Source: https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX%3A32007R0415&print=true
Timestamp: 2019-11-13 01:07:11
Document Index: 25610101

Matched Legal Cases: ['Art 2', '§ 3', '§ 3', '§ 3', '§ 3', 'art 2', 'art 1', 'art 2', '§ 3', '§ 3', '§ 3', '§ 3', '§ 3', '§ 3', '§ 3', '§ 3']

EUR-Lex - 32007R0415 - EN - EUR-Lex
EUR-Lex - 32007R0415 - EN
Document 32007R0415
Special edition in Croatian: Chapter 07 Volume 010 P. 65 - 117
In force. Latest consolidated version: 17/08/2012
ELI: http://data.europa.eu/eli/reg/2007/415/oj
Bulgarian, Spanish, Czech, Danish, German, Estonian, Greek, English, French, Italian, Latvian, Lithuanian, Hungarian, Maltese, Dutch, Polish, Portuguese, Romanian, Slovak, Slovenian, Finnish, Swedish, Icelandic, Norwegian
24/04/2007; Entry into force Date pub. + 1 See Art 2
12/06/2020; Repealed by 32019R0838
Extended to the EEA by 22007D0118
32005L0044 - A05
Corrected by 32007R0415R(01) (MT)
Amended by 32012R0689 Amendment annex 17/08/2012
Repealed by 32019R0838 13/06/2020
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
Having regard to 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 (1), and in particular Article 5 thereof,
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.
In accordance with Article 1(2) of the Directive, 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 for the implementation of vessel tracking and tracing systems, and official members from other governmental bodies and observers from the industry.
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 with Article 5(2) of 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.
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:
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.
Done at Brussels, 13 March 2007.
(1) OJ L 255, 30.9.2005, p. 152.
Vessel tracking and tracing systems — Inland AIS
The use of vessel tracking and tracing in inland navigation
Navigation, medium-term ahead
Navigation, short-term ahead
Navigation, very short-term ahead
Navigational assistance service
Traffic organisation service
Lock planning and operation
Lock planning, long term
Lock planning medium term
Bridge planning and operation
Bridge planning medium term
Bridge planning short term
Intermodal port and terminal management
Cargo and fleet management
Waterway and port infrastructure charges
Weather warnings (EMMA)
Inland AIS technical specification
General requirements for Inland AIS
Static ship information
Dynamic ship information
Voyage related ship information
Reporting interval of information transmission
Compatibility to IMO Class A transponders
Application identifier for Inland AIS application specific messages
Protocol amendments for Inland AIS
Message 1, 2, 3: position reports (ITU-R 1371-1, § 3.3.8.2.1)
Message 5: ship static and voyage related data (ITU-R 1371-1, § 3.3.8.2.3)
Message 23, group assignment command (ITU-R M. 1371-2 [PDR)
Application of specific messages (ITU-R 1371-1, § 3.3.8.2.4/§ 3.3.8.2.6)
Allocation of function identifiers (FI) within the Inland AIS branch
Definition of inland specific messages
Example of signal status
Proposed digital interface sentences for Inland AIS
ERI ship types
Overview of information required by the user and the data fields, which are available in the defined Inland AIS messages.
The content of this document is based on:
Technical guidelines for the planning of river information services
Guidelines and criteria for vessel traffic services on inland waterways, Resolution No 58
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
IMO MSC.74(69) Annex 3, ‘Recommendation on Performance Standards for a Ship-borne Automatic Identification System (AIS)’
IMO Resolution A.915(22), ‘Revised Maritime Policy and Requirements for a future Global Navigation Satellite System (GNSS)’
COMPRIS final report and underlying final work package documents
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’
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)’
International Standard IEC 61162-Serie, ‘Maritime navigation and radio communication equipment and systems — Digital interfaces’
‘Part 1: Single talker and multiple listeners’, 2nd edition
‘Part 2: Single talker and multiple listeners, high speed transmission’
UN/ECE Location code
UN/ECE Ship type code
Automatic identification via Internet protocol
European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways/on the Rhine
Automatic transmitter identification system
Designated area code
European multiservice meteorological awareness system
Electronic reporting international
Functional identifier
(Russian) Global navigation satellite system
Gleichwertiger Wasserstand (reference water level in Germany)
International application identifier
Minimum keyboard and display
Megahertz (megacycles per second)
Maritime mobile service identifier
Overeengekomen lage Rivierstand (reference water level in the Netherlands)
Regional application identifier
Regulierungs-Niederwasser (granted water level during 94 % the year)
Strategic traffic image
Universal time cordinated
World Geodetic System from 1984
Wireless fidelity (IEEE 802.11 wireless networking standard)
1. The use of vessel tracking and tracing in inland navigation
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.
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.
Overview of fields of interest, task and users
Looking minutes up to hours ahead,
outside on-board radar range
Looking minutes ahead, in on board radar range
Looking from seconds up to 1 minute ahead
Calamity abatement service
Operator in calamity centre, VTS operator, lock operator, bridge operator, conning skipper, ship master, Competent Authority
Shipmaster, freight broker, fleet manager, terminal operator, conning skipper, VTS operator, lock operator, bridge operator, RIS operator
Fleet manager, shipmaster, consignor, consignee, supply forwarder
Terminal operator, shipmaster, supply forwarder, port authority, competent authority
Fleet manager, consignor, consignee, supply forwarder, freight broker, shipmaster
Customs, competent authority, shipmaster
Competent authority, shipmaster (police authorities)
Competent authority, shipmaster, fleet manager, Waterway-authority
Competent authority, shipmaster, fleet manager
Competent authority, shipmaster, fleet manager, Conning skipper
In the following paragraphs for each field of interest and tasks the users and the information needs are described in detail.
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.
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:
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:
speed over ground (accuracy 1 km/h),
intention (blue sign),
vessel/convoy type,
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 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,
a navigational assistance service,
In the next paragraphs the user needs related to traffic information are described.
1.4.1.1. Information service
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:
limitations on navigable space,
number of persons on board (in case of an incident),
The competent authority will set the predefined update rate.
1.4.1.2. Navigational assistance service
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:
air draught (in case of obstacles),
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. Traffic organisation service
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. Lock planning, long-term
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:
ETA at lock,
RTA at lock,
air draught,
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. Lock planning medium-term
Lock planning a medium-term ahead is dealing with the planning of a lock up to two or four lock cycles ahead.
Traffic information needed for medium term lock planning is
number of assisting tug boats,
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.
1.4.2.3. Lock operation
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. Bridge planning medium term
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:
ETA at bridge,
RTA at bridge,
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. Bridge planning short term
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:
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. Bridge operation
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:
air draught.
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:
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:
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),
ETA at lock/bridge/next sector/terminal,
RTA at lock/bridge/next sector/terminal,
dimensions (length and beam) (own vessel),
draught (own vessel),
air draught (own vessel),
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:
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:
ETA at port/terminal,
RTA at port/terminal,
The terminal and port manager will request for traffic information or will agree that in predefined situations the traffic information will be send automatically.
1.6.4. Cargo and fleet management
Cargo and fleet management considers the planning and optimising the use of vessels, arranging cargo and transportation.
course over ground/direction (upstream/downstream),
ETA at lock/bridge/destination/terminal,
RTA at lock/bridge/destination/terminal,
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:
ETA at lock/bridge/border/terminal/destination,
number of persons on board,
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.
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:
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,
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.
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,
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.
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.
Overview of accuracy requirements dynamic data
Navigation medium-term ahead
1- 5 km/h
Navigation short-term ahead
VTS information service
VTS navigational assistance service
VTS traffic organisation service
Lock planning long-term
Lock planning medium-term
Bridge planning medium-term
2. INLAND AIS TECHNICAL SPECIFICATION
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 (2) 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,
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,
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.
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:
Class A mobile stations to be used by all sea going vessels falling under the IMO SOLAS chapter V carriage requirements;
Class B SO/CS mobile stations with limited functionality to be used by e.g. pleasure crafts;
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),
base stations, including shore based simplex and duplex repeater stations.
The following modes of operation can be distinguished:
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;
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.
An Inland AIS station consists in general of the following components:
VHF transceiver (one transmitter/two receivers);
GNSS receiver;
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:
Static information, such as official ship number, call sign of vessel, name of vessel, type of vessel;
Dynamic information, such as vessels position with accuracy indication and integrity status;
Voyage related information, such as length and beam of vessel combination, hazardous cargo on board;
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.
2.3.2.1. Static ship information
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)
(Standard IMO AIS/not available for Inland ships)
Type of ship and cargo *
(Standard IMO AIS/amended for Inland AIS)
Overall length (decimetre accuracy)*
Overall beam (decimetre accuracy) *
Unique European vessel identification number ENI)
(Inland AIS extension)
Type of vessel and convoy (ERI)
Loaded/unloaded vessel
2.3.2.2. Dynamic ship information
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) *
Position accuracy (GNSS/DGNSS)
Time of el. position fixing device
Blue sign set
(Inland AIS extension/regional bits in Standard IMO AIS)
Quality of speed information
(Inland AIS extension/derived from ship sensor or GNSS)
Quality of course information
Quality of heading information
(Inland AIS extension/derived from certified sensor (e.g. gyro) or uncertified sensor)
2.3.2.3. Voyage related ship information
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 *
2.3.2.4. Traffic management information
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)
Number of assisting tugboats
RTA at lock/bridge/terminal
RTA at lock/bridge/terminal information is transmitted as addressed message from shore to ship.
The number of persons on board is transmitted preferably as an addressed message from ship to shore on request or on event.
Number of crew member on board
Number of shipboard personnel on board
Signal status information is transmitted as broadcast message from shore to ship
Signal position (WGS84)
EMMA warnings
EMMA warning information is transmitted as broadcast message from shore to ship
Water Level Information is transmitted as broadcast message from shore to ship
Local water level information
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:
Every six minutes or when data has been amended or on request
Dynamic ship information:
Depends on navigational status and ship operating mode, either inland waterway mode or SOLAS mode (default), see Table 2.1
Voyage related ship information:
Every six minutes, when data has been amended or on request
Traffic management information:
As required (to be defined by competent authority)
Safety related messages:
Update rate of dynamic ship information
Ship dynamic conditions
Nominal reporting interval
Ship status ‘at anchor’ and not moving faster than three knots
Three minutes (3)
Ship status ‘at anchor’ and moving faster than three knots
Ship operating in SOLAS mode, moving 0 to 14 knots
Ship operating in SOLAS mode, moving 0 to 14 knots and changing course
3 1/3 seconds (3)
Ship operating in SOLAS mode, moving 14 to 23 knots
Six seconds (3)
Ship operating in SOLAS mode, moving 14 to 23 knots and changing course
Ship operating in SOLAS mode, moving faster than 23 knots
Ship operating in SOLAS mode, moving faster than 23 knots and changing course
Ship operating in inland waterway mode (4)
Assigned between two seconds and 10 minutes
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).
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)
Used by the repeater to indicate how many times a message has been repeated
User ID (MMSI)
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
Rate of turn ROTAIS
±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 (5)
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 in 1/10 000 min (±180o, East = positive, West = negative.
181o (6791AC0 hex) = not available = default)
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 (6)
Regional bits
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)
See ITU-R M. 1371-1 table 15B
2.4.2. Message 5: Ship static and voyage related data (ITU-R 1371-1, § 3.3.8.2.3)
Ship static and dynamic data report
Identifier for this message 5
AIS version indicator
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 (7)
7 × 6 bit ASCII characters, ‘@@@@@@@’ = not available = default (8)
Maximum 20 characters 6 bit ASCII, @@@@@@@@@@@@@@@@@@@@ = not available = default
Type of ship and cargo
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 (9)
Dimensions of ship/convoy
Reference point for reported position; Also indicates the dimension of ship in metres (see Fig. 18 and § 3.3.8.2.3.3) (10), (11), (12)
Type of electronic position fixing device
0 = Undefined (default),
3 = Combined GPS/GLONASS,
6 = Integrated Navigation System,
7 = surveyed,
8 — 15 = not used
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
Maximum present static draught
in 1/10 m, 255 = draught 25,5 m or greater, 0 = not available = default (11)
Maximum 20 characters using 6-bit ASCII; @@@@@@@@@@@@@@@@@@@@ = not available. (13)
Data terminal ready (0 = available, 1 = not available = default)
Spare. Not used. Shall be set to zero. Reserved for future use
2.4.3. Message 23, group assignment command (ITU-R M. 1371-2 [PDR)
Group assignment command
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
Latitude of area to which the group assignment applies; lower left corner (south-west); in 1/10 min
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
Type of ship and cargo type
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.
Tx/Rx mode
This parameter commands the respective stations to one of the following modes:
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.
Occupies one time period
Reporting interval settings for use with message 23
Reporting interval field setting
Reporting interval for message18
As given by the autonomous mode
Next shorter reporting interval
Next longer reporting interval
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.
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. Allocation of function identifiers (FI) within the Inland AIS branch
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),
FI within the Inland AIS branch
Name of regional function message
Inland ship static and voyage related data
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
Inland number of persons on board
X (preferably)
See inland specific message FI 55: number of persons on board
Some FI within the inland branch shall be reserved for future use.
2.4.4.2. Definition of inland specific messages
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.
Inland vessel data report
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
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
Vessel and convoy type
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 (14)
1 = high, 0 = low = default (14)
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.
Identifier for message 6; always 6
Used by the repeater to indicate how many times a message has been repeated.
MMSI number of source station
MMSI number of destination station (15)
Retransmit flag
Retransmit flag shall be set upon retransmission: 0 = no retransmission = default; 1 = retransmitted
UN country code
2*6 Bit characters
UN location code
3*6 Bit characters
Fairway section number
5*6 Bit characters
Fairway hectometre
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.
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.
RTA report
MMSI number of destination station
Recommended time of arrival; MMDDHHMM UTC
Lock/bridge/terminal status
0 = operational
1 = limited operation (e.g. obstructed by technical conditions, only one lock chamber available, etc.)
2 = out of order
3 = not available
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.
Persons on board report
Retransmit flag shall be set upon retransmission: 0 = no retransmission = default; 1 = retransmitted.
0 — 254 crew members, 255 = unknown = default
0 — 8 190 passengers, 8 191 = unknown = default
0 — 254 shipboard personnel, 255 = unknown = default
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.
EMMA warning report
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),
Start time of validity period (HHMM) UTC
Bits 6-1: minute (0-59; 60 = default)
End time of validity period (HHMM) UTC
Begin 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)
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
Weather type code
Weather category type code
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.
UN country code using 2*6-Bit ASCII characters according to ERI specification
National unique ID of gauge (16) 1-2047, 0 = default = unknown
Bit 0: 0 = negative value, 1 = positive value
Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (17)
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.
Signal status report
Signal position longitude
Longitude in 1/10 000 min (±180 degrees, East = positive, West = negative
181 degrees (6791AC0 hex) = not available = default)
Signal position latitude
Latitude in 1/10 000 min (±90 degrees, North = positive, South = negative, 91 degrees (3412140 hex) = not available = default)
0,15 = unknown = default, 1-14 signal form according to Appendix C: Example of Signal Status
Orientation of signal
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 right, 100000000 means colour 1 at light 1) per signal according to Appendix C: example of signal status. 000000000 = default, 777777777 maximum, rest not used
An example of signal status is given in APPENDIX C: Example of Signal Status
(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) 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).
(3) 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).
(4) Shall be switched by competent authority using message 23, when ship enters inland waterway area.
(5) Knots shall be calculated in km/h by external onboard equipment.
(6) 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).
(7) Shall be set to 0 for inland vessels.
(8) ATIS code shall be used for inland vessels.
(9) Best applicable ship type shall be used for inland navigation.
(10) The dimensions shall be set to the maximum rectangle size of the convoy.
(11) The decimetre accuracy of the inland information shall be rounded upwards.
(12) 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.
(13) The UN location codes and ERI terminal codes shall be used.
(14) Shall be set to 0 if no type approved sensor (e.g. gyro) is connected to the transponder.
(15) 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.
(16) Shall be defined by ERI for each country.
(17) Difference value referring to reference water level (GlW in Germany, RNW on the Danube).
A.1 Services
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 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:
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 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)
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)
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
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.
The person who navigates the vessel according to voyage plan instructions of the shipmaster. (Source: COMPRIS WP2, Architecture)
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)
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)
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)
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 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)
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)
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)
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)
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),
Weather category code
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
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:
white flashing, and
yellow flashing.
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:
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:
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.
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
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.
Overview of information required by the user and the data fields, which are available in the defined Inland AIS messages
Required information by users
Data field in Inland AIS message ‘Yes’ or ‘No’
Intention blue sign
Could be derived from course over ground
Could partly be derived from destination
Number of assisting tug boats
Yes, could be identified separately
Dimensions (length and beam)
Number of blue cones
Limitations on navigational space
Free text. Is not available
Could be calculated based on position information of vessels
Could be calculated based on speed information of vessels
Relative heading
Could be calculated based on heading information of vessels
Relative drift