1

Introduction
Automatic Identification System (AIS) is a
technical system that makes possible to
monitor-
 ships -to-ships

 ships-to-shore based stations

AIS is a requirement.
2
 Class-A Universal AIS
The AIS improves the safety of navigation by
assisting in the efficient navigation of ships,
protection of the environment, and operation of
Vessel Traffic Services by satisfying the following
functional requirements:
• ship-to-ship mode for collision avoidance
• a means for littoral states to obtain information
bout a ship
• and its cargo VTS tool, i.e., ship-to-shore traffic
management
3
4
Continuous of Introduction

AIS-equipped ships continuously transmit

a short message containing information
of-
 position,
 course over ground (COG)
 speed over ground (SOG)
 gyro course (heading), etc.

5
6
Continuous of Introduction

Ships equipped with AIS meeting anywhere

on earth will be able to-
 identify and
 track each other
without being dependent of shore stations.

7
Continuous of Introduction

Shore stations will also get -

the same information from “AIS-ships”

within the VHF area of the station

when monitoring the coastal areas and the ports.

8
Continuous of Introduction

The AIS is using a broadcast and an interrogating

self organised technology the so called-

• AIS STDMA/ITDMA

• that operates ship-to-ship and ship-to-shore

including limited communication capabilities.

• AIS does not require a radar.

9
AUTOMATIC IDENTIFICATION SYSTEM

10
SHIP-TO-SHORE STATION

11
Nation-wide AIS Project Overview
• Automatic reception of AIS information (vessel ID, location, speed, and
other navigational information) nationwide out to 2000nm from shore
• Transmission of standard messages out to 24nm from shore
•• Correlation with other vessel and crew database systems for intelligence
and operational decision makers
• Display information to a Common Operational
Picture (COP) and share with other agencies

12
TEXT DISPLAY

13
TEXT DISPLAY

14
 Pilots, barge captains, ferries etc.

• In very busy areas, as harbours, rivers and

archipelagos, the need for a high update rate mode
AIS is evident.
• The limitations of the ARPA radar to track ships due
to target swapping from a ship to land, beacons,
bridges and other ships makes the ARPA capabilities
very limited in narrow and congested waters.
15
 Con tinuous of Pilots, barge captains, ferries etc.

To day AIS will improve the safety and to a great

extend solve the “limitations of the radar”due to
the following AIS capabilities:
 “Look behind” a bend in a channel or behind an
island in the archipelago to detect the presence of
other ships and identify.
 Predict the exact position of a meeting with
another ship in a river or in an archipelago for
instance to avoid narrow areas.
 Identify the ships port of destination.
 Identify the size and the draft of ships in vicinity.16
 Con tinuous of Pilots, barge captains, ferries etc.

• Detect a change in a ship’s heading almost in real

time.
• Identify a ferry leaving the shore bank in a river.

• Identify fixed obstacles, like oil rigs, ship wrecks,

dangerous to shipping.
• Identify slowly moving targets, like log rafts,
sounding arrays etc., which are unable to take rapid
evasive actions. 17
18
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20
21
22
23
24
25
26
27
Shipboard AIS
How Does AIS Work
AIS work in the VHF marine band. An AIS
transceiver includes a GPS receiver to collect
position and speed data, two VHF receivers (one
multiplexed with a DSC receiver) and one
transmitter that operates on channel 87B and
88B. The information is encoded using GMSK
modulations so you will not hear any audible
information by tuning your VHF to 87B & 88B 29
 continureof How Does AIS Work

. Your AIS receiver will process the information

and send it out via NMEA format to your AIS
chartplotter or computer display. The targets can
be overlaid in chart or radar modes. If you have a
Class B transceiver your AIS unit will transmit your
vessels information. This information is broadcast
at regular intervals>
30
 AIS how…
Time-Division Multiple Access (TDMA)
[][][][][][]][][][][][][][][][][][][][][][][][]

Gyro/
GNSS Heading
dGPS Rate of Turn
Inputs
per SOLAS
requirements

1 VHF Transceiver
3 VHF Receivers
- AIS1 Ch.87B
- AIS2 Ch.88B
- DSC Ch.70

!AIVDM,2,2,7,A,2220<5<PTq2r7P2222220p4q@T<tdE2r`P0,2*4E...
NMEA-0183
!ECBBM,2,2,0,0,8,>@fQp0PPPPPP>1>D93?;5@fb80,0*64

COMMUNICATE ASSEMBLE READ

Broadcasts and Gathers positioning, heading, AIS data sentences
manages the flow of vessel data and assembles it may be read/sent
AIS data sentences into an AIS compliant data on/to
sentences multiple devices
Continue of How Does AIS Work

Types of AIS equipment

1/ Class A Transceiver (Transmit and Receive)
These mandatory units are used by the international
voyaging ships over 299 GT. They must be operating at all
times. They are expensive units with complex systems to
provide maximum information and transmission distance.
They receive information from Class A and B units as well
as transmit. The transmitters have a range of
approximately 74 kilometres (46 miles) dependant on
32
variable conditions.
 Dynamic Data
The AIS sends the following dynamic data every 2 to 10
seconds based on the vessels speed while underway and
every 3 minutes while at anchor:

 Marine Mobile Service Identity (MMSI) 9 digit number

 Navigation status – “at anchor”, “under way using
engine(s)”, or “not under command”
 Rate of turn (R or L, 0 to 720 degree per minute)

33
 Continue of dynamic Data

 SOG ( speed over ground, 0 to 102knots with

0.1 knot resolution )
 Position ( Latitude and Longitude, to 1/10,000
minute )
 COG ( Course over ground, relative to truth north to
0.1degree )
 True Heading (0 to 359 degrees gyro
compass)
 UTC Time Stamp (Coordinated Universal Time)
accurate to nearest second when this data was generated.
34
 Static Data

The following static data is sent every 6 minutes:

 IMO ( ships ID number) 7 digit, remained unchanged
upon transfer of the ship’s registration to another
country.
 Radio Call sign (up to 7 characters assigned to the
vessel, by its country or registry)
 Vessel Name (up to 20 characters to represent the
name of vessel)
 Type of ship and cargo 35
 Continue of static Data

 Physical dimensions of the ship (length and beam)

 Destination (max: 20 characters )
 ETA (estimated time of arrival)
 Draught of ship ( 0.1 m to 25.5m)
 Type of positioning system (such as GPS, DGPS)
 Antenna position (fixing antenna on the ship,
aft/bow part or starboard of center line )

36
Continue of How Does AIS Work

2/ Class B Transceiver (Receive and Transmit)

The Class B transceivers are a lower cost unit and can be used
by recreational vessels and vessels not mandated to use Class
A. These units can be turned on or off at the operators
discretion. Such as in fishing tournament that you do not
want to broadcast your location. The Class B unit transmission
power is limited to 2 watts giving a range of approximately 5
miles. This is to prevent overloading of the available VHF
bandwidth. 37
 Continue of How Does AIS Work

The following information is broadcast every 30 seconds to

3 minutes relative to the vessels speed:
MMIS, Time, SOG, COG, Latitude & Longitude, and True
heading.

The following static information is transmitted every 6

minutes:
MMIS, Boat Name, Ship Type, Call Sign, Vessel Dimensions
and equipment vender ID. 38
 Continue of How Does AIS Work

The AIS processes the received information and

outputs the data stream at 38400bps, as RS232 and
NMEA formats. This information can be displayed on
your AIS chartplotter or computer navigations
system.

39
Continue of How Does AIS Work

3/ Receive only AIS units

These are the most economical to purchase. They
will provide all the info received by the preceding
Class B units and can output the data to an AIS
capable chartplotter or computer system. The
disadvantage is that Class A and B vessels will not
see you on their systems.
40
Continue of How Does AIS Work

4/ VHF Radio with AIS Receiver

VHF radios are now available with built in
capabilities to receive AIS information and display it
on the VHF screen. These are ideal for boaters who
do not have a dedicated AIS receiver and AIS
capable chartplotter and want AIS at a reasonable
cost.
41
 Voyage Related Information
•Voyage related information: Every 6 minutes, when is
data amended, or on request
– Ship’s draught;
– Hazardous cargo (type);
– Destination and ETA (at masters discretion); and
– Route plan (waypoints).

• Short safety-related messages:

– Free format text message - sent as required. 42
TEXT DISPLAY

43
44
IMO ( ships ID number)

45
Stern of "Evangelia" displaying "IMO 9176187" and port of
registry ("Majuro"). In addition to the current name parts of
the ship's former names are visible: "Cornelie Oldendorff"
and "Asia Melody". The ship's current name is "Evangeli"
(as of 2007) 46
 MMSI

A MMSI number contains 9 digits. Part of the MMSI is

a country code. These digits are called the Maritime
Identification Digits (MID). The MID is typically a three
digit code between 200 and 799. The Netherlands
have MID 244, 245 and 246. A list of all MIDs can be
found at the site of the ITU.
47
48
Coordinated Universal Time / Greenwich Mean Time

49
UTC/ GMT

50
 AIS how…
Time-Division Multiple Access (TDMA)
[][][][][][]][][][][][][][][][][][][][][][][][]

Gyro/
GNSS Heading
dGPS Rate of Turn
Inputs
per SOLAS
requirements

1 VHF Transceiver
3 VHF Receivers
- AIS1 Ch.87B
- AIS2 Ch.88B
- DSC Ch.70

!AIVDM,2,2,7,A,2220<5<PTq2r7P2222220p4q@T<tdE2r`P0,2*4E...
NMEA-0183
!ECBBM,2,2,0,0,8,>@fQp0PPPPPP>1>D93?;5@fb80,0*64

COMMUNICATE ASSEMBLE READ

Broadcasts and Gathers positioning, heading, AIS data sentences
manages the flow of vessel data and assembles it may be read/sent
AIS data sentences into an AIS compliant data on/to
sentences multiple devices
53
54
National Marine Electronics Associatioin (NMEA)

55
56
System Overview

57
58
59
60
61
 Traffic Monitoring

Air-based support Remote Sensing support Sensor-based support

Human and semi-automatic Semi-automatic monitoring Almost automatic analysis and
monitoring Every 2 to 6 hours monitoring
On-demand and on a regular basis Real-time

62
 Shipborne AIS Equipment Description
Each AIS Class A station consists of:
one VHF transmitter,
 two VHF receivers (AIS 1 and AIS 2),
one VHF DSC receiver (Ch. 70),
a standard marine electronic communications link and
sensor input from different onboard systems.
Timing and positional information comes from a GNSS
(global navigation satellite system – such as GPS).
63
Automatic Identification System (AIS) Class A
AIS works in:
 an automatic, continuous manner regardless of where
the vessel is located the high seas, coastal waters or
inland waterways.
 AIS uses a time-division multiple access (TDMA) scheme
to share the VHF frequency, also known as the VHF Data
Link (VDL).

64
There are two dedicated frequencies used for AIS :–
 AIS 1 (161.975 MHz, also known as channel 87B) and
 AIS 2 (162.025 MHz, also known as channel 88B).
Each of the frequencies are divided into:-
 2250 time slots
 that are repeated every 60 seconds, and
 the AIS units send packets of information which are
transmitted on these ‘slots’.
At the same time, AIS units in range are listening to the
timeslots, and can receive the information. 65
There are different technical means of transmitting in these
slots:-
 AIS Class A use a self-organised approach (STDMA or
SOTDMA)
 while AIS Class B units may use a carrier-sense
approach (CSTDMA).
 Base stations use fixed slots (known as FATDMA)
while AIS Aids to Navigation have an option to use:-
 FATDMA or
 a random access process called RATDMA, depending
on the type of unit. 66
67
 Message types and formats
The different information types, identified as “static”,
“dynamic” or “voyage related” are valid for different time
periods and thus require a different update rate.
Information included in the various message types is:
 Static information: Every 6 minutes and on request
 Dynamic information: Dependant on speed and
course alteration (see Table 2)
 Voyage related information: Every 6 minutes, when
is data amended, or on request 68
 Voyage Related Information
•Voyage related information: Every 6 minutes, when is
data amended, or on request
– Ship’s draught;
– Hazardous cargo (type);
– Destination and ETA (at masters discretion); and
– Route plan (waypoints).

• Short safety-related messages:

– Free format text message - sent as required. 69
Dynamic data for AIS Class B units (message 18) is sent
every 30 seconds if the speed over the ground (SOG) of
the craft is greater than 2 knots or every 3 minutes if the
SOG is equal to or less than 2 knots.
For both AIS Class A and AIS Class B static data is
transmitted once every 6 minutes. See the AIS Class B
Fact sheet for more information.

70
Display Requirements
If there is navigational equipment capable of processing
and displaying AIS information such as ECDIS, radar or
an integrated system, then the AIS Class A mobile
system may be connected to that system via the AIS
Presentation Interface (PI). The PI (input/output) needs
to meet the requirements of relevant IEC standards
(latest edition of IEC 61162). At present, there are a
number of AIS units that use the Minimum Keyboard
Display (MKD) (Shown above) which provides text based
or basic graphic display elements. 71
 continue of Display Requirements

For AIS Class B, depending on the unit purchased,

software is available to display AIS or it may be able to
feed into an existing navigation display system.
Shore authorities have an option of a number of purpose
built, off the shelf AIS display systems, as well as the
ability to fuse with radar contacts to provide better
tracking and overall situational awareness aspects.
72
SHIPBOARD AIS DISPLAY

73
SHIPBOARD AIS DISPLAY

74
SHIPBOARD AIS DISPLAY

75
SHIPBOARD AIS DISPLAY

76
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78
79
81
82
 Continuous of ARPA

A marine radar with automatic radar

plotting aid (ARPA) capability can create tracks
using radar contacts.
The system can calculate the tracked
object’s cource, speed and closest point of
approach (CPA), thereby knowing if there is a
danger of collision with the other ship or
landmass. 83
 Continuous of ARPA

A typical ARPA gives a presentation of the

current situation and uses computer technology
to predict future situations.
An ARPA assesses the risk of collision, and
enables operator to see proposed maneuvers by
own ship.

84
 Continuous of ARPA

While many different models of ARPAs are available

on the market, the following functions are usually
provided:
1.True or relative motion radar presentation.
2. Automatic acquisition of targets plus manual
acquisition.
3. Digital read-out of acquired targets which provides
course, speed, range, bearing, closest point of
approach (CPA, and time to CPA (TCPA). 85
 Continuous of ARPA

4. The ability to display collision assessment

information directly on the Plan Position
Indicator (PPI), using vectors (true or relative) or
a graphical Predicted Area of Danger (PAD)
display.
5. The ability to perform trial maneuvers,
including course changes, speed changes, and
combined course/speed changes. 86
Continuous of ARPA

6. Automatic ground stabilization for

navigation purposes. ARPA processes radar
information much more rapidly than
conventional radar but is still subject to the
same limitations. ARPA data is only as
accurate as the data that comes from inputs
such as the gyro and speed log.
87
System Overview

88
89
 Marine VHF radio

Marine radio equipment is installed on all

large ships and most seagoing small craft.
It is also used, with slightly different
regulation, on rivers and lakes.

90
 Continue of Marine VHF radio

It is used for a wide variety of purposes,

including summoning rescue services and
communicating with harbours, locks, bridges and
marinas, and operates in the very high frequency
(VHF) range, between 156 and 162.025 MHz.

91
92
93
94
95
Marine VHF radio refers to the radio frequency
range between 156.0 and 162.025 MHz,
inclusive. In the official language of the ITU the
band is called the VHF maritime mobile band.

96
97
98
Vessel Traffic Services (VTS)
Port traffic control centers can monitor traffic and
know exactly what each ship is doing. This is also an
aid to security as an unidentified boat would be a
cause for concern

99
Shipboard AIS
101
Nation-wide AIS Project Overview
• Automatic reception of AIS information (vessel ID, location, speed, and other
navigational information) nationwide out to 2000nm from shore
• Transmission of standard messages out to 24nm from shore
• Correlation with other vessel and crew database systems for intelligence and
•
operational decision makers
• Display information to a Common Operational
Picture (COP) and share with other agencies

102
 What started the USCG on AIS?

In 1990, Congress passed the Oil Pollution Act which

participation in VTS mandatory and directed the
USCG to seek ways to have ‘dependent
surveillance’ of all tankers bound for Valdez,
Alaska.
To that end, in 1993 the USCG developed Automated
Dependent Surveillance Shipboard Equipment
(ADSSE), based on Digital Selective Calling (DSC)
protocol.

103
Congress supports/mandates AIS!

In 1997, Congress…stated that AIS “technology

should be the foundation of any future VTS
system” and that it “strongly believes that this
technology will significantly improve
navigational safety, not just in select VTS target
ports, but throughout the navigable waters of
the U.S”, and, that we “continue working with
stakeholders…”

104
Industry endorses AIS!
In 1999, the National Dialog Group, comprised of the
marine private and public representatives, stated they:
“strongly endorse the widespread use of AIS employing
dGPS and onboard transponder technologies…that
national use of AIS technology on the greatest number of
vessels is essential both as a foundation of a VTS system…
improving navigation safety…strongly urge the USCG to
take the lead…in developing equipment and procedural
standards that will promote universal use of AIS
technology”, which will “be less intrusive and distracting
to the mariner than will a voice-based control system…”

105
 AIS Carriage Regulations 33 CFR 164.46
As of December 31st, 2004, the following must have a
properly installed, operational, type-approved AIS

• On international voyage:
 Tankers, Passenger > 150 GT, all others ships > 300 GT
 Per SOLAS Regulation V/19.2.4
 Self-propelled commercial vessels > 65 feet
 Except fishing and passenger vessels (<150 passengers)

• Within a VTS area:

 Self-propelled commercial vessels > 65 feet
 Except fishing and passenger vessels (<150 passengers)
 Towing vessel > 26 feet and > 600 hp
 Vessel certificated to carry > 150 passengers

106
 What is AIS?

• Autonomous Continuous Station-to-Station Navigation Broadcast System

- 3 modes of operation: automatic/self-reporting, assigned, interrogation/polling
- Open protocol & non-proprietary
- Robust capability: can handle up to 4500 reports per minute
- Frequency agile: any 2 channels in the VHF Marine Band
- Versatile: multiple standard interfaces and display options
• Internationally Adopted & Required (IMO SOLAS Regulation V/19.2.4)
- Tankers, passenger vessels, and, other ships 300 of gross tonnage or greater
 Purpose: collision avoidance, vessel traffic service tool, and, coastal surveillance
• Mandated by Congress by the Marine Transportation & Security Act of 2002
- Commercial self-propelled vessels 65 feet or greater;
- Towing Vessels over 26 feet or greater and 600 hp or more;
- Passenger vessels as determined by USCG; and
- those the USCG deems necessary for safety.

107
108
Vessel Name – Bearing - Range
109
110
111
 HDG–Heading: The tail to nose direction of the aircraft longitudinal axis
measured in degrees clockwise form either magnetic or true North.

HDG–Heading:

Ture North Magnetic North

The tail to nose

direction

M


e
Navigation station
112
 See
around
bends 
Calculate
encounter
zones

113
 See
around
bends 
Calculate
encounter
zones

114
115
 Binary Messages and Functional Identifiers

AIS allows the transfer of Binary Messages

• a means for communication for external applications

• General broadcast
• Addressed to specific station (MMSI)
• Results in a Binary Acknowledgement to confirm
that the addressed binary message was received

All binary messages are composed by

• an external application on the transmission side

• can only be used by the same external application
connected to the AIS on the receiver side.

116
This slide provides a graphical depiction of the preferred alternative presented in the PEIS.

NAIS is expected to consist of a system of AIS receivers, transmitters, transceivers,

repeaters and other equipment located on shore-side installations and remote platforms
potentially including buoys, offshore platforms, aircraft and spacecraft as needed to receive,
distribute, and use the information transmitted by vessels that operate AIS equipment and
transmit data to these vessels.

NAIS will send and receive AIS messages, via a very high frequency (VHF) data link, to and
from AIS equipped vessels. NAIS will leverage several types of platforms (including existing
Government resources to the extent possible) to support AIS receive and transmit
infrastructure. AIS message data will be transported between system components over a
wide-area network.

NAIS will process and store the data. Some NAIS functions may require integrating with
existing systems, such as command control systems at Sector Command Centers to meet all
the requirements for fully using AIS data.

NAIS information will be displayed in the USCG national maritime Common Operational
Picture and shared with the intelligence community, other DHS Components and other
Federal agencies.

117
One known need: Common Operating Picture
“plus” News Media News Media Unclassified
Unclassified
Satellite
SatellitePhotos
Photos
Port
PortSecurity
Security Weather
WeatherData
Data
Plans
Plans Unclassified
Unclassified
Cargo,
Cargo,Crew
CrewData
Data Unclassified
Unclassified
Vessel
VesselTracking
TrackingData
Data
Automatic
Automatic
Identification
Identification
System Models
Models
Systemdata
data
Port
PortSecurity
Security (e.g.
(e.g.radiological
radiologicaldispersion)
dispersion)
Maps
Maps&&Charts
Charts
Facilities Assessments
Assessments
FacilitiesSecurity
Security
Plans
Plans
Common
Common
Defense
Maritime
Operating
Operating Defense
MaritimeInformation
Information Operations
Operations
for
forSafety
Safetyand
andLaw
LawEnforcement
Enforcement Picture
Picture Plans
Plans
(MISLE) data
(MISLE) data “plus”
“plus”
National
National
Assets
Assets
Customs Force
Force
Customs
Information Deployments
Deployments
Information
FBI
FBI Common
Common
Information
Information Law
LawEnforcement
Enforcement Intelligence
Intelligence
Operations
OperationsPlans
Plans Picture
Picture
Several organizations have initiatives underway called “Common
Operating Picture.” We need to build on the good work being done,
but none of the initiatives draw on the full spectrum of resources or
are currently set up to be available to all appropriate parties. So we’re
using the term Common Operating Picture “plus”.

To “connect the dots” and take appropriate actions, we all need to be

seeing the same picture.

We need to draw on all sources of information: classified, unclassified,

and sensitive to create a common operating picture. Not only do a
better job of tracking vessels, but make available all information that
strategic, operational, and tactical decision-makers need.

We should make this information as uniformly available to all

audiences, as far as security measures permit.

119
 What AIS broadcasts

• MARITIME MOBILE SERVICE INDENTIFIER Safety Related & Binary Applications

• UNIVERSAL TIME STAMP (GPS) • SHORT TEXT MESSAGING < 156 characters
• DATA MESSAGING & BINARY APPLICATIONS

Dynamic Data
-every 2-10 seconds per speed and course change
Weather & Hydrological Information-
• NOAA Physical Oceanographic Real Time
• POSITION & ACCURACY (+/-10m) System
• COURSE OVER GROUND • NWS-Real-time weather buoy (C-MAN station)
• SPEED OVER GROUND • USACE Real-time Current Meter System (RTCM)
• HEADING
• RATE OF TURN Vessel Traffic Service (VTS)-
• ATON Discrepancies
• VESSEL IMO NUMBER • Distress Alerts
• COLREG NAVIGATION STATUS • Urgent Notices & Warnings
• Traffic Advisories
Static & Voyage Data • Radar Overlay / Pseudo-targets
-every 6 minutes or upon change • Additional Hydro & Meteorological Information
• VESSEL NAME & CALL SIGN
Other possible uses-
• VESSEL TYPE & DIMMENSIONS • Aids to Navigation
• STATIC DRAFT • Search and Rescue
• Port Partners
• HAZARDOUS CARGO FLAG
• Lock/Canal operations
• DESTINATION & ETA • … endless opportunities!

120
 NAIS - System Context Diagram

LAN
Data Storage/
Commercial VHF Processing Archive
Vessels Data
Link
Rx/Tx
Platform

Government
Coast Guard Systems
Vessels
• C2
Rx/Tx • Law Enforcement
Platform • Intelligence
• Marine Safety
Recreational • Waterways Management
Vessels

Rx Rx
WAN & Diverse External Users
Platform
Remote Site • Coast Guard
Cutters and • DHS
Deepwater Connectivity • Government
Assets • Non-government

Rx
Platform

Aids to
Navigation
System
Rx Operations
Platform
Center
NAIS Scope
SAR Aircraft

122
Nationwide AIS will also be integrated with other systems for the
purpose of sharing infrastructure, more quickly implementing
the capability, and improving performance.
Nationwide AIS will send and receive AIS messages, via a very
high frequency (VHF) data link, to and from AIS equipped
vessels, Aids to Navigation, and search and rescue (SAR) aircraft.
Nationwide AIS will leverage several types of platforms to
support AIS receive and transmit infrastructure. While some
support receive-only capabilities (e.g., satellites, buoys, and
aircraft), others will support receive and transmit capabilities
(e.g., towers and platforms). AIS message data will be
transported between system components over a wide-area
network (WAN) and diverse, remote site connectivity (e.g.,
leased analog circuits, microwave).

123
Nationwide AIS will process (e.g., validate, filter, etc.) and
store the data. Some Nationwide AIS functions may be
implemented by enhancing existing systems. These systems,
while not part of Nationwide AIS, are included in the context
of the systems’ operations. Primarily, it is expected that
these systems (e.g., Ports and Waterways Safety System
[PAWSS], COP, Sector Command Centers [SCC], Maritime
Information Safety and Law Enforcement [MISLE], Vessel
Traffic Information Services [VTIS]) will provide data
processing functions (e.g., vessel tracking correlation,
intelligence processing, anomaly detection) and user
interfaces necessary to meet all the requirements for fully
using AIS data. Some users of Nationwide AIS capabilities
(e.g., Deepwater assets, foreign governments, and port
partners) may indirectly access AIS data via other systems.
124
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126
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Finally, let me thank you
all for attending today’s
presentation, are there
any questions?
135
Benefits:
Now with AIS you have an increased safety tool
which will be an excellent aid in
busy water ways and in reduced visibility. We
now have a wealth of knowledge
about the boats in our vicinity. Knowing the ID
of AIS equipped vessels in your
vicinity allows you to communicate with them
knowing there call sign. In offshore
voyaging a Class B AIS allows large vessels to
know you are out there and is a
major safety device. In the past they could miss
you on the radar screen.With AIS
they will see you and communications can be
established if necessary.

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BODY
Automated Identification System
Among the numerous security regulations that came into effect after
September 11, 2001 was the requirement for most commercial marine
vessels to be fitted with Automatic Identification Systems (AIS). AIS
provides a means for ships to electronically send data including vessel
identification, position, speed, and course with Vessel Traffic Services
(VTS) stations as well as with other ships. AIS uses Global Positioning
Systems (GPS) in conjunction with shipboard sensors and digital VHF
radio communication equipment to automatically exchange navigation
information electronically. Vessel identifiers such as the vessel name and
VHF call sign are programmed in during initial equipment installation
and are included in the transmittal along with location information
originating from the ship's global navigation satellite system receiver
and gyrocompass. AIS is used by marine vessels in coordination with VTS
to monitor vessel location and movement primarily for traffic
management, collision avoidance, and other safety applications. 139
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 SOLAS requirements…
- an automated target tracking aid
- ARPA
- AIS
- ECDIS
- GNSS
- others

142
 NON-SOLAS ships
• Many small craft (millions?) also carry Radar
voluntary as manufacturers have produced
cost effective designs for their needs

143
 The Shipmaster’s Point of View
• The Key Facts are:

– That Radar remains (and will remain) the primary

system for Collision Avoidance; and

– Radar is a very important tool for Navigation

144
 Why is Radar such a valuable tool?
• The Master and watch-keepers have
Confidence in information Radar provides
because:
– It’s operation is Ship based
– It’s not reliant on third party sources
– It has a proven track record
– Radar is useful with SARTs when engaged in
search and rescue

145
 In Short…
• In its display, Radar offers the watch-keepers
the basic reality of all targets relative to the
ship
• It therefore aids the watch-keepers and helps
in decision making for both
– Navigation; and
– Collision Avoidance

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 COLLISION AVOIDANCE
• Early action is required to avoid a close
quarters situation, therefore early
identification of closing targets is essential
• Watch-keeping officers need to be competent
in the use of Radar and are trained in its use
and the application of ARPA

147
 Some IMO requirements…
• Maximum emergency stopping distance from
full speed of the ship should not be more that
15 ships lengths

• Emergency turn radius of the ship should not

be more that 2.5 ships length

148
 Ship parameters…
• Speed – up to 25 knots
• Length
– Largest container ship 335 m
– Capesize bulker 300 m
– Panamax 220-230 m

149
 Ship parameters…
• Emergency stopping distance
3.3 km – 5 km (1.8 nm – 2.7 nm)
• Emergency turning radius
550 m – 840 m (0.3 nm – 0.45 nm)
• Displacement weights
100 000 – 250 000 tonnes

150
 Safety (and Environmental) Issues
• Ships, control centers and marine officers have
to face many security and safety problems due
to:
– Staff reduction, cognitive overload, human errors
– Traffic increase (ports, maritime routes), dangerous
contents
– Terrorism, pirates
– Technical faults (bad design, equipment breakdowns)
– Bad weather
– Etc.

HELCOME AIS IRENav (NATO) MarineTraffic.com 151

 Traffic Monitoring

Air-based support Remote Sensing support Sensor-based support

Human and semi-automatic Semi-automatic monitoring Almost automatic analysis and
monitoring Every 2 to 6 hours monitoring
On-demand and on a regular basis Real-time

152
 AIS Device
• The Automatic Identification System identifies and locates vessels at distance
– It includes an antenna, a transponder, a GPS receiver
and additional sensors (e.g., loch and gyrocompass)
– It is a broadcast system based on VHF
communications
– It is able to operate in autonomous and continuous
mode
• Ships fitted with AIS send navigation data to surrounding receivers (range is
about 50 km)
• Ships or maritime control centres on shore fitted with AIS receives navigation
data sent by surrounding
→ AIS isships
mandatory (IMO) for big ships and
passengers’ boats

153
 AIS Transmission Rate and Accuracy
• AIS accuracy is defined as the largest distance
the ship can cover between two updates
– The AIS broadcasts information with different
rates of updates depending on the ship’s current
Time between
speed and manoeuvre
Vessel behaviour

Anchored
updates
3 min
Accuracy (m)

= 10 metres

– The IMO assumes that accuracy of embedded GPS

Speed between 0-14 knots
Speed between 0-14 knots
and changing course
12 s

4s
Between 10 and 95 metres

Between 10 and 40 metres

is 10m
Speed between 14-23 knots
Speed between 14-23 knots
6s Between 55 and 80 metres

2s Between 25 and 35 metres

and changing course
Speed over 23 knots 3s > 45 metres
Speed over 23 knots and
2s > 35 metres
changing course

General update rules have been compared to reality: it appears that update rates are lower 154
 AIS Data
• The AIS provide location-based information on 2D routes, this
defining point-based 3D trajectories
That is, an ordered series of locations (X,Y,T) of a given mobile object O with T
indicating the timestamp of the location (X,Y)

• Transmitted data include ship’s position and textual meta-

information
– Static: ID number (MMSI), IMO code, ship name and type,
dimensions
– Dynamic: Position (Long, Lat), speed, heading, course over ground
(COG), rate of turn (ROT)
– Route-based: Destination, danger, estimated time of arrival (ETA)
and draught
→ Time does not exist in AIS frames : to be add by receivers

!AIVDM,1,1,,A,1Bwj:v0P1=1f75REQg>rPwv:0000,0*3B 155
Typical Questions From Domain Experts
• Calculate average and minimum
distances from shore or between
two ships
• Calculate the maximum number of
ships in the vicinity of another ship
• Find whether (and how many
times) a ship goes through specified
areas
(e.g. narrow passages, biodiversity
boxes)
• Calculate the number of sharp
changes in ship’s direction
• Find typical routes vs. outliers
• etc. etc.

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Automated Identification System
AIS provides a means for ships to electronically send data
including vessel identification, position, speed, and course with
Vessel Traffic Services (VTS) stations as well as with other ships.
AIS uses Global Positioning Systems (GPS) in conjunction with
shipboard sensors and digital VHF radio communication
equipment to automatically exchange navigation information
electronically. Vessel identifiers such as the vessel name and
VHF call sign are programmed in during initial equipment
installation and are included in the transmittal along with
location information originating from the ship's global
navigation satellite system receiver and gyrocompass. AIS is
used by marine vessels in coordination with VTS to monitor
vessel location and movement primarily for traffic management,
collision avoidance, and other safety applications. 158
159