1. United States Coast Guard Office of Navigation Systems
Providing navigation safety information for America’s waterways
Finally, let me thank you all for attending today’s presentation, are there any questions?
Jorge Arroyo
Office of Navigation Systems
U.S. Coast Guard
Washington, DC
U.S. Army Corp of Engineers & U.S. Coast Guard
Inland Waterways Conference
Cincinnati, OH
March 7th, 2007

2. Automatic Identification System (AIS)
Why?
What is it?
Who has to have it…and will have too?
How does it work and used?
Where do we have coverage?
Nationwide AIS Project (NAIS)
Common Operating Picture (COP)

3. Shipboard AIS
                                              
What is AIS? Well here’s various pictures of AIS models available today; what are know as Class A AIS devices. I’ll discuss further what this means as I proceed with the presentation.

4. What started the USCG on AIS?
In 1990, Congress passed the Oil Pollution Act which participation in VTS mandatory and directed the USCG to seek ways to have ‘dependent surveillance’ of all tankers bound for Valdez, Alaska.
To that end, in 1993 the USCG developed Automated Dependent Surveillance Shipboard Equipment (ADSSE), based on Digital Selective Calling (DSC) protocol.

5. Congress supports/mandates AIS!
In 1997, Congress…stated that AIS “technology should be the foundation of any future VTS system” and that it “strongly believes that this technology will significantly improve navigational safety, not just in select VTS target ports, but throughout the navigable waters of the U.S”, and, that we “continue working with stakeholders…”

6. Industry endorses AIS!
In 1999, the National Dialog Group, comprised of the marine private and public representatives, stated they:
“strongly endorse the widespread use of AIS employing dGPS and onboard transponder technologies…that national use of AIS technology on the greatest number of vessels is essential both as a foundation of a VTS system…improving navigation safety…strongly urge the USCG to take the lead…in developing equipment and procedural standards that will promote universal use of AIS technology”, which will “be less intrusive and distracting to the mariner than will a voice-based control system…”

7. AIS Carriage Regulations 33 CFR 164.46
As of December 31st, 2004, the following must have a properly installed, operational, type-approved AIS
On international voyage:
Tankers, Passenger > 150 GT, all others ships > 300 GT
Per SOLAS Regulation V/19.2.4
Self-propelled commercial vessels > 65 feet
Except fishing and passenger vessels (<150 passengers)
Within a VTS area:
Towing vessel > 26 feet and > 600 hp
Vessel certificated to carry > 150 passengers
From this MTSA, we develop these current regulations that implement AIS carriage requirements that are as follows {read slide}. Note, we have adopted a 150 gross tonnage threshold regarding passenger vessels, as well as extended the provisions to those carrying over a 150 passengers, regardless of their tonnage.

8. What is AIS?
Autonomous Continuous Station-to-Station Navigation Broadcast System
3 modes of operation: automatic/self-reporting, assigned, interrogation/polling
Open protocol & non-proprietary
Robust capability: can handle up to 4500 reports per minute
Frequency agile: any 2 channels in the VHF Marine Band
Versatile: multiple standard interfaces and display options
Internationally Adopted & Required (IMO SOLAS Regulation V/19.2.4)
Tankers, passenger vessels, and, other ships 300 of gross tonnage or greater
Purpose: collision avoidance, vessel traffic service tool, and, coastal surveillance
Mandated by Congress by the Marine Transportation & Security Act of 2002
Commercial self-propelled vessels 65 feet or greater;
Towing Vessels over 26 feet or greater and 600 hp or more;
Passenger vessels as determined by USCG; and
those the USCG deems necessary for safety.

9. Forthcoming AIS Rule Announcement published October 31st, 2005
Extend to all U.S. navigable waters
Potentially could effect 17,000 vessels.
Commercial self-propelled vessel of > 65 feet
No exceptions
Towing vessel > 26 feet and > 600 hp
Vessels carrying > 50 passengers (vice 150)
Hi-Speed vessels carry > 12 passengers
Certain dredges / floating plants, and
Vessel moving certain dangerous cargoes
Forthcoming rulemaking will address timeline
Reasonable time will be given for installation/use
Waiver provisions already exist

10. AIS how… COMMUNICATE ASSEMBLE READ
Time-Division Multiple Access (TDMA)
[][][][][][]][][][][][][][][][][][][][][][][][]
Gyro/Heading
Rate of Turn
per SOLAS requirements
GNSS
dGPS
Inputs
1 VHF Transceiver
3 VHF Receivers
- AIS1 Ch.87B
- AIS2 Ch.88B
- DSC Ch.70
NMEA-0183
COMMUNICATE
Broadcasts and manages the flow of AIS data sentences
ASSEMBLE
Gathers positioning, heading, vessel data and assembles it into an AIS compliant data sentences
READ
AIS data sentences may be read/sent on/to
multiple devices

11. AIS ATON’s
Monitors ‘health’ & position
Improves availability by reducing time to respond to outages because of near real time monitoring.
Improves “visibility” to AIS equipped vessels.

28. Vessel Name – Bearing - Range

29. AIS & Electronic Chart Systems (ECS)
CG & Marine Transportation Act of 2004 Conference Report
Sep’93, Tug Mauvilla strikes Big Bayou Canot RR bridge causing the Amtrak Sunset Limited derailment; killing 47 passenger & crew
ECS tied to a GPS will help prevent such accidents
AIS should be integrated with ECS
Use of raster charts until vector become available

30. See around bends 
Calculate encounter zones

31. See around bends 
Calculate encounter zones

33. Binary Messages and Functional Identifiers
AIS allows the transfer of Binary Messages
a means for communication for external applications  
General broadcast
Addressed to specific station (MMSI)
Results in a Binary Acknowledgement to confirm that the addressed binary message was received
All binary messages are composed by
an external application on the transmission side
can only be used by the same external application connected to the AIS on the receiver side.

34. Meteorological & Hydrological Reporting
Improves the overall safety & efficiency of marine traffic
Some in place since 2002

35. AIS Event Detection Automatic event detection
User specified event types
Flag to indicate status of event
Find vessel involved in event
Forward event information via:
System Integration Module
SMS or
Speech integrated

36. Lock Order Message
Used by Saint Lawrence Seaway since 2002
Improves efficiency, lock utilization, mitigates racing & wait time

37. Malaysia Dredge Monitoring Project

38. Malaysia Dredge Monitoring Project

39. USACE
Real-time
Current Velocity
Meters

40. AIS Traffic Analysis & Vessel Traffic Management
The before and after implementation of traffic separation scheme

41. Industry is using AIS – Washington St. Ferries
The final and perhaps the most important End users are our passengers.
We currently have a Web page available for commuters and riders to use to aid in ferry travel.
In the future we will be to able expand the web service to include new features to aid in their commute.

42. Industry is using AIS – Washington St. Ferries
These AIS based graphics are part of our trip analyzer.
The one to the left show the vessel position that corresponds with the speed graph, on the upper right, and the and acceleration and deceleration graph, lower right.
These graphics can highlight areas of potential fuel savings and emissions reduction.
Click
This area is where we do a two step slow down, essentially half and slow ahead,
yet most of the advance is is from mass in motion,
we may be able to do the reduction in one step with little or no change in time,
and save on our fuel consumption.
Acceleration/deceleration graphs shows areas of opportunity for fuel savings

43. Weather Warnings EMMA – Shore to Ship)
European Multi-service Meteorological Awareness system
Weather Warnings EMMA – Shore to Ship)
Low Temp
High Temp
Fog
Rain
Wind
Forest Fire
Snow and Ice
Thunder storm
Avalanche
Flood

44. European Multi-service Meteorological Awareness system Signal Status – Shore to Ship
Physical configurations

45. Current U.S. AIS Capability
notional coverage
USCG VTS
NY/NJ, LMR, HOU/GAL, Tampa, Port Arthur, Berwick Bay, LA/LB, SF, Puget and Prince Wm. Sound
Joint Harbor Operations Centers (USCG/USN JHOC)
MOA with St. Lawrence Seaway
USCG R&D AIS Efforts
Prototype AIS installations and network
Coverage analysis and evaluation
Evaluating AIS & VHF voice communications compatibility
Alaska Secure Passive AIS
Gulf of Mexico Offshore Platforms
NOAA Weather Buoys with AIS
Commercial Low Earth Orbit Satellite-Orbcomm launch

46. Daily number of vessels tracked between 3/03 and 3/07
Coast Guard R&D Center AIS Network

47. Nation-wide AIS Project Overview
Automatic reception of AIS information (vessel ID, location, speed, and other navigational information) nationwide out to 2000nm from shore
Transmission of standard messages out to 24nm from shore
Correlation with other vessel and crew database systems for intelligence and operational decision makers
Display information to a Common Operational Picture (COP) and share with other agencies
This slide provides a graphical depiction of the preferred alternative presented in the PEIS.
NAIS is expected to consist of a system of AIS receivers, transmitters, transceivers, repeaters and other equipment located on shore-side installations and remote platforms potentially including buoys, offshore platforms, aircraft and spacecraft as needed to receive, distribute, and use the information transmitted by vessels that operate AIS equipment and transmit data to these vessels.
NAIS will send and receive AIS messages, via a very high frequency (VHF) data link, to and from AIS equipped vessels. NAIS will leverage several types of platforms (including existing Government resources to the extent possible) to support AIS receive and transmit infrastructure. AIS message data will be transported between system components over a wide-area network.
NAIS will process and store the data. Some NAIS functions may require integrating with existing systems, such as command control systems at Sector Command Centers to meet all the requirements for fully using AIS data.
NAIS information will be displayed in the USCG national maritime Common Operational Picture and shared with the intelligence community, other DHS Components and other Federal agencies.
(next slide)

48. Automatic Identification
One known need: Common Operating Picture “plus”
Unclassified
Unclassified
Satellite Photos
News Media
Port Security
Plans
Weather Data
Unclassified
Cargo, Crew Data
Unclassified
Vessel Tracking Data
Automatic Identification
System data
Models
(e.g. radiological dispersion)
Port Security
Assessments
Maps & Charts
Facilities Security
Plans
Common
Operating
Picture
“plus”
Maritime Information
for Safety and Law Enforcement
(MISLE) data
Defense
Operations
Plans
Several organizations have initiatives underway called “Common Operating Picture.” We need to build on the good work being done, but none of the initiatives draw on the full spectrum of resources or are currently set up to be available to all appropriate parties. So we’re using the term Common Operating Picture “plus”.
To “connect the dots” and take appropriate actions, we all need to be seeing the same picture.
We need to draw on all sources of information: classified, unclassified, and sensitive to create a common operating picture. Not only do a better job of tracking vessels, but make available all information that strategic, operational, and tactical decision-makers need.
We should make this information as uniformly available to all audiences, as far as security measures permit.
National
Assets
Force
Deployments
Customs
Information
FBI
Information
Law Enforcement
Operations Plans
Common
Intelligence
Picture
Sensitive
Classified

49. Nation-wide AIS Project
Display information to a Common Operational Picture (COP) and share with other agencies

50. Display information to a Common Operational Picture (COP) and share with other agencies

53.
USCG AIS

54. United States Coast Guard Office of Navigation Systems
Finally, let me thank you all for attending today’s presentation, are there any questions?
NEW
****************************
U.S. Coast Guard
Office of Navigation Systems
2100 Second St. SW
Washington, DC 20953

55. What AIS broadcasts Safety Related & Binary Applications
MARITIME MOBILE SERVICE INDENTIFIER
UNIVERSAL TIME STAMP (GPS)
Dynamic Data -every 2-10 seconds per speed and course change
POSITION & ACCURACY (+/-10m)
COURSE OVER GROUND
SPEED OVER GROUND
HEADING
RATE OF TURN
VESSEL IMO NUMBER
COLREG NAVIGATION STATUS
Static & Voyage Data -every 6 minutes or upon change
VESSEL NAME & CALL SIGN
VESSEL TYPE & DIMMENSIONS
STATIC DRAFT
HAZARDOUS CARGO FLAG
DESTINATION & ETA
Safety Related & Binary Applications
SHORT TEXT MESSAGING < 156 characters
DATA MESSAGING & BINARY APPLICATIONS
Weather & Hydrological Information-
NOAA Physical Oceanographic Real Time System
NWS-Real-time weather buoy (C-MAN station)
USACE Real-time Current Meter System (RTCM)
Vessel Traffic Service (VTS)-
ATON Discrepancies
Distress Alerts
Urgent Notices & Warnings
Traffic Advisories
Radar Overlay / Pseudo-targets
Additional Hydro & Meteorological Information
Other possible uses-
Aids to Navigation
Search and Rescue
Port Partners
Lock/Canal operations
… endless opportunities!

57. Name of International Function Message
EU Inland AIS Messaging / Function Identifiers FI
FIG
Name of International Function Message
Sent by
Broadcast
Addressed 10
Gen
Inland ship static and voyage related data
Ship X 21
VTS
ETA at lock/bridge/terminal 22
RTA at lock/bridge/terminal
Shore 23
EMMA warning 24
Water level 40
A-to-N
Signal status 55
SAR
Inland number of persons on board
X (preferably)
Function Identifiers (FI) within the Inland AIS Standard

58. GPS Multi-path Error

59. Note ¼ mile offset error
Correct position from Pilot’s GPS
Ship’s Displayed Position
via Pilot Unit
via AIS
Note ¼ mile offset error
False position from ships AIS

60. Note ¼ mile offset error
Ship’s Displayed Position
via Pilot Unit
via AIS
Note ¼ mile offset error

61. NAIS - System Context Diagram
Nationwide AIS will also be integrated with other systems for the purpose of sharing infrastructure, more quickly implementing the capability, and improving performance.
Nationwide AIS will send and receive AIS messages, via a very high frequency (VHF) data link, to and from AIS equipped vessels, Aids to Navigation, and search and rescue (SAR) aircraft. Nationwide AIS will leverage several types of platforms to support AIS receive and transmit infrastructure. While some support receive-only capabilities (e.g., satellites, buoys, and aircraft), others will support receive and transmit capabilities (e.g., towers and platforms). AIS message data will be transported between system components over a wide-area network (WAN) and diverse, remote site connectivity (e.g., leased analog circuits, microwave).
Nationwide AIS will process (e.g., validate, filter, etc.) and store the data. Some Nationwide AIS functions may be implemented by enhancing existing systems. These systems, while not part of Nationwide AIS, are included in the context of the systems’ operations. Primarily, it is expected that these systems (e.g., Ports and Waterways Safety System [PAWSS], COP, Sector Command Centers [SCC], Maritime Information Safety and Law Enforcement [MISLE], Vessel Traffic Information Services [VTIS]) will provide data processing functions (e.g., vessel tracking correlation, intelligence processing, anomaly detection) and user interfaces necessary to meet all the requirements for fully using AIS data. Some users of Nationwide AIS capabilities (e.g., Deepwater assets, foreign governments, and port partners) may indirectly access AIS data via other systems.