Marine Telecommunications

Marine telecommunications evolved from the development of the telegraph. The earliest telegraph was an optical one invented by a Frenchman, Claude Chappe, involving the use of semaphore relays. Chappe built an operational system for the French authorities in 1793.

Before the 1840s, several experimental electric telegraphs were built in Europe, notably Great Britain as well as in North America. In 1844, Samuel Morse in America while William Fothergill Cooke and Charles Wheatstone in Britain successfully stage public demonstrations of the electric telegraphs. The early expansion of the electric telegraph was made possible by the railway network. In 1850, the first submarine cable for telegraphy was installed by Great Britain across the English Channel to France. Since then, many countries had followed suit including the first transatlantic installation. These initial undertakings ended in failure. Submarine cables installed in the late 1850s onwards made telegraph a thriving commercial operation worldwide. Thus, the rapid growth of the telegraph had internationalised telecommunications.

More than 30 years after the public demonstration of the electric telegraph, Alexander Graham Bell made a public demonstration of his invention, the telephone, in 1876 at the exhibition for the centenary of the United States in Philadelphia. By 1880, there were 30,000 telephones in use around the world.

In 1895, Guglielmo Marconi carried out some short distance radio signal transmission in Bologna Italy and the following year, a patent was filed in London. Thus, wireless telegraphy was invented, which was the first and earliest type of radio communication and became widely used in maritime purposes. It was Marconi supported by Lloyds in 1905 that established fixed international connections and sea communications. This was followed by voice transmission in 1906. By the 1920s, public radio broadcasting had become widespread.

With the growth of the telegraph, submarine cables remained the fast and reliable means of international communication until the advent of radio. During the late 1920s, the British’s Telegraph Construction and Maintenance developed lightweight coaxial cables, which were less susceptible to interference and can transmit more information (e.g., in 1866, the speed of transmission was 8 words per minute but by 1928 with coaxial cables, transmission rate was about 2,800 characters per minute). Then in the 1940s, submersible repeaters were developed, which enabled engineers to overcome the loss of signal strength over long cables and in the 1950s, the first transatlantic telephone cable was laid.

Scientific advancement and technological development, especially in computers after the Second World War led to expansive growth in telecommunication technologies and applications. Satellite telecommunications came into fore with the successful launching of the geostationary satellite Syncom 3 in August 1964 by the United States. Since then, a number of satellites such as TELSTAR, RELAY and EARLY BIRD (INTELSAT-1) were launched enhancing radiotelephony and television. In 1976 the MARISAT launched by the Communications Satellite Corporation (COMSAT) provided mobile services to the United States Navy and other maritime customers. In 1979, the International Maritime Organization sponsored the establishment of the International Maritime Satellite Organization (INMARSAT).

Satellite telecommunications are ideal for wide geographical coverage involving mobile or non-stationary users such as the shipping industry. The INMARSAT network of geostationary satellites provides such service. Although satellite communications have become dominant by the 1970s, the quality of information transmitted varies with atmospheric conditions. Development in fibre optic technology and its information carrying capacity opened new avenues for submarine cables. In 1988, the first transatlantic fibre optic cable was installed.

Today, the synergistic effects arising from the integration of computer technology with telecommunications have led to wide applications in business, public services and even at home as well as the growth of superhighway information network like the Internet and Marine Electronic Highway.

In the early years of the telegraph and radio communication, political and commercial interests necessitated the establishment of agreements on common rules to standardized equipment, adopt uniform operating instructions and common international tariff and accounting rules. Thus in 1865, the first International Telegraph Convention was signed in Paris by 20 European States and the International Telegraph Union was established. With the advancement of communication systems since that time, the Union changed its name in 1934 and now known as the International Telecommunication Union (ITU)

With the advent of radio communication, ITU instituted international radio regulations to deal with problems in telegraphy and telephony. Such regulations pertained to radio spectrum usage or allocations made on the basis of service type, or usage within particular frequency bands of the radio spectrum. Such usages cover fixed service like radio communication between specified fixed points (e.g., point-to-point high frequency communication, short-wave and microwave links), mobile radio (e.g., maritime and land mobile), radio navigation (e.g., aeronautical and maritime), space communications (e.g., telemetry, tracking and Earth-space communications), and standard frequency (i.e., radio transmission of specified frequencies for scientific and technical purposes). In general, these services are distributed in specific bands throughout the radio spectrum ranging from a few kilohertz to 40 gigahertz utilizing various modulation techniques (AM, FM, UHF and HF).

The regulations pertaining to the management of the radio spectrum and standardization are drawn up, expanded and revised in various radio conferences organized by ITU and are now known as the Radio Regulations.

In 1985, IMO initiated a study into a world-wide satellite position-fixing system for the safety of navigation and a report, Study of a World‑Wide Radionavigation System, was adopted by the IMO Assembly in 1989 (resolution A.666 (16).

The report gave a detailed summary of the different terrestrial-based radio navigation systems then in operation (Differential Omega, Loran-C, Chayka), and also the satellite systems which were being developed - Global Positioning System (GPS) Standard Positioning Service (SPS), which was being developed by the United States air force; and GLONASS (Global Navigation Satellite System), being developed by the then Soviet military (now managed for the Government of the Russian Federation by the Russian Space Agency.

The 1989 report said that it was not considered feasible for IMO to fund a world‑wide radionavigation system, so existing and planned systems provided and operated by Governments or organizations were studied to ascertain whether they could be recognized or accepted by IMO.

When a radio-navigation system is accepted by IMO, it means the system is regarded as capable of providing adequate position information and that the carriage of receiving equipment satisfies the relevant SOLAS requirements.

The report noted that shipborne receiving equipment should conform to the general requirements for navigational equipment in resolution A.574 (14) (later updated by A.694 (17) and that detailed requirements for receivers for GPS, differential GPS, GLONASS, differential GLONASS, Loran‑C, Chayka, Omega combined with differential Omega and Decca Navigator systems were available to manufacturers to enable them to construct the equipment

The report set operational requirements for world‑wide radionavigation systems: They should be general in nature and be capable of being met by a number of systems. All systems should be capable of being used by an unlimited number of ships. Accuracy should at least comply with the standards set out in resolution A.529 (13) Accuracy of Standards for Navigation.

The Global Positioning System (GPS) is a space-based three-dimensional positioning, three-dimensional velocity and time system that is operated for the Government of the United States by the United States Air Force. GPS achieved full operational capability (FOC) in 1995. The system will undergo a modernization programme between 2002 and 2010, when the performance of the system will be improved.

GPS is expected to be available for the foreseeable future, on a continuous, world‑wide basis and free of direct user fees. The United States expects to be able to provide at least six years notice prior to termination or elimination of GPS. This service, which is available on a non-discriminatory basis to all users has, since FOC, met accuracy requirements for general navigation with a horizontal position accuracy of 100 m (95%).

Accordingly, GPS has been recognized as a component of the World‑Wide Radionavigation System (WWRNS) for navigation use in waters other than harbour entrances and approaches and restricted waters.

Without augmentation, GPS accuracy does not meet the requirements for navigation in harbour entrances and approaches or restricted waters. GPS does not provide instantaneous warning of system malfunction. However, differential corrections can enhance accuracy (in limited geographic areas) to 10 m or less (95%) and also offer external integrity monitoring. Internal integrity provision is possible by autonomous integrity monitoring using redundantobservations from either GNSS or other (radio) navigation systems or both.

GLONASS (Global Navigation Satellite System) is a space-based three‑dimensional positioning, three-dimensional velocity and time system, which is managed for the Government of the Russian Federation by the Russian Space Agency.

GLONASS has been recognized as a component of the WWRNS. GLONASS was declared fully operational in 1996, and was declared to be operational at least until 2010 for unlimited civilian use on a long-term basis and to be free of direct-user fees. Early in 2000, the intended space segment was not fully available.

GLONASS is meant to provide long-term service for national and foreign civil users in accordance with existing commitments. When fully operational, the service will meet the requirements for general navigation with a horizontal position accuracy of 45 m (95%). Without augmentation, GLONASS accuracy is not suitable for navigation in harbour entrances and approaches.

GLONASS does not provide instantaneous warning of system malfunction. However, augmentation can greatly enhance both accuracy and integrity. Differential corrections can enhance accuracy to 10 m or less (95%) and offer external integrity monitoring. Internal integrity provision may be possible by using redundant observations from either GNSS or other (radio) navigation systems or both.

There are several initiatives to improve the accuracy and/or integrity of GPS and GLONASS by augmentation. The use of different differential correction signals for local augmentation of accuracy and integrity and RAIM (Receiver Autonomous Integrity Monitoring) are examples of such initiative. In addition, integrated receivers are already developed and in development, combining signals from GPS, GLONASS, LORAN-C and/or Chayka. Wide area augmentation systems (WAAS) are also being developed using differential correction signals from geostationary satellites such as EGNOS for Europe, WAAS for the United States and MSAS for Japan. Receivers for these augmentation systems are being developed.

The report was updated in 1995 by resolution A.815 (19), World-Wide Radionavigation system, which takes into account the requirements for general navigation of ships engaged on international voyages anywhere in the world, as well as the requirements of the Global Maritime Distress and Safety System (GMDSS) for the provision of position information.

The report states that provision of a radionavigation system is the responsibility of governments or organizations concerned and that these should inform IMO that the system is operational and available for use by merchant shipping while keeping IMO informed in good time of any changes that could affect the performance of shipborne receiving equipment.

Updated performance standards for Decca Navigator and Loran-C and Chayka receivers and performance standards for shipborne global positioning system (GPS) receiver equipment were also adopted in 1995. By then, GPS was fully operational, while GLONASS became fully operational in 1996.

IMO (and other users, such as civil aviation) has recognised the need for a future system to improve, replace or supplement GPS and GLONASS, which have shortcomings on integrity, availability, control and system life expectancy. As a result, IMO in 1997 adopted resolution A.860 (20) on Maritime Policy for a future Global Navigation Satellite System (GNSS)

The resolution set out IMO policy in terms of the maritime requirements for a future civil and internationally-controlled Global Navigation Satellite System (GNSS), to provide ships with navigational position-fixing throughout the world for general navigation, including navigation in harbour entrances and approaches and other waters in which navigation is restricted.

The resolution recognizes the need for a future civil and internationally-controlled global navigation satellite system (GNSS) to contribute to the provision of navigational position-fixing for maritime purposes throughout the world for general navigation, including navigation in harbour entrances and approaches and other waters in which navigation is restricted.

It notes that the maritime needs for a future GNSS are not restricted to general navigation only, requirements for other maritime applications should also be considered as the strict separation between general navigation and other navigation and positioning applications can not always be made, and the intermodal use of GNSS is expected to increase in the future.

It also highlights the need to identify early the maritime user requirements for a future GNSS to ensure that such requirements are taken into account in the development of such a system and recognizes the current work of the International Civil Aviation Organization (ICAO) on the aviation requirements for a future GNSS,

The revised policy notes that a Global Navigation Satellite System (GNSS) is a satellite system that provides world‑wide position, velocity and time determination for multi-modal use. It includes user receivers, one or more satellite constellations, ground segments and a control organization with facilities to monitor and control the world-wide conformity of the signals processed by the user receivers to pre-determined operational performance standards.

For maritime users IMO is the international organization that will recognize a GNSS as a system, which meets the carriage requirements for position-fixing equipment for a World‑Wide Radionavigation System (WWRNS).

The present satellite navigation systems are expected to be fully operational until at least the year 2010. Future GNSS(s) will improve, replace or supplement the present satellite navigation systems, which have shortcomings in regard to integrity, availability, control and system life expectancy.

Maritime users are expected to be only a small part of the very large group of users of a future GNSS. Land mobile users are potentially the largest group. Maritime users may not have the most demanding requirements.

Early identification of the maritime user requirements is intended to ensure that these requirements are considered in the development of future GNSS(s). However, as development of future GNSS(s) is presently only in a design stage, these requirements have been limited only to basic user requirements, without specifying the organizational structure and system architecture. The maritime requirements, as well as the Organization's recognition procedures, may need to be revised as a result of any subsequent developments.

There are currently two State-owned military-controlled satellite navigation systems are available for civilian use: GPS and GLONASS. These systems are mainly used in shipping, in aviation, and in land mobile transport; the systems are also used for hydrography, survey, timing, agricultural, construction and scientific purposes.

Within the overall context of radionavigation the developments concerning terrestrial systems must also be taken into consideration. DECCA is phased out in many countries and OMEGA was phased out in 1997. The future of the United States controlled LORAN-C networks is under consideration. However, the Russian Federation-controlled CHAYKA networks will not be considered for phasing out until at least the year 2010. Civil-controlled LORAN-C and LORAN-C/Chayka networks are in operation in the Far East, North-West Europe and other parts of the world, with plans for extension in some areas. A number of Loran-C and Chayka stations are transmitting on an experimental basis differential GPS correction.

A future GNSS should primarily serve the operational user requirements for general navigation. This includes navigation in harbour entrances and approaches, and other waters in which navigation is restricted.

A future GNSS should have the operational and institutional capability to meet additional area-specific requirements through local augmentation, if this capability is not otherwise provided. Augmentation provisions should be harmonised world‑wide to avoid the necessity of carrying more than one shipborne receiver or other devices.

A future GNSS should be reliable and of low user cost. With regard to the allocation and recovery of costs, a distinction should be made between maritime users that rely on the system for reasons of safety and those that additionally benefit from the system in commercial or economic terms. Also the interests of both shipping and the coastal States should be taken into consideration when dealing with allocation and recovery of costs.

Future GNSS(s) should meet the maritime user's operational requirements for general navigation, including navigation in harbour entrances and approaches and other waters where navigation is restricted.

Shipborne equipment for GNSS(s) should have a data interface capability with other shipborne equipment to provide and/or use information for navigation and positioning such as: ECDIS, AIS, the GMDSS, track control, VDR, ship heading and attitude indication and ship motion monitoring.

International civil organizations should have institutional structures and arrangements to enable (supervision of) the provision, operation, monitoring and control of the system(s) and/or service(s) to the predetermined requirements at minimum cost.

These requirements can be achieved either by the use of existing organization(s) or by the establishment of new organization(s). An organization can provide and operate the system by itself or monitor and control the service provider.

Shipborne receivers or other devices required for a future GNSS should, where practicable, be compatible with the shipborne receiver or other devices required for the present satellite navigation systems.

The resolution notes that the continuing involvement of IMO will be necessary and the maritime requirements of a future GNSS should be continually reassessed and updated on the basis of new developments and specific proposals. There should also be close contact with ICAO.

The ITU was established in 17 May 1865 based on the principle of cooperation between governments and the private sector. Since its founding, its role and operations have evolved to meet the dynamic development in telecommunications. In 1947, after the Second World War, ITU became a United Nations specialized agency and the following year, the headquarters of the organization were transferred from Bern to Geneva.

• To promote and enhance participation of entities and organizations in the activities of the Union, and to foster fruitful cooperation and partnership between them and Member States for the fulfilment of the overall objectives embodied in the purposes of the Union.

• To promote and offer technical assistance to developing countries in the field of telecommunications, and also to promote the mobilization of the material, human and financial resources needed to improve access to telecommunications services in such countries.

• To promote the development of technical facilities and their most efficient operation, with a view to improving the efficiency of telecommunication services, increasing their usefulness and making them, so far as possible, generally available to the public.

• To promote, at the international level, the adoption of a broader approach to the issues of telecommunications in the global information economy and society, by cooperating with other world and regional intergovernmental organizations and those non-governmental organizations concerned with telecommunications.

ITU comprises of a General Secretariat and three specialized sectors, namely, Radiocommunication (ITU-R), Tele-communication Standardization (ITU-T), and Telecommunication Development (ITU-D). Currently, there are 24 study groups spanning the Union’s three Sectors, which produce about 550 new or revised Recommendations each year. All ITU Recommendations are non-binding, voluntary agreements. ITU’s membership includes 189 Member States and more than 600 Sector Members representing entities with an interest in telecommunications to service provision, equipment manufacturing, network and radiocommunication infrastructure design and development.

With respect to the maritime industry, ITU through its Radiocommunication Sector developed guidelines on Maritime Mobile Service Identifies (MMSIs), which represent a vital component of the Global Maritime Distress and Safety System (GMDSS). The purpose of the identity is to identify the ship station over the radio path in the maritime mobile service. Complementary to this is the establishment of the Maritime Mobile Access and Retrieval System (MARS) by ITU. MARS is a database retrieval system that allows the maritime community to consult the current contents of the master ITU Ship station database, which contains ship station particulars (ship name, call-sign and MMSI) that are specified by the Radio Regulations.

Before 1984, most ships could not communicate with each other although they could receive a distress alert. At that time, the range of transmission on MF was only 150 miles so that ships beyond this distance from the nearest coastal station, it is essentially a ship-to-ship distress system.

The advent of satellite communication led the IMO to commence a study of maritime satellite communication with assistance from the International Radio Consultative Committee (CCIR) of ITU in 1972.

In 1976, IMO adopted the Convention on the Establishment of the International Maritime Satellite Organization (INMARSAT). In 1979, the Convention entered into force and INMARSAT became operational.

Also in 1979, the International Conference on Maritime Search and Rescue adopted the International Convention on Maritime Search and Rescue, 1979 (1979 SAR Convention), with the ultimate objective to establish a global plan for maritime search and rescue based on a framework of multilateral or bilateral agreements between neighbouring states on the provision of SAR services in coastal and adjacent ocean waters to achieve co-operation and mutual support in responding to distress incidents.

With the assistance of ITU, CCIR, other international organizations such as the World Meteorological Organization (WMO), the International Hydrographic Organization (IHO), INMARSAT and the COSPAS-SARSAT partners, IMO developed and proved the various equipment and techniques used in the global maritime distress and safety system (GMDSS). The ITU also established the appropriate regulatory framework for the implementation of the GMDSS.

INMARSAT became a limited company in April 1999 and serves a broad range of markets. Starting with a user base of 900 ships during the early 1980s, it now supports links for telephone, facsimile and data communications at up to 64 kbits/s to more than 210,000 ships, vehicles, aircrafts and portable terminals.

Present situation

General requirements

Transitional requirements