OPERATIONAL GUIDANCE FOR AUTOMATICIDENTIFICATION SYSTEMS (AIS) ON BOARD SHIP

Notice to Owners, Masters, Skippers, Officers, and Crews of Merchant Ships, Fishing Vessels,Pleasure Vessels, Yachts and Other Seagoing Craft

This Note should be read in conjunction with MSN 1781 (M+F), See MGN 167 – Dangers in the use useof VHF in collision avoidance and with MCA Guidance Safety of Navigation – Implementing SOLAS Chapter V (accessible from the MCA website).

MARINE GUIDANCE NOTE

Summary

• This Note provides operational guidance on the shipboard use of AIS systems.• It should be read in association with MSN 1781 The Merchant Shipping (Distress Signals and

Prevention of Collisions) Regulations 1996.• It is anticipated that the advice this notice contains will be superceded from time to time in the light

of experience, changes in legislation and improvements in available technology.• To be read in association with IMO SN/Circ.227 – Guidelines for the installation of a Shipborne

(U)AIS and IMO Resoltion A.917(22) Guidelines for the Onboard Operational Use of ShipborneAutomatic Identification Systems (AIS).

MGN 277 (M+F)

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Introduction / Background

1. AIS will be installed on the majority ofcommercial vessels by the end of 2004 andit has the potential to make a significantcontribution to safety.

CAUTIONARY ADVICE TO USERS OFAIS ON BOARD SHIPS

2. Mariners on craft fitted with AIS should beaware that the AIS will be transmittingown-ship data to other vessels and shorestations. To this end they are advised to:

.1 initiate action to corre c timproper installation;

.2 ensure the correct informationon the vessel’s identity, position,and movements (including

voyage-specific, see Annex 1) istransmitted; and

.3 ensure that the AIS is turned on,at least within 100 nautical miles of the coastline of theUnited Kingdom.

3. The simplest means of checking whether own-ship is transmitting correctinformation on identity, position andmovements is by contacting other vesselsor shore stations. Incre a s i n g l y, UKCoastguard and port authorities are beingequipped as AIS shore base stations. Asmore shore base stations are established,AIS will be used to provide a monitoringsystem in conjunction with VTS and ship

reporting (SOLAS Chapter V, Regulations11 and 12 refer). See Annex 2.

4. The MCA has already identified thedangers of using VHF to discuss action totake between approaching ships. (SeeMGN 167 – Dangers in the use of VHF incollision avoidance). Correct identificationof targets by AIS does not eliminate such danger.

5. The above advice does not obviate the needto use AIS for the purposes indicated inRule 5 of the International Regulations for Preventing Collisions at Sea, 1972.However, it is unlikely that current targetsdetected through AIS would not be alsodetected through efficient marine radar.Note: No specific reference is given to AISin those Regulations, including Rule 19.AIS on radar is now approved and thereare strict parameters for association anddisplay of targets.

6. AIS operates primarily on two dedicatedVHF channels (AIS1 - 161,975 MHz andAIS2 - 162,025 MHz). Where these channelsa re not available re g i o n a l l y, the AIS iscapable of automatically switching toalternate designated channels.

AIS ISSUES

7. Many shipowners have opted for the least-cost AIS installation to meet the mandatorycarriage requirement. By doing so, many ofthe benefits off e red by graphic display(especially AIS on radar) are not realisedwith the 3-line ‘Minimum KeyboardDisplay’ (MKD).

8. The Pilot Connector Socket and suitablepower outlet should be located somewhereof practical use to a marine pilot who maycarry compatible AIS equipment. Thisshould be somewhere close to thewheelhouse main conning position. Lessaccessible locations in chart rooms, at theafter end of the wheelhouse are notrecommended.

9. The routine updating of data into the AISshould be included in the navigatingofficer’s checklist.

10. The quality and reliability of position dataobtained from targets will vary dependingon the accuracy of the transmitting vessel’s

GNSS equipment. It should be noted thatolder GNSS equipment may not produceCourse Over Ground and Speed OverG round (COG/SOG) data to the sameaccuracy as newer equipment.

11. C u r rent guidance given on AIS in the M C A Guidance Safety of Navigation –Implementing SOLAS Chapter V(accessible from the MCA website), isreproduced as follows:

USE OF AIS IN NAVIGATION

12. AIS is designed to be able to pro v i d eadditional information to existing Radar or ECDIS displays. Until the optimumdisplay modes have been fully evaluatedand decided upon internationally, AIS will comprise “stand alone” units withoutintegration to other displays.

13. AIS will provide identification of targetstogether with the static and dynamicinformation listed in the IMO Guidelinespara.12. Mariners should, however, usethis information with caution noting thefollowing important points:

a.) Collision avoidance must be carried out in strict compliance with theCOLREGs. There is no provision in theCOLREGs for use of AIS informationt h e re f o re decisions should be takenbased primarily on visual and/or radarinformation.

b.) The use of VHF to discuss action to takebetween approaching ships is fraughtwith danger and still discouraged. (SeeMGN 167 – Dangers in the use of VHFin collision avoidance) The MCA’s viewis that identification of a target by AISdoes not remove the danger. Decisionson collision avoidance should be madestrictly according to the COLREGs

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

d.) AIS positions are derived from thetarget’s GNSS position. (GNSS = GlobalNavigation Satellite System, usuallyGPS). This may not coincide exactlywith the radar target.

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e.) Faulty data input to AIS could lead to incorrect or misleading informationbeing displayed on other vessels.Mariners should remember thatinformation derived from radar plotsrelies solely upon the data measured bythe own-ship’s radar and provides anaccurate measurement of the target’srelative course and speed, which is the most important factor in decidingupon action to avoid collision. Existingships of less than 500 gt. which arenot re q u i red to fit a gyro compass a re unlikely to transmit headinginformation.

f.) A f u t u re development of AIS is theability to provide synthetic AIS targetsand virtual navigation marks enablingcoastal authorities to provide an AISsymbol on the display in any position.Mariners should bear in mind that thisability could lead to the appearance of“virtual” AIS targets and therefore takeparticular care when an AIS target is notcomplemented by a radar target. Itshould be noted though that AIS willsometimes be able to detect targ e t swhich are in a radar shadow area.

Enquiries relating to the content of this MGNshould be addressed to:

Navigation and Communication BranchMaritime and Coastguard AgencySpring Place105 Commercial RoadSO15 1EG

Telephone: 023 8032 9521Fax: 023 8032 9204E-Mail: Navcomms@mcga.gov.uk

General Enquiries: 24 Hour Info Lineinfoline@mcga.gov.uk0870 600 6505

MCA Website Address: Internet:http://www.mcga.gov.uk

File Ref: MNA 139/002/0048

Published: 09/2004

© Crown Copyright 2004

Safer Lives, Safer Ships, Cleaner Seas

Annex 1

The OOW should manually input the following data at the start of the voyage and whenever changesoccur, using an input device such as a keyboard:

- ship’s draught;

- hazardous cargo;

- destination and ETA;

- route plan (way points);

- the correct navigational status; and

- short safety-related messages.

It is recommended that the UN/LOCODE is used for destination name to avoid confusions caused by mis-spelling.

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Annex 2

The MCA has established an Automatic Identification System (AIS) network in accordance with SOLAS Chapter V regulation 19 and European Traffic Monitoring Directive 2002/59/EC for base station transponders.

The AIS network consists of base stations located at the following sites:

Area Rescue Centre Radio Site MMSIEast Coast MRSC Humber Cullercoats 002320708

Flamborough Head 002320709MRSC Forth St. Abbs Cross Law 002320710

Forth 002320734MRCC Yarmouth Yarmouth 002320733

Skegness 002320732Pentland Firth & NE Scotland MRCC Aberdeen Noss Head 002320711

Dunnet Head 002320712Durness 002320713Gregness 002320735Windy Head 002320736

Fair Isle Gap & Outer Route MRSC Shetland Compass Head 002320714Collarfirth Hill 002320737

The Minches & Western Isles MRSC Stornoway Butt of Lewis 002320715Rodel 002320716Melvaig 002320717Forsnaval 002320738Glengorm 002320739Tiree 002320740Kilchairan 002320741

Irish Sea MRSC Liverpool Snaefell 002320718The Smalls & Bristol Channel MRSC Milford Haven St. Annes Head 002320719

Dinas 002320742Mumbles Hill 002320743

Scillies MRCC Falmouth Lizard 002320720Scillies 002320723Lands End 002320721

South West Approaches MRSC Portland The Grove 002320722Selsey 002320744

Dover Strait MRCC Dover North Foreland 002320706Dover 002320704Fairlight 002320705

The AIS Network is defined to operate within IMO guidelines and will be capable of receiving all messagetypes and in particular AIS message type 5: Ship Static and Voyage related data, provided at 6 minuteintervals in accordance with ITU-R M.1371-1. It is anticipated this will provide the following data sets insupport of the Directive:

(1) position(2) vessel and cargo type (e.g. tanker or cargo and whether the cargo is hazardous)(3) length(4) draught(5) next port of call(6) course(7) speed

This automated procedure will enable identification and tracking of suitably equipped vessels withoutfurther intervention from either the vessel's crew or Coastguard personnel.

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Areas Covered

The diagram below provides an indication of the areas covered by the AIS Network (Although theprediction indicates no coverage in the Southern Irish Sea, the trial to date has shown the area is covered).

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