AUTOMATIC IDENTIFICATION SYSTEM

(AIS)
A REPORT BASED ON VIEWS OF SHIPS' OFFICERS

The Royal Institute of Navigation

October 2000
 AUTOMATIC IDENTIFICATION SYSTEM (AIS)
A REPORT BASED ON PRESENTATIONS
TO POTENTIAL USERS
Organised by
The Royal Institute of Navigation

PREAMBLE
After the IMO introduction of the Global Maritime Distress and Safety System (GMDSS),
the Royal Institute of Navigation supported a series of international conferences organised by
the Faculty of Technology of Plymouth College of Further Education. The Conferences,
which attracted a wide representation of the maritime industry, concluded that some of the
problems with the introduction and implementation of GMDSS might have been averted if
more consultation with Ships’ Officers had taken place.

PROPOSED CARRIAGE OF AIS

It was with the experience of GMDSS that the Royal Institute of Navigation, via it’s
Technical Committee, decided to organise a series of seminars for Ships’ Officers on the
subject of AIS. Following the Council of the European Group of Institutes of Navigation
(EUGIN)’s request for member Institutes to consider studies to be undertaken during the year
2000, this survey was offered as the Royal Institute of Navigation’s contribution.
Carriage requirements for AIS were set out in a draft revised Chapter V of SOLAS
(Regulation 19-section 2.4), approved by MSC/72, with a view to adoption at MSC/73 (27
November - 6 December 2000)

THE SEMINARS
The Seminars took the form of presentations arranged through the generous co-operation of
The Honourable Company of Master Mariners and the Nautical Colleges at Fleetwood,
Glasgow, Newcastle and Warsash. The Technical Committee (Chairman Bill Sandford FRIN)
was ably assisted by the team of Rob Andrews of MCA; Capt Joe Collins of MCA; Peter
Dugher of Trinity House; Mike Hadley FNI MRIN of DERA; Frank Holden FRIN; Capt
Terry Hughes FRIN; Roy Lee FRIN; and Dr Nick Ward FRIN in the preparation and
presentation of the lectures. The support of the Corporation of Trinity House made the whole
operation possible

The programme of the Seminars was divided into six sections: the International Situation,
Modes of System Operation, Operational AIS, Presentation of Information, AIS in relation to
VTS, and the introduction of safety data from and in relation to Aids to Navigation in the
system, together with the availability of Meteorological and sea conditions information from
Aids to Navigation.

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SURVEY RESULTS
The following statistics are derived from questionnaires completed during and following the
Seminars.

A Pilot Seminar was held at the Honourable Company of Master Mariners’ HQS
“Wellington” 27 March 2000.

53 returns were received from 70 delegates. Of the delegates: 13% represented Port
Authority; 38% shipping, including ferries; the remainder attended as members of the
Honourable Company of Master Mariners, Nautical Institute, Trinity House, RIN and
Government Agencies. The following answers were given in response to a questionnaire
circulated at the meeting:-

a) By which method is the user most easily and safely presented with AIS information, on
a stand-alone unit with all data presented in alpha numeric, one line per vessel?

Answer 75% said NO

b) On a screen showing a plan presentation of vessels’ relative positions with vectors

illustrating course, speed and direction with additional data selectable in alpha numeric on a
side panel?

Answer 83% said YES

c) Should AIS targets be presented on the ECDIS chart as selectable symbols with
additional data on a side panel?

Answer 83% said YES

d) Should AIS targets be presented on the Radar as selectable symbols with additional data
on a side panel?

Answer 87% said YES

e) Should AIS targets be presented on one combined ECDIS / Radar unit?

Answer 81% said YES

f) For safety should those signals required by the Collision Regulations be fed into the AIS
equipment, to show on a dedicated panel, the vessel’s current status in terms of the Collision
Regulations, where possible automatically, the remainder manually?

Answer 74% said YES

g) Do you see a use for the inclusion of Aids to Navigation in the system? and
Meteorological Information and sea conditions reported by Aids to Navigation?

Answers 80% and 68% respectively said YES

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A revised form of questionnaire was introduced for use at the Colleges and their responses are
grouped for comparison.

SEMINARS HELD AT COLLEGES

Seminar at the Faculty of Nautical Sciences, South Shields, 23 May 2000.

Attendance was 57 mariners (including 6 College lecturers), almost all with more than 5 years’
experience as bridge officers. A total of 40 questionnaires was returned.

Seminar at Glasgow College of Nautical Studies 24 May 2000.

Attendance was 120 delegates of whom 25% were trainees without relevant experience, 25%
had 5 years’ bridge experience, 5% had more than 5 years’ and the remainder some watch-
keeping experience. A total of 88 questionnaires was returned, none of which were from
trainees.

Seminar at Fleetwood Nautical Campus 31 May 2000.

Attendance was 75 delegates of whom over 80% had over 5 years’ bridge experience. A total
of 36 questionnaires was returned.

Seminar at Warsash Maritime Centre 13 June 2000

Attendance was 81 delegates of whom 46% had over 5 years’ bridge experience. A total of 67
questionnaires was returned.

ANALYSIS OF ANSWERS derived from the questionnaires.

By which method is the user most easily and safely presented with AIS information?

A. When in a stand alone unit, in which format would you wish to see AIS data
presented on the Bridge:

1. On a screen showing all relevant data printed in alpha numeric, one line per target,
starting with ship’s identification and course and speed made good?

no response YES
South Shields 16% 21% Fleetwood
Yes 23% Yes 27%
No 70% No 63%

Glasgow Warsash
Yes 16% NO Yes 18%
Colleges' average 63%
No 48% No 69%

2. On a screen showing a plan presentation of vessels’ relative positions with vectors

illustrating course, speed and direction? With additional data selectable in alpha
numeric on a side panel?

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 no response
NO
South Shields 11% Fleetwood
7%
Yes 83% Yes 90%
No 10% No 0%

Glasgow Warsash
Yes 67% YES Yes 88%
Colleges' average 82%
No 10% No 10%

B. AIS targets presented on the EDCIS chart as selectable symbols?

1. With additional data on a side panel?

no response
South Shields 15% Fleetwood
Yes 63% NO Yes 67%
No 30% 16% No 17%

Glasgow Warsash
YES
Yes 69% 69% Yes 78%
Colleges' average
No 5% No 13%

2. With additional data on a stand alone unit?

no response YES
South Shields 33% 17% Fleetwood
Yes 33% Yes 40%
No 45% No 40%

Glasgow Warsash
Yes 9% NO Yes 15%
Colleges' average
No 50% 50% No 64%

C. AIS targets presented on the RADAR as selectable symbols?

1. With additional data on a side panel?

no response
South Shields 15% Fleetwood
NO
Yes 70% 14% Yes 60%
No 20% No 23%

Glasgow Warsash
Yes 70% YES Yes 82%
Colleges' average 71%
No 5% No 10%

2. With additional data on a stand alone unit?

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 no response YES
South Shields 27% 19% Fleetwood
Yes 20% Yes 30%
No 50% No 53%

Glasgow Warsash
Yes 9% NO Yes 15%
Colleges' average 54%
No 48% No 66%

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D. AIS targets presented on one combined ECDIS RADAR unit?

1. With additional data on a side panel?

no response
South Shields 14% Fleetwood
Yes 60% Yes 66%
NO
No 33% 21% No 23%

Glasgow Warsash
Yes 61% YES Yes 72%
Colleges' average 65%
No 11% No 18%

2. With additional data on a stand alone unit?

no response YES
South Shields 27% 22% Fleetwood
Yes 28% Yes 33%
No 50% No 47%

Glasgow Warsash
Yes 10% NO Yes 18%
Colleges' average 51%
No 49% No 57%

To enable vessels equipped with AIS to indicate to other vessels their status as required by the
Collision Regulations, certain signals such as those operated electrically, may be fed
automatically to the AIS unit; others will require manual input.

E. For safety how should those signals required by the Collision Regulations be fed
into the AIS equipment to show on a dedicated panel the vessel’s current status in
terms of the Collision Regulations?

1. Where possible automatically, the remainder manually?

no response
South Shields 12% Fleetwood
NO
Yes 75% 18% Yes 73%
No 20 No 10%

Glasgow Warsash
Yes 61% YES Yes 72%
Colleges' average
No 14% 70% No 27%

2. All entered manually?

no response YES
South Shields 25% 15% Fleetwood
Yes 18% Yes 7%
No 55% No 73%

Glasgow Warsash
Yes 16% NO Yes 19%
Colleges' average 60%
No 48% No 64%

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F. Which classes of vessels would you wish to see fitted with AIS?

1. Would you wish all vessels, including leisure vessels, to be quipped with AIS?

NO no response
South Shields 6% Fleetwood
19%
Yes 75% Yes 67%
No 23% No 27%

Glasgow Warsash
Yes 72% YES Yes 85%
Colleges' average 75%
No 9% No 15%

2. Would you wish only certain other vessels equipped? Please indicate which.

Commercial

South Shields Glasgow Fleetwood Warsash

Yes 50% Yes 52% Yes 50% Yes 51%
Fishing

South Shields Glasgow Fleetwood Warsash

Yes 43% Yes 51% Yes 47% Yes 46%
Recreational

South Shields Glasgow Fleetwood Warsash

Yes 25% Yes 44% Yes 17% Yes 31%

G. Do you see a use for the inclusion of Aids to Navigation in the system?

NO no response
South Shields 9% 6% Fleetwood
Yes 83% Yes 90%
No 18% No 3%

Glasgow Warsash
Yes 77% YES Yes 88%
Colleges' average 85%
No 3% No 10%

H. Do you see a use for Met and sea conditions reported by Aids to Navigation?

no response
South Shields NO 9% Fleetwood
17%
Yes 80% Yes 70%
No 15% No 20%

Glasgow Warsash
Yes 67% YES Yes 79%
Colleges' average
No 12% 74% No 21%

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CONCLUSIONS
The conclusions derived from the Mariners’ response to the set questions are:

Preference for AIS information presented in graphic, plan position form, rather than as a
line of alpha numeric on a side screen.

Radar is preferred to the electronic chart display as the screen to carry the AIS and with
the additional data on a side or drop down panel

Vessel status information should be fed into the system automatically where ever
possible.

A large majority wished to see all vessels, including leisure, equipped with AIS.
Examination of the returns showed some confusion on the part of some when
completing the forms, in a number of cases response to questions F1. and F2. were
contradictory.

Information from Aids to Navigation giving details of the Aids themselves and their
status, on station etc., and the provision of Meteorological and sea state information,
would be a welcome addition.

OTHER OBSERVATIONS
The form of Questionnaire also invited further observations arising from the presentations at
the seminars, and subsequent discussion. Many delegates made use of this opportunity to
express their views, and a distillation of their views is given below in no particular order or
with any weighting as to frequency of response.

General satisfaction that ship reporting will be eased.

Concerns that GPS could not be relied upon and therefore it should be possible for this
system to work with aids other than GPS.

Concerns that GPS only provides course and speed over the ground.

Manufacturers’ units should conform to a standard, (many comments relating GMDSS

experience) and a strong concern for avoidance of Officer of the Watch (OOW) overload.
Operating systems should be kept as simple as possible.

Concern that until all vessels are fitted the system will not be comprehensive, and will require
constant visual check. All vessels must be fitted.

Concern that because ship name, type, etc., is available ship-to-ship it will lead to “VHF
madness”; only in an ideal world will this not be the case. Will lead to further variation of
Collision Regulations by making ‘private arrangements’ by VHF.

Concerns for the effects of fake data, and the system could be open to abuse.

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In areas of great risk from piracy the system should be able to be turned off at Master’s
discretion.

Only shore stations should be allowed access to all the ships’ data.

Own vessel information should always be on a separate display as a check of current

accuracy. It must not be assumed that the equipment feeding information to the system is
functioning correctly.

A guard zone is needed to limit the area of information display.

Separate displays are undesirable, but so is more clutter on existing displays.

Questions were asked whether (Dutch) barges would be fitted with AIS.

After nineteen years at sea there is too much looking at screens and not enough looking out of
the windows.

Proper training will be required.

OVERALL COMMENTARY
The analysis of the responses to the questionnaires and the flavour of the other observations,
and notes made during discussion sessions can be summarised as follows:

The proposed AI system needs an integrity check, and provision for the GPS (GNSS) module
to:-

a) Use augmentation.

b) Provide a check on ship’s Navigational Aid to give warning of failure and give
higher assurance of integrity of position.

The system needs to be fully integrated with radar.

A system check is needed for both automatic and manual input by means of a screen available
to show own vessel' s transmitted data.

Input should be as automated as possible to avoid extra tasks for OOW and to reduce
likelihood of human error, intended false information, forgetfulness or oversight in a busy
situation.

The additional use of VHF voice traffic for ship avoidance is almost certain. Care should be
exercised in framing rules for the implementation of AIS in view of legal practice especially in
United States waters where failure to use VHF in attempts to avoid collision may lead to legal
problems

For many mariners there is a problem with ground as opposed to water track data.

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There is perceived security concern, especially in areas where piracy is common, and also for
commercial interests.
.
The consensus is that all vessels must be encompassed within the scheme.

Aids to Navigation data is seen by some as a useful addition to ECDIS and many would
welcome the addition of Met and sea state/tidal information.

Good training schemes must cover use of AIS.

FOLLOW UP
The point of contact for further discussion or work on this report is Bill Sandford,
billsand@globalnet.co.uk, The Royal Institute of Navigation, 1 Kensington Gore, London,
SW7 2AT. Ph: 020 7591 3130, Fax: 020 7591 3131.

(WHS:20:09:00)

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