LONG RANGE IDENTiFiCATiON AND TrACKiNG

Guide to Requirements and Implementation

 Australian Maritime Safety Authority This work is copyright. It may be reproduced in whole or part subject to the inclusion of an acknowledgement of the source and no commercial usage or sale. Reproduction for purposes other than those indicated above requires the written permission of the Australian Maritime Safety Authority, GPO Box 2181, Canberra City ACT 2601.

CEO Foreword
The Australian Maritime Safety Authority is pleased to provide this guide as a high level overview of the requirements for Long Range Identication and Tracking. LRIT is a signicant initiative by the International Maritime Organization to address the many issues presented by the need to respond to achieving maritime domain awareness - specically the safety, security andenvironmental aspects. While LRIT can provide great benet for security, the use for maritime safety and environmental protection has led IMO to include this in the safety chapter of the Safety of Life at Sea Convention (Chapter V). AMSA has already implemented LRIT, and recognises the technical challenges involved. At the same time, there are a number of policy issues that need to be addressed to realise the benets of LRIT from a national, regional and international perspective. I hope that you will nd the information in this guide useful as you verify readiness for compliance with the SOLAS regulation. I encourage you to visit the AMSA LRIT web portal on our website - www.amsa.gov.au, as well as reviewing the many documents developed by IMO on LRIT. Graham Peachey Chief Executive Ofcer

List of acronyms and denitions

AIS AMSA APR ASP AusCDC CDC CSP CTR DC DDP DSC GISIS GMDSS IDC IDE IMO IMSO LRIT MDA MSC NDC PSC RCC RDC SAR SOLAS Automatic Identication System Australian Maritime Safety Authority Automatic Position Report Application Service Provider Australian Cooperative Data Centre Cooperative Data Centre Communications Service Provider Conformance Test Report Data Centre Data Distribution Plan Digital Selective Calling Global Integrated Shipping Information System Global Maritime Distress and Safety System International Data Centre International Data Exchange International Maritime Organization International Mobile Satellite Organization Long-Range Identication and Tracking Maritime Domain Awareness Maritime Safety Committee (of the IMO) National Data Centre Port State Control Rescue Coordination Centre Regional Data Centre Search And Rescue International Convention for the Safety of Life at Sea, 1974

Introduction to LRIT
The International Maritime Organization (IMO) has adopted an amendment to Chapter V of the 1974 International Convention for the Safety of Life at Sea (SOLAS) that introduces new mandatory position reporting obligations for SOLAS ships. SOLAS Chapter V, Regulation 19-1, on Long Range Identication and Tracking (LRIT) refers to the requirement for specied Convention vessels to automatically transmit their identity, position and date/time of the position at 6-hourly intervals, with an ability to increase the rate to intervals of up to once every 15 minutes when requested. In addition, the equipment must be able to respond to poll requests. The LRIT system was designed in such a way as to limit direct cost to shipping or search and rescue (SAR) services, with IMO Member States bearing the cost of the system. The SOLAS amendment came into effect 1 January 2008 with compliance originally mandated from 31 December 2008. In December 2008, at the 85th meeting of the IMO Maritime Safety Committee (MSC), transitional arrangements were agreed to cover the period between 31 December 2008 and 30 June 2009. Australia is responding to the requirements of LRIT through the formation of the Australian Cooperative Data Centre (AusCDC) an initiative to promote the timely implementation of LRIT in cooperation with other IMO Member States in the Asia-Pacic region. This booklet has been prepared to provide some guidance to maritime authorities that are responsible for implementation of LRIT as stipulated by the SOLAS Convention. It has been developed to increase awareness of LRIT and promote compliance. The booklet provides an overview of the LRIT system, describes how the system works, and highlights the obligations for implementation of the LRIT amendments to SOLAS. Figure 1
Ongoing LRIT Technical development through ad hoc group MSC81 Adopts SOLAS Reg V/19-1 Amendment 19 May 8 Dec SOLAS Reg V/19-1 amendments accepted 1 July 12 Oct SOLAS Reg V/19-1 enters into force 1 Jan Compliance with MSC85 SOLAS Reg Agrees transitional V/19-1 period to End of Transitional Period 30 June 2009 1 July 5 Dec 1 Jan 30 June

MSC82 IMSO identied as LRIT Coordinator

MSC83 notes LRIT can proceed without IDC

IDE and DDP Complete / Testing Begins

Compliance with SOLAS Reg V/19-1 Transitional period comes into effect

What is LRIT?
An overview of the operational concept of LRIT
LRIT is a maritime domain awareness (MDA) initiative to enhance maritime safety, security and protect the marine environment. LRIT allows Member States to receive position reports from vessels operating under their ag, vessels seeking entry to a port within their territory, or vessels operating in proximity to the States coastline. There are two aspects to LRIT: 1. The reporting aspect where vessels to which LRIT applies report their identity and position, with a date/time stamp, every six hours (four times per day). 2. The receiving aspect where coastal States can purchase reports when vessels are within 1,000 nautical miles, or where port States can purchase reports when vessels seek entry to a port at a pre-determined distance or time from that port (up to 96 hours pre-entry). Put in simple terms, LRIT is a collection and distribution system for basic information on vessels, and applies to the following ships engaged on international voyages: All passenger ships including high speed craft; Cargo ships, including high speed craft of 300 gross tonnage and above; and Mobile offshore drilling units.

did you know -

LRIT is applicable only to specied vessels as identied in the SOLAS Convention it does not apply to non-Convention vessels, like pleasure craft orshing vessels.

Ships operating exclusively in GMDSS Sea Area A1 and tted with an Automatic Identication System (AIS) are exempt from LRIT requirements, while ships operating in Sea Areas A2, A3 and A4 are required to be tted with a system to automatically transmit LRIT information in accordance with SOLAS Regulations1.

Vessels limited to domestic voyages for example coastal trading vessels that only travel between Australian ports, do not reect the denition of International Voyage and are not required to report to LRIT. However, if a vessel that normally does coastal trading proceeds to an international port for any reason, including dry dock, they will need to either fully comply with the LRIT requirements or apply for an exemption for the duration of the international voyage.
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Denitions of sea areas are provided in SOLAS, Chapter IV. Basically, sea area A1 is within marine voice VHF range of a VHF DSC coast station, sea area A2 is within marine voice MF range of a MF DSC coast station, sea area A3 is outside of A1 and A2 and in the coverage of Inmarsat geostationary satellites, and sea area A4 is what is left normally polar regions above 70 degrees latitude.

How does LRIT work?

A request / response system
The LRIT system involves a request and response process, with various components linked together. Ship LRIT equipment must be capable of being congured to transmit information as an Automatic Position Report (APR). The APR includes the identity of the ship, the position of the ship and the date and time of the position report. In addition, the equipment must be able to respond to poll requests for an on-demand position report and be able to immediately respond to instructions to modify the APR interval to a frequency of a maximum of one report every 15 minutes. The equipment requirement may be met through existing GMDSS Inmarsat equipment, or it may be necessary to install equipment designed to be LRIT compliant testing has been designed to ensure whatever equipment is used will work within the overall LRIT system. Shipowners should be aware of the Application Service Provider (ASP) that their ag has recognised or authorised to undertake testing.

A system of systems
A simplied overview of the data ow in LRIT is shown in gure 2. This shows the process for linking the collection centres (data centres) operated by the Contracting Government to an exchange system known as the International Data Exchange (IDE). The IMO has appointed the International Mobile Satellite Organization (IMSO) as LRIT Coordinator, who will undertake the audit and oversight functions for LRIT. Figure 2

R AP ship m fro

Lin ND k to C

Cooperative Data Centre CDC

Ship sends APR Data Distribution Plan DDP International routeing rules

A fro PR m sh ip

Ship sends APR

Regional Data Centre RDC

National Data Centre NDC

Lin ND k to C

International Data Exchange IDE

DC oR kt g Lin usin ASP P/ CS

R AP ship m fro

Ship sends APR

Implementation of LRIT requirements

Action required for LRIT implementation Decide LRIT data centre (DC) for reporting / Identify ASP Identify point of contact for LRIT Coastal State

The table below provides an overview of the technical and regulatory actions required in order to implem Administration X Port State Ship

Verify own ag vessels to which LRIT applies and provide to DC Identify recognised testing ASPs (optional) Communicate information to IMO / ongoing communication for integration testing Survey and certify LRIT equipment

Develop DDP input data polygons, coastal and port state requirements

Determine requirements for purchase of LRIT data

Identify Port State Control (PSC) requirements and ship survey expectations Ensure condentiality of LRIT information

ment the LRIT amendments to SOLAS. ASP Comments Options include developing the data centre in-house, buying the services of a data centre, or joining an existing data centre. Critical for ongoing communication with IMO, including issuance of user name / password for DDP. As per SOLAS V 19-1, note denition of international voyage. May require to be developed in discussion with shipowners to verify / clarify voyage area. It may be appropriate to provide alternatives for shipowners to enable testing from more than one source. The IMO has developed a model letter for communication. This is required to enable access to the DDP for data entry.

Need to verify the issuance of the conformance test report and link to amendment of own ag vessel ship safety certicates. Polygon development is critical to overall operation of the system. Verication of any existing port data is required to ensure appropriate response for Port State requests. From an overall administration point of view, and in conjunction with Coastal and Port State users, verify requirement for, and use of, LRIT data obtained through the system. Noting the link of LRIT to the ship safety certicate, ensure expectations clearly identied and promulgated. Ship Surveyors briefed in LRIT aspects as required.

Noting the extent of data collected, verify use and distribution to ensure this reects SOLAS V 19-1.

Setting the Rules

International Routeing Rules
Information transmitted by ships through automatic position reporting is available to the vessels Flag State at all times. For another Flag State to access the information, they will send a request to the IDE. Linked to the IDE is the Data Distribution Plan (DDP) that will have the routeing rules and this will verify that the requestor can access the information. Each Contracting Government will provide these routeing rules to the IMO, which has developed the DDP. Data is entered into the DDP using the LRIT module of the did you know - Global Integrated Shipping Information System (GISIS). IMO will only provide access to the LRIT The DDP ensures that LRIT data ows according to the module in GISIS to the wishes of a Contracting Government i.e. providing ofcial contacts for information on vessels within 1,000 nautical miles for LRIT, as provided by the coastal State, or up to 96 hours out for port State. Contracting Government. If the DDP veries that the information request is valid, the IDE will then act as a link to the Data Centre requesting the information and the Data Centre providing the information. The link between the satellite and a Data Centre will require the use of a Communications Service Provider (CSP) and Application Service Provider (ASP). To ensure effective operation of the end-to-end system, IMO has identied a rigorous series of development and integration tests that include Data Centres, ASP, CSP, IDE and DDP.

Maritime Safety and Environmental Protection

The Regulation for LRIT indicates that Contracting Governments can receive the information for security and other purposes. IMO has specically referenced safety and environmental protection, with detailed standards developed for the use of LRIT to assist in search and rescue operations.

The Cost of LRIT

The LRIT system was designed in such a way as to limit direct costs to shipping. However, there are costs to the system.

The cost to IMO Member States

Similar to your mobile system costs where you need to buy a phone, then nd a service provider and nally pay for communications, the main cost for LRIT occurs at three points: The cost for the Data Centre; The cost for own ag ships to report to the system; and The costfor data requested through the system. In addition there will be LRIT Coordinator costs associated with audit and oversight functions. For LRIT data used by SAR there is no cost to the front line Rescue Coordination Centre (RCC) requesting the data. However, the cost for the communications and data transfer has to be covered somehow. It has been decided that these costs will be borne by the ag of the vessel from which data was requested, and will be part of the overhead of LRIT.

The cost to ship owners

Although minimized, there is a cost for ship owners in ensuring the equipment on board the vessel can respond to the LRIT requirements. Equipment - In some instances, existing equipment can be used for LRIT, while in others LRIT specic equipment may be required. Equipment Tests - To verify compliance, LRIT equipment tests have been developed. These tests have been designed to incorporate each element of LRIT, and successful completion results in the issuance of a Conformance Test Report (CTR).

did you know -

shipboard equipment must be tested before LRIT can be included in the ship safety certicate. The timing for the equipment test is linked to the rst survey of the radio installation after 31 December 2008.

Implementing LRIT
Options
With the request/response system, there is a need to ensure data is available within the system for when others request it this means that Member States ag vessels need to report to a Data Centre. There are different ways to respond to this Data Centre requirement: 1. Develop a National Data Centre in-house (NDC). 2. Buy in the services of a commercial Data Centre provider as a National Data Centre (NDC). 3. Join with other Member States to form either a Regional Data Centre (RDC) or a Cooperative Data Centre (CDC). The original concept of the LRIT system featured an International Data Centre (IDC) that would provide services to those Member States not using an NDC, CDC or RDC. At MSC83, the concept of an IDC was put on hold due to technical issues associated with setting up such a centre. did you know - Member States are under no obligation to request LRIT data IMO has an LRIT portal, from other ag States. Accordingly, Member States may accessed directly from choose to provide LRIT data for their agged vessels, to www.imo.org respond to their SOLAS obligations. You can contact IMO using The benet of the system will only be fully realised when data their dedicated LRIT e-mail is requested through the system, and used by Contracting address: lrit@imo.org Governments for maritime domain awareness.

Issues
Implementing the complicated structure of the LRIT system requires a high level of technical coordination and detailed planning and testing. Some specic implementation issues include: Change of ag Member States need to develop arrangements which ensure that vessels transferring their ag from one State to another remain integrated into the LRIT system and transmit LRIT information to the Data Centre of the appropriate Flag State. LRIT Polygon Development In order for the LRIT system to function correctly, Member States need to submit geographical coordinates or vertices for polygons which identify, at a technical level, the area in which a coastal State is entitled to request LRIT information. Communications standards the draft technical standards for the LRIT communications systems will continue to evolve as more data centres move from the development to production environment. Process for Report Purchase recognising the large number of agencies involved and the international aspect of the system, there is a need to ensure processes are in place to enable the sale and purchase of the LRIT data available in the system.

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LRIT Implementation in Australia

Australia has participated in the discussion on LRIT throughout its development. To ensure early compliance, Australia put in place a commercial NDC solution with Pole Star Global (www.polestarglobal.com) to cover the initial set up of the system. Australian agged vessels to which LRIT applies have been reporting to this NDC since February 2008. Australia also plans to buy reports that it is entitled to, but is carefully following the cost implications. The value of the data is fully realised, but it must also be cost effective. Australia has included reference to the LRIT SOLAS amendment in Marine Orders Part 21, and provides guidance on the implementation of LRIT through Marine Notices and the LRIT fact sheet available on AMSAs website (www.amsa.gov.au).

The Australian CDC

Australia has now opened its NDC to become a Cooperative Data Centre (AusCDC). This means that the existing commercial Data Centre can be expanded to provide other IMO Member States with an LRIT implementation option. The benets in joining a CDC include: Ease of implementation and responding to SOLAS obligations; Access to technical expertise; Use of a recognised ASP to achieve technical and administrative consistency; Sharing and building on experience; Fostering of dialogue on common maritime issues; and Capability enhancement. The Cook Islands, New Zealand and Papua New Guinea have joined the AusCDC, and are already realising the benets for the cooperative approach. Through regular teleconferences and communications, many of the growing pains experienced in fullling the requirements for LRIT can be responded to. A cooperative approach also benets from a revised integrated testing program, to move members quickly from the development to the production environment of the system, while ensuring all requirements identied by IMO are fully met.

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Making LRIT a reality

Implementing the LRIT system requires a high level of technical coordination and detailed planning and testing both for shipborne equipment and for the end-to-end aspect of the system as a whole. Timely implementation has the potential to signicantly enhance international efforts to ensure maritime safety and security, and protect the marine environment. In addition, the statistical data that can be gained through analysis of international shipping could result in efciency gains in the overall transport chain.

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What needs to be done

A checklist for readiness for LRIT:
The implementation table on pages 6-7 highlights the main requirements for compliance with LRIT. There are many elements which need to be satised for Member States to meet their obligations for LRIT, including: Identify option for implementation Identify point of contact for LRIT Verify contract / development of Data Centre Identify ASP Communicate information to IMO Identify LRIT covered in any legislation, marine orders, etc. Communicate approach taken to own ag vessels Ensure own ag vessels go through equipment testing and obtain their Conformance Test Report Identify LRIT Coordinator Costs for Data Centre, including start up and oncosts Develop LRIT Polygons Obtain user name and password for LRIT area of GISIS Enter required data into the Data Distribution Plan (through GISIS) Clarify PSC approach to be used Identify intention to purchase reports / use of data Ensure process in place to charge for / pay for reports through the system With the need to fully test and then integrate Data Centres from a development to a production environment, the logistical and technical aspects of complying can be signicant

If you can tick the boxes, you should be ready for LRIT!

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Australian Maritime Safety Authority GPO Box 2181 Canberra City ACT 2601 p 02 6279 5000 f 02 6279 5002 w www.amsa.gov.au
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