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1 INTRODUCTION

Terrestrial maritime radio communication system

using digital selective calling (DSC) during the

practical operation as the core part of the GMDSS

revealed obvious imperfections for the user - the

officer of the watch (OOW) of a marine vessel.

Evident shortcomings of DSC were noted from the

first years of the GMDSS operation to the present [7, 8,

11]. The complexity of DSC operational procedures,

the choice of frequencies and the variety of transceiver

control panels evidently do not contribute to the

correct implementation of radio communication

procedures by the OOW, and often leads to neglecting

the DSC at all. Attempts to correct the situation within

the framework of improving only the DSC equipment

(enlarged screen, soft keys, scroll handles) did not

give much result.

The idea of radically improvements DSC interface

on the base of integration communication and

navigation equipment was suggested first in [8]. This

suggestion is fully compatible with the E-navigation

strategic direction which (that) envisages further

development of means of radiocommunication and

navigation on the base of their integration (on the

platform of Integrated Navigation System (INS)) and

the implementation of modern digital information

technologies in navigation.

In fact in document “First draft of revision of

resolution A.806 (19)” [11] the improvements of

MF/HF DSC were suggested to be provided in the

frame of E-navigation concept.

SMART Digital Selective Calling User Interface on the

Base of Integration Maritime Navigation and

Radiocommunication Equipment

V.M. Koshevyy, V.I. Konovets & O.V. Shyshkin

National University „Odessa Maritime Academy”, Odessa, Ukraine

ABSTRACT: High level solution S4 of the IMO E-navigation Strategy Implementation Plan provides integration

and presentation of available information in graphical displays received via communication equipment. At the

same time, the problem of the correct application of digital selective calling (DSC) operational procedures in

navigation practice has existed since the introduction of the GMDSS and requires a solution. This problem may

be resolved on the base of integration maritime navigation and radiocommunication equipment. The article

proposes approach for practical realization of this integration by implementing a SMART (specific, measurable,

assignable, realistic, and timely) DSC interface within S4. Using this approach the practical realisation

integration of AIS – DSC – Information display was implemented. It makes possible implementation of user-

friendly human-machine interface (HMI) for navigator. An experimental prototype of communication graphical

interface is designed, which allows effective decision-making on radio communication control/monitoring. The

use IEC 61162-1/2 (Maritime navigation and radiocommunication equipment – Digital interfaces) data transfer

provides standard inter-module connections and eliminates the negative impact of the equipment diversity

from different manufacturers by means uniform HMI implementation.

http://www.transnav.eu

the International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 15

Number 2

June 2021

DOI: 10.12716/1001.15.02.03

292

Particularly Germany [11] proposes to implement

a simple process to connect station based on the DSC

protocol, namely:

“4.2 The equipment should provide a standard

interface to enable the selections of frequencies and

setting of MMSI to be called from remote control unit

(e.g. INS) by using standardized interfaces.

4.3 A function to establish a connection between

stations of the mobile maritime service by simple

means using DSC should be implemented.”

It was recalled that the Strategy for the

Development and Implementation of E-navigation

approved by MSC 85 provided for specific High-level

needs for robust communication and data and system

integrity. It was anticipated that these requirements

would be applied for VHF, MF, HF and satellite

technologies, as well as onboard networks capable of

effectively integrating onboard E-navigation systems.

From the E-navigation concept’s perspective the

relevant devices within the ship environment with

sensors and applications should be connected to the

INS.

This paper presents analyse of documents and

existing standards concerning INS and Integrated

Communication Systems (ICS) and some practical

results on AIS – DSC – Information display

integration and joint processing of AIS and DSC data

using standardized data exchange interface of IEC

61162 series.

2 INTEGRATED NAVIGATION AND

COMMUNICATION SYSTEMS

Integrating of data received via communication

equipment into the integrated navigation system

makes it possible to optimize control of a vessel and to

avoid possible misses and incorrect decisions by the

navigator.

Implementation of IMO’s E-navigation strategy

leads to a larger variety higher volume of information

and increased information exchange. Consequently

there is a need to handle information more efficiently

in standardized way on the base a common data

structure.

At MSC 95, it was approved that a planned output

on “Additional modules to the revised performance

standards for INS (Resolution MSC 252(83)) related to

the Harmonization of Bridge design and display of

information; “the development of draft Guidelines for

the harmonized display of navigation information

received via communication equipment” and

“Guidelines on standardized modes of operation” be

included in the High-level action plan as items

consequently 5.2.6.1, 5.2.6.2.

IMO E-navigation Strategy Implementation Plan

(SIP) [13] provides particularly solution S4 which is

focused on “Integration and presentation of available

information on graphical displays INS, received via

communication equipment” and sub-solution S 4.1.2

“Standardized interfaces for data exchange should be

developed to support transfer of information from

communications equipment to navigational systems

(INS)”.

IMO has summarized the practical shipboard user

needs, which are expressed in a desire for greater

standardization of functionality for navigation

displays (human-machine interface) [13].

In documents NCSR 3/6/1 (Submitted by China)

and NCSR 3/6/2 (Submitted by Norway) were

provided proposals to the new modules to the

Performance standards for INS.

The last revision of the Performance standard for

INS made the performance standards modular. That

gets the possibility for any new facility to be added to

the performance standards by adding appropriate

module for that facility. The modular concept of INS

Performance standards provides provisions for

individual configurations and extensions by adding

new modules with new demands and standards as the

industry and technology develop new systems. It is

important both for integration of the navigation safety

related information received via communication

equipment into INS and for the information exchange

between ships (ships–shore, shore–ships) on the base

of integration navigation and communication

equipment and both of which are directly connected

with implementation of High level solution S4 of the

SIP.

A new module on display of information will

ensure that the INS can display the information

received via communications equipment. This module

will outline the standardized interfaces for data

exchange to support transfer of information from

communication equipment to an INS interface so that

information received via such equipment can be

processed, filtered, routed and displayed on the

navigational system. This module should take in to

account the new guidelines being drafted for the

harmonized display of navigation information

received by communications equipment. The added

new modules for the purposes of information

exchange must contain a dedicated gateway

supported two way connections between navigation

equipment and communication equipment

(NCSR3/6/1). Information display (Conning display)

should to bring all the relevant and important

information for conning the ship to one place –

Information display (NCSR 3/6/2).

Report of the Correspondence Group on the

Development of additional modules to Performance

Standards for Integrated Navigation System (INS) was

presented in document NCSR 4/7. First draft of the

Guidelines for the harmonized display of navigation

information received via communication equipment

was given in document NCSR 4/8 [9]. These

Guidelines identify human factors principles relevant

to the display of information to ensure effective

situational awareness and assessment. In documents

NCSR 4/7 (annex 2) and NCSR 4/8 [9] (annex) also

there were pointed out communication

equipment/systems, which may be interfaced with an

INS including VHF/MF/HF DSC in the frame of E-

navigation concept. More over as it is pointed in

document NCSR 4/7 “the data exchange and interface

requirement in module F should support two-way

communication between INS and communication

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equipment/systems”. Additional symbols for possible

addition to SN.1/Circ.243/Rev.1, including symbols

for the purposes of two-way DSC linking were

represented in document NCSR 4/8 [15], annex

(appendix), and see also [5]. In document NCSR 4/7/1

a proposal of providing two-way connection of

communication equipment, including VHF DSC

controller, with INS through the Information display

was considered.

E-navigation concept is supposed to simplify the

exchange of information between ships, as well

between ships and shore by means effective, user-

friendly tools with human factor principles

consideration (MSC 95/19/8). This solution must be

based on agreed guidelines.

In document NCSR 5/6/1 [10] the drafting of

Guidelines for integration and presentation of

available navigation-related information exchange

provided via communication equipment by means of

interfacing VHF/MF/HF DSC with an Information

display (Conning display) was proposed. This

display, in turn, is integrated within an INS (including

AIS, ECDIS, and satellite AIS). All actions on

information exchange by means of DSC are performed

using software of the Information display on the base

of standardization of DSC interface using the common

communication protocol for VHF DSC controller as

well as MF/HF DSC controller.

It is very convenient to use system which contain

all three DSC controllers together for practical

realisation those standardized DSC interface. As

reported in document NCSR 2/22/4 International

Electrotechnical Commission (IEC) informed that a

new standard was being developed – IEC 62940:

Integrated communication system (ICS) [6]. This

standard would specify HMI to allow operation of the

communication equipment designed so that it can be

made available on a bridge workstation dedicated to

communications with multi-function display which

combined interfaces of different kind of

communications by itself for remote control purposes.

ICS [6] would be used for supplying the information

to Information Display (Conning display) INS for the

purposes of two-way information exchange between

DSC controllers, including in ICS, and Information

Display of INS. But this ICS by itself can’t be

integrated with INS because standard [6] isn’t

destined for the interaction with electronic chart

contained in Information display of INS. For this

purpose special interfacing module should be added

to ICS [6], including hardware and software parts.

In document NCSR 3/6 (Submitted by the IEC) IEC

proposes a new edition of IEC 61162-1 (Maritime

navigation and radiocommunication equipment and

systems-Digital interfaces - Part 1: Single talker and

multiple listeners) for the purpose to display

information received via communication equipment,

using standardized interfaces.

Existence of such standards created all pre-

conditions for development and design appropriate

module for two way transfer information between ICS

[6] and INS and creation integrated communication

and navigation system with predetermined good user

properties. And it isn’t ICS system, but new system

which we call “SMART” system. This term at first was

used for the MF/HF DSC with good properties in

document COMSAR 15/INF.3 (Submitted by Nautical

Institute). Besides ICS would be used for supplying

the information MSI to Information Display (Conning

display) INS from Satellite Communication System

(Enhanced group call service in the case of the

Inmarsat system, and SafetyCast service in the case of

Iridium system), from NAVTEX receiver, from MF/HF

MSI service.

It is essential that the method of forming/viewing

calls on the base ICS will be preserved as a

supplementary means to the automatic method of

forming/viewing calls in the integrated navigation

and communication equipment system on the base of

platform INS, when is something wrong with soft of

INS. Distress calls will be sent both by means

integrated into INS with the its modernized module C

for the requirements of the Alert management, and by

means of ICS [6]. It is important to be noted, that all

systems, sources and sensors, incorporated sensors

connected to the INS should be part of the alert

management (MSC.252 (83), paragraph 26.1.1).

With consideration the fact that not every ship may

be equipped by the ICS it was worked out another

variant integrated system without ICS for

investigation purpose. It includes VHF RT/DSC,

interfacing module for integration with INS

(including AIS and Information Display). Both

variants are investigated in this article.

The importance of the further development of

standardized interfaces for data exchange used on

board (IEC 61162 series) to support transfer of

information from communication equipment to

navigation systems, including appropriate firewalls

for information security (IEC 61162-450 and IEC

61162-460), is also highlighted. Obviously, the same

desires are applicable to radio communication

systems.

The core of proposal [8] to improve the DSC

communication interface lies in the joint AIS and DSC

data processing by means using a graphical display

for AIS targets mapping and implementing DSC

control/monitoring directly from the graphical

interface. Initially, it was planned to use the Electronic

Chart Display and Information System (ECDIS)

display for that mapping [12], however, the ECDIS is

quite loaded with navigation tasks and the additional

function can degrade the performance of these tasks.

Therefore, it was proposed to use additional

information (conning) display for graphical interface

in order to control the DSC communication [10]. It is

supposed that the information display for

control/monitoring DSC communication shall be

included in the INS according draft [11].

Industrial standard [6] defines ICS as “a system in

which individual radiocommunication equipment and

installations are used as subsystems, i.e. without the

need for their own control units, providing outputs to

and accepting inputs from a communications human

machine interface (COM-HMI)”. The COM-HMI is

designed so that it can be made available on a bridge

workstation either dedicated to communications or as

part of a multi-function display. ICS is based on using

Lightweight Ethernet (LWE) official standard [5],

which supports high speed data transfers between

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shipboard navigation and radiocommunication

equipment (ECDIS, Radar, VDR) as well as existing

interface standards IEC 61162-1/2. The example of

LWE network designing for INS with connected IEC

61162-1/2 devices is given in Figure 1.

Figure 1. Integrated communication system. Logical

connections

Connected devices plays role of sensors or

transducers, sensor when the radio module operates

in the receiving mode and transducer in the

transmitting mode. It is important that radio modules

are controlled/monitored remotely from information

display without mechanical knob operations and

visualization using front panel but by means graphical

user interface (GUI) and standard IEC 61162-1/2

sentences for control/monitor.

The first known example of integrated radio

communication system (IRCS) IZUMI-900A allowed

control/monitor radio communication blocks VHF

DSC (JHS-32), MF/HF DSC (JSS-800), ship Earth

stations Inmarsat-C (JUE-75) and Inmarsat-A (JUE-45),

and Navtex receiver (NCR-300A) from the general

display (Figure 2). The external radio blocks were

connected to the workstation through proprietary not

standardized inter-modular communication

interfaces. IRCS in such embodiment presented a

single complex, not meeting the principles of modular

design, with easily replaceable modules that use

standardized inter-modules interfaces. The rigid

structure of the complex did not provide any

replacement/addition of radio modules and updating

the software.

Standard [6] defines ICS as “a system in which

individual radiocommunication equipment and

installations are used as subsystems, i.e. without the

need for their own control units, providing outputs to

and accepting inputs from a communications human

machine interface (COM-HMI)”. Standard directly

specifies the use of a new Lightweight Ethernet (LWE)

and Internet Protocol (IP) as an official standard for

high speed communication between shipboard

navigation and radiocommunication equipment [4].

This choice reflects a general trend with a convergence

to Ethernet-like technologies everywhere [1]. IP is also

closely related to Ethernet, and the combination of

Ethernet and IP is a de facto standard for ubiquitous

emerging networked systems, for domestic as well as

industrial use. The LWE standard provides

compatibility with widely used NMEA-0183 (IEC

61162-1/2) and is equally suitable for transferring

large files at high speeds.

Figure 2. ICRS IZUMI-900A. Control display

Example of ICS on the base of LWE is given in

Figure 3. The ISC network is designed primarily to

work with devices directly supporting bidirectional

LWE connection. Radio modules No.1 and No.3 are

shown with IEC 61162-450 interface to the ICS

network by solid blue lines.

Radio modules No. N and No. 2 are shown with

options by dashed lines for using either an IEC 61162-

450 or an IEC 61162-1 connection to the ICS. If an IEC

61162-1 connection is used, it is transformed to IEC

61162-450 by the appropriate converter.

Figure 3. Integrated communication system [6]

Remote monitoring/control is carried out from two

displays (control panel) main and backup. Redundant

communication links between control panel and radio

modules are provided in case of network failure.

The international standard IEC 61097-3 [3]

includes significant innovations in relation to remote

control of radio communications, in particular, new

sentences (Annex N) have been added to support DSC

remote control in connection with the introduction of

automatic procedures for controlling radio

communications. In particularly, it is noted that “It

295

(remote control) allows for the integration between

radio and navigation equipment in the way that

multiple automated procedures including subsequent

communication can be handled on, for example, an

ECDIS using compliant DSC radios”.

The European standard [2] provides an interface

for external control of DSC equipment. It is obviously

that the interface for remote control of DSC

equipment will be detailed in the announced in this

standard series Part 8: Enabling Remote Control of

DSC Radio Equipment, which is currently in its final

stages.

It is expected that the maritime radio

communications equipment market will respond on

the existing de facto standards for remote control by

the release of shipborn communication modules

supporting IEC 61162 family interfaces.

ICS standard [6] foresees connection of automatic

identification system (AIS) but only for optional

mode. If interconnection with AIS is provided, the ICS

shall be capable display safety-related notices, send

and receive broadcast and addressed AIS safety-

related messages and correlate distress information

received by DSC with available information received

via AIS channels. So AIS connection to ICS

information is not used here to improve DSC

monitoring/control and AIS connection doesn’t use

the abilities of "true" AIS – DSC integration that gives

an additional quality not inherent the separated

systems.

3 AIS – DSC INTEGRATION AND DATA FUSION

Experimental complex of the integrated DSC - AIS

system and DSC remote control/monitoring using

SMART (from specific, measurable, assignable,

realistic, and time-related [18]) graphical user

interface is carried out on the basis of the free

software OpenCPN [14]. It includes maritime devices:

GPS receiver AIS transponder, VHF DSC transceiver

ICOM M330, notebook with OS Windows10.

The project did not have the goal of creating an ICS

with all the mandatory functions, but was aimed only

at implementing VHF the DSC control/monitoring

functions using a graphical display and information

exchange in the IEC 61162-1 standard [4].

The ICOM M330 radio of class D was used as a

VHF DSC transceiver. Class D equipment is intended

to provide minimum facilities for VHF DSC distress,

urgency and safety as well as routing calling and

reception, not necessarily in full accordance with IMO

GMDSS carriage requirements for VHF installations.

This radio supports DSC remote control to the extent

specified for Class D equipment.

The operation of the GUI is described in the

following scenario: Motor vessel A is calling motor

vessel B using DSC on channel 70 VHF with

parameters individual, routine, acknowledge

requested (Figure 4). This type of DSC seems to be the

most commonly used in maritime practice.

Navigational safety largely depends on its correct and

prompt execution, especially in urgent situations and

difficult weather conditions.

Figure 4. Additional marks in the DSC graphical interface.

M/v A – the calling ship; m/v B – the ship to be called

To make a call ship A selects an AIS target (step 1)

and broadcasts DSC on the air. In this case, the

working channel is pre-set, for example, Ch77. A

mark 1 appears in the form of corners and a tube

(hereinafter mark 1) over the selected AIS target in

accordance with the draft of Norway and IHO [9].

Receiving DSC by vessel B results in the formation

of a flashing call mark 2 with two handsets

(hereinafter mark 2), also in accordance with the

document [9]. Upon receipt of DSC, the VHF

transceiver of vessel B outputs a DSC command

containing the MMSI of the calling vessel. The current

list of AIS targets contains the MMSI of active targets

based on received position reports from vessels within

the AIS range [17]. The ship's MMSI is necessarily

included in the position report and is coded with 30

bits, just like in the DSC system. The MMSI received

on the DSC channel is correlated with the MMSI of the

AIS target list. If it coincides, the DSC and AIS data

are combined and a flashing mark 2 is formed on the

information display screen at step 2 over the AIS

target of the calling vessel at the point with the AIS

vessel coordinates.

Vessel B makes DSC acknowledgment (step 3),

after which mark 2 disappears.

Receiving acknowledgment by the vessel A in step

4 changes mark 1 into flashing mode. In this case, the

call is processed according to the same algorithm as

on ship B when receiving the initial call.

Vessel A looks through the acknowledgment call

and opens the radio exchange on the working

channel. The flashing mark 1 disappears (step 5).

The above radio handshake protocol is fully

compliant with Recommendations [15, 16] for

individual calls with routine priority.

The screen shots of the information display are

shown in Figures 5, 6. The San Francisco Belle ship

calls the Golden Gate ship. Available information

received through the AIS channels on the called vessel

is displayed on the right (Figure 5).

The screen shot of the display on the Golden Gate

vessel upon receiving a call looks as shown in Figure

6. AIS calling target (San Francisco Belle) is

surrounded by a flashing double tube marker. The

available AIS information on the vessel is also

displayed.

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Figure 5. Screen shot of the AIS/DSC GUI window in AIS

mode. M/v Golden Gate is the vessel to be called

Figure 6. Screen shot of the AIS/DSC GUI window in AIS

mode. M/v San Francisco Belle calling me

Figure 7. Screen shot of the AIS/DSC GUI window in AIS

mode. Additional information to be entered if needed and

log of the transmitted/received calls

An individual, routine ship-to-ship call can be

implemented through the GUI without any additional

manual data entry operations, such as MMSI

inputting. All actions are intuitively understandable

and are performed promptly against the background

of the general navigation situation and the availability

of the data necessary for decisions making without

handling other means of navigation. SMART interface

realizes the quick establishment of address

radiotelephony exchange in urgent situations with full

compliance with all procedures using DSC.

The menu for selecting/setting parameters of the

DSC technical format is used for making other types

of calls, for example, "all ships", distress relay, etc.

(Figure 7). At the bottom of the screen shot, the

current log of all processed calls is optionally shown.

This menu can be optimized to a standardized form

without being tied to the instrument control of

equipment from different manufacturers, and

recommendations for using simple terminology when

composing DSC messages [15].

4 CONCLUSION

The implementation of E-navigation opens up

perspectives for improving navigation and radio

communication systems. The existing problem of DSC

operation is determined by its impracticality in ship

conditions and can be solved by joint processing of

AIS and DSC data and implementation of a graphical

interface for radio communication control and

monitoring.

Existing standards and guidelines technically

allow remote control of radio modules in the IEC

61162 family standard, avoiding the problem of

inconvenience and diversity of transceiver keyboards

from different manufacturers.

The designed experimental example of the

integrated system AIS - DSC - Information display

demonstrated the advantages and technical feasibility

of implementation within the framework of existing

standards, and also identified problematic issues

related to the implementation of automated

procedures for simplified operation in shipborne

equipment.

The creation of a friendly graphical SMART

control interface based on AIS - DSC integration also

contributes to the harmonization of maritime

radiocommunication handling. The issues of the

maritime COM-HMI can be solved by introducing

appropriate additional modules within Integrated

Navigation System.

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