A Is

1 | P a g e H o w A I S w o r k s ?
UH lH For more details please visit: www.captyashpal.blogspot.com

WHAT IS AIS?
We all are familiar with the desperation and urgency, when we tried to establish the
identification of a vessel, by calling her on VHF something like this; calling the vessel
on my starboard side, approaching from North, having hull of blue colour and funnel of
yellow colour etc. etc.
In open seas, with not too much traffic, and daylight the exercise normally did not fail the
OOW. But the problem arose in dark hours and much so in heavy traffic, when the
situation was fraught with the risks of misidentification. This was one very troublesome
weak link in the chain of communication and identification.
AIS (Automatic Identification System) aims to replace the weak link and provide the
OOW with automatic and positive identification of targets fitted with AIS, in addition to
other relevant information. It sends own ships identification and similar information,
likewise to other targets and shore stations.
Operating in the VHF maritime frequency band, it acts like a transponder and uses,
without any human intervention, voiceless electronic communication to broadcast and
receive the required data and messages.
PRINCIPLE:



We have heard of cell phone technology, known as CDMA (Code Division Multiple
Access). AIS works on principle of similar technique, with a different name, and in VHF
maritime band. It is known as SOTDMA and stands for Self Organizing Time Division
Multiple Access. The technique:
Is fully automatic and works without involvement of human intervention. It does
not suffer from problems of mutual interference and resolves conflicts, if any, on
its own It is thus, Self Organizing.
Divides a unit of one minute of time into number of (minimum to be 2000, as per
IMO) slots or time schedules. Accurate time signals from GPS are utilized for this
purpose. Considering 2000 slots, spread over a time frame of one minute or 60
seconds, each slot will measure 30 milliseconds. These slots or time schedules are
like turns for several targets to transmit their data. Hence the expression Time
Division
Allows for large number of transmissions to be accommodated over a single
narrow band VHF radio channel. This is done by synchronizing the transmissions
to the highly accurate time slots with the help of GPS time signal. Multiple slots,
thus allow Multiple Access.
OPERATION:
Each AIS system consists of following components:
One VHF transmitter
Two VHF TDMA receivers, receiving data on two VHF channels: AIS 1- 161.975
MHz (87B) and AIS 2- 162.025 MHz (88B)
One VHF DSC Channel 70 receiver
A standard marine electronic communications link to shipboard display and
sensor systems.
Position and timing information is normally derived from an integral or external
global navigation satellite system (e.g. GPS) receiver, including a medium
frequency differential GNSS receiver for precise position in coastal and inland
waters.
Other information broadcast by the AIS, if available, is electronically obtained
from shipboard equipment through standard marine data connections. Heading
information and course and speed over ground would normally be provided by all
AIS-equipped ships. Other information, such as rate of turn, angle of heel, pitch
and roll, and destination and ETA could also be provided.
AIS equipment is also has built in integrity test equipment (BIITE)
AIS is provided with a pilot plug for connecting the PPU (Personal Pilot Unit).



UH lH Simplified Diagram of AIS (Captain Yashpal Singh)

AIS consists of both hardware (mobile station itself, GPS Antenna and VHF Antenna)
and software. Software can be reinstalled or upgraded to the latest version in the field by
running a software installation procedure.
Position and other data are fed automatically from the ships sensors into the AIS system,
where the data is formatted and transmitted in a short data burst on a dedicated VHF
channel. When received on the other ships, the data is decoded and displayed for the
officer of the watch, who can view AIS reports from all other AIS-equipped ships within
range in graphic and text format. The AIS data may optionally be fed to the ships
VHF Transmitter
V
H
F

I
n
t
e
r
f
a
c
e

VHF Receiver AIS 1
161.975 MHz
VHF Receiver AIS 2
162.025 MHz
VHF Receiver
DSC Channel 70
GPS Receiver

C
P
U

a
n
d

S
e
n
s
o
r
s

I
n
t
e
r
f
a
c
e

Ae
Ae
Hdg.
ROT
Posn.
Spd.
BIITE
MKD
ECDIS
Overlay
(Optional)
Radar
Overlay
(Optional)
Pilot
Port


integrated navigation systems and Radar plotting systems to provide AIS tags for Radar
targets. The AIS data can also be logged to the ships Voyage Data Recorder (VDR) for
playback and future analysis.
The area in which AIS messages can be received is called ships cell.(Ashore, a repeater
can be used to increase the coverage of a cell).Each ship in this way is at the centre of its
own communication cell. If the AIS messages begin to overload the network, it
automatically shrinks its cell by ignoring weaker stations further away in favour of those
nearby. Although only one radio channel is necessary, each station transmits and receives
over two radio channels to avoid interference problems, and to allow channels to be
shifted without communications loss from other ships. Each station determines its own
transmission schedule (slot), based upon data link traffic history and knowledge of future
actions by other stations. Slot selection by an AIS station is randomized within a defined
interval, and tagged with a random timeout of between 0 and 8 frames. When a station
changes its slot assignment, it pre-announces both the new location and the timeout for
that location. In this way new station, including those stations which suddenly come
within radio range close to other vessels will always be received by those vessels.
AIS must transmit DTM (datum reference sentence) immediately prior to every
positional sentence which is reflected to a datum other than WGS 84, the datum
recommended by IMO.

.

One minute (60 s) divided into 2250 slots



OPERATION OF AIS ON BOARD

OPERATION OF THE TRANSCEIVER UNIT
AIS should always be in operation when ships are underway or at anchor. If the master
believes that the continual operation of AIS might compromise the safety or security of
his/her ship, the AIS may be switched off. This might be the case in sea areas where
pirates and armed robbers are known to operate. Actions of this nature should always be
recorded in the ships logbook together with the reason for doing so. The master should
however restart the AIS as soon as the source of danger has disappeared. If the AIS is
shut-down, static data and voyage related information remains stored. Restart is done by
switching on the power to the AIS unit. Ships own data will be transmitted after a two
minute initialization period. In ports AIS operation should be in accordance with port
requirements.



Diagram - Principles of SOTDMA

INFORMATION TRANSMITTED AND RECEIVED BY AIS:

STATIC INFORMATION: Transmitted every 6 minutes and on request
MMSI number
IMO number (where available)
Call sign & name
Length and beam of vessel
Type of ship and
Location of the position-fixing antenna on the ship (aft of bow and port or
starboard of centerline of ship).
DYNAMIC INFORMATION: Transmission rate depends on navigational
status, speed and course (whether steady or changing), See table below for different
rates. Navigational status (e.g. ship at anchor, underway, NUC, RAM etc.) is to be
manually entered by OOW. Since the navigational status is closely related to
COLREGS, the input should match the lights and shapes pertaining to particular
status.
Ships position with accuracy indication and integrity status
Position time stamp (in UTC)
Course over ground (COG)
Speed over ground (SOG)
Heading
Navigational status (e.g. at anchor, underway, aground etc. - this is input
manually) and
Rate of turn (where available).

VOYAGE RELATED INFORMATION: Transmitted every 6 minutes,
when data amended and on request.
Ships draught
Hazardous cargo (type)
Destination and ETA (at masters discretion) and
Route plan (waypoints).



SAFETY RELATED MESSAGES: Free format text message - sent as and
when required.
SHIP'S MANOEUVRING CONDITION NOMINAL REPORTING INTERVAL
Ships at anchor 3 minutes
Ship 0-14 knots 12 seconds
Ship 0-14 knots and changing course 4 seconds
Ship 14-23 knots 6 seconds
Ship 14-23 knots and changing course 2 seconds
Ship >23 knots 3 seconds
Ship >23 knots changing course 2 seconds
Table - Reporting intervals for AIS on board SOLAS vessels
AIS OPERATES IN THREE MODES:

1. AUTONOMOUS or CONTINUOUS MODE:
This is the normal mode of operation in all areas. This mode, however, can be
changed to/from ASSIGNED or POLLED/CONTROLLED mode, remotely by
competent authority such as VTS station. In this mode, AIS selects its own time
schedule/slot and defines its own reporting rate, which in turn depends on
navigational status, speed and course (whether steady or changing).
2. ASSIGNED MODE:
A competent authority responsible for traffic monitoring may remotely set
transmissions intervals and/or time slots for the vessel mobile stations. When
operating in Assigned mode, the mobile station will transmit position data on a
slightly different format, AIS Message Type 2, instead of the transmitted AIS
Message Type 1. In Assigned mode the mobile station does not change its reporting
rate when changing course and speed.
3. POLLED/CONTROLLED MODE:
In this mode mobile station will automatically respond to interrogation messages
from a ship or competent authority. The response is transmitted on the channel where
the interrogation message was received. Operation in Polled mode does not conflict
with the operation in other two modes.


BASIC FUNCTIONS OF AIS:

IMO lists following three basic functions of AIS:
A VTS tool for traffic management.
A surveillance tool by coastal states for monitoring vessels entering/or transiting
their waters.
A navigational aid for collision avoidance.
AIS AS VTS TOOL:
When integrated with shore-based vessel traffic systems (VTS), AIS provides a powerful
tool for monitoring and controlling the movement of vessels through restricted harbors
and waterways. The AIS can augment traditional Radar-based VTS installations,
providing AIS overlay on the Radar picture, or can provide a cost-effective alternative in
areas where it is not feasible to establish Radar-based systems. When integrated with
Radar, the AIS can ensure continuous coverage, even when the Radar picture is degraded
by heavy precipitation or other interference.
The AIS channels can be used to transmit port data, pilotage, berth assignments, shipping
agency information, tides and currents, notices to mariners and other information from
shore to ship, as well as ship-to-ship and ship-to-shore AIS reports. It is also possible for
the VTS to broadcast the complete harbor picture to all ships in the area, so the masters
and pilots all share the same big picture.
The VTS center can assume control over the assignment of timeslots for AIS messages to
ensure optimum data exchange within the coverage area. Special dedicated channels may
be designated for local-area AIS operations. The shipboard AIS equipment will have the
ability to shift to different channels automatically when directed by the shore side VTS
controller.
Coastal ship reporting systems, VTS and ports will be significant beneficiaries of this
wealth of near real time ship data. The AIS data transfer also provides the means for a
wide range of maritime regulatory, traffic monitoring, administrative and logistical
management activities that can be exploited to advantage by the maritime industry.
PSEUDO AIS
VTS centers 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 pseudo
AIS 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 accurate as actual directly-received targets and
the information content may not be as complete.


AIS AS SURVEILLANCE TOOL:
In coastal waters, shore side authorities may establish automated AIS stations to monitor
the movement of vessels through the area. These stations may simply monitor AIS
transmissions from passing ships, or may actively poll vessels via the AIS channels,
requesting data such as identification, destination, ETA, type of cargo and other
information. Coast stations can also use the AIS channels for shore-to-ship transmissions,
to send information on tides, notices to mariners and local weather forecasts. Multiple
AIS coast stations and repeaters may be tied together into Wide Area Networks (WAN)
for extended coverage.
Coastal nations may use AIS to monitor the movement of hazardous cargoes and control
commercial fishing operations in their territorial waters. AIS data can be logged
automatically for playback in investigating an accident, oil spill or other event. AIS will
also be a useful tool in search and rescue (SAR) operations, allowing SAR coordinators
to monitor the movements of all surface ships, aircraft and helicopters involved in the
rescue effort.
AIS AS AN AID TO COLLISION AVOIDANCE:
Though new and untried, and yet to be evaluated globally, AIS has potential to
significantly contribute to safety of navigation. It provides positive identification of
targets fitted with AIS along with their static and dynamic information. This adds to
enhancement of navigational effectiveness and efficiency. When used effectively, it can
greatly improve situational awareness and decision making abilities.AIS also assists
OOW in tracking and monitoring targets, as it also provides information on CPA and
TCPA.
Like any other equipment, AIS also has its own limitations. OOW must familiarize
himself fully with these limitations, in addition to its operational uses and potential
benefits. This aspect is discussed in detail under section: AIS and COLREGS.
USE OF AIS IN COLLISION AVOIDANCE SITUATIONS
The potential of AIS as an anti-collision device is recognized and AIS may be
recommended as such a device in due time.
Nevertheless, AIS information may 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:
1) AIS is an additional source for navigational information. AIS does not replace, but
supports, navigational systems such as radar target-tracking and VTS; the use of AIS
does not negate the responsibility of the OOW to comply, at all times, with the Collision
Regulations.


2) The user should not rely on AIS as the sole information system, making use of all
safety-relevant information available.
3) 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.
4) 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. Changes in
heading and course are, for example, immediately apparent, and 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. AIS can also assist in the
identification of targets, by name or call sign and by ship type and navigational status.

ADVANTAGES OF AIS:

1. VHF channel 16, a distress channel, is now more available for safety.
2. Positive identification of multiple ships available, automatically and quickly.
3. Communication on VHF meant a serious distraction, which compromised on
safety of navigation. AIS has reduced this distraction to minimal.
4. AIS also provides additional information about targets, enhancing safety of
navigation and improving situational awareness.
5. AIS can be fitted onto buoys, beacons etc and the traditional aids to navigation
can be used with added benefit. Transmitted position from buoys can be cross
checked with their charted positions to see that they are adrift or not.
6. Position of a new danger (wreck etc) can be transmitted through AIS before the
physical establishment of an aid marking the danger. This is known as virtual
aid, because the position is transmitted by a shore station and it appears to be
coming from position of new danger.
7. AIS can complement an existing aid to navigation, providing identity and
additional information such as real tidal height and local weather to surrounding
ships or back to a shore authority.
8. Search and rescue operations can be carried with greater ease and effectiveness,
by allowing SRCs to coordinate the movements of all assisting vessels, SRUs,
helicopter and vessel in distress. If distressed vessel is not fitted with AIS, a
pseudo AIS can be generated by SRC and its position can be continuously
transmitted to all assisting units.
9. Automatic and fast monitoring of vessels by VTS stations and littoral states. This
information can further be used to prevent pollution and better handle pollution
incidents.
10. AIS can also be integrated with VDR and used to supplement investigations.
11. AIS has a facility for transmitting a safety related message, limited to a maximum
of 121 characters at a time, to an individual user, user group or VTS centre. It is


also possible to automatically forward this information as an email via
LAN/WAN to the ship owner / agent.
12. In pilotage waters, a pilot can plug his/her laptop computer, loaded with his own
navigation program, directly into the ships AIS system. In this way, the pilot can
monitor the position and movement of all other vessels in the area independent of
the ships installed navigation systems.

AIS AS SUPPLEMENT TO RADAR AND ARPA INFORMAION:

1. Because AIS operates in VHF maritime band in the range of Mega frequencies
and Radar operates in Giga range frequencies, targets are shown on AIS earlier
than they appear on Radar PPI. AIS can thus, be used to supplement long range
scanning by Radar. Incidentally, students may recall that S-band Radar is more
effective than X-band Radar for long range scanning.
2. Torrential rains at sea not only result in near zero visibility, they also cause the
Radar screen to be completely smudged with continuous and overlapping rain
echoes. Even most prudent use of rain clutter leaves much to be desired. AIS can
prove to be boon in a situation like this, because it remains totally unaffected by
rain. It would be pertinent to remind students that S-band Radar gives less rain
clutter than X-band Radar.
3. Shadow sectors caused by islands/obstructions not only hide targets from naked
eye, they cause Radar also not to paint their echoes on PPI. But AIS remains
untouched by this problem and continues to show targets lying in shadow sectors.
AIS thus can be used to advantage when navigating in such difficult archipelagic
waters
4. Similarly AIS also does not suffer from problem of blind sectors associated with
Radar. While radar echoes are absent in these sectors, AIS continues to show
information about targets, fitted with AIS, lying in blind sectors.
5. Radar detection is dependent on optimum setting of its controls. Poor tuning, for
instance, can adversely affect the radar performance. AIS is free from such
constraints.
6. Target detection by radar greatly depends on size, shape, aspect and material of
target. Detection by AIS is independent of these factors.
7. ARPA does not provide immediate and reliable information about a target, when
target is maoeuvering. New course and/or speed can only be relied upon after a
delay of about 3 minutes. AIS, however, provides this information instantly.
8. Target Loss alarm is not uncommon in ARPA. This means re-acquiring the
target and again a wait of about 3 minutes before reliable information is available.
AIS does not have this problem.
9. Target Swop is another problem in ARPA, where the vectors of two closely
passing by targets swap each other. This problem is also absent in ASI.
10. Rule 5 on Lookout under Part B (Sailing and Steering Rules) of International
Regulations for Preventing Collisions at Sea reads like this: Every vessel shall
at all times maintain a proper lookout by sight and hearing and as well as by all


available means appropriate in the prevailing circumstances and conditions so as
to make a full appraisal of the situation and of the risk of collision. In the light of
features offered by AIS and its advantages, AIS certainly forms an integral part of
the available means for making full appraisal of the situation. Thus, it is not
only desirable, but also imperative on part of OOW to utilize AIS and enhance
his/her situational awareness.

LIMITATIONS OF AIS AS A VTS TOOL:

AIS has following limitations as a VTS tool:
1. The coastal station may not be equipped to monitor AIS.
2. The ship may be within the jurisdiction of shore reporting system but out of VHF
range of the coastal station.
3. Reporting requirements may require more information than the AIS transmits.
4. The data received from Pseudo AIS should be treated with caution.
LIMITATIONS OF AIS AS COLLISION AVOIDANCE TOOL:
1. Certain elements of the dynamic information transmitted by AIS may be provided
from sensors which lack comprehensive integrity monitoring and whose accuracy
has not been tested. Mariners should be aware of this limitation when viewing
information on ship borne navigational display.
2. Over reliance on AIS information for navigational safety should be avoided until
steps can be taken to ensure that all transmitting ships provide the necessary
degree of data accuracy and integrity for all connected sensors.
3. 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.
4. The accuracy of AIS information received is only as good as the accuracy of the
AIS information transmitted.
5. It would not be prudent for the OOW to assume that the information received
from other ships is of a comparable quality and accuracy as that which might be
available on own ship.
6. Position(s) of ships received on AIS display may not be referenced to WGS 84
datum.
7. Not all ships will be fitted with AIS, particularly small craft and fishing boats.
Other floating objects which may give a Radar echo will not be detected by AIS.
Thus OOW should be on guard against making a picture of traffic scenario on the
basis of AIS alone.
8. The OOW should always be aware that other ships, fitted with AIS as a
mandatory carriage requirement, might switch off AIS under certain
circumstances by professional judgment of the master.


9. In other words, the information given by the AIS may not be a complete picture of
the situation around the ship.
10. AIS positions are derived from the targets GNSS position. (GNSS = Global
Navigation Satellite System, usually GPS). This may not coincide with the Radar
target.
11. Faulty data input to AIS could lead to incorrect or misleading information being
displayed on other vessels. Mariners should remember that information derived
from Radar plots relies solely upon the data measured by the own-ships Radar
and provides an accurate idea about the direction and rate of targets approach.
12. 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.
LOCATION OF DISPLAY UNIT:
1. .The display unit should be fitted at a place in bridge, where the functionality of
the equipment is readily and easily available while carrying out navigational
duties.
2. The location should be away from sources of excessive heat and drafts of hot air.
3. The unit should be shielded from direct sunlight.
4. Avoid areas subjected to shocks and vibrations.
5. AIS can affect magnetic compass. Hence the requirement of minimum compass
distance must be complied with.
6. The unit should have sufficient space surrounding it, allowing ventilation and,
service and repair.
SOLAS APPLICABILITY:
The carriage of AIS onboard ships is governed by SOLAS regulation V/19.2.4.
The carriage of AIS is mandatory for all ships of 300 gross tons and greater
engaged on international voyages, cargo ships of 500 gross tons and greater not
engaged on international voyages and all tankers and passengers ships.

A Is

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A Is

Uploaded by

Copyright:

Available Formats

1 | P a g e H o w A I S w o r k s ?

UH lH For more details please visit: www.captyashpal.blogspot.com

You might also like