Technical Session 5 – Maximising the potential of AIS– part 2
AIS Traffic Analysis – The Risk Assessment Process for Aids to Navigation, Captain Roger Barker, Trinity House
Presented by Captain Roger Barker.
Changing mariner requirements were traditionally considered through use of port statistics, user consultation and the professional knowledge of those making the assessment.
Implementation of the Automatic Identification System (AIS) has meant that vessel traffic routeing information is now readily available.
This routeing information means that significant improvement in the AtoN assessment can now be made which can also result in a more cost effective operation where the appropriate Aid is deployed, thus ensuring maximum efficiency with no detriment to the safety of the mariner and general requirements of the user.
AIS provides a variety of ship data, including draught, length and type. The ability to sort and filter AIS data elements, along with the use of Geographical Information Systems, assists authorities in decision-making. AIS data, used to form one of the layers in an appropriate Geographic Information System, can be combined with a vast assortment of other data including information regarding leisure vessel tracks, new offshore developments and changing hydrography, for example, to provide up to date information to underpin the assessment of current and future needs. The use of AIS information to assist in the consideration of emergency wreck or obstruction marking can mean that a cost effective assessment can be made with regards to the level and speed of response required.
AIS as an aid to navigation is a valuable tool. But, before a decision can be made on whether an AIS aid to navigation (physical or virtual) should be deployed, the ability of shipboard equipment to display such aids, must be considered.
Notwithstanding the advantages of improved information available, care must be taken when assessing the data. The advantages and limitations of the data must be considered when making decisions informed by this information.
The key points of the presentation were:
1 AIS traffic data can mean better informed decisions on AtoN deployment.
129 AIS traffic data can provide for more efficient deployment of emergency resources.
130 Advantages and disadvantages must be considered in using AIS data.
Manipulation and analysis of AIS data using a Geographical Information System (GIS), Mr Gerry Brine, Australian Maritime Safety Authority
Presented by Mr Gerry Brine.
GIS has developed into a powerful tool used to visualise and analyse patterns and relationships in spatial data.
AIS data can be classified as spatial data as it has a geographical component to it in the form of latitude and longitude coordinates generated by a vessel’s position fixing system (e.g. GPS).
This presentation showed how AMSA is utilising AIS data and GIS tools to enhance maritime safety planning processes and incident response. In particular, it showed how AMSA is using three different methods of GIS manipulation and analysis on AIS datasets:
1 Filtering of the AIS data, based on a time interval, and demonstrating how it can adversely affect the integrity of the data.
131 The use of density analysis of AIS point data to ascertain the coverage achieved by an AIS base station. The shortcomings of this technique in regard to heavily used navigation routes were also addressed.
132 Manipulation of AIS data to analyse vessel traffic over a specific area of interest to identify patterns not evident when viewing raw vessel tracking data.
The many diverse uses of GIS were also demonstrated.
The presentation also outlined an AtoN metadata schema which will enable AtoN information to be:
• viewed logically with minimum effort;
• easily shared;
• reported with minimum effort (for mariner’s benefit) e.g. Notices to Mariners;
• easily converted to GIS formats for visual/spatial representation (e.g. Google Earth).
The key points of the presentation were:
1 AIS and GIS tools can play a key role in enhancing AtoN network planning and efficiency and incident response.
133 Effective analysis of AIS data requires a sound understanding of the potential shortcomings in the data.
134 AIS data can play an important role in government activities outside its core safety of navigation role.
135 There are benefits of having a common AtoN information standard most of which can be realised through GIS tools.
New components of e-Navigation frame - MIP AIS and Integrated AIS, Professor Shufang Zhang, Dalian Maritime University
Presented by Professor Shufang Zhang
e-Navigation requires international harmonisation. As domestic vessels are not required to comply with international regulations, they generally have a different set of rules. Therefore, coordinating the requirements for SOLAS and non-SOLAS vessels is important for safety in all waters. Non-IMO Convention ships in coastal and inland waterways are generally using the monitoring and management systems based on the public wireless mobile communications. However, these systems cannot achieve ship identification. In order to provide a solution to this restriction, an automatic identification technology based on the public wireless mobile IP network - MIP AIS is put forward. The principle of the system is to realize researched technology and experiments with MIP-AIS were demonstrated indicating that MIP-AIS is feasible.
In order to achieve mutual identification for the MIP-AIS ships and IMO convention AIS ships, an integrated AIS, termed IAIS, technology was also proposed. This technology is useful for the navigation and collision avoidance of all kinds of ships in the same waterway; the monitoring centre can give the unified management for all the ships in a single-mode. The presentation described the Integrated AIS system principle, the on board terminal and the monitoring centre management system. Experimental results were given.
This new concept is believed to add a new component to the e-Navigation framework by providing a method for the collaboration/co-operation of domestic shipping with the international community.
The key points of the presentation were:
1 AIS.
136 MIP-AIS.
137 Integrated AIS.
138 e-Navigation.
The Case for a New Digital Communication Service between Ship and Shore, Mr Ornulf Jan Rodseth and Mr Bjornar Kleppe, MARINTEK e-Maritime - Norway
A study on various communication systems’ capability, including AIS and land-based digital radio systems, to meet the ship-to-shore and ship-to-ship needs for possible e-Navigation services, was presented.
The pros and cons of using satellite systems were also presented.
The conclusion was that e-Navigation services will emerge and will demand more bandwidth. Satellite technology will not be able to provide coverage in all areas. AIS cannot carry particularly high data loads. This is meant to be wake-up call: IALA has secure appropriate frequencies to implement secure and reliable communication systems, in order for e-Navigation to be robust in the future.
The key points of the presentation were:
1 Emerging e-Navigation communication requirements.
139 A need for additional digital bandwidth for ship/shore communication.
140 Combined satellite/coastal communication infrastructure gives benefits.
4.5.11 The Future Potential of AIS AtoN, Mr Michael Card, Zeni Lite Buoy Co., Ltd., Japan
Presented by Mr Michael Card.
This presentation described the potential for the future use of AIS AtoN. The introduction was a brief summary of the history of development of the modern AIS AtoN, and current uses. The main portion of the presentation was a description of the future potential of the AIS AtoN and the benefits which will result for navigators and for shore authorities. Current work on binary messages and the effect on AIS AtoN selection and performance characteristics were included. Future possible bridge systems were mentioned but not described.
The presentation closed with a brief discussion of the physical realisation of the modern AIS AtoN, the applicable international standards, and the considerations for competent authorities. The presentation was concerned mainly with the real AIS AtoN; Virtual AIS AtoN is not discussed in detail.
The key points of the presentation were:
1 The future potential of the AIS AtoN will be realised in four areas:
a Navigation.
b Environmental data.
c Vessel surveillance.
d SAR.
141 11 In conclusion, it was mentioned that the broadcast of met-hydro data may become the most important function of AIS aids to navigation. Also, AIS Message 21 will possibly replace racons. As the use of AtoN AIS and AIS messages continues to increase, it is clear that the manufacturers of navigation display systems for vessels must consider what data to process and how to display it.
Enhancing Maritime Safety and Security through Satellite AIS, Mr Peter Mabson, ExactEarth, Canada
Presented by Mr Peter Mabson.
The use of AIS in the maritime world has proven its worth as a safety system and more recently has been used in the monitoring of shipping off the shores of nations around the world. Its assistance with vessel traffic management, search and rescue and environmental identification has benefited all involved in maritime affairs. However, AIS has been limited to a maximum range of approximately 50 nautical miles, which is line of sight. This is about to change since it is now possible to obtain AIS information through the use of satellites and gather data on shipping globally. ExactEarth is able to accurately identify shipping in all parts of the globe for the purpose of search and rescue, environmental identification, vessel traffic management and vessel monitoring. It was shown how the technology is able to overcome all impediments that have been considered limitations in the use of AIS space technology; it can now provide a ship’s identification, position, course and speed from its class A transponder and allow interested maritime organizations to display shipping in near real-time applications.
The key points of the presentation were:
1 Provide vessel identification, position, course and speed of class A AIS transponder equipped ship globally.
142 Provide continuous identification of shipping in a given area that can assist with more rapid response to vessels in distress.
143 From historic information, identify vessels that caused environmental damage anywhere in the world.
144 Monitor shipping destined for ports and provide control for facility use and management.
Discussion – Technical Session 5 – Part 2 (papers 7 - 12)
The opinion of the panel was sought on the legal issues associated with the sharing of AIS vessel data, particularly as more uses were being found for AIS data. It was never expected that AIS data would be used so widely. It was suggested that a legal framework must be in place.
Peter Mabson agreed and said that Exact Earth was providing this data only to national authorities and that too only the identity, course and speed. His company was working with the Canadian government to resolve legal aspects of sharing AIS data.
Gerry Brine added that AMSA had a vessel tracking policy in place, which addressed the sharing of AIS data. AIS data could be shared with other government agencies and port authorities who had a genuine reason to obtain this data. The policy had been in place for some time and had been approved by AMSA’s General Counsel, taking into account AMSA’s own charter.
As regards to a suggestion that Message 21 would replace racons in the longer term, there were no other views expressed from the panel or the floor.
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