An Automatic Identification System (AIS) Uses Dynamic Digital Broadcast Radios Carried On

An Automatic Identification System (AIS) uses dynamic digital broadcast radios carried on
vessels. AIS autonomously broadcast relevant information about the vessel at regular intervals
depending on the vessel’s speed, maneuvering or operational status.
The officer of the watch (OOW) should always be aware that other ships, in particular leisure craft,
fishing boats and warships, and some coastal shore stations including Vessel Traffic Service (VTS)
center’s, might not be fitted with AIS.
The OOW should always be aware that AIS fitted on other ships as a mandatory carriage
requirement might, under certain circumstances, be switched off on the master's professional
judgement.
Ship's data content
The AIS information transmitted by a ship is of three different types:
- static information, which is entered into the AIS on installation and need only be changed if the
ship changes its name, Maritime Mobile Service Identity (MMSI), location of the electronic position
fixing system (EPFS) antenna, or undergoes a major conversion from one ship type to another;
- dynamic information, which, apart from "Navigational status" information, is automatically
updated from the ship sensors connected to AIS; and - voyage-related information, which might need
to be manually entered and updated during the voyage.
-Short safety-related messages are fixed or free format text messages addressed either to a
specified destination (MMSI) or all ships in the area. Their content should be relevant to the safety of
navigation, e.g. an iceberg sighted or a buoy not on station.
Messages should be kept as short as possible. The system allows up to 158 characters per
message but the shorter the message the more easily it will find free space for transmission.
At present these messages are not further regulated, to keep all possibilities open.
Operator acknowledgement may be requested by text message. The operator should be aware that
there are special safety-related messages and special user identities from devices such as the AIS-
SART. There is no need for acknowledgement by text message.
Short safety-related messages are only an additional means of broadcasting maritime safety
information. Whilst their importance should not be underestimated, use of such messages does not
remove any of the requirements of the GMDSS.
The operator should ensure that he displays and considers incoming safety-related messages and
should send safety-related messages as required.
According to SOLAS regulation V/31 (Danger messages) "The master of every ship which meets
with dangerous ice, a dangerous derelict, or any other direct danger to navigation, or ...is bound to
communicate the information by all the means at his disposal to ships at his vicinity, and also to the
competent authorities..."
Normally this is done via VHF voice communication, but "by all the means" now implies the
additional use of the AIS short messages application, which has the advantage of reducing
difficulties in understanding, especially when noting down the correct position.
Confidentiality When entering any data manually, consideration should be given to the confidentiality
of this information, especially when international agreements, rules or standards provide for the
protection of navigational information.
OPERATION OF AIS ON BOARD OPERATION OF THE TRANSCEIVER UNIT ACTIVATION
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 or where
security incidents are imminent, the AIS may be switched off. Unless it would further compromise the
safety or security, if the ship is operating in a mandatory ship reporting system, the master should
report this action and the reason for doing so to the competent authority. Actions of this nature
should always be recorded in the ship's logbook together with the reason for doing so.
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. Ship's own data will be transmitted after a two-minute
initialization period. In ports AIS operation should be in accordance with port requirements.
Manual input of data
The OOW should manually input the following data at the start of the voyage and whenever changes
occur, using an input device such as a keyboard: - ship's draught; - hazardous cargo; - departure,
destination and ETA; - route plan (way points); - the correct navigational status; and - short safety-
related text messages. It is recommended to use the United Nations Code for Trade and Transport
Locations (UN/LOCODE) for the entry of the port of destination.
In addition, it is recommended that the existing destination field be used for entering both the port of
departure and the next port of call (space for 20 characters of 6 bit ASCII is available) using the
UN/LOCODE.
To ensure that own ship's static information is correct and up-to-date, the OOW should check the
data whenever there is a reason for it. As a minimum, this should be done once per WATCH. The
data may be changed only on the authority of the master.
The OOW should also periodically check the following dynamic information: - positions given
according to WGS 84; - speed over ground; and - sensor information.
After activation, an automatic built-in integrity test (BIIT) is performed. In the case of any AIS
malfunction an alarm is provided, and the unit should stop transmitting.
The quality or accuracy of the ship sensor data input into AIS would not however be checked by the
BIIT circuitry before being broadcast to other ships and shore stations. The ship should therefore
carry out regular routine checks during a voyage to validate the accuracy of the information being
transmitted. The frequency of those checks would need to be increased in coastal waters.
INHERENT LIMITATIONS OF AIS

The OOW should always be aware that other ships, in particular leisure craft, fishing boats and
warships, and some coastal shore stations including VTS centers, might not be fitted with AIS. 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 judgement of the master.
In other words, the information given by the AIS may not be a complete picture of the situation
around the ship.
OOW 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.
USE OF AIS IN COLLISION AVOIDANCE SITUATIONS
The potential of AIS as an assistance for anti-collision device is recognized and AIS may be
recommended as such a device in due time.
Nevertheless, AIS information may merely 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
AIS is an additional source of navigational information. It does not replace, but supports, navigational
systems such as radar target-tracking and VTS; and the use of AIS does not negate the
responsibility of the OOW to comply at all times with the Collision Regulations, when determining
whether risk of collisions exists.
OOW should not rely on AIS as the sole information system, but should make use of all safety-
relevant information available.
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.
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. 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 maneuvers, 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.
Nevertheless, AIS information may merely 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 of navigational information. It does not replace, but supports,
navigational systems
such as radar target-tracking and VTS; and
.2 the use of AIS does not negate the responsibility of the OOW to comply at all times with the
Collision Regulations,
Security
A security mechanism should be provided to detect disabling and to prevent unauthorized alteration
of input or transmitted data.

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INHERENT LIMITATIONS OF AIS

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