sea or commercial and social applications, as well as the
introduction of the new Global Maritime Distress and Safety System (GMDSS), Search
and Rescue (SAR) operations and the Communication systems for use in the GMDSS
that comprise Satellite and Terrestrial Communications.

In addition, the research has addressed special attention to the review of the current state
of maritime communications in Mozambique, the role that the national
telecommunications company (TDM) plays in the maritime communications. The
government efforts leading to the introduction of the GMDSS communications system in
Mozambique and the activities of the national Maritime Safety Authority (SAFMAR) are
also discussed in this paper.

The need of co-operation with neighboring countries in order to build up the eflScient
Maritime Rescue Co-ordination Centre (MRCC) is considered.

The routing arrangement with Coast Earth Stations providing services in INMARSAT-A,
B, C and M in all four ocean regions coverage by INMARSAT geostationary satellites is
shown to be the transitional stage to the full introduction of new technology based in
Maritime Satellite Communications in Mozambique.

V
The need of training for those whose tasks are to operate the day-to-day GMDSS
communications in Mozambique is discussed, as well as the role of Escola Nautica de
Mofambique (ENM) regarding the training of personnel for General Operator’s
Certificate (GOC), where the use of PC-based simulators, in addition to the real-life
equipment already available at ENM is also considered.

The concluding chapter sum up the key issues discussed in this dissertation and gives

more emphasis on the need of proper training of personnel to serve the GMDSS radio
stations either ashore or onboard ships equipped with this technology, where proper use
of the English language is required.
 LIST OF TABLES

TABLES Pages
Table 2 Sea areas 19

Table 4 Distance table in nautical miles (Mozambique Channel)

41

Table 4.1 Radio equipment of the TDM available for the Coast Radio

Station in Maputo 48

Table 4.2 Mozambican fleet 52

Table 5 SAFMAR activities 54

Table 6 GMDSS Course outline 78

Table 6.1 Course Timetable 80

vii
 LIST OF FIGURES

FIGURES Pages

Figure 1 View of INMARSAT Satellites in geostationary orbit

above the four Ocean Regions 4

Figure 2 Analysis of total 594 false alerts received at Falmouth 27

viii
 LIST OF ABBREVIATIONS

AMC Australian Maritime College

AMUs Audio Multiplexer Units
ANFRENA Agenda Nacional de Frete e NavegafSo
(national shipping agency)
AOR-East Atlantic Ocean Region East
AOR-West Atlantic Ocean Region West
CBS Computer Based System
CBT Computer Based Training
CENCOMAR Centro das Comunica^des Maritimas
CES Coast Earth Station
COSPAS-SARSAT Cosmicheskaya Sistyema Poiska Avariynych Sudov -
Search And Rescue Satellite-Aided Tracking
CSS Co-ordinator Surface Search
DANIDA Danish International Development Agency
DMG Distress Message Generator
DHSD Duplex High Speed Data
DSC Digital Selective Calling
EGC Enhanced Group Call
ELT Emergency Locating Transmitter
EMODRAGA Empresa Mo^ambicana de Dragagens

ENM Escola Nautica de Mozambique

EPIRB Emergency Position Indicating Radio Beacon
GAPROMAR Gabinete de coordena^ao dos Projectos da Marinha
Mercante
GHz GigaHertz
GMDSS Global Maritime Distress and Safety System
GOC General Operator’s Certificate
GOM Government of Mozambique
HF High Frequency
HSD High Speed Data
ICAO International Civil Aviation Organisation
ICO Intermediate Circular Orbit
ID Identification
IHO International Hydrgraphic Organisation
IMN INMARSAT Mobile Number
IMO International Maritime Organisation
IMOSAR IMO Search and rescue
INHAHINA Institute Nacional de Hidrografia e Navega^ao
INMARSAT International Mobile Satellite Organisation
lOR Indian Ocean Region
ISDN Integrated Services Digital Network
ISID International Ship Information Database
INTELSAT International Telecommunications Satellite Organisation
ITU International Telecommunications Union
KHz KiloHertz
LUT Local User Terminal
MCC Mission Control Centre
MF Medium Frequency

X
MHz MegaHertz
MRCC Maritime Rescue Co-ordination Centre
MSA Maritime Safety Agency
MSI Maritime Safety Information
MTC NCnisterio dos Transportes e Comunica^oes
NAVIQUE, E.E Empresa Mo^ambicana de Navegafao, Empresa Estatal
NAVINTER Empresa Mofambicana de Navega^ao Intemacional
NAVTEX Narrow-band direct printing telegraphy system for
transmission and reception of maritime information
NBDP Narrow Band Direct Printing
NCS Network Co-ordination Station
NORAD Norwegian Agency for Development
osc On-Scene Commander
PGS Poseidon GMDSS Simulator
POR Pacific Ocean Region
PLB Personal Locator Beacon
RCC Rescue Co-ordination Centre
RSC Rescue Sub-Centre
SADC Southern Africa Development Community
SAFMAR Servigo Nacional de Administragao e FiscalizagSo Maritima
(National Maritime Safety Authority)
SAR Search and Rescue
SART Search and Rescue Radar Transponder
SATNAV Satellite Navigation
SES Ship Earth Station
SHIPDECO A/S Norwegian Shipping Development Company
SOLAS Safety of Life at Sea
SRR Search and Rescue Region
SRU Search and Rescue Unit
STCW Standards of Training, Certification and Watchkeeping
TDM Telecomunicafoes de Mozambique
VHP Very High Frequency
WMO World Meteorological Organisation
WMU World Maritime University

xii
 TABLE OF CONTENTS
Declaration
ii
Acknowledgements
iii
Abstract
V
List of tables
vii
List of figures
viii
List of abbreviations
lx
Table of contents
xiii
Introduction
xix

CHAPTER 1

INMARSAT SATELLITE COMMUNICATION SYSTEMS

1 • 1. - A GENERAL OVERVIEW

1.2. - The INMARSAT Organisation

1.3. - The INMARSAT system and maritime services o •

1.4. - The Space Segment

3
1.5. - The Ground Segment

1.6. - The Ship Earth Stations

1.7. - INMARSAT’S current activities

6
1.7.1.- Project 21 / INMARSAT P

xiii
CHAPTER 2

INMARSAT’S OPERATIONS AND EMERGENCY SERVICES

2.1. - The INMARSAT-A System

o
2.2. - The INMARSAT-C system

2.3. - The INMARSAT-B System

2.4. - The INMARSAT - M system jq

•he Global Maritime Distmss & Safety System

11
2.6. - Introduction to the GMDSS - general overview
12
2.6.1. - The old radiocommunications system
13
2.6.2. - Communication systems for use in the GMDSS
13
2.6.2.1. - Satellite communications
14
2.6.2.2. - Terrestrial communications
14
2.6.2.2.1. - Long-range service
15
2.6.2.2.2. - Medium-range service
15
2.6.2.2.3. - Short-range service
15
2.6.3. - The implementation of the new GMDSS
16
2.6.4. - Advantages of the GMDSS
16
2.6.5. - Disadvantages of the GMDSS
17
2.6.6. - Vessels to be subject to the GMDSS
17
2.6.7. - Functional requirements
17
2.6.8. - The GMDSS carriage requirements
18
2.6.8.1. - Sea areas
18
2.6.9. - Digital Selective Calling (DSC)
20
 2.1. - The role of INMARSAT in the GMDSS
2.7.1. - Distress alerting from ship-to-shore oz
2.7.1.1. - Distress alerting through INMARSAT-A i
XJ
2.7.1.2. - Distress alerting through INMARSAT-B i
2.7.1.3. - Distress alerting by INMARSAT-C ->9
2.7.1.4. - Distress communications 9.,
2.1.2. - Shore-to-ship distress alerting
2.1.3. - Enhanced Group Call (EGC)
2.1.4. Search-and-rescue (SAR) co-ordination communications 24
2.7.5. - On-scene SAR communications 9^

2.1.6. - The INMARSAT-E system

2.8. - Introduction to the COSPAS-SARSAT system 25

2.9. - False alerts in the GMDSS

M/
2.9.1. - Measures to prevent false alerts 90
Zo
2.9.1.1. - Actions to be taken by masters or skippers 28
2.9.1.2. - MF/HF DSC shipbome equipment 90

2.9.1.2.1.- Silencing alerts sent inadvertently 29

2.9.1.3. - INMARAST SES terminals 9q

2.9.1.3.1-Actions to be taken when an inadvertent distress alert is
transmitted
30 .
2.9.1.4. - Satellite EPIRBs (406 Mhz)
2.9.1.5-Actionstobetaken by manufacturers, suppliers, installers
instructors
30

XV
 CHAPTER 3

OTHER APPLICATIONS OF INMARSAT SATELLITE COMMUNICATIONS

3.1. - Fleet management

3.1.1. - The role ofINMARSAT in facilitating the delivery of supplies
onboard
33
3.2. - StiU video transmission via satellite communications -j,
3.2.1. - Areas of application
34
3.2.1.1. - Distance education
34
3.3. - Video telephone through INMARSAT
_ JJ
3.3.1. - Desktop video conferencing

3.4. - Onboard training via satellite communications

3.5. - The role ofINMARSAT in the Ship Infonnation Database to be set up by

IMO
38

CHAPTER 4

REVIEW OF CURRENT COMMUNICATION SYSTEMS IN MOZAMBIQUE

4.1. - Introduction
40
4.2. - Telephone Network communications
■ Xi

4.3. - The current state of Maritime Communications

4.3.1. - General overview
42
4.3.2. - Analysis of equipment used in the existing radio stations and present
personnel
46
4.3.2.1. - Maputo Coast Radio Station
46
4.3.2.2. - Mantime Administrations
49
4.3.2.3. - Other entities involved in maritime communications 50

xvi
 4.3.2.4. - Present fleet of ships in Mozambique
51

CHAPTERS

UPGRADING MOZAMBIQUE MARITIME COMMUNICATION SYSTEMS

5.1. -General ^2
5.2. - Establishment of SAFMAR 53
5.3. - Maritime Authority Communications Centre in Mozambique 56
5.3.1.1. - The Centre ofMaritime Communications in Maputo 57
5.3.1.2. - Maputo Coast Radio Station 58

5.3.1.3. - The MF DSC radio stations in Mozambique 59

5.4. - NAVI EX service in Mozambique gj

5.5. - Personnel to be employed in the Coast radio Stations 62

5.6. - Carriage requirements in Mozambique 62

5.7. - Operators onboard Mozambican ships 63

5.8. - Maritime Rescue Co-ordination Centre (MRCC) 64

-
5.8.1. Structure of the SAR service 65
5.9. - Charge for the services
66
5.10. - An integrated approach to Mantime Satellite Communications in
Mozambique
67
5.10.1. - Routing Arrangements 68
5.10.2. - The impact of the Satellite Commumcations on the Mozambican
Maritime Infrastructures 69

xvii
 CHAPTER 6

training and certification of gmdss radio personnel in

MOZAMBIQUE
6.1. -General .yj
6.2. - GMDSS training simulators 72
6.2.1. - The Norcontrol Full mission GMDSS simulator 72
6.2.2. - Poseidon GMDSS simulator (PGS) for GOC training 73

6.3. - Training facilities in Mozambique 75

6.3.1. - Present staff in the radio department 76
6.3.2. - Training of personnel to handle maritime radiocommunications 76

6.4. - Proposed Course Curriculum 77

6.4.1. - Assessment gQ
6.4.2. - Teaching aids (resources) gj

CHAPTER 7

CONCLUSIONS AND RECOMMENDATIONS

7.1. - Conclusions g2

7.2. - Recommendations g^

BIBLIOGRAPHY gg

APPENDICES on

xviii
 INTRODUCTION

The use of developed Maritime Communications technology is seen as the only way in
which the world maritime community can improve the safety of life and properties at sea,
especially if all countries involved in the shipping business have to respond satisfactorily
to the implementation of the new Global Maritime Distress and Safety System (GMDSS).

The author’s intention in this dissertation is to evaluate the recent developments in

Maritime Communications technology. This objective achieved in Chapter 1 to Chapter
3 of this paper. However, the idea is to establish which communications technology can
best fit the reality of the situation in Mozambique.

Chapter 4 contains a review of current communication systems in Mozambique, while

Chapter 5 examines the ways of upgrading Mozambique Maritime Communication
systems, that comprises the introduction of the new Global Maritime Distress and Safety
System (GMDSS); and an integrated approach to Maritime Satellite Communications in
Mozambique.

Training and certification of GMDSS radio personnel in Mozambique is dealt with in

Chapter 6, whilst Chapter 7 contains final conclusions and recommendations.

However, the author conducted this study in order to find out how Mozambique can be
integrated into the new Maritime Communications environment and make proper use of
the modem technology available worldwide. This study is mainly based on the

xix
operational procedures of Maritime Communications equipment. Hence, few technical
aspects were discussed.

The research methodology applied to this study comprises interviews and discussions
with different personalities involved in Maritime Communications in Mnyamhigye. For
instance lecturers in the radio department at Nautical School of Mozambique (ENM);
maritime radiocommunications surveyors at the national Maritime Safety Authority; and
personnel at the national Telecommunications company (TDM). However, the library of
the World Maritime University was the main source of the materials that the author read
during this study; in addition to learning through lectures and seminars. In addition,
discussions were held with the course Professor and visiting Professors at the World
Maritime University, including consultations with the INMARSAT maritime adviser and
other maritime communications experts during field studies.

However, a number of difficulties in gathering relevant written materials from the

author’s home country were encountered during the research. Despite this, the author is
confident that the out-come of the research forms a sound basis for the future
development of Maritime Communications in Mozambique.

XX
 CHAPTER 1

INMARSAT Satellite Communication Systems

1.1 - A GENERAL OVERVIEW

The need for improvement in the safety of life at sea through the development of
communications technology has been a major concern of the International Maritime
Organisation (IMO) since 1966. Therefore, in November 1973, by Resolution
A.305(Vin), the IMO Assembly decided to convene an International Conference to
approve the principle of creating the International Maritime Satellite Organisation
now known as International Mobile Satellite Organisation (INMARSAT).

The International Mobile SateUite Organisation (INMARSAT) was established in

1979, foUowing the conference reconvened in September 1976 which adopted the
INMARSAT agreements. However, in order to start operations, INMARSAT had to
acquire satellites by leasing them from the United States’ MARISAT System, the
European Space Agency (ESA), and modified International Telecommunications
Satellite Organisation (INTELSAT) Satellites.

1.2 - The INMARSAT Organisation

An international organisation with its headquarters in London, INMARSAT has been

in operation since 1982. The INMARSAT organisation is patterned after the
INTELSAT system and comprises three bodies:

1
 1 - the Assembly
2 - the Council, and
3 - the Directorate

The Assembly is composed of 79 member countries (as of September 1995) and each
country has one vote in its meetings, which are held every two years. Themission of
the Assembly, inter alia, is:
- to formulate general policy and long-term objectives of INMARSAT; and
- to establish financial, technical, and working standards for the organisation.
The Council functions in a similar way to a corporate board of directors and is
composed of eighteen signatories with the largest investment shares, plus four from
developing countries that are appointed by the Assembly. In order to implement the
policy decisions of the Assembly, the INMARSAT Council meets three times a year.
The day-to-day operations of the organisation are carried out by the Directorate with
an approximately 500-member staff of different nationalities at the headquarters in
London.

1.3 - The INMARSAT system and maritime services

INMARSAT is responsible for the procurement and operation of the space segment
of the global mobile satellite communications system as well as the improvement of
distress and safety of life at sea communications. In addition, INMARSAT satellites
provide high quality voice, telex, data and facsimile services.

The second generation INMARSAT-2 Satellites (that comprises four sateUites) were
launched during the period 1990-1992. In doing so INMARSAT began moving
ahead into the complete control and operation of world-wide mobile
satellite communications, aeronautical communications, and land-based mobile
communications. However, INMARSAT has a contract with Martin Marietta Astro

2
Figure 1 - View of INMARSAT Satellites in geostationary orbit above the four
Ocean Regions

(Source: INMARSAT)

4
Figure 1 - View of INMARSAT Satellites in geostationary orbit above the four
Ocean Regions

(Source: INMARSAT)

4
Figure 1 - View of INMARSAT Satellites in geostationary orbit above the four
Ocean Regions

(Source: INMARSAT)

4
 leading to the introduction of the more powerful third-generation INMARSAT-3
Satellites (that comprises four larger sateUites) with launching scheduled to begin by
the end of this year.

The INMARSAT communication systems comprises three major components; the

Space Segment, the Ground Segment, and the Ship Earth Stations (SESs).

1.4 - The Space Segment

The Space Segment is maintained and operated by INMARSAT and comprises four
geostationary satellites. Each satellite has an orbit above the earth’s equator and in
order to keep the same relative position to the earth, the satellite has to move in its
orbit at the same speed as the earth in its rotation.

Each working satellite has one backup satellite in orbit. In case of failure of the
working satellite, the backup will ensure that transmissions continue without any
delay. The satellites are provided with solar panels to generate the electrical power
for their functions. They are also provided with continuously charged batteries to
provide backup power in case of an ecUpse. Each of the geostationary satellites has a
specific area of coverage sometimes referred to as its “footprint”. The four areas of
coverage are as follows:

• Atlantic Ocean Region - East (AOR-East)

• Atlantic Ocean Region - West (AOR-West)
• Indian Ocean Region (lOR)
• Pacific Ocean Region (POR) (see figure 1.1).

However, INMARSAT cannot perform reliable communications in latitudes greater

than 70“ North and South.

3
Figure 1 - View of DJMARSAT Satellites in geostationary orbit above the four
Ocean Regions

(Source: INMARSAT)

4
1.5 - The Ground Segment

The global network of Coast Earth Stations (CESs), the Network Co-ordination
Stations (NCSs), and the Network Operations Centre (NOC), build up the ground
segment.

The Coast Earth Stations (CESs), are owned and operated by INMARSAT
Signatories (see Appendix A). The CESs provide an essential link between the
satellites and the telecommunications networks on the earth’s surface.

Communications from land to the ships at sea (SESs), are effected through the Coast
Earth Stations. Parabolic antennas of between 11 m to 14 m diameter are usually
used. These antennas are used to transmit signals at 6 GHz to the satellites and to
receive signals from the satellites at 4 GHz

In each ocean region, communications are monitored and controlled by the Network
Co-ordination Station (NCS). The NCS in each ocean region is responsible for the
INMARSAT systems (telephone, telex, data, and facsimile) which communicate with
the Coast Earth Stations in that ocean region, and with the other NCSs. The
Network Operations Centre (NOC) in INMARSAT’S headquarters plays an important
role in maintaining connections between the NCSs and the satellites.

1.6 - The Ship Earth Stations

Ship Earth Stations are transmitting/receiving antennas installed on ships or on fixed

installations at sea (e.g. offshore oil rigs) or ashore. The SESs transmit signals at 1.6
GHz and receive them at 1.5 GHz. Nowadays there are five types of shipboard
INMARSAT satellite terminals:

5
 • INMARSAT-A
• INMARSAT-B
• INMARSAT-C
• INMARSAT-M
• INMARSAT-E

The functions of these terminals will be described in subsequent chapters.

1.7 - INMARSAT’S current activities

The development of technology is proceeding with time and INMARSAT has made a
major step forward in this area by launching the ship’s black box. This ship
transmitting buoy, known as the Starec buoy, was recently developed by
INMARSAT in co-ordination with the Norwegian firm LINKOM and the Japan
Radio Company. The device is designed to improve maritime safety. Ships equipped
with a Starec buoy can be surveyed while at sea at any time. According to an article
in The Telegraph (1995, v. 28 n.l-January) this new float-free buoy,

can measure and record position, course, speed, excess

water in the bilge, status of bow and stem doors and hull
stresses over a 24-hour period. The Starec buoy can float
free in the event of an emergency, and send a distress signal
to shore. If the ship sinks this buoy will float free and an
authority on shore can command it to transmit all recorded
data in its memory, providing immediate information about
what might have gone wrong.

6
1.7.1- Project 21 / INMARSAT P

INMARSAT has a project known as Project 21 under which is considering building a

new Intermediate Circular Orbit (ICO) Satellite system for 21st century. This
project is aimed to the development and implementation of INMARSAT P. Hand­
held phone, fax and data services to users anywhere in the world will be provided by
this digital system.

7
 CHAPTER!

INMARSAT’S operations and emergency services

2.1 - The INMARSAT-A System

Since the 1970s INMARSAT-A has been in operation for distress and safety
purposes. In 1982, INMARSAT introduced this system into commercial operations.
Currently INMARSAT-A terminals with a large radome covered stabilised parabolic
dish are installed in more than 17,450 ships.

Most large oil tankers and other large sea-going ships are fitted with the
INMARSAT-A system. In addition, fishing trawlers and luxury yachts are also major
users. The functions of the INMARSAT-A system in the maritime environment are to
offer commercial services, distress and safety of life at sea communications and social
communications for crew members.

The INMARSAT-A Mobile Satellite Communications system is an analogue system

that provides two-way direct dial telephone, telex, fax, electronic mail (E-mail) and
data commumcations, fi'om ship to shore and vice versa at a slow transmission rate of
9.6 kilobits per second (Kibts/sec).

High Speed Data (HSD) at rates of 56 and 64 Kbits/sec is the new option that has
been developed by the manufacturers of INMARSAT-A, with the aim of meeting the
needs of certain users. The HSD version is capable of transmitting large amounts of

8
data. High definition still photographs and compressed video can also be sent fi’om
and received on an INMARSAT-A SES (Brodje, 1994, p47). This technology will
enable shipping company superintendent or other experts to provide advice to a
captain or chief engineer concerning repairs that might be necessary while a ship is at
sea.

.2.2 - The INMARSAT-C system

In January 1991 the INMARSAT-C system was introduced with a smaller omni­
directional and lighter antenna than that of INMARSAT-A. This system overcomes
the disadvantage of INMARSAT-A by offering global maritime and aeronautical
communications at lower cost.

INMARSAT-C is also an analogue system that offers means of sending two-way

telex, E-mail and data communications at slow speed (at the rate of 600 bits per
second) using store-and-forward transmission. However, this system does not provide
voice communications. The INMARSAT-C operational fi’equencies are as follows:

. Transmission 1626.5 - 1645.5 MHz

• Reception 1530.0 - 1545.0 MHz

Currently, fishing vessels, yachts and small and large cargo vessels are fitted with
INMARSAT-C, as are many shore-based installations.

2.3 - The INMARSAT-B System

INMARSAT-B, the latest INMARSAT system, was introduced in 1994, to take the
place of INMARSAT-A. Developed because of commercial reasons, this new

9
 technology is designed to provide greater cost-effectiveness to the users in the
maritime field.

There are no significant changes concerning the size of the terminal and the type of
services provided by INMARSAT-A. However, INMARSAT-B is a full digital
system that easily makes use of the space segment. The system offers high qualify
two-way direct dial telephone, telex and data communications, either single-channel
or multi-channel, at a rate of up to 64 Kbits/sec. This enables the system to handle
large amounts of data in a short period of time with lower charges. Moreover,
INMARSAT-B is also capable of offering facsimile services at the rate of 9.6
Kbits/sec.

With the recent improvements made by the Japanese ANRITSU CORPORATION,

the system is in addition capable of offering calls with privacy protection and by credit
card calls. In brief, INMARSAT-B gives the mariners at sea and managers ashore
access to better communications at lower charges.

Nowadays, there are almost 14 Coast Earth Station Operators providing

INMARSAT-B services, and INMARSAT-B maritime terminals are available in 3
different models (Bonacic, 1995, p5).

2.4 - The INMARSAT - M system

INMARSAT-M is another new system developed by INMARSAT using the same

technology as INMARSAT-B. This system was introduced during the course of the
INMARSAT-B project to meet the crucial needs of coastal craft such as yachts and
fishing vessels. The system has been available since the beginning of 1993.

10
The services offered by INMARSAT-M include two-way direct dial telephone with
medium quality voice at 4,100 bits per second, low-speed fax and computer data
communications at 2,400 bits per second. These services are cheaper and they are
provided to users all over the world through compact size terminals.

Yachts and fishing vessels are the major users of INMARSAT-M, although some
cruise liners and commercial vessels have also been equipped with this system.
Moreover, the INMARSAT-M system is available for installation on road vehicles.

Nowadays, the growth of INMARSAT terminals installed world-wide is considerable.

Brbdje (1995,p37) noted that:

as of June 1995, more than 25,000 Inmarsat-A,

nearly 18,000 Inmarsat-C, nearly 6,000 Inmarsat-M
and more than 800 Inmarsat-B user terminals have
been commissioned on land, sea and in the air for
use with the Inmarsat system. About 650
aeronautical earth station terminals have been
commissioned for use on aircraft.

2.5 - The IMO requirements for the Global Maritime Distress & Safety System
(GMDSS)

The IMO has specified the minimum set of communications equipment required for
the GMDSS. The INMARSAT-C system performs reliable global communications
concerning Maritime Safety Information (MSI) and distress alerts between ship earth
stations and coast earth stations. This has led to INMARSAT-C being accepted by
the IMO as fulfilling the requirements of the GMDSS. In addition, the INMARSAT-A
and INMARSAT-B systems have been approved by IMO as complying with the new

11
 safety regulations under the GMDSS. However, at present INMARSAT-M does not
comply with the IMO requirements.

2.6 - Introduction to the GMDSS - general overview

As mentioned in Chapter 1, the International Maritime Organisation established

International Maritime Satellite Organisation, in order to further its primary objectives
(safer ships and cleaner oceans) by providing reliable distress and safety of life at sea
communications through a Satellite system.

However, INMARSAT seemed to become more involved in providing commercial

communications than distress and safety communications. Therefore, after the
adoption of the International Convention on Maritime Search and Rescue in 1979
(1979 SAR Convention), the IMO Assembly, in order to enhance the execution of the
plan prescribed in this convention, had to develop the new Global Maritime Distress
and Safety System (GMDSS). This was done in co-ordination with some other
United Nations specialised agencies such as the International Telecommunications
Union (ITU), the World Meteorological Organisation (WMO) and other international
organisations such as the International Hydrographic Organisation (IHO), the
International Mantime Satellite Organisation (INMARSAT) and the Space system for
search of distress vessels - Search And Rescue Satellite-Aided Tracking
(COSPAS-SARSAT).

However, with the aim of making the GMDSS system mandatory on board ships, the
IMO Assembly convened in November 1988 a GMDSS Conference, the so called

“Conference of Contracting Governments to the International Convention for

the Safety of life at Sea, 1974 on the Global Maritime Distress and Safety
System.” This conference adopted amendments to the SOLAS Convention 1974
concerned with radio communications for the Global Maritime Distress and Safety
System (GMDSS). The implementation of the GMDSS started on 1 February 1992,

12
 and will be completed on 1 February 1999. Therefore, vessels being constructed on
or after 1 February 1995 are required to be fitted with GMDSS equipment.

2.6.1 - The old radio communications system

Under the previous International Telecommunications Union (ITU) radio regulations

defined in the SOLAS Convention, 1974 certain classes of ships were obliged to carry
on board radio equipment to keep continuous listening on the international distress
frequencies. All cargo ships of 1600 gross registered tons (grt) and over, and all
passenger ships were required to carry Morse telegraphy at 500 KHz. Therefore a
highly-trained Morse telegraphy operator was required on board. In addition, all
cargo ships of 300 or more gross registered tons (grt), and all passenger ships were
required to carry a radiotelephony system operating on 2182 KHz and 156.8 MHz.

The shipbome medium frequency equipment has a limited transmission range of

100-150 nautical miles. A ship beyond this range, when in distress, cannot be
rendered assistance from shore-based search and rescue authorities. In this situation
only neighbouring ships were able to receive the distress signal and consequently
provide the necessary assistance. If there was no ship in the vicinity, the crew and
passengers will unfortunately be able to die, because of lack of long range
communications.

2.6.2 - Communication systems for use in the GMDSS

The GMDSS is specially designed to handle both satellite communications and

terrestrial communications.

13
2.6.2.1 - Satellite communications

With the GMDSS, a communications network is required, and this can easily be
achieved using the satellites provided by INMARSAT. The L-band (1.5 and 1.6
GHz) fitted in SESs or satellite EPIRBs is used for distress alerting. In addition,
broadcasts of Maritime Safety Information (MSI) to ships trading in areas outside the
coverage of the NAVTEX system are made through the INMARSAT SafetyNET
System.

The COSPAS-SARSAT (space system for search of distress vessels - Search And
Rescue Satellite-Aided Tracking) system, which uses polar-orbiting satellite EPIRBs
in the 406 MHz frequency band, offers a distress alerting capability. The identity and
position of a ship in distress or its survival craft can be sent through the system by
manually or automatically activated float-free satellite EPIRBs.

2.6.2.2 - Terrestrial communications

The GMDSS also provides terrestrial communications. In order to perform reliable

distress alerting and safety communications, terrestrial radio communications (in the
VHP, MF and HF bands) are being upgraded to fully automated Digital Selective
Calling (DSC). The by terrestrial communications services provided are as follows:

• long-range service
• medium-range service
• short-range service

14
2.6.2.2.1 - Long-range service

The long-range service in areas outside INMARSAT coverage is only provided on

high frequency (HF) channels in both the ship-to-shore and shore-to-ship directions.
This service employs the following frequencies: 4,6,8,12 and 16 MHz. HF is
commonly used as a backup system in areas covered by INMARSAT.

2.6.2.2.2 - Medium-range service

The medium radio frequency (MF) of 2 MHz provides medium-range service. The
frequency of 2187.5 KHz upgraded to DSC is used for distress alerting and safety
communications in the ship-to-shore and shore-to-ship directions. The frequency of
2182 KHz is allocated to distress and safety traffic by radiotelephony. Furthermore, it
can be used in search and rescue (SAR) co-ordinating activities and on-scene
communications. Distress and Safety traffic also can be handled by using a narrow
band direct-printing (NBDP) system on 2174.5 KHz (IMO, 1992a, p.6).

2.6.2.2.3 - Short-range service

The short-range service is provided by the following very high frequencies (VHF):

- 156.525 MHz (channel 70) upgraded to DSC for distress and safety

calls; and
- 156.8 MHz (channel 16) used in radiotelephony to handle distress and
safety traffic as well as SAR co-ordinating and on-scene communications.

VHF does not provide direct-printing telegraphy service.

15
 2.6.3 - The implementation of the new GMDSS

The implementation of the new GMDSS is the full responsibility of the Administration
of each Contracting Party. Therefore the international rules and regulations of the
GMDSS must be carefully interpreted by that Administration in the context of the
prevailing conditions. This should be done under the auspices of Chapter IV of the
International Convention for the Safety of Life at Sea, 1974.

2.6.4 - Advantages of the GMDSS

The primary function of the GMDSS, is to improve distress and safety of life at sea
communications through advanced technology that ensures the reliability of both
terrestrial and satellite communications. It is important to highlight that the GMDSS
also provides terrestrial communications and that its key advantage is that it

encompasses automated radiocommunication systems for satellite as well as terrestrial

communications. The Digital Selective Calling (DSC) capability is another significant
advantage of the new GMDSS.

The GMDSS allows a ship in distress to send a distress signal to the search and rescue
authorities ashore and simultaneously alert the ships in the vicinity. The shore-based
search and rescue centre also can alert the ships in the vicinity and co-ordinate the
assistance and search and rescue operations.

With full implementation of the GMDSS on 1 February 1999, the Morse telegraphy
will cease to be used at sea. Consequently the traditional Morse telegraphy operator
will no longer be employed on board ships. Therefore, nowadays distress and safety
communications, as well as commercial and social communications provided by the
GMDSS can be handled by the shipmaster, and his officers on board, while keeping a
proper look out.

16
 2.6.5 - Disadvantages of the GMDSS

The main disadvantage of the GMDSS for developing countries is the cost. They may
be not able to handle the costs of purchasing the equipment and the expenses which
will arise due to the special care that is needed to keep the equipment in good
working condition (e.g. an air-conditioning system and the necessary power supply)
as well as general maintenance. In addition, the implementation of the GMDSS
system will cause serious unemployment problems. A large number of radio oflScers
onboard will be made redundant.

2.6.6 - Vessels to be subject to the GMDSS

The GMDSS technology is available to provide all types of communication for every
type and size of vessel. However, the carriage of GMDSS equipment will be
mandatory on board vessels operating under the SOLAS Convention 1974, namely:

- cargo vessels of300 gross registered tons (grt) and over; and
- all passenger vessels engaged in international voyages.

On vessels other than those mentioned above, the carriage of the GMDSS equipment
will be optional.

2.6.7 - Functional requirements

>■ A ship operating in a sea area defined under the GMDSS should be equipped in order
to be able to perform the following nine communications functions as required by
IMO:

17
 1) Distress alerting, ship-to-shore
2) Distress alerting, shore-to-ship
3) Distress alerting, ship-to-ship
4) Search and rescue co-ordination communications
5) On-scene communications
6) Locating signals
7) Transmitting and receiving Maritime Safety information (MSI)
8) General radio communication
9) Bridge-to-bridge communications
(Source: IMO)

2.6.8 - The GMDSS carriage requirements

Contrary to the previous radio regulations, where the communications equipment

carried on board was determined by the ship’s size in terms of gross registered tons,
with the GMDSS the minimum level of equipment to be carried on board to ensure
safety of life at sea and other communications will be determined by the declared
ship’s area of operations.

2.6.8.1 - Sea areas

In the GMDSS, the oceans and coastal waters are divided into four distinct sea areas.
The IMO has already laid down the specifications of radio communications equipment
to be carried on board ships operating in certain areas (see appendix B).

The Administration of each Contracting Government has the responsibility to declare

its own sea area(s), bearing in mind the level of communications to be provided in
order to ensure reliable distress and safety, commercial and social communications in

18
the area(s). The sea area(s) can be declared in co-ordination with neighbouring
countries.

There are many coastal states with fleets under the SOLAS Convention 1974, but
they have not yet determined their sea area(s). However, it has already been agreed
that a non declared sea area is considered as A3. Hence, even ships sailing on short
voyages, as long as they are international, are required to carry on board long-range
GMDSS equipment as well as a highly trained operator. The sea areas are defined as
follows:

Table 2 - Sea areas

Sea area Al - means an area within the radiotelephone coverage of at least one VHF
coast station in which continuous DSC alerting is available.

Sea area A2 - means an area, excluding sea area Al, within the radiotelephone
coverage of at least one MF coast station in which continuous DSC alerting is

available.

Sea area A3 - means an area, excluding sea areas Al and A2, within the coverage of
an INMARSAT geostationary satellite in which continuous alerting is available.

Sea area A4 - means an area outside sea areas Al, A2 and A3 (the polar regions
beyond INMARSAT coverage).
Source: GMDSS Handbook-IMO

As can be seen Digital Selective Calling (DSC) is the key element in the GMDSS
equipment requirements. Even ships trading in the range of a VHF coast station must

have continuous DSC alerting.

19
2.6.9 - Digital Selective Calling (DSC)

Digital Selective Calling is a new technology that allows radio communications to be

connected automatically. The principle of this technology is almost the same as with
the telephone. In the GMDSS, DSC is applied to the VHP, MF, and HF radio
communications frequency bands. Radios upgraded to DSC are able to announce an
incoming call by sounding an alarm, so that the operator does not need to keep watch
standing beside the radio. He/she can do other things while waiting for a call. The
automatic transmission of distress alerts is of great importance, so that a rescue co­
ordination centre (RCC) can be alerted that a ship is in danger and take proper action
with the minimum of delay.

2.7 - The role of INMARSAT in the GMDSS

The world-wide INMARSAT satellite coverage is of particular importance in the

GMDSS. The fully automated satellites are capable of transmitting a distress alert
from ship-to-shore and the subsequent acknowledgement of the alert without any
delay. The rescue co-ordination centre (RCC), after notification by the CES, can
relay the distress alert if necessary and co-ordinate the search and rescue operations
immediately.

2.7.1 - Distress alerting from ship-to-shore

)

The INMARSAT systems approved by IMO for use in the GMDSS in case of
emergency situations offer priority access to their satellite channels. Distress priority
alerting, when selected, will automatically route the distress call to the appropriate
associated RCC (when the RCC is interconnected with the CES), and therefore
special attention is requested. Otherwise, the distress alert will be routed

20
 automatically to the CES and then processed to the appropriate shore-based RCC.
Usually the CES is connected to the RCC by dedicated lines or by a public network.

2.7.1.1 - Distress alerting through INMARSAT-A

A ship equipped with the INMARSAT-A system can, when in imminent danger, send
a distress alert using a warning techmque known as distress priority provided by the
system itself. This allows the message with distress priority indication to be easily
pointed out at the CES.

The distress call can be made when all satellite channels are providing non-distress
communications. Therefore, a satellite channel is also instantly assigned as there is a
distress priority alert and if there is no dedicated channel, the system will
automatically pre-empt one of the channels so that it can be devoted to the SES in
distress. In a few seconds the distress message will be automatically routed through
the CES to the associated RCC. This operation is fully automatic and does not require
any operator.

However, the processing of distress calls is automatically monitored by the NCS in

each ocean region in order to ensure proper procedures. Simply pressing the “distress
button” on certain SESs has made the routing of distress priority messages easier and
faster for the shipmasters and the officers. For more details about how to send a
distress call using an INMARSAT-A SES, see Appendixes C and D.

2.7.1.2 - Distress alerting through INMARSAT-B

An INMARSAT-B SES is provided with means that allow it to start distress calls
using either telephony or telegraphy. The operational procedures for these services
are similar. However, the SES Network Record has memorised the identification (ID)

21
of all coast earth stations (CES) as well as the respective ocean regions. Hence, to
send a distress message to the CES, the SES has to use the correct ID. The changing
of the CES’s ID will be effected automatically when the ship passes from one ocean
region to another.

In addition, distress calls in both services are automatically monitored by the NCS in
each ocean region. If a CES is slow to acknowledge a distress call from a SES, that
might be due to the failure of the SES to use the correct ID or to other reasons.
When this happens, the NCS will transmit a “distress access request relay” message to
the back-up CES. On receiving this message, the back-up CES will process and send
it to the RCC in the same form as an SES-originated distress message.

The technique known as Distress Message Generator (DMG) allows a ship equipped
with INMARSAT-B to transmit pre-programmed telex distress messages.
Information about the ship’s identity, position, course, speed (that can be updated
automatically) and the type of emergency can be transmitted using this technique.
This has to meet the format of the DMG message required by IMO. However, a
“distress button” is available in the system to be used when the time is too limited to
send a distress alert.

2.7.1.3 - Distress alerting by INMARSAT-C

Ships fitted with the INMARSAT-C system can send distress alerts to a CES by two
different methods, namely the SES terminal menus and the remote distress button.
The selected menus are provided with updated information regarding the ship’s
identification, position, course, speed and the kind of distress. This information can
be introduced manually or obtained automatically from the integrated navigation
instruments. However, to send this message to the associated RCC, the operator has
to select the CES within the current ocean region. Of course, the nearest CES is

22
advisable. If there is not enough time, the remote distress button is commonly used as
an alternative to sending a distress alert, through the SES terminal menu.

2.7.1.4 - Distress communications

The previous sections have presented the basic procedures that a ship in distress
situation will follow sending a distress alert to shore through INMARSAT systems.
However, ships fitted with INMARSAT SES equipment can directly contact the
desired RCC. INMARSAT strongly recommend that, in addition to following the
calling procedures for routing calls, careful selection of the complete international
telephone, fax or telex number is necessary.

Since the introduction of distress priority indication in the INMARSAT systems, the
use of dedicated frequencies for distress and safety communications is no longer
necessary. Nowadays distress messages are routed through the general
communication channels on a distress priority basis, guaranteeing that they are
received at the RCC with the necessary urgency.

2.7.2 - Shore-to-ship distress alerting

The INMARSAT-C SafetyNET service is mostly used by search and rescue

authorities ashore to relay distress alerts. Therefore, only ships equipped with an
INMARSAT-C SES are capable of receiving such messages. However, ships
equipped with ENMARSAT-A and INMARSAT-B SESs are not capable of receiving
distress alerts. Hence special arrangements have been made so that shore-to-ship
distress alert relays can also be received by these SES terminals. These arrangements
comprise three modes, namely: “all ships call” "geographical area call^ and
“group calls to selected ships".

23
2.7.3 - Enhanced Group Call (EGC)

Enhanced Group Call is the main feature of INMARSAT-C system. It can be

incorporated in the INMARSAT-C SES or provided as a separate unit. An
authorised Information Producer utilise its capability to broadcast messages to
selected groups of INMARSAT SESs fitted with an EGC receiver.

The messages broadcasted by the EGC SafetyNET^^ service can address Maritime
Safety Information (MSI) to all or to selected SESs fitted with an ECG receiver
within an ocean region or a defined geographical area such as a Navarea/Metarea.
Likewise, the EGC FleetNET®^ service is used to broadcast commercial information

to subscribers (INMARSAT, 1995, p6-14).

2.7.4 - Search-and-rescue (SAR) co-ordination communications

As previously mentioned in this Chapter, communications play an essential role in the

co-ordination and control of search-and-rescue operations. The INMARSAT system
provides a reliable connection between the RCC and the ship in distress, while linking
other ships involved in assisting operations. Ships fitted with INMARSAT SES
equipment can transmit a distress message to an RCC located at a great distance, and
the RCC can immediately provide them with the necessary assistance or advice of
actions to be taken.

2.7.5 - On-scene SAR communications

In the GMDSS, the VHP and MF fi’equency bands are normally employed for on­
scene SAR communications. They link the SAR units to the on-scene commander
(OSC) or co-ordinator surface search (CSS). Although, this operation requires
terrestrial communications, INMARSAT satellites can be used where necessary.

24
2.7.6 - The INMARSAT-E system

The INMARSAT-E system functions over the INMARSAT geostationary satellites.

This system is intended to provide a means of ship-to-shore distress alerting in the
L-band. A vessel carrying an INMARSAT-E EPIRB (Emergency Position Indicating
Radio Beacon) has greater chances of transmitting a distress alert. However, this
signal can only be received in the INMARSAT-E distress alerting network, which is
responsible for forwarding it to the INMARSAT-E RCC with a minimum of delay.

In order to enable the RCC to precisely locate the vessel or its survival craft, the
EPIRB is built with a SATNAV (Satellite Navigation) that provides information
concerning position, course and speed. If the vessel sinks, this device can float free
and automatically start the transmission of distress alerting. In addition the EPIRB
can be activated manually.

2.8 - Introduction to the COSPAS-SARSAT system

COSPAS-SARSAT (Space system for search of distress vessels - Search And Rescue
Satellite Aided Tracking) is a satellite-aided search and rescue system jointly
introduced and operated by organisations in Canada, France, the United States and
Russia. The system employs polar-orbiting satellites and performs global distress
alerting.. It is intended to facilitate the location of distress beacons. COSPAS-
SARSAT comprises three categories of beacons: maritime EPIRBs, aeronautical
Emergency Locating Transmitter (ELT) and Personal Locator Beacon (PLB). These
beacons transmit distress alerts on the frequencies, 121.5 MHz and 406 MHz. It is
important to highlight that there are EPIRBs used in INMARSAT satellites and others
used in COSPAS-SARSAT satellites.

25
In the COSPAS-SARS AT system, an EPIRB, when activated, sends a distress alert to
the satellite, which then relays it to the ground receiving station. The Local User
Terminal (LUT) applies the Doppler effect differentiation to the incoming signal in
order to determine the beacon’s position and its identity. This information will then
be routed to the Mission Control Centre (MCC), which will forward it to the
appropriate RCC to initiate the SAR operations. Therefore, The COSPAS-SARSAT
float-free satellite EPIRBs working on the 406 MHz frequency play an important role
in the GMDSS. However, the COSPAS-SARSAT system is designed to handle only
distress communications and a distress alert is transmitted in one direction: from the
ship to the RCC.

26
2.9 - False alerts in the GMDSS

The introduction of distress alerting facilities in the GMDSS equipment has been
considered a major step forward in increasing the chances of sending distress alerts at
sea. However, inadvertent or incorrect operation of this equipment has increasingly
caused false alert transmissions. The pie chart below gives an analysis of the false
alerts received by the Maritime Rescue Co-ordination Centre at Falmouth (UK)
during the period January - September 1994.

EPIRBs

DSC 39%
tenninals
6%

Figure - 2 Azulytii of total 594 false alerts received at Falmouth

(Source of data; MSA)

It is difficult to estimate how many resources have been wasted by the Falmouth
MRCC and other in responding to these false alerts. This situation constitutes a
major threat to a ship in an emergency situation, because, for example, after the
search and rescue forces have been involved in four false distress alerts, the SAR
forces might respond inadequately to the fifth one, which might be a real distress
situation.

27
2.9.1 - Measures to prevent false alerts

The Marine Safety Agency (MSA) - Department of Transport (UK) in Merchant

Shipping Notice no. 1606 recommends measures to be taken to prevent this
unfortunate situation. These measures range from actions to be taken by owners,
masters and skippers to those to be taken by manufacturers, suppliers, installers and
instructors.

2.9.1.1 - Actions to be taken by masters or skippers

Before appointing somebody to send a distress alert, it is strongly recommended that

the master or skipper provide him with enough instruction and knowledge about the
operational procedures for the GMDSS equipment. In addition, periodic training for
all crew members is required to familiarise them with the equipment so that they will
know what to touch and what not to touch.

2.9.1.2 - MFZHF DSC shipbome equipment

When the operator on board a ship operating in an A2 sea area receives a MF DSC
distress alert on 2187.5 KHz, he should wait for the coast station to acknowledge it
and send the distress relay before transmitting a DSC acknowledgement. When the
ship receives distress traffic on 2182 KHz, the radio operator should acknowledge by
means of radio-telephone (R/T).

However, if a ship operating outside an A2 sea area receives a distress alert with no
doubt that the ship in distress is in the vicinity, the radio operator should acknowledge
with a minimum of delay using R/T. DSC acknowledgement should be used where
necessary. In addition, the RCC should be informed to take proper actions.

28
When receiving a distress alert on HF DSC, a ship should not acknowledge. The
radio operator should listen on the other distress and safety frequencies (e.g. the
radio-telephone and radiotelex frequencies) to find out if further DSC distress alerts
are being sent. However, if there is no acknowledgement by the coast station, the
radio operator is allowed to relay the distress alert.

2.9.1.2.1 - Silencing alerts sent inadvertently

A specific procedure should be observed by a ship to silence alerts sent inadvertently.

The following procedure is recommended by the MSA - Department of Transport
(1995) in the UK.
if a MF DSC alert is sent inadvertently, then a message should be
transmitted on 2182 KHz as follows: ‘MAYDAY hello all stations
(followed by ship identity number and ship name) cancel my DSC
distress alert of (insert time) transmitted on 2187.5 KHz’. If the
inadvertent distress alert has been acknowledged by a RCC then a
message should be sent to that RCC as follows; ‘MAYDAY, name
of RCC, (followed by ship identity number and ship name). Cancel
my DSC distress alert of (insert time) transmitted on 2187.5 KHz’.
If an HF DSC alert is sent inadvertently, then the same procedures
(above) should be followed using the appropriate HF frequencies.

2.9.1.3 - INMARAST SES terminals

The INMARSAT systems used in the GMDSS feature all the facilities that make it
easier to send a distress alert, from menus to a red distress button. Therefore, special
care is required when using or demonstrating these facilities. For example, when
quitting from the menu on the screen after looking at the contents of the distress

29
message generator, it is important to make sure that an inadvertent distress alert is not
transmitted.

2.9.1.3.1 - Actions to be taken when an inadvertent distress alert is transmitted

In the circumstances that an INMARSAT SES transmits an inadvertent distress alert,

with acknowledgement or not, the ship should contact the CES in order to cancel the
INMARSAT distress alert.

2.9.1.4 > Satellite EPIRBs (406 MHz)

As described in 2.7.6, this device is designed to enable a ship to send a distress alert
when in danger. It might also happen to be activated accidentally. In both situations
the ship should use other means to call the RCC to clarify what might have gone
wrong. In order to facilitate the locating of the ship and the assistance where
necessary, the beacon should not be switched off before the RCC has been contacted.

2.9.1.5 - Actions to be taken by manufacturers, suppliers, installers and

instructors

Everybody who deals with GMDSS equipment should have enough knowledge
concerning all aspects of the system, including the problems that might arise when a
false distress alert is transmitted.

Written and precise instructions with regard to operational procedures should be kept
next to the installed GMDSS equipment to be consulted by the operator in case of
doubt.

30
The facilities in the equipment used to send distress alerts should be protected, so that
a distress alert can only be transmitted when intentionally activated. In addition, the
activation of the distress button to initiate a distress alert transmission should require
two independent actions, so that there is no possibility of inadvertent operation.

A light or alarm should be used to indicate an activated distress alert, whether

deliberate or accidental.

31
 CHAPTERS

Other applications of INMARSAT satellite communications

technology

3.1 - Fleet management

Nowadays computer systems are no longer seen as tools devoted only to engineering
and navigational purposes. Indeed, ships are the maritime branches of .shipping
companies, in the overall businesses that are involved. The exchange of data
communications traffic between shipping companies and ships at sea regarding
commercial and operational procedures is a prerequisite for success in the maritime
business. Although ships often spend a lot of time far from their shore-based offices,
perhaps thousands of miles, this is no longer a problem because an interface between

computer systems, modem and INMARSAT satellite communication tenninals is now

possible. This permits the transmission of large amounts of data in both directions:
shore-to-ship and ship-to-shore. These data include the cargo manifest, the storage
plan, crew wages and so on. In addition, satellite communications enable the shore­
based management to be linked with the ship, facilitating decision-making in the
entire business.

32
3.1,1 - The role of INMARSAT in facilitating the delivery of supplies onboard

Satellite communications play a major role in increasing the eflSciency of routine

management activities. One principle of good management is that ships should be
asked to spend less time in port, because this reduces costs. Therefore, a ship’s
requirements such as provisions, bunkers and spares should be provided in advance so
that the ship can get them delivered promptly on arrival.

Major suppliers, such as the National Ship Chandlers (Natal) based in Durban, South
Africa, make use of the INMARSAT network to establish contact with ships while at
sea, in order to know what they need to have onboard on arrival. In this way the
supplier can ensure that ships’ requirements are satisfied.

3.2 - Still video transmission via satellite communications

As discussed at the beginning of Chapter 2, the INMARSAT-A terminal is capable of

transmitting, receiving and processing high resolution video pictures. However, this
technology requires the use of suitable personal computers (PCs), e.g. Macintosh or
IBM, capable of displaying live moving video on screen. These computers consist of
a video frame grabber board, a video camera or still video camera and compatible
asynchronous modems.

The pictures to be transmitted are taken by a video camera that is connected to the PC
and then digitised and compressed for forward transmission via modem or saved as
file on the PC for subsequent transmission. Alternatively the operator, on receiving a
file, can handle the picture and transfer it to the appropriate expert through the
computer system, if necessary.

33
3.2.1 - Areas of application

Still video transmission will enable a shipping company superintendent or other expert
to receive video pictures of damaged equipment on board a ship. It will also provide
advice to the captain or chief engineer concerning repairs that might be necessary
while the ship is at sea.

This technology also will enable maritime insurance companies or brokers to receive
pictures of accidents at sea for the purpose of insurance claims. For
environmentalists, still video transmission will be of vital importance. They will be
able to receive a live moving video reporting the amount of an oil spill at sea and the
direction in which the oil is being driven by currents. They will also be able to predict
the damage to the marine environment that might be caused by oil spillage. In
addition, this technology will facilitate the co-ordination of cleanup operations. In
addition, underwater video camera technology allows welding operations or general
maintenance activities conducted on offshore oil rigs to be monitored by experts
ashore through live moving video.

3.2.1.1 - Distance education

Live distance teaching can also be delivered using compressed video through
INMARSAT-A high speed data. This could be done in a situation such as that of
World Maritime University (WMU), which has many branches all around the world.
If, for example, there were an updating seminar concerned with maritime education
and training, the lecturer from WMU could deliver his lecture to the students in their
home countries or the nearest countries where a WMU branch is available. The
students would not need to travel to WMU in Sweden.

34
Answers to any questions that might arise during the lecture could be provided at the
same time. Even debate involving students at different locations could be handled in
compressed video through INMARSAT-A advanced technology.

3.3 - Video telephone through E'JMARSAT

The development of technology has recently brought out a new version of the
telephone known as the videophone. This device comprises a video monitor, camera,
phone and handset. The videophone is designed to allow people who are talking on
the telephone to see each other, exchanging smiles and other types of body language.
A button is pressed to initiate a call, which will be accompanied by the appearance of
other person’s picture on the screen with high quality voice on both sides. As with a
television, the colour image can be adjusted if required. The videophone can also be
used to provide voice only without an image, i.e. as a conventional telephone.

There are two types of INMARSAT videotelephone systems: analogue and digital.
The analogue system provides a 7 cm (3 inch) colour screen to display an updated
picture four times a second, while the digital system provides a 10 cm (5 inch) colour
screen. A digital videophone must be connected to an INMARSAT-A terminal
provided with the Duplex High Speed Data (DHSD) option at the rate of 64 kbps.
On shore it is connected to a 64 kbps channel of an Integrated Services Digital
Network (ISDN) line.

3.3.1 - Desktop video conferencing

Desktop video conferencing employs the same technology as the video telephone.
Likewise, desktop conferencing allows users to initiate calls to other people from the
PC screen. The connection follows the same procedure as with a normal telephone.
This device consists of a PC, a small camera on top of the PC, a phone and a handset.

35
In 1992, the desktop video conferencing manufacturers agreed on a common standard
known as H320, which standardises the technology needed to compress and
decompress the images, sound and data transmitted on telephone lines that make live
electronic meetings possible. This agreement was intended to overcome the problem
of every manufacturer producing equipment based on their own standard, which
would make the sharing of data with equipment from other manufacturers impossible.

Desktop video conferencing can be used for a number of purposes. For instance,
business meetings can be conducted face-to-face through desktop video conferencing,
that consequently will contribute in saving money and cutting the time and expenses
of business travel. In addition, insurance companies can use this technology to obtain
a customers’ signature and exchange documents on PCs located in different sites.

3.4 - Onboard training via satellite communications

Ships are being equipped with very sophisticated technology whose operation requires
well trained personnel. Mariners often find themselves without time to attend
upgrading or refresher courses at an institution ashore. The solution is to bridge the
gap with an onboard training program based on distance education.

Onboard training is the only way that a mariner can acquire the knowledge and skills
that are required of him. There is no better site for practical training than the
workplace.

Onboard training can be conducted using satellite communication connections no

matter where the ship is trading. An effective link between the tutor in the institution
and the mariner at sea can be achieved. INMARSAT-A, with its capability of
providing a Duplex High Speed Data (DHSD) service at rates of 56 and 64 kbit/sec..

36
 seems to be the most appropriate choice in this case, although the Enhanced Group
Call (EGC), a function of INMARSAT-C in its FleetNET service, can also be utilised
for onboard training.

Furthermore, the acquisition of knowledge and skills onboard ships is strengthened by

the use of computer based training (CBT). This is the case of those computers
available onboard for operational purposes.

For any educational purpose, resource material is of great importance. Library

information and other databases can be gathered on CD-ROM and interactive
compact disc (CD-I) systems for onboard training. Through advanced technology as
many as 2,000 books may be combined on one compact disc (CD). The CDs
available for training onboard include Lloyds Classification Society Rulefinder
(Lloyd’s and IMO regulations), Fairplay World Shipping Encyclopaedia, the IMO’s
Dangerous Goods Code as well as the IMO Vegas database (Muirhead - 1995, p9).

Using satellite communications, cadets at sea can receive assignments and transmit
them back to the tutor for marking and subsequent return while at sea in a matter of
days. Where queries arise, either related to the assignment or the course itself, cadets
can contact the tutor at the institution either by fax, telex or telephone using dedicated
lines. Answers can be provided at the same time.

Advanced technology onboard ships often leads to the reduction of manpower.

Therefore, there may not be enough time for a master or officer to monitor a cadet’s
performance in the tasks and skills assigned to him. Once more, the training
institution or appropriate body ashore can cany out the monitoring and evaluation as
well as provide advice on faults and deficiencies through satellite communications.
Muirhead (1995, pl 1) noted that:

37
 A pilot programme to monitor onboard deck cadet training
programmes on selected Australian-owned ships commenced
early in 1993, with the financial support of both INMARSAT
and Telstra in Australia. Inmarsat/Telstra links and Enhanced
Group Calling (EGC) FleetNet system are being used to
monitor the progress of trainees in their onboard task and
guided study programmes form part of the watchkeeping
officer training. During this sea-going phase, cadets are
“reminded” by the Australian Maritime College (AMC) on
telex via the FleetNET ECG service of deadlines for
submission as each assignment becomes due. Reports on
practical tasks and assignments are sent by the cadets via
INMARSAT to AMC tutors for assessment and return. This
process takes days instead of months.

3.5 - The role of INMARSAT in the Ship Information Database to be set up by

IMO

There is a need to realise the idea of creating an International Ship Information

Database (ISID), as proposed by the government of the United States to IMO.
However, it is important to bear in mind the distance between interested parties in the
shipping industry if the information supplied to the ISID is to be world-wide. The
solution is to bridge the gap with INMARSAT satellite communications, which would
perform a key role in providing vital information to the database.

The information to be supplied to the database should be of vital importance in

promoting the main objectives of IMO, namely ‘safer ships’ and ‘cleaner oceans’.

38
The capabilities of INMARSAT-A and INMARSAT-C will enable interested parties
in the shipping industry (e.g. shipowners, operators, charters, classification societies,
flag states, regional port states authorities and insurers) to send to IMO information
regarding certain ships, as well as exchange data between each other. In addition,
they will have access to information within the ISED that might be helpful to them in
making suitable decisions regarding specific ships in their individual interests.

Using satellite communications, port States will be able to access the ISID to obtain
information concerning the safety status of a ship calling at one of their ports prior to
her arrival. Through satellite communications classification societies, such as Lloyds
Classification Society based in London, will be able to use the information in the ISID
to monitor a surveyor’s performance in Mozambique or to help them in making a
decision regarding a change of class that might be necessary. In addition, insurers
will be able to access the information available in the ISID to determine at what
premium to insure a specific ship.

39
 CHAPTER 4

Review of current communication systems in Mozambique

4.1 - Introduction

Mozambique is a county located in Southern East Africa, in the Indian Ocean, with a
long coastline of about 1,458 nautical miles. The regional ports of Maputo, Beira,
Quelimane, Nacala and Pemba, as well as the local ports of Inhambane, Vilankulos,
Chinde, Macuse, Pebane, Angoche, Dha de Mozambique, Ibo, Mocimboa de Praia
and Palma make the overall picture of the Mozambican coast. See table 4.

The geographical location of Mozambique and its strategic position in the Southern
Africa region constitute an important factor for the economic development of the
country. In addition, this feature of Mozambique plays a crucial role for the economic
development of the land-locked countries in that their seaborne trade is made
throughout the regional ports of Maputo, Beira and Nacala. Other countries which
are members of the Southern Africa Development Community (SADC), also make
use of these ports for their economic growth, see appendix E.

Maritime transportation plays an active role for the development of the Mozambican
economy as well as in the Southern Africa region in general. Hence, effective
transport is only possible with reliable maritime communications, in order to ensure
safety of life at sea as well as for commercial and social issues.

40
 Table 4 - DISTANCE TABLE IN NAUTICAL MILES
530 1431 1277 1183 1128 1004 985 945 882 807 758 558 538 530 488 440 408 [OMBASA
1380 1293 1139 1039 990 866 847 807 744 569 520 520 500 1392 1350 310 270 DARES SALAAM
1112, W6a 7«3 642 ,|622 595, 536' ' 452 405 301- 251 ? 154 72
1075 1004 853, , 748 583 '7 563 477 407 346 242 216 117 72 MOCIMBQA'IJAPRAIA -
1019, , 948 , 19^ 665 645,, 527 507 480 421 - 337 290 150 45 ' IBO '
•'f'i'l'tYiii ri'tTfiYfrti
9or“
^79 752 651 602. 482 462 ♦35 • -:376 ‘292; - {245 is 110 'PMA--' ,
898 827 688 ' 573 54,4 406 386 359 ' JOO ,212 169 64 -, /NACALA
640 „ 767,.,' 618 , •515 ; J 480 348 376 ' ' 301 242 IB 1,(?6''- fLHA DEWZAMElQtB
685- ' 538';, 447 ' 3^ 260 - ^5 ~ 205 141 69" ANCOCHE
707 - 636 472 380 340 - 199 174 142 80 MtOMA
H tmtmtntmtiJ :

579 430 311 263 131 100 74- PEBANE,-- '

605 534 3^ 269- ' 208 73 48 WACUSE MOZAMBIQUE
598 523, 361 254 197 63
ia.riYtfffi'tftiiyo
558 48F“ 201 149 OHMS
481 389 264 132 ',: BEIRA
374 312 w

254 182
'72 ENHAMPURA'
MAPUTO
302 DURBAN
493 266 EastLONDON
694 398 140 PORT ELIZABETH

Modified from: Navique E.E. (1993)

41
4.2 - Telephone Network communications

Telecomunicafoes de Mozambique (TDM) is the government entity responsible for

telephone network communications in Mozambique. Nowadays, this company has
made possible connections between districts in all provinces, as well as
interconnecting them with the world at large, through telephone or fax. In
Mozambique, satellite communications technology is in an advanced state of
development.

Currently, TDM is working hard in order to expand the telephone network through
the entire country. On-going activities regarding the establishment of landbased
installations, that consist of parabolic antennae, which are to be used for transmission
and reception of signals to or from the satellite, are being developed in certain
localities. As can be seen today, from Malehice - Chibuto it is possible to make a
direct telephone call or send a fax to anywhere in the world, as well as to receive
them.

Very soon, telephone network communications are expected to make a good

contribution to the overall maritime communications in Mozambique. This is to be
described in more detail in subsequent lines.

4.3 - The current state of Maritime Communications

4.3.1 - General overview

The idea leading to the establishment of Coastal Radio Stations in Mozambique has
been developed since the period of 1980-1981. To realise this idea, the Government
of Mozambique (GOM) signed an agreement with an Italian company, which

42
intended to install them in Maputo, Beira and Nacala, these being the major ports in
the country. Following this agreement, the Italian company started to send a
considerably quantity of very sophisticated radiocommunications and aerial/tower
equipment. Some of this equipment was installed. Nevertheless, the idea of building
up the coastal radio stations came unstuck. As a result, the major part of the
equipment distributed in Beira and Nacala, was collected and sent back to Maputo.
An obvious result of such transfer of delicate equipment ended with damage as well as
loss.

In 1989 a thorough study concerning maritime communications in Mozambique was

conducted by Consultel, Spai-Rome. This study came up with the plan known as the
Master Plan for Maritime Communications. The main idea in this plan was also the
establishment of Coastal Radio Stations in the country. However, this time the
Mozambican’s long coastline was divided into 4 categories of coastal radio stations,
where the principal stations were to be built in Maputo, Beira and Nacala, while the
second and third categories of stations were to be installed in Inhambane, Quelimane,
Pemba, Angoche, Mocimboa da Praia, Vilankulos, Chinde, Songo and Metangula
respectively. Finally the fourth category of stations was devoted to Pebane and
Zumbo.

However, the establishment of these stations was not based on the new system of
Maritime Communications, the GMDSS. The use of maritime frequency bands -
upgraded to Distal Selective Calling (DSC) was not taken into consideration, in the
radiocommunications equipment to be installed. In addition the already existing
equipment was also not taken into account. But the budget for this project was
calculated in US Dollars 13,440,000 (in 1989). This amount also did not include
training of personnel, as well as maritime Search and Rescue (SAR) equipment or
other facilities necessary to enhance safety at sea. Consequently this plan also did not
eventuate.

43
In April 1993, the Mozambican Government represented by the Gabinete de
Coordenagao de Projectos da Marinha Mercante (GAPROMAR) signed a contract

with the Norwegian Shipping Development Company (SHIPDECOas) leading to a

Study on Communication Net for Safety at Sea in Mozambique, as well as the

revision of the existing Master Plan for Maritime Communications.

A team composed of three experts in maritime communications representing

SHIPDECOas and two counterparts acting on behalf of Ministerio dos Transportes e

Comunicagdes (MTC) and Telecomunicafoes de Mozambique (TDM) conducted the

study.

This study was mainly based on consultations, meetings, discussions, interviews with
those in the institutions dealing or interested in Maritime Safety Communications at
Sea in Mozambique, as well as inspections to the sites for both transmitting and
receiving stations in Maputo and Beira. In addition, certain international
organisations acting in Mozambique such as the World Bank, NORAD and DANIDA
were also consulted.

This study resulted in a project for the re-establishment of a Coastal Radio Service in
Mozambique. Of course nowadays, in planning the establishment of maritime
communications that are to enhance safety of life at sea, the GMDSS system is the

best choice. Therefore, in the report presented by SHIPDECOas, the basic idea is to

encourage the Government of Mozambique (GOM) to declare a Sea Area A2, in

order to introduce the GMDSS communications system in the Mozambican waters,
based upon the carriage requirements in the operational Sea Area A2.

44
Contrary to the Master Plan presented by Consulted Spai-Rome 1989, SHIPDECOas

is of the opinion that only one main Coast Radio Station needs to be installed in
Maputo. In addition, there are to be five secondary stations, each covering
approximately 150 nautical miles (MF fi’equency band) along the Mozambican
coastline, namely Inhambane, Beira, Quelimane, Nacala and Pemba.

This project extols the establishment of a Maritime Search and Rescue Centre in
Maputo, as well as training of personnel. Furthermore, the equipment already existing
in the country is to be upgraded, in order to meet the GMDSS requirements. Thrs is
the case of VHP and MF frequency bands that are to be upgraded to Digital Selective

Calling (DSC).

The budget for the implementation of this project is estimated in US Dollars 1.899

million (as of October 1993).

As mentioned above, since many years ago, the government of Mozambique has been
fighting in order to establish proper Maritime Radiocommunications along the coast,
that unfortunately is still to be established. However, there is a need for
communications at sea. So, a number of entities with certain interest in shipping, such
as the national shipping company, Empresa Mogambicana de Navega^So, Empresa
Estatal (NAVIQUE, E.E.), fishing companies, as well as the agents of foreign ships
calling at Mozambican ports, in order to keep themselves in constant contact with
their ships, have established private HF radiocommunication networks in different
sites. This has been also the practice of Maritime Administrations in Maputo,
Inhambane, Beira, Quelimane, Nacala and Pemba, so as, to some extent to provide

help for ships moving to or from their harbours.

Although the telephone communications are being developed so quickly in the

country, they do not yet cover in totality the area along the coast. Therefore, point-

45
to-point communications have been made through private communication networks
using maritime frequency bands. In addition to the above mentioned companies and
maritime administrations, the Empresa Mogambicana de Dragagens (EMODRAGA)
and the Instituto Nacional de Hidrografia e Navega^ao (INAHINA) are also the major
owners of private radiocommunications.

However, there are no regulations in terms of radiocommunication procedures.

Hence everyone uses his/her own style that for instance has caused confusion and
misunderstanding in the overall communication network.

4.3.2 - Analysis of equipment used in the existing radio stations and present
personnel

4.3.2.1 - Maputo Coast Radio Station

Based on the previous signed contracts, TDM has already taken forward steps in
order to attempt the establishment of a Coastal Radio Station in Maputo. This station
is composed of three parts as follows: the VHP station in Maputo, the receiver station
at Sommerschield and the transmitter station at Matola. A large amount of
aerial/tower equipment, including parts of existing sophisticated electronic equipment
are already installed on this site.

The VHP station in Maputo is located in “Mira-d’ouro”, with a clear view to the sea,
monitoring all the traffic coming in or going out of Maputo port, while the receiving
station and the transmitting station are located in areas far from the sea view, due to
the need for taking advantage of existing infrastructures. TDM owns a plot of land
and buildings that are air-conditioned on these sites. In addition, TDM has already
available remote control lines, power supply and stand-by diesel generators.

46
The receiver station at Sommerschield comprises three operator consoles, modem air-
conditions and a 30 KVA stand-by diesel generator. Indeed maritime frequency
bands, including all methods of maritime communication, that from Morse, radio
telephony to radiotelex can be handled in this station. The TDM network through
cable and digital connections facilitates the remote control of transmitter station at

Matola and the VHP station in Maputo.

At the receiver station, there are thirteen Morse-operators with different educational
backgrounds. Some with high-school leaver , (eleventh “grade of previous schooling
system) and others with less than that, possibly sixth grade of schooling. As regards
English language, five of them have general knowledge and ability to speak, while the
other eight have no ability at all, they only communicate in the Portuguese language.

At Matola, the station consists of five Danish HF radio-transmitters and two Danish
MF radio-transmitters, devoted to maritime communications, where they share the
same building with many other transmitters (used for other than maritime purposes).
In addition, air-conditioning systems as well as a 60 KVA stand-by generator are
available for use in this station. However, the transmitters are not linked to any

aerials.

The present personnel in the transmitter station at Matola is composed of five

employees, as follows; one technician, one operator, two auxihary techmcians and one
looking after the generator. These workers are exercising their duties in the maritime

trangmittPT station, as well as in the other transmitters in the building.

47
Table 4.1
Radio equipment of the TDM available for the Coast Radio Station in Maputo
• 3 MF receivers, Dansk radio model M 1500 (Skanti R 5000 or 5001)

• 7 HF receivers, Dansk radio model M 6000

• 1 Antenna multicoupler, TVR 3x3

• 2 MF transmitters 400W, Dansk radio S 1250

• 5 HF transmitters 1 KW, Dansk radio model S 76000

• 2 HF transmitters 1 KW, Dansk radio model 7600 (in Beira)

• 2 HF transmitters 1 KW, Dansk radio model S 76000 (in Nacala)

• 8 Data Modem ITT

• 6 Remote control Unit, Dansk radio, model FS 6001 for S 76000

• 2 VHP transceivers, LABES channel 16 simplex

• 4 RCU Dansk radio model FS 6002 for S 76000

• 3 Receivers, Dansk radio model 3000

• 1 VHF transceiver LABES channel 27 duplex

• 1 VHF transceiver LABES channel 25 duplex

• 1 VHF transceiver LABES channel 28 duplex

• 2 Cabinets with antennae Couplers, LABES (VHF site Maputo)

• 3 Remote control and telephone terminal, LABES model CSF-IA/B

• RF antenna matrix (incomplete)

• 2 telephone terminal, ITT/STANDARD model DR-278A

• Push-to-talk microphone, desktop

• 3 Morse keys

• 2 telephone sets
• 1 HF Receiver, Dansk Radio model M.6000, out of service
• 1 HF Transmitter, Dansk Radio model S.7600, out of service

Modified fixxn: SHIPDECO A/S (1993)

48
4.3.2.2 - Maritime Administrations

All Maritime Administrations along the Mozambican coast, namely Maputo,

Inhambane, Beira, Quelimane, Nacala and Pemba employ Danish VHP, MF and HF
transmitter/receivers. These maritime frequency bands are used to communicate with
vessels in Mozambican waters, either by radiotelephony or radiotelex, where
applicable, although HF frequency band is also being used for point-to-point network
between Maritime Administrations and other entities, such as NAVIQUE, INAHINA,
EMODRAGA etc., in place of telephone that is now being installed in the Maritime
Administrations.

The Station Radio Naval Maputo at present employs five people. Two of them are
highly trained Morse-telegraphy Operators. However, no-one has a radiotelephone
operator’s licence. Nevertheless, to a certain extent they operate on the
radiotelephone as well as radiotelex. With regard to their knowledge of the English
language, it is not good enough for the proper operation of maritime
radiocommunications, if looking at the necessary assistance required for foreign ships
calling at this port or passing through the Mozambican waters.

One radio operator (Morse, telephone and telex) with background from Escola
Nautica de Mozambique is at present looking after the Maritime Administration radio
station in Inhambane. At the same time he acts as the local Maritime Administrator.
Two persons are assisting him in maritime communications as well as in other
administrative matters. The operator has a weak knowledge of the English language,
whilst the assistants are completely unaware of the English language.

Nowadays, the radio station at Beira Maritime Administration employs three radio
operators, one of whom works in the system part-time. As with the already

49
mentioned radio stations, poor knowledge of the English language is also noted in
people working for this station. Concerning certification, nobody holds a proper
certificate (licence) in this station as well.

In Quelimane Maritime Administration, one radio operator with basic knowledge

fi’om Escola Nautica de Mozambique (ENM) is in charge of this radio station.
Knowledge of English language is to a fairly large extent weak. This situation
extends to the remaining Maritime Administrations of Nacala and Pemba, where a
radio operator with background from ENM is acting in each of these Maritime
Administrations.

4.3.2.3 - Other entities involved in maritime communications

Apart fi’om Maritime Administrations and ships, there are many other users of
maritime communications in the country, namely NAVIQUE, State fisheries and
affiliated companies, INAHINA and EMODRAGA. These companies also own VHP
and HF radiocommunications, and operate them in maritime frequencies, in order to
perform the following functions:

• Point-to-point radiotelephone/radiotelex network

• Ship-to-shore radiotelephone network
• Shore-to-ship radiotelephone/radiotelex network
• Ship-to-ship radiotelephone network

The national shipping company, NAVIQUE, owns the major percentage of cargo
ships, where each ship has one radio station. At present radiocommunications
equipment onboard is operated by masters and officers, no radio operator being
carried. Although the co-operation with Maritime Administrations is very strong, this
company operates its own radio station, known as Navique radio station. This station

50
is manned by four operators. Three of them have a background from ENM, and
knowledge of the English language is somewhat weak in all of them.

The Institute Nacional de Hidrografia e Navegagao (INAHINA), (the owner of a

research ship “BAZARUTO”), among other activities is involved in radio navigational
aids, buoys, lighthouses, routeing of ships, and so on, for NAVAREA Vn. Three HF
transmitter/receiver stations are at present being operated by this company, for point-
to-point communication network, as well as with its research ship “BAZARUTO”
that also has a HF station operated by the master and officers onboard.

4.3.2.4 - Present fleet of ships in Mozambique

The great majority of the fleet of ships in Mozambique belongs to the fishing industry
combining both foreign roistered ships and national registered ships engaged in
fishing activities. The Mozambican fishing vessels make up about 80 % of the total
national fleet of ships. Therefore, to a large extent the fleet of ships in Mozambique
as a whole, plays an active part in the overall maritime communications in the country.

As of May 1993, 147 licences were issued by the TDM-national register for payment
of licences, for 127 ships. This was to allow them to legally operate maritime VHF
and HF radiocommunication frequency bands, separately or with a combination of
both frequencies.

51
The fleet’s composition in Mozambique, as of April 1993 is reported to be somewhat
as follows;

Table 4.2: Mozambican fleet (1993)

SHIPOWNER Number
of Ships
NAVIQUE E.E. 9
INAHINA 1
EMODRAGA 7
CFMSul 5
Transmaritma 6
Administra^ao Maritima de Maputo 3
Foreign registered ships 33
Beira Emopesca 17
Quelimane Emopesca 9
Angoche Emopesca 7
Pescamar 13
Frigo Peixe 3
Mosopesca 9
Efripel 16
Sopesca 5
FAO 1
Cipesca 3
CFM Centro 3
Administra^ao Maritima da Beira 5
AdministraQao de Igane 1
Combinado Pesqueiro 1
Sul Pesca 1
Pesca Indico 19
Others 15
Total 192
Modified fiom; KPMG Peat Marwick

52
 CHAPTERS

Upgrading Mozambique Maritime Communication Systems

5.1 - General

During the last two decades, Mozambique was immersed in a civil war that destroyed
the country’s economy. However, the peace agreement was signed in October 1992.
Therefore, the Government of Mozambique (GOM) is now privatising companies and
the industry owned and controlled by the State of Mozambique. Hence, national and
foreign investments are encouraged to restore the country’s economy. Furthermore,
Mozambique has presented its proposal in order to be admitted as a member of the
Commonwealth, that is more likely to be fortuitously accepted in the coming
Commonwealth summit convened for November this year in Auckland (New
Zealand). This posture of the Government of Mozambique (GOM) is a milestone for
the development of the Mozambican economy. The number of foreign ships calling at
Mozambican ports, carrying goods for Mozambique as well as for the Commonwealth
member countries in the Southern Africa region, will increase tremendously.

5.2 - Establishment of SAFMAR

The Servigo Nacional de Administra^ao e Fiscaliza^ao Maritima (SAFMAR) is the

Maritime Safety Authority established in Mozambique since the first quarter of this
year. Its creation was approved by the Mozambican Cabinet through decree number

53
34/94, published in the Supplement of the Republic Bulletin number 35, of 1st
September 1994.

SAFMAR took over the activities carried out by the previous Maritime Safety
Department, that was performing its functions under supervision of the National
Directorate of Marine Affairs in Mozambique. During this period the activity of the
Maritime Safety Department was mainly based on ship surveying.

However, SAFMAR is an institution with national legal responsibility, as well as the

administrative and financial autonomy. Nevertheless this organisation is subordinate
to the Minister of Transport and Communications. Among others, the organisation is
intended to carry out the following main activities:

Table 5 - SAFMAR Activities

Ship registration
Ship surveying
Ship certification
Approval of drawings
Registration of Seafarers
Certification of Seafarers
Causality investigation
Elaboration of Safety Legislation and related matters
Interpretation of existing legislation
Dangerous Goods
Marine Pollution Prevention
Search and rescue (SAR) at sea
Surveillance of Mozambican waters
Maritime distress, safety of life at sea ,Communications

Modified fiom: SHIPDECO A/S (1993)

54
For the execution of its functions, SAFMAR is organised at the headquarters
(Maputo) through a directorate, supported by three departments namely
Administration and Finance, Maritime Safety (that comprises maritime registrations
of ships and seafarers, ships surveying and maritime communications), and finally
Maritime Supervision (Fiscalizaijao Maritima). Along the entire country, the
Maritime Administrations and the Maritime Delegations complete the total
organisation of SAFMAR.

However, Maritime Communications are expected to play a crucial role in the overall
SAFMAR activities. Apart from enhancing safety of life at sea, maritime
communications can be used also by senior maritime experts at the headquarters to
monitor the performance of ship surveyors to be stationed in Beira, Quelimane,
Nacala and Pemba, bearing in mind that the number of experienced surveyors in the
country is very limited and there are other tasks assigned to them. Therefore, there
will not be enough time for them to travel to these sites in order to instruct the newly
trained ship surveyors, in how to perform efficiently in the field until they can get
experience.

More often, in carrying out this task of surveying a ship, a number of problems arise
concerned with decision making, whether to or not to detain a certain ship that does
not appear to comply with the requirements. According to the Protocol of 1988
relating to the International Convention for the Safety of life at sea, 1974, Regulation
19(0,

When exercising control under this regulation all possible

efforts shall be made to avoid a ship being unduly detained or
delayed. If a ship is thereby unduly detained or delayed it shall
be entitled to compensation for any loss or damage suffered.

55
5.3 - Maritime Authority Communications Centre in Mozambique

The Centro das ComunicafSes Maritimas (CENCOMAR) is the sector within the
Maritime Safety Department in the SAFMAR, responsible for the establishment of
reliable maritime safety communication networks in Mozambique

In addition, this sector is to set up and supervise the procedures that are to be
observed ashore, as well as onboard ships, while communicating in Mozambican
waters.

As cited previously CENCOMAR is working in close co-operation with

SHIPDECOas, in order to establish a Coast Radio Station in Maputo, followed by
five more radio stations to be installed in Inhambane, Beira, Quelimane, Nacala and
Pemba. Actually Maputo relies on two stations, the main Coast Radio Station
(operated by TDM) and the Centre of Maritime Communications.

These stations aim to handle in a convenient manner, the maritime safety

communications, search and rescue (SAR) operations and surveillance along the
Mozambican coast. However, the equipment to be installed is to comply with the
GMDSS sea area A2 requirements.

5.3.1 - The introduction of GMDSS in Mozambique

SAFMAR (Government entity) is now implementing the new GMDSS

communications system. However, this is to be based upon the reality of the situation
in Mozambique, where a precarious economic stability prevails.

56
Nevertheless, a minimum set of automated radiocommunication equipment to ensure
distress and safety of life communications in Mozambican waters is being installed in
all stations along the coast.

Under the GMDSS carriage requirements, Mozambique is strongly advised by

SHEPDECOas to declare its sea area of operation the sea area A2, that is within the
radiotelephone coverage of six MF radio stations, where a continuous DSC alerting
capability will be available.

5.3.1.1 - The Centre of Maritime Communications in Maputo

This Centre will be created upon the establishment of a GMDSS communications

system in Mozambique. However, the Centre is established in sea area A2. Therefore,
the equipment to be installed includes MF DSC on 2187.5 KHz that is to be used for
the reception of distress alerts and safety calls. Its propagation will cover an area of
about 250 - 280 nautical miles.

In addition this Centre will be able to transmit distress and safety traffic by
radiotelephony and radiotelex on 2182 KHz. The VHF frequency band will be used
for communications with ships in the harbour, as well as with the Coast Radio Station
network in Maputo. The co-ordination and supervision of activities leading to
promote safety of life at sea in all stations in the country will be made through this
Centre.

The point-to-point communication networks that are to be provided in this Centre will
allow the Maritime Administration in Maputo to be in link at any time with all other
maritime administrations in Mozambique, that for instance are to be linked with the
maritime delegations either by VHF or HF frequency band.

57
5.3.1.2 - Maputo Coast Radio Station

The existing Coast Radio Station in Maputo, is to be proclaimed the Main Coast
Radio Station in Mozambique, as proposed by SHIPDECOas- In terms of
geographical location in the country, the Main Coast Station should be placed in
Beira, but because of previously mentioned reasons it cannot be moved there at the
present moment.

However, the equipment that comprises this Station is to be upgraded to Digital

Selective Calling (DSC), in order to meet the GMDSS sea area A2 requirements.
This is to be done with all equipment existing in the country that is still in good
working condition, so that it can be used in the new stations along the coast.

Maputo Coast Radio Station is the only facility officially declared to carry out
activities in both MF and HF frequency bands. These frequencies will be used for
distress alerts and safety traffic. Public correspondence will be sent through this
station, which will then have to forward it to the respective destination.

Maputo Coast Radio Station is to have three operating consoles (boxes) in the
following configuration:

The receiving station at Summershild, as well as the transmitting station at Matola, in

operating console 1 will operate a MF telegraphy and MF/HF telephony, as well as
HF telegraphy and VHP transceiver, while operating console 2 will handle MF/HF
radiotelephony, radiotelex and VHF transceiver as well. Operating console 3 will
cany out the operation of MF/HF radiotelephony, as well as VHF transceiver, in both
receiving and transmitting stations. In addition, a DSC unit will be installed at the
transmitter station, as well as at the receiver station for reception of distress alerts arid
safety calls on 2187.5 KHz MF DSC frequency band. Furthermore, distress alerts will

58
be received on the following frequency bands, with DSC capability: HF 4 MHz
(4207.5 KHz), HF 6 MHz (6312.0 KHz), HF 8 MHz (8414.5 KHz), HF 12 MHz
(12577.0 KHz) and HF 16 MHz (16804.5 KHz). The operators at the receiver
station will keep watch on 500 KHz and 2182 KHz. (SHIPDECO A/S, 1993,
pp-35).

5.3.1.3 - The MF DSC radio stations in Mozambique

Five more radio stations are being installed in all Maritime Administrations along the
Mozambique coast, namely in Inhambane, Beira, Quelimane, Nacala and Pemba.
These stations are intended to provide the medium range service on 2182 KHz
radiotelephony and 2187.5 KHz with DSC. All stations will cany the same set of
equipment and each station will be able to cover on 2187.5 KHz DSC an area of
about 250 - 280 nautical miles. Hence ships within this range, if fitted with adequate
equipment, will be able to send distress alerts and safety calls to the radio station
(Maritime Administration) in the area where the ship will be navigating. Each station
will be given an identity code.

On receiving this distress alert that is to be accompanied by a suitable display or

print-out of the self identification of the originating ship, as well as the type of
distress, the coast station will transmit the acknowledgement using the 2187.5 KHz
MF DSC frequency band, as well as relay it to the ships in the vicinity. Hopefully
ships in the vicinity will try to communicate with the distressed ship using
radiotelephony on the associated radiotelephone distress and safety traffic frequency.

The distance between Pemba radio station and Nacala radio station is about 110
nautical miles, therefore the propagation range of MF DSC seems to be overlapping
them. This situation is similar to the other radio stations along the coast. It can
happen that the distress alert is received in another station that is located far from the

59
ship in distress, for example Beira radio station can receive a distress alert that is from
a ship located in the area of Pebane. In this case Beira has an obligation to
acknowledge the distress call and relay it to Quelimane using 2187.5 KHz MF DSC
or another means of communications available with minimum of delay. Quelimane
radio station, after having received this information, should contact the ship in distress
and notify the maritime authority, as well as the ships in the vicinity in order to take
action leading to provide necessary assistance to the distressed ship.

However, the MF frequency band in a sea area A2 also provides radiotelephone

communications on 2182 KHz, that is intended to be used for distress and safety
traffic covering an area of about 150 nautical miles, from the stations in all maritime
administrations along the coast, including in Maputo Coast Station, as well as in the
Centre of Maritime Communications. The 2182 KHz will also be used for a listening
watch in all stations.

Apart from the medium range service on 2182 KHz and 2187.5 KHz (DSC) to be
provided in all radio stations, the VHF transceivers will also be provided, and the
stations will keep watch on channel 16. In addition, HF frequencies will be available
for point-to-point communication networks.

If a ship is in eminent danger in the Mozambique channel, within 150 nautical miles
from the Mozambique coastline, using either 2182 KHz (ground waves) or 2187.5
KHz (DSC), failure to get in link with the desired station or another station depending
upon her location, can bridge the gap, routing the distress or safety message to
Maputo Coast radio station, using HF maritime frequencies. Then this station will
acknowledge the message, forward it to the MRCC in Maputo, and also relay it to the
maritime administration radio station in the area of the scene, using any other means
of communication, as well as to ships in the vicinity if there are any keeping watch on
HF frequency.

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5.4 - NAVTEX service in Mozambique

NAVTEX is an international automatic direct-printing coastal warning service,

basically used to promulgate meteorological and navigational warning information, as
well as other urgent maritime safety information. NAVTEX has been mandatory
onboard GMDSS ships since 1st August 1993.

World-wide NAVTEX employs 518 KHz in its English language service to broadcast
the Maritime Safety Information (MSI) within a specific geographical area.

Mozambique lies in the geographical area Vn co-ordinated by South Afiica.

Therefore, routine meteorological forecasts and all tropical storm warnings pertaining
to the Mozambique Channel are promulgated to ships fitted with a dedicated receiver,
as well as to Mozambican coast radio stations, for 10 minutes every four hours.

However, the NAVTEX receiver is fitted with selective message rejection that allows
the mariner and the coast radio station operators in Mozambican waters to receive
only the maritime safety information that starts from East London to Maputo and then
covers the Mozambique Channel.

The SAFMAR coastal radio stations in Maputo, Inhambane, Beira, Quelimane,

Nacala and Pemba, after having received NAVTEX message have to make sure that
the mariner has received it in an efficient and effective manner, bearing in mind that
most mariners in fishing vessels have weak knowledge of the English language.
Hence close co-operation with other national entities, such as INAHINA and the
Meteorological services can help the situation to a certain extent by rebroadcasting
the maritime safety information in the Portuguese language using a frequency that will
not jam other services.

61
It is also important to consider the vital usefulness of meteorological and navigational
information that is nationally gathered by the meteorological services in Mozambique.
As can be recalled INAHINA has a strong co-operation with the United Kingdom
regarding publication of Notices to Mariners in Mozambique. In addition, INAHINA
has been receiving information from different sources, for example information on
weather maps from Toulouse (France) received via South Africa. This information is
intended to be used for the preparation of Notices to Mariners as well.

5.5 - Personnel to be employed in the Coast radio Stations

One of the biggest problems in Mozambique is unemployment. However, the

Government of Mozambique (GOM) is making great efforts in order to overcome this
problem. Thus, companies and other entities are asked to co-operate with the GOM
in this matter. Hence, SAFMAR in planning for the personnel to cany out the
day-to-day activities in the Maritime Radio Stations has to bear in mind the already
existing personnel in the field. To a certain extent, they have limitations in terms of
qualifications to handle the new technology provided in the GMDSS system including
the English language problem. However, special arrangements are to be taken that
follow from their submission for further training leading to the General Operator’s
Certificate (GOC). This is dealt with in more detail in the next chapter.

5.6 - Carriage requirements in Mozambique

Radiocommunications equipment and other facilities installed ashore, always

determine the type of Radiocommunications equipment to be carried onboard ships.
Therefore, ships trading in the Mozambican waters should carry a set of equipment to
comply with the GMDSS equipment being installed along Mozambique coast, in order

62
to be able to transmit and receive distress and safety calls in case of an emergency at
sea.

However, the equipment to be carried onboard ships in this area of operation should
allow them to transmit and receive commercial communications as well. Following is
the minimum set of communications equipment that should be carried onboard:

- MF Radiocommunications with DSC capability

- VHP Radiocommunications with DSC capability
- HF Radiocommunications
- One NAVTEX receive
- Equipment for Narrow Band Direct Printing (NBDP)
- One float free COSPAS-SARSAT EPIRB

5.7 - Operators onboard Mozambican ships

With the implementation of the GMDSS communications system the radio operators
onboard ships are to be made redundant. Therefore, master and officers are to carry
out the radiocommunications activities onboard. This is the case also for skippers
onboard fishing vessels operating in the Mozambican waters. However, the GMDSS
onboard equipment requires proper operation procedures, bearing in mind the danger
of the GMDSS false alerts transmission (see section 2.9).

Under the GMDSS requirements only personnel with the General Operator’s
Certificate (GOC), are allowed to operate the equipment. Therefore, Shipmasters
and Officers in Mozambican ships, as well as the Skippers on fishing vessels are
obliged to undertake training courses for the General Operator’s Certificate (GOC).

63
5.8 - Maritime Rescue Co-ordination Centre (MRCC)

The establishment of Maritime Safety Communications in Mozambique has to be

accomplished with the establishment of a Maritime Rescue Co-ordination Centre
(MRCC) that does not yet exist in the country. As mentioned in Chapter 4, maritime
transportation in Mozambique is of vital importance for SADC member countries.
However, to a certain extent SAR operations in Mozambican waters can be their
crucial concern as well. The reason behind it is that civil aviation accidents involving
a landlocked country’s aircraft can occur in Mozambican waters. Obviously the
efficient and effective SAR operations are those that could be provided by
Mozambique, if it is to consider the distance and time to be spent in order to save
lives.

However, Civil Aviation in Mozambique has raised the idea of establishing a search
and rescue centre in Beira, and this is still under discussion. Although SAFMAR-
CENCOMAR is forwarding its idea of establishing the Maritime Rescue
Co-ordination Centre in Maputo, in the same building with the Centre of Maritime
Communications, there is no adequate means to guarantee SAR operations if
necessary.

Summing-up, the establishment of SAR services is a common concern among Civil

Aviation and Maritime Authorities, bearing in mind that maritime and aeronautical
search and rescue (SAR) organisations are complementary. However, based on the
IMO Search and Rescue Manual (IMOSAR Manual) and ICAO SAR Manual,
whenever possible, maritime RCC and aeronautical RCC should be located in the
same site. Otherwise, they should be located as near as possible for the reliability of
communications.

64
According to article 12 (2) of the Convention on the High seas, 1958,

every coastal state shall promote the establishment and

maintenance of an adequate and effective search and rescue
service regarding safety on and over the sea - where
circumstances so require - by way of mutual regional
arrangements co-operate with neighbouring states for this
purpose.

Mozambique is immersed in an economic crisis, so alone cannot afford adequate

means for the establishment of SAR services. Hence the solution is to bridge the gap
with direct involvement of all SADC member countries in this matter leading to the
development of the SAR centre. This centre will be manned by duly trained personnel
as well as fitted with proper equipment such as radiocommunications, helicopters,
rescue ships and boats, that will be used to locate distress alerts and provide necessary
assistance with the minimum of delay.

5.8.1 - Structure of the SAR service

Upon the establishment of the SAR service, a number of factors are to be taken into
consideration such as: the organisation of the service itself and the clear definition of
responsibilities in the area. Establishing an SAR service in Mozambique, Beira should
be the best site for the Search and Rescue Region (SRR) headquarters, because is
located in the centre of the country and this feature should make the co-ordination of
search and rescue operations more easier. This should be followed by the RCCs
placed in Maputo and Nacala, while the rescue sub-centres (RSCs) can be established
in Inhambane, Quelimane, Angoche, Pemba and Mocimboa de Praia.

65
From an organisation point of view, the On-scene Commanders (OSCs) and Search
and Rescue Units (SRUs) play an important role in the co-ordination of search and
rescue activities.

The availability of resources and equipment, as well as properly trained people to

handle the tasks in an effective and efficient manner; the reliability of the
communications network to facilitate the co-ordination of SAR operations between
rescue units and on-scene commander, as well as with those in the distress scene, and
with the SAR authorities ashore, are key elements in supporting the performance of
the SAR forces. First aid personnel must also be kept in readiness in the field of the
SAR operations. Documentation during the SAR process is another factor to be
taken into consideration. Finally, the RCCs should keep watch 24 hours a day in order
to be able to respond to any emergency.

5.9 - Charge for the services

SAFMAR-CENCOMAR is to bet on the guarantee of maritime distress and safety

communications as well as SAR operations for all commercial and fishing vessels
either with national or foreign registration, including those from other ports in the
world, calling at the Mozambican ports, and those passing through these waters.
Thus, there is a need for maintenance of this equipment, in order to be ready to
provide continuous assistance to these ships.

However, this only can be achieved by introducing a special fee (low-charge) for all
ships calling at the national ports, in the same manner as has been done with
navigational aids charges, for example charge for the use of lighthouse, buoys in the
channel, and soon.

66
The author believes that if SAFMAR is to take measures leading forward to the
implementation of this idea, strong support will be gained from all shipowners,
especially those in developed countries because for them it is clear that every ship is
subject to any type of accident anywhere. Even if their ships are so equipped with
modem and very sophisticated survival equipment, capable of sending a distress call
from a ship located in the Mozambican waters to, for example, Aussaguel (France),
Goonhilly (UK) or EIK (Norway), it is true that reasonable assistance for that ship is
available from Mozambique.

5.10 - An integrated approach to Maritime Satellite Communications in

Mozambique

It is obvious that the Mozambican economy today does not justify at all the
establishment of Maritime Satellite Communications, but as mentioned previously, the
expectations of the economy growth are high and therefore, the need for such
communications system can be anticipated.

However, Mozambique is now establishing the GMDSS communications system

based on terrestrial equipment. Nevertheless it is essential to appreciate the recent
development of communications technology, described in Chapters 1, 2 and 3 of this
paper. The GOM has to take advantage of this new maritime communication
technology based on satellite communications provided by INMARSAT, in order to
be able to provide reliable safety, commercial and social communications to the ships
that later on will be flying the Mozambican flag in each of the four ocean regions,
coverage by INMARSAT geostationary satellites. In addition, shipping agencies in
Mozambique could be able to communicate with foreign ships while in international
waters, as well as communicate with the ship owners/operators in a more convenient
maimer. Therefore, the Government of Mozambique (GOM) should decide for a

67
suitable alternative to bridge the gap by means of making Routing Arrangements with
Coast Earth Stations operators in other countries.

5.10.1 - Routing Arrangements

The best option to try out this new technology is that the national
Telecommunications Company (TDM) has to make routing arrangement with one
Coast Earth Station (CES) in each of the four ocean regions, providing
INMARSAT-A, B, C and M services. For instance, the Coast Earth Station 12
(BURUM) in the Netherlands operated by PTT Telecom provides services for
INMARSAT-A, B, C and M systems in all ocean regions, although INMARSAT-C
system is not yet available for the Pacific Ocean Region (POR). This station can be
contacted by telephone + 31 2550 62 440 and facsimile (fax) + 31 2550 62 424.
Therefore, the Government of Mozambique represented by TDM, if it decides to do
so, should sign a contract with this station, so that it can provide a gateway to the
INMARSAT-A, B, C and M services in all ocean regions except INMARSAT-C
services in the Pacific Ocean Region (POR). The author propose the CES 12
(BURUM) because for the time being it is the only one providing almost all
INMARSAT services in all ocean regions, making negotiations easier and the
subsequent signing of contracts. However, for the INMARSAT-C services in the
Pacific Ocean Region, the contract should be signed with the CES PERTH in
Australia operated by TELSTRA. This station can be contacted by telephone + 6-1
2311 1302 and facsimile (fax) + 61 2311 3846. However, the government may decide
for other CESs (see appendix A). It is important to clarify that the contract leading to
routing arrangement is fi-ee of charge. However, the services will be charged but of
course at a low cost.

The routing arrangements are aimed at making it possibly for subscribers to the public
telecommunications networks in Mozambique through telephone land line to access

68
the selected Coast Earth Station, which contains a specific Identification Code (ID),
thus functioning as a gateway to the INMARSAT satellite communications. Hence
telephone, telex and fax messages could be sent from Mozambique to a ship located in
one of the four ocean regions by means of ordinary telephone, telex or fax terminals
connected to the international networks. In addition, a large amount of data could be
transmitted quickly and easily from personal computers (PC’s) at the office to PC’s
anywhere in the world. However, this only can be possible if the PC’s are connected
to the telephone line through a modem or are connected to an INMARSAT SES, in
the case of ships.

In conclusion, messages from Mozambique will be routed to this station which will be
able to forward such messages to the intended destination through either
INMARSAT-A, B, C or M systems, depending on how the ship is equipped and the
services that each INMARSAT system is capable of offering. Therefore, for the time
being this is the way in which Mozambique can make use of the Maritime Satellite
Communications System.

5.10.2 - The impact of the Satellite Communications on the Mozambican

Maritime Infrastructures

The main feature of the INMARSAT-C system is that it can be used to transmit and
receive text messages or data at anytime. The promulgation of Maritime Safety
Information (MSI), through the INMARSAT-C EGC (see section 2.7.3) in its
international SafetyNet capability, in combination with NAVTEX should make a great
contribution to the gathering of meteorological and navigational information that
might be used by INAHINA in the publication of its Notices to Mariners in
Mozambique.

69
In the near future, the national fleet is expected to grow and make an appearance in
the international shipping business. Hence shipping companies would be able to send
messages to the ship regarding crew wages, as well as to programme their ships in
order to meet the needs of a world-wide market. In addition, shipping agencies such
as MANICA Freight Services, Empresa Mofambicana de Navegagao Intemacional
(NAVINTER), Agenda Nacional de Frete e Navegagao (ANFRENA) etc. could
initiate calls to the ships anywhere, at anytime. If there is a doubt regarding the
INMARSAT Mobile Number (IMN) for a certain ship, the INMARSAT “Help-lines”
at the headquarters in London, UK (Country Code 51), should be accessed either by
means of telex or PC with Modem combination to ask for help. As long as these
shipping agencies have their telex equipment connected to the international telex
networks they can access the Telex Help-line, by calling the telex number: (51) 920
327INMHLP G.

Furthermore, personal computers (PC’s), as long as they are connected to a telephone

line via a Modem in Mozambique, as well as to the destination anywhere in the world
can be used to handle electronic mail (E-mail) services via INMARSAT Satellites.
For instance, large amounts of data regarding ship operations or other issues can
quickly and easily be transmitted to the shipowner/operator. The E-mail provides
certain advantages against fax and telex, in terms of cost of communication, because
the transmission of E-mail (message in the PC) can be programmed to take place
during “off-peak hours”.

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 CHAPTER 6

Training and Certification of GMDSS radio personnel in

Mozambique

6.1 - General

The technology applied in the GMDSS equipment is so sophisticated and so highly

developed that only properly trained personnel can handle it in an effective and
efficient manner. Therefore, training is required for those whose tasks are to operate
the day-to-day GMDSS communications in Mozambique, either in the Maritime
Administration radio stations or onboard Mozambican ships.

However, the training and certification of GMDSS radio personnel comprises the
following certificates:

- the First - Class Radioelectronic Certificate;

- the Second - Class Radioelectronic Certificate;
- the General Operator’s Certificate (GOC);
- the Restricted Operator’s Certificate (ROC); and
- the Maintenance of GMDSS Installations onboard ships.

71
Nevertheless, for the purpose of this paper only the General Operator’s Certificate
(GOC) is discussed in more detail. However, apart from theoretical knowledge, the
training requirements for this certificate comprise operational and procedural skills.
The training is to be conducted where relevant equipment is available.

However, world-wide training of GMDSS radio personnel is conducted in simulators,

because simulators provide certain advantages in comparison with the real-life
equipment. Practical exercises on the various communication systems can easily be
done in a simulator rather than in real-life equipment, specially for exercises on
distress communications that if in real equipment would send a false alert to other
terminals.

6.2 - GMDSS training simulators

The development of technology in terms of GMDSS training simulators enables the

manufacturers to develop the product that can meet the needs of the users at any level
of economic development. These simulators are classified as follows:

- Full mission GMDSS simulator for GOC and ROC training, and
- PC - based simulator for GOC and ROC training.

However, the number of manufacturers making GMDSS training simulators is

increasing considerably all over the world.

6.2.1 - The Norcontrol Full mission GMDSS simulator

Among the leading developers of GMDSS training simulators. Norcontrol launched in

August 1995 the first “Full mission GMDSS simulator for GOC and ROC training”, a
high quality simulator resembling the real-life equipment. The Norcontrol CPT 2000

72
Trainer contains all equipment which is found onboard a ship for distress and safety
communications as well as for SAR communications.

The Norcontrol CPT 2000 Trainer comprises a computer network that enables the
connection of an instructor console with up to 16 student consoles. The following is
the GMDSS equipment simulated in the new Norcontrol CPT 2000 Trainer:

-MF/HFDSC
- VHP DSC, channel 70
- MF/HF radiotelephone transmitter and receiver
- VHF radiotelephone transmitter and receiver
- Narrow Band Direct Printing (NBDP) telegraphy
- NAVTEX receiver
- INMARSAT-C EGC capability
- INMARSAT-A/B SES
- INMARSAT-C SES
- 406 MHz COSPAS-SARSAT EPIRB
-1.6 MHz INMARSAT-E EPIRB
- 9 GHz Search and rescue radar transponder (SART)
Cross, 1995, p 40.

However, the price of this foil mission GMDSS simulator does not benefit at all the '
developing countries where budgetary problems prevail.

6.2.2 - Poseidon GMDSS simulator (PGS) for GOC training

The Poseidon GMDSS simulator (PGS) is a Personal Computer (PC)-based

simulator, designed for training of GMDSS radio personnel, where 8 student
workstations can be connected to the instructor’s station. However, the number of

73
student workstations can be increased up to 16, if two Audio Multiplexer Units
(AMUs) are coupled together.

The Poseidon GMDSS simulator shows on the monitor of a computer the front panels
of well known radio communications equipment such as SKANTI and ABB NERA,
resembling all the functions and facilities provided in these radio communications.

The GMDSS equipment simulated in the PGS, either in the instructor station or in the
student station is as follows:

- VHP Radiotelephone
- VHP DSC controUer/receiver
- MP/HP Radiotelephone
- MP/HP Radio telex
- MP/HP DSC controller/receiver
- NAVTEX Receiver
- 2182 KHz Watch Receiver
- INMARSAT-A SES
- INMARS AT-C EGC facility.

However, in the PGS simulator the instructor has the possibilities of setting up
training scenarios. In addition, this simulator enables the students to run all
communication systems in the GMDSS, using mouse control instead of fingers, to hit
the buttons of the radio panels on the screen. Moreover, the students are provided
with a telephone headset in order to talk each other or with the instructor.

The Poseidon GMDSS simulator is an appropriate tool for training purposes, being
capable of solving the problem of those whose budget is not enough to purchase the
“Pull mission GMDSS simulator”.
6.3 - Training facilities in Mozambique

There are in Mozambique two centres with adequate facilities to handle the training of
radio operators, namely: Escola Nautica de Mozambique (ENM) and Institute das
Telecomunicafoes de Mozambique (TDM), both located in Maputo. However, the
ENM seems to be the most convenient site for the training of GMDSS radio
personnel. The reason behind it is that this Institution is devoted to Maritime Training
and a number of facilities for this training are available, such as ordinary classrooms
with blackboard; overhead projectors; language laboratory capable of accommodating
more than 15 students one in each cabin incorporating a blackboard (white) and an
overhead projector; a GMDSS Ship’s Station (real-life equipment model SKANTI);
and Computer Based System (CBS), with 8 students’ workstations and one master
station for the instructor.

The GMDSS Ship’s Station at ENM comprises VHP 3000 (radiotelephone) with
VHP DSC controller - receiver, HP SSB radio system, MP/HP DSC controller -
receiver (DSC 9000). The maritime identification (MID) of this station is as follows:

• ENM call sign C 8 Z 4

• MMSI number 650 001 000

• DSC number 57 701

• INMARSAT-C number 465 000 110

• Maritex telex number 29 403
• Answer back: 57 701 C 8 Z 4

However, there is a need to purchase a GMDSS training simulator that can respond
adequately to the reality of the situation in Mozambique. Prom a cost effective point
of view, if the already existing Computer-based system at ENM is examined, the

75
Poseidon GMDSS simulator should be the best option. Of course there is the
GMDSS Ship’s Station at ENM, but as already mentioned the real-life equipment
does not perform properly for training purposes. Hence this station can be used for
demonstration purposes for the students after having conducted the practical exercises
on the PC-based Poseidon GMDSS simulator.

6.3.1 - Present staff in the radio department

The ENM has in the radio department competent staff, with considerable experience
in maritime radiocommunication, at least two of them being in possession of valid a
General Operator’s Certificate (GOC). Therefore, the department is well manned so
that they can carry out the training of radio personnel to serve onboard ships as well
as in the shorebased stations, as required in the Chapter IV of the revised STCW
Convention, 1978.

6.3.2 - Training of personnel to handle maritime radiocommunications

As already mentioned in Chapter 4 of this paper, the radio operators in Maritime

Administration radio stations do not fulfil the qualifications required in the GMDSS
radiocommunications system. Likewise, personnel onboard Mozambican ships are
not qualified for distress and safety radiocommunications. Nowadays,
radiocommunication equipment based on the GMDSS system, can only be operated
by properly qualified personnel in possession of a valid General Operator’s Certificate
(GOC). Hence in Chapter IV of the revised STCW Convention, 1978 all seafarers
who are qualified deck officers or are studying for such qualification are obliged to
undertake course leading to a General Operator’s Certificate (GOC). Therefore, this
course will be given at ENM to the Skippers of fishing vessels as well.

76
6.4 - Proposed Course Curriculum

In order to provide a reasonable response to the needs of GMDSS technology, ENM

should adopt the subsequent unit of work for these students with the following title:
TRAINING COURSE FOR THE GENERAL OPERATOR’S CERTIFICATE
(GOC) FOR THE GMDSS. This course will run over 150 hours, i.e. 5 weeks of 30
hours each. Of course these hours are somewhat in excess of international standards
but if it is recognised that the candidates have weak knowledge in maritime English
language as well as lack of basic skills in computers, 150 hours is more suitable for
this first course. However, for the subsequent courses it can be anticipated that the
duration time will be reduced to meet recognised international standards, if the
candidates have sufficient knowledge of the English language as well as certain skills
in computers.

The AIM in this course is that students should understand the radiocommunication
procedures in the GMDSS system. However, the course is designed to achieve certain
objectives. A student successfully completing this course and passing the prescribed
examination should be able to:

1- Recall the basic principles of electronics;

2- Define the basic concepts of the GMDSS system;
3- Identify the communication systems in the GMDSS;
4- Explain operational procedures for automated communications;
5- Classify the GMDSS carriage requirements;
6- Use the English language, both written and spoken, for the
satisfactory exchange of communications relevant to the safety of
life at sea;
7- Efficiently operate the GMDSS radio equipment and act as a
dedicated communications operator in cases of distress;

77
 8- Use personal computer (PC) for communication purposes;
9- Predict the consequences of false alert transmission.

The following table covering the GMDSS course outline shows how these objectives
should be achieved. However, the alphabetical order in this table is to be used as
guide in the timetable, to show the syllabus content.

Table 6 - GMDSS Course Outline

Specific Objectives Knowledge and Understanding
“A” Frequency, Wavelength and Propagation
1- Frequency [kilohertz (KHz), megahertz (MHz)
Recall the basic principles of GigaHertz (GHz)]
electronic 2- Wavelength (radio waves frequency bands)
3- Propagation (medium frequency bands, high
frequency bands, very high frequency band)
“B” Introduction to the new system
1.1- INMARSAT systems
1.1.1- The space segment
Define the basic concept of 1.1.2- The ground segment
the GMDSS 1.1.2.1- Coast Earth Stations (CESs)
1.1.2.2- Ship Earth Stations (SESs)
2- The old radiocommunications system
3- The new radiocommunication system
“C” Satellite communications
1.1- INMARSAT satellite communications
Identify the communication 1.2- COSPAS-SARSAT satellite communications
systems in the GMDSS “D” Terrestrial communications
1.1- Long-range communications (HF)
1.2- Medium-range communications (MF)
1.3- Short-range communications (VHF)
“E” Operational procedures for automated
communications:
1.1- General principles ofNBDP
1.2- Digital Selective Calling (DSC)
Explain operational 1.3- Enhanced Group Call (EGC)
procedures ‘T” Distress communications:
2.1- MF/HF/VHF bands - use of DSC facilities
2.2- INMARSAT SESs distress alerting
2.3- COSPAS-SARSAT EPIRBs
2.4- SAR operation

78
 “G” Ship equipment carriage requirements
Classify the GMDSS * Sea area Al
carriage * Sea area A2
requirements * Sea area A3
* Sea area A4
Use the English language “H” - IMO Standard Marine Vocabulary
both written and spoken, for - International phonetic alphabet
the satisfactory exchange of - Standard abbreviations and commonly used
communications relevant to service codes
the safety of life at sea
‘T’ - Regulations and agreements governing the
maritime communication services
Efficiently operate the - Selection of appropriate communication
GMDSS equipment methods in different situations:
* radiotelephone
* radiotelegram
* traffic charges

“J”
The student should be able to :
Use of personal computers 1- start the PC;
(PC) for communication 2- initiate the communication programs;
purposes 3- exit the communication program; and
4- turn off the PC
“K” 1- Inadvertent or incorrect operation of the
equipment has caused false alerts transmission
Predict the consequences of 2- Measures to prevent false alerts
false alert transmission 2.1- Actions to be taken by masters or skippers
2.2- Actions to be taken by manufacturers,
installers and instructors.
6.4.1 - Assessment

The examination to be conducted by the end of this course is to be divided in two

parts, namely theory (written) and practical demonstrations that should include an oral
test. From the total hours in the timetable below, eight (8) hours should be reserved
for the examinations, three (3) hours for written and five (5) for practical, each part
carrying 50% of the total marks.

Table 6.1 - Course Timetable

ITEM HOURS
Theory Practical Total
“A” 4 0 4

“B” 4 0 4
«c« 4 0 4

“D” 6 12 18
“E” 4 0 4
“P’ 6 24 30*

“G” 4 0 4

“H” 6 24 30*

‘T’ 6 24 3Q*

‘T’ 4 14 18*

“K” 4 0 4

Total 52 98 150

Relevant parts of the instroctioo to be coodncted in English

80
6.4.2 - Teaching aids (resources)

This course is divided in two parts, theoretical and practical. Lecturing will cover a
theoretical part where overhead transparencies, blackboard, video and pictures will be
used. The GMDSS equipment available at ENM, among other facilities offers two
personal computers. Therefore, during the practical sessions, groups of two students
will make use of the facilities for exchange of communications, one hour being
allocated for each group.

The following textbooks should be provided as a core supporting resource.

• ATextbook on Maritime Communications (Lars Brodje - INMARSAT, 1995)

• G.M.D.S.S. Handbook (IMO, 1992)
• Handbook For Maiine Radiocommunications (G.DLees & W.G Williamson, 1993)
• IMOSAR Manual (IMO, 1993)

• Inmarsat Maritime Communications Handbook (INMARSAT, 1995)

• NAVTEX Manual, 1994 Edition (IMO)
• SOLAS Consolidated Edition (IMO, 1992)
• Standard Maritime Navigational Vocabulary

• STCW Convention, 1978 as revised

81
 CHAPTER?

Conclusions and recommendations

7.1 - Conclusions

Nowadays the safety of life at sea has been improved by reliable maritime
communications provided by IMO, through modem and sophisticated technology
known as the GMDSS communications system. However, GMDSS is specially
designed to handle both satellite communications and terrestrial communications.
GMDSS employs those satellites provided by INMARSAT and COSPAS-SARSAT,
for distress alerting and safety communications. In addition. Digital Selective Call
(DSC) technology is used to upgrade terrestrial radio communications (VHP, MF and
HF frequency bands) to a fully automated connection, as required in the GMDSS
communications system. Therefore, Mozambique in order to benefit from this
technology will declare the Mozambican waters as a sea area A2, providing its
services in MF DSC frequency band, including NAVTEX NBDP and SAR
operations, in all 6 radio stations to be installed in Maputo, Inhambane, Beira,
Quelimane, Nacala and Pemba, will comply with the GMDSS requirements.

More often the COSPAS-SARSAT EPIRBs are not switched on before they are
placed into their containers, although they are properly installed onboard ships.
However, if there is a disaster at sea and the ship sinks they will be automatically
released and float free but no distress signals will be transmitted. There is a need for
ship surveyors to be made aware of this problem.

82
Although for the time being the country’s economy does not justify the establishment
of satellite communications, it is important to be aware that the technology is there to
be exploited at any time. However, the reasonable step for Mozambique is to
commence operations through routing arrangements with the Coast Earth Stations
(CESs) that provide all INMARSAT systems in all four ocean regions covered by
INMARSAT geostationary satellites. One way to approach this would be for the
Government of Mozambique to make arrangements with the Coast Earth Station 12
in the Netherlands operated by PIT Telecom because for the time being it is the only
one providing all INMARSAT services in all ocean regions. However, this Station
does not yet provide INMARSAT-C for the Pacific Ocean Region (POR). Hence the
Government could make further arrangement with the CES Perth in Australia for the
INMARSAT-C services in the Pacific Ocean Region.

SAR Services

As mentioned earlier the establishment of search and rescue (SAR) services in

Mozambique is a common concern among Civil Aviation and Maritime Authorities, as
well as for all SADC member countries. Therefore, there is a need for strong
co-operation between these entities leading to the development of an SAR centre.

Training of personnel

The training of personnel to handle radiocommunications under the GMDSS is

extremely important. It has been shown that the use of a PC - based simulator
provided by Poseidon, in addition to the real-life radio equipment available at ENM,
would enable personnel to speedily meet new international communication
requirements.

83
The students’ knowledge with regard to the English language is very poor. However,
they are required to use English for communication purposes, especially when they
need to communicate with foreign ships. One way to overcome this weakness is to
provide the majority of theoretical and practical training sessions using the English
language. Questions and answers as well as comments should be also in the English
language.

The use of personal computers for simulating communication exercises has been
shown to be very effective, especially with regard to NBDP and DSC. Practical
training sessions cannot yet cover INMARSAT satellites because the national
maritime communication system is not yet party to the INMARSAT system, although
Mozambique is member of this Organisation. Therefore, this training is devoted to
terrestrial communications.

Written and oral tests are best conducted in a combination of Portuguese language
and English language, but with more emphasis in English, in order to ensure the
attainments of skills required from them.

In order to achieve better standards, certain requirements should be established for

new admissions so that the candidate has completed at least ninth grade of the
previous schooling system, with fluent knowledge of the English language (written
and spoken) being a main requirement. The best solution is to require the candidates
to hold the high-school leaving certificate, together with an agreed level of knowledge
of the English language (written and spoken) in order to be admitted to a short course
in GMDSS radiocommunications of at least two weeks duration.

84
7.2 - Recommendations

It is strongly recommended that:

1. The GOM makes contractual arrangements with CES 12 (Netherlands) and CES
Perth for the provision of satellite communication services in the Pacific Ocean
Region.

2. SADC member countries and relevant Mozambican authorities co-operate in

establishing SAR services and related SAR centre in Mozambique.

3. A GMDSS Simulator, manufactured by POSEIDON, be purchased and installed at

ENM by 1st January 1997 to allow for effective training of personnel before the 1st
February 1999 deadline for full implementation of GMDSS.

4. Personal computers be made available to ENM for simulating communication

exercises.

5. GMDSS theoretical and practical training programs at ENM be conducted in the

English language.

6. Assessment of students be conducted using a combination of the Portuguese and

English languages.

7. New admissions standards be established requiring candidates to hold high school

leaving certificates and knowledge of the English language in order to be eligible for
an intensive GMDSS - GOC start course program.

85
 BIBLIOGRAPHY

Bonacic, D ‘Satellite Communications for eflBcient ship operations’, Containerisation

International January 1995 pp.4-6

BrSdje, L and Bonacic, D (1994), A Handbook on Maritime Communications.

London: INMARSAT.

Brodje, L (1995), A Textbook on Maritime Communications. London: INMARSAT

Brodje, L ‘GMDSS: New Issues New Opportunities’, GMDSS Directory: a Fairplay

Supplement, 25th June 1992 pp.2-10

Cross, S J ‘Full mission GMDSS simulator for GOC and ROC training’, SCHIP &
WERFdeZEE. April 1995, pp. 40-41

Department of Transport (UK), (1995), MSA - Merchant Shipping Notice No. M.

1606. London: Department of Transport.

Hellenic Chamber of Shipping ‘IMO to set-up ship information database’, no. 35,
p.96

IMO, (1994),*Search and Rescue at sea’ FOCUS ON IMO. London: IMO

IMO, (1993), IMO Search and Rescue Manual - IMOSAR Manual. London: IMO

86
IMO, (1989), Protocol of 1988 relating to the International Convention for the Safety
of life at sea. 1974. London: IMO

IMO, (1987), Global Maritime Distress and Safety System - GMDSS. London: IMO.

IMO, (1987), Global Maritime Distress and Safety System. London: IMO

IMO, (1992), G.M.D.S.S. Handbook. London: IMO

IMO, (1992), SOLAS Consolidated Edition. London: IMO

IMO, (1994), Interim guidance for maritime colleges - Detailed training syllabus for
the development of a model training course for the General Operator’s Certificate for

the GMDSS. London: IMO

IMO, (1995), STCW Convention. 1978 as revised. London: IMO >

INMARSAT, (1995), Inmarsat Maritime Communications Handbook - Issue 2.

London: INMARSAT.

INMARSAT Maritime Division (1994), FACTS, INMARSAT Maritime Division.

London: INMARSAT.

INMARSAT, (1994), Inmarsat Maritime Communications Handbook. London:

INMARSAT.

KPMG Peat Marwick (1993), Organizacao do Processo de Alienacao da EMARNA

no quadro da criacao de uma Empresa de direito privado. Maputo: KPMG Peat

Marwick

87
Lloyd’s Ship Manager & Inmarsat ‘INMARSAT delivers on time’, INMARSAT Ship
Directory: a Lloyd’s Ship Manager Directory February 1995 p.3

Lloyd’s Ship Manager & Inmarsat ‘Starec buoys marine safety’, INMARSAT Ship
Directory: a Lloyd’s Ship Manager Directory February 1995 p.5

Lloyd’s Ship Manager & Inmarsat ‘ INMARSAT-P approved’, INMARSAT Ship

Directoiy: a Lloyd’s Ship Manager Directory February 1995 p.5

Long, M (1987), World Satellite Almanac - second edition Indianapolis (USA): H.W.
Sams

Marine Log, ‘SATCOM - the Alternatives Open Up’, Marine Log. July 1994,
pp. 21-24

Muirhead, P M ‘Learning Curves’, Ocean Voice. April 1995 v.l5, no., pp. 7-11'-

NUMAST “INMARSAT launches ship’s black box”. Telegraph January 1995 v.28
no. p.9

Rees, David W. E. (1990), Satellite Communications: the First Quarter Century of

Service, New York : Wiley '

SHIPDECO A/S, (1993), Report on Study on Communication Net for Safety at sea in
Mozambique and Revision of existing Master Plan for Maritime Communications.

Norway: SHIPDECO A/S

88
Tetley, L and Calcutt, D (1991), Electronic Aids to Navigation - Position Fixing.
London: Edward Arnold.

Walker, N ‘Inmarsat the users’. Containerisation International January 1995 p. 9

Walker, N ‘The Coast Earth Station providers’. Containerisation International

January 1995 pp. 13-15

Walker, N ‘Inmarsat - the manufacturers’. Containerisation International January

1995 pp. 16-17

89
 APPENDICES

Appendix - A INMARSAT Coast Earth Stations Contacts and Services

Appendix - B GMDSS Carriage requirements

Appendix - C How to send a Distress telex or telephone call using an

INMARSAT-A SES

Appendix - D How to send an Urgent or Safety telex or telephone call using an

INMARSAT-A SES

Appendix - E Land-locked countries which use the main Ports of Mozambique

90
 Appendix - A INMARSAT Coast Earth Stations Contacts and
Services

Facsimile CES Aon« AOR-W lOR POR

Country Operator Telepborw

Perth ABCM ABCM

Australia Telstra +612311 1302 +61 2 311 3846

Brazil EMBRATEL +55 21 2167738 +55 21 2X 9032 Tangua AC

+86 1 421 3509 Beijing AC AC

China Beijing Marine +86 1 421 3131

Denmark Telecom Denmark +45 4252 9111 +45 4252 9341 Blaavand C

Egypt National Telecom +20 2 3521220 +X2771306 Maadi A

Pleumeur-Boudou A A
Franca France Telecom +3356 22 32 31 +3356 83 1305
Aussaguel BCM BCM

+49228 936 7777 +49 228 936 9189 Raisting ABCM ABCM
Germany DeTeMobil

+X1 611 8100 +X 1 806 3999 Thermopylae AC

Greece DTE SA

+852 888 2939 +S52S66 69X Cape D*Aguilar BM BM

Hong Kong Hong Kong Telecom Int.

Videsh Sanchar Nigam +91 22 262 4020 +91 20 95 4321 Afvi AC

Irtdia

+98 21 861022 +98 21 85 8566 Boumehen AC

Iran Telecom Co of Iran

Italy Telecom Italia S.p.A .k39 6 4069 3379 +39 6 4069 3624 Fucino AC

+8133347 5016 +81 33347 6306 Yamaguchi ABM BM ABCM ABCM

Japan KDD

+82 2 750 3745 +82 2 TSO 3749 Kumsan AC AC

Korea KTA

+60 3 2087972 +60 3 7557316 Kuantan BM

Malaysia Telekom Malaysia

+31 2550 62 440 +31 2550 62 424 Station 12 ABCM ACBM ABCM ABM
Netherlands PTT Telecom

Telenor International A/S +47 22 77 7206 *47 22 77 7178 Eik ABM ABM ABCM
Norway

+48 22 20 3887 *48 22 26 3665 Psary A A

Poland Polish Telecom

Portugal CP Radio Marconi +351 1 720 7226 *351 1 795 5738 Sintra c

+7 095 274 0046 NalCxxJka A

Russia Far East Shipping Co

Mintslry of PTT +966 1 404 1515 *966 1 405 9008 Jeddah A

Saudi
1 Arabia

+65 331 6745 *65 334 6110 Sentosa BCM ABCM

Singapore Singapore Telecom

Turkey PTT Gertel Mudurtugu +90 312 366 553 *X 312 310 9141 Ata AC AC
+90 312 499 5153 *X 3124995115
*
UK British Telecom +44 71 492 4996 *44 71 6064640 Goonhilly ABCM ABCM

Ukraine MORCOM +7048 268 3932 *7 048 268 3932 Odessa A A

ETISALAT +971 6 822566 *971 6 823502 Towi Al Saman BM

UAE

Santa Paula ABCM

COMSAT Mobile +1 XI 428 2400 *1 XI XI 5953 Southbury ABCM ABCM

USA
Communications Anatolia A
(Turkey)
COMSAT Eurasia BM
(Malaysia)

Staten Island A
+1 XI 214 8700 +1 301 214 8701 Niles Canyon A A
USA IDBMobSe
Communications Gnangara A
(Australia)

(Source: INMARSAT)
 Appendix - B GMDSS carriage requirements

The IMO has specified the communications equipment to be carried in each of the ocean operating areas. All
SOLAS Convention ships of 300 gross tonnage and above are required to carry a minimum set of communica-
■ tions equipment:
1. VHF installation capable of transmitting and receiving DSC on channel 70 and radiotelephony on channels 6,
13, and 16;
2. Equipment able to maintain continuous DSC watch on VHF channel 70;
3. Radar transponder operating in the 9 GHz band;
4. Receiver, capable of receiving international NAVTEX service broadcasts, if the ship operates in any area where
NAVTEX is provided:
5. Facility for reception of maritime safety information by the Inmarsat enhanced group call system (International
SafetyNET™ Service), if on voyages in areas of Inmarsat coverage where NAVTEX is not provided:
6. Satellite emergency position-indicating radiobeacon (EPIRB) capable of being manually activated and of
floating-free and activating automatically (406 MHz Cospas-Sarsat or Inmarsat-E).

Additional Requirements for Sea Area A1

1. The VHF installation shall be capable of general radio communications using telephony;
2. (Optionally), a float-free EPIRB capable of transmitting a distress alert using DSC on VHF channel 70, in lieu of
a satellite EPIRB;
3. Another approved installation capable of initiating the transmission of a distress alert from the navigating
position, either by; 1) VHF using DSC: 2) manual activation of an EPIRB; 3) MF using DSC; 4) HF using DSC; or
5) an Inmarsat ship earth station.

Additional Requirements for Sea Areas A1 and A2

1. An MF installation capable of telephony on 2182 kHz and DSC on 2187.5 kHz;
2. Equipment capable of maintaining continuous DSC watch on 2187.5 kHz;
3. Equipment capable of general radio communications on working frequencies in the MF band 1605-4000 Khz; or
an Inmarsat ship earth station;
4. Another approved means of initiating the transmission of distress alerts from the navigating position by radio
service other than MF either by: 1) manual activation of a satellite EPIRB; 2) HF using DSC; or 3) an Inmarsat
ship earth station.

Additional Requirements for Sea Areas A1, A2, and A3 (within Inmarsat coverage area)
1. MF installation capable of telephony on 2182 kHz and DSC on 2187.5 kHz;
2. Equipment capable of maintaining continuous DSC on 2187.5 kHz;
3. Inmarsat-A or Inmarsat-C (class 2) ship earth station, or an HF radio installation as required for Sea Area A4:
4. Facilities must include at least two of the following radio systems for transmitting the distress alert from the navi­
gating position; 1) Inmarsat ship earth station (Inmarsat-A or Inmarsat-C); 2) Manual activation of a satellite
EPIRB; or.3) HF radio installation.

Additional Requirements for Sea Area A4 (beyond Inmarsat coverage)

1. MF/HF radio installation capable of transmitting and receiving on all distress and safety frequencies in the band
1605-27500 kHz using DSC, telephony, and direct-printing. If shall also be capable of general communications
using telephony or direct-printing in the band 1605-275000 kHz;
2. Equipment capable of selecting any of the distress and safety DSC frequencies in the band 4000-27500 kHz.
and maintaining DSC watch simultaneously on 2187.5 kHz, 8414.5 kHz and at least one additional distress and
safety DSC frequency in the band;
3. Capability to initiate a distress alert from the navigating position through the polar orbiting satellite system on
406 MHz (manual activation of 406 MHz satellite EPIRB).

(Source: INMARSAT)
 Appendix - C How to send a Distress telex or telephone call using an
INMARSAT-A SES

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

1. Select telex or telephone mode of operation.

2. Select Distress Priority.
3. Select the required CES, referring to table E-2 in
Appendix E for the ID codes.
4. Initiate the Request according to the equipment manufacturers instructions.
5. If you do not receive any response within approximately 15 seconds, repeat the
distress alert.
6. When contact has been established, send your message in the following
format;

■ MAYDAY MAYDAY MAYDAY

■ THIS IS [ship’s name/callsign] CALLING ON INMARSAT
FROM POSITION [latitude and longitude, or relative to a
named point of land].
MY INMARSAT MOBILE NUMBER IS [IMN for this channel
of your SES]. USING THE [Ocean Reg/onJ SATELLITE.
MY COURSE AND SPEED ARE [course and speed].
You should then give:
The NATURE OF YOUR DISTRESS, for example:
• Fire/explosion Sinking
• Flooding Disabled and adrift
• Collision Abandoning ship
• Grounding Attack by pirates
• Listing
ASSISTANCE REQUIRED
OTHER INFORMATION to help rescue units

6. Keep the telephone line clear so that the RCC can c^ll you back when
necessary.

(Source: INMARSAT)
Appendix - D How to send an urgent or safety telex or telephone call
usind an INMARSAT-A SES

You can obtain MEDICAL ADVICE, MEDICAL ASSISTANCE, and MARITIME

ASSISTANCE from some CESs by using the 2-digit codes described below.
NOTE: If the CES you select does not support the 2-digit codes below, ask for
advice from the CES, and/or select a different CES.
1 Follow the procedure on your SES to select telex or telephone mode of
operation, as required.
2 Select Routine Priority (also known as Priority 0).
3 Select the required CES, referring to Table E-2 in Appendix E for the ID codes.
4 Call the CES selected, and on receipt of the PTS (Proceed to Select) tone, dial
or key the appropriate 2-digit code listed below, followed by #.
5 When you establish communications, identify the call as URGENCY or
SAFETY, as appropriate, and give the information listed below:

Service Remarks Information required

Medical 32 Some CESs automatically connect all Give the word MEDICO, plus the following
Advice calls using this code direct to local information:
hospitals, so that advice may be • Name of ship.
obtained quickly. • The ship’s radio call-sign and
identification number.
• The ship’s exact position
(latitude/longitude).
• The condition of the ill or injured person,
• Any other relevant information.
Medical 38 Some CESs connect these calls Give the following information:
Assistance directly to associated RCCs, so that • Name of ship.
they can be dealt with immediately. • The ship’s radio call-sign and
This code should only be used when identification number.
immediate assistance such as medical • The ship’s exact position
evacuation of a patient is required. (latitude/longitude).
• The condition of the ill or injured person.
• Any other relevant information.
Maritime 39 Some CESs connect these calls Give the following information:
Assistance directly to associated RCCs, so that •. Name of ship.
they can be dealt with immediately. • The ship’s radio call-sign and
This code should only be used when identification number.
immediate assistance is required from • The ship's exact position
the relevant authorities in the event of, (latitud^ongitude).
for example, man overboard, steering • Particulars of the incidence.
gear failure, or oil pollution. This code • Any other relevant information.
should also be used to send a request
for towage.

(Source: INMARSAT)
Appendix - E Land-locked countries which use the main Ports of
Mozambique

32-

Pemba

am ba
Finqoe
Harnpula cals

Uila
de tlocube

jeiuftsnte
ila
Chiomoio bo Chinde

irs

Inharnbane
iharr irne £Jt-

Mozambique KW , • ***
rttilajf

(Source: Computer Program)