GMDSS concepts

Functional requirements
The GMDSS regulations (chapter IV of the International SOLAS Convention), require that every
GMDSS equipped ship shall be capable of;
1. transmitting ship-to-shore Distress Alerts by at least two separate and
independent means, each using a different radio communication service;
2. receiving shore-to-ship Distress Alerts;
3. transmitting and receiving ship-to-ship Distress Alerts;
4. transmitting and receiving search and rescue co-ordinating communications;
5. transmitting and receiving on-scene communications;
6. transmitting and receiving locating signals;
7. receiving maritime safety information;
8. transmitting and receiving general radiocommunications relating to the
management and operation of the vessel; and
9. transmitting and receiving bridge-to-bridge communications.

Application
The GMDSS applies to vessels subject to the SOLAS Convention - that is:
Commercial vessels of 300 Gross Registered Tons (GRT) and above, engaged on
international voyages.
The GMDSS became mandatory for such vessels as at February 1, 1999.
Commercial vessels under 300 GRT, or those above 300 GRT engaged on domestic voyages only
are subject to the requirements of their Flag State. Some Flag States have incorporated GMDSS
requirements into their domestic marine radio legislation - however many have not.

Equipment vs Operational requirements

The major difference between the GMDSS and its predecessor systems is that the radio
communications equipment to be fitted to a GMDSS ship is determined by the ship's area of
operation, rather than by its size.
Because the various radio systems used in the GMDSS have different limitations with regards to
range and services provided, the new system divides the world's oceans into 4 areas:
Area A1 lies within range of shore-based VHF coast stations (20 to 30 nautical miles);
Area A2 lies within range of shore based MF coast stations (excluding A1 areas) (approximately
100 - 150 nautical miles);
Area A3 lies within the coverage area of Inmarsat communications satellites (excluding A1 and
A2 areas - approximately latitude 70 degrees north to latitude 70 degrees south); and
Area A4 comprises the remaining sea areas outside areas A1, A2 and A3 (the polar regions).
Australia and its surrounding SAR area are declared as Sea Area A3.
There are no A1 or A2 areas in Australia.
GMDSS communication systems
The GMDSS utilises both satellite and terrestrial (ie: conventional) radio systems.
Sea Area A1 requires short range radio services - VHF is used to provide voice and automated
distress alerting via Digital Selective Calling (DSC).
Sea Area A2 requires medium range services - Medium Frequencies (MF - 2 MHz) are used for
voice and DSC.
Sea Areas A3 and A4 require long range alerting - High Frequencies (HF - 3 to 30 MHz) are used
for voice, DSC and Narrow Band Direct Printing (NBDP - aka radio telex).
Equipment requirements vary according to the area the ship is trading to or through.
Accordingly, it is quite possible that a small 300 ton cargo vessel may carry the same amount of
communications equipment as a 300,000 ton oil tanker, if they are both operating in the same
area....this is a marked change from the pre-GMDSS systems.
This is illustrated in the diagram below:

Equipment requirements
As discussed above, equipment fit requirements vary according to the Sea Area(s) a vessel
operates in or through.
It should be noted that the requirements are cumulative in nature - ie: an A4 vessel is also
equipped, by definition, with equipment for A1, A2 and A3 Sea Areas.
In areas where A1 Services are provided, coastal vessels are only required to fit VHF equipment,
provided of course that they remain within the declared Sea Area - normally within 20 to 30
nautical miles of the coast.
Vessels that trade further from land are required to carry MF equipment, in addition to VHF.
Ocean going vessels fit VHF, MF, HF and Inmarsat equipment.
The process is depicted below:

However, it should be noted that the above examples assume a linear transition from A1 to A4
sea areas - in many areas of the world, (such as Australia) A3 areas extend right up to the coast
line. GMDSS vessels operating in or through those areas are required to fit A3 equipment.
Shore Infrastructure
Each of the countries contracting to the SOLAS Convention (basically, all of the world's major
shipping nations) are required to enforce the equipping of vessels sailing under their flag with
GMDSS and also provide suitable GMDSS shore-based infrastructure.
The shore based infrastructure (i.e.: Coast Radio Stations) may be provided in conjunction with
neighbouring states.
Let's take a closer look at operational requirements.....

Operational requirements
General
The GMDSS enables a ship in distress to send an alert using various radio systems. These
systems are designed such that the alert has a very high probability of being received by either
shore rescue authorities and/or other vessels in the area.
Equipment performing GMDSS functions must be simple to operate and (wherever appropriate)
be designed for unattended operation.
Distress Alerts must be able to be initiated from the position from which the ship is normally

navigated (ie; the bridge).

EPIRBs are required to be installed close to, or capable of remote activation from the position
from which the ship is normally navigated.
The SOLAS GMDSS regulations are structured such that all GMDSS ships are required to carry a
minimum set of equipment, with basically more equipment being required the further the ship
travels from land.
The SOLAS GMDSS regulations do not make particularly easy reading - a simplified version of
the equipment required to be carried for each sea area is detailed below.

Minimum requirements
GMDSS ships are required to carry the following minimum equipment:
A VHF radio installation capable of transmitting DSC on channel 70, and radiotelephony on
channels 16, 13 and 6. (see Note 1).
One SART if under 500 GRT, 2 SARTs if over 500 GRT.
Two portable VHF transceivers for use in survival craft if under 500 GRT, three if over 500
GRT.
A NAVTEX receiver, if the ship is engaged on voyages in any area where a NAVTEX service is
provided.
An Inmarsat EGC receiver, if the ship is engaged on voyages in any area of Inmarsat
coverage where MSI services are not provided by NAVTEX or HF NBDP (see note 2).
A 406 MHz EPIRB
Note 1 - Voice watch is effectively required on channel 16 until further notice.
Note 2 - in practice, this means that all GMDSS A3 and A4 vessels are required to carry at
least one Inmarsat C system.

Radio equipment - Sea area Al

Every ship engaged on voyages exclusively in sea area A1 shall be provided with the minimum
equipment specified previously.
Radio equipment - Sea areas A1 and A2
Every ship engaged on voyages beyond sea area A1, but remaining within sea area A2, shall be
provided with the minimum equipment specified previously, plus:
An MF radio installation capable of transmitting and receiving on the frequencies 2187.5
kHz using DSC and 2182 kHz using radiotelephony; and
a DSC watchkeeping receiver operating on 2187.5 kHz.
The ship shall, in addition, be capable of transmitting and receiving general
radiocommunications using radiotelephony or direct-printing telegraphy by either:
A HF radio installation operating on working frequencies in the (marine) bands between 1,605
kHz and 27,500 kHz. (This requirement is normally fulfilled by the MF equipment referred to
earlier - all GMDSS MF transceivers also cover HF) OR
An Inmarsat ship station.

Typical GMDSS A2 ship station

Radio equipment - Sea areas A1, A2 and A3

These vessels have two options to satisfy their GMDSS requirements. The options allow a vessel

to choose from the primary method to be used for ship-shore alerting ;

Every ship engaged on voyages beyond sea areas A1 and A2, but remaining within sea area A3
shall be provided with the minimum equipment specified previously, plus either:
An Inmarsat C ship earth station :
An MF radio installation and 2187.5 kHz DSC watchkeeping receiver (can be the same one as
required for A2);

OR
An MF/HF radio installation capable of transmitting and receiving on all distress and safety
frequencies in the (marine) bands between 1,605 kHz and 27,500 kHz using DSC,
radiotelephony and NBDP.
An MF/HF DSC watchkeeping receiver capable of maintaining DSC watch on 2,187.5 kHz,
8,414.5 kHz and on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6,312
kHz, 12,577 kHz or 16,804.5 kHz; at any time, it shall be possible to select any of these DSC
distress and safety frequencies
AND

Ships shall be capable of transmitting and receiving general radiocommunications using

radiotelephony or direct-printing telegraphy by an MF/HF radio installation operating on
working frequencies in the (marine) bands between 1,605 kHz and 27,500 kHz. This
requirement is normally fulfilled by the addition of this capability in the MF/HF equipment
referred to earlier - there is no MF only equipment made.

Typical GMDSS A3 ship station

Radio equipment - Sea areas Al, A2, A3 and A4
In addition to carrying the equipment listed previously, every ship engaged on voyages in all sea
areas shall be provided with:
An MF/HF radio installation as described earlier
An MF/HF DSC watchkeeping receiver as described earlier
In addition, ships shall be capable of transmitting and receiving general radiocommunications
using radiotelephony or direct-printing telegraphy by an MF/HF radio installation as described
earlier.

Typical GMDSS A4 ship station

Confused ? Wait, there's more..!

Means of ensuring availability of ship station equipment
Regulation 15 of the SOLAS GMDSS regulations defines 3 methods to ensure availability of
GMDSS equipment at sea;
At sea electronic maintenance, requiring the carriage of a qualified radio/electronic officer
(holding a GMDSS First or Second class Radio-Electronics Certificate) and adequate spares and
manuals;

Duplication of certain equipment; or

Shore based maintenance
Ships engaged on voyages in sea areas A1 and A2 are required to use at least one of the three
maintenance methods outlined above, or a combination as may be approved by their
administration. Ships engaged on voyages in sea areas A3 and A4 are required to use at least two
of the methods outlined above.
And of course what all that means is that 99% of A3 GMDSS ships, along with probably 100% of
A1 and A2 GMDSS ships do not opt for at sea maintenance - they either duplicate the equipment
and use shore based maintenance (for A3 ships), or use shore based maintenance only (A1 and
A2 ships).

Equipment to be duplicated for area A3 vessels

GMDSS ships operating in A3 areas are required to provide the following duplicated equipment;
Two complete VHF installations (including DSC), and either;
Two complete Inmarsat C systems and one MF radio system, or;
One complete Inmarsat C system and one complete MF/HF radio system (including a scanning
DSC receiver and NBDP equipment).
Many GMDSS ships opt for the latter option (1 Inmarsat C and one MF/HF DSC system), on
cost grounds. Unfortunately, this has proven to be one of the underlying causes of the present
extremely high false alerting rate on some GMDSS systems.
Power supply requirements
GMDSS equipment is required to be powered from three sources of supply:
ship's normal alternators/generators;
ship's emergency alternator/generator (if fitted); and
a dedicated radio battery supply.

The batteries are required to have a capacity to power the equipment for 1 hour on ships with an
emergency generator, and 6 hours on ships not fitted with an emergency generator.
The batteries must be charged by an automatic charger, which is also required to be powered
from the main and emergency generators.
Changeover from AC to battery supply must be automatic, and effected in such a way that any
any data held by the equipment is not corrupted (ie: "no break").
Operator qualifications
There are a number of different types of GMDSS qualifications, as follows:
First Class Radio-Electronic Certificate;
Second Class Radio-Electronic Certificate; and
GMDSS General Operator's Certificate
The First and Second Radio-Electronic Certificates are diploma and associate diploma level
technical qualifications. They are designed for Ship's Radio-Electronic Officers, who sail on
GMDSS ships which use the option of at-sea electronic maintenance.
The GMDSS General Operator's Certificate is a non-technical operator qualification, designed
for Navigating Officers.
The GMDSS General Operator's Certificate is normally awarded after a ten day course and
examination.
Let's have a look at Digital Selective Calling (DSC)

Digital Selective Calling (DSC)

Introduction
DSC is, basically, a paging system that is used to automate distress alerts sent over terrestrial
(i.e.: non-satellite) VHF, MF and HF marine radio systems.
The DSC system's digital processing techniques, combined with the relatively narrow receiver
bandwidths used, provide a DSC signal with resistance to noise and fading over the radio path.

This results in increased range compared with radiotelephone transmissions.

Unfortunately, DSC remains one of the GMDSS' least understood sub-systems. This lack of
understanding is reflected in the very high DSC false alert rate.
Operations
DSC is used to establish initial contact between stations.
Following an alert by DSC, communications are normally carried out by radiotelephone or
Narrow Band Direct Printing (NBDP - radio telex).
DSC can be considered as a replacement for the radiotelephone and radiotelegraph (Morse)
alarm signals.
Rather than just indicate that the sending station is in distress, the DSC system allows a great
deal more information to be transmitted, including:
the priority of the call - DISTRESS, URGENCY, SAFETY or ROUTINE;
the address - ie: all ships or a single ship/station;
the identification of the ship in distress;
the position of the ship in distress; and
the nature of the distress.
DSC channels
The ITU has allocated a DSC distress and safety channel in the MF, each of the HF and the VHF
marine radio bands. These are:
MF/HF DSC
DISTRESS AND SAFETY CHANNELS
2187.5 4207.5 6312.0 8414.5 12577.0 16804.5 (kHz)
VHF DSC
DISTRESS AND SAFETY CHANNEL
VHF marine channel 70

Note that voice transmissions are PROHIBITED on the DSC channels.

The MF/HF channels are restricted to distress, urgency and safety traffic only because of the
relatively low speeds of transmission of 100 baud. If too many calls were permitted on the
MF/HF channels, the channels would quickly become overloaded to the point where a distress
call may be blocked.
VHF DSC operates at 12 times the speed of MF/HF - accordingly, all priorities of call are allowed
on the VHF channels.
The ITU has also allocated a suite of HF channels dedicated to DSC commercial operations.
These may be found in the ITU DSC operational specification (the link is at the bottom of this
page).
DSC call categories
The DSC system supports a number of call categories. These categories mirror the standard
maritime prioritisation of message traffic, ie:
DISTRESS
URGENCY
SAFETY
ROUTINE
Distress alerts are automatically addressed to all stations.
Urgency, safety and routine calls can be addressed to all stations, an individual station, or a
group of stations.
Maritime Mobile Service Identities (MMSI)
All DSC equipment is programmed with a unique nine digit identification number, known as a
Maritime Mobile Service Identity (MMSI).
The MMSI is sent automatically with each and every DSC transmission made.
Maritime Identification Digits (MID)

The first three digits of the MMSI are known as the Maritime Identification Digits (MID). The
MID represents the country of registration of the vessel, or the country in which the DSC shore
station is located. MIDs are allocated on an international basis by the ITU, in much the same
way as a callsign prefix.
The MID list may be found here (opens in new window).
Formation of MMSI's
MMSIs allocated to merchant vessels are normally allocated with three trailing zero's.
Those allocated to recreational craft have two or one trailing zero, Coast Station MMSI's are
formed with two leading zero's, those allocated to SAR aircraft use 111 as the first three digits,
hand held radios have 8 as a leading digit and Man Overboard beacons have their own code
structure, starting with 972.

For example:
Typical Australian merchant vessel MMSI- 503001000
where:
503 is the Australian MID;
and
01000 is the individual ship number

Typical Australian recreational vessel MMSI - 503000100

where:
503 is the Australian MID;
and
000100 is the individual ship number

Coast Station MMSI - 005030001

where:
503 is the Australian MID; and
0001 is the individual Coast Station number

SAR aircraft MMSI - 111503123

where:
503 is the Australian MID; and
123 is the individual aircraft number

Hand held radio with DSC MMSI - 850312345

where:
503 is the Australian MID; and
12345 is the individual radio number

Typical DSC man overboard beacon - 972450001

where:
972 is the DSC MoB code;
45 is the manufacturer code
and
0001 is the individual beacon number

MMSI databases

The ITU operate an international web-based data base of MMSI's, known as the Maritime
Mobile Access and Retrieval System (MARS).
The Australian MMSI list may be found here.

DSC equipment
GMDSS DSC equipment is normally comprised of a stand alone control unit, with an alphanumeric display screen and a keyboard on which to compose messages.

Typical VHF DSC controller - note display screen and keyboard.

The control unit controls the actions of the DSC modem (modulator demodulator). The modem
is interfaced to a DSC watchkeeping receiver - this receiver is fixed tuned to either the VHF DSC
channel (ch. 70), the 2 MHz DSC channel, or the HF DSC channels.
HF DSC watchkeeping receivers are designed to scan the 6 MF/HF DSC channels in rapid
sequence (2 seconds or less).
DSC watchkeeping receivers are fitted with their own dedicated antennas.
The DSC modem decodes all calls on the frequency to which the watchkeeping receiver is tuned.
If calls are received addressed to all ships, or to the particular ship on which the DSC system is
fitted, the DSC controller sounds an alarm, and displays the decoded information on the alphanumeric display.

MF/HF DSC operator control unit

To transmit a DSC call, a GMDSS operator enters the required commands to identify the station
(or stations) with which communication is desired, the priority (DISTRESS, URGENT, SAFETY
or ROUTINE) and the purpose of the call.
Once the call is composed, the CALL button is pressed on the DSC controller, and the
information is sent to the associated transmitter for transmission.
All DSC systems provide complete remote control of the associated transmitter - the selected
DSC frequency information is fed to the transmitter over a serial control link from the DSC
controller.
The whole process is automated - the DSC system instructs the transmitter to change to the
required DSC channel, the transmitter changes channel and (in the case of MF/HF systems)
tunes its antenna system. The transmitter then signals a ready command to the DSC controller,
which sends the information for broadcasting. The entire process takes only 3 to 5 seconds.
DSC controllers are also required to be interfaced to GPS receivers for automatic updating of
position and time information. This information is automatically included in distress calls.
DSC controllers are also required to be equipped with a DISTRESS button, which allows the

transmission of a distress call with minimum delay. The button is required to be protected by a
cover, and also can only be activated after "2 separate and independent actions".
Videos of DSC traffic being received and sent on Coast Station equipment may be
found here.

OPERATIONAL PROCEDURES
The official guide to DSC procedures is contained in ITU recommendation ITU-R M.541-9. The
complete text of the recommendation may be found here.
IMO have issued a circular which contains further clarifications on DSC procedures:
IMO Comsar Circular 25 - Procedure for responding to distress alerts by ships.
(dated March 15th 2001 - includes flow chart.)

IMO DSC flow charts

The IMO have issued flow charts to provide guidance to users of DSC systems:
(These files require Adobe Acrobat reader)
IMO flow chart - Actions on receipt of a VHF DSC call
IMO flow chart - Actions on receipt of a MF DSC call
IMO flow chart - Actions on receipt of a HF DSC call
(Thanks to the USCG for these)

Let's take a look at NAVTEX.

NAVTEX
Introduction

The NAVTEX system is used for the automatic broadcast of localised Maritime Safety
Information (MSI) using Radio Telex (also known as Narrow Band Direct Printing, or NBDP).
The system mainly operates in the Medium Frequency radio band just above and below the old
500 kHz Morse Distress frequency. System range is generally 300 or so nautical miles from the
transmitter.
The NAVTEX system is designed to be used in GMDSS Sea Area A2, and is utilised mainly by
those countries with relatively small areas of coastline and/or sea areas to cover.
Major areas of NAVTEX coverage include the Mediterranean Sea, the North Sea, coastal areas
around Japan and areas around the North American continent.
Frequency of operation
The NAVTEX system uses three broadcast frequencies:
518 kHz - the main NAVTEX channel
490 kHz - used for broadcasts in local languages (ie: non-English)
4209.5 kHz - allocated for NAVTEX broadcasts in tropical areas - not widely used at the
moment.
All broadcasts from stations within the same NAVAREA must be coordinated on a time sharing
basis to eliminate interference.
In addition, power outputs from each station are adjusted to control the range of each
broadcast. This is particularly important during night-time hours, as Medium Frequencies
always travel further after dark.
NAVTEX message format
NAVTEX messages are transmitted using the following format:

in which
ZCZC defines the end of the phasing period,
the B1 character is a letter (A-Z) identifying the transmitter coverage area,
the B2 character is a letter (A-Z) for each type of message.
B3B4 is a two-character serial number for each message, starting with 01 except in special cases
where the serial number 00 is used.
The transmitter identification character (B1) is a single letter allocated to each NAVTEX shore
station transmitter. NAVTEX receivers allow the operator to accept or reject messages from any
station, based on this single letter code.
The subject indicator character (B2) is also single letter code which serves to identify the
message subject. NAVTEX receivers also allow the operator to reject certain messages based on
the subject indicator character. However, messages concerning Navigational Warnings,
Meteorological Warnings, and Search And Rescue information can not be rejected.
Subject indicator characters assigned to the NAVTEX system are as follows:
A - Navigational warnings
B - Meteorological warnings
C - Ice reports
D - Search and rescue information
E - Meteorological forecasts
F - Pilot service messages
G - Decca messages
H - Loran messages
I - Omega messages
J - Satnav messages

K - Other electronic navaid messages

L - Additional navigational messages
V - Special services
W - Special services (possible other languages use)
X - Special services
Y- Special services
Z - No message on hand (QRU)
Shipboard NAVTEX equipment
A NAVTEX receiver is normally a compact unit, with an integrated display and keyboard.
Once programmed with appropriate station codes and subject indicator characters, the unit is
left unattended - messages are received automatically.

NAVTEX receiver and antenna.

GMDSS is for everyone, not just merchant ships.....let's see why.

GMDSS for recreational vessels

So, why should you fit GMDSS equipment to your pride and joy?
The GMDSS is not just a system for ocean going Merchant Vessels.
The GMDSS is designed to cater for all types of craft - from a kayak to a VLCC.
DSC is the GMDSS technology with the most potential for recreational users.

Why DSC?
DSC greatly improves your chances of getting a distress message through to the rescue
authorities and surrounding vessels.
A simple push button operation sends a distress call.
All GMDSS vessels in range receive the call directly.
If you are called, an alarm will sound.
In addition, DSC automates your radio - no more listening to hash and noise on HF
nor idlechatter. The radio remains quiet until you are called.
HF DSC for yachts
HF radios with built in DSC suitable for yachts and small craft are readily available.
The Icom IC-M801E is a popular choice for cruising sailors.
The well known marine radio station Brunei Bay Radio has produced an excellent series of
articles on use of HF DSC by yachts:

HF/SSB radio with DSC - For cruising, racing and rallies

HF/SSB radio wtih DSC - A comms strategy for race, rally or cruising

VHF DSC for small vessels

More information on VHF DSC for small vessels may be found at the VHF DSC information web
site.

Abandon ship! What next?

Survival Craft radio equipment

So, you have abandoned your sinking GMDSS vessel, and you find yourself in a lifeboat or
liferaft.
What now ?
Well the GMDSS doesn't stop yet - there are specific GMDSS radio systems developed for
operation from survival craft.
These systems are designed to alert rescuers to your plight and guide them to your location.

Search And Rescue (Radar) Transponders (SARTs)

SART is a self contained, portable and buoyant Radar Transponder (receiver and transmitter).
SARTs operate in the 9 GHz marine radar band, and when interrogated by a searching ship's
radar, respond with a signal which is displayed as a series of dots on a radar screen.

Although SARTs are primarily designed to be used in lifeboats or liferafts, they can be deployed
on board a ship, or even in the water.
SARTs are powered by integral batteries which are designed to provide up to 96 hours of
operation.
Operation
When activated, a SART responds to a searching radar interrogation by generating a swept
frequency signal which is displayed on a radar screen as a line of 12 dots extending outward
from the SARTs position along its line of bearing.
The spacing between each dot is 0.6 nautical miles.
As the searching vessel approaches the SART, the radar display will change to wide arcs. These
may eventually change to complete circles as the SART becomes continually triggered by the
searching ship's radar.

Although not an actual SART response, this radar picture gives an impression of how a SART
signal would be displayed

Some slight position error will also be caused by the SART switching from receive to transmit
mode.
SARTs will also provide a visual and audible indication to users when interrogated by a
searching radar.
Range
The range achievable from a SART is directly proportional to its height above the water.
A SART mounted at 1m (ie: in a liferaft) should be able to be detected at 5 nautical miles by a
ship's radar mounted at 15m.
The same SART should be able to be detected at 30 nautical miles by an aircraft flying at 8000
feet.
GMDSS carriage requirements
GMDSS vessels from 300 to 500 GRT are required to carry 1 SART, and vessels over 500 GRT
are required to carry 2.

AIS SARTS
Manufacturers have recently developed SARTs which work in conjunction with the VHF
Automatic Identification System (AIS).

IMO has recognised AIS SARTs as being equivalent to radar SARTs for SOLAS carriage - i.e.
ships can substitute an AIS SART for a radar SART.
The AIS SART comprises a two channel VHF AIS transmitter and a GPS receiver integrated into
one waterproof enclosure - which is very similar in size to a traditional radar SART.

AIS SART technical paramaters are defined in IEC Standard 61097-14. These can be
summarised as follows:
Power output: 1 W EIRP
Transmitting frequencies: AIS channels 1 and 2
GPS receiver: 20 channel
Battery capacity: 96 hrs
Operating temperature: -20 to +55 C
The AIS SART transmits a sequence of 8 messages a minute. Each message is transmitted in a
26 millisecond time slot. 4 messages are transmitted on AIS channel 1 (161.975 MHz) and 4 on
AIS channel 2 (162.025 MHz). This time frame is designed to maximise the period that the
SART will be visable to other ships AIS receivers. Reception of only 1 of the 8 messages will
enable accuratle location of the SART.
AIS SARTs are coded with a unique 9 digit identification code beginning with 970 - very

similar to a DSC MMSI. The identification code is structured as follows:

970XXYYYY, where
970 is the SART prefix
XX is the manufacturer's 2 digit code
YYYY is the individual SART number
Shipboard AIS systems will recognise the 970 prefix as a SART, and display the target as a circle
with a cross.
The AIS SART offers significent advantages over the radar version - the much lower
operating frequency (160 MHz vs 9000 MHz) means that range is significantly increased.
Moreover, because VHF can (to a certain extent) propagate around hills, SARTs can literally be
seen 'around corners'.
More info on AIS SARTs can be found at the following manufacturer's websites:
Jotron
McMurdo

Portable VHF transceivers

These units are designed to allow communications between searching vessels and survivors in
liferafts. They operate on the VHF marine band in voice mode. DSC capability is not fitted.
Performance standards
The IMO performance standard requires that the equipment:
provide operation on VHF channel 16 (the radiotelephone distress and calling channel) and one
other channel
be capable of operation by unskilled personnel
be capable of operation by personnel wearing gloves

be capable of single handed operation, except for channel changing

withstand drops on to a hard surface from a height of 1 metre
be watertight to a depth of 1 metre for at least 5 minutes, and maintain watertightness when
subjected to a thermal shock of 45 degrees Celsius.
not be unduly effected by seawater or oil
have no sharp projections which could damage survival craft
be of small size and weight
be capable of operating in the ambient noise level likely to be encountered on board survival
craft
have provisions for attachment to the clothing of the user
be either a highly visible yellow/orange colour or marked with a surrounding yellow/orange
marking strip
be resistant to deterioration by prolonged exposure to sunlight

Typical GMDSS VHF portable transceivers

GMDSS carriage requirements

GMDSS vessels from 300 to 500 GRT are required to carry 2 VHF portables, and vessels over
500 GRT are required to carry 3.

Alas, the GMDSS is not perfect.....

he GMDSS is not perfect....

Despite what some would have you believe, the GMDSS is NOT a perfect system.
The system suffers from a number of flaws, all of which have the potential to seriously
undermine maritime safety.
The problems (and their possible solutions) are discussed below and in the following 2 sections.

Two maritime distress systems?

The GMDSS was introduced worldwide on Feb 1, 1999.
To date, there are no facilities in many areas of the world, including many South Pacific nations.
In addition, the majority of vessels operating through many areas are not GMDSS equipped.
It can be argued that the GMDSS is a system primarily designed for developed nations, with no
real thought given to the needs of the developing world.
GMDSS implementation by many Flag States is less than satisfactory - some ships, particularly
those registered under Flags of Convenience, are operating under exemptions, in direct breach
of the SOLAS Convention.
Whilst the theory of one universal global maritime communications system is sound, the
implementation of the system has been less than successful. For example, Flag States are left to
determine their own requirements for vessels not covered by SOLAS - i.e.: those engaged on
domestic voyages, and those vessels under 300 GRT, engaged on an international voyage.

Whilst this solution presents no real problems for Europe, with its multitude of coast stations,
and predominantly short voyages, it is next to useless for the vast expanses of the Pacific and
Indian Oceans, where voyages of thousands of miles are undertaken by quite small vessels.
The result is that, in many parts of the world, there are two separate maritime safety
communication systems running in parallel.
Some nations are even maintaining their Morse Code services on 500 kHz...
Whilst IMO have extended the requirement for merchant vessels to maintain channel 16 VHF
watchkeeping, they have not continued the medium range compatibility provisions that existed
between GMDSS and non-GMDSS vessels on 2 MHz under the pre-GMDSS system.
What this means is that there are no direct communications available between GMDSS and nonGMDSS vessels outside of VHF range (about 20 nautical miles).
A merchant ship can therefore sail by a small vessel in distress, and vice-versa.
The GMDSS pundits would have us believe that the shore based GMDSS infrastructure will solve
this problem by relaying ship-shore alerts from GMDSS vessels to their non-equipped
counterparts.
Again, this is fine in theory for Europe, but what if there is no GMDSS-compatible shore
infrastructure in place?
How are the alerts to be received, and then re-broadcast on non-GMDSS systems?
Alerts go unheard, and people die.
The problem is exacerbated by the separation of commercial and distress/safety functions
brought about by the GMDSS.
Under the pre-GMDSS Morse and Radiotelephone systems, the distress and safety services
provided by Coast Radio Stations were subsidised to a certain extent by revenue from
commercial traffic (i.e.: telegrams and telephone calls).
The GMDSS has transferred the great majority of the world's maritime commercial traffic to
Inmarsat and other satellite systems.

Accordingly, many Coast Radio Stations are now forced to rely directly on funding from their
Governments and SAR agencies. Unfortunately, some developing countries have precious little
revenue to allocate to Coast Radio Networks.
Even Coast Stations in developed countries are feeling the effects of the GMDSS - many of the
world's major Coast Radio Stations have closed or severely rationalised their services.

A traditional coast radio station transmitter hall....now gone the way of the dodo, alas...
Some countries are now providing SAR-related services only from their stations.
What is being done?
To their credit, the IMO and the ITU are acting on the problem of GMDSS shore infrastructure
in developing nations.
The IMO are developing a regional SAR fund to assist in the development of GMDSS shore
stations, and the ITU have sent technical experts to many regions to design GMDSS facilities.

The IMO also commissioned the design and costing (by Dunstan and Associates) of a complete
GMDSS Coast Radio network for the Pacific region.
Unfortunately, these initiatives may not come into effect for some time.
Continue to Part 2 for more problems and possible solutions.
The DSC mess
The GMDSS DSC system, particularly on HF, is plagued by an appallingly high false alert rate in excess of 99.5%.
This situation has reached critical levels, to the point that there is talk of discontinuing DSC...
The root of the problem is that there is no real central operational and administrative authority
to oversee the DSC system - the operation of DSC systems on vessels is effectively
managed/regulated by individual Flag States.
The Inmarsat system used to suffer from a false alert rate approaching that of DSC - Inmarsat
instituted a strong and well managed program to combat the problem, with the result that the
Inmarsat false alert rate has dropped to negligible levels.
The situation has reached the point that DSC has become an impediment to safety at sea.
Equipment complexity
Much of the DSC equipment available today is far too complex to operate.
In addition, the operating routines vary significantly from brand to brand, such that a user
trained on one type of equipment will have considerable difficulty operating another.
DSC controller operation is complicated by the inclusion of many (unnecessary) commercial
functions - DSC controllers can be used to make automatic telephone calls via suitably equipped
HF Coast Stations. Unfortunately, there are very few, if any, Coast Stations that offer this
service.
Many controllers are equipped with small display screens - this makes operation very difficult.
There was a move some time ago at IMO* to mandate a minimum DSC display screen size of 4
lines by 64 characters per line.

This recommendation was modified to require that a minimum of 160 characters be displayed in
two or more lines. These modifications have taken effect for all new equipment fitted to ships as
from 1 January 2000.
There is nothing in the IMO performance standards to prevent manufacturers using a Personal
Computer type system for DSC, i.e.: one with a large display screeen - however none have been
produced, probably because of cost.
The modifications also mandated connection of a GPS and also the provision of an alarm to
indicate that no position data is received from the GPS or, in the case of manual input, the
position information is over 4 hours old. Any position information not updated for more than
23 hours is also required to be erased from the system.
Some manufacturers are producing simple to use DSC systems, with large display screens.
It is hoped that this trend will spread.
*instigated by the author
A new DSC standard is here
After seven years of effort, ITU and IEC have at long last finished the final standards defining a
simplified DSC radio, with a standardized software interface, free of most of the unnecessary
alarms and strange operation that has plagued the system since its inception.
The new standard is designed to radically simplify the man-machine interface, and automate
most functions.
Revision 13 (the latest) may be found on the ITU web site.
False alerts
Equipment complexity is leading to an unprecedented number of false alerts being transmitted.
The majority of these are caused by human error, however some have been known to be
deliberately sent out of ignorance by system installers - they program in a bogus MMSI, and just
push the distress button to see if the system works....!
Such alerts are relatively easy to spot - the position is often suspect (12.34s 123.45e, for

example), and the MMSI is often equally dubious (123456789, 111111111, 222222222, etc).
Can the system be too effective ?
HF DSC's effectiveness and world-wide range is leading to its downfall.
Alerts are often received from stations quite literally on the other side of the world. It is not
uncommon to receive a 12 MHz DSC alert from the North Sea in the South Pacific....
Whilst this is quite interesting from a technical perspective, it is a complete waste of time from a
SAR viewpoint.
Compare the DSC system with Inmarsat - with Inmarsat, alerts are directed straight to the RCC surrounding ships are only alerted via a carefully controlled re-broadcast from the RCC.
Although HF DSC is designed for ship-shore alerting, it operates in a broadcast mode - all ships
monitoring the frequency receive the call, and all are therefore able to relay it......
Users are too enthusiastic...
The ITU operational guidelines for HF DSC require that, basically, a vessel receiving a HF DSC
alert is to immediately set watch on the corresponding R/T or NBDP channel for the band in
which the DSC alert was received and await communications from the vessel in distress.
However, this is not happening - vessels are relaying HF DSC alerts indiscriminately.
Ironically, the original distress alert being relayed is, in itself, probably false...
This is leading to serious congestion of the DSC channels - to the point that the original alert has
become so corrupted that it appears a Coast Station is in distress !!
Unfortunately, DSC is becoming an end in itself, rather than a simple alerting mechanism.
Many ships fail to adequately consider the information in a received alert before relaying - an
alert from a ship with an obviously false MMSI (such as 123456789) should not be relayed.
Perusal of the international MID list reveals that the following MID numbers are not allocated:
000 123 222 333 444 777 888 999

It is very difficult for a ship's operator to change his/her DSC system's MMSI at sea, so one can
safety assume that MMSI's with the above MID's must be bogus.
Users receiving a DSC distress alert from a vessel with a MMSI starting with any of these MID's
can therefore IGNORE the alert - it can not be genuine.
Misplaced enthusiasm does not stop at the shoreline either.... Many Coast Radio Stations are
also guilty of jumping in too quickly and relaying or acknowledging alerts that are clearly out of
their area.
Continue to part 3 for some solutions.

Solutions to the DSC mess...

So, how do we come to terms with the HF DSC fiasco ?
A lot of the problems can be overcome by ships directing relays to specific coast stations,
and byCoast Stations using the geographic addressing capability of the system.

A ship receiving a HF DSC alert must:

1. WAIT and LISTEN on the corresponding radiotelephone or NBDP channel in
the band in which the DSC alert was received.
2. If no communications can be heard from the ship in distress, and/or the ship in
distress continues to send alerts, then the alert should be relayed to the nearest
Coast Station - NOT TO ALL SHIPS.
Coast stations receiving a HF DSC alert out of their area must wait for a closer
station to respond, rather than jumping in first.
DSC distress alert relays from Coast Stations should be addressed to a
Geographic area around the distressed vessel's position, in the same way as an
Inmarsat EGC message, not just broadcast to all ships.
Further, Coast Stations receiving a DSC alert from a bogus MMSI should not
relay the alert, only acknowledge it to stop the offending equipment from
sending any more.
(DSC distress acknowledgment messages automatically terminate the transmission of DSC

distress alerts).
These simple steps will go a long way to improving the current chaotic situation with HF DSC.
The IMO has finally released DSC flow charts to serve as a simple guide for shipboard users. A
link to these charts may be found at the bottom of the DSC page.
Whilst the charts are not as clear and simple as they might be, at least they are a step in the right
direction.
Some more ideas on sorting out the GMDSS may be found here.

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