Automatic Identification System ‘Compiled By: Capt Sunil Bhabha Requirement SOLAS, 1974, as amended, requires all ships of 300 gross tonnage and upwards engaged on international voyages, cargo ships of 500 gross tonnage and upwards not engaged on international voyages and passenger ships irrespective of size to be fitted with an automatic identification system (Als), as specified in regulation V/19.2.4 Specific ship types (e.g. warships, naval auxiliaries and ships owned/operated by Governments) are not required to be fitted with AIS. Also, small ships (e.g. leisure craft, fishing boats) and certain other ships may be exempt from carrying AIS. Moreover, ships fitted with AIS might have the equipment switched off as per the master’s professional judgment. Users are therefore cautioned always to bear in mind that information provided by AIS may not be giving a complete or correct "picture" of shipping traffic in their vicinity Objectives of AIS AIS is intended to enhance: safety of life at sea; ‘the safety and efficiency of navigation; and + the protection of the marine environment. SOLAS regulation V/19 requires that AIS exchange data ship-to-ship and with shore-based facilities. Therefore, the purpose of AIS is to help identify ships, assist in target tracking, assist in search and rescue operation, simplify information exchange (e.g. reduce verbal mandatory ship reporting) and provide additional information to assist situation awareness. In general, data received via AIS will improve the quality of the information available to the OOW, whether at a shore surveillance station or on board a ship. AIS isa useful source of supplementary information to that derived from navigational systems (including radar) and therefore an important ‘tool’ in enhancing situation awareness of traffic confronting users. DESCRIPTION OF AIS Versalare proving aaa Capt Sunil Bhabha Page 1 of 7Class A & Class B equipment Class A shipborne equipment complies with relevant IMO AIS carriage requirement. Class B shipborne ‘equipment provides functionalities not in full accordance with IMO AIS carriage requirement. Class B devices may be carried on ships which are not subject to the SOLAS carriage requirements, Shipborne Als - transmits ship's own data to other ships and vessel traffic service (VTS) stations; and = receives and makes available data of other ships and VTS stations and other AIS stations. When used with the appropriate display, shipborne AIS enables provision of fast, automatic information by calculating Closest Point of Approach (CPA) and Time to Closest Point of Approach (TCPA) from the position information transmitted by the target vessels. The Als is able to detect ships within VHF/FM range around bends and behind islands, if the landmasses are not too high. A typical value to be expected at sea is 20 to 30 nautical miles depending ‘on antenna height. Information from shipborne AIS is transmitted continuously and automatically without any intervention or knowledge of the OOW. An AIS shore station might require updated information from ‘a specific ship by "polling" that ship, or alternatively, might wish to “poll” all ships within a defined sea area. However, the shore station can only increase the ships’ reporting rate, not decrease it. TECHNICAL DESCRIPTION AIS operates primarily on two dedicated VHF channels (AIS ~ 161,975 MHz and AIS2 ~ 162,025 MHz). Where these channels are not available regionally, the AIS is capable of automatically switching to alternate designated channels. The required ship reporting capacity according to the IMO performance standard amounts to a minimum of 2000 time slots per minute. The ITU Technical Standard for the Universal AIS provides 4500 time slots per minute. The broadcast mode is based on a principle called (S)TOMA (Self-organized Time Division Multiple Access) that allows the system to be overloaded by 400 to 500% and still provide neariy 100% throughput for ships closer than 8 to 10 NM to each other in a ship-to-ship mode. In the event of system overload, only targets far away will be subject to drop-out in order to give preference to targets close by that are a primary concern for ship-to-ship operation of AIS. In practice, the capacity of the system allows for a great number of ships to be accommodated at the same time. COMPONENTS OF AIS In general, an onboard AIS consists of: Antennas; one VHF transmitter; two multi-channel VHF receivers; one channel 70 VHF receiver for channel management; a central processing unit (CPU); an electronic position-fixing system, Global Navigation Satellite System (GNSS) receiver for timing purposes and position redundancy; interfaces to heading and speed devices and to other shipborne sensors; interfaces to radar/Automatic Radar Plotting Aids (ARPA), Electronic Chart System/Electronic Chart Display and Information System (ECS/ECDIS) and integrated Navigation Systems (INS); built-in integrity test (BIIT); and minimum display and keyboard to input and retrieve data, CONNECTIONS The AIS can be connected either to an additional dedicated AIS display unit, possibly one with a large graphic display, or as an input to existing navigational system devices such as 2 radar display, ECS, ECDIS, or INS, Capt Sunil Bhabha Page 2 of 7It is becoming common practice for pilots to possess their own portable navigational equipment, which they carry on board. Such devices can be connected to shipborne AlS equipment and display the targets they receive. Some Administrations require this connection to be provided at the bridge front. AIS INFORMATION SENT BY SHIPS The Als information transmitted by a ship is of three different types: - static information, which is entered into the AIS on installation and need only be changed if the ship changes its name, Maritime Mobile Service Identity (MMSI), location of the electronic position fixing system (EPFS) antenna, or undergoes a major conversion from one ship type to another; = Dynamic information, which, apart from "Navigational status" information, is automatically updated from the ship sensors connected to AIS; and - Voyage-related information, which might need to be manually entered and updated during the voyage. Details of the information referred to above: Static Information item Information generation, type and quali MMSI Set on installation Note that this might need amending if the ship changes ownership Callsign and name Set on installation Note that this might need amending if the ship changes ownership IMO Number ‘Set on installation Length and beam ‘Set on installation or if changed Type of ship Select from pre-installed list Location of electronic position | Set on installation or may be changed for bi-directional vessels or fixing system (EPFS) antenna _| those fitted with multiple antennas Dynamic Ship's position with accuracy | Automatically updated from the position sensor connected to AIS indication and integrity status | The accuracy indication is approximately 10 m. Position Time stampin UTC | Automatically updated from ship's main position sensor connected to AS Course over ground (COG) __| Automatically updated from ship's main position sensor connected to A\s, if that sensor calculates COG This information might not be available ‘Speed over ground (S06) __| Automatically updated from the position sensor connected to AIS. This information might not be available Heading ‘Automatically updated from the ship's heading sensor connected to Ais Navigational status Navigational status information has to be manually entered by the OOW and changed as necessary, for example: - underway by engines, at anchor, NUC, RIATM, moored, CBD, ‘aground, engaged in fishing, underway by sail In practice, since all these relate to the COLREGs, any change that is needed could be undertaken at the same time that the lights or shapes were changed Capt Sunil Bhabha Page 3 of 7Rate of turn (ROT) ‘Automatically updated from the ship's ROT sensor or derived from the gyro. This information might not be available Voyage-related Ship's draught To be manually entered at the start of the voyage using the maximum draft for the voyage and amended as required (e.g.~ result of de-ballasting prior to port entry) Hazardous cargo (type) | To be manually entered at the start of the voyage confirming whether or not hazardous cargo is being carried, namely: - DG (Dangerous goods), HS (Harmful substances), MP (Marine pollutants) Indications of quantities are not required Destination and ETA —_| To be manually entered at the start of the voyage and kept up to date as. necessary Route plan (waypoints) | To be manually entered at the start of the voyage, at the discretion of the master, and updated when required Safety-related Short safety-related Free format short text messages would be manually entered, addressed messages either a specific addressee or broadcast to all ships and shore stations Frequency of Transmission The data is autonomously sent at different update rates: = Dynamic information: dependent on speed and course alteration as given below Type of ship General reporting interval Ship at anchor or moored and not moving faster than 3 knots _| 3 min Ship at anchor or moored and moving faster than 3 knots 105 ‘Ship 0-14 knots 10s ‘Ship 0-14 knots and changing course 31/35 Ship 14-23 knots 6s Ship 14-23 knots and changing course 28 Ship >23 knots 25 Ship >23 knots and changing course 2s Static and voyage-related data: every 6 minutes or on request (AIS responds automatically without user action); and ~Safety-related text message: as required. Short safety-related messages Short safety-related messages are fixed or free format text messages addressed either to a specified destination (MMS!) or all ships in the area. Their content should be relevant to the safety of navigation, e.g. an iceberg sighted or a buoy not on station. Messages should be kept as short as possible. The system allows up to 158 characters per message but the shorter the message the more easily it will find free space for transmission. According to SOLAS regulation V/31 (Danger messages) —————— Capt Sunil Bhabha Page 4 of 7"The master of every ship which meets with dangerous ice, a dangerous derelict, or any other direct danger to navigation, or ..is bound to communicate the information by all the means at his disposal to ships at his vicinity, and also to the competent authorities..." Normally this is done via VHF voice communication, but "by all the means" now implies the additional Use of the AIS short messages application, which has the advantage of reducing difficulties in understanding, especially when noting down the correct position. OPERATION OF AIS ON BOARD A'S should always be in operation when ships are underway or at anchor. If the master believes that the continual operation of Als might compromise the safety or security of his/her ship or where security incidents are imminent, the AlS may be switched off. f the ship is operating in a mandatory ship reporting system, the master should report this action and the reason for doing so to the competent authority. Actions of this nature should always be recorded in the ship's logbook together with the reason for doing so. The master should however restart the AIS as soon as the source of danger has disappeared. In ports AIS operation should be in accordance with port requirements. Manual input of data The OOW should manually input the following data at the start of the voyage and whenever changes ‘occur, using an input device such as a keyboard: Ship's draught; hazardous cargo; departure, destination and ETA; route plan (way points); the correct navigational status; and short safety-related text messages. Check of information To ensure that own ship's static information is correct and up-to-date, the OOW should check the data whenever there is a reason for it. As a minimum, this should be done once per voyage or once per month, whichever is shorter. The data may be changed only on the authority of the master. The OOW should also periodically check the following dynamic information: - Positions given according to WGS 84; speed over ground; and sensor information. After activation, an automatic built-in integrity test (BIIT) is performed. In the case of any AIS malfunction an alarm is provided and the unit should stop transmitting. The quality or accuracy of the ship sensor data input into AIS would not however be checked by the BIIT circuitry before being broadcast to other ships and shore stations. The ship should therefore carry ‘out regular routine checks during a voyage to validate the accuracy of the information being transmitted. The frequency of those checks would need to be increased in coastal waters. INHERENT LIMITATIONS OF AIS '* The OOW should always be aware that other ships, in particular leisure craft, fishing boats and warships, and some coastal shore stations including VTS centres, might not be fitted with AIS. '* The OW should always be aware that other ships fitted with AIS as a mandatory carriage requirement might switch off AlS under certain circumstances by professional judgement of the master. ‘+ Inother words, the information given by the AIS may not be a complete picture of the situation around the ship. ‘The users must be aware that transmission of erroneous information implies a risk to other ships ‘as well as their own. The users remain responsible for all information entered into the system and the information added by the sensors. Capt Sunil Bhabha Page 5 of 7© The accuracy of Als information received is only as good as the accuracy of the Als information transmitted. ‘* The OOW should be aware that poorly configured or calibrated ship sensors (position, speed and heading sensors) might lead to incorrect information being transmitted. Incorrect information about one ship displayed on the bridge of another could be dangerously confusing. ‘* If no sensor is installed or if the sensor (e.g. the gyro) fails to provide data, the AIS automatically transmits the "not available" data value. However, the builtin integrity check cannot validate the contents of the data processed by the AIS. * Itwould not be prudent for the OW to assume that the information received from other ships is ‘ofa comparable quality and accuracy to that which might be available on its own ship. USE OF AIS IN COLLISION AVOIDANCE SITUATIONS The potential of AIS as an assistance for anti-collision device is recognized and AIS may be recommended as such a device in due time. Nevertheless, AIS information may merely be used to assist in collision avoidance decision-making. When using the AIS in the ship-to-ship mode for anti- collision purposes, the following cautionary points should be borne in mind: ‘© AISis an additional source of navigational information. It does not replace, but supports, navigational systems such as radar target-tracking and VTS; and ‘© The use of AlS does not negate the responsibility of the COW to comply at all times with the Collision Regulations, particularly rule 7 when determining whether risk of collisions exists. ‘* The user should not rely on AIS as the sole information system, but should make use of all safety- relevant information available. ‘© The use of AIS on board ship is not intended to have any special impact on the composition of the navigational watch, which should continue to be determined in accordance with the STCW Convention. Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the information broadcast by that target, its actions can also be monitored. Many of the problems common to tracking targets by radar, namely clutter, target swap as ships pass close by and target loss following a fast manoeuvre, do not affect AIS. AlS can also assist in the identification of targets, by name or call sign and by ship type and navigational status. ADDITIONAL AND POSSIBLE FUTURE APPLICATIONS AIS IN VTS OPERATIONS Pseudo Targets broadcast by VIS VTS centres may send information about vessels which are not carrying AIS and which are tracked only by VTS radar via the AIS to vessels equipped with AIS. Any VTS/generated/synthetic target broadcast by VTS should be clearly identified as such, Particular care should always be taken when using information which has been relayed by a third party. Accuracy of these targets may not be as complete as actual directly-received targets, and the information content may not be as extensive. Text messages VTS centres may also send short messages either to one ship, all ships, or ships within a certain range or ina special area, e.g. = (local) navigational warnings; - Traffic management information; and - port management information, Capt Sunil Bhabha Page 6 of 7AVTS operator may request, by a text message, an acknowledgement from the ship's operator. Note: The VTS should continue to communicate via voice VHF. The importance of verbal communication should not be underestimated. This is important to enable the VTS operator to: - assess vessels’ communicative ability; and establish a direct communication link which would be needed in critical situations. (D)GNSS corrections {D)GNSS corrections may be sent by VTS centres via AIS. MANDATORY SHIP REPORTING SYSTEMS AIS is expected to play @ major role in ship reporting systems. The information required by coastal authorities in such systems is typically included in the static voyage-related and dynamic data automatically provided by the AIS system. The use of the AIS long-range feature, where information is exchanged via communications satellite, may be implemented to satisfy the requirements of some ship reporting systems. AIS IN SAR OPERATIONS AIS may be used in search and rescue operations. By receiving messages from AIS-SART, operators get ‘more accurate information, especially on the position of survival craft. in combined aerial and surface searches AIS may allow the direct presentation of the position on other displays such as radar or ECS/ECDIS, which facilitates the task of SAR craft. For ships in distress without AIS, the On Scene Coordinator (OSC) could create an Als target. AIDS TO NAVIGATION AIS, when fitted to selected fixed and floating aids to navigation can provide information to the mariner such as: Position; status; tidal and current data; and weather and visibility conditions. AIS IN AN OVERALL INFORMATION SYSTEM AIS will play a role in an overall international maritime information system, supporting voyage planning and monitoring. This will help Administrations to monitor all the vessels in their areas of concern and to track dangerous cargo. ———— Capt Sunil Bhabha Page 7 of 7