167
1 INTRODUCTION
The Global Maritime Distress and Safety System
(GMDSS) was adopted by International Maritime
Organization(IMO)aspartofthe1988Amendments
totheInternationalConventionfortheSafety ofLife
at Sea Convention, 1974 (SOLAS). It was fully
implementedin1999.
The GMDSS architecture [Korcz, TransNav 2011]
ensures tha
t a ship in distress anywhere should
alwaysbeheardandrespondedto.Itencompassesa
unique combination of international technical and
operational standards and recommendations, and
furtheragloballycoordinateduseoffrequencies,for
bothonboardshipsand on shore. It has servedthe
mariner and the maritime industry well since it
s
inception,butsomeoftheGMDSStechnologiesused
have not reached their full potential, and some
GMDSS functions could be performed by more
moderntechnologies.
Taking into account the above and the e‐
navigationProject,at86session the Maritime Safety
Committee (MSC) agreed to include in the Sub‐
CommitteeonRadiocommunicationsandSearchand
Rescue (COMSAR) work progra
mme, a sub‐item on
“Scopingexercisetoestablishtheneedforareviewof
theelementsandproceduresoftheGMDSS”.
As a result of this work, in 2012, the MSC
approved a new unplanned output on the Review
and Modernizat
ion of the GMDSS. The project
includesaHighLevelReview(completedin2014),a
Detailed Review (completed in 2016), and then a
Modernization Plan (started in 2016) based on the
earlierwork,assigningtheCOMSARSub‐Committee
as the coordinating organ. After the changes in the
organizationoftheworkofIMOsubcommitteesatthe
end of 2013, theissue is the competence ofthe new
Sub‐Committee on Safety of Navigation,
Communica
tionandSearchandRescue(NCSR).
2 PRELIMINARYMODERNIZATIONPLAN
2.1 ComponentsoftheModernizationPlan
ThepreliminaryGMDSSModernizationPlanconsists
ofthefollowingcomponents[NCSR4/
12,2016]:
Overarchingconsiderations,
Functional requirements: alignment with the
RadioRegulationsandotherITU‐Rdocuments,
Some Aspects of the Modernization Plan for the GMDSS
K.Korcz
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT: Preliminary Modernization Plan for the Global Maritime Distress and Safety System (GMDSS)
havebeenpresented.OnthebaseofacurrentstatusoftheGMDSSandthediscussiononamodernizationtopic
some aspects of the Modernization Plan for the GMDSS, both regulatory and technical nature, have been
described.FutureworkontheModernizat
ionPlanfortheGMDSShavebeendiscussedaswell.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 11
Number 1
March 2017
DOI:10.12716/1001.11.01.20
168
Provision of GMDSS satellite services and
redefinitionofSeaArea3,
VHFDataExchangeSystem(VDES),
NAVDAT,
Routingofdistressalertsandrelatedinformation,
SearchandRescueTechnologies,
HFCommunications,
GMDSScarriagerequirements,
Falsealerts,
Training,
Obsoleteprovisions,and
Clarifications.
2.2 WorkPlanfortheModernizationPlan
Taking into account the above components of the
GMDSS Modernization Plan, the Work Plan for the
revision and development of legal instruments,
performance standards and guidance material was
adopted. The Table 1 reflects the required actions
identifiedinthediscussion[NCSR4/12,
2016].
Table1. Coordinated Plan of Work for the IMO
ModernizationProject
_______________________________________________
YearYearDeliverable
_______________________________________________
2018NCSRisfinalizingModernizationPlan;
FirstdraftoftherevisionofSOLAS
andrelatedinstruments;
DraftrevisionoftheCriteriafortheprovision
ofmobile‐satellitecommunicationservices;
_______________________________________________
2019SeconddraftoftherevisionofSOLAS
andrelatedinstruments;
ApprovedrevisionoftheCriteriaforthe
provisionofmobile‐satellitecommunication
servicesinGMDSS;
_______________________________________________
2020FinaldraftrevisionofSOLASandrelated
instruments;
DraftperformancestandardsforNAVDAT;
_______________________________________________
2021ApprovedSOLASamendmentsandrelated
instruments;
Approvedperformancestandardsfor
NAVDAT;
_______________________________________________
2022AdoptedSOLASamendments(andrelated
instruments,asappropriate);
_______________________________________________
2023 -
_______________________________________________
2024 SOLAS revisions in force.
_______________________________________________
2.3 Overarchingconsiderations
In the process of modernization of the GMDSS, the
followingconsiderationsshouldbetakenintoaccount
[NCSR3,2016]:
The GMDSS modernization process, including
newandrevisedinstruments, shouldnotexclude
non‐SOLAS vessels from participating in the
GMDSS for technical or
economic reasons, and
such instruments as affect non‐SOLAS vessels
shouldbecompatiblewiththeGMDSS,
IMO liaison statements to the Radiocom‐
munication Sector of International
Telecommunication Union (ITU‐R) must be
guided by the principle that non‐SOLAS vessels
canmakeuseoftheGMDSS,andthatthe
integrity
of the GMDSS should be preserved, including if
necessary, that ITU‐R recommendations on
GMDSS systems and frequency use are
prescriptive,
The GMDSS modernization project needs to
continuetosupporttheneedsofthee‐navigation
strategy,and
The Human Element will be embodied both on
boardand
ashoreintheprocesstoensurethatboth
theimplementationofGMDSSModernizationand
technologyarefitforpurpose.
3 REGULATORYASPECTSOFTHE
MODERNIZATIONPLAN
3.1 Functionalrequirements:alignmentwiththeRadio
RegulationsandotherITU‐Rdocuments
In order to align the functional requirements with
Radio Regulations [RR,
2015] and other ITU‐R
documentsthefollowingissuesshouldbeconsidered
[NCSR4/12,2016]:
Definitions are needed forʺSecurity commu‐
nicationsʺandʺOthercommunicationsʺ,aswellas
requirements for radio installations to perform
thesefunctions,
ReferencestotheInternationalRadioConsultative
Committee (CCIR) should be changed to
the
InternationalTelecommunicationsUnion(ITU‐R),
Termsanddefinitionsshouldbeharmonizedwith
the Radio Regulations and other ITU‐R
documents;MSC/Circ.1038shouldberevisedwith
respecttoʺgeneralcommunicationsʺtoo,
ʺSecurity communicationsʺ andʺOther
communicationsʺ should be added to the
functionalrequirements inadditiontotheGMDSS
functions,
Thecurrentfunctionalrequirementsrequireships
to transmit and receive Maritime Safety
Information (MSI), but by definition MSI is sent
from shore stations and received by ships; ships
transmitandreceivesafetyrelatedinformation.
Requirements for maritime security are given in
SOLASchapterXI‐2.TheShipSecurity
AlertSystem
(SSAS) does not involve communication with other
ships or with coast radio stations. Therefore, those
communicationsareneithership‐to‐shipnorship‐to‐
shore communications. Communications are
addressed to a designated competent authority.
Therefore, security‐related communications should
not be a functional requirement of the GMDSS but
chapter
IVshouldincludearequirementforshipsto
becapableofsecurityrelatedcommunications,anda
definitionofʺsecurity‐relatedcommunicationsʺisalso
required. Therefore, a definition ofʺsecurity‐related
communicationsʺ is proposed to be added to
regulationIV/2,asfollows[NCSR4/12,2016]:
ʺSecurity‐related communications means commu‐
nications
associatedwiththeupdateofsecuritylevels,
security incidents or threat thereof and security‐
relatedinformationpriortotheentryofashipintoa
portʺ.
Coast radio stations (Government owned) which
provided public correspondence facilities when the
GMDSS was first designed have now all largely
closed down. However,
facilities for public
correspondence are still required. These
169
communications are now being achieved using
commercial services which are not normally
associated with coast radio stations and the term
publiccorrespondenceisnolongerwidelyused.For
the Modernized GMDSS it is therefore proposed to
change the term Public correspondence toʺOther
communicationsʺ and include a new capability for
OthercommunicationsbutnotaspartoftheGMDSS
functionalrequirements.Itisproposedtoredefinethe
termʺGeneral communicationsʺ by aligning it with
the Radio Regulations. The new definition proposed
is[NCSR4/12,2016]:
ʺGeneral communications means operational
communications, other than distress conducted by
radioʺ.
MSC/Circ.1038 on Guidelines
for general
communicationswillneedtoberevisedorwithdrawn
toreflectthischangeaswell.
So,thenewtextoffunctionalrequirementsforthe
Modernized GMDSS is proposed as follows [NCSR
4/12,2016]:
1 performingtheGMDSSfunctionsasfollows:
transmitting ship‐to‐shore distress alerts by at
least two separate and independent means,
each using a different radiocommunication
service;
receivingshore‐to‐shipdistressalertrelays;
transmittingandreceivingship‐to‐shipdistress
alerts;
transmitting and receiving search and rescue
coordinatingcommunications;
transmitting and receiving on‐scene
communications;
transmittingandreceivingsignalsfor
locating;
transmitting and receiving safety‐related
information;
receivingMaritimeSafetyInformation(MSI);
transmitting and receiving general
communications;and
transmitting and receiving bridge‐to‐bridge
communications,
2 transmitting and receiving security‐related
communications, in accordance with the
requirements of the International Ship and Port
FacilitySecurityCode;
and
3 transmitting and receiving other communications
toandfromshore‐basedsystemsornetworks.
3.2 ProvisionofGMDSSsatelliteservices
Amendments to SOLAS chapter IV are required to
provide for additional mobile satellite systems
recognized for use in the GMDSS. This work is
underway (one of the issue for NCSR
4) including
revisionof certificates,sofurther actiononthisitem
undertheModernizationPlanmightnotberequired.
ThedefinitionofSeaAreaA3inSOLAS chapterIV
shouldberevisedtoread[NCSR4/12,2016]:
ʺSea area A3 means an area, excluding sea areas A1
andA2,within
thecoverageofarecognizedmobile‐
satellitecommunicationservicesupportedbytheship
earth station carried on board in which continuous
alertingisavailableʺ.
There are consequential matters to be considered
with regard to the newdefinition, andthe effect on
Sea Area A4. Sea Area A3 will be
different for each
different mobile‐satellite communication service. Sea
AreaA4isnotredefined,butbecauseitistheseaarea
notincludedinSeaAreasA1,A2,andA3,itwillbe
different for ships using different mobile‐satellite
serviceproviders,andwouldnotexistinthecaseofa
satelliteserviceproviderwithglobalcoverage.
ResolutionA.1001(25)onCriteriafortheprovisionof
mobile satellite communication systems in the GMDSS
and MSC.1/Circ.1414 on Guidance to prospective
GMDSSsatelliteserviceproviders,needtoberevisedto
take into account recent experience in reviewing
GMDSSsatelliteserviceproviderapplications.Inthis
contexta newgenericperformancestandardforship‐
borneGMDSSequipmenttoaccommodateadditional
providersofGMDSSsatelliteservicesisneeded.
Additionalsatelliteprovidersraiseconcernsabout
Maritime Safety Information (MSI) messages via
satellite. Formatting of Enhanced Group Calling
(EGC) should be standardized for the MSI Provider
andSARauthority
messageoriginatortobethesame
irrespective of the satellite provider if possible to
minimizedelays.Ifpossible,awayshouldbefound
to transmit Enhanced Group Calling (EGC)
simultaneously on all GMDSS satellite service
providers. The GMDSS Master Plan needs to be
revisedandanMSI manual or manuals prepared
to
includeadditionalsatelliteserviceproviders.
3.3 Routingofdistressalerts
Theissueoftherouteingofdistressalertsandrelated
information directly to the responsible Rescue
Coordination Centre (RCC) needs to be considered,
taking also into account the possible use of the
Cospas‐Sarsat system for distribution of GMDSS
digital distress alerts in addition to the current 406
MHzbeaconalerts.
3.4 GMDSScarriagerequirements
Except for communications equipment installed or
alwayscarried insurvivalcraft, the communications
requirements for ships and life‐saving appliances in
chapterIII, should be moved tochapter IV [SOLAS,
2014].
3.5 Falsealerts
No
specificactionhasbeenidentifiedtoreducefalse
alertsandnodeterminationshavebeenmadeatthis
stage as to which GMDSS equipment is most
responsible for false alerts. However, EPIRBs and
MF/HF DSC are recognized as transmitting a high
number of false alerts under the current GMDSS.
Measures should
continue to be taken to
guide/educatepeopleonhowtohandleEPIRBs and
MF/HF DSC equipment in order to avoid
misactivation, including seafarers, operators,
shipyards (both for building and recycling),
inspectors and surveyors, emphasizing resolution
A.814(19)onGuidelinesfortheavoidanceoffalsedistress
alerts.Reductionoffalsealertscaused
byhumanerror
shouldbeaddressed.For example,properdisposalof
170
EPIRBsshouldbeemphasized, includingremovalof
thebattery.
3.6 Training
Training will be affected and amendmentsto STCW
including Model Courses may be required. Model
Courses will in generalneed to be revised to reflect
thenewSeaAreaA3definitionanditseffectonSea
AreaA4,together
withotheramendmentstochapter
IV. Seafarer and shore personnel training will be
affectedandamendmentstoSTCWmayberequired.
In addition to seafarer training, shore‐based
personneltraining andoperationalrequirementswill
be affected and amendments to the Radio
Regulations, IAMSAR Manual, COMSAR/Circ.33 on
the GMDSS Coast Station
Operatorʹs Certificate
(CSOC)Modelcoursemightberequired.
3.7 Obsoleteprovisionsandclarifications
Narrow band direct printing (NBDP) telegraph
equipment can be removed as a required system,
althoughexistingdevicescanbepermittedtoremain
inusetoreceiveMSI,ifashipisnotequippedwith
otherequipmentsuitable
forthepurpose.MSIcanbe
displayed on other bridge systems, including
integratednavigationsystems(INS).
TheVHFEPIRBshouldberemovedfromSOLAS
chapterIV,andresolutionA.805(19)revoked.
The regulation IV/18 exemption for commu‐
nicationequipmentfromautomaticallyreceiving the
shipʹs position if the ship is not
provided with a
navigationreceivershould beremovedfromSOLAS
chapterIV.
ReviseregulationIV/12.3toreflectthedecisionto
retain the VHF Channel 16 watch, as well as
continuouslistening watchesisalsoinsomeareasfor
general communications including VTS, Maritime
Assistance Service, coastal surveillance, ship
reporting, port approaches
etc. resolution
MSC.131(75)andCOMSAR/Circ.32shouldberevised
to reflect the correct Channel 16 listening watch
requirement.
COM/Circ.117,COM/Circ.110,andCOM/Circ.105,
providing clarifications of chapter IV should be
revoked.
RegulationIV/6.2.5shouldberevisedtoclarifythe
ʺother codesʺ required to be clearly marked on the
radioinstallation.
Revise
and simplify regulations, such asIV/9.1.2,
to reflect that separate DSC watch receivers are no
longer common and modern equipment pra ctice
integrates the radio functions into a single
installation.
Finally, chapter IV should be reviewed for
editorialimprovementsaswell.
4 TECHNICALASPECTSOFTHE
MODERNIZATIONPLAN
4.1 VHFData
ExchangeSystem
The VHF Data Exchange System (VDES) was
developed by International Association of Marine
Aids to Navigation and Lighthouse Authorities
(IALA) to address emerging indications of overload
oftheAISVHFDataLink(VDL)andsimultaneously
enabling a wider seamless data exchange for the
maritime community. The initial concept of
VDES
includesthe functionoftheAutomaticIdentification
System(AIS),ApplicationsSpecificMessages(ASM),
VDE terrestrial component and VDE satellite
component.TheVDESisoneofthepotentialelements
ofe‐navigation.VDESiscapableofexchangingASM,
facilitating numerous applications for safety and
security of navigation, protection of marine
environment,efficiencyofshippingandothers.VDES
willprospectivelyhaveasignificantbeneficialimpact
onthemaritimeinformationservices including Aids
toNavigation(AtN)andVesselTrafficService(VTS)
inthefuture.ItcanpotentiallyprovidelocalMSI.
TheVDESconceptincludesasatellitecomponent.
Thissystemcomponentmightbesuitable
tobeused
for the transmission of MSI information in remote
areas[Rec.ITU‐RM.2092‐0,2015].
Insufficient study on sharing and compatibility
betweentheVDEsatellitecomponentandincumbent
services in the same and adjacent frequency bands
was the cause that the spectrum issue could not be
resolved at World Radiocommunication Conference
in2015(WRC‐15).Asaconsequence,VDESisstillnot
a complete functional system as a whole.
Consequential to WRC‐15, the ITU standard for
VDES, Recommendation ITU‐R M.2092‐0, was
approved[RR,2015].Aremainingoutstanding issue
istheapprovalofthesatellite
componentfortheVDE
channelswhichistargetedforapprovalatWRC‐19.
The study of the candidate frequency bands
156.0125‐157.4375 MHz and 160.6125 ‐162.0375 MHz
would mainly concern the relationship with the
existing services primarily allocated for the land
mobileserviceandmaritimemobileservice,andwith
the
services within lower adjacent frequency band
from154MHzto156MHzandforthehigheradjacent
frequencybandfrom162MHzto164MHz.
The VDES concept is being developed under of
AgendaItem1.9.2forWRC‐19:
“modificationsoftheRadioRegulations,including
new spectrum allocations to the maritime mobile
‐
satellite service (Earth‐to‐space and space‐to‐Earth),
preferably within the frequency bands 156.0125‐
157.4375 MHz and 160.6125‐162.0375 MHz of
Appendix 18, to enable a new VHF data exchange
system (VDES) satellite component, while ensuring
that this component will not degrade the current
terrestrial VDES components, applications specific
messages(ASM)andAISoperationsandnotimpose
any additional constraints on existing services in
these and adjacent frequency bands as stated in
recognizing d) and e) of Resolution 360 (Rev.WRC‐
15)”.
171
Inadditiontootheruses,withoutadoubttheuse
of VHF Data Exchange System (VDES) needs to be
considered in future possible mechanisms for the
distributionofMSI.
4.2 NAVDAT
Navigational Data (NAVDAT) MF is the radio
system, for use in the maritime mobile service,
operating in the 500
kHz band for digital
broadcasting of maritime safety and security related
information from shore‐to‐ship for use in the
maritimemobileservice,operatinginthe500kHband
for digital broadcasting of maritime safety and
securityrelatedinformationfromshore‐to‐ship.
The NAVDAT system uses a time‐slot allocation
similar to the NAVTEX system which could be
coordinatedbyIMOinthesamemanner.
That system can also work on Single Frequency
Network (SFN). In this case transmitters are
frequency synchronized and the transmit data must
bethesameforalltransmitter.
The NAVDAT 500kHz digital system offers a
broadcasttransmissionofany kind ofmessagefrom
shore‐to‐shipswithpossibilityofencryption.
Anybroadcastingmessageshouldbeprovidedby
asecureandcontrolledsource.
Messagetypesbroadcastcaninclude, but are not
limitedto,thefollowing:
safetyofnavigation;
security;
piracy;
searchand
rescue;
meteorologicalmessages;
pilotingorharbourmessages;
vesseltrafficsystemfilestransfer.
These messages are broadcasted for the attention
of all ships, a group of ships or in a specific
navigationarea.Thesemessagescanbeaddressedto
oneship, using the maritime mobile service identity
(MMSI)as
well.
The NAVDAT system is organized upon five
vectorsperformingthefollowingfunctions[Rec.ITU‐
RM.2010,2012]:
1 Systemofinformationandmanagement(SIM):
collectsandcontrolsallkindsofinformation;
createsmessagefilestobetransmitted;
creates transmitting programme according to
messagefilespriorityand
needofrepetition.
2 Shorenetwork:
assuresthe transportationof the message files
fromsourcestothetransmitters.
3 Shoretransmitter:
receivesthemessagefilesfromSIM;
translates message files to orthogonal
frequency division multiplexing (OFDM)
signal;
transmitsRFsignaltotheantennaforbroadcast
toships.
4 Transmissionchannel:
transportsthe500kHzRFsignal.
5 Shipreceiver:
demodulatestheRFOFDMsignal;
reconstructsthemessagefiles;
sortsandmakesthemessagefilesavailablefor
the dedicated equipment according to the
messagefilesapplications.
Figure 1 shows the diagram of the NAVDAT
broadcastchain.
Figure1.Thediagramofthe NAVDATbroadcastchain
TheSIMtermincludes:
all the sources that deliver file messages
(e.g.meteorological office, safety and security
organizations,etc.);
the file multiplexer which is an application
runningonaserver;
thefilemultiplexermanager;
theshoretransmittermanager.
All the sources are connected to the file
multiplexer
throughanetwork.
Theshorenetworkcanuseabroadbandlink,alow
dataratelinkoralocalfilesharing.
A coastal transmitting station consists of this
minimumconfiguration:
onelocalserverconnectedtoaprotectedaccess;
oneOFDMmodulator;
one500kHzamplifier;
one
transmitantennawithmatchingunit;
one GNSS receiver or atomic clock for
synchronization;
onemonitoringreceiverwithitsantenna.
A typical NAVDAT 500 kHz digital receiver is
composedofseveralbasicblocks:
receptionantennaandGNSSantenna;
RFfrontend;
demodulator;
filedemultiplexer;
controller;
powersupply.
NAVDATshipreceiverperformancespecifications
has been showed on Table 2 [Rec. ITU‐R M.2010,
2012].
Table2. Performance specifications of NAVDAT ship
receiver
_______________________________________________
Frequencyband495to505kHz
Adjacentchannelprotection>40dB@5kHz
Noisefactor<20dB
UsablesensitivityforBER=10−4 <−100dBm
aftererrorcorrection
Dynamic>80dB
MinimalusableRFfield(with25dB(μV/m)
adaptedreceivingantenna)
_______________________________________________
172
The system uses Orthogonal Frequency‐Division
Multiplexing (OFDM) which is a modulation
technologyfordigitaltransmissions.
In the 10 kHz channel bandwidth with 500 kHz
propagation,therawdatarateavailableforthedata
stream (DS) is typically around 25 kbit/s with 16‐
QAMsignal.
WithrespecttotheGMDSSModernizationPlan:
SOLASchapterIVshould
berevisedtoallowships
touseNAVDATserviceinadditiontoorinplace
of NAVTEX in places where NAVDAT is
available;
when the NAVDAT concept is sufficiently
developed, IMO and ITU should develop the
necessary technical recommendations and
performancestandardsforinternationalNAVDAT
service. This workshould
be closely followed by
the development of IMO, IHO, ITU, WMO and
IEC standards as appropriate, for shipborne
NAVDAT and/or combined NAVTEX/NAVDAT
equipment;
the need for a NAVDAT coordination scheme
needs to be considered taking account that it
shouldretaintheexistingNAVTEXservice areas,
butotheraspectsmaynot
becompatiblewiththe
existingNAVTEXcoordinationscheme(allocation
oftransmissiontimes,durationetc.).
4.3 SearchandRescueTechnologies
When considering amendments to the SOLAS
Convention, a decision needs to be made as to
whether all lifeboats, and whether some or all
inflatableliferaftsshouldbeequippedwithinstalled
search
and rescue locating devices: AIS Search and
Rescue Transmitters (AIS‐SART) or 9 GHz radar
transponder (SART), and how that requirement
should be introduced, taking into account the
regulatoryschemeofsurveyandcertificationandthe
environmentalconditionsinsideofthesurvivalcraft.
AppropriaterevisionsneedtobemadetoSOLAS
chapterIVandtheʺRecordofEquipmentʺlistinthe
certificates.
Considerationonthedevelopmentofacircularor
other instrument toadvise Member Governments to
encourageshipownersofcertaincategoriesofshipsto
carry VHF direction finders to detect 121.5 MHz
signals and VHF marine band transmissions (for
instance
offshoreindustryvessels)isneeded.
ConsiderationshouldbegiventothepossibleSAR
benefits of the inclusion of text messaging, digital
data,andchatmessagingcapabilities.
ThepossibilitytoallowfortheadditionofanAIS
technologylocating device to the EPIRBshouldalso
beconsidered.
MSC/Circ.1039 on Guidelines for
shore‐based
maintenance of satellite EPIRBsneeds to berevised to
delete references to L‐Band EPIRBs. MSC/Circ.1039
and MSC/Circ.1040/Rev.1 on Guidelines on Annual
Testingof406MHzSatelliteEPIRBsneedtoberevised,
asappropriate,toincludeAIS locators,andreviewed
for other needed changes in respect of Second
GenerationBeacons.
4.4 HFCommunications
The list of HF stations in the GMDSS Master Plan
needsto beupdated,including informationon coast
stations capable of receiving and responding to test
messages.Thetechnicalbasisandthegovernancefor
determining the minimum number of HF GMDSS
coast stations and their geographical
distribution
should be reviewed and, if necessary, consequential
changesshouldbeincludedinresolutionA.801(19)on
ProvisionofradioservicesfortheGlobalMaritimeDistress
andSafetySystem(GMDSS).
Consideration on the future role for HF data
exchange under ITU‐R Recommendation 1798‐1 on
Characteristics of HF radio equipment
for the
exchange of digital data and electronic mail in the
maritimemobileserviceisneeded.
Technological improvements can make HF easier
to use. Consider revising resolutions A.806(19) on
Performance Standards for Shipborne MF/HF Radio
Installations Capable of Voice Communication,
Narrow‐Band Direct‐Printing and Digital Selective
CallingandMSC.68(68)
onAdoptionofamendments
to Performance standards for shipborne radiocom
munication equipment, annex 3 (Amendments to
Resolution A.806(19)‐Performance standards for
MF/HF radio installations capable of voice
communication narrow‐band direct‐printing and
digitalselectivecalling),toincludearequirementfor
frequency scanning and/or Automatic Link
Establishment(ALE).
MSC.1/Circ.1460 on Guidance
on the validity of
radiocommunications equipment installed and used
onshipsshouldberevisedtodeletethereferencesto
HF radiocommunication equipment capable of
operating NBDP. Alternatively it may be revoked
since it relates to the 2012 revisions to the Radio
Regulations, and by 2022should not beneeded any
longer.
Automatic link establishment (ALE) was
developed to automatically select a frequency that
willsupportautomatic linkingbetweenstationsina
network or point‐to‐point communication without
operator assistance. This new technology has given
HFradioarenewedsenseofbeing.ALEoffersanew
approach in adaptive automated control
via the HF
medium. Once, skilled radio operators
knowledgeable in HF propagation were the only
answer to mastering long‐haul HF communication.
With ALE, significant training andcost is no longer
required. ALE takes the guesswork out of the
frequencyselectionprocess.
Undermicroprocessorcontrol,ALEmodesinclude
automatic signaling,
selective calling, and automatic
handshaking. Other automatic functions related to
ALEarechannelscanningandselection,linkquality
analysis, polling, sounding, and message store‐and‐
forwardcapabilities.
An adaptive system automates this process,
dispenses with the need for a skilled operator and
improvesthequalityofserviceandthe efficiency of
thelink[Rec.ITU‐RF.1110‐3,2003].
ALEmaybeused:
forpoint‐to‐pointlinks,
173
for a network, with selective calling procedure,
carriedoutbythecontrolstation,whichmaybe:
general(allstations),
group(severalstations),
individual(asinglestationwithwhichapoint‐to‐
pointlinkisestablished).
Alltheuserhastodoistooperatetheperipheral
equipment corresponding to the type of service
indicatedinthecallsequence (telephone,teleprinter,
picturetransmissionequipment,dataterminal),there
being no need whatever for him to intervene in
connection with the establishment, control and
interruptionoftheradioconnections.
Basically,anadaptivesystemhasatriplefunction
[Rec.ITU‐
RF.1110‐3,2003]:
automaticselectionofthefrequencytobeused;
automatic operation as regards calling,
establishing the communication (with possible
switch‐over to the peripheral equipment needed
for the type of service to be provided), and
disconnecting;
adaptivity during the communication so as to
optimize at
all times the quality of service
according to the ionospheric conditions and
spectrumcongestion.
5 CONCLUSIONS
Discussion on the modernization of the GMDSS
(marineradiocommunication)isprogressing.
The future of the GMDSS Modernization Plan is
closelyconnectedwiththedevelopmentofthe
e‐navigation project and the detailed role of
the
radiocommunicationinthisprocess.Withoutadoubt
a data communication network will be one of the
most important parts of the e‐navigation (Korcz,
TransNav2015].
IntheAuthor’sopinionthemostimportantactions
required at this stage of work on the GMDSS
ModernizationPlanarefollowing:
revise resolution
A.1001(25) and MSC.1/Circ.1414
totakeintoaccountrecentexperienceinreviewing
GMDSSsatelliteserviceproviderapplications;
revise resolution A.801(19) to include additional
GMDSSsatelliteserviceproviders,andtoinclude
thenewdefinitionforSeaAreaA3;
revise resolution A.707(17) to take into account
additionalsatelliteproviders;
prepare
technical recommendations and
performancestandardsforinternationalNAVDAT
service and ship equipment, including a
coordinationscheme;
revisechapterIVtoallowshipstouse NAVDAT
service in addition to or in place of NAVTEX in
placeswhereNAVDATisavailable;
revise appropriate instruments to ensure all
distressalertsare
routeddirectlytotheresponsible
RCCthatiscapableofreceivingthem;
consider requirements for search and rescue
locating devices (AIS ‐Search and Rescue
Transmitters (SART) or 9 GHz radar SART) in
lifeboatsandliferafts;
revise SOLAS chapter IV and Records of
Equipment for locating technology for survival
craft;
update MSC/Circ.1039 on Guidelines for shore‐
basedmaintenanceofsatelliteEPIRBs;
update MSC/Circ.1040/Rev.1 on Guidelines on
AnnualTestingof406MHzSatelliteEPIRBs;
determinethetechnicalbasis and the governance
for determining the minimum global number of
HFGMDSSstations;
consider revising resolutions A.806(19) and
MSC.68(68),
annex3,toincludearequirementfor
frequency scanning and/or Automatic Link
Establishment(ALE);
reviseorrevokeMSC.1/Circ.1460;
relocate requirements for GMDSS now in SOLAS
chapterIIItochapterIV;
align definitions and functional requirements in
SOLAS chapter IV with ITU‐R and the Radio
Regulations;
correct the functional requirements in SOLAS
chapterIVwithrespecttoMSIandsafety related
information;
Resolution A.814(19) on Guidelines for the
avoidance of falsedistress alerts shouldcontinue
tobeimplemented;
Model courses need to be revised in accordance
with GMDSS Modernization revisions under
existing HTW work item
on validated model
trainingcourses;
reviseRadioOperatorʹsCertificateandoperational
requirements;
make appropriate revisions to SOLAS chapter IV
toeliminateobsoleteprovisions;
reviseresolutionMSC.131(75)toreflectthecorrect
Channel16listeningwatchrequirement;
otherSOLASchapterIVrevisionsasappropriate;
makeappropriate
clarificationstoSOLASchapter
IV.
The main issue in these work is prepare a good,
appropriatechangesintheSOLASConvention.
DuringworkonmodernizationoftheGMDSSitis
necessary first to identify real user needs and
secondly to realize that the modernization of the
maritime radiocommunication should not be
driven
only by technical requirements. In addition, it is
necessary to ensure that man‐machine‐interface and
the human element will be taken into account
includingthetrainingofthepersonnel.
Thelessonslearntfromtheoriginaldevelopment
and operation of GMDSS should be taken into
accountinthemodification
ofGMDSSaswell.
Furthermore, the continuous and openprocess is
needed to ensure it remains modern and fully
responsivetochangesinrequirementsandevolutions
of technology and it will meet the expected e‐
navigation requirements. To ensure it, a mechanism
for continuous evolution of the GMDSS in a
systematic
wayshouldbecreatedaswell.
InthisapproachtodevelopmentoftheGMDSSit
is very importantthat the integrity of GMDSS must
notbejeopardized.
It should be noted that in this context, for the
processoftheGMDSSmodernization,veryimportant
will be regulatory decisions taken on
the World
174
RadiocommunicationConferencetakingplacein2018
(WRC‐18)andin2021(WRC‐21).
And finally it should be noted that a key to the
successofthemodernizationprocessoftheGMDSSis
notonlythattheworkiscompletedontime,butalso
thatithastheflexibilityto
implementchangesahead
ofschedule.
REFERENCES
International Maritime Organization (IMO). International
Convention for the Safety of Life At Sea (SOLAS),
London2014.
International Telecommunication Union (ITU). Radio
Regulations(RR),Geneva,2015
InternationalMaritimeOrganization(IMO),Sub‐Committee
onNavigation,CommunicationsandSearchandRescue
‐NCSR3.ReporttotheMSC,London,2016.
Korcz K., 2011. Yesterday,
today and tomorrow of the
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Issues about ECDIS, e‐Navigation and Safety at Sea,
Marine Navigation and Safety of Sea Transportation,
CRCPress/Balkema,London,UK,pp.149‐154.
Korcz K., 2015. Concepts of the GMDSS Modernization.
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International Maritime Organization (IMO),
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