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 lin to shi!"oard dis!lay
and sensor systems# $osition and timin% information is normally
derived from an inte%ral or e&ternal %lo"al navi%ation satellite system
'e#%# ($S) receiver, includin% a medium fre*uency differential (+SS
receiver for !recise !osition in coastal and inland waters# ,ther
information "roadcast "y the AIS, if availa"le, is electronically
o"tained from shi!"oard e*ui!ment throu%h standard marine data
connections# Headin% information and course and s!eed over
%round would normally "e !rovided "y all AIS-e*ui!!ed shi!s# ,ther
information, such as rate of turn, an%le of heel, !itch and roll, and
destination and ETA could also "e !rovided# AIS e*ui!ment is also
has ."uilt in test e*ui!ment/ '0ITE)
AIS is an identification system that uses VHF communication to
transmit and receive AIS data#AIS o!erates !rinci!ally on two
dedicated fre*uencies or VHF channels
AIS 1- 121#345 MH6-channel 740 'sim!le&, for shi! to shi!) and AIS
8- 128#985 MH6-channel 770 'Du!le& for shi! to shore)#:here these
channels are not availa"le re%ionally, the AIS can "e set to alternate
desi%nated channels.
In other words AIS is a shi!"oard "roadcast system that acts lie a
trans!onder, o!eratin% in the VHF maritime "and# It uses Self-
,r%ani6in% Time Division Multi!le Access 'S,TDMA) technolo%y to
meet this hi%h "roadcast rate and ensure relia"le shi!-to-shi!
o!eration# For this !recise timin% data in the ($S si%nals is used to
synchroni6e multi!le data transmissions from many users on a sin%le
narrow "and channel# The area in which AIS messa%es can "e
received is called shi!;s cell#'Ashore, a re!eater can "e used to
increase the covera%e of a cell)#Each shi! in this way in this way is at
the centre of its own communication cell# If the AIS messa%es "e%in
to overload the networ, it automatically shrins its cell "y i%norin%
weaer stations further away in favour of those near"y# The man
"ehind this revolutionary conce!t is Swedish inventor named Hean
<ans#
The AIS trans!onder normally wors in an autonomous and
continuous mode, re%ardless of whether it is o!eratin% in the o!en
seas or coastal or inland areas# Althou%h only one radio channel is
necessary, each station transmits and receives over two radio
channels to avoid interference !ro"lems, and to allow channels to "e
shifted without communications loss from other shi!s# The system
!rovides for automatic contention resolution "etween itself and other
stations, and communications inte%rity is maintained even in
overload situations#
Each station determines its own transmission schedule 'slot),
"ased u!on data lin traffic history and nowled%e of future actions
"y other stations# A !osition re!ort from one AIS station fits into one
of 8859 time slots esta"lished every 29 seconds# AIS stations
continuously synchroni6e themselves to each other, to avoid overla!
of slot transmissions# Slot selection "y an AIS station is randomi6ed
within a defined interval, and ta%%ed with a random timeout of
"etween 9 and 7 frames# :hen a station chan%es its slot
assi%nment, it !re-announces "oth the new location and the timeout
for that location# In this way new station, includin% those stations
which suddenly come within radio ran%e close to other vessels will
always "e received "y those vessels#
AIS CLASS B WITH CSTDMA PRINCIPLE
AIS Class B - transponders are designed for carriage by sub-SOLAS vessels. Each
consists of one V! trans"itter# t$o V! Carrier Sense %i"e &ivision 'ultiple
Access (CS%&'A) receivers# one of $hich is "ultiple*ed $ith the V! &igital
Selective Calling (&SC) receiver# and a +,S active antenna. Although the data output
for"at supports heading infor"ation# in general units are not interfaced to a co"pass#
so these data are seldo" trans"itted
!or a variety of reasons# including reduced co"ple*ity# AIS Class B adopts a different
approach using a Carrier-Sense %&'A (CS%&'A) protocol# re-uiring the unit to
.listen-before-trans"it.. %he sche"e $as designed to be bac/$ards-co"patible $ith
.Class A. by delaying the ti"e $hen the .Class B. tries to trans"it# allo$ing ti"e for
the unit to detect if another device is already using the slot# in $hich case it $ill abort
its trans"ission and try again in another slot. %his re-uires the Class B unit to "onitor
the bac/ground radio noise level and "easure the inco"ing radio signal strength at
the beginning of a slot - in the $orst case# it could have only 0123s in $hich to
acco"plish the sensing process. %his also restricts the CS%&'A units to single slot
trans"ission.
Slot %i"ing is vital to the overall perfor"ance of the syste"4 ensuring trans"issions
do not overlap and collide. In the So%&'A syste"# ti"ing is derived fro" the +5SS
sensor# $hich provides an accurate 6%C signal. In the .Class B. CS%&'A syste"#
ti"ing is derived fro" other units by listening to the Class A broadcasts around it and
deter"ining the ti"ing fro" .ti"e of arrival. of the data fields for trans"issions.
%able sho$s the significant differences bet$een the t$o classes7
AIS Class A AIS Class B
%* ,o$er 128 28
29/: Channel ;es ;es
12.9/: Channel ;es
<1=
5o
&SC %* ;es 5o
&SC >* &edicated >* %i"e-shared $ith AIS
,rotocol So%&'A CS%&'A
%i"ing Source +5SS Off-air
%* 'essage Length
1 to 9 Slots
("a* of 0 slots reco""ended)
1 Slot ((using CS%&'A)
%* ,A >ise %i"e ? bits 0 bits
>eporting >ate 1@ secs to 0 "ins 0@ secs or 0 "ins
E*ternal Interfaces >o%# Cog# Co"pass# +,S 5one
Vessel Infor"ation
5a"e# ''SI# I'O 5u"ber#
&i"ensions
5a"e# ''SI#
&i"ensions
Voyage Infor"ation
&estination# E%A# Cargo# Voyage
Status

%* Binary
'essages
;es Li"ited
<1=
It is anticipated that 12.9/: channels $ill be re"oved fro" Class A re-uire"ents#
as they have never been i"ple"ented.
There are = modes of o!eration of AIS>
Autonomous and ontinuous mode > In this mode AIS
automatically defines its own re!ortin% rate in accordance with its
navi%ational mode, s!eed and course# The unit also selects its own
time slots# This is normal mode for o!eration in all areas "ut the
mode may "e switched from?to Assi%ned or $olled?Controlled mode
"y a com!etent authority via a "ase station on shore#
Assi!ned Mode" A com!etent authority res!onsi"le for traffic
monitorin% may remotely set transmissions intervals and?or time slots
for the vessel mo"ile stations# :hen o!eratin% in Assi%ned mode, the
mo"ile station will transmit !osition data on a sli%htly different format,
AIS Messa%e Ty!e 8, instead of the transmitted AIS Messa%e Ty!e
1# In Assi%ned mode the mo"ile station does not chan%e its re!ortin%
rate when chan%in% course and s!eed# Assi%nments are limited in
time and will "e reissued "y the com!etent authority when needed#
Thus Assi%ned mode only affects the transmission and not rece!tion
of !osition re!orts#
Po##ed$Contro##ed Mode> In this mode mo"ile station will
automatically res!ond to interro%ation messa%es from a shi! or
com!etent authority# The res!onse is transmitted on the channel
where the interro%ation messa%e was received# ,!eration in $olled
mode does not conflict with the o!eration in other two modes#
Message types and formats
AIS em!loys the !rinci!le of usin% a shi!;s s!eed and manoeuvrin%
status as a means of %overnin% information u!date rates and
ensurin% the a!!ro!riate levels of !ositional accuracy for shi!
tracin%# This is shown in Ta"le 1# A similar !rocess is a!!lied to the
content of shi! information messa%es to ensure that the data "ein%
transferred is not encum"ered with static or low !riority information#
The different information ty!es, identified as .static/, .dynamic/ or
.voya%e related/ are valid for a different time !eriods and thus re*uire
a different u!date rate#
Information included in the various messa%e ty!es is>
Stati in%ormation> Every 6 minutes and on request
o MMSI@
o IM, num"er 'where availa"le)@
o Call si%n A name@
o <en%th and "eam@
o Ty!e of shi!@ and
o <ocation of the !osition-fi&in% antenna on the shi! 'aft of
"ow? !ort or star"oard of centreline)#
D&nami in%ormation> Dependant on speed and course
alteration (see Table 1)
o Shi!;s !osition with accuracy indication and inte%rity status@
o $osition time stam! 'in BTC)@
o Course over %round 'C,()@
o S!eed over %round 'S,()@
o Headin%@
o +avi%ational status 'e#%# at anchor, underway, a%round etc# -
this is input manually)@ and
o Cate of turn 'where availa"le)#
o An%le of Heel 'o!tional)
o $itch A Coll 'o!tional)
SHI$DS MA+,EBVCI+( C,+DITI,+
+,MI+A< CE$,CTI+(
I+TECVA<
Shi!s at anchor or moored and not movin%
faster than = nots
= minutes
Shi! 9-1E nots 18 seconds
Shi! 9-1E nots and chan%in% course E seconds
Shi! 1E-8= nots 2 seconds
Shi! 1E-8= nots and chan%in% course 8 seconds
Shi! F8= nots = seconds
Shi! F8= nots chan%in% course 8 seconds
Ta"le 1 - Ce!ortin% intervals for AIS on "oard S,<AS vessels
Voya%e related information> Every 6 minutes, when is data
amended, or on request
o Shi!;s drau%ht@
o Ha6ardous car%o 'ty!e)@
o Destination and ETA 'at masters discretion)@ and
o Coute !lan 'way!oints)#
S'ort sa%et&(re#ated messa!es>
Free format te&t messa%e - sent as re*uired#
PSE)DO AIS
Shi!s fitted with AIS should not "e de!rived of information from shi!s
not havin% AIS# This information will "e %enerated "y the VTIS A
transmitted to shi!s with AIS#
OPERATION O* AIS
If the Master "elieves that continuous o!eration of AIS mi%ht
com!romise the safety or security of his shi!, the AIS may "e
switched off# $ro!er lo% entry statin% reasons must "e made A AIS
switched on as soon as the dan%er is over#
Pi#ot P#u! "
This is to "e !rovided near the connin% !osition alon% with a source
of !ower su!!ly so that !ilot can connect his ECS?ECDIS#
AD+ANTA,ES O* AIS
1# Free u! VHF channels#
8# ABT,MATIC A+D FAST C,MMB+ICATI,+
=# SAFE +AVI(ATI,+> AIS can also "e installed on "uoys, "eacons
and navaids#This may also re!lace racons#
E# C,<<ISI,+ AV,IDA+CE> It can "e used for tracin% vessels
within areas with "ad radar covera%e lie narrow channel "ends,
shadow areas in archi!ela%oes and solid, continuous clutter caused
"y heavy rains# It is also not affected "y !ro"lems of tar%et swa!!in%
as in AC$A#
5# Search and Cescue ,!erations> It will allow SAC coordinators to
monitor the movements of all surface shi!s, aircraft and helico!ters
involved in the rescue effort#
2# $,<<BTI,+ $CEVE+TI,+
4# I+TE(CATI,+ :ITH VDC 'I+VESTI(ATI,+)
7# I+TE(CATI,+ :ITH CADAC T, E+HA+CE CA$A0I<ITIES I+
0,TH VTS A+D SHI$0,ACD SGSTEM> Com"ined Cadar-AIS trac
is more accurate and relia"le than a radar trac alone# It !rovides a
!owerful tool for monitorin% and controllin% movement of vessels
throu%h restricted waters, har"ours and narrow channels#
3# VESSE< B$TIME, A+D CE<ATED 0BSI+ESS 0E+EFITS> AIS
channels can "e used to transmit !ort data, !ilota%e, and "erth
assi%nments, shi!!in% a%ency information, tides, and currents etc
re!orts#
19# Short Messa%e Services> AIS has facility for transmittin% a safety
related messa%e limited to a ma&imum of 181 characters at a time to
an individual user, user %rou! or VTS centre# It is also !ossi"le to
automatically forward this information as an email via <A+?:A+ to
shi! owner?a%ent#
Caution w'i#e usin! AIS"
1-Certain elements of the dynamic information transmitted "y AIS
may "e !rovided from sensors which lac com!rehensive inte%rity
monitorin% and whose accuracy has not "een tested# Mariners
should "e aware of this limitation when viewin% information on shi!
"orne navi%ational dis!lay#
8# ,ver reliance on AIS information for navi%ational safety should "e
avoided until ste!s can "e taen to ensure that all transmittin% shi!s
!rovide the necessary de%ree of data accuracy and inte%rity for all
connected sensors#
=# $osition's) of shi!s received on AIS dis!lay may not "e referenced
to :(S 7E datum#
E# Bse of AIS in collision avoidance situations>
- It does not re!lace "ut su!!orts navi%ational systems lie radar#
- It does not ne%ate ,,:;s res!onsi"ility to com!ly with C,C
- It should not have any im!act on determinin% the com!osition of
navi%ational watch which is to "e in accordance with STC:
convention#
Regulations for carriage of AIS
Regulation 19 of SOLAS Chapter V - Carriage requirements
for shipborne navigational systems and equipment - sets out
navigational equipment to be carried on board ships,
according to ship type. In !!!, I"# adopted a ne$
requirement %as part of a revised ne$ chapter V& for all
ships to carry automatic identification systems %'I(s&
capable of providing information about the ship to other
ships and to coastal authorities automatically.
)he regulation requires 'I( to be fitted aboard all ships of
*!! gross tonnage and up$ards engaged on international
voyages, cargo ships of +!! gross tonnage and up$ards not
engaged on international voyages and all passenger ships
irrespective of si,e. )he requirement became effective for all
ships by *1 -ecember !!..
(hips fitted $ith 'I( shall maintain 'I( in operation at all
times e/cept $here international agreements, rules or
standards provide for the protection of navigational
information.
' flag (tate may e/empt ships from carrying 'I(s $hen
ships $ill be ta0en permanently out of service $ithin t$o
years after the implementation date. 1erformance standards
for 'I( $ere adopted in 1992.
)he regulation applies to ships built on or after 1 3uly !!
and to ships engaged on international voyages constructed
before 1 3uly !!, according to the follo$ing timetable4
passenger ships, not later than 1 3uly !!*5
tan0ers, not later than the first survey for safety
equipment on or after 1 3uly !!*5
ships, other than passenger ships and tan0ers, of
+!,!!! gross tonnage and up$ards, not later than 1
3uly !!..
'n amendment adopted by the &iplo"atic Conference on 'ariti"e
Security in -ecember !! states that, additionally, ships of
*!! gross tonnage and up$ards but less than +!,!!! gross
tonnage, are required to fit 'I( not later than the first
safety equipment survey after 1 3uly !!. or by *1
-ecember !!., $hichever occurs earlier. %)he original
regulation adopted in !!! e/empted these vessels.&
PER*ORMANCE STANDARDS *OR AIS
AIS SHA<<>
$C,VIDE ABT,MATICA<<G T, A$$C,$CIATE<G EHBI$$ED
SH,CE STATI,+S, ,THEC SHI$S A+D AICCCAFT
I+F,CMATI,+, I+C<BDI+( THE SHI$;S IDE+TITG, TG$E,
$,SITI,+, C,BCSE, S$EED, +AVI(ATI,+ STATBS A+D ,THEC
SAFETG CE<ATED I+F,CMATI,+
CECEIVE ABT,MATICA<<G SBCH I+F,CMATI,+ FC,M
SIMI<AC<G FITTED SHI$S
M,+IT,C A+D TCACI SHI$S
EJCHA+(E DATA :ITH SH,CE 0ASED FACI<ITIES
THE SGSTEM SH,B<D 0E A0<E T, HA+D<E A MI+IMBM ,F
8999 CE$,CTS $EC MI+BTE T, ADEHBATE<G $C,VIDE F,C
A<< ,$ECATI,+A< SCE+ACI,S E+VISI,+ED#
THE INSTALLATION SHO)LD .E OPERATIONAL WITHIN
/ MIN)TES O* SWITCHIN, ON-
THE AIS AND ASSOCIATED SENSORS SHO)LD .E
POWERED *ROM THE SHIP0S MAIN SO)RCE O*
ELECTRICAL ENER,1-IN ADDITION2 IT SHO)LD .E
POSSI.LE TO OPERATE THE AIS AND ASSOCIATED
SENSORS *ROM AN ALTERNATI+E SO)RCE O* POWER-