The LRIT system provides for the global identification and tracking of ships utilizing the INMARSAT Satellite system.
LRIT Facts For Ship Owners
The International Maritime Organisation (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 Identification and Tracking (LRIT) refers to the requirement that vessels automatically transmit their identity, position and date/time of the position at 6-hourly intervals. The LRIT system was designed in such a way as to limit direct cost to shipping or search and rescue services with Member States bearing the cost of the system.
The SOLAS amendment came into effect January 1 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
The Regulation applies to ships engaged on international voyages, including all passenger ships, cargo ships of 300 gross tonnes and above and Mobile Offshore Drill Units.
Compliance to LRIT is important. Some governments have indicated that they may not grant entry to their waters, or to their ports, for vessels that do not comply with LRIT.
What is LRIT? An overview of the operational concept of LRIT
LRIT is a maritime domain awareness (MDA) initiative which allows Member States to receive position reports from vessels operating under their flag, vessels seeking entry to a port within their territory, or vessels operating in proximity to the State’s coastline.
There are two aspects to LRIT:
1. The ‘reporting’ aspect where vessels of 300 gross tonnage and above engaged on international voyages 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 port states can purchase reports when vessels seeking entry to a port at a pre-determined distance or time from that port (up to 96 hour pre-entry).
Put in simplistic 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
• mobile offshore drilling units.
Ships operating exclusively in Sea Area A1 and fitted with an Automatic Identification System (AIS) are exempt from LRIT requirements, while ships operating in Sea Areas A2, A3 and A4 are required to be fitted with a system to automatically transmit LRIT information in accordance with SOLAS Regulations (see IV/2.1.12 – IV/2.1.15).
Vessels limited to domestic voyages – for example coastal trading vessels that only travel between Papua New Guinea ports, do not reflect the definition of ‘International Voyage’ and are not required to report to LRIT. However, if a coastal vessel proceeds to an international port for any reason, including dry dock, they will need to either fully comply or apply for an exemption for the duration of the international voyage.
How Does LRIT Work?
A Request/Response System
The LRIT system involves a request and response processes, with various components linked together. Ship LRIT equipment must be capableof being configured to transmit information set in an Automatic Position Report (APR), which 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 every 15 minutes. The equipment requirement may be met through existing GMDSS equipment, or it may be necessary to install compliant equipment – testing has been designed to ensure whatever equipment is used will work within the overall LRIT system.
A System of Systems
The system architecture as presented in the IMO Performance Standards, figure 1, shows the process for linking the collection centres operated by national governments (Data Centres or DC) to an exchange system (International Data Exchange, or IDE).
The IMO has appointed the International Mobile Satellite Organisation (IMSO) as LRIT Coordinator, who will undertake the audit and oversight functions.
The LRIT system consists of the ship-borne LRIT information transmitting equipment, the Communication Service Provider(s), the Application Service Provider(s), the LRIT Data Centre(s), including any related Vessel Monitoring System(s), the LRIT Data Distribution Plan and the International LRIT Data Exchange. Certain aspects of the performance of the LRIT system are reviewed or audited by the LRIT Coordinator acting on behalf of all SOLAS Contracting Governments.
LRIT information is provided to Contracting Governments to the 1974 SOLAS Convention and Search and rescue services entitled to receive the information, upon request, through a system of National, Regional and Cooperative LRIT Data Centres using the International LRIT Data Exchange.
Each Administration should provide to the LRIT Data Centre it has selected, a list of the ships entitled to fly its flag, which are required to transmit LRIT information, together with other salient details and should update, without undue delay, such lists as and when changes occur. Ships should only transmit the LRIT information to the LRIT Data Centre selected by their Administration.
LRIT System Architecture
Setting the Rules
Information transmitted by ships through APR is available to the vessel’s Flag State at all times. For another Flag State to access the information, they will send a request to the IDE. Linked to IDE is the Data Distribution Plan (DDP) that will have the ‘routing rules’ and this will verify that the ‘requestor’ can access the information. Each contracting government will provide these routing rules to the IMO, who have developed the DDP.
The DDP ensures that LRIT data flows according to the wishes of a contracting government – i.e. providing the information on vessels within 1,000 nautical miles, or 96 hours out from port. If the DPP verifies that the information request is valid, the IDE will then act as a link to the requesting data centre and the providing data centre. A very simplified version of the data flow is shown in Figure 2. The link between the satellite and the data centre will require the use of a Commercial Service Provider (CSP) and Application Service Provider (ASP).
Provider (ASP The link between the satellite and the data centre will require the use of a Commercial Service Provider (CSP) and Application Service)
PNG Joins the Australian CDC
Australia has now opened its NDC up to become a Cooperative Data Centre (AusCDC). This means that the existing commercial data centre can be expanded to provide an implementation option for other IMO Member States.
The benefits in joining a CDC are numerous, including:
• 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;
• capability enhancement.
Cook Islands, New Zealand and Papua New Guinea have already joined the AusCDC, and are already realizing the benefits for the cooperative approach. Through regular teleconferences and electronic discussions, many of the ‘growing pains’ experienced in fulfilling the requirements for LRIT can be responded to.
The AusCDC also benefits from a revised integrated testing program, to move members quickly from the development to the production environment of the system, while ensuring all requirements identified by IMO are fully met.
Polar Star
The regulation requires that the compliance of all shipborne equipment must be tested and certified by a recognised testing authority.
Pole Star, an UK based company have recently been appointed by NMSA as recognised Application Service Provider (ASP) and hereby has been fully authorised to undertake shipborne equipment testing and subsequent issuance of Conformance Test Report on behalf of the Government of Papua New Guinea.
The shipowners’ or operators’ obligation is to ensure provision of compliant shipborne equipment capable of transmitting LRIT information.
Pole Star understands the LRIT system and what is required. Pole Star attended and contributes to the relevant IMO COMSAR, NAV, MSC, Engineering and Working Group meetings. Pole Star is an LRIT Data Centre Administrator and an LRIT ASP to a number of Flag Administrations already. Pole Star work with all the major satellite equipment manufacturers, communications service providers, land earth station operators, Inmarsat and other satellite communication network providers to ensure that the LRIT system works end-to-end.
Pole Star is an Authorized Testing ASP appointed by NMSA to perform LRIT Conformance Testing on PNG’s behalf. The testing service is available from Pole Star from July 2008. Testing services can be booked directly with Pole Star or via their extensive network of distributors:
Pole Star provide detailed information for ship-owners and operators and other interested parties can obtain more information on www.lrit.com.
Pole Star is authorized to issue the Conformance Test Reports (Test Certificates) required for radio surveys.
Pole Star is also able to supply LRIT compliant, pre-configured, ‘plug-and-play’, mini-C equipment if you have an urgent need for a LRIT-compliant-terminal.
For any queries and comments please contact the:
Ship Surveys & Inspection Department
National Maritime Safety
PO Box 668
Port Moresby, NCD.
Papua New Guinea
Attention: Paul Ginis
Ph: +675 321 3033 - Fax: +675 321 0484
Email: pginis@nmsa.gov.pg
