MASS UK Industry Conduct Principles and Code of Practice 2022 (V6)

7 Automation on Inland Waterways
7.2 INTERNATIONAL DEFINITION OF AUTOMATION LEVELS IN INLAND NAVIGATION
The objective of this Chapter is to summarise the current position for automation on Inland
Waterways in Europe and is included as a reference to reflect the increasing interdependence of
vessels operating between inland waterways and other sea areas.
7.1 SUMMARY
7.1.1 The Working Party on Inland Water Transport (IWT) (SC.3) of the Inland Transport Committee (ITC) of the United
Nations Economic Commission for Europe (UNECE) and its subsidiary body (the Working Party on the
Standardisation of Technical and Safety Requirements in Inland Navigation (SC.3/WP.3), act within the framework
of the policies, and under the general supervision of, ITC and operate in accordance with the UNECE Guidelines
for the establishment and functioning of Working Parties within UNECE.
7.1.2 In line with the objective of the UNECE transport subprogramme to facilitate the international movement of persons
and goods by inland transport modes and improve safety, environmental protection, energy efficiency and security
in the transport sector to levels that contribute effectively to sustainable transport, SC.3, assisted, where
appropriate, by SC.3/WP.3, carries out the following activities:
n Organise a pan-European policy dialogue on the inland water transport issues
n Promote a coordinated development of inland waterway infrastructure
n Address safety and operational requirements in inland navigation
n Promote integration of IWT in multimodal transport chains
n Prevention of pollution from vessels and resilience to climate changes
n Contribute to the harmonisation of the legal framework for international IWT
7.1.3 Automation on inland waterways and smart shipping have been introduced in the agenda of SC.3 and SC.3/WP.3
since February 2018 (the fifty-second session of SC.3/WP.3), following the request of its member States that
work actively in this sphere. At its sixty-fourth session in October 2020, SC.3 continued discussion on the definitions
for automation and smart shipping that contained the definition of automation levels in inland navigation adopted
by the Central Commission for the Navigation of the Rhine (CCNR) adopted in 2018, and the terms proposed for
smart shipping and the relevant terminology from the “Maritime Autonomous Surface Ships UK Industry Conduct
Principles and Code of Practice”. SC.3 took note of the information by CCNR about the decision to extend the
validity of the definitions of automation levels until 31 December 2022 (ECE/TRANS/SC.3/213, para. 58).
7.1.4 At its eighty-third session in February 2021, ITC adopted the updated Intelligent Transport Systems (ITS) Road
Map for the period 2021–2025. The updated Road Map included automation in inland navigation In particular,
preparations for the deployment of automated inland navigation in the national capacity building support provided
by the ECE secretariat to assist member States and the dissemination of information and awareness raising on
automation in inland navigation and related issue.
7.1.5 This chapter reproduces the annex to resolution 2018-II-16 adopted by CCNR at its plenary meeting in December
2018, transmitted to the secretariat, and contains proposals for follow-up actions that may be undertaken by the
Working Party on Inland Water Transport (SC.3).
7.2.1 Automated navigation covers a wide range of technical solutions and addresses cases ranging from a simple
navigation assistance to a fully automated navigation. Although technology synergies are expected with the
maritime sector, CCNR has emphasised the specificities of inland water transport that should be taken into
account, such as:
n The composition of crews
n Navigation in enclosed and restricted conditions
n The passage of locks
n The height of the water level and under bridges
n The manoeuvrability of vessels.
7.2.2 During its plenary meeting in December 2018, CCNR adopted a first international definition of levels of automation
in inland navigation by its resolution 2018-II-16 in order to ensure a clear understanding of automated navigation
as a whole and support further work, including the analysis of the regulatory needs. It was aimed at improving
safety and functionality of navigation of the Rhine and European inland navigation in whole, promoting innovation
and ensuring the uniformity and consistency of the legal framework and technical standards applicable on the
Rhine. This definition is valid till 31 December 2020, given that it may be subject to modifications based on the
experience and knowledge acquired.
7.2.3 CCNR invited the European Commission, the Economic Commission for Europe (ECE), the Danube Commission,
the Mosel Commission, the International Sava River Basin Commission, CCNR observer States, the European
Committee for the development of standards in the field of inland navigation (CESNI) and associations recognised
by CCNR to apply this definition in the context of relevant initiatives or work, in particular, in the regulatory
activities.
7.2.4 The definition of automation levels in inland navigation is given below. For this purpose, the following terms and
definitions are applied:
n “Dynamic navigation tasks”: the set of tactical vessel operations, such as operation of the rudder apparatus,
propulsion, anchor winches or elevating wheelhouse. The complexity of these tasks depends upon the context
considered (for example, the manipulation of anchor winches can be excluded, where the use of anchors is
forbidden anyway).
n “Context-specific”: confined navigational conditions such as navigation on specific waterway sections or lock
crossing, as well as vessel arrangements with convoys or platooning. The context includes the infrastructure
relevant for automation, for example, the type and capacity of radio transmission networks.
n “Navigational environment”: fixed and dynamic conditions affecting navigation, such as the shape of a
waterway, the water level, weather conditions, visibility, vessel crossing and other factors. The navigation
automation system is able to use only a part of the available information (for example, under level 1, rate-ofturn
indicators do not use information on vessel crossing). The response to the navigational environment
includes the radiocommunication with boatmasters of other vessels.
n “Collision avoidance”: the critical task in responding to the environmental conditions (other vessels, bridges,
etc.).
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