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Revision No. 1 Effectivity date:

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10 August 2020
QMR President

LESSON 1: Flag Signaling

Learning Module 1.1: The International Code of Signals (10 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

Course Outcome/s:

CO1: Transmit and receive messages by Morse light, distress signal SOS in accordance
with Annex IV of International Regulations for Preventing Collisions at Sea
(COLREGS) 1972 as amended and International Code of Signals
(ICS)

Learning Outcomes:

1. Identify and Describe the International Code flag signalling

2. Interpret and Decode the INTERCO flags and Pennants
3. Identify and Describe the International Morse Code
4. Perform Sending and Receiving Morse Signals by Flashing Light

Overview

This MARCOM course deals with communications in the Maritime service and has various
meanings and definitions. So first, let us learn the meaning of communication.

Define what is Communication?

com·mu·ni·ca·tion /kəˌmyo onəˈkāSH(ə)n/

noun
 Communication – is the activity of conveying meaning through a shared system
of signs and semiotic rules.

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 The act or process of using words, sounds, signs, or behaviors to express or
exchange information or to express your ideas, thoughts, feelings, etc., to
someone else  Communication - the imparting or exchanging of information or
news.

Similar:
means of sending or receiving information, such as telephone lines or
computers "satellite communications
 According to Merriam www.merriam-webster.com › dictionary >
Communication -the act or process of using words, sounds, signs, or behaviors to
express or exchange information or to express your ideas, thoughts, feelings, etc., to
someone else. formal: a message that is given to someone: a letter, telephone call, etc
 According to Cambridge English dictionary.cambridge.org › dictionary ›
Communication – is also the exchange of information and the expression of feeling that
can result in understanding: [ U ] There was very little communication
 en.wikipedia.org › wiki › Communication
Communication is the act of conveying meanings from one entity or group to
another through the use of mutually understood signs, symbols, and semiotic rules
 Communication is simply the act of transferring information from one place,
person or group to another. Every communication involves (at least) one
sender, a message and a recipient. ... These include our emotions, the cultural
situation, the medium used to communicate, and even our location.

In maritime context, it is believing that MARCOM is best defined as:

A process but more of an art of imparting information by any method, in any form by
any means, i.e. sending and receiving signals either mechanically or electronically by sound or
audio, print or broadcast, visual or image, signs and symbols including ASL and telemetry.

Discussion

1. Key Concept

7 Methods of Signaling

1. Flag signaling by the use of INTERCO

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2. Flashing light signaling
3. Sound signaling
4. Voice over a loud hailer
5. Radio Telephony
6. Radio Telegraphy
7. Flag signaling using the arms and hands

For the first six (6) weeks of the semester – that is the Prelim Period, we are going to
tackle with the first two methods of signaling and an overview of the item no.5. Mostly it will
be Flag signaling by INTERCO and Flashing Light signaling.
One might find it surprising the terminologies used in Maritime Communications. So let us
start first with some common ACRONYMS that will aid us along the way and make learning
easier.
IMO - International Maritime Organization

STCW - Standard of Training, Certification and Watchkeeping

ITU - International Telecommunications Union

SOLAS - International Convention for the Safety of Life at Sea

INTERCO - International Code of Signals

IAMSAR - International Aeronautical Maritime Search and Rescue Manual

SAR - Search and Rescue

ALRS - Admiralty List of Radio Signals

TELEMETRY - The movement by the use of radio waves

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Learning Module 1.2 International Code flag Signalling (10 hrs)

The International Code of Signals (ICS) is an international system of signals and codes for use
by vessels to communicate important messages regarding safety of navigation and related
matters. Signals can be sent by flag hoist, signal lamp ("blinker"), flag semaphore,
radiotelegraphy, and radiotelephony.

1. Flag signaling by INTERCO

• A set of signal flags in the INTERCO consists of twenty-six alphabet
flags, ten numeral pennants, three substitutes, and answering
pennant.
• 26 Alphabets
• 10 Numerals
• 3 Substitute or Repeaters
• 1 Code and Answer Pennant
• 40 Total

How many flags and pennants are there in the INTERCO?

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It is important to take not that there are 40 INTERCO Flags and Pennants in the
International Code of Signals.

Note** Do not be confused with other Charts of these flags and pennants such as the Navy Flags.
Flags in the NATO and other Maritime flags.

In this Learning Module, you may refer to the Flags and Pennants published under the
IMO International Code of Signals or other publication issued by the IMO such as the ALRS
Volume 5, NP 285 which has the same form and meaning.

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How could you differentiate a flag from a pennant?

The flags are rectangular in shape such as the Letters or Alphabets.

The pennants are like triangular in shape or longer than the flag and has a long and
tapering at the edge. i.e. Numerals and substitute or repeaters are pennants as well as the
Code and Answering Pennant.

How many colour combination are there in the INTERCO Flags and Pennants?

There are only 5 colour combinations used in the INTERCO Flags and Pennants and
they are the Red, White, Blue, Yellow and Black.

Note** Should you notice other colours such as green, orange, pink etc., in the combination, then
that is not an INTERCO Flag.

How could we easily identify a flag from a pennant or a substitute?

Again for easy identification you should classify them as follows:

Alphabets or Letters

Are rectangular in shape. But there are only two (2) flags that has a triangular cut or a
―V‖ cut at the edge. They are the A=Alfa and the B=Bravo flags.

Numerals or Number

These are zero to nine (0-9) pennants and they are longer than the flag and elongated
tapering at the edge.

Substitute or Repeaters = these are triangular in shape

1st Substitute = colour is blue with a small yellow triangle
2nd Substitute = is divided vertically into two (2) colours: blue and white triangle
3rd Substitute = is divided horizontally into three (3) colours: White, black, white

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Learning Module 1.3 Interpret and Decode the INTERCO Flag and Pennants (10
hrs)

Most common INTERCO FLAGS used in international voyage

ALFA I have a diver down; NOVEMBER No, Negative; or the
Keep will clear at slow significance of the
speed. previous group should
be read in Negative.

BRAVO I am taking in or PAPA In Harbor: All

discharging, or carrying persons should report
dangerous goods. onboard as the vessel
is about to proceed
to sea
At sea: when made
by a fishing vessel
operating in close
proximity of the
fishing ground it
means: My nets have
come fast upon an
obstruction.

CHARLIE Yes, Affirmative; or the QUEBEC My vessel is healthy

significance of the and I request free
previous group should be pratique.
read in affirmative.

GOLF I require a pilot. When WHISKEY I require medical

made by a fishing vessel assistance
operating in close
proximity of the fishing
ground it means: I am
hauling nets.
HOTEL ZULU I require a tug. When
I have a pilot onboard. made by a fishing
vessel operating in
close proximity of the
fishing ground it
means: I am shooting
nets.

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OSCAR 1ST Substitute Used
Man Overboard to repeat the first
flag or pendant in
the same hoist.
2nd Substitute Used to 3rd Substitute Used
repeat the second flag or to repeat the third
pendant in the same flag or pendant in
hoist. the same hoist.

Code and Answering Pennant – used to

acknowledge a signal or maybe used as a
decimal point.

INTERCO FLAGS and its MEANING

ALPHABET MEANING .
ALFA I have a diver down; Keep well clear at slow speed.
BRAVO I am taking in or discharging, or carrying dangerous goods.
CHARLIE Yes, Affirmative. Or the significance of the previous group
should be read in affirmative.
DELTA Keep clear of me; I am maneuvering with difficulty.
ECHO I am altering my course to starboard.
FOXTROT I AM DISABLED; Communicate with me.
GOLF I require a pilot. When made by a fishing vessel operating in
close proximity of the fishing ground it means: I am hauling nets.
HOTEL I have a pilot onboard.
INDIA I am altering my course to port.
JULIETT I am on fire and have dangerous cargo onboard.
KILO I wish to communicate with you.
LIMA You should stop your vessel instantly
MIKE My vessel is stopped and making no way through the water.
NOVEMBER No, negative. Or the significance of the previous group should
be read in negative.
OSCAR Man Overboard.
PAPA In Harbor: All persons should report onboard as the vessel is
about to proceed to sea
At sea: when made by a fishing vessel operating in close
proximity of the fishing ground it means: My nets have come fast upon
an obstruction.

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My vessel is healthy and I request free pratique.
ROMEO No single letter meaning.
SIERRA I am going astern propulsion.
TANGO Keep clear of me; I am engaged in pair trawling.
UNIFORM You are running into danger.
VICTOR I require assistance.
WHISKEY I require medical assistance.
X-RAY Stop carrying out your intentions and watch for my signal.
YANKEE I am dragging my anchor.
ZULU I require a tug. When made by a fishing vessel operating in close
proximity of the fishing grounds it means: I am shooting nets.
1st Substitute Used to repeat the first flag or pennant in the same hoist.
2nd Substitute Used to repeat the second flag or pennant in the same hoist.
3rd Substitute Used to repeat the third flag or pennant in the same hoist.

Code and Answering Pennant – used to acknowledge a signal or maybe used as a decimal
point.

To check Lesson 1 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

References

1) IMO : International Code of Signals (IMO, Latest edition)

2) IMO ; Admiralty LIST of RADIO SIGNALS Vol.5 ...NP285
3) IMO : IAMSAR VOL. III (International Aeronautical Maritime Search And
Rescue Manual

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Checkpoint
Activity 1 – Multiple Choice
Directions: Identify the INTERCO Flags and Pennants. Blacken the letter of the
correct answer.
1. A) Charlie 2. A) 3. A) Echo
B) Echo Delta B) Kilo
C) Hotel B) C) Hotel
D) Tango Juliett D) Tang
C) o
Papa
D) Sierra
.4. A) Alfa 5. A) Delta 6. A) Alfa
B)Tango B) India B) Bravo
C) X-ray C) Num.# 1 C) Kilo
D) Zulu D) Num#l 2 D) Papa
7. A) Bravo 8. A) Delta 9. A) Echo
B) Kilo B) Foxtrot B) Kilo
C) Oscar C) Juliett C) Hotel
D) Quebec D) Sierra D) Tango

10. A) Mike 11. A) Num.# 4 12. A) Mike

B) Tango B) Num.# 8 B) Num.#4
C) X-ray C) Tango C) Romeo
D) Zulu D) X-ray D) X-ray
13. A) Bravo 14. A) Lima 15. A) Delta
B) Foxtrot B) Mike B) Foxtrot
C) Hotel C) Romeo C) Juliett
D) X-ray D) X-ray D) Sierra

16. What is the colour combination of the INTERCO flag KILO?

A) Blue& White B) Blue & Yellow C) Red & White 17. D) Yellow & Red
What is the colour combination of the INTERCO flag YANKEE?

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A) Blue& White B) Blue & Yellow C) Red & White 18. D) Yellow & Red
What is the colour combination of the INTERCO flag SIERRA?
A) Blue& White B) Blue & Yellow C) Red & White D) Yellow & Red
19. Which of the following INTERCO flags has a colour combination of red, white and blue?
A) Foxtrot B) Mike C) Whiskey D) Zulu
20. Which of the following INTERCO flags has a colour combination of red, white and blue?
A) Charlie B) Uniform C) X-ray D) Yankee

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032478926

Do this

Activity 2 – Multiple Choice (2 points each correct answer)

Directions : Interpret and decode the following INTERCO Flags and Pennants. Blacken the
letter of the correct answer.
1. Which INTERCO flag means ―I am disabled; communicate with me‖?

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A) B) C)

7. Which INTERCO flag means ―I wish to communicate with you‖?

A) B) C)

8. Which INTERCO flag means ―I require assis tance‖?

A) B) C)

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6.
Which INTERCO flag means ―I am altering my course to starboard‖?
To answer Activity 2 in Schoology click the link Below:

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https://app.schoology.com/course/3008473464/assessments/3032545050 LESSON 2:
MORSE CODE by FLASHING LIGHT SIGNALING

Learning Module 2.1: Morse Code Signals in the International Code of

Signals (10 hrs.)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

Course Outcome/s:

CO1: Transmit and receive messages by Morse light, distress signal SOS in accordance
with Annex IV of International Regulations for Preventing Collisions at Sea
(COLREGS) 1972 as amended and International Code of Signals (ICS)

Learning Outcomes:

1. Discuss the Morse Code Signals in the International Code of Signals

2. Show and Demonstrate the proper procedure in sending Morse Signals in the
International Code of Signals
3. Interpret and Decode the Morse Code Signals for sending and receiving including 2
Letter Codes

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Discussion

2. Key Concept
What is a Morse Code?
Morse code is a method of transmitting text information as a
series of on-off tones, lights, or clicks that can be directly
understood by a skilled listener or observer without special
equipment.
It is a combination of dits and dashes as symbols and each
represents a character.
It is named for Samuel Finley B. Morse, an inventor of the
telegraph
The International Morse Code encodes the ISO basic Latin alphabet, some extra Latin
letters, the Arabic numerals and a small set of punctuation and procedural signals (prosigns) as
standardized sequences of short and long signals called "dots" and "dashes", or "dits" and
"dahs", as in amateur radio practice.

Each Morse code symbol represents either a text character (letter or numeral) or a prosign
and is represented by a unique sequence of dots and dashes.
 The duration of a dash is three times the duration of a dot.
 Each dot or dash is followed by a short silence, equal to the dot duration.
 The letters of a word are separated by a space equal to three dots (one dash), and the
words are separated by a space equal to seven dots.
 The dot duration is the basic unit of time measurement in code transmission.

To increase the speed of the communication, the code was designed so that the length of
each character in Morse varies approximately inversely to its frequency of occurrence in English

 Thus the most common letter in English, the letter "E", has the shortest code, a single
dot.
 Morse code is used by some amateur radio operators, although knowledge of and
proficiency with it is no longer required for licensing in most countries.
 Pilots and air traffic controllers usually need only a cursory understanding. Aeronautical
navigational aids, such as VORs and NDBs, constantly identify in Morse code.

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The International Morse Code

 Beginning in 1836, the American artist Samuel F. B. Morse, the American physicist
Joseph Henry, and Alfred Vail developed an electrical telegraph system.
 This system sent pulses of electric current along wires which controlled an
electromagnet that was located at the receiving end of the telegraph system.
 A code was needed to transmit natural language using only these pulses, and the
silence between them.
 Around 1837, Morse, therefore, developed an early forerunner to the modern
International Morse code.
 Around the same time, Carl Friedrich Gauss and Wilhelm Eduard Weber (1833) as well
as Carl August von Steinheil (1837) had already used codes with varying word lengths
for their telegraphs.
 In the 1890s, Morse code began to be used extensively for early radio communication,
before it was possible to transmit voice.
 Morse code was used as an international standard for maritime distress until 1999
when it was replaced by the Global Maritime Distress Safety System.

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Learning Module 2.2. Proper procedure in sending Morse Signals in the

International Code of Signals (10 hrs)

As specified in the textbook – the IMO International Code of Signals, the second
method of signaling is the Flashing Light Signaling. This is also the competence that is required
by the STCW A-II/1 F1. (Transmit and receive information by visual signaling).

Flashing light signaling

The Morse symbols representing letters, numerals, etc., are expressed by dots and
dashes which are signaled either singly or in combination. The dots and dashes and spaces
between them should be made to bear the following ratio, one to another, as regards their
duration:
(a) A dot is taken as the unit;
(b) A dash is equivalent to three units;
(c) The space of time between any two elements of a symbol is equivalent to one
unit between two complete symbols it is equivalent to three units; and between
two words or groups it is equivalent to seven units.

 When the French Navy ceased using Morse code on January 31, 1997, the final
message transmitted was "Calling all.
 This is our last cry before our eternal silence."
 In the United States the final commercial Morse code transmission was on July 12,
1999, signing off with Samuel Morse's original 1844 message, "What hath God
wrought", and the prosign "SK".

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 Licensees have reactivated the old California coastal Morse station KPH and regularly
transmit from the site under either this Call sign or as KSM. Similarly, a few US Museum
ship stations are operated by Morse enthusiasts.
 Morse code speed is measured in words per minute (wpm) or characters per minute
(cpm).
 Characters have differing lengths because they contain differing numbers of dots and
dashes.
 Consequently, words also have different lengths in terms of dot duration, even when
they contain the same number of characters.
 For this reason, a standard word is helpful to measure operator transmission speed.
"PARIS" and "CODEX" are two such standard words.Operators skilled in Morse code can
often understand ("copy") code in their heads at rates in excess of 40 wpm
 Below is an illustration of timing conventions. The phrase "MORSE CODE", in Morse
code format, would normally be written something like this, where – represents dahs
and • represents dits:

−− −−− •−• ••• • −•−• −−− −•• •

M O R S E C O D E
 Here are some tips on how to make the morse code quite easier to memorize.
Try to group symbols into clusters, such as:

E. T - or the reverse of

I.. M- - A . - is N - .
S... O - - - B -… V …-
H.... D -.. U ..-
5..... F ..-. L .-..
G --. W .—
K -.- R .-.
P .--. X -..-
Q --.- Y -.--

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Learning Module 2.3. Decode the Morse Code Signals for sending and receiving including 2
Letter Codes (10 hrs)

Morse code is often spoken or written with "dah" for dashes, "dit" for dots located at the
end of a character, and "di" for dots located at the beginning or internally within the character.
Thus, the following Morse code sequence:

M O R S E C O D E
−− −−− •−• ••• • (space) −•−• −−− −•• •

is orally or by the use of Flashing Light:

 Dah-dah dah-dah-dah di-dah-dit di-di-dit dit, Dah-di-dah-dit dah-dah-dah dah-di-dit dit.

 There is little point in learning to read written Morse as above; rather, the sounds and
the flashing light of all of the letters and symbols need to be learned and practice
faithfully for both sending and receiving.

 SOS is the International Morse code distress signal ; the overscore indicates that the
normal gaps between the letters should be omitted. It is used as a start-of-message
mark for transmissions requesting help when loss of life or catastrophic loss of property
is imminent. Other prefixes are assigned for mechanical breakdowns, requests for
medical assistance, and a relayed distress signal originally sent by another station.

 A lot of people think that the distress signal is an abbreviation for ―save our souls‖ or
―save our ship.‖ But in reality, "save our souls" and "save our ship" are backronyms,
and the letters don‘t actually stand for anything.

 In fact, the signal isn‘t even really supposed to be three individual letters. It‘s just a
continuous Morse code string of three dots, three dashes, and three dots all run
together with no spaces or full stops (∙∙∙---∙∙∙). Since three dots form the letter "S" and
three dashes form an ―O‖ in International Morse code, though, the signal came to be
called an ―SOS‖ for the sake of convenience. That connection has led to the letters
coming into their own as a visual distress signal divorced from Morse Code, and those
in need of rescue sometimes spell them out on the ground to be seen from above.

 This is the International Morse Code with its correct pronunciation or it sound when
identifying the dits and the dashes.

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TWO LETTER/THREE LETTER CODES

AA = All After
AB = All Before
AR = end of transmission
AS = wait signal
BK = Break Signal
BN = Word Between
C = Yes, Affirmative
CK = Check or No. Of words
CS = Call Sign (Call Identity)
DE = This is
GA = Go Ahead
K = Invitation to Transmit(Over)
MSG = Message
NO = No, Negative
OK = Agree
RQ = Interrogative (?)
R = Receive (“Roger”)
RPT = Repeat
WA = Word Afte
WB = Word Before
VA = End of Work(“Over and Out”)
YU = I wish to communicate by means of INTERCO.
YV = INTERCO signals will follow
YZ = Plain language will follow
ZL = Rcvd but not clearly understood
AA AA AA = Calling an unknown station
AAA = Period, Decimal or Full Stop. C
Q = General Call to all stations

MEDICAL CODES
MAA = I request urgent medical advice
MAB = I request rendezvous in posn LAT
MAC = I request arrange Hospital admission
MAD = I am ....... hours fm the nearest port S
O S = distress signal in radio telegraphy.

To check Lesson 2 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

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References
1) IMO : International Code of Signals (IMO, Latest edition)
2) IMO ; Admiralty LIST of RADIO SIGNALS Vol.5 ...NP285
3) IMO : IAMSAR VOL. III (International Aeronautical Maritime Search And
Rescue Manual

Checkpoint
Activity 3 – Multiple Choice
Directions : Identify the following Morse Code Signals. Blacken the letter
of the correct answer.

1. What is the morse code symbol of the letter November?

A) B) D)
2. What is the morse code symbol of the letter Yankee?
A) B) D)
3. What is the morse code symbol of the letter Oscar?
A) B) D)
4. What is the morse code symbol of the letter Romeo?
A) B) D)
5. What is the morse code symbol of the letter Alfa?
A) B) D)
6. What is the morse code symbol of the letter “Kilo”?
A) B) D)
7. What is the morse code symbol of the letter Whiskey?
A) B) D)
8. What is the morse code symbol of the letter Golf?
A) B) D)
9. What is the morse code symbol of the letter Sierra?
A) B) D)
10. What is the morse code symbol of the letter Lima?
A) B) D)

11. Decode the single letter morse code

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A) Delta D) Zulu
12. Decode the single letter morse code
A) Delta D) Zulu
13. Decode the single letter morse code
A) Foxtrot D) Yankee
14. Decode the single letter morse code
A) Bravo D) Yankee
15. Decode the single letter morse code
A) Foxtrot B) Uniform C) Whiskey D) X-
ray

Raw

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032553618

Do this

Activity 4 – Multiple Choice

Directions : Interpret and decode the following Morse Code Signals. Blacken the letter
of the correct answer.

1. Which flashing light signifies an “invitation to transmit”?

A) B) C) D)
2. What is the morse flashing light for “calling an unknown station”?
A) 2 Alfa’s B) 3 Alfa’s C) 4 Alfa’s D) 6 Alfa’s
3. Which three-letter code means “request to arrange for hospital admission”.
A) MAA B. MAB C. MAC D. MAD

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4. Decode tthis morse code signal
A) Break Signal D) Repeat Signal
5. Decode this morse code signal
A) Break Signal D) Repeat Signal
6 Decode this morse code signal
A) Break Signal D) Waiting Signal
7 Decode this morse code signal
A) Break Signal D) Waiting Signal
8. Decode this morse code signal
A) Break Signal D) Word Between
9. Decode this morse code signal
A) End of Transmission D) Waiting Signal
10. Decode this morse code signal
A)
A) End of Work B) Erase signal C) Repeat Signal D) Waiting
13. Decode the flashing light morse signal : dah di di dit dah dit Signal

A) Break Signal B) End of Work C) Word after D) Word

14.Decode the flashing light morse signal : dit dit dit dit dit dit Between
A) Break Signal B) Erase signal C) Repeat Signal 15. How do D) Waiting
you send by flashing light the morse code “this is”? Signal
A) dah dah di dit B. dah dah di dah dit C. dah dah di di dit D. dah di dit
16. Decode the flashing light morse code signal : di di dah dah di dit dit
A. end of transmission B. end of work C. repeat signal D. wait signal
Break Signal D) Erase Signal
11. Decode this morse code signal
A) End of Transmission B) End of Work D) Repeat Signal
12 Decode this morse code signal
17. How do you send by flashing light the morse code of “repeat or question mark”.
A) di di dah dah di di B. di di dah dah di dit C. di di dat dat di dit D. di di dat dat dit
18. Decode the flashing light morse signal : di di di dah di dah
A) End of Work B) Erase signal C) Repeat Signal D) Waiting Signal
19. Decode the meaning of the flashing light morse signal : di dah di di dit
A) Break Signal B) Erase signal C) Repeat Signal D) Waiting Signal
20. Decode the meaning of the flashing light morse signal : di di dit dah dah dah di di dit
A) Break Signal B) Distress signal C) Erase Signal D) Repeat Signal

To answer Activity 2 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032564427

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Assessment

Prelim Written Assessment

As per schedule: 60 items after the 6th week

Prelim Laboratory Assessment

As per schedule: Student‘s Book of Exercises
Exercise No.1 = Interpret and Decode INTERCO Flags and Pennants
Exercise No.2 = Sending Morse Code by Flashing Light
Exercise No.3 = Receiving Morse Code by Flashing Light

To answer Assessment in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032568423

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LESSON 3: Radio Communications in the GMDSS and IAMSAR

Learning Module 3.1: Radio Communications in Search and Rescue in the

IAMSAR and GMDSS system (10 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

Course Outcome/s:

CO2: Transmit and receive information using GMDSS subsystems and equipment and
fulfilling the functional requirement of GMDSS.

Learning Outcomes:

1. Determine and Describe Radio Communications in Search and Rescue in the IAMSAR
and GMDSS system
2. Describe and Perform Radio Communications in Search and Rescue in the IAMSAR and
GMDSS system

Overview

Welcome to the middle part of our modular method of Learning. As am overview, this is
the second half of the Communications coverage with deals with the modern method of
communications i.e. Modern Technology, Electronics and computers, Satellite and Simulators.

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Discussion

Key Concept

Introduction of the GMDSS and IAMSAR

It begins with the Introduction of the GLOBAL MARITIME DISTRESS and SAFETY
SYSTEM (GMDSS) and the IAMSAR which became part of the GMDSS.

To make learning easier, let us take up first familiarize ourselves with the ACRONYMS and the
terminologies used in field of Communications.

GMDSS = Global Maritime Distress and Safety System

IAMSAR = International Aeronautical Maritime Search and Rescue
AMVER = Automated Mutual-Assistance Vessel Rescue System
CES = Coast Earth Station
LES = Land Earth Station
CRS = Coast Radio Station
C/S = Call Sign
Osc = On Scene Coordinator
CSS = Commence Surface Search
SRR = Search and Rescue Region
RCC = Rescue Coordination Center
RSC = Rescue Sub Center
DSC = Digital Selective Calling
W/T = Wireless Telegraph
R/T = Radio Telephony
Hz = Hertz (unit of frequency)
KHz = KiloHertz (1,000 Hz)
MHz = Megahertz (1,000,000 Hz)
GHz = Gigahertz (1,000,000,000 Hz)

What is SOLAS?

The International Convention for the Safety of Life at Sea (SOLAS) is an

international maritime safety treaty. It ensures that ships flagged by signatory States comply
with minimum safety standards in construction, equipment and operation. The SOLAS
Convention in its successive forms is generally regarded as the most important of all
international treaties concerning the safety of merchant ships.

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 What is GMDSS?

The Global Maritime Distress and Safety System (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.

GMDSS consists of several systems, some of which are new, but many of which have been
in operation for many years. The system is intended to perform the following functions:
alerting (including position determination of the unit in distress), search and rescue
coordination, locating (homing), maritime safety information broadcasts, general
communications, and bridge-to-bridge communications. Specific radio carriage requirements
depend upon the ship's area of operation, rather than its tonnage. The system also provides
redundant means of distress alerting, and emergency sources of power.

Recreational vessels do not need to comply with GMDSS radio carriage requirements, but
will increasingly use the Digital Selective Calling (DSC) VHF radios. Offshore vessels may elect
to equip themselves further. Vessels under 300 Gross tonnage (GT) are not subject to GMDSS
requirements.

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 distress from
happening in the first place.

THE OLD AND NEW SYSTEM

 What are the usage of the following frequencies?

500kHz

In the old system is the distress frequency W/T using the distress signal SOS where all
vessels should keep a periodic watch for any distress emergency. This is now phased out in the
new system.
500 kHz an international calling and distress frequency in Radio Telegraphy.

2182.0kHz

The frequency 2182 khz is an international distress and calling frequency in R/T for use
by ship, aircraft and survival craft stations.

156.800MHz (VHF Ch.16)

This is Marine channel 16, the International Distress Safety and Calling channel.

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156.525 MHz (VHF Ch.70) The new system

Used for Distress Alerting in DSC (Digital Selective Calling)

8364.0 kHz

The frequency 8364.0 kHz is authorized for use of survival craft for search and rescue
communications with stations in the maritime mobile service.

FREQUENCY RANGE
3 KHz to 30 KHz VLF = Very Low frequency
30 KHz to 300 KHz LF = Low Frequency Ground waves
300 KHz to 3,000 KHz MF = Medium Frequency and
3MHz to 30 MHz HF = High Frequency Sky waves
-------------------------------------------
30 Mhz to 300 MHz VHF = Very High Frequency
300 Mhz to 3 GHz SHF = Super High Frequency Line of Sight
3 GHz to 30 GHz UHF = Ultra High Frequency
30 Ghz to 300 Ghz EHF = Extremely High Frequency

Introduction of GMDSS

The CONCEPT of the Global Maritime Distress and Safety System (GMDSS)

What is the basic concept of the GMDSS?

The basic concept of the (GMDSS) Global Maritime Distress and Safety System is that
search and rescue authorities ashore, as well as shipping in the immediate vicinity of a ship or
persons in distress, will be rapidly alerted to a distress incident so they can assist in a
coordinated search and rescue operation with the minimum delay.

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 FUNCTIONS AND REQUIREMENTS OF THE GMDSS SYSTEM

What are the functions and requirements of the GMDSS?

(9) Functions or carriage requirements of the GMDSS

1. Transmission of ship-to-shore distress alerts by at least two separate and independent

means, using different radio communication service;
2. Reception of shore-to-ship distress alerts;
3. Transmission/reception of ship-to-ship distress alerts;
4. Transmission/reception of search and rescue coordinating communications
5. Transmission/reception of on-scene communications;
6. Transmission/reception of SART signals for locating;
7. Transmission/reception of maritime safety information;
8. Transmission/reception of general radio communications to and from shore-based radio
systems or networks;
9. Transmission/reception of bridge-to-bridge communications.

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The sea areas in the GMDSS SYSTEM

In the GMDSS System, the world is divided into four (4) sea areas, namely; Sea
Area A1, A2, A3, A4

A1 - Within RT coverage of at least one VHF Coast Radio within RT coverage of at least
one VHF Coast Radio Station (20-50 miles) providing continuous availability for
DSC alerting

A2 - excluding area A1, within RT coverage of at least excluding area A1, within RT
coverage of at least one MF Coast Radio Station (out to approx. 250 - 400
miles) 400 miles) providing continuous availability for DSC alerting

A3 - excluding areas A1 and A2, within the coverage of excluding areas A1 and A2,
within the coverage of INMARSAT geostationary satellites providing continuous
availability of alerting (approx. 70°N to 70 N to 70°S)

A4 - all areas not covered by the above (HF cover only)

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 FAMILIARIZATION OF THE GMDSS Equipment

Here are some of the Radio Communications equipment which the learners has to
familiarize in order to have a feel of the equipment they will handle and perform in the GMDSS
Simulator:

LIVE In SIMULATOR
VHF Radio Telephone Transceiver VHF R/T w DSC
CONTROLLER

In SIMULATOR In Simulator: EPIRB

MF/ HF R/T DSC CONTROLLER

INMARSAT-C Terminal

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Learning Module 3.2 Perform Radio Communications in Search and Rescue in the IAMSAR
and GMDSS system (10 hours)

 SAR Convention

Adoption: 27 April 1979

Entry into force: 22 June 1985

Introduction

The 1979 Convention, adopted at a Conference in Hamburg, was aimed at developing an

international SAR plan, so that, no matter where an accident occurs, the rescue of persons in
distress at sea will be coordinated by a SAR organization and, when necessary, by co-operation
between neighboring SAR organizations.

IMO search and rescue areas

Following the adoption of the 1979 SAR Convention, IMO's Maritime Safety Committee
divided the world's oceans into 13 search and rescue areas, in each of which the countries
concerned have delimited search and rescue regions for which they are responsible

Although the obligation of ships to go to the assistance of vessels in distress was

enshrined both in tradition and in international treaties (such as the International Convention
for the Safety of Life at Sea (SOLAS), 1974), there was, until the adoption of the SAR

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Convention, no international system covering search and rescue operations. In some areas
there was a well-established organization able to provide assistance promptly and efficiently, in
others there was nothing at all.

How was the IAMSAR then developed?

The 1998 amendments

Adopted: 18 May 1998
Entry into force: 1 January 2000

The revised technical Annex of the SAR Convention clarifies the responsibilities of
Governments and puts greater emphasis on the regional approach and co-ordination between
maritime and aeronautical SAR operations.

The revised Annex includes five Chapters:

Chapter 1 - Terms and Definitions

Chapter 2 - Organization and Co-ordination
Chapter 3 - Co-operation between States
Chapter 4 - Operating Procedures
Chapter 5 - Ship reporting systems

Includes recommendations on establishing ship reporting systems for search and rescue
purposes, noting that existing ship reporting systems could provide adequate information for
search and rescue purposes in a given area.

IAMSAR Manual

Concurrently with the revision of the SAR Convention, the IMO and the International
Civil Aviation Organization (ICAO) jointly developed the International Aeronautical and
Maritime Search and Rescue (IAMSAR) Manual, published in three volumes covering
Organization and Management; Mission Co-ordination; and Mobile Facilities.

The IAMSAR Manual revises and replaces the IMO Merchant Ship Search and Rescue
Manual (MERSAR), first published in 1971, and the IMO Search and Rescue Manual (IMOSAR),
first published in 1978.

What is IAMSAR Manual?

The International Aeronautical and Maritime Search and Rescue (IAMSAR)

Manual is a manual for organization and operation of maritime and aviation search and rescue.

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What is the purpose of IAMSAR?

The primary purpose of the three volumes of the I.A.M.S.A.R (International

Aeronautical and Maritime Search and Rescue) manual is to assist the states in meeting their
own search and rescue needs, and the obligations they accepted under the convention on
international civil aviation, the international convention on Search and Rescue., and the
International Convention for the Safety of Life at Sea (SOLAS.).

These volumes provide guidelines for a common aviation and maritime approach to
organizing and providing SAR services. States are encouraged to develop and improvise their
SAR services, co-operate with neighboring states, and to consider their SAR services to be part
of a global SAR System.

The Maritime Search and Rescue Act defines maritime SAR services as
the search and rescue of persons in distress at sea, provision of emergency medical services
for them and conduct of radio communications related to an emergency phase.

Now, you have been introduced to the modern world of communications and that is the
GMDSS only for this particular lesson. We will learn more about the GMDSS system as we go
along in our modular learning. Maritime distress signals

What is a distress call??

It is a situation wherein, the ship, crew and cargo are threatened by grave and
imminent danger and needs immediate assistance.

Distress signals at sea are defined in the International Regulations for Preventing
Collisions at Sea and in the International Code of Signals. Mayday signals must only be used
where there is grave and imminent danger to life. Most jurisdictions have large penalties
for false, unwarranted or prank distress signals.

Distress can be indicated by any of the following officially sanctioned methods:

• Transmitting a spoken voice Mayday message by radio over very high frequency
(shorter range VHF) channel 16 (156.8 MHz) and/or high frequency (longer range HF)
on 2182 kHz
• Transmitting a digital distress signal by activating (or pressing) the distress button (or
key) on a marine radio equipped with Digital Selective Calling (DSC) over the VHF
(channel 70) and/or HF frequency bands.
• Transmitting a digital distress signal by activating (or pressing) the distress button (or
key) on an Inmarsat-C satellite internet device
• Sending the Morse code group SOS by light flashes or sounds

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 Flying the international maritime signal flags NC 
Launching distress rockets and many other methods

Since there are lots of methods to attract attention in distress as specified in the COLREGS
and the INTERCO, we will be dealing only with the first two methods: and that is by voice and
DSC which we are going to use in this particular lesson and perform in the laboratory.

What is the composition of a distress message (MAY DAY)?

A Mayday message consists of the word "mayday" spoken three times in succession, which
is the distress signal, followed by the distress message, which should include:

• MAYDAY MAYDAY MAYDAY

• Name of the vessel or ship in distress
• Her position and TIME in UTC (actual, last known or estimated expressed in lat./long.
or in distance/bearing from a specific location)
• Nature of the vessel distress condition or situation (e.g. on fire, sinking, aground,
taking on water, adrift in hazardous waters)
• Type of assistance needed or being sought
• Number of persons at risk or to be rescued; grave injuries
• Any other details to facilitate resolution of the emergency such as actions being taken
(e.g. abandoning ship, pumping flood water), estimated available time remaining afloat

 Example of a Distress Message: (VOICE)

To check Lesson 3 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

Do this

Activity: Laboratory Exercise No. 4

MAYDAY MAYDAY MAYDAY

This is
Fishing Vessel Andrea Gail, Andrea Gail, Andrea Gail

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Callsign Whiskey Kilo Romeo Five Fower Fower (WKR 544)
Position : Lat 37deg 15min North, Long.065deg 08min West @ 1900UTC
I am sinking
I need immediate assistance
―Over‖

Pause and listen for a minute and repeat the same broadcast and sequence over
again until you got a response.

Note: It is therefore a must that learners must practice the above performance by Voice as this is the
first practical laboratory which will be assessed in this periodic assessment.

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032575867

In the old system this is the starting point of a search and rescue operation. But in the
GMDSS system it will start with a Distress Alerting on DSC and followed by a Mayday broadcast
on VHF Channel 16.

Which means in the GMDSS system, the primary means of distress alerting is the DSC.
Thus affirming the basic concept of the GMDSS…‖ shipping in the immediate vicinity of a ship
or persons in distress…‖

Below are the two (2) types of VHF R/T Transceivers which we will be using as live
equipment and in the GMDSS Simulator. Likewise, these are the most common form of
communication used during search and rescue operation especially for ship to ship and ship to
aircraft radio link.

Fig.1 VHF R/T Transceiver Fig.2 VHF DSC R/T Transceiver

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The learners will be using the equipment in Fig.1 VHF R/T voice and will be assessed
individually. The performance criteria is well specified in the laboratory assessment and for
grading is well outlined in details (USE OF RUBRICS) in the Student Book of Exercises.

Search and Rescue in IAMSAR (ACRONYMS & TERMINOLOGIES)

On-scene Coordinator (OSC)

A person designated to co-ordinate search and rescue operations within a

specified area.

Rescue Action Plan

A plan for rescue operations normally prepared by the SMC for implementation
by the OSC and facilities on-scene

Ship Reporting System (SRS)

Reporting system which contributes to safety of life at sea, safety and efficiency of
navigation and/or protection of the marine environment. This is established under
SOLAS regulation V/11 or, for SAR purposes, under chapter 5 of the International
Convention on Maritime Search and Rescue, 1979.

Search and rescue Mission Co-ordinator (SMC)

The official temporarily assigned to co-ordinate response to an actual or

apparent distress situation.

Search and Rescue Region (SRR)

An area of defined dimensions, associated with a rescue co-ordination centre,

within which search and rescue services are provided.

Search and Rescue Unit (SRU)

A unit composed of trained personnel and provided with equipment suitable for
the expeditious conduct of search and rescue operations.

Master’s Responsibility

Responsibilities and obligations to assist

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Under long-standing traditions of the sea and various provisions of inter- national law,
ship masters are obligated to assist others in distress at sea whenever they can safely
do so.

The responsibilities to render assistance to a distressed vessel or aircraft are based on

humanitarian considerations and established international practice.

Maritime search and rescue (SAR) means a set of duties that include the search and
rescue of persons in distress at sea, provision of emergency medical services...

 KINDS OF AIRCRAFT/HELICOPTER ASSISTANCE

Supply dropping
• Assistance by aircraft during a SAR mission can include dropping life rafts and
equipment to craft in distress, lowering trained individuals from helicopters, or
evacuating survivors by helicopters.
• Ship in distress or survivors may be supplied by SAR aircraft with special items of
droppable equipment.
• Suggested procedure for aerial delivery rafts, supplies, and equipment to persons
watercraft or in water:
1. Approach slightly upward perpendicular to the wind direction
2. Drop item(s) w/ 200 m buoyant trail line attached to a pos‘n 100m ahead of
survivors
3. Let trail line fall so that it will float downwind to survivors.

The content of each container or package should:

 Be clearly indicated in print, in English and one or more other languages
 Have self-explanatory symbols
 Have streamers coloured according to the following code:

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* Red - medical supplies and first-aid
equipment
* Blue
- food and water
*Yellow - blankets and protective clothing
*Black - miscellaneous equipment such as
stoves, axes, compasses, cooking utensil,
etc.
Miscellaneous equipment include:

 Individual liferafts
 Life rafts linked by a buoyant rope
Dye and smoke markers and flame
 floats
 Parachute flares for illumination
Salvage pumps

Communications: Clear precise communications eliminate the pitfalls that have

jeopardized many missions. Common hand signals are useful when combined with radio
transmissions, because they are instantly understood and avoid the problems of garbled
messages and radio frequency congestion

Emergency responders must have reliable communication equipment and possess

effective personal communication skills. Communication is everything on a SAR operation.
Without ―good comm,‖ safety is quickly jeopardized as personnel accountability is lost and
responders begin free-lancing without specific direction.

HELICOPTER: KINDS OF LIFT

1. Single Lift 2. Double Lift
A normal rescue sling or a seating A normal rescue sling and a seating
belt or a harness used to pick up a single belt manned by a helicopter crew member
person.

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3.Rescue Basket 4. Rescue Net
A helicopter rescue basket is a basket The rescue net has a conical "bird
suspended below a helicopter in order to cage" appearance and is open on one side.
rescue people from a fire or other disaster The person to use the net merely enters the
site opening, sits in the net and holds on.

5. Rescue Litter 6. Rescue Seat

Patients will in most cases be The rescue seat looks like a three-
disembarked by means of a rescue litter. pronged anchor with flat flukes or seats. The
Notwithstanding a ship's litter may be person to be hoisted merely sits astride one
available in most cases, the evacuation of or two of the seats and wraps his arms
patients should normally be done in a special around the shank. This device can be used to
litter provided by the helicopter. hoist two persons at once.

LESSON 4: FALSE DISTRESS ALERTS

Learning Module 4.1 Avoidance and Cancellation of False Distress (10 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

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Course
Outcome/s:

CO2: Transmit and receive information using GMDSS subsystems and equipment and
fulfilling the functional requirement of GMDSS.

Learning Outcomes:

1. Determine and Perform the Preventive actions on false distress and Cancellation of such
False Distress

Overview

Welcome to the middle part of our modular method of Learning. As an overview, lit us
check first the radio equipment used in the GMDSS system.

Discussion

What is Digital Selective Calling (DSC)?

Digital Selective Calling is a system of digitized radio communications which allows

messages to be targeted to all stations or to specific stations, allows for unattended and
automated receipt and storage of messages for later retrieval, and permits the printing of
messages in hardcopy form. All DCS calls automatically include error checking signals and the
identity of the calling unit.

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Digital codes allow DSC stations to transmit and receive distress messages, transmit and
receive acknowledgments of distress messages, relay distress messages, make urgent and
safety calls, and initiate routine message traffic.

• RESOLUTION A.814 (19) adopted on 23 November 1995

GUIDELINES FOR THE AVOIDANCE OF FALSE DISTRESS ALERTS

• RECALLING Article 15of the convention on the International Maritime
Organization concerning the functions of the assembly in relation to regulations
and guidelines concerning maritime safety and the prevention and control of
marine pollution from ships
• CONSIDERING problems reported by Member Governments in regard to the
proper operation of the GMDSS, in particular that false distress alerts are
becoming a major obstacle to the efficient operation of search and rescue (SAR)
services,

FALSE DISTRESS ALERTS

Special attention is drawn to MS Notice no.5 of 2000, wherein it has been stated
Appreciating that the false distress alerts not only impose considerable and unnecessary
burden on national exchequer by putting into service of coast guard and or aircraft but also
adversely affect seafarer‘s confidence in GMDSS and can have serious impact on real life
distress situation and safety of life at sea.

The Directorate, while reiterating the views expressed in M.S Notice Nos.5 of 1998, 14 of
1998, 18 of 1998, 19 of 1998 and 7 of 1999, cautions all concerned that when a false distress
alert is received and on investigation it is found that it has been transmitted due to sheer
negligence and carelessness by the ship‘s crew or agents of the servicing station and all
the
monitoring agencies covering the vessel‘s area of operations are not immediately informed,
then the recovery of actual costs involved in putting into service of Search and

Rescue machineries will have to be borne by the defaulter in addition to any fine that
may be imposed.

In view of the above, all Ship owners, Training Institutes, Workshops carrying out
maintenance to EPIRBS, Masters and all concerned are hereby advised again to thoroughly
familiarize themselves with the guidelines in the aforesaid circulars with special regard to
guidelines for the avoidance of false distress alerts as prescribed in IMO Resolution A 814(19),
registration / de registration and deactivation procedures of EPIRBS and their obligations in the
event of sale/ scrapping of a vessel.

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False Distress Alert

Is a distress alert received from any source, including communications equipment

intended for alerting, when no distress situation actually exists, and a notification of distress
should not have resulted?

ABORTING and CANCELLATION OF A FALSE DISTRESS ALERT

Procedures for cancellation of false distress alerts. (VOICE)

If a distress alert is inadvertently transmitted, the following steps shall be taken to
cancel the distress alert.

VHF Digital Selective Calling.

1) Reset the equipment immediately;

2) Immediately cancel the distress alert orally over the telephony distress traffic
channel associated with each DSC channel on which the distress alert was
transmitted.
3) Set to Channel 16; and
4) Transmit a broadcast message to ―All stations‖ giving the ship's name, call sign or
registration number, and MMSI, and cancel the false distress alert.

LABORATORY PRACTICE (SBOE Ex.No.6A)

To be done incase of an accidental false distress alert was sent through VHF DSC

The GMDSS equipment to be used: RT VHF DSC Transceiver

Procedure:
 ENSURE YOU ARE ON VHF CH.16  PICK
UP HANDSET AND PRESS THE PTT 
BROADCAST CANCELLATION MESSAGE:

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Do
this
Activity : Laboratory Ex.No. 5A

Title : CANCELLATION OF A FALSE DISTRESS ALERT (Voice)

―ALL STATIONS‖ ―ALL STATIONS‖ ―ALL STATIONS‖

 THIS IS M/V ….
 CALL SIGN … MMSI ……..
 PLEASE CANCEL MY DISTRESS ALERT AS OF TODAY (DATE and TIME) MASTER 
OVER and OUT

The learners will be using the equipment in Fig.1 VHF R/T voice and will be assessed
individually. The performance criteria is well specified in the laboratory assessment and for
grading is well outlined in details (USE OF RUBRICS) in the Student Book of Exercises.

Procedure in cancelling false distress alerts. (By SATELLITE INM-C)

If a distress alert is inadvertently transmitted, the following steps shall be taken to cancel
the distress alert.

INMARSAT ship earth station, immediately notify the appropriate rescue coordination
center that the alert is cancelled by sending a distress priority message by way of the same
Land Earth Station through which the false distress alert was sent.

EPIRB

If for any reason an EPIRB is activated inadvertently, immediately contact the nearest
U.S. Coast Guard unit or appropriate Rescue Coordination Center (RCC) by telephone, radio or
ship earth station and cancel the distress alert.

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Provide ship name, call sign or registration number, and INMARSAT identity with the
cancelled alert message.

PROCEDURE IN CANCELLATION OF A FALSE DISTRESS BY INMARSAT-C

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032614904

Laboratory Practice and Assessment (SBOE Ex.No.6B)

To be done in case of a false distress alert was sent through a faulty EPIRB or an
accidental activation of an EPIRB or INMARSAT-C DISTRESS button.

The GMDSS equipment to be used: INMARSAT-C Procedure:

 Prepare the following cancellation message on INMARSAT-C and send to MRCC or
Special Access Code using any LES…:

To answer Assessment in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032689863

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this

Activity : Laboratory Ex.No. 5B

Title : CANCELLATION OF A FALSE DISTRESS ALERT (via Satellite)

 ―ALL STATIONS‖ ―ALLSTATIONS‖ ―ALLSTATIONS‖  THIS IS M/V ….

 CALL SIGN … MMSI ……..
 EPIRB ACCIDENTALLY ACTIVATED TODAY (DATE and TIME)PLEASE CANCEL
 MASTER
 NNNN

The learners will be using the equipment in (INMARSAT-C Terminal) and will be
assessed individually. The performance criteria is well specified in the laboratory
assessment and for grading is well outlined in details (USE OF RUBRICS) in the Student
Book of Exercises.

To answer Activity 2 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032662999

Implementation of the GMDSS

Full implementation of GMDSS regulations was effected on 1 Feb 1999, applying to all
cargo ships 300 Gross tons & above & to all Passenger Ships, Regardless of size on
International Voyages.
Before GMDSS was implemented, a radio watch was kept on the Distress Frequencies
by a dedicated Officer using Headphones or Loudspeakers.
In the GMDSS, the DSC - Digital Selective Calling Equipment keeps Watch automatically.
Before GMDSS , a vessel in Distress relied primarily on another vessel for assistance.

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The GMDSS emphasizes the ability to alert SAR - Search & Rescue , authorities
ashore as well as shipping in the area to achieve a coordinated response to Distress
situations.

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Checkpoint
Activity 5 – Multiple Choice –
Directions: Blacken the letter of the correct answer.
1. What is the exact date the GMDSS system came into force?
A) 1 Jan. 1999 B) 1 Feb. 1999 C) 1 Aug. 1999 D) 1 Dec. 1999
2. What is the disadvantage of the SOLAS regulations over the GMDSS System?
A) It doesn‘t require a radio equipment C) It requires a few Officer personnel
B) It doesn‘t require a radio license D) It requires qualified radio personnel
3. Which shipping tonnage is mandatory to all ships to comply with the GMDSS system?
A) 300 GRT and over `C) 1,000DWT or less
B) 300 DWT and over D) 1,000GRT &more
4. What sea area is within the coverage of a continuous watch on MF distress alerting?
A) Sea Area A1 B) Sea Area A2 C) Sea Area A3 D) Sea Area A4
5. Which system is now part of the search and rescue in the GMDSS system?
A) Atlantic Aerial Search and Rescue
B) Cosmo Aeronautical Search and Rescue
C) Int‘l Aeronautics Maritime Search and Rescue
D) Int‘l Aeronautical Search and Rescue
6. Which of the following is a shipmaster responsibility and obligation to vessels or aircraft in
distress?
A) To acknowledge a distress signal
B) To give protective clothing
C) To help locate man overboard
D) To render assistance to vessels in distress
7 Which frequency range covers continuous watch DSC distress alerting in sea area A2 ?
A) MF/HF DSC B) UHF DSC C) VHF DSC D) VLF DSC
8. What Sea Area is within the coverage of the INMARSAT geo-stationary satellite?
A) Sea Area A1 B) Sea Area A2 C) Sea Area A3 D) Sea Area A4
9. What is the primary means of Distress Alerting?
A) DSC B) EPIRB C) GMDSS Radio D) SART
10. What are the contents of the red container dropped from a SAR aircraft?
A) Blankets/clothing B) Food and Water C) Medical supplies D) Miscellaneous
11. What does the RR in the acronym SRR stands for In the IAMSAR system?
A) Relay Response C) Rescue Region
B) Relay Rescue D) Rescue Response
12. What publication of the IAMSAR is the action by ships upon reception of HF DSC alert?
A) Volume I B) Volume II C) Volume III D) Volume IV

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13 What method of helicopter lift wherein the person merely climbs in, remain seated and
holds on?
A) Rescue basket B) Rescue net C) Rescue seat D) Rescue sling
14. What are the contents of the yellow container dropped from a SAR aircraft?
A) Blankets/clothing B) Food and Water C) Medical supplies D) Miscellaneous
15. What is the significance of the hand signal wherein the arms repeatedly crossed above the
head?
A) Helicopter may approach C) Operations finished
B) Helicopter may land D) Operations starts
16. What letter should be painted on deck of large vessels in an aiming circle for landing or
pick up?
A) Yellow ―A‖ B) Yellow ―H‖ C) White ―A‖ D) White ―X‖
17) What method of helicopter lift most widely used and is suited for picking up uninjured
persons?
A) Rescue basket B) Rescue net C) Rescue seat D) Rescue sling
18. What radio frequency band/channel is used to monitor the arrival of the rescue helicopter?
A) MF Channel 16 C) VHF Channel 16
B) MF/HF Channel 70 D) VHF Channel 70
19. Which appropriate day shapes must be displayed while vessel is engaged in helicopter
operations?
A) Black Ball-Diamond-Ball C) Two Black Balls B) Black Diamond-Ball
D) Two Back Diamonds
20. It is the exact dated the IMO Resolution A.814 was adopted?
A) 23 Nov. 1995 B) 25 Nov. 1995 C) 23 Dec. 1995 D) 1 Feb. 1999

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032679266
Raw Score

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Checkpoint

Activity 6 – Essay

1. In your own understanding, explain the Basic Concept of the GMDSS. (50 words or more)
(5 points each)

2. Explain the importance of Radio Communications in Search and Rescue.

(Broadcast, ship-to-ship, ship-to-shore, ship-to-aircraft etc... (50 words or more) (5 points each)

3. Explain the importance of avoidance and cancellation of false distress alerts and its
implication if you are unable to cancel such distress. (50 words or more) (10 points each)

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To answer Activity 4 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032683039

LESSON 5: SHIP REPORTING SYSTEM

Learning Module 5.1: Ship Reporting via Satellite (INM-C) AMVER (10 hours)

Competence, Course Outcomes and Learning Outcomes

Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

Course Outcome/s:

CO2: Transmit and receive information using GMDSS subsystems and equipment and
fulfilling the functional requirement of GMDSS.

Learning Outcomes:

1. Determine and Perform SHIP REPORTING via Satellite (INMARSAT-C) to AMVER

System

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Overview

SHIP REPORTING SYSTEM (SAR Convention) IAMSAR

Ship Reporting System (SRS) = Reporting system which contributes to safety of life at
sea, safety and efficiency of navigation and/ or protection of the marine environment. This is
established under SOLAS regulation V/11 or, for SAR purposes, under chapter 5 of the
International Convention on Maritime Search and Rescue, 1979.

• Chapter 5 - Ship reporting systems

Includes recommendations on establishing ship reporting systems for search and
rescue purposes, noting that existing ship reporting systems could provide adequate
information for search and rescue purposes in a given area.

• IAMSAR Manual
Concurrently with the revision of the SAR Convention, the IMO and the International
Civil Aviation Organization (ICAO) jointly developed the International Aeronautical and
Maritime Search and Rescue (IAMSAR) Manual, published in three volumes covering
Organization and Management; Mission Co-ordination; and Mobile Facilities.

• The IAMSAR Manual revises and replaces the IMO Merchant Ship Search and Rescue
Manual (MERSAR), first published in 1971, and the IMO Search and Rescue Manual
(IMOSAR), first published in 1978.

Ship Reporting System is one of the KUP‘s in the competence of the STCW Convention. In
this study, we will practice the Ship Reporting in two ways.

a) Ship Reporting to AMVER using the INMARSAT-C Terminal

b) Ship Reporting to a reporting point VTS by voice using the VHF R/T Transceiver

Discussion

What is AMVER Ship Reporting System?

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AMVER, or Automated Mutual-Assistance Vessel Rescue System is a worldwide voluntary
reporting system sponsored by the United States Coast Guard. It is a computerbased global
ship-reporting system used worldwide by search and rescue authorities to arrange for
assistance to persons in distress at sea.

The Automated Mutual Assistance Vessel Rescue System (AMVER) is a unique technological
system developed by the USCG in the year 1958. Originated by the USCG, it is a maritime
mutual assistance organization which provides important aid to the development and
coordination of Search and Rescue (SAR) efforts in many areas of the world.

Merchant vessels all over the world making offshore voyages are encouraged to send
movement reports and periodic position reports to the AMVER centre. All the information that
is fed helps in keeping track of vessels across the world and thereby helps dispatch the best
possible resources to a vessel in distress in a designated area. This streamlining of resources
helps swift action from the SAR entities.

The fundamental principle of the system is to incorporate participation from vessels

worldwide and to equip this technology aboard them. This results in the creation of a unique
central locus of all the vessels and their position in the waters, resulting in better crises
management.

The predicted location and SAR characteristics of each vessel known to be within the area
of interest are made available upon request to recognised SAR agencies of any nation, or
person in distress, for use in an emergency.

Similar systems are now in place in countries such as Japan, India, Australia, New Zealand,
Denmark etc and all ships are urged to cooperate. This service comes at no cost to the ship.

Brief History Recap

The catalyst to come up with a fast-paced system to aid rescue operations was the
1912 incident of the great ship Titanic. Thousands of people lost their lives in the
unprecedented accident which propelled the USCG specially to come up with a viable solution.

Initially titled as the Atlantic Merchant Vessel Emergency Rescue, the intended coverage
of the system was at first restricted to the North Atlantic waters. According to the stipulations
laid down by the USCG then, all ships with an itinerary of more than a day had to register them
on the AMVER system. This stipulation was laid down for ships registered with an American
port of registry and even for foreign-registered ships.

The Automated Merchant Vessel Emergency Rescue was aided by the state-of-the-art
computerized technologies of that time and soon widened to include participation from the
United Kingdom in the year 1962. Eight years after it was originally launched, the system‘s title
was changed to the Automated Mutual Assistance Vessel Rescue system.

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Present Position Globally

In the early 1980s, AMVER was acknowledged and brought into the American maritime
charter as a part of compulsory requirements after the USCG entered into a strategic accord
with the nation‘s maritime association. Immediately following this mandate, the International
Maritime Organization also brought into force, compulsory requirement for vessels to
incorporate AMVER.

AMVER Requirements

Ships under the AMVER protocol need to provide information about their position upon
their departure and arrival from a particular port. The information about a ship‘s position needs
to be constantly updated every two days. Failure to do so would negate the very purpose of
the system. The ships also need to provide information, in case the ship has to digress from its
original rout

AMVER Reporting (MESSAGE FORMAT)

The basic format for Amver reports follows the International Maritime Organization
(IMO) standard. The first line in every report begins with Amver followed by a slash (/), the
report type (SP, PR, DR, FR), and ends with a double slash (//).
 AMVER / SP// = Sailing Plan
To be sent within a few hours before or upon or within a few hours of departure. SP
must contain enough information to predict the vessel‘s actual position within 25
nautical miles at any time during the voyage

 AMVER / DR// = Deviation Report

This report should be sent as soon as any voyage information changes. Changes in
course or speed due to weather, ice, change in destination, diverting to evacuate a sick
or injured crewmember, diverting to assist another vessel, or any other deviation from
the original Sailing Plan should be reported as soon as possible.

 AMVER / PR// = Position Report

This should be sent within 24 hours of departing port and at least once every 48 hours
thereafter.

 AMVER / FR// = Final Arrival Report

This should be sent upon arrival at the port of destination.

A/ Vessel Name/International Radio Call sign//

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B/ Time (as of position in C or G)//
C/ Latitude/Longitude (as of time in B)//
E/ Current Course (as of time in B)//
F/ Estimated Average Speed (for remainder of voyage)//
G/ Port of Departure/Latitude/Longitude//
I/ Destination/Latitude/Longitude/Estimated Time of Arrival//
K/ Port of Arrival/Latitude/Longitude/Time of Arrival//
L/ Navigation Method/Leg Speed/Latitude/Longitude/Port/ETA/ETD//
M/ Coastal Radio Station or Satellite Number/Next Radio Station//
V/ Medical Personnel//
X/ Remarks//
Y/ Relay Instructions//
Z/ End of Report (EOR)//

Do this!

Activity : Laboratory Ex.No. 6A

Title : PERFORM SHIP REPORTING to AMVER USING INMARSAT-C

(via Satellite)
This is an example of an AMVER message which the learner must practice
preparing and sending using the INMARSAT-C Terminal in the GMDSS Simulator for
the Laboratory Assessment
(SBOE Ex.nO.6A)
Exercise ―A‖
Date& Time .………………… UTC
• TO : AMVER NYK

• AMVER PR//
• A/MV …………..…./………//
• B/240800Z//
• C/HOUSTON TX//
• E/160//
• F/155//

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• L/4015N 09512W/4230N 09022W//
• GC TO LANDS END/COASTAL//
• X/ETA ROTTERDAM/070600Z//
• Z/EOR//
• (SIGNED) MASTER

Exercise ―B‖
• Date& Time .………………… UTC
• TO : AMVER NYK

• AMVER DR//
• A/MV …………..…./………//
• B/280600Z//
• C/HOUSTON TX//
• E/160//
• F/155//
• L/4230N 09022W//GC TO TARIFA/
• COASTAL STRAITS OF GIBRALTAR//
• X/NOW ETA MARSAILLES /061400Z//
• Z/EOR//
• (SIGNED) MASTER

The learners will be using the equipment in (INMARSAT-C Terminal) and will be assessed
individually. The performance criteria is well specified in the laboratory assessment and for
grading is well outlined in details (USE OF RUBRICS) in the Student Book of Exercises.

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032707661

The fundamental principle of the system is to incorporate participation from vessels

worldwide and to equip this technology aboard them. This results in the creation of a unique
central location of all the vessels and their position in the waters, resulting in better crises
management.

The predicted location and SAR characteristics of each vessel known to be within the
area of interest are made available upon request to recognized SAR agencies of any nation, or
person in distress, for use in an emergency.

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Similar systems are now in place in countries such as Japan, India, Australia, New
Zealand, Denmark etc and all ships are urged to cooperate. This service comes at no cost to
the ship.

To check Lesson 5.1 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

Learning Module 5.2 SHIP REPORTING via VHF R/T (by Voice) to Vessel Traffic
Services (10 Hours)

SHIP REPORTING SYSTEM (SAR Convention) IAMSAR What

is a VTS (Vessel Traffic Services):

Mandatory under VRS – SOLAS Chapter 5 Regulation 8.1

Vessel Traffic Services – VTS – are shore-side systems which range from the provision of
simple information messages to ships, such as position of other traffic or meteorological hazard
warnings, to extensive management of traffic within a port or waterway.

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Generally, ships entering a VTS area report to the authorities, usually by radio, and may be
tracked by the VTS Control Centre.

Ships must keep watch on a specific frequency for navigational or other warnings, while they
may be contacted directly by the VTS Operator if there is risk of an incident or, in areas where
traffic flow is regulated, to be given advice on when to proceed.
SOLAS Chapter V (Safety of Navigation) states that governments may establish VTS when, in
their opinion, the volume of traffic or the degree of risk justifies such services.

What is a manned VTS?

A vessel traffic service (VTS) is a marine traffic monitoring system established by harbour
or port authorities, similar to air traffic control for aircraft. The service shall have the capability
to interact with the traffic and respond to traffic situations developing in the VTS area".

What are the extra benefits of sailing in an area with a well-managed VTS?

The benefits of using VTS in such a way are a more efficient use of waterways, reduced
fuel consumption through the smoothing of velocity changes, improved safety, better ship and
traffic performance, and a resulting reduced impact on the environment.

VTS and SOLAS

Vessel Traffic Services were not specifically referred to in the International Convention
for the Safety of Life at Sea (SOLAS) 1974, but in June 1997 IMO's Maritime Safety Committee
adopted a new regulation to Chapter V (Safety of Navigation), which set out when VTS can be
implemented.
A revised SOLAS chapter V on Safety of Navigation was adopted in December 2000,
and entered into force on 1 July 2002. Regulation 12 Vessel traffic services states:

Contracting Governments planning and implementing VTS shall, wherever possible,

follow the guidelines developed by the Organization. The use of VTS may only be made
mandatory in sea areas within the territorial seas of a coastal State.

To check Lesson 5.2 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

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Do this!

Activity : Laboratory Ex.No. 6B in Student’s BOE

To answer Activity 2 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032717926 LESSON
6: RADIO MEDICAL ADVICES

Learning Module 6.1: MEDICAL ADVICES by VOICE and via SATELLITE (10 Hours)

Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

Course Outcome/s:

CO2: Transmit and receive information using GMDSS subsystems and equipment and
fulfilling the functional requirement of GMDSS.

Learning Outcomes:

1. Determine and Perform MEDICAL ADVICES by Voice and via SATELLITE

Discussion

MEDICAL ADVICE BY RADIO

What is a Radio Medical Advice?

Radio medical advice is available free of charge to provide support in cases where an
individual suffers either illness or an accident at sea. The advice is intended to supplement the
first aid training of the vessel's crew and the written guidance available, for example in the
Ship Captain's Medical Guide

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What
Organization provides Medical Advice by Radio?

The International Radio Medical Centre (C.I.R.M.): An Organization Providing Free

Medical Assistance to Seafarers of Any Nationality World Wide

Abstract
The International Radio Medical Centre (Centro Internazionale Radio Medico, C.I.R.M.)
was founded in 1935 with the purpose of giving radio medical advice to ships on any
nationality navigating on all seas of the world. The Centre has its headquarters in Rome, and
its medical services are completely free of charge. They also include arrangements for the
transfer, if necessary, of a patient to a ship with a doctor on board or if the distance allows it,
to evacuate the patient for hospitalization. Requests for medical advice reaching C.I.R.M. are
handled by doctors on continuous duty at the C.I.R.M. headquarters. These doctors‘ advice on
the appropriate treatment and keep in contact with every ship that has asked for assistance,
following up the progress of the patient until his recovery or evacuation to the hospital on
shore.

Medical Assistance at the Sea: Legal and Medico-Legal

Background: In case of pathologies or accidents on board which require medical intervention

but lacking on-board medical or paramedical personnel, the ship's captain, or his delegate can
contact a Telemedical Maritime Assistance Service (TMAS). International Maritime Organization
considers telemedicine at sea as an integral part of rescue procedures. Five key elements
contribute to the delivery of good medical assistance at sea: one or more coordination and
rescue centres; the TMAS; the possibility of intervention at sea; an organization of appropriate
institutions on ground and common operating procedures. This paper analyses the
responsibility of the ship's captain and of the TMAS doctor in case of diseases or injuries on
board in the frame of the main important international regulations.

What is the Master’s responsibility on Medical emergency?

Responsibility of the ship captain:

In case of a disease or injury on board a ship, the captain must contact the TMAS as
soon as possible. A captain not acting promptly and not doing whatever it is possible for the
ill/injured person by consulting the TMAS or a physician and/or not following prescriptions
received, could be charged for omission of responsibility. A captain underestimating a medical
problem and knowing that the patient's condition could worsen, but still not consulting a
medical centre for assistance, should be ready to accept the consequences of his choices.

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Responsibility of the physician:

The doctor of TMAS has full responsibility for the diagnosis, prescription and treatment,
while the ship's captain is responsible for the final decision. Regarding the medical treatment
and assistance on board a ship, the TMAS doctor should pay attention not only for the
diagnosis, but also for the prognosis. Telemedicine implies that the doctor should make
decisions without a clinical examination, often without some additional medical examinations
and by maintaining a contact with other people who are in direct contact with the patient. The
physician usually has to rely on the account of colleagues of the sick seafarer as far as medical
history is concerned. This may make harder to take a decision.

Conclusions:

The ship's captain is guilty if he fails to contact a TMAS in case of diseases or accidents
on board. Similar to a traditional relationship between a patient and a physician, the doctor
consulted via telecommunication systems is also responsible for his diagnosis and treatment.
However, in telemedicine the contrasts with the most basic principles of the traditional
medicine are obvious. This makes the delivery of medical care of seafarers on board ships
quite complicated.

Urgency communications:

Situations like someone having a wound and needing to be evacuated but that person's
life isn't in danger. Another example of an urgency can be the ship having some problem with
SICKNESS of crew onboard.

PAN PAN (3X) example … I have a sick person onboard. I need immediate medical assistance

Lecturer‘s Note:
MEDICAL ADVICES normally are addressed to MEDICO ROMA but your may send it
to any MRCC through INMARSAT-C as it will still be routed to RADIO MEDICO headquarters
in Rome.

Below is an example of an URGENT message pertaining to medical advice which Ship‘s

Officers should broadcast over the Radio by Voice on RT/VHF.

Procedure:
1. Ensure R/T VHF is on Channel 16
2. Pick up handset
3. Press PTT and start broadcasting in a clear voice the following message

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PANPAN PANPAN PANPAN
This is
Motor/Vessel ………………………. C/S ……….
Position 125 Nm NE of the Azores @ 2315 UTC
I have 2 INJURED persons onboard
I need immediate medical assistance
Any vessel with a doctor onboard please reply

―OVER‖

Lecturer‘s Note:
Pause and listen for a few seconds and wait for a reply, otherwise repeat the same
sequence 3 times while pausing in between. Broadcasts should be entered into the GMDSS
logbook indicating that it was done in the full hour or 30 minutes past the hour.

Instructor‘s Note:

• For practice and Laboratory Practical Assessment, the following message should be
prepared and sent through satellite using the INMARSAT-C terminal in the GMDSS
Simulator.
• To be prepared and performed as per SBOE Ex.No.7. It is therefore a must that the
learner must have a hands on with the Type of equipment to be used using the GMDSS
Simulator, a feel of the keyboard, the view of the menu bars and the picture of the
screen as a whole.
• To have an advantage, it is suggested that the learner must practice typing these text
using an ordinary keyboard whether it be in the comfort of their homes, a friend‘s place
or an internet shop.

MEDICAL ADVICES VIA SATELLITE

Example:

Date ………. Time ……. (UTC)

TO: MEDICO ROMA

or
TO: MRCC FALMOUTH

MEDICAL ADVICE

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M/V………………………………. C/S …………
Lat 44˚ 15‘ N Long 078˚ 34‘W @................... UTC
I HAVE 2 PERSONS WITH SEVERE BURNS ON BACK, SHOULDERS AND ARMS (3RD DEGREE)
CAUSED BY STEAM. APPLIED BURNT OINTMENT AND GAUGE. MEANTIME OBSERVING THEIR
VITAL SIGNS ETA NEXT PORT IN 5 DAYS.
PLS ADVISE MEDICATIONS. THANKS‘

(SIGNED) MASTER
NNNN

All briefing, familiarization, execution and de-briefing are well outlined and carried out
prior to the performance of each Laboratory Assessment Furthermore, the manner of grading
and how you will be assessed are all explained and stipulated the Student‘s Book of Exercises

In the succeeding page, you will find an excerpts from the SBOE Ex.No.7 about the
laboratory assessment
This will help the learner to have a birds-eye-view of what he is going to perform in the actual
laboratory assessment.

To check Lesson 6 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

Do this!

 Activity: Laboratory Ex. No. 7 in Student’s BOE

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032729593 LESSON 7: The

USE OF IMO.SMCP

Learning Module 7.1: Proper use of the IMO SMCP (10 hrs)

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Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

Course Outcome/s:

CO2: Transmit and receive information using GMDSS subsystems and equipment and
fulfilling the functional requirement of GMDSS.

Learning Outcomes:

1. Determine and Describe the proper use of the IMO SMCP

Overview

Before the learner proceed to the lesson proper, let us familiarize a few acronyms and
maritime terminologies which will be used in this learning. The full glossary of the maritime
terminologies is found the publication of IMO.SMCP in line with another course.

IMO = International Maritime Organization

SMCP = Standard Marine Communication Phrases
IPA = International Phonetic Alphabet
SMNV = Standard Marine Navigational Vocabulary
NP = Nautical Publication
TMAS = Telemedicine Maritime Assistance Service
Phonics = A Method of teaching people to read by correlating sounds with the
letters or groups of letters in an alphabetic writing system
Phonetics = relating to vocal sounds and speech
Phonology = the study of speech sounds, esp. of the theory and development of
sound changes within a given language

ff: are excerpts from the IMO.SMCP

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Discussion

Key Concept

FOREWORD

As navigational and safety communications from ship to shore and vice versa, ship to
ship, and on board ships must be precise, simple and unambiguous, so as to avoid confusion
and error, there is a need to standardize the language used. This is of particular importance in
the light of the increasing number of internationally trading vessels with crews speaking many
different languages since problems of communication may cause misunderstandings leading to
dangers to the vessel, the people on board and the environment.

In 1973 the IMO Maritime Safety Committee agreed at its twenty-seventh session that,
where language difficulties arise, a common language should be used for navigational purposes
and that language should be English. In consequence the Standard Marine Navigational
Vocabulary (SMNV) was developed, adopted in 1977 and amended in 1985.
In 1992 the IMO Maritime Safety Committee at its sixtieth session instructed the IMO
SubCommittee on Safety of Navigation to develop a more comprehensive standardized safety
language than the SMNV, 1985, taking into account the changing conditions in modern
seafaring and covering all major safety-related verbal Communications.

At its sixty-eighth session in 1997 the IMO Maritime Safety Committee adopted the
Draft Standard Marine Communication Phrases (SMCP) developed by the IMO Sub-Committee
on Safety of Navigation. The Draft SMCP, following international trials, was amended at the
forty sixth session of this Sub-Committee and final consideration given at the IMO Maritime
Safety Committee at its 32nd session in the light of remarks received by the Organization. The
SMCP was adopted by the IMO Assembly in November 2001 as resolution A.918(22).

Under the International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers, 1978, as revised 1995, the ability to understand and use the
SMCP is required for the certification of officers in charge of a navigational watch on ships
of 500 gross tonnage or more.

What is IMO.SMCP?

Introducing a Standardized Maritime English – a Background to SMCP

It is widely estimated that nearly 80 % of transport accidents at sea are caused to human error
and continues to be so in spite of the many advances in technology. In a bid to tackle this,
there have been a number of initiatives led by the International Maritime Organization.
These include the International Safety Management Code and an International Convention on

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Standards of Training, Certification and Watchkeeping for Seafarers (STCW), first released in
1995 and more recently updated in 2010. The STCW requires that crew, especially officers,
should be able to operate in English and use the SMCP.

In 2001, the IMO passed a resolution recommending that all seafarers and those involved
in maritime training use a common set of English language phrases, called the Standard
Marine Communication Phrases (SMCP). The objective was to overcome language barriers
among international crew and avoid misunderstandings which could cause accidents. The
SMCP was developed to be a comprehensive body of standardized language, focusing primarily
on all predictable communication scenarios relating to health and safety. These include verbal
communications made shore-to-ship (and vice-versa), ship-to-ship and onboard.

The SMCP assumes a basic knowledge of English which acts as a foundation on which
seafarers can use maritime-specific phrases, both in routine and emergency situations.

 Phonics = A Method of teaching people to read by correlating sounds with the letters or
groups of letters in an alphabetic writing system. It was intended as an international
system of phonetic transcription for oral languages, originally for pedagogical purposes.
The Association was established in Paris in 1886 by French and British language
teachers led by Paul Passy. The prototype of the alphabet appeared in Phonetic
Teachers‘ Association.

The IPA from ALRS Volume 5 – IMO Publication NP285

INTERNATIONAL PHONETIC ALPHABET (IPA)

A ALFA AL fah
B Bravo BRAH voh
C Charlie CHAR lee / SHAR lee
D Delta DELL tah
E Echo ECK Oh
F Foxtrot FOKS trot
G Golf GOLF
H Hotel Hoh TELL
I India IN dee ah
J Juliett JEW lee ETT
K Kilo KEY Loh
L Lima LEE mah
M Mike MIKE
N November no VEM ber
O Oscar OSS cah
P Papa Pah PAH

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Q Quebec key BECK
R Romeo ROW me oh
S Sierra see AIR rah
T Tango TANG go
U Uniform YOU nee form
V Victor VIK tah
W Whiskey WISS key
X X-ray ECKS ray
Y Yankee YANG key
Z Zulu ZOO Loo

1 UNA Won
2 BISSO Too
3 TAY rah TREE
4 KAR tay FOWER
5 PANTA Five
6 SOXI Six
7 SAY TAY Seven
8 OKTOH AIT
9 NOVEY Niner DAY SEE MAL
0 NAHDAH ZEERO KOREK SHUN
KOREK SHUN

The purpose of the phonetic alphabet is to ensure that letters are clearly understood
even when speech is distorted.

INTRODUCTION

Position of the SMCP in maritime practice

The Standard Marine Communication Phrases (SMCP) has been compiled:

- to assist in the greater safety of navigation and of the conduct of the ship,
- to standardize the language used in communication for navigation at sea, in port
approaches, in waterways, harbours and on board vessels with multilingual crews,
and
- to assist maritime training institutions in meeting the objectives mentioned above.

These phrases are not intended to supplant or contradict the International Regulations
for Preventing Collisions at Sea, 1972 or special local rules or recommendations made by IMO
concerning ships' routeing, neither are they intended to supersede the International Code of

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Signals, and when applied in ship‘s external communication this has to be done in strict
compliance with the relevant radiotelephone procedures as set out in the ITU Radio
Regulations. Furthermore, the SMCP, as a collection of individual phrases, should not be
regarded as any kind of technical manual providing operational instructions.

The SMCP meets the requirements of the STCW Convention, 1978, as revised, and of
the SOLAS Convention, 1974, as revised, regarding verbal communications; moreover, the
phrases cover the relevant communication safety aspects laid down in these Conventions.

Use of the SMCP should be made as often as possible in preference to other wording of
similar meaning; as a minimum requirement user should adhere as closely as possible to their
wording in relevant situations. In this way they are intended to become an acceptable safety
language, using English for the verbal interchange of intelligence among individuals of all
maritime nations on the many and varied occasions when precise meanings and translations
are in doubt, increasingly evident under modern conditions at sea.

(The accompanying CD/Cassette is designed to familiarize users with the pronunciation of

the phrases).

Organization of the SMCP

The SMCP is divided into External Communication Phrases and On-board

Communication Phrases as far as its application is concerned, and into PART A and PART B as
to its status within the framework of the STCW, 1978, as revised.
PART A covers phrases applicable in external communications and which may thus be regarded
as the replacement of the Standard Marine Navigational Vocabulary, 1985, which is requested
to be used and understood by the STCW Code, 1995, Table A-II/I. This part was enriched by
essential phrases concerning shiphandling and safety of navigation to be used in on-board
communications, particularly when the Pilot is on the bridge, as required by Regulation 14(4),
Chapter V, SOLAS 1974, as revised.

Position of the SMCP in Maritime Education and Training

The SMCP does not intend to provide a comprehensive Maritime English syllabus which
is expected to cover a far wider range of language skills to be achieved in the fields of
vocabulary, grammar, discourse abilities, etc., than the SMCP could ever manage. However,
PART A in particular, should be an indispensable part of any curriculum which is designed to
meet the corresponding requirements of the STCW Convention, 1978, as revised. In addition,
PART B offers a rich choice of situations covered by phrases well suited to meet the
communication requirements of the STCW Convention, 1978, as revised, which are implicitly
expected to be satisfied by mariners.

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The SMCP should be taught and learnt selectively, according to the users` specific
needs rather than completely. The respective instruction should be based on practice in the
maritime environment and be implemented through appropriate modern language teaching
methods.

Basic communicative features

The SMCP builds on a basic knowledge of the English language. It was drafted on
purpose in a simplified version of Maritime English to reduce grammatical, lexical and idiomatic
varieties to a tolerable minimum, using standardized structures for the sake of its function
aspects, i.e. Diminishing misunderstanding in safety related verbal communications, thereby
endeavoring to reflect present Maritime English language usage on board vessels and in shipto-
shore/ship-to-ship communications.

This means, in phrases offered for use in emergency and other situations developing
under considerable pressure of time or psychological stress as wells as in navigational
warnings, a block language was applied which sparingly uses, or frequently omits, the function
words the, a/an, is/are as done in seafaring practice. Users, however, may be flexible in this
respect.

Further communicative features may be summarized as follows:

- avoiding synonyms
- avoiding contracted forms
- providing fully worded answers to "yes/no"-questions and basic alternative answers to
sentence questions
- providing one phrase for one event, and
- structuring the corresponding phrases after the principle: identical invariable plus
variable.

GENERAL

1 Procedure
When it is necessary to indicate that the SMCP are to be used, the following message
may be sent:
"Please use Standard Marine Communication Phrases."
"I will use Standard Marine Communication Phrases."

2 Spelling
Spelling of letters

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When spelling is necessary, only the following spelling table should be used:
Letter Code Letter Code
A Alfa N November
B Bravo O Oscar
C Charlie P Papa
D Delta Q Quebec
E Echo R Romeo
F Foxtrot S Sierra
G Golf T Tango
H Hotel U Uniform
I India V Victor
J Juliet W Whisky
K Kilo X X-ray
L Lima Y Yankee
M Mike Z Zulu

Spelling of digits and numbers

A few digits and numbers have a modified pronunciation compared to general English:
Number Spelling Pronunciation
1 zero ZEERO
2 one WUN
3 two TOO
4 three TREE
5 four FOWER
6 five FIFE
7 six SIX
8 seven SEVEN
9 eight AIT
10 nine NINER
1000 thousand TOUSAND

3 Message Markers

In shore-to-ship and ship-to-shore communication or radio communication in general,

the following eight Message Markers may be used (also see "Application of Message Markers"
given in PART AI/6 "Vessel Traffic Service (VTS) Standard Phrases‖):

Instructor‘s Note: This topic is covered in details as another course in ―Maritime English‖.

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Emphasis is given to the learners that this section is very relevant and critical to the study
especially during laboratory exercises using verbal skills or voice/speech communications
over the radio.

4 Reponses

4.1 When the answer to a question is in the affirmative, say:

"Yes, .... " - followed by the appropriate phrase in full.

4.2 When the answer to a question is in the negative, say:

"No, ..." - followed by the appropriate phrase in full.

4.3 When the information requested is not immediately available, say:

"Stand by" - followed by the time interval within which the information will be
available.

4.4 When the information requested cannot be obtained, say: "No information."

4.5 When an INSTRUCTION (e.g. by a VTS-Station, Naval vessel or other fully

authorized personnel) or an ADVICE is given, respond if in the affirmative:
"I will/can ...‖ - followed by the instruction or advice in full; and, if
in the negative, respond:
"I will not/cannot ... " - followed by the instruction or advice in full.
Example: "ADVICE. Do not overtake the vessel North of you."
Respond: "I will not overtake the vessel North of me."

4.6 Responses to orders and answers to questions of special importance both in

external and onboard communication are given in wording in the phrases
concerned.

5 Distress, urgency and safety signals

5.1 MAYDAY = to be used to announce a distress message
5.2 PAN - PAN = to be used to announce an urgency message
5.3 SÈCURITÈ = to be used to announce a safety message

6 Standard organizational phrases

6.1 "How do you read (me)?" be used in establishing a radio telephone call)
6.1.1 "I read you ...

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bad/one with signal strength one (i.e. barely perceptible)
poor/two with signal strength two (i.e. weak)
fair/three with signal strength three (i.e. fairly good)
good/four with signal strength four (i.e. good)
excellent/five with signal strength five (i.e. very good)

6.2 When it is advisable to remain on a VHF Channel / frequency say: "Stand by on

VHF Channel ... / frequency ... "

6.2.1 When it is accepted to remain on the VHF channel / frequency indicated, say:
"Standing by on VHF Channel ... / frequency ... "

6.3 When it is advisable to change to another VHF Channel / frequency, say:

"Advise (you) change to VHF Channel ... / frequency ... ."
"Advise(you) try VHF Channel .. / frequency... ."

6.3.1 When the changing of a VHF Channel / frequency is accepted, say:

"Changing to VHF Channel ... / frequency ... ."

7 Corrections

When a mistake is made in a message, say:

"Mistake ..." - followed by the word:
"Correction ... " plus the corrected part of the message.
Example: "My present speed is 14 knots - mistake.
Correction, my present speed is 12, one-two, knots." ( Take note figures are repeated twice
and spelt out in IPA)

8 Readiness
"I am / I am not ready to receive your message".

9 Repetition
9.1 If any part of the message are considered sufficiently important to need
safeguarding, say:
"Repeat ... " - followed by the corresponding part of the message.

Example: "My draft is 12.6 repeat one-two decimal 6 metres." ( Again figures are repeated
and spelt in IPA)
"Do not overtake - repeat - do not overtake."

9.2 When a message is not properly heard, say:

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"Say again (please)."

Break ! Break ! Break ! So much of that readings for the moment, let us have a practice
pronunciation.

Here are some additional tips for a smooth exchange of communications in the Laboratory:
VTS : Vessel Traffic Services
Nationality : is the flag state in which the vessel is registered
FOC : Flag of Convenience
Port of Origin : is the port in which the vessel came from (last port of departure)
Port of call : is the vessel‘s destination or where the vessel is bound for
ROB : is the quantity that is Remaining On Board i.e. bunkers, fresh water, cargo
etc…
F.O. : Fuel Oil
D.O. : Diesel Oil
L.O. : Lube Oil
F.W. : Fresh Water
m/t : metric tones
gals : gallons
Ltrs : Liters
m3 : cubic meters
FWD : Forward part of the vessel
AFT : Back part of the ship

AI/1 Distress traffic

The distress traffic controlling station/other stations may impose radio silence on any
interfering stations by using the term:

―Seelonce Mayday / Distress‖ unless the

latter have messages about the distress.

Do this!

 Activity : Practice Phonology over the radio

Since audio could never be heard in this module let us have some practice on how to
pronounce, respond and use the correct SMCP for voice communications to be used in the
Laboratory Assessment.

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answer Activity 1 in Schoology click the link Below:
https://app.schoology.com/course/3008473464/assessments/303274753 2

Let me bring your attention on item 6

6 Standard organizational phrases

6.1 "How do you read (me)?" (To be used in establishing a radio telephone call)
6.1.1 "I read you ...

The proper response to this depends on the strength and readability of the signal in
actual situation. But this could still be done inside the GMDSS Simulator Laboratory Room. If
you could hear the other station and read the message as in 6.1 … then you answer 6.1.1. ― I
read you Loud and Clear‖ OVER
Or you may use the numerical 6.1.1. ―I read you 4 by 4‖ OVER

Guide for signal strength and readability:

Where 1 by 1 bad and barely perceptible
2 by 2 weak and poor
3 by 3 good and fair
4 by 4 strong and good (loud and clear)
5 by 5 very good and very clear (excellent)

(Note: Always end your transmission with the word ―OVER‖)

As the word ―Over‖ is an indication that you are inviting the other station to transmit!

For purposes of Laboratory assessment, practice the following Radio Communications

procedures:

Ref. item no.9 – Repetition

Response to questions, instructions and advices.

Example ( VTS) : What is your ship‘s name?

Response : ―My ship‘s name is motor vessel Zandra, repeat Zandra. OVER‖

Example (VTS) : Please spell your ship‘s name.

Response : ―Roger, my ship‘s name is Zandra, I spell it
Zulu Alfa November Delta Romeo Alfa, Zandra ..Did you copy? OVER‖

Example (VTS) : What is your nationality?

Response : (if your vessel is registered in Monrovia you say) ―My nationality is
Liberian‖ Repeat, LIBERIAN ―OVER‖

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Example (VTS) : What is your cargo?

Response : ―My cargo onboard is Corn Kernels‖ OVER

Example (VTS) : Please advice your ROB‘s, F.O. and D.O. onboard.
Response : ―My ROB‘s are Fuel Oil : One thousand four hundred seventy
five
metric tones Repeat, ONE COMMA FOWER SEVEN FIFE METRIC
TONNES,‖
―My Diesel Oil : Five thousand three hundred twenty eight Gallons
Repeat, FIFE COMMA TREE TOO AIT GALLONS‖ OVER

Example (VTS) : And How much fresh water do you have?

Response : ―My fresh water is (209 m3) Two hundred nine cubic meters
Repeat, TOO ZEERO NINER CUBIC METERS‖ OVER

Example (VTS) : Please repeat your Diesel Oil ROB.

Response :―My Diesel Oil : Five thousand three hundred twenty eight Gallons
Repeat, FIFE COMMA TREE TOO AIT GALLONS‖ Did you copy? OVER‖

Example (VTS) : What is your last port of call?

Response : ―My last port of call is Nassau, Bahamas.‖ OVER

Example (VTS) : What is your drafts FWD and AFT?

Response : My drafts FWD is 9.5 meters and AFT 10.7 meters … I say again Drafts
FWD NINER DAYSEEMAL FIFE METERS, AFT WON ZEERO DAYSEEMAL
SEVEN METERS ‖OVER‖

Example (VTS) : What is your next port of call?

Response : ―My next port of call is Piraeus, REPEAT Piraeus. OVER‖

Example (VTS) : How many complements do you have?

Response :―I have 18 crew including master…Repeat ONE AIT including master‖
OVER

 How do you terminate a radiotelephone call?

Example (VTS) : Thank you ZANDRA for the information, have a safe passage to
Piraeus: This is
VTS………… OUT!
Show courtesy as well in terminating your call by saying …

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Response : You are welcome VTS ………. Have a nice day. This is M/V ZANDRA, OVER AND
OUT‖
For skills-based Courses such as this dealing with sound or audio (this could not be
leaned by just reading on printed material) it is therefore a must that the learner must be
physically present for the familiarization of equipment, demonstration of the instructor, and
must have a physical contact with the equipment and observe the three ―P‖ s that is -
practice, practice and practice only for one session under the supervision of a Competent
Facilitator.

To check Lesson 7 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

References

1) IMO : International Code of Signals (IMO, Latest edition)

2) IMO ; Admiralty LIST of RADIO SIGNALS Vol.5 ...NP285
3) IMO : IAMSAR VOL. III (International Aeronautical Maritime Search And Rescue
Manual

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Checkpoint

Activity 7 – Multiple Choice - Directions: Blacken the letter of the correct answer.
Multiple Choice: Directions: Shade the Letter of the correct answer.
1. Which of the following equipment is the primary means of distress alerting?
A) DSC B) EPIRB C) INMARSAT D) SART
2. Which of the following nautical publications Ship reporting system is not detailed?
A) ALRS Volume 2 B) ALRS Volume 5 C) ALRS Volume 6 D) IAMSAR Vol. III
3. Which one of the following radio equipment a Ship reporting message can be prepared
and sent?
A) EPIRB B) GPS C) INMARSAT-C D) INMARSAT-E
4. Which phonetics should vague words be spelt out to avoid confusion?
A) ASL B) ILO C) IPA D) PPA
5. Which IMO Resolution pertains to Guidelines on False distresses in the GMDSS System?
A) Resolution A.814 C) Resolution A.815
B) Resolution B.814 D) Resolution A.816
6. Which of the following is in the provision of IMO Resolution A.814?
A) EPIRB B) False Distress C) SART D) Portable VHF
7. What is the exact frequency of VHF Channel 16?
A) 156.800 KHz B) 156.8 MHz C) 158.600 KHz D) 158.6 MHz
8. What is the distress frequency in MF W/T in the Old System?
A) 500 KHz B) 500 MHz C) 156.800 KHz D) 2182 KHz
9. Ship reporting system in the IAMSAR Convention is voluntary or _______________?
A)Complimentary B) Exemplary C) Mandatory D) Recommendatory
10. Which publication can you find the message form in Ship Reporting?
A) ALRS Volume 2 B) ALRS Volume 3 C) IAMSAR Vol. I D) IAMSAR Vol. III
11. What is the exact frequency of VHF Channel 70?
A) 156.525 KHz B) 156.525 MHz C) 158.600 KHz D) 156.800 MHz
12. Which voice broadcast is used to warn possible interference of a Distress in Progress?
A) MAYDAY SILENCE C) SEELOUNCE SHIPS
B) SEELOUNCE MAYDAY D) SILENCE SHIPS

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13. Which of the following causes is a source of false distress onboard ships?
A)Engine failure B) Expired battery C) Human error D) Ship‘s Gyro
14. Which of the following radio communications equipment can generate a false distress?
A)Echo sounder B) EPIRB C) Gyro compass D) SART
15. Which of the ff GMDSS sub-system should be informed when cancelling false distress?
A)LUT B) MCC C) MRCC D) SAR units
16. Which of the following frequency range is suitable for communication up to 150 n.miles?
A) Medium Freq. B) Ultra High Freq. C) Very High Freq. D) Very Low Freq.

17. What does ―DR‖ stands for in the format of AMVER ship reporting system?
A)Deviation Report B) Deviation Route C) Direct Report D) Direct Route
18. What is the effective communication distance of the VHF Radio telephone transmission?
A) up to 30 n.miles C) up to 100 n.miles
B) up to 75 n.miles D) up to 200 n.miles
19. What radio frequency band/channel is constantly used in the conduct of Search and
Rescye?
A) MF Channel 16 C) VHF Channel 16
B) MF/HF Frequency D) VHF Channel 70
20. Which of the ff is a shipmaster responsibility and obligation to vessels or aircraft in
distress?
A) To acknowledge a distress signal
B) To give protective clothing C) To help locate man overboard
D) To render assistance to vessels in distress

RawScore

To answer Activity 2 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032827517

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Checkpoint

Activity 8 – Multiple Choice - Directions: Blacken the letter of the correct answer.
1. Which is the main purpose of IMO.SMCP in the SOLAS or SAR Convention?
A) Diminish misunderstanding C) Minimize idioms B) Elaborate
communication D) Sophisticate commands
2. Which is one of the objectives of the IMO.SMCP?
A) Continue speaking English C) Sustain language barrier
B) Overcome language barrier D) Use multi-lingual
3. Which phonetics should vague words be spelt out to avoid confusion?
A) ASL B) ILO C) IPA D) PPA
4. Which of the following radio equipment cannot be used in preparation and sending Ship
reporting?
A) EPIRB B) INMARSAT-C C) Radio telex D) VHF Transceiver
5. What two-digit code in the INMARSAT-C is used for ship reporting to the AMVER System?
A) 32+ B) 39+ C) 41+ D) 43+
6. Which of the following publications is consulted to avoid confusion in radio
communications?
A) IMO Admiralty B) IMO IAMSAR C) IMO MERSAR D) IMO SMCP
7. Which language is the official language claimed internationally for maritime
communications relevant to safety of life at sea?
A) American B) British C) English D) Spanish
8. What is the Distress signal as a message indicator in radio telephony?

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A) MAY DAY B) PAN PAN C) SECURITE D) S O S
9. What is the Urgency signal as a message indicator in radio telephony?
A) MAY DAY B) PAN PAN C) SECURITE D) S O S
10. Which of the following service is used for Ship Reporting on VHF Radiotelephony?
A) UKCG B) USCG C) VTRM D) VTS
11. Which communication station can RADIO MEDICAL ADVICE be routed to?
A) CES B) MCC C) MRCC D) NCS
12. Who will pay the account on services pertaining to RADIO MEDICAL ADVICE ?
A) Charterer‘s Acct B) Free of Charge C) Owner‘s Acct D) Crew Acct
13. Which IMO publication can you find the designed Navigational Vocabulary and Phrases?
A) IMO Admiralty B) IMO IAMSAR C) IMO MERSAR D) IMO SMCP
14. Where is the main headquarters of the RADIO MEDICAL ADVICE located?
A) London B) New York C) Paris D) Rome
15. The carriage of the IMO SMCP is not mandatory as per to relevant Conventions.
A) False B) Maybe C) Perhaps D) True
16. Which is spoken over the Radio as an invitation to transmit?
A) Answer B) Come in C) Over D) Read me
17. What is the IPA Pronunciation of the letter ―O‖?
A) OS car B) OSS cah C) oss CAH D) OSS car
18. What is the IPA Pronunciation of the letter ―P‖?
A) Pa Pa B) Pa PAH C) Pah PAH D) PAH pah
19. What is the IPA Pronunciation of the letter ―M‖?
A) ma ma B) Ma MAH C) Mikee D) MIKE
20. What is the IPA Pronunciation of the letter ―V‖?
A) Vic TAH B) VIK tah C) Vik TAH D) VIK tor

Raw Score To answer Activity 3 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032831075

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Assessment

Midterm Written Assessment

As per schedule: 60 items after the 12 th week

Midterm Laboratory Assessment

As per schedule: Student‘s Book of Exercises

Exercise No.4 = Emergency Communications (DISTRESS) for IAMSAR (VOICE)

Exercise No.5A = Transmission/Cancellation of FALSE DISTRESS ALERT (VHF)
No.5B = Transmission/Cancellation of FALSE DISTRESS ALERT via (INMARSAT-C)
Exercise No.6A = Ship Reporting System (AMVER) USING INMARSAT-C
No.6B = Ship Reporting System for VTS (via RT/VHF VOICE)
Exercise No.7 = Emergency Communications (MEDICAL ADVICE) & Maritime
Correspondence via INMARSAT-C

To answer Assessment in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032833810

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LESSON 8: DIGITAL SELECTIVE CALLING

Learning Module 8.1: Radio Services in Emergencies Abandonship (10 Hours)

Competence:

A-II/1 F1. C8: Transmit and receive information by visual signaling

Course Outcome/s:

CO2: Transmit and receive information using GMDSS subsystems and equipment and
fulfilling the functional requirement of GMDSS.

Learning Outcomes:

1. Determine and Perform Radio Services in Emergencies Abandonship and Fire Onboard
using DSC

Overview
Welcome to the final chapter of your Leaning Module. In this periodic the learners will
be dealing with the ultimate Competence of the STCW and that is to – provide radio services in

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emergencies. In this particular lesson, we will have a thorough operation of the Digital
Selective Calling (DSC) both VHF and MF/Equipment.

Before the learner proceed to the lesson proper, let us familiarize a few acronyms and
maritime terminologies.

DSC = Digital Selective Calling

GPS = Global Positioning System
MMSI = Maritime Mobile Service Identity
NBDP = Narrow Band Direct Printing
ITU = International Telecommunications Union
FCC = Federal Communications Commission
MRCC = Maritime Rescue Coordination Center
Distress = ―MAY DAY‖ distress signal in radio telephony
Urgency = ―PAN PAN‖ urgency signal in radio telephony
Safety = ―SECURITE‖ safety signal in radiotelephony
UTC = Coordinated Universal Time
Frequency = expression of the number of times that a repeated event occurs per second
(in radio, it is the repetition of the waves per second, or cps=cycles per
second)
MF = Medium Frequency (ranges from 300 KHz to 3 MHz)
HF = High Frequency (ranges from 3 MHz to 30 MHz)
VHF = Very High Frequency (ranges from 30MHz to 300 MHz)

Discussion

DIGITAL SELECTIVE CALLING

Introduction

The U.S. Coast Guard offers VHF and MF/HF radiotelephone service to mariners as part
of the Global Maritime Distress and Safety System. This service, called digital selective calling
(DSC), allows mariners to instantly send an automatically formatted distress alert to the Coast
Guard or other rescue authority anywhere in the world. Digital selective calling also allows
mariners to initiate or receive distress, urgency, safety and routine radiotelephone calls to or
from any similarly equipped vessel or shore station, without requiring either party to be near a
radio loudspeaker. DSC acts like the dial and bell of a telephone, allowing you to "direct dial"

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and "ring" other radios, or allow others to "ring" you, without having to listen to a speaker.
New VHF and HF radiotelephones have DSC capability.

History

On February 1, 1999, the Safety of Life at Sea (SOLAS) Convention, a treaty document,
required all passenger ships and most other ships 300 grt and larger on international voyages,
including all cargo ships, to carry DSC - equipped radios. Ships were allowed to turn off their
2182 kHz radio listening watch on that date. The International Maritime Organization has
postponed indefinitely plans to suspend this VHF watch on ships It had originally planned to
suspend this watch on February 1, 2005.

Because of the safety problems that lack of communications interoperability would

cause between SOLAS-regulated vessels (mostly cargo ships) and other vessels (recreational
boaters, commercial fishing vessels, etc.), the Coast Guard petitioned the Federal
Communications Commission in 1992 to require all marine radios made or sold in the U.S. have
a DSC capability.

The Coast Guard had also asked the Radio Technical Commission for Maritime Services
(RTCM), a non-profit professional organization, to develop a standard which would allow
incorporation of DSC in a marine radio without affecting the low-end market price of that radio.
The FCC solicited comments on that petition in 1992 and 1993, and prepared a Notice of
Proposed Rulemaking on that and other maritime radio communications matters in early 1994.
The FCC requested comments concerning that rulemaking from May to November 1995. On 27
June 1997, the FCC adopted a Report and Order requiring radios type accepted on or after 17
June 1999 to include this minimum DSC capability.

Recommendations On Digital Selective Calling (DSC) Test Calls to Coast Stations

The International Telecommunications Union Sector for Radio Communications has

indicated that excessive test calls on MF/HF DSC distress and safety frequencies are
overloading the system to the point where interference to distress and safety calls has become
a cause for concern. To minimize possible interference, live testing on DSC distress and safety
frequencies with coast stations should be limited to once a week as recommended by the
International Maritime Organization

Rec. ITU-R M.493-11 recommends:

1) that where there is a need for a general purpose DSC system, the system should be
designed in accordance with the characteristics given in Annex 1;
2) that where there is a need for simplified versions of DSC equipment, they should be
designed in accordance with Annex 2;

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3) that in a GMDSS coast radio station installation, sufficient separation should be
provided between the DSC distress channel receiver antennas and any transmitting
antennas within the installation. This is to avoid any de-sensitization of the DSC distress
channel receivers if any transmitter is used at full power on any designated transmit
frequency other than the DSC distress frequencies; 4) that DSC equipment should also
b…

What is a Digital Selective Calling (DSC)?

Digital selective calling or DSC is a standard for transmitting pre-defined digital messages
via the medium-frequency (MF), high-frequency (HF) and very-high-frequency (VHF) maritime
radio systems. It is a core part of the Global Maritime Distress Safety System (GMDSS).

How does Digital Selective Calling Work?

DSC senders are programmed with the ship's Maritime Mobile Service Identity (MMSI)
and may be connected to the ship's Global Positioning System (GPS), which allows the
apparatus to know who it is, what time it is and where it is. This allows a distress signal to be
sent very quickly.

What is a DSC distress alert?

Digital Selective Calling (DSC) is primarily used to initiate distress calls to shore stations
and other vessels via your DSC radio and provides recipients of your emergency call with: –
Your Vessel's Identity. – Your Precise Position (if interfaced with GPS) – Your Unique MMSI
Number (Maritime Mobile Service Identity). Every VHF marine radio manufactured for the last
several years has digital selective calling. DSC allows the radio to transfer information
digitally, not just by voice,

Digital selective calling or DSC is a standard for transmitting pre-defined digital

messages via the medium-frequency (MF), high-frequency (HF) and very-high-frequency (VHF)
maritime radio systems. It is a core part of the Global Maritime Distress Safety System
(GMDSS)

Are DSC calls private?

DSC radios have a one-button emergency transmit button that sends the vessel's
unique MMSI number. ... In addition, a DSC equipped vessel with an MMSI number can make a
"private" hailing call to another DSC-equipped vessel. Only the vessel being called will receive
the hail. VHF Channel 70 is reserved exclusively for DSC.

What is the purpose of Digital Selective Calling?

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Digital Selective Calling (DSC) is a service that allows to communicate with a vessel or
shore station by making an ―individual‖ call. ... DSC is also used to automatically send distress
messages. All modern VHF, MF and HF maritime radios are equipped with Digital Selective
Calling (DSC)

What mode is used for broadcast an MF HF DSC message?

AM mode is used when receiving broadcast transmissions. The international distress

frequency for radiotelephony in the MF band is 2182 kHz. The frequencies for radiotelephone
distress and safety traffic in the HF bands are 4125 kHz, 6215 kHz, 8291 kHz, 12290 kHz, and
16420 kHz

How does VHF DSC work?

Digital selective calling or DSC is a standard for transmitting pre-defined digital

messages via the medium-frequency (MF), high-frequency (HF) and very-high-frequency (VHF)
maritime radio systems. It is a core part of the Global Maritime Distress Safety System
(GMDSS)

What is a DSC alert?

This service, called digital selective calling (DSC), allows mariners to instantly send an
automatically formatted distress alert to the Coast Guard or other rescue authority anywhere in
the world. ... New VHF and HF radiotelephones have DSC capability.

What is Mayday alert?

Mayday is the word used around the world to make a distress call via radio
communications. Mayday signals a life-threatening emergency, usually on a ship or a plane,
although it may be used in a variety of other situations. Procedure calls for the mayday distress
signal to be said three times in a row — Mayday!

What is the difference between HF and VHF?

VHF (very high frequency) range from 30 to 300 MHz. And just for fun, UHF (ultra high
frequency) range from 300MHz to 3000MHz (3GHz). HF is commonly used with ―amateur‖
radio operators that want to reach a lot of people. VHF is commonly used for a shorter
distance.

How many total frequencies are available for DSC Distress Alerting?

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MF/HF DSC devices monitor multiple distress, urgency and sécurité bands in the 2, 4, 6,
8, 12 and 16 MHz bands. At minimum, controllers will monitor 2187.5 kHz and 8414.5 kHz and
one more band.

What is distress communication?

A distress signal, also known as a distress call, is an internationally recognized means

for obtaining help. Distress signals are communicated by transmitting radio signals, displaying
a visually observable item or illumination, or making a sound audible from a distance.

Digital Selective Calling (DSC)

Is a service that allows to communicate with a vessel or shore station by making an

―individual‖ call. With DSC it is no longer required to listen to all radio messages to see if
there is a call or message for you. DSC is also used to automatically send distress messages

How does a DSC Equipment looks like in a GMDSS Simulator?

For the information of the learners, the ST-MTCC has two (2) GMDSS simulators namely:
• Poseidon GMDSS Simulator  Transas GMDSS
Simulator

Both complies with the functions and competence required by the STCW as well as the KUP‘s.
• The latest version is the Poseidon which can simulate a
Search and Rescue scenario. And this is the view of that
GMDSS Simulator.

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Now, since your laboratory assessment involves sending DSC Distress Message with nature
of distress ―Abandon ship‖ and ―Fire On board‖ using the Medium Frequency (MF/HF DSC)
and Very High Frequency (VHF DSC) we will have a glimpse first of the nature of distress and
the frequency.

 What are the 10 nature of Distress??

1) Abandon = to leave or evacuate the vessel due to distress
2. Adrift = floating, not controlled without a clearly determinable direction
i.e. at the mercy of the winds and seas
3. Aground = stranded or stucked on the ground or low water or shore

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4. Capsizing = the turning over of the vessel upside down while on the water
5. Collision = the striking together forcibly of two moving objects
6. Fire/Expl = is the rapid oxidation of a material in the exothermic chemical process
of combustion, releasing heat, light, and various reaction product. to cause
something to burn or set ablaze
7. Flooding = the major flow of water into the vessel
8. Listing = the inclination of the vessel either to port or to starboard
9. Piracy = the stealing of cargo or goods while the vessel is in transit 10. Sinking
= the vessel is going submerge, going down below the surface of the water

Incorporated also in the DSC equipment under the selection of distress are:
11. Man Overboard = when a person fell into the water from aboardship
12. Undesignated Distress = a distress of an unknown nature (emergency alerting)

1.Abandon 2.Adrift 3.Aground 4. Capsize

5. Collision 6. Fire 7. Flooding 8. Listing

9. Piracy 10. Sinking 11.Man Overboard

What is a Frequency
Hertz, Heinrich Rudolf (Ger. hĪnˈrĭkh rōˈdôlf hĕrts) [key], 1857–94,

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German Physicist, who discovered the electromagnetic waves or radio waves which has
a frequent vibration or (oscillates). He called this waves as cycles and measured that 1 cycle =
1 second. The cycle became the unit of frequency until 1960.
In 1961, the SI (Sistema Internationale) changed the unit of frequency from cycle per second
(cps) to Hertz (Hz) in his honor
Wavelength

1 cycle = 1 second

The SI unit hertz (Hz) was established in his honor by the IEC in 1930 for frequency, an
expression of the number of times that a repeated event occurs per second. It was adopted by
the CGPM (Conférence générale des poids et mesures) in 1960, officially replacing the previous
name, "cycles per second" (cps).

Several maritime frequencies are used for Digital Selective Calling (DSC), and they are also
monitored for DSC distress alerts:

DSC DISTRESS FREQUENCY

2.1875 MHz = DSC (MF) Medium Frequency or (2187.5 KHz)

4.2075 MHz = DSC (HF) High Frequency or (4207.5 KHz)

6.312 MHz = DSC (HF) High Frequency or (6312.0 KHz)
8.4145 MHz = DSC (HF) High Frequency or (8414.5 KHz)
12.577 MHz = DSC (HF) High Frequency or (12577.0 KHz) 16.8045
MHz = DSC (HF) High Frequency or (16804.5 KHz)

156.525 MHz = DSC VHF Marine Radio Channel 70

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LESSON 9: The INMARSAT SYSTEM

Learning Module 9.1: Radio Service in Emergencies Inm-C and F-77 (10 Hours)

Competence:

A-IV/2 C2: Provide radio services in emergencies

Course Outcome/s:

CO3: Explain how to test, maintain, and activate SART and EPIRB

Learning Outcomes:

1. Determine and Practice Radio Services in Emergencies Inmarsat-C and FLEET 77

Overview
The Inmarsat system is a satellite communication network. It is used by ships, and
also by other users. This Inmarsat system supports the GMDSS system and for that reason it is
used a lot on SOLAS ships as well as on non-SOLAS ships.

Inmarsat History

The International Maritime Satellite Organization (Inmarsat) is a Partnership of member

countries, founded in 1979. With the purpose of providing global communications for ships,
land mobile and aircraft, using satellites to overcome the problems that exist with conventional
radio communications, Inmarsat operates a network consisting of the space segment, ground
segment and mobile earth stations.

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Discussion

What then is an INMARSAT?

The International Maritime Satellite Organization (INMARSAT) was established under

the auspices of the International Maritime Organization by the Convention on the International
Maritime Satellite Organization, signed at London on 3 September 1976[1] and entered into
force on 16 July 1979.
The organization was modeled after Intelsat, an international consortium which
provided satellite communications among the member countries. ] The Communications Satellite
Corporation (COMSAT), a founding member of Intelsat, took the lead in the founding of
Inmarsat. In coordination with the International Civil Aviation Organization in the 1980s, the
convention governing INMARSAT was amended to include improvements aeronautical
communications, notably for public safety.

The first Director General was appointed in January 1980[ and operations began in 1982.
Olof Lundberg, who had previously managed and developed mobile and specialized services at
Swedish Telecom (now Telia), served as Director General and CEO until 1995 What is IMSO?

In the mid-1990s, there was contrasting views among member states for the agency's
future. There was a growing realization among the member states that the organization's
business assets needed to be privatized, mainly because of the competitive nature of the
satellite communication industry and the unwillingness of many member states to invest
money into INMARSAT to improve its network. There were also many which believed in the
importance of maintaining the organization's role in overseeing maritime satellite
communication. The issue was resolved in a session in April 1998, which resulted in the
amendment of the Convention on the International Mobile Satellite Organization, in which the
operational assets would be split and privatized while the agency would continue as a
regulatory organization.
On 15 April 1999, INMARSAT became the International Mobile Satellite Organization
(IMSO). At the time, the operational assets of INMARSAT were separated to become Inmarsat
Ltd., a private UK-based company which agreed to inherit, overseen by the IMSO, certain
public safety obligations related to the satellite system's operation. [2]

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Global Mobile Services

Maritime. Inmarsat is the leader in global mobile satellite communications. Thousands of

vessels rely on our unrivalled end-to-end service availability and coverage for operational
communications and safety services. We offer the broadest portfolio of mobile voice and data
solutions on the market

INMARSAT

Is a British satellite telecommunications company, offering global mobile services. It

provides telephone and data services to users worldwide, via portable or mobile terminals
which communicate with ground stations through thirteen geostationary telecommunications
satellites. Inmarsat's network provides communications services to a range of governments, aid
agencies, media outlets and businesses (especially in the shipping, airline and mining
industries) with a need to communicate in remote regions or where there is no reliable
terrestrial network. The company was listed on the London Stock Exchange until it was
acquired by Connect Bidco, a consortium consisting of Apax Partners, Warburg Pincus, the CPP
Investment Board and the Ontario Teachers' Pension Plan, in December 2019.

Where is Inmarsat?

The Inmarsat head office is at Old Street Roundabout in the London Borough of Islington.
Aside from its commercial services, Inmarsat provides global maritime distress and safety
services (GMDSS) to ships and aircraft at no charge, as a public service.

What is a Space Segment?

The Inmarsat space segment consists of 4 satellites orbiting above the equator at the
same speed as the earth rotates. They thus remain fixed above the same location on the earth.
A satellite orbits at an altitude of 35,700 km as it sees 1/3 of the earth‘s surface. The satellites
work as repeater stations between the coast earth stations (CESs) and mobile earth stations
(MESs) on different channels for different services- Inmarsat-A, B, C and M.

SPACE SEGMENT (Satellites)

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Where are the INMARSAT satellites located?

The INMARSAT satellites are located above the equator with a distance of approx
35,750 kms on a geo-stationary orbit.

Each INMARSAT satellite covers about 1/3 of the earth‘s surface from the equator up to
75deg North and 75deg South in all four (4) Ocean Regions of the world.

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The INMARSAT has divided the world into four (4) Ocean Regions, each being serviced
by their respective satellite, their description, longitudinal position and area codes for Telex
and Telephone.
Ocean Region Description Satellite Position Area Code
Telex Phone
AOR –E Atlantic Ocean Region – East 15.5 deg W 581 871
POR Pacific Ocean Region 178.0 deg E 582 872
IOR Indian Ocean Region 64.0 deg E 583 873
AOR-W Atlantic Ocean Region – West 54.0 deg W 584 874

Lecturer‘s Note:

When INMARSAT operated officially in 1982, there were only three (3) Ocean
Regions and 3 satellites to cover it. But there was an underlying gap in the area of
coverage between the POR and the AOR. Adjustments were made and the INMARSAT split
the satellite in the AOR and there was a transition period but not for long and the AOR was
split into two Ocean Regions and became AOR-E and AOR-W respectively.

This was the operational set up during the early 90‘s and since then improvements
were made to the system and the Area Codes were made easier for the users into one (1)
580 for the telex and 870 for the Telephone applicable for all Ocean Regions.

There are three types of coverage related to each Inmarsat I-4 satellite.

Global beam coverage

• Each satellite is equipped with a single global beam that covers up to one-third of the
Earth's surface, apart from the poles. Overall, global beam coverage extends from
latitudes of −82 to +82 degrees regardless of longitude.

Regional spot beam coverage

• Each regional beam covers a fraction of the area covered by a global beam, but
collectively all of the regional beams offer virtually the same coverage as the global
beams. Use of regional beams allow user terminals (also called mobile earth stations) to
operate with significantly smaller antennas.

Narrow spot beam coverage

• Narrow beams are offered by the three Inmarsat-4 satellites. Narrow beams vary in
size, tend to be several hundred kilometers across. The narrow beams, while much

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smaller than the global or regional beams, are far more numerous and hence offer the
same global coverage. Narrow spot beams allow yet smaller antennas and much higher
data rates. They form the backbone of Inmarsat's handheld (GSPS) and broadband
services (BGAN). This coverage was introduced with the I-4 satellites. Each I-4 satellite
provides around 200 narrow spot beams.

What composes the INMARSAT System?

* MAIN COMPONENTS of the INMARSAT system

1) CES or LES = serves as the gateway from the satellite tp the terrestrial network
2) SES = is the mobile subscriber in the system
3) NCS = (Network Coordination Station) responsible for assigning channels and serves as
the switchboard operator.
4) Satellite = serves as the space segment or link between the COAST EARTH STATION and
the MOBILE SUBSCRIBER or SES.

Do INMARSAT Satellites have a frequency ?

Downlink4.2GHz

Uplink 6.2 GHz

Uplink 1.6 GHz
Downlink 1.5 GHz

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Coast Earth Station Space Segment NCS Ship Earth Station

What services does the INMARSAT offers?

The INMARSAT System offers
• ship to shore telephone, telex, fax, high speed data,
internet, e-mail
• shore to ship telephone, telex, fax, high speed data,
internet, e-mail
• ship to ship telephone, telex, fax, high speed data,
internet, e-mail
• store and forward message
• auto-dialing distress alerting directly to the MRCC
• broadcast of Enhance Group Calling (MSI)
• receive emergency beacon signals (L-Band Epirbs) 
Fleet Net

What are the Radio Equipment that can avail the INMARSAT services?
• INMARSAT A Terminal = Phased Out
• INMARSAT B Terminal = Upgraded to Fleet 77
• INMARSAT FLEET77 = Replaced its
predecessor
the INMARSAT A/B offering speed up auto dialing for
voice, telex, Fax, e-mail, data transfer and eve internet
and an auto distress features upon pressing the distress
button, the call will be automatically routed directly to the
MRCC.

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• INMARSAT-C Terminal = telex service only using the
store and forward system
• INMARSAT-M Terminal = Satellite phone direct dial
• INMARSAT-E = L-Band Epirb is
picked up
immediately by the satellite on 1.6 GHz

What is Inmarsat B and Fleet 77?

The Inmarsat B and F 77 are systems that are using parabolic dish antennae. These
antennae are placed in a dome. In this dome it will be possible to move the dish antenna. It
can rotate horizontally and vertically, which is necessary so as to bring the dish antenna into
the right position, i.e. pointing it at the preferred Inmarsat satellite. During the movements of
the vessel, the dish antenna will move to keep it pointed at the satellite. These complex
antenna systems are large and heavy and not always easy to install.

With these systems it is possible to use: phone, TELEX, fax, e-mail, data transfer and
internet. The costs of these ISDN connections are calculated based on time of duration of the
connection between ship and (via a LES) contacted user. If the MPDS (with MPDS = Mobile
Packet Data Service, the terminal will be "on line") function of the F 77 has been used, the
costs will be calculated based on the amount of data transferred.

What is the operation of the Inmarsat-C terminal?

INMARSAT – C
It was introduced in 1991 to complement the Inmarsat-A system. The system provides
a means of sending text messages or data to and from an SES, using store-and-forward
messaging. This technique requires user (at either end) to prepare the message/data on their
end terminal then transmit it via the Inmarsat-C satellite system to receiving end. Then after a
delay of a few minutes, the message/data may be printed, viewed, and/ or stored.
When you switch on the equipment, all components will be checked automatically and
the terminal starts to ' log in' on the default Ocean Region. 'Log In' means, the terminal
transmits via the satellite to the NCS. This transmission contains a message reporting the
terminal is switched on and will be available via the satellite used. When the default satellite is
not in sight, the terminal will start to scan for the strongest receiving satellite signal to ―Log
in‖. If ―Log in‖ has failed, the relevant ocean region must be inserted manually. After the 'log
in' process the terminal will confirm that the log in procedure has been completed successfully.
Normally your present NAVAREA will be kept in mind when you are deciding which satellite
region you wish to log on to.

The reason for choosing the satellite region will be based on your present geographical
position in relation to the current NAVAREA. The EGC SafetyNET calls for a NAVAREA will be

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normally transmitted by only one satellite. This satellite transmitting the SafetyNET calls for
your actual NAVAREA will be the one you should log on to. For more information about the
SafetyNET system please consult the MSI chapter. Before switching off the Inmarsat C terminal
you will need to 'log out'. Your terminal will transmit a message to the NCS telling it will be not
available from that time

INMARSAT – M
The system provides a means of transmitting and receiving voice communications or data to
and from an SES.

INMARSAT – E
(L-Band Epirb in the INMARSAT system)
INM-B / FLEET 77 INMARSAT-C INMARSAT-M INMARSAT-E

SPECIAL ACCESS CODE (2-Digit Codes)

All Inmarsat maritime systems make use of two-digit safety service codes to facilitate
transmission and reception of information. These codes are:
32 + Medical advice
38 + Medical assistance
39 + Maritime assistance
41 + Meteorological report
42 + Navigational hazard and warnings
43 + Ship position report

What is an ADE and BDE in the INMARSAT Terminals?

The INMARSAT Terminals are divided into two (2) sections namely:

 ADE- Above Deck Equipment

Above Deck Equipment‘s includes a parabolic antenna with a diameter of 0.8 to

1.2 meters. The large size and weight of the Inmarsat-B antenna has a meant that
Inmarsat-B SESs have generally been fitted on large ships such as Oil Tankers and
Trading Vessels.

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The antenna is mounted on a platform and stabilized so that it remains pointing
towards the satellite regardless of the ships motion or change of course. It also
includes and RF unit (transmitter and receiver) and a power control unit.

 BDE- Below Deck Equipment

Below deck equipment consists of an antenna control unit, communication
electronics for transmission and reception, access control and signaling, and telephone
and telex equipment.
Ordinary telex equipment consists of a CRT screen, a hard copy printer and a keyboard. By
means of this equipment, messages can be edited and transmitted directly to the telex
subscriber, or the message can be stored for later transmission.

 ADE- Above Deck Equipment

 BDE- Below Deck Equipment

How does an SES use the services of the INMARSAT system?

To avail the services of the INMARSAT system efficiently and effectively, the mobile
subscriber or the Ship Earth Station (SES) must ensure that all the INMARSAT Terminals
onboard must log-in to the Ocean Region where she is operating or trading.

Remember that for every Ocean Region, there is a space segment assigned for that area,
there is a corresponding NCS and there many CES or LES in service for that Ocean Region. All

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the vessel has to do is to select an Ocean Region to log-in and select which CES or LES to be
used.

As an experienced INMARSAT user, it is recommended that a vessel must log-in to the

Ocean Region Satellite that has the strongest signal and that will auto-track you for that
particular voyage.

Example:

Your vessel is steaming in the Indian Ocean enroute to Miami, Fl. Normally you are
logged in to the IOR satellite. While passing the Cape of Good Hope, South Africa the vessel is
now under the coverage of 2 Ocean Region satellites – that of the IOR and the AOR-E ocean
regions. As a prudent navigator, you will notice that you will be leaving the coverage of the
IOR. It is therefore logical that the SES must log-out of the IOR and log-in to the AOR-E for the
vessel will be under the coverage of this Ocean Region for the whole entire voyage to USA.

How do I make a private satellite telephone call onboard?

Making a satellite telephone call onboard an SES is very friendly and might surprise
you. All you have to do is pick up the phone and dial the number of the CES you wish to use to
service your call. Wait for the dial tone and start dialing your desired subscriber number.

Example : Coast Earth Station (Code)

• 01+ Comsat USA
• 02+ Goonhilly UK
• 03+ Nakkoda
• 04+ Eik Norway
• 05+ Thermopylae
• 06+ Arvi
• 10+ Sentosa
• 12+ Burum … etc at your own choice.
So … let us pick up the phone and dial 01+ the same way you dial through your mobile
phone then you will hear a dial tone.
At this point your signal flow was routed from your ship to the satellite the NCS will come in
to assign you a free channel then to the CES (Comsat USA) 01+ back to the satellite and the
dial tone goes to your ship.

Why so long?
Yes, longer than you may think! But this flow of communications from SES to Satellite
to NCS to satellite to the CES back to the satellite and back to the SES will only take about 1.5

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seconds. Surprise?? This is called the ―handshaking‖. But this is very technical for some
learners for we are only to learn how the system works. But this may serve as an advantage.
Let us say for instance you want to make a phone call to Iloilo City, Philippines via
Comsat USA and your phone no. is 1234567. As soon as you got the dial tone from CES 01+
start by dialing:
0063331234567#
Where 00 = is the international connection
63 = is the country code of the Philippines
33 = is the city area code of Iloilo City
1234567 = is your subscriber telephone number
# the hash sign is to complete your call

For ship to ship call, either by voice or telex using Inmarsat-B or Inmarsat-C telex, you
will have a hands on with these equipment during your laboratory sessions.

I just want to emphasize the importance and functions of the INMARSAT system and its
role in the GMDSS system to be of service to vessels whether in port, coastal waters, high seas
or any oceans of the world except for the Polar regions. The INMARSAT is very reliable for Sea
Areas A1, A2 and A3. Making her an integral part of the GMDSS system.

Important Dates:
03 Sept 1976 = INMARSAT was established
16 July 1979 = INMARSAT was founded
01 Feb 1982 = INMARSAT operated officially

To check Lesson 9 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

References

1) IMO : International Code of Signals (IMO, Latest edition)

2) IMO ; Admiralty LIST of RADIO SIGNALS Vol.5 ...NP285
3) IMO : IAMSAR VOL. III (International Aeronautical Maritime Search And Rescue
Manual

LESSON 10: The COSPAS-SARSAT SYSTEM

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Learning Module 10.1: Concept of the COSPAS-SARSAT providing Radio Services in
Emergencies (10 Hours)

Competence:

A-IV/2 C2: Provide radio services in emergencies

Course Outcome/s:

CO3: Explain how to test, maintain, and activate SART and EPIRB

Learning Outcomes:

1. Determine and Describe Concept of the COSPAS-SARSAT providing Radio Services in

Emergencies

Overview

The following lesson still deals with satellite communications involving the
provision
of radio services during emergencies and complying with the first carriage requirement of the
GMDSS system that is:

1. Transmission of ship-to-shore distress alerts by at least two separate and independent

means, using different radio communication service; Two separate and independent means will
involve two different types of communication equipment, and separate from each other.
Meaning any two of the following: VHF Radio, DSC equipment, INMARSAT equipment, radio
beacons etc
If the DSC equipment is the Primary means of distress alerting, radio beacons or EPIRB
is the secondary means.
If the DSC distress alerts will be received by another station equipped with a DSC
equipment, who will receive the distress alerts of an EPIRB? This is where the COSPAS-SARSAT
comes in.

For the purposes of this lesson, let us first be familiar with some ACRONYMS and definitions.

COSPAS = Space System in the Search of

Distressed Vessel
SARSAT = Search and Rescue Satellite Aided
Tracking
EPIRB = Emergency Position Indicating Radio

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Beacon
ELT = Emergency Locator Transmitter
PLB = Personal Locator Beacon
LUT = Local User Terminal
MCC =Mission Control Centre
MRCC = Maritime Rescue Coordination Centre
UIC = Unique Identification Code
SAR Units = group of trained personal with equipment carrying
out a SAR mission
Roundtrip = one complete revolution of a COSPAS-SARSAT on
its orbit
Altitude = refers to the distance of the satellite from the
earth‘s surface
LEOSAR = Low-altitude Earth Orbit
GEOSAR = Geo-stationary orbiting
MEO = Medium-altitude Earth Orbit

Discussion

 What is COSPAS-SARSAT?
COSPAS-SARSAT are low-polar orbiting satellites
Purpose: for detection and location of EPIRB‘s and other radio beacons operating on 406 MHz
and 121.5 MHz

What is a COSPAS-SARSAT System

The Cospas-Sarsat Program is an international organization that provides space-based relay of

distress signals, or alerts, from emergency beacons that use the 406 megahertz (MHz)
frequency. Cospas-Sarsat provides the alerts to search and rescue (SAR) authorities
internationally.

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The governments of Canada, France, Russia and the United States (the Parties) have
signed an agreement to provide for the long-term operation of the system and to support the
objectives of the International Maritime Organization (IMO) and the International Civil Aviation
Organization (ICAO) concerning search and rescue. In addition to the four Parties and the two
Participating Organizations (IMO and ICAO), Cospas-Sarsat international participation includes
26 ground segment providers and 11 user states.

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Brief HISTORY

1978: Canada, France and the USA agree to co-operate on the development of the
SARSAT low-altitude polar orbiting system to: – Locate existing 121.5 MHz beacons – Develop
a new technology for improved performance = 406 MHz Russia declares its interest in
cooperating with the objective of ensuring inter-operability of their COSPAS system with
SARSAT. Cooperative venture: Governments were looking for additional cooperative efforts
after success of Apollo-Soyuz and the humanitarian nature of SAR was an easy fit…

SARSAT is an instrument package flown aboard the NOAA series of environmental

satellites operated by NOAA's National Environmental Satellite, Data and Information Service
(NESDIS). These satellites orbit at an altitude of 528 miles and complete an orbit every 100
minutes. Their orbits are inclined 99 degrees from the equator. Typically, each satellite
monitors the earth for various weather and climate data.

Yet, each satellite also carries a Search and Rescue Repeater (SARR) which receives
and retransmits 406 MHz signals anytime the satellite is in view of a ground station. Also
carried is a Search and Rescue Processor (SARP) which receives 406 MHz transmissions,
provides measurements of the frequency and time, then retransmits this data in real-time.

The satellite also stores each 406 MHz signal it receives and continuously downloads this
data for up to 48 hours ensuring ground stations around the world receive it. That is, if the
satellite was not in view of a ground station when it received a beacon signal, the next ground
station that sees that satellite will receive the data. This provides global coverage for 406 MHz
distress signals. The SARR is provided by the Canadian Department of National Defence and
the SARP is provided by the French Center National D'Etudes Spatiales (CNES).
• 1982: First Cospas satellite – Cospas-1 (USSR) launched in June 1982. – First rescue in Sept.
1982
• 1983: Second Cospas and First Sarsat satellites – NOAA-8 satellite (USA) with Canadian
(SARR) and French (SARP) instruments
• 1985: System declared operational – 406 MHz beacon technology arrives

The International Cospas-Sarsat Programme is a treaty-

based, nonprofit, intergovernmental, humanitarian cooperative of 43 nations and agencies (see
box on right) dedicated to detecting and locating radio beacons activated by persons, aircraft
or vessels in distress, and forwarding this alert information to authorities that can take action
for rescue The system utilizes a network of satellites that provide coverage anywhere on Earth.

Distress alerts are detected, located and forwarded to over 200 countries and territories at
no cost to beacon owners or the receiving government agencies Cospas-Sarsat was conceived
and initiated by Canada, France, the United States, and the former Soviet Union in 1979The
first rescue using the technology of Cospas-Sarsat occurred in September 1982.

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THE COSPAS SARSAT SYSTEM:

The basic Cospas-Sarsat concept is illustrated in the adjacent figure. The System is
composed of:

• distress radiobeacons (ELTs for aviation use, EPIRBs for maritime use, and PLBs
for personal use) which transmit signals during distress situations;
• instruments on board satellites in geostationary and low-altitude Earth orbits
which detect the signals transmitted by distress radiobeacons;
• ground receiving stations, referred to as Local Users Terminals (LUTs), which
receive and process the satellite downlink signal to generate distress alerts; and
• Mission Control Centers (MCCs) which receive alerts produced by LUTs and
forward them to Rescue Coordination Centers (RCCs), Search and Rescue Points
Of Contacts (SPOCs) or other MCCs.
• The Cospas-Sarsat System includes two types of satellites:
 satellites in low-altitude Earth orbit (LEO) which form the LEOSAR System
 satellites in geostationary Earth orbit (GEO) which form the GEOSAR System
• The future Cospas-Sarsat System will include a new type of satellite in the
mediumaltitude Earth orbit (MEO) which will form the MEOSAR System.

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( Figure 1. The Basic Concept of the COSPAS - SARSAT System)

LUT

MCC
SAR UNITS

ELT RCC
EPIRB PLB
What is the basic concept of the COSPAS-SARSAT?

The basic Cospas-Sarsat concept is illustrated in the adjacent figure. (Fig.1)

The System is composed of:

1. Distress radio beacons (ELTs emergency radio beacons for use in the airborne
service(aircrafts, planes, helicopter)

EPIRBs emergency radio beacons for use in the maritime service

PLBs emergency radio beacons in the land service (mobile transport, personal, etc)

2. SAR Satellites
Instruments on board satellites in geostationary and low-altitude Earth orbits
which detect the signals transmitted by distress radio beacons;

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3. LUT
Ground receiving stations, referred to as Local Users Terminals (LUTs), which
receive and process the satellite downlink signal to generate distress alerts; and

4. MCC
Mission Control Centers (MCCs) which receive alerts produced by LUTs and forward
them to Rescue Coordination Centers (RCCs), Search and Rescue Points Of Contacts
(SPOCs) or other MCCs.

5. RCC
A rescue coordination centre (RCC) is a primary search and rescue facility in a
country that is staffed by supervisory personnel and equipped for coordinating and
controlling search and rescue operations.

6. SAR Units

Search and Rescue Units are group of trained personnel with equipment carrying
out a SAR mission

Figure 1. Basic Concept of the COSPAS-SARSAT System

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The Cospas-Sarsat System includes two types of satellites:

Satellites in low-altitude Earth orbit (LEO) which form the LEOSAR System
Satellites in geostationary Earth orbit (GEO) which form the GEOSAR System

The future Cospas-Sarsat System will include a new type of satellite in the
mediumaltitude Earth orbit (MEO)

Specifications and Characteristics of the COSPAS-SARSAT

 COSPAS = COsmicheskaya Sistyema Poiska Avariynich Sudov

(Space System for the Search of Distressed Vessels)

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Program : France and C.I.S.

Frequency : 406.025 MHz
Distance from Earth : Approx. 1,000 Kms
Speed : 7,000 Kms/sec
Mode of operation : Global Coverage Mode
Roundtrip : 1hour 46min

SARSAT- Search and Rescue Satellite-Aided Tracking

Program : USA and Canada

Frequency : 121.5 MHz
Distance from Earth : Approx. 850 Kms
Speed : 7,000 Kms/sec
Mode of operation : Realtime Mode
Roundtrip : 1hour 42min

To check Lesson 10 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

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References

1) IMO : International Code of Signals (IMO, Latest edition)

2) IMO ; Admiralty LIST of RADIO SIGNALS Vol.5 ...NP285
3) IMO : IAMSAR VOL. III (International Aeronautical Maritime Search And
Rescue Manual

LESSON 11: EMERGNECY RADIO BEACONS (EPIRB)

Learning Module 11.1: Emergency Radio Beacons (EPIRB) (10 Hours)

Competence:

A-IV/2 C2: Provide radio services in emergencies

Course Outcome/s:

CO3: Explain how to test, maintain, and activate SART and EPIRB

Learning Outcomes:

1. Describe and Operate Emergency Radio Beacons (EPIRB)providing Radio Services in

Emergencies

Overview

The following lesson still deals with satellite communications involving the provision of
radio services during emergencies and complying with the first carriage requirement of the
GMDSS system that is:

 Transmission of ship-to-shore distress alerts by at least two separate and independent

means, using different radio communication service;
 Therefore, if the DSC is the primary means of distress alerting, what is the secondary means?
This is where the emergency radio beacon comes in.

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Discussion

Key Concept

What is a radio beacon?

Emergency Position Indicating Radio Beacon (EPIRB) is a device designed to alert

search and rescue services (SAR) in case of an emergency out at sea. It is a tracking
equipment that transmits a signal on a specified band to locate a lifeboat, life raft, ship or
people in distress. An EPIRB is a SECONDARY means of DISTRESS alerting which is to say that
it comes later in the hierarchy of alerting SAR authorities in case of a distress. It is mandatory
to carry one EPIRB on every ship and two EPIRBS for all Indian Registered ships

The 406 MHz satellite EPIRB transmits a 5W radio frequency (RF) burst of approximately
0.5s duration every 50 seconds. Improved frequency stability ensures improved location
accuracy, while the high peak power increases the probability of detection. The low duty cycle
provides good multiple-access capability, with a system capacity of 90 activated beacons
simultaneously in view of the satellite, and low mean power consumption

An important feature of the new satellite EPIRB is the inclusion of a digitally encoded
message, which may provide such information as the country of origin of the unit in distress,
identification of the vessel or aircraft, nature of distress and, in addition, for satellite EPIRBs
code in accordance with the maritime location protocol, the ship's position as determined by its
navigation equipment.

Satellite EPIRBs are dual-frequency 121.5/406 MHz beacons. This enables suitably
equipped SAR units to home in on the 121.5 MHz transmission and permits over flight
monitoring by aircraft. Depending on the type of beacon (maritime, airborne or land), beacons
can be activated either manually or automatically.

System Performance and Operations Performance parameters

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The following parameters are particularly important for the user:
EPIRB location
probability; EPIRB
location error;
ambiguity resolution
probability; capacity;
coverage; and
notification time.

EPIRB detection probability for the 406 MHz satellite EPIRB is defined as the probability
of detection by LUT of at least one message with a correct code-protected section from the
first tracked satellite.

EPIRB location probability for the 406

MHz satellite EPIRB is defined as the probability of detecting and decoding at least four
individual messages bursts during a single satellite pass so that a Doppler curve-set estimate
can be generated by the LUT. At 121.5 MHz, EPIRB location probability is defined as the
probability of location during a satellite pass above 10° elevations with respect to the beacon.
EPIRB location probability relates to the two solutions ("true" and "mirror") and not to a single
unambiguous result.

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EPIRB location accuracy is defined as the difference between the location calculated by the
system using measured Doppler frequencies and the actual location.

Ambiguity resolution probability is defined as the ability of the system to select the "true"
rather than the "mirror" location.

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Capacity is defined as the number of EPIRBs in common view of the spacecraft which the
system can process simultaneously.

Notification time is the period from activation of an EPIRB spectral characteristic. The values
given below were confirmed by statistical analysis of over 5,000 beacons during the
development and experiment phase.

121.5 MHz EPIRB - Average 6 Hour Notification

406 MHz EPIRB - Average 1 Hour Notification
406 EPIRB with GPS - Average 5-minute Notification

What is an ELT?
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An emergency locator beacon is a radio beacon, a battery

powered radio transmitter, used to locate airplanes, vessels, and
persons in distress and in need of immediate rescue.
Various types of emergency locator beacons are carried by aircraft,
ships, vehicles, hikers and cross-country skiers.

In case of an emergency, such as the aircraft crashing, the ship sinking, or a hiker
becoming lost, the transmitter is deployed and begins to transmit a continuous radio signal,
which is used by search and rescue teams to quickly find the emergency and render aid.

What is a PLB?

The MRT Personal Locator Beacon (PLB) range has been specifically
designed to meet new international safety standards and combine industry
leading 121.5MHz, VHF DSC and AIS technologies.

With over 40 years experience, MRT is the world‘s oldest and most
experienced Personal Locator Beacon (PLB) manufacturer.

L-BAND EPIRB

There is a third kind of EPIRB which is similar to the 406 MHz EPIRB known as L-Band
EPIRB, also known as Inmarsat-E. L-Band EPIRB transmits in 1.6 GHz and will be picked up by
the Inmarsat (not Cospas-Sarsat) which consists of 4 communication satellites cover the area
of the world from the latitude 70ºN to latitude 70ºS.

Inmarsat-E EPIRBs

Transmit a distress signal to Inmarsat geostationary satellites which includes a

registered identity similar to that of the 406 MHz EPIRB and a location derived from a GPS
navigational satellite receiver inside the EPIRB. Inmarsat EPIRBs may be detected anywhere in
the world between 70 degrees North latitude and 70 degrees South latitude.

Since geostationary satellites are used, alerts are transmitted nearly instantly to a rescue
coordination center associated with the Inmarsat coast earth station receiving the alert. Alerts
received over the Inmarsat Atlantic Ocean Regions are routed to the Coast Guard Atlantic Area
command center in New York, and alerts received over the Inmarsat Pacific Ocean Region are
routed to the Coast Guard Pacific Area command center in San Francisco.

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L-BAND EPIRB INMARSAT Satellite

Lecturer‘s Note:
There are many types of Epirbs, various classes and categories. But for purposes of your
lecture and laboratory we will use the Transas and Poseidon Models as a standard Epirb.
Again, this is our summary of our lesson.

What is an EPIRB?

Emergency Position Indicating Radio Beacon Is a life saving appliance which sends off a
signal burst in a form of unique identification code when activated in cases of emergency. This
unique ID code is detected by the COSPAS-SARSAT and pass it to the LUT‘s. Positions are
being derived by means of a doppler effect.

Specifications and Characteristics

• Frequency: 406.025 MHz

• Modulation: Phase Modulation
• Material: Polycarbonate
• Battery: Lithium, (non-chargeable) Expiry : 3-5 yrs
• Operation: Manual & Automatic
• Activation: 96 hours continuous
• Installation: should be installed in an open area free
from overhead obstruction
The automatic activation is triggered when the EPIRB
is released from its bracket.
• Float-free: when fitted with a Hydrostatic Release
Unit (HRU) and submerged into a depth of 1.5m to
4.0m

To check Lesson 11 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

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Do this!
 Activity: Laboratory Ex. No. 10 Student’s BOE

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032841297

Lesson 12: SURVIVAL CRAFT EQUIPMENT (SART)

Learning Module 12.1: Survival Craft Equipment (SART) providing Radio Services in
Emergencies (10 Hours)

Competence:

A-IV/2 C2: Provide radio services in emergencies

Course Outcome/s:

CO3: Explain how to test, maintain, and activate SART and EPIRB

Learning Outcomes:

1. Describe and Operate Survival Craft Equipment (SART) providing Radio Services in
Emergencies

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Overview

The following lesson still deals with communications involving the provision of radio
services during emergencies and complying with the sixth carriage requirement of the GMDSS
system that is:

 Transmission/reception of SART signals for locating;

Therefore, in order to be detected and located, a survival craft must have or be fitted with
a life saving appliance or equipment for purposes of detection and location of survivors. This
is where the SART comes in.

Discussion

What is a SART?

By definition, SART is a Search and Rescue Radar Transponder.

A search and rescue transponder (SART) is a self-contained, waterproof transponder
intended for emergency use at sea. These devices may be either a radar-SART, or a GPS-
based AIS-SART (automatic identification system SART).
A Search and Rescue Transponder (SART) is an electronic device that automatically
reacts to the emission of a radar. This enhances the visibility on a radar screen. SART
transponders are used to ease the search of a ship in distress or a liferaft.

What is a Radar-SART?
The radar-SART is used to locate a survival craft or distressed vessel by creating a
series of dots on a rescuing ship's radar display. A SART will only respond to a 9 GHz Xband (3
cm wavelength) radar. It will not be seen on S-band (10 cm) or other radar. Shipboard Global
Maritime Distress Safety System (GMDSS) include one or more search and rescue locating
devices.
The radar-SART may be triggered by any X-band radar within a range of approximately
8 nautical miles (15 kilometers). Each radar pulse received causes the SART to transmit a
response which is swept repetitively across the complete radar frequency band. When
interrogated, it first sweeps rapidly (0.4 microsecond) through the band before beginning a
relatively slow sweep (7.5 microseconds) through the band back to the starting frequency. This
process is repeated for a total of twelve complete cycles. At some point in each sweep, the
radar-SART frequency will match that of the interrogating radar and be within the pass band of
the radar receiver.

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If the radar-SART is within range, the frequency match during each of the 12 slow
sweeps will produce a response on the radar display, thus a line of 12 dots equally spaced by
about 0.64 nautical mile (1.2 km) will be shown. When the range to the radar-SART is reduced
to about 1 nautical mile (2 km), the radar display may show also the 12 responses generated
during the fast sweeps. These additional dot responses, which also are equally spaced by 0.64
nautical mile (1.2 km), will be interspersed with the original line of 12 dots. They will appear
stronger and larger the closer the interrogating radar gets, slowly becoming arcs at first until
the SART is within 1NM, the arcs will become full circles indicating the active SART is in the
general area.

What is the description and purpose of a Radar-SART?

Search and rescue Radar Transponders (SARTs) are the main means in the GMDSS for
locating ships in distress or their survival craft, and their carriage on board ships is mandatory.
The SART is a small, battery powered, omni–directional radar receiver and transmitter. They
may also be incorporated into a float–free satellite EPIRB. The batteries fitted to a SART allow
operation in the standby condition for at least 96 h, plus a further 8 hrs whilst being
interrogated.

What is the Method of operation of a Radar-SART?

A Radar-SART operates in the 9 GHz (3 cm or ‗X-band‘) radar frequency band and, on

receiving a signal from a ship or aircraft radar, transmits a series of response (homing) signals.
The SART can be activated manually or automatically (in some cases) so that it will thereafter
respond when interrogated. The method of using and activating SARTs varies over the type
available, but instructions are marked on the sides of all SARTs.

These response signals will be seen on the ship or aircraft radar screen as a line of 12
dots (0.64 n miles apart) extending approximately 8 n miles outward from the SART‘s position
along its line of bearing. This unique radar signal is easily recognised and allows the rescue
vessel or aircraft to locate the survival craft. As the SART becomes closer, another 12 dots are
produced, also 0.64 n miles apart.

All GMDSS vessels up to 500 ton must carry at least one SART. Bigger vessels must carry at
least two SARTs. Non GMDSS vessels are strongly advised to carry at least one as well

 Various Types of Radar-SARTS

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 SARTs are typically cylindrical, about the size of a person's forearm, and brightly
coloured.

How is a Radar-SART detected by a ship or aircraft?

A Radar-SART has a receiver that detects the signals from X-band radars (9.2 - 9.5
GHz). If the SART detects a signal it immediately transmits twelve pulses on the same
frequency. This signal is seen by the radar as "echoes" and will be displayed on the screen as
a series of twelve dots with a gap of 0.6 miles between them. The first dot is at the position
of the SART and the others go in a straight line towards the edge of the screen.

Lecturer‘s Note:
If the rescue vessel approaches the SART, the twelve dots will become bolder and then turn
into short arcs. These arcs increase in size if the vessel gets closer. If the rescue vessel is very close,
the Radar-SART will be activated permanently by the side lobes of the radar antenna. The signal of
the SART will then be visible as twelve complete circles on the radar screen. This will tell the search-
andrescue team that they have more or less arrived.

Appearance of a SART signal on the Radar Screen (9 GHz Radar)

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6-10nm (12 blips) 2-5nm (Short Arcs) 1nm or less (12 rings)
Distance and characteristics of a SART signal

How should the signal from a Radar-SART appear on a radar display?

How should I know that it is a RADAR-SART signal on my radar display? Or perhaps it is

some kind of a convoy or possibly a tug and tow. Or perhaps it is just a false echo? When it
detects an incoming X-band radar pulse from another vessel or aircraft it automatically
transmits a response signal, which appears on the vessel's radar display as a series of 12 dots
pointing to your location as shown above.

How are Radar-SARTs mounted?

Onboard a vessel, Radar-SARTs are normally mounted on mounting bracket or cradle and
fitted unto the bulkheads inside the Ship‘s wheel house. On some vessels the mounting
brackets are fitted on side of the bridge. Others on the side bulkheads near the bridge wings
depending on the design and construction of a ship.

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Onboard Lifeboats and liferafts, Radar-SARATs are stowed inside and for mounting there
are instructions and procedures on ―How to Rig a Radar-SART‖ depending on the design of a
survival craft. But there should be always an appropriate place designated for its rigging.

How can you Maximize the range of SART?

To achieve the maximum detectable, range the SART should be mounted vertically at
least 1 m above sea level. Increasing the height of the SART will increase its detectable range.
Meaning the higher the height of a SART, the farther the distance it can be detected. In the
same way the higher the height of the scanner of an X-Band Radar, the farther the distance it
can detect a Radar-SART. This is because the radio waves it transmits use line of sight
transmission.

Lecturer’s Note:

Now you have a clear view how the Radar-SART looks like, how it operates, its purpose and when to
use it up to its detection and location and how it is rigged.

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Again, it is important to know that there are various Types of SARTS, different designs and colours
and a lot of manufacturers. Even the life of the battery differs. Some have 1 year expiration, others
have 2 years and other manufacturers in Europe and USA have it for 3 years. But all of them have
only one (1) purpose.

For the purpose of this study, we will stick with the following specifications land characteristics so as
to avoid confusion. (See below)

 SPECIFICATIONS and CHARACTERISTICS


 Frequency: 9 GHz Radar SART
 Modulation: Pulse Modulation
Material: Polycarbonate

Battery: Lithium, Non-Chargeable
Expiry: 2-3 years

Operation: Manually Operated:
• 48 Hours Standby Mode
• 8 Hours continuous
Transpond Mode
Appearance: When interrogated by a 9

GHz radar from a distance of 10-15
n.miles it produces 12 blips on the
radar screen. The blips extending up to
8 n.miles long.
Other features:
•
Fitted with an audible sound (beep)
when interrogated by X-band Radar
Effective use: height should be at least
• one (1) meter above the sea level
Distance: 10-15 nm from a ship with a
• radar scanner height of 15 meters
Up to 30 nm from an airborne radar
•

To check Lesson 12 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

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Do this!

 Activity : Laboratory Ex. No. 11 on Student’s BOE

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032842829 LESSON
13: Partial and Full BREAKDOWN of Radio installations and HAZARDS

Learning Module 13.1. Provide radio services during partial or full breakdown of
radio installation (2 Hours)

Competence:

A-IV/2 C2: Provide radio services in emergencies

Course Outcome/s:

CO3: Explain how to test, maintain, and activate SART and EPIRB

Learning Outcomes:

1. Determine and Describe how to provide radio services during breakdown of radio
installation and Hazards
2. Determine and Describe the Measures to prevent electrical hazards of radio
installation

Overview

The following lesson still deals with communications involving the provision of radio
services during emergencies and one of the competencies of the STCW that is during partial or
full breakdown of radio installations. During the old sailing days, when radio installation breaks
down partially or full main power fails, the whole communication system is jeopardized.

In the mid 20th century this was rectified and due to the advent of SOLAS, merchant
ships are required to have an emergency source of power and another independent source.
Now a day, this was improvised by the introduction of the GMDSS system requiring duplication

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of equipment and an uninterrupted source of power supply during full breakdown of Ship‘s
Main Source.

Discussion

24V LEAD ACID BATTERY (GMDSS RESERVE SOURCE)

The SOLAS convention requirements:

A reserve source(s) of energy to supply radio installations must be provided on every

SOLAS vessel for the purposes of conducting distress and safety radio communications in the
event of failure of the vessel‘s main emergency sources of power. The reserve source of
energy must be capable of simultaneously operating the VHF radio installations, and either the
MF/HF radio installation or the INMARSAT ship‘s earth station (as appropriate for ship‘s sea
area operation).

The capacity of the reserve source of energy should be sufficient to operate the particular
installation with the highest power consumption for the appropriate period specified:
• Ships with emergency generators: 1 Hour
• Ships without emergency generators: 6 Hours

The batteries must be recharged to required minimums within a 10-hour period. The
capacity of batteries must be checked, using an appropriate method, at intervals not to exceed
12 months.

Lithium manganese dioxide batteries

Li-MnO2 are the most modern, high power batteries. Their nominal voltage is 3 V. Their
capacity is approaching that of the mercury batteries, but best of all, they generally lose less

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than 2% of their capacity per year. They are ideally suited as back-up batteries inside some
equipment and in EPIRB and SART equipment because of their long service life.

Secondary cells

These are rechargeable and are referred to as storage batteries. These are used
aboard to power onboard electrical equipment such as the VHF radio and are recharged from
either the vessel‘s engine, generator or through a battery charger connected to mains power.
Charging the battery reverses the chemical process inside the battery so the battery can once
again supply electricity.
Secondary cells can be used in series, in parallel,
or in a combination of both to achieve the voltage
and the capacity that is required. The only limitation
being that each cell is of a similar voltage, capacity
and chemical composition.
There are four common types of secondary cells
used in batteries that may be found on board

Lead/acid batteries

This is the most common type of large rechargeable battery. This is the same as the
ubiquitous car battery. Each battery is made from a number of individual cells, each having a
nominal voltage of 2 V. Most batteries are made from 3 or 6 cells giving a battery voltage of 6
or 12 V. These batteries are then grouped together to make a bank of the required voltage
and capacity. Most vessels use 12 or 24 V for their battery bank.

Lead/acid cells consist of a series of lead plates immersed in a liquid called the
electrolyte. The electrolyte in these batteries is sulphuric acid.

Lead/acid batteries are popular because they are cheap and can supply high current
when needed, for example for starting an engine.

Lead/acid batteries may be found in two versions: unsealed and sealed.

Unsealed lead/acid batteries

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Offer the access to each of their cells through

batteries caps that enables accurately determining
the state of charge of each cell.
This can be done by measuring the specific gravity
of the electrolyte with a hydrometer, because the
more charge that there is in the battery, the denser
the electrolyte becomes.

A hydrometer
To measure the condition of a battery, the
specific gravity is measured using a
hydrometer while the voltage is measured using
a voltage meter. The electrolyte of a fully
charged lead/acid battery will have a specific
gravity of about 1.27, and a fully discharged
cell will give a reading about 1.16,

This can be done by measuring the specific

gravity of the electrolyte with a hydrometer,
because the more charge that there is in the
battery, the denser the electrolyte becomes.

Hydrometer
Type of cell Area of use Rechargeable
Primary cell EPIRB, SART, ... No
Main battery (for VHF Radio, NAVTEX receiver, ...),
Secondary cell Yes
handheld VHF, ...

Flooded Battery/Charger Pack

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Wet Cell Battery

Battery Chargers

Batteries are one of the energy sources available on board vessels which are used in
case of blackout and emergency situations on board a ship. These batteries apparently used
for low voltage dc system like bridge navigational instruments, emergency lighting, GMDSS,
etc. and thus kept charged to be used in case of emergency or need for temporary power.

When the battery operation in a circuit is active, it provides current and voltage and is itself
discharging. It will continue to supply the current to the equipment depending upon its
capacity, which is measured in ampere-hours.

What is the Charging voltage of marine batteries?

The typical charging voltage is between 2.15 volts per cell (12.9 volts for a 12V 6 cell
battery) and 2.35 volts per cell (14.1 volts for a 12V 6 cell battery).

What is the charging current of a 12V battery?

e.g. 24 WATTS / 12 VOLTS = 2 AMPS CHARGER CURRENT REQUIRED = 26.4 AMPS + 2

AMPS = 28.4 AMPS. 8. Choose the next biggest charger in the range e.g. 12 VOLT, 30 AMP, 3
BATTERY BANKS = BCM 12/30-3 Note Much too big a charger could damage the battery and
too small will take longer to re-charge

How long will a 100ah battery run an appliance that requires 400w?

A 100ah battery should provide 1 amp for 100 hours, 2 amps for 50 hours, 3 amps for 33
hours etc.

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Types of Battery Chargers

Learning Module 13.2. The Measures to prevent electrical hazards of radio

installation (1 Hour)

The following lesson deals with the GMDSS installation with regards to its reserve power,
maintenance and the safety measures to prevent electrical hazards during repairs or partial and
full breakdown of radio installation.

Lecturer‘s Note:

Some vessels have Electricians onboard as part of their manning. In some there is
none. In most cases where there is no Electronic Officer onboard, the Engine Officers
designates or tasks its Officer to attend to electrical problems onboard whether it be on
deck, engine or radio department.

Now a day, shipping companies have a designated shore maintenance as part of the
Company‘s contingency.

Maintenance plan of the GMDSS

1) It is important for the officers to perform periodic functional tests of GMDSS equipment in
order to ensure that each equipment will serve its purpose especially in times of emergency.

2) The procedures for the conduct of functional tests shall be consulted from the user‘s manual
of each equipment, such that failure to understand or comply the procedures given in the
manual may possibly cause untoward effect to the equipment in question.

3) That the contents of SOLAS Chapter IV Regulation 13 that a supply of electrical energy
sufficient to operate the radio installations and to charge any batteries used as part of a
reserve source or sources of energy for the radio installation shall be made available at all
times while the ship is at sea.

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That a reserve source or sources of energy shall be provided on every ship to supply radio
installations for the purposes of conducting Distress and safety communications in the event
of failure of ship‘s main and emergency sources of electrical power.

5) That to prevent accidents involving electrical hazards of radio installation must use circuit
breakers and fuses including the purpose of having overload trips.

6) Must have an approved or certified electrical safety matting.

7) Must have appropriately installed personal protective equipment inside the battery room such
as eye goggles apron, rubber gloves and eye wash.

8) Must have safety signs for ―electrical hazards‖ to be installed near each electrical distribution
boards for GMDSS equipment

9) Must have an Installation of ―radiation hazard radius‖ on the corresponding ADE of each
GMDSS

10) Must use relevant checklist or permit to work for any maintenance or inspection involving the
electrical component of the GMDSS installation

Radiation and Electrical Hazards, Signs and Symbols

Periodic Check

Battery Room
Electrical
Matting

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Circuit Breakers

Repairs on
GMDSS ADE Warning Signs and Check
must Warnings! List

Measures to prevent electrical hazards on board radio installations

As a prudent Officer carrying out maintenance This is an INMARSAT Radome Antennae
or repairs on the ADE must secure a checklist installed as ADE. Normally a circular yellow
and Permit to Work and advise the OOW of line about 3 metres in radius should be
such activity and put a warning sign on the painted below this structure. Why?
GMDSS BDE.

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To check Lesson 13 in Schoology click the link below:
https://app.schoology.com/course/3008473464/materials/gp/3032897522

Lesson 14: CARRY OUT SEARCH and RESCUE OPERATIONS

Learning Module 14.1. Search and Rescue Operations (7 Hours)

Competence:

A-IV/2 C2: Provide radio services in emergencies

Course Outcome/s:

CO3: Explain how to test, maintain, and activate SART and EPIRB

Learning Outcomes:

1. Determine and Perform Search and Rescue Operations‘

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Overview

The following lesson deals with the application of all the GMDSS communications
equipment involve in an actual Search and Rescue (Simulation). This is more of a general
Practical Assessment since every learner must now put into practice what they have learned in
the Laboratory. From the use of VHF DSC equipment, VHF R/T Transceiver, the procedures on
how to answer calls and the appropriate use of IMO.SMCP.

 Lecturer’s Note:

This practical laboratory is a Simulation Scenario of a Search and Rescue operation was designed to
meet most of the GMDSS carriage requirement namely:

1. Transmission of ship-to-shore distress alerts;

2. Reception of shore-to-ship distress alerts;
3. Transmission/reception of ship-to-ship distress alerts;
4. Transmission/reception of search and rescue coordinating communications;
5. Transmission/reception of on-scene communications;
6. Transmission/reception of SART signals for locating;
7. Transmission/reception of maritime safety information;
8. Transmission/reception of general radio communications to and from shore-based
radio systems…
9. Transmission/reception of bridge-to-bridge communications.

Almost all of the requirement are met in this Scenario except for item no.7 that is the
reception of MSI and EGC which is automatic in nature due to the functions of the Navtex and
INMARSAT-C. Furthermore, you will notice that some actions by vessels involve in a Search
and Rescue operation may involve the use of ARPA Radar, Engine Telegraph and the Helm
which the learner have already taken up in other related courses such as Seamanship, Ship‘s
Handling and Maneuvering, ARPA Radar, Deck Watchkeeping, English 1 and the like.

Discussion

How important is this Search and Rescue Simulation?

The importance of this SAR Simulation scenario is to prepare the learners to be

equipped with the knowledge, and ability to respond prudently in the event an actual scenario
may happen. Since this is just a simulation, some may just take it less seriously. But since this

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is a graded simulation it is always emphasized that during the briefing the that learners must
perform it as realistic as possible.

To give the learner a birds-eye-view of the whole exercise, let me draw your attention
to some terms and events as a review and motivation.

Search and Rescue

What is maritime search and rescue?

The Maritime Search and Rescue Act defines maritime SAR services as the search and
rescue of persons in distress at sea, provision of emergency medical services for them and
conduct of radio communications related to an emergency phase.

What is search and rescue region?

Search and Rescue (SAR) is the search for and provision of aid to people who are in
distress or imminent danger. The general field of search and rescue includes many specialty
sub-fields, typically determined by the type of terrain the search is conducted over.

Is search and rescue volunteer?

SAR Professionals are both paid and Volunteer. While some Search and
Rescue professionals have paid positions, like members of the Coast Guard, specially trained
National Park rangers, firefighters, Sheriff's deputies and helicopter rescue crews, many Search
& Rescue participants are volunteers.

What is the search system pattern called using 1 vessel?

EXPANDING SQUARE SEARCH:

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.

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How does Search and Rescue works?

No matter where an accident occurs, the rescue of persons in distress at sea will be co-
coordinated by a SAR organization and assist ships in distress, not only because of
international treaties such as the International Convention for the Safety of Life at Sea
(SOLAS) and the SAR Convention of 1979, but also due to moral obligation.

Regulatory Framework

Conventions aim to develop an international Search and Rescue plan in order to help in
the rescue of persons in distress at sea, wherever the accident happens, through the
coordination with SAR organizations.

STCW specifies requirements for seafarer training related to Search and Rescue (SAR)
operations. Operators should ensure that any single person onboard their vessels, is
familiarized with vessel‘s characteristics, equipment and procedures, related with their duties,
including those in a case of emergency. All vessels should have specific procedures and plans
that should be followed if SAR operations are needed. Additionally, Search and Rescue drills
should be conducted periodically onboard, to ensure personnel‘s familiarization.

Real Life Accident (Case Study)

On August of 2006, a container vessel collided with a cargo vessel near Xiamen port.
The Master of container vessel reported the collision to Xiamen Vessel Traffic Services (VTS),
the engine was stopped and a full inspection was made on the vessel. It was found that there
were several scratches on the port side and several dents on the side shell of the port quarter
below waterline. A few minutes later, the vessel proceeded at a slow speed to conduct a
Search and Rescue (SAR) operation for the other vessel, which immediately sank after the
collision. Five crew members were rescued and three crew members were found missing. The
next day the container vessel was anchored as instructed by Xiamen VTS. The incident
investigation revealed that the container vessel should not had stopped her engine and initiate
SAR operation instantly after colliding with the cargo vessel so that the chance of recovering
survivors from the latter vessel might be enhanced.

Actions to be taken to ensure effective SAR Operations

1) On receipts of distress call, fix own position, calculate distance and steaming time to
distress position
2) Establish communications with the RCC and/ or On-Scene Coordinator and other SAR units
3) Prepare emergency boats, ladders, nets and the crew for rescue operations 4) If
assistance can be rendered, then follow guidelines in IMO publication:
5) Merchant Ship Search & Rescue Manual‖

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6) Medical Officer should be prepared for medical treatment of survivors and
provisions of hot food and drinks
7) GMDSS Officer should continuously listen and watch the relaying distress signals

8) Notify interested parties and report to the office

Ivor Law on 2018-10-04

―………..The incident investigation revealed that the container vessel should not
had stopped her engine and initiate SAR operation instantly after colliding with
the cargo vessel so that the chance of recovering survivors from the latter vessel
might be enhanced……..‖

To check Lesson 14 in Schoology click the link below:

https://app.schoology.com/course/3008473464/materials/gp/3032897522

References

1) IMO : International Code of Signals (IMO, Latest edition)

2) IMO ; Admiralty LIST of RADIO SIGNALS Vol.5 ...NP285
3) IMO : IAMSAR VOL. III (International Aeronautical Maritime Search And
Rescue Manua

Do this!

 Activity: Laboratory Ex. No. 12 (Student’s BOE)

To answer Activity 1 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032846111

Checkpoint

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Activity 9 – Multiple Choice: Directions: Blacken the letter of the correct answer.
1. What sub-system of the GMDSS is made up of low polar-orbiting satellites whose
purpose is for the detection and location of EPIRBs operating on 406 MHz.
A) AMVER-AUSREP B COSPAS-SARSAT C) COSPAS-SART D) SAR-INMARSAT

2. What type of emergency radio beacon is being used in the maritime service.
A) ELT B) EPIRB C) PLB D) SART

3. Which of the following emergency appliance can be detected by the INMARSAT

satellite?
A) ELT B) EPIRB C) L-Band Epirb D) PLB

4. Which of the following is one of the Main component of the INMARSAT system?
A) Cospas-Sarsat B) Mission control C) Mobile rescue D) Space segment

5. What is ―A‖ in the acronym ADE as the division of the INMARSAT Terminal?
A) Abaft B) Above C) Advance D) Aerial

6. What is any equipment of the INMARSAT terminal which is located inside the ship?
A) ADE B) BDE C) IDE D) GPS

7. Which of the following INMARSAT terminals is capable of sending satellite facsimile?

A) INMARSAT-B B) INMARSAT-C C) INMARSAT-D D) INMARSAT-E

8. Which of the equipment uses the ―store and forward‖ system in its transmission?
A) DSC Controller B) INMARSAT-B C) INMARSAT-C D) VHF Telephony

9. What is the secondary means of distress alerting in the GMDSS system?

A) DSC B) EPIRB C) MF Telephony D) SART

10. Which of the following communication equipment is capable of duplex operation?

A) DSC B) INMARSAT-C C) SSB Telephony D) VHF
Telephone

11. Which GMDSS system functions as a sub-system to coordinate a rescue mission at

sea?
A) AMVER B) FleetNet 77 C) MCC D) MRCC

12. Which of the following equipment uses digital information in its transmission?
A) DSC Controller B) INMARSAT-B C) SSB Telephony D) VHF Telephony

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13. What sub-system of the GMDSS is responsible for covering Sea Area A3?
A) MF/HF DSC B) INMARSAT system C) SSB Telephony D) VHF
Telephony

14. How long will the battery of an Epirb operate in continuous activation mode?
A) up to 24 hours B) up to 48 hours C) up to 72 hours D) up to 96 hours

15. What is the required depth in order for an Epirb to be automatically released float-
free?
A) 3 feet B) 2-4 feet C) 1mtr – 1.5mtr D) 1.5mtr - 4.0mtr

16. Which of the following equipment is NOT capable of receiving and EGC/MSI
broadcast?
A) L-Band Epirb B) INMARSAT-B C) INMARSAT-C D) NAVTEX

17. Which of the following Frequency bands uses the Line of Sight as a wave
propagation?
A) Low Freq. B) High Freq. C) Medium Freq. D) Very High Freq.

18. Which device is responsible for making the release of and EPIRB float free?
A) Chloro-static Release Mechanism C) Hydro-static Release Mechanism
B) Electro-static Release Mechanism D) Remote Release Mechanism

19. What is the operating frequency of the emergency beacon in the maritime service?
A) 124.406 MHz B) 156.800 MHz C) 243.406 MHz D) 406.025 MHz

20) How long will the battery of the Epirb expire?

A) 1-2 years B) 2-3 years C) 3-5 years D) 5-7 years

To answer Activity 2 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032848023

Checkpoint

Activity 10 – Multiple Choice – Directions: Blacken the letter of the correct answer.
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ST. THERESE- MTC COLLEGES MARCOM
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E Iloilo, Philippines (Maritime Communications)
STUDENT LEARNING MODULE
ST

Revision No. 1 Effectivity date:

Reviewed by: Approved by:
10 August 2020
QMR President
1. Which of the following designates a person to carry the EPIRB onboard a survival
craft in case of an abandon ship?
A) Crew list B) Emergency plan C) Muster list D) Station Bill

2. What is the exact meaning of an X-band SART?

A) Search and Rescue Radar Transmitter C) Search and Rescue Transmitter
B) Search and Rescue Radar Transponder D) Search and Rescue Transponder

3. What is the only purpose of a SART?

A) For detection of EPIRB C) For rescuing survivors
B) For locating survivors D) For search of survival craft

4. What convention makes the carriage of SART onboard vessels mandatory?

A) IMO Convention C) STCW Convention
B) SOLAS Convention D) UN Convention

5. What is the operating frequency of a SART?

A) 3 MHz B) 9 MHz C) 3 GHz D) 9 GHz

6. What is broadcasted over the VHF Radio to warn all stations that there‘s an ongoing
SAR operation?
A) SEELOUNCE MAY DAY C) SILENCE ATTENTION
B) SEELOUNCE URGENCY D) SILENCE PLEASE

7. What specific equipment or apparatus can detect an activated SART?

A) L-Band Radar B) S-Band Radar C) X-Band Radar D) 10cm Radar

8. What is the distance that a SART can be detected from an airborne Radar?
A) 5-10 n.miles C) up to 20 n.miles
B) 10-15 n.miles D) up to 30 n.miles

9. What is the modulation of and EPIRB?

A) Amplitude modulation C) Phase modulation
B) Freq modulation D) Pulse modulation

10. What is the other operation of an Epirb aside from automatic float free operation?
A) Manual operation C) Telemetry operation
B) Remote Control Operation D) Visual operation

11. Which comes third in the manual preparation of a distress message in INMARSAT-C?
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ST. THERESE- MTC COLLEGES MARCOM
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E Iloilo, Philippines (Maritime Communications)
STUDENT LEARNING MODULE
ST

Revision No. 1 Effectivity date:

Reviewed by: Approved by:
10 August 2020
QMR President
A) The distress signal C) The name of the vessel and call
sign B) The nature of distress D) The present distress
position

12. Which comes second in manual preparation of a distress message in the INMARSAT
C?
A) The distress signal C) The name of the vessel and call
sign B) The nature of distress D) The present distress
position

13. What VHF channel is used for broadcasting a distress MESSAGE ―FIRE‖ or other
nature?
A) Channel 13 B) Channel 16 C) Channel 69 D) Channel 70

14. Why is the distress button of a DSC MF/HF, VHF controller has a red colour?
A) Because for easy location and warning C) Because red is easily visible
B) Because it is a SOLAS requirement D) Because yellow is not appropriate

15. Why is the distress button of a DSC MF/HF, VHF controller has a glass lid cover?
A) To have an easy access to the button
B) To prevent dust from entering the button
C) To prevent it from accidental false distress
D) To protect it from sea water spray

To answer Activity 3 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032850767
Checkpoint
Activity 11 – Multiple Choice – Directions: Blacken the letter of the correct answer.
1. How will you respond to a distress call when received on an VHF DSC Controller?
A) Listen on VHF and relay the distress alert
B) Listen of MF 2187.5 KHz and relay the distress alert
C) Listen on VHF Ch.16 or MF 2187.5 KHz for 5 minutes
D) Listen on MF 2187.5 KHz and acknowledge the distress

2. How will you respond to a distress call when received on an MF/HF DSC Controller?

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 Issue No. 1 Page 144 of 148

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ST. THERESE- MTC COLLEGES MARCOM
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E Iloilo, Philippines (Maritime Communications)
STUDENT LEARNING MODULE
ST

Revision No. 1 Effectivity date:

Reviewed by: Approved by:
10 August 2020
QMR President
A) Listen on VHF and relay the distress alert
B) Listen of MF 2187.5 KHz and relay the distress alert
C) Listen on VHF Ch.16 or MF 2187.5 KHz for 5 minutes
D) Listen on MF 2187.5 KHz and acknowledge the distress

3. What type of maintenance is needed aside from the shipboard electronic maintenance?
A) Office facility maintenance C) Port facility maintenance
B) On-line maintenance D) Shore-based maintenance

4. What technical document should be consulted by Officers during breakdown of radio

installations?
A) Equipment content C) Equipment manuals
B) Equipment failure D) Equipment spares

5. How frequent will the test be carried out to ensure the equipment operational function?
A) Annual test B) Bi-annual test C) Quarterly test D) Periodic test

6. What shall be consulted with regard to the procedures in conducting equipment

functional tests?
A) Doctor‘s advice B) Master‘s advice C) Owner‘s manual D) User‘s manual

7. Why is there a need to provide every ship a reserve source of energy for radio
installations in the event of failure of ship‘s main?
A) For Officers and crew communications
B) For distress and safety communications
C) For engine breakdown communications
D) For Owners and Charterer‘s communications

8. What will be the first action to take upon receiving a distress broadcast ―FIRE‖ on VHF?
A) Note the position and call the Master
B) Plot the position and relay to the RCC
C) Plot the position and wait for the Master
D) Note the position and reply the distress call

9. Which IMO Resolution promulgates guidelines ensuring the availability of radio

equipment for ships engaged on voyages in Sea Area A3 and A4?
A) Resolution A.701 C) Resolution A.703
B) Resolution A.702 D) Resolution A.704

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ST. THERESE- MTC COLLEGES MARCOM
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E Iloilo, Philippines (Maritime Communications)
STUDENT LEARNING MODULE
ST

Revision No. 1 Effectivity date:

Reviewed by: Approved by:
10 August 2020
QMR President
10. Which of the following is a basic requirement for ensuring availability of radio
equipment?
A) The area of operation of the vessel C) The nationality of the vessel B) The
gross tonnage of the vessel D) The size of the vessel

To answer Activity 4 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032852741

Checkpoint

Activity 12 – Multiple Choice – Directions: Blacken the letter of the correct answer.

1. What is being specified as a criterion for GMDSS installation in SOLAS Chapter IV Regulation
13?
A) Provision for the reserve source of energy

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ST. THERESE- MTC COLLEGES MARCOM
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E Iloilo, Philippines (Maritime Communications)
STUDENT LEARNING MODULE
ST

Revision No. 1 Effectivity date:

Reviewed by: Approved by:
10 August 2020
QMR President
B) Provision for the duplication of radio equipment
C) Provision for the shipboard electronic maintenance
D) Provision for the supply of protective radio equipment
2. Why is there a need for circuit breakers, fuses and overload trips for a radio installation
onboard?
A) To safeguard the radio equipment from short circuits
B) To prevent the occurrence of accidental false distress
C) To protect the Officers and crew from electrical shock
D) To improve the grounding system of the radio installation
3) What actions should be taken when working on the ADE aside from installing safety signs
on the Below Deck Equipment?
A) Advise other vessels in the vicinity
B) Inform the crew working above the area
C) Inform the OOW that work is in progress
D) Advise the engine personnel of such activity
4. How many times will a nature of distress ―I am on FIRE!‖ should be repeated for
clarity purposes?
A) Five times B) Once broadcast C) Thrice broadcast D) Twice broadcast 5.
How many units of equipment is required for duplication to ensure availability of radio
equipment?
A) 1 unit B) 2 units C) 3 units D) 4 units
6. What safety measures should be taken when making repairs on the Above Deck Equipment?
A) Ensure that there is no interruption of the Ship‘s Main
B) Ensure that the reserve source of power is on standby
C) Ensure that Class ―A‖ fire extinguisher is ready at hand
D) Ensure that the Below Deck Equipment is in OFF position
7. What preparation should be done prior to carrying out maintenance or inspection involving
electrical component of the GMDSS installation?
A) Get a radio advice from the RCC
B) Get a job order from ship‘s charterers
C) Get a permit from the makers of the equipment
D) Get a permit to work from the Ship Safety Officer

8. Which of the following is necessary to ensure safety in carrying out maintenance, repair or
inspection on the Above Deck Equipment of the GMDSS installation?
A) Ensure that fire hoses are ready in case of an outbreak of fire
B) Ensure that the safety Check List is being accomplished
C) Ensure that the working area is free from falling debris
D) Ensure the there are no other personnel working in the area

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 Issue No. 1 Page 147 of 148

LE
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ST. THERESE- MTC COLLEGES MARCOM
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E Iloilo, Philippines (Maritime Communications)
STUDENT LEARNING MODULE
ST

Revision No. 1 Effectivity date:

Reviewed by: Approved by:
10 August 2020
QMR 9.
President
What protective material is being fitted around the radio installation which is prone to high voltage or
high risk of electrical grounding?
A) Certified electrical safety discharge C) Certified electronic safety clothing
B) Certified electrical safety matting D) Certified electronic safety matting

10. What is the purpose of the circular yellow line approximately 3 meters‘ radius at the base of
the Satellite radome antennae?
A) NO working zone C) Radiation hazard radius
B) Radiation-free radius D) Radome under repair

To answer Activity 5 in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032854201
Assessment

Final Written Assessment

As per schedule : 60 items after the 18 th week

FINAL Laboratory Assessment

As per schedule : Student‘s Book of Exercises

Exercise No.8 = Sending Distress Alert ―Abandon Ship‖ via VHF DSC
Exercise No.9 = Sending Distress Alert ―Fire ON Board‖ via MF/HF DSC
Exercise No.10 = Switch ―ON‖ and Activate (EPIRB) GMDSS Equipment
Exercise No.11 = Switch ―ON‖ and Activate (SART) GMDSS Equipment
Exercise No.12 = SEARCH AND RESCUE SIMULATION (DISTRESS) IAMSAR

To answer Assessment in Schoology click the link Below:

https://app.schoology.com/course/3008473464/assessments/3032855532

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 Issue No. 1 Page 148 of 148

LE
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ST. THERESE- MTC COLLEGES MARCOM
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TH
E Iloilo, Philippines (Maritime Communications)
STUDENT LEARNING MODULE
ST

Revision No. 1 Effectivity date:

Reviewed by: Approved by:
10 August 2020
QMR President

©All Rights Reserved