5) Marcom 311 Semi-Final WK 1

MARCOM 311
MARCOM 311, STCW Code Table A- IV/ 2
MARCOM 311
Maritime Communications (GMDSS for GOC)
1st sem. S-FINAL Wk 1 nsa sy 2021-22
INSTRUCTOR; Capt. FLORO R. PUSTA JR
COURSE DESCRIPTION:
The course includes transmit and receive signals by morse light, use the international code of
signals, knowledge and understanding on the background of GMDSS, basic concept of the GMDSS,
its implementation and development scheme, knowledge of Search and Rescue Radio
Communications including procedures in the International Aeronautical and Maritime Search and
Rescue (IAMSAR) manual, means to prevent the transmission of false distress alerts and the
procedures to mitigate the effects of such alerts, Ship Reporting System, knowledge using Radio
Medical Advice, knowledge on the practical use of the International Code of Signals and the IMO
Standard Maritime Communications, knowledge of the Phrases, Principles of the Maritime Radio
Communications, knowledge of the Subsystems of Global Maritime Distress and Safety System
(GMDSS), the provision of radio services in emergencies. Partial or full breakdown of radio
installation and preventive measures for the safety of ship and personnel in connection with
hazards related to radio equipment, including electrical and non-ionizing radiation hazards.
COURSE OUTCOMES:
MODULE 3: Transmit and receive “Distress, Urgency, Safety and Routine” communication using
GMDSS sub-system and equipment.
Objectives: WK 1
LO1: Describe the Global Maritime Distress and Safety System (GMDSS), Sub-system and safety
precautions on handling GMDSS equipment
LO2: Discuss the preventive measures for the safety of ship and personnel in connection with
hazards related to radio equipment, including electrical and non-ionizing radiation hazards
LO3: Identify the correct frequencies for distress and safety, search and rescue and
emergencies.
LO4: Describe the Search and Rescue Operations and Procedures for International Aeronautical
and Maritime Search and Rescue (IAMSAR)
MARCOM 311 SEMI-FINAL WK 1

TOPIC: WK 1
GMDSS
-GMDSS Sub system
-Handling of GMDSS Equipment
-hazards related to radio equipment, including electrical and non-ionizing radiation hazards
-Frequencies used IAMSAR
What is Cospas Sarat?

COSPAS-SARSAT is
expected to cease
detecting alerts on 121.5
and 243 MHz by 2008.
COSPAS (COsmicheskaya
Sisteyama Poiska
Avariynich Sudov) is a
Russian acronym for
Space System for Search
of Distress Vessels and
SARSAT means Search
and Rescue Satellite-
Aided Tracking.
GMDSS Sub system:

GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)
• OLD SYSTEM
– ALL PASSENGER VESSELS AND CARGO SHIPS OF 1600 GROSS TONS UPWARD HAD TO MAINTAIN A
CONTINUOUS MORSE RADIO WATCH ON 500 kHz
– ALL PASSENGER SHIPS AND CARGO VESSLS OF 500 GROSS TONS UPWARD ALSO HAD TO MAINTAIN
A CONTINUOUS RADIO TELEPHONY WATCH ON 2182kHz AND CHANNEL 16
GMDSS
• ALTHOUGH THE SYSTEM WAS RELIABLE IT HAD SHORTCOMINGS:
– Relatively short range
– Manual alerting only
– Required aural watchkeeping.
GMDSS Sub system:

GMDSS
• NEW SYSTEM
– GMDSS REPLACES THE 500 kHz MORSE SYSTEM
– IT IS AUTOMATED AND PROVIDES SHIP TO SHIP AND SHIP TO SHORE ALERTING.
– APPLIES TO ALL PASSENGER SHIPS AND TO CARGO VESSELS OF 300 GROSS TONS PLUS ON
INTERNATIONAL VOYAGES
GMDSS CONCEPT
• IN THE PAST DISTRESS AND SAFETY RELIED PRIMARILY ON THE SHIP IN DISTRESS ALERTING
ANOTHER SHIP FOR ASSISTANCE.
• GMDSS EMPHASISES THE ABILITY TO ALERT SAR AUTHORITIES ASHORE AS WELL AS SHIPPING IN
THE VICINITY TO ENSURE A CO-ORDINATED
GMDSS Sub system:
RESPONSE
• SHORE BASED AUTHORITIES NOW HAVE THE
PRIMARY ROLE OF CO-ORDINATING
ASSISTANCE
AND RESCUE OPERATIONS
GMDSS CONCEPT
• IN GMDSS THE INITIAL ACKNOWLEDGEMENT
OF A DISTRESS ALERT SHOULD BE BY THE
SHORE BASED AUTHORITIES..
• SUBSEQUENT ACTIONS AND COMMS
SHOULD BE CONTROLLED BY THE RESCUE CO
ORDINATION CENTRE
GMDSS Sub system:

NAVIGATIONAL SEA AREAS
• GMDSS IS BASED ON THE CONCEPT OF
USING
4 MARINE COMMS SEA AREAS TO
DETERMINE
THE OPERATIONAL, MAINTENANCE AND
PERSONNEL REQUIREMENTS FOR
MARITIME
RADIO COMMS
• THE SEA AREAS DESIGNATED AS A1 ; A2 ;
A3; A4
ARE SPLIT UP AS FOLLOWS:
GMDSS Sub system:

SEA AREA A1
• WITHIN RADIO TELEPHONE COVERAGE OF AT LEAST ONE VHF COAST STATION IN WHICH
CONTINUOUS DSC (DIGITAL SELECTIVE CALLING) ALERTING IS AVAILABLE, IE AREA EXTENDING UP TO
50 NAUTICAL MILES FROM THE COAST STATION
SEA AREA A2
• AREA, EXCLUDING SEA AREA 1, WITHING THE RADIO TELEPHONE COVERAGE OF AT LEAST ONE MF
COAST STATION IN WHICH DSC ALERTING IS AVAILABLE. THIS AREA TYPICALLY EXTENDS UP TO 150
NAUTICAL MILES OFF SHORE, BUT WOULD EXCLUDE ANY A1 AREAS. IN PRACTICE SATISFACTORY
COVERAGE MY OFTEN BE ACHIEVED OUT TO 400 NAUTICAL MILES OFF-SHORE
GMDSS Sub system:

SEA AREA A3
• AREA EXCLUDING SEA AREAS A1 AND A2, WITHIN THE COVERAGE OF AN INMARSAT
GEOSTATIONARY SATELLITE IN WHICH CONTINUOUS DSC ALERTING IS AVAILABLE. THIS AREA LIES
BETWEEN LATITUDES 70° NORTH AND SOUTH BUT EXCLUDES AREAS A1 AND A2.
SEA AREA A4
• AREA OUTSIDE SEA AREAS A1, A2 AND A3. THIS IS ESSENTIALLY THE POLAR REGIONS NORTH OF
LATITUDE 70° NORTH AND SOUTH OF LATITUDE 70° SOUTH. IT EXCLUDES ANY OTHER AREA
GMDSS Sub system:

OPERATIONAL DETAILS
• WORLD-WIDE COVERAGE IS ACHIEVED BY A COMBINATION OF SATELLITE AND TERRESTRIAL SYSTEMS
• THE AREAS ARE DEFINED ACCORDING TO THE COVERAGE OF VHF, MF, HF COAST RADIO STATIONS
AND INMARSAT SERVICES.
• THE AREA OF OPERATIONS OF A VESSEL DETERMINES THE TYPE OF COMMS EQUIPEMENT IT SHALL
CARRY
SEA AREA A 1
• DISTANCE: 20 TO 50 NAUTICAL MILES FROM A COAST STATION
• RADIO BAND: VHF
• FREQUENCIES: CHANNEL 70 DSC OR CHANNEL 16
• EPIRB’S: EITHER L BAND (1.6 GHz) OR 406 MHz COSPAS-SARSAT OR VHF EPIRB
• SURVIVAL CRAFT: 9GHz TRANSPONDER (SART), VHF PORTABLE RADIO (CH16 AND ONE OTHER)
GMDSS Sub system:

SEA AREA A2
• DISTANCE: 50 TO 400 NAUTICAL MILES
• RADIO BAND: VHF AND MF
• FREQUENCIES: AS FOR A1 PLUS 2187,5 KHz DSC OR 2182 KHz RT, 2174 KHz NBDP, 518 KHz NAVTEX
• EPIRB’S: L BAND (1.6 GHz) 406 MHz COSPASSARSAT
SEA AREA A3
• DISTANCE : 70° N TO 70° S
• RADIO BAND: HF OR SATELLITE, MF , VHF
• FREQUENCIES : AS FOR A2 PLUS 1.5 – 1.6 GHz ALERTING, PLUS ALL HF FREQUENCIES
• EPIRB’S : L BAND (1.6 GHz) OR 406 MHz COSPAS – SARSAT
• SURVIVAL CRAFT: 9GHz TRANSPONDER (SART),
VHF PORTABLE RADIO (CH16 AND ONE OTHER)
GMDSS Sub system:

SEA AREA A4
• DISTANCE : NORTH OF 70° N AND SOUTH OF 70° S
• RADIO BANDS : HF, MF, VHF
• FREQUENCIES : AS FOR A2 PLUS ALL HF FREQUENCIES
• EPIRB’S : 406 MHz COSPAS-SARSAT
GMDSS Sub system:

RADIO WATCHKEEPING
• RADIO WATCHKEEPING IS AUTOMATIC WITH GMDSS. WHEN RECEIVING EQUIPMENT IS ACTIVATED
AN OPERATOR IS ALERTED. AFTER THIS FURTHER DISTRESS AND SAFETY COMMS ARE CARIED OUT ON
RADIO TELEPHONE OR RADIO TELEGRAPHY
• WHEN NO COMMS ARE IN PROGRESS, OPERATORS (WATCHKEEPING OFFICERS ARE REQUIRED TO
MONITOR THE FOLLOWING:
RADIO WATCHKEEPING
• WATCHKEEPING OFFICERS ARE REQUIRED TO MONITOR THE FOLLOWING:
– THAT THE EQUIPMENT IS IN SERVICE AND FULLY OPERATIONAL.
– THAT THE EQUIPMENT IS PROPERLY SET UP TO PERFORM THE MANDATORY GMDSS FUNCTIONS.
THIS IS DONE BY CARRYING OUT REGULAR TESTS ACCORDING TO GMDSS REGULATIONS
GMDSS Sub system:

GMDSS SUB-SYSTEMS
• DSC TERRESTRIAL COMMS SYSTEM
– DEDICATED FREQUENCIES MADE AVAILABLE FOR MARITIME COMMS OPERATING IN THE VHF, MF
AND HF BANDS PROVIDING LONG, MEDIUM AND SHORT RANGE COMMS.
– USE IS MADE OF DSC TECHNOLOGY WHICH PROVIDES A MEANS OF CALLING A STATION OR GROUP
OF STATIONS USING DIGITAL TECHNIQUES
DSC TERRESTRIAL COMMS SUB SYSTEM

– THE BASIC IDEA IS TO PROVIDE AN AUTOMATED CALLING SYSTEM FOR INITIAL CONTACT
– THE SYSTEM ALOWS FOR THE NAME OF THE VESSEL, THE NATURE OF THE DISTRESS AND THE
LAST RECORDED POSITION TO BE DISPLAYED OR PRINTED ON RECEIPT OF A DISTRESS CALL.
– DISTRESS PRIORITY SHIP TO SHORE CALLS RECEIVE PRIORITY OVER ALL OTHER TRAFFIC AND ARE
ROUTED TO THE NEAREST RESCUE COORDINATION CENTRE
GMDSS Sub system:

SATELLITE COMMS SUB-SYSTEM
• SATELLITE NETWORKS PROVIDE A FULL RANGE OF COMMS
SERVICES WHICH COVERS ALL GENERAL COMMS
REQUIREMENTS AS WELL AS DISTRESS AND SAFETY
REQUIREMENTS
MARITIME SAFETY INFORMATION SUB-SYSTEM (MSI)

• MSI INCLUDES ALL MET AND NAV WARNINGS, MET
FORECASTS AND OTHER URGENT SAFETY RELATED MESSAGES
OF VITAL IMPORTANCE TO ALL SHIPS AT SEA.
• THIS IS BROADCAST BY MF TELEX (NAVTEX) FOR LOCAL MSI
AND BY SATELLITE OR HF TELEX FOR LONG RANGE MSI.
GMDSS Sub system:

EPIRB SUB-SYSTEM (EMERGENCY POSITION
INDICATING RADIO BEACON)
• EPIRB ALERTING IS DONE BY INMARSAT AND
COSPAS-SARSAT.
• FULL GLOBAL COVERAGE IS PROVIDED THE
POLAR ORBITING COSPAS-SARSAT SYSTEM WHICH
USES DOPPLER FREQUENCY SHIFT TECHNIQUES
TO ESTABLISH THE VESSEL’S POSITION
• SOME 406MHz EPIRB’S HAVE AN INTERFACE
WITH THE SHIP’S NAV SYSTEM WHICH ENABLES
THEM TO PASS THEIR POSITION DIRECTLY
GMDSS Sub system:

EPIRB SUB-SYSTEM
• A 121.5 MHz SIGNAL FACILITY IS PROVIDED ON MOST COSPAS-SARSAT
EPIRBS WHICH PROVIDES A HOMING SIGNAL FOR SEARCHING
AIRCRAFT.
• INMARSAT EPIRBS OPERATE ON L BAND AND WILL TRANSMIT THEIR
POSITION DIRECTLY USING INFO OBTAINED FROM THE SHIP’S NAV
SYSTEM. INMARSAT DOES NOT COVER THE POLAR REGIONS.
SEARCH AND RESCUE TRANSPONDER SUB-SYSTEM (SART)

• IT IS A PORTABLE RADAR TRANSPONDER WHICH IS DESIGNED TO
PROVIDE A LOCATING SIGNAL.
• IT IS DESIGNED TO BE CARRIED IN SURVIVAL CRAFT
• WHEN A 9 GHz RADAR INTERROGATES THE SART, IT WILL PROVIDE A
SERIES OF 12 DOTS ON THE RADAR DISPLAY SHOWING THE
GMDSS Sub system:

GMDSS FUNCTIONS
• THERE ARE 9 FUNCTIONS WHICH THE GMDSS SYSTEM IS DESIGNED TO CARRY OUT
TRANSMISSION OF SHIP TO SHORE DISTRESS ALERTS BY TWO SEPARATE AND INDEPENDENT MEANS
• The details are contained on the individual ship’s radio safety certificate
• For example a ship in area A1 would use VHF DSC equipment as the primary means and the EPIRB
as the secondary
• Ships in area A4 would use HF DSC equipment as the primary means and a 406 MHz EPIRB as
secondary.
GMDSS Sub system:

RECEPTION OF SHORE TO SHIP DISTRESS ALERTS
• If a ship sends a distress signal via an EPIRB or Inmarsat C satellite terminal, any ship in the
vicinity will not be aware of the distress until the shore authorities relay the distress details by sending
a DSC call and/ or a satellite call to all ships within a defined area.
TRANSMISSION AND RECEPTION OF SHIP – SHIP DISTRESS ALERTS

• A ship in distress can alert other ships in the vicinity by sending a DSC distress alert on VHF and MF
and follow it up with a distress voice message on channel 16 or 2182 KHz. HF DSC is reserved for long-
range work and is intended for alerting shore-based authorities
GMDSS Sub system:

TRANSMISSION AND RECPTION OF SAR COORDINATING COMMS
• This is to enable ships to perform SAR coordination functions described in the IAMSAR manual.
• It includes the use of radio telex (called Narrow Band Direct Printing – NBDP) between ships involved
in the SAR
TRANSMISSION AND RECEPTION OF ON-SCENE COMMUNICATIONS

• It involves the use of short to medium range comms during the course of the operation.
• Ships must be able to communicate with aircraft, other ships and shore authorities using dedicated
GMDSS frequencies for voice and NBDP comms
• Frequencies for RT use are:
GMDSS Sub system:

TRANSMISSION AND RECEPTION OF ON- SCENE COMMS
• RT frequencies:
– VHF Channel 16 and Channel 6 (inter ship and ship aircraft comms
– VHF (121.5 MHz & 123.1 MHz) Ship aircraft comms (compulsory for passenger vessels)
– MF (2182 KHz) distress and safety voice comms
– HF (3023 KHz – ship aircraft, 4125 KHz – ship shore, ship ship, 5680 KHz – ship aircraft.
TRANSMISSION AND RECEPTION OF LOCATING SIGNALS

• Locating and homing signals are provided for in GMDSS by EPIRBs and SARTs.
• SARTs are intended for use in survival craft to provide a homing signal for ships and aircraft engaged
in SAR operations.
• SARTs operate in the navigation radar frequency (X band)
GMDSS Sub system:

TRANSMISSION AND RECEPTION OF MARITIME SAFETY INFORMATION (MSI)
• GMDSS provides two independent systems for broadcasting MSI namely, NAVTEX and Safety Net.
• Nav and Met warnings, met forecasts and other urgent safety related messages for a given area
(NAVAREA) are broadcast over NAVTEX and Safety Net
TRANSMISSION & RECEPTION OF GENERAL COMMS TO AND FROM SHORE BASED RADIO SYSTEMS
• GMDSS provides facilities for all types of commercial and personal comms over commercial
telecomms networks
GMDSS Sub system:

TRANSMISSION OF BRIDGE TO BRIDGE COMMUNICATIONS
• SOLAS REQUIRES THAT ACCESS TO VHF COMMUNICATION EQUIPMENT MUST BE AVAILABLE AT THE
POSITION THE SHIP IS NORMALLY NAVIGATED AND CONTROLLED FROM
• THIS INCLUDES THE OPERATION OF CHANNEL 13 WHICH IS RESERVED FOR INTERSHIP COMMS
RELATING TO THE SAFETY OF NAVIGATIONPERSONNEL REQUIREMENTS
• THE RADIO REGS MAKE PROVISION FOR 4 CLASSES OF OPERATOR
– 1 ST CLASS RADIO-ELECTRONIC CERT - INCLUDES FULL ON-BOARD MAINTENANCE
– 2 ND CLASS RADIO ELECTRONIC CERT - INCLUDES LIMITED ON-BOARD MAINTENANCE
– GENERAL OPERATOR’S CERT - WORLD WIDE OPERATION, BUT NO MAINTENANCE
– RESTRICTED OPERATOR’S CERT - FOR AREA A1 AND A1 SHIPS
GMDSS Sub system:

MINIMUM OPERATOR REQUIREMENTS FOR VESSELS
• SHIPS OPERATING WITHIN RANGE OF A VHF COAST STATION – ROC OPERATOR
• SHIPS OPERATING BEYOND THE RANGE OF VHF COASTAL STATIONS – GOC OPERATOR
• THE INTERNATIONAL CONVENTION ON STCW REQUIRE THAT ALL DECK OFFICERS SHALL HOLD AN
APPROPRIATE QUALIFICATION TO OPERATE VHF COMMS EQUIPMENT. FOR GMDSS SHIPS THIS MEANS
ROC
KNOWLEDGE REQUIREMENTS OF OFFICERS
• DETAILLED PRACTICAL KNOWLEDGE OF THE OPERATION OF ALL GMDSS SUB-SYSTEMS AND
EQUIPMENT
• ABILITY TO SEND AND RECEIVE CORRECTLY BY RADIO TELEPHONE AND NBDP
• DETAILLED KNOWLEDGE Of THE REGS APPLYING TO RADIO COMMS, KNOWLEDGE OF THE DOCS
RELATING TO CHARGES FOR RADIO COMMS AND KNOWLEDGE OF THOSE PROVISIONS OF SOLAS
WHICH RELATE TO RADIO
GMDSS Sub system:

KNOWLEDGE REQUIREMENTS OF OFFICERS (CONT)
• SUFFICIENT KNOWLEDGE OF ONE OF THE WORKING LANGUAGES OF THE ITU (FRENCH, ENGLISH OR
SPANISH.
• CANDIDATES MUST BE ABLE TO EXPRESS THEMSELVES SATISFACTORILY IN THAT LANGUAGE, BOTH
ORALLY AND IN WRITING
AVAILABILITY OF EQUIPMENT
• THERE ARE THREE OPTIONS
– At-sea maintenance
– Shore-based maintenance
– Duplication of equipment
• Ships operating in areas a1 and a2 must nominate one option.
• Ships operating in areas a3 and a4 must nominate two options
• Details of the options applicable are contained in the radio safety certificate
GMDSS Sub system:

NON GMDSS VESSELS & RADIO COMMS SERVICES
• IT IS COMPULSORY FOR ALL SOLAS VESSELS TO HAVE GMDSS EQUIP. THIS MEANS ALL PASSENGER
VESSELS AND CARGO VESSELS OF 300 TONS ON INTERNATIONAL VOYAGES
• THERE ARE ALSO A VERY LARGE NUMBER OF VESSELS THAT DON’T UNDERTAKE INTERNATIONAL
VOYAGES AND DO NOT HAVE TO COMPLY WITH GMDSS., IE FISHING VESSELS, WARSHIPS, YACHTS.
ETC. THE INDIVIDUAL FLAG STATES MUST PROVIDE SAFETY AND DISTRESS SERVICES FOR THESE
VESSELS
GMDSS Sub system:

MARITIME MOBILE SERVICE IDENTITY (MMSI) NUMBERS
• EACH GMDSS SHIPSTATION IS ALLOCATED ITS OWN UNIQUE 9 DIGIT MMSI NUMBER WHICH IS
INCLUDED AUTOMATICALLY IN EACH DSC CALL MADE BY THE STATION.
• INCLUDED IN THE MMSI NUMBER ARE THE MARITIME IDENTIFICATION DIGITS (MID) WHICH
IDENTIFY THE COUNTRY LICENSING/CONTROLLING THE STATION
• THREE TYPES OF MMSI NUMBERS ARE IN COMMON USE TO IDENTIFY INDIVIDUAL SHIPS, GROUPS
OF SHIPS AND COAST STATIONS.
MMSI NUMBERS (CONT)
• THE FOLLOWING ARE EXAMPLES USING THE MID 232 (UNITED KINGDOM)
– a. Ship station – 232001021
– b. Group of stations – 023201143
– c. Coast station - 002320018
GMDSS Sub system: STCW Table A-IV/2
Global Maritime Distress and Safety System (GMDSS)

STCW Table A-IV/2 Global Maritime Distress and Safety System (GMDSS)
Introduction
1 The Global Maritime Distress and Safety System is the technical, operational and administrative
structure for maritime distress and safety communications worldwide. It was established in 1988 by
the International Maritime Organization (IMO) which adopted a revised text of Chapter IV of the
International Convention for the Safety of Life at Sea, 1974, (SOLAS) – dealing with
Radiocommunications – and was implemented globally between 1992 and 1997. The GMDSS
establishes the radiocommunications equipment that ships are required to carry, how this equipment
shall be maintained and how it is used, and provides the context within which governments should
establish the appropriate shore-based facilities to support GMDSS communications.
Basic concept of the GMDSS
2 In the days since the very first radio equipment was used at sea, most famously in the sending of a distress
message from the Titanic, vessels in distress relied almost exclusively on their ability to alert other ships in order
to obtain assistance. The GMDSS, for the first time, changed this procedure and established a new fundamental
principle that a ship in distress should send its alert to a shore, which would then accept the responsibility of co-
ordinating the necessary rescue efforts. Thus the GMDSS became inextricably linked with the parallel
implementation of the International Search and Rescue Convention (SAR Convention) and the development of
shore facilities within the structure of the World-Wide SAR Plan.
3 In addition to improving the capability of ships to declare their distress and receive assistance co-ordinated
from the shore, the GMDSS also provided for the broadcast of essential safety-related information – Maritime
Safety Information (MSI) – which could be received automatically on board ships at sea and would offer ships the
chance to navigate more safely on a routine basis.
Functional Requirements
4 The GMDSS therefore provides that every ship, while at sea, shall be able to perform the following
nine basic communication functions:
transmitting ship-to-shore distress alerts (by at least two separate and independent methods);
receiving shore-to-ship distress alerts;
transmitting and receiving ship-to-ship distress alerts;
transmitting and receiving search and rescue co-ordinating communications;
transmitting and receiving on-scene communications;
transmitting and receiving signals for locating;
transmitting and receiving maritime safety information;
transmitting and receiving general communications; and
transmitting and receiving bridge-to-bridge communications.
Ship Requirements
5 Area of Operations Concept
The SOLAS Convention provides that “… every ship shall be provided with radio installations capable of complying
with the functional requirements … throughout the intended voyage …”. Thus every ship has to carry a core
installation of basic equipment that is applicable to all waters, supplemented by additional equipment that
extends the ships communications capabilities according to the specific waters in which she will sail. These
supplementary requirements are defined by the distance offshore the ship will travel:
Sea Area A1: the area within the radiotelephone coverage of at least one VHF coast station in which continuous
DSC (Digital Selective Calling) alerting is available;
Sea Area A2: the area, excluding Sea Area A1, within the radiotelephone coverage of at least one MF coast
station in which continuous DSC (Digital Selective Calling) alerting is available;
Sea Area A3: the area, excluding Sea Areas A1 and A2, within the coverage of an Inmarsat geostationary satellite
in which continuous alerting is available; and
Sea Area A4: an area outside sea areas A1, A2 and A3.
6 In practical terms, this means that ships operating exclusively within about 35 miles from the shore
may be able to carry only equipment for VHF-DSC communications; those which go beyond this
distance, up to about 150 to 400 miles from shore, should carry both VHF-DSC and MF-DSC equipment;
while those operating further from the shore but within the footprints of the Inmarsat satellites should
additionally carry approved Inmarsat terminal(s).
Sea Area A4 cannot, by definition, be covered by the Inmarsat satellites and so ships operating in those
waters – essentially the northern waters of the Arctic region – need to make provision for using HF
communications.
7 In addition to the general communications equipment they are required to fit, ships also have to carry
equipment for primary distress alerting – an Emergency Position Indicating Radio Beacon (EPIRB) and for the
receipt of MSI. EPIRBs are small floating (some can automatically float free from a sinking ship) buoys and work
through the COSPAS-SARSAT 406MHz satellite system. They can send a distress alert to the shore automatically
to alert a Rescue Co-ordination Centre (RCC) that a ship is in distress in a particular location, but they cannot be
used for two-way voice or data communications.
8 MSI is a broadcast of essential safety-related information (navigational warnings, meteorological warnings and
forecasts, and other vital information) from the shore to all ships. The shore authorities co-operate to structure
this broadcast in such a way that intelligent receivers can discriminate between information that is relevant to a
particular ship and other information that is not, automatically discarding those messages that are not relevant
to the ship in which the particular receiver is carried. This, of course, requires some specific user choices to be
applied in the software before the equipment can operate in this way. There are two
systems a ship can use to receive MSI: NAVTEX and SafetyNET:
NAVTEX is a terrestrial MF system, used to make broadcasts up to around 450
miles from the transmitter. Broadcasts are co-ordinated in time, coverage and
content so that ships can limit what they receive to only the specific information
relevant to the waters in which they are operating. NAVTEX transmissions are
provided for most of the highly populated coastal waters of the globe;
SafetyNET is a satellite-based system that is used to broadcast MSI to all other
waters of the globe, except Sea Area A4. SafetyNET is a service provided via the
Inmarsat C system, and is used to address MSI to the 23 NAV/MET Areas of the
world. A ship’s terminal will normally select automatically the area in which she is
currently located, and the ship’s staff have the option to receive also information
addressed to the area in to which she is next heading.
Information broadcast on NAVTEX is not normally also broadcast via SafetyNET.
9 The SOLAS Convention also places responsibilities on ships to maintain watches on specific
frequencies for distress and safety communications, so some element of ship-to-ship alerting is
retained in the new system; and specifies in general terms to means to be employed to preserve the
operation of the radio equipment through reserve sources of electrical supply. It deals also with the
IMO Performance Standards – IMO’s series of operational criteria that each type of equipment must
meet; plus how the equipment shall be maintained and the basic qualifications needed to operate the
equipment safely and reliably.
Undertakings by Governments
10 While the requirements for ships are detailed and explicit, governments cannot be held by
international regulation to provide particular shore facilities in quite the same way. The GMDSS
therefore includes a provision whereby each government that chooses to sign the SOLAS Convention
(called a Contracting Government) “… undertakes to make available, as it deems practical and
necessary either individually or in co-operation with other Contracting Governments, appropriate
shore-based facilities for space and terrestrial communications …”.
11 This undertaking establishes one of the really significant features of the GMDSS infrastructure:
some communication systems will use facilities that are essentially international in nature and not
under the control or supervision of any single government. It is this that gives rise directly to the need
for the international community to establish special arrangements for the international supervision of
satellite-based communication facilities for the GMDSS, which have been developed and are
implemented by IMSO.
Application
12 The GMDSS generally applies to all ships

over 300 gross tons and upwards on
international voyages. However, GMDSS
systems are equally valuable for other
vessels, including recreational and other
“voluntary fit” vessels. GMDSS carriage
requirements are also applied to some
fishing vessels by national legislation.
Introduction to Global Maritime Distress Safety System (GMDSS) What You Must Know
Introduction to GMDSS
During the 18th century, the ships sailing in international and coastal waters were dependent on the
Morse code to send any kind of distress signal to a coastal authority or ships in the nearby vicinity
during emergency. Since it was a transmission of texture information using tones or lights, this kind of
message was never very clear to understand what kind of emergency is there on board ships.
Therefore, an internationally agreed safety procedure was adopted by IMO under SOLAS chapter IV
which is known as GMDSS- Global Maritime Distress Safety System.
GMDSS and its Uses

On 1st Feb 1999, the fully implemented GMDSS came to picture. It was a set standard for usage of
communication protocol, procedures and safety equipment to be used at the time of distress situation
by the ship. Under GMDSS, all the passenger ships and cargo ship above 300 GT involved in the
voyages in international waters have to carry equipment as per GMDSS.
SOLAS requirement for Global Maritime Distress Safety System (GMDSS)

Safety of life at sea is the highest concern in the shipping industry and therefore several norms and
regulations have been laid down to meet the minimum level of safe operation and procedures to
avoid any mishap. In spite of all the regulations, some accidents are hard to avoid. Thus, SOLAS clearly
describes the minimum criteria for Global Maritime Distress Safety System (GMDSS) so during a
mishaps or accidents, maximum number of lives can be saved.
All the ship traveling in international seas must comply with the SOLAS chapter IV for a smooth and
clear operation of distress system all over the world. Thus, following functional requirements were
laid down:

Transmission of distress signal from ship to shore by at least two separate and independent
methods
Every ship under GMDSS must have at least two separate communication method for ship to shore
distress transmission from the following- EPIRB, Digital Selective Calling (DSC), Inmarsat C.
Receiving of distress alert from shore to ship
Every ship under GMDSS must be capable of receiving shore to ship warnings and distress alerts by
either of two means- DSC and NAVTEX.
Transmission and receiving of distress alerts in between ship to ship
Every ship under GMDSS must be capable of transmitting and receiving distress signal between ship
to ship by two methods – VHF channel 13 and DSC.
Transmission and receiving of search and rescue coordinating communications
Every ship under GMDSS must be capable of receiving and transmitting search and rescue coordinating
communications by any of the following means- NAVTEX, HF/MF/VHF, Inmarsat.
On scene communication transmission and receiving
Every ship under GMDSS must meet the requirements to co-ordinate search and rescue and other distress
communication in between vessels at the scene of incident. Normally MF/HF or VHF is used.
Transmitting and receiving signals for locating
Ship under GMDSS must be fitted with proper approved equipment for maritime distress operation and as
described in SOLAS chapter V like radar etc.
Transmission and receiving of maritime safety information
Every ship under GMDSS must be capable of receiving maritime safety information through services like
navigation warnings, chart correction, weather forecast and warning, distress alerts etc.
by means of NAVTEX and DSC

General radio communication to be transmitted and received from shore based networks
Ship under GMDSS consist of a general communication system for official, business, personal and
private crew communications and can be done by means of DSC and Inmarsat.
Transmission and receiving of communication between bridge to bridge
Ship under GMDSS must have a system to communicate bridge to bridge, which is normally done at
port or pilot-age by means of VHF for normal range and MF/HF or Inmarsat for longer range.
When a ship uses GMDSS, it basically sends a distress signal via a satellite or radio communication equipment.
It’s also used as a medium for sending or receiving maritime safety information and general communication
channel.
Read -> Daily, Monthly and Weekly Tests Of GMDSS equipment on board Ships
In the GMDSS framework, there are different Sea Areas to allot the working equipment in the respective area.
They are as follows: AREA RANGE EQUIPMENT
To understand the table further, following are the A1 20 to 50 M VHF DSC
ranges with regard to the frequencies in a specific
band: A2 50 to 400 M VHF + MF
A3 70° N to 70° S VHF + MF + One INMARSAT
1. Medium Frequencies: 300 KHz to 3 MHz
A4 Above 70° N or S HF + MF + VHF
2. High Frequencies: 3 MHz to 30 MHz
3. Very High Frequencies: 30 MHz to 300 MHz

Very High Frequencies (VHF)

For the purposes of maritime communication, the range of 156 MHz to 174 MHz is allocated.
Channel 16, which is set at 156.800 MHz, is for Distress, Urgency and Safety communication. Channel
70, set at 156.525 MHz, if for routine VHF DSC (Digital Selective Calling) watch.
GUARD channels are set put above and below Channel 16 to avoid any interference on Channel 16.
One cannot have seamless traffic on Channel 16 with interference with regard to other
communication aside from distress, safety and urgency. So the Guard channel frequencies are
156.775 MHz and 156.825 MHz.
Among other things, the VHF set runs on a 24 Volt DC supply with J3E type of transmission for
Radiotelephony and G2B type of transmission for VHF DSC.
The different elements of GMDSS are as follows:

1. INMARSAT: It is a Satellite operated system that includes ship earth station terminals – Inmarsat B, C and
F77. It provides telex, telephone and data transfer services between ship-to-ship, ship to shore, and shore to
ship along with a priority telex and telephone service connected to shore rescue centres.
2. NAVTEX: NAVTEX is an internationally adopted automated system which is used to distribute MSI-maritime
safety information, and includes weather forecasts and warnings, navigational warnings, search and rescue
notices and other similar safety information.
3. Emergency Position Indicating Radio Beacon (EPIRB): EPIRB is an equipment to help determine the position
of survivors during a SAR operation. It is a secondary means of distress alerting. Read about EPIRB here.
4. Search and Rescue Locating Equipment: Primarily the Search and Rescue Radar Transponder. This is used to
home Search and Rescue units to the position of distress which transmits upon interrogation. Read about
Search and Rescue equipment here.
5. Digital Selective Calling (DSC): This is a calling service between ship to ship, ship to shore or vice versa for
safety and distress information mainly on high or medium frequency and VHF maritime radio.
Documents to be carried onboard with regard to GMDSS:

1. Ship’s Radio License
2. Radio Operators Certificates
3. Safety Radio Certificate
4. GMDSS Radio Log Book
5. ITU List of Cell Signs and Numerical Identities of Stations used by Maritime Mobile and Maritime Mobile
Satellite Services
6. ITU List of Coast Stations
7. ITU List of Ship Stations
8. ITU List of Radio determination and Special Service Stations
9. Antenna Rigging Plan
10. Valid Shore Based Maintenance Certificate
GMDSS Training
The handling of GMDSS equipment requires certified training as well as licensing from the Telecommunication
department of the department. The General Operators Certificate (GOC) is mandatory in order for an officer to
be allowed to handle GMDSS equipment onboard the ship.
To obtain this GOC, a short course is compulsory to attend following which an exam is conducted (written and
oral), which needs to be cleared. This training is aimed at Cadets who ought to become licensed Radio
Operators to operate all the equipment in conjunction with the regulations laid out for GMDSS.
The training period is around 12 days and owing to the course being mandatory, it is advised to call in to an
approved institute to book a seat for a future date, well in advance. Depending which country the individual is
from, they must check the respective institute websites as well as the Ministry of Shipping (or whichever
applicable for their country) website to get the full details on eligibility and criteria for admission into the
GMDSS course.
GMDSS Training.. Cont...

Over the period of the course, the officer is taught about the various aspects of GMDSS ranging from
Radio Log to sending IMNARSAT messages and all such aspects of it which will be required when
carrying out communication onboard. The written exam tests the theory whereas the oral
examination is a one on one session with a surveyor who tests the individual on the different aspects
of GMDSS, covering the whole syllabus (theory as well as practical).
Recommended GMDSS Books:
GMDSS – A Guide For Global Maritime Distress Safety System
GMDSS – A User’s Handbook
Admiralty List of Radio Signals (ALRS) Volume 5: GMDSS
NP285 or ALRS Vol. 5 is the publication with extensive information in theory as well as practical use for all things
pertaining to the GMDSS. Correction for this is found in Section 6 of the weekly Notices To Mariners (TNM). Its
contents covers as follows:
1. Distress Communication And False Alert 2. Operation Procedure For Use Of DSC Equipment
3. Search And Rescue Transponder 4. Extract From ITU Radio Regulations
5. VHF DSC List Of Coast Stations For Sea Area A1 6. MF DSC List Of Coast Stations For Sea Area A2
7. HF DSC List Of Coast Stations For Sea Area A3 8. INMARSAT
9. Maritime Safety Information (MSI) 10. SafetyNet
11. NAVTEX 12. Distress, Search And Rescue
Portable Marine Radio

The portable marine radio or the survival craft transceiver, a very
important element of the GMDSS, is a piece of equipment located
in the bridge in case the ship’s personnel have to board the
survival craft but they may be used for communication on board
as well.
In case it’s used in emergency, it is used for on scene coordination between the survival craft and the search and
rescue units. The IMO requirements for the survival craft transceivers are as follows:
1. Can be operated by unskilled personnel
2. Transmission and Reception on 156.8 MHz (Channel 16) and 156.3 MHz (Channel 6)
3. Withstand a drop of 1 meter
4. Watertight to a depth of 1 meter for 5 minutes
5. Minimum power of 0.25 watts
6. A power reduction switch available
7. The antenna must be omnidirectional and vertically polarized
8. Battery power capacity for 8 hours (Nickel Cadmium or Lithium Battery)
The scope of GMDSS is vast and extensive reading on it, through publications and manuals and all other
available means, is the only way to get better at handling the equipments and gain further knowledge about the
setup.
Being a mandatory setup onboard ships which is also the key setup with regard to emergency situations, it is
Physical Hazards
Electrical
Your body will experience an electric shock if current flows through
it. The force that moves current is voltage. Voltage can be
compared to elevation, where electrical current can be thought of
as water in a river. Water will only flow down, or from a high point
to a low point. If there is no elevation, the water in a river would
not move. This is very similar to electrical current. It will not move if
there is no voltage. If you provide a path for current to travel with
voltage, current will take that path.
The electric wire used in household wiring. If possible give a 15 cm (6 in) piece to everyone in the class
and ask them to expose the three wires in the bundle.
The outer shell is insulation. It keeps the inner three wires together and also protects us from electric
shock. If the insulation is broken the wire is bad and should not be used.
If you examine the wires in any modern electrical appliance, you will find three wires. The red or black
wire is called the "hot" wire, and power from the power source travels from this wire to the
appliance. The white wire is called the "neutral" wire and provides a return path from the appliance
to the power source. It is normally connected to the ground. The last wire (green) is a "ground" wire.
It is an extra protection against shock, and normally attaches the rest of the appliance to the ground
You are almost always in contact with the ground, and for
this reason if you touch the hot wire, you become part of an
electrical circuit, and current will travel through your body
to the ground. If you touch either of the other wires you will
not receive a shock because the wires are at the same
voltage as you (and thus there is no path for the current to
travel). Lastly, if you touch the "hot" and "neutral" wire
simultaneously regardless if you are touching the ground,
you will receive a shock because you have completed a
circuit, and there is a voltage across your body.
Electrical Equipment Checklist
Before using, inspect electrical tools and equipment for:
· damaged wires,
· broken connections,
· damaged plugs,
· missing prongs in the plug, and
· wet plugs.
Never use faulty equipment. It may cause injury due to
electrical shock, fire or electrocution. A plug or
electrical cord should not have exposed wiring.
Exposed wires present a danger of electric shock or
electrocution. Using an open front plug poses the risk
of contact with live wires when plugging it to a
electrical outlet. This also poses a risk of electric
shock or electrocution.
Plugs and Cords
Electrical connections inside a tool will be broken if the power cord is pulled,
twisted, or has sharp bends. Unplugging by pulling or jerking the power cord
may break connections causing a short circuit, fire, or electric shock. Unplug
power cords by holding the plug and pulling it out gently. Pulling the cord may
cause a break in the wire resulting in a short circuit. Always switch off the
power before plugging and unplugging a power cord. This practice will prevent
sparks which may damage the plug and cause a fire.
Using long extension cords day after day may result in:
a tripping hazard to other people in the area,
an electrical hazard if the cord is damaged, and
a fire hazard if the insulation is damaged by carts passing over the cord. Live
and ground wires can come in contact (short circuit), causing a spark.
Lockout
When you do maintenance work, cleaning, oiling or adjusting of a machine powered by electricity, you
must lockout the power source. Follow procedures established by your school or company. When at
work ask your supervisor for training regarding lockout procedures. Become familiar with the lockout
procedures used by your school. It is essential that no one other than you can start the machine while
you are working on it.
Lockout procedures have steps to ensure that you:
SWITCH off power.

DE-ENERGIZE by releasing gas pressure, tension, etc.
PLACE a lock on the power source, such as an electric switch, gas supply, or pressurized air compressor.
KEEP the key with you.
PLACE a tag on the lock to tell others that

you are at work.
MAKE sure that the lockout is effective, i.e.

nothing can start moving, falling or
dropping when work is in progress.
CHECK that all machine guards and

protective devices are in place before you
restart the machine.
NEVER BY PASS or DISABLE interlocks when

you are testing a machine after completing
maintenance.
NEVER START a piece of equipment or

machine that has someone else's locks on
it.
Do not touch or go near a downed power
line wire. It may be live and carrying a
current. In wet weather, you may get a
shock even if you go close to the wire,
even without touching the wire. Wet
objects on the ground may act as electric
conductors and bring you in contact with
electricity.
Electrical emergencies can be caused by:

· Fire
· Weather (lightning, ice storms, wind, etc.)
· Accidents (vehicle, machinery, workplace, etc.)
Basic Rules in the Event of an Electrical Emergency

1. Notify the person in charge.
2. Call 911 - follow their instructions.
3. Never touch the victim unless you are sure that the power is off. A victim may be in contact with
energized wires and you may be electrocuted if you come in contact with the victim.
Physical Hazards Radiation
Radiation is energy spreading out from a source. When we
switch on a light bulb, light comes to us by the radiation
process. When the sun rises, we feel warm because the sun
radiates energy in the form of light and heat. Radiation does not
need a medium to travel. If you place an alarm clock in a jar and
evacuate the jar using a vacuum pump, you will not hear the
alarm. Sound needs a medium to travel from one point to
another. But we will see the radium dial in the dark because
light does notneed a medium to travel.
Radiation is divided into two categories:
1.Ionizing radiation
2.Non-ionizing radiation
Ionizing Radiation
Ionizing radiation is given off by x-ray machines and radioactive materials.
Some amount of background ionizing radiation is present everywhere. It
comes from the earth and outer space.
Ionizing radiation can:
Kill a cell - no effect is noticeable if only a few cells are killed. In case of
extremely high exposure, such as nuclear accidents, too many cells may be
killed resulting in sickness or death.
Alter a cell - damaged cells may multiply and cause cancer many years later.
Alter a reproductive cell - an altered reproductive cell may cause genetic
defects in children and grandchildren - hereditary effects.
Affect the developing fetus - and may cause abnormalities in a newborn baby
if a pregnant woman is exposed, radiation.
Exposure is minimized by:
limiting the exposure time and avoiding
all unnecessary exposure,
using a shielding such as lead sheets to
stop radiation before it reaches a person,
staying as far away as possible from a
source, and
avoiding contamination of the hands and
body by radioactive material.
Non-ionizing Radiation
Radiation from sun, light bulbs, electric power
lines, radio and TV antenna, lasers etc., is
considered to be non-ionizing radiation.
Research indicates that long term exposure to UV
rays may increase the risk of skin cancer.
Minimizing exposure is the key to protection. This
is done by:
· staying as far away from the source as much as possible,
· minimizing exposure time, and
· stopping radiation before it reaches people (e.g. sunglasses and barrier
creams for protection against UV rays).
Frequencies for distress and safety, search and rescue and emergencies in the UK
FREQUENCIES FOR DISTRESS AND SAFETY, SEARCH AND RESCUE AND EMERGENCIES
Given the global nature of travel with the potential risk of accidents the international community has agreed
that the use of certain frequencies be harmonised globally for distress and safety, search and rescues and
emergency use. Collectively, these are referred to as ‘Search and Rescue’ or ‘SAR’. The International
Telecommunication Union (ITU) publishes the global rules
detailing which frequencies are to be used for SAR.
Distress communication includes all messages relating to immediate assistance required by persons, aircraft, or
marine craft in distress, including medical assistance. It may also include SAR communications and on-scene
communications by the rescue services. Distress calls take absolute priority over all other transmissions; anyone
receiving a distress call must immediately cease any transmissions that may interfere with the call and listen on
the frequency used for the call
Some distress frequencies may be used to call other stations to establish contact, whereupon
the stations move to another frequency. Such channels are known as distress, safety and calling
frequencies. The object of SAR communications is to facilitate SAR operations. Such
communications must allow for:
a) rapid transmission of distress messages from aircraft, ships and small craft, including for
medical assistance;
b) rapid communication of distress information to the authorities responsible for organising
and effecting rescue;
c) coordination of the operation of the various SAR units; and
d) liaison between controlling/coordinating authorities and SAR units.
UK organisation of Search and Rescue
The organisation for search and rescue (SAR) in the United Kingdom of Great Britain and
Northern Ireland (UK) is an amalgam of separate Government Departments, the Emergency
Services and a number of search and rescue charities and voluntary organisations. The UK
organisation for civil maritime and civil aeronautical search and rescue is derived from the UK
Government's adherence a number of international Conventions.
Responsibility for the overall provision of national civil aeronautical and maritime SAR and its
policies rests with the Department for Transport (DfT) through its Aviation Airspace Division
(AAD) and Maritime and Coastguard Agency (MCA). Further information on the organisation of
Search and Rescue in the UK can be found at
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/593127/mca_uks
ar.pdf .
Ofcom is responsible for the management of UK spectrum and the authorisation of frequencies
for non-Crown users.
Table of frequency allocations
Frequency Use
490 kHz Transmission by coast stations or meteorological and navigational warnings and urgent
information to ships by means of narrow-band direct-printing (NBDP) telegraphy (national NAVTEX
service).
518 kHz Transmission by coast stations of meteorological and navigational
warnings and urgent information to ships by means of narrow-band direct-printing telegraphy
(International NAVTEX service).
2174∙5 kHz International Global Maritime Distress and Safety System (GMDSS) distress frequency for
narrow-band direct-printing telegraphy.
Frequency Use
2182 kHz International distress carrier frequency for radiotelephony. Distress calls and traffic,
signals of emergency position-indicating radio-beacons (EPIRBs), urgency signal and urgency messages
and the safety signal. GMDSS distress and safety traffic by radiotelephony. Search and Rescue (SAR)
operations concerning manned space vehicles.
2187∙5 kHz GMDSS distress and safety calls using digital selective calling (DSC).
2226 kHz Transmission of maritime safety information (MSI), 3 Day weather forecast.
2596 kHz Carrier frequency for radiotelephony. Used in the UK for SAR purposes by HM
Coastguard (HMCG) and the Royal National Lifeboat Institution (RNLI).
3023 kHz Aeronautical carrier frequency for radio-telephony. Can also be used in co-ordinated
SAR operations. SAR operations concerning manned space vehicles.
Frequency Use
3500 - 3800 kHz Amateur band; in the event of natural disasters, may be used by non-Amateur
stations to meet the needs of international communications in the disaster area.
4125 kHz Carrier frequency used to supplement 2 182 kHz for distress and safety. GMDSS distress
and safety traffic by radiotelephony. May be used by aircraft to communicate with stations of the
Maritime Mobile service for distress and safety purposes, including SAR.
4177∙5 kHz GMDSS distress and safety traffic by NBDP.
4207∙5 kHz GMDSS distress and safety calls using DSC
Frequency Use
4209∙5 kHz National NAVTEX service transmissions by coast stations by means of NBDP.
4210 kHz Transmission by coast stations of Maritime Safety Information (MSI) by means of
NBDP.
5680 kHz Aeronautical carrier frequency for radiotelephony. Used in co-ordinated SAR
operations. SAR operations concerning manned space vehicles.
6215 kHz Carrier frequency used to supplement 2 182 kHz for distress and safety. GMDSS
distress and safety traffic by radiotelephony.
6268 kHz GMDSS distress and safety traffic by NBDP.
6312 kHz GMDSS distress and safety calls using DSC.
6314 kHz Transmission by coast stations of MSI by means of NBDP.
Frequency Use
7000 - 7200 kHz Amateur band; in the event of natural disasters, may be used by non-Amateur stations to
meet the needs of international communications in the disaster area
8291 kHz Carrier frequency for GMDSS distress and safety traffic by radiotelephony.
8364 kHz Used by survival craft in SAR operations with stations of the Maritime and Aeronautical
Mobile services.
8376∙5 kHz GMDSS distress and safety traffic by NBDP.
8414∙5 kHz GMDSS distress and safety calls using DSC.
8416∙5 kHz Transmission by coast stations of MSI by means of NBDP.
10003 kHz SAR operations concerning manned space vehicles.
10100 - 10150 kHz Amateur band; in the event of natural disasters, may be used by
non-Amateur stations to meet the needs of international communications in the disaster area.
Frequency Use
12577 kHz GMDSS distress and safety calls using DSC.
16804∙5 kHz GMDSS distress and safety calls using DSC.
Frequency Use

Frequency Use

86·30625 - 86·31875 MHz UK - Land Search & Rescue.
121·45 - 121·55 MHz Aeronautical emergency frequency for the purposes of distress and urgency
for radiotelephony by stations of the Aeronautical Mobile service. May also be used for these
purposes by survival craft stations. EPIRBs may also use this frequency. SAR operations concerning
manned space vehicles.
123∙1 MHz Auxiliary to 121∙5 MHz, for use by stations of the Aeronautical Mobile service and by
other mobile and land stations engaged in co-ordinated SAR operations.
132∙65 MHz SAR helicopter co-ordination and counter-pollution operations.
Frequency Use
144 - 146 MHz Amateur band; in the event of natural disasters, may be used by non-Amateur
147.34375 - 147.49375 MHz MCA for Land SAR management
155·34375 - 155·35625 MHz Land Search & Rescue – Scotland only.
155.9625 - 155.9875 MHz MCA for SAR management
155.7750 - 155.9625 MHz MCA for Land SAR management
156·0 MHz HMCG SAR on the UK coast.
156.1250 c/w
160.7250 MHz MCA for Maritime Safety Information
Frequency Use
156.125 MHz also for SAR A2G

156.175 c/w
156.225 c/w
Frequency Use
156∙3 MHz Communications between ship stations and aircraft stations engaged in co-ordinated
SAR operations. May be used by aircraft stations to communicate with ship stations for other safety
purposes.
156·375 MHz Communication between ship stations, aircraft stations and participating land stations
engaged in co-ordinated SAR and anti-pollution operations. HMCG Yacht safety channel (1st reserve).
156·5 MHz Communication between ship stations, aircraft stations and participating land stations
engaged in co-ordinated SAR and anti-pollution operations.
156·525 MHz In the Maritime Mobile VHF service, the frequency 156∙525 MHz is to be used
exclusively for digital selective calling for distress, safety and calling (see Resolution 323 (Mob-87).
156·65 MHz GMDSS ship-to-ship communications relating to the safety of navigation.
Frequency Use
156·675 MHz Communications between ship stations, aircraft stations and participating land stations
engaged in co-ordinated SAR and anti-pollution operations. HMCG 2nd reserve channel for SAR.
156·8 MHz International distress and safety frequency for radiotelephony. Used for the distress
signal the distress call, distress traffic, the urgency signal urgency traffic and the safety signal. GMDSS
distress and safety traffic by radiotelephony. May be used by aircraft stations for safety purposes
only. SAR operations concerning manned space vehicles.
158·65 MHz Land SAR - Scotland.
160·6 MHz HMCG SAR on the UK coast.
161.975 MHz AIS 1 – used for AIS search and rescue transmitters (AIS-SART) for use
in search and rescue operations.
Frequency Use
162.025 MHz AIS 2 – used for AIS search and rescue transmitters (AIS-SART) for use in search and
rescue operations.
242·95 - 243·05 MHz Survival craft stations and equipment used for survival purposes. SAR
operations concerning manned space vehicles.
282·8 MHz Survival craft stations and equipment used for survival purposes. SAR operations
concerning manned space vehicles.
406 – 406·1 MHz Satellite EPIRBs in the Earth-to-space direction.
1530 - 1544 MHz In addition to routine non-safety use, is used for distress and safety
purposes in the space-to Earth direction in the Maritime Mobile-Satellite service.
Frequency Use
1544 - 1545 MHz Distress and safety operations including feeder links of satellites need to relay the
emissions of satellite EPIRBs to Earth stations and narrow-band (space-to-Earth) links from space
stations to mobile stations.
1626∙5 - 1645∙5 MHz In addition to routine non-safety use, is used for distress and safety purposes
in the Earth-to-space direction in the Maritime Mobile-Satellite service.
1645 - 1646∙5 MHz Distress and safety operations including transmissions from satellite EPIRBs and
relay distress alerts received by satellites in low polar earth orbits to geostationary satellites.
9200 – 9500 MHz Search and rescue Radar transponders to facilitate SAR.
Procedures for IAMSAR




Maritime search and rescue operations are critical missions involving personnel, boats,
helicopter, aircrafts in a struggle against time often worsened by adversary sea and weather
conditions. In such a context, telecommunication and information systems may play a crucial
role sometimes concurring to successfully accomplish the mission. In this paper we present
an application able to localize the vessel who has launched a rescue request and to plan the
most effective path for rescue assets. The application has been realised as a distributed and
open multi-agent system deployed on rescue vehicles as well as on a land maritime stations
of the Italian Coast Guard. The system is going to be tested in real scenarios by the Coast
Guard.
IAMSAR Search Patterns

Explanation with Sketches.
EXPANDING SQUARE SEARCH:
Expanding Square Search IAMSAR

Search Patterns
· Most effective when the location of
the search object is known within
relatively close limits.
· The commence search point is always the Datum Position.

· To be used by a single ship during a search.
· Often appropriate for vessels or small boats to use when searching for persons in the water or
other search objects with little or no leeway.
· Accurate navigation is required.
· The first leg is usually oriented directly into the wind to minimize navigational errors.
· All course alterations are of 90O.
· Two first two legs will be of same length ‘d’. ‘d’ will depend upon the visibility and the height of
eye of the lookouts and the swell and sea height.
· Legs 3 and 4 will be a length of 2d.
Procedures for IAMSAR SECTOR SEARCH:-
· Most effective when the position of the search object is

accurately known and the search area is small.
· Used to search a circular area centered at the datum.
· Can be used by only one craft at a time at a certain
location.
· An aircraft and a vessel may be used to perform
independent sector searches of the same area.
· A suitable marker may be dropped at the datum and
used as a reference point.
· The commence search point is where the ship or aircraft
enters the area to be searched.
Sector Search IAMSAR Search Patterns

Procedures for IAMSAR PARALLEL SWEEP (TRACK)

SEARCH:-
Parallel Sweeep (Track) IAMSAR Search
Patterns
· Used to search a large area when the location of the search object is uncertain.
· Most effective over water or flat terrain.
· Usually used when a large search area must be divided into sub-area for
assignment to individual search facilities on-scene at the same time.
· The commence search point is in one corner of the sub-area, one-half track
space inside the rectangle from each of the two sides forming the corner.
· Search legs are parallel to each other and to the long sides of the sub-area.
· The main legs indicate the direction of drift.
Multiple vessels may be used as shown opposite:
· Parallel sweep: for use by two ships.
· Parallel sweep: for use by three ships.
· Parallel sweep: for use by four ships.
· Parallel sweep: for use by five or more ships.
Parallel Sweeep (Track)

Procedures for IAMSAR TRACK LINE SEARCH (TS):-

TRACK LINE SEARCH IAMSAR Search
Patterns
· Normally used when an aircraft or vessel has disappeared

without a trace along a known route.
· Often used as initial search effort due to ease of planning
and implementation.
· Consists of a rapid and reasonably thorough search along
intended route of the distressed craft.
· Search may be along one side of the track line and return.
in the opposite direction on the other side (TSR).
· Search may be along the intended track and once on each
side, then search facility continues on its way and does not
return (TSN).
· Aircraft are ‘frequently used for TS due to their high speed.
Procedures for IAMSAR CONTOUR SEARCH

(OS):-
CONTOUR SEARCH IAMSAR Search Patterns

· Used around mountains and in valleys when sharp changes in elevation make other patterns not practical.
· Search is started from highest peak and goes from top to bottom with new search altitude for each circuit.
· Search altitude intervals may be 150 m to 300 m (500 ft to 1,000 ft).
· The aircraft may make a descending orbit away from the mountain before resuming the contour search at the
lower altitude.
· The aircraft may spiral downwards around the mountain at a low but approximately constant rate of descent
when there is not enough room to make a circuit opposite to the direction of search.
· If the mountain cannot be circled, successive sweeps at the same altitude intervals as listed above should be
flown along its side.
· Valleys are searched in circles, moving the centre of the circuit one track spacing after each completed circuit.
Procedures for IAMSAR CO-ORDINATED VESSEL-AIRCRAFT SEARCH

PATTERN:-
ORDINATED VESSEL-AIRCRAFT IAMSAR
Search Patterns
· Normally used only if there is an OSC
present to give direction to and provide
communications with the participating
craft.
· Creeping line search, co-ordinated (CSC)
is often used.
· The aircraft does most of the searching,
while the ship steams along a course at a
speed as directed by the OSC so that the
aircraft can use it as a navigational
checkpoint.

Vs = (5 x Va)/ (L + 5)
· The aircraft, as it passes over the ship, can easily Where,
make corrections to stay on the track of its search · Vs is the speed of the surface facility in
pattern. knots;
· Gives a higher probability of detection than can · S is the track spacing in nautical miles;
normally be attained by an aircraft searching alone. · Va is the aircraft’s true air speed (TAS) in
· Ship speed varies according to the speed of the knots, and
aircraft and the size of the pattern. · L is the length of the aircraft’s search leg
· The relationship among the speed of the surface in nautical miles.
facility, the aircraft’s speed, the track spacing and the
length of the search legs is defined by the following
equation:
IAMSAR Vol.III Contents:
The Mobile Facilities volume (Vol.III) is intended to be carried aboard units, aircraft and
vessels to help with the performance of a search, rescue, or on-scene coordinator function
and with aspects of SAR that pertain to their own emergencies. It contains:
· Section 1 Overview
· Section 2 Rendering assistance
· Section 3 On-scene co-ordination
· Section 4 On-board emergencies
IAMSAR Vol.III Contents: .. Cont...
· Appendix A Regulation V/33 of the International Convention for the Safety of Life at Sea,
1974, as amended.
· Appendix B Search action message.
· Appendix C Factors affecting observer effectiveness.
· Appendix D Standard format for search and rescue situation report (SITREP).
· Appendix E SAR briefing and debriefing form.
· Appendix F Own emergency.
· Appendix G Rendering assistance

Immediate actions on receipt of a distress message at sea from another vessel as per
IAMSAR :
· Inform the Master.
· Acknowledge receipt of message and gather the following information from the vessel in
distress if possible:
· position of distressed vessel
· distressed vessel’s identity, call sign, and name
· number of POBs
· nature of the distress or casualty
· type of assistance required
· number of victims, if any

Immediate actions on receipt of a distress message at sea from another vessel as per
IAMSAR : .. Cont...
· distressed vessel’s course and speed
· type of vessel, and cargo carried
· any other pertinent information that might facilitate the rescue
· Maintain a continuous watch on the following international frequencies, if equipped to do
so:
· 500 kHz (radiotelegraphy)
· 2182 kHz (radiotelephony)
· 156.8 MHz FM (Channel 16, radiotelephony) for vessel distress
· 121.5 MHz AM (radiotelephony) for aircraft distress.
END OF SEMI-FINAL WEEK 1

5) Marcom 311 Semi-Final WK 1

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MARCOM 311

MARCOM 311, STCW Code Table A- IV/ 2

MARCOM 311 SEMI-FINAL WK 1

What is Cospas Sarat?

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

DSC TERRESTRIAL COMMS SUB SYSTEM

GMDSS Sub system:

MARITIME SAFETY INFORMATION SUB-SYSTEM (MSI)

GMDSS Sub system:

GMDSS Sub system:

SEARCH AND RESCUE TRANSPONDER SUB-SYSTEM (SART)

GMDSS Sub system:

GMDSS Sub system:

TRANSMISSION AND RECEPTION OF SHIP – SHIP DISTRESS ALERTS

GMDSS Sub system:

TRANSMISSION AND RECEPTION OF ON-SCENE COMMUNICATIONS

GMDSS Sub system:

TRANSMISSION AND RECEPTION OF LOCATING SIGNALS

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system:

GMDSS Sub system: STCW Table A-IV/2

Global Maritime Distress and Safety System (GMDSS)

12 The GMDSS generally applies to all ships

GMDSS and its Uses

SOLAS requirement for Global Maritime Distress Safety System (GMDSS)

SOLAS requirement for Global Maritime Distress Safety System (GMDSS)

SOLAS requirement for Global Maritime Distress Safety System (GMDSS)

3. Very High Frequencies: 30 MHz to 300 MHz

Very High Frequencies (VHF)

The different elements of GMDSS are as follows:

Documents to be carried onboard with regard to GMDSS:

GMDSS Training.. Cont...

Portable Marine Radio

SWITCH off power.

KEEP the key with you.

PLACE a tag on the lock to tell others that

MAKE sure that the lockout is effective, i.e.

CHECK that all machine guards and

NEVER BY PASS or DISABLE interlocks when

NEVER START a piece of equipment or

Electrical emergencies can be caused by:

Basic Rules in the Event of an Electrical Emergency

16806∙5 kHz Transmission by coast stations of MSI by means of NBDP.

26100∙5 kHz Transmission by coast stations of MSI by means of NBDP.