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Global Maritime Distress and Safety System (GMDSS) Next Generation

Conference Paper · October 2019

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 Global Maritime Distress and Safety System
(GMDSS) Next Generation
Siyabonga Tenese
Department of Electrical and Mining Engineering
College of Science, Engineering and Technology
University of South Africa
Greenacres Centre, Port Elizabeth, South Africa
Email: 63294346@mylife.unisa.ac.za

Abstract—The basis on a fundamental concept, the main
functions and the international requirements the Global
Maritime Distress and Safety System (GMDSS) have
been presented. The modifications of the system since its
launch, implementation and its current status have been
described. The future of the GMDSS has been discussed
and reviewed as well.
Index Terms—Digital Selective Calling (DSC), GMDSS
Operational Sea Areas, GMDSS compliance
1. INTRODUCTION
In 1912 the maritime community registered the world
disaster record the sinking of the passenger ship RMS
Titanic which collided an iceberg and sank within 2 hours
and 40 minutes. When the incident occurred, the vessel
was carrying approximately 2 224 people on board. It is
estimated that more than 1500 people died, whilst 714
people’s live were rescued, which made it one of the
deadliest peacetime in maritime disasters in history.
Therefore, the sinking of RMS Titanic brought more
attention to launch research studies to improve safety of
life at sea.
To solve the problem the researchers came up with Global
Maritime Distress and Safety System (GMDSS), which
replaced the old 500 kHz Morse code system. The
overarching intention was to improve safety of life at sea.
In 1988, the Conference of Contracting Governments to
the 1974 SOLAS (Safety Of Life At Sea) Convention on
the Global Maritime Distress and Safety System
(GMDSS) adopted amendments to the 1974 SOLAS
Convention concerning radiocommunications for the
GMDSS. These amendments entered into force on 1
February 1992. On 1 February 1999 the GMDSS has
become implemented for all SOLAS ships.
Since full implementation of the GMDSS some changes
both of regulatory and technical nature have occurred.
The Maritime Safety Committee (MSC) at its 81st session
decided to include, in the work programmes of the NAV
and Radiocommunications and Search and Rescue
(COMSAR) Sub-Committees, a high priority item on
"Development of an e-navigation strategy". One of the
fundamental elements of e-navigation will be a data
communication network based on the some GMDSS
infrastructure elements. It follows that question on
modernization of the GMDSS is genuine.
It is estimated that with the introduction of GMDSS the
safety of life at sea was improved by more than 85%.
However, when the GMDSS was invented researchers
were highly focused only on aspects could have been
prevented during the sinking of RMS Titanic and not all
the spheres of incidents occurring in marine world
shipping covered by the current system.
The inception of GMDSS next generation is necessary to
cover all client’s requests and ensure an efficient marine
world shipping. The primary motivations to GMDSS
Next Generation are to:
a. Add more features on GMDSS to work against
piracy attack and crew kidnapping on board ships
b. Introduce the firefighting hand-held VHF
radiotelephone on board ships as mandatory
GMDSS equipment.
c. Introduction of Sealed Hand Held two-way VHF
radiotelephone intended for communication during
Rescue Operations.
d. Improve GMDSS equipment into a latest
technology without changing the underlying
technologies. The latest equipment to be improved
must be IMO approved and meet clients demand.
The new system will be very similar but more
advanced and efficient compared the current
 system. GMDSS next generation should be h. Transmit and receive general radio
economic as possible and accommodates all the communication to and from shore-based radio
ages of the ships. system or network
e. Retain all the operating procedures and GMDSS i. Transmit and receive bridge to bridge
equipment should be easily operated. Enough communication (Routine communication)
service space should be reserved during installation j. Receive Navigational Warnings using
in such a way that spare parts can be easily NAVITEX receiver if the vessel is engaged on
voyages within the coverage of coastal
interchanged during emergency situation.
NAVTEX service station.
k. All compliant vessel must carry primary and
secondary means of distress alerting in
2. THE ORIGINAL CONCEPT OF THE
accordance of the Sea Areas in which the vessel
GMDSS NEXT GENERATION
is operating.
The original concept of the GMDSS Next Generation is l. Transmit alert to ship owners, flag and suitable
that search and rescue authorities ashore, as well as authorities when the security of the ship is under
shipping in the immediate vicinity of the ship in distress, threat by using satellite.
will be rapidly alerted to a distress incident so they can
assist in a coordinated search and rescue operation with 2.1. GMDSS Sea Operational Areas
the minimum delay. The system also provides for urgency
and safety communications and the promulgation of GMDSS Sea Areas serve the following purposes: To
maritime safety information (MSI). The GMDSS describe areas where GMDSS services are available. To
Regulations requires every vessel compliant shall whilst define communication equipment that must be carried on
at sea, be able to perform the below functions: board GMDSS compliant vessel.

a. Transmit ship-to-ship distress alerts by at least The traditional area for sea going vessels can be divided
two independent and separate means, each using into four sea areas, namely A1, A2, A3 and A4 Sea Area.
a different communication service.
b. Receive shore-to-ship distress alerts by using
terrestrial and satellite communication.
c. Transmit and receive ship-to-ship distress alert
by using VHF DSC, 121,5 MHz EPIRB Homing
frequency, text message exchange using satellite
and MF/HF DSC using terrestrial
communication.
d. Transmit and receive search and rescue (SAR)
co-ordination communication
e. Transmit and receive on-scene communication
using satellite and terrestrial communication
f. Transmit and receive Maritime safety
information (MSI) by using Enhanced Group
Calling (EGC) system if the vessel is engaged on
Figure 1: GMDSS Sea Operational Areas
voyages within coverage of the satellite but
beyond NAVTEX service.
g. Transmit and receive locating signals using A1 Sea Area- It is a coastal area within radiotelephone
Automatic Identification System (AIS) and (RT) coverage of at least one VHF Coastal Radio Station
Long-Range Identification and Tracking providing continuous availability of Digital Selective
(LRIT). Calling (DSC) alerting. VHF DSC will send alerts to
Coastal Radio Stations (CRS), Rescue Coordination
Centres (RCC) and vessels in the vicinity. VHF DSC
distress alerts are sent on channel 70 / 156.525 MHz. In
A1 Sea Area the subsequent RT communication is done
on associated RT channel 16. This sea area has a
limitation range of approximately 20 to 30nm (56 to 74
km).
A2 Sea Area- It is an area excluding A1 Sea Area, within
RT coverage of at least one MF Coastal Radio Station
providing continuous availability of DSC alerting. In A2
Sea Area MF DSC will send alert to CRS, RCC and
vessels within approximately 150nm radius. In the case
of distress situation, MF DSC alerts are sent on
2187,5kHz. Subsequent RT communication is carried out
on associated RT frequency 2182kHz.
A3 Sea Area- is an area excluding A1 and A2 Sea Areas
located between 70 ̊ N and 70 ̊S latitudes, within coverage
of at least one INMARSAT geo-stationary satellite and
Iridium Low Earth Orbiting satellite providing
continuous availability of alerting.
A4 Sea Area- is an area outside A1, A2 and A3 Sea Areas,
in polar regions, beyond 70 ̊ N and 70 ̊ S, within a
coverage of at least one HF Radio Station and Iridium
Low Earth Orbiting satellite providing continuous
availability of HF DSC and Iridium GMDSS terminal
DSC alerting. In A4 Sea Area, VHF and MF DSC may
alert vessels in the vicinity but not RCC/CRS. HF DSC is
capable of alerting RCC/CRS. Iridium GMDSS terminal
DSC is capable of alerting MRCC and RT through
satellite phone or email or SMS
2.2. Digital Selective Calling (DSC)
DSC is a key segment of the GMDSS. In order to
understand its effective use in distress situations,
operators must have clear understanding of four GMDSS
sea areas. DSC facilities are built into the most marine
VHF and MF/HF (SSB) radio equipment. They provide
operators with means of alerting other stations of distress,
urgency, safety and routine communication (at the press
of button). These alerts / announcements can either be
sent to all ships, shore station or an individual ship within
range. VHF and MF DSC provide bridge-to-bridge (ship-
to-ship) DISTRESS, URGENTLY and SAFETY alerting
in four sea areas. In addition, they also alert shore stations
within VHF A1 sea area, whilst MF does the same for A2
sear area. HF DSC is essentially provided for ship-to-
shore alerting / announcement in A3 and A4 sea areas.
DSC eliminates watch-keeping by loudspeaker or
headphones on VHF, MF and HF radiotelephones
frequencies. An incoming DSC call specifically
addressed to ship or shore station or addressed to all
stations (all ships), will sound an audible alarm.
Information transmitted in the alert/ announcement will
be displayed on a small screen similar to that of a cell
phone.
In essence, sending a DSC alert is analogous to sending
“please call me” from your mobile phone. the only
different is that you would be sending “Please can I phone
you on channel “X” or channel of your choice. Thereafter,
subsequent radiotelephone communication would take
place on the allotted channel, which would be channel X
in this case. DSC unit consist of receiver and a controller.
The receiver will listen permanently on the frequency or
frequencies that have been pre-programmable into it. The
receiver than passes all received data to the controller
which will decode and display received transmission. The
controller also encodes data transmission. GMDSS DSC
units must be fed with position data from GPS or other
available position system. Should the device or input fail,
the position must be updated manually every four hours
(as prescribed by SOLAS regulation). The following
frequencies are allocated for DSC and subsequent
radiotelephone or NBDP (radio telex) transmissions.
e.g. A DSC distress alert transmitted on VHF channel 70
will be followed by the radiotelephone distress call and
message on channel 16. MF DSC distress alert
transmitted on 2187.5 would be followed by a distress call
and massage on 2182 kHz.
DSC frequencies with associated RT and NBDP
frequencies
DSC Alerting Associated RTAssociated
NBDP
VHF Channel 70 VHF Channel 16 None
MF 2187.5 kHz MF 2182 kHz MF 2174.5 kHz
HF 4207.5 kHz HF 4125 kHz HF 4177.5 kHz
HF 6312.0 kHz HF 6215 kHz HF 6268.0 kHz
HF 8414.5 kHz HF 8291 kHz HF 8376.5 kHz
HF 12577.0 kHz HF 12290 kHz HF 12520 kHz
HF 16804.5 kHz HF 16420 kHz HF 16695 kHz
Table 1.: DSC Frequencies with associated TR and
NBDP Frequencies
 2.3. GMDSS Compliance 3. DETAILED ENGINEERING DESIGN

SOLAS Convention 1974 Chapter IV and amendments 3.1. Basic Block Diagram of GMDSS Next
prescribes that the following vessels shall comply with Generation
GMDSS requirements:
a) All cargo vessels of 300 gross tonnage and
above.
b) All passenger vessels regardless of size on
international voyages.
In sentiment, SOLAS Chapter IV applies to all vessels
engaged on international voyages except:
c) Cargo vessels less than 300 gross tonnage.
d) Ships of war and troopships.
e) Vessels not propelled by machinery.
f) Wooden vessels of primitive build.
g) Pleasure yachts not engaged in trade.
h) Fishing vessels.
i) Vessels being navigated within the Great
Lakes of North America. Figure 2. GMDSS Next Generation communication
pattern
Regulations governing the beginning and conduct of
GMDSS compliant vessels are laid down by IMO through F1: Alert from ship to land (using Iridium, DSC, and
amendments to the International Convention for the EPIRB)
Safety of Life At Sea 1974 (SOLAS 74) chapter V as well
F2: Alert from land to ship (using Iridium, DSC, and
as flag state regulations.
EPIRB)
Regulations governing the use of radio and satellite
F3: Alert from ship to ship (using DSC)
equipment, the use of frequency bands, procedures and all
matters concerning communications, are governed by the F4: Communication for coordination (using Iridium
International Telecommunications Union (ITU) and flag (email, SMS, RT and or Satellite phone))
regulations.
F5: On-scene communication (using VHF RT)
F6: Locating (using Radar transponder, X-Band Radar)
F7: Alert for navigation using Iridium (email, SMS, RT
and or Satellite phone)
F8: General communication (using Iridium (email,
SMS, RT and or Satellite phone)
F9: Bridge-to-Bridge Communication (using VHF RT)
F10: Search and Rescue communication (using VHF
handheld RT)
The following basic radio services are provided for the 3.1. GMDSS Next Generation Equipment
GMDSS Next Generation:
o Radio communication service utilizing
maritime Iridium Low Earth Orbit satellites The following equipment and system shown below in
o A radio communication service utilizing figure 1.3 are provided for the GMDSS Next
polar or-biting satellites in the mobile Generati0on:
satellite service (COSPAS-SARSAT) o DSC - Digital Selective Calling;
o A radio communication service for o Iridium Satellite System
transmitting signals from survival craft o EPIRB - Emergency Position Indicating Radio
stations in the 9200 – 9500 MHz band Beacon (COSPAS/SARSAT and VHF DSC)
o The maritime mobile service in the bands o SARTs - Search And Rescue Transponders
between 156 MHz and 174 MHz (VHF) o SSAS- Ship Security Alert System
capable of maintaining a continuous DSC o NAVTEX System
watch on VHF Channel 70 o NBDP - Narrow Band Direct Printing
o The maritime mobile service in the bands o RTF - Radiotelephony
between 4,000 kHz and 27,500 kHz (HF) o LRIT- Long Range Identification and Tracking
o The maritime mobile service in the bands o DMC - Distress Message Control
415 kHz to 535 kHz and 1,605 kHz to 4,000 o Navigational equipment (for support)
kHz (MF).
o Radio equipment service utilizing satellite Other elements of GMDSS shown in Figure 3 stand for
for transmitting security alert message to as follows:
authorities only when the ship security under o CES – Iridium Coast Earth Station;
threat. o SES – Iridium GMDSS Terminal (Ship Earth
o Marine X-band Radar system operating at 9 Station)
GHz for intercepting and displaying search o LUT - COSPAS/SARSAT Local User Terminal
and rescue transponder signals. o RCC - Rescue Coordination Centre
o Radio equipment using satellite capable of
o STATE- Flag State
transmitting locating signal to the flag state
and ship authorities.
o A Radio receiver capable of receiving
international Navigational Text Messages
(NAVTEX) service broadcasts if the vessel
is engaged on voyages within coverage area
of NAVTEX transmitting station(s).
o A radio facility for reception of Maritime
Safety Information (MSI) by the
INMARSAT Enhanced Group Calling
(ECG) system if the vessel is engaged on
voyages within coverage of the INMARSAT
geo-stationery satellite but beyond range of
NAVTEX service.
o A radio facility for reception of Maritime
Safety Information (MSI) by the
INMARSAT Enhanced Group Calling
(ECG) system or Iridium Terminal if the Figure 3. Proposed GMDSS equipment and
vessel is engaged on voyages within system
coverage of the INMARSAT geo-stationery
satellite but beyond range of NAVTEX
service.
 4. METHODOLOGY
A survey research method was conducted and numerous
ships, VTS sites (including Port Control), Shore Radio
Station (SRS) and Marine Rescue Coordination Centre
(MRCC) that were once involved in distress incident
were visited and verbal interviews carried out with Radio
Officers. The intentions of the interviews were to gather
information about the challenges GMDSS system has
during distress communications and distress incidents.
The following issues were highlighted.
a) Poor performance of INMARSAT-C.
b) Incontrollable Pirates attacking
c) Non-GPS E3/E5 Cospas Satellite EPIRB is
incompetent for search and rescue operations
d) The incorrect use of VHF hand held radios
during firefighting
4.1. Poor performance of INMARSAT
It was reported the terminal becomes too slow in
transmission and likely freezing in dense traffic jam
during distress communication. When the system gets
freezing, it automatically reboots and take long time to
synchronise to the satellite. It was also heighted that
during heavy weather conditions the system cannot find
satellite due to ship rolling and elevation to the satellite.
4.1. Incontrollable Pirates attacking
The trend of the rise of pirates attacking and armed
robberies on board was debated as major problem
GMDSS facing. It was evidenced that the current
GMDSS still does not cover all spheres of distress
situations occurring at sea such as “Pirates attacking”.
Therefore, antipirate device solutions has to be deployed
on board and be part of GMDSS next generation.
4.2. Non-GPS E3/E5 COSPAS Satellite EPIRB is
incompetent for search and rescue operations
The MRCC rescue team found the deployment of the
latest technology EPIRB with internal DGPS makes life
much easier for rescue team operation to locate the vessel
in distress. It is due to the DGPS information being added
on to the coded identification programmed on the EPIRB.
Rescue team supported their statement as follows:
although it is understood that GMDSS prescribes the
EPIRB as a last resort equipment to initiate a distress alert
to MRCC, with the inclusive of GPS information it makes
minimal time delay to find the vessel in distress.
4.3. The incorrect use of VHF hand held radios during
firefighting
IMO Radio Regulations (RR) requires all compulsory
GMDSS compliant vessels to be fitted with at least 3
sets of VHF Hand held radios which shall be used
during distress and rescue communication between
the mother vessel and the lifesaving appliances, or
between the lifesaving appliances. VHF Hand held
radios shall be also used on-board communication
between the controlling station and the slave stations,
or between slave stations. It was raised and discussed
that VHF Hand held radios were observed during
distress operations, water penetrated and causes
transmission limitation to the radio communication.
In addition, it was discussed and debated that during
firefighting situations on board, the vessel also uses
the same radios for communication. However, it was
revealed that these VHF radios are experiencing
failure when used in firefighting due to heat. Then the
regulation has to be rectified and amended for the use
of VHF Radios.
5. CONCEPT ANALYSIS
5.1. Solution to Poor performance of INMARSAT.
The primary purpose for INMASART equipment on
board is to supply GMDSS with exchange of information
using satellite through text message, FAX and telex to
accommodate Radio Operators whose first language is
not English to improve distress communications.
Offers the communication service within the latitude of
70 ̊ N and the longitude 70 ̊ S between land and mobile
earth station using the geostationary satellite on the
equator, although its service was given with the analogue
system called INMARSAT A, the various digital system
has been presented accordingly to date. Regarding target
of mobile earth stations, the offer rage has been expanded
not only to ships, but to airplanes, land mobile stations, in
addition to this, and portable type system which people
can carry about. In respect of service data communication
has been introduced in addition to telephone and FAX,
and data transfer speed was developed to 64kbps/128kbps
from 9.6kbps and internet access system as always on
connection of the packet mode service which uses IP
communication as the base has been also newly
introduced.
The general impression of the INMARSAT network is
shown in Figure 4. A telecommunication link is set up
between a mobile earth station and a land earth station
through satellite. A land earth station transmits and
Figure 4: INMARSAT Network
receives signal of telephone, FAX and data etch, through
land telecommunication system C band frequency range
(uplink 6GHz/downlink 4GHz) is used for feed ring (link
between land earth station satellite) like other satellite 5.1.1. Inmarsat specification
system and for the service link(link between satellite and The original concept of the GMDSS includes three
Inmarsat services: A, B and C.
mobile earth stations) L-band (uplink 1.6GHz/downlink
Inmarsat A provides two-way direct-dial phone
1.5GHz) which is moreover for telecommunication of connection as well as fax, telex and data services at rates
division methods , signal for telephone are multiplexed between 9.6kbps up to 64kbps.
using FDM/FDMA(frequency division Inmarsat B was first maritime digital service, launched
multiplexing/Frequency division multiple Access) in 1993, and remains a core service for the maritime
method and signals for data are multiplexed using industry. It supports global voice, telex, fax and data at
TDM/TDMA (Time division Multiplexing /Time speeds from 9.6kbps to 64kbps, as well as GMDSS
division multiple access) method, and by introduction of compliant distress and safety functions.
spot beam system, while realization of high-density of
electric power transmitted from satellites was realization Concept 1: Inmarsat C is one of the most flexible mobile
of high density of electric power transmitted from satellite message communication systems, it has the
satellite was realized (miniaturization of mobile station ability to handle commercial, operational and personal
messages just as easily as distress and safety
terminal) and frequency between spot beams Is reused
communications.
(increase in the number of usable links). A beam of
It offers two-way, store-and-forward packet data
satellite, which covers the earth surface of which communication via a lightweight, low-cost terminal.
horizontal line can be seen from a satellite, is called a Inmarsat C is recommended for the any of the following
global beam. On the other hand, narrow beam, which applications:
irradiates a part of earths is called a spot beam and o Fax and telex
therefore high powerful irradiation is compared with o SMS text
global beam. o Remote monitoring
o Tracking
o Chart and weather updates
o Maritime safety information
o GMDSS
o SafetyNET and FleetNET

Concept 2: FleetBroad Band is Inmarsat's current

generation of maritime services delivered via the
Inmarsat-4 satellites. It is commercially available since
the second half of 2007. The service is designed to
provide the way forward for cost-effective, high-speed provided by INMARSAT Company Ka-band high speed
data and voice communications (Table 2). data communications using Internet Protocol techniques
Users have the choice of two products (FB250 and up to 50Mbps data rate, Voice communications and
FB500). Both use stabilized, directional antennas, which multimedia sessions over IP networks (need NSD). The
vary in size and weight. The above deck antennas are INMARSAT coverage map shown in figure 5 below.
smaller than other Fleet products.
Table 2. FleetBroadband performance capabilities
_________________________________________
FB250 FB500
_________________________________________
Data
Standard IP Up to 284kbps Up to 432kbps
Streaming IP 32, 64, 128kbps 32, 64, 128, 256kbps
ISDN – 64kbps
Voice 4kbps and digital 3.1kHz audio
Fax Group 3 fax via 3.1kHz audio
SMS Std 3G (up to 160 characters)
Antenna
Diameter from 25cm 57cm
Height from 28cm 68cm Figure 5: INMARSAT Global Xpress coverage map
Weight from 2.5kg 18kg
____________________________________________

FleetBroadband supports an extensive range of INMARSAT GX system coverage map displays the area
commercially available, off-the-shelf software, as well as of four satellite regions, namely:
specialized user applications. It is ideal for: o I5-F1 Europe, the Middle East, Africa and Asia
o Email and webmail
o I5-F2 The Americas and the Atlantic Ocean
o Real-time electronic chart and weather updates
o Remote company intranet and internet access Region
o Secure communications o I5-F3 The Pacific Ocean Region
o Large file transfer o I5-F4 Asia
o Crew communications
o Vessel/engine telemetry The firth satellite in the INMARSAT GX fleet is
o SMS and instant messaging scheduled for launch at the end of 2019 to render
o Videoconferencing additional services, focused capacity across Europe, the
o Store and forward video. Middle East and Africa. Advanced Ka-band payloads will
also be hosted to the satellite.
Concept 3: INMARSAT Global Express (GX)
In May 2019, the INMARSAT Company has revealed the
deployment of Global Xpress system, known as GX INMARSAT Global Xpress Service Network
system. GX system already fitted in number of vessels
The GX service network was developed by INMARSAT
and it covers the earth’s surface except at the high latitude
Company based on the GX satellite regions. The
areas near the North Pole and the South Pole.
INMARSAT Global Xpress network consists of Network
INMARSAT GX terminals are available for many types
Operation Center (NOC) and Satellite Access Stations
of vessels and operating in the resilient Ka-band, GX also
(SAS), as shown in figure 6.
integrates seamlessly with L-band network to deliver
connectivity.
GX terminal is specifically suitable for Mobile Earth
Stations for any type of vessel navigating the world’s
ocean. The GX terminal delivers services that are

Figure 6: INMARSAT Global Xpress network
Network Operation Center (NOC)-is located at the
INMARSAT headquarters in London, UK., and
coordinates communication lines of the network. The
NOC maintains contact via dedicated satellite and
terrestrial links with the NCSs and SASs in all ocean
regions covered by INMARSAT GX map. The NOC
performs the following:
o Coordinates with the Satellite Control Centre
(SCC) for operation of satellites.
o Coordinates with NCS and SAS for system
operation.
o Collect of ony status data in operation.
o Coordinates with any test of satellite’s
performance verification.
Operational Backup Center (OBC)-buck up data of NOC
Satellite Access Station (SAS)-located in Fucino (Italy),
Burum (Holland) and Hawaii (America) which are the
gateway systems operating inter-working with public
network, such as telephone and internet services.
Points of Presence (POP)-is the gateway to public
communication lines
5.1.2. Concept 4: Proposal to Iridium Maritime
Satellite Service
Iridium Company is one of the major competitors of
INMARSAT. In the early days the Iridium was
specializing with satellite phones and today it is a leading
company for satellite communications. In March 2019,
the Iridium have unveiled the Lars Thrane (LT) 3100S
Terminal designed to operate on Iridium network for
GMDSS vessel carriage requirements with service target
to launch in January 2020. The Low-Earth Orbiting
Iridium network with interconnected satellites allow the
system to offer multiple services throughout all the
world’s waterways in a single, compact terminal. In other
words, the system is all-in-one that meet Safety of Life at
Sea (SOLAS) convention vessel carriage requirements,
whilst also serving as primary or companion
communications system.
Iridium GMDSS terminal is unlike the competitive
INMARSAT-C, it terminal is small and solid. It offers
GMDSS services, along with voice communication
through satellite, Texting, and Data services with a built
in GNSS/GPS receiver. The multi-service terminal also
supports the integration of Ship Security Alert (SSAS),
Anti-Piracy/Citadel communications and Long-Range
Identification and Tracking (LRIT). Iridium is the one
and only satellite Communication Company that delivers
services in all sea areas (including A4 Sea Area). The
system also offers the navigational and meteorological
warnings from the terminals, Marine Safety Information
broadcasts. This will help mariners to avoid danger zones.
If they cannot, then the terminal’s Distress Alert and
Distress Voice features will be able to help.
In April 2019, Iridium and the International Mobile
Satellite Organization (IMSO) announced the signing of
a Public Services Agreement (PSA) which detailed the
conditions for IMSO to act as regulator and maintain
oversight of Iridium’s GMDSS services. This was a main
step in the process towards IMSO hand out Iridium a
letter of compliance, testifying that the company is
prepared to begin providing its GMDSS services.
Currently in the implementation phase of preparing for
GMDSS service introduction, Iridium anticipates
providing services as of January 2020.
Iridium GMDSS terminal coverage map
Figure 7: Iridium GMDSS terminal coverage map
Iridium company operates the Iridium satellite
constellation, a system of 141 active satellites used for
worldwide voice and data communication from hand-
held satellite phones and other transceiver systems. The
Iridium network is unique in such a way that it covers the
whole Earth, including the poles and all ocean regions,
with 95 satellites in Low Earth Orbit (LEO) launched so
far. The Iridium LEO satellite orbits are at height of 780
km above the earth surface, at an inclination of 86.4
degrees to the equatorial plane. Iridium satellites are often
visible in the night sky as satellite flares, usually they can
be observed as short -lived bright flashes of light.
Iridium accomplishes numerous operations centres,
including Tempe, Arizona and Leesburg, Virginia,
United States. The US Department of defence, through its
own dedicated gateway, depends on Iridium for global
communications capabilities.
Iridium Service Network
Figure 8: Iridium Network
The Iridium network uses Radio frequency assignments
that have been coordinated and notified according to the
requirements of the International Telecommunication
Union (ITU) Radio Regulations (RR). The service links
between the mobile terminal and the satellites use
assignments in the frequency band of 1616.0-1626.5
MHz (which is L-Band). The Iridium service links are
unique in that uplink and downlink use the same
frequencies and are in the same range (allocation). The
uplink being primary and the downlink secondary. This
arrangement was made at the 1992 World Radio
Administrative Conference (WARC92) primary and the
downlink secondary. This arrangement was made at the
1992 World Radio Administrative Conference (WARC
92). The system also harnesses inter-satellite
communication links to inter-connect the in-orbit
satellites in the band of 23.15-23.55 GHz (which is K-
band). The system operates through feeder links in the L-
band of 19.4-19.6 GHz (space to earth) and 29.1-29.3
GHz (earth to space) (Ka-band) for connecting to the
public switched through the gateway.
5.2. Solution to Incontrollable Pirates attacking
5.2.1. Concept 1: Ship Security Alert System
(SSAS)
SSAS is a system that contributes to the International
Marine Organization (IMO) efforts to strengthen
maritime security and suppress acts of terrorism and
piracy against shipping. In case of attempted piracy or
terrorism, the vessel’s SSAS function can be activated
and appropriate law-enforcement or military forces can
be alerted. The system was deployed on board ships since
2002 although it is not a requirement for GMDSS. It is
expected that the Maritime security will be much more
developed by introducing this system as a compulsory
equipment in future GMDSS system.
The working of SSAS system is just a simple button that
can be installed on GMDSS INMARSAT equipment and
programmed by a qualified engineer, so that when the
security of the ship in under threats the button can be
activated to periodically alert appropriate Law-
enforcement and suitable authorities through email, SMS,
Telex and/or Fax. The programmed message contains the
ship particulars of the vessel’s security under threats, GPS
position, time (UTC) and the Speed over ground. When
the SSAS button is activated, the system is periodically
transmitting the alert each and every 12 minutes in silent
mode and only stop transmitting once the button is
manually deactivated. The basic overview of the working
of SSAS system is shown in figure 9.
Basic overview of the working of SSAS
Figure 9: Basic overview of SSAS
Figure 9 above shows the way a SSAS alerting signal is
relayed. When the button is activated the SSAS alerting
signal is transmitted to the land earth station through
satellite. The Land Earth station is directly connected to
the SSAS server provider through terrestrial lines. The
SSAS server provider read the programmed information
and relay the signal to the intended ship owner, SSAS
Management company, flag state of the ship and the flag
state a ship sailing to. The flag state, ship owner and
SSAS management company all send to the suitable law
enforcement head office to send out security assistance
such as defence force and or fast armed security agencies
to rescue the ship and deal with pirates.
Specifications of SSAS for future GMDSS
After several reviews of the GMDSS, the next generation
should have SSAS system as mandatory equipment fitted
to compliant vessels. The SSAS installed on board
compliant vessels should have the following features:
o Powered by at least two separate and independent
sources of energy. (AC from ship mains supply
and separate batteries dedicated for only its use).
o When AC mains failed, batteries should be able
to power up the system for at least 48 hours in
full transmission mode.
o The system should be designed such that it
transmits in silent mode all the times, unless it is
operating under test mode. This enables SSAS to
keep on transmitting the security alert message
undercover (in silent mode) even if pirates on
board without noticing the functionality of the
system.
o The location of the system (transceiver and
antenna) should not be located on the bridge or
compass deck, only buttons (minimum of 5)
should be hidden in different locations in the ship
and keep as secrete by ship crew. The ship
compass deck it is when most transmitting
antennas are located. The SSAS antenna should
be installed in any location with 360 degrees
view from the satellite but with exceptional of
compass deck. The antenna should be mounted in
a suspicious location and not clear visible to the
strangers. The buttons should not illuminate
when pressed but get activated in silent mode.
 o SSAS must undergo the annual performance Basic overview of the working of LRIT
verification check by suitable qualified engineer
LRIT system is an architecture as shown in the figure
and the integrity of batteries verified. During the
below. LRIT information on each ship to fly the flag of
transmission test, an acknowledgement of test each Contracting State is managed by the Data Centre of
message by programmed destination addresses each Contacting State. The LRIT information on each
must be confirmed. ship to fly the flag of another Contracting State is
obtained by requesting the Data Centre of another
Challenges with SSAS System.
Contracting State to send it.
When the system configuration is encapsulated to the
INMARSAT satellite for transmission. Then the system
can only be compactable on vessels sailing in A1, A2 and As shown in the figure 10 below, the LRIT consists of the
A3 Sea Areas since the coverage area of the INMARSAT following components:
is between the latitude of 70 ̊ N and the longitude 70 ̊ S.
Note that in this case the system cannot be used by vessels o Satellite communication equipment already
operating in A4 Sea Area (Polar Regions). However, installed on board a ship.
when the system configuration is encapsulated to the o Communication Service Provider (CSP)
Iridium Low Earth Orbit Satellite then the services o Application Service Provider (ASP)
become available anywhere in the globe. o LRIT Data Centres (DC)
o LRIT Data Distribution Plan (DDP)
5.2.2. Concept 2: Long Range Identification and
o International LRIT Data Exchange (IDE)
Tracking (LRIT)
o LRIT Data User (State ships)
In May 2006, the IMO adopted resolutions of the 81st
Maritime Safety Committee which ended amendments to
SOLAS 74 and introduced the establishment of the LRIT
system for the reasons related to national security.
Long-Range Identification and Tracking (LRIT) system
provides for the global identification and tracking of
ships:
o LRIT system transmits the individual
information belonging to each vessel (Ship’s
Communication ID, Ship’s position) periodically
from INMARSAT-C/ Iridium or other
communication equipment on-board a vessel.
Transmission interval can be changed by a
remote-control signal from a Land Station.
Figure 10: Block diagram of LRIT
o Note that LRIT system is not a GMDSS
mandatory equipment. However, it is a class
society requirement for vessels belonging on that
A ship in transit transmit a position report via its
particular class. Some class societies they require shipborne equipment. The message includes the
LRIT to be installed in the following vessels: shipborne equipment identifier, position data (LAT and
o Passenger ships, including high speed LONG), date and time (UTC) of the transmission. The
passenger craft report must be sent out each and every 6 hours. Reporting
o Cargo ships, including high speed craft of frequency may however be changed up to a maximum of
300 GT upwards, and once every 10 minutes based on the request by user.
o Mobile offshore drilling units
The Communication Service Provider (CSP) operates the
satellite communication infrastructure and solidifies
services to link various parts of the LRIT system, by
means of communication protocols in order to ensure the
end-to-end secure transfer of LRIT data. The data will be
transmitted to the Application Service Provider (ASP).
The ASP then completes the LRIT information of the
vessel by adding the ship’s identity (IMO and MMSI
numbers) as well as the date and time (UTC) the position
report was received. Upon the completion of the above,
the extended message is the passed on the LRIT data
centres (DC). The DC forms a system of national,
regional and cooperative LRIT data centres. They collect
and distribute data to Contracting Governments and SAR
services according to the Data Distribution Plan (DDP).
The DDP then defines the rules and rights of access, as to
which users can receive which information. The Data
Centre interacts with the LRIT international Data
Exchange. Each administration should provide the
following information to the LRIT Data Centre that it has
chosen.
o List of ships entitled to fly its flag which are
required to transmit LRIT information.
o Other salient details.
The above-mentioned details should be updated when
changes occur. Note that ships should only transmit the
LRIT information to the Data Centre selected by their
administration.
Future LRIT functions
The primary purpose of LRIT installed on board ship is
for long range tracking by the flag. All ships must keep
their LRIT system updating each and every 10 to 15
minutes. Since the flag state keeps on monitoring the
movement of the vessel flying their flag, a route plan can
be shared. Should a route change the vessel has to update
the route plan to the flag and give supporting details for
the cause of such change. Once a flag detects a vessel
sailing out of its shared route plan without notifying the
flag that should be treated as suspicious. The patrol
security agencies should be informed and take actions.
Specifications of LRIT for future GMDSS
After several reviews of the GMDSS, the next generation
should have LRIT system as mandatory equipment fitted
to all compliant vessels. The LRIT installed on board
compliant vessels should have the following features:
o Powered by at least two separate and independent
sources of energy. (AC from ship mains supply
and separate batteries dedicated for only its use).
o When AC mains failed, batteries should be able
to power up the system for at least 48 hours in
full transmission mode.
o The system should be designed such that it
transmits in silent mode all the times, unless it is
operating under test mode. This enables the
system to keep on transmitting the position
reporting signal in silent mode even if pirates on
board without noticing the functionality of the
system.
o Since the LRIT system is satellite based, antenna
should be installed in any location with 360
degrees view from the satellite but with
exceptional of compass deck. The antenna should
be mounted in a suspicious location and not clear
visible to the strangers.
o The flag must present a confirmation of data
reporting of each ship at least once a week.
o LRIT must undergo the annual performance
verification check by suitable qualified engineer
and the integrity of batteries verified. During the
inspection of the system a proof of data reporting
from the flag must be presented.
5.2.3. Concept 3: Automatic Identification System
(AIS) intergration with antipirates device
soulutions
The Automatic Identification System (AIS) is an
automatic tracking system that uses transponder on the
installed on vessels to locate the ship on the chart, radars
and supply AIS information. The AIS was invented for
collision avoidance at sea and also intended to help the
vessel’s watchstanding officers, maritime authoririties to
track and monitor the vessel movement. The information
prodived by AIS equipment is such as unique
identification of the vessel, position, course and speed.
The AIS information can be displayed on the screen of an
Electronic Chart Display and Information System
(ECDIS).
AIS is not a GMDSS requirement but it is prescribed by
IMO SOLAS Chapter 4 that every ships including fishing
vessel and yacths navigating at sea, with regardless of the
size and international voyages to carry it onboard.
Anyone, anywhere can monitor any vessel at sea
excluding ships for militory, Law enforment and ship
transporting dangerous they likely set their AIS to
transmit in silent mode. The following free LIVE link can
be used to monitor ships: www.marinetraffic.com .
The concept is that with the introduction of future
GMDSS. Any one with means to monitor the ship
movement through the AIS, a representation of ship in
distress and or her security under threats now the ship
icon will be red blinking as shown below:
Figure 11: AIS targets representation in marine traffic
5.3. Resolution for Non-GPS E3/E5 COSPAS
Satellite EPIRB for better search and rescue
operations
In GMDSS next generation the GPS-EPIRB should be
installed in all compliant vessels at sea. GPS-EPIRB is
about 100m accurate in locating a ship in distress, whilst
Non-GPS EPIRB is 100 km accurate.
5.4. Resolution for the use of VHF/UHF hand held
radios during on board firefighting
Communication is the most important factor for ensuring
the safety and efficiency on board all vessels. When it
comes to one of the most extreme and dangerous situation
crews can face the occurrence of fire the need for efficient
communication for the coordination of firefighting is
even more important. The portable radio is the single
most versatile piece of equipment that a firefighter or
officers on board can carry into a hazardous situation.
The portable radios are the primary means for:
 All responders to begin becoming informed and
educated about the incident once the first
firefighter or officer arrives from the scene.
 The incident commander to execute command
and control activities
 Officers are firefighters deployed to tactical
assignments in the hazard area to communicate
their observations and progress to the IC and to
receive updated orders
 Personnel in the hazard area back to talk to the IC
should there be a Mayday event.
On November 30, 2012 the Maritime Safety Committee
adopted Resolution MSC.338 (91) among which, Chapter
II-2 “Construction-Fire Protection, Fire Detection and
Fire Extinction “mentions specifically the use of suitable
radio equipment. SOLAS Chapter II-2, regulation 10.10.4
for ships constructed on or after 1 July 2014, a minimum
of two two-way portable radiotelephone apparatus for
each fire party for fire-fighter´s communication shall be
carried on board. Those two two-way radiotelephone
apparatuses shall be of an explosion-proof type or
intrinsically safe. Therefore, this regulation shall be
applicable to all GMDSS compliant ships for the next
generation.
Reliability for critical operations The UHF Fire Fighter
radio has been developed specifically for the fulfilment of
the SOLAS requirement. Taking safety to higher
standards the robust and explosion proof UHF Fire
Fighter radio fulfils the IEC 60945 marine standards to
ensure the highest quality for on board safety
communication equipment. The special red colour of the
radio ensures that the dedicated purpose and use of the
radio is not violated.
 6. SOFTWARE SIMULATION
A software simulation was carried out using different
various software since GMDSS consist of satellite and
terrestrial equipment. Software used includes: Vox Maris
GMDSS simulator, GMDSS simulator-PC maritime,
GMDSS Radio simulator, Iridium GO and Ship Security
Tracking Simulator. The simulation was carried out on
selected concepts and finally GMDSS Next Generation
equipment were chosen, as shown in table 2 below. The
basic concept for the simulation was to prove the
performance and the communication boundaries between
coastal earth station and ship station navigating in
different geographic areas. The location in which the ship
navigating to can be manually set through GPS co-
ordinates.
These software provide accurately imitate actual ship-to-
ship communications and ship-to-shore stations using
highly realistic simulated terrestrial and satellite
communication systems. The users and the designers gain
the solid information about the correct operation of
variety of GMDSS equipment for distress and general
communications the software emulates recognized
GMDSS equipment produced by different manufacturers.
The following actions was carried out on the GMDSS
simulator:
 DSC calls between workstations in automatic and
semi-automatic modes (with participation of
instructor).
 Conducting RT and NBDP traffic between
workstations, imitation of MSI promulgation via
SafetyNet, NAVTEX and on HF NBDP.
 GMDSS operation from main and reserve
batteries.
 Conducting INMARSAT-C communications
between ship-to-shore station and shore-to-ship
communication using satellite.
 Carry out DSC alerting simulation from ship-to-
shore and from shore-to-ship station
 Setting ships positions, selecting coastal stations
and displaying on charts, managing equipment
status (working/ or broken down) on the slave
workstations.
 Creating scripts on Instructor station with ships
position, equipment set-up and typical tasks.
 Transfer of tasks or scripts to slave workstations,
with an opportunity of repeated viewing of text
messages.
 Instructor workstation monitoring of slave
workstation dialogues.
 Provide simulation of ship security alerting
between workstations.
 Provide simulation of iridium communications
and DSC alerting.
 Carry out simulation of iridium satellite and
satellite network.
For the software simulation for run a local area network
(LAN) with a minimum of two computers and server had
to be configured and connected through a network switch.
One computer act as the costal earth radio station and
another one act as mobile ship station. A software
installation through a network allows each workstation to
exchanges a virtual audio, email, SMS, telex etc.
7. RESULTS AND DISCUSSION
7.1. Simulation Results
The Iridium GMDSS Terminal is a flexible equipment
that provide all in one GMDSS services. The Iridium
coverage covers the whole earth with number of backup
satellites. It provides integrity and consistence of
GMDSS with less cost.
Iridium is unlike the old age INMASART system which
provide services only between the latitudes of 70 ̊ N and
70 ̊ S. This means that all the ships operating in A4 Sea
Areas cannot use INMARSAT-C, SSAS and LRIT.
INMARSAT-C system has 4 Geostationary Satellite in
operation, so should maintenance of any satellite carried
out the GMDSS system will be affected as vessels
navigating at the footprint of that satellite will have no
INMARSAT coverage.
Therefore, GMDSS next generation replaces:
INMASART from GMDSS by Iridium GMDSS
Terminal. SSAS and LRIT must be incorporated on the
Iridium. This is an amazing upgrade as it accommodates
all the ships sailing in different Sea Operational Areas.
In the next generation a set of VHF/UHF hand held
radiotelephone intended for firefighting is introduced and
will be deployed on board ocean going vessels. These
radios must be type approved to meet GMDSS standards EQUIPMENT A1 A2 A3 A4
and fireproofed. VHF band of the radio is to receive SEA SEA SEA SEA
distress and rescue communications at associated marine AREA AREA AREA AREA
Primary VHF with X X X X
channels, whilst UHF band is for on board DSC function
communication during firefighting. UHF band has the Secondary VHF
following advantages over VHF band on board: with DSC
function
o Better Squelch when receiving 4x VHF portable X X X X
o Better signal to noise ratio radiotelephone for
o Better noise interference Search and
o Better sound quality Rescue operations
4x Sealed X X X X
o Low power consumption
batteries reserved
o Better thermal noise for VHF portable
radiotelephone
4x UHF portable X X X X
In GMDSS next generation a set of VHF portable RT firefighting
radiotelephone already deployed on board (intended for (x2) Radar SART X X X X
search and rescue operations) need to be type approved to or AIS SART (x4)
meet GMDSS standards and waterproofed. The radio for vessels over
telephones must undergo annual GMDSS testing and 500GT
NAVTEX X X X X
verified that they are capable of receiving and
Receiver
transmitting in marine distress communications and ECG X X X x
search and rescue channels. Receiver(beyond
NAVTEX range)
The intentions of GMDSS Next Generation is to ensure
EPIRB X X X X
100% safety of life at sea. To ensure accurate locating
device GPS-EPIRB must be fitted in all compliant vessels (x3) VHF portable X X X X
navigating at sea. This will enable efficient search and (x4) for vessels>
500GT)
rescue operation to find the vessel in distress at a minimal MF/HF RT with X X X
time. DSC function
7.2. GMDSS Next Generation Mandatory Equipment Iridium GMDSS X X X X
Requirements terminal
Stand-alone SSAS X X X X
All compulsory compliant vessel whilst navigating at sea
(Operated by
should comply with the following mandatory equipment Iridium)
carrying requirements as represented by the table below. Stand-alone LRIT X X X X
This include the Costal Radio Stations (CRS) and Marine (Operated by
Rescue Coordination Centres (MRCC) compliant with Iridium)
GMDSS. The above will apply to all vessels that will be X-Band RADAR X X X X
built as from the year GMDSS Next Generation to be
launched. For the vessel their key already laid down the Table 2: GMDSS next generation compulsory
current GMDSS system will be applicable and marine equipment
electronic companies supplying spare parts will be As shown in table above, GMDSS next generation
advised to comply and adjust to the news changes of the requires all compliant ships whilst navigating at sea
GMDSS system. This is possible by replenishing all the (including fishing boats, yacht, tugs, cargo ships,
equipment not complying with the system. Note that, passenger ships, etc.) to be fitted with a 2 set of short
ships already built will not be affected, but the new ships range communication radiotelephone (primary and
to be built as from the date GMDSS launched will need secondary VHF Radio telephones) capable of
to comply. The concept is to improve safety of life at sea transmitting and receiving DSC call on Channel 70 and
with less cost.
radiotelephone minimum Channel 06, 13 and 16. The
installation of the power of these two set of VHF
radiotelephone should be in such a way that each VHF
radiotelephone can be powered independently and
separately, and capable of performing all functions and
capable of maintaining a continuous DSC watch on VHF
Channel 70. These requirements also apply to the Coastal
Radio Station and Marine Rescue Coordination Centres
responsible for distress communications.
GMDSS next generation requires all compliant ships
whilst navigating at sea to carry 4 set of handheld VHF
radio telephones capable of receiving and transmitting
distress communication in Channel 16 and scanning
Marine Rescue channel as shown in ANNEXURE E. The
primary purpose for the 4 set of handheld VHF
radiotelephone is for communication during rescue
operations. These radiotelephone as they are portable
should be powered with batteries and able to operate at
least 4 hours in maximum operation. GMDSS next
generation also add 4 set of sealed batteries for the same
handheld VHF radio to be carried on board as the backup
batteries.
GMDSS next generation introduces 4 set of UHF portable
radiotelephone to be used on board firefighting. The
system permit any brand of UHF portable radiotelephone
which is IMO approved and while marked and able to
receive and transmit distress communication in channel
16, transmit and receive safety announcement and
communications in associated safety channels as shown
in ANNEXURE E. UHF radiotelephone should to
fireproofed and undergone annual testing for its integrity
by approved radio company.
GMDSS next generation requires all compliant ships
whilst navigating at sea with regardless of their
international voyages to carry a minimum of 2 SART
locating beacon, a minimum of 4 SART locating beacon
for all vessels over 500GT. Search and Rescue locating
device capable of operating either in 9 GHz band or on
frequencies dedicated for Automatic Identification
System (AIS).
GMDSS next generation requires all compliant ships
whilst navigating at sea to be fitted with NAVTEX
Receiver able to receive weather, navigational and
meteorological warnings from NAVTEX broadcasting
station if the vessel engaged on the voyage within
coverage area of that NAVTEX transmitting station. The
NAVTEX to be integrated with ECDIS which displays on
the chat the dangerous areas and the detailed occurrence
of navigational warnings. In such areas beyond NAV
areas (including a satellite equipment able to receive ECG
messages to be installed in all compliant vessels whilst
navigating at sea.
All compliant vessels navigating at sea to carry a radio
facility for reception of Maritime Safety Information
(MSI) by the Iridium Enhanced Group Calling (ECG)
system if the vessel engaged on the voyage beyond
NAVTEX transmitting stations as shown in
ANNEXURE B.
GMDSS next generation requires all compliant ships
whilst navigating at sea to be fitted with GPS-EPIRB
approved by IMO, capable of transmitting DISTRESS
alerting to Coastal Radio Stations and Marine Rescue
Coordination Centres using COSPAS satellite system.
The EPIRB must be able to transmit distress alerting at
406 MHz and with a homing frequency of 121MHz. The
EPIRB must undergo GMDSS annual testing by
approved service company and also undergo shore base
maintenance in accordance with IMO MSC/Circ. 1040,
as documented in Orolia Ltd leaflet 82-1040.
GMDSS next generation requires all compliant ships
engaging voyage beyond A1 Sea Area (which is A2, A3
and A4 Sea areas) to be fitted with a high range terrestrial
radiotelephone (MF/HF RT) capable of sending and
receiving DSC call from and to Coastal Radio Station.
GMDSS next generation requires all compliant ships
whilst navigating at sea to be fitted with Iridium satellite
equipment capable of sending and receive distress alert to
and from coastal radio station and RMCC through
Iridium Low Earth Orbiting satellite. Iridium terminal
should be able to support text, email, and voice through
satellite phone.
X-Band radar system capable of transmitting at 9GHz and
to locate SART transmission in search and rescue
operation. X-Band radar should be powered by mains
ship energy, emergency and GMDSS primary batteries.
 8. CONCLUSION
Twelve Seven years have passed since the time when the
Global Maritime Distress and Safety System (GMDSS)
became introduced. Planning for the GMDSS started
more than 27 years ago, so elements of it have been in
place for many years.
There have been numerous advances in the use of
maritime radiocommunication to maritime safety,
security and environmental protection during this period.
But now there are some outdated GMDSS equipment and
systems or the ones that have rarely or never been used in
practice.
On the other hand, there are a lot of new digital and
information technologies. Not only in the Writer’s
opinion, the time is suitable to start the wide discussion
on what the real condition and needs of the marine
radiocommunication are. In this research project it is
necessary first to identify real user needs and secondly to
realize that the transformation of the maritime
radiocommunication should not be driven by technical
requirements. In addition, it is necessary to ensure that
man-machine-interface and the human element will be
taken into account including the training of personnel. In
this regard, the GMDSS Next Generation should retain
most features of the current system. The lessons learnt
from the original development and operation of GMDSS
should be taken into account in the modification of
GMDSS as well.
Furthermore, a systematic process is needed to review
and modify the GMDSS to ensure it remains modern and
fully responsive to changes in requirements and
evolutions of technology and it will meet the expected e-
navigation requirements. Therefore, a basic idea is that a
mechanism for continuous evolution of the GMDSS in a
systematic way should be created.
At the beginning, for synchronization of this work a work
plan for the process of the review and modernization of
the GMDSS should be established, taking into account
the above-mentioned issues. Lastly, it should be noted
that a key to the success of the review and modernization
process is not only that the work is completed on time,
but also that it has the flexibility to implement changes
ahead of plan. In addition to the above it should be noted
that the Sub-Committee on radiocommunications and
search and rescue (COMSAR) since it’s last session in
12-16 March 2012 (COMSAR 16) has started work on
issue “the Scoping Exercise to establish the need for a
review of the elements and procedures of the GMDSS”.
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