Long-range identification and tracking (LRIT)

In 2006, the implementation of Long-Range Identification and Tracking of ships (LRIT) was approved by the IMO as a new provision, Regulation 19-1, in SOLAS Chapter V. The LRIT system consists of national or regional data centers that are connected in a network. It is a position reporting system primarily designed for use by authorities, including combating terrorism, search and rescue (SAR), ensuring maritime security, and combating marine environmental pollution.

LRIT (Long Range Identification and Tracking)

LRIT stands for "Long Range Identification and Tracking" and is a global satellite-based system used to identify and track ships in real-time over long distances. It was implemented as part of the SOLAS Convention (International Convention for the Safety of Life at Sea) and is designed to enhance maritime safety by allowing authorities to monitor a ship's position and activities. The LRIT system requires ships to be equipped with transmission equipment that sends necessary information—such as the ship's position, time, and identification—to LRIT data centers, which then distribute this information to relevant authorities and organizations.

In the case of Danish ships, the system is operated and maintained by the European Maritime Safety Agency (EMSA).

The LRIT system consists of:

Shipborne LRIT information equipment
Communication Service Providers (CSPs)
Application Service Providers (ASPs)
LRIT Data Centers (DCs), including any associated Vessel Monitoring Systems (VMS)
LRIT Data Distribution Plan (DDP)
International LRIT Data Exchange (IDE)

Operation of the LRIT System

Tracking of any relevant ship begins with the LRIT information being sent from the shipborne equipment.

The transmitted LRIT information includes the ship's GNSS position (based on the WGS 84 datum), time, and identification of the shipborne equipment. The shipborne equipment must be set to automatically send the ship's LRIT information at 6-hour intervals to the data center identified by the flag state administration, unless the responsible administration requesting the provision of LRIT information specifies a more frequent transmission interval.

The transmitted LRIT information from the ship travels via the communication path established by the Communication Service Provider to the Application Service Provider. Upon receiving the LRIT information from the ship, the Application Service Provider adds additional information to the LRIT message and sends the extended message to its associated data center. Data centers must store all incoming LRIT information from ships that their administrations have instructed to send to the respective data center. Data centers distribute LRIT information to LRIT data users in accordance with the Data Distribution Plan, which contains the information the data centers need to determine how LRIT information is distributed to the various responsible governments.

The International LRIT Data Exchange processes all LRIT messages between data centers and sends them to the appropriate data center based on the address in the message. The International LRIT Data Exchange neither processes nor stores the information contained in LRIT messages.

LRIT data users may be entitled to receive or request LRIT information in their capacity as a flag state, port state, coastal state, or search and rescue service as prescribed in Regulation V/19-1 of the 1974 SOLAS Convention.

The LRIT Coordinator assists with the establishment of the LRIT system's components (namely the IDE and IDC), performs administrative functions, and reviews and audits the performance of certain components of the LRIT system.

FAQs om LRIT

Here are some of the most frequently asked questions regarding LRIT.

Which ships are covered by LRIT?

The following ships engaged in international voyages must transmit LRIT position reports:

All passenger ships.
Cargo ships of 300 gross tonnage and above.
Mobile Offshore Drilling Units (MODUs)

However, ships operating exclusively in GMDSS Sea Area A1 are exempt. The requirement must be met in connection with the first radio survey after January 1, 2009. For ships operating in Sea Area A4, at the first radio survey after July 1, 2009. Single voyages in international navigation are also covered by these rules.

What information does LRIT provide?

LRIT (Long Range Identification and Tracking) giver primært tre typer oplysninger om skibe:

Position: LRIT-systemet transmitterer skibets position ved hjælp af GNSS (Global Navigation Satellite System), typisk baseret på WGS 84 datum. Dette giver myndighederne mulighed for at vide, hvor skibet befinder sig på et hvilket som helst tidspunkt.
Tid: Udover positionen inkluderer LRIT-information også tidspunktet for, hvornår positionen blev rapporteret. Dette gør det muligt at spore skibets bevægelser over tid og identificere eventuelle uregelmæssigheder.
Identifikation: LRIT-systemet inkluderer også identifikationen af det skibsmonterede udstyr, der transmitterer oplysningerne. Dette giver myndighederne mulighed for at identificere det specifikke skib, der sender rapporten.

Equipment failures, etc.

If a position report is missing, the data center will inform the Danish Maritime Authority, which will then contact the ship's Company Security Officer (CSO) or other relevant personnel.

If the ship detects that the LRIT equipment is not transmitting, it must report the malfunction to the Maritime Assistance Service at the email address lrit@safeseanet.dk or via telephone at +45 72 85 03 70.

The master has the right to deactivate the position reports if they consider that the reports pose a threat to the ship's safety. In accordance with SOLAS regulation V/19-1.7.2, the master must immediately notify SOK of this and provide the expected time for resuming position reports. A note on this, including a justification, must be entered in the Ship's Logbook.

During shipyard stays or lay-ups, the frequency of position reports can be reduced to once per day or temporarily stopped altogether, pursuant to § 12 of MSC Circular 1298 regarding the implementation of LRIT. The company should inform the Danish Maritime Authority (cfs@dma.dk) of this well in advance and at least 10 working days before such a stay.

Although the LRIT system is designed to be reliable, there are still several potential sources of error that may affect the accuracy and reliability of the information it provides:

1. Technological limitations: Shipboard LRIT equipment may be subject to technical errors or failures, which can result in missing or inaccurate reporting of positions or other information.

2. Environmental conditions: External factors such as bad weather or atmospheric disturbances may interfere with or degrade signal quality, impacting the accuracy of transmitted information.

3. Human error: Errors in the configuration or operation of the LRIT equipment on board the ship can lead to inaccurate reports or incorrect identification of the ship.

4. Failures in communication infrastructure: Problems with the communication network between the ship and LRIT data centers, such as system outages or overloads, may prevent the correct transmission of information.

5. Tampering or sabotage: There is also a risk that data could be manipulated or intentionally altered by unauthorized parties, either on board the ship or during transmission to the LRIT data centers.

Testing of equipment and documentation

According to SOLAS regulation V/19-1.6, LRIT equipment must be of a type approved by the Danish Maritime Authority. Equipment already approved, such as Inmarsat-C, does not need to be reapproved. However, the equipment on each individual ship must undergo an electronic conformance test, as described in MSC Circular 1307, Guidance on the Survey and Certification.

If existing LRIT equipment on board a ship is reconfigured, a new conformance test must be conducted.

The conformance test takes approximately 30 hours in total and should be performed well in advance of the radio survey.

The test must be conducted by companies authorized by the Danish Maritime Authority (known as Application Service Providers, or ASPs). Information about approved ASPs is available on the Danish Maritime Authority’s website, Authorisations | dma.dk, under Surveys and Authorizations.

Upon passing the test, the ASP issues a Conformance Test Report (CTR) to the ship, allowing it to document compliance with LRIT requirements. A copy of the CTR is sent to the Danish Maritime Authority by the ASP.

The CTR must be completed according to MCS.1/Circ. 1307. However, a CTR issued before July 1, 2009, according to previous versions of the circular, remains valid after July 1, 2009. If the LRIT equipment is replaced or modified, a new conformance test must be conducted.

Requirements for flag change or equipment modification

In accordance with the IMO performance standard for LRIT equipment (resolution MSC.263(84), § 15.3), the company must inform the Danish Maritime Authority of any flag change and modifications to LRIT equipment as soon as possible, so that the Danish Maritime Authority can notify the LRIT data center and the new flag state. In some cases, a new conformance test must be conducted. In all cases, a new Conformance Test Report (CTR) must be issued.

Equipment modifications are understood as physical replacements of the LRIT terminals and equipment on board the ship, or reconfigurations of the existing equipment that necessitate a new conformance test report.

Outdated terminals

On April 13, 2023, the Danish Maritime Authority issued a statement regarding Long Range Identification and Tracking (LRIT) and SSAS units that were not transmitting their positions due to a GPS rollover on March 25, 2023. Since then, the Danish Maritime Authority has become aware that the GPS rollover on March 25, 2023, also affected certain GMDSS equipment, including specific SAT-C systems. In these SAT-C systems, a GPS error creates an incorrect timestamp. As a result, an emergency message sent from the system will contain an incorrect date, posing a risk that assistance to a vessel in distress could be delayed or omitted.

The equipment manufacturer reported that the error occurs on certain units of Mini-C TT-3026x and TT-3000x. The position signal from these units is correct, but the date is offset by 1024 weeks from the actual date. The issues are due to the GPS module (Ver. 2.X.XX) used in units manufactured before 2009. The GPS module (Ver. 2.X.XX) can no longer be updated, so the Mini-C must be replaced.

The Mini-C antenna is used in some LRIT, SSAS, and GMDSS systems. The equipment configuration varies from ship to ship. Therefore, some vessels may experience issues with LRIT or SSAS while still encountering errors in their SAT-C system. For this reason, the Danish Maritime Authority requests all Danish vessels to check if they have a Sailor Mini-C TT-3026 or TT-3000x antenna connected to any of their equipment and to test the equipment.