GMDSS MANUAL EDITION - Download Free PDF Book.

February 06, 2023

GMDSS MANUAL EDITION - Download Free PDF Book.

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Remote parts of the Australian coast - Day 8 Electronic Certificate and adequate spares, Information concerning training and examination manuals and test equipment; or for the First and Second Class Radio-Electronic Certificates should be sought from the: Duplication of certain equipment; or Admissions Officer, Shore-based maintenance.

Ships engaged Vessels subject to the Commonwealths Navigation on voyages in sea areas A3 and A4 are required to use Act where an on-board maintainer is not at least two of the methods outlined above.

If a vessel operating in sea area A3 uses duplication of equipment as one of the two methods used to 3. Australia is a member of the International Tele- On all GMDSS ships, one of the holders of the GMDSS communication Union ITU , the international body General Operators certificate must be designated on established to provide standardised communications the ships muster list as having primary responsibility procedures, usage of frequencies and regulations on for radiocommunications during distress incidents.

Alternatively, a completed Convention for the Safety of Life at Sea SOLAS application form with the appropriate licence fee may base their own national marine radio regulations be submitted through the post, fax or e-mail. The station licensee is legally obliged to ensure that these licence Radio equipment is covered in Marine Order A ship station licence cannot be transferred to another 3.

It is the responsibility The SOLAS convention sets down survey requirements of the purchaser of a vessel equipped with marine leading to the issue of statutory radio certificates to radio transmitting equipment to make application to ships as part of their international certification. The the ACMA for a ship station licence. The Radiocommunications Act requires that all On completion of a successful survey, vessels are radio transmitters be licensed unless exempted under issued annual Safety Radio Certificates to indicate the Act.

The certificate includes details of vessel is not covered by a ship station licence and must the equipment required to satisfy various functions, be licensed separately. The use of cellular telephones contained in a Record of Equipment attached to the on board vessels is authorised by transmitting licences Safety Radio Certificate. A, for ship Due to risk of explosion, radio transmissions must station use. The equipment is required to meet the not be made, and all transmitting antennas must be relevant performance standards and configuration earthed with the exception of VHF antennas, and requirements specified in AMSA Marine Orders.

However there on application to the Rescue Coordination Centre are occasional exceptions for some SOLAS vessels on located in the Australian Maritime Safety Authority the coastal trade, where a seven-character format is Head office in Canberra, freecall number in use, with two letters as above, followed by another from within Australia. The radio call sign must be used whenever conducting communications by radiotelephony. The service delivers high quality communications on 4.

Back-up satellites are ready for Inmarsats primary satellite constellation consists use if necessary. The Inmarsat stationary with respect to the Earths surface. The system also incorporates Powered by solar energy, each satellite acts as a distress and safety communications services. The Inmarsat system employs four operational The coverage chart reproduced below shows the four satellites in geostationary orbit approximately 36, Inmarsat satellites and their coverage areas.

It can be seen that these correspond to four ocean 4. Distress alarm unit, which can be located remote from the main below deck terminal installation. Priority distress facilities exist for both voice and Ship-to-shore communications are in the 1. This signal is used by the ship terminals for antenna tracking and receiving channel assignment 4. The Inmarsat-C NCS Inmarsat provides, in addition to safety services, many common signalling channel is also used to broadcast varied commercial applications at sea, including, maritime Safety Information to ships in addressed Internet access, fleet monitoring, security and vessel geographical areas.

Inmarsat-B is being displaced 4. The basic concept of satellite communications involves the relay of radio signals up to a satellite where it is Inmarsat has advised IMO that the Inmarsat-B converted to another frequency and retransmitted service will be discontinued from 31 December in a downlink. A transponder is the device that Please see note on inside front cover converts the frequencies and amplifies them before retransmission back to earth.

In addition to PSTN The uplink and downlink use different frequencies to voice and fax, the digital Fleet77 provides both prevent interference. For example, the C-band uplink is in standard feature of Fleet77 and complies with the the 6 GHz band and the downlink is in the 4 GHz band. IMO Resolution A. This means provision of 4.

The Inmarsat system provides the following modes of communications: Fleet77 does not support telex however, which is rarely Telex, both real time and store and forward; used now, and in some countries is no longer available.

Fleet55 - provides voice 4. Chapter IV. Please see note on inside front cover Communications via the Inmarsat-C system are data Inmarsat FleetBroadband provides broadband voice or message-based. Anything that can be coded into and data, simultaneously using IP internet protocol , data bits can be transmitted via Inmarsat-C. Messages whilst still supporting existing voice and ISDN data are transferred to and from an Inmarsat-C terminal capability for legacy applications.

Polling allows the user base to calls in ship-to-shore and shore-to-ship directions. Inmarsat-C At the time of publication of this Handbook, Inmarsat does not provide voice communications.

Inmarsat-C with a smaller antenna, smaller in size Although the coverage is similar to the existing and with lower power consumption. Inmarsat services like Inmarsat-B and Inmarsat-C, the satellite footprints for FleetBroadband are slightly Inmarsat-M provides digital voice and medium different in that there are only three ocean regions, I-4 speed data 2. The service will regions are different to those used for Inmarsat-B, be discontinued from 31 December Inmarsat-C and Inmarsat Fleet services, etc.

This is Please see note on inside front cover because FleetBroadband services are provided via Inmarsat mini-M provides digital voice 4. Table 2 summarises some basic Inmarsat terminal ID 4. Table 2 - Inmarsat Terminal Numbering 4. Inmarsat terminals are also assigned an Inmarsat 4. This number may need to be The Inmarsat installation aboard a vessel is referred quoted during commissioning, and for technical to as a Ship Earth Station SES , or sometimes as a support via a Land Earth Station.

Inmarsat equipment is installed on a wide variety of vessels, from fishing 4. The Inmarsat system has a capability known as Enhanced Group Calling EGC which allows land based organisations known as information providers to broadcast messages to selected ships located anywhere within an ocean region. The system also allows for broadcasts to all ships within a defined geographical area. This area may be fixed, or it may be uniquely defined by the message originator.

Area calls will be received automatically by all ships whose equipment has been set to the appropriate area or recognises an area by its geographic position. A special receiver is required to receive EGC services and these are usually built into Inmarsat-C and mini-C maritime terminals. For specific programmed information. All DSC calls on the frequency to which station to alert another station or stations. It indicates the receiver is tuned are examined by the controller to the receiving station s who is calling and the and, if found to be addressed to that ship, the operator purpose of the call.

The contents The digital techniques used in DSC systems provide of the DSC message are available to the operator on higher resistance to interference and fading than would an alphanumeric display screen, and if connected; radio telephone transmissions on the same frequency.

For these reasons, DSC usually provides a greater The DSC distress and safety frequencies are listed transmission range than voice modes of operation. To enable the transmission and reception of 5. Phasing Sequence can encode the DSC controller with information 3. Format Specifier identifying the station or stations with whom 4. Address The station s being called, a specific communication is desired and the purpose of the call.

Category The priority of the call for broadcasting. End of Sequence EOS a distress message is sent from the controller. Gmdss digital selective calling equipment and systems. A message can be rejected if the Selective Call to: correct dot pattern is not found somewhere in the - Individual Stations phasing sequence.

All calling sequences to Coast Stations with Disabled and adrift format specifier and Selective Call to a group of ships having a common Safety related: interest [e. The category defines the degree of priority of the call Distress Alerts and All Ships calls, as identified by the sequence. For a distress alert the priority is defined call specifier, do not require a specific address as these by the format specific and no category information is will be accepted by all DSC systems which receive included in the call sequence.

For safety related calls the signal. Individual calls will only be accepted by the category information specifies, urgency or safety the system which has the Maritime Mobile Service and for other calls the category information specifies Identity MMSI to which the call is addressed refer to routine. Section 5. For Safety related calls1 the category information Answer to a Call requiring acknowledgment specifies. Distress ; 5. Further details are available in For Other calls the category information specifies Rec.

ITUR M. The numbers in parentheses are the applicable ITU symbols : 5. The MMSI of the calling station is stored in the MMSIs are allocated on an international basis, with memory of the DSC unit and is automatically added the first three digits representing the nationality of the to the message.

The MMSI should be saved into the administration responsible for the ship. These three memory of the unit during installation and it should digits are known as the Maritime Identification Digits not be possible for the operator to alter it or remove it MID. The Australian MID is A typical Australian and in doing so remove the advantage of this feature. MMSI would be:. See also Section 0 commence with two leading zeros.

For example, in relation to test messages. Ships Position. DSC-equipped radio by the user at will unlike the self- ID. Any number with a leading zero can be Telecomm and character indicating type of used as a Group MMSI, and they do not need to be communication desired, telephone or FEC. Group MMSIs are finding use by fleets and yacht races.

Each vessel desiring to be part of a is an acknowledgment of a call received. The end of group would enter the same group MMSI into their sequence symbols are: DSC equipment, which usually can be named for Call requires acknowledgment, used for convenience by the user. The number is pre-programmed. The xx numbers are allocated to manufacturers by the International Association for Marine Electronics Companies CIRM , and the yyyy numbers are allocated by the manufacturer as sequential numbers.

If navigation, shall be transmitted as soon time is available, it is possible to also indicate the as possible and shall be preceded by the nature of distress, from a menu of options. Some DSC controllers offer the user a menu of possible nature of distress situations U rg e n c y M e s s a g e s : C o m m u n i c a t i o n s from which to choose, i.

The No. Urgency communications to support search These controllers send the default setting of and rescue operations need not be preceded by undesignated distress. The frequency is not specified. In the maritime mobile satellite service, a Distress Alert Relay normally only sent separate urgency announcement or call does by coast stations, these calls are addressed to not need to be made before sending the urgency either ALL stations, or ships in a designated message.

However, if available, the appropriate geographic area. Procedures for use of distress network priority access settings should be alert relay messages are set out in Chapter They are message.

There are normally no subsequent addressed to a particular ship or coast station. See also AMSA frequency or a multiple frequency call attempt. Distress alerts should be activated by means of a dedicated distress button, with a spring loaded lid or 5. A station transmitting an inadvertent distress alert or call shall cancel the transmission. Switching the DSC off and then on again should priorities of calls, except distress.

DSC equipment. The DSC equipment should provide visual as appropriate. Different manufacturers can implement this disabling feature in different ways, and this would normally be explained in the user manual.

When automatic channel switching is disabled, radios should continue to detect Distress DSC Alerts, but the operator can decide whether to accept the channel request before taking any further action. If automatic channel switching is disabled during critical operations, the function should be re-enabled once the critical operations are complete. This chapter provides general guidance in the space is represented by a different audio tone. For specific to the radio transmitter where they are modulated operational instructions, please refer to the equipment into a radio signal for transmission.

At the receiving operators manuals carried on board your vessel. The system employs The following sections describe the various modes of special error detection and correction methods to transmission offered by the NBDP system. ARQ mode 6. Answerbacks may also be sent by the use of the Here If the correct reply is received the Master station then is command. However, if there has been an error in the reception at either end 6. The marks, symbols for carriage return, line feed, letter master station will then attempt to reestablish contact shift, figure shift, here is, who are you?

All other signals are treated as errors and and for the correction of errors. Therefore interference and fading should 6.

Each character of the marine radio telex code is represented by a combination of three lows and four On completion of the traffic in one direction, an highs or three marks and four spaces. A mark or automatic changeover takes place by the sending. Narrow band direct printing equipment and systems.

When this is acknowledged by the receiving the first transmission of a specific character is followed slave station, a change of direction of traffic takes by the transmission of four other characters, after place, and the slave station is now the sending station which the retransmission of the first character takes but not the master.

Receiving stations compare the two characters, and if In the event of a loss of signal for 15 s, the master both are the same, print the character. As established, the flow of traffic will continue as though the system does not require any acknowledgments nothing has happened, so that if the slave station was by receiving stations, their transmitters are switched the transmitting station at the time of loss of signal, off.

Some NBDP systems offer control mode of the transceivers frequency selection, which allows This is a broadcast or one way mode of operation. This chapter provides general guidance in the 7. This is achieved by mounting the antenna on a your vessel. Typical all-up mass of the ADE is 27 - kg. InmarsatB equipment has the capability of providing telephone and telex communications. In addition, 7. There is monitor and keyboard attached, and peripherals such no in-built Enhanced Group Call receiver, but an add- as telephones, facsimile machines and call alarms.

Interfacing to the ships internal telephone Fleet77 offers high speed mobile ISDN and IP mobile exchange is also possible with some terminals.

Fleet77 does not UHF transmit frequency for communications with support telex, but using Internet-based providers, it is the satellite. This arrangement avoids the high losses possible to send messages to telex terminals. This type associated with feeding UHF signals over long cable of terminal is generally preferred by vessel operators runs, and allows the below deck equipment to be sited over Inmarsat-B now, due to increased functionality up to m from the antenna system.

Alternatively, the antenna can be to be concentrated to a narrow beam by the use of a directed to an azimuth and elevation to within a few dish antenna. This antenna is protected by a fibreglass degrees. Pointing information can also be derived housing known as a radome.

Gmdss Inmarsat equipment. Once the ship antenna has locked on to the satellite, 7. It is powered from three separate shipboard In the event of a shipboard power failure, it is possible sources from the main generating source, from that the dish antenna will require repositioning when the emergency generating source, and from power is restored.

Australian vessels should have a source which is independent of the ships an uninterruptible power supply UPS supplying electrical system see notes 1 and 2 below ; and power, where required, in order to maintain power to the antenna, and so no re-initialisation is required on The antenna is located in such a position that it loss of mains power. MSC Circ. The operator s manual for the equipment in use should be consulted. It may be faster 7. Extended exposure has been 7. Australian ships should carry warning assignment messages to mobiles from the NCS, which notices and painted danger lines.

After exchanging communications with land stations on working channels, all mobiles automatically return to the TDM channels and revert to standby condition. Given the necessary distance separations from radar scanners and other communications antennae, the siting may become a challenge, requiring considerable ingenuity.

In general, obstructions within approximately 10 m of the dish antenna which cause a shadow sector of greater than 6 degrees in any azimuth down to an elevation of minus 5 degrees are likely to seriously degrade the performance of the equipment. Figure 11 - Typical Inmarsat Fleet 77 installation.

If work is to be performed within approximately 7. InmarsatB offers highquality voice, telex, medium Please note that the power densities at various and highspeed data and fax. InmarsatB is capable of providing all the applications 7. InmarsatC equipment incorporates an EGC receiver. Service providers also provide charging InmarsatC is a twoway data messaging system details for their services, including via the Internet.

The InmarsatC service operates on a store and In the past, it was necessary to know in which forward basis. That is, unlike InmarsatB and Inmarsat ocean region a ship was, e. On satellite network is sufficient to locate the Inmarsat command, the equipment will transmit that message terminal except for Inmarsat-C. The routine delivery Ocean Region Codes time is dependent on message length but normally is between 2 min and 7 min. However, before InmarsatC service is available 7.

This simple operator an electronics unit, a message processor, a visual procedure synchronises the SES receiver to the NCS display unit, a keyboard and a printer. The message common channel and informs the NCS that the SES processor usually contains a floppy disk drive for is operational.

The SES equipment continuously monitors the NCS Due to the risk of computer virus infection, common channel when in the idle condition that is direct connection of Inmarsat-C systems when not performing other tasks. Earth Station LES , perform the necessary change of communication channel and transmit a Transmitted messages may be prepared by keyboard message through that LES; and entry into the text editor, or transferred from any other administrative computer in use aboard the vessel.

InmarsatC equipment carried on board receive the message. Facilities are also provided for initiating a distress alert from a remote location, such as the Masters office or original radio room. As a consequence, relatively low power is necessary to communicate with the satellites and only a small, lightweight, omni-directional radiating equally in all directions antenna is required. The omni-directional characteristics of the antenna mean that it requires no moving parts and can transmit and receive messages even when the vessel is pitching and rolling heavily.

Stabilisation against yawing and course changes is not necessary. The compact size of the antenna makes it simple to locate in a position where its view of the satellite will be unobstructed by parts of the ships superstructure. However, any object within 1 m of the antenna which cause a shadow sector of greater than 2 degrees will Figure 12 - Typical Inmarsat C antenna seriously degrade the performance of the equipment.

Obstacles which appear in the fore and aft directions The logout advises the NCS that the SES is no longer down to 5 degrees below horizontal, in the port operational.

This prevents messages being horizontal must be taken into account. Senders of 7. C antenna mean that there is no concentration of If the loggingout procedure is not performed before radio frequency transmitted energy and any potential switchoff, the NCS data base will still show the status radiation hazard is minimised.

The system will try to deliver However: messages to the SES, eventually ceasing the attempt. Do not work within 1 m of an The result may be that messages are lost and the Inmarsat-C antenna. This will result in the SES interfaced with the vessels satellite navigation being registered with that NCS as an active terminal. On ships where the Inmarsat-C equipment is not As a vessel transits from one ocean region into another, interfaced to electronic navigation equipment, or it will become necessary to change the login.

Some where external electronic position input is no longer models of Inmarsat-C SES will automatically login available, it is essential that the ships position, course when switched on.

Some models of Inmarsat-C will and speed are entered manually at intervals not also automatically attempt to login when changing exceeding 4 h at sea. The regular entry of position information to A distress alert can be transmitted even if the SES is InmarsatC equipment is also vital to ensure that not loggedin. This test consists of a transmitted ocean region NCS Common Channel, it automatically message, a received message, and a transmission and performs a log-out from the current ocean region and acknowledgment of a distress alert.

A ships operator performs a log-in to the strongest NCS signal. To ensure soon as the mobile is switched on for the first time, and that the SES equipment remains tuned to the current registers it on the network after being commissioned. The test takes ten minutes or less.

No other 7. If an SES is not expected to be used for a prolonged period for example during refits or for extended periods alongside , the operator should perform a log-out. Information through the Inmarsat system. For these reasons, to broadcast messages to selected groups of Ship this section will concentrate on the EGC capability of Earth Stations.

News subscriptions services, for the broadcast of SafetyNET allows information providers authorised news bulletins; and by the International Maritime Organization IMO to Governments, for the broadcast of messages to a broadcast shore-to-ship maritime safety information. Selected ships. Most out. On vessels where duplication of Inmarsat-C Australian ships carry Class 2 SES equipment which terminals is provided, dedication of one terminal can only receive EGC messages when not engaged to the task of EGC reception is recommended.

When engaged on these tasks the receiver is tuned to a Land Ships selecting this option should ensure that their Earth Station LES channel and not to the Network owners and agents are aware of the identity number Coordination Station NCS common channel on of the terminal not dedicated to EGC reception, as any which EGC broadcasts are made.

During these routine mail message addressed to the EGC dedicated brief periods an incoming EGC message will not be terminal cannot be delivered. However, once the routine mail message is Dedication to EGC reception will not affect a terminals completed, the SES receiver will automatically re-tune capacity to transmit a Distress Alert. Registered information providers Navigational warning coordinator SAR coordinator Meteorological warning coordinator.

However, the message is only accepted by those Class 1 EGC receivers which are in the geographical area no EGC specified by the information provider, or have been programmed to accept that particular type of EGC message. All other EGC receivers reject the message. Transmitter Receiver Transmitter Transmitter Receiver Receiver EGC address selections that may be specified by an information provider are: Message Message Processor Ships within a fixed, or uniquely defined, Processor geographical area; Class 2 Ships belonging to a particular fleet or flag; A particular ship; or All ships within an ocean region.

Class 3. Administrations will decide which of the two systems Ideally, this information should be provided by an provides the most efficient method of promulgating this interface with the ships satellite positionfixing information for their area of responsibility. If an interface is not possible, the EGC It should be noted that with SES equipment carried facility should be manually updated at periods not by most Australian ships, the software concerning the exceeding four hours.

Although under the concept On the SES equipment carried aboard most Australian of GMDSS, information which may be promulgated by vessels, the position entered into the distress alert the Inmarsat coastal warning service and the short range generator either manually or electronically also NAVTEX system is identical, the systems are different updates the EGC facility. The shipboard EGC facility ensures a very high The LRIT regulation applies to the following ships probability of the receipt of a shore to ship distress engaged on international voyages: alert relay from a rescue co-ordination centre.

The All passenger ships including high speed craft; receipt of such a message, or any EGC message encoded with a distress or urgent classification Cargo ships, including high speed craft of by the information provider, will be marked by gross tonnage and above; and visual and audible alarms to attract the attention of Mobile offshore drilling units. These alarms are not self cancelling they must be reset manually.

Ships operating into available at: www. In addition, a useful resource for Inmarsat information can be found at: www. Australia has contracted the services of a commercial The system requires vessels to automatically transmit data centre provider PoleStar Global www.

At the time of publication of this Handbook, used to verify the requests for information. The majority of ships compliance by 30 June The technology used LRIT is a maritime domain awareness MDA for LRIT may be reviewed at a future date, with an initiative to allow member States to receive position emphasis on making use of equipment carried under reports from vessels operating under their flag, existing carriage requirements.

ASP approved by the Flag State. The process for obtaining a CTR no requirement for conformance testing to be re-done may vary from flag to flag, in some cases the CTR is annually. Usually, the ship is required to provide various www.

AMSA is not directly involved in the testing above ; or or conformance testing process. This chapter provides general guidance in the 8. For specific operational instructions, mode of transmission see Section 2. SSB operation please refer to the equipments operators manuals is usually referred to as USB upper sideband or carried on board your vessel. For equipment fitted The Operators Control Unit OCU provides with telephone-style handsets, the earpiece volume control of all transceiver functions.

Usually is usually fixed, and cannot be altered. Usually mounted externally, very close to the antenna. However, occasionally It is quite common for these three units to be mounted SSB signals will be received that are slightly off their up to 50 to m apart. The clarifier or fine tuning control 8. It Frequency selection is usually accomplished with a does not affect the transmitter frequency.

The three principal methods of frequency selection are: 8. It should normally be left set at maximum. These may be recalled from memory by entering the actual Most transceivers are fitted with an Automatic Gain number, such as or ; Control AGC system. This automatically compensates for variations in received signal strength due to fading By Memory Channel Location most transceivers and interference. It should normally be left on.

Recall of stored frequencies is simply a matter of 8. MHz distress frequency of 12 kHz, etc. This function is automatic, small unit, containing all controls and electronics. The and usually accomplished by a tune button, or by transmitters and receivers fitted in VHF transceivers depressing the push to talk switch on the microphone are designed to be pretuned to specially designed or handset. This process must be repeated whenever VHF antennas. Antenna tuning units are not used.

Gmdss mf, hf and vhf equipment. Some models of VHF transceivers offer remote control 8. In these type of installations, the bridge-mounted control unit The GMDSS regulations require ships to continuously monitor certain distress frequencies whilst at sea.

These receivers are fixed-tuned to at any time. VHF marine channels. Channel selection methods Watchkeeping receivers are fitted with their own vary from keyboards to knobs and switches. Most dedicated antennas. As the DSC system is Often these functions are combined into a single designed for the transmission of data signals only, control. It is used to turn the equipment on or off, DSC watchkeeping receivers are connected to a DSC and to adjust the level of signals coming from the modem modulatordemodulator also known as a loudspeaker.

For equipment fitted with telephone- DSC Controller. This equipment decodes, processes style handsets, the earpiece volume is often fixed, and and displays the digital signals. It also encodes them cannot be altered. The safety channel of 2 Further operation of the control safety channels from 2 - 16 MHz. MF only receivers are normally not fitted with any controls, apart from a power indicator.

It should normally be left set at low, unless communicating with a station at These receivers also incorporate facilities to control which channels are included in the scanning sequence long range.

There is a visual indication of which channels are being scanned. This control permits the operator to keep a listening watch on two different VHF channels usually channel Some receivers also provide a small loudspeaker which may be switched on or off to verify the 16 and one other. It is provided by the manufacturer to distress channel, channel It is important that this control is display the digital information.

This chapter provides general guidance in the the obligations of the former Union of Soviet Socialist principles and operation of Emergency Position Republics.

For specific agreement, have also associated themselves with the operational instructions, please refer to the equipment programme. Through their association with the programme, States contribute ground receiving stations that enhance 9. EPIRBs are small, portable, battery powered radio transmitters that are both watertight and buoyant and The objectives of CospasSarsat are to ensure the long transmit in the EPIRBs term operation of the system, provide distress alert are carried aboard merchant ships, some private and location information on a nondiscriminatory vessels, commercial and military aircraft.

They also basis and support the search and rescue objectives of transmit a distinctive swept audio tone signal on the International Civil Aviation Organization ICAO the international aeronautical distress frequencies of and the International Maritime Organization IMO. Aircraft at 30 feet can detect the audio tone A space segment operating in lowEarth orbit signals at approximately n miles refer to Section LEO and geostationary orbit GEO ; 9.

Emergency radio beacons operating at MHz, the characteristics of which comply with appropriate provisions of the International 9. The Russian Sterkh series of polar Tracking. Additionally, search and rescue space segment signed the International Cospas- Sarsat instruments are carried on the NOAA geostationary Programme Agreement, which ensures the continuity operational environmental satellites GOES series of the system and its availability to all States on a non- of satellites, the European Space Agencys ESA discriminatory basis.

These instruments are capable of detecting signals beacon in the world has a unique identifier. The on the Earths surface transmitted from distress unique identifier allows for additional information, beacons referred to as emergency locator transmitters the registration data, to be linked to each beacon.

The detected by satellite, and the Each MHz. Figure 16 - Satellite visibility for MHz beacons. The point of inflection of the curve represents global coverage mode. The the satellite relays the EPIRB signals directly to ground, actual shape of the curve can be processed to indicate where it is received and processed by a LUT. If both a the distance the transmitter was from the satellite track. If a LUT been.

Then knowing the time of closest approach of the is not within view of a satellite, the information from satellite, it is a simple matter of drawing perpendicular the EPIRB which is relayed to Earth is lost. This fact lines from the point on the satellite track at TCA to the limits the detection and location of EPIRBs operating lines representing the distance between the transmitter in the real time mode to particular geographical and the satellite track.

Where these lines intersect areas surrounding a LUT. See Figure As the satellites path brings it into view of a LUT, A subsequent satellite pass on a different satellite track information, including the beacon unique identifier, can be used to resolve the ambiguity. An estimate of frequency of detection and time of detection, is the true and image location can also be calculated by continuously relayed down to the LUT. However, this ambiguity it does not suffer the geographical limitations of the resolution technique is dependent upon the stability real time mode and allows detection and location of the transmitted frequency.

The LUT, after computing the location of the emergency beacon using Doppler processing, transmits an alert message to its associated mission control centre MCC. The MCC performs matching and merging of alert messages with other messages received, sorts the data geographically and subsequently transmits a distress message to another MCC, an appropriate search and rescue authority such as a national rescue coordination centre RCC or a foreign SAR point of contact SPOC.

Satellite 9. This technique produces a position line, upon which are two positions, one either Distance from Distance from satellite track satellite track side of the satellites track over the ground. One is the derived from derived from shape of curve shape of curve actual position, and the other is the mirror image on the other side of the satellites track.

This ambiguity is resolved with a subsequent satellite pass. Figure 18 -Doppler Mirror Positions. As the MHz beacons transmit a 5 W burst of data When the two systems are combined Cospas-Sarsat is of approximately 0.

High system capacity. Satellites in LEO and their distress beacons, they do not provide Doppler locating corresponding ground receiving stations are known as capabilities and their field of view is limited to the area the LEOSAR system, while satellites in GEO and their between 70o N and 70o S.

Search and and international carriage requirements, a growing rescue instruments in that orbit could significantly number are carried by non- mandated users. MSG-2 is in standby for use when needed.

This has the potential to provide nearinstantaneous 9. Non-GPS beacons have a to search and rescue authorities. Search and rescue location accuracy of 5 km. The satellite system authorities have expressed concern that a number of takes 90 min on average to calculate the initial national administrations do not have proper facilities position from a beacon which is not GPS to maintain and disseminate registration information. That situation Bundaberg, Queensland.

This code ITU for lowpower satellite emergency position indicates the particular vessel and the country of indicating radio beacons transmitting from the Earth beacon registration. This code is programmed into to space. At present, CospasSarsat distress beacons the beacon by the supplier before it is installed on transmit at This is a great 9. Once a general search area has own safety, it is mandatory that purchasers of been established, military or civilian aircraft with MHz EPIRBs register their beacons.

The registration specialised direction finding equipment will be used form for Australian country coded beacons is to locate the EPIRB. All CospasSarsat beacons fitted to Australian vessels also radiate on the It is recommended that a copy of the registration form as submitted to the 9.

Consideration should SAR services identify the ship in the event of distress and be given to a temperature variation of 45C rapidly obtain other information which will enable them during transitions from the mounted position to respond appropriately ; The harmful effects of a marine environment, condensation and water leakage The preferred method of registration is online at should not affect the performance of the beacon; www.

The hydrostatic release in the exposure to sunlight; bracket is designed to release the beacon when the be provided with a Testing angle; therefore should be done in accordance with the manufacturers manual distress alert initiation should require at user manual. To minimise the possibilities of accidental activation EPIRBs, when taken to survival craft, are designed to of a MHz EPIRB, Masters and Officers of vessels be tethered to the survival craft by the tether provided, are urged to pay particular attention to: and float upright in the water, using the sea as a The need to educate all crew members regarding ground plane for its antenna.

Although not its cradle transportation away from the cradle must required to be individually registered to a vessel like be made in the safe or off condition. If this is unknown, then report the occurrence to RCC 9. The world maritime search and rescue regions are published in Chapter 16 of Volume 5 of 9. Distress Alerts. These includes an AIS burst transmitter as an additional are usually marked on the release mechanism.

The IMO has stipulated that these devices These should be disposed of correctly; must still include a Do not incinerate; Although an international numbering format for Do not throw into landfill; the numerical identities MMSI to be used for the Do not throw overboard; AIS transmitter has been agreed xxyyyy , these devices have yet to be brought into service.

Further information on servicing and testing of beacons are available at AMSAs web site: www. This service was discontinued from 1 December due to the high cost of maintaining a system that has not been widely adopted as an element of the GMDSS.

Timing speed and heading; static information related to the and positional information comes from a Global ships name, length, breadth; and voyage-related Navigation Satellite System GNSS receiver. AIS Class A Class A has been mandated by the Especially when used with appropriate graphical International Maritime Organization IMO for displays, this information can help in situational vessels of gross tonnage and upwards engaged awareness and provide a means to assist in collision on international voyages, cargo ships of gross tonnage and upwards not engaged on international avoidance.

Information System displays. It is not Plotting Aid. AIS fitted to real physical aids to mandated by the International Maritime Organization navigation such as floating buoys and beacons. AIS IMO and has been developed for vessels such as base stations can broadcast a non-physical synthetic work craft and pleasure craft.

Shipborne Automatic Identification System Ais. Base stations use fixed slots known as operations. This is shown in Figure AIS on craft assoc.

ITU-R M. Operating in a number of modes:. This mode should be 87B and AIS 2 Each frequency of the VDL is divided following alternate modes by a competent into time slots that are repeated every 60 s, and authority; the AIS units send packets of information which are - An assigned mode for operation in an area transmitted on these slots. At the same time, every subject to a competent authority responsible AIS vessel in range is listening to the timeslots, and for traffic monitoring such that the data can receive the information.

The AIS from a ship or competent authority. In a similar fashion, the Receiving and processing information from other ship when not transmitting, receives corresponding sources, including from a competent authority information from all ships and base stations that are and from other ships; within radio range.

The content of what is transmitted Responding to high priority and safety related calls is determined by the message type. At present there with a minimum of delay; and are 25 identified AIS message types. Providing positional and manoeuvring information There are different technical means of transmitting in at a data rate adequate to facilitate accurate tracking these slots. AIS Class A uses a self-organized approach by a competent authority and other ships.

At the repeated by all same time it other AIS- reserves another equipped ships. It manages the time slot selection process, the operation of the transmitters and GNSS Receiver A GNSS receiver supplies the time receivers, the processing of the various input signals reference to the AIS station to ensure all transmissions and the subsequent distribution of all of the output are synchronized. The VHF transmits and receives the transmission packets. This runs continuously, and if any failure or malfunction DSC VHF Receiver The DSC receiver is fixed to is detected that will significantly reduce integrity channel 70 to receive channel management commands or stop operation of the AIS, an alarm is initiated.

The alarm relay is deactivated AIS VHF Antenna - is a vertical polarized omni- upon acknowledgement either internally by means directional antenna, and its location is critical to the of minimum display and keyboard or externally by a success of the installation. The antenna should be corresponding acknowledgement sentence.

There are also interfaces for as possible to minimize attenuation of the signal. This is Displays all received vessels bearing, range and shown in Table 3. A similar process is applied to the names; and content of ship information messages to ensure that the data being transferred is not encumbered with static Indicates alarm conditions and means to view or low priority information. The different information types, identified as static, The MKD has a wider application, which may be dynamic or voyage-related are valid for a different used to input voyage-related data, i.

Type of ship; and Display safety-related messages; and Location of the positionfixing antenna on the Input safety-related messages. Dynamic information: Dependant on speed and Information on course and intentions of other vessels course alteration see Appendix 8 AIS provides heading of a vessel, which may be Ships position with accuracy indication and difficult to assess by radar or other means and can integrity status; also provide rapid indication in change of heading Position time stamp in UTC ; or course; Course over ground COG ; Extended data fields the static and voyage-related Speed over ground SOG ; data can help clarify intentions, although this could Heading; also be misleading if data is not up to date; Navigational status e.

SSRMs can be addressed to Short safetyrelated messages; an individual station or to all ships. They content of Freeformat text message sent as required. The maximum length of a single Great processing and displaying AIS information such as care must be taken to avoid relying on such messages ECDIS, radar or an integrated system, then the AIS when a close quarters situation is developing, since Class A mobile system may be connected to that there is no guarantee that receiving vessels will be system via the AIS Presentation Interface PI.

The able to readily display such messages. At as Binary Messages these provide a data present, there are a number of AIS units that use the communications mechanism suitable for computer Minimum Keyboard Display MKD which provides systems that may be connected to an AIS transceiver text based or basic graphic display elements. Resolution MSC. As AIS will be displayed on radar, seven messages were trialled for international use, and may also be displayed on Electronic Chart Display meteorological and hydrological data, dangerous and Information Systems ECDIS , it is unlikely that cargo, fairway closed, tidal window, extended ship state and voyage-related data, number of persons on the MKD will evolve, and it is more likely that radar board and AIS target virtual.

These include: berthing data, weather observation from ship, area Range and ability to see around corners AIS uses notice, environmental, route information and text the VHF band, which is not restricted to line- of-sight description.

Within each of these messages a large operation; amount of data can be encoded. There are also a number of common errors and AIS data the ship, or incorrectly programmed at installation transmissions include both static and dynamic data or during maintenance.

These fields are called the which provides timely, detailed information while voyage-related and static data fields; eliminating manual reporting obligations. Refer to AIS relies on vessels using an accurate or at least GNSS; datum ; and In the craft, and warships at their discretion to fit and use. Coastal ship reporting systems, VTS and ports are significant beneficiaries of this wealth of near real The test shall verify the correct programming of the ship static information, correct data exchange with AU FRE Fremantle ; connected sensors as well as verifying the radio performance AU BNE Brisbane ; and by radio frequency measurement and on-air test using, e.

A copy of the test report shall Note the space after the AU. This chapter provides general guidance in the For specific operational shipborne X-band radar with a scanner height of 15 m instructions, please refer to the equipment operators within 8 n miles.

A SART should also respond when manuals carried on board your vessel. The vertical polar diagram of the on board ships is mandatory.

The SART is a small, antenna and the characteristics of the device will battery powered, omnidirectional radar receiver permit the SART to respond to radars under heavy and transmitter. They may also be incorporated into swell conditions. The batteries fitted to a omni-directional in the horizontal plane.

SART allow operation in the standby condition for at least 96 h, plus a further 8 h whilst being interrogated. Once A SART operates in the 9 GHz 3 cm or X-band interrogated or triggered by an X-band radar in radar frequency band and, on receiving a signal range, the sweeps becomes alternately slow and fast. The receiver locks onto the searching radar signal. These response signals will be seen on the ship or When the range closes so that the fast sweeps aircraft radar screen as a line of 12 dots 0.

This true location of the SART. As the SART becomes closer, another 12 dots are responses are seen range approximately greater produced, also 0. Shareware companies need your support. Beta testing is a unique opportunity to try the latest programs and provide feedback directly to the program developers. The final version of many programs is often determined by suggestions from testers like you. Shareware Junction lets you choose from a variety of these products - all in one convenient location.

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Initially the receiver prints all the messages received but when it receives a repeated message, this is not printed. Some receivers do not have an inbuilt printer see Fig. The requirement is then to store messages. If a SAR message is received, an alarm is raised which will continue until cancelled.

This is a superior frequency in tropical zones where the background noise at kHz is greater. The LEO satellites operate in near polar orbits. The EPIRB contains a MHz transmitter which sends a burst of data at about one- minute intervals which includes the ship identification. The transmissions are received by the satellites which pass on the relevant information to an earth station known as a Local User Terminal LUT which then passes information to rescue authorities via a Mission Control Centre MCC see Fig.

EPIRBs are further equipped with a buoyant lanyard suitable for use as a tether in order to secure the beacon to a life-raft, boat or person in the water. However, to prevent the EPIRB from being dragged under water, the lanyard should never be attached to the ship. However, a Remote activation from the navigating bridge may also be provided, while the EPIRB is installed in the float-free mounting. The equipment, mounting and releasing arrangements are designed to be reliable, operating satisfactorily under the extreme conditions likely to be met at sea.

The hydrostatic release in the top of the unit opens the casing and releases the EPIRB before the depth of water reaches 4 metres. Manual activation is achieved by removing the casing and then a protective tab on the activation switch Maritime 48 Maritime Manual Manual distress alert initiation requires at least two independent actions. Float-free release arrangements may not be practicable on small ships where it is difficult to find a location which is clear of the waves and where the EPIRB cannot be trapped in the ship's structure when floating free.

EPIRBs must be registered with the relevant authority in the flag state enabling details to be available to SAR authorities when requested. Registration may be based on the vessel MMSI, call sign or serial number using information included in the beacons 15 character hexadecimal identifier. The MHz beacons are designed with a self-test capability for evaluating key performance characteristics. Initiating the beacon self-test function will not generate a distress alert in the Cospas-Sarsat system.

However, it will use some of the beacons limited battery power the EPIRB is designed to operate for 48 hours and should only be used in accordance with the beacon manufacturers guidance. The procedures for the use of an EPIRB are to check that the mounting will allow it to float free, to check the battery expiry date and, if appropriate, to check the hydrostatic release expiry date. The SART should operate correctly when triggered by another ship's radar at distances of up to at least 5 nautical miles.

Detection at longer ranges will be achieved from aircraft; at 3 ft. The transmission produces a distinctive line on the radar display of 12 blips extending out from the location of the SART along the line of bearing. The SART signal on the radar display may be more easily identified, especially if clutter or many other targets are present, by detuning the ships radar. Detuning reduces the intensity of return echoes on the display but allows the SART signal to be seen more easily since the SART emits a broadband signal which detuning does not affect to the same degree.

Care should be taken in operating the radar detuned however as other wanted navigational and anti-collision information may be removed. In a large life-raft it may be possible to hang the SART from the roof and attain a 1 metre height. The likely methods of initiating a distress alert in the four sea areas defined according to the coverage of MF, HF and VHF coast radio services and satellite services are shown in Table 3.

This describes the sequence of events for the situation of an incident where it is immediately necessary to abandon ship, where there is time to establish communication and where a situation is developing and an urgency call is more appropriate. The operational procedures for distress communications are described in the Radio Regulations, Article The following terms are defined: a the distress alert is a DSC distress call format or a distress message format in the case of satellite communications; b the distress call is the initial voice or text procedure; c the distress message is the subsequent voice or text procedure.

The transmission of a distress alert or a distress call indicates that the ship or person is threatened by grave and imminent danger and requires immediate assistance and is sent only on the authority of the person responsible for the ship. All stations which receive a distress alert or call are required to immediately cease any transmission capable of interfering with distress traffic and prepare for subsequent distress traffic.

The procedure for a distress alert and a distress call for VHF communication is summarised in Fig. Ships fitted with DSC initiate the distress alert by means of the dedicated distress button, if provided see Fig. The alert is then followed up by a distress call on channel 16, ideally after a pause of about 20 seconds in order to allow receiving personnel time to react. The distress message is completed with the word OVER.

Other arrangements may be found on older ships. The operation of the distress button will start an intermittent visible and audible indication. After the button has been kept pressed for 3 seconds, the transmission of the distress alert is initiated and the indications become steady Maritime 56 Maritime Manual With MF and HF a DSC distress alert is made and an acknowledgement awaited before the distress call is made as there is little watch now kept on the MF and HF radiotelephony frequencies.

The procedure with Inmarsat C is similar except that the subsequent communications are made by telex. In all cases the procedure is to listen for distress traffic. If the ship is able to assist, it acknowledges to the ship in distress by radiotelephony on VHF or MF.

The circumstance may arise when a distress alert has been received but has not apparently been acknowledged by an RCC. Under these circumstances it may be appropriate for a ship to relay the distress alert.

Maritime Manual 57 58 Maritime Manual Maritime Manual 59 This call is followed by a distress message which, as far as possible, repeats the information contained in the original distress alert or distress message. If no response is received to the relay an appropriate coast station or rescue co-ordination centre may be contacted by sending an individual distress alert relay by DSC, addressed solely to that station.

Distress alert relays by DSC should not be sent to all ships as experience has shown that they can cause great confusion. Similarly, a ship should not acknowledge by DSC unless it is certain that there are no distress communications taking place and no response has been obtained by radiotelephony. A similar relay procedure may be used to assist a ship which is observed to be in distress and which is unable or incapable of participating in distress radio communications.

Administrations receiving a report of a false distress alert are required to take steps to ensure that the infringement does not recur. Administrations also are required to take practicable and necessary steps to ensure the avoidance of false distress alerts, including those transmitted inadvertently. No action is normally taken against any ship or mariner for reporting and cancelling a false distress alert. Provide ship name, call sign and Inmarsat identity with the cancelled alert message.

Maritime Manual 61 6. Urgency and safety communications include: a navigational and meteorological warnings and urgent information; b ship-to-ship safety of navigation communications; c ship reporting communications; d support communications for search and rescue operations; e other urgency and safety messages; and f communications relating to the navigation, movements and needs of ships and weather observation messages destined for an official meteorological service.

Urgency communications have priority over all other communications, except distress. Safety communications shall have priority over all other communications, except distress and urgency. The following terms are defined: a the urgency announcement is a DSC call using the urgency call format or an urgency message format in the case of satellite communications; b the urgency call is the initial voice or text procedure; c the urgency message is the subsequent voice or text procedure.

Urgency communications consist of an announcement, transmitted using DSC, followed by the urgency call and message transmitted using radiotelephony using the same frequencies as are used for distress communications. The form of the urgency call is: the urgency signal PAN PAN, spoken three times; the name of the called station or all stations, spoken three times; the words THIS IS; the name of the station transmitting the urgency message, spoken three times; the call sign or any other identification; the MMSI if the initial announcement has been sent by DSC , followed by the urgency message which may be sent on a working channel.

With satellite systems, a separate urgency announcement or call does not need to be made before sending the urgency message but instead the appropriate network priority access settings are used for sending the message. Urgency communications to support search and rescue operations need not be preceded by the urgency signal. The following terms are defined: a the safety announcement is a DSC call using a safety call format or a safety message format in the case of satellite communications; b the safety call is the initial voice or text procedure; c the safety message is the subsequent voice or text procedure.

Safety communications consist of a safety announcement, transmitted using DSC, followed by the safety call and message transmitted using radiotelephony using the same frequencies as are used for distress and urgency communications.

The form of the safety call is: the safety signal SECURITE, spoken three times; the name of the called station or all stations, spoken three times; the words THIS IS; the name of the station transmitting the safety message, spoken three times; the call sign or any other identification; the MMSI if the initial announcement has been sent by DSC , followed by the safety message which may be sent on a working channel. However, in order to avoid unnecessary loading of the DSC frequencies, safety messages transmitted by coast stations in accordance with a predefined timetable are not announced by DSC.

Safety messages which only concern vessels sailing in the vicinity should be announced using radiotelephony procedures only. Ship stations not equipped with DSC may announce a safety message by transmitting the safety call by radiotelephony on VHF channel 16, while taking into account that other stations outside VHF range may not receive the announcement.

With satellite systems, a separate safety announcement or call does not need to be made before sending the safety message but instead the appropriate network priority access settings are used for sending the message.

Maritime Manual 63 Ship stations in receipt of a safety announcement or safety call and message monitor the frequency or channel indicated for the message and listen until they are satisfied that the message is of no concern to them. They shall not make any transmission likely to interfere with the message. The unit of frequency is the hertz Hz.

TABLE 4 Frequency bands Subdivisions of these bands are allocated for their use by one or more terrestrial or space radiocommunication services under specified conditions by an entry in the Table of Frequency Allocations which is contained in the Radio Regulations, Article 5. An example of a service is the maritime mobile service. The services may be given primary or secondary categories where a secondary service means that its stations shall not cause interference to stations of the Band number Symbols Frequency range lower limit exclusive, upper limit inclusive Corresponding metric subdivision Metric abbreviations for the bands 4 VLF 3 to 30 kHz Myriametric waves B.

An example of a band allocated globally to the maritime mobile service on a primary basis is Other bands used by ships may be in mobile bands, such as the mobile-satellite band used by Inmarsat, in which case they are shared with other mobile services.

Alternately, they may not be available for use in all regions or may be a secondary allocation. Special provisions and additional application of the allocations are described by footnotes to the Table of Frequency Allocations. The procedures for the assignment of frequencies are given in the Radio Regulations, Article 4. Basically, Member States of the ITU are required to assign frequencies in accordance with the Table of Frequency Allocations and the provisions of the Radio Regulations in order to prevent interference.

Maritime Manual 65 7. Any emission causing harmful interference to distress and safety communications on any of the discrete frequencies in the table is prohibited. Test transmissions on any of the frequencies should be kept to a minimum and before transmitting for purposes other than distress, stations should listen on the frequency to make sure that no distress transmissions are being sent.

The operational procedures for the use of these frequencies are described in Chapters 5 and 6. Watch-keeping arrangements are described in the Radio Regulations, Article 31 as follows: Coast stations assuming a watch-keeping responsibility in the GMDSS maintain an automatic digital selective-calling watch on frequencies and for periods of time as indicated in the information published in the List of Coast Stations and Special Service Stations List IV.

Coast earth stations assuming a watch-keeping responsibility in the GMDSS maintain a continuous automatic watch for appropriate distress alerts relayed by satellite. Ship stations, where so equipped, while at sea, maintain an automatic digital selective-calling watch see Fig. Ship stations, where so equipped, also maintain watch on the appropriate frequencies for the automatic reception of transmissions of meteorological and navigational warnings and other urgent information to ships.

Ship earth stations, while at sea, maintain watch except when communicating on a working channel. Resulting from the amendments to the Radio Regulations from the World Radiocommunication Conference , all ship stations should now, where practicable, maintain a watch on the frequency In port areas there may be arrangements for ships to alternatively maintain watch on a port operations frequency when the port station is maintaining the channel 16 watch.

National administrations may also authorize the use of 2 kHz for a calling frequency within the coastal regions under their authority for which a watch should then be maintained.

NBDP is not now widely used. MSI-HF is not now widely used. Ships may communicate with aircraft on Additionally may be used by aircraft for safety purposes only. GMDSS distress, urgency and safety communications have priority in this band. In addition used for routine non-safety purposes. Legend: AERO-SAR These aeronautical carrier reference frequencies may be used for distress and safety purposes by mobile stations engaged in coordinated search and rescue operations.

DSC These frequencies are used exclusively for distress and safety calls using digital selective calling in accordance with No. MSI In the maritime mobile service, these frequencies are used exclusively for the transmission of maritime safety information MSI including meteorological and navigational warnings and urgent information by coast stations to ships, by means of narrow-band direct-printing telegraphy.

MSI-HF In the maritime mobile service, these frequencies are used exclusively for the transmission of high seas MSI by coast stations to ships, by means of narrow-band direct-printing telegraphy. NBDP-COM These frequencies are used exclusively for distress and safety communications traffic using narrow-band direct-printing telegraphy. RT-COM These carrier frequencies are used for distress and safety communications traffic by radiotelephony.

WRC 7. The shipboard equipment automatically keeps watch for incoming calls. Ships maintain watch for incoming calls on the frequency Outgoing calls are made using the VHF digital selective-calling equipment installed on the ship. Ships then maintain watch on channel 16 in the same way as watch is kept for distress and safety traffic. Alternatively the coast station may use one of the channels designated in Appendix 18 to the Radio Regulations see Table 6 for public correspondence as a calling channel.

To facilitate the reception of distress calls and distress traffic, all transmissions on Before transmitting on the frequency Ships maintain an automatic digital selective-calling watch on one or more appropriate frequencies when within the coverage area of coast stations providing services using digital selective-calling. This will normally require additional digital selective-calling equipment to be carried on the ship. Bands between 1 For the bands between 1 For coast stations the international digital-selective calling frequency is 2 kHz.

A ship calling another ship should use the frequency 2 kHz for the call and acknowledgement. There are provisions within Appendix 18 for some alternative uses and also for the introduction of new technologies into the VHF band.

Not all of the VHF channels are available for use everywhere in the world and administrations typically publish tables of the channels used in their coastal waters. Maritime Manual 73 Bands between 4 kHz and 27 kHz In the bands between 4 kHz and 27 kHz, ships should choose an appropriate international digital selective-calling frequency, taking into account propagation characteristics, and maintain watch on an appropriate digital selective-calling frequency used by the coast station.

To facilitate the use of the frequency 2 kHz for distress purposes, all transmissions on 2 kHz should be kept to a minimum and should not exceed one minute. Before transmitting, a station should listen for a reasonable period to make sure that no distress traffic is being sent. Coast stations which use 2 kHz for calling are required to be able to use at least one other frequency in the bands between 1 Ship stations should be able to send and receive on a carrier frequency of 2 kHz, send, in addition, on at least two working frequencies and receive on all other frequencies necessary for their service.

In Region 1, ships should be able to use the ship-to-shore carrier frequency 2 kHz as a working frequency, and the carrier frequency 2 kHz as an inter-ship frequency. In Regions 2 and 3, ships should be able to use the carrier frequencies 2 kHz and 2 kHz for inter-ship frequencies.

Bands between 4 kHz and 27 kHz If coast stations are not equipped for digital selective-calling and calling by radiotelephony is necessary, it should be done on the working frequencies assigned to the coast stations or on the calling frequencies listed below. Before transmitting on these carrier frequencies a station should listen on the frequency for a reasonable period to make sure that no distress traffic is being sent.

The frequencies to be used for the conduct of simplex radiotelephony and, for the conduct of duplex telephony, the pairs of transmitting frequencies of the coast stations and of the corresponding ship stations are given in the Radio Regulations, Appendix 17 Maritime Manual 75 Frequencies and channelling arrangements in the high frequency bands for the maritime mobile service.

An indication of the channels available for two frequency operation is given below. The service of a ship station is placed under the supreme authority of the master or of the person responsible for the ship. The person holding this authority requires that each operator comply with the Radio Regulations and that the ship station for which the operator is responsible is used, at all times, in accordance with the Radio Regulations.

The master or the person responsible, as well as all persons who may have knowledge of the text or even of the existence of a radiotelegram, or of any information obtained by means of the radiocommunication service, are placed under the obligation of observing and ensuring the secrecy of correspondence. However, providing the station is so controlled, other persons beside the holder of the certificate are permitted to use the equipment. Certificates are issued and authorized by administrations.

Certificates include the holders signature, photograph and date of birth. For ships which are required to comply with the SOLAS Convention the operators certificate is the first- or second- class radio electronic certificate or a general operator's certificate GOC , or, if the ship sails within sea area A1 only, the restricted operator's certificate ROC. SOLAS Chapter IV, regulation 16 requires every ship to carry personnel qualified for distress and safety radiocommunication purposes, any one of whom can be designated to have primary responsibility for radiocommunications during distress incidents.

In passenger ships, at least one person has to be assigned to perform only radiocommunication duties during distress incidents. Ships may also be assigned a Call Sign. When a ship changes from the flag of registration of one administration to another it will be necessary to obtain a new MMSI and a new Call Sign for the ship. Administrations should ensure that the changes are notified to the ITU Radiocommunication Bureau as soon as possible so that the data published in the List of ship stations and maritime mobile service identity assignments List V and on the MARS database can be updated.

Call signs serve for the identification of radio stations and installations and are given in the Radio Regulations, Appendix 42 see Annex 3. Call signs for any particular purpose are then composed using the applicable root characters and rules set down in Article VSLs are formed in the same way as call signs.

It is not compulsory to assign call signs to stations identified by MMSIs. For the moment 80 Maritime Manual digits one and eight in the first position of an MID are reserved for future use. Digit nine in the first position of an MID is used for special purposes. The complete list of MIDs is given in Annex 4.

Before 1 February , ship stations which required automatic access on a worldwide basis to public switched networks were assigned MMSIs with three trailing zeros. Each MID then only had capacity for 1 ships but now satellite networks adopt their own numbering systems. MMSIs which are no longer in use may be re-used after a period of five years. Article 46 of the ITU Constitution further requires that radio stations shall be obliged to accept, with absolute priority, distress calls and messages regardless of their origin, to reply in the same manner to such messages, and immediately to take such action in regard thereto as may be required.

The Radio Regulations, Article 53 describes the order of priority of communications. All stations in the maritime mobile service and the maritime mobile-satellite service are required to be capable of offering four levels of priority in the following order: 1 Distress.

In a fully automated system, where it is impracticable to offer all four levels of priority, category 1 shall receive priority. As described in Chapter 5, the older designs of Inmarsat terminals Inmarsat B and Inmarsat C do not have the four levels of priority, particularly in the shore-to-ship direction. However, the newer Inmarsat Fleet terminals do provide the four levels.

When a ship visits a foreign port, the local government or its administration is entitled to examine the Maritime Manual 81 licence of the ship station. If the licence cannot be produced or if irregularities are observed, the government is entitled to inspect the radio installations to check that they conform to the conditions of the Radio Regulations. In addition, inspectors have the right to require the production of operators certificates. If infringements to the regulations are detected then these are reported to the administration of the country having jurisdiction over the station.

It is the responsibility of this administration to take the necessary action. In cases of serious infringement the ship may be prevented from sailing until remedial action has been taken. However, with the common availability of UTC on board ships derived from the ships navigation equipment, it is no longer a requirement to have a dedicated clock for the radio station.

UTC is required to be used for all entries into the radiocommunication service log see As a general rule, stations should not carry out unnecessary transmissions, only radiate as much power as is necessary, not transmit superfluous or false or misleading signals or transmit signals without identification. The ITU Constitution, Article 47 demands that Member States agree to take the steps required to prevent the transmission or circulation of deceptive distress, urgency safety or identification signals, and to collaborate in locating and identifying stations under their jurisdiction transmitting such signals.

The ITU Constitution, Article 45 requires that all stations be established and operated in such a manner as to not cause harmful interference. The Radio Regulations define harmful interference as interference which endangers the functioning of a radionavigation service or of other safety services or seriously degrades, obstructs or repeatedly interrupts a radiocommunication service.

There are procedures in the Radio Regulations, Article 15 for Member States to follow to settle problems of harmful interference. To help in the prompt elimination of harmful interference, administrations cooperate in the continued development of the international monitoring system see Fig. Administrations are also required to take all practicable and necessary steps to ensure that the operation of electrical apparatus or installations of any kind, including power and telecommunication distribution networks does not cause interference.

To ensure technical compliance with the Radio Regulations for interferences, administrations are required to arrange for frequent checks to be made of the emissions of stations under their jurisdiction.

Ships conforming to the SOLAS Convention are required to have an annual radio survey which includes a check on emissions. UHF offers slightly The correct selection is the lowest frequency that will less range.

The greater the heights of the transmitting provide satisfactory communications with the wanted and receiving antennas, the greater the range achieved station. Communications under these of Meteorology IPS Client Support System which conditions are highly unreliable and must be taken is available on line at: www. It depends on time of day, time of The antenna or aerial; year, latitude of sending and receiving stations, and the stage of the sunspot cycle.

In general the strongest The transmitter and the receiver, and signals occur using frequencies just below the MUF, The power supply. Each part is dependent on the other. A fault in any one The greatest electron density in a given layer of the of the parts will not allow the equipment to function ionosphere reflects the MUF, and any higher frequency correctly. MUFs are higher when the sunspot number 2.

The antenna has two functions: 2. Long-range communications at night can be quite reliable at lower frequencies. The MUF is During reception, to gather radio frequency generally higher during the summer than in winter. The transmitter or the receiver, depending whether Optimum Traffic Frequency OTF is a term used for transmission or reception is taking place.

The changeover is controlled by the press to talk Digital Selective Calling DSC - A paging system switch or button on the microphone or handset. When that uses data signals to automate the transmission pressed, the transmitter is turned on and the antenna of distress, urgency or safety calls via MF, HF or VHF is connected to it. When released, the transmitter is radio. These to the water surrounding the vessel.

Usually, this is frequencies are listed in Appendix 1. In the receiver, these very long distances. This is achieved by converting signals are de-modulated, the audio is separated voice signals spoken into the microphone or data from the radio carrier, amplified and passed to the signals presented to the transmitter into high powered loudspeaker.

Maritime Mobile radiotelephone transmissions - The function of the receiver is to select only those radio frequency signals which are required by the operator Amplitude Modulation AM and amplify them. These signals are then converted and back into voice or data signals and reproduced by a Frequency Modulation FM loudspeaker or fed to a data device.

In this system the amplitude of the radio unit called a transceiver. This type of modulation produces a radio The function of the power supply is to supply frequency carrier and two sidebands which contain electrical energy to the transmitter and the receiver the audio information.

It is sometimes referred to as to enable them to carry out their tasks. Double Sideband. Fuses located in the wiring between the power supply This system is used by broadcasting stations, such as and the transceiver protect the equipment against commercial and ABC radio stations.

Single Side Band, suppressed carrier. The two sidebands in the double sideband system described 2. Single Side Band, suppressed carrier equipment 2.

These modes can be double sideband signal. This allows a great increase summarised as follows: in efficiency, as all the radio frequency power is concentrated in one sideband only - either the Lower Radiotelephone - the most common mode of Side Band LSB or the Upper Side Band USB.

SSB operation. In this mode, voice signals are transmitted receivers automatically re-insert the carrier, and over a radio link using various forms of modulation de-modulate the audio signals in the same way as a see below.

Single Side Band, suppressed carrier J3E operation is Frequency Modulation FM - in this system the mandatory on all maritime MF and HF radiotelephone frequency of the radio frequency carrier is modulated channels, apart from 2 kHz.

The Upper Side Band or varied by the audio signal. Some equipment does quality sound, given sufficient bandwidth, it is used provide facilities to enable selection of the Lower Side in television and radio broadcasting e. FM stereo. Band LSB mode of operation - this must not be used. A Single Side Band full carrier. International Distress frequency of 2 kHz. This 2. This system, also known as radio telex, is based on Because of its full carrier, Double Side Band receivers various combinations of two tones being sent over a are able to receive these signals.

Although the H3E radio link. Each specific tone combination represents emission mode has been phased out, some ships and different letters of the alphabet and figures 0 - 9. The tones from including distress traffic, on 2 kHz should be a telex terminal are applied to the transmitter, which conducted on SSB suppressed carrier emission J3E.

The receiver demodulates the tones, Regulations Appendix It is not used on the VHF The various forms of amplitude modulation are marine band. Amplitude Modulated e. The technical principles are 1. Nature of signal modulating the main carrier; and transmitted from one DSC system to another over a 3.

The type of information to be transmitted. This publication is carried by 2. As such an emission can be identified remote-controlled stations located at Charleville, in terms of: Queensland and Wiluna, Western Australia. The The bandwidth allocated; stations are controlled from a single manned network The characteristics of the modulation and the control centre located in Canberra as shown in Figure 7.

A total of nine letters and figures can be used to classify a radio emission, the first four indicating the bandwidth, and the next three the modulation characteristics. The last two characters are optional and may be used to identify the details of the signal Charleville Wiluna - HF Site and the nature of multiplexing where appropriate.

The - HF Site 26 The services provided by the Commonwealth are Selective Calling DSC network, and uses common significantly different to those previously provided linking equipment to the operations centre in prior to 1 July in that only services necessary to Canberra.

The network consists of a HF DSC alerting network Details of the services and frequencies provided by the with the ability to provide follow-on HF voice or Bureau of Meteorology are provided on the Bureaus NBDP communications on at least two frequencies web site: www. C-band satellite via the DRF site as shown in Figure 8.

This service DSC network does not provide voice watchkeeping is co-located with the Australian Maritime Safety on the distress radiotelephony frequencies. Wiluna Charleville. Frequencies 3. In the ship-to-shore, ship-to-ship, and shore- using a different radio communication service; to ship direction, 2 DSC is used for initial calls to and from ships, followed by Transmitting and receiving search and rescue communications via radiotelephony or NBDP on the coordinating communications; designated channel as indicated in the DSC message.

Transmitting and receiving onscene communications; 3. DSC is used for initial calls, Transmitting and receiving general radio followed by communications on radiotelephony communications relating to the management and NBDP is not used on VHF.

VHF DSC is not operation of the vessel; and provided from official shore stations in Australia, Transmitting and receiving bridgetobridge but some limited coast stations may monitor DSC communications. VHF voice is Equipment performing the functions detailed above also used for on-scene distress communications to must be simple to operate and, wherever appropriate, and from survival craft.

In addition, Distress Alerts must be able to be initiated from the 3. The following message in various ways, and be virtually certain sections summarise the various GMDSS sub-systems. It will be picked up by MRCCs if marine bands to provide means for transmitting and transmitted by Inmarsat or satellite distress beacons, receiving Distress Alerts and for passing distress and and relayed to coast stations and ship stations as safety traffic.

Initial calls to and from ships are normally required in these cases. Coastal vessels, for example, only have specified in Section 3. A DSC watchkeeping receiver operating on 3.

Unless otherwise OR specified, this footnote applies to all requirements for an An Inmarsat ship earth station. The options allow a vessel to between kHz and 27 kHz. Order 27 Radio Equipment This is because these vessels 12 kHz or 16 Distress alerts sent via HF DSC transmitting and receiving, for distress and safety are received by suitably equipped coast radio purposes, on all distress and safety frequencies in stations, and passed to the nearest RCC.

All ships in range kHz or 16 In addition, the nearest coast safety frequencies; radio station may receive the call - depending An approved 9 GHz search and rescue radar again upon the distance and frequency used. Other ships in fitted with VHF channels 6, 13, 16 and Watchkeeping on channel 16 is to Area A2 - ships will transmit a ship-ship and ship- continue until further notice.

All ships and coast stations in range will receive the call, as for area A1. Ships may also transmit a ship- 3. When the reserve source of power consists of On 8 MHz and at least one of the 4, 6, 12 or 16 rechargeable batteries, the arrangement may consist MHz HF DSC distress frequencies as appropriate either of batteries used solely in the absence of for the time of the day and the position of the ships power supply or of batteries used in an ship if the ship is required to be fitted with HF uninterruptible power supply UPS configuration.

DSC facilities. This watch may be kept by means See Section For Maritime Safety Information broadcasts, 1 h, for ships fitted with an approved emergency using the appropriate system s with which the generator; and ship is equipped e.

For those with on line access more fitted with an audible and visual alarm to indicate specific information can be obtained from the IPS failure of this battery charger. Note: 2 For vessels equipped with HF, 8 This is reproduced at Appendix 7. All areas - Night 4 Bass Strait - Day 8 East Coast and Tasman Sea - Day 8 Remote parts of the Australian coast - Day 8 Electronic Certificate and adequate spares, Information concerning training and examination manuals and test equipment; or for the First and Second Class Radio-Electronic Certificates should be sought from the: Duplication of certain equipment; or Admissions Officer, Shore-based maintenance.

Ships engaged Vessels subject to the Commonwealths Navigation on voyages in sea areas A3 and A4 are required to use Act where an on-board maintainer is not at least two of the methods outlined above. If a vessel operating in sea area A3 uses duplication of equipment as one of the two methods used to 3. Australia is a member of the International Tele- On all GMDSS ships, one of the holders of the GMDSS communication Union ITU , the international body General Operators certificate must be designated on established to provide standardised communications the ships muster list as having primary responsibility procedures, usage of frequencies and regulations on for radiocommunications during distress incidents.

The station licensee is legally obliged to ensure that these licence Radio equipment is covered in Marine Order A ship station licence cannot be transferred to another 3.

Inmarsat antennas when a vessel is loading fuel, or when loading or discharging any flammable cargo. Some equipment e. The numbers 22 are radio call sign allocated to the ship. Each radio call sign is unique and may consist of MHz EPIRBs are identified by a unique beacon five letters or a combination of letters and figures. However there on application to the Rescue Coordination Centre are occasional exceptions for some SOLAS vessels on located in the Australian Maritime Safety Authority the coastal trade, where a seven-character format is Head office in Canberra, freecall number in use, with two letters as above, followed by another from within Australia.

The radio call sign must be used whenever conducting communications by radiotelephony. The service delivers high quality communications on 4. Back-up satellites are ready for Inmarsats primary satellite constellation consists use if necessary. The Inmarsat stationary with respect to the Earths surface. The system also incorporates Powered by solar energy, each satellite acts as a distress and safety communications services. The Inmarsat system employs four operational The coverage chart reproduced below shows the four satellites in geostationary orbit approximately 36, Inmarsat satellites and their coverage areas.

It can be seen that these correspond to four ocean 4. Distress alarm unit, which can be located remote from the main below deck terminal installation.

Priority distress facilities exist for both voice and Ship-to-shore communications are in the 1. This signal is used by the ship terminals for antenna tracking and receiving channel assignment 4. The Inmarsat-C NCS Inmarsat provides, in addition to safety services, many common signalling channel is also used to broadcast varied commercial applications at sea, including, maritime Safety Information to ships in addressed Internet access, fleet monitoring, security and vessel geographical areas.

For example, the C-band uplink is in standard feature of Fleet77 and complies with the the 6 GHz band and the downlink is in the 4 GHz band. IMO Resolution A.

This means provision of 4. The Inmarsat system provides the following modes of communications: Fleet77 does not support telex however, which is rarely Telex, both real time and store and forward; used now, and in some countries is no longer available. Fleet55 - provides voice 4. Chapter IV. Please see note on inside front cover Communications via the Inmarsat-C system are data Inmarsat FleetBroadband provides broadband voice or message-based.

Anything that can be coded into and data, simultaneously using IP internet protocol , data bits can be transmitted via Inmarsat-C. Messages whilst still supporting existing voice and ISDN data are transferred to and from an Inmarsat-C terminal capability for legacy applications. Polling allows the user base to calls in ship-to-shore and shore-to-ship directions.

Inmarsat-C At the time of publication of this Handbook, Inmarsat does not provide voice communications. Inmarsat-C with a smaller antenna, smaller in size Although the coverage is similar to the existing and with lower power consumption. Inmarsat services like Inmarsat-B and Inmarsat-C, the satellite footprints for FleetBroadband are slightly Inmarsat-M provides digital voice and medium different in that there are only three ocean regions, I-4 speed data 2.

The service will regions are different to those used for Inmarsat-B, be discontinued from 31 December Inmarsat-C and Inmarsat Fleet services, etc.

Inmarsat terminals are also assigned an Inmarsat 4. This number may need to be The Inmarsat installation aboard a vessel is referred quoted during commissioning, and for technical to as a Ship Earth Station SES , or sometimes as a support via a Land Earth Station. Inmarsat equipment is installed on a wide variety of vessels, from fishing 4.

The Inmarsat system has a capability known as Enhanced Group Calling EGC which allows land based organisations known as information providers to broadcast messages to selected ships located anywhere within an ocean region.

The system also allows for broadcasts to all ships within a defined geographical area. This area may be fixed, or it may be uniquely defined by the message originator.

It indicates the receiver is tuned are examined by the controller to the receiving station s who is calling and the and, if found to be addressed to that ship, the operator purpose of the call. The contents The digital techniques used in DSC systems provide of the DSC message are available to the operator on higher resistance to interference and fading than would an alphanumeric display screen, and if connected; radio telephone transmissions on the same frequency.

Format Specifier identifying the station or stations with whom 4. Address The station s being called, a specific communication is desired and the purpose of the call. Category The priority of the call for broadcasting.

End of Sequence EOS a distress message is sent from the controller. Gmdss digital selective calling equipment and systems. A message can be rejected if the Selective Call to: correct dot pattern is not found somewhere in the - Individual Stations phasing sequence.

Section 5. For Safety related calls1 the category information Answer to a Call requiring acknowledgment specifies. Distress ; 5. Further details are available in For Other calls the category information specifies Rec. ITUR M. The numbers in parentheses are the applicable ITU symbols : 5.

The MMSI of the calling station is stored in the MMSIs are allocated on an international basis, with memory of the DSC unit and is automatically added the first three digits representing the nationality of the to the message.

The Australian MID is A typical Australian and in doing so remove the advantage of this feature. MMSI would be:. See also Section 0 commence with two leading zeros. For example, in relation to test messages. Ships Position. DSC-equipped radio by the user at will unlike the self- ID. Any number with a leading zero can be Telecomm and character indicating type of used as a Group MMSI, and they do not need to be communication desired, telephone or FEC.

Group MMSIs are finding use by fleets and yacht races. Each vessel desiring to be part of a is an acknowledgment of a call received. The end of group would enter the same group MMSI into their sequence symbols are: DSC equipment, which usually can be named for Call requires acknowledgment, used for convenience by the user. The number is pre-programmed. The xx numbers are allocated to manufacturers by the International Association for Marine Electronics Companies CIRM , and the yyyy numbers are allocated by the manufacturer as sequential numbers.

AMSA does not allocate these numbers, and no radio operator licence is required. AIS can also be used for safety-related purposes on non- SAR aircraft such as marine pilot-transfer helicopters. The call contains at least the presence of dangerous ice, dangerous wrecks, distressed vessels MMSI, position, the nature of or any other imminent danger to marine distress and the time the position was valid. If navigation, shall be transmitted as soon time is available, it is possible to also indicate the as possible and shall be preceded by the nature of distress, from a menu of options.

Some DSC controllers offer the user a menu of possible nature of distress situations U rg e n c y M e s s a g e s : C o m m u n i c a t i o n s from which to choose, i.

However, if available, the appropriate geographic area. Procedures for use of distress network priority access settings should be alert relay messages are set out in Chapter They are message. There are normally no subsequent addressed to a particular ship or coast station.

See also AMSA frequency or a multiple frequency call attempt. Distress alerts should be activated by means of a dedicated distress button, with a spring loaded lid or 5. A station transmitting an inadvertent distress alert or call shall cancel the transmission. Switching the DSC off and then on again should priorities of calls, except distress. DSC equipment. The DSC equipment should provide visual as appropriate. Different manufacturers can implement this disabling feature in different ways, and this would normally be explained in the user manual.

When automatic channel switching is disabled, radios should continue to detect Distress DSC Alerts, but the operator can decide whether to accept the channel request before taking any further action.

If automatic channel switching is disabled during critical operations, the function should be re-enabled once the critical operations are complete. This chapter provides general guidance in the space is represented by a different audio tone.

For specific to the radio transmitter where they are modulated operational instructions, please refer to the equipment into a radio signal for transmission. At the receiving operators manuals carried on board your vessel. The system employs The following sections describe the various modes of special error detection and correction methods to transmission offered by the NBDP system. ARQ mode 6. Answerbacks may also be sent by the use of the Here If the correct reply is received the Master station then is command.

However, if there has been an error in the reception at either end 6. The marks, symbols for carriage return, line feed, letter master station will then attempt to reestablish contact shift, figure shift, here is, who are you? All other signals are treated as errors and and for the correction of errors. Therefore interference and fading should 6. Each character of the marine radio telex code is represented by a combination of three lows and four On completion of the traffic in one direction, an highs or three marks and four spaces.

A mark or automatic changeover takes place by the sending. Narrow band direct printing equipment and systems. When this is acknowledged by the receiving the first transmission of a specific character is followed slave station, a change of direction of traffic takes by the transmission of four other characters, after place, and the slave station is now the sending station which the retransmission of the first character takes but not the master.

The system also offers a selective calling capability 6. This system is used to send messages to particular Some Commonly Used Manual Commands ships that cannot use their transmitters vessel may refer to Rec. This 6. This code should only be a keyboard and a printer. Some NBDP systems offer control mode of the transceivers frequency selection, which allows This is a broadcast or one way mode of operation.

This chapter provides general guidance in the 7. This is achieved by mounting the antenna on a your vessel. Typical all-up mass of the ADE is 27 - kg. InmarsatB equipment has the capability of providing telephone and telex communications.

In addition, 7. There is monitor and keyboard attached, and peripherals such no in-built Enhanced Group Call receiver, but an add- as telephones, facsimile machines and call alarms. Interfacing to the ships internal telephone Fleet77 offers high speed mobile ISDN and IP mobile exchange is also possible with some terminals.

This antenna is protected by a fibreglass degrees. Pointing information can also be derived housing known as a radome. Gmdss Inmarsat equipment. Once the ship antenna has locked on to the satellite, 7. It is powered from three separate shipboard In the event of a shipboard power failure, it is possible sources from the main generating source, from that the dish antenna will require repositioning when the emergency generating source, and from power is restored.

It may be faster 7. Extended exposure has been 7. Australian ships should carry warning assignment messages to mobiles from the NCS, which notices and painted danger lines. After exchanging communications with land stations on working channels, all mobiles automatically return to the TDM channels and revert to standby condition.

Given the necessary distance separations from radar scanners and other communications antennae, the siting may become a challenge, requiring considerable ingenuity. In general, obstructions within approximately 10 m of the dish antenna which cause a shadow sector of greater than 6 degrees in any azimuth down to an elevation of minus 5 degrees are likely to seriously degrade the performance of the equipment. Figure 11 - Typical Inmarsat Fleet 77 installation.

If work is to be performed within approximately 7. InmarsatB offers highquality voice, telex, medium Please note that the power densities at various and highspeed data and fax. InmarsatB is capable of providing all the applications 7. InmarsatC equipment incorporates an EGC receiver. Are you tired of putting steps in the wrong order or missing them out completely? Abracadabra Instant Manual lets you create error free, easy to understand It is a PC-based simulator to train sea-faring people in the use of GMDSS communications equipment, within a controlled and safe environment.

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All areas - Night 4 An indication of the channels available for two frequency operation is given below. Navigasi elektronik kapal. There is no range limitation. The Russian Sterkh series of polar- Tracking. Interference from or receipt of stations farther away occasionally occurs at night.

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