AUTOMATIC SHIP IDENTIFICATION SYSTEM

AIS CLASS A & SOTDMA PRINCIPLE How Does it Work? Each AIS system consists of one VHF transmitter, two VHF TDMA receivers, one VHF DSC receiver, and 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 test equipment (BITE)

AIS is an identification system that uses VHF communication to transmit and receive AIS data.AIS operates principally on two dedicated frequencies or VHF channels AIS 1- 161.975 MHz-channel 87B (simplex, for ship to ship) and AIS 2- 162.025 MHz-channel 88B (Duplex for ship to shore).Where these channels are not available regionally, the AIS can be set to alternate designated channels.

In other words AIS is a shipboard broadcast system that acts like a transponder, operating in the VHF maritime band. It uses SelfOrganizing Time Division Multiple Access (SOTDMA) technology to meet this high broadcast rate and ensure reliable ship-to-ship operation. For this precise timing data in the GPS signals is used to synchronize multiple data transmissions from many users on a single

narrow band channel. 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 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. The man behind this revolutionary concept is Swedish inventor named Hekan Lans. The AIS transponder normally works in an autonomous and continuous mode, regardless of whether it is operating in the open seas or coastal or inland areas. 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. The system provides for automatic contention resolution between itself and other stations, and communications integrity is maintained even in overload situations. Each station determines its own transmission schedule (slot), based upon data link traffic history and knowledge of future actions by other stations. A position report from one AIS station fits into one of 2250 time slots established every 60 seconds. AIS stations continuously synchronize themselves to each other, to avoid overlap of slot transmissions. 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 CLASS B WITH CSTDMA PRINCIPLE

AIS Class B - transponders are designed for carriage by sub-SOLAS vessels. Each consists of one VHF transmitter, two VHF Carrier Sense Time Division Multiple Access (CSTDMA) receivers, one of which is multiplexed with the VHF Digital Selective Calling (DSC) receiver, and a GPS active antenna. Although the data output format supports heading information, in general units are not interfaced to a compass, so these data are seldom transmitted For a variety of reasons, including reduced complexity, AIS Class B adopts a different approach using a Carrier-Sense TDMA (CSTDMA) protocol, requiring the unit to 'listen-before-transmit'. The scheme was designed to be backwards-compatible with 'Class A' by delaying the time when the 'Class B' tries to transmit, allowing time for the unit to detect if another device is already using the slot, in which case it will abort its transmission and try again in another slot. This requires the Class B unit to monitor the background radio noise level and measure the incoming radio signal strength at the beginning of a slot - in the worst case, it could have only 312s in which to accomplish the sensing process. This also restricts the CSTDMA units to single slot transmission. Slot Timing is vital to the overall performance of the system; ensuring transmissions do not overlap and collide. In the SoTDMA system, timing is derived from the GNSS sensor, which provides an accurate UTC signal. In the 'Class B' CSTDMA system, timing is derived from other units by listening to the Class A broadcasts around it and determining the timing from 'time of arrival' of the data fields for transmissions.

Table shows the significant differences between the two classes: AIS Class A AIS Class B

Tx Power 25kHz Channel 12.5kHz Channel DSC Tx DSC Rx Protocol Timing Source

12W Yes Yes[1] Yes Dedicated Rx SoTDMA GNSS 1 to 5 Slots Tx Message Length (max of 3 slots recommended) Tx PA Rise Time 8 bits Reporting Rate 10 secs to 3 mins External Interfaces RoT, Cog, Compass, GPS Name, MMSI, IMO Number, Vessel Information Dimensions Voyage Destination, ETA, Cargo, Voyage Information Status Tx Binary Yes Messages
[1]

2W Yes No No Time-shared with AIS CSTDMA Off-air 1 Slot ((using CSTDMA) 3 bits 30 secs or 3 mins None Name, MMSI, Dimensions

Limited

It is anticipated that 12.5kHz channels will be removed from Class A requirements, as they have never been implemented.

There are 3 modes of operation of AIS: Autonomous and continuous mode: In this mode AIS automatically defines its own reporting rate in accordance with its navigational mode, speed and course. The unit also selects its own time slots. This is normal mode for operation in all areas but the mode may be switched from/to Assigned or Polled/Controlled mode by a competent authority via a base station on shore. 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. Assignments are limited in time and will be reissued by the competent authority when needed. Thus Assigned mode only affects the transmission and not reception of position reports. 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.

Message types and formats AIS employs the principle of using a ships speed and manoeuvring status as a means of governing information update rates and

ensuring the appropriate levels of positional accuracy for ship tracking. This is shown in Table 1. A similar process is applied to the content of ship information messages to ensure that the data being transferred is not encumbered with static or low priority information. The different information types, identified as static, dynamic or voyage related are valid for a 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 o MMSI; o IMO number (where available); o Call sign & name; o Length and beam; o Type of ship; and o Location of the position-fixing antenna on the ship (aft of bow/ port or starboard of centreline). Dynamic information: Dependant on speed and course alteration (see Table 1) o Ships position with accuracy indication and integrity status; o Position time stamp (in UTC); o Course over ground (COG); o Speed over ground (SOG); o Heading; o Navigational status (e.g. at anchor, underway, aground etc. - this is input manually); and

o o o

Rate of turn (where available). Angle of Heel (optional) Pitch & Roll (optional) SHIP'S MANOEUVRING CONDITION NOMINAL REPORTING INTERVAL 3 minutes

Ships at anchor or moored and not moving faster than 3 knots

Ship 0-14 knots Ship 0-14 knots and changing course Ship 14-23 knots Ship 14-23 knots and changing course Ship >23 knots Ship >23 knots changing course

12 seconds 4 seconds 6 seconds 2 seconds 3 seconds 2 seconds

Table 1 - Reporting intervals for AIS on board SOLAS vessels

Voyage related information: Every 6 minutes, when data is amended, or on request o Ships draught; o Hazardous cargo (type); o Destination and ETA (at masters discretion); and o Route plan (waypoints). Short safety-related messages:

Free format text message - sent as required. PSEUDO AIS Ships fitted with AIS should not be deprived of information from ships not having AIS. This information will be generated by the VTIS & transmitted to ships with AIS. OPERATION OF AIS If the Master believes that continuous operation of AIS might compromise the safety or security of his ship, the AIS may be switched off. Proper log entry stating reasons must be made & AIS switched on as soon as the danger is over.

Pilot Plug : This is to be provided near the conning position along with a source of power supply so that pilot can connect his ECS/ECDIS. ADVANTAGES OF AIS 1. Free up VHF channels. 2. AUTOMATIC AND FAST COMMUNICATION 3. SAFE NAVIGATION: AIS can also be installed on buoys, beacons and navaids.This may also replace racons. 4. COLLISION AVOIDANCE: It can be used for tracking vessels within areas with bad radar coverage like narrow channel bends, shadow areas in archipelagoes and solid, continuous clutter caused by heavy rains. It is also not affected by problems of target swapping as in ARPA. 5. Search and Rescue Operations: It will allow SAR coordinators to monitor the movements of all surface ships, aircraft and helicopters involved in the rescue effort. 6. POLLUTION PREVENTION

7. INTEGRATION WITH VDR (INVESTIGATION) 8. INTEGRATION WITH RADAR TO ENHANCE CAPABILITIES IN BOTH VTS AND SHIPBOARD SYSTEM: Combined Radar-AIS track is more accurate and reliable than a radar track alone. It provides a powerful tool for monitoring and controlling movement of vessels through restricted waters, harbours and narrow channels. 9. VESSEL UPTIME, AND RELATED BUSINESS BENEFITS: AIS channels can be used to transmit port data, pilotage, and berth assignments, shipping agency information, tides, and currents etc reports. 10. Short Message Services: AIS has 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 ship owner/agent. Caution while using AIS: 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. Position(s) of ships received on AIS display may not be referenced to WGS 84 datum. 4. Use of AIS in collision avoidance situations: - It does not replace but supports navigational systems like radar. - It does not negate OOWs responsibility to comply with ROR - It should not have any impact on determining the composition of navigational watch which is to be in accordance with STCW convention.

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 identification systems (AISs) capable of providing information about the ship to other ships and to coastal authorities automatically. The regulation requires AIS to be fitted 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 effective for all ships by 31 December 2004. Ships fitted 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 flag 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 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 first 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 fit AIS not later than the first safety equipment survey after 1 July 2004 or by 31 December 2004, whichever occurs earlier. (The original regulation adopted in 2000 exempted these vessels.)

PERFORMANCE STANDARDS FOR AIS AIS SHALL: PROVIDE AUTOMATICALLY TO APPROPRIATELY EQUIPPED SHORE STATIONS, OTHER SHIPS AND AIRCRAFT INFORMATION, INCLUDING THE SHIPS IDENTITY, TYPE, POSITION, COURSE, SPEED, NAVIGATION STATUS AND OTHER SAFETY RELATED INFORMATION RECEIVE AUTOMATICALLY SUCH INFORMATION FROM SIMILARLY FITTED SHIPS MONITOR AND TRACK SHIPS EXCHANGE DATA WITH SHORE BASED FACILITIES THE SYSTEM SHOULD BE ABLE TO HANDLE A MINIMUM OF 2000 REPORTS PER MINUTE TO ADEQUATELY PROVIDE FOR ALL OPERATIONAL SCENARIOS ENVISIONED.

THE INSTALLATION SHOULD BE OPERATIONAL WITHIN 2 MINUTES OF SWITCHING ON. THE AIS AND ASSOCIATED SENSORS SHOULD BE POWERED FROM THE SHIPS MAIN SOURCE OF ELECTRICAL ENERGY.IN ADDITION; IT SHOULD BE

POSSIBLE TO OPERATE THE AIS AND ASSOCIATED SENSORS FROM AN ALTERNATIVE SOURCE OF POWER.