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
Destination, ETA, Cargo, Voyage
Voyage Information
Status
Tx Binary
Yes
Messages

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

[1]

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

Ships at anchor or moored and not moving

faster than 3 knots

3 minutes

Ship 0-14 knots

12 seconds

Ship 0-14 knots and changing course

4 seconds

Ship 14-23 knots

6 seconds

Ship 14-23 knots and changing course

2 seconds

Ship >23 knots

3 seconds

Ship >23 knots changing course

2 seconds

Table 1 - Reporting intervals for AIS on board SOLAS vessels

Voyage related information: Every 6 minutes, when is data

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.