ANNEX

Vessel tracking and tracing systems — Inland AIS

CONTENTS

1.

The use of vessel tracking and tracing in inland navigation

41

1.1.

Introduction

41

1.2.

Scope

42

1.3.

Navigation

43

1.3.1.

Navigation, medium-term ahead

43

1.3.2.

Navigation, short-term ahead

43

1.3.3.

Navigation, very short-term ahead

44

1.4.

Vessel traffic management

44

1.4.1.

Vessel traffic services

44

1.4.1.1.

Information service

45

1.4.1.2.

Navigational assistance service

45

1.4.1.3.

Traffic organisation service

46

1.4.2.

Lock planning and operation

46

1.4.2.1.

Lock planning, long term

46

1.4.2.2.

Lock planning medium term

47

1.4.2.3.

Lock operation

48

1.4.3.

Bridge planning and operation

48

1.4.3.1.

Bridge planning medium term

48

1.4.3.2.

Bridge planning short term

49

1.4.3.3.

Bridge operation

49

1.5.

Calamity abatement

50

1.6.

Transport management

50

1.6.1.

Voyage planning

50

1.6.2.

Transport logistics

51

1.6.3.

Intermodal port and terminal management

51

1.6.4.

Cargo and fleet management

52

1.7.

Enforcement

52

1.8.

Waterway and port infrastructure charges

53

1.9.

Fairway information services

53

1.9.1.

Weather warnings (EMMA)

53

1.9.2.

Signal status

54

1.9.3.

Water level

54

1.10.

Conclusion

54

2.

Inland AIS technical specification

55

2.1.

Introduction

55

2.2.

Scope

56

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

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	EU
Technical specifications for electronic chart display and information system for inland navigation, Inland ECDIS	EU
Technical specifications for electronic ship reporting in inland navigation	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, ‘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’	IEC	2000 1998
UN/ECE Location code	UN/ECE
UN/ECE Ship type code	UN/ECE

ABBREVIATIONS

AI	Application identifier
AIS	Automatic identification system
AI-IP	Automatic identification via Internet protocol
ADN/ADNR	European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways/on the Rhine
ASCII	American standard code for information interchange
ATIS	Automatic transmitter identification system
A-to-N	Aids to navigation
CCNR	Central Commission for Navigation on the Rhine
COG	Course over ground
COMPRIS	Consortium operational management platform river information services
CSTDMA	Carrier sense time division multiple access
DAC	Designated area code
DC	Danube Commission
DGNSS	Differential GNSS
DSC	Digital selective calling
ECDIS	Electronic chart display and information system
EMMA	European multiservice meteorological awareness system
ENI	Unique European vessel identification number
ERI	Electronic reporting international
ETA	Estimated time of arrival
FI	Functional identifier
GLONASS	(Russian) Global navigation satellite system
GlW	Gleichwertiger Wasserstand (reference water level in Germany)
GNSS	Global navigation satellite system
GPRS	General packet radio service
GPS	Global positioning system
GSM	Global system for mobile communication
GUI	Graphical user interface
HDG	Heading
HSC	High-speed craft
IAI	International application identifier
IANA	Internet Assigned Numbers Authority
IALA	International Association of Lighthouse Authorities
ID	Identifier
IEC	International Electrotechnical Committee
IEEE	Institute of Electrical and Electronics Engineers
IETF	Internet engineering task force
IMO	International Maritime Organisation
IP	Internet Protocol
ITU	International Telecommunication Union
MKD	Minimum keyboard and display
MID	Maritime identification digits
MHz	Megahertz (megacycles per second)
MMSI	Maritime mobile service identifier
OLR	Overeengekomen lage Rivierstand (reference water level in the Netherlands)
RAI	Regional application identifier
RAIM	Receiver autonomous integrity monitoring
RIS	River information services
RNW	Regulierungs-Niederwasser (granted water level during 94 % the year)
ROT	Rate of turn
RTA	Requested time of arrival
SAR	Search and rescue
SOG	Speed over ground
SOLAS	Safety of life at sea
SOTDMA	Self-organising time division multiple access
SQRT	Square root
STI	Strategic traffic image
TDMA	Time division multiple access
TTI	Tactical traffic image
UDP	User datagram protocol
UMTS	Universal mobile telecommunications system
UN	United Nations
UN/LOCODE	United Nations Location Code
UTC	Universal time cordinated
VDL	VHF data link
VHF	Very high frequency
VTS	Vessel Traffic Services
WGS-84	World Geodetic System from 1984
WiFi	Wireless fidelity (IEEE 802.11 wireless networking standard)
WIG	Wing in ground

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.

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	Conning skipper
	Short term: Looking minutes ahead, in on board radar range	Conning skipper
	Very short term Looking from seconds up to 1 minute ahead	Conning skipper
Vessel traffic management	VTS	VTS operator, conning skipper
	Lock operation	Lock operator, conning skipper
	Lock planning	Lock operator, conning skipper, shipmaster, fleet manager
	Bridge operation	Bridge operator, conning skipper
	Bridge planning	Bridge operator, conning skipper, shipmaster, fleet manager
Calamity abatement service		Operator in calamity centre, VTS operator, lock operator, bridge operator, conning skipper, ship master, Competent Authority
Transport management	Voyage planning	Shipmaster, freight broker, fleet manager, terminal operator, conning skipper, VTS operator, lock operator, bridge operator, RIS operator
	Transport logistics	Fleet manager, shipmaster, consignor, consignee, supply forwarder
	Port and terminal management	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		Competent authority, shipmaster, fleet manager, Waterway-authority
Fairway information services	Meteo information	Conning skipper
	Signal status	Competent authority, shipmaster, fleet manager
	Water level	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.

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,

—	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,

—	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.   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:

—	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.   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:

—	identification,

—

name,

—	position (actual),

—	speed over ground,

—	course over ground/direction,

—	intention (blue sign),

—	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.   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:

—	identification,

—

name,

—	position (actual),

—	course over ground/direction,

—	ETA at lock,

—	RTA at lock,

—	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.   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.

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.

1.4.2.3.   Lock operation

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.   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:

—	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, …).

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:

—	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.   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:

—	identification,

—

name,

—	position (actual),

—	speed over ground,

—	course over ground/direction,

—	vessel and convoy type,

—	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,

—	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.

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.

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,

—	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	5o	5o
VTS information service	100 m — 1 km	—	—	—
VTS navigational assistance service	10 m (1)	1 km/h	5o	5o
VTS traffic organisation service	10 m (1)	1 km/h	5o	5o
Lock planning long-term	100 m — 1 km	1 km/h	—	—
Lock planning medium-term	100 m	0,5  km/h	—	—
Lock operation	1 m	0,5  km/h	3o	—
Bridge planning medium-term	100 m — 1 km	1 km/h	—	—
Bridge planning short term	100 m	0,5  km/h	—	—
Bridge operation	1 m	0,5  km/h	3o	—
Voyage planning	15 — 100 m	—	—	—
Transport logistics	100 m — 1 km	—	—	—
Port and terminal management	100 m — 1 km	—	—	—
Cargo and fleet management	100 m — 1 km	—	—	—
Calamity abatement	100 m	—	—	—
Enforcement	100 m — 1 km	—	—	—
Waterway and port infrastructure charges	100 m — 1 km	—	—	—

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 (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,

—	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)	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;

(f)	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.

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.

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)
Name of ship	(Standard IMO AIS)
Call sign	(Standard IMO AIS)
IMO number *	(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)	(Inland AIS extension)
Loaded/unloaded vessel	(Inland AIS extension)

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)	(Standard IMO AIS)
Speed SOG (quality information) *	(Standard IMO AIS)
Course COG (quality information) *	(Standard IMO AIS)
Heading HDG (quality information) *	(Standard IMO AIS)
Rate of turn ROT	(Standard IMO AIS)
Position accuracy (GNSS/DGNSS)	(Standard IMO AIS)
Time of el. position fixing device	(Standard IMO AIS)
Navigational status	(Standard IMO AIS)
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	(Inland AIS extension/derived from ship sensor or GNSS)
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)	(Standard IMO AIS)
Category of dangerous cargo	(Standard IMO AIS)
Maximum present static draught *	(Standard IMO AIS)
ETA	(Standard IMO AIS)
Maximum present static draught *	(Standard IMO AIS/amended for Inland AIS)
Hazardous cargo classification	(Inland AIS extension)

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)	(Inland AIS extension)
ETA at lock/bridge/terminal	(Inland AIS extension)
Number of assisting tugboats	(Inland AIS extension)
Air draught	(Inland AIS extension)

RTA at lock/bridge/terminal

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

Lock/bridge/terminal ID (UN/LOCODE)	(Inland AIS extension)
RTA at lock/bridge/terminal	(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	(Standard IMO AIS)
Number of crew member on board	(Inland AIS extension)
Number of passengers on board	(Inland AIS extension)
Number of shipboard personnel on board	(Inland AIS extension)

Signal status

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

Signal position (WGS84)	(Inland AIS extension)
Signal form	(Inland AIS extension)
Light status	(Inland AIS extension)

EMMA warnings

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:	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:	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	Three minutes (3)
Ship status ‘at anchor’ and moving faster than three knots	10 seconds (3)
Ship operating in SOLAS mode, moving 0 to 14 knots	10 seconds (3)
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	Two seconds
Ship operating in SOLAS mode, moving faster than 23 knots	Two seconds
Ship operating in SOLAS mode, moving faster than 23 knots and changing course	Two seconds
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)

Table 2.2

Position report

Parameter	Number of bits	Description
Message ID	6	Identifier for this message 1, 2 or 3
Repeat indicator	2	Used by the repeater to indicate how many times a message has been repeated Default = 0; 3 = do not repeat any more
User ID (MMSI)	30	MMSI number
Navigational Status	4	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	8	±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	10	Speed over ground in 1/10 knot steps (0-102,2 knots) 1 023 = not available; 1 022 = 102,2 knots or higher (5)
Position accuracy	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)
Latitude	27	Latitude in 1/10 000 min (± 90o, North = positive, South = negative, 91o (3412140 hex) = not available = default)
Course over ground	12	Course over ground in 1/10o (0-3599). 3 600 (E10 hex) = not available = default; 3 601 — 4 095 shall not be used
True heading	9	Degrees (0-359) (511 indicates not available = default).
Time stamp	6	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)
Blue sign	2	Indication if blue sign is set 0 = not available = default, 1 = no 2 = yes, 3 = not used (6)
Regional bits	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.
Spare	1	Not used. Shall be set to zero. Reserved for future use
RAIM flag	1	RAIM (receiver autonomous integrity monitoring) flag of electronic position fixing device; 0 = RAIM not in use = default; 1 = RAIM in use)
Communication State	19	See ITU-R M. 1371-1 table 15B
	168	Occupies one slot

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	6	Identifier for this message 5
Repeat indicator	2	Used by the repeater to indicate how many times a message has been repeated Default = 0; 3 = do not repeat any more
User ID (MMSI)	30	MMSI number
AIS version indicator	2	0 = Station compliant with AIS Edition 0; 1 — 3 = Station compliant with future AIS Editions 1, 2, and 3
IMO number	30	1 — 999999999; 0 = not available = default (7)
Call sign	42	7 × 6 bit ASCII characters, ‘@@@@@@@’ = not available = default (8)
Name	120	Maximum 20 characters 6 bit ASCII, @@@@@@@@@@@@@@@@@@@@ = not available = default
Type of ship and cargo	8	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	30	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	4	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	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	8	in 1/10 m, 255 = draught 25,5  m or greater, 0 = not available = default (11)
Destination	120	Maximum 20 characters using 6-bit ASCII; @@@@@@@@@@@@@@@@@@@@ = not available. (13)
DTE	1	Data terminal ready (0 = available, 1 = not available = default)
Spare	1	Spare. Not used. Shall be set to zero. Reserved for future use
	424	Occupies two slots

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	6	Identifier for message 23; always 23
Repeat Indicator	2	Used by the repeater to indicate how many times a message has been repeated. 0 — 3; default = 0; 3 = do not repeat any more.
Source ID	30	MMSI of assigning station.
Spare	2	Spare. Shall be set to zero. Reserved for future use.
Longitude 1	18	Longitude of area to which the group assignment applies; upper right corner (north-east); in 1/10 min (± 180o, East = positive, West = negative).
Latitude 1	17	Latitude of area to which the group assignment applies; upper right corner (north-east); in 1/10 min (± 90o, North = positive, South = negative).
Longitude 2	18	Longitude of area to which the group assignment applies; lower left corner (south-west); in 1/10 min (± 180o, East = positive, West = negative).
Latitude 2	17	Latitude of area to which the group assignment applies; lower left corner (south-west); in 1/10 min (± 90o, North = positive, South = negative).
Station type	4	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	8	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
Spare	22	Reserved for future use. Not used. Shall be set to zero.
Tx/Rx mode	2	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
Reporting interval	4	This parameter commands the respective stations to the reporting interval given in Table 2.5 below
Quiet time	4	0 = default = no quiet time commanded; 1 — 15 = quiet time of 1 to 15 min.
Spare	6	Spare. Not used. Shall be set to zero. Reserved for future use
Total	160	Occupies one time period

Table 2.5

Reporting interval settings for use with message 23

Reporting interval field setting	Reporting interval for message18
0	As given by the autonomous mode
1	10 minutes
2	Six minutes
3	Three minutes
4	One minute
5	30 seconds
6	15 seconds
7	10 seconds
8	Five seconds
9	Two seconds
10	Next shorter reporting interval
11	Next longer reporting interval
12 to 15	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.

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),

—	search and rescue (SAR).

Table 2.6:

FI within the Inland AIS branch

FI	FIG	Name of regional function message	Sent by	Broadcast	Addressed	Description
10	Gen	Inland ship static and voyage related data	Ship	X		See inland specific message FI10: Inland ship static data and voyage related data
21	VTS	ETA at lock/bridge/terminal	Ship		X	See inland specific message FI21: ETA at lock/bridge/terminal
22	VTS	RTA at lock/bridge/terminal	Shore		X	See inland specific message FI 22: RTA at lock/bridge/terminal
23	VTS	EMMA warning	Shore	X		See inland specific message FI23: EMMA warning
24	VTS	Water level	Shore	X		See inland specific message 24: water level
40	A-to-N	Signal status	Shore	X		See inland specific message 40: signal status
55	SAR	Inland number of persons on board	Ship	X	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.

Table 2.7

Inland vessel data report

	Parameter	Number of bits	Description
	Message ID	6	Identifier for message 8; always 8
	Repeat indicator	2	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
	Spare	2	Not used, shall be set to zero. Reserved for future use
Binary data	Application identifier	16	As described in Table 2.6
	Unique European vessel identification number	48	8*6 Bit ASCII characters
	Length of ship	13	1 — 8 000 (rest not to be used) length of ship in 1/10m 0 = default
	Beam of ship	10	1 — 1 000 (rest not to be used) beam of ship in 1/10m; 0 = default
	Vessel and convoy type	14	Numeric ERI Classification (CODES): vessel and convoy Type as described in Appendix E: ERI ship types
	Hazardous cargo	3	Number of blue cones/lights 0 — 3; 4 = B-Flag, 5 = default = unknown
	Draught	11	1 — 2 000 (rest not used) draught in 1/100m, 0 = default = unknown
	Loaded/unloaded	2	1 = loaded, 2 = unloaded, 0 = not available/default, 3 shall not be used
	Quality of speed information	1	1 = high, 0 = low/GNSS = default (*1)
	Quality of course information	1	1 = high, 0 = low/GNSS = default (*1)
	Quality of heading information	1	1 = high, 0 = low = default (*1)
	Spare	8	Not used, shall be set to zero. Reserved for future use
		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.

Table 2.8:

ETA report

	Parameter	Bit	Description
	Message ID	6	Identifier for message 6; always 6
	Repeat indicator	2	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 of source station
	Sequence number	2	0 — 3
	Destination ID	30	MMSI number of destination station (14)
	Retransmit flag	1	Retransmit flag shall be set upon retransmission: 0 = no retransmission = default; 1 = retransmitted
	Spare	1	Not used. Shall be set to zero. Reserved for future use
Binary data	Application identifier	16	as described in Table 2.6
	UN country code	12	2*6 Bit characters
	UN location code	18	3*6 Bit characters
	Fairway section number	30	5*6 Bit characters
	Terminal code	30	5*6 Bit characters
	Fairway hectometre	30	5*6 Bit characters
	ETA at lock/bridge/terminal	20	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
	Number of assisting tugboats	3	0 — 6, 7 = unknown = default
	Air draught	12	0 — 4 000 (rest not used), in 1/100m, 0 = default = not used
	Spare	5	Not used, shall be set to zero. Reserved for future use.
		248	Occupies two slots

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.

Table 2.9

RTA report

	Parameter	Bit	Description
	Message ID	6	Identifier for message 6; always 6
	Repeat indicator	2	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 of source station
	Sequence number	2	0 — 3
	Destination ID	30	MMSI number of destination station
	Retransmit flag	1	Retransmit flag shall be set upon retransmission: 0 = no retransmission = default; 1 = retransmitted
	Spare	1	Not used, shall be set to zero. Reserved for future use
Binary data	Application identifier	16	As described in Table 2.6
	UN country code	12	2*6 Bit characters
	UN location code	18	3*6 Bit characters
	Fairway section number	30	5*6 Bit characters
	Terminal code	30	5*6 Bit characters
	Fairway hectometre	30	5*6 Bit characters
	RTA at lock/bridge/terminal	20	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
	Lock/bridge/terminal status	2	0 = operational 1 = limited operation (e.g. obstructed by technical conditions, only one lock chamber available, etc.) 2 = out of order 3 = not available
	Spare	2	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.

Table 2.10

Persons on board report

	Parameter	Bit	Description
	Message ID	6	Identifier for message 6; always 6
	Repeat indicator	2	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 of source station
	Sequence number	2	0 — 3
	Destination ID	30	MMSI number of destination station
	Retransmit flag	1	Retransmit flag shall be set upon retransmission: 0 = no retransmission = default; 1 = retransmitted.
	Spare	1	Not used, shall be set to zero. Reserved for future use
Binary data	Application identifier	16	As described in Table 2.6
	Number of crew members on board	8	0 — 254 crew members, 255 = unknown = default
	Number of passengers on board	13	0 — 8 190 passengers, 8 191 = unknown = default
	Number of shipboard personnel on board	8	0 — 254 shipboard personnel, 255 = unknown = default
	Spare	51	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	6	Identifier for message 8; always 8
	Repeat indicator	2	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
	Spare	2	Not used, shall be set to zero. Reserved for future use.
Binary data	Application identifier	16	As described in Table 2.6
	Start date	17	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 date	17	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	11	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	11	End time of validity period (HHMM) UTC Bits 11-7: hour (0-23; 24 = default) Bits 6-1: minute (0-59; 60 = default)
	Start longitude	28	Begin of the fairway section
	Start latitude	27	Begin of the fairway section
	End longitude	28	End of the fairway section
	End latitude	27	End of the fairway section
	Type	4	type of weather warning: 0 = default/unknown, others see Appendix B: EMMA CODES Table B.1
	Min value	9	Bit 0: 0 = positive, 1 = negative value = default Bits 1 — 8 = value (0 — 253; 254 = 254 or greater, 255 = unknown = default)
	Max value	9	Bit 0: 0 = positive, 1 = negative value = default Bits 1 — 8 = value (0 — 253; 254 = 254 or greater, 255 = unknown = default)
	Classification	2	Classification of warning (0 = unknown/default, 1 = slight, 2 = medium, 3 = strong/heavy) according to Appendix B: EMMA CODES Table B.2
	Wind direction	4	Direction of wind: 0 = default/unknown, others see Appendix B: EMMA CODES Table B.3
	Spare	6	Not used, shall be set to zero. Reserved for future use.
		256	Occupies two slots

Table 2.12

Weather type code

Code	Description (EN)	AIS
WI	Wind	1
RA	Rain	2
SN	Snow and ice	3
TH	Thunderstorm	4
FO	Fog	5
LT	Low temperature	6
HT	High temperature	7
FL	Flood	8
FI	Fire in the forests	9

Table 2.13

Weather category type code

Code	Description (EN)	AIS
1	Slight	1
2	Medium	2
3	Strong, heavy	3

Table 2.14

Wind direction code

Code	Description (EN)	AIS
N	North	1
NE	North-east	2
E	East	3
SE	South-east	4
S	South	5
SW	South-west	6
W	West	7
NW	North-west	8

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.

Table 2.15

Water level report

	Parameter	Bit	Description
	Message ID	6	Identifier for message 8; always 8
	Repeat indicator	2	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
	Spare	2	Not used, shall be set to zero. Reserved for future use
Binary data	Application identifier	16	As described in Table 2.6
	UN country code	12	UN country code using 2*6-Bit ASCII characters according to ERI specification
	Gauge ID	11	National unique ID of gauge (15) 1-2047, 0 = default = unknown
	Water level	14	Bit 0: 0 = negative value, 1 = positive value Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (16)
	Gauge ID	11	National unique ID of gauge (15) 1-2047, 0 = default = unknown
	Water level	14	Bit 0: 0 = negative value, 1 = positive value Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (16)
	Gauge ID	11	National unique ID of gauge (15) 1-2047, 0 = default = unknown
	Water level	14	Bit 0: 0 = negative value, 1 = positive value Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (16)
	Gauge ID	11	National unique ID of gauge (15) 1-2047, 0 = default = unknown
	Water level	14	Bit 0: 0 = negative value, 1 = positive value Bits 1-11: 1-8191, in 1/100m, 0 = unknown = default (16)
		168	Occupies one slot

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	6	Identifier for message 8; always 8
	Repeat indicator	2	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
	Spare	2	Not used, shall be set to zero. Reserved for future use
Binary data	Application identifier	16	As described in Table 2.6
	Signal position longitude	28	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)
	Signal form	4	0,15 = unknown = default, 1-14 signal form according to Appendix C: Example of Signal Status
	Orientation of signal	9	Degrees (0-359) (511 indicates not available = default)
	Direction of impact	3	1 = upstream, 2 = downstream, 3 = to the left bank, 4 = to the right bank, 0 = unknown = default, rest not used
	Light status	30	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
	Spare	11	Not used, shall be set to zero. Reserved for future use
		168	Occupies one slot

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

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(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.

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

(14)  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.

(15)  Shall be defined by ERI for each country.

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