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Automatic identification system

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The Automatic Identification System (AIS) is an automatic tracking system used on ships and by vessel traffic services (VTS) for identifying and locating vessels by electronically exchanging data with other nearby ships and AIS Base stations. AIS information supplements marine radar, which continues to be the primary method of collision avoidance for water transport.

A marine traffic coordinator using AIS and radar to manage vessel traffic.
An AIS-equipped system on board a ship presents the bearing and distance of nearby vessels in a radar-like display format.
A graphical display of AIS data on board a ship.

Information provided by AIS equipment, such as unique identification, position, course, and speed, can be displayed on a screen or an ECDIS. AIS is intended to assist a vessel's watchstanding officers and allow maritime authorities to track and monitor vessel movements. AIS integrates a standardized VHF transceiver with a positioning system such as a LORAN-C or GPS 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 are fitted with special AIS receivers.

The International Maritime Organization's International Convention for the Safety of Life at Sea requires AIS to be fitted aboard international voyaging ships with 300 or more GT GT uses unsupported parameter (help), and all passenger ships regardless of size.[1] It is estimated that more than 40,000 ships currently carry AIS class A equipment.[citation needed] In 2007, the new Class B AIS standard was introduced which enabled a new generation of low-cost AIS transceivers. This has triggered multiple additional national mandates from Singapore, China, Turkey, and North America affecting hundreds of thousands of vessels. In 2010, the most commercial vessels operating on the EU inland waterways were mandated to fit an inland-waterway-modified and -approved AIS Class A device. The entire EU fishing fleet over 15 meters was given until 2014 to do the same. Additionally, a number of other countries, including China, India, the United States, and Singapore, have started AIS mandate programs which require large numbers of vessels to fit an approved AIS device for safety and national security purposes.

Applications and limitations

Collision avoidance

AIS was developed to avoid collisions among large vessels at sea that are not within range of shore-based systems. Due to the limitations of VHF radio communications, and because not all vessels are equipped with AIS, the system is meant to be used primarily as a means of lookout and to determine the risk of collision rather than as an automatic collision avoidance system, in accordance with the International Regulations for Preventing Collisions at Sea.

A vessel's text-only AIS display, listing nearby vessels' range, bearings, and names

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.

While requirements of AIS are to display only very basic text information, the data obtained can be integrated with a graphical electronic chart or a radar display, providing consolidated navigational information on a single display.

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 improves maritime domain awareness and allows for heightened security and control. Additionally, AIS can be applied to freshwater river systems and lakes.

Aids to navigation

AIS was developed with the ability to broadcast the positions and names of objects other than vessels, such as navigational aid and marker positions and dynamic data reflecting the marker's environment (e.g., currents and climatic conditions). These aids can be located on shore, such as in a lighthouse, or on water, platforms, or buoys. The U.S. Coast Guard has suggested that AIS might replace racon (radar beacons) currently used for electronic navigation aids.[2]

The ability to broadcast navigational aid positions has also created the concepts of Synthetic AIS and Virtual AIS. In the first case, an AIS transmission describes the position of a physical marker but the signal itself originates from a transmitter located elsewhere. For example, an on-shore base station might broadcast the position of ten floating channel markers, each of which is too small to contain a transmitter itself. In the second case, it can mean AIS transmissions that indicate a marker which does not exist physically, or a concern which is not visible such as submerged rocks or a shipwreck. Although such virtual aids would only be visible to AIS-equipped ships, the low cost of maintaining them could lead to their usage when physical markers are unavailable.

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.[3] AIS-SARTs have been available on the market since at least 2009.[4]

Recent regulations have mandated the installation of AIS systems on all Safety Of Life At Sea (SOLAS) vessels and vessels over 300 tons. "CML Marine AIS White Paper".</ref>

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.

Other reference:

Binary messages

AIS messages 6, 8, 25, and 26 provide "Application Specific Messages" (ASM), that allow "competent authorities" to define additional AIS message subtypes. There are both "addressed" (ABM) and "broadcast" (BBM) variants of the message. Addressed messages, while containing a destination MMSI, are not private and may be decoded by any receiver.

One of the first uses of ASMs was the Saint Lawrence Seaway use of AIS binary messages (message type 8) to provide information about water levels, lock orders, and weather. The Panama Canal uses AIS type 8 messages to provide information about rain along the canal and wind in the locks. In 2010, the International Maritime Organization issued Circular 289 that defines the next iteration of ASMs for type 6 and 8 messages.[5] Alexander, Schwehr and Zetterberg proposed that the community of competent authorities work together to maintain a regional register of these messages and their locations of use.[6]

Computing and networking

Several computer programs have been created for use with AIS data. Some programs such as ShipPlotter and Gnuais use a computer to demodulate the raw audio from a modified marine VHF radiotelephone, tuned to the AIS frequencies (Channel 87 – 161.975 MHz and Channel 88 – 162.025 MHz) into AIS data.

Some programs can re-transmit the AIS information to a local or global network (via TCP or UDP) allowing the public or authorized users to observe vessel traffic from the web. Some programs display AIS data received from a dedicated AIS receiver onto a computer or chartplotter.

Computer AIS monitoring programs, by definition do not possess AIS transponders. Most AIS physical devices (like USB VHF radio dongles) do not contain AIS transponders.

With these monitoring systems your position (or your vessel's position) will not be transmitted. However, these devices may be used as an inexpensive alternative to AIS devices for smaller vessels if no other viable alternative can be found.

Ship enthusiasts also use such systems to track and find vessels to add to their photo collections.[7]

AIS data on the Internet

AIS position data are available on the Internet through privately operated geographic information systems. In December 2004, the IMO's Maritime Safety Committee condemned the Internet publication of AIS data as follows:[8]

In relation to the issue of freely available automatic identification system (AIS)-generated ship data on the world-wide web, the publication on the world-wide web or elsewhere of AIS data transmitted by ships could be detrimental to the safety and security of ships and port facilities and was undermining the efforts of the Organization and its Member States to enhance the safety of navigation and security in the international maritime transport sector.

Others[who?] have countered that AIS provides the same information that can be obtained with a pair of binoculars[citation needed] and that ships have the option of turning off AIS when they are in areas with security concerns.

However, binoculars need line of sight and clear visibility and so do not help in fog or where a land mass obstructs the view, unlike AIS radio waves (though both fog and large land masses can interfere with the VHF signals used by AIS, too). Vessels can turn off AIS to attempt to be invisible but, since they can still be seen by radar, the absence of an AIS signal would highlight them as unusual and worthy of investigation where security or piracy are priorities.

Range limitations and space-based tracking

Shipboard AIS transponders have a horizontal range that is highly variable, but typically only up to about 74 kilometres (46 mi). They reach much further vertically – up to the 400 km orbit of the International Space Station (ISS).

In June 2008, ORBCOMM launched new low-earth orbit satellites for their machine-to-machine communications constellation. In parallel with ORBCOMM's contract with the United States Coast Guard (USCG) to launch its AIS receiver-equipped Concept Demonstration Satellite, all of these new satellites were equipped with AIS receivers. ORBCOMM became the first commercial service provider of satellite AIS, having licensed satellite AIS data service to qualified government and commercial subscribers since the beginning of 2009. Additionally, ORBCOMM has incorporated AIS receivers in its next 18 ORBCOMM Generation 2 (OG2) satellites under development. As additional satellites are launched, ORBCOMM will increase its capability by providing greater redundancy and more frequent updates of AIS data. ORBCOMM's established terrestrial network of 15 gateway earth Stations around the world ensures timely delivery of the satellite AIS data to its subscribers.[9]

ORBCOMM also contracted with Luxspace to provide two dedicated AIS detection satellites, one polar-orbiting satellite, and one equatorial-orbiting satellite. The equatorial-orbiting satellite, VesselSat1, was successfully launched from India on October 12, 2011 aboard an ISRO PSLV rocket. The polar orbiting satellite, VesselSat2, was launched from Taiyuan Satellite Launch Center (TSLC) on January 9, 2012 by a Long March 4B rocket into a sun-synchronous orbit.

On April 28, 2008, Canadian company COM DEV International, became the first company to launch a space-based AIS nano-satellite designed to detect AIS signals from space,[10] and is currently deploying a full micro-satellite constellation, global ground network and centralized data processing center in order to offer global AIS data services. The service is operational and available worldwide as of mid-2010 through exactEarth, COM DEV's data services subsidiary. exactEarth uses a patented ground- and space-based processing technology to minimize interference of colliding AIS signals, thereby dramatically improving detection compared with all other satellite-based systems. As more satellites are launched, refresh rates will continue to increase as well.

In November 2009, the STS-129 space shuttle mission attached two antennas—an AIS VHF antenna, and an Amateur Radio antenna to the Columbus module of the ISS. Both antennas were built in cooperation between ESA and the ARISS team (Amateur Radio on ISS). Starting from May 2010 the European Space Agency is testing an AIS receiver from Kongsberg Seatex (Norway) in a consortium lead by FFI (Norway) in the frame of technology demonstration for space-based ship monitoring. This is a first step towards a satellite-based AIS-monitoring service.[11]

In 2009, Luxspace, a Luxembourg-based company, launched the RUBIN-9.1 satellite (AIS Pathfinder 2). The satellite is operated in cooperation with SES and REDU Space Services.[12]

In 2007, the U.S. tested space-based AIS tracking with the TacSat-2 satellite. However, the received signals were corrupted because of the simultaneous receipt of many signals from all over the world.[13]

In July 2009, SpaceQuest launched AprizeSat-3 and AprizeSat-4 with AIS receivers.[14] These receivers were successfully able to receive the U.S. Coast Guard's SART test beacons off of Hawaii in 2010.[15] In July 2010, SpaceQuest and exactEarth of Canada announced an arrangement whereby data from AprizeSat-3 and AprizeSat-4 would be incorporated into the exactEarth system and made available worldwide as part of their exactAIS(TM)service.

On July 12, 2010, The Norwegian AISSat-1 satellite was successfully launched into polar orbit. The purpose of the satellite is to improve surveillance of maritime activities in the High North. AISSat-1 is a nano-satellite, measuring only 20x20x20 cm, with an AIS receiver made by Kongsberg Seatex. It weighs six kilograms and is shaped like a cube.[16][17]

Type testing and approval

AIS is a technology which has been developed under the auspices of the IMO by its technical committees. The technical committees have developed and published a series of AIS product specifications. Each specification defines a specific AIS product which has carefully created to work in a precise way with all the other defined AIS devices, thus ensuring AIS system interoperability worldwide. Maintenance of the specification integrity is deemed critical for the performance of the AIS system and the safety of vessels and authorities using the technology. As such most countries require that AIS products are independently tested and certified to comply with a specific published specification. Products that have not been tested and certified by a competent authority, may not conform to the required AIS published specification and therefore may not operate as expected in the field. The most widely recognized and accepted certifications are the R&TTE Directive, the U.S. Federal Communications Commission, and Industry Canada, all of which require independent verification by a qualified and independent testing agency.

How AIS works

System Overview from US Coast Guard

Basic overview

AIS transponders automatically broadcast information, such as their position, speed, and navigational status, at regular intervals via a VHF transmitter built into the transponder. The information originates from the ship's navigational sensors, typically its global navigation satellite system (GNSS) receiver and gyrocompass. Other information, such as the vessel name and VHF call sign, is programmed when installing the equipment and is also transmitted regularly. The signals are received by AIS transponders fitted on other ships or on land based systems, such as VTS systems. The received information can be displayed on a screen or chart plotter, showing the other vessels' positions in much the same manner as a radar display.

The AIS standard comprises several substandards called "types" that specify individual product types. The specification for each product type provides a detailed technical specification which ensures the overall integrity of the global AIS system within which all the product types must operate. The major product types described in the AIS system standards are:

Class A
Vessel mounted AIS transceiver (transmit and receive) which operates using self-organised time-division multiple-access (SOTDMA). SOTDMA requires a transceiver to maintain a constantly updated slot map in its memory such that it has prior knowledge of slots which are available for it to transmit. SOTDMA transceivers will then pre-announce their transmission, effectively reserving their transmit slot. SOTDMA transmissions are therefore prioritised within the AIS system. This is achieved through 2 receivers in continuous operation. Class A's must have an integrated display, transmit at 12 W, interface capability with multiple ship systems, and offer a sophisticated selection of features and functions. Default transmit rate is every few seconds. AIS Class A type compliant devices receive all types of AIS messages.
Class B
Vessel mounted AIS transceiver (transmit and receive) which operates using, either carrier-sense time-division multiple-access (CSTDMA)or SOTDMA; there are now 2 separate IMO specifications for Class B. CSTDMA transceivers listen to the slot map immediately prior to transmmitting and seek a slot where the 'noise' in the slot is the same or similar to back ground noise, thereby indicating that the slot is not being used by another AIS device. Class Bs transmit at 2 W and are not required to have an integrated display: Class Bs can be connected to most display systems which the received messages will be displayed in lists or overlayed on charts. Default transmit rate is normally every 30 seconds, but this can be varied according to vessel speed or instructions from base stations. The Class B type standard requires integrated GPS and certain LED indicators. Class B equipment receives all types of AIS messages.
Base station
Shore based AIS transceiver (transmit and receive) which operates using SOTDMA. Base stations have a complex set of features and functions which in the AIS standard are able to control the AIS system and all devices operating therein. Ability to interrogate individual transponders for status reports and or transmit frequency changes.
Aids to navigation (AtoN)
Shore- or buoy-based transceiver (transmit and receive) which operates using fixed-access time-division multiple-access (FATDMA). Designed to collect and transmit data related to sea and weather conditions as well as relay AIS messages to extend network coverage.
Search And Rescue Transponder (SART)
Specialist AIS device created as an emergency distress beacon which operates using pre-announce time-division multiple-access (PATDMA), or sometimes called a "modified SOTDMA". The device randomly selects a slot to transmit and will transmit a burst of eight messages per minute to maximize the probability of successful transmission. A SART is required to transmit up to a maximum of five miles and transmits a special message format recognised by other AIS devices. The device is designed for perodic use and only in emergencies due to its PATDMA-type operation which places stress on the slot map.
Specialist AIS Transponders
Despite there being IMO/IEC published AIS specifications, a number of authorities have permitted and encouraged the development of hybrid AIS devices. These devices seek to maintain the integrity of the core AIS transmission structure and design to ensure operational reliability, but to add a range of additional features and functions to suit their specific requirements. The "Identifier" AIS transceiver is one such product where the core Class B CSTDMA technology is designed to ensure that the device transmits in complete compliance with the IMO specifications, but a number of changes have been made to enable it to be battery powered, low cost and more easy to install and deploy in large numbers. Such devices will not have international certification against an IMO specification since they will comply with a proportion of the relevant specification. Typically authorities will make their own detailed technical evaluation and test to ensure that the core operation of the device does not harm the international AIS system.

AIS receivers are not specified in the AIS standards, because they do not transmit. The main threat to the integrity of any AIS system are non-compliant AIS transmissions, hence careful specifications of all transmitting AIS devices. However, it is well to note that AIS transceivers all transmit on multiple channels as required by the AIS standards. As such single-channel, or multiplexed, receivers will not receive all AIS messages. Only dual-channel receivers will receive all AIS messages.

Message types

There are 27 different types of top level messages defined in ITU 1371-4 (out of a possibility of 64) that can be sent by AIS transceivers.[18][19]

Detailed description: Class A units

Each AIS transponder consists of one VHF transmitter, two VHF TDMA receivers, one VHF Digital Selective Calling (DSC) receiver, and links to shipboard display and sensor systems via standard marine electronic communications (such as NMEA 0183, also known as IEC 61162). Timing is vital to the proper synchronization and slot mapping (transmission scheduling) for a Class A unit. Therefore, every unit is required to have an internal time base, synchronized to a global navigation satellite system (e.g. GPS) receiver.[20] This internal receiver may also be used for position information. However, position is typically provided by an external receiver such as GPS, LORAN or an inertial navigation system and the internal receiver is only used as a backup for position information. Other information broadcast by the AIS, if available, is electronically obtained from shipboard equipment through standard marine data connections. Heading information, position (latitude and longitude), "speed over ground", and rate of turn are normally provided by all ships equipped with AIS. Other information, such as angle of heel, pitch and roll, destination, and ETA may also be provided.

An 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. AIS transponders use two different frequencies, VHF maritime channels 87B (161.975 MHz) and 88B (162.025 MHz), and use 9.6 kbit/s Gaussian minimum shift keying (GMSK) modulation over 25 or 12.5 kHz channels using the High-level Data Link Control (HDLC) packet protocol. 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.

In order to ensure that the VHF transmissions of different transponders do not occur at the same time, the signals are time multiplexed using a technology called Self-Organized Time Division Multiple Access (STDMA). The design of this technology is patented,[21] and whether this patent has been waived for use by SOLAS vessels is a matter of debate between the manufacturers of AIS systems and the patent holder, Håkan Lans. Moreover, the United States Patent and Trademark Office (USPTO) canceled all claims in the original patent on March 30, 2010.[22]

In order to make the most efficient use of the bandwidth available, vessels that are anchored or moving slowly transmit less frequently than those that are moving faster or are maneuvering. The update rate ranges from 3 minutes for anchored or moored vessels, to 2 seconds for fast moving or maneuvering vessels, the latter being similar to that of conventional marine radar.

Each AIS station determines its own transmission schedule (slot), based upon data link traffic history and an awareness of probable future actions by other stations. A position report from one station fits into one of 2,250 time slots established every 60 seconds on each frequency. 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 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.

The required ship reporting capacity according to the IMO performance standard is a minimum of 2,000 time slots per minute, though the system provides 4,500 time slots per minute. The SOTDMA broadcast mode allows the system to be overloaded by 400 to 500% through sharing of slots, and still provides nearly 100% throughput for ships closer than 8 to 10 nmi 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, which are of greater 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. The range of any VHF radio is determined by multiple factors, the primary factors are: the heightand quality of the transmitting antenna and the height and quality of the receiving antenna. Its propagation is better than that of radar, due to the longer wavelength, so it is possible to reach around bends and behind islands if the land masses are not too high. The look-ahead distance at sea is nominally 20 nmi (37 km). With the help of repeater stations, the coverage for both ship and VTS stations can be improved considerably.

The system is backward 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.

Shore-based AIS network systems are now being built up around the world. One of the biggest fully operational, real time systems with full routing capability is in China. This system was built between 2003 and 2007 and was delivered by Saab TransponderTech.[citation needed] The entire Chinese coastline is covered with approximately 250 base stations in hot-standby configurations including 70 computer servers in three main regions. Hundreds of shore based users, including about 25 VTS centers, are connected to the network and are able to see the maritime picture, and can also communicate with each ship using SRM's (Safety Related Messages). All data are in real time. The system was designed to improve the safety and security of ships and port facilities. It is also designed according to an SOA architecture with socket based connection and using IEC AIS standardized protocol all the way to the VTS users. The base stations have hot-standby units (IEC 62320-1) and the network is the third generation network solution.

By the beginning of 2007, a new worldwide standard for AIS base stations was approved, the IEC 62320-1 standard. The old IALA recommendation and the new IEC 62320-1 standard are in some functions incompatible, and therefore attached network solutions have to be upgraded. This will not affect users, but system builders need to upgrade software to accommodate the new standard. A standard for AIS base stations has been long awaited. Currently ad-hoc networks exist with class A mobiles. Base stations can control the AIS message traffic in a region, which will hopefully reduce the number of packet collisions.

Broadcast information

An AIS transceiver sends the following data every 2 to 10 seconds depending on a vessel's speed while underway, and every 3 minutes while a vessel is at anchor:

  • The vessel's Maritime Mobile Service Identity (MMSI) – a unique nine digit identification number.
  • Navigation status – "at anchor", "under way using engine(s)", "not under command", etc.
  • Rate of turn – right or left, from 0 to 720 degrees per minute
  • Speed over ground – 0.1-knot (0.19 km/h) resolution from 0 to 102 knots (189 km/h)
  • Positional accuracy:
    • Longitude – to 0.0001 minutes
    • Latitude – to 0.0001 minutes
    • Note that this positional accuracy is not adequate to tell 2 personal watercraft apart.
  • Course over ground – relative to true north to 0.1°
  • True heading – 0 to 359 degrees (for example from a gyro compass)
  • True bearing at own position. 0 to 359 degrees
  • UTC Seconds – The seconds field of the UTC time when these data were generated. A complete timestamp is not present.

In addition, the following data are broadcast every 6 minutes:

  • IMO ship identification number – a seven digit number that remains unchanged upon transfer of the ship's registration to another country
  • Radio call sign – international radio call sign, up to seven characters, assigned to the vessel by its country of registry
  • Name – 20 characters to represent the name of the vessel
  • Type of ship/cargo
  • Dimensions of ship – to nearest meter
  • Location of positioning system's (e.g., GPS) antenna on board the vessel - in meters aft of bow and meters port of starboard
  • Type of positioning system – such as GPS, DGPS or LORAN-C.
  • Draught of ship – 0.1 meter to 25.5 meters
  • Destination – max. 20 characters
  • ETA (estimated time of arrival) at destination – UTC month/date hour:minute
  • optional : high precision time request, a vessel can request other vessels provide a high precision UTC time and datestamp

Detailed description: Class B units

Class B transponders smaller, simpler and lower cost than Class A transceivers. 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 this data is seldom transmitted. Output is the standard AIS data stream at 38.400 kbit/s, as RS232 and/or NMEA formats. To prevent overloading of the available bandwidth, transmission power is restricted to 2 W, giving a range of about 5–10 mi.

At the time of writing (November 2009) almost all Class B units use boards from Software Radio Technology (SRT). Exceptions to this are Furuno, AMEC, Weatherdock and Vesper Marine.

Four messages are defined for class B units:

This message is transmitted on request for the user – some transponders have a button that enables it to be sent, or it can be sent through the software interface. It sends a pre-defined safety message.

Message 18: Standard Class B CS Position Report

This message is sent every 3 minutes where speed over ground (SOG) is less than 2 knots, or every 30 seconds for greater speeds.

MMSI, time, SOG, COG, longitude, latitude, true heading

Message 19: Extended Class B Equipment Position Report

This message was designed for the SOTDMA protocol, and is too long to be transmitted as CSTDMA. However a coast station can poll the transponder for this message to be sent.

MMSI, time, SOG, COG, longitude, latitude, true heading, ship type, dimensions.

Message 24: Class B CS Static Data Report

This message is sent every 6 minutes, the same time interval as for Class A transponders. Because of its length, this message is divided into two parts, sent within one minute of each other.

Note that this message was defined after the original AIS specifications, so some Class A units may need a firmware upgrade to be able to decode this message.

MMSI, boat name, ship type, call sign, dimensions, and equipment vendor id.

Detailed description: AIS receivers

A number of manufacturers offer AIS receivers, designed for monitoring AIS traffic. These may have two receivers, for monitoring both frequencies simultaneously, or they may switch between frequencies (thereby missing messages on the other channel, but at reduced price). In general they will output RS232, NMEA, USB or UDP data for display on electronic chart plotters or computers.

See also

References and footnotes

  1. ^ SOLAS'1974, December 2000 ammendments
  2. ^ "Types of Automatic Identification Systems". U.S. Coast Guard Navigation Center. Retrieved 2010-07-13.
  3. ^ IEC Technical Committee 80. "Maritime Navigation and Radiocommunication Equipment and Systems" (PDF). IEC. Retrieved 2012-04-25.{{cite web}}: CS1 maint: numeric names: authors list (link)
  4. ^ "Tron AIS-SART - AIS-SART / Radar SART". JOTRON. Retrieved 2012-04-25.
  5. ^ "Circular 289: Guidance On the Use of AIS Application-Specific Messages" (PDF). IMO. Retrieved 9 July 2011.
  6. ^ Alexander, Lee (2010). "Establishing an IALA AIS Binary Message Register: Recommended Process" (PDF). IALA Conference. 17: 108–115. {{cite journal}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
  7. ^ Top User Photos, Vessel Tracker Community. Retrieved October 14, 2008.
  8. ^ "Maritime security – AIS ship data". 79th session: 1–10 December 2004. IMO Maritime Safety Committee. Archived from the original on 2007-02-20. Retrieved 2007-01-08.
  9. ^ Ais – Orbcomm
  10. ^ COM DEV International Ltd. - Press Releases
  11. ^ "Atlantis leaves Columbus with a radio eye on Earth's sea traffic". ESA. 4 December 2009. Archived from the original on 8 December 2009. Retrieved 6 December 2009. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  12. ^ "LUXSPACE Sarl - LuxSpace successfully launches AIS satellite on PSLV". LuxSpace. Retrieved 2012-04-11.
  13. ^ "ESA satellite receiver brings worldwide sea traffic tracking within reach". ESA. 23 April 2009. Retrieved 6 December 2009.
  14. ^ News Room - SpaceQuest, Ltd
  15. ^ "SpaceQuest receiving AIS SART messages from orbit". Kurt Schwehr. 29 April 2010. Retrieved 6 August 2011.
  16. ^ Successful launch of Norwegian satellite The Norwegian Space Centre
  17. ^ http://www.nordicspace.net/PDF/NSA239.pdf
  18. ^ Recommendation ITU-R M.1371-4. Technical characteristics for an automatic identification system using time division multiple access in the VHF maritime mobile band (Recommendation ITU-R M.1371-4). International Telecommunications Union. Retrieved 2012-06-19.{{cite book}}: CS1 maint: numeric names: authors list (link)
  19. ^ "AIS Messages". U.S. Coast Guard Navigation Center. Retrieved 2010-07-13.
  20. ^ IEC 61993-2 Clause 6.2
  21. ^ US patent 5506587, Lans, Håkan, "Position indicating system", issued 1996-04-09, assigned to GP&C Systems International AB 
  22. ^ USPTO ex-parte reexamination certificate (7428th), issued on March 30, 2010

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