River Information Services

RIVER INFORMATION SERVICES

As policy implementation flows from research

E U R O P E A NC O M M I S S I O N

Directorate-General for Energy and Transport

RE V

I S E DE D

I T I ON

CONTENTS

FOREWORD 1

1 POLICY BACKGROUND 3

2 RIS EXPLAINED 5

3 RESEARCHING AND DEVELOPING RIS 10

4 THE BENEFITS OF RESEARCH 15

5 EUROPEAN POLICY DEVELOPMENTS 18

6 LOOKING TO THE FUTURE 21

7 CONCLUSIONS 23

8 REFERENCES 24

LIST OF ABBREVIATIONS AND ACRONYMS 25

This publication was produced by the EXTR@Web consortium for DG Energy andTransport. The information in this document has been collected by the partners in theproject on the basis of material provided by via-donau, the development agency forinland navigation, which was involved in numerous research projects to fosterinfrastructure and services for the Danube navigation.

We would like to pass our grateful thanks to via donau - sterreichische Wasserstraen-Gesellschaft mbH for their support and technical review of the manuscript.

While the information contained in this brochure is correct to the best of ourknowledge, neither the consortium nor the European Commission can be heldresponsible for any inaccuracy, or accept responsibility for any use made thereof.

Additional information on transport research programmes and related projects isavailable on the Transport Research Knowledge Centre web site on the EuropeanCommissions Europa server:http://ec.europa.eu/transport/extra

In addition, a public e-mail enquiry service is available at:[email protected] on the wider transport activities of the European Union is available onthe internet. It can be accessed through the Europa server:http://ec.europa.eu/dgs/energy_transport/index_en.html

Manuscript completed in January 2006. European Communities, 2006

Photo credits: via-donau (cover, (i), p. 5-6-7-8-10-19-22); digitalvision (cover, p. 1-15);FreeFoto.com (cover, p. 4-16-17); www.ecliptic.ch (cover, p.20).

Reproduction is authorised provided the source is acknowledged.

Printed in Belgium


Transports main potential barriers forsustainable socio-economic development in theEuropean Union (EU) are traffic congestion,environmental impacts, and economic costs.The EU Transport White Paper Transport Policyfor 2010: time to decide proposed importantmeasures to tackle these challenges, includingdeveloping inland waterway and inter-modaltransport. The White Paper proposed shiftingcargo from the heavily loaded road networkonto the waterways. Through this proposal, bybalancing the modal shares of transportsystems, the existing infrastructure capacity canbe fully used to accommodate future economicgrowth in the EU.

Inland waterway transport is seen as a reliable,economical, and environmentally-friendly modeof transport; it is recognised by the EU as a keymeans of transport in the European inter-modaltransport system. The Commission aims tocreate favourable conditions for the furtherdevelopment of the sector and to encouragebusiness to expand the use of this means oftransport. Its future development requires the

introduction of modern concepts, technologiesand solutions, so as to adapt to new marketneeds and to inter-modal integration, thusproviding an accessible, safe, andenvironmentally-friendly alternative to thecongested road network.

Information and communication technologiesprovide an opportunity to transfer not onlytraditional bulk transport but also other goods,containers and even high priced just-in-timetransport onto the inland waterway transportsector. This offers an intelligent, safe, andefficient method of transport with theinformation links to the rail, road, and short-seasystems. The advanced information andcommunication technologies applied on inlandwaterways will provide inland shipping with acompetitive edge over other means oftransport, together with an effective means ofintegration into logistic chains. In 1998, basedon the results from several research projectsand various applications, the EU officiallydefined the concept of River InformationServices (RIS).

1

FOREWORD

Presenting the case for RIS

RIS are important for the entire European inlandwaterway sector.Through RIS, waterways canconnect to the latest logistic developments, whichoffer reliable and predictable logistic supplychains.The further development of inlandnavigation, through the implementation of RIS, isof special interest to the inland waterwaycorridors.The RIS concept aims at implementinginformation services to support the planning andmanagement of traffic and transport operations.Implementing RIS will not only improve trafficsafety and environmental protection but also willsimultaneously enhance the efficiency andsecurity of transport operations and increasecompetitiveness. Although waterway users andadministrative authorities are considered as thedirect beneficiaries from operationalimprovements, the implementation of RIS willsignificantly benefit society through traffic shifts,safer navigation, decreased pollution, and lowertransport costs.The enlargement of the EU,embracing Central and Eastern Europeancountries, brings about a massive increase in

RIS is defined as a concept of harmonised information services to support traffic and transport

management in inland navigation, including interfaces to other modes of transport.

This brochure describes:

1. the policy background to the future RIS Directive;

2. the RIS information technologies and communication standards;

3. best-practice examples of RIS development;

4. the strategic and operational benefits of RIS research;

5. the contributions of RIS research activities to European transport policy development;

6-7. the way forward for implementing that policy.

Finally, references and a list of abbreviations and acronyms are also provided.

1.The 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 theCommunity, (Official Journal of the European Union L 255 of 30 September 2005) and its Corrigendum (Official Journal of the European Union L 344/52 of 27.12.2005)

2.The Decision No. 1692/96/EC of the European Parliament and of the Council on Community guidelines for the development of the Trans-European Network (TEN) passedon 23 July 1996.

freight transport demands. It is therefore necessaryto modernise inland navigation and to makeinland waterway transport more attractive, incompetition and cooperation with road transport.

The Harmonised River Information Services (RIS)on Inland Waterways in the CommunityDirective1

is an important policy document for establishingpan-European RIS. It is a consequence of EUtransport policy development and is helping tocreate the infrastructure of the trans-Europeantransport network (TEN-T), required by theEuropean Parliament and the Council2.

Behind the policy statements, European research,especially within the Framework ResearchProgrammes, has contributed significantly to thedevelopment and deployment of new RIStechnologies.These research, demonstration andimplementation activities have contributed at thelevels of technology, organisation and policy, andhave helped to clear the obstacles to effectiverealisation of RIS.


Europe has over 30,000 km of canals and rivers thatlink together hundreds of key industrial towns andareas.The core network of around 10,000 kmconnects The Netherlands, Belgium, Luxembourg,France, Germany, Poland, Czech Republic, Austria,Slovakia and Hungary within the EU, withSwitzerland, Croatia, Serbia and Montenegro,Romania, Bulgaria, Moldova and Ukraine outside ofthe Union. Although the backbone of this networkis constituted by major rivers such as the Rhine andthe Danube, many tributaries and canals connect avariety of smaller towns and industrial centres. Aconsiderable number of ports along the networkprovide access to and links with other modes oftransport.

Despite this network, inland waterways still have ahuge capacity that is not fully exploited. Freighttransport by inland waterways accounts for 5.6% ofthe total land transport (surface transport) of theEU-25 countries in 2004, nine of which have inlandwaterway transport of some importance, equal to130 billion tonne-kilometres in 2004, whereas roadand rail carry 73% and 16% respectively.Within theEU-15 countries (i.e. mainly in the Rhine corridor),the share of inland waterway transport in totalsurface transport has declined steadily from 12% in1970 to 7% in 2000, although its traffic volume hasincreased in that period of 30 years from 102 billionto 125 billion tonne-kilometres (+18%). In the newMember States and Candidate States, a total of12 billion tonne-kilometres were transported in2004, in particular on the Danube.

Europe looks aheadThe European Commission recognises the greatpotential of inland navigation as an alternativetransport mode for freight transport. Facingtremendous capacity and environmental problemsin the land transport modes, in particular roadtransport, the European transport policyconsequently has a great interest in developinginland waterway transport to become a real

alternative whilst keeping the environmentalburden to a minimum.

In its White Paper "European Transport Policy for2010: time to decide",3 the European Commissionproposes to link inland waterways into rail andshort sea transport systems, providing an accessible,economical, safe and environmentally-friendlyalternative to the congested road network.

The White Paper prescribes the installing of highlyefficient navigational aid and communicationsystems on the inland waterway networkto makethis mode of transport still more reliable, efficientand accessible. Likewise, the Declaration ofEuropean Ministers of Transport signed inRotterdam in September 2001 called upon Memberand Accession States to implement pan- EuropeanRIS by the year 2005.The European Parliament resolution following theWhite Paper considered the creation of high-performance, geographically-comprehensiveinformation systems on inland waterways to beextremely important in this connection and calledon the Commission to submit a proposal forharmonised technical provisions towards theimplementation of River Information Services (RIS).In the session of the Transport Council of 9thOctober 2003,The Netherlands, supported by otherMember States, welcomed the Commissionsinitiative to put forward a proposal for a Directiveon River Information Services. Meanwhile, this hasresulted in a RIS Directive, which creates aEuropean-wide harmonised framework for RiverTraffic Information Services in order to ensurecompatibility and interoperability between currentand new RIS systems and to achieve effectiveinteraction between different information serviceson inland waterways of international importance.The harmonised river information services (RIS) oninland waterways in the Community Directive waspublished in the official journal of the EuropeanUnion on 30 September 2005 and came into forceon 20 October 2005.

2 3

1POLICY BACKGROUND

3. White Paper European transport policy for 2010: time to decide, European Communities 2001

Harmony across EuropeThe European Parliament and the Council Decision4

on Community guidelines for the development ofthe trans-European transport network states thatthe inland waterway network and inland portsshall include the traffic managementinfrastructure. According to the Decision, signalling,guidance and communication systems for inlandwaterway vessels shall be deemed as projects ofcommon interest and thus be eligible for TENfunding (Trans European Network). In thisframework, a feasibility study for implementing RISon the Danube in Austria as well as a feasibilitystudy on RIS implementation in The Netherlandswere co-funded in the period 2001-2003

The proposal for an amendment5 by theEuropean Parliament and the Council stipulatesas priority in Article 5 (f ) the deployment ofinteroperable intelligent transport systems tooptimise the capacity of existing infrastructureand improve safety.

In its report of 27 June 2003, the High LevelGroup on the trans-European transport network(TEN-T) welcomed the Commissions intention topropose a framework directive to ensure theinteroperability of the communication systemson inland waterways and identified thedevelopment of RIS as a priority6 .

The development of RIS is also recognised andfostered by the River Commissions (CCNR CentralCommission for Navigation on the Rhine, DCDanube Commission) and by the InternationalAssociation for Navigation (PIANC). A number ofimportant organisational and standardisationprerequisites have been developed. In 2002 PIANCcompiled RIS Guidelines on the basis of the resultsof different European research and developmentprojects.These RIS Guidelines 2002 were formallyadopted by the Central Commission for theNavigation on the Rhine in May 2003 and therevised version 2004 of the PIANC Guidelines wasadopted by CCNR in 2004.

The harmonised development of RIS has not onlybeen fostered by European initiatives such as theTEN-T programmes, but also through theformulation of common RIS Guidelines, which havebeen adopted and updated by the CentralCommission for Navigation on the Rhine.

The establishment of technical specificationsshould include systems such as electronicnavigational charts, electronic ship reporting,including a uniform European vessel numbersystem, notices to skippers, and vessel tracking andtracing.The technical compatibility of theequipment necessary for the use of RIS should beensured by a Committee of the European Union(RIS-Committee), stipulated by the RIS Directive.

4.The Decision No. 1692/96/EC of the European Parliament and of the Council on Community guidelines for the development of the Trans-European Network (TEN) passedon 23 July 1996.

5. Amendments on this Decision on 31 May 2001 further strengthening the environmental and intermodal aspects on trans-European transport (COM (2001) 544 final)6.TEN-T priority axes and projects 2005, ISBN 92-894-9837-4, European Communities 2005 (http://ec.europa.eu /ten/transport/priority_projects/index_en.htm). Special focus

with respect to RIS should be put on the priority axis No 18 the Rhine/Meuse-Main-Danube inland waterway axis (pages 46-47).7. Communication from the Commission on the promotion of inland waterway transport {SEC(2006) 34}.NAIADESAction Programme is intended for the period 20062013

and focuses on five strategic areas for a comprehensive Inland Waterway Transport (IWT) policy.

The European Commission recognises the greatpotential of inland navigation as an alternativetransport mode for freight transport. RiverInformation Services are an important systemcomponent in order to exploit this potential. Thepublication of the White Paper on Transport andthe adoption of the RIS Directive reflects thestrong political support for a European-wideand harmonised implementation of RiverInformation Services. On 17 January 2006 theEuropean Commission published one of themost important Communications in the historyof inland navigation NAIADES, an IntegratedEuropean Action Programme for InlandWaterway Transport. NAIADES gives strongsupport to the RIS initiative7.


What is RIS?

River Information Services (RIS) are the harmonisedinformation services that support traffic andtransport management in inland navigation,including interfaces to other transport modes. RISdo not deal principally with internal commercialactivities between companies, but is available forinterfacing with commercial processes.

RIS streamline information exchange betweenpublic and private parties participating in inlandwaterborne transport.The information is shared onthe basis of information and communicationstandards.The information is used in differentapplications and systems for enhanced traffic ortransport processes.

The need for RISModern logistics management requiresextensive information exchange between

partners in supply chains. Implementation ofcommunications and information technologies inorganisational and operational processes is acrucial prerequisite to increase operationalefficiency and safety in todays market.

RIS facilitate the inland waterway transportorganisation and management.Through effectiveinformation exchange, transport operations (suchas trip schedules and terminal/lock operationplans) could easily be optimised, providingadvantages for inland navigation and enabling itto be integrated into the intermodal logisticchains.

How does RIS work?

RIS are built on modern information technologyand telecommunication infrastructure. The keyRIS-related technological innovations introducedin the inland waterway sector during the lastdecade are:

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2RIS EXPLAINED

via-donau 2005, based on PIANC RIS Guidelines 2004

Inland Electronic Navigational Charts (IENC)and Inland Electronic Chart DisplayInformation System (Inland ECDIS) forvisualisation of fairway and ship positioninformation.

The European standard Inland ECDIS is basedon maritime ECDIS. IENCs are already availablefor large parts of the European inlandwaterway network.

Internet applications for Notices to Skippers in11 languages and machine readable format.

Electronic ship reporting systems forinformation collection and distribution onvoyage-related data (ship and cargo).

Vessel tracking and tracing technologies suchas Automatic Identification System (AIS) forautomatic reporting of the position of shipsand other safety relevant data.

Radar systems with ENC underlay fornavigation and traffic monitoring.

Route and voyage planning applications.

Applications for optimising fuel consumption.

Lending support to services

These new information technologies support(according to the RIS-Guidelines 2004):

Fairway Information Service (FIS)FIS contains geographical, hydrological andadministrative data that are used by skippers andfleet managers to plan, execute and monitor ajourney. FIS provides dynamic information as well asstatic information about the use and status of theinland waterway infrastructure, and therebysupports tactical and strategic navigation decision-making. FIS contains data on the waterwayinfrastructure only excluding data on vesselmovements and therefore consists of one-wayinformation from shore to ship/office.Traditionallythese services are provided through nautical papercharts and one or more of the following services innational formats and in the national language:Notices to Skippers,TV and radio broadcasts,internet,VHF nautical information radio, e-mailsubscription services and fixed telephones situatedon locks. RIS will provide standardised electroniccharts and standardised Notices to Skippers in amachine readable format and in eleven languages.

Traffic Information Service (TI)

The information provided in a Tactical Traffic Image(TTI) supports the ships master in the immediatenavigation decisions in the actual traffic situation.The TTI allows skippers also to make navigationalarrangements with other vessels.The TTI containsinformation on the position of vessels, speed,heading and specific vessel information of alltargets identified by radar and if available AISor compatible automatic vessel tracking andtracing systems.The TTI is displayed on astandardised electronic chart; the Inland ECDIS.

The Strategic Traffic Image (STI) on the other handprovides a general overview of the traffic situationover a relatively large area.The STI is used mainlyfor planning and monitoring.The STI will providethe user with information about intended voyagesof vessels, (dangerous) cargo and Requested Timesof Arrival (RTA) at defined points (e.g. locks,terminals).

Tactical Traffic Image (TTI)


Traffic Management (TM)

TM is carried out by waterway administrationsaiming at optimal utilisation of theinfrastructures and assurance of safenavigation by:

Local Traffic Management: Vessel TrafficService (VTS), whose centres are currentlyinstalled at some critical points along theEuropean waterway network, areimplemented by a Competent Authority toimprove the safety and efficiency of vesseltraffic, and to protect the environment. Theservice has the capability to interact with thevessel traffic and to respond to trafficsituations developing in the VTS area. Theinformation required by VTS centres isbasically gathered by means of permanentshore-based radar stations. AIS could, in thefuture, provide additional information, such asthe vessel's identity and main dimensions.

Navigational Support: Vessel trackingtechnology, such as AIS, provides individualskippers with the information needed to takenavigational decisions.

Lock and Bridge Management (LBM): RISfacilitates the planning of lock and bridgeoperations. RIS supports lock/bridge operatorsin their medium-term decisions by providing astrategic traffic image. RIS thereby assists theoperators in the calculation of ETAs/ RTAs(Estimated/ Requested Time of Arrival) ofvessels. By means of optimal planning oflocking operations, the smooth passage ofvessels through the locks and bridges, whichare considered as inland waterwaysbottlenecks, can be realised. Lock planningcan reduce waiting times significantly. In turn,lock operators can inform the individualskipper of his RTA, enabling him to adapt hisspeed and possibly save on fuel.

Calamity Abatement service (CA)

CA registers vessels and their transport data atthe beginning of a journey and updates thedata during the voyage. In the event of an

accident, the authorities are capable ofproviding data immediately to the rescue andemergency teams. The electronic charts and thetraffic image provide the basis for thecoordination of rescue forces and nauticalmeasures.

Information for Transport Logistics

Voyage Planning (VP): VP includes theplanning of the optimal route, the draught andthe ETA of the vessel. Skippers and fleetmanagers need fairway information for theseplanning activities.

Transport Management (TM): TM means themanagement of the transport chain beyondthe scope of the navigation, and is driven byfreight brokers and transport service qualitymanagers. It is aimed at improving the overallperformance of the contracted fleet andterminals, at controlling the progress of thecontracted transports, at monitoringunexpected threats to the reliability of thesetransports, and at finalising the transport(delivery and invoice).

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Intermodal Port and Terminal Management(PTM): Terminal and port operators need ETAinformation in order to plan resources forterminal operations. ETA information ofapproaching vessels supports the overallterminal utilisation and allows smooth passageof vessels through the terminal facilities. As aresult, the trans-shipment time can bereduced. In situations when there is insufficientterminal capacity, the terminal operator caninform the individual skipper of his RTA. Betterslot management is possible as a result of theexchange of ETA and RTA data.

Cargo and Fleet Management (CFM): CFM isbased on information about the loaded andthe available empty vessels including theactual vessel positions, and their RTAs andETAs; detailed information on the cargotransported, the cargo to be shipped andinformation on the terminals.

Information for Law-enforcement(ILE)

Law enforcement ensures that people within agiven jurisdiction adhere to the laws of thatjurisdiction. RIS supports law enforcement ininland navigation in the fields of cross-bordermanagement (e.g. the movement of people

controlled by the immigration service, customs),compliance with the requirements for trafficsafety, and compliance with the environmentalrequirements. It will also reduce waiting timesat borders.

Statistics (ST)

RIS can be used to collect relevant inlandwaterway freight statistics. Since data alreadycollected for other services can be used, thenskippers, terminal and lock operators no longerneed to provide special statistics. Electronicdata collection will facilitate the process fordata providers and statistical offices. Thestatistics are of interest to the waterwayauthorities, international organisations andcompanies engaged in inland navigation forstrategic planning and monitoring.

Waterway Charges and HarbourDues (CHD)

RIS can assist in levying charges for the use ofinfrastructure tolls. The travel data of the shipcan be used to automatically calculate thecharge and initiate invoicing, thus facilitatingthe process for waterway users and authorities.

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Applications at work across Europe

The developments of national stand-alonetelematics services, which vary in functions,standards, and architectures, broughtchallenges to the current service regime. Someof the existing applications are:

ARGO (Advanced River Navigation), a Germannavigation system for inland waterwayskippers. It provides data on the fairwayconditions and actual water levels in real time.

BICS (Barge Information and CommunicationSystem) is a voyage and cargo (especiallydangerous cargo) reporting system used inThe Netherlands, Germany and othercountries. The main aim of BICS is to supportthe reporting duties of the skipper/fleetoperator towards the authorities.

BIVAS (Inland Navigation Intelligent Demandand Supply System) is an internet-basedinteractive freight transport virtualmarketplace.

DoRIS (Donau River Information Services) is anAustrian system that can automaticallygenerate traffic information by means of AIStransponders. The tactical traffic image iscurrently being tested for use by waterwayauthorities and skippers. In 2005 the roll-out ofthe DoRIS systems was performed on theAustrian section of the Danube and theoperational test started in the beginning of2006. Furthermore a subsidy programme forRIS equipment is being provided foraccelerating the penetration of RIS on theuser-side.

ELWIS, a German Electronic WaterwayInformation System, which provides a series of(fairway) information services.

IBIS (Informatisering Binnenscheepvaart), aFlanders centralised database system, allowsadministrations to deliver navigation licences,locate ships within their territory and collectdata on inland navigation.

GINA (Gestion Informatise de la Navigation), areporting application for Wallonia dedicated tothe invoicing of navigation fees and thegeneration of statistics.

IVS90, a ship reporting system used by Dutchwaterway authorities supporting lockplanning, vessel traffic services, calamityabatement and statistics.

NIF (Nautischer Informations-Funk), a Germanservice to transmit messages related to waterlevels, high-water notifications, water levelpredictions, ice and mist messages, and policemessages.

VNF2000, a French information network usedto invoice navigation tolls and to producetraffic statistics.

VTSs Rhine, Vessel traffic managementservices are installed on the Rhine in twodifficult stretches: in the gorge section reacharound the Loreley in Germany with narrowbends and strong currents, and on themeandering Lower Rhine in The Netherlandswith heavy traffic

These differing operational practices andfacilities in Member States reflect the currentincompatibility of information systems,standards, and installations. Legislative andtechnical support for harmonised informationservices at a pan-European level become moreand more necessary to guarantee the efficiencyand safety for cross-border navigation andlogistics. This was one of the principalmotivating factors in the development of RIS.


European research, particularly through EUresearch programmes, has played a veryimportant role in the development of RIS.

RIS at source

In 1994 the research project COST 326, an ECco-funded international cooperation scientificresearch project started to analyse maritimeECDIS at international and European level. Byinvestigating European ECDIS userrequirements, and the feasibility of linkingnational databases to European (orinternational) networks, the constraints on datasupply, and on the production and updating ofENCs were identified. Due to different

standards, communications, andadministrations, the implementation of ECDISon harbour approach systems and VTS met withinteroperability difficulties. COST 326 called forinstitutional support at EU level by proposing astrategic measure: the establishment andoperation of a single European RegionalElectronic Navigational Chart CoordinatingCentre (RENC).

Developing RIS

The RIS concept was further developed in anumber of research projects, which achievedtechnological solutions in:

3RESEARCHING AND DEVELOPING RIS


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RIS system architecture

A common system architecture is thefundamental requirement for harmonisedinformation services. Many research projectswere devoted to the construction of a full-function and open-system architecture. TheINVITE project, was established to study pan-European open system architecture ofcommunications, with the participation ofCentral and Eastern European Countries.INCARNATION designed a full VTS systemarchitecture after studying policy requirementson safety, capacity, environment protection,calamity abatements and differentmanagement options regarding inlandwaterways. COMSINE I established an opencommunications architecture with MARSAT(marine satellite) communications services asthe backbone infrastructure. RINAC defined thefunctional architecture that manages theinformation flows aboard a vessel and providesthe skipper with the appropriate applicationsto operate in a RIS environment. The results ofthe research activities helped to define thegeneral RIS elements, which evolved rapidlywith the emergence of new informationproducts and which led to the formulation ofthe RIS technical guidelines that are the keytechnical documents for planning anddesigning RIS.

Communications and Dataexchanges

Standardised communications protocols areessential elements of RIS. Due to the existenceof different communications means (VHF,mobile phone, internet, SMS, etc.), differentoperational systems (VTS, VTMS, etc.), anddifferent intervening parties (VTS operators,skippers, administrations, commercial users,etc.), advanced communications methods andprocesses were needed to integrate all of theseelements together in a functional system. TheCOMFORTABLE project developed new tools,

which included the traffic situation display, riskevaluation, and short-term traffic prediction, forVTS to help operators recognise and assesstraffic situations so as to enhance operationalsafety. MOVIT achieved a complete mobileversion of VTMS (vessel traffic managementsystem). VTMS-NET created pan-Europeanintegration methods to link the services, whichhad already been used independently at thelocal, national, or EU level, for informationexchanges within the VTS and VTMS. A newgeneration of VTMS has been developed withstrong capacity for monitoring traffic,predicting nautical conditions, and exchangingdata as well as images in real-time.

ECDIS and VTS

Geo-related information is transferred with theaid of Inland ECDIS in the form of TTI and STIfrequently used by VTS and FIS. Inland ECDIShas become a basic technology in modern RIS.After COST 326 ECDIS was improvedcontinually in subsequent research projects. Onthe basis of the research, an Inland ECDISstandard was suggested in the INDRIS researchproject and later accepted by the internationalinstitutions (UN/ECE, CCNR, DC). COMPRISfurther enhanced the RIS standards on InlandECDIS, reporting and VTM data exchange forcommon acceptance.

RIS matures

The RIS initiative became mature after researchin INDRIS. The concepts, functions and scale ofRIS were officially defined in this researchproject. Through a joint-venture of nationalpublic authorities, the transport industry, theICT-industry and research institutes, INDRISdeveloped a methodology and guidelines toharmonise communications and reportingprocedures on the European inland waterwaysnetwork.

Through subsequent demonstrations thetechnical feasibility of RIS was proven for (1) theprovision of shore-based or shore-made trafficimages on-board inland vessels; (2) theprovision of tactical traffic images withoutshore-based infrastructure within the VHF rangeof the vessels; (3) the use of STI supported bydatabases using ship-based electronic reportingprocedures for VTM; (4)

The use of tactical traffic images and databasesfor ship movements for calamity abatement; (5)the application of Inland ECDIS technology asplatform upon which safety systems are built; (6)the support of FIS to users in planning theirvoyages. Apart from the technical feasibility ofthese systems the demonstrators proved theseamless interoperability of such systems as thepractical usability of developed standards.

Enhanced RIS

Adoption of new information andcommunication (NIC) technologies enhanced theoriginal initiatives and concepts, providingupdated functions and operations.The recent RISdevelopments focus on:

Vessel tracking and tracingtechnologies

These are a very important means to obtain real-time static and dynamic vessel data, which thencan be communicated between shore stations,ships and users. Inland AIS is currently developedto a sophisticated level that can be appliedpractically and can be connected to maritime AIS.This development is of highest importance forvessels navigating in mixed traffic areas but alsosuitable for all other inland waterways.The application of dGPS (differential GlobalPositioning System) was tested in differentresearch projects, such as INDRIS, ALSO DANUBE,DoRIS, D4D.

Cross-border data exchanges

The crossing of borders is a crucial part in the wholeinland waterway transportation process. Asinformation is accompanying the vessel on its wholejourney, RIS should not be limited by nationalborders with their traditional barriers for theinformation flow between authorities.Thereforesuitable framework conditions for the internationalexchange of RIS related information are to beestablished.The INTERREG project D4D (DataWarehouse for the Danube Waterway) set a firstmilestone in the exchange of waterway related databetween the responsible authorities. In theCOMPRIS project another aspect of cross-borderdata exchange was investigated: the electronicreporting of voyage and cargo related informationto authorities like customs, immigration andstatistics.The provision of information acrossborders thus facilitates procedures like bordercontrols or vessel dispatching and makes themmore efficient. Provided that legislative issues incross-border data exchange are solved, RIS will bringbenefits for governmental users as well as forcommercial users.

Secure transport operationssupported by RIS

The TEN-T project DaTraM (Dangerous CargoTransport Monitoring on Inland Waterways) focuseson the safety and security issues of RIS. During theproject a special test stretch is being implementedon the northern Hungarian Danube stretch tomonitor dangerous goods carrier vessels.Theproject will also elaborate initiatives for river securitymeasures.In the project a pilot implementation study is beingconducted, which contains the regulations related tosafety and security in inland waterwaytransportation.The objective of the study is toestablish a pilot system for dangerous cargotransport on inland waterways.The objective is notonly to establish an RIS system, which is basicallynecessary and essential in point of safety andsecurity and intermodality, but to develop and testsuch new RIS services, which could serve safety andsecurity of inland navigation.


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RIS comes of age

In the path from concept to implementation,COMPRIS research configured the last steppingstone towards implementation across Europe.COMPRIS deals with Pan-Europeanstandardisation and harmonisation ofRIS by linking existing and future initiativesin the participating European countries(The Netherlands, Belgium, France, Sweden,Germany, Austria, Slovakia, Hungary, Romania,Bulgaria, Ukraine). To enhance the existingconcept of RIS and to make it feasiblethroughout Europe, COMPRIS developed atechnical, organisational and functionalarchitecture for RIS on a pan-European level.To be implemented directly in all participatingcountries, ship-based, shore-based,traffic-oriented, and transport-orientedsystems and applications were designed andtested. On the basis of previous developmentCOMPRIS further enhanced RIS standards onInland ECDIS, Electronic Reporting, VTM dataexchange, and tracking and tracing. Anenvironment in which RIS applications andsystems can be tested was designed anddeveloped, and international procedures forseamless border crossings were improved.Additionally the project prepared the steps forimplementing RIS on Europes most importantwaterways.

Master Plan for theImplementation of RiverInformation Services in Europe

Supported by the TEN-T Programme, an ambitiousinitiative, the IRIS Masterplan, a master plan for theimplementation of RIS in Europe was started in theyear 2005.By intensive consultation with all Europeancountries which have navigable waterways as wellas countries which are involved in Short SeaShipping, the following questions are beingevaluated in the IRIS Masterplan: framework conditions for the implementation of RIS; feasibility study for RIS in Short Sea Shipping; deployment strategies for RIS on national as well

as international level; possibilities of co-financing by the European

Commission; intensive dissemination of the RIS idea to all

countries which have not been involved in thedevelopment of RIS yet, as well as to all platformsin the field of inland navigation.

The main result of the project is a detailed road mapfor the next steps of harmonised implementation ofRIS in Europe.These steps are defined nationally aswell as internationally. In addition budget estimationsfor RIS deployment are worked out as a basis forsubsidy allocations from TEN-T as well asprogrammes for candidate and third countries.

Standardising RIS

The findings of the EU research provided aknowledge base for the establishment of RIS-related standards. A number of importantorganisational prerequisites and standards havebeen developed in the research projects. Manystandards have been established in cooperationwith international institutes.

A standard concerning an Electronic ChartDisplay and Information System for InlandNavigation (Inland ECDIS) was drafted by anExpert Group in the context of INDRIS and wasformally adopted in 2001 by the Central RhineCommission and the Danube Commission.

In 2002 the UN/ECE Working party on InlandWaterway Transport adopted aRecommendation8 on Inland ECDIS, which hasconsidered the establishment of common

principles and technical requirements for pan-European RIS.

In 2002 PIANC compiled RIS Guidelines on thebasis of the results of different Europeanresearch and development projects. These RISGuidelines 2002 were formally adopted by theCentral Commission for the Navigation on theRhine in May 2003 and the RIS Guidelinesin 2004.

Technical studies in the European researchprojects provided rich data and technologies tosupport the formulation of new RIS standardsand guidelines. These include:

Standard for Electronic Ship Reporting inInland Navigation established by theElectronic Reporting International WorkingGroup (ERI).

International Standard for Notices to Skippersestablished by the Notices to Skippers ExpertGroup.

The Inland ECDIS standard established by theInland ECDIS Expert Group.

The Inland AIS Standard, which wasestablished by the Expert Group for Trackingand Tracing and which is currently underinvestigation by the CCNR.

European research is contributing to new technical standards and guidelines, taking into

account the rapid technology development, and the interfaces with other transport modes

and applications. The future standards will focus on the technologies of Vessel Tracking and

Tracing, and Cross Border Data Exchange.

RIS ready wheelhouse with information and

communication systems

8. Resolution N 48, a Recommendation on Electronic Chart Display and Information System for Inland Navigation (Inland ECDIS)


RIS facilitates the organisation of inland waterwaytransport, and increases its operational efficiencyand safety.The improvements in the operationaland organisational aspects of inland waterwaytransport are:

real-time overview of the traffic situation fortimely control of manoeuvres;

effective dangerous goods monitoring fortransport safety;

improved information to plan terminal/lockresources and operations;

real-time monitoring of fairway and fleetconditions to guarantee safety and security;

improved information to provide reliabletime schedules for trips;

automation of cross-border operations tofacilitate international trade;

improved interfaces to connect with othertransport modes;

automation of statistical data collection forstrategic monitoring and planning.

Consequently, RIS, via these operationalimprovements, produces strategic benefits forthe inland waterway transport sector andimproves the efficiency of the current transportsystem.

Increasing competitiveness

RIS permits the establishment of competitiveinland waterway transport services. It providesup-to-date information that can be used to planvoyages and calculate more reliable timeschedules. Based on the current and expectedpositioning data of the various vessels that areunder way in the network, lock/bridge/terminaloperators can calculate and communicate theRequired Times of Arrival to individual skippers.While approaching the lock/terminal the skippercan decide to adjust cruising speed (more

homogeneous travel speeds), which in the endresults in a reduction of waiting times at locks andterminals and minimisation of fuel consumptionand therefore environmental impacts.

In this sense, RIS complies with the informationneeds of modern supply chain management,since it allows optimised use and monitoring ofresources and possibilities for flexible reactions incase of any deviation from the original planning.

RIS enables information interfaces with all supplychain members as well as with other transportmodes. These interfaces, which eliminate breaksin the information chain, allow the integration ofinland navigation into inter-modal supply chains.

RIS enables real-time monitoring of the inlandnavigation fleet and the changing fairwayconditions en route. This improves fleetmanagement (optimised deployment ofpersonnel and fleet based on up-to-dateinformation), and allows more detailed tripplanning and draught management based onup-to-date information on fairway conditions.Real-time information can be used to load shipsaccording to the current navigational conditions.

14 15

4THE BENEFITS OF RESEARCH

Optimised use of publicinfrastructure and funds

Terminal and lock operators are capable ofproducing better planning of terminal resourcesthrough receipt of ETA and additionalinformation (e.g. stowage plans, vesseldimensions) of approaching vessels. These pre-announcement data allow a proactive approachtowards terminal or lock scheduling: before thevessel enters the port or lock, the operator canprepare and schedule the handling activities.For skippers this reduces waiting times andoptimises the chain of processes for the entirevoyage. Public infrastructure benefits throughbetter utilisation rates.

Additionally, RIS enables the automatedcollection of statistical and customs data.Traditionally paper-based, which is time-consuming and prone to data errors. RIS makes

the automatic collection of required datapossible in an efficient way, which ultimatelyresults in lower public expenditure and lessworkload for the skipper. RIS makes transportmore reliable.

Safer transport

RIS will improve in a VTS environment themonitoring of the traffic and the development oftraffic situations in complex traffic areas and willlead to improved safety communication with thevessels.The use of RIS facilities in VTS willenhance the safety and efficiency of traffic flows.

With the introduction of RIS, skippers have realtime and complete overviews of traffic situations.Skippers can then make well-informednavigational decisions, consequently leading tofewer incidents and injuries/fatalities.Traditionally, ship masters had, for instance, torely on information shown on the radar andverbal information provided by VTS centres andother vessels to take navigational decisions. RIShas dramatically improved this picture: skippersuse electronic charts, which are necessarily up-to-date, receive precise positioning data onapproaching vessels, and are informed aboutcurrent fairway and weather conditionselectronically, which helps to prevent accidents.Moreover, RIS enable detailed monitoring ofdangerous goods transports, which helps toimprove calamity abatement after shippingaccidents.These and other data allow safenavigation. Additionally, automated, and moreefficient customs procedures and security checks supported by RIS also contribute to increasedsafety and security in inland navigation.

RIS contributes to the transparency of freight transport. Transparency is a prerequisite for

enhanced security of transport operations. It requires a continuous information flow which

advances or accompanies the material process. By using harmonised interfaces, RIS supports the

generation of comprehensive and transparent information, and the smooth exchange of data

between relevant partners in a transport chain.

potential environmental calamities. Since dataon all traffic movements can be stored in adatabase, reconstruction of incidents can behelpful in the analysis of causes of the accident.

Who stands to gain?

Clearly, the direct beneficiaries of implementingRIS are the inland waterway transport sectorand its users. However, the strategic benefits ofimproved transport safety, efficiency, andenvironment protection are of value to theEuropean Community and its citizens.

16 17

1AAAA

Environmental protection

RIS leads to a reduction of fuel consumption asa consequence of better voyage planning andmore reliable time scheduling. In addition, RIScontributes to a modal shift of cargo from roadto waterway, leading to a reduction of exhaustssuch as CO2 and NOx and also of noise. RIStherefore supports the reduction of emissionscaused by transport activities in a direct andindirect way.

Finally, RIS provides the possibility to monitorthe transport of dangerous goods. This allowstimely responses in the event of accidents and

Even though at present there is no study available for quantifying the global benefits of the

RIS implementations all over Europe, an assessment on a RIS demonstrator (a stretch on the

Dutch part of the Rhine) was carried out within the INDRIS project. The results of the

assessment indicated that the rates of the benefits against the costs reaches 3.5 for the

skippers, 1.0 for the waterway authority, and 5.0 for the society as whole. They affirmed the

society benefits of RIS implementations.


Public awareness is an important factor to thesuccess of implementing RIS throughout theEuropean waterway network. Gaining supportfrom regional governments, Member States,non-governmental organisations, the privatesector, and the EU requires a series ofcampaigns to demonstrate the benefits of thenew technologies and hence accelerate theiracceptance.

The research activities of the EU frameworkprogrammes made full use of their limitedfinancial resources to: Open channels to exchange experiences,

communicate opinions, and transfertechnologies so as to promote harmonisedinformation services.

Bridge the gaps between academics,researchers, and users to unify the support forRIS development.

Link with international organisations, such asPIANC, CCNR, and DC, to enhance technicaland administrative cooperation.

Two landmarks of European cooperation andnetworking in RIS development were:

The Rotterdam Declaration In September 2001, a declaration of EuropeanMinisters of Transport was signed in Rotterdamduring the Pan-European Conference on InlandWaterway Transport.This declaration stated thaton the basis of recommendations of the EuropeanCommission, Member States and AccessionCountries are encouraged to implement pan-European RIS by 2005. Several activities have sincebeen undertaken to stimulate the implementationof RIS on a European scale.

The European RIS PlatformThe RIS Platform was set up for participation byall European (EU and non-EU) nationalauthorities actively involved in the

development and implementation of RIS withinthe interlinked Rhine-Danube inland waterwaynetwork. The Platform involves representativesof competent authorities and is open forparticipation by CCNR, Danube Commission andnational authorities responsible for RIS on otherinland waterways.

The platforms objectives are to extend mutualknowledge on RIS by exchanging the availableknowledge, experiences and expertise on RIS. Italso aims to foster RIS harmonisation bydeveloping an overview of all RIS- relevantactivities and by giving guidance and advice onthe further development of RIS in research anddevelopment, standardisation, andimplementation.

The platform has relationships with otherbodies involved in the development of RIS, suchas the platform of European WaterwayAuthorities, the European Commission, CCNR,Danube Commission, PIANC, IALA and theEuropean thematic network consortia.

Building bridges

Building on the results of previous researchcarried out in the fields of VTMIS and RIS,WATERMAN-TS offers a platform for reaching acommon understanding of the concepts ofVTMIS and RIS. Its objective is to identify theprerequisites that should be met for the actualimplementation of such services. Its activitiesbring together representatives of the end usersof multimodal transport services to analyse themajor results coming from the researchprojects. It facilitates the wider dissemination offacts, ideas, results, and actions to Europeanaudiences.

5EUROPEAN POLICY DEVELOPMENTS


18 19

Another project concentrates on technicalharmonisation and cooperation across modes. Forexample, THEMIS-TS focused on coordinatingresearch and development in Europeanmultimodal transport information systems, andprovided a forum for disseminating the resultsamong members. Aiming at the integration of ITtechnologies that contribute to a sustainableEuropean freight transport system,THEMIS-TSdefined the position of Freight Transport withinthe future European ITS and suggested the bestway of organising the Freight ITS components (ormodules), which are composed of EATMS(European Air Traffic Management Systems),ERTMS (European Rail Traffic ManagementSystems), RTM (Road Traffic Management),VTMIS,and e-commerce/standardisation, to achieve themost effective benefits to users and society.

To enhance the social and political conversationsbetween Member States, EC, industries, researchand European organisation, SPIN-TN focused on thepromotion of common European strategies andactions.This thematic network targeted both keyindustrial stakeholders and policy makers toachieve the objectives of sustainable transport andmobility. In a series of so-called RIS Roadshowsacross Europe, the SPIN network included aninformation exchange and discussion platform toinform key stakeholders from the public and privatesector about the current status and opportunitiescreated by the implementation of RIS.

Policy in the makingThe Directive on Harmonised River Information Services (RIS) on Inland Waterways in theCommunity is the first European legislative instrument for RIS. It requires the establishment of RIS onthe waterways in Member States based on the RIS technical guidelines.Within the context of theWhite Paper Transport policy for 2010: time to decide, the proposal for the new RIS directive was putforward to realise the policy objectives for the development of waterway and inter-modal transport.The EU Member States welcomed and urged the European Commission to draft this Directive.Thenew directive is in line with the European Parliaments9 Decision concerning the deployment ofinteroperable intelligent transport systems to optimise the capacity and safety of existinginfrastructure.The European Parliament reached an agreement with the European Commission onthe new Directive already after the first reading.The RIS Directive was published in the Official Journalof the European Union on 30 September 2005 and came into force on 20 October 2005.

9. Decision N 1692/96/EC

Helping shape policyand strategy

In addition to the technological developments,European research is involved in thedevelopment of transport policy and strategy,offering policy recommendations for RISdevelopment. After analysis of RIS technologiesand their benefits, PINE, a study in 2004,prepared an overview of the current status ofRIS and its relevant systems, and recommendedfurther developments which were considered inthe preparation of the RIS Directive.

A milestone in the inland navigation policydevelopment is the European CommissionsCommunication on the promotion of inlandwaterway transport NAIADES. With thisCommunication, the Commission aims atbolstering the advantages of inland waterwaytransport and to tackle a number of obstacles

that may deprive it of certain opportunities.Inland navigation has experienced success but anumber of hurdles still have to be overcome if itis to tap its full potential.

The action programme NAIADES Navigationand Inland Waterway Action and Developmentin Europe10 is based on a thorough assessmentand an extensive consultation with MemberStates and industry. It focuses on five strategicinterdependent areas for a comprehensiveInland Waterway Transport (IWT) policy: Market,Fleet, Jobs and skills, Image, Infrastructure. Itincludes recommendations for action to betaken between 2006-2013 by the EuropeanCommunity, Member States and other partiesconcerned.

Major results from the SPIN-TN and PINEprojects supported the development ofNAIADES.

10. The Naiades were the fresh water nymphs in Greek mythology. They presided over rivers, brooks, springs, lakes and marshes.

20 21

The fast development of River InformationServices in the last decade showed that theinland waterway system has made maximumuse of the opportunities offered by newcommunication technologies such as mobilecommunication, web-based applications, andsatellite communication. Through RIS, theinland waterway sector will be able to make aquantum leap forward: inland navigation islinking up with modern logistics management,navigation has become even and moreefficient. The young history of RIS hasconvincingly showed that RIS is no longer just atheoretical and promising concept. On thecontrary, RIS applications are ready forimplementation and bring immediate benefitsin real-life operations.

Harmonisation and coordination are a corerequirement for the further implementation ofRIS at the pan-European level. Only through thecreation of compatible systems, will the inlandwaterway sector and subsequently society asa whole be capable of reaping the fullbenefits of RIS. Technical harmonisation of RISis pursued within the various researchprogrammes and not least by the RIS Directiveand its technical annexes.

Another major issue will be to enhanceawareness and acceptance of River InformationServices among a broad range of potentialusers. Such acceptance is needed to createeconomies of scale and a critical mass. Everynew user will lead to lower average systemcosts and more synergies between variousapplications and services. Therefore, effortsneed to be made in order to raise awareness onthe opportunities of RIS.

A main policy instrument to promoteharmonisation and acceptance is formed by

the Masterplan for Implementation of RIS inEurope (IRIS), which will provide a frameworkfor the coordinated implementation of RIS in

Europe. The Masterplan IRIS is a study co-funded within the TEN-T programme which

will work out proposals for financial measures

and work plans to support the realisation of RIS

in different European countries. The results of

the Masterplan IRIS will then need to be

followed up by a full-scale infrastructure

project within the TEN-T framework fostering

the RIS implementation in Europe. It should be

of utmost importance that the deployment of

RIS becomes a priority project in the TEN-T

Multi-Annual Indicative Programme of the

European Union which can thus provide a

stable basis for a harmonised deployment of

RIS in Europe.

Effective system management will become

increasingly important after RIS enters into

operation. The near future policy and strategy

developments might be:

financial: studying the means of financing RIS

infrastructure, board equipment and training,

and the policy for services usages and

charges.

strategic, looking at areas such as

inter-modal transport

data collection and application

training and education

RIS technology updates

organisation and coordination.

legislative: proposing the legislative adoption

of charges for data access, data exchange, and

utilisation of data for logistic applications,

which is not already provided for nautical

purposes, taking into account privacy

regulations.

6LOOKING TO THE FUTURE


Simultaneously, during RIS implementation,technologies need to be updated; emergingproblems need to be resolved; and knowledgeneeds to be disseminated. The forthcomingactions are likely to include:

updated interfaces and links with othertransports modes and users

deployment of the developed system inShort-Sea Shipping

user training and education knowledge and experiences exchanges.

This IRIS Masterplan confirmed the need forimplementation of additional RIS Services.Consequently, 6 EU Member States (Hungary,Slovakia, Austria, the Netherlands, Belgium,France) teamed up to implement those in ajoint project (IRIS Europe) in 2006 and 2007.

This project focuses on services to enhance

inland navigation beyond countrys borders. RIS

Services providing traffic and transport data

exchange and calamity abatement support will

be validated by means of interlinked pilot

installations.

Within the European Union, IRIS Europe will

bring information services for inland navigation

a major step forward. In conclusion, the

Directorate-General for Energy and Transport

supports River Information Services by means

of its support programme for the Trans-

European Transport Network (TEN-T). These

actions will contribute to a balanced use of

transport modes along the European Transport

Corridors.

The RIS concept aims at implementinginformation services to support the planningand management of traffic and transportoperations. Implementing RIS will not onlyimprove traffic safety and environmentalprotection but also will simultaneously enhancethe efficiency and security of transportoperations and increase competitiveness.Although waterway users and administrativeauthorities are considered as the directbeneficiaries from operational improvements,the implementation of RIS will significantlybenefit society by the ways of traffic shifts, safenavigation, decreased pollution, and lowertransport costs.

European research support can be found inevery stage of RIS progress. Starting from the RISinitiatives, the research worked continually onthe technological developments, systemintegrations and renewals, standardisation,strategic elaborations, and internationalcooperation and networking.

Looking ahead, the new RIS Directive paves theway towards the future framework of TEN-T for

inland waterways; however, the work does notend there. RIS development and implementationrequire the continued application of research, toupdate the concepts/technologies, to explorepotential applications, and to solve emergingproblems.

European research requires publicunderstanding and support for its work. Thepolitical and financial commitments fromRegions, the Member States and the EU aregreatly appreciated, together with their supportfor the future activities of European research, inthe development and implementation of RISthroughout Europe.

At an institutional level, further regulations needto be developed to support future RISoperations. These might include: legislativeadoption of data confidentiality; dataaccessibility; and data exchanges. Europeanresearch, international institutes, Member States,waterway authorities, regional governments, andthe European Commission will continue theircommitment to future RIS development andimplementations.

22 23

7

Following implementation of RIS over European

waterways, future inland navigation will be more

intelligent, transparent and safer. Inland

navigation in the enlarged Europe will continue

to develop, effectively supported by RIS.Transport

by inland waterways will become an even more

user-friendly and environmentally-friendly mode

of transport that will facilitate modern logistic

integration and inter-modal transport. It will play

a vital role in avoiding the gridlock forecast for

Europes road system and in helping build

Europes economy in the 21st century.


CONCLUSIONS

White Paper European Policy for 2020: Time to decide, European Commission

The Decision No. 1692/96/EC of the European Parliament and of the Council on Community guidelines for thedevelopment of the Trans-European Network (TEN) passed on 23 July 1996. Amendments on this Decision on 31 May2001 further strengthening the environmental and intermodal aspects on trans-European transport

Declaration of Rotterdam, Pan European Conference on Inland Waterway Transportation, September 2001.

Guidelines and Recommendations of River Information Services, PIANC, 2002

PINE Prospects of Inland Navigation within the enlarged Europe, Feb 2003-Feb 2004, DG TREN project

INDRIS Inland Navigation Demonstrator for River Information Services, Jan 1998- June 2000, 4th FrameworkProgramme research project

COST 326 Electronic Chart for Navigation - European cooperation in the fields of scientific and technical research,1994-1997, http://www.cordis.lu/cost-transport/

COMPRIS Consortium Operational Management Platform for River Information Services, Sept. 2002 August 2005,5th Framework Programme research project http://www.euro-compris.org

DoRIS Donau River Information Services, http://www.doris.bmvit.gv.at/

BICS Barge Information and Communication System, http://www.bics.nl

INCARNATION Efficient Inland navigation information system, Jan 1996-Dec 1997, 4th Framework Programmeresearch project

PINE Prospects of inland Navigation in Enlarged Europe, SWP1.3 Information and Communication systems, Feb2003-Feb 2004, DG TREN study

COMSINE I Communications Infrastructure for Inland Navigation in Europe, Jan 1995-July 1996, internationalcooperation research project

COMSINE II Communications Infrastructure for Inland Navigation in Europe, April 1997-June 1998, 4th FrameworkProgramme research project

INVITE INLAND NAVIGATION TELEMATICS, Jan 1995-Dec 1996, international cooperation research project

RINAC project River Based Information, Communication and Navigation, Jan 1997 -Dec 1998

VTMS-NET Vessel Traffic Management System Network, Jan 1998-Dec 1999, 4th Framework Programme researchproject

PROSIT Promotion of Short Sea Shipping and Inland Waterway Transport by use of Modern Telematics, Jan 1998-Dec1999, 4th Framework Programme research project

D4D Data warehouse for the Danube waterway, May 2001-May 2005, Interreg III B project, http://www.d4d.info

SPIN-TN,Strategies to Promote Inland Navigation, June 2000-June 2005, 5th Framework Programme thematicnetwork, http://www.spin-network.org

THEMIS Thematic Network in the Optimal Management of Intermodal Transportation Service, April 2000-April 2004,5th Framework Programme thematic network,

http://hermes.civil.auth.gr/themis/project.htm

ALSO DANUBE Advanced Logistic Solutions for the Danube Waterway May 2000- May 2003, 5th FrameworkProgramme research project http://www.alsodanube.at

COMFORTABLE project,To COMFORT VTS Management, Jan 1996-Dec 1998, 4th Framework Programme researchproject

MOVIT A Mobile VTMIS using innovative technology, May 1997-Oct 1998, 4th Framework Programme researchproject

EMBARC European Maritime study for Baseline and Advanced Regional and Coastal traffic management, Dec 2001-Nov 2004, 5th Framework Programme research project, http://www.euro-embarc.com/

8REFERENCES

LIST OF ABBREVIATIONS AND ACRONYMSAutomatic Identification SystemAdvanced River NavigationBarge Information and Communication SystemInland Navigation Intelligent Demand and Supply SystemCalamity Abatement ServiceCentral Commission for Navigation on the RhineCargo and Fleet ManagementWaterway Charges and Harbour Dues Consortium Operational Management Platform River Information ServicesDanube CommissionDirectorate-General for Transport and EnergyDifferential Global Positioning SystemDonau River Information ServicesEuropean Air Traffic Management SystemsEuropean CommissionElectronic Chart Display and Information SystemElectronic Waterway Information SystemElectronic Navigational ChartsEuropean Rail Traffic Management SystemsEstimated Time of ArrivalEuropean UnionFairway Information ServicesGestion Informatise de la NavigationGeographic Information SystemsGlobal Positioning SystemInternational Association of Marine Aids to Navigation and Lighthouse AuthoritiesInformatisering BinnenscheepvaartInformation and Communication TechnologiesInland Electronic Navigational ChartsInternational Maritime OrganisationInland Navigation Demonstrator for River Information ServicesIntelligent Transport SystemsNavigation and Inland Waterway Action and Development in EuropeNew Information and CommunicationsNautischer Informations-FunkInternational Navigation AssociationPort and Terminal ManagementRegional Electronic Navigational Chart Coordinating CentreRiver Information ServicesRequested Time of ArrivalRoad Traffic ManagementShort Messages ServicesStatisticsStrategic Traffic ImagesTrans-European Network TransportTraffic Information ServiceTraffic Management Tactical Traffic ImagesUnited Nations Economic Commission for EuropeVery High FrequencyVoyage PlanningVessel Traffic ManagementVessel Traffic Management Information SystemVessel Traffic Management SystemVessel Traffic Services

AIS ARGO

BICSBIVAS

CACCNR

CFMCHD

COMPRISDC

DG TRENdGPS

DoRISEATMS

ECECDISELWIS

ENCERTMS

ETAEUFIS

GINAGIS

GPSIALA

IBISICT

IENCIMO

INDRISITS

NAIADESNICNIF

PIANCPTM

RENCRIS

RTA RTMSMS

STSTI

TEN-TTI

TMTTI

UN/ECEVHF

VPVTM

VTMISVTMS

VTS

The Harmonised River Information Services (RIS) on Inland Waterways in

the Community Directive 2005/44/EC is an important policy document for

establishing pan-European RIS. This booklet describes the RIS and their

developments in Europe. The contributions of research activities to

European transport policies are illustrated by best-practice examples of

RIS development. The values of EU research programmes are

demonstrated through their support in formulating the development of

transport policy, and in assisting the implementation of that policy.

River Information ServicesContentsForewordPolicy BackgroundRIS ExplainedResearching and Developing RISThe Benefits of ResearchEuropean Policy DevelopmentsLooking to the FutureConclusionsReferencesAbbreviations and AcronymsBackcover

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