1.

2.

2.1.

2.2.

2.3.

2.4.

2.5.

2.6.

2.7.

2.8.

2.9.

2.10.

2.11.

2.12.

3.

4.

4.1.

4.2.

4.2.1.

4.2.2.

4.2.3.

4.2.4.

4.2.5.

4.3.

4.4.

4.5.

4.6.

4.7.

4.8.

5.

5.1.

5.1.1.

5.1.2.

5.1.3.

5.1.4.

5.2.

5.2.1.

5.2.2.

5.2.3.

5.3.

5.3.1.

5.3.2.

5.3.3.

5.4.

5.5.

5.6.

6.

6.1.

6.2.

6.3.

6.4.

6.5.

7.

8.

ADNR

Accord européen relative au transport international des marchandises dangereuses par voie de navigation intérieur du Rhin

AIS

Automatic identification system (transponder)

ARGO

Advanced river navigation

AVV

Adviesdienst Verkeer en Vervoer (The Netherlands)

BICS

Binnenvaart informatie en communicatie systeem (electronic reporting system)

CAS

Calamity abatement support

CCNR

Central Commission for the Navigation on the Rhine

CCTV

Closed circuit television

CEVNI

Code européen de voies de la navigation intérieure (European code for inland waterways), edited by UN/ECE

COMPRIS

Consortium operational management platform river information services (R&D project of the EU, 2003 — 2005)

D4D

Data warehouse for the River Danube

DGPS

Differential global positioning system

ECDIS

Electronic chart and display information system

ECE

Economic Commission for Europe of the United Nations

EDI

Electronic data interchange

EDIFACT

Electronic data interchange for administration, commerce and transport (UN/ECE Standard)

ENC

Electronic navigational chart

ETA

Estimated time of arrival

ETD

Estimated time of departure

ETSI

European Telecommunications Standards Institute

FI

Fairway information

FIS

Fairway information service

GLONASS

Global orbiting navigation satellite system

GNSS

Global navigation satellite system

GSM

Global system for mobile communication

HF

High frequency

HS Code

Harmonised commodity description and coding system of WCO

IALA

International Organisation of Marine Aids to Navigation and Lighthouse Authorities

IEC

International Electrotechnical Commission

IHO

International Hydrographic Organisation

IMDG Code

International maritime dangerous goods code

IMO

International Maritime Organisation

INDRIS

Inland navigation demonstrator of river information services (R&D project of EU, 1998–2000)

ISO

International Standardisation Organisation

IT

Information technology

ITU

International Telecommunication Union

LAN

Local area network

LBM

Lock and bridge management

OFS

Official ship number

PIANC

International Navigation Association

PTM

Port and terminal management

RIS

River information services

RTA

Required time of arrival

SAR

Search and rescue

SIGNI

Signs and signals on inland waterways, edited by UN/ECE

SMS

Short message service

SOLAS

International Convention on Safety of Life at Sea

SOTDMA AIS

Self organising time division multiple access AIS

STI

Strategic traffic information (image)

TCP/IP

Transmission control protocol/Internet protocol

TI

Traffic information

TTI

Tactical traffic information (image)

UMTS

Universal mobile telecommunication system

UTC

Universal time coordinated

VDL

VHF data link

VHF

Very high frequency

VTC

Vessel traffic centre

VTMIS

Vessel traffic management and information services (maritime navigation)

VTS

Vessel traffic services

WAP

Wireless application protocol

WCO

World Customs Organisation

WI-FI

Wireless fidelity

ZKR/CCNR

Zentralkommission für die Rheinschifffahrt

Figure 2.3.

Relation between RIS area and VTS area

Figure 4.1.

RIS development and redesign

Figure 4.4a.

Arenas roles and management tasks in inland shipping

Figure 4.4c.

Elements of an information processing loop

Figure 4.4d.

Information processing loop

Table 4.4b.

Derivation of RIS services

Table 4.5.

River information services

Table 4.6.

Functional decomposition of river information services

Table 4.8.

Relation between services and systems

Table 5.2.3.

Data set for ship reporting

Table 6.4.

The planning process for RIS

Table 7.

Possible stepwise development of the different parts of RIS

(1)

The RIS guidelines describe the principles and general requirements for planning, implementing and operational use of river information services and related systems.

(2)

They are equally applicable to the traffic of cargo vessels, passenger vessels and pleasure craft.

(3)

They should be used in conjunction with international regulations, recommendations and guidelines, such as:

(4)

A number of concepts and standardisation proposals for river information services have been developed in the research and development project INDRIS of the European Union (2). These are:

(5)

The concept for Inland ECDIS has been developed in the German ARGO (3) project in cooperation with INDRIS.

(6)

The concept for a RIS architecture has been developed by the WATERMAN (4) thematic network, an action under the Fifth Framework Programme for Research and Technological Development of the EU in the fields of VTMIS (maritime navigation) and RIS. Using these achievements, the RIS architecture has been elaborated comprehensively and in detail in the research and development project COMPRIS (5) of the European Union in 2003.

(7)

When reference is made in this document to Inland ECDIS (and electronic navigational charts), Inland AIS (or vessel tracking and tracing systems in general), electronic ship reporting and notices to skippers, the technical specifications as defined under the RIS Directive are meant.

(1)

RIS include interfaces with other transport modes, sea, roads and railways.

(2)

Rivers in the context of RIS include all inland waterways and ports as defined in Article 2(1) of the RIS Directive.

(3)

RIS is also the generic term for all individual information services to support inland navigation in a harmonised way.

(4)

RIS collect, process, assess and disseminate fairway, traffic and transport information.

(5)

RIS are not dealing with internal commercial activities between one or more of the involved companies, but RIS are open for interfacing with commercial activities.

—

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, using technologies such as GNSS/Galileo,

—

a traffic organisation service is a service to prevent the development of dangerous vessel traffic situations by managing traffic movements and to provide for the safe and efficient movement of vessel traffic within the VTS area (Chapters 4.5 and 5.3.1).

(1)

Fairway information (FI) contains geographical, hydrological, and administrative information regarding the waterway (fairway) in the RIS area that is required by the RIS users to plan, execute and monitor a voyage. Fairway information is one-way information: shore to ship or shore to office (users’ office).

(2)

Tactical traffic information (TTI) is the information affecting the skipper's or the VTS operator's immediate decisions with respect to navigation 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 and presented on an electronic navigational chart, and — if available — enhanced by external traffic information, such as the information delivered by an Inland AIS. TTI may be provided on board a vessel or on shore, e.g. in a VTS centre.

(3)

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, 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.

(1)

Vessels navigating in a RIS area shall make use of mandatory services and are recommended to make use as far as possible of the information provided by RIS and relevant services.

(2)

Decisions concerning the actual navigation and the manoeuvring of the vessel remain within the responsibility of the skipper. Any information provided by the RIS cannot replace any decision made by the skipper.

(3)

Depending on the level of information available and on the requirements of the competent authority, the vessels (except pleasure craft) are recommended to be equipped step by step with (see Chapter 4.8):

(1)

transport should be safe:

(2)

transport should be efficient:

(3)

transport should be environmentally friendly:

—

transport logistics where parties that cause the transport cooperate with parties that organise the transport (e.g. consignors, consignees, shippers, supply forwarders, freight brokers, fleet owners),

—

transport where parties that organise the transport cooperate with parties that execute the transport (e.g. fleet owners, terminal operators, customers),

—

traffic where parties that execute the transport (e. g. ship masters and navigators) cooperate with parties that manage the resulting vessel traffic (e.g. traffic manager, competent authorities).

a)

Visual aids to navigation

b)

Radiotelephone service on inland waterways

c)

Internet service

d)

Electronic navigational chart service

a)

Tactical traffic information (TTI)

b)

Strategic traffic information (STI)

a)

Local traffic management (vessel traffic services - VTS

b)

Navigational support (NS)

c)

Lock and bridge management (LBM)

4.

a)

Voyage planning (VP)

b)

Transport management (TPM)

c)

Intermodal port and terminal management (PTM)

d)

Cargo and fleet management (CFM)

6.

7.

8.

(1)

Traditional means to supply FIS are e.g. visual aids to navigation, notices to skippers on paper, broadcast and fixed telephone on locks. The mobile phone using GSM has added new possibilities of voice and data communication, but GSM is not available in all places and at all times. Tailor-made FIS for the waterways can be supplied by:

These three FIS categories are dealt with in this Chapter. They are mainly based on the current situation, but for example notices to skipper may be supplied also via ENC service in the future.

(2)

Types of fairway information are listed in Table 4.6.

(3)

Fairway information contains static and dynamic as well as urgent information regarding the fairway. Static and dynamic information should be communicated on a scheduled basis. The urgent information needs to be updated very frequently and/or should be communicated on a real time basis (e.g. by voice VHF or electronic data interchange, Internet, WAP).

(4)

Safety related fairway information should be provided by or on behalf of the competent authority.

(5)

Fairway information for an international river area should be given by one single dissemination point provided with data from the concerned competent authorities.

(6)

Provided safety related data should be certified by the competent authority.

(7)

Values should only be given with an indication of the accuracy that can be attached to it.

(8)

Fairway information services should be provided through the approved communication tools (e.g. notices to skippers via the Internet or by VHF) and be given tailor-made as much as practicable.

(9)

In order to enable navigation in poor visibility by means of radar, the fairway should be equipped with radar reflecting top marks on buoys and beacons and with radar marks in front of bridge piles. The equipment of the fairway for radar navigation is the infrastructure task of radar reflecting aids to navigation. This task is related to, but not part of RIS. Therefore, it is not dealt with in these RIS guidelines.

(1)

The radiotelephone service on inland waterways enables the establishment of radio communication for specific purposes by using agreed channels and an agreed operational procedure (service categories). The radiotelephone service comprises five service categories:

Of these five categories, only the first three are important for RIS. The radiotelephone service enables direct and fast communication between skippers, waterway authorities and port authorities. It is best suited for urgently needed information on a real time basis.

(2)

The radiotelephone service is based on the following rules and regulations:

(3)

In the service categories ship-to-ship, nautical information and ship-to-port authorities, the transmission of messages should deal exclusively with the safety of human life, and with the movement and the safety of vessels.

(4)

Fairway information by voice in the nautical information (shore/ship) service category is recommended to be implemented:

(5)

The urgent and dynamic information to be communicated by voice radio could concern for example:

(6)

The RIS area should be fully covered by the range of the VHF base stations for nautical information.

(7)

In the nautical information service category, information may be transmitted ‘to all users’ as:

(8)

It should be possible for the operator in the RIS centre to answer specific questions of skippers on demand and to receive reports from skippers.

(1)

An Internet service is recommended to be established for the following types of fairway information:

The abovementioned information shall be provided via notices to skippers or via Inland ECDIS for waterways of class Va and above.

(2)

A standard vocabulary should be used for the notices to skippers in order to enable easy or automatic translation into other languages.

(3)

For a dense and/or extended waterway network, the dynamic information may be organised in interactive databases (content management system) in order to enable easy access to the data.

(4)

In addition to the Internet presentation, the notices to skippers may be mailed by:

(5)

In order to facilitate route planning by the skipper, all fairway information needed for a route from port of departure to port of destination may be presented on one page on demand by the user.

(6)

Notices to skippers via the Internet or via data exchange between authorities should be communicated in an agreed format in order to enable automatic translation in other languages.

(7)

The requirements of the technical specifications for notices to skippers as defined under the RIS Directive shall be fulfilled.

(1)

Electronic navigational charts (ENC) as a means of presenting fairway information shall fulfil the requirements of the Inland ECDIS technical specifications as defined under the RIS Directive.

(2)

The chart information to be used in Inland ECDIS should be the latest edition of information.

(3)

If the ENC is intended to be used in the navigation mode of Inland ECDIS, at least the safety relevant geo-objects should be included into the ENC. The competent authority should verify the safety relevant information in the ENC.

(4)

It is recommended to include all geo-objects of the object catalogue of the Inland ECDIS technical specifications into the ENC.

(5)

It is recommended to include the water depths to the ENC (depths contours). The water depths may be related to a predefined water level or to the actual water level.

(a)

as tactical traffic information (TTI), using radar and — if available — a vessel tracking and tracing system such as Inland AIS with underlain electronic navigational charts;

(b)

as strategic traffic information (STI) using an electronic ship reporting system (e.g. database with ship and cargo data, reports by VHF or other mobile communication facilities — voice and data).

(1)

Vessels should be equipped with radar in order to monitor all other ships in the close navigational surroundings of the skipper in poor visibility.

(2)

A tactical traffic image on board (Chapter 2.11 (2)) should be enhanced at least by displaying the radar information and — if available — Inland AIS vessel information on an electronic navigational chart (ENC).

(3)

The integrated display should be in accordance with the requirements for the navigation mode of the technical specifications for Inland ECDIS as defined under the RIS Directive.

(4)

In the navigation mode of Inland ECDIS, the vessel's position should be derived from a continuous positioning system of which the accuracy is consistent with the requirements of safe navigation.

(5)

The use of a vessel tracking and tracing system (such as Inland AIS) as an additional position sensor for detection of surrounding vessels should fulfil the requirements of the technical specifications for such systems as defined under the RIS Directive. The vessel information should be identified on the tactical traffic image, and other additional information on the vessels should be available.

(6)

Tactical traffic information on shore is used also in local traffic management (e.g. VTS centres) (Chapter 5.3.1).

(1)

Strategic traffic information (Chapter 2.11(3)) should be established, when a permanent survey of the shipping situation in the RIS area is needed for medium term and long term decisions (e.g. for the emergency management at flood and ice).

(2)

Strategic traffic information can be helpful to the following services:

(3)

For strategic information a ship reporting system (e.g. in connection with a RIS centre) should be established by the competent authority. The system has the task of collecting, verifying and disseminating the reported data.

(4)

The STI should be delivered to RIS users (Chapter 2.10) on demand (Chapter 5.5 (7)) taking into account privacy regulations.

(5)

Vessel and cargo data should be collected in a database. The database can be filled up by:

(6)

Reports from inland vessels should fulfil the requirements of the technical specifications for Electronic Ship Reporting as defined under the RIS Directive.

(7)

A possible composition of data sets for different services like lock and bridge management, calamity abatement support or terminal management is given as an example in Table 5.2.3.

Table 5.2.3.

Data set for ship reporting (example)

(8)

A strategic traffic image on shore may be restricted to special types of vessels (e.g. extraordinarily big vessels, vessels with dangerous cargo, special transports, and special tug combinations).

(9)

Data interchange should be established between neighbouring authorities. In case of neighbouring authorities in Member States which fall under the scope of the RIS Directive, the data interchange should be done electronically. In other cases and depending on the number of vessels involved, it should be done by telephone, fax, e-mail or electronic data interchange.

(1)

Reference is made to the Inland VTS Guidelines of IALA (Chapter 1.3.a).

(2)

A VTS centre for local traffic management by means of a tactical traffic image on shore (Chapter 2.11) should be established for the safety of navigation in difficult local situations and the protection of the surrounding human population and infrastructure from potential dangers of shipping. It emphasises on traffic organisation. The difficult local situations may be:

(3)

The tactical traffic image (TTI) is produced by collecting shore-based radar and vessel tracking and tracing information, and displaying the vessel information on an Inland ECDIS based on the technical specifications for Inland ECDIS and inland vessel tracking and tracing systems as defined under the RIS Directive. For a long river stretch and heavy traffic, the TTI may be enhanced by target tracking.

(1)

RIS should optimise the traffic flow by:

(2)

A vessel tracking and tracing system with a database and appropriate means of communication (e.g. VHF, GSM — voice and data) (Chapter 5.2.3) can support lock and bridge planning.

(1)

Calamity abatement support registers the vessel and transport data at the beginning of a voyage in a RIS centre and updates the data during the voyage. In case of an accident, the RIS centre delivers the data without delay to the emergency services.

(2)

Depending on the risk assessment (Table 6.4 point B.2.a), a calamity abatement service may register only certain types of vessels and compositions (Chapter 5.2.3(8)) or all vessels.

(3)

It should be the responsibility of the skipper to report the required data (Table 5.2.3).

(4)

A ship reporting system with a database and appropriate means of communication should be established (Chapter 5.2.3).

(5)

Position and sailing direction of the vessel should be reported:

(1)

Logistic applications of RIS comprise:

(2)

Voyage planning is the task of the skipper and the vessel owner. Voyage planning comprises the planning of the loading and the draught of the vessel, as well as the planning of the ETA and of possible loading or unloading during the voyage. RIS should support voyage planning by:

(3)

Transport management means the management of the transport chain beyond the scope of navigation driven by freight brokers and transport service quality managers. It is aimed at:

(4)

The competent authorities should design their information systems in a way that the data flow between public and private partners is possible. The standards and technical specifications according to Chapter 1, points 3.e to j shall be used.

(5)

Communication and information exchange between private and public partners in RIS for logistic applications should be carried out according to the procedures and technical specifications that are being agreed for RIS.

(6)

The competent authorities should provide ample room for logistics applications within the bounds of their possibilities, such as:

The competent authorities should indicate the data structure in use to application builders.

(7)

Confidentiality of data exchange in a RIS needs to be ensured in accordance with Article 9 of the RIS Directive. In cases where logistic information is provided by systems operated by a competent authority, this authority should take the necessary steps to ensure the protection of confidentiality of commercial information. When confidential data are provided to third parties, privacy regulations have to be taken into account.

(a)

cross-border management (e.g. the movement of people controlled by the immigration service, customs);

(b)

compliance with the requirements for traffic safety;

(c)

compliance with the environmental requirements.

(1)

The competent authority has the responsibility — as far as RIS are traffic related — to plan RIS, to commission RIS and to arrange funding of RIS. In case of existing RIS, the competent authority should change the scope of the RIS if circumstances dictate so.

(2)

Where two or more governments or competent authorities have a common interest in establishing RIS in a particular area, they may decide to develop common RIS.

(3)

Attention should be paid to the possibilities of monitoring and maintaining the desired level of reliability and availability of RIS.

(4)

During the planning of RIS, the concerned competent authority should:

a)

Hydrographical, hydrological and meteorological conditions

b)

Waterway conditions

e.g. dimensions of waterways (locks, bridges, fairways), visibility along fairways, specific constraints (bends, narrows, shoals, narrow and low bridges), navigation patterns, bottlenecks, operating times of locks

c)

Current and future traffic and transport situation

number of passengers, tons of cargo, kind of cargo, composition of fleet

d)

Number, type and impact of accidents including analysis of consequences

e)

Legal situation

authorities, incident/calamity regulations

f)

Regional management and organisational situation

e.g. lock operators, harbour and terminal companies

g)

Existing RIS systems

h)

Other problems in the area,

e.g. delays

2.

Objectives see Chapter 4.3

3.

Tasks see Chapter 4.4

4.

Services and functions to be provided see Chapter 4.5 and 4.6

5.

6.

7.

a)

Design on a functional basis

external and internal functions dependant on the local situation

b)

Translation of the functional design into a technical design (systems)

c)

Definition of equipment needed on vessels and on shore

a)

Risk assessment, e.g. types of risks and weighing of risks by pair wise comparison

b)

Efficiency of transport by cost/benefit analysis

reduction of waiting times for vessels, higher reliability, shorter voyage duration, costs of incidents, accidents and delays

c)

Environment impact study

if appropriate, for urban areas and the river

a)

Liability in the legislation and regional legal basis

b)

Competent authority for planning and construction

c)

RIS authority for operation

authority that is carrying out the task

d)

Personnel facilities

eventually fully automated, training aspects

(1)

An overview of the possible step by step development of the different parts of RIS is given in Table 7.

(2)

Because of the widely varying parameters, it is not possible to give general recommendations on RIS solutions for certain circumstances.

(1)

Standardisation of RIS is needed because:

(2)

RIS shall be developed and operated, following agreed standards and technical specifications, such as:

(3)

Technical specifications should be developed in compatibility with the maritime world in order to enable mixed traffic in the estuaries of rivers/sea-river trade.

(4)

International organisations being already involved in maritime standardisation should be asked to take into account standardisation developments in the inland waterway sector, such as:

(5)

Those organisations should be invited to participate and cooperate in the development and maintenance of the technical specifications and standards (as it already happens).

(6)

The international bodies like UN/ECE; the Central Commission for the Navigation on the Rhine, the Danube Commission and similar bodies in other parts of the world, are asked to either adopt or recommend the technical specifications as defined under the RIS Directive.

(7)

The national governments are asked to certify the equipment produced according to the technical specifications as defined under the RIS Directive.

(8)

National governments are requested to cooperate in a bilateral or multilateral way to achieve the greatest amount of harmonisation.