HOME KNOWLEDGE BASE COLREG’S (ROR) CONTACT

YOU ARE HERE: HOME / BRIDGE EQUIPMENT / AIS (AUTOMATIC IDENTIFICATION SYSTEM)

AIS (Automatic Identi cation System)

The Shipborne Automatic Identi cation System (AIS) is a vessel tracking system capable of
communicating navigation information automatically between AIS equipped vessels and
coastal authorities. It is a collision avoidance  system that gives information all the ships in your
area, their speed and courses and how to contact them (name, callsign, MMSI). This
information is publically broadcast on VHF radio which can be picked up either by other ships
or by shore-based receivers.

AIS provides a tool for improved safety and collision avoidance. Since 2004, the International
Maritime Organization (IMO) has instituted carriage requirements for vessels a ecting both
worldwide and local shipping tra c. These carriage requirements apply to commercial vessels
subject to the Safety of Life at Sea (SOLAS) convention

The AIS system consists of the following:

1. Dedicated Antenna working on VHF frequency
2. Receiver and transmitter
3. Processor
4. Display screen

Principle
AIS is working on the VHF frequency. The data are transmitted by using STDMA (self-
organizing time division multiple access).The STDMA uses the precise timing of the GPS signal
to synchronise multiple data transmission from many users on a single narrow band channel.

Each ship transmits and receives data from all ships within an area called the CELL of the ship.
The size of the cell depend upon the tra c density.

In STDMA, each minute of time is divided into 2250 time slots. Each slot is of 26.67
milliseconds and contains 256 bits of data. The rate, of transmission, is 9600 bits per
second.The selection of time slot for a ship is automatic and on a random basis.When a ship
enters a cell, the free slot will be occupied by that ship.

To avoid any overlapping, a highly standard time reference is required, which is provided by
the GPS.

Working
AIS is tted with two receivers, one transmitter VHF DSC receiver Standard marine electronic
communication link providing the various input data. The AIS transmission uses 9.6 kb GMSK
FM over 25 or 12.5kHz channel using HDLC Packet control. Each AIS transmits and receives
over two radio channel to avoid interference problems.Each station determines its own
transmission slot based on the data link tra c history and knowledge of future actions by
other stations.

AIS Message
AIS data falls categories:

a) Static data

b) Dynamic data

c) Voyage related data

d) Safety related data

Static Data:

1. IMO Number
2. Call sign and name
3. Length and beam
4. Type of ship
5. Location of position xing antenna

The static data is sent every six minutes unless changed.

Dynamic Data:

1. Ship’s position
2. Time in UTC
3. Course over ground
4. Speed over ground
5. Heading
6. Navigation status
7. Rate of turn
8. Angle of heel
9. Pitch and Roll

Related Article:   The Aneroid Barometer and How to use it...

Voyage-related data:

This information is entered manually sent every six minutes.

 1. Ship’s draft
2. Destination and ETA
3. Route plan

Safety related messages:

The safety messages are normally sent in the text form and may be directed to one station or
various stations and sent only when required.

Purpose
To improve the safety of navigation by assisting in the e cient navigation of ship, protection of
the environment, and operation of Vessel Tra c Services (VTS), by satisfying the following
functional requirements:

(1) In a ship-to-ship mode for collision avoidance;

(2) As a means for littoral States to obtain information about a ship and its cargo; and

(3) As a VTS tool, i.e. ship-to-shore (tra c management).

Types of AIS
There are two types of AIS. (1) Type ‘A’, (2) Type *B

Class ‘A’ AIS unit broadcasts the following information every 2 to 10 seconds while underway,
and every 3 minutes while at anchor at a power level of 12.5 watts. The information broadcast
includes:

MMSI number – unique referenceable identi cation

Navigation status – not only are “at anchor” and “under way using engine* currently
de ned, but “not under command” is also currently de ned.
Rate of turn – right or left, 0 to 720 degrees per minute Speed over ground -1/10 knot
resolution from 0 to 102 knots.
Position accuracy – di erential GPS or other and an indication if RAIM processing is.
being used Longitude – to 1/10000 minute and Latitude – to 1/10000 minute
Course over ground – relative to true north ta 1/10th degree
True Heading – 0 to 359 degrees derived from gyro input
Timestamp – The universal time to nearest second that this information was generated
Type of position xing device – various options from di erential GPS to unde ned
Draught of ship -1/10 meters to 25.5 meters [note “air draught” is not provided]
Destination – 20 characters are provided
Estimated time of Arrival at destination – month, day, hour, and minute in UTC.

The Class B is nearly identical to the Class A, except the Class B:

Has a reporting rate less than a Class A (e.g. every 30 sec. when under 14 knots, as opposed to
every 10 sec. for Class A)

Does not transmit the vessel’s IMO number or call sign

Does not transmit ETA or destination
Does not transmit navigational status
Is only required to receive, not transmit, text safety messages
Is only required to receive, not transmit, application identi ers (binary messages)
Does not transmit rate of turn information, maximum present static draught.

Performance standards
The AIS should be capable of
1. providing to ships and to competent authorities, information from the ship, automatically
and with the required accuracy and frequency, to facilitate accurate tracking.
2. Transmission of the data should be with the minimum involvement of ship’s personnel
and
with a high level of availability.
3. receiving and processing information from other sources, including that from a
competent
authority and from other ships;
4. responding to high priority and safety related calls with a minimum of delay; and
5. providing positional and manoeuvring information at a data rate adequate to facilitate
6. accurate tracking by a competent authority and other ships.

Related Article:   Ship's Magnetic Compass - Dry and Wet Compass with
their care, maintenance and bubble removal

Functionality
The system should be capable of operating in a number of modes:
 1. an “autonomous and continuous” mode for operation in all areas. This mode should be
capable of being switched to/from one of the following alternate modes by a competent
authority;
2. an “assigned” mode for operation in an area subject to a competent authority responsible
for tra c monitoring such that the data transmission interval and/or time slots may be
set
remotely by that authority; and
3. a “polling” or a controlled mode where the data transfer occurs in response to
interrogation
from a ship or competent authority

The AIS should comprise:

1. a communication processor, capable of operating over a range of maritime frequencies,
with an appropriate channel selecting and switching method, in support of both short
and
long range applications;
2. a means for processing data from an electronic position- xing system which provides
resolution of one ten-thousandth of a minute of arc and uses the WGS-84 datum.;
3. a means to automatically input data from other sensors meeting the provisions as
speci ed
for position
4. a means to input and retrieve data manually;
5. a means of error checking the transmitted and received data; and
6. a built-in test equipment (BITE).

User Interface
To enable a user to access, select and display the information on a separate system, the AIS
should be provided with an interface conforming to an appropriate international marine
interface standard.

Permissible Initialization Period

The installation should be operational within 2 min of switching on.

Limitation of AIS
1. Small crafts may not be tted with AIS
2. AIS might have switched o on other ship
3. Erroneous data might have entered
4. Accuracy of data received depend on the accuracy of data transmitted
5. Error in sensor’s input data,
6. Failure of sensors to provide data
7. Cell of vessel may be full
Precautions while using AIS in collision
avoidance
1. AIS is an additional source of navigational information. It does not replace other nav
aids Should rely solely on AIS.
2. Watches must be kept as per STCW.It does not have any impact on the composition of
watch arrangement.
3. Swapping of targets.

Related Article:   ISPS code - A measure to enhance the security of Ships

and Port facilities

SOLAS Regulations for carriage of AIS

Regulation 19 of SOLAS Chapter V – Carriage requirements for shipborne navigational systems
and equipment – sets out navigational equipment to be carried on board ships, according to
ship type. In 2000, IMO adopted a new requirement (as part of a revised new chapter V) for all
ships to carry automatic identi cation systems (AISs) capable of providing information about
the ship to other ships and to coastal authorities automatically.

The regulation requires AIS to be tted aboard 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 all passenger ships irrespective of size. The
requirement became e ective for all ships by 31 December 2004.

Ships tted with AIS shall maintain AIS in operation at all times except where international
agreements, rules or standards provide for the protection of navigational information.

A ag State may exempt ships from carrying AISs when ships will be taken permanently out of
service within two years after the implementation date. Performance standards for AIS were
adopted in 1998.

The regulation requires that AIS shall:

provide information – including the ship’s identity, type, position, course, speed,
navigational status and other safety-related information – automatically to appropriately
equipped shore stations, other ships and aircraft;
receive automatically such information from similarly tted ships; · monitor and track
ships;
exchange data with shore-based facilities.

The regulation applies to ships built on or after 1 July 2002 and to ships engaged on
international voyages constructed before 1 July 2002, according to the following timetable:
passenger ships, not later than 1 July 2003;

tankers, not later than the rst survey for safety equipment on or after 1 July 2003;
ships, other than passenger ships and tankers, of 50,000 gross tonnage and upwards, not
later than 1 July 2004.
An amendment adopted by the Diplomatic Conference on Maritime Security in
December 2002 states that, additionally, ships of 300 gross tonnage and upwards but
less than 50,000 gross tonnage, are required to t AIS not later than the rst safety
equipment survey after 1 July 2004 or by 31 December 2004, whichever occurs earlier.
(The original regulation adopted in 2000 exempted these vessels.)

Related:
International Institutions and their Association…
International Maritime Organization or IMO: what it…
GPS (Global Positioning System)
BLU Code – Code Of Practice For The Safe…
UNCLOS – Salient Features, Objectives,…
Port State Control (PSC) – An agreed regime…

BY CULTOFSEA
FILED UNDER: BRIDGE EQUIPMENT
TAGGED WITH: AIS, AUTOMATIC IDENTIFICATION, BRIDGE EQUIPMENT, SOLAS REG 19, STDMA, TYPE A, TYPE B

Leave a Reply
Your email address will not be published. Required elds are marked *

Comment

Name *

Email *