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Global Maritime Distress & Safety System (GMDSS)

General Operators Certificate (GOC)
Pre-Course Notes v 3 11/2022 GMcG
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Global Maritime Distress & Safety System (GMDSS)

History

Radio was first used to save lives at sea in 1899. Subsequently it has helped to rescue tens of thousands of
people and become the key element of maritime search and rescue systems.

Until the introduction of the Global Maritime Distress and Safety System (GMDSS) in 1992, the way in which a
message from a ship in distress was sent involved a Radio Officer sending a message by Morse code and hoping
that another ship (or Shore station if within range) would hear the call and respond.

The GMDSS has introduced new technology which has completely transformed Maritime radio-communications.
The new system is quicker, simpler, more efficient, and reliable.

Basic concept of the GMDSS

A major difference between the GMDSS and the previous Wireless Telegraphy (W/T) and Radio Telephony (R/T)
systems is that the equipment to be carried by a ship should be determined by its area of operation rather than
by its size. The GMDSS regulations apply on a compulsory basis to ships of 300 GT (when travelling on
international voyages) or, if less than 300 GT, ships that carry 12 or more passengers.

Search And Rescue (SAR)

The GMDSS uses modern technology, including satellite and digital selective calling techniques on MF, HF and
VHF bands enabling distress alerts to be transmitted and received automatically over short medium and long
distances.

The system allows search and rescue authorities ashore, as well as shipping in the vicinity of the ship in distress
to be rapidly alerted to a distress incident so that they can assist in a Coordinated search and rescue operation
with the minimum of delay.

Maritime Safety Information (MSI)

Additionally, the GMDSS provides for urgency and safety Communications and the dissemination of Maritime
Safety Information (MSI) - navigational and meteorological information to ships.

Routine and Public Correspondence

Routine ship to ship, ship to shore, shore to ship and commercial communication services are also available
through GMDSS services.

GMDSS operational areas

Because the different radio systems incorporated into GMDSS have individual limitations with respect to range
and service provided, the equipment required to be carried by a ship is determined by the ship's area of
operation. The GMDSS has divided the world's oceans into four distinct areas. All vessels are required to carry
equipment appropriate to the sea area or areas in which they trade.
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GMDSS operational areas

Area A1 An area within continuous range of shore-based VHF DSC equipped coast stations or MRCCs.
Area A2 An area excluding A1, but within continuous range of shore-based MF DSC equipped coast
stations or MRCCs.
Area A3 An area excluding A1, and A2 but within continuous coverage area of Inmarsat communications
satellites (approximately latitude 76 degrees North to latitude 76 degrees South).
Area A4 An area excluding A1, A2, and A3 but within HF DSC range of coast stations or MRCCs, i.e., above
76°N and below 76°S.

The GMDSS regulations, as detailed in the SOLAS Convention require that every ship shall be capable:

• Of transmitting ship-to-shore Distress Alerts by at least two separate and independent means.

• Of receiving shore-to-ship Distress Alerts.

• Of transmitting and receiving ship-to-ship Distress Alerts.

• Of transmitting and receiving search and rescue coordinating communications.

• Of transmitting and receiving on-scene communications.

• Of transmitting and receiving locating signals.

• Of receiving maritime safety information.

• Of transmitting and receiving general radio-communications relating to the management of the vessel.

• Of transmitting and receiving bridge-to-bridge communications.

Communications used in the Maritime Mobile Service can be prioritised as follows:

Distress

A distress message indicates that the calling station is threatened by grave and imminent danger and requires
immediate assistance. A distress message has absolute priority over all other communications.

Urgency

An urgency message indicates that the calling station has a very urgent message concerning the safety of a ship,
aircraft, or person. An urgency message has priority over all other communications, except distress.

Safety

A safety message indicates that the calling station has an important navigational or meteorological warning to
transmit. A safety message has priority over all other communications, except distress and urgency.

Routine

A routine message is one not covered by the previous categories. Public Correspondence communications are
those which are used to convey routine information between ship and shore via public telephone network for
radiotelephone calls to the shore.
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Types of station in the maritime mobile service
Ship stations

A ship station is a radio station established on board a vessel for communications with stations ashore and other
ship stations.

Coastal radio stations

A coast radio station is a radio station established on land for the purpose of communicating with ships at sea. A
Coast station’s major function is the transmission and reception of messages on behalf of the public.

Port operations stations

Port operations stations are established for the operational control of ships in and around ports and Harbours.
They are also known as "Harbour Control" or “Vessel Traffic Service” (VTS) stations.

Maritime Rescue Coordination Centre (MRCC)

The MRCC co-ordinates search and rescue operations for ships and the sending of navigation warning
information referred to as Maritime Safety Information (MSI).

Ship equipment carriage requirements

A1 ships will carry VHF equipment.

A2 ships will carry VHF and MF equipment.
A3 ships will carry VHF, MF, and either HF or Satellite equipment.
A4 ships will carry VHF, MF, and HF equipment.

All ships will carry a COSPAS SARSAT 406MHz EPIRB and either a 9-10GHz X-BAND RADAR SART or an AIS SART.
All ships operating in areas where Navtex service is provided will carry a Navtex receiver.

Sea Area Description Distance Radio Frequencies EPIRBs Survival Craft

A1: Within range of at least Depends on antenna VHF 156.525 MHz (Ch 406 MHz 9 GHz radar
one VHF Coast Station in height at shore-based 70) for DSC, 156.8 Cospas-Sarsat transponder
which continuous DSC VHF station, MHz (Ch 16) RT (SART); VHF
alerting is available. around 20-50 n miles portable radio
(Ch 16 and one
other frequency)
A2: An area excluding Sea
Area A1, with the MF As above, plus,
radiotelephone range of at About 50-250 n miles VHF 2187.5 kHz DSC, 406 MHz as above
least one MF Coast Station in 2182 kHz RT, Cospas-Sarsat
which continuous DSC 2174.5 kHz NBDP,
alerting is available. 518 kHz NAVTEX
A3: An area excluding Sea As above, plus 406 MHz as above
Areas A1 and A2 within the In the range of: HF or 1.5-1.6 GHz Cospas-Sarsat
coverage of a geostationary 76º N-76º S Satellite alerting or as A1
Inmarsat satellite in which MF and A2 plus all
continuous DSC alerting is VHF HF frequencies
available.
North of HF
A4: An area outside Sea Areas approximately 76º N MF 406 MHz as above
A1, A2, and A3. or South of VHF Cospas-Sarsat
approximately 76º S
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General Regulations

The radio regulations underpin all practical communications and for all vessels using Maritime Radio Systems,
compliance with these regulations is mandatory.

Terminology

In this text the following terminology is assumed:

Station - refers to the radio installation onboard a ship, aircraft or ashore.

Ship - is used to cover all waterborne craft that travel in, over, or through the water.
Traffic - refers to telephone calls, telex messages and telegrams over radio.
Master - refers to the person responsible for the ship.

Licensing

A ship must hold a radio licence. Administrations in each country police the regulations by controlling the
licensing of ship installations and radio operations.

Ship Radio Licence

The frequencies on which the ship can transmit, class of emission and maximum power levels are contained in the
Licence Terms Booklet supplied with the licence. The licence also shows the following:

• The ship's name and radio call sign

• Types of transmitter equipment
• Maritime Mobile Service Identity (MMSI number)

Hours of Service

Most Coast Stations maintain a 24-hour watch on several frequencies and channels. Details of these can be found in
the Admiralty List of Radio Signals Volume One and will be indicated by H24. Ships must not close their service
before finishing all operations resulting from a distress, urgency, or safety signal.

Inspection, Breaches, and Infringements

The radio installation can be inspected at any time by the authorities either at home or abroad. The Dept. of
Transport Radio Surveyor conducts the Safety Radio Certificate Survey (to ensure compliance with the relevant
Merchant Shipping Acts). The radio surveyor may also carry out a Ship Licence Inspection (to ensure the
conditions of the licence are being met) and may also require the production of operator certificates of
competence. Breach of the regulations may result in the authority to operate being suspended or revoked.
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The Master’s Authority

The Master or person responsible for the ship has supreme authority over the radio installation.

Compliance with Radio Regulations

Operators must comply with the regulations. Failure to do so is an offence and liable to a fine on conviction.
The Authority to Operate attached to the operator’s certificate may be revoked.

Secrecy of Correspondence

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

Test Transmissions

Tests of radio transmitters must last less than 10 seconds and must include the identity of the station.
Avoid Ch16/2182 kHz and use an emergency antenna or reduced power if possible.

Testing Radio Equipment

The persons responsible for testing radio equipment are listed in Section B of the GMDSS logbook. When the
appropriate tests and checks are completed, an entry should be made in the logbook and the operator’s signature
placed against it.

Daily Tests

• Test DSC equipment - without radiation of signals i.e., internal test.

• Batteries – check voltage and charge as required.
• (Test batteries on and off load. The voltage should not drop by more than 10%.
• A successful Diagnostic Test should be carried out on SAT C.
• Printer(s) - to ensure adequate supply of paper.

Weekly Tests

• Function test of DSC equipment by a TEST CALL to a Coast Station on VHF/MF/HF.

• Test reserve source of energy (when not a battery) e.g., generator.

Monthly Tests

• Check each EPIRB and SART using built in test procedure.

• Also check EPIRB and SART for security and signs of damage.
• A successful Performance Verification (PV) Test should be carried out on SAT C.
• Test survival craft VHF radios and check that the reserve primary battery is in date with the seal unbroken.
• Inspect all batteries providing energy for any part of the radio installation for security and condition. Also
check connections and compartments.
• Visual checks of aerial systems for signs of corrosion or damage.

Time Keeping

All times must be logged as UTC (Universal Time Co-ordinated), which is for all practical purposes the same as GMT.
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Avoidance of Interference

The following are strictly forbidden:

• Transmissions without identification

• Transmissions with false identification
• Transmission of false or deceptive distress, urgency, or safety messages
• Unnecessary superfluous signals
• Profane, indecent, or obscene language
• Broadcasting of music and entertainment
• Unauthorised transmissions ashore
• Transmissions on unauthorised frequencies
• Any emission capable of causing interference on distress frequencies

If having taken thorough precautions a ship does cause interference to a coast station, the ship should cease
transmission immediately when requested to do so by the coast station.

Identification of Stations

All transmissions must include an identification. Call signs are alphanumeric identifiers that uniquely identify a
Coast Station or Ship.

Coast Stations: Station’s name e.g., Niton Radio

International radio call sign e.g., GNI
MMSI number - 9 digits starting 00 e.g., 00 232 0014

Ship Stations: International radio call sign e.g., GBYK

MMSI - 9 digits e.g., 232 XXXXXX
Group MMSI - 9 digits starting 0 e.g., 0 232 XXXXX
INMARSAT C - 9 digits starting with 4 e.g., 4 232 XXXXX
INMARSAT FBB - 9 digits starting with 7 e.g., 7 232 XXXXX

Survival Craft: Call sign followed by 2 digits, not 0 OR 1 e.g., GBYK22

AIS SART: MMSI beginning 970 e.g., 970 XX XXXX

SAR aircraft: MMSI beginning 111 e.g., 111 232 XXX

GMDSS compliant vessels should maintain a continuous watch whilst at sea on:

• Channel 70 (A1 area) VHF DSC distress, urgency, safety & routine alerting.

• 2187.5 kHz (A2 area) MF DSC distress, urgency, and safety alerting.

• 8414.5 kHz (A3/A4 areas) HF DSC distress, urgency, and safety alerting, plus at least one other HF
frequency (appropriate to the time of day). A scanning receiver may be used instead.

• Maritime Safety Information NAVTEX (518kHz), INMARSAT Enhanced Group Calling (EGC Safety Net).

As you move away from the coast, you increase your listening watch, e.g., for A3 area - Channel 70, plus 2187.5 kHz,
plus 8414.5 kHz, plus at least one other HF frequency.
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The GMDSS Radio Logbook
This Logbook should be kept in the bridge, convenient to the radio equipment. It has three sections:

Section A - particulars of the ship

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

Section B - details of radio personnel

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

Section C - record of communications

The GMDSS radio logbook will record the following as they occur, together with the time:

A summary of communications relating to distress, urgency, and safety traffic

A record of important incidents connected with the radio service
Where appropriate, the position of the ship at least once a day
Details of the daily, weekly, and monthly checks

The nominated GMDSS operator must carry out daily checks (DSC, batteries, printers etc.). The position should
also be noted. The Master will inspect and sign each day's entries in the GMDSS radio logbook.

Documents to be Carried

UK registered compulsorily fitted GMDSS vessels must carry:

• Ship's licence
• Certificate(s) of radio operator(s)
• GMDSS radio logbook
• Copy of the post office act 1884
• International Telecommunications Union (ITU) List of Ship Stations and Maritime Service Identity
Assignments
• ITU List of Coast Stations and Special Service Stations
• Admiralty List of Radio Signals (ALRS Vol.1 – 6)
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Operator’s Certificate of Competency

Only holders of the appropriate certificate of competency may operate the radio installation. Other persons may
use the equipment, but only under the supervision of a certificate holder.

Priorities of communications

1 Distress (Distress Relay)

2 Urgency
3 Safety
4 Routine

AMVER Messages
AMVER, or Automated Mutual-Assistance Vessel Rescue System is a voluntary reporting system sponsored and
coordinated by the US Coast Guard.

It is a global system open to all ships of all nationalities and all flag states worldwide.

It is a computer-based global ship reporting system used worldwide by search and rescue authorities to arrange
for assistance to persons in distress at sea.

With the AMVER system rescue coordinators can identify participating ships close to an active distress and divert
the best-suited ship or ships as necessary to assist.

Messages are sent to the AMVER organization from participating ships at scheduled or regular intervals via the
Inmarsat system.

The special service seven-bit short code 43 and NORMAL priority should be used on Inmarsat C.

A typical Ship’s AMVER message could be:

AMVER
Ships Name
Last Port
Next Port
Current Position
Intended course and Rhumb lines
Onboard facilities available
Next report time

all sent in a standard pro-forma format.

Participating in AMVER does not put ships under any additional obligation to assist in search and rescue efforts,
beyond that which is required under international law.
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Distress Communications
Distress has priority over all other communications.

The distress call and message must only be sent on the authority of the Master.

Any station hearing a distress call must immediately cease all transmissions likely to interfere with the distress
and continue to listen.

A distress call is a broadcast, i.e., it is not addressed to any station.

Definition of Distress

A mobile unit (ship, aircraft, or other vehicle) or a person is threatened by grave and imminent danger and
requires immediate assistance.

2182 kHz is the International distress frequency for radiotelephony, used by ships and aircraft. 2182 kHz is also
used for urgency calls/messages and safety calls.

Signal

The distress signal is the word MAYDAY. Distress traffic is always prefixed by the signal MAYDAY.

Distress Procedures

Although the procedures are mandatory, they do not preclude a vessel in distress from using any means at its
disposal to attract attention. When radiotelephony is used, transmissions should be made slowly and distinctly.
Simplex working on Ch 16 or 2182 kHz is preferred.

SIMPLEX working is transmission and reception on the same frequency.

DUPLEX working has one frequency for transmission and a different frequency for reception.

On 2182 kHz: and Channel 16

• Distress call
• Distress message

Distress Call Distress Message

Mayday x 3 M Mayday
This is I Identity – ships name, call sign and MMSI number
Name x 3 P Position
Callsign X 1 D Distress
MMSI X 1 A Assistance required (Require Immediate Assistance)
N Number of persons onboard
I Other information
O Over

The ship's position is given either as a Latitude and Longitude, a charted geographical position, or a range and
bearing from a charted object of reference.
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Distress Call
In the GMDSS, Distress traffic by INMARSAT commences with the distress message. However, vessels using terrestrial
services will continue to commence Distress traffic with the Distress call, to attract the attention of any craft not yet
fitted with DSC.

Mayday x 3
This is
Name x 3
Callsign x 1
MMSI x 1

For Distress traffic by R/T, each transmission is prefixed Mayday.

Distress Message following a DSC Alert, using R/T or Telex

On receipt of a DSC Distress acknowledgement from a Coast Station, or a voice acknowledgement from a ship,
the ship in Distress should transmit the Distress Call and Message. However, ships may transmit a Distress Call
and Message immediately following a DSC Distress alert to attract attention from as many stations as possible.
The message would be sent on the R/T or telex Distress frequency in the same band in which the alert was
acknowledged, as follows:

M Mayday
I Name + Callsign + MMSI
P Position (may be different to DSC alert position)
D Nature of Distress
A Assistance Required
N Number of Persons Onboard
I Other Information
O Over

Distress Message Following an Alert using Inmarsat C

M Mayday
I Name + Callsign + SAT C Number
P Position (may be different to DSC alert position)
D Nature of Distress
A Assistance Required
N Number of Persons Onboard
I Other Information
O NNNN

It is imperative that the message is sent with Distress Priority via the same LES that was used for the alert.
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Communications at the scene of a Distress

On-scene communications are those between the mobile unit in Distress and other mobile units assisting.

On receipt of a DSC Distress alert, ships and Coast Stations should set watch on the associated RT frequency in
the same band. R/T - simplex mode - 2182 kHz or Ch 16 VHF are preferred.

In addition, Ch 06 (the primary inter-ship channel) may be used for communications between ships and aircraft.

Until they receive the message indicating that normal working may be resumed, all stations not taking part in the
rescue are forbidden to transmit on the frequency handling Distress traffic.

Signals used to control silence during Distress working

Controlling Station

The station in Distress, the MRCC, the unit coordinating SAR operations, or the Coast Station involved may
impose silence on interfering stations by using the expression Seelonce Mayday.

The expression forms part of a message transmitted as:

Mayday
All Stations x 3/Individual Station x 3
This is
Name x 3
Callsign x 1
Seelonce Mayday
Out

End of Radio Silence

When Distress traffic has ceased the controlling station will transmit a message indicating that normal working
may resume by using the expression Seelonce Fini.

Mayday
All Stations x 3
This is
Name x 3
Callsign x 1
Time of handing in message
Name + Callsign + MMSI of vessel in Distress
Seelonce Fini
Out
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Distress Relay
Transmission of Distress Alert on Behalf of Another Vessel

Where a station learns another mobile unit is in Distress, it may transmit a Distress Relay Alert:

• After receiving a distress alert that is not acknowledged by any station within 5 minutes.
• When the vessel in distress is not able to transmit the alert itself.
• When the master of the ship not in distress, or the MRCC, considers further help is required.

Transmission of a DSC Distress Relay

The station transmitting a distress relay must make it very clear that it is not itself in distress. This is achieved by
generating a DSC DISTRESS RELAY ALERT on an appropriate DSC Distress frequency, using the DISTRESS RELAY format
on the DSC equipment.

If a DSC distress alert is received from a ship on MF, it should not be relayed to all ships by DSC. A distress relay alert
should preferably be addressed to an MRCC or a Geographical Area.

Transmission of Distress Call and Message for Another Vessel

The R/T transmission is made on the appropriate international distress channel/frequency in the same band as
the alert. Until advised otherwise, the transmission of the distress message should be preceded by the call:

Call Mayday Relay x 3

All Stations/Coast Station x 3
This is
Name of relaying station x 3
Callsign x 1
MMSI x 1

Message M Mayday
I Name + Callsign + MMSI (or Unidentified Vessel)
P Position
D Nature of Distress
A Assistance Required
N Number of Persons Onboard
I Other Information
O Over

The information contained within the message relates to the vessel in distress, not the relay vessel.
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Transmission of a shore to Ship Distress Relay Alert

An MRCC that receives a distress alert via an LES, will normally re-transmit the information received as a shore to
ship distress alert relay by satellite, using Enhanced Group Calling (EGC) SafetyNet on Inmarsat C.

A vessel will acknowledge to the MRCC using distress priority and the same LES.

A Coast Station or MRCC having received and acknowledged a terrestrial DSC distress alert, will normally re-transmit
the information received as a DSC distress alert relay, addressed as appropriate to:

• All ships
• A selected group of ships
• A specific geographical area
• A specific ship

Ships receiving a DSC distress alert relay from a Coast Station on VHF Ch70 addressed to all ships should not
acknowledge by DSC but should acknowledge by R/T on Ch16.

Ships receiving a DSC distress alert relay from a Coast Station on MF or on HF, addressed to all ships within a
Geographic Area, should not acknowledge by DSC, but should acknowledge by R/T on the voice distress frequency in
the same band in which the alert was received. For example:

Call Mayday
Coast Station x 3
This is
Ship Name x 3
Callsign
MMSI
Received Mayday

Message Additional Information may include speed, range, bearing, estimated time of arrival, etc.
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Urgency Communications
Urgency has priority over all other communications, except for distress.

Definition

The use of the urgency call format implies that the station making the call has an urgent message to transmit
concerning the safety of a mobile unit or a person.

The urgency call must be addressed either to 'all stations' or to an individual station. It can be used for urgent
situations, including a mechanical breakdown, to report a vessel overdue, to request medical advice or medical
assistance.

Urgency Announcements

In the terrestrial service, a DSC urgency announcement would be sent on one of the DSC distress frequencies.
In the satellite service, routine/normal priority should be selected.

DSC Urgency Announcement

The urgency announcement may be addressed to:

• All stations
• Individual ship or Coast Station
• A Geographic Area

Ships receiving a DSC urgency announcement addressed to all ships should not acknowledge receipt of the DSC
announcement but should tune to the frequency indicated and listen to the urgency message, on the R/T
frequency in the same band.

If no message is heard after 5 minutes, a Coast Station should be notified, and normal working resumed.

HF DSC Urgency Announcement

Transmission of urgency announcements on HF should normally be addressed to a specific Coast Station. Choose an
HF band taking propagation into account. If no acknowledgement is received within a few minutes, repeat the
DSC urgency alert on another HF band

Frequencies to be used For Urgency Messages

The message will be sent on one or more of the R/T or Telex international distress frequencies, or via satellite.
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Urgency Signal, Call, and Message by R/T

The urgency signal: Pan-Pan

The urgency call: Pan-Pan x 3

All Stations/Individual Name x 3
This is
Name x 3
Callsign x 1
MMSI x 1

The urgency message: M Pan-Pan

I Identity - ship’s name, callsign, and MMSI number
P Position
D Nature of Difficulty
A Assistance Required
N Number of Persons Onboard (If relevant)
I Other Information
O Over

Request For Urgent Medical Advice or Medical Assistance by R/T

PAN-PAN is the international signal used to obtain medical advice or medical assistance. The International Code of
Signals contains medical codes, and a standard method of casualty case description. This is very useful if you have
limited communications available to you (perhaps only Morse Code) for whatever reason. It is also useful when you
are talking to a medic who does not speak English.
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Safety Communications
The safety call format implies that the station making the call has an important navigational or meteorological
warning to transmit.

DSC Safety Announcement

Transmission of a DSC safety announcement is on one of the DSC distress frequencies. The announcement may
be addressed to All Stations, a Coast Station, or a Geographic Area.

Ships receiving a DSC safety call announcing a safety message addressed to all ships should not acknowledge
their receipt but should tune to the channel or frequency indicated in the announcement and listen to the
safety message. The safety message will be transmitted either on a distress channel/frequency or (if lasting
longer than one minute) on a working channel/frequency following an announcement on Ch 16 or 2182 kHz.

Safety Call and Message by R/T

The safety signal: Securite (pronounced say-cure-e-tay)

The safety call -on Ch16 or 2182kHz: Securite x 3

(For non-SOLAS vessels) All Stations/Individual Name x 3
This is
Name x 3
Callsign x 1
MMSI x 1
Frequency/Channel for Message
Out

The safety call on working channel: Securite x 3

All Stations/Individual Name x 3
This is
Name x 3
Callsign x 1
MMSI x 1

The safety message: M Securite

I Name + Callsign + MMSI
P Position of Danger + Time (UTC)
D Nature of Danger
A Advice
N Navigation/Meteorological Warning
I Other Information
O Out

Safety messages transmitted by Coast Stations at pre-defined times will not be announced by DSC.

Safety messages which only concern vessels sailing in the vicinity of the hazard should be announced by R/T.
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GMDSS Distress Alerting
In GMDSS procedure, an Alert is generated electronically and is received by appropriate monitoring equipment.

(An Inmarsat Alert replaces the R/T call).

The Distress Alert must include as a minimum:

• The identification of the vessel in Distress

• The position of the vessel

An alert that includes the minimum amount of information is called Undesignated. If information is updated, or
other facts that may facilitate a rescue are included, the alert becomes Designated.

Ship to Shore Alerting

The ship to shore Distress Alert may be transmitted as:

• A digital selective calling (DSC) alert, or

• A priority connection through one of the Inmarsat satellites, or
• By EPIRB activation (A secondary means of DISTRESS alerting).

Any option may be used in area A1, A2, or A3. Sea area A4 is not served by the Inmarsat system.
The alert will notify a Maritime Rescue Co-ordination Centre (MRCC) or a Rescue Co-ordination Centre (RCC) via either
a Coast Station (CS), Land Earth Station (LES) or Local User Terminal (LUT) that a ship is in distress.

Note that when using Satellites and EPIRBs, nearby ships are unaware of your situation.

For example:

Ships in A1 areas would alert using DSC on VHF Ch70.

Ships in A2 areas would alert using DSC on 2187.5 kHz indicating whether R/T (2182 kHz) or Telex (2174.5 kHz) is to
be used for subsequent distress traffic.

Ships in A3 areas would alert using Inmarsat or HF DSC.

Ships in A4 areas would alert using HF DSC.

Ship To Ship Alerting

A DSC alert in the VHF and MF bands is used to alert other ships in the vicinity to the fact that it is in distress.

For example:

Ships in A1 areas would alert using DSC on VHF Ch70.

Ships in A2, A3, and A4 areas would alert using DSC on 2187.5 kHz indicating if R/T on 2182 kHz or NBDP/Telex
(Narrow Band Direct Printing) on 2174.5 kHz is to be used for subsequent distress traffic.
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Alerting by DSC

A DSC Distress alert must include the ship's last known position and the time in UTC when it was valid. The
position and time will be included automatically when interfaced with the ship's navigation equipment. A
current position may be input manually if no GPS is available. If a position is more than 12 hours old, it will not
have a time displayed. Alerts give immediate and absolute priority of communication to the ship in Distress. A
Distress alert should only be transmitted if, in the opinion of the Master, the ship or a person on it is in Distress
and requires immediate assistance.

Two types of Distress alert attempt exist:

1) Single frequency attempt using one frequency in the HF, MF or VHF band.

2) Multi-frequency attempt using any or all the six DSC frequencies in the MF and HF bands, the alerts being
sent in succession.

Procedure 1 is recommended where time permits, as it will make it easier to choose the most appropriate band
for subsequent communications. Transmission of the DSC Distress alert in more than one HF band will normally
increase the probability of successful reception of the alert by Coast Stations. Subsequent communications will
be difficult to control. Distress alerts can be sent on any DSC Distress frequency in the MF or HF bands including:

MF HF HF HF HF HF

DSC 2187.5kHz 4207.5kHz 6312.0kHz 8414.5kHz 12577.0kHz 16804.5kHz

R/T 2182.0kHz 4125.0kHz 6215.0kHz 8291.0kHz 12290.0kHz 16420.0kHz

Telex 2174.5kHz

It is important that subsequent communications by R/T or Telex are conducted in the same band on which you
received the alert.
VHF channel 70 is used for DSC alerts, with Distress traffic following on channel 16 (156.8 MHz)

Choice of HF Band

Propagation of HF radio signals depends on the season and the time of day, this should be considered when
choosing HF bands for transmission of the DSC Distress alert. The DSC Distress frequency in the 8 MHz band -
8414.5kHz - may in many cases be an appropriate first choice.

Alerting by Inmarsat C

1) Undesignated - using one or two Distress buttons on the electronic unit (EU) typically for 5 seconds.

2) Designated - using the keyboard to select "Distress Setup" from the menu, then inserting or updating the
following information:

Position and Time it was valid

Nature of Distress
Select an LES within the Ocean Region
Ship's Course and Speed

Send the designated alert by pressing the distress button/s on the EU.
Repeat the alert if no acknowledgement is received within 5 minutes, by either method.
 20
Acknowledgement of a DSC Distress Alert
Coast Stations in receipt of Distress alerts will route the alert to an MRCC as soon as possible. Ships receiving a
DSC Distress alert from another ship should defer the R/T acknowledgement of the alert for a short interval, if
the ship is within an area covered by one or more Coast Stations. The Coast Station would acknowledge by DSC,
which will also be received by all ships in range. If there is no Coast Station involvement and the ship needs to
acknowledge, it should be by voice as follows:
Mayday
9-digit MMSI of ship in Distress x 3
This is
Name X3, Callsign x1 and MMSI x1 (of station acknowledging receipt)
Received Mayday
Over
Ships in area A1 that receive a DSC Distress alert on channel 70 should:
• Commence log keeping
• Inform Master
• Set watch on channel 16
• Wait a short interval for a Coast Station to acknowledge by DSC
• If no Coast Station involvement, acknowledge by voice
• No response to the voice acknowledgement, no working heard and the alert repeats
• Acknowledge by DSC after 5 minutes have elapsed
• Relay ashore by any means
Ships in area A2 or A3 that receive a DSC Distress alert on channel 70 should:
• Commence log keeping
• Inform Master
• Set watch on channel 16
• Acknowledge by voice immediately
• No response to the voice acknowledgement, no working heard and the alert repeats
• Acknowledge by DSC after 5 minutes have elapsed
• Relay ashore by any means
Ships in area A2 that receive a DSC Distress alert on 2187.5 kHz should:
• Commence log keeping
• Inform Master
• Set watch on 2182 kHz
• Wait a short interval for a Coast Station to acknowledge by DSC
• If no Coast Station involvement, acknowledge by voice
• No response to the voice acknowledgement, no working heard and the alert repeats
• Acknowledge by DSC after 5 minutes have elapsed
• Relay ashore by any means
Ships in area A3 that receive a DSC Distress alert on 2187.5 kHz should:
• Commence log keeping
• Inform Master
• Set watch on 2182 kHz
• Acknowledge by voice
• No response to the voice acknowledgement, no working heard and the alert repeats
• Acknowledge by DSC after 5 minutes have elapsed
• Relay ashore by any means
 21
Ship Receiving a DSC Distress Alert from Another Ship on HF

• Commence log keeping

• Inform the Master
• Do not acknowledge (at any stage)
• Set watch on the appropriate RT or Telex frequency in the same band
• Listen for 5 minutes for Coast Station Acknowledgement or Distress working
• If no working heard relay ashore by any means

Canceling a False DSC Distress Alert

VHF

• Stop the alert from repeating

• Switch to channel 16
• Make a transmission to All Stations containing vessel’s name, call sign and MMSI number, cancelling the
false alert including the words Seelonce Fini

MF

• Stop the alert from repeating

• For R/T tune to 2182 kHz for telex tune to 2174.5 kHz
• Make transmission to All Stations containing vessel’s name, call sign and MMSI number, cancelling the false
alert including the words Seelonce Fini

HF

As for MF but the alert must be cancelled in all frequency bands on which the alert was transmitted, (4, 6, 8, 12 and
16 MHz bands as necessary) including the words Seelonce Fini.

Example:
All Stations x 3
This is
Name x 3
Callsign x 1
MMSI x 1
Please cancel my false Distress Alert of time UTC
Seelonce Fini
Out

Cancelling a False DISTRESS Alert on Inmarsat C

Notify the appropriate MRCC to cancel the alert by sending a Distress Priority Message via the same LES through
which the false alert was sent.

Mayday
Name + Callsign + SAT ‘C’ Number
Please cancel my false Distress Alert of time UTC
Seelonce Fini
NNNN
 22
Navtex

International automated direct printing service, broadcast in English on 518 kHz. The Navtex system provides
printouts of meteorological warnings, safety information, navigational warnings, and SAR. With a range of
approximately 250M. The local language frequency is 490 kHz. The HF English language frequency is 4209.5 kHz.

The Navtex receiver is normally fitted with an Active Antenna. The internal test function does not test the
condition of this antenna.

Safety Information by Satellite

If the satellite service is to be used to advise ships of safety messages, EGC SafetyNet (the satellite equivalent of
Navtex) will be used for subscribers to Inmarsat services. Iridium uses a similar service called Safety Cast. The World
has been divided into 21 areas for Nav and Met warnings, these are issued by shore authorities.
 23
Routine DSC Communications
VHF Routine DSC calls

The VHF DSC channel 70 is used for DSC distress, urgency, and safety transmissions as well as DSC calling for public
correspondence and routine ship-to-ship calling.

MF Routine DSC Alerting

National and international DSC frequencies separate from the distress, urgency, and safety frequency are used for
DSC calling on MF for public correspondence.

Vessels calling a Coast Station, of their own flag, by DSC on MF for public correspondence, should preferably use the
Coast Station's National DSC frequency, listed in the Admiralty List of Radio Signals (ALRS) Volume 1.

The international DSC frequency for public correspondence may be used between ships and Coast Stations of
different nationality.

Ship transmits, Coast Station receives on 2189.5 kHz

Coast Station transmits, ship receives on 2177 kHz

The frequency 2177 kHz is also used for DSC calling between ships for routine communications.

Repeating a Routine DSC call

A DSC call for public correspondence may be repeated on the same or another DSC frequency, if no
acknowledgement is received within 5 minutes. Further attempts should be delayed by at least 15 minutes.

Acknowledgement of a Routine DSC call

On receipt of a DSC call from a Coast Station or another ship, a DSC acknowledgement is transmitted, indicating
whether the ship can communicate as requested. If able to comply, tune the transceiver to the indicated frequency
to receive the traffic.

Weekly Testing of DSC Equipment

Special test calls, which are allocated the safety priority, may be transmitted by the ship station (for no more than 10
seconds) to an individual Coast Station on VHF DSC Ch 70, or on MF DSC 2187.5 kHz, or on one of the HF distress
frequencies. The Coast Station acknowledges the call by a computer-controlled DSC acknowledgement.
 24
EPIRBs and SARTs
Locating and Homing Signals used during SAR Operation

Survivors from a distress may be able to transmit locating signals, marking their position, which enable ships and
aircraft engaged in SAR operation to home in on them and effect a rescue. Signals may be transmitted from
Emergency Position Indicating Radio Beacons (EPIRBs) or Search And Rescue Transponders (SARTs). If possible, you
should keep your EPIRB and SART with you if you abandon your ship.

Cospas-Sarsat EPIRB
This is an international satellite aided search and rescue system, operated jointly by Russia (COSPAS) and an
American/Canadian/French consortium (SARSAT).

The satellite network is designed to locate three types of distress beacons:

EPIRBs used by vessels

Emergency Locator Transmitters (ELT) used by aircraft
Personal Locator Beacons (PLB) used by individuals

EPIRBs operate on 406 MHz in areas A1, A2, A3, and A4. In other words, they are global and work in ALL GMDSS
sea areas. The system operates on 406 MHz (the UHF primary alerting frequency) and (as of 2022) uses five low
altitude (800-1000 km) satellites in a polar orbit to provide global coverage. These are supplemented by four
geostationary satellites. The satellites communicate with a network of Earth stations known as Local User
Terminals (LUTs) who pass distress alerts and location data on to MRCCs via Mission Control Centres (MCC).

The EPIRB signal indicates that:

• One or more persons are in distress

• They may no longer be on board their vessel
• The primary alerting system may have failed
• They may have no communication facilities

By using several satellites in displaced orbital planes, the system provides a complete worldwide distress alert
monitoring facility with an average notification time of 1-2 hours. The average global response time for LUTs
 25
receiving stored and subsequently dumped data from signals through these satellites is 1 hour. When activated, the
beacons transmit a distress signal containing the identity of the person/vessel/aircraft that is relayed by the orbiting
satellite back to an LUT. The LUT uses Doppler Shift measurement techniques to compute the position of the
beacon and then alerts an appropriate MRCC. The location accuracy is typically better than 5 km. EPIRBS also send a
secondary signal on 121.5 MHz which primarily acts a homing beacon for SAR aircraft. Many EPIRBS are housed in a
hydrostatic release unit (HRU) allowing the EPIRB to float-free when immersed to a depth of between 2 and 4
metres.

The battery life of a Cospas-Sarsat EPIRB is 48 hours during which time it transmits continuously with the strobe
lamp flashing every few minutes to aid in location finding. The latest generation of 406 MHz EPIRBS must also
carry a GPS receiver and an integral (built in) AIS Locating Signal Transmitter, some are fitted with an integrated
Radar SART as well. In the event of accidental activation of an EPIRB for any reason the EPIRB should be switched
off immediately and an MRCC informed by any means available.

Cancelling a False Distress Alert by EPIRB

If for any reason an EPIRB is activated accidentally then you should turn the EPIRB off immediately and inform
the nearest MRCC by any means available.

Notwithstanding the above, a ship may use any means available to it to inform the appropriate authorities that
a false distress alert has been transmitted and should be cancelled. No action will normally be taken,
Governments may prosecute in cases of repeated violations.
 26
SART
The purpose of a Radar SART is to indicate the position of persons or vessels in distress on a marine Radar. When
switched on it will only transmit signals when triggered into operation by the Radar transmission from an
external ship’s Radar operating in the 9-10 GHz, X (3 cm) Band.

The range of a SART is not very great. Typically, when held upright by a person standing in a lifeboat, it will
produce a maximum useful range of approximately 6 miles for a ship and 40 M for a SAR Helicopter. Once
interrogated, 12 distinctive dots appear on the rescuer’s Radar screen, the dot nearest the centre of the screen is the
SART. When the SART is at 1 M range the dots become arcs and eventually form concentric circles at close range.

An audible alarm and an LED light indicates to persons in distress that a rescue ship or aircraft is within close range.
At this point call on channel 16 and fire pyrotechnics. Battery capacity should allow 96 hours of standby operation,
followed by 8 hours on transmit.

If you see a SART on your Radar screen, head towards it, and set watch on Ch16 then relay ashore by any means.
 27
AIS SART

The purpose of an AIS SART is to indicate the position course and speed of persons or vessels in distress on suitably
enabled electronic navigation equipment such as a stand-alone unit, an ECDIS (Electronic Chart Display and
Information System) or a chart plotter integrated with Radar and AIS overlays/inputs.

AIS SARTs send a direct wave operate on two frequencies in the Marine VHF Band and should not be confused with
Radar SARTs.

AIS SARTs have built in MMSI numbers beginning with 970, the remaining digits indicate the manufacturer and
the serial number of the AIS SART, e.g., 970 000 099. AIS SARTs have greater detection ranges than Radar SARTS.
Approximately 10 M for a ship and 130 M for a SAR Helicopter.
 28
Instructions for keeping the Radio Log Marine Guidance Note MGN 51 (M)

1. Vessels complying with Part II of the Merchant Shipping (Radio Installations Regulations 1992, namely
those operating under GMDSS, have a requirement under regulation 17 (1) that a Radio Log of matters,
specified in Schedule 3 of the Regulations shall be maintained and made available for inspection. The
matters specified, to include the time of their occurrence, are:

(a) A summary of communications relating to distress, urgency and safety traffic;

(b) A record of important incidents connected with the radio service, and
(c) Where appropriate, the position of the ship at least once a day.

2. In order to assist Masters and Officers in maintaining the necessary records, the Maritime and
Coastguard Agency has produced a Radio Log Book (GMDSS). In the United Kingdom it is available from
The Stationery Office (TSO) or visit www.tso.co.uk PUBLICATION DETAILS: GMDSS RADIO LOG BOOK
3. The Log incorporates instructions for its completion to meet the legal requirements and gives details of
the periodic checks of the equipment which need to be carried out. The Log needs to be maintained in
duplicate and for this reason it is produced in carbonized paper.
4. The Log, once full, hall be delivered by the Master to the appropriate Superintendent of a Marine Office
or, if abroad, to the appropriate proper officer, at the same time as the Official Log Book; that is within
48 hours of the last person discharged from the crew agreement.

The log is split up into three sections: A, B, and C. For advice on how to complete the log, please see the
following:
Section A

Enter all the required particulars of the ship and details of radio certification.
Enter the method(s) of ensuring the availability of the radio equipment, including details of the service company
or companies if shore-based maintenance is the chosen means.

Section B

Enter details of the qualified personnel on board.

Clearly indicate the qualified crew member designated by the Master under regulation as having primary
responsibility for radio communications in the event of a distress incident.

Section C

This section comprises the daily record of the operation of the radio installation. Entries in this part of the log
are to be prepared in duplicate. The summary column must include a summary of communications relating to
distress, urgency, and safety traffic. The summary must include dates and times, details of the vessels involved
and their positions. A record of important incidents connected with the radio service. For example:

• Breakdown or serious malfunction of the equipment.

• Breakdown of communications with coast stations, coast earth stations or satellites.
• Adverse propagation conditions, i.e., ionospheric, static, atmospheric noise, general interference.
• Serious breaches of radio procedures by other stations.
• Any significant incidents concerning the exchange of commercial traffic such as disagreements over
charges, the non-receipt of messages, etc.
• The position of the ship at least once a day. The position may be given relative to a geographical point,
if appropriate, as an alternative to its latitude and longitude.
• The details of the tests and checks carried out on the equipment.
 29
Equipment Tests and Reserve Power Checks
Daily

The proper functioning of the DSC facilities shall be tested at least once each day, without radiation of signals,
by use of the means provided on the equipment.

A successful Diagnostic Test should be carried out on SAT C.

Batteries providing a source of energy for any part of the radio installations shall be tested daily and, where
necessary, brought up to the fully charged condition.

Printer(s) shall be checked daily to ensure there is an adequate supply of paper.

Weekly

The proper operation of the DSC facilities shall be tested at least once a week by means of a test call when
within communication range of a coast station fitted with DSC equipment. Where a ship has been out of
communication range of a coast station fitted with DSC equipment for a period of longer than one week, a test
call shall be made on the first opportunity that the ship is within communication range of such a coast station.

Where the reserve source of energy is not a battery (for example, a generator), the reserve source of energy shall
be tested weekly.

Monthly

Each EPIRB shall be tested at least once a month to determine its capability to operate properly using the means
provided on the device and without using the satellite system.

Each SART shall be checked at least once a month using the in-built test facility and checked for security and
signs of damage.

Each survival craft two-way VHF equipment shall be tested at least once a month on a frequency other than
156.8 MHz (VHF Channel 16).

A check shall be made at least once a month on the security and condition of all batteries providing a source of
energy for any part of a radio installation. The battery connections and compartment shall also be checked.

A successful Performance Verification (PV) Test should be carried out on SAT C.

A check shall be made at least once a month on the conditions of all antenna/aerials and insulators.