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ECE/TRANS/SC.3/176ECONOMIC COMMISSION FOR EUROPEINLAND TRANSPORT COMMITTEEWorking Party on Inland Water TransportINTERNATIONAL STANDARDFOR TRACKING AND TRACING ONINLAND WATERWAYS (VTT)Resolution No. 63UNITED NATIONSNEW YORK AND GENEVA, 2007
ECE/TRANS/SC.3/176page 2INTERNATIONAL STANDARD FORTRACKING AND TRACING ON INLAND WATERWAYS (VTT)Resolution No. 63adopted by the Working Party on Inland Water Transport on 13 October 2006The Working Party on Inland Water Transport,Recalling its resolution No. 57 on River Information Services (TRANS/SC.3/165) anddesiring to promote the rapid establishment of harmonized river information services on theEuropean inland waterway network,Believing that the safety and efficiency of vessel traffic and the protection of theenvironment could be further improved through the establishment of an automatic vesseltracking and tracing systems on all navigable inland waterways of UNECE member States,Bearing in mind the report of the Working Party on the Standardization of Technical andSafety Requirements in Inland Navigation on its thirtieth session (ECE/TRANS/SC.3/WP.3/60,paras. 9-11),1.Adopts the text of a uniform Standard on vessel tracking and tracing on inlandwaterways annexed to this resolution,2.Recommends Governments to base the development and introduction on theirnavigable inland waterways of systems for vessel tracking and tracing systems on theinternational standard reproduced in the annex to this resolution.3.Requests Governments to inform the Executive Secretary of the EconomicCommission for Europe whether they accept this resolution,4.Requests the Executive Secretary of the Economic Commission for Europe to placethe question of the application of this resolution periodically on the agenda of the Working Partyon Inland Water Transport.
ECE/TRANS/SC.3/176page 3AnnexAnnexINTERNATIONAL STANDARD FOR TRACKING AND TRACING ON INLANDWATERWAYSTABLE OF CONTENTSForeword .References .Abbreviations .The Use of Vessel Tracking and Tracing in Inland Navigation .Inland AIS Standard .356823Annex A:Annex B:Annex C:Annex D:Annex E:Annex F:454950535657Definitions .European Multiservice Meteorological Awareness System (Emma) Codes.Example Of Signal Status .Proposed Digital Interface Sentences For Inland AIS .ERI Ship Types .Overview of Information Required by the User and the Data Fields .FOREWORDThe concept of River Information Services (RIS) has emerged from several European researchprojects, aiming at increasing safety and efficiency of inland waterway transport.The European Commission, the Central Commission for Navigation on the Rhine (CCNR) andthe Danube Commission have recognized the need for means of automatic exchange ofnavigational data between ships and between ship and shore for automatic identification andtracking and tracing solutions in inland navigation.In maritime navigation, International Maritime Organization (IMO) has introduced theAutomatic Identification System (AIS). All seagoing vessels on international voyage fallingunder Chapter 5 of the International Convention for the Safety Of Life At Sea (SOLAS) have tobe equipped with AIS since the end of 2004. The Guidelines and Recommendations for RiverInformation Services (RIS Guidelines 2004) of International Navigation Association (PIANC)and CCNR define Inland-AIS as important technology and constitute a basis for pan-EuropeanGuidelines and Recommendations, adopted by the United Nations Economic Commission forEurope (UNECE) in October 2004.The European RIS Platform established in 2003 the expert group for tracking and tracing. Themain task of this expert group is the development and maintenance of a European wideharmonised vessel tracking and tracing standard for inland navigation. Because of mixed traffic
ECE/TRANS/SC.3/176page 4Annexareas it is important that the standards and procedures for inland shipping are compatible withalready defined standards and procedures for seagoing navigation.To serve the specific requirements of inland navigation, AIS has been further developed to the socalled Inland AIS Standard while preserving full compatibility with IMO’s maritime AIS andalready existing standards in inland navigation.Future developments could lead to alternative vessel tracking and tracing systems, whichhowever have to be compatible with maritime AIS.In this document, chapter 1 describes the functional specifications related to vessel tracking andtracing in inland navigation. Chapter 2 describes the inland AIS standard, including the standardinland tracking and tracing messages. Annexes A- F to this standard contain, respectively,A.B.C.D.E.F.An overview of definitions of services and playersEuropean Multiservice Meteorological Awareness system (EMMA) codesExamples of Signal StatusProposed digital interface sentences for Inland AISElectronic Reporting International (ERI) Ship typesOverview of information required by the user and the data fields, which are availablein the defined AIS messages.
ECE/TRANS/SC.3/176page 5AnnexREFERENCESThe content of this document is based on:Document titleOrganizationPublicationdateDirective 2005/44/EC of the European Parliament and of theCouncil of 7 September 2005 on harmonised river informationservices (RIS) on inland waterways in the communityEU2005Recommendation on electronic chart display and informationsystem for inland navigation (Inland ECDIS), UNECEResolution No. 48, ECE/TRANS/SC.3/156UNECE2002Guidelines and Recommendations for River InformationServices, UNECE Resolution No. 57, ECE/TRANS/SC.3/165UNECE2004Guidelines and Criteria for Vessel Traffic Services on InlandWaterways, UNECE Resolution No. 58, ECE/TRANS/SC.3/166UNECE2004International Standards for notices to skippers and for electronicship reporting in inland navigation, UNECE Resolution No. 60,ECE/TRANS/SC.3/175UNECE2005IMO MSC.74(69) Annex 3, “Recommendation on PerformanceStandards for a Ship-borne Automatic Identification System(AIS)”IMO1998IMO Resolution A.915(22), “Revised Maritime Policy andRequirements for a future Global Navigation Satellite System(GNSS)”IMO2002COMPRIS final report and underlying final Work packagedocumentsCOMPRIS2006Recommendation ITU-R M.1371-1, "Technical characteristicsfor a universal shipborne automatic identification system usingtime division multiple access in the VHF maritime mobile band"ITU2001International Standard IEC 61993-2, “Maritime navigation andradio communication equipment and systems – AutomaticIdentification System, Part 2: Class A shipborne equipment ofthe universal automatic identification system (AIS)"IEC2002Single talker and multiple listeners”, 2nd editionIEC2000Single talker and multiple listeners, high speed transmission"IEC1998United Nations Code for Trade and Transport LocationsUNECE2006Codes for the Identification of Ships,UNECE Recommendation No.10, ECE/TRADE/WP.4/R.1274UNECE1997International Standard IEC 61162-Serie, “Maritime navigationand radio communication equipment and systems - Digitalinterfaces"
ECE/TRANS/SC.3/176page 6AnnexABBREVIATIONSAIApplication IdentifierAISAutomatic Identification SystemAI-IPAutomatic Identification via Internet ProtocolADNEuropean Agreement concerning the International Carriage of Dangerous Goodsby Inland WaterwaysADN-DRegulations concerning the Carriage of Dangerous Goods on the DanubeADNRRegulations concerning the Carriage of Dangerous Goods on the RhineASCIIAmerican Standard Code for Information InterchangeATISAutomatic Transmitter Identification SystemA-to-NAids to NavigationCCNRCentral Commission for Navigation on the RhineCEVNIEuropean Code for Inland WaterwaysCOGCourse Over GroundCOMPRISConsortium Operational Management Platform River Information ServicesCSTDMACarrier Sense Time Division Multiple AccessDACDesignated Area CodeDCDanube CommissionDGNSSDifferential GNSSDSCDigital Selective CallingECDISElectronic Chart Display and Information SystemEMMAEuropean Multiservice Meteorological Awareness systemENIUnique European Vessel Identification NumberERIElectronic Reporting InternationalETAEstimated Time of ArrivalFIFunctional IdentifierGLONASS(Russian) Global Navigation Satellite SystemGlWGleichwertiger Wasserstand (reference water level in Germany)GNSSGlobal Navigation Satellite SystemGPRSGeneral Packet Radio ServiceGPSGlobal Positioning SystemGSMGlobal System for Mobile communicationGUIGraphical User InterfaceHDGHeadingIAIInternational Application IdentifierIANAInternet Assigned Numbers AuthorityIALAInternational Association of Lighthouse AuthoritiesIDIdentifier
ECE/TRANS/SC.3/176page 7AnnexIECInternational Electrotechnical CommissionIEEEInstitute of Electrical and Electronics EngineersIETFInternet Engineering Task ForceIMOInternational Maritime OrganisationIPInternet ProtocolITUInternational Telecommunication UnionMKDMinimum Keyboard and DisplayMIDMaritime Identification DigitsMHzMegahertz (Megacycles per second)MMSIMaritime Mobile Service IdentifierOLROvereen gekomen lage Rivierstand (reference water level in the Netherlands)PIANCInternational Navigation AssociationRAIRegional Application IdentifierRAIMReceiver Autonomous Integrity MonitoringRISRiver Information ServicesRNWRegulierungs Niederwasser (water level ensured during 94% the year)ROTRate Of TurnRTARequested Time of ArrivalSARSearch And RescueSOGSpeed Over GroundSOLASInternational Convention for the Safety Of Life At SeaSOTDMASelf Organizing Time Division Multiple AccessSQRTSquare RootSTIStrategic Traffic ImageTDMATime Division Multiple AccessTTITactical Traffic (Information) ImageUDPUser Datagram ProtocolUMTSUniversal Mobile Telecommunications SystemUNUnited NationsUN/LOCODEUnited Nations Code for Trade and Transport LocationsUTCUniversal Time CoordinatedVDLVHF Data LinkVHFVery High FrequencyVTMVessel Traffic ManagementVTSVessel Traffic ServicesWGS-84World Geodetic System from 1984Wi-FiWireless Fidelity (IEEE 802.11 wireless networking standard)
ECE/TRANS/SC.3/176page 8Annex1.THE USE OF VESSEL TRACKING AND TRACING IN INLANDNAVIGATION1.1IntroductionThe purpose of this chapter is to define all necessary functional requirements related tovessel tracking and tracing in inland navigation.An overview of fields of interest and users is provided and particularly the informationneeds for each field of interest are described. The functional specifications are basedon rules and regulations for navigation, based on discussions with experts and basedon 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 beidentified: Vessel Tracking and tracing systems shall exchange particularly the dynamicinformation;Electronic reporting devices, like email, are meant to exchange the semidynamic information;Data bases are meant to provide static information which can be retrieved viaInternet or other data carries.In the paragraphs below that information is described in detail which can beexchanged by vessel tracking and tracing systems between ships and between shipsand 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 informationwill be provided by other systems.1.2ScopeThe 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.
ECE/TRANS/SC.3/176page 9AnnexTable 1.1: Overview of fields of interest, task and usersField of interestTaskUserNavigationMedium-term:Looking minutes up to hours ahead,outside on-board radar rangeConning skipperShort-term:Looking minutes ahead, inon-board radar rangeConning skipperVery short-term:Looking from seconds up to1 minute aheadConning skipperVessel Traffic Services (VTS)VTS operator, conning skipperLock operationLock operator, conning skipperLock planningLock operator, conning skipper,shipmaster, fleet managerBridge operationBridge operator, conning skipperBridge planningBridge operator, conning skipper,shipmaster, fleet managerVessel TrafficManagementCalamityAbatement ServiceOperator in calamity centre, VTS operator,lock operator, bridge operator, conningskipper, ship master, Competent AuthorityTransportManagementVoyage planningShipmaster, freight broker, fleet manager,terminal operator, conning skipper, VTSoperator, lock operator, bridge operator,RIS operatorTransport logisticsFleet manager, shipmaster, consignor,consignee, supply forwarderPort and terminal managementTerminal operator, shipmaster, supplyforwarder, port authority, Competent AuthorityCargo and fleet managementFleet manager, consignor, consignee, supplyforwarder, freight broker, shipmasterCross borderCustoms, Competent Authority, shipmasterTraffic SafetyCompetent Authority, shipmaster(police authorities)EnforcementWaterway and sCompetent Authority, shipmaster, fleetmanager, Waterway-authorityMeteo informationConning skipperSignal statusCompetent Authority, shipmaster,fleet managerWater levelCompetent Authority, shipmaster,fleet manager, Conning skipper
ECE/TRANS/SC.3/176page 10AnnexIn the following paragraphs for each field of interest and tasks, the users and theinformation needs are described in detail.Note: the order of the information needs within each task does not imply differentimportance of the information. The accuracy of the information needs is summarizedin a table in the last paragraph.1.3NavigationVessel tracking and tracing can be used to support the active navigation on board.The process navigation can be split up in 3 phases: Navigation, medium-term aheadNavigation, short-term aheadNavigation, very short-term aheadFor each phase the user requirements are different.1.3.1Navigation, medium-term aheadNavigation, medium-term ahead is the navigation phase in which the skipper observesand analyses the traffic situation looking some minutes up to an hour ahead andconsiders the possibilities of where to meet, pass or overhaul other vessels.The traffic image needed is the typical ‘looking around the corner’ feature and ismainly outside the scope of the on board radar range.Exchanged traffic information consists of: IdentificationNamePosition (actual)Speed over groundCourse over ground / DirectionDestination / intended routeShip or combination typeDimensions (Length and Beam)Number of blue conesLoaded/unloadedNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )The update rate depends on the task and differs from the situation in which the ship isinvolved. (The maximum update rate is 2 seconds.)
ECE/TRANS/SC.3/176page 11Annex1.3.2Navigation, short-term aheadNavigation, short-term ahead is the decision phase in the navigation process. In thisphase, traffic information has relevance for the process of navigation, includingcollision avoidance measures if necessary. This function deals with the observation ofother vessels in the close surroundings of the vessel. Exchanged traffic informationconsists of: IdentificationNamePosition (actual)Speed over ground (accuracy 1 km/h)Course over ground / DirectionHeadingIntention (blue sign)Destination / intended routeShip / combination typeDimensions (Length and Beam)Number of blue conesLoaded/unloadedNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions, )The actual traffic information on position, identification, name, direction, speed overground, course, heading and intention (blue sign) will be exchanged continuously atleast every 10 seconds. For some routes, the Authorities will set a predefined updaterate (maximum 2 seconds).1.3.3Navigation, very short-term aheadNavigation, very short-term ahead is the operational navigation process. It consists ofexecution of the decisions that were made beforehand, on the spot and monitoring itseffects. 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, the following highly accurate information is needed: Relative PositionRelative HeadingRelative SpeedRelative DriftRelative Rate of turnBased on the above-mentioned requirements, it becomes clear that from today’s pointof view, very short-term navigation cannot make use of tracking and tracinginformation.
ECE/TRANS/SC.3/176page 12Annex1.4Vessel Traffic ManagementVessel Traffic Management comprises at least one of the below defined elements: 1.4.1Vessel traffic servicesLock planning and operationBridge planning and operationVessel Traffic Services (VTS)Within Vessel Traffic Services different services can be distinguished: Information serviceNavigational assistance serviceTraffic organisation serviceIn the next paragraphs the user needs related to traffic information are described.1.4.1.1Information serviceInformation service is provided by broadcasting information at fixed times andintervals or when deemed necessary by the VTS or at the request of a vessel, and mayinclude for example reports on the position, identity and intentions of other traffic;waterway conditions; weather; hazards; or any other factors that may influence thevessel’s transit.For information services, an overview of traffic in a network or on fairway stretch isneeded. The traffic information will comprise vessel information like: IdentificationNamePosition (actual)Course over ground / DirectionLimitations on navigable spaceDestination / intended routeShip or combination typeDimensions (Length and Beam)Number of blue conesLoaded/unloadedNumber of persons on board (in case of an incident)Navigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )The Competent Authority will set the predefined update rate.
ECE/TRANS/SC.3/176page 13Annex1.4.1.2Navigational assistance serviceNavigational assistance service informs the master on difficult navigational ormeteorological circumstances or assists him in case of defects or deficiencies. Thisservice is normally rendered at the request of a vessel or by the VTS when deemednecessary.To provide individual information to a skipper, the VTS operator needs an actualdetailed 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 Ship or combination 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 byspecial conditions )Any other information needed is environmental, geographic information and notices toskippers.The actual traffic information on identification, position, direction, speed, course andintention (blue sign) has to be exchanged continuously (every 3 sec, almost real timeor another predefined update rate set by the Competent Authority).All other information had to be available on demand of the VTS operator or in specialoccasions (on event).1.4.1.3Traffic organisation serviceTraffic organization service concerns the operational management of traffic and theforward planning of vessel movements to prevent congestion and dangerous situations,and is particularly relevant in times of high traffic density or when the movement ofspecial transports may affect the flow of other traffic. The service may also includeestablishing and operating a system of traffic clearances or VTS sailing plans or bothin relation to priority of movements, allocation of space, mandatory reporting ofmovements in the VTS area, routes to be followed, speed limits to be observed orother appropriate measures which are considered necessary by the VTS authority. Therequirements on the traffic image for the traffic organisation service are the same asdescribed in paragraph 1.4.1.2 Navigational assistance service.
ECE/TRANS/SC.3/176page 14Annex1.4.2Lock planning and operationIn the next paragraphs, the lock planning processes – long- and medium-term – andlock operation process are described.1.4.2.1Lock planning, long-termLock planning, long-term ahead, deals with the planning of a lock some hours up to aday ahead.In this case the traffic information is used to improve the information on waiting andpassing times at locks, which are originally based on statistical information.Traffic information needed for long-term lock planning is: IdentificationNamePosition (actual)Course over ground / DirectionEstimated time of arrival (ETA) at lockRequested time of arrival (RTA) at lockShip or combination typeDimensions (Length and Beam)DraughtAir draughtNumber of blue conesNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )ETA should be available on demand or should be exchanged if a deviation fromoriginal ETA is exceeded beyond the value predefined by the Competent Authority.RTA is the response on an ETA report.1.4.2.2Lock planning medium-termLock planning a medium-term ahead deals with the planning of a lock up to 2 or 4lock cycles ahead.In this case the traffic information is used to map the arriving vessels to the availablelock 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 IdentificationNamePosition (actual)Speed over ground
ECE/TRANS/SC.3/176page 15Annex Course over ground / DirectionETA at lockRTA at lockShip or combination typeDimensions (Length and Beam)Number of assisting tug boatsDraughtAir draughtNumber of blue conesNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )ETA should be available on demand or should be exchanged if a deviation fromoriginal ETA is exceeded beyond the value predefined by the Competent Authority.All other information should be available once at the first contact or on demand. RTAis the response on an ETA report.1.4.2.3Lock operationIn this phase the actual locking process take place.To facilitate the lock operational process the following traffic information is required: IdentificationNamePosition (actual)Speed over groundCourse over ground / DirectionShip or combination typeNumber of assisting tug boatsDimensions (Length and Beam)DraughtAir draughtNumber of blue conesNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )The actual traffic information on identification, position, direction, speed and coursehas to be exchanged continuously or by the Competent Authority set predefinedupdate rate.1.4.3Bridge planning and operationIn the next paragraphs, the bridge planning processes – medium- and short-term – andbridge operation process are described.
ECE/TRANS/SC.3/176page 16Annex1.4.3.1Bridge planning medium-termThe bridge planning process on a medium-term deals with the optimization of thetraffic 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 2 hours. The timeframe will depend on the local situation.Traffic information needed for medium-term bridge planning is: IdentificationNamePosition (actual)Speed over groundCourse over ground / DirectionETA at bridgeRTA at bridgeShip or combination typeDimensions (Length and Beam)Air draughtNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )ETA and position should be available on demand or should be exchanged if adeviation from original ETA is exceeded beyond the value predefined by theCompetent Authority. All other information should be available once at the firstcontact or on demand. RTA is the response on an ETA report.1.4.3.2Bridge planning, short-termIn case of short-term bridge planning process, decisions are made upon the strategy foropening of the bridge.Traffic information needed for short-term bridge planning is: IdentificationNamePosition (actual)Speed over groundCourse over ground / DirectionETA at bridgeRTA at bridgeShip or combination typeDimensions (Length and Beam)Air draughtNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )
ECE/TRANS/SC.3/176page 17AnnexActual traffic information on the position, speed and direction, should be available ondemand or set at an update rate predefined by the Competent Authority, e.g. every5 minutes. ETA and position should be available on demand or should be exchanged ifa deviation from original ETA is exceeded beyond the value predefined by theCompetent Authority. All other information should be available once at the firstcontact or on demand. RTA is the response on an ETA report.1.4.3.3Bridge operationIn this phase the actual opening and passing of the vessel through the bridge takeplace. To facilitate this process the following traffic information is required: IdentificationNamePosition (actual)Speed over groundCourse over ground / DirectionShip or combination typeDimensions (Length and Beam)Air draughtThe actual traffic information on identification, position, direction, speed and coursehas to be exchanged continuously or by the Competent Authority set predefinedupdate rate.1.5Calamity AbatementCalamity abatement in this context focuses on repressive measures: dealing with realaccidents and providing assistance during emergencies. To facilitate this process thefollowing traffic information is required: IdentificationNamePosition (actual)Course over ground / DirectionDestinationShip or combination typeNumber of blue conesLoaded / unloadedNumber of persons on boardIn the case of an accident, the traffic information can be provided automatically or onthe request by a calamity fighter.
ECE/TRANS/SC.3/176page 18Annex1.6Transport ManagementThis service is divided into four activities: 1.6.1Voyage planningTransport logisticsPort and terminal managementCargo and fleet managementVoyage planningVoyage planning in this context focuses on the planning on-trip. During the voyagethe 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 routeETA at lock/bridge/next sector/terminalRTA at lock/bridge/next sector/terminalDimensions (Length and Beam) (own vessel)Draught (own vessel)Air draught (own vessel)Loaded / unloadedThe traffic information is needed on demand or in case of a special event like arelevant change in ETA or RTA.1.6.2Transport LogisticsTransport logistics consist of the organization, planning, execution and control oftransport.For these processes, the following traffic information is needed: IdentificationNamePosition (actual) (100 m up to 1 km)Course over ground / DirectionETA at destinationAll traffic information is needed on demand of the ship owner or logistic players.
ECE/TRANS/SC.3/176page 19Annex1.6.3Intermodal port and terminal managementIntermodal port and terminal management considers the planning of resources in portsand at terminals.The traffic information needed for these processes is described below: IdentificationNamePosition (actual, with accuracy from 100 m up to 1 km)Course over ground / DirectionETA at port/terminalRTA at port/terminalShip or combination typeDimensions (Length and Beam)Number of blue conesLoaded / unloadedNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )The terminal and port manager will request for traffic information or will agree that inpredefined situations the traffic information will be sent automatically.1.6.4Cargo and fleet managementCargo and fleet management considers the planning and optimizes the use of vessels,arranging cargo and transportation.The traffic information needed for these processes is described below: IdentificationNamePosition (actual)Course over ground / Direction (Upstream/downstream)DestinationETA at lock / bridge / destination/terminalRTA at lock / bridge / destination/terminalDimensions (Length and Beam)Loaded / unloadedNavigational status of the vessel (anchoring, mooring, sailing, restricted byspecial conditions )The shipper or ship-owner will ask for the traffic information or the traffic informationwill be sent in predefined situations.
ECE/TRANS/SC.3/176page 20Annex1.7EnforcementThe scope of the enforcement task described below is limited to the services ondangerous goods, immigration control and customs.The contribution of vessel tracking and tracing for these processes is: IdentificationNamePositionCourse over ground / DirectionDestination / intended routeETA at
FOR TRACKING AND TRACING ON INLAND WATERWAYS (VTT) Resolution No. 63 UNITED NATIONS NEW YORK AND GENEVA, 2007. ECE/TRANS/SC.3/176 page 2 . Shipmaster, freight broker, fleet manager, terminal operator, conning skipper, VTS operator, lock operator, bridge operator, RIS operator Transport logistics Fleet manager, shipmaster, consignor,
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