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INFORMATION ON AIS

Basics of AIS

The Automatic Identification System (AIS) is an automatic tracking system used on ships (e.g.: the Nauticast A2 Class A AIS Transponder or the Nauticast B2 Class B AIS Transponder) and by vesseltraffic services (VTS) for identifying and locating vessels by electronically exchanging data with other nearby ships, AIS base stations, and satellites. When satellites are used to detect AIS signatures then the term Satellite-AIS (S-AIS) is used. AIS information supplements marine radar, which continues to be the primary method of collision avoidance for water transport.

AIS integrates a standardized VHF transceiver with a positioning system such as a GPS or LORAN-C receiver, with other electronic navigation sensors, such as a gyrocompass or rate of turn indicator. Vessels fitted with AIS transceivers and transponders can be tracked by AIS base stations located along coast lines or, when out of range of terrestrial networks, through a growing number of satellites that are fitted with special AIS receivers which are capable of tagging a large number of signatures.
The International Maritime Organizations (IMO) International Convention for the Safety of Life at Sea requires AIS to be fitted aboard international voyaging ships with gross tonnage (GT) of 300 or more and all passenger ships regardless of size.

How AIS works

Each AIS system consists of one VHF transmitter, two VHF TDMA receivers, one VHF DSC receiver, and standard marine electronic communications links (IEC 61162/NMEA 0183) to shipboard display and sensor systems (AIS Schematic). 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 normally works in an autonomous and continuous mode, regardless of whether it is operating in the open seas or coastal or inland areas. Transmissions use 9.6 kb GMSK FM modulation over 25 or 12.5kHz channels using HDLC packet protocols. 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 stations, including those stations which suddenly come within radio range close to other vessels, will always be received by those vessels.

Transmission slot diagram

The required ship reporting capacity according to the International Maritime Organization IMO performance standard amounts to a minimum of 2000 time slots per minute, though the system provides 4500 time slots per minute. The SOTDMA broadcast mode allows the system to be overloaded by 400 to 500% through sharing of slots, and still provide nearly 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 further away will be subject to drop-out, in order to give preference to nearer targets that are a primary concern to ship operators. In practice, the capacity of the system is nearly unlimited, allowing for a great number of ships to be accommodated at the same time.

The system coverage range is similar to other VHF applications, essentially depending on the height of the antenna. Its propagation is slightly better than that of radar, due to the longer wavelength, so it’s possible to “see” around bends and behind islands if the land masses are not too high. A typical value to be expected at sea is nominally 20 nautical miles. With the help of repeater stations, the coverage for both ship and VTS stations can be improved considerably.

The system is backwards compatible with digital selective calling systems, allowing shore-based GMDSS systems to inexpensively establish AIS operating channels and identify and track AIS-equipped vessels, and is intended to fully replace existing DSC-based transponder systems.

AIS schematics

(drawing shows our older model Nauticast AIS, now replaced by the Nauticast A2 Class A AIS Transponder)

AIS transponder types

Class A (IEC 61993-2)

Shipborne mobile equipment intended to meet the performance standards and carriage requirements adopted by IMO. Class A stations report their position (message 1/2/3) autonomously every 2-10 seconds dependent on the vessel’s speed and/or course changes (every three minutes when at anchor or moored); and, the vessel’s static and voyage related information (message 5) every 6 minutes. Class A stations are also capable of text messaging safety related information (message 12/14) and AIS Application Specific Messages (message 6/8/25/26), such as meteorological and hydrological data, electronic Broadcast Notice to Mariners, and other marine safety information (see IMO Safety of Navigation Circular 289, Guidance on the use of AIS application-specific messages (ASM) or the IALA Application Specific Message Collection). One of the most successful class A transponders fulfilling Inland and Solas requirements is our Nauticast A2.

Class B (IEC 62287-1 & IEC 62287-2)

Shipborne mobile equipment which is interoperable with all other AIS stations, but, does not meet all the performance standards adopted by IMO. Similar to Class A stations, they report every three minutes when at anchor or moored, but their position (message 18) is reported less often and at a lower power.  Likewise, they report the vessel’s static data (message 18/24) every 6 minutes, but not any voyage related information. They can receive safety related text and application specific messages, but, cannot transmit them.There are two types of Class B AIS, those using carrier sense Time-Division Multiple Access (CS-TDMA) technology and those like the Class A using Self-Organizing Time-Division Multiple Access Technology (SO-TDMA).  Class B/SO is generally more capable; Class B/CS is generally less expensive. The perfect Class B transponder for the ambitious yachtsman is definitely our Nauticast B2.

Search and Rescue Aircraft (IEC standards yet to be developed)
Aircraft mobile equipment, normally reporting every ten seconds.

AIS aid to navigation (IEC 62320-2)

Shore-based or mobile station providing location and status of an aid to navigation (ATON). Normally reports (message 21)  every three minutes. These stations may also broadcast Application Specific Messages (message 12/14).

AIS search and rescue transmitter (SART) (IEC 61097-14)

Mobile equipment to assist homing to itself (i.e. life boats, life raft). An AIS SART transmits a text broadcast (message 14) of either 'SART TEST' or 'ACTIVE SART'. When active the unit also transmits a position message (message 1 with a 'Navigation Status' = 14) in a burst of 8 messages once per minute.
AIS SARTs are also used in maritime survivor locating devices (MSLD) or man overboard (MOB) devices, as specified in RTCM 11901.1, Standard for Maritime Survivor Locating Devices as well as for AIS locating beacons on 406 MHz EPIRBs.  Standard AIS SARTs can be identified by MMSI's beginning with the numbers "970", AIS maritime survivor locating devices or MOBs with MMSIs beginning with "972", and AIS EPIRB with MMSIs beginning with "974".  All categories of AIS SARTs will be displayed on IMO-mandated shipboard navigation displays.

AIS base station (IEC 62320-1)

Shore-based station providing text messages, time synchronization, meteorological or hydrological information, navigation information, or position of other vessels. Normally reports (message 4) every ten seconds.

Applications and limitations

The benefits of AIS Transponders in a few words:

  • AIS improves the safety at sea
  • The problem with Radar shadows does not apply for AIS
  • The functionality of AIS is never impaired by bad weather conditions
  • In addition to radar the AIS significantly improves safety of crew, ship, and cargo.

Collision avoidance

AIS was developed by the IMO technical committees as a technology to avoid collisions among large vessels at sea that are not within range of shore-based systems. The technology identifies every vessel individually, along with its specific position and movements, enabling a virtual picture to be created in real time. The AIS standards include a variety of automatic calculations based on these position reports such as Closest Point of Approach (CPA) and collision alarms.

While requirements of AIS are to display only very basic text information, the data obtained can be integrated with a electronics navigational charts (ENC) like our Link2AIS, complete electronics chart display systems (ECDIS), radar displays or a combination of them, providing consolidated navigational information on a single display. Some very new systems like the Nauticast Officer of the watch Information System (OIS) are displaying the information remotely on board of the ship.
When a ship is navigating at sea, information about the movement and identity of other ships in the vicinity is critical for navigators to make decisions to avoid collision with other ships and dangers (shoal or rocks). Visual observation (e.g., unaided,binoculars, and night vision), audio exchanges (e.g., whistle, horns, and VHF radio), and radar or Automatic Radar Plotting Aid are historically used for this purpose. These preventative mechanisms, however, sometimes fail due to time delays, radar limitations, miscalculations, and display malfunctions and can result in a collision.

Fishing fleet monitoring and control

AIS is widely used by national authorities to track and monitor the activities of their national fishing fleets. AIS enables authorities to reliably and cost effectively monitor fishing vessel activities along their coast line, typically out to a range of 60 miles (depending on location and quality of coast based receivers/base stations) with supplementary data from satellite based networks.

Vessel traffic services

In busy waters and harbors, a local vessel traffic service (VTS) may exist to manage ship traffic. Here, AIS provides additional traffic awareness and information about the configuration and movements of ships.

Maritime security

AIS enables authorities to identify specific vessels and their activity within or near a nation's Exclusive Economic Zone. When AIS data is fused with existing radar systems, authorities are able to differentiate between vessels more easily. AIS data can be automatically processed to create normalized activity patterns for individual vessels, which when breached, create an alert, thus highlighting potential threats for more efficient use of security assets.
AIS improves maritime domain awareness and allows for heightened security and control. Additionally, AIS can be applied to freshwater river systems and lakes.

Search and rescue

For coordinating on-scene resources of a marine search and rescue (SAR) operation, it is imperative to have data on the position and navigation status of other ships in the vicinity. In such cases, AIS can provide additional information and enhance awareness of available resources, even if the AIS range is limited to VHF radio range. The AIS standard also envisioned the possible use on SAR aircraft, and included a message (AIS Message 9) for aircraft to report their position.
To aid SAR vessels and aircraft in locating people in distress, the specification (IEC 61097-14 Ed 1.0) for an AIS-based SAR transmitter (AIS-SART) was developed by the IEC´s TC80 AIS work group. AIS-SART was added to Global Maritime Distress Safety System regulations effective January 1, 2010. AIS-SARTs have been available on the market since at least 2009.
Recent regulations have mandated the installation of AIS systems on all Safety Of Life At Sea (SOLAS) vessels and vessels over 300 tons.

Accident investigation

AIS information received by VTS is important for accident investigation since it provides accurate data on time, identity, GPS-based position, compass heading, course over ground, speed (by log/SOG), and rates of turn, rather than the less accurate information provided by radar.
A more complete picture of the events could be obtained by Voyage Data Recorder (VDR) data if available and maintained on board for details of the movement of the ship, voice communication and radar pictures during the accidents. However, VDR data are not maintained due to the limited twelve hours storage by IMO requirement.



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