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GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)

GMDSS is an international system that uses terrestrial and satellite technology and shipboard radio
systems to ensure, in event of a marine distress, the rapid, automated alerting of shore-based
communication and rescue authorities in addition to other ships in the immediate vicinity.
GMDSS was adopted by means of amendments contained in SOLAS - Chapter IV: Radio
communications in 1988; fully effective on 1st Feb 1999.
1.

APPLICATION:

(Ch IV: Reg. 1)

Applies to all ships to which SOLAS 1974 applies: All Passenger Ships; All Cargo Ships > 300 GT
Does not apply when ships are navigating in the Great Lakes of North America & their connecting
waters up to lower exit of St Lambert Lock at Montreal in Quebec, Canada
2.

TERMS & DEFINITIONS:

(Ch IV: Reg. 2)

Continuous Watch: the radio watch concerned shall not be interrupted other than for brief intervals
when the ships receiving capability is impaired or blocked by its own communications or when the
facilities are under periodical maintenance or checks.
Digital Selective Calling (DSC): a technique using digital codes which enables a radio station to
establish contact with, and transfer information to, another station or group of stations, and complying
with relevant recommendations of the International Radio Consultative Committee.
Locating: the finding of ships, aircraft, units or persons in distress.
Maritime Safety Information (MSI): navigational and meteorological warnings, meteorological
forecasts and other urgent safety related messages broadcast to ships.
Polar Orbiting Satellite Service: a service which is based on polar orbiting satellites which receive and
relay distress alerts from satellite EPIRBs and which provides their position.
Sea Area A1: an area within the radiotelephone coverage of at least one VHF coast station in which
continuous DSC alerting is available. (Coverage 20 ~ 50 miles from the Coast Station)
Sea Area A2: an area, excluding sea area A1, within the radiotelephone coverage of at least one MF
coast station in which continuous DSC alerting is available. (Coverage 50 ~ 250 miles offshore)
Sea Area A3: an area, excluding sea areas A1 and A2, within the coverage of an Inmarsat geostationary
satellite in which continuous alerting is available. (Area lies between parallels of 70o N and 70o S)
Sea Area A4: an area outside sea areas A1, A2 and A3. (Polar Regions - Area N and S of 70o Latitude)
GMDSS: maritime mobile services identity, the ships call sign, Inmarsat identities and serial number
identity which may be transmitted by the ships equipment and used to identify the ship.

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3.

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FUNCTIONAL REQUIREMENTS:

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(Ch IV: Reg. 4)

Every ship, while at sea, shall be capable of:

1. Transmitting ship-to-shore distress alerts by at least two separate and independent means, each using
a different radio communication service.
2. Receiving shore-to-ship distress alerts;
3. Transmitting & Receiving ship-to-ship distress alerts;
4. Transmitting & Receiving search and rescue co-coordinating communications;
5. Transmitting & Receiving on-scene communications;
6. Transmitting & Receiving signal for locating;
7. Transmitting & Receiving maritime safety information;
8. Transmitting & Receiving general radio communication to n from shore-based radio system /
network;
9. Transmitting & Receiving bridge-to-bridge communications.
4.

RADIO INSTALLATIONS:

(Ch IV: Reg. 6)

Every ship must be provided with radio installations capable of complying with the functional
requirements (Reg 4), thruout its intended voyage, for the Sea Area(s) thru which it will pass during the
intended voyage
Every Radio Installation shall be so:
1) located that no harmful interference of mechanical/ electrical/ other origin affects its proper use;
ensures electromagnetic compatibility and avoidance of harmful interaction with other equipment
and systems;
2) located as to ensure the greatest possible degree of safety and operational availability;
3) protected against harmful effects of water, extremes of temperature & adverse environmental
conditions
4) provided with reliable, permanently arranged electrical lighting, independent of main and
emergency sources of electrical power, for adequate illumination of radio controls for operating
radio installation;
5) Clearly marked with call sign, ship station identity & other applicable codes for use of radio
installation.
Control of the VHF radiotelephone channels, required for navigational safety, shall be available on the
navigation bridge convenient to the conning position and to permit radio communications from the
wings of the navigation bridge. Portable VHF equipment may be used to meet the latter provision.
In passenger ships, a distress panel installed at the conning position shall contain either one single
button which, when pressed, initiates a distress alert using all radio communication installations
required on board for that purpose or one button for each individual installation. The panel shall clearly
and visually indicate whenever any button(s) have been pressed. Means shall be provided to prevent
inadvertent activation of the button(s). The panel shall provide visual & aural indication of any distress
alert(s) received on board and thru which radio communication service the distress alerts have been
received.

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In Passenger Ships, info on the ships position shall be continuously and automatically provided to all
relevant radio communication equipment to be included in the initial distress alert when button(s) on the
distress panel is pressed.
Specified Drawings (Plans of Radio Installation) should include:
a) Antenna Drawing;
b) Radio Arrangement Drawing (Lay-out of Bridge & Communication Room);
c) Wiring Diagram
5.

RADIO EQUIPMENT:

(Ch IV: Reg. 7)

Every Ship shall be provided with:

1) VHF radio installation capable of transmitting & receiving:
I. DSC on Freq 156.525 MHz; initiate transmission of distress alerts on Ch. 70;
II. Radiotelephony on 156.300 MHz (Ch. 6), 156.650 MHz (Ch. 13) and 156.800 MHz (Ch. 16).
2) Radio installation capable of maintaining a continuous DSC watch on VHF Ch. 70, separate from or
combined with the VHF as above;
3) Radar Transponder capable of operating in 9 GHz band which:
I. Shall be stowed that it can be easily utilized;
II. Maybe one of those required for a survival craft.
4) Receiver capable of receiving international NAVTEX broadcasts in areas of NAVTEX coverage;
5) Radio facility for reception of MSI by Inmarsat EGC in areas of Inmarsat coverage but without
NAVTEX coverage;
6) Satellite EPIRB:
I. Capable of transmitting a distress alert through polar orbiting satellite service operating in the
406 MHz band or thru Inmarsat geostationary satellite service operating in the 1.6 GHz band.
II. Installed in an easily accessible position;
III. Ready to be manually released & capable of being carried by one person into a survival craft;
IV. Capable of floating free if ship sinks and being automatically activated when afloat;
V. Capable of being activated manually.
Every Passenger ship shall be provide with means for two-way on-scene radio communication for SAR
purposes using aeronautical frequencies 121.5 MHz and 123.1 MHz from the position from which the
ship is normally navigated.
6.

RADIO EQUIPMENT (Sea Area A1, A2 and A3):

(Ch IV: Reg. 10)

SEA AREA A1:

1) VHF with DSC;
2) DSC watch receiver Ch. 70;
3) NAVTEX receiver 518 kHz;
4) EGC Receiver (Outside NAVTEX coverage Area);
5) EPIRB on 406 MHz or 1.6 GHz;
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6) SART

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(each side of all Pass Ships; Cargo > 500 GT)- Ch III: Reg. 6)

7) Hand-held GMDSS VHF transceivers (at least 3 nos all Pass Ships; Cargo > 500 GT)
(at least 2 nos Cargo > 300 GT < 500 GT)
8) Automatic Updating of Position to all relevant Radio Communication Equipment;
SEA AREA A2: In addition to above:
9) MF with DSC and radiotelephony
10) DSC watch receiver MF 2187.5 kHz
SEA AREA A3: In addition to above:
11) Inmarsat Ship-Earth station with EGC receiver; (for Inmarsat Solution)
12) Duplicated Inmarsat SES;
13) Duplicated VHF with DSC;
14) MF/HF telephony with DSC and NBDP; (for HF Solution instead of MF for Sea Area A2 above)
15) DSC watch receiver for MF/HF;

(for HF Solution instead of MF for Sea Area A2 above)

SEA AREA A4: In addition to Sea Area A1:

16) MF/HF telephony with DSC and NBDP;
17) DSC watch receiver for MF/HF;
18) Duplicated MF/HF telephony with DSC and NBDP;
19) Duplicated VHF with DSC.
FOR PASSENGER SHIPS (ADDITIONALLY IN ALL SEA AREAS):
20) Distress Panel
21) Two-way on-scene radio communication on 121.5 and 123.1 MHz
7.

WATCHES:

(Ch IV: Reg. 12)

Every ship, while at sea, shall maintain a continuous watch, for the Sea Area in which the ship is sailing:
1) VHF DSC channel 70, if ship is fitted with VHF Radio installation;
2) MF DSC Distress & safety frequency 2187.5 kHz, if ship is fitted with MF Radio installation;
3) DSC Distress & safety frequency 2187.5 kHz & 8414.5 kHz and also on at least one of 4207.5 kHz,
6312 kHz, 12577 kHz or 16804.5 kHz, appropriate to the time of the day & geographical location of
the ship, if ship is fitted with MF/HF Radio installation; (watch kept by means of scanning receiver)
4) For satellite shore-to-Ship distress alerts, if ship is fitted with an Inmarsat ship earth station.
5) SOLAS vessels watch on VHF Ch 13 for communications related to safety of navigation.
6) For MSI broadcasts, for sea area in which the ship is sailing:
I. NAVTEX (518 kHz)
II. Inmarsat-C (or EGC Safety Net)
III. HF MSI

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8.

RADIO PERSONNEL:

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(Ch IV: Reg. 16)

1) Every ship shall carry personnel qualified for distress and safety radio communication purposes to
the satisfaction of the Administration. The personnel shall be holders of certificates specified in the
Radio Regulations as appropriate, any one of whom shall be designated to have primary
responsibility for radio communications during incidents.
2) In passenger ships, at least one person qualified in accordance with paragraph 1 shall be assigned to
perform only radio communication duties during incidents.
9.

RADIO RECORDS:

(Ch IV: Reg. 17)

A record shall be kept of all incidents connected with the radio communication service which appear to
be of importance to safety of life at sea.
10.

EMERGENCY SOURCE OF ELECTRICAL POWER Pass & Cargo Ships: (Ch II-1: Reg. 42-43)
1) Self contained Emergency source of electrical supply;
2) Located above uppermost continuous deck; readily accessible from open deck; not located fwd of
Collision Bulkhead;
3) Location to ensure that a fire or other casualty in spaces containing main source of electrical power,
will not interfere with the supply, control and distribution of emergency electrical power.
4) The electrical power available - sufficient to supply for all services essential for safety in an
emergency.
5) Emergency source of electrical supply Generator or Accumulator Battery
6) Emergency Lighting for period of 36 hours (Pass Ships) & 18 hours (Cargo Ships).
7) For ships regularly engaged on voyages of short duration, not < 12 hours (Pass & Cargo Ships).

11.

DOCUMENTS TO BE CARRIED (WRC-07 ; Article 42 & 51)

1) Ships Radio License
2) Radio Operators Certificates
3) GMDSS Radio Log Book
4) ITU List of Coast Stations
5) ITU List of Ships Stations
6) ITU List of Call Signs and Numerical Identities
7) ITU List of Radio determination and Special services
8) ITU Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services
9) Admiralty List of Radio Signals Volumes - 1, 2, 3, 4, 5 and 6.
10) GMDSS MANUAL 2011 (6th Edition) published by IMO

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8 Parts & 8 Annexes

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CANCELLATION OF FALSE DISTRESS ALERTS:

Resolution A.814 (19)

Guidelines for the Avoidance of False Distress Alerts

VHF DSC
a. Switch off transmitter immediately;
b. Switch equipment on and set to Ch. 16;
c. Make broadcast to All Station giving ships name, call sign & DSC number;
cancel the false alert.
MF DSC

b. Switch equipment on and tune for radiotelephony transmission on 2182 kHz;

HF DSC

Alert must be cancelled on all the frequency bands on which it was transmitted.
(2, 4, 6, 8, 12, 16 MHz)
b. Switch equipment on and tune for radiotelephony transmission;

SAT C

Notify the appropriate RCC to cancel the alert by sending a distress priority message via
the same CES through which the false distress alert was sent.

EPIRBs

If for any reason an EPIRB is activated accidentally, the ship should contact the nearest
coast station or an appropriate CES or RCC and cancel the distress alert.

General
6.1

Ships may use any means available to them to inform the appropriate authorities that a false
distress alert has been transmitted and should be cancelled.

6.2

No action will normally be taken against any ship or mariner for reporting and canceling a false
distress alert. However, in view of the serious consequences of false distress alerts, and the strict
ban on their transmission, governments may prosecute in case of repeated violations.

The call ALL STATIONS, spoken three times

The words THIS IS;
The NAME of the vessel, spoken three times
The CALL SIGN or other identification;
The MMSI (if the initial alert has been sent by DSC) 9-digit no.
PLEASE CANCEL MY DISTRESS ALERT OF time in UTC
Monitor the same band on which the inadvertent distress transmission was sent and respond to any
communication concerning that distress transmission as appropriate.
13.

Resolution A.810 (19)

Performance Standards for Float-Free EPIRBs operating on 406 MHz

The following points should be clearly indicated on the exterior of the equipment:
EPIRB:
I. brief operating instructions;
II. expiry date for the primary battery used; and
III. The identity code programmed into the transmitter.

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SART:
I. brief operating and test instructions; and
II. Expiry date for the primary battery used.
TWO-WAY VHF RADIOTELEPHONE:
I. brief operating instructions; and
II. Expiry date for the primary batteries.
14.

Resolution A.801 (19)

Provision of Radio Services for GMDSS

Appendix 1: Basic principles for establishing HF DSC coast stations for sea areas A3 & A4.
The selection of HF DSC coast stations for sea areas A3 & A4 should be based on following principles:
I. each ocean area requiring HF guard should have a minimum of two stations to provide the required
HF cover;
II. stations be selected on opposite sides of an ocean area;
III. In ocean areas in high traffic density, e.g. the North Atlantic, more two stations should be provided.
Appendix 2: Basic principles for establishing sea area A2
The selection of MF DSC coast stations for sea area A2 should be based on the following principles:
I. a continuous MF guard on the distress frequencies and sufficient number of coast stations to provide
MF coverage in the coastal area of Government concerned;
II. In certain areas, several Governments may collectively provide complete coverage. (e.g. North Sea)
Appendix 3:

Basic principles for establishing sea area A1

The selection of MF DSC coast stations for sea area A1 should be based on the following principles
I. a continuous VHF guard and the minimum number of stations necessary to provide VHF coverage
in the coastal area of Government concerned, and
II. In certain areas, several Governments may collectively provide complete coverage along their coasts
ITU-R M.541-9
Annex 5

Operational Procedures for use of DSC equipment in Maritime Mobile Service

Frequencies used for DSC

The frequencies used for distress, urgency, and safety purposes using DSC are as following:
2187.5 kHz

4207.5 kHz

6312 kHz

8414.5 kHz

12577 kHz

16804.5 kHz 156.525MHz

(Note-156.525 may also be used for DSC purposes other than distress, urgency, and safety.)
15. NAVIGATIONAL WARNINGS for the World-Wide Navigational Warning Service (WWNWS):
General:
1) Navigational warnings are issued in response to SOLAS regulation V/4 and carry information which
may have a direct bearing on the safety of life at sea. It is the fundamental nature of navigational
warning that they are often based on incomplete or unconfirmed information and mariners need to
consider this when deciding what reliance to place on the information contained therein.

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2) There are four types of navigational warnings: NAVAREA warnings, Sub-Area warning, Coastal
warnings & local warning. The WWNWS guidance and coordination are involved with only three of
them: NAVAREA warnings, Sub-Area warning and Coastal warnings.
3) Navigational warnings shall remain in force until cancelled by the originating coordinator.
Navigational warnings should be broadcast for as long as the information is valid.
4) The minimum information in a navigational warning which a mariner requires is hazard & position.
5) If known, the duration of the event causing a navigational warning should be given in the text.
NAVAREA WARNINGS:
NAVAREA warnings are concerned with the information which ocean-going mariners require for their
safe navigation. This includes, in particular, new navigational hazards and failure of important aids to
navigation as well as information which may require changes to planned navigational routes.
SUB-AREA WARNINGS:
Sub-Area warnings broadcast information which is necessary for safe navigation within a Sub-Area.
They will normally include all subjects listed in NAVAREA, but will usually affect only the Sub-Area.
COASTAL WARNINGS:
Coastal warnings broadcast information which is necessary for safe navigation within areas seaward of
the fairway buoy or pilot station, and should not be restricted to main shipping lanes.
Where area is served by NAVTEX - provide navigational warnings for entire NAVAREA service area.
Where the area is not served by NAVTEX, it is necessary to include all warnings relevant to the coastal
waters up to 250 miles from the coast in the International Safety NET service broadcast.
Coastal warning should include at least the subject in NAVAREA.
LOCAL WARNINGS:
Local warning broadcast information which cover inshore waters, often within the limits of jurisdiction
of a harbour or port authority. They are broadcast by means other than NAVTEX or Safety NET, and
supplement coastal warnings by giving detailed information within inshore waters.
NAVTEX MESSAGE SERIES IDENTIFIER
The first words of the text of every warning message shall always be message series identifier followed
by the consecutive number (N/YY).
NAVTEX Message Format:

ZCZC

(Start of message group)

B1 B2 B3 B4
(B1-transmitter identity)
(B2-subject dedicator)
(B3B4-Consecutive number)

(Time of origin)
Series identity + Consecutive Number
Message text
NNNN (End of message)

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ALRS VOL 5 (Extracts):

EPIRB: The polar orbiting satellites determine the EPIRBs position by Doppler method (position input at
EPIRB not required, but may take few hours to determine the location).The geostationary satellites relay the
EPIRB signal to earth with no delay, but are unable to determine position by Doppler method (will relay the
position if EPIRB incorporates a GPS or manually entered position).
Standguard EPIRB Guard Receiver, a device which can detect that an EPIRB has been activated, is designed to
be fitted in the wheelhouse. If an EPIRB signal is detected, it checks the transmission to see whether the EPIRB
belongs to its own ship, or to another ship in the immediate vicinity. It then gives an audible alarm, and a visual
indication as to whether the EPIRB signal is own ship or other ship.
If indication is own ship, the appropriate RCC must be informed immediately of a false alert before
unnecessary SAR procedures are commenced.
If indication is other ship, then OOW knows that another vessels EPIRB has been activated and he can prepare
to take appropriate action.
COSPAS-SARSAT SYSTEM: provides distress alert and location info to SAR services for aviation, maritime
and land users in distress with no discrimination; free of charge for the persons in distress. The objective is
achieved by the use of satellite systems which relay or process the transmissions of distress radio-beacons
operating on 406 MHz.
COSPAS Space System for the Search of Vessels in Distress
SARSAT Search And Rescue Satellite-Aided Tracking
SART: Portable radar transceiver, intended to be deployed on survival craft. When it receives a 9 GHz (3 cm)
radar signal (from a searching radar, range scale 6 ~ 12n miles), it switches on its transmitter and radiates own
signal; seen as a series of 12 dots (spaced 0.6n miles) on all radar screens within range. The dot nearest to the
screen centre is the SARTs location. Within about 1 mile range, the dots turn into wide arcs, then to complete
circles as the SART is closed and becomes continuously triggered.
The SART also provides a visual / audible indication of its correct operation; will inform survivors when it is
interrogated by radar.
Sufficient Battery capacity 96 hrs (stand-by) and 8 hrs (transmission); ambient temp: - 20o C ~ +55o C
DISTRESS ALERT: either a terrestrial DSC using the unique Distress Format or a satellite call which also has
a special Distress Format to gain priority over the satellite link.
WRC07: World Radiocommunication Conference 2007 held in November 2007 in Geneva, Switzerland;
World Radiocommunication Conference 2011 is to be held in 2011 in Geneva.
NAVTEX: system for broadcast and automatic reception of MSI by Narrow-Band-Direct-Printing telegraphy.
International automated direct-printing service for promulgation of navigational & meteorological warnings and
urgent info to vessels; developed to provide low cost, simple and automated means of MSI on board ships at sea
and in coastal waters; NAVTEX transmission range 400n miles.
International NAVTEX: coordinated broadcast and automatic reception on the frequency 518 kHz of MSI by
means of Narrow-Band-Direct-Printing telegraphy (English Language).
National NAVTEX: coordinated broadcast and automatic reception on the frequency 518 kHz of MSI by means
of Narrow-Band-Direct-Printing telegraphy (National Language).

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MMSI NUMBERS: 9-digit unique number; first 3 digits MID (Maritime Identification Digits) which identify
the country licensing / controlling the station; SOLAS vessels are allocated MMSI number with 3 trailing zeros.
Ship Stations:

232157000 (MID, UK - 232)

Group of Ships:

023201143

Coast Station:

002320018

IMN (INMARSAT MOBILE NUMBERS): Terminals with GMDSS Capability

Inmarsat B

9-digits beginning with 3

Inmarsat C

9-digits beginning with 4

Inmarsat Mini-M

9-digits beginning with 4

Inmarsat Fleet F77

9-digits beginning with 76 (voice) or 60 (data)

Digit code

42

Navigational Hazards & Warnings (wrecks, derelicts, floating obstructions, icebergs, etc)

Digit code

43

Ship Position Reports (AMVER, AUSREP, etc)

ON-SCENE SAR COMMUNICATIONS: communications between the vessel in distress and assisting vessels,
and between SAR vessels and the On-Scene Coordinator; usually short-range communications made on VHF or
MF distress and safety frequencies in the GMDSS.
ON-SCENE COMMUNICATION FREQUENCIES FOR RADIOTELEPHONE:
VHF (F3E)

Ch 16 (distress & safety communication)

Ch 06 (ship-ship, ship-aircraft)

VHF (A3E)

121.5 & 123.1 MHz (ship-aircraft)

MF (J3E)

2182 kHz

(distress & safety communication)

HF (J3E)

3023 & 5680 kHz

(ship-aircraft)

4125 kHz (ship-shore, ship-ship)

MSI (MARITIME SAFETY INFORMATION): Broadcast methods:

I. NAVTEX

broadcast to coastal waters; standards & procedures as per the NAVTEX Manual;

II. Safety Net

broadcasts to all waters, except Sea Area A4; standards & procedures as per the
International Safety Net Manual;
MSI broadcast over the Safety Net Service
1) Coastal Warnings (where NAVTEX not provided):
Navigational Warnings

Meteorological Warnings

SATNAV system messages

Pilot Service Messages

Meteorological Forecasts

LORAN system messages

SAR Information

Ice Reports

Other electronic Navaid messages

Addl Navigational Warnings

2) Meteorological and NAVAREA warnings & Meteorological forecasts to ships within specified
NAVAREAs / METAREAs;
3) SAR Co-ordination to ships within specified circular or rectangular areas;
4) Urgency messages, meteorological and Navigational Warnings to ships within specified circular areas;
5) Shore-to-Ship distress alerts to ships within specified circular areas;
6) Urgency messages and Navigational Warnings to ships within specified rectangular areas;
7) Other safety related info (Tsunami warnings, piracy warnings)
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1) How many number of GOC holders are required on cargo and passenger vessels?
As per STCW95 (GMDSS) from 01.Feb.2002 - Mandatory for all Seafarers performing Navigational
duties at Operational & Management levels (Masters and Officers) and any other person(s) performing
radio-communication duties need to hold a GMDSS Certificate.
Cargo Ships

One dedicated as Radio-Communication Officer and one as Back-up

Passenger Ships

At least one qualified person dedicated solely for the performance of radio
communication duties in case of incidents

2) How as master will you ensure avoidance of false distress alerts?

1. Ref: A.814(19)

Guidelines for the Avoidance of False Distress Alerts

2. Instructions & Posters on use of GMDSS Equipment;

3. Dedicated and Certified GMDSS Equipment Operator;
4. Training to other Junior Officers;
5. Equipment is tested regularly and maintained in accordance with manufacturers instructions; in
case of defects, the same needs to be rectified at the earliest convenience priority basis.
6. One of the main reasons for false distress alerts is improper use of GMDSS equipment by untrained
or inadequately trained personnel. They are probably also caused by the lack of practical
experience of GMDSS equipment onboard ships by trained personnel. IMO has issued guidelines on
avoidance of false alerts and has introduced a standard button design, which means that the distress
button has to be protected and must be held down for at least 3 seconds to be activated. There are
problems with equipment design and poor training. EPIRBs have to be sensitive, because they have
to be able to float free, and this sensitivity can sometimes lead to false alerts.
3) Your vsl is not sending distress msg; how you send distress messages
SSAS, EPIRB, SAT-C
4) Can you make any changes in fire plan?
Yes, changes can be made in the fire plan, followed by changes in the General Arrangement Plan subject to approval and confirmation from the Class.
Following modification or risk assessment the location of fire fighting and life saving appliances
can change. The SOLAS 1974 regulations require that alterations to the Fire Control Plan are
recorded as soon as possible. The stick-on pictograms are an ideal, cost effective alternative
solution for the modification to Fire and Life-saving Plans
Refer A.654 (16) FFA symbols used on Fire Plan
Refer A.760 (18) LSA symbols used on LSA Plan
5) Which Sea Area does India fall under? Why?
India falls under Sea Area A3, since India is under the coverage area of Geo-stationary Satellites.

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6)

Q) What is a Mayday?
(a) A distress signal
(Q) What is a Pan or Pan-Pan?
(a) An Urgency Signal
(Q) What is a Pan-Pan Medico?
(a) A person seeking medical information or aid
(Q) What is a security message?
(a) A Navigation Warning (alerting other ships about some danger to navigation) (including Ice-accretion that
has not been forecasted)
(Q) What does S.O.L.A.S. mean?
(a) Safety of Life at Sea
(Q) What does G.M.D.S.S. stand for?
(a) Global Maritime Distress Safety Systems
(Q) What does D.S.C. stand for?
(a) Digital Selective Calling
(Q) A vessel is sounding a continious sounding of the ships whistle, what's wrong with this vessel?
(a) This vessel is in Distress
Q23:
Q24:
PORT DUES
Tonnage charges
Pilotage and canal charges
Tug assistance
Berthing
Mooring gangs
Charges for opening and closing of #
Sweeping and cleaning
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Garbage removal
Fw supply
Delivery and receiving cargo
Port clearance
LIGHT DUES
Maintenance of light housed and nav marks
GROSS TONNAGE
Vessels internal space measured in units of 100

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