MARITIME

COMMUNICATIONS
(MARCOM)

C/M Ricardo O. Ladines

Instructor
 CHAPTER 4
–GLOBAL MARITIME
DISTRESS SAFETY
SYSTEM
(GMDSS)
 WHAT IS GMDSS?
• is an internationally agreed-upon set of safety
procedures, types of equipment, and communication
protocols used to increase safety and make it easier to
rescue distressed ships, boats and aircraft.
• is a set of protocols, equipment, and communications
systems designed to ensure that if a ship is in distress,
aid can be dispatched from anywhere in the world.
Under the International Convention of the Safety of Life
at Sea (SOLAS), all ships over 300 gross tonnage on
international voyages must carry specified
radio-communications equipment, both satellite and
terrestrial, for sending and receiving distress and safety
communications.
HISTORY
• Since the invention of radio at the end of the 19th century, ships
at sea have relied on Morse code, invented by Samuel Morse and
first used in 1844, for distress and safety telecommunications.
The need for ship and coast radio stations to have and use
radiotelegraph equipment, and to listen to a common radio
frequency for Morse encoded distress calls, was recognized after
the sinking of the liner RMS Titanic in the North Atlantic in
1912. The U.S. Congress enacted legislation soon after, requiring
U.S. ships to use Morse code radiotelegraph equipment for
distress calls. The International Telecommunications
Union (ITU), now a United Nations agency, followed suit for
ships of all nations. Morse encoded distress calling has saved
thousands of lives since its inception almost a century ago, but its
use requires skilled radio operators spending many hours listening
to the radio distress frequency. Its range on the medium
frequency (MF) distress band (500 kHz) is limited, and the
amount of traffic Morse signals can carry is also limited.
• Not all ship-to-shore radio communications were short range. Some radio stations
provided long-range radiotelephony services, such as radio telegrams and
radio telex calls, on the HF bands (3–30 MHz) enabling worldwide communications
with ships. For example, Portishead Radio, which was the world's busiest
radiotelephony station, provided HF long-range services. In 1974, it had 154 radio
operators who handled over 20 million words per year. Such large radiotelephony
stations employed large numbers of people and were expensive to operate. By the
end of the 1980s, satellite services had started to take an increasingly large share of
the market for ship-to-shore communications.
• For these reasons, the International Maritime Organization (IMO), a United Nations
agency specializing in safety of shipping and preventing ships from polluting the
seas, began looking at ways of improving maritime distress and safety
communications. In 1979, a group of experts drafted the International Convention on
Maritime Search and Rescue, which called for development of a global search and
rescue plan. This group also passed a resolution calling for development by IMO of a
Global Maritime Distress and Safety System (GMDSS) to provide the
communication support needed to implement the search and rescue plan. This new
system, which the world's maritime nations are implementing, is based upon a
combination of satellite and terrestrial radio services, and has changed international
distress communications from being primarily ship-to-ship based to ship-to-shore
(Rescue Coordination Center) based.
• It spelled the end of Morse code communications for all but
a few users, such as amateur radio operators. The GMDSS
provides for automatic distress alerting and locating in cases
where a radio operator doesn't have time to send
an SOS or MAYDAY call, and, for the first time, requires
ships to receive broadcasts of maritime safety information
which could prevent a disaster from happening in the first
place. In 1988, IMO amended the Safety of Life at Sea
(SOLAS) Convention,[3] requiring ships subject to it fit
GMDSS equipment. Such ships were required to carry
NAVTEX and satellite EPIRBs by August 1, 1993, and had
to fit all other GMDSS equipment by February 1, 1999. US
ships were allowed to fit GMDSS in lieu of Morse
telegraphy equipment by the Telecommunications Act of
1996.
• COMPONENTS OF GMDSS
1) Emergency position-indicating radio beacon (EPIRB)
• is meant to help rescuers locate you in an emergency situation,
and these radios have saved many lives since their creation in the
1970s. Boaters are the main users of EPIRBs.
• An Emergency Position Indicating Radio Beacon or EPIRB is
used to alert search and rescue services in the event of an
emergency. EPIRBs also transmit a homing signal via 121.5 MHz
to help rescue services to pinpoint the beacons location.
• is used to alert search and rescue services in the event of an
emergency. It does this by transmitting a coded message via the
free to use, multinational Cospas Sarsat network. A 406 MHz
distress frequency signal is sent via satellite and earth stations to
the nearest rescue co-ordination centre.
• EPIRBs also transmit a homing signal via 121.5 MHz to
help rescue services to pinpoint the beacons location.
Some EPIRBs also have built-in GNSS receivers which
enables the rescue services to accurately locate your
coordinates to +/- 50 metres. These receivers can be
single source, typically using the US GPS, or
multi-constellational, working with a number of GNSS
satellite systems such as the EU’s Galileo or Russia’s
Glonass offering greater global coverage, faster
detection and more accurate location detection. Orolia
Maritime offers an EPIRB variant that also includes an
AIS VHF frequency, which allows vessels in the local
area (4NM) to pick up the distress alert as an ‘Man
overboard’ alarm on their vessels AIS screen.
Emergency position-indicating radio beacon
(EPIRB)
 WHO USES AN EPIRB?
• EPIRBs are generally installed on marine vessels and are
typically registered through the national search and rescue
organization to that specific boat. This registration allows faster
confirmation of false alert and helps provide crucial planned
travel details in emergencies. EPIRBs can either be operated
automatically after an incident by fitting them to an auto-house
which releases the EPIRB once submerged allowing the units
water contacts to active the signal. EPIRBs can also be carry in
ditch or emergency bags and activated manually in an emergency.
Some vessels have a dedicated vessel EPIRB and a
secondary crew EPIRB which goes into a lifeboat with the
crew. In most countries EPIRBs are mandated to be used in all
commercial shipping, fishing vessels and racing sailing vessels.
However, they are also widely used on yachts and leisure boats,
kayaks.
2) NAVTEX
• is an international, automated system for instantly distributing maritime
safety information (MSI) which includes navigational warnings, weather
forecasts and weather warnings, search and rescue notices and similar
information to ships.
• (NAVigational TEleX), sometimes styled Navtex or NavTex,[1] is an
international automated medium frequency direct-printing service for
delivery of navigational and meteorological warnings and forecasts, as
well as urgent maritime safety information (MSI) to ships.
• A small, low-cost and self-contained "smart" printing radio receiver is
installed on the bridge, or the place from where the ship is navigated, and
checks each incoming message to see if it has been received during an
earlier transmission, or if it is of a category of no interest to the ship's
master. The frequency of transmission of these messages is 518 kHz in
English, while 490 kHz is sometime used to broadcast in a local
language. The messages are coded with a header code identified by the
using single letters of the alphabet to represent broadcasting stations,
type of messages, and followed by two figures indicating the serial
number of the message. For example: FA56 where F is the ID of the
transmitting station, A indicates the message category navigational
warning, and 56 is the consecutive message number.
NAVTEX
• NAVTEX is a component of the International Maritime
Organization/International Hydrographic
Organization Worldwide Navigation Warning
Service (WWNWS). NAVTEX is also a major element of
the Global Maritime Distress Safety
System (GMDSS). SOLAS Convention mandated certain
classes of vessels must carry NAVTEX, beginning August 1,
1993.
NAVTEX MESSAGE FORMAT
• NAVTEX messages are transmitted using
binary frequency-shift keying (BFSK) at 100 bit/s and a
170 Hz frequency shift. The characters are encoded using the
7-bit CCIR 476 character set and basic error detection is
enabled by employing forward error correction (FEC). This is
the same format as the SITOR-B format.
 • A NAVTEX message is built on SITOR collective B-mode and consists of:
a) a phasing signal of at least ten seconds
b) the four characters "ZCZC" that identify the end of phasing
c) a single space
d) four characters B1, B2, B3 and B4 (see below)
e) a carriage return and a line feed
f) the information
g) the four characters "NNNN" to identify the end of information
h) a carriage return and two line feeds
i) either
j) 5 or more seconds of phasing signal and another message starting with
"ZCZC" or
k) an end of emission idle signal α for at least 2 seconds.
l) B1 is an alpha character identifying the station, and B2 is an alpha character
used to identify the subject of the message. Receivers use these characters
to reject messages from certain stations or if the message contains subjects
of no interest to the user.
m) B3 and B4 are two-digit numerics identifying individual messages, used by
receivers to keep already received messages from being repeated
• Transmitter identity (B1) This character defines the
transmitter identity and its associated coverage area.
• Subject indicator character (B2)
• The subject indicator character is used by the receiver to
identify different classes of messages below. The indicator
is also used to reject messages concerning certain optional
subjects which are not required by the ship (e.g. LORAN C
messages might be rejected in a ship which is not fitted
with a LORAN C receiver).
• NAVTEX broadcasts use following subject indicator
characters:
 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.
 To understand the above table further, following are the ranges with
regard to the frequencies in a specific band:
1) Medium Frequencies: 300 KHz to 3 MHz
2) High Frequencies: 3 MHz to 30 MHz
3) Very High Frequencies: 30 MHz to 300 MHz

SEARCH AND RESCUE LOCATING DEVICE

• The GMDSS installation on ships include one (two on vessels over
500 GT) search-and-rescue locating device called Search and Rescue
Radar Transponders (SART) which are used to locate survival craft or
distressed vessels by creating a series of twelve dots on a rescuing
ship's 3 cm radar display. The detection range between these devices
and ships, dependent upon the height of the ship's radar mast and the
height of the Search and Rescue Locating device, is normally about
15 km (8 nautical miles). Once detected by radar, the Search and
Rescue Locating device will produce a visual and aural indication to
the persons in distress.
 SATELLITE
• Satellite systems operated by the Inmarsat company, overseen by
the International Mobile Satellite Organization (IMSO) are important
elements of the GMDSS. The types of Inmarsat ship earth station terminals
recognized by the GMDSS are: Inmarsat C and F77. Inmarsat F77, an
updated version of the now redundant Inmarsat A and B,
provide ship-to-shore, ship-to-ship and shore-to-ship telephone, telex and
high-speed data services, including a distress priority telephone and telex
service to and from rescue coordination centers. Fleet 77 fully supports the
Global Maritime Distress and Safety System (GMDSS) and includes
advanced features such as emergency call prioritization. Unfortunately
Fleet 77 has an end of life scheduled for 1st of December 2020. No definite
alternatives are currently defined. The Inmarsat C provides ship/shore,
shore/ship and ship/ship store-and-forward data and email messaging, the
capability for sending preformatted distress messages to a rescue
coordination center, and the Inmarsat C SafetyNET service. The Inmarsat
C SafetyNET service is a satellite-based worldwide maritime safety
information broadcast service of high seas weather
warnings, NAVAREA navigational warnings, radionavigation warnings,
ice reports and warnings generated by the USCG-conducted International
Ice Patrol, and other similar information not provided by NAVTEX.
SafetyNET works similarly to NAVTEX in areas outside NAVTEX
coverage.
 DIGITAL SELECTIVE CALLING
• The IMO also introduced digital selective calling (DSC) on MF, HF and VHF
maritime radios as part of the GMDSS system. DSC is primarily intended to initiate
ship-to-ship, ship-to-shore and shore-to-ship radiotelephone and MF/HF radiotelex
calls. DSC calls can also be made to individual stations, groups of stations, or "all
stations" in one's radio range. Each DSC-equipped ship, shore station and group is
assigned a unique 9-digit Maritime Mobile Service Identity.
• VHF digital selective calling also has other capabilities beyond those required for
the GMDSS. The US Coast Guard uses this system to track vessels in Prince
William Sound, Alaska, Vessel Traffic Service. IMO and the USCG also plan to
require ships carry a Universal Shipborne automatic identification system, which
will be DSC-compatible. Countries having a GMDSS A1 Area should be able to
identify and track AIS-equipped vessels in its waters without any additional radio
equipment. A DSC-equipped radio cannot be interrogated and tracked unless that
option was included by the manufacturer, and unless the user configures it to allow
tracking.
• GMDSS telecommunications equipment should not be reserved for emergency use
only. The International Maritime Organization encourages mariners to use GMDSS
equipment for routine as well as safety telecommunications.
 POWER SUPPLY REQUIREMENTS
• GMDSS equipment is required to be powered from three sources of supply:
1) ship's normal alternators/generators;
2) ship's emergency alternator/generator (if fitted); and
3) a dedicated radio battery supply.
• The batteries are required to have a capacity to power the equipment for 1 hour on
ships with an emergency generator or built prior to February 1995, and 6 hours on
ships not fitted with an emergency generator or built after February 1995 in order to
comply with SOLAS. The batteries must be charged by an automatic charger,
which is also required to be powered from the main and emergency generators.
Changeover from AC to battery supply must be automatic, and effected in such a
way that any data held by the equipment is not corrupted ("no break").
• During Coast Guard inspections, the batteries must be able to go from 100%
discharge to fully charged in no longer than 10 hours in order to pass certification.
The charger too must be obtainable at all times during vessel operation and should
be inspected to make sure it functions properly. When the reserve source of energy
consists of batteries, the battery capacity must be checked at intervals not exceeding
12 months. If not completed within past 12 months, this must be done during
inspection.
• Storage batteries provided as a reserve source of energy must be installed in
accordance with applicable electrical codes and good engineering practice. They
must be protected from adverse weather and physical damage. They must be readily
accessible for maintenance and replacement.
 GMDSS sea areas
1) Sea Area A1—An area within the radiotelephone coverage of at least one
VHF coast station in which continuous digital selective calling
(Ch.70/156.525 MHz) alerting and radiotelephony services are available. Such
an area could extend typically 30 to 40 nautical miles (56 to 74 km) from the
Coast Station.
2) Sea area A2—An area within a coverage of at least one coast station
continuous listening on MF (2187.5 kHz) other than Area A1
3) Sea Area A3—An area, excluding sea areas A1 and A2, within the coverage
of an Inmarsat geostationary satellite. This area lies between about latitude 76
Degrees North and South, but excludes A1 and/or A2 designated areas.
Inmarsat guarantees their system will work between 70 South and 70 North
though it will often work to 76 degrees South or North.
4) Sea Area A4—An area outside Sea Areas A1, A2 and A3 is called Sea Area
A4. This is essentially the polar regions, north and south of about 76 degrees
of latitude, excluding any A1, A2 and A3 areas.[5]
• In addition to equipment listed, all GMDSS-regulated ships must carry a
satellite EPIRB, a NAVTEX receiver (if they travel in any areas served by
NAVTEX), an Inmarsat-C SafetyNET receiver (if they travel in any areas not
served by NAVTEX), a DSC-equipped VHF radiotelephone, two (if between
300 and less than 500 GRT) or three VHF handhelds (if 500 GRT or more),
and two 9 GHz search and rescue radar transponders (SART).
AREA RANGE EQUIPMENT

A1 20 to 50 M VHF DSC

A2 50 to 400 M VHF + MF

A3 70° N to 70° S VHF + MF + One INMARSAT

A4 Above 70° N or S HF + MF + VHF

 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 centers.
2) 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): is an
equipment to help determine the position of survivors during a SAR
operation. It is a secondary means of distress alerting.
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.
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.
ELEMENTS OF GMDSS
 • ADMIRALTY LIST OF RADIO SIGNALS (ALRS)
• 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
SYSTEM
END….