Commission Regulation (EC) No 415/2007 of 13 March 2007 concerning the technical specifications for vessel tracking and tracing systems referred to in Article 5 of Directive 2005/44/EC of the European Parliament and of the Council on harmonised river information services (RIS) on inland waterways in the Community
Date: 2007-03-13
Institutions: European Commission
Subjects: exchange of information, harmonisation of standards, information network, information technology, inland waterway shipping, inland waterway transport, navigation aid, network of navigable waterways, service, technical specification

23.4.2007

EN

Official Journal of the European Union

L 105/35

COMMISSION REGULATION (EC) No 415/2007

of 13 March 2007

concerning the technical specifications for vessel tracking and tracing systems referred to in Article 5
of Directive 2005/44/EC of the European Parliament and of the Council on harmonised river
information services (RIS) on inland waterways in the Community

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Commu-
nity,

the European
Having regard to Directive 2005/44/EC of
Parliament and of
the Council of 7 September 2005 on
harmonised river information services (RIS) on inland waterways
in the Community (1), and in particular Article 5 thereof,

Whereas:

(1)

(2)

(3)

(4)

(5)

In accordance with Article 1(2) of Directive 2005/44/EC,
RIS shall be developed and implemented in a harmonised,
interoperable and open way.

In accordance with Article 5 of Directive 2005/44/EC,
technical specifications for vessel
tracking and tracing
systems shall be defined.

The technical specifications for vessel tracking and tracing
systems shall be based on technical principles set out in
Annex II to the Directive.

the Directive,

In accordance with Article 1(2) of
the
technical specifications shall take due account of the work
carried out by international organisations. Continuity shall
be ensured with other modal traffic management services,
in particular maritime vessel
traffic management and
information services.

They shall take further due account of the work carried out
by the expert group on vessel tacking and tracing which is
composed of representatives of the competent authorities
tracking and tracing
for the implementation of vessel

systems, and official members from other governmental
bodies and observers from the industry.

(6)

(7)

(8)

The technical specifications, which are the subject of this
Regulation, correspond to the current state of the art.
Experiences gained from the application of Directive
2005/44/EC as well as future technical progress may make
it necessary to amend the technical specifications in
accordance
Directive
2005/44/EC. Amendments to the technical specifications
shall take due account of the work carried out by the expert
group on vessel tracking and tracing.

Article

with

5(2)

of

The draft technical specifications have been examined by
the Committee referred to in Article 11 of Directive
2005/44/EC.

The measures provided for
in this Regulation are in
accordance with the opinion of the Committee referred to
in Article 11 of Directive 2005/44/EC,

HAS ADOPTED THIS REGUALTION:

Article 1

This Regulation defines the technical specifications for vessel
tracking and tracing systems in inland waterway transport. The
technical specifications are set out
in the Annex to this
Regulation.

Article 2

This Regulation shall enter into force on the day following its
publication in the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels, 13 March 2007.

For the Commission

Jacques BARROT

Vice-President

(1) OJ L 255, 30.9.2005, p. 152.

L 105/36

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Official Journal of the European Union

23.4.2007

ANNEX

Vessel tracking and tracing systems — Inland AIS

CONTENTS

1.

1.1.

1.2.

1.3.

1.3.1.

1.3.2.

1.3.3.

1.4.

The use of vessel tracking and tracing in inland navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Navigation, medium-term ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Navigation, short-term ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Navigation, very short-term ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Vessel traffic management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.1.

Vessel traffic services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.1.1.

Information service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.1.2.

Navigational assistance service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.1.3.

Traffic organisation service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.2.

Lock planning and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.2.1.

Lock planning, long term . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.2.2.

Lock planning medium term . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.2.3.

Lock operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.3.

Bridge planning and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.3.1.

Bridge planning medium term . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.3.2.

Bridge planning short term . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4.3.3.

Bridge operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.5.

1.6.

1.6.1.

1.6.2.

1.6.3.

1.6.4.

1.7.

1.8.

1.9.

1.9.1.

1.9.2.

1.9.3.

1.10.

2.

2.1.

2.2.

Calamity abatement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Transport management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Voyage planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Transport logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Intermodal port and terminal management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cargo and fleet management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Enforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Waterway and port infrastructure charges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fairway information services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Weather warnings (EMMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Signal status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Water level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Inland AIS technical specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41

41

42

43

43

43

44

44

44

45

45

46

46

46

47

48

48

48

49

49

50

50

50

51

51

52

52

53

53

53

54

54

54

55

55

56

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L 105/37

2.3.

Functional requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

57

2.3.1.

General requirements for Inland AIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

57

2.3.2.

Information content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

57

2.3.2.1.

Static ship information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

58

2.3.2.2.

Dynamic ship information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

58

2.3.2.3.

Voyage related ship information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

59

2.3.2.4.

Traffic management information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

59

2.3.3.

Reporting interval of information transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

2.3.4.

Technology platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61

2.3.5.

Compatibility to IMO Class A transponders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61

2.3.6.

Unique identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61

2.3.7.

Application identifier for Inland AIS application specific messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61

2.3.8.

Application requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

62

2.4.

Protocol amendments for Inland AIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

62

2.4.1.

Message 1, 2, 3: position reports (ITU-R 1371-1, § 3.3.8.2.1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

62

2.4.2.

Message 5: ship static and voyage related data (ITU-R 1371-1, § 3.3.8.2.3) . . . . . . . . . . . . . . . . . . . . . . . . .

63

2.4.3.

Message 23, group assignment command (ITU-R M. 1371-2 [PDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

64

2.4.4.

Application of specific messages (ITU-R 1371-1, § 3.3.8.2.4/§ 3.3.8.2.6) . . . . . . . . . . . . . . . . . . . . . . . . . . .

66

2.4.4.1.

Allocation of function identifiers (FI) within the Inland AIS branch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

66

2.4.4.2.

Definition of inland specific messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

67

Appendix A: Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

75

Appendix B: EMMA codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

79

Appendix C: Example of signal status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

80

Appendix D: Proposed digital interface sentences for Inland AIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

83

Appendix E: ERI ship types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

Appendix F: Overview of information required by the user and the data fields, which are available in the defined
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Inland AIS messages.

87

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REFERENCES

The content of this document is based on:

Document title

Organisation

Publication date

Directive 2005/44/EC of the European Parliament and of the Council of 7 September
2005 on harmonised river information services (RIS) on inland waterways in the
community

EU

7.9.2005

Technical guidelines for the planning of river information services

EU

2006

Guidelines and criteria for vessel traffic services on inland waterways, Resolution
No 58

UN/ECE

21.10.2004

Technical specifications for Notices to Skippers

Technical specifications for electronic chart display and information system for
inland navigation, Inland ECDIS

Technical specifications for electronic ship reporting in inland navigation

EU

EU

EU

IMO MSC.74(69) Annex 3, ‘Recommendation on Performance Standards for a Ship-
borne Automatic Identification System (AIS)’

IMO

1998

IMO Resolution A.915(22), ‘Revised Maritime Policy and Requirements for a future
Global Navigation Satellite System (GNSS)’

IMO

January 2002

COMPRIS final report and underlying final work package documents

COMPRIS

2006

Recommendation ITU-R M.1371-1,
‘Technical characteristics for a universal ship-
borne automatic identification system using time division multiple access in the VHF
maritime mobile band’

ITU

2001

International Standard IEC 61993-2, ‘Maritime navigation and radio communication
equipment and systems — Automatic Identification System, Part 2: Class A ship-
borne equipment of the universal automatic identification system (AIS)’

IEC

2002

International Standard IEC 61162-Serie,
nication equipment and systems — Digital interfaces’
‘Part 1: Single talker and multiple listeners’, 2nd edition
‘Part 2: Single talker and multiple listeners, high speed transmission’

‘Maritime navigation and radio commu-

IEC

2000
1998

UN/ECE Location code

UN/ECE Ship type code

UN/ECE

UN/ECE

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ABBREVIATIONS

AI

AIS

AI-IP

Application identifier

Automatic identification system

Automatic identification via Internet protocol

ADN/ADNR

European Agreement concerning the International Carriage of Dangerous Goods by Inland
Waterways/on the Rhine

ASCII

ATIS

A-to-N

CCNR

COG

American standard code for information interchange

Automatic transmitter identification system

Aids to navigation

Central Commission for Navigation on the Rhine

Course over ground

COMPRIS

Consortium operational management platform river information services

CSTDMA

Carrier sense time division multiple access

DAC

DC

DGNSS

DSC

ECDIS

EMMA

ENI

ERI

ETA

FI

Designated area code

Danube Commission

Differential GNSS

Digital selective calling

Electronic chart display and information system

European multiservice meteorological awareness system

Unique European vessel identification number

Electronic reporting international

Estimated time of arrival

Functional identifier

GLONASS

(Russian) Global navigation satellite system

GlW

GNSS

GPRS

GPS

GSM

GUI

HDG

HSC

IAI

IANA

IALA

ID

IEC

IEEE

Gleichwertiger Wasserstand (reference water level in Germany)

Global navigation satellite system

General packet radio service

Global positioning system

Global system for mobile communication

Graphical user interface

Heading

High-speed craft

International application identifier

Internet Assigned Numbers Authority

International Association of Lighthouse Authorities

Identifier

International Electrotechnical Committee

Institute of Electrical and Electronics Engineers

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IETF

IMO

IP

ITU

MKD

MID

MHz

MMSI

OLR

RAI

RAIM

RIS

RNW

ROT

RTA

SAR

SOG

Internet engineering task force

International Maritime Organisation

Internet Protocol

International Telecommunication Union

Minimum keyboard and display

Maritime identification digits

Megahertz (megacycles per second)

Maritime mobile service identifier

Overeengekomen lage Rivierstand (reference water level in the Netherlands)

Regional application identifier

Receiver autonomous integrity monitoring

River information services

Regulierungs-Niederwasser (granted water level during 94 % the year)

Rate of turn

Requested time of arrival

Search and rescue

Speed over ground

SOLAS

Safety of life at sea

SOTDMA

Self-organising time division multiple access

SQRT

STI

TDMA

TTI

UDP

UMTS

UN

Square root

Strategic traffic image

Time division multiple access

Tactical traffic image

User datagram protocol

Universal mobile telecommunications system

United Nations

UN/LOCODE

United Nations Location Code

UTC

VDL

VHF

VTS

Universal time cordinated

VHF data link

Very high frequency

Vessel Traffic Services

WGS-84

World Geodetic System from 1984

WiFi

WIG

Wireless fidelity (IEEE 802.11 wireless networking standard)

Wing in ground

23.4.2007

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1.

The use of vessel tracking and tracing in inland navigation

1.1.

Introduction

In maritime navigation, IMO has introduced the automatic identification system (AIS). All seagoing vessels on
international voyage falling under SOLAS convention Chapter 5 have to be equipped with AIS since the end of
2004. The guidelines for the planning, implementation and operational use of River Information Services define
Inland-AIS as an important technology. Because of mixed traffic areas it is important that the standards, technical
specifications and procedures for inland shipping are compatible with already defined standards, technical
specifications and procedures for seagoing navigation.

To serve the specific requirements of inland navigation, AIS has been further developed to the so called Inland AIS
technical specification while preserving full compatibility with IMO's maritime AIS and already existing standards
in inland navigation.

In this document chapter 1 describes the functional specifications related to vessel tracking and tracing in inland
navigation. In chapter 2 the inland AIS technical specification is described, including the standard inland tracking
and tracing messages. An overview of definitions of services and players is given in Appendix A: Definitions.

The purpose of the introduction chapter is to define all necessary functional requirements related to vessel
tracking and tracing in inland navigation.

An overview of fields of interest and users is provided and particularly the information needs for each field of
interest are described. The functional specifications are based on rules and regulations for navigation, based on
discussions with experts and based on existing experiences.

Three groups of information are distinguished:

— Dynamic information, information changing very often in seconds or minutes.

— Semi-dynamic information, information changing just a few times a voyage.

— Static information, information changing less then a few times a year.

For each group of information different ways of information exchange can be identified:

— Vessel Tracking and tracing systems shall exchange particularly the dynamic information.

— Electronic reporting devices, like email, are meant to exchange the semi-dynamic information.

— Data bases are meant to provide static information which can be retrieved via Internet or other data carries.

In the paragraphs below that information is described in detail which can be exchanged by vessel tracking and
tracing systems between ships and between ships and shore. The information needs are described relating to
tracking and tracing. However, for most of the tasks additional
information like geographical information,
detailed cargo information, address information is required. This kind of information will be provided by other
systems.

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1.2.

Scope

The table below gives an overview of the fields of interest dealt with in this document. Each field of interest is split
up into tasks and for each task the users are defined.

Table 1.1

Overview of fields of interest, task and users

Field of interest

Task

User

Navigation

Medium term:
Looking minutes up to hours
ahead,
outside on-board radar range

Short term:
Looking minutes ahead, in on
board radar range

Very short term
Looking from seconds up to 1
minute ahead

Conning skipper

Conning skipper

Conning skipper

Vessel traffic man-
agement

VTS

Lock operation

Lock planning

VTS operator, conning skipper

Lock operator, conning skipper

Lock operator, conning skipper,
manager

shipmaster,

fleet

Bridge operation

Bridge operator, conning skipper

Bridge planning

Bridge operator, conning skipper, shipmaster,
manager

fleet

Calamity abatement
service

Transport manage-
ment

Voyage planning

Operator
operator, bridge operator,
master, Competent Authority

in calamity centre, VTS operator,
conning skipper,

lock
ship

freight broker,

Shipmaster,
terminal
operator, conning skipper, VTS operator, lock operator,
bridge operator, RIS operator

fleet manager,

Transport logistics

Fleet manager,
supply forwarder

shipmaster,

consignor,

consignee,

Port and terminal manage-
ment

Terminal operator, shipmaster, supply forwarder, port
authority, competent authority

Cargo and fleet management

Fleet manager, consignor, consignee, supply forwarder,
freight broker, shipmaster

Enforcement

Cross border

Customs, competent authority, shipmaster

Traffic safety

Competent authority, shipmaster (police authorities)

Waterway and port
infrastructure
charges

Fairway information
services

Competent
Waterway-authority

authority,

shipmaster,

fleet manager,

Meteo information

Conning skipper

Signal status

Water level

Competent authority, shipmaster, fleet manager

Competent authority, shipmaster, fleet manager, Con-
ning skipper

In the following paragraphs for each field of interest and tasks the users and the information needs are described
in detail.

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Note: the order of the information needs within each task does not imply different importance of the information.
The accuracy of the information needs is summarised in a table in the last paragraph.

1.3.

Navigation

Vessel tracking and tracing can be used to support the active navigation on board.

The process navigation can be split up in three phases:

— navigation, medium-term ahead,

— navigation, short-term ahead,

— navigation, very short-term ahead.

For each phase the user requirements are different.

1.3.1.

Navigation, medium term ahead

Navigation a medium term ahead is the navigation phase in which the skipper observes and analyses the traffic
situation looking some minutes up to an hour ahead and considers the possibilities of where to meet, pass or
overhaul other vessels.

The traffic image needed is the typical ‘looking around the corner’ feature and is mainly outside the scope of the
on board radar range.

Exchanged traffic information consist of:

— identification,

— name,

— position (actual),

— speed over ground,

— course over ground/direction,

— destination/intended route,

— vessel and convoy type,

— dimensions (length and beam),

— number of blue cones,

— loaded/unloaded,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

The update rate is depending on the task and differs from the situation in which the ship is involved. (The
maximum update rate is two seconds.)

1.3.2.

Navigation, short-term ahead

Navigation a short-term ahead is the decision phase in the navigation process. In this phase traffic information has
relevance for the process of navigation, including collision avoidance measures if necessary. This function deals
with the observation of other vessels in the close surroundings of the vessel. Exchanged traffic information
consists of:

— identification,

— name,

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— position (actual),

— speed over ground (accuracy 1 km/h),

— course over ground/direction,

— heading,

— intention (blue sign),

— destination/intended route,

— vessel/convoy type,

— dimensions (length and beam),

— number of blue cones,

— loaded/unloaded,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

The actual traffic information on position, identification, name, direction, speed over ground, course, heading and
intention (blue sign) will be exchanged continuously at least every 10 seconds. For some routes the Authorities
will set a predefined update rate (maximum two seconds).

1.3.3.

Navigation, very short term ahead

Navigation a very short term ahead is the operational navigation process. It consists of execution of the decisions
that were made beforehand, on the spot and monitoring its effects. The traffic information needed from other
vessels especially in this situation is related to its own vessel conditions, such as relative position, relative speed,
etc. In this phase following highly accurate information is needed:

— relative position,

— relative heading,

— relative speed,

— relative drift,

— relative rate of turn.

Based on the abovementioned requirements it became clear that from today's point of view very short term
navigation can not make use of tracking and tracing information.

1.4.

Vessel traffic management

Vessel traffic management comprises at least of the below defined elements:

— vessel traffic services,

— lock planning and operation,

— bridge planning and operation.

1.4.1.

Vessel traffic services

Within vessel traffic services different services can be distinguished:

— an information service,

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— a navigational assistance service,

— a traffic organisation service.

In the next paragraphs the user needs related to traffic information are described.

1.4.1.1.

I n f o r m a t i o n s e r v i c e

An information service is provided by broadcasting information at fixed times and intervals or when deemed
necessary by the VTS or at the request of a vessel, and may include for example reports on the position, identity
and intentions of other traffic; waterway conditions; weather; hazards; or any other factors that may influence the
vessel's transit.

For the information services an overview of traffic in a network or on fairway stretch is needed. The traffic
information will comprise vessel information like:

— identification,

— name,

— position (actual),

— course over ground/direction,

— limitations on navigable space,

— destination/intended route,

— vessel and convoy type,

— dimensions (length and beam),

— number of blue cones,

— loaded/unloaded,

— number of persons on board (in case of an incident),

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

The competent authority will set the predefined update rate.

1.4.1.2. N a v i g a t i o n a l a s s i s t a n c e s e r v i c e

A navigational assistance service informs the master on difficult navigational or meteorological circumstances or
assists him in case of defects or deficiencies. This service is normally rendered at the request of a vessel or by the
VTS when deemed necessary.

To provide individual information to a skipper, the VTS operator needs an actual detailed traffic image.

The contribution of vessel tracking and tracing is:

— identification,

— name,

— position (actual),

— speed over ground,

— course over ground/direction,

— intention (blue sign),

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— destination/intended route,

— vessel and convoy type,

— dimensions (length and beam),

— draught,

— air draught (in case of obstacles),

— number of blue cones,

— loaded/unloaded,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

Any other information needed is environmental, geographic information and Notices to Skippers.

The actual traffic information on identification, position, direction, speed, course and intention (blue sign) has to
be exchanged continuously (every three seconds, almost real time or another predefined update rate set by the
competent authority).

All other information had to be available on request of the VTS operator or in special occasions (on event).

1.4.1.3. T r a f f i c o r g a n i s a t i o n s e r v i c e

A traffic organisation service concerns the operational management of traffic and the forward planning of vessel
movements to prevent congestion and dangerous situations, and is particularly relevant in times of high traffic
density or when the movement of special transports may affect the flow of other traffic. The service may also
include establishing and operating a system of traffic clearances or VTS sailing plans or both in relation to priority
of movements, allocation of space, mandatory reporting of movements in the VTS area, routes to be followed,
speed limits to be observed or other appropriate measures which are considered necessary by the VTS authority.
The requirements on the traffic image for the traffic organisation service are the same as described in
paragraph 1.4.1.2 Navigational assistance service.

1.4.2.

Lock planning and operation

In the next paragraphs the lock planning processes — long- and medium-term — and lock operation process are
described.

1.4.2.1.

L o c k p l a n n i n g ,

l o n g - t e r m

Lock planning a long-term ahead is dealing with the planning of a lock some hours up to a day ahead.

In this case the traffic information is used to improve the information on waiting and passing times at locks,
which are originally based on statistical information.

Traffic information needed for long term lock planning is:

— identification,

— name,

— position (actual),

— course over ground/direction,

— ETA at lock,

— RTA at lock,

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— vessel and convoy type,

— dimensions (length and beam),

— draught,

— air draught,

— number of blue cones,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

ETA should be available on demand or should be exchanged when a by the competent authority predefined
deviation of the originally ETA is exceeded. RTA is the response on an ETA report.

1.4.2.2.

L o c k p l a n n i n g m e d i u m - t e r m

Lock planning a medium-term ahead is dealing with the planning of a lock up to two or four lock cycles ahead.

In this case the traffic information is used to map the arriving vessels to the available lock cycles and based on the
planning to inform the skippers about the RTA (requested time of arrival).

Traffic information needed for medium term lock planning is

— identification,

— name,

— position (actual),

— speed over ground,

— course over ground/direction,

— ETA at lock,

— RTA at lock,

— vessel and convoy type,

— dimensions (length and beam),

— number of assisting tug boats,

— draught,

— air draught,

— number of blue cones,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

ETA should be available on request or should be exchanged when a by the Competent Authority predefined
deviation of the originally ETA is exceeded. All other information shall be available once at the first contact or on
request. RTA is the response on an ETA report.

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1.4.2.3.

L o c k o p e r a t i o n

In this phase the actual locking process take place.

To facilitate the lock operational process the following traffic information is required:

— identification,

— name,

— position (actual),

— speed over ground,

— course over ground/direction,

— vessel and convoy type,

— number of assisting tug boats,

— dimensions (length and beam),

— draught,

— air draught,

— number of blue cones,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

The actual traffic information on identification, position, direction, speed and course has to be exchanged
continuously or by the competent authority set predefined update rate.

1.4.3.

Bridge planning and operation

In the next paragraphs the bridge planning processes — medium- and short-term — and bridge operation process
are described.

1.4.3.1. B r i d g e p l a n n i n g m e d i u m t e r m

The bridge planning process on a medium-term is dealing with the optimisation of the traffic flow in such a way
that the bridges are opened in time for passing of vessels (green wave). The time looking ahead varies between 15
minutes to two hours. The timeframe will depend on the local situation.

Traffic information needed for medium term bridge planning is:

— identification,

— name,

— position (actual),

— speed over ground,

— course over ground/direction,

— ETA at bridge,

— RTA at bridge,

— vessel and convoy type,

— dimensions (length and beam),

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— air draught,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

ETA and position shall be available on request or shall be exchanged as a by the competent authority predefined
deviation of the originally ETA is exceeded. All other information shall be available once at the first contact or on
request. RTA is the response on an ETA report.

1.4.3.2. B r i d g e p l a n n i n g s h o r t

t e r m

In case of bridge planning process on a short-term decisions are made on the strategy for opening of the bridge.

Traffic information needed for short term bridge planning is:

— identification,

— name,

— position (actual),

— speed over ground,

— course over ground/direction,

— ETA at bridge,

— RTA at bridge,

— vessel and convoy type,

— dimensions (length and beam),

— air draught,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

Actual traffic information on the position, speed and direction, shall be available on request or by the competent
authority set predefined update rate, e.g. every five minutes. ETA and position shall be available on request or shall
be exchanged as a by the Competent Authority predefined deviation of the originally ETA is exceeded. All other
information shall be available once at the first contact or on request. RTA is the response on an ETA report.

1.4.3.3. B r i d g e o p e r a t i o n

In this phase the actual opening and passing of the vessel through the bridge take place. To facilitate this process
the following traffic information is required:

— identification,

— name,

— position (actual),

— speed over ground,

— course over ground/direction,

— vessel and convoy type,

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— dimensions (length and beam),

— air draught.

The actual traffic information on identification, position, direction, speed and course has to be exchanged
continuously or by the competent authority set predefined update rate.

1.5.

Calamity abatement

Calamity abatement in this context focuses on repressive measures: dealing with real accidents and providing
assistance during emergencies. To facilitate this process the following traffic information is required:

— identification,

— name,

— position (actual),

— course over ground/direction,

— destination,

— vessel and convoy type,

— number of blue cones,

— loaded/unloaded,

— number of persons on board.

In the case of an accident the traffic information can be provided automatically or the calamity fighter will ask for
the information.

1.6.

Transport management

This service is divided into four activities:

— voyage planning,

— transport logistics,

— port and terminal management,

— cargo and fleet management,

1.6.1.

Voyage planning

Voyage planning in this context focuses on the planning on-trip. During the voyage the skipper will check his
original planned voyage.

For this process the following traffic information is needed:

— position (actual, own vessel),

— speed over ground (own vessel),

— destination/intended route,

— ETA at lock/bridge/next sector/terminal,

— RTA at lock/bridge/next sector/terminal,

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— dimensions (length and beam) (own vessel),

— draught (own vessel),

— air draught (own vessel),

— loaded/unloaded.

The traffic information is needed on request or on in case of a special event like a relevant change in ETA or RTA.

1.6.2.

Transport logistics

Transport logistics consist of the organisation, planning, execution and control of the transport.

For these processes the following traffic information is needed:

— identification,

— name,

— position (actual),

— course over ground/direction,

— ETA at destination.

All traffic information is needed on request of the shipowner or logistic players.

1.6.3.

Intermodal port and terminal management

Intermodal port and terminal management considers the planning of resources in ports and at terminals.

The traffic information needed for this these processes is described below:

— identification,

— name,

— position (actual),

— course over ground/direction,

— ETA at port/terminal,

— RTA at port/terminal,

— vessel and convoy type,

— dimensions (length and beam),

— number of blue cones,

— loaded/unloaded,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

The terminal and port manager will request for traffic information or will agree that in predefined situations the
traffic information will be send automatically.

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1.6.4.

Cargo and fleet management

Cargo and fleet management considers the planning and optimising the use of vessels, arranging cargo and
transportation.

The traffic information needed for this these processes is described below:

— identification,

— name,

— position (actual),

— course over ground/direction (upstream/downstream),

— destination,

— ETA at lock/bridge/destination/terminal,

— RTA at lock/bridge/destination/terminal,

— dimensions (length and beam),

— loaded/unloaded,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

The shipper or shipowner will ask for the traffic information or the traffic information will be send in predefined
situations.

1.7.

Enforcement

The scope of the enforcement task described below is limited to the services on dangerous goods, immigration
control and customs.

The contribution of vessel tracking and tracing for these processes is:

— identification,

— name,

— position,

— course over ground/direction,

— destination/intended route,

— ETA at lock/bridge/border/terminal/destination,

— vessel and convoy type,

— number of blue cones,

— number of persons on board,

— navigational status of the vessel (anchoring, mooring, sailing, restricted by special conditions, …).

The traffic information will be exchanged to appropriate authorities. The traffic information exchange will take
place on request or at fixed predefined points or at special described circumstances defined by the responsible
authority.

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1.8.

Waterway and port infrastructure charges

At different locations in Europe one has to pay for the use of the waterway and ports.

The traffic information needed for these processes is described below:

— identification,

— name,

— position,

— destination/intended route,

— vessel and convoy type,

— dimensions (length and beam),

— draught.

The traffic information will be exchanged on request or at fixed points, defined by the responsible waterway or
port authority.

1.9.

Fairway information services

Related to fairway information services three services are described:

— weather warnings in case of extreme weather conditions,

— signal status,

— water levels.

In the next paragraphs, the provided information is described.

1.9.1.

Weather warnings (EMMA)

The European ongoing project ‘EMMA’ (European multiservice meteorological awareness system) is dealing with
standardisation of weather warnings. Standardised symbols for meteorological warnings have been developed
within the EMMA project and can be used for the display of messages on the Inland ECDIS screen.

EMMA is not going to provide continuous weather information, but only warnings in case of special
meteorological situations. The warnings are provided for regions.

Only km/h (wind), oC (temperature), cm/h (snow), l/m2h (rain) and m (distance to be seen by fog) may be used for
weather warnings.

The following information is needed:

— start of validity period date,

— end of validity date (indefinite: 99999999),

— start time of validity,

— end time of validity,

— fairway section begin and end coordinates (2x),

— type of weather warning (see Appendix B),

— minimum value,

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— maximum value,

— classification of warning,

— direction of wind (see Appendix B).

This information is only exchanged in special events, in case of extreme weather conditions.

1.9.2.

Signal status

Vessel tracking and tracing systems can be used for the transmission of status of traffic signals in inland
navigation. The information to be exchanged consists of:

— the position of the signal,

— an identification of the kind of signal (single light, two lights, ‘Wahrschau’, etc.),

— the direction of impact,

— the current status of the signal.

Examples of signals are given in Appendix C.

The distribution of the information has to be restricted to a specific area.

1.9.3.

Water level

Vessel tracking and tracing systems can be used for the transmission of (actual) water level information:

The information to be exchanged consists of:

— gauge station,

— water level value.

The information will regularly be sent or sent on request.

1.10.

Conclusion

The functional specifications described the user needs and the data needs for each field of interest. Tracking and
tracing systems will exchange particularly the dynamic information.

In table 1.2 an overview is given of the accuracy requirements of the dynamic information related to the tasks
described in this chapter.

Table 1.2

Overview of accuracy requirements dynamic data

Required accuracy

Position

Speed over
ground

Course over
ground

Heading

Navigation medium-term ahead

15 — 100 m

1- 5 km/h

Navigation short-term ahead

10 m (1)

1 km/h

VTS information service

100 m — 1 km —

VTS navigational assistance service

VTS traffic organisation service

10 m (1)

10 m (1)

1 km/h

1 km/h

Lock planning long-term

100 m — 1 km

1 km/h

Lock planning medium-term

100 m

0,5 km/h

—

5o

—

5o

5o

—

—

—

5o

—

5o

5o

—

—

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Required accuracy

Position

Speed over
ground

Course over
ground

Heading

Lock operation

1 m

0,5 km/h

Bridge planning medium-term

100 m — 1 km

1 km/h

Bridge planning short term

Bridge operation

Voyage planning

Transport logistics

100 m

1 m

0,5 km/h

0,5 km/h

15 — 100 m

—

100 m — 1 km —

Port and terminal management

100 m — 1 km —

Cargo and fleet management

Calamity abatement

Enforcement

100 m — 1 km —

100 m

—

100 m — 1 km —

Waterway and port infrastructure charges

100 m — 1 km —

3o

—

—

3o

—

—

—

—

—

—

—

—

—

—

—

—

—

—

—

—

—

—

(1)

In addition, the requirements of the IMO Resolution A.915 (22) regarding the integrity, the availability and the continuity for
position accuracy on inland waterways shall be fulfilled.

2.

INLAND AIS TECHNICAL SPECIFICATION

2.1.

Introduction

In maritime navigation, IMO has introduced the automatic identification system (AIS). All seagoing ships on
international voyage falling under SOLAS convention Chapter 5 have to be equipped with AIS since the end of
2004.

The European Parliament and the Council have adopted Directive 2002/59/EC (1) establishing a community vessel
traffic monitoring and information system for seagoing vessels carrying dangerous or polluting goods using AIS
for Ship Reporting and Monitoring.

AIS technology is considered as a suitable way that can also be used for automatic identification and vessel
tracking and tracing in inland navigation. Especially the real time performance of AIS and the availability of
worldwide standards and guidelines are beneficial for safety related applications.

To serve the specific requirements of inland navigation, AIS has to be further developed to the so-called Inland
AIS technical specification while preserving full compatibility with IMO's maritime AIS and already existing
standards and technical specifications in inland navigation.

Because Inland AIS is compatible to the IMO SOLAS AIS it enables a direct data exchange between seagoing and
inland vessels navigating in mixed traffic areas.

Using AIS for automatic identification and vessel tracking and tracing in inland navigation provides the following
features:

AIS is:

— an introduced maritime navigation system according to IMO mandatory carriage requirement for all SOLAS

vessels,

— operating in direct ship-to-ship mode as well as in a ship-to-shore, shore-to-ship mode,

— a safety system with high requirements regarding availability, continuity and reliability,

(1) Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a Community vessel traffic

monitoring and information system repealing Council Directive 93/75/EEC (OJ L 208, 5.8.2002, p. 10).

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— a real time system due to the direct ship to ship data exchange,

— an autonomously operating system in a self-organised manner without master station. There is no need for

a central controlling intelligence,

— based on international standards and procedures according to IMO SOLAS Chapter V regulation,

— a type approved system to enhance safety of navigation following a certification procedure,

— interoperability.

The purpose of this document is to define all necessary functional requirements, amendments and extensions to
the existing maritime AIS in order to create an Inland AIS for use in inland navigation.

2.2.

Scope

The AIS is a ship-borne radio data system, exchanging static, dynamic and voyage related vessel data between
equipped vessels and between equipped vessels and shore stations. Ship-borne AIS stations broadcast the vessel's
identity, position and other data in regular intervals. By receiving these transmissions, ship-borne or shore-based
AIS stations within the radio range can automatically locate, identify and track AIS equipped vessels on an
appropriate display like radar or Inland ECDIS. AIS systems are intended to enhance safety of navigation in ship-
to-ship use, surveillance (VTS), vessel tracking and tracing, and calamity abatement support.

Several types of AIS stations can be distinguished:

(a)

Class A mobile stations to be used by all sea going vessels falling under the IMO SOLAS chapter V carriage
requirements;

(b)

Class B SO/CS mobile stations with limited functionality to be used by e.g. pleasure crafts;

(c)

Class A derivatives, having full class A functionality on VDL level, may deviate in supplementary functions
and can be used by all vessels not falling under IMO carriage requirements (e.g. tugs, pilot vessels, inland
vessels (to be called Inland AIS in this document),

(d)

base stations, including shore based simplex and duplex repeater stations.

The following modes of operation can be distinguished:

(e)

(f)

ship-to-ship operation: all AIS equipped vessels are able to receive static and dynamic information from all
other AIS equipped vessels within the radio range;

Ship-to-shore operation: data from AIS equipped vessels can also be received by AIS base stations
connected to the RIS centre where a traffic image (TTI and/or STI) can be generated;

(g)

Shore-to-ship operation: safety related data from shore to vessel could be transmitted.

A characteristic of AIS is the autonomous mode, using SOTDMA without any need for an organising master
station. The radio protocol is designed in a way that vessel stations operate autonomously in a self-organised
manner by exchanging link access parameters. Time is divided into one minute frames with 2 250 time slots per
radio channel which are synchronised by GNSS UTC time. Each participant organises its access to the radio
channel by choosing free time slots considering the future use of time slots by other stations. There is no need for
a central intelligence controlling the slot assignment.

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An Inland AIS station consists in general of the following components:

(h)

VHF transceiver (one transmitter/two receivers);

(i)

GNSS receiver;

(j)

data processor.

Universal ship-borne AIS, as defined by IMO, ITU and IEC, and recommended for the use in inland navigation
uses self-organised time division multiple access (SOTDMA) in the VHF maritime mobile band. AIS operates on
the internationally designated VHF frequencies AIS 1 (161,975 MHz) and AIS 2 (162,025 MHz), and can be
switched to other frequencies in the VHF maritime mobile band.

To serve the specific requirements of inland navigation, AIS has to be further developed to the so called Inland
AIS while preserving compatibility with IMO's maritime AIS.

Vessel tracking and tracing systems in inland navigation shall be compatible with maritime AIS, as defined by
IMO. Therefore, AIS messages shall contain:

(k)

Static information, such as official ship number, call sign of vessel, name of vessel, type of vessel;

(l)

Dynamic information, such as vessels position with accuracy indication and integrity status;

(m) Voyage related information, such as length and beam of vessel combination, hazardous cargo on board;

(n)

Inland navigation specific information, e.g. number of blue cones/lights according to ADN/ADNR or
estimated time of arrival (ETA) at lock/bridge/terminal/border.

For moving vessels an update rate for the dynamic information on tactical level can be switched between SOLAS
mode and inland mode. In inland waterway mode it can be assigned between two seconds and 10 minutes. For
vessels at anchor it is recommended to have an update rate of several minutes, or if information is amended.

AIS is an additional source for navigational information. AIS does not replace, but supports navigational services
such as radar target tracking and VTS. AIS has its strength as a means of surveillance and tracking of vessels
equipped with it. Due to their different characteristics, AIS and radar complement each other.

2.3.

Functional requirements

2.3.1.

General requirements for Inland AIS

Inland AIS is based on the maritime AIS according to IMO SOLAS regulation.

Inland AIS shall cover the main functionality of IMO SOLAS AIS while considering the specific requirements for
inland navigation.

Inland AIS shall be compatible to the IMO SOLAS AIS and shall enable a direct data exchange between seagoing
and inland vessels navigating in a mixed traffic area.

The following requirements are complementary or additional requirements for Inland AIS, which differs from the
IMO SOLAS AIS.

2.3.2.

Information content

Generally only tracking and tracing and safety related information shall be transmitted via Inland AIS. Taking into
consideration this requirement, Inland AIS messages shall contain following information:

Items marked with ‘*’ have to be handled differently as for seagoing ships.

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2.3.2.1.

S t a t i c s h i p i n f o r m a t i o n

The static ship information for inland vessels shall have the same parameters and the same structure as in IMO
AIS as far as it is applicable. Not used parameter fields shall be set to ‘not available’.

Inland specific static ship information shall be added.

Static ship information is broadcast autonomously from ship or on request.

User identifier (MMSI)

Name of ship

Call sign

IMO number *

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS/not available for Inland ships)

Type of ship and cargo *

(Standard IMO AIS/amended for Inland AIS)

Overall length (decimetre accuracy)*

(Standard IMO AIS/amended for Inland AIS)

Overall beam (decimetre accuracy) *

(Standard IMO AIS/amended for Inland AIS)

Unique European vessel identification number ENI)

(Inland AIS extension)

Type of vessel and convoy (ERI)

Loaded/unloaded vessel

(Inland AIS extension)

(Inland AIS extension)

2.3.2.2. D y n a m i c s h i p i n f o r m a t i o n

The dynamic ship information for inland vessels shall have the same parameters and the same structure as in IMO
AIS as far as it is applicable. Not used parameter fields shall be set to ‘not available’.

Inland specific dynamic ship information shall be added.

Dynamic ship information is broadcasted autonomously from ship or on request.

Position (WGS 84)

Speed SOG (quality information) *

Course COG (quality information) *

Heading HDG (quality information) *

Rate of turn ROT

Position accuracy (GNSS/DGNSS)

Time of el. position fixing device

Navigational status

Blue sign set

Quality of speed information

Quality of course information

Quality of heading information

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Inland AIS extension/regional bits in Standard IMO
AIS)

(Inland AIS extension/derived from ship sensor or
GNSS)

(Inland AIS extension/derived from ship sensor or
GNSS)

(Inland AIS extension/derived from certified sensor
(e.g. gyro) or uncertified sensor)

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2.3.2.3. Vo y a g e r e l a t e d s h i p i n f o r m a t i o n

The voyage related ship information for inland vessels shall have the same parameters and the same structure than
in IMO AIS as far as it is applicable. Unused parameter fields shall be set to ‘not available’.

Inland specific voyage related ship information shall be added.

Voyage related ship information is broadcasted autonomously from ship or on request.

Destination (ERI location codes)

Category of dangerous cargo

Maximum present static draught *

ETA

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

(Standard IMO AIS)

Maximum present static draught *

(Standard IMO AIS/amended for Inland AIS)

Hazardous cargo classification

(Inland AIS extension)

2.3.2.4. T r a f f i c m a n a g e m e n t

i n f o r m a t i o n

Traffic management information is for specific use in inland navigation. This information is transmitted when
required or on request to/from inland vessels only.

ETA at lock/bridge/terminal

ETA at lock/bridge/terminal information is transmitted as addressed message from ship to shore.

Lock/bridge/terminal ID (UN/LOCODE)

ETA at lock/bridge/terminal

Number of assisting tugboats

Air draught

RTA at lock/bridge/terminal

(Inland AIS extension)

(Inland AIS extension)

(Inland AIS extension)

(Inland AIS extension)

RTA at lock/bridge/terminal information is transmitted as addressed message from shore to ship.

Lock/bridge/terminal ID (UN/LOCODE)

RTA at lock/bridge/terminal

(Inland AIS extension)

(Inland AIS extension)

Number of persons on board

The number of persons on board is transmitted preferably as an addressed message from ship to shore on request
or on event.

Total number of persons on board

Number of crew member on board

Number of passengers on board

Number of shipboard personnel on board

(Standard IMO AIS)

(Inland AIS extension)

(Inland AIS extension)

(Inland AIS extension)

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Signal status

Signal status information is transmitted as broadcast message from shore to ship

Signal position (WGS84)

Signal form

Light status

EMMA warnings

(Inland AIS extension)

(Inland AIS extension)

(Inland AIS extension)

EMMA warning information is transmitted as broadcast message from shore to ship

Local weather warnings

(Inland AIS extension)

Water levels

Water Level Information is transmitted as broadcast message from shore to ship

Local water level information

(Inland AIS extension)

Safety related messages

Safety related messages are transmitted when required as broadcast or as addressed messages.

2.3.3.

Reporting interval of information transmission

The different information types of Inland AIS shall be transmitted with different reporting rates.

For moving vessels in inland waterway areas the reporting rate for the dynamic information can be switched
between SOLAS mode and inland waterway mode. In inland mode it can be assigned between two seconds and
10 minutes. In mixed traffic areas like seaports it shall be possible to decrease the reporting rate for dynamic
information by the competent authority to ensure a balance in reporting behaviour between inland vessels and
SOLAS vessels. The reporting behaviour shall be switchable by TDMA commands from a base station (automatic
switching by TDMA telecommand via message 23) and by commands from ship-borne systems, e.g. MKD, ECDIS
or on board computer, via interface, e.g. IEC 61162 (automatic switching by ship-borne system command). For
static and voyage related information it is recommended to have a reporting rate of several minutes, on request, or
if information is amended.

Following reporting rates are applicable:

Static ship information:
Dynamic ship information:

Voyage related ship information:
Traffic management information:
Safety related messages:

Every six minutes or when data has been amended or on request
Depends on navigational status and ship operating mode, either inland
waterway mode or SOLAS mode (default), see Table 2.1
Every six minutes, when data has been amended or on request
As required (to be defined by competent authority)
As required

Table 2.1

Update rate of dynamic ship information

Ship dynamic conditions

Nominal reporting interval

Ship status ‘at anchor’ and not moving faster than three knots

Ship status ‘at anchor’ and moving faster than three knots

Ship operating in SOLAS mode, moving 0 to 14 knots

Three minutes (1)

10 seconds (1)

10 seconds (1)

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Ship dynamic conditions

Nominal reporting interval

Ship operating in SOLAS mode, moving 0 to 14 knots and changing course

3 1/3 seconds (1)

Ship operating in SOLAS mode, moving 14 to 23 knots

Six seconds (1)

Ship operating in SOLAS mode, moving 14 to 23 knots and changing course

Two seconds

Ship operating in SOLAS mode, moving faster than 23 knots

Ship operating in SOLAS mode, moving faster than 23 knots and changing
course

Two seconds

Two seconds

Ship operating in inland waterway mode (2)

Assigned between two seconds
and 10 minutes

(1) When a mobile station determines that it is the semaphore (refer to ITU-R M.1371-1, Annex 2, § 3.1.1.4), the reporting rate

shall increase to once per two seconds (refer to ITU-R M.1371-1, Annex 2, § 3.1.3.3.2).
Shall be switched by competent authority using message 23, when ship enters inland waterway area.

(2)

2.3.4.

Technology platform

The technical solution of Inland AIS is based on the same technical standards as IMO SOLAS AIS (Rec.
ITU-R M.1371-1, IEC 61993-2).

The use of Class A mobile station derivates or Class B ‘SO’ mobile station derivates using SOTDMA techniques are
recommended as platform for Inland AIS. The use of the Class B ‘CS’ using CSTDMA techniques is not possible,
because it does not guarantee the same performance as the Class A or Class B ‘SO’ equipment. Neither can the
successful transmission to radio link be granted nor does it provide the capability to send the Inland AIS specific
messages defined in this technical specification.

As long as no Class B ‘SO’ devices are available, Inland AIS Mobile equipment is a derivative of the maritime AIS
Class A mobile equipment according IMO SOLAS regulation.

2.3.5.

Compatibility to IMO Class A transponders

Inland AIS transponders must be compliant to IMO Class A transponders and must therefore be capable of
receiving and processing all IMO AIS messages (according to ITU-R M.1317-1 and IALA technical clarifications
on ITU-R M.1371-1) and in addition the messages defined in Chapter 2.4 of these standards.

The DSC transmitting (tx) capability and the provision of an MKD are not required for Inland AIS transponders.
The manufacturers may remove the respective hard- and software from the Class A transponders.

2.3.6.

Unique identifier

In order to guarantee the compatibility to maritime vessels, the Maritime Mobile Service Identifier (MMSI) number
must be used as a unique station identifier (radio equipment identifier) for the Inland AIS transponders.

2.3.7.

Application identifier for Inland AIS application specific messages

To serve the information requirement for inland navigation application specific messages are used.

The application specific messages consist of the Standard AIS framework (message ID, repeat indicator, source ID,
destination ID), the Application Identifier (AI = DAC + FI) and the data content (variable length up to a given
maximum).

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The 16-bit application identifier (AI = DAC + FI) consists of

10-bit designated area code (DAC): international (DAC = 1) or regional (DAC > 1)

6-bit function identifier (FI) — allows for 64 unique application specific messages.

For Inland AIS application specific messages the DAC ‘200’ is used.

2.3.8.

Application requirements

It is necessary to input and display Inland AIS messages (binary coded). This shall be handled by an application
(preferably with a GUI capable of interfacing the AIS transponder) at the Presentation Interface (PI), or in the
transponder itself. Possible data conversions (e.g. knots into km/h) or information concerning all ERI codes
(location, ship type) shall be handled there.

Furthermore the transponder or the relevant application shall be capable of storing also the inland specific static
data in the internal memory, in order to keep the information when the unit is without power supply.

In order to program the inland specific data into the transponder the input sentences listed in Appendix D:
Proposed digital interface sentences for Inland AIS are proposed.

The Inland AIS equipment shall provide as a minimum an external RTCM SC 104 interface for the input of
DGNSS correction and integrity information.

2.4.

Protocol amendments for Inland AIS

2.4.1.

Message 1, 2, 3: position reports (ITU-R 1371-1, § 3.3.8.2.1)

Table 2.2

Position report

Parameter

Number
of bits

Message ID

Repeat indicator

User ID (MMSI)

Navigational Status

6

2

30

4

Rate of turn ROTAIS

8

Speed over ground

10

Position accuracy

1

Identifier for this message 1, 2 or 3

Description

Used by the repeater to indicate how many times a message has been repeated
Default = 0; 3 = do not repeat any more

MMSI number

0 = under way using engine; 1 = at anchor; 2 = not under command;
3 = restricted manoeuvrability; 4 = constrained by her draught; 5 = moored;
6 = aground; 7 = engaged in fishing; 8 = under way sailing;

9 = reserved for
future amendment of Navigational Status for HSC;
10 = reserved for future amendment of Navigational Status for WIG;
11 — 14 = reserved for future use; 15 = not defined = default

±127 (–128 (80 hex) indicates not available, which shall be the default)
Coded by ROTAIS = 4,733 SQRT(ROTINDICATED) degrees/min
ROTINDICATED is the Rate of Turn (720o per minute), as indicated by an external
sensor

+127 = turning right at 720o per minute or higher;
–127 = turning left at 720o per minute or higher

Speed over ground in 1/10 knot steps (0-102,2 knots)
1 023 = not available; 1 022 = 102,2 knots or higher (1)

1 = high (< 10 m; Differential Mode of e.g. DGNSS receiver) 0 = low (> 10 m;
Autonomous Mode of e.g. GNSS receiver or of other Electronic Position
Fixing Device) ; default = 0

Longitude

28

Longitude in 1/10 000 min (±180o, East = positive, West = negative.
181o (6791AC0 hex) = not available = default)

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Parameter

Latitude

Number
of bits

27

Course over ground

12

9

6

2

2

1

1

True heading

Time stamp

Blue sign

Regional bits

Spare

RAIM flag

Communication
State

Description

Latitude in 1/10 000 min (± 90o, North = positive, South = negative, 91o
(3412140 hex) = not available = default)

Course over ground in 1/10o (0-3599). 3 600 (E10 hex) = not available =
default;
3 601 — 4 095 shall not be used

Degrees (0-359) (511 indicates not available = default).

UTC second when the report was generated (0-59, or 60 if time stamp is not
available, which shall also be the default value,
or 62 if Electronic Position Fixing System operates in estimated (dead
reckoning) mode,
or 61 if positioning system is in manual input mode
or 63 if the positioning system is inoperative)

Indication if blue sign is set 0 = not available = default, 1 = no 2 = yes, 3 = not
used (2)

Reserved for definition by a competent regional authority. Shall be set to zero,
if not used for any regional application. Regional applications shall not use
zero.

Not used. Shall be set to zero. Reserved for future use

RAIM (receiver autonomous integrity monitoring) flag of electronic position
fixing device; 0 = RAIM not in use = default; 1 = RAIM in use)

19

See ITU-R M. 1371-1 table 15B

168

Occupies one slot

(1) Knots shall be calculated in km/h by external onboard equipment.
(2)

Shall only be evaluated if the report is coming from an Inland AIS vessel and if the information is derived by automatic
means (direct connection to switch).

2.4.2.

Message 5: Ship static and voyage related data (ITU-R 1371-1, § 3.3.8.2.3)

Table 2.3

Ship static and dynamic data report

Parameter

Number
of bits

Description

Message ID

Repeat indicator

User ID (MMSI)

AIS version indica-
tor

IMO number

Call sign

Name

Type of ship and
cargo

6

2

30

2

30

42

120

8

Identifier for this message 5

Used by the repeater to indicate how many times a message has been repeated
Default = 0; 3 = do not repeat any more

MMSI number

0 = Station compliant with AIS Edition 0; 1 — 3 = Station compliant with
future AIS Editions 1, 2, and 3

1 — 999999999; 0 = not available = default (1)

7 × 6 bit ASCII characters, ‘@@@@@@@’ = not available = default (2)

Maximum 20 characters 6 bit ASCII, @@@@@@@@@@@@@@@@@@@@ = not
available = default

0 = not available or no ship = default; 1 — 99 = as defined in § 3.3.8.2.3.2;
100 — 199 = preserved, for regional use; 200 — 255 = preserved, for future
use (3)

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Parameter

Dimensions of ship/
convoy

Type of electronic
position fixing
device

Number
of bits

30

4

Description

Reference point for reported position; Also indicates the dimension of ship in
metres (see Fig. 18 and § 3.3.8.2.3.3) (4), (5), (6)

0 = Undefined (default),
1 = GPS,
2 = GLONASS,
3 = Combined GPS/GLONASS,
4 = Loran-C,
5 = Chayka,
6 = Integrated Navigation System,
7 = surveyed,
8 — 15 = not used

ETA

20

Maximum present
static draught

Destination

DTE

Spare

8

120

1

1

Estimated Time of Arrival; MMDDHHMM UTC
Bits 19 — 16: month; 1 — 12; 0 = not available = default;
Bits 15 — 11: day; 1 — 31; 0 = not available = default;
Bits 10 — 6: hour; 0 — 23; 24 = not available = default;
Bits 5 — 0: minute; 0 — 59; 60 = not available = default
in 1/10 m, 255 = draught 25,5 m or greater, 0 = not available = default (5)

Maximum 20 characters using 6-bit ASCII; @@@@@@@@@@@@@@@@@@@@
= not available. (7)

Data terminal ready (0 = available, 1 = not available = default)

Spare. Not used. Shall be set to zero. Reserved for future use

424

Occupies two slots

(1)
Shall be set to 0 for inland vessels.
(2) ATIS code shall be used for inland vessels.
(3) Best applicable ship type shall be used for inland navigation.
(4) The dimensions shall be set to the maximum rectangle size of the convoy.
(5) The decimetre accuracy of the inland information shall be rounded upwards.
(6) The reference point information has to be taken out of the SSD NMEA-record by distinguishing the field ‘source identifier’.
Position reference point information with source identifier AI, has to be stored as internal one. Other source identifiers will
lead to reference point information for the external reference point.

(7) The UN location codes and ERI terminal codes shall be used.

2.4.3.

Message 23, group assignment command (ITU-R M. 1371-2 [PDR)

Table 2.4

Group assignment command

Parameter

Number
of bits

Description

Message ID

Repeat Indicator

Source ID

Spare

Longitude 1

Latitude 1

Longitude 2

6

2

30

2

18

17

18

Identifier for message 23; always 23

Used by the repeater to indicate how many times a message has been
repeated. 0 — 3; default = 0; 3 = do not repeat any more.

MMSI of assigning station.

Spare. Shall be set to zero. Reserved for future use.

Longitude of area to which the group assignment applies; upper right corner
(north-east); in 1/10 min
(± 180o, East = positive, West = negative).

Latitude of area to which the group assignment applies; upper right corner
(north-east); in 1/10 min
(± 90o, North = positive, South = negative).

Longitude of area to which the group assignment applies; lower left corner
(south-west); in 1/10 min
(± 180o, East = positive, West = negative).

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Parameter

Latitude 2

Number
of bits

17

Station type

Type of ship and
cargo type

Spare

Tx/Rx mode

Reporting interval

Quiet time

Spare

Total

4

8

22

2

4

4

6

Description

Latitude of area to which the group assignment applies; lower left corner
(south-west); in 1/10 min
(± 90o, North = positive, South = negative).

0 = all types of mobiles (default) ; 1 = reserved for future use; 2 = all types of
Class B mobile stations; 3 = SAR airborne mobile station; 4 = A to N station;
5= Class B‘CS’ ship-borne mobile station (IEC62287 only); 6= inland
waterways 7 to 9= regional use and 10 to 15 = for future use

0= all types (default)
1...99 see Table 18 of ITU-R M.1371-1
100...199 reserved for regional use
200...255 reserved for future use

Reserved for future use. Not used. Shall be set to zero.

This parameter commands the respective stations to one of the following
modes:
0 = TxA/TxB, RxA/RxB (default); 1 = TxA, RxA/RxB, 2 = TxB, RxA/RxB,
3 = reserved for future use

This parameter commands the respective stations to the reporting interval
given in Table 2.5 below

0 = default = no quiet time commanded; 1 — 15 = quiet time of 1 to 15 min.

Spare. Not used. Shall be set to zero. Reserved for future use

160

Occupies one time period

Table 2.5

Reporting interval settings for use with message 23

Reporting interval field setting

Reporting interval for message18

As given by the autonomous mode

10 minutes

Six minutes

Three minutes

One minute

30 seconds

15 seconds

10 seconds

Five seconds

Two seconds

0

1

2

3

4

5

6

7

8

9

10

11

12 to 15

Next shorter reporting interval

Next longer reporting interval

Reserved for future use

Note: When the dual channel operation is suspended by Tx/Rx mode command 1 or 2, the resulting reporting
interval is twice the interval given in above table.

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2.4.4.

Application of specific messages (ITU-R 1371-1, § 3.3.8.2.4/§ 3.3.8.2.6)

For the necessary data exchange in inland navigation Inland AIS application specific messages are defined.

The regional application identifiers (RAI) of the Inland AIS application specific messages consist of the DAC ‘200’
a function identifier (FI) as defined in this section.

2.4.4.1. A l l o c a t i o n o f

f u n c t i o n i d e n t i f i e r s ( F I ) w i t h i n t h e I n l a n d A I S b r a n c h

The FIs within the Inland AIS branch shall be allocated and used as described in ITU-R M.1371-1 table 37B. Every
FI within the Inland branch shall be allocated to one of the following groups of application fields:

— general usage (Gen),

— vessel traffic Services (VTS),

— aids-to-navigation (A-to-N),

— search and rescue (SAR).

Table 2.6:

FI within the Inland AIS branch

FI

10

FIG

Gen

Name of regional function
message

Inland ship static and voy-
age related data

Ship

X

Sent by

Broadcast

Addressed

Description

21

VTS

ETA at lock/bridge/terminal

Ship

22

VTS

RTA at lock/bridge/terminal

Shore

23

VTS

EMMA warning

24

VTS

Water level

40

A-to-N

Signal status

Shore

Shore

Shore

55

SAR

Inland number of persons
on board

Ship

X

X

X

X

Some FI within the inland branch shall be reserved for future use.

See inland specific
message FI10: Inland
ship static data and
voyage related data

See inland specific
message FI21: ETA at
lock/bridge/terminal

See inland specific
message FI 22: RTA at
lock/bridge/terminal

See inland specific
message FI23: EMMA
warning

See inland specific
message 24: water
level

See inland specific
message 40: signal
status

See inland specific
message FI 55: num-
ber of persons on
board

X

X

X (prefer-
ably)

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2.4.4.2. D e f i n i t i o n o f

i n l a n d s p e c i f i c m e s s a g e s

Inland specific message FI 10: inland ship static and voyage related data

This message shall be used by inland vessels only, to broadcast ship static and voyage related data in addition to
message 5. The message shall be sent with binary message 8 as soon as possible (from the AIS point of view) after
message 5.

Table 2.7

Inland vessel data report

Number
of bits

Description

Parameter

Message ID

Repeat indicator

Source ID

Spare

Application identifier

Unique European vessel
identification number

Length of ship

Beam of ship

6

2

30

2

16

48

13

10

Vessel and convoy type

14

a
t
a
d

y
r
a
n
B

i

Hazardous cargo

Draught

Loaded/unloaded

Quality of speed infor-
mation

Quality of course infor-
mation

Quality of heading
information

Spare

3

11

2

1

1

1

8

Identifier for message 8; always 8

Used by the repeater to indicate how many times a message
has been repeated. Default = 0; 3 = do not repeat any more

MMSI number

Not used, shall be set to zero. Reserved for future use

As described in Table 2.6

8*6 Bit ASCII characters

1 — 8 000 (rest not to be used) length of ship in 1/10m 0 =
default

1 — 1 000 (rest not to be used) beam of ship in 1/10m; 0 =
default

Numeric ERI Classification (CODES): vessel and convoy Type
as described in Appendix E: ERI ship types

Number of blue cones/lights 0 — 3; 4 = B-Flag, 5 = default =
unknown

1 — 2 000 (rest not used) draught in 1/100m, 0 = default =
unknown

1 = loaded, 2 = unloaded, 0 = not available/default, 3 shall not
be used

1 = high, 0 = low/GNSS = default (*)

1 = high, 0 = low/GNSS = default (*)

1 = high, 0 = low = default (*)

Not used, shall be set to zero. Reserved for future use

(*)

Shall be set to 0 if no type approved sensor (e.g. gyro) is connected to the transponder.

168

Occupies one slot

The details regarding the ERI ship type coding can be found in Appendix E.

Inland specific message FI 21: ETA at lock/bridge/terminal

This message shall be used by inland vessels only, to send an ETA report to a lock, bridge or terminal in order to
apply for a time slot in resource planning. The message shall be sent with binary message 6.

An acknowledgement by inland branch function message 22 shall be received within 15 minutes. Otherwise the
Inland branch function message 21 shall be repeated once.

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Table 2.8:

ETA report

Parameter

Bit

Description

Message ID

Repeat indicator

Source ID

Sequence number

Destination ID

Retransmit flag

Spare

Application identifier

UN country code

UN location code

6

2

30

2

30

1

1

16

12

18

Identifier for message 6; always 6

Used by the repeater to indicate how many times a message
has been repeated.
Default = 0; 3 = do not repeat any more

MMSI number of source station

0 — 3

MMSI number of destination station (1)

Retransmit flag shall be set upon retransmission: 0 = no
retransmission = default; 1 = retransmitted

Not used. Shall be set to zero. Reserved for future use

as described in Table 2.6

2*6 Bit characters

3*6 Bit characters

Fairway section number

30

5*6 Bit characters

a
t
a
d

y
r
a
n
B

i

Terminal code

Fairway hectometre

ETA at
lock/bridge/terminal

Number of assisting
tugboats

Air draught

Spare

30

30

20

3

12

5

5*6 Bit characters

5*6 Bit characters

Estimated time of arrival; MMDDHHMM UTC

Bits 19 — 16: month; 1 — 12; 0 = not available = default;
Bits 15 — 11: day; 1 — 31; 0 = not available = default;
Bits 10 — 6: hour; 0 — 23; 24 = not available = default;
Bits 5 — 0: minute; 0 — 59; 60 = not available = default

0 — 6, 7 = unknown = default

0 — 4 000 (rest not used), in 1/100m, 0 = default = not used

Not used, shall be set to zero. Reserved for future use.

248

Occupies two slots

(1) A virtual MMSI number shall be used for each country, each national AIS network shall route messages addressed to other

countries using this virtual MMSI number.

Inland specific message FI 22: RTA at lock/bridge/terminal

This message shall be sent by base stations only, to assign a RTA at a lock, bridge or terminal to a certain vessel.
The message shall be sent with binary message 6 as reply on inland branch function message 21.

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Table 2.9

RTA report

Parameter

Bit

Description

Message ID

Repeat indicator

Source ID

Sequence number

Destination ID

Retransmit flag

Spare

Application identifier

UN country code

UN location code

6

2

30

2

30

1

1

16

12

18

Identifier for message 6; always 6

Used by the repeater to indicate how many times a message has
been repeated. Default = 0; 3 = do not repeat any more

MMSI number of source station

0 — 3

MMSI number of destination station

Retransmit
retransmission = default; 1 = retransmitted

flag shall be set upon retransmission: 0 = no

Not used, shall be set to zero. Reserved for future use

As described in Table 2.6

2*6 Bit characters

3*6 Bit characters

Fairway section number

30

5*6 Bit characters

Terminal code

Fairway hectometre

RTA at
lock/bridge/terminal

a
t
a
d

y
r
a
n
B

i

Lock/bridge/terminal
status

Spare

30

30

20

2

2

5*6 Bit characters

5*6 Bit characters

Recommended time of arrival; MMDDHHMM UTC

Bits 19 — 16: month; 1 — 12; 0 = not available = default;
Bits 15 — 11: day; 1 — 31; 0 = not available = default;
Bits 10 — 6: hour; 0 — 23; 24 = not available = default;
Bits 5 — 0: minute; 0 — 59; 60 = not available = default

0 = operational
1 = limited operation (e.g. obstructed by technical conditions,
only one lock chamber available, etc.)
2 = out of order
3 = not available

Not used, shall be set to zero. Reserved for future use

232

Occupies two slots

Inland specific message FI 55: number of persons on board

This message shall be sent by inland vessels only, to inform about the number of persons (passengers, crew,
shipboard personnel) on board. The message shall be sent with binary message 6 preferably on event or on
request using IAI binary functional message 2.

Alternatively the Standard IMO binary message ‘number of persons on board’ (IAI number 16) could be used.

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Table 2.10

Persons on board report

Parameter

Bit

Description

Message ID

Repeat indicator

Source ID

Sequence number

Destination ID

Retransmit flag

Spare

a
t
a
d

y
r
a
n
B

i

Application identifier

Number of crew mem-
bers on board

Number of passengers
on board

Number of shipboard
personnel on board

Spare

6

2

30

2

30

1

1

16

8

13

8

51

Identifier for message 6; always 6

Used by the repeater to indicate how many times a message has
been repeated. Default = 0; 3 = do not repeat any more

MMSI number of source station

0 — 3

MMSI number of destination station

Retransmit
retransmission = default; 1 = retransmitted.

flag shall be set upon retransmission: 0 = no

Not used, shall be set to zero. Reserved for future use

As described in Table 2.6

0 — 254 crew members, 255 = unknown = default

0 — 8 190 passengers, 8 191 = unknown = default

0 — 254 shipboard personnel, 255 = unknown = default

Not used, shall be set to zero. Reserved for future use.

168

Occupies one slot

Inland specific message FI23: EMMA warning

The EMMA warning shall be used to warn shippers using graphical symbols on the ECDIS screen of heavy
weather conditions. The following message is capable of transmitting the EMMA data using the AIS channel. It
will not replace the Notices to Skippers warnings. This message shall be sent by base stations only, to give weather
warnings to all vessels in a certain area. The message shall be sent with binary message 8 on demand.

Table 2.11

EMMA warning report

Parameter

Bit

Description

Message ID

Repeat indicator

6

2

Identifier for message 8; always 8

Used by the repeater to indicate how many times a message has
been repeated. Default = 0; 3 = do not repeat any more

Source ID

30

MMSI number

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Parameter

Bit

Description

Spare

2

Not used, shall be set to zero. Reserved for future use.

Application identifier

16

As described in Table 2.6

a
t
a
d

y
r
a
n
B

i

Start date

End date

Start time

End time

Start longitude

Start latitude

End longitude

End latitude

Type

Min value

Max value

Classification

Wind direction

Spare

17

17

11

11

28

27

28

27

4

9

9

2

4

6

Start of validity period (YYYYMMDD),
Bits 18-10: year since 2000 1-255; 0 = default)
Bits 9-6: month (1-12; 0 = default)
Bits 5-1: day (1-31; 0 = default)

End of validity period (YYYYMMDD),
Bits 18-10: year since 2000 1-255; 0 = default)
Bits 9-6: month (1-12; 0 = default)
Bits 5-1: day (1-31; 0 = default)

Start time of validity period (HHMM) UTC
Bits 11-7: hour (0-23; 24 = default)
Bits 6-1: minute (0-59; 60 = default)

End time of validity period (HHMM) UTC
Bits 11-7: hour (0-23; 24 = default)
Bits 6-1: minute (0-59; 60 = default)

Begin of the fairway section

Begin of the fairway section

End of the fairway section

End of the fairway section

type of weather warning: 0 = default/unknown, others see
Appendix B: EMMA CODES Table B.1

Bit 0: 0 = positive, 1 = negative value = default Bits 1 — 8 =
value (0 — 253; 254 = 254 or greater, 255 = unknown =
default)

Bit 0: 0 = positive, 1 = negative value = default Bits 1 — 8 =
value (0 — 253; 254 = 254 or greater, 255 = unknown =
default)

Classification of warning (0 = unknown/default, 1 = slight, 2 =
medium, 3 = strong/heavy) according to Appendix B: EMMA
CODES Table B.2

Direction of wind: 0 = default/unknown, others see Appendix B:
EMMA CODES Table B.3

Not used, shall be set to zero. Reserved for future use.

256

Occupies two slots

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Table 2.12

Weather type code

Code

Description (EN)

AIS

WI

RA

SN

TH

FO

LT

HT

FL

FI

1

2

3

N

NE

E

SE

S

SW

W

NW

Wind

Rain

Snow and ice

Thunderstorm

Fog

Low temperature

High temperature

Flood

Fire in the forests

Table 2.13

Weather category type code

Code

Description (EN)

Slight

Medium

Strong, heavy

Table 2.14

Wind direction code

Code

Description (EN)

North

North-east

East

South-east

South

South-west

West

North-west

1

2

3

4

5

6

7

8

9

1

2

3

1

2

3

4

5

6

7

8

AIS

AIS

Inland specific message 24: water levels

This message shall be used to inform skippers about actual water levels in their area. It is additional short term
information to the water levels distributed via Notices to Skippers. The update rate shall be defined by the
competent authority. It is possible to transmit the water levels of more than four gauges using multiple messages.

This message shall be sent by base stations only, to give water level information to all vessels in a certain area. The
message shall be sent with binary message 8 at regular intervals.

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Table 2.15

Water level report

Parameter

Bit

Description

Message ID

Repeat indicator

Source ID

Spare

Application identifier

UN country code

a
t
a
d

y
r
a
n
B

i

Gauge ID

Water level

Gauge ID

Water level

Gauge ID

Water level

Gauge ID

Water level

6

2

30

2

16

12

11

14

11

14

11

14

11

14

Identifier for message 8; always 8

Used by the repeater to indicate how many times a message has
been repeated.
Default = 0; 3 = do not repeat any more

MMSI number

Not used, shall be set to zero. Reserved for future use

As described in Table 2.6

UN country code using 2*6-Bit ASCII characters according to
ERI specification

National unique ID of gauge (1) 1-2047, 0 = default = unknown

Bit 0: 0 = negative value, 1 = positive value
Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (2)

National unique ID of gauge (1) 1-2047, 0 = default = unknown

Bit 0: 0 = negative value, 1 = positive value
Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (2)

National unique ID of gauge (1) 1-2047, 0 = default = unknown

Bit 0: 0 = negative value, 1 = positive value
Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (2)

National unique ID of gauge (1) 1-2047, 0 = default = unknown

Bit 0: 0 = negative value, 1 = positive value
Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (2)

168

Occupies one slot

Shall be defined by ERI for each country.

(1)
(2) Difference value referring to reference water level (GlW in Germany, RNW on the Danube).

Inland specific message 40: signal status

This message shall be sent by base stations only, to inform about the status of different light signals to all vessels
in a certain area. The information shall be displayed on an external Inland ECDIS display as dynamic symbols. The
message shall be sent with binary message 8 at regular intervals.

Table 2.16

Signal status report

Parameter

Bit

Description

Message ID

Repeat indicator

6

2

Identifier for message 8; always 8

Used by the repeater to indicate how many times a message has
been repeated
Default = 0; 3 = do not repeat any more

Source ID

30

MMSI number

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Parameter

Bit

Description

Spare

Application identifier

Signal position longi-
tude

2

16

28

Not used, shall be set to zero. Reserved for future use

As described in Table 2.6

Longitude in 1/10 000 min (±180 degrees, East = positive, West
= negative
181 degrees (6791AC0 hex) = not available = default)

Signal position latitude

27

Latitude in 1/10 000 min (±90 degrees, North = positive, South
= negative, 91 degrees (3412140 hex) = not available = default)

a
t
a
d

y
r
a
n
B

i

Signal form

Orientation of signal

Direction of impact

Light status

Spare

4

9

3

30

11

168

0,15 = unknown = default, 1-14 signal form according to
Appendix C: Example of Signal Status

Degrees (0-359) (511 indicates not available = default)

1 = upstream, 2 = downstream, 3 = to the left bank, 4 = to the
right bank, 0 = unknown = default, rest not used

Status (1 to 7) of up to 9 lights (light 1 to light 9 from left to
light 1) per signal
right, 100000000 means colour 1 at
according to Appendix C: example of signal status. 000000000
= default, 777777777 maximum, rest not used

Not used, shall be set to zero. Reserved for future use

Occupies one slot

An example of signal status is given in APPENDIX C: Example of Signal Status

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Appendix A

DEFINITIONS

A.1 Services

River information services (RIS)

An European concept for harmonised information services to support traffic management and transport management in
inland navigation, including the interfaces to other transport modes.

Vessel traffic management

Vessel traffic management is providing information orally as well as electronically as well as giving directions in interaction
with and response to vessels in a traffic flow to optimise the smooth (efficient) and safe transport.

Vessel traffic management shall comprise at least one of the below defined elements:

— vessel traffic services,

— information services,

— navigational assistance services,

— traffic organisation service,

— lock planning (long and medium term),

— lock operation,

— bridge planning (medium and short term),

— bridge operation,

— navigational information.

Vessel traffic services (VTS)

Vessel traffic service is a service implemented by a competent authority, designed to improve the safety and efficiency of
vessel traffic and to protect the environment.

The service shall have the capability to interact with the traffic and to respond to traffic situations developing in the area.

VTS services — VTS shall comprise at least an information service and may also include others, such as a navigational
assistance service, or a traffic organisation service, or both, defined as below:

— an information service is a service to ensure that essential information becomes available in time for on-board

navigational decision-making,

— a navigational assistance service is a service to assist on-board navigational decision-making and to monitor its effects.
Navigational assistance is especially of importance in reduced visibility or difficult meteorological circumstances or in
case of defects or deficiencies affecting the radar, steering or propulsion. Navigational assistance is given in due form
of position information at the request of the traffic participant or in special circumstances when deemed necessary by
the VTS operator,

— a traffic organisation service is a service to prevent the development of dangerous vessel traffic situations by managing
of traffic movements and to provide for the safe and efficient movement of vessel traffic within the VTS area.

(Source: IALA VTS guidelines)

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VTS area is the delineated, formally declared service area of the VTS. A VTS area may be subdivided in sub-areas or sectors.
(Source: IALA VTS guidelines)

Navigational information is information provided to the skipper on board to support in on-board decision-making.
(Source: IALA VTS guidelines)

Tactical traffic information (TTI) is the information affecting the skipper's or the VTS operator's immediate decisions with
respect to in the actual traffic situation and the close geographic surroundings. A tactical traffic image contains position
information and specific vessel information of all targets detected by a radar presented on an Electronic Navigational Chart
and — if available — enhanced by external Traffic Information, such as the information delivered by an AIS. TTI may be
provided on board of a vessel or on shore, e.g. in a VTS Centre. (Source: RIS guidelines)

Strategic traffic information (STI) is the information affecting the medium and long-term decisions of RIS users. A
strategic traffic image contributes to the planning decision capabilities regarding a safe and efficient voyage. A strategic
traffic image is produced in a RIS centre and delivered to the users on demand. A strategic traffic image contains all relevant
vessels in the RIS area with their characteristics, cargoes and positions, reported by VHF voice reporting or electronic ship
reporting, stored in a database and presented in a table or on an electronic map. Strategic Traffic Information may be
provided by a RIS/VTS centre or by an office. (Source: RIS guidelines)

(Vessel) tracking and tracing

— (Vessel) tracking means the function of maintaining status information of the vessel, such as the current position and

characteristics, and — if needed — combined with information on cargo and consignments.

— (Vessel) tracing means the retrieving of information concerning the whereabouts of the vessel and — if needed —

information on cargo, consignments and equipment. (Source: RIS guidelines)

Vessel traffic monitoring is providing important information relating to the movements of relevant ships in a RIS area. This
includes information about ships identity, position, (type of cargo) and port of destination. (New)

Logistics

The planning, execution and control of the movement and placement of people and/or goods and the supporting activities
related to such movement and placement within a system organised to achieve specific objectives. (Source: COMPRIS WP8
Standardisation)

A.2 Players

Shipmaster

The person responsible for the overall safety of the vessel, cargo, passengers and crew and thereby for the voyage plan of the
vessel and the condition of the vessel, the cargo, respectively passengers and the quality and quantity of the crew.

Conning skipper

The person who navigates the vessel according to voyage plan instructions of the shipmaster. (Source: COMPRIS WP2,
Architecture)

VTS operator

A person, appropriately qualified by the competent authority, performing one or more tasks contributing to the services of
the VTS (Source: IALA VTS guidelines for inland waters).

The person who monitors and controls the fluent and safe progress of traffic within the area around the VTS centre. (Source:
COMPRIS WP2, Architecture)

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Competent authority

The competent authority is the authority made responsible for safety, in whole or in part, by the government, including
environmental friendliness and efficiency of vessel traffic. The competent authority usually has the tasks of planning,
arranging funding and of commissioning of RIS. (Source: RIS guidelines)

RIS authority

The RIS authority is the authority with the responsibility for the management, operation and coordination of the RIS, the
interaction with participating vessels and safe and effective provision of the service. (Source: RIS guidelines)

RIS operator

A person performing one or more tasks contributing to the services of RIS. (new)

Lock operator

The person who monitors and controls the fluent and safe progress of traffic around and through a lock and who is
responsible for the locking process in itself. (Source: COMPRIS WP2, Architecture)

Bridge operator

The person who monitors and controls the fluent and safe progress of traffic around a moveable bridge and who is
responsible for the operation of a movable bridge. (Source: COMPRIS WP2, Architecture)

Terminal operator (synonym: stevedore)

A party responsible for the execution of loading, stowing and discharging (unloading) of vessels. (Source: COMPRIS WP8
Standardisation)

Fleet manager

A person planning and observing the actual (navigational) status of a number of vessels moving or working under one
command or ownership. (New)

Operator in calamity centres of emergency services

The person who monitors, controls and organises the safe and smooth fighting of accidents, incidents and calamities. (New)

Consignor (synonym: cargo shipper or sender)

The merchant (person) by whom, in whose name or on whose behalf a contract of carriage of goods has been concluded
with a carrier or any party by whom, in whose name or on whose behalf the goods are actually delivered to the carrier in
relation to the contract of carriage. (Source: COMPRIS WP8 Standardisation)

Consignee

The party such as mentioned in the transport document by whom goods, cargo or containers are to be received. (Source:
Transport and logistics glossary (P&O Nedlloyd) and COMPRIS WP8 Standardisation)

Freight broker (Synonym: freight forwarder)

The person responsible on behalf of the transport supplier for the physical transport of the goods to be executed. The freight
broker offers transport capacity to shippers on behalf of the transport supplier and is this way mediator between supply
forwarder and shipmaster. (Source: COMPRIS WP2, Architecture)

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Supply forwarder

The person who is responsible on behalf of the shipper for the organisation of the physical transport of the goods that shall
be exchanged. The supply forwarder offers cargo to transporters on behalf of the shipper. (Source: COMPRIS WP2,
Architecture)

Customs

The department of the Civil Service that deals with the levying of duties and taxes on imported goods from foreign countries
and the control over the export and import of goods, e.g. allowed quota prohibited goods. (Source: Transport and logistics
glossary (P&O Nedlloyd),

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Appendix B

EMMA CODES

Table B.1

Weather type code

Code

Description (EN)

Wind

Rain

Snow and ice

Thunderstorm

Fog

Low temperature

High temperature

Flood

Fire in the forests

Table B.2

Weather category code

Code

Description (EN)

Slight

Medium

strong, heavy

Table B.3

Wind direction code

Code

Description (EN)

North

North-east

East

South-east

South

South-west

West

North-west

WI

RA

SN

TH

FO

LT

HT

FL

FI

1

2

3

N

NE

E

SE

S

SW

W

NW

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Appendix C

Example of signal status

C.1 Light status

The examples show a grey background in a square of a fixed size of about 3 mm x 3 mm at all display scales with a ‘post’
like it is used for the present static signal in the presentation library. The white point in the centre of the post indicates the
position and the post itself allows the user to read the direction of impact. (At a lock, for example, there are often signals for
vessels leaving the lock chamber and vessels entering the lock chamber on the inner and the outer side of the door
construction) However, the manufacturer of the display software can design the shape of the symbol and the background
colour.

The status of a signal can be ‘No light’, ‘white’, ‘yellow’, ‘green’, ‘red’, ‘white flashing’ and ‘yellow flashing’ according to CEVNI.

C.2 Signal forms

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For each of these signals there are a lot of possible combinations of lights. It is required to use:

a number to indicate the kind of signal, and

a number for each light on a signal to indicate its status:

1 =
2 =
3 =
4 =
5 =
6 =
7 =

no light,
white,
yellow,
green,
red,
white flashing, and
yellow flashing.

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Appendix D

PROPOSED DIGITAL INTERFACE SENTENCES FOR INLAND AIS

D.1 Input sentences

The serial digital interface of the AIS is supported by existing IEC 61162-1 sentences and new IEC 61162-1 like sentences.
The detailed descriptions for the digital interface sentences are found in either IEC 61162-1 edition 2, or in ‘Publicly
Available Specification’ IEC PAS 61162-100.

This appendix contains draft information used during the development of Inland AIS in order to input the inland specific
data (see) into the Inland AIS shipboard unit. New IEC 61162-1 sentences have to be specified. Prior to an adoption of
approved sentences for Inland AIS by IEC 61162-1, proprietary sentence shall be used.

D.2 Inland waterway static ship data

This sentence is used to enter inland navigation static ship data into an Inland AIS unit. For setting the inland static ship data
the sentence $PIWWSSD with the following content is proposed:

Note 1
Note 2
Note 3
Note 4
Note 5
Note 6

ERI ship type according to ERI classification (see Appendix E)
length of ship 0 to 800,0 metres
beam of ship 0 to 100,0 metres
quality of speed information 1=high or 0=low
quality of course information 1=high or 0=low
quality of heading information 1=high or 0=low

D.3 Inland waterway voyage data

This sentence is used to enter inland navigation voyage ship data into a Inland AIS unit. For setting the inland voyage related
data the sentence $PIWWIVD with the following content is proposed:

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Note 1
Note 2
Note 3
Note 4
Note 5
Note 6
Note 7
Note 8
Note 9

See Table 2.5 Reporting rate settings, default setting: 0
number of blue cones: 0-3, 4=B-Flag, 5=default=unknown
0=not available=default, 1=loaded, 2=unloaded, rest not used
static draught of ship 0 to 20,00 metres, 0=unknown=default, rest not used
air draught of ship 0 to 40,00 metres, 0=unknown=default, rest not used
number of assisting tugboat 0-6, 7=default=unknown, rest not used
number of crew members on board 0 to 254, 255=unknown=default, rest not used
number of passengers on board 0 to 8 190, 8 191=unknown=default, rest not used
number of shipboard personnel on board 0 to 254, 255=unknown=default, rest not used

Remark: The former proposed input sentence $PIWWVSD, used in Inland AIS units developed prior this standard, contains
the parameter field ‘blue sign’ which may raise conflicts with the parameter field ‘regional application flags’ in the $—VSD
sentence according IEC 61162-1:VSD-AIS Voyage static data.

It shall no longer be implemented in new AIS transponders. However, for compatibility reasons, it shall be supported by
external applications.

Note 1
Note 2
Note 3
Note 4
Note 5
Note 6
Note 7
Note 8
Note 9
Note 10

0=not available=default=factory settings, 1=SOLAS settings, 2=Inland Waterway settings (2 sec), rest not used
0=not available=default, 1=not set, 2=set, rest not used
number of blue cones: 0-3, 4=B-Flag, 5=default=unknown
0=not available=default, 1=loaded, 2=unloaded, rest not used
static draught of ship 0 to 20,00 metres, 0=unknown=default, rest not used
air draught of ship 0 to 40,00 metres, 0=unknown=default, rest not used
number of assisting tugboat 0-6, 7=default=unknown, rest not used
number of crew members on board 0 to 254, 255=unknown=default, rest not used
number of passengers on board 0 to 8 190, 8 191=unknown=default, rest not used
number of shipboard personnel on board 0 to 254, 255=unknown=default, rest not used

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Appendix E

ERI SHIP TYPES

This table shall be used to convert the UN ship types, which are used in Inland message 10 to the IMO types which are used
in IMO message 5.

Full code

U

Ship name (EN)

First digit

Second digit

ERI code

AIS code

8000

8010

8020

8021

8022

8023

8030

8040

8050

8060

8070

8080

8090

8100

8110

8120

8130

8140

8150

8160

8161

8162

8163

8170

8180

8210

8220

8230

8240

8250

8260

8270

No

Vessel, type unknown

V

V

V

V

V

V

V

C

C

C

C

C

C

Motor freighter

Motor tanker

Motor tanker, liquid cargo, type N

Motor tanker, liquid cargo, type C

Motor tanker, dry cargo as if liquid (e.g. cement)

Container vessel

Gas tanker

Motor freighter, tug

Motor tanker, tug

Motor freighter with one or more ships alongside

Motor freighter with tanker

Motor freighter pushing one or more freighters

Motor freighter pushing at least one tank-ship

No

No

Tug, freighter

Tug, tanker

C

C

V

V

V

V

V

V

V

C

C

C

C

C

C

C

Tug freighter, coupled

Tug, freighter/tanker, coupled

Freightbarge

Tankbarge

Tankbarge, liquid cargo, type N

Tankbarge, liquid cargo, type C

Tankbarge, dry cargo as if liquid (e.g. cement)

Freightbarge with containers

Tankbarge, gas

Pushtow, one cargo barge

Pushtow, two cargo barges

Pushtow, three cargo barges

Pushtow, four cargo barges

Pushtow, five cargo barges

Pushtow, six cargo barges

Pushtow, seven cargo barges

9

7

8

8

8

8

7

8

7

8

7

8

7

8

7

8

3

3

9

9

9

9

9

8

9

7

7

7

7

7

7

7

9

9

9

0

0

9

9

0

9

9

9

9

9

9

9

9

1

1

9

9

0

0

9

9

0

9

9

9

9

9

9

9

L 105/86

EN

Official Journal of the European Union

23.4.2007

Full code

U

Ship name (EN)

First digit

Second digit

ERI code

AIS code

8280

8290

8310

8320

8330

8340

8350

8360

8370

8380

8390

8400

8410

8420

8430

8440

8441

8442

8443

8444

8450

8460

8470

8480

8490

8500

8510

1500

1510

1520

1530

1540

1850

1900

1910

C

C

C

C

C

C

C

C

C

C

C

V

Pushtow, eight cargo barges

Pushtow, nine on more barges

Pushtow, one tank/gas barge

Pushtow, two barges at least one tanker or gas barge

Pushtow, three barges at least one tanker or gas barge

Pushtow, four barges at least one tanker or gas barge

Pushtow, five barges at least one tanker or gas barge

Pushtow, six barges at least one tanker or gas barge

Pushtow, seven barges at least one tanker or gas barge

Pushtow, eight barges at least one tanker or gas barge

Pushtow, nine or more barges at least one tanker or gas barge

Tug, single

No

Tug, one or more tows

C

V

V

V

V

V

V

V

V

C

V

V

V

C

V

V

V

V

V

V

V

V

Tug, assisting a vessel or linked combination

Pushboat, single

Passenger ship, ferry, cruise ship, red cross ship

Ferry

Red cross ship

Cruise ship

Passenger ship without accomodation

Service vessel, police patrol, port service

Vessel, work maintainance craft, floating derrick, cable-ship,
buoy-ship, dredge

Object, towed, not otherwise specified

Fishing boat

Bunkership

Barge, tanker, chemical

Object, not otherwise specified

General cargo Vessel maritime

Unit carrier maritime

bulk carrier maritime

tanker

liquified gas tanker

pleasure craft, longer than 20 metres

fast ship

hydrofoil

7

7

8

8

8

8

8

8

8

8

8

5

3

3

9

6

6

5

6

6

9

3

9

3

9

8

9

7

7

7

8

8

3

4

4

9

9

0

0

0

0

0

0

0

0

0

2

1

1

9

9

9

8

9

9

9

3

9

0

9

0

9

9

9

9

0

0

7

9

9

23.4.2007

EN

Official Journal of the European Union

L 105/87

Overview of information required by the user and the data fields, which are available in the defined Inland AIS messages

Appendix F

Required information by users

Data field in Inland AIS message ‘Yes’ or ‘No’

Identification

Name

Position

Speed over ground

Course over ground

Intention blue sign

Direction

Destination

Intended route

ETA

RTA

Vessel and convoy type

Yes

Yes

Yes

Yes

Yes

Yes

Could be derived from course over ground

Yes

Could partly be derived from destination

Yes

Yes

Yes

Number of assisting tug boats

Yes, could be identified separately

Dimensions (length and beam)

Draught

Air draught

Number of blue cones

Loaded/unloaded

Number of persons on board

Navigational status

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Limitations on navigational space

Free text. Is not available

Relative position

Relative speed

Relative heading

Relative drift

Rate of turn

Could be calculated based on position information of
vessels

Could be calculated based on speed information of vessels

Could be calculated based on heading information of vessels

Is not available

Is not available