Automatic Identification Systems (AIS)

The story of AIS from the development of an idea to carriage requirement has
been very rapid by any standard. Only a few years ago AIS was just a gleam in
a manufacturers eye. Today SOLAS provides for a staged installation
programme based upon ship type and/or vessel size between 2002 and 2008.
Priority is given to passenger ships and tankers, which require AIS by 1 July
2003.

The data carrying capacity of AIS is such that its prime purpose has been
continually evolving. Originally conceived purely for ship identification in
support of vessel traffic services, it then gained some credibility as a source of
bridge-to-bridge information in assessing the risk of collision. It has also been
suggested that the recording of AIS data may provide a simple, cost-effective
voyage data recorder in existing vessels. More recently it has come to be
viewed as a prime maritime security aid, capable of identifying a transmitting
ship at some 20 to 30 nautical miles. In addition, the possibility of using AIS
data at much longer range through a separate transmission medium is being
examined as part of an enhanced ship identification system.

As reported elsewhere, the anticipated conference on maritime security in

December 2002 is expected to accelerate the timetable for fitting AIS, possibly
requiring all vessels trading internationally to carry the equipment by 2004.
Exceptional circumstances require exceptional responses, but ICS will be
looking for a firm assurance that the electronic manufacturing industry has the
capacity not only to produce but also to fit and integrate the necessary
equipment to the revised timescale.

The discussions to date have concentrated entirely on the carriage of the

equipment on ships, with no debate about the requirement for shore stations.
Some AIS authorities already have an AIS capability but at this stage these are
essentially experimental. For security purposes the prime role for AIS is one of
ship identification, but to achieve its purpose shore stations must be capable
not only of receiving and displaying the information, but also of analysing it.
Without the necessary commitment on the part of coastal states AIS cannot
make an effective contribution to maritime security.

AIS has the potential to contribute to the safety of navigation and improve the monitoring of
passing traffic by coastal states, however it is new equipment and has not yet been evaluated
on a global scale. Mariners should therefore take careful note of the following notes and the
IMO Operational Guidelines which follow particularly bearing in mind the limitations of the
equipment.

USE OF AIS IN SHIP REPORTING

AIS has the potential to reduce the work of the watchkeeper by automatically providing coastal
stations with the information which they require under mandatory or voluntary reporting
schemes as well as for VTS purposes. To this end it is essential that the Static and Voyage-
related information is at all times correctly programmed and that the Dynamic inputs are
functioning correctly. (See IMO Guidelines, para 12). Additionally the mariner must consider
the following:
a.) The coastal station may not be equipped to monitor AIS.

b.) The ship may be within a reporting system but out of VHF range of the coastal station.

c.) Reporting requirements may require more information than the AIS transmits.

USE OF AIS IN NAVIGATION

AIS is designed to be able to provide additional information to existing Radar or ECDIS

displays. Until the optimum display modes have been fully evaluated and decided upon
internationally AIS will comprise stand alone units without integration to other displays.

AIS will provide identification of targets together with the static and dynamic information listed
in the IMO Guidelines para.12. Mariners should, however, use this information with caution
noting the following important points:

a.) Collision avoidance must be carried out in strict compliance with the COLREGs. There is no
provision in the COLREGs for use of AIS information therefore decisions should be taken based
primarily on visual and/or radar information.

b.) The use of VHF to discuss action to take between approaching ships is fraught with danger
and still discouraged. (See MGN 167 Dangers in the use of VHF in collision avoidance) The
MCAs view is that identification of a target by AIS does not remove the danger. Decisions on
collision avoidance should be made strictly according to the COLREGs

c.) Not all ships will be fitted with AIS, particularly small craft and fishing boats. Other floating
objects which may give a radar echo will not be detected by AIS.

d.) AIS positions are derived from the targets GNSS position. (GNSS = Global Navigation
Satellite System, usually GPS). This may not coincide with the radar target.

e.) Faulty data input to AIS could lead to incorrect or misleading information being displayed
on other vessels. Mariners should remember that information derived from radar plots relies
solely upon the data measured by the own-ships radar and provides an accurate
measurement of the targets relative course and speed, which is the most important factor in
deciding upon action to avoid collision. Existing ships of less than 500 gt. Which are not
required to fit a gyro compass are unlikely to transmit heading information.

f.) A future development of AIS is the ability to provide pseudo navigation marks by enabling
coastal authorities to provide an AIS symbol on the display in any position. Mariners should
bear in mind that this ability could lead to the appearance of spurious AIS targets and
therefore take particular care when an AIS target is not complemented by a radar target. It
should be noted though that AIS will sometimes be able to detect targets which are in a radar
shadow area.
THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organization

concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety,

RECALLING ALSO the provisions of regulation V/19 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, as amended, requiring all ships of 300 gross
tonnage and upwards engaged on international voyages and cargo ships of 500 gross
tonnage and upwards not engaged on international voyages and passenger ships
irrespective of size to be fitted with an automatic identification system (AIS), as specified
in SOLAS regulation V/19, paragraph 2.4, taking into account the recommendations
adopted by the Organization,

HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at

its seventy-third session and the Sub-Committee on Safety of Navigation at its forty-
seventh session,

1.) ADOPTS the Guidelines for the onboard operational use of Shipborne Automatic
Identification Systems (AIS) set out in Annex to the present resolution;

2.) INVITES Governments concerned to take into account these Guidelines when
implementing SOLAS regulations V/11, 12 and 19;

3.) ALSO INVITES Governments, which set regional frequencies requiring manual
switching which, from the safety viewpoint, should be limited to temporary situations, to
notify the Organization of such areas and designated frequencies, for circulation of that
information until 1 April 2002;

4.) REQUESTS the Maritime Safety Committee to keep the Guidelines under review and
amend them as appropriate.

ANNEX

GUIDELINES FOR THE ONBOARD OPERATIONAL USE OF SHIPBORNE AUTOMATIC

IDENTIFICATION SYSTEMS (AIS)

PURPOSE

1.) These Guidelines have been developed to promote the safe and effective use of
shipborne Automatic Identification Systems (AIS), in particular to inform the mariner
about the operational use, limits and potential uses of AIS. Consequently, AIS should be
operated taking into account these Guidelines.

2.) Before using shipborne AIS, the user should fully understand the principle of the
current Guidelines and become familiar with the operation of the equipment, including the
correct interpretation of the displayed data. A description of the AIS system, particularly
with respect to shipborne AIS (including its components and connections), is contained in
Annex 1.

CAUTION

Not all ships carry AIS.

The officer of the watch (OOW) should always be aware that other ships and, in
particular, leisure craft, fishing boats and warships, and some coastal shore
stations including Vessel Traffic Service (VTS) centres, 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.
3.) The internationally-adopted shipborne carriage requirements for AIS are contained in
SOLAS regulation V/19. The SOLAS Convention requires AIS to be fitted on certain ships
through a phased implementation period spanning from 1st July 2002 to 1st July 2008. In
addition, specific vessel types (e.g. warships, naval auxiliaries and ships owned/operated
by governments) are not required to be fitted with AIS. Also, small vessels (e.g. leisure
craft, fishing boats) and certain other ships are exempt from carrying AIS. Moreover,
ships fitted with AIS might have the equipment switched off. Users are therefore
cautioned to always bear in mind that information provided by AIS may not be giving a
complete or correct picture of shipping traffic in their vicinity. Guidance in this document
on the inherent limitations of AIS and their use in collision avoidance situations (see
paragraphs 39 to 43) should, therefore, be heeded.

OBJECTIVES OF AIS

4.) AIS is intended to enhance: safety of life at sea; the safety and efficiency of
navigation; and the protection of the marine environment. SOLAS regulation V/19
requires that AIS exchange data ship-to-ship and with shore-based facilities. Therefore,
the purpose of AIS is to help identify vessels; assist in target tracking; simplify
information exchange (e.g. reduce verbal mandatory ship reporting); and provide
additional information to assist situation awareness. In general, data received via AIS will
improve the quality of the information available to the OOW, whether at a shore
surveillance station or on board a ship. AIS should become a useful source of
supplementary information to that derived from navigational systems (including radar)
and therefore an important tool in enhancing situation awareness of traffic confronting
users.

DESCRIPTION OF AIS

Figure 1 AIS system overview

5.) Shipborne AIS:

 continuously transmits ship's own data to other vessels and VTS stations;
continuously receives data of other vessels and VTS stations; and
displays this data.

6.) When used with the appropriate graphical display, shipborne AIS enables provision of
fast, automatic information by calculating Closest Point of Approach (CPA) and Time to
Closest Point of Approach (TCPA) from the position information transmitted by the target
vessels.

7.) AIS operates primarily on two dedicated VHF channels. Where these channels are not
available regionally, the AIS is capable of being automatically switched to designated
alternate channels by means of a message from a shore facility. Where no shore based
AIS or GMDSS sea Area A1 station is in place, the AIS should be switched manually.

8.) In practice, the capacity of the system is unlimited allowing for a great number of
ships to be accommodated at the same time.

9.) The AIS is able to detect ships within VHF/FM range around bends and behind islands,
if the landmasses are not too high. A typical value to be expected at sea is 20 to 30
nautical miles depending on antenna height. With the help of repeater stations, the
coverage for both ship and VTS stations can be improved.

10.) Information from a shipborne AIS is transmitted continuously and automatically

without any intervention or knowledge of the OOW. An AIS shore station might require
updated information from a specific ship by polling that ship, or alternatively, might
wish to poll all ships within a defined sea area. However, the shore station can only
increase the ships reporting rate but not decrease it.

AIS INFORMATION SENT BY SHIPS

Ships data content

11.) The AIS information transmitted by a ship is of three different types:

fixed, or static information, which is entered into the AIS on installation and need
only be changed if the ship changes its name 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.

12.) Details of the information referred to above are given in table 1 below:

Information item Information generation, type and quality of information

Static:

MMSI Set on installation

(Maritime Mobile Service Identity) Note that this might need amending if the ship changes ownership
Set on installation
Call sign and name
Note that this might need amending if the ship changes ownership
IMO Number Set on installation
Length and beam Set on installation or if changed
Type of ship. Select from pre-installed list
Set on installation or may be changed for bi-directional vessels or those fitted
Location of position-fixing antenna
with multiple antennae
Dynamic:
Ships position with accuracy
indication and integrity status
Position Time stamp in UTC
Course over ground (COG)
Speed over ground (SOG)
Heading
Navigational status
Rate of turn (ROT)
Voyage related:
Ships draught
Hazardous cargo (type)
Destination and ETA
Route plan (waypoints)
Short safety-related messages:
Table 1 Data sent by ship
13.) The data is autonomously sent at different update rates:
dynamic information dependent on speed and course alteration (see Table 2),
static and voyage-related data every 6 minutes or on request (AIS responds
automatically without user action).
Type of ship
Ship at anchor
Ship 0-14 knots
Automatically updated from the position sensor connected to AIS.
The accuracy indication is for better or worse than 10 m.
Automatically updated from ships main position sensor connected to AIS.
Automatically updated from ships main position sensor connected to AIS, if that
sensor calculates COG.
This information might not be available.
Automatically updated from the position sensor connected to AIS.
This information might not be available.
Automatically updated from the ships heading sensor connected to AIS.
Navigational status information has to be manually entered by the OOW and
changed, as necessary, for example:
- underway by engines
- at anchor
- not under command (NUC)
- restricted in ability to manoeuvre (RIATM)
- moored
- constrained by draught
- aground
- engaged in fishing
- underway by sail
In practice, since all these relate to the COLREGS, any change that is needed
could be undertaken at the same time that the lights or shapes were changed.
Automatically updated from the ships ROT sensor or derived from the gyro.
This information might not be available.
To be manually entered at the start of the voyage using the maximum draught
for the voyage and amended as required.
(e.g. result of de-ballasting prior to port entry.)
To be manually entered at the start of the voyage confirming whether or not
hazardous cargo is being carried, namely:
DG (Dangerous goods)
HS (Harmful substances)
MP (Marine pollutants)
Indications of quantities are not required.
To be manually entered at the start of the voyage and kept up to date
as necessary.
To be manually entered at the start of the voyage, at the discretion of
the master and updated when required.
Free format short text messages would be manually entered, addressed either to
a specific addressee or broadcast to all ships and shore stations.
General Reporting interval
3 min
12 sec
Ship 0-14 knots and changing course 4 sec

Ship 14-23 knots 6 sec

Ship 14-23 knots and changing course 2 sec
Ship >23 knots 3 sec
Ship >23 knots and changing course 2 sec

Table 2: Report Rate of Dynamic Information

Short safety-related messages

14.) 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 easier it will find free space for
transmission. At present, these messages are not further regulated, to keep all
possibilities open.

15.) Operator acknowledgement may be requested by a text message.

16.) Short safety-related messages are only an additional means to broadcast maritime
safety information. Whilst their importance should not be underestimated, the usage of
such short safety-related messages does not remove any of the requirements of the
Global Maritime Distress and Safety System (GMDSS).

17.) The operator should ensure that he displays and considers incoming safety-related
messages and should send safety-related messages as required.

18.) 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 in the vicinity, and also to the competent authorities...

19.) 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
to reduce difficulties in understanding, especially when noting down the correct position.

Confidentiality

20.) 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

21.) 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, the AIS may be switched off. This might be the case in sea areas
where pirates and armed robbers are known to operate. Actions of this nature should
always be recorded in the ships logbook together with the reason for doing so. The
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. Ships 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

22.) The OOW should manually input the following data at start of the voyage and
whenever changes occur using the input device such as a keyboard:

Ships draught
hazardous cargo;
destination and ETA;
route plan (way-points);
the correct navigational status; and
safety related short messages

Check of information

23.) To ensure that own ships 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 voyage or once per month, whichever is shorter. The data may be changed
only on the authority of the master.

24.) The OOW should also periodically check the following dynamic information:

positions given according to WGS 84;

speed over ground; and
sensor information.

25.) 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.

26.) 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.

DISPLAY OF AIS DATA

27.) The AIS provides data that can be presented on the minimum display or on any
suitable display device as described in annex 1.

Minimum display

28.) The minimum mandated display provides not less than three lines of data consisting
of bearing, range and name of a selected ship. Other data of the ship can be displayed by
horizontal scrolling of data, but scrolling of bearing and range is not possible. Vertical
scrolling will show all the other ships known to the AIS.

Graphical display

29.) Where AIS information is used with a graphical display, the following target types
are recommended for display:

Sleeping target A sleeping target indicates only the presence of a vessel equipped with
AIS in a certain location. No additional information is presented until activated thus
avoiding information overload.

Activated target If the user wants to know more about a vessels motion, he has simply
to activate the target (sleeping), such that the display shows immediately:

a vector (speed and course over ground),

the heading, and
ROT indication (if available) to display actually initiated course changes.

Selected target If the user wants detailed information of a target (activated or

sleeping), he may select it. Then, the data received as well as the calculated CPA and
TCPA values will be shown in an alpha-numeric window.

The special navigation status will also be indicated in the alpha numeric data field and not
together with the target directly.

Dangerous target If an AIS target (activated or not) is calculated to pass pre-set CPA
and TCPA limits, it will be classified and displayed as a dangerous target and an alarm will
be given.

Lost target If a signal of any AIS target at a distance of less than a preset value is not
received, a lost target symbol will appear at the latest position and an alarm will be given.

Symbols

30.) The user should be familiar with the symbology used in the graphical display
provided.

INHERENT LIMITATIONS OF AIS

31.) The officer of the watch (OOW) should always be aware that other ships, and in
particular leisure craft, fishing boats and warships, and some coastal shore stations
including Vessel Traffic Service (VTS) centres might not be fitted with AIS.

32.) 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.

33.) In other words, the information given by the AIS may not be a complete picture of
the situation around the ship.

34.) The users 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.

35.) The accuracy of AIS information received is only as good as the accuracy of the AIS
information transmitted.

36.) The OOW should be aware that poorly configured or calibrated ship sensors
(position, speed and heading sensors) might lead to incorrect information being
transmitted. Incorrect information about one ship displayed on the bridge of another
could be dangerously confusing.

37.) If no sensor is installed or if the sensor (e.g. the gyro) fails to provide data, the AIS
automatically transmits the "not available" data value. However, the built-in integrity
check cannot validate the contents of the data processed by the AIS.

38.) It would not be prudent for the OOW to assume that the information received from
other ships is of a comparable quality and accuracy as that which might be available on
own ship.

USE OF AIS IN COLLISION AVOIDANCE SITUATIONS

39.) The potential of AIS as an anti-collision device is recognized and AIS may be
recommended as such a device in due time.

40.) Nevertheless, AIS information may 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:

40.1) AIS is an additional source for navigational information. AIS does not replace, but
supports, navigational systems such as radar target-tracking and VTS; and

40.2) the use of AIS does not negate the responsibility of the OOW to comply, at all
times, with the Collision Regulations.

41.) The user should not rely on AIS as the sole information system, making use of all
safety-relevant information available.

42.) 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.

43.) 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.
Changes in heading and course are, for example, immediately apparent, and 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 manoeuvre, 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.

ADDITIONAL AND POSSIBLE FUTURE APPLICATIONS

AIS IN VTS OPERATIONS

Pseudo AIS information

44.) VTS centres may send information about vessels which are not carrying AIS and
which are tracked only by VTS radar, via the AIS to vessels equipped with AIS. Any
pseudo AIS target broadcast by VTS should be clearly identified as such. Particular care
should always be taken when using information which has been relayed by a third party.
Accuracy of these targets may not be as accurate as actual directly-received targets and
the information content may not be as complete.

Text messages

45.) VTS centres may also send short messages either to one ship, all ships or ships
within a certain range or in a special area, e.g.:

(local) navigational warnings;

traffic management information; and
 port management information.

46.) A VTS operator may request, by a text message, an acknowledgement from the
ships operator.
Note: The VTS should continue to communicate via voice VHF. The importance of verbal
communication should not be underestimated. This is important for the VTS operator to:

assess vessels communicative ability; and

establish a direct communication link which would be needed in critical situations.

(D)GNSS corrections

47.) (D)GNSS corrections may be sent by VTS centres via AIS.

MANDATORY SHIP REPORTING SYSTEMS

48.) AIS is expected to play a major role in ship reporting systems. The information
required by coastal authorities in such systems is typically included in the static voyage
related and dynamic data automatically provided by the AIS system. The use of the AIS
long range feature, where information is exchanged via communications satellite, may be
implemented to satisfy the requirements of some ship reporting systems.

AIS IN SAR OPERATIONS

49.) AIS may be used in search and rescue operations, especially in combined helicopter
and surface searches. AIS enables the direct presentation of the position of the vessel in
distress on other displays such as radar or ECS/ECDIS, which facilitates the task of SAR
craft. For ships in distress not equipped with AIS, the On Scene Commander (OSC) could
create a pseudo AIS target.

AIDS TO NAVIGATION

50.) AIS, when fitted to selected fixed and floating aids to navigation can provide
information to the mariner such as:

position;
status;
tidal and current data; and
weather and visibility conditions.

AIS IN AN OVERALL INFORMATION SYSTEM

51.) AIS will play a role in an overall international maritime information system,
supporting voyage planning and monitoring. This will assist administrations to monitor all
the vessels in their areas of concern and track dangerous cargo.

REFERENCE DOCUMENTS

IMO Recommendation on Performance Standards for a Universal Automatic

Identification System (AIS), (MSC. 74(69), annex 3).
IMO SOLAS Convention Chapter V [2002]
ITU Radio Regulations, Appendix S18, Table of Transmitting Frequencies in the
VHF Maritime Mobile Band
ITU Recommendation on the Technical Characteristics for a Universal Shipborne
Automatic Identification System (AIS) Using Time Division Multiple Access in the
Maritime Mobile Band (ITU-R M.1371)
 IEC Standard 61993 Part 2: Universal Shipborne Automatic Identification System
(AIS) Operational and Performance Requirements, Methods of testing and required
test Results.

DESCRIPTION OF AIS

COMPONENTS

51.1) In general, an onboard AIS (see figure 2) consists of:

antennas;
one VHF transmitter;
two multi-channel VHF receivers;
one channel 70 VHF receiver for channel management;
a central processing unit (CPU);
an electronic position fixing system, Global Navigation Satellite System
(GNSS) receiver for timing purposes and position redundancy;
interfaces to heading and speed devices and to other shipborne sensors;
interfaces to radar/Automatic Radar Plotting Aids (ARPA), Electronic Chart
System/Electronic Chart Display and Information System (ECS/ECDIS) and
Integrated Navigation Systems (INS);
BIIT (Built In Integrity Test); and
minimum display and keyboard to input and retrieve data.

With the integral minimum display and keyboard unit, the AIS would be able to operate
as a stand-alone system. A stand alone graphical display or the integration of the AIS
data display into other devices such as INS, ECS/ECDIS or a radar/ARPA display would
significantly increase the effectiveness of AIS, when achievable.

51.2) All onboard sensors must comply with the relevant IMO standards concerning
availability, accuracy, discrimination, integrity, up-date rates, failure alarms, interfacing
and type-testing.

51.3) AIS provides:

a built in integrity test (BIIT) running continuously or at appropriate

intervals;
monitoring of the availability of data;
an error detection mechanism of the transmitted data; and
 an error check on the received data.

CONNECTIONS

51.4) The connection of AIS to external navigational display systems

51.5) The AIS can be connected either to an additional dedicated AIS display unit, and
possibly one with a large graphic display, or to an existing navigational system such as
radar or an electronic chart but in the latter case only as part of an integrated navigation
system.

The connection of AIS to external portable navigational equipment

51.6) It is becoming common practice for pilots to possess their own portable
navigational equipment, which they carry on board. Such devices can be connected to
shipborne AIS equipment and display the targets they receive.

The connection of AIS to external long-range radiocommunication devices

51.7) AIS is provided with a two-way interface for connecting to long range
radiocommunication equipment. Initially, it is not envisaged that AIS would be able to be
directly connected to such equipment.

51.8) A shore station would first need to request that the ship makes a long range AIS
information transmission. Any ship-to-shore communication would always be made point-
to-point, and not broadcast, and once communication had been established, the ship
would have the option of setting its AIS to respond automatically to any subsequent
request for a ship report from that shore station.

51.9) Users are reminded that the SOLAS regulation V/11.10 provides that the
participation of ships in IMO-adopted ship reporting systems shall be free of charge to the
ships concerned.
 ANNEX 2

TECHNICAL DESCRIPTION

1.) AIS operates primarily on two dedicated VHF channels (AIS1 - 161,975 MHz and AIS2
- 162,025 MHz). Where these channels are not available regionally, the AIS is capable of
automatically switching to alternate designated channels.

2.) The required ship reporting capacity according to the IMO performance standard
amounts to a minimum of 2000 time slots per minute (see fig. 3). The ITU Technical
standard for the Universal AIS provides 4500 time slots per minute. The broadcast mode
based on a principle called (S)TDMA (Self-organized Time Division Multiple Access) that
allows the system to be overloaded with 400 to 500 % and still provides nearly 100%
throughput for ships closer than 8 to 10 NM to each other in a ship to ship mode. In the
event of system overload, only targets far away will be subject to drop out in order to
give preference to targets close by, that are a primary concern for ship-to-ship operation
of AIS. In practice, the capacity of the system is unlimited allowing for a great number of
ships to be accommodated at the same time.

Regulation 20 Voyage data recorders

Summary Ships on international voyages to be fitted with VDRs

according to timetable given.
Administrations may exempt existing ships (except ro-ro
passenger ships) if fitting is unreasonable or
impracticable.

Text 1. To assist in casualty investigations, ships, when engaged on

international voyages, subject to the provisions of regulation 1.4,
shall be fitted with a voyage data recorder (VDR) as follows:

1.1 passenger ships constructed on or after 1 July 2002;

 1.2 ro-ro passenger ships constructed before 1 July 2002 not later
than the first survey on or after 1 July 2002;
1.3 passenger ships other than ro-ro passenger ships constructed
before 1 July 2002 not later than 1 January 2004; and
1.4 ships, other than passenger ships, of 3,000 gross tonnage and
upwards constructed on or after 1 July 2002.

2. Administrations may exempt ships, other than ro-ro passenger

ships, constructed before 1 July 2002 from being fitted with a VDR
where it can be demonstrated that interfacing a VDR with the
existing equipment on the ship is unreasonable and impracticable

Guidance 1. This is a new regulation requiring voyage data recorders to be fitted

Notes to all new ships of 3000 GRT and over, and existing passenger
ships, when engaged on international voyages. The voyage data
recorder (marine "black box"), records key navigational
information, which can then be used to build up an accurate picture
of events preceding an accident and enable investigators to
establish the causes.
2. The EU requirements for VDRs on passenger ships on domestic
voyages are contained in Annex 10.
3. Guidance Notes for Voyage Data Recorders and the phase-in
timetable for their fitting contained in Annex 10 should be referred
to and should be read in conjunction with the full text of the
regulation.
4. Ownership and recovery of VDR and its data:

ANNEX 10 - Voyage Data Recorders contains MCA Guidance for

VDRs and the IMO Guidelines on Voyage Data Recorder -
Ownership and Recovery.
ANNEX 20 - Inspection and Survey of Navigational Equipment
guidance on inspection and survey of VDRs.
1.) CARRIAGE REQUIREMENTS:

SOLAS REQUIREMENTS
Regulation 20: carriage of Voyage Data Recorders (VDR) Timetable for fitting
Para. Type of vessel Date by which VDR must be fitted
1.1 Passenger ships constructed on or after 1 July 2002 Date of build
1.2 Ro-ro passenger ships constructed before 1 July 2002 Date of first survey on or after 1 July 2002
1.3 Passenger ships other than ro-ro constructed before 1 1 January 2004
July 2002
1.4 Ships other than passenger ships of 3000 gt. and Date of build
upwards constructed on or after 1 July 2002

1.1) Regulation 20, para. 2 takes into account possible difficulties in inter-facing a VDR
with equipment on existing passenger ships.

1.2) There is no requirement at present for ships under 3000 gt, or for existing ships
other than passenger ships, to be fitted with VDRs. Owners of all United Kingdom flagged
vessels are, however, encouraged to fit VDRs, when practicable to do so, in order to
assist in the investigation and identification of the causes of accidents and other
incidents.

1.3) The IMO is in the process of reviewing the need for existing ships and certain classes
of smaller vessels to carry VDRs. At the same time, the possibility of the need to draw up
more basic performance standards for a suitable device is being studied.

EU REQUIREMENTS EU Council Directive 1999/35/EC requires VDRs to be fitted to ships

operating regular services to or from ports of member States when engaged on
international voyages, or domestic voyages covered by Class A as follows:

1.4) Prior to the start of operation by a ro-ro ferry or high-speed passenger craft on a
regular service, or within 12 months of the date referred to in Article 19 (see below) for a
ro-ro ferry or high-speed passenger craft already operating a regular service on that date,
host states shall check that vessels are fitted with a VDR.

1.5) Article 19 para. 2 states that the VDR requirement shall be applied no later than 30
months after the publication date of IEC standard No. 61996 (July 2000). The
implementation date for the EU Directive is therefore January 2003, (after the IMO
implementation date of 1 July 2002.)

1.6) There is currently no intention to extend the EU requirements to UK waters other

than Class A.

2.) EXEMPTIONS

2.1) Exemptions to Carriage Requirements (existing vessels).

2.1.1) Regulation 20 of SOLAS Chapter V states that: Administrations may exempt ships,
other than ro-ro passenger ships, constructed before 1 July 2002 from being fitted with a
VDR where it can be demonstrated that interfacing a VDR with the existing equipment on
the ship is unreasonable and impracticable.

2.1.2) EU Council Directive 1999/35/EC states that: For VDR's to be placed on board ro-
ro ferries and high-speed passenger craft built before entry into force of the directive,
exemptions for compliance with some of the requirements may be granted. These
exemptions and the conditions under which they can be granted shall be adopted in
accordance with the procedure laid down in Article 16 (Article 16 refers to the regulatory
committee)

2.1.3) At present no circumstances can be envisaged where the UK would consider giving
a complete exemption for the carriage of a VDR. Recordings of bridge audio alone (a
facility which will normally be installed with the VDR) would be valuable to investigators
of the Marine Accident Investigation Branch (MAIB), even if no other information could be
interfaced to the VDR. UK regulations retain a method of granting such a total exemption
in the future should a legitimate reason be forthcoming.

2.1.4) Under current proposals, there will be no exemption for early scrapping of ro-ro
and passenger vessels.

2.2) Exemptions to requirement to interface to certain items of equipment.

2.2.1) It is foreseen that many retrofits may seek such exemptions and that it may well
be necessary to treat each vessel as an individual case. Technically, it will be possible to
interface almost any sensor to the VDR using some form of additional interface box.
However cost, reliability, accuracy, degradation of sensor output and approval of such
interfaces must be taken into consideration.

2.2.2) Information to be interfaced, its source and format are given in the Appendix
following these notes. Equipment to be interfaced can be divided into number of
categories:

2.3) Navigational equipment.

2.3.1) It is likely that many items of navigational equipment will already have the
standard IEC 61162 (NMEA 01183) interface and so interfacing will be possible. For those
that have some other form of electrical / electronic interface, it should be possible: to
interface to the VDR via an interface box.

2.3.2) In the unlikely case of a piece of navigational equipment having no electronic

interface a subjective decision will be made by the MCA- This will consider whether:

2.3.3) it is possible to pick off a suitable signal from within the equipment and convert
this to the correct format, without nullifying the equipment's Type Approval;

2.3.4) the expense of fitting a new sensor equipment with a suitable interface is
acceptable;

2.3.5) an exemption may be granted.

2.4) Communications audio: Standard audio interfaces exist and are in use so
interfacing, possibly with the aid of an additional buffer amplifier / mixer should not
present a problem.

2.5) Bridge alarms, hull opening, watertight and fire door status.

2.5.1) As defined in the performance standard, the requirement is to record information

displayed on the bridge. Bridge indicators are likely to have simple on / off status
represented by closing contacts or the presence / absence of a voltage. Technically, it will
not be difficult to convert such signals to the required IEC 61162 format. However,
manufacturers of alarm and indicator equipment are not thought to be familiar with this
format (or aware of the need to use it). No outputs in this format are likely to be present
in existing equipment and no interface boxes are likely to be available from these
manufacturers.

2.6) Rudder and Engine (including thrusters) order and response.

2.6.1) This is perceived to be the most difficult area to interface as these systems may
be engineered in many ways (some not even using electricity or electronics) and older
systems are most unlikely to have any form of interface. In extreme cases, new
mechanical sensors may need to be installed to sense mechanical positions of controls
and the outputs from these sensors converted to the correct format.

2.6.2) Running cabling from these additional sensors to the bridge/location of the VDR
may cause additional problems.

2.6.3) Again, a subjective decision will be made by the MCA as to whether it is physically
/ economically possible to implement an interface or whether an exemption may be
granted.

2.7) Approval of Interface Boxes. IEC 61996 requires that interface boxes should meet
the requirements of IEC 60945. This standard deals only with environmental and EMC
issues. Functionality, accuracy and compliance with specified data formats will also need
to be demonstrated to the satisfaction of the Type Approval authority.

3.) System Installation Test

3.1) Although the VDR itself, and possibly the interface boxes, may be the subject of
Type Approval this will not guarantee the correct functioning of an installed VDR system.
To do this, some form of overall installation test or check will be required whereby each of
the sensor inputs is 'exercised in turn, information recorded and the recording analysed
for accuracy. This could be a time consuming process and there are concerns as to who
should take responsibility for the integrity of the overall system that is made up of
equipment from a number of suppliers.

3.2) There appear to be a number of options for conducting such a test:

3.2.1) During the proving of sensor equipment. Complicated and difficult to arrange
although the results would be a thorough test of the system from sensor to replayed
output.

3.2.2) After all sensor equipment has been proven as far as the bridge, simulating,
where necessary, inputs to the VDR. Less time consuming and complex but will require
facilities to inject or simulate inputs.

3.2.3) During functional tests of ship's equipment by a surveyor. This would again be
less complex than a full methodical check but might not prove every sensor input.

3.3) The responsibility issue remains complicated but the MCA would look to the
authority requesting surveyor certification (ship-owner, prime contractor or 'system
integrator') to take responsibility for proving / demonstrating all aspects of the VDR
system to the satisfaction of the surveyor.

4.) Annual Performance Check and Certification.

4.1) Regulation 18.8 of SOLAS Chapter V requires that:

The voyage data recorder system, including all sensors, shall be subjected to an annual
performance test. The test shall be conducted by an approved testing or servicing facility
to verify the accuracy, duration and recoverability of the recorded data. In addition, tests
and inspections shall be conducted to determine the serviceability of all protective
enclosures and devices fitted to aid location. A copy of the certificate of compliance issued
by the testing facility, stating the date of compliance and the applicable performance
standards, shall be retained on board the ship.

4.2) If interpreted literally, this could require a full check of the entire system (and
sensors) even more complicated than the System Installation Test discussed above.
However, this is felt to be too onerous for an annual check, the essence of which is
perceived to be to ensure data is recorded and replayed reliably. The following is
considered to be more appropriate:

4.3) Onboard inspection of equipment to ensure batteries, enclosures and location aids
are in good condition and operational. This should be undertaken in accordance with the
manufacturer's instructions by suitably qualified / experienced personnel. Successful
completion of the maintenance routine should be recorded in the ships onboard planned
maintenance log.

4.4) 12 hour recording to cover operational period when majority of sensors will be
exercised. E.g. arrival, disembarkation, embarkation and departure of a ro-ro ferry.
Download of this recorded data or exchange of recording medium. Offline analysis of
recorded data by the manufacturers certified representative to verify the accuracy,
duration and recoverability of the recorded data. A certificate confirming the satisfactory
results of this test should be retained onboard.

RETURN TO REGULATION 20
 6. IMO GUIDELINES ON VOYAGE DATA RECORDERS (VDR) OWNERSHIP AND
RECOVERY

1.) Ownership of VDR/data:

The ship owner will, in all circumstances and at all times, own the VDR and its data.
however, in the event of an accident the following guidelines would apply.

2.) Recovery of VDR:

Recovery of the VDR is conditional on the accessibility of the VDR or the data contained
therein.

a.) In the case of a non-catastrophic accident, recovery of the memory should be

straightforward. For example, in some VDRs it can be accomplished by removal of a hard
disc from the VDR unit. This action will have to be taken soon after the accident to best
preserve the relevant evidence for use by both the investigator [1] and the ship owner. As
the investigator is very unlikely to be in a position to instigate this action soon enough
after the accident, the owner must be responsible, through its on-board standing orders,
for ensuring the timely preservation of this evidence in this circumstance.

b.) In the case of abandonment of a vessel during an emergency, masters should, where
time and other responsibilities permit, recover the memory and remove it to a place of
safety and preserve it until it can be passed to the investigator.

c.) In the case of a catastrophic accident, where the VDR is inaccessible and the data has
not been retrieved prior to abandonment, a decision will need to be taken by the Flag
State in co-operation with any other substantially interested States [2] on the viability
and cost of recovering the VDR balanced against the potential use of the information. If it
is decided to recover the VDR the investigator should be responsible for co-ordinating its
recovery. The possibility of the capsule having sustained damage must be considered and
specialist expertise will be required to ensure the best chance of recovering and
preserving the evidence. In addition the assistance and co-operation of the owners,
insurers and the manufacturers of the VDR and those of the protective capsule may be
required.

3.) Custody of VDR/data:

In all circumstances, during the course of an investigation, the investigator should have
custody of the original VDR data, perhaps in the form of the whole or part(s) of the VDR
itself, in the same way as if he has custody of other records or evidence under the Code
for the Investigation of Marine Casualties and Incidents.

4.) Read-out of VDR/data:

In all circumstances the responsibility to arrange down loading and read-out of the
data from the recovered memory in whatever form should, in the first instance, be
undertaken by the investigator who should keep the ship owner fully informed.
Additionally, specially in the case of a catastrophic accident where the memory may have
sustained damage, the assistance of specialist expertise may be required to ensure the
best chance of success.

5.) Access to the data:

Although the investigator will have custody of the original VDR memory in whatever form
for the duration of the investigation, a copy of the data must be provided to the ship
owner at an early stage in all circumstances. Further access to the data will be governed
by the applicable domestic legislation of the flag state, coastal state and the lead
investigating state as appropriate and the guidelines given in the Code for the
Investigation of Marine Casualties and Incidents.

RETURN TO REGULATION 20

APPENDIX

Data items to be recorded IMO Performance Standard (Res. A.861(20)) and

IEC Information format (IEC 61996).

A.861(20) DATA ITEM SOURCE

REF
5.4.1 Date & time Preferably external to ship (e.g.GNSS)
5.4.2 Ships position Electronic Positioning system
5.4.3 Speed (through water or over Ships SDME
ground)
5.4.4 Heading Ships compass
5.4.5 Bridge Audio 1 or more bridge microphones
5.4.6 Comms. Audio VHF
5.4.7 Radar data- post display selection Master radar display
5.4.8 Water depth Echo Sounder
5.4.9 Main alarms All mandatory alarms on bridge
5.4.10 Rudder order & response Steering gear & autopilot
5.4.11 Engine order & response Telegraphs, controls and thrusters
5.4.12 Hull openings status All mandatory status information displayed on bridge
5.4.13 Watertight & fire door status All mandatory status information displayed on bridge
5.4.14 Acceleration & hull stresses Hull stress and response monitoring equipment where fitted
5.4.15 Wind speed & direction Anemometer when fitted

RETURN TO VDR EXEMPTION NOTES

RETURN TO REGULATION 20

1. The term investigator refers to the Marine Casualty Investigator of the flag State or, where it has been agreed, under
the terms of the Code for Investigation of Marine Casualties and Incidents, that another State will lead the
investigation, the Marine Casualty Investigator of that State

2. Refer to resolution A 849(20) Code for the Investigation of Marine Casualties and Incidents, para. 4.11.