1 General Sea Areas Equipment Certificate

INTRODUCTION TO G M D S S
Subjects:
GMDSS History&Overview
GMDSS Main principles and requirements
GMDSS Sea areas
GMDSS Equipment requirments
GMDSS Operator Certificates
Hilmi ECE GMDSS Instructor
Early days
Marine radio was first installed on ships around the turn of the
20th century.
In those early days, radio (or "wireless" as it was known) was
used primarily for transmission and reception of passenger
telegrams.
Radio watchkeeping hours were not standardised, and there

was no regulatory requirement for carriage of radio by ships.
Indeed,
there was a general lack of regulation of the radio spectrum.
Amateur/experimental stations often interfered with commercial
stations and vice-versa.
All that changed one clear and cold April night in 1912...
The most modern passenger liner of the time, RMS Titanic,
sank on her maiden voyage after a collision with an iceberg.
Some 1500 people perished in the disaster. Fortunately, 700
odd people were saved, thanks mainly to the efforts of the
Titanic's two radio officers, who managed to summon help
from nearby vessels.
However, the vessel closest to the disaster (the Leyland liner

Californian) could not be summoned, as her Radio Officer had
just gone off watch after 12 hours on duty.
The Californian managed to establish communications with
other searching vessels after the Titanic had sunk.
But by then, it was too late - one thousand five hundred people,
including the cream of American and European society, had
frozen to death in the North Atlantic.
The Titanic disaster brought about a number of

fundamental changes to marine radio:
- carriage requirements and radio watchkeeping hours were

standardised;
- message priorities were standardised - i.e.: distress and
safety traffic always has priority;
- distress frequencies were standardised; and
- radio silence periods were introduced.
During the 1920's, 30's and 40's, marine radio advanced

with the technology of the day - radiotelephone operation
was introduced, and most importantly, High Frequency (HF)
came into widespread use, thereby allowing
communications over ever-increasing distances.
Radio room - RMS Queen Mary

10
Of course, marine radio played a vital role in WW2 - the war

provided a great boost to radio technology in general.
Amongst other things, WW2 introduced direct bridge to
bridge communications, through the use of what was to
become the marine VHF radio band - known during the war
years as "talk between ships" (TBS).
After the war, Marine Radio incorporated the latest
achievements in electronics - solid state (i.e.: transistorised)
equipment and Marine Radar became commonplace.
11
However by the late 1970's, despite tremendous general

advances in communications, Morse Code still ruled the
marine radio waves.
After some 80 odd years of development, marine distress
alerting still relied on a human being sitting in front of a
receiver.
Ship's Radio Officers sent a distress message using Morse

Code (or radiotelephone) in the hope that another ship or
shore station would hear the call and respond.
12
Typical merchant ship radio room - mid 1980's..note the morse key
13
Since the time of the Titanic, Marine Radio has helped to save
tens of thousands of lives, and become the key element in
Marine Search and Rescue (SAR).
14
Before the Global Maritime Distress and Safety System came

into force, marine radio equipment was required to provide
operation over a minimum specified range of 150 nautical
miles.
This was based on the (not unreasonable) assumptions that
ships usually travelled well-used routes and that there were
sufficient ships at sea and shore stations dispersed about the
world to receive distress calls.
15
However, if a ship was outside of the normal shipping

lanes or was rapidly overwhelmed by the forces of
nature, her distress alert may go unheard.... many
ships have gone to the bottom without any distress
signal being sent - they have "sunk without trace".....
16
The pre-GMDSS systems were, in reality, based on 1920's technology...

17
A new system
The International Maritime Organization (IMO) pondered the
shortcomings of the existing marine distress systems in the
mid to late 1970's.
The 1979 IMO Assembly decided that a new global distress

and safety system should be established in conjunction with
a coordinated SAR infrastructure to improve safety of life at
sea.
And so was born the Global Maritime Distress and Safety
System (GMDSS).
18
The GMDSS is designed to automate a ship's radio distress
alerting. It removes the requirement for manual (i.e.: human)
watchkeeping on marine radio distress channels.
The new system is quicker, more efficient and reliable than

the old manual Morse Code and radiotelephone alerting
systems.
The basic concept of the GMDSS is that Search and Rescue
(SAR) authorities ashore, as well as shipping in the
immediate vicinity of the ship or persons in distress will be
rapidly alerted so that they can assist in a coordinated SAR
operation with the minimum of delay.
19
One of the principal advantages of the GMDSS is that the

system is actually an amalgam of various individual radio
systems, both terrestrial and satellite.
Distress alerts may be sent and received over short
and/or long distances, by ships of all sizes.
In other words, every ship is able to perform those
communication functions which are essential for the
safety of the ship itself and of other ships operating in the
same area - irrespective of the area through which it sails
and its size...
20
WHY GMDSS?
The Global Maritime Distress and Safety System
(GMDSS) is a system developed by the International
Maritime Organization (IMO), in conjunction with the
International Telecommunications Union (ITU).
Its primary purpose is to automate and improve
emergency maritime communications.
21
WHY GMDSS?
The basic concept of GMDSS is to enable shore
side search and rescue authorities in a distress
situation to rapidly alert shipping in the immediate
vicinity of the ship in distress and coordinate
search and rescue (SAR) operations between
shore side authorities and vessels assisting with a
minimum delay. GMDSS took several years to
develop and is continually being improved for the
safety of the mariner. With constant updates to the
system, it will prove to be a great new asset to the
maritime community.
22
Pre-GMDSS
The 1974 SOLAS (Safety of Life At Sea) convention
required a radiotelegraphy watch on 500 kHz and a
radiotelephone watch on 2182 kHz and 156.8 MHz
(channel 16) on all ships of 1600 gross tons and
greater. Although the system has proven itself
reliable, its short-range ship-to-ship capability, manual
distress alerting, and aural watch keeping procedures
have limited its effectiveness in maritime safety.
23
Pre-GMDSS
Technological growth has provided advanced
terrestrial radio systems and satellite communications
that have been integrated into GMDSS. This provides
a truly standardized global maritime communications
system with accuracy and reliability far exceeding the
concepts of the 1974 SOLAS Convention.
24
Development of GMDSS
GMDSS was developed to allow shore based SAR
authorities to effectively coordinate and manage a
rescue far at sea. This is accomplished by mandating
that vessels carry specified GMDSS equipment while
sailing in predetermined ocean areas.
The 1988 change to the 1974 SOLAS convention for
radio communications resulted in these GMDSS
requirements.
25
With improvements to this new communication
system, we have created a ship to shore and shore to
ship distress communications path in addition to the
ship-to-ship system.
Digital and satellite communication combined will
immensely improve the safety of the mariner.
26
The requirement of watch keeping on 2182 kHz and
156.8 MHz (channel 16 VHF) is changing.
As of 1 February 1999, watch keeping on 2182 kHz is
no longer required.
On 1 February 2005, watch keeping on 156.8 MHz
(channel 16 VHF) will no longer be required.
This has placed all watch keeping on a digital format
with Digital Selective Calling and Satellite equipment.
27
Applications
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.
28
Compulsory Vessels
A compulsory vessel is defined for the purposes of
GMDSS as:
All passenger vessels on international voyages
All cargo vessels 300 gross tons and over
29
Compulsory Vessels
A passenger vessel is defined by other regulations in
SOLAS as a vessel carrying more than twelve
passengers.
A cargo vessel is any vessel not classified as a
passenger vessel.
30
Applications
EXCEPTION
Commercial vessels < 300 GRT, or those > 300 GRT
engaged on domestic voyages only, are subject to the
requirements of their Flag State.
31
GMDSS Implementation Calendar
01.07.1991-Entry into force of the RR provisions
relating to GMDSS.
01.02.1992-Entry into force of the 1988 Amendments

to SOLAS Convention (IMO) specifying (for SOLAS
ships):
- New ships built after:
- 01.02.1992 : SART and two-way VHF RTF
apparatus for survival craft;
32
GMDSS Implementation Calendar
01.08.1993- All ships with NAVTEX receiver and
Satallite EPIRB;
01.02.1995- 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
01.02.1999- All ships must comply with the GMDSS
33
GMDSS Equipments
on.
34
GMDSS Functional Requirements
In order to operate in the GMDSS system, all

compulsory vessels must be capable of meeting the
following nine functional requirements:
35

The GMDSS regulations (chapter IV of the
International SOLAS Convention), require that
every GMDSS equipped ship shall be capable of;
36
1. Transmitting ship-to-shore Distress Alerts by
at least two separate and independent means,
each using a different radio communication
service;
Ship-to-shore distress alerting by at least two
separate and independent means, each using a
different communications service.
2. Receiving shore-to-ship Distress Alerts;
Reception of shore-to-ship distress alerts.
37
3.
Transmitting and receiving ship-to-ship
Distress Alerts;
Transmission and Reception of ship-to-ship distress
alerts.
4.
Transmitting and receiving search and
rescue co-ordinating communications;
Transmission and Reception of search and rescue
coordinating communications.
38
5. Transmitting and receiving On-scene
Transmission and Reception of on-scene
communications in a distress situation.
6. Transmitting and receiving Locating
Transmission and Reception of locating signals.
39
7. (Maritime Safety Information)
Transmission and Reception of Maritime Safety
Information.
8. (Bridge to bridge)
Transmission and Reception of bridge-to-bridge
communications.
9. (General)
Transmission and Reception of general radio
communications relating to the management and
operation of the ship.
40
Under GMDSS, it is the responsibility of every
vessel to be able to perform all of these
communications functions regardless of the
ocean area in which it operates. These functions
are essential for the safety of the ship itself and
of other ships operating in the same area. If the
vessel is not able to conform to all functional
requirements, the vessel is not allowed to sail
until all requirements are meet.
41
GMDSS Sea Areas
Four geographic areas have been established based
on the capability of certain GMDSS equipment to be
carried in each area.
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, GMDSS divides the
world's oceans into 4 areas (zones):
42
GMDSS Sea Areas
Sea Area A1
An area within range of a Coast Radio Station (CRS)
with VHF DSC capability, Typically 20 to 30 nm.
(up to about 50 nautical miles);
43
44
45
GMDSS Sea Areas
Sea Area A2
An area outside of Sea Area A1, but within range of a

Coast Radio Station with MF DSC capability, up to
around 150 nm.
46
47
48
GMDSS Sea Areas
Sea Area A3
An area outside of Sea Areas

A1 & A2, but in the
INMARSAT Satellite footprint,
from approximately 70 N
Latitude to 70 S Latitude
49
50
GMDSS Sea Areas
Sea Area A4
An area outside of Sea Area

A1, A2 & A3.
This covers the polar region.
51
070 N
070 S
52
53
GMDSS Equipments
54
GMDSS Equipment
The basic functional requirements for the equipment
required onboard are:
Very High Frequency (VHF) Transceiver with
Digital Selective Calling (DSC)
Voice communication along with DSC calling and
watch keeping ability in the VHF frequency range
55
GMDSS Equipment
Medium Frequency (MF) Transceiver with Digital
Selective Calling (DSC)
watch keeping ability in the MF frequency range.
This may be a MF/HF Transceiver with only a DSC
controller limited to MF coverage.
56
GMDSS Equipment
High Frequency (HF) Transceiver with Digital
Selective Calling (DSC)
watch keeping ability in the HF frequency range.
57
GMDSS Equipment
MF/HF Narrow Band Direct Printing (NBDP) Terminal
Telex transmission over the radio to either a Coast
Radio Station or another Ship Station.
SELFEC WORKING
COLFEC WORKING
58
GMDSS Equipment
INMARSAT Ship Earth Station (SES) Satellite
communication using INMARSAT B, C or Fleet
77 service
Inmarsat -B
Inmarsat F77
Inmarsat -C
59
GMDSS Equipment
Emergency Position Indicating Radio Beacon
(EPIRB)
Portable satellite distress alerting unit that is automatic
release and self-activating
ELT
PLB
LEO EPIRBs
GEO EPIRB
60
GMDSS Equipment
9 GHz Search and Rescue Transponder (SART)
Survival craft emergency equipment used for
transmitting a locating signal once interrogated by
search radar
X Band SARTs61
GMDSS Equipment
VHF Survival Craft Transceiver (SCT)
Hand portable VHF survival craft radio for emergency
communication on scene
Accessories of SCT
SCTs
62
GMDSS Equipment
VHF Aero
Mandatory for passanger ships.
It is working on 121.5 and 123.1MHz
63
GMDSS Equipment
Alarm Panel
Mandatory for passanger ships.
64
GMDSS Equipment
GPS
Mandatory for passanger and cargo vessel ships.
used in the INMARSAT and DSC devices.
65
GMDSS Equipment
All GMDSS equipment must be type accepted
except for the INMARSAT equipment.
INMARSAT is commissioned through an authorized
service provider.
66
GMDSS Carriage Requirements
Each sea area has defined limits based on the
equipment required. The equipment is to be installed
and in operating order to be considered valid for
carriage requirements.
67
Many manufactures build consoles having all the
necessary communications equipment required by
regulation. Consoles, convenient as they may be, are
not required by regulations. The equipment is the
requirement not the console. As long as the vessel
has all the equipment properly installed onboard and
functioning, the vessel is compliant.
68
Equipment must be installed so that it is possible to
initiate transmission of distress alerts from the
position from which the ship is normally navigated.
A remote terminal capable of alerting the operator of

an incoming distress alert and sending of a distress
alert is required at the navigation station if the
equipment is installed elsewhere.
69
VHF
MF/HF
MF w/
w/
w/ DSC
DSC
DSC
& NBDP
Navtex
Rcvr
EPIRB
SART
SCT
Sea
Area
A1
Sea
Area
A2
Sea
Area
A3
Sea
Area
A4
INMARSAT
with
EGC
Reception
See Note
GMDSS Requirments in Turkish
70
Note: the option for Sea Area A3 long range
communications, can be broken into three sub options:
1. One MF/HF DSC/NBDP unit & One INMARSAT unit
2. Two INMARSAT units with one MF DSC unit onboard
3. Two MF/HF DSC/NBDP units and no INMARSAT unit
Any one of these three options for Sea Area A3 would be

acceptable.
71
GMDSS Maintenance Requirements
Equipment must be designed to facilitate the
replacement of main units without elaborate
calibration or readjustment. Adequate information
from the equipment manufacturers must be provided
to enable the equipment to be properly operated and
maintained.
72
Adequate tools, spare parts, and test
equipment appropriate to the
maintenance methods used by the
ship should be provided and readily
accessible. Radio equipment must be
maintained to ensure compliance with
GMDSS functional requirements and
to meet established standards. A ship
must not depart from any port unless
and until the ship is capable of
performing all distress and safety
functions.
73
Maintenance Requirements
Duplication of
Equipment
(DOE)
Shore-Based
maintenance
(SBM)
At Sea
Maintenance
(ASM)
For vessels sailing in Sea Areas A1 or A2, one out of these three methods is
required.
Vessels sailing in Sea Areas A3 or A4, two out of these three methods are
required.
74
Duplication of equipment if elected, requires complete
independent radio installations each with their own
antennas. All duplicated equipment must be already
installed and ready for immediate operation. This
equipment must be available on-board ships for their
sea areas as applicable.
75
The required duplication is as follows
In Sea Area A1:

(2) VHF radio installations.
In Sea area A2:
(2) VHF radio installations and (2) MF radio installations.
76
In Sea Area A3:
(2) VHF radio installation and an MF/HF radio
installation or INMARSAT ship earth station. For
duplication of the long range equipment a vessel can
carry a 2nd MF/HF radio installation OR, a 2nd
INMARSAT ship earth station OR one of each (the later
is usually the manufactures recommendation).
In Sea Area A4:
(2) VHF radio installation and (2) MF/HF radio
installation.
77
If on-board maintenance method is used, the
requirements are as follows. Adequate technical
documentation, tools, test equipment, and spare parts
must be carried on-board to enable a qualified
maintainer to perform tests and localize and repair
faults in the radio equipment. The on-board technician
must hold a GMDSS Maintainers License. Only one
GMDSS Maintainer is required onboard to meet this
requirement.
78
If shore based maintenance is used, maintenance
must be completed and performance verified and
noted in the ships record before departure from the
first port of call entered after any failure occurs. Each
GMDSS installation must be tested with results noted
in the ships record before departure from every port.
Each ship shall carry a performance check sheet listing
all GMDSS equipment carried.
79
The ship is equipped according to GMDSS Radio Station
80
81
82
83
84
85
86
Typically a shore based maintenance company will
sign a contract with the ship to ensure that a technician
will be provided at any port of call to facilitate a repair.
Some companies provide a certificate showing the
vessels compliance with shore-based maintenance
along with emergency contact phone numbers.
87
GMDSS Logbooks
Logs must be established and
properly maintained. The
required information for the
particular station must be readily
available. Key letters or
abbreviations may be used if
their proper meaning or
explanation is contained
elsewhere in the same log or if
their meaning is commonly
understood.
88
GMDSS Logbooks
Erasures, obliteration, or willful destruction within the
retention period are prohibited. Only the person
originating the entry by striking out the error, initialing
the correction, and indicating the date of correction
may make corrections.
89
GMDSS Logbooks
The station licensee and the radio operator in charge
of the station are responsible for the maintenance of
station logs.
The GMDSS Radio Log Book has replaced the once

used radiotelephone log.
All logbooks must be signed by the master daily.
Logs must be kept at the principal operating position
while the vessel is underway.
90
GMDSS Logbooks
Typically all logbooks have three sections and an
annex.
The sections are:
Section A:
details of the vessel, the radio safety certificate and
methods of maintenance.
91
GMDSS Logbooks Section A
92
GMDSS Logbooks Section A
93
GMDSS Logbooks
Section B:
details of the qualified personnel aboard.
Also designate the Primary GMDSS Operator
94
GMDSS Logbooks Section B
95
96
GMDSS Logbooks
Section C:
daily diary containing the following information:
A summary of all Distress, Urgency and Safety traffic
A summary of communication conducted on other than VHF frequencies
between the ship and coast station and other ship stations
A reference to important service incidents
The position of the ship at least once a day
Name of operator on watch.
Which frequencies are monitored on watch
Results of equipment test
Daily statement about condition of equipment
When a piece of equipment is not working properly
Remembering all time are in UTC.
Annex: Includes details of required equipment test.
97
98
GMDSS Logbooks Section B
99
GMDSS CERTIFICATES
GMDSS CERTIFICATES
(GMDSS FIRST CLASS RADIO ELECTRONIC OFFICER) (REO1)
(GMDSS SECOND CLASS RADIO ELECTRONIC OFFICER) (REO2)
(GMDSS GENERAL OPERATORS CERTIFICATE) (GOC)
(GMDSS RESTRICTED OPERATORS CERTIFICATE) (ROC) sea Area-1
100
GMDSS CERTIFICATES
GMDSS General Operators

Certificate (GOC)
101
GMDSS CERTIFICATES
GOC (General Operators Certificate):

required on SOLAS vessels operating also all Sea Areas.
ROC (Restricted Operators Certificate):
required On SOLAS vessels operating only within Sea Area
A1.
Short Range Certificate (for non-SOLAS vessels):
SRC (Short Range Certificate): required on non SOLAS
vessels operating only within Sea Area A1.
Long Range Certificate (for non-SOLAS vessels) :
LRC (Long Range Certificate): required on non SOLAS
vessels operating also outside Sea Area A1.
.
102
GMDSS CERTIFICATES
Operator qualifications
The First and Second Radio-Electronic Certificates are diploma
and associate diploma level technical qualifications. They are
designed for Ship's Radio-Electronic Officers, who sail on
GMDSS ships which use the option of at-sea electronic
maintenance.
The GMDSS General Operator's and Restricted Operators
Certificate is a non-technical operator qualification, designed for
Navigating Officers.
The GMDSS General Operator's Certificate is normally awarded
after a ten day course and examination.
103
GMDSS CERTIFICATES
As of 1 February 1999, all compulsory vessels are required to

carry two licensed GMDSS Radio Operators.
With STCW 1995 requirements, all deck officers will be

required to be licensed and trained by certified GMDSS
programs such as this one.
Under the new requirements the old radio operator permits
and restricted permits or radiotelegraph licenses will not be
acceptable as operator licenses for GMDSS.
104
GMDSS CERTIFICATES
One of the licensed operators must be designated the

Primary GMDSS Radio Operator for distress
communications. The second licensed operator is designated
as the backup operator. Those individuals specified as the
qualified primary and backup GMDSS operators must be:
105
GMDSS CERTIFICATES
Available to act as the dedicated radio operator in cases of

Distress
Designated to perform communications as outlined set forth
in the international radio regulations, i.e. Urgency, Safety
and Bridge-to-Bridge communications
Responsible for selecting DSC watch channels and
receiving scheduled Maritime Safety Information broadcasts
Responsible for ensuring that the radio watches are
maintained as specified in International Radio Regulations
106
GMDSS CERTIFICATES
Responsible for ensuring that the ships navigation position is

entered either manually or automatically into all DSC
equipment every 4 hours when the ship is underway
Note: As of 1 January 1999, Any Equipment that has the
capability of position input must be connected for proper
operations
Maintaining station logs and ensuring that records are kept of
all incidents which appear to be of importance to Safety Of
Life At Sea
Verifying performance of the GMDSS equipment and making
note in the ships radio log before departure from port and
during the voyage.
107
GMDSS CERTIFICATES
Proper Watchkeeping includes the following points

Understanding the GMDSS equipments normal operational
indicators.
Maintain a proper GMDSS Radio Station Log.
Responding to and comprehending alarms.
All required frequencies and channels being monitored in the
proper mode.
After silencing an alarm all displays and/or printers are read.
Notifying the Master of any distress alerts.
108
GMDSS CERTIFICATES
Regulation on Radio Operators Qualifications and Examination

DATE OF OFFICIAL GAZETTE: June 4, 2004/25482
Purpose
Article 1 The purpose of this Regulation is to lay down the qualification
classes of the radio operators responsible for communications, who are
to use the radio stations in all sea craft within or outside the global
maritime distress and safety systems (GMDSS), in equipping ships for
seaworthiness, and to set out the procedures and rules for granting such
qualifications.
Scope
Article 2 This Regulation is applicable to radio operators to operate the
GMDSS and other radio stations to be installed in sea craft falling under
the International Convention for the Safety of Life at Sea in accordance
with the Radiocommunications Law No. 2813.
109
GMDSS CERTIFICATES
Eligibility Criteria Sought in Applicants to Take

the Examination
Article 8 The following criteria shall be sought in applicants
to take radio operator examination:
a) being a Turkish citizen or a citizen of Turkish Republic of
Northern Cyprus attending to and/ or completed a maritime
education-training in Turkish Republic of Northern Cyprus, or
being a foreigner of Turkish origin under the Law on Permitting
Foreigners of Turkish Origin to Perform Their Professions and
Crafts and to be Employed in Public and Private Organizations
or Workplaces,
b) being no younger than 17 on the date of the examination,
110
GMDSS CERTIFICATES
c) except for the deferred decrees save crimes committed
by imprudence and the following crimes, not being convicted
of: infamous or discreditable crimes such as simple and
qualified embezzlement, malversation, bribery, theft,
fraudulency, counterfeiting, abuse of trust and fraudulent
bankruptcy, or crimes of smuggling, human trafficking,
misconduct in official tenders and procurements or the
crimes perpetrated against the State or the crimes falling
under the Law No. 4422 on Fighting Against Crime
Organizations Pursuing Illicit Gain and Article 313 of the
Turkish Penal Code No. 765, even if they were sentenced to
heavy imprisonment or imprisonment for one year or more,
or they have benefited an amnesty,
111
GMDSS CERTIFICATES
d) having graduated from a high school or equivalent for
the GMDSS 1st Class Radio Electronic Operators
Qualification and GMDSS 2nd Class Radio Electronic
Operators Qualification; from a secondary school or basic
education school for the GMDSS General Radio Operators
Qualification; and from a primary school or basic education
school for the GMDSS Restricted Radio Operators
Qualification,
e) proving with documents that s/he received the training
complying with the level entailed by the radio operators
qualification in a training institution recognized by the
Administration, the curriculum of which is outlined in Part
One of Section Two of this Regulation,
112
GMDSS CERTIFICATES
f) proving with documents that s/he performed the tasks

involved by the GMDSS 2nd Class Radio Electronic
Operators Qualification at sea for at least three years, in
order to apply for the GMDSS 1st Class Radio Electronic
Operators Qualification examinations,
g) documenting that s/he is healthy to the satisfaction of
the Seafarers Health Directive attached to the Seafarers
Regulation.
113
GMDSS CERTIFICATES
Application for Examinations

Article 11 For an applicant to take the radio operator
examinations, s/he shall file an application with the port of
registry head office together with a file to include:
a) Six face photographs,
b) The original and two photocopies of the identity card,
c) Certified document indicating the level of education,
d) A recent, certified copy of the seafarers health
verification certificate obtained in accordance with the
provisions of Health Regulation attached to the Seafarers
Regulation and a health report indicating proper and fluent
capability of speech in addition to the envisaged
conditions,
114
GMDSS CERTIFICATES
e) a certificate, original or certified copy, in evidence of the

fact that s/he has received and successfully completed the
training specified in point (e) of Article 8 of this Regulation.
Applications for examinations must be made fifteen days
prior to the announced date of examination at the latest.
As a result of the assessment made by port head offices,
the applicants found to be eligible for examinations shall
be given an examination pass card (as specified in AnnexVIII). The list of the participants of the examination shall be
communicated to the Presidency of GASM in advance of
at least fifteen days.
115

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INTRODUCTION TO G M D S S

Hilmi ECE GMDSS Instructor

Radio watchkeeping hours were not standardised, and there

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

However, the vessel closest to the disaster (the Leyland liner

Hilmi ECE GMDSS Instructor

The Titanic disaster brought about a number of

- carriage requirements and radio watchkeeping hours were

Hilmi ECE GMDSS Instructor

During the 1920's, 30's and 40's, marine radio advanced

Hilmi ECE GMDSS Instructor

Radio room - RMS Queen Mary

Of course, marine radio played a vital role in WW2 - the war

However by the late 1970's, despite tremendous general

Ship's Radio Officers sent a distress message using Morse

Hilmi ECE GMDSS Instructor

Before the Global Maritime Distress and Safety System came

Hilmi ECE GMDSS Instructor

However, if a ship was outside of the normal shipping

Hilmi ECE GMDSS Instructor

The pre-GMDSS systems were, in reality, based on 1920's technology...

The 1979 IMO Assembly decided that a new global distress

The new system is quicker, more efficient and reliable than

One of the principal advantages of the GMDSS is that the

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

01.02.1992-Entry into force of the 1988 Amendments

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

In order to operate in the GMDSS system, all

Hilmi ECE GMDSS Instructor

GMDSS Functional Requirements

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

An area outside of Sea Area A1, but within range of a

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

An area outside of Sea Areas

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

An area outside of Sea Area

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor

Hilmi ECE GMDSS Instructor