Global Maritime Distress and

Safety System (GMDSS)

By S. M. Challo,
Radiocommunication Bureau 2000

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General concept of GMDSS

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Application
The

GMDSS applies to vessels subject to the SOLAS

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

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GMDSS: Implementation Calendar

1.7.1991:

Entry into force of the Radio

Regulations (gradual implementation of
GMDSS)
1.2.1992: Entry into force of the 1988
Amendments to SOLAS Convention (IMO)
specifying (for SOLAS ships):
new ships built after 1.2.1992: SART and twoway VHF RTF apparatus for survival craft;
After 1.8.1993: all ships with NAVTEX
receiver and S-EPIRB;
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 After 1.8.1993: all ships with NAVTEX

receiver and S-EPIRB;
After 1.2.1995: all ships will have to carry at
least one radar capable of operating in the 9
GHz band, and SART and two-way VHF
RTF apparatus for survival craft ;
new ships built after 1.2.1995 must comply
with all applicable GMDSS requirements
After 1.2.1999: all ships must comply with
the GMDSS

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Functional requirements
The

GMDSS regulations (chapter IV of the

International SOLAS Convention), require that
every GMDSS equipped ship shall be capable of;
transmitting ship-to-shore Distress Alerts by at least
two separate and independent means, each using
a different radio communication service;
receiving shore-to-ship Distress Alerts; transmitting
and receiving ship-to-ship Distress Alerts;
transmitting and receiving search and rescue cocoordinating communications;
transmitting and receiving on-scene
communications;

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 transmitting

and receiving locating and

homing signals;
receiving maritime safety information;
transmitting and receiving general
radiocommunications relating to the
management and operation of the
vessel;
transmitting and receiving bridge-tobridge communications.
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Equipment vs. Operational

requirements
The

major difference between the GMDSS

and its predecessor systems is that the radio
communications equipment to be fitted to
a GMDSS ship is determined by the
ship's area of operation, rather than by
its size.
Because the various radio systems used in
the GMDSS have different limitations with
regards to range and services provided, the
new system divides the world's oceans into
4 areas:
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 Area

A1 lies within range of shore-based VHF

coast stations (up to about 50 nautical miles);
Area A2 lies within range of shore based MF
coast stations (excluding A1 areas) (up to about
150 nautical miles);
Area A3 lies within the coverage area of
Inmarsat communications satellites (excluding
A1 and A2 areas - approximately between
latitude 70 degrees north to latitude 70 degrees
south); and
Area A4 comprises the remaining sea areas
outside areas A1, A2 and A3 (the polar
regions).
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GMDSS communication systems

The

GMDSS utilizes both satellite and terrestrial

radio systems as appropriate:
Sea Area A1 (short range) - VHF is used to
provide: 1) DSC alerting on CH-70, 2) Distress and
Safety voice communications on CH-16.
Sea Area A2 (medium range) MF Frequencies
are used to provide : 1) DSC alerting, 2) Distress
and safety communications on voice and NBDP.
Sea Areas A3 and A4 (long range) - HF &/or SES
are used to provide: 1) alerting, 2) Distress and
Safety communications both voice and NBDP.

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GMDSS: Ship equipment

carriage requirements

A1

VHF equipment
S-EPIRB or VHF EPIRB
MSI receiver

A2

VHF and MF equipment

S-EPIRB
MSI receiver
VHF, MF and HF or satellite
equipment
S-EPIRB
MSI receiver
VHF, MF and HF equipment
406 MHz S-EPIRB
MSI receiver

A3
A4

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Shore infrastructure
Each signatory country to the SOLAS
Convention (basically, all of the world's major
shipping nations) is obliged to enforce the
appropriate carriage of GMDSS radio
equipment and service documents by vessels
sailing under their national flag; and also to
provide suitable GMDSS shore-based
infrastructure, including Coast radio stations,
RCC and Search and Rescue units.
However, the shore based infrastructure may be
provided in conjunction with neighboring states,
as appropriate.

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Maritime Mobile Service Identities (MMSI)

All

DSC equipment is programmed

with a unique nine digit identification
number, known as a
Maritime Mobile Service Identity (MMSI
)
.
The MMSI is sent automatically with
each and every DSC transmission
made.
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Maritime Identification Digits (MID)

Maritime

Identification Digits (MID)

The first three digits of the MMSI are
known as the
Maritime Identification Digits (MID). The
MID represents the country of
registration (FLAG) of the vessel. MID's
are allocated on an international basis
by the ITU, in much the same way as
the international series of call-sign
prefixes are.
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NAVTEX
Introduction
The

NAVTEX system is used for the

automatic broadcast of localized
Maritime Safety Information (MSI)
using Radio Telex, NBDP.
The system operates on the Medium
wave Frequency band. The system
range is generally about 200 or so
nautical miles from the transmitter.
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 Major

service areas of NAVTEX

coverage include the Mediterranean
Sea, the North Sea, coastal areas
around Japan and areas around the
North American continent.
The NAVTEX system is designed to be
used in GMDSS Sea Area A2, and is
utilized mainly by those countries with
relatively small areas of coastline and/or
sea areas to cover.
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Frequency of operation
The

NAVTEX system has been

allocated three broadcast frequencies:
518 kHz - the main NAVTEX channel
490 kHz - used for broadcasts in local
languages (i.e.: non-English)
4209.5 kHz - allocated for NAVTEX
broadcasts in tropical areas - not used
at the moment.
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 In

real terms, 518 kHz is the only NAVTEX

channel used - this means that all
broadcasts from stations within the same
NAVAREA must be coordinated (IMO) on a
time sharing basis to eliminate interference.
In addition, power outputs from each station
are adjusted to control the range of each
broadcast. This is particularly important
during night-time hours, as Medium
Frequencies tend to travel further after dark.
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CONCLUSIONS
Unprecedented

international cooperation
over a period of about 10 years, involving
IMO, ITU, IHO, WMO, INMARSAT and the
COSPAS-SARSAT partners, has resulted in
the maritime community being provided with
an integrated distress and safety system
The provision of appropriate international
regulations concerning the operation and
implementation of the system has been
successfully completed
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 The

implementation of the system and its efficient

operation would considerably depend upon the
establishment of shore based facilities by the
Members and proper network arrangements that
will include:
maritime satellite and terrestrial radio services
between the coast and ships,
connections between coast stations and CES
and RCCs,
telecommunication interconnections between
RCCs.
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