AIS (Automatic Identification System)

AIS (Automatic Identification System)
The Shipborne Automatic Identification System (AIS) is a vessel tracking system capable of
communicating navigation information automatically between AIS equipped vessels and
coastal authorities. It is a collision avoidance system that gives information all the ships in
your area, their speed and courses and how to contact them (name, callsign, MMSI). This
information is publically broadcast on VHF radio which can be picked up either by other
ships or by shore-based receivers.
AIS provides a tool for improved safety and collision avoidance. Since 2004, the
International Maritime Organization (IMO) has instituted carriage requirements for vessels
affecting both worldwide and local shipping traffic. These carriage requirements apply to
commercial vessels subject to the Safety of Life at Sea (SOLAS) convention
The AIS system consists of the following:
Dedicated Antenna working on VHF frequency
Receiver and transmitter
Processor
Display screen
Principle
AIS is working on the VHF frequency. The data are transmitted by using STDMA (self-
organizing time division multiple access).The STDMA uses the precise timing of the GPS
signal to synchronise multiple data transmission from many users on a single narrow band
channel.
Each ship transmits and receives data from all ships within an area called the CELL of the
ship. The size of the cell depend upon the traffic density.
In STDMA, each minute of time is divided into 2250 time slots. Each slot is of 26.67
milliseconds and contains 256 bits of data. The rate, of transmission, is 9600 bits per
second.The selection of time slot for a ship is automatic and on a random basis.When a ship
enters a cell, the free slot will be occupied by that ship.
To avoid any overlapping, a highly standard time reference is required, which is provided by
the GPS.
Working
AIS is fitted with two receivers, one transmitter VHF DSC receiver Standard marine
electronic communication link providing the various input data. The AIS transmission uses
9.6 kb GMSK FM over 25 or 12.5kHz channel using HDLC Packet control. Each AIS
transmits and receives over two radio channel to avoid interference problems. Each station
determines its own transmission slot based on the data link traffic history and knowledge of
future actions by other stations.
//GMSK stands for Gaussian Minimum Shift Keying. This is a modulation scheme in
which the phase of the carrier is instantaneously varied by the "modulating" signal (i.e.
the information to transmit). .//
//HDLC (High-level Data Link Control) is a group of protocols or rules for transmitting
data between network points (sometimes called nodes). ...//
AIS Message
AIS data falls categories:
a) Static data
b) Dynamic data
c) Voyage related data
d) Safety related data
Static Data:
IMO Number
Call sign and name
Length and beam
Type of ship
Location of position fixing antenna
The static data is sent every six minutes unless changed.

Dynamic Data:
Ship’s position
Time in UTC
Course over ground
Speed over ground
Heading
Navigation status
Rate of turn
Angle of heel
Pitch and Roll
Voyage-related data:
This information is entered manually sent every six minutes.
Ship’s draft
Destination and ETA
Route plan
Safety related messages:

The safety messages are normally sent in the text form and may be directed to one station or
various stations and sent only when required.
Purpose
To improve the safety of navigation by assisting in the efficient navigation of ship, protection
of the environment, and operation of Vessel Traffic Services (VTS), by satisfying the
following functional requirements:
(1) In a ship-to-ship mode for collision avoidance;

(2) As a means for littoral States to obtain information about a ship and its cargo; and
(3) As a VTS tool, i.e. ship-to-shore (traffic management).
Types of AIS
There are two types of AIS. (1) Type ‘A’, (2) Type *B
Class ‘A’ AIS unit broadcasts the following information every 2 to 10 seconds while
underway, and every 3 minutes while at anchor at a power level of 12.5 watts. The
information broadcast includes:
 MMSI number – unique referenceable identification
 Navigation status – not only are “at anchor” and “under way using engine*
currently defined, but “not under command” is also currently defined.
 Rate of turn – right or left, 0 to 720 degrees per minute Speed over ground -1/10
knot resolution from 0 to 102 knots.
 Position accuracy – differential GPS or other and an indication if RAIM processing
is. being used Longitude – to 1/10000 minute and Latitude – to 1/10000 minute
 Course over ground – relative to true north ta 1/10th degree
 True Heading – 0 to 359 degrees derived from gyro input
 Timestamp – The universal time to nearest second that this information was
generated
 Type of position fixing device – various options from differential GPS to undefined
 Draught of ship -1/10 meters to 25.5 meters [note “air draught” is not provided]
 Destination – 20 characters are provided
Estimated time of Arrival at destination – month, day, hour, and minute in UTC.
The Class B is nearly identical to the Class A, except the Class B:
Has a reporting rate less than a Class A (e.g. every 30 sec. when under 14 knots, as opposed
to every 10 sec. for Class A)
 Does not transmit the vessel’s IMO number or call sign
 Does not transmit ETA or destination
 Does not transmit navigational status
 Is only required to receive, not transmit, text safety messages
 Is only required to receive, not transmit, application identifiers (binary messages)
 Does not transmit rate of turn information, maximum present static draught.
Performance standards
The AIS should be capable of
 providing to ships and to competent authorities, information from the ship,

automatically and with the required accuracy and frequency, to facilitate accurate
tracking.
 Transmission of the data should be with the minimum involvement of ship’s
personnel and with a high level of availability.
 receiving and processing information from other sources, including that from a
competent
 authority and from other ships;
 responding to high priority and safety related calls with a minimum of delay; and
providing positional and manoeuvring information at a data rate adequate to
facilitate accurate tracking by a competent authority and other ships.
Functionality
The system should be capable of operating in a number of modes:
 an “autonomous and continuous” mode for operation in all areas. This mode should
be capable of being switched to/from one of the following alternate modes by a
competent authority;
 an “assigned” mode for operation in an area subject to a competent authority
responsible for traffic monitoring such that the data transmission interval and/or
time slots may be set remotely by that authority; and
 a “polling” or a controlled mode where the data transfer occurs in response to
interrogation from a ship or competent authority
The AIS should comprise:
 a communication processor, capable of operating over a range of maritime

frequencies, with an appropriate channel selecting and switching method, in
support of both short and long range applications;
 a means for processing data from an electronic position-fixing system which
provides resolution of one ten-thousandth of a minute of arc and uses the WGS-
84 datum.;
 a means to automatically input data from other sensors meeting the provisions as
specified for position
 a means to input and retrieve data manually;
 a means of error checking the transmitted and received data; and
 a built-in test equipment (BITE).
User Interface
To enable a user to access, select and display the information on a separate system, the AIS
should be provided with an interface conforming to an appropriate international marine
interface standard.
Permissible Initialization Period
The installation should be operational within 2 min of switching on.

Limitation of AIS
 Small crafts may not be fitted with AIS
 AIS might have switched off on other ship
 Erroneous data might have entered
 Accuracy of data received depend on the accuracy of data transmitted
 Error in sensor’s input data,
 Failure of sensors to provide data
 Cell of vessel may be full
Precautions while using AIS in collision avoidance
 AIS is an additional source of navigational information. It does not replace other nav
aids Should not rely solely on AIS.
 Watches must be kept as per STCW.It does not have any impact on the composition
of watch arrangement.
 Swapping of targets.

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AIS (Automatic Identification System)

The static data is sent every six minutes unless changed.

This information is entered manually sent every six minutes.

Safety related messages:

(1) In a ship-to-ship mode for collision avoidance;

 providing to ships and to competent authorities, information from the ship,

The AIS should comprise:

 a communication processor, capable of operating over a range of maritime

The installation should be operational within 2 min of switching on.

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