The public may access portions of the data contained on the MISLE system through the Port State Information eXchange (PSIX). Originally, the PSIX system was designed to provide other countries with Port State Intervention data on foreign-flagged vessels. Currently, it contains information on over 650,000 U.S. and foreign flagged vessels (including those used for recreational purposes). The PSIX system contains vessel specific information derived from the United States Coast Guard's Marine Information Safety and Law Enforcement System (MISLE). The information contained in PSIX represents a weekly snapshot of Freedom of Information Act (FOIA) data on U.S. flag vessels, foreign vessels operating in U.S. waters, and Coast Guard contacts with those vessels. Information on unclosed cases or cases pending further action is considered privileged information and is precluded from the PSIX system.

Official definition from PANS-ATM (Nov 2007): ACAS / TCAS is an aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.

In modern glass cockpit aircraft, the TCAS display may be integrated in the Navigation Display (ND) or Electronic Horizontal Situation Indicator (EHSI); in older glass cockpit aircraft and those with mechanical instrumentation, such an integrated TCAS display may replace the mechanical Vertical Speed Indicator (which indicates the rate with which the aircraft is descending or climbing).

1993 - Adveto first in the world to sell software for AIS?

Early AIS experiments were made by the Swedish Maritime Administration in 1991,
was driven primarily by Bo Trygg and Benny Pettersson.
The contact with Bo Trygg became in 1993 an inquiry by the Maritime Administration
to Adveto of custom software for a test system with a number of
"GPS transponders" (known as the AIS were not yet)
som skulle installeras bl.a. which would be installed, for example p Styrsbolaget i Gteborg. on Styrsbolaget in Gothenburg. Installation Installation
skulle ske p ett tiotal fartyg. would be at about a dozen ships.

The primitive AVMS had now given way to the invention from Lans
"GPS-transponder" as with synchronous transmission and superior
capacity is now completely took over.
In retrospect, it appears that these ten "test system" mentioned above
is the first AIS system in the world!

Administration ordered the hardware (GPS transponders) from the SSC,
Chamber is now owned by SAAB.
The software for the ten test systems were purchased from Adveto and consisted of
standard software with a special run of "GPS-transponder".

Summering: Summary:

1. AIS is a Swedish invention!
2. The first installations in the world was made in Sweden!
3. AIS display, probably the first widely sold in the world!

There are many Web sites tracking AIS targets, and it's amazing how much they vary in style, extra features, and even motivation. However the access to raw AIS feeds is limited.The main goal of AISHub.net is to become a raw NMEA AIS data sharing centre and valuable data source for all enthusiasts and professionals interested in development of AIS related software.

Everybody who wants to receive the data from all available sources in real time has to share his own feed with the other AISHub members. We do not set any restrictions and all members are free to decide how to use the data - they can keep it for themselves, share it with other AIS sites or even use it for commercial projects. Think about it and... join us!

We have used some parts of our AIS server source code and we have created a new application - AIS Dispatcher. AIS Dispatcher is a free utility for receiving, processing and forwarding of AIS data. We have tried to keep it simple, small and fast and we hope that you will enjoy it. You can choose between AIS Dispatcher for Windows or AIS Dispatcher for Linux.

Right whales were included in the 1931 Convention for the Regulation of Whaling, and have been protected from commercial whaling since 1949. In USA waters, right whales are protected by the Marine Mammal Protection Act (MMPA) and the Endangered Species Act (ESA). Since 1973 they have been listed as Òendangered species.Ó The Secretary of Commerce has the authority to protect most endangered marine species, including right whales. The National Marine Fisheries Service (NMFS) has lead responsibility for developing and implementing a recovery plan.

A Right Whale Recovery Plan has been recently reissued (NMFS, 2005). In the Plan, collisions with ships are cited as the main threat and greatest known cause of right whale mortality in the western Atlantic, and the primary recovery strategy is to reduce or eliminate human-related deaths and injuries. Objective #1 of the Recovery Plan is to Òsignificantly reduce sources of human-caused death, injury and disturbance.Ó Key actions listed include an early warning/sighting advisory system, vessel traffic management, and mandatory ship reporting systems.

Title 50 CFR Part 222.32 stipulates that vessels should not approach within 500 yards to any Right Whale. However, at night or during periods of low visibility (e.g., fog or rain), this may not be possible. Even if the vessel is transiting at reduced speed, it is not likely that a whale would be spotted in time by the Officer on Watch to take avoidance measures. Title 50 CFR Part 226.203 establishes three (3) critical habitat areas for right whales, including Great South Channel, Cape Cod Bay, and an area of the southeast coast of the USA. However, these are static areas designations and right whales are not always located within the area boundaries. Depending on the time of year, North Atlantic right whales migrate from The Bay of Fundy and The Scotian Shelf in Canadian waters to coastal Florida and Georgia.

Performance Standards for a Universal Shipborne Automatic Identification System (AIS) were adopted by IMO in 1998 (IMO 1998). Although originally envisioned as primarily a vessel identification and tracking system, AIS has now evolved into digital information system capable of being used for collision avoidance (ship-to-ship), vessel traffic management (ship-to-shore), and marine safety broadcasts (shore-to-ship). Figure 2 shows a diagram of the planned AIS Network. Shipboard and shore-based AIS transponders will utilize a world-wide available frequency spectrum, and will have sufficient capacity to operate in the busiest ports and waterways. Beginning in 2004, all SOLAS ships (>40,000 vessels) and many non-SOLAS ships (possibly 10 times SOLAS) are required to carry AIS transponders. Electronic charting systems are a preferred means to display of AIS targets (other vessels) and other marine safety-related information.

Currently, aerial surveys of right whales are conducted by NMFS on an almost daily basis. The information contained in the survey reports of right whale sightings is compiled and then issued by NOAA to maritime users via: USCG safety net broadcasts, NOAA weather radio (voice), and NAVTEX messages. However, this information is not in a format that can be easily used with electronic charting or integrated navigation systems. What is needed in an improved means to deliver information about current location/movement of right whales that can be readily displayed and used. Figures 4-7 show four (4) Òscreen capturesÓ of an electronic chart system that displays a prototype right whale MIO on top of a raster nautical chart. The hypothetical scenario is that a small pod of right whales is reported in the vicinity of Great South Channel (east of Cape Cod). Every 12 hours a new MIO is issued updating the whalesÕ current location/movement. When the actual location of the right whales known, mariners will most likely alter their route to avoid transiting through this area. Given the behavior of right whales towards ships, it would be far better to avoid areas where whales are located, rather than simply reducing speed.

Any new system or service is only as good as who is using it and what it is being used for. If provided to mariners in a timely and reliable manner, the provision of right whale MIOs would be important information that mariners can use for making informed decisions for both voyage planning and route monitoring. However, for right whale MIO service to be implemented, an applied research, development, test and evaluation program is needed. However, there are no major technological hurdles to overcome. If MIOs can provide information related to ice coverage, severe weather, tides/water levels, coral reefs and other Òspecial areasÓ, then MIOs can also provide time-critical information on the current location and movement of right whales.

1) Compile all existing AIS binaries into a "collection."
2) Convert the "collection" into a Register.
3) Develop IALA guidance on best practices for creating and using AIS Binary Messages.

Recommendations are provided in regard to:

- Benefit of a web-based HTML user interface for input/output.
- Use of XML to organize/format register applications in a consistent manner.
- Having the collection/registration become a "loop" process.
- Conforming to ISO standards to organize and manage the Register.

- Benefit of a joint IMO-IALA register for both international and regional applications.

ShipPlotter is a unique piece of software that enables a user to have a quais live radar type display of shipping in their local coastal region or other regions and waterways around the world. The software decodes radio signals, received using a VHF radio receiver or scanner, from ships transmitting digital data using the marine Automatic Identification System (AIS). The book provides an excellent description of the AIS system and messaging. ShipPlotter visually displays the position and identification of each ship either as radar view or on a chart created from a graphic image file, a satellite image download or a downloaded Open Street Map. Whilst mariners, small boat owners and yachtsmen can use the ShipPlotter software this book is written for and intended solely for the hobbyist and ship-spotting enthusiast. Its contents therefore should not be used as any sort of guidance or advice for those who are not firmly fixed to their seats in the comfort of their homes on dry ground!

... The hosted payloads included in this study are the Federal Aviation Administration's Wide Area
Augmentation System (WAAS) payloads, United States Coast Guard's Automatic Identification
System (AIS) demonstration payload, Department of Defense's IP Router In Space (IRIS ...

While under spiral 1 the MDA DS COI provided AIS data as a service, the MDA DS COI is providing several value added services under spiral 2:
Data Augmentation Service (DAS) - This service provides a capability for AIS data providers to augment AIS messages with data from an authoritative reference source
Historical Archive Service (HAS) - The HAS will provide users with an ability to view previous vessel locations over time.
Anomaly Detection Service (ADS) - This service will be built using the previous two services. If a discrepancy exists between the AIS sensor and the authoritative reference source or if the vessel is making anomalous movements, then an anomaly has been detected and consumers of the message will be notified of such.

n order to avoid this, the majority of modeling in support of the DAS shifted from UML to the XSDs. We no longer employed an automated process to go from UML to XSD. We started with XSDs and generated UML models afterwards. We found that one particular tool (i.e., SPARX Enterprise Architect) performed reasonably well in automatically generating UML from XSDs. That said, it could not generate all constructs resident within the XSDs and manual changes were still required to simplify the diagram. The UML artifacts in Appendix D are a result of this process.

http://metadata.dod.mil/mdr/ns/MaritimeDomainAwareness

Coastal AIS
LRIT
Space based AIS (AIS-S) w/ COM DEV
Radar

E-navigation calls for a mix of technologies and high degree of interoperability !

Based on polling
Position report every 6 hour
Position reports are time-stamped
SatCom ID will correspond to a MMSI #

-Global coverage
-data are shared on a need to knows basis via the International Data Exchange (USCG interim solution)

Normal AIS messages retrieved by satellite from space
Based on existing infrastructure (Class A transponder)
Global coverage
IALA compliant => direct integration with existing AIS systems
Includes all AIS message (destination, speed, heading etc.)

-AIS-S will provide global coverage
-AIS-S will complement LRIT
-AIS-S will in some cases provide alternative to a coastal AIS infrastructure

"Exchange and integrate"
Use of virtual AtoN during accidents

October 30, 2007 the vessels OMER N capsized in a heavy trafficked area of Danish Waters
The Danish Authorities initiated a virtual AtoN maintained by base stations on shore
The virtual AtoN was supplemented with a AIS text message service
All vessels in proximity could see the Virtual AtoN
Vessels heading toward the wreck received an addressed AIS message explaining the situation in more detail

ghTrack (tm)
Track, Monitor and Control Framework

Generic Service Oriented Component Framework - a track, Monitor and Control OS

Scalable -
From local to global deployments
Scales with the number of users
Scales with the number of assets
Scales with the number of alerts

Complexity increase => Modeling

For example, AIS is currently required of many commercial vessels, with the result that large ships and boats working in and around vessel traffic schemes show up on all compatible RADAR and electronic navigation displays as special icons with directional vectors and data summaries. AIS broadcasters alone can cost hundreds to thousands of dollars, but beyond that, they require integration with professional-grade bridge equipment that adds thousands more to the cost per boat. How can one realistically expect the taxpayer, let alone a citizen who owns a 17-foot runabout that may have cost less than an AIS broadcaster, to pay for such systems? This is a case in which the law of diminishing returns may apply. Added to the financial limitations of AIS, is the fact that even now, with only commercial vessels carrying AIS, professional mariners operating in the vicinity of a busy port with many other commercial vessels will see an overwhelming amount of AIS information on their navigation systems, making it difficult to distinguish between significant and insignificant information on the displays. If small vessels were broadcasting AIS as well, the amount of traffic around commercial ports like Long Beach, Galveston, Boston, Baltimore, Philadelphia, New York, and many others would likely create AIS information overload for all users.

Crofts (2007) points out that although AIS is not required of small vessels, there are other identification requirements they must comply with. As previously mentioned, all vessels over 30 feet in length or over five gross tons in displacement must be documented with the U.S. Coast Guard and are then referred to as 'Documented Vessels.' All undocumented vessels with propulsion machinery must be registered by name of vessel and hailing port18 with the state in which the hailing port is located (USC, 2007).

The VHF (Very High Frequency) digital data link along which the information travels allows widening the AIS initial scope of ship monitoring and reporting only to embrace additional application areas, such as AtoNs (Aids to Navigation, including lighthouses and buoys), and SAR (Search-And-Rescue) operations among others.

All those applications have in common the need for a system that continuously monitors and reports the precise geographical position of a device that floats or a platform that moves, or needs some sort of remote control. The VDL (VHF Data Link) is invaluable under such circumstances for carrying all the data, including text messages and channel monitoring.

A growing number of national networks are being implemented worldwide nowadays, from the moment that the carriage of AIS onboard ships has become mandatory, under an organized time schedule for every type of ship defined and approved by the International Maritime Organization.

By combining well-experienced ways of communication, such as VHF, and proved Global Navigation Satellite Systems (GNSS), such as Global Positioning System (GPS), with the arrival of the Self-Organizing Time Division Multiple Access (SOTDMA) algorithm, the AIS is the common platform for a new set of emerging applications offering enough ground for additional developments.

This report explains the concept of a cellular AIS network, and provides an analysis on the effective coverage provided by a shore AIS base station (one fundamental element of the network) over a designated AOI (Area of Interest) under ships' traffic working scenario designed on purpose and approaching reality.

In this context, after a site survey was conducted to identify a suitable location for the base station, the VHF cell range over the sea was calculated and validated, the AIS traffic load on the base station cell was evaluated, the cell load handling capability was demonstrated, and research was conducted and documented on applicable standards, techniques and combined concepts of AIS coverage.

The report also briefly addresses future AIS areas of application, and identifies the applicable standards and the International Bodies that rule on this field.

Includes VHF Line-of-Sight (LOS) coverage calculation

For more than eight decades, The Handbook has empowered radio amateurs and professionals alike with its do-it-yourself approach, finding its way onto workbenches and operating desks, and into technical libraries and institutions.

Frequency Information
AIS primarily operates on two world-wide designated radio chan- nels VHF-FM channel 87B and 88B but to ensure its universal- ity, the system also operates on any channel in the VHF-FM band for areas where the designated frequencies may be unavailable.
To further provide robustness, AIS communicates using a time- division multiple access scheme, which allows several users to share the same frequency channel by dividing the signal into dif- ferent time slots. The users transmit in rapid succession, each using his own time slot.

s ca- pability to home in on vessels such as lifeboats? Thus began an effort to develop an AIS-based search and res- cue transmitter (AIS SART).
The U.S. Coast Guard conducted trials with prototype AIS search and rescue transmitters designed to broad- cast in eight-second bursts to ensure the equipment broadcasts at least once on the crest of a wave. In all tri- als AIS SART performance far exceeded the radar coun- terpart. Aircraft flying at 20,000 feet were able to detect an AIS SART from more than 120 nautical miles, while radar search and rescue transponders only came within range at one-half to one-third the distance. Addition- ally, the new technology sends a GPS-derived position report, which promises to reduce the 'search' in search and rescue operations.

AIS ASM. Also in the technological forefront, the IMO has adopted a compendium of application-specific messages (ASM) that promise to greatly enhance AIS users' navigation safety. These applications will pro- vide for the exchange of:
*environmental, meteorological, and hydrological data;
*reporting dangerous cargo and/or persons;
*port clearance and berthing information;
*mandatory and recommended routes;
*amplifying vessel static and voyage-related data;
*VTS or synthetic targets (vessels without AIS);
*pertinent time-critical dynamic navigation infor- mation concerning a specified geographic area, poly-line, or position.
AIS SAT. Finally, the latest change to the AIS technical standard includes a message specifically designed for AIS reception from satellite (AIS SAT). To enhance AIS satel- lite reception, the U.S. developed a new automatic iden- tification service message in which the number of bits has been compressed to improve long-range detection.

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.

International Maritime Organization (IMO), headquartered in London, is a specialized agency of the United Nations which is responsible for measures to improve the safety and security of international shipping and to prevent marine pollution from ships. It also is involved in legal matters, including liability and compensation issues and the facilitation of international maritime traffic. It was established by means of a Convention adopted under the auspices of the United Nations in March 1948. It currently has 165 Member States.
IMO.74(69) AIS Performance Standard
SOLAS V/19.2 (Int'l) (2002 Amendment)
SN/Circ.222 Guidelines on Operational Use of AIS
SN/Circ.227 & 245 Installation Guidelines
SN/Circ.236 Guidelines on Use of Binary Messages
SN/Circ.243 Presentation of Navigation-Related Symbols
SN/Circ.244 Use of Destination Field (UN/LOCODES)
IMO AIS STW Model Course
Re: the publication of AIS data
MSC/Circ.1251 Annual AIS Inspection

Safety of Life at Sea Conventions (SOLAS) Chapter V, Regulation 19

2.4 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 shall be fitted with an automatic identification system (AIS), as follows:
.1 ships constructed on or after 1 July 2002;
.2 ships engaged on international voyages constructed before 1 July 2002:
.2.1 in the case of passenger ships, not later than 1 July 2003;
.2.2 in the case of tankers, not later than the first survey for safety equipment on or after 1 July 2003;
.2.3 in the case of ships, other than passenger ships and tankers, of 50,000 gross tonnage and upwards, not later than 1 July 2004;
.2.4 in the case of ships, other than passenger ships and tankers, of 300 gross tonnage and upwards, but less than 50,000 gross tonnage, not later than the first safety equipment survey ' after 1 July 2004 or by 31 December 2004, whichever occurs earlier; and
.3 ships not engaged on international voyages constructed before 1 July 2002, not later than 1 July 2008;
.5 AIS shall:
.1 provide automatically to appropriately equipped shore stations, other ships and aircraft information, including the ship's identity, type, position, course, speed, navigational status and other safety-related information;
.2 receive automatically such information from similarly fitted ships;
.3 monitor and track ships; and
.4 exchange data with shore-based facilities;
.6 the requirements of paragraph 2.4.5 shall not be applied to cases where international agreements, rules or standards provide for the protection of navigational information; and
.7 AIS shall be operated taking into account the guidelines adopted by the Organization. Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information

The International Association of Lighthouse Authorities (IALA) is a non profit making international technical association. Established in 1957, it gathers together marine aids to navigation authorities, manufacturers and consultants from all parts of the world and offers them the opportunity to compare their experiences and achievements.

IALA's AIS as a VTS Tool
IALA Guideline 1028 Part I, AIS Operations Issues
IALA Guideline 1029 Part II, Technical Aspects of AIS
IALA Guideline 1050 Monitoring & Management of AIS
IALA Recommendation A-123 Shore-based AIS
IALA Recommendation A-124 AIS as a Network Service
IALA Recommendation A-126 AIS as a Marine Service (AtoN)
IALA Technical Clarification re: ITU-R M.1371-1 (Ed. 2)

The International Electrotechnical Commission is the leading global organization that prepares and publishes international standards for all electrical, electronic and related technologies. These serve as a basis for national standardization and as references when drafting international tenders and contracts. Through its members, the IEC promotes international cooperation on all questions of electrotechnical standardization and related matters, such as the assessment of conformity to standards, in the fields of electricity, electronics and related technologies.
IEC 61993-2 AIS Class A Mobile
IEC 62287-1 AIS Class B/CS Mobile
IEC 62320-1 AIS Base Station
IEC 62320-2 AIS Aide to Navigation (ATON)
IEC 61162-1 Digital Interfaces
IEC 61162-2 Digital Interfaces (Hi-speed)
IEC 61162-3 Digital Interfaces (NMEA2000)
IEC 61174-3 ECDIS
IEC 62288-1 Presentation of navigation-related information on shipborne navigation displays

Maritime Transportation Security Act
46 U.S.C. 70114 - Automatic identification system
On the navigable waters of the United States, each-
Self-propelled commercial vessel of at least 65 feet,
Towing vessel of more than 26 feet and 600 hp,
Passenger vessels as determined by the USCG,
Any other vessel deemed necessary for the safe navigation of the vessel.
shall be equipped with and operate an AIS under regulations prescribed by the USCG.

AIS Carriage Regulations 33 CFR 164.46
The following must have a properly installed, operational, type-approved AIS

On international voyage:
Tankers, Passenger > 150 GT, all others > 300 GT
Per SOLAS Regulation V/19.2.4
Self-propelled commercial vessels > 65 feet
Except fishing and small passenger vessels (<150 passengers)
Within a VTS area:
Self-propelled commercial vessel 65+ feet
Except fishing & small passengers vessels
Towing vessel > 26 feet and > 600 hp
Vessel certificated to carry > 150 passengers

AIS Rulemaking [Changes in Bold-type]
10/23/03 current AIS requirement (33 CFR 164.46)
07/01/03-01/09/04 sought AIS expansion comment
10/31/05 - notice expansion of AIS to all waters
12/16/08 NPRM -4/15/09 comment deadline
Could effect 17,442 vessels / 14,506 small biz's, i.e.
Commercial self-propelled vessels of > 65 feet
No exclusions
Towing vessels > 26 feet & >600 hp
Vessels with > 50 passengers (vice 150 for hire)
Hi-speed passenger vessels (> 12 pax)
Certain dredges & floating plants, &
Vessel moving certain dangerous cargoes

US AIS Carriage Population:
Solas 438, IR 7/02 4121, FR 11/03 2963, 17442

AIS On Goings-

FCC Regulations
Designates AIS 1 & 2 Nation-wide
Limits AIS Base Stations to Federal entities
Class B Type-certification
Type-Approvals: 9 new Class B's; Class A's still at 18 to date
AIS for ATON's
2 USCG Test Units. AIS PATON under consideration, policy in development
ITU-R M.1371-3 provides 4 new messages
Single and Multi-slotted Binary Messages
Group Assignment Message
Expanded Static Data Message
IEC 61097 - AIS Search & Rescue Transmitter (SART)
In Final Stage, we expect availability later this year
IEC 61993-2 - AIS Class A, 2nd Generation AIS-in development-2010

NAIS I-1 Actual Coverage for 1-16 Oct 2007

79th Session of IMO Marine Safety Committee
.1 agree that the publication on the world-wide web or elsewhere of AIS data
transmitted by ships could be detrimental to the safety and security of ships and
port facilities and is undermining the efforts of the Organization and its Member
States to enhance the safety of navigation and security in the international

maritime transport sector;
.2 urge masters of ships, notwithstanding the provisions of Guidelines for the
on-board operational use of Automatic Identification Systems (AIS) adopted by
the Organization by resolution A.917(22) as amended by resolution A.956(23) not
to switch off the ship’s AIS on account of the publication on the world-wide web
or elsewhere of the AIS data transmitted by their ships;
.3 urge Member Governments, subject to the provisions of their national laws, to
discourage those who make available AIS data to others for publication on the
world-wide web, or elsewhere from doing so;
.4 condemn the regrettable publication on the world-wide web or elsewhere of AIS
data transmitted by ships;
.5 condemn those who irresponsibly publish AIS data transmitted by ships on the
world-wide web or elsewhere, particularly if these offer other services to the
shipping and port industries; and
.6 request the Secretary-General to bring to the attention of those who publish or
who may publish AIS data transmitted by ships on the world-wide web or
elsewhere, the conclusions of the Committee.

86th Session of IMO Marine Safety Committee
.1 concerns had been raised, which should be conveyed to relevant bodies in ITU,
to be taken into account in their further studies, namely:
.1.1 the relation with the implementation of the LRIT system;
.1.2 integrity and confidentiality issues;
.1.3 security issues;
.1.4 collection and dissemination of data;
.1.5 technical issues, such as the risk of interference to critical existing maritime radiocommunication services and the need for changes to the
current AIS Class A equipment; and
.1.6 global policy issues, including the view that all countries should benefit from the development and implementation of this system;

.2 there was general support for the continuation of studies under the framework of ITU; and
.3 IMO should not make any commitment at this stage, awaiting the outcome of studies.

Technical Clarifications on AIS Navigation Status Considering the advent of Navigation Light Controllers and Foreseen Equipment Interfacing

To help in the follow-up of these measures the whole Baltic Sea area has been covered by a coordinated land-based monitoring system for ships based on Automatic Identification System (AIS) signals, from 1 July 2005. This information is available through the HELCOM AIS central website for national authorities and certain third party users.
By February 2010 the regional network of HELCOM MPAs, Baltic Sea Protected Areas (BSPAs), covered 159 sites. The total area of these amounts to a marine area of 42,823 km2 which is over 10.3% of the total marine area (HELCOM 2010). In addition to the BSPAs a number of other protected areas have been established in the Baltic Sea including Natura 2000 sites network required by the EU Habitats and Birds Directives, and Emerald sites launched by the Council of Europe. Natura 2000 and Emerald sites are in practice part of the umbrella network of BSPAs, even if not all of these sites have been officially designated as such. If excluding overlaps the total share of Baltic Sea marine area protected by any of the three regimes was in 2010 over 12% (HELCOM 2010).

During the testing phase of the AIS network in the Sea of Archipelago in 1998 it became evi- dent that the nature of the AIS VDL (VHF Data Link) allows bi-directional data interchange between ship-shore with a reasonably good throughput. During the testing weather informa- tion to ships was distributed with fairly good results. The broadcast capability of AIS had been shown, but in order to fully utilise AIS as a tool between the ship and shore it was neces- sary to perform some tests to determine the actual throughput of the AIS VDL in a two-way communication scenario. At the end of the testing phase it became evident that there was a considerable loss of messages, which used the maximum number of timeslots available. Therefore some testing had to be done in order to establish the nature of the problem. A loss of messages containing the maximum number of timeslots would for instance have a negative impact on ÒVTS footprintÓ messages that are likely to be transmitted using the maximum amount of timeslots in order to preserve the bandwidth of the VDL.
The AIS VDL is a digital communication channel. Hence the throughput is often presented as a function of the BER (Bit Error Rate) and distance between the transceivers. As the AIS VDL is message based it would have been difficult to obtain the actual BER. Also, the value would have been of little use, as the smallest unit in the VDL is a message occupying one timeslot. The purpose of the field studies was to show the probability of successful message communication between two parties using different binary message lengths. This would prove to be valuable information for application developers that are going to utilise the AIS network for digital two-way communication.

A major complaint in mixed-use harbors is the interaction of recreational and commercial vessels. Collision avoidance, keeping shipping channels clear of recreational vessels, and avoidance of heavy traffic areas such as ferry terminals are areas in which open access to all three levels of NAIS information would lead to improvements in harbor safety. Examples of the beneficial use of having the three levels of information open to the public on a real-time basis on the Internet are:

First level (Level A) - unfiltered real time: The main concern of sharing this information is stated as: 'Éthe unfiltered, embedded addressed and encrypted information, the release of which may pose a security risk.' If the AIS vessel name, speed, direction and track were available on a real time basis, a boater could use the information from his mobile device such as a smartphone to communicate with the correct vessel on VHF channel 13 in crossing, overtaking and head-on situations in a crowded harbor environment. Another use would be in identifying a vessel that has just caused damage or injury. This information is already available on a line of sight basis with an AIS receiver and on a 5-10 minute delay basis with marinetraffic.com, which can be run on a smartphone now.

To summarize, if the information specified above for each level of sharing were available on a real time basis from the Internet, safety would be improved in mixed-use harbors for both recreational and commercial users.

Errors in data transmission
-During the 2007 research period 3.5% of vessels transiting the South West (SW) lane of the Dover Strait transmitted errors in their AIS data. This was down from 7.9% in 2005, which in turn was down from 10.4% in 2004. These figures represent a statistically significant year on year improvement1.
-The number of errors reduced in relation to all major categories of information transmitted in the period 2004.
-Of the errors transmitted, in each of the three years 2007, 2005, and 2004, the majority were in destination and draught data.

- Errors in identification data, i.e. MMSI number, call sign and ship name, increased between 2004 and 2005, but fell below the original 2004 levels in 2007.
AIS and VHF Radio
- Increased use is being made of VHF radio, and specifically for collision avoidance. In 2004, 11.5% of ships transiting the Strait initiated inter-ship calls, in 2005 this figure had increased to 17% and in 2007 this was up to 20.8%. This represents a statistically significantly change from 2004.
-In 2007, 94.2% of inter-ship calls were for the purpose of collision avoidance, up from 89.4% in 2004.
Other findings
-There have been procedural changes in the way in which Coastguard operators take information from reporting vessels, which emphasises the use of AIS.
-An increased use of the AIS text facility was recorded.
-Ships were spontaneously indicating errors to each other via the AIS text
facility and occasionally by VHF radio.
- Ships' officers were using the AIS text facility to conduct AIS self-test procedures.

Conclusion
Our data suggest that there has been a slow but clear learning process taking place in relation to the use of AIS. Vessel Traffic Services (VTS) operators further reported that ships' officers appeared to be more responsive to correcting errors when these were detected and brought to their attention. This was further borne out by analysis of text messages that indicated that many ships were pro-actively engaging in AIS self- test procedures. Moreover examples were identified of ships' officers spontaneously pointing out detected errors by radio and text message to other ships. The learning that has taken place has not only been limited to those onboard but is also reflected in the practice of Channel Navigation Information Service (CNIS) operators and the response of maritime authorities such as the MCA.

As part of this developmental process we have also witnessed the emergence of unanticipated practices, the ultimate significance of which remains unclear. Firstly,
2
the introduction of AIS has led to a significant increase in the use of VHF radio for the purpose of collision avoidance. This phenomenon has become significantly more common, despite the reissue of advice, by the UK MCA in 2006, that VHF radio should not generally be used for collision avoidance. Secondly, there is evidence of growing and widespread use of the AIS text facility, especially for inter-ship communication. The full significance of the emergence of this form of communication is still to be determined.
Further research needs to be undertaken to fully assess the learning process that appears to have taken place. This is the aim of the continuing over-arching project investigating training and technology. In particular, the ongoing research will seek to determine whether ships' crews have, through a process of use and informal learning, developed an enhanced appreciation of the system and developed ways of utilising its various features, or whether they have received formal structured training on board or ashore. Consideration will also be given to the external drivers of the process, i.e. those forces which have led to individuals and/or companies to enhance their performance.

... require additional resources at three times the regular rate. Vessel Monitoring System (VMS)
and Automated Identification System (AIS) operating costs (purchase or leasing and operation
of receivers and related equipment and transmission services) ...

Global maritime security has been through radical changes in recent years. Many changes were necessary and long overdue, but others seem to have created situations in which the only beneficia- ries appear to be the providers of security services and equipment. Against this background, this book sets out to provide a reality check. It brings together a range of different perspectives of key maritime issues from around the world. It includes chapters that explore the operational, policy and legal realities of the new maritime security measures instigated post-9/11.
This book is aimed at those with an interest in any dimension of the new security measures. This interest might be a general one in maritime security, or it could be a more specific one, such as implementing the International Ship and Port Facility Security (ISPS) Code, devising and executing practical maritime security measures both at sea and in port, or in assessing security threats and risks inherent in the vast and often opaque realm of international shipping. Hopefully, everyone will find something of interest in this book.

Chapter 2: Lifeline or Pipedream? Origins, Purposes, and Benefits of Automatic Identification System, Long-Range Identification and Tracking, and Maritime Domain Awareness

Automatic Identification System: What Is It?
Automatic Identification System: Technical Features
Automatic Identification System: The Advantages.
Automatic Identification System: The Disadvantages
Long-Range Identification and Tracking: Why Has It Come About?
Long-Range Identification and Tracking: What Is It?
Long-Range Identification and Tracking: Technical Features
Long-Range Identification and Tracking: Who Benefits?
Long-Range Identification and Tracking: Information Flows .
Long-Range Identification and Tracking: Information Mechanisms
Long-Range Identification and Tracking: The Disadvantages
Maritime Domain Awareness
Lifeline or Pipedream?

This chapter focuses on the Automatic Identification System (AIS) and Long-Range Identifica- tion and Tracking (LRIT) and explores how they contribute to the concept of 'Maritime Domain Awareness (MDA)', which is an attempt by a limited number of states, the United States, Canada and Australia in particular, to gain a greater understanding of the threats (criminal and political), which exist in their coastal waters or might enter them from the vastness of the deep ocean. The scheme is complex and definitions of its purpose, and expectations about what can be achieved cost- effectively, change regularly. To succeed in its broad aim of building an intelligible picture of threats at sea that is clear and accurate enough for action to be taken demands that several substantial tech- nical and procedural problems be overcome. The peculiar American temptation to place too much emphasis on technical solutions, which in this case would translate into an overdependence on sur- veillance at the expense of intelligence, needs to be checked.3 However, the scale of the project and difficulties that it faces illustrate the immense challenges posed by the ever changing and multiple character of illicit maritime activity.

Chapter 14: Long-Range Identification and Tracking Systems for Vessels: Legal and Technical Issues

Broadcast messages are sent to all AIS units within the coverage area - this means that any device capable of receiving AIS data will receive and decode the messages. Addressed Messages are received by the AIS devices to which the message is addressed to, using the MMSI number as the address. The addressed AIS device then acknowledges the addressed message.
This was the way it was supposed to work. What has happened in reality is that most AIS receivers and AIS base stations now decode all messages (addressed or broadcast) and these messages are available at the serial port (Presentation Interface [PI]) of the device that received the message. The addressed device (or some device connected to it) now responds to the addressed binary message.
So the first important item to note is that addressed messages no longer afford any privacy to any addressed message; they only allow confirmation that some device that decoded it has received the message and this same device (or system) issued an acknowledgment.

It is important to note that there is no Forward Error Correction [FEC] in place to recover from a single or multiple errors that may have occurred in the transfer of the binary data from the sending AIS to AIS device. The largest source of errors is the radio path between the sending and receiving AIS devices. As the radio signal strength decreases so the error rate increases and eventually this gets to a point where the message has a high probability of having an error.

The success of the BBM or ABM message is directly related to the PER and the number of packets or slots occupied. This means that a single packet message has a far higher chance of being transferred between AIS units than a five-packet message. The table below illustrates the number of slots occupied versus the number of data bytes transferred for an ITU-R.M1371-1 type 8 (BBM).

The ability to use ABM and BBM messages in an almost free format environment makes this feature a very powerful one but the lack of specified IAI and RAI besides what is in the ITU- R.M1371-1 and the St Lawrence Seaway documents, makes the wide scale use of ABM and BBM difficult.
We have so far made an assumption that the data can easily be entered and, once it has arrived at the receiving AIS, can be easily displayed. The entry and display of ABM and BBM data makes the use of these message sets within the SOLAS fleet complex in that there has to be an application that enters the data and one that displays the resultant data on the receiving side.
The basic Minimum Keyboard Display [MKD] does not make provision for ABM and BBM applications but this situation is changing rapidly with the availability of more complex third party displays that implement specific ABM and BBM based application. The connection of AIS systems on board vessels to both the radar and Electronic Chart System [ECS] will also enable more ABM and BBM based applications to be deployed.

These applications include:
Pilotage activity tracking
Tug activity tracking
Encrypted text messaging
Telemetry
Waterway / Seaway management (St Lawrence Seaway AIS message set as an example)

These systems are being matched by the integration of similar systems within the AIS enabled information systems being deployed along coastlines, in ports, for systems that protect traffic separation schemes and for operations that surround Oil Platforms.
The use of ABM and BBM in ports may raise the AIS slot map occupancy to unacceptable levels especially when combined with the increasing deployment of Class B and the increase of non- SOLAS vessels being fitted with Class A AIS terminals. This will require a review of AIS shore side infrastructure topology and AIS shore station antenna system design.

The first services / functions developed are: -METOC (Meteorological and Oceanographic data on route) -Maritime Safety Information (MSI) -Route Exchange - Exchange of Intended Route o Route Suggestion

Mapping services to IMO process The IMO e-Navigation process has led to a description of needed functions derived from the initial user requirements analysis. These functions are described in Annex 1 of the IMO e-Navigation correspondence groups report from NAV56. The annex is titled: ARCHITECTURE TO THE ?DEVELOPMENT OF AN E- NAVIGATION STRATEGY IMPLEMENTATION PLAN. The functions mentioned below refers to this document.
The MSI service aims at fulfilling the function A2.3 Use Maritime Safety Information (MSI) Service'.
The METOC service aims at fulfilling the functions A2.6 Use Meteorological Information Service and Warnings and A2.7 Use Hydrographic Information Service'.
The route exchange service aims at fulfilling the function A2.4 Use Routing Information Service'.
The first services to be implemented thus maps very direct into the IMO process. However, some of the future services that are on the drawing board, that are of a more visionary nature, may not map quite as direct to the IMO process. We still do want to prioritize these more visionary services, since we believe they are important if the full potential of the e-Navigation concept shall be released.

The ship-side e-Navigation prototype display, or the e-Navigation enhanced INS (ee-INS) prototype, is based on the open source product OpenMap (www.openmap.org), which is a tool for building applications that needs to show geographic information. A motivating factor to use this platform was the fact that a commercial plug-in existed, capable of rendering S52 charts from S57 and S63. If the demonstrator should give the impression of an integrated navigation display, the ENC is of course crucial.

In order to make safe maritime traffic, the International Maritime Organization (IMO) recently published a stan- dard [1] for Automatic Identification System (AIS). Such systems use GPS to allow ships to communicate each other their respective position, thus avoiding risks of col- lision. Two Very High Frequency (VHF) channels and a Gaussian Minimum Shift Keying (GMSK) modulation are used, and the ships transmissions are organized by the Self Organized Time Division Multiple Access (SOT- DMA) technology.

*Release Nationwide AIS RFP and Award Contracts (Contract Sensitive)
*Achieve Nationwide AIS KDP-3 (Sep 07)
*Achieve NAIS Full Operating Capability for Increment 1 (Sep 07)
*Achieve NAIS Initial Operating Capability for Increment 2 (Sep 09)
*Achieve NAIS Initial Operating Capability for Increment 3 (Dec 10)
*Achieve NAIS Full Operating Capability for Increment 2 (Sep 13)
*Achieve NAIS Full Operating Capability for Increment 3 (Sep 13)

Project 4: Long Range Tracking (CG-522)
Description: Coordinate establishment of USCG Long Range Tracking IT infrastructure as an enterprise capability with track information enhanced with commercial & govt open source data.
Desired Outcomes:
*Voluntary reporting portal at OSC Martinsburg capable of being transitioned for use to receive IMO global tracking system info.
*Fusion of commercial & unclas govt info w/ tracks & display in COP
Completion Date: Decl 07
*Complete Phase I of fusion study (Mar 06)
*Fund OSC Martinsburg for enterprise tracking capability study (Apr 06)
*Develop SDLC plan for IMO LRIT implementation (Sep 06)
*Identify funding for IMO LRIT implementation (Oct 06)
* Implement voluntary reporting/tracking program (Dec 06)
*SOW and funding for Phase II of fusion study (Oct 06)
*Publish fusion plan (Jan 07)
*Implement fusion solution (Apr 07)
*Transition to steady state fusion responsibility per USCG CONOPs (Apr 07)
*Implement LRIT implementation solution (Dec 07)

VISIONMASTER FT - TotalWatch
Highlights

Innovative multi-function workstation
All watch keeping modes in a single workstation
Task oriented configurability
Upgradeable from VisionMaster FT Radar,
Chart Radar or ECDIS
Redundancy for all vital navigation
functions
Modular interfaces to shipboard
system
Console or electronics kit
configurations

VISIONMASTER FT Series -
Radar / ARPA Highlights

New innovative user interface with commonality VisionMaster products
Operator selection of target views (ARPA only or combined ARPA/AIS)
User savable settings and removal storage media (USB flash drive)
Innovative context sensitive iHelp facility - Cursor, Standard and Advanced (browser) modes
Advanced tracker performance in clutter
Target tracking capability of 100 ARPA and 500 AIS targets
Advanced target correlation with tracked ARPA and AIS targets
Integrated voyage plan and radar maps
Automatic transfer of target data and voyage plan to
VisionMaster ECDIS and / or TotalWatch Workstation
Interface for future remote diagnostics
Built-in upgrade path to Chart Radar, ECDIS and TotalWatch Workstation
Backwards compatibility with legacy BME & VMS products

VISIONMASTER FT - ECDIS Highlights
New innovative user interface with commonality VisionMaster products
Operator movable system menu controls with hide facility
Split screen (vertical & horizontal) and Picture in Picture display modes
Enhanced Conning Information Display
Improved chart portfolio management and voyage planning capability
Fast chart loading capability
Direct target tracking (built-in type-approved ARPA facility)
Advanced target correlation
Track keeping & autopilot control
iHelp facility - Standard and Advanced
Powerful options
Integrated weather routing
Electronic chart downloading
Remote diagnostics (future)
Central Alarm Management, Radar Overlay
PocketBridge and TabletBridge applications

Message 25
One slot addressed or broadcast message for example AIS AtoN control, Secure Communications

Message 26
Multiple slot message with self organizing capability (SOTDMA/ITDMA) for example Met/Hydro, Dredge Monitoring, Secure Communications etc.

Two VHF Channels (typically AIS1 and AIS2)
Capacity 2250 slots/minute per channel
4500 one slot reports per minute
Data rate of 9600 bits/s

THUSÉ

AIS is NOT intended to provide for Bulk Data Transmission
or General Data Communication.
It is for safety related text and data messages
AND messages that contribute to the safety, security and efficiency of an organization PROVIDED that they do not compromise the performance of the data link.

Experience with binary messages:
Met/Hydro Reporting

Lock Order

Navigational Aid Monitoring

Dredge Monitoring

Secure Communications and Tracking

Inland AIS Binary Messages

Smart Bay

Met/Hydro information reporting improves the overall safety and efficiency of marine traffic.
Created a Proprietary Message
Some systems in place since 2002.

Navigational Aid Monitoring using has been used for the past few years and it is of increasing interest to Ports and other maritime administrations. AIS equipped Nav Aids:
Increases availability by reducing time to respond to outages because of near real time monitoring.
Improves 'visibility' of Nav Aid to AIS equipped vessels.
Provides a means to relay other relevant information such as Notices to Mariners.

Dredge monitoring is considered by
many maritime administrations to be
safety critical and thus the AIS link
has been utilized to perform this
added function.
Permits automatic and continuous
tracking of the dredges and the dumping
status.
Improves the efficiency of port
operations.
If we assume that 'accidental' dumping
in the wrong location will be prevented.
The system will improve safety.
Reduce port dredging costs.

Sentinel BFT System
Developed an AIS based Blue Force Tracking system
Used messages 6 and 8 to communicate
Encrypted information
Unique AIS target Display

Inland AIS Messaging
IMO has introduced the Automatic Identification System (AIS). All seagoing ships on international voyage falling under SOLAS convention Chapter 5 have been equipped with AIS since the end of 2004.

The European Parliament and Council have adopted Directive 2002/59/EC establishing a community vessel traffic monitoring and information system for seagoing vessels carrying dangerous or polluting goods using AIS for Ship Reporting and Monitoring.

AIS technology is considered as a suitable way that can also be used for automatic identification and vessel tracking and tracing in inland navigation. The real time performance of AIS and the availability of worldwide standards and guidelines are beneficial for safety related applications.

To serve the specific requirements of inland navigation, AIS has to be further developed to the so called Inland AIS Standard while preserving full compatibility with IMO«s maritime AIS and already existing standards in inland navigation.
Because Inland AIS is compatible to the IMO SOLAS AIS it enables a direct data exchange between seagoing and inland vessels navigating in mixed traffic areas.
Weather Warnings EMMA (FI 23 - Shore to Ship)
(European Multi-service Meteorological Awareness system)

SmartBay - Placentia Bay: EiT, CCMC, amec, ICAN
'Simple access by all stakeholders to data and
information in support of effective management and
sustainable development of coastal ocean areas and
the safety and security of life at sea."

Below Water;
- Salinity - Sea surface temperature - Dissolved Oxygen - 7 channels of upwelling radiance data
(ocean color) - Chlorophyll fluorescence - Turbidity - Surface ocean current speed and direction
Above Water;
- Wind Speed and Direction - Air temperature - Barometric pressure and relative humidity

General weather synopsis
High Resolution forecasts for areas of interest
Prediction of wind, waves, air, sea temperature, precipitation, icing potential and ocean currents on smaller scale
Spill Trajectory Modeling
SAR Planning

... 4 Empirical Evaluation To evaluate the performance and feasibility of the precise and imprecise
anomaly detectors we design two experiments using real-world maritime AIS (Automatic
Identification System) [18] data where deliberate anomalies are introduced. 4.1 Datasets ...

Extra:

3.1.3. Tracking and recovering objects

During this experiment, Class-B Automatic Identification System (AIS) transponders were used to track and recover the drift objects. The AIS consists of a very high frequency (VHF) transponder and receiver attached to a GPS, broadcasting a signal every 2-10 s depending on vessel speed. For the experiment, three Class-B AIS transponders were built as self-contained units consisting of an AIS unit, a 24 Ah battery, a GPS antenna, a VHF antenna and a data logger. The AIS transponder not only assisted in tracking and recovering the objects, but also helped make the objects more visible to traffic in the vicinity of the experiment.

Argos, VHF, and strobe-flasher beacons were all used to aid in the tracking and recovery of the drift objects. GPS data loggers provide speed and course over ground. We have used pairs of mercury-switch Argos beacons, one oriented upright and one downward, to provide tracking while the object was upright and also in case it would capsize. Small VHF transmitter and flashers (Novatech beacons) were attached using tag lines, these provide tracking for both upright and capsized drift objects.

The expression electronic navigation has not appeared in previous editions of this text, nor in any but recent publications. Although radio equipment has been used by the navigator for many years, it was not until the development of radar, loran, and other such aids to navigation during World War II that electronic navigation was recognized as a separate division of navigation. Now it is considered a very important branch and may easily fulfill the predictions of those who confidently expect it to become the primary navigational method. However, even the most enthusiastic supporters of this newest form of navigation recognize that it has limitations and that it will probably never render other methods obsolete any more than the gyro compass, valuable as it is, has caused the magnetic compass to be discarded. Keep constantly in mind that the methods discussed in this chapter are navigational aids and that it is still important to know how to use other methods.

Current practices
We now have the global positioning system (GPS), the automatic identification system (AIS), and other technologies that weren't even considered possible in 1948. How much have we learned and how much have we put into practice? Some indications that the lessons of Honda Point have not yet been fully put into practice follow.
On June 10, 1995, the cruise ship ROYAL MAJESTY grounded on Rose and Crown Shoal near Nantucket Island. The ship was fitted with GPS, LORAN-C, radar, fathometer, and other navigation equipment. It was returning to Boston from a voyage to Bermuda. At dinner that night, the master had commented to passengers dining at his table how safe the ship was with GPS due to its high level of accuracy. When the ship grounded at about 2225 that night, it was approximately 17 miles west of where the watch officers thought it was immediately prior to the grounding. The watch officers had been relying exclusively on the GPS readout to determine the position of the ship. The GPS receiver was located in the chartroom, but the readout was available on the bridge. Unfortunately, the antenna wire had come loose from the back of the GPS receiver. The device was designed to default to automatic dead-reckoning when it did not receive a signal from the GPS satellites. It was also designed to display a flashing light when it was utilizing dead-reckoning. The flashing light did not display on the remote readout on the bridge, but only on the receiver itself. The watch officers had become so confident in the GPS that they did not check the LORAN-C, the radar, or the fathometer, all of which would have alerted them that the ship was standing into danger. The grounding was due, in large part, to the complacency of the watch officers in relying exclusively on one electronic aid to navigation.

Radio and radiotelephone
Failure to equip a coastwise tug with radio receiving sets to receive storm warnings renders the tug unseaworthy, precluding limitation of liability by the owner.7A defective channel 13 transmitter on a ship renders such ship unseaworthy.8Failure to maintain a proper listening watch on the ship's bridge-to-bridge radiotelephone while underway constitutes negligence.9 Failure of ship that was anchored in a hazardous locale during conditions of heavy fog to issue

additional security calls after giving one such call immediately after anchoring was a contributing cause to the subsequent collision.10
Fathometer
It is negligent of a master on a ship equipped with a fathometer to fail to utilize that device while navigating in a ship canal during a period of reduced visibility.11
Radar
Failure to properly utilize the ship's radar and to plot nearby contacts constitutes negligence.12Proper utilization of radar includes taking the bearings and distances of approaching vessels at regular intervals and carefully evaluating that information by plotting or by some equivalent systematic method.13Interference between two radars on a ship is a not uncommon occurrence and is a correctable condition. It is negligent of the owners to allow a ship to proceed to sea without correcting this problem if they knew of it or should have known of it.14 It is negligent of a ship owner to expect that a master will learn how to utilize the automatic radar plotting aids (ARPA) system merely by seeing that system used once on another ship and having the manufacturer's manual placed on the bridge of the ship.

Conclusion
Owners and operators of ships are expected to equip those ships not only with all the required electronic navigation devices, but also with those devices that are generally available, even if not required by law or regulation. If IMO standards have been developed for a navigation device, the owner or operator is expected to have selected a device that meets the applicable standard. The navigation device must be installed properly and placed in a location and a manner that is reasonably useful for the average mariner (ergonomics). The navigation device must be properly maintained and remain reasonably operable. The personnel who are expected to utilize the navigation device must be trained and reasonably proficient in its use. Finally, the owner and operator must regularly check to ensure that the navigation devices installed are actually being used by the personnel charged with properly navigating the ship.

It is only appropriate that this survey of legal issues related to electronic navigation end where it began - with reference to the 1923 Honda Point disaster. The following is taken from the records of the US Navy court of inquiry, but has continuing validity:
After considering carefully the testimony adduced the court finds nothing which reflects on the efficiency of the radio compass installation. A mass of confusing testimony has been brought forward to prove that bearings may not be relied upon, but out of this testimony shines the clear fact that it was not the compass bearings sent to the Delphy, which were wrong, but the judgment of the men who interpreted these bearings and used them wrongly.
Dead reckoning alone can never be relied upon.
In commenting upon the record of the court of inquiry, the Chief of the Bureau of Engineering said: 'The Bureau desires to emphasize the fact that such devices as radio compasses, sonic depth finders, etc., are reliable only to the extent that they are operated properly, and recommends that the attention of the forces afloat be directed to the necessity for continuous training in their use.' With this remark the Bureau of Navigation concurred.

Stanley Associates, Inc. US Coast Guard Operations System Center 408 Coast Guard Drive Kearnysville, WV. 25430-3002
jbuckles(at)osc.uscg.mil

In plain language, we are working on a new kind of cellular network that can be installed and operated at about 1/10 the cost of current technologies, but that will still be compatible with most of the handsets that are already in the market. This technology can also be used in private network applications (wireless PBX, rapid deployment, etc.) at much lower cost and complexity than conventional cellular.

Environmental Message (EM)
The Environmental Message accommodates a wide variety of environmental data from throughout the U.S., including: current flow, water level, water temperature, visibility, and air gap. The message has the ability to provide both real-time and forecast data. The goal was to accommodate the information transfer requirements of all of the stakeholders: National Oceanic and Atmospheric Administration (NOAA) Physical Oceanographic Real-Time System (PORTS), the NOAA National Data Buoy Center (NDBC), and the U.S. Army Corps of Engineers (USACE). In order to maximize flexibility, this message can be used to transmit from 1 to 8 sensor reports (a 1 sensor report uses 1 slot while a message with 8 sensor reports requires
5 slots). These sensor reports can be data from one location or from multiple locations. In addition, the data does not need to be sent at the same update rate allowing data that changes more rapidly to be sent more often than slowly changing data. Static data such as sensor position can be sent even less frequently. The flexible message structure allows a message to be created that transmits just the data elements that are available rather than having to always transmit the same data elements; even if most of them are null data. This flexibility in data composition of the message was not possible with the original met-hydro message in SN/Circ. 236.
Area Notice (AN)
The purpose of the AN is to transmit information that pertains to a region or area; for example, a security zone, an area of fog or dredging operations. The areas that are being defined can be circles, rectangles, polygons, or sectors. The AN can also be defined by the union of multiple subareas in order to create larger, more complex areas. The AN can also be defined as a simple point or series of points (polyline). The series of points can be used to create a closed area of arbitrary shape or to define a line.
The intent with an AN is to broadcast dynamic information (i.e. information that is time dependent). These messages are to be used for a specific time period and will automatically timeout at the end of the period. If the AN must be in place longer, then a new AN must be transmitted with a new start and end time. An AN should only be used to convey pertinent time-critical navigation safety information to mariners or authorities, and not as a means to convey information already provided by official nautical charts or publications. This
type of message was not included in the original SN/Circ. 236.
Waterways Management Message (WMM)
The WMM can be used to facilitate vessel traffic movement in confined waters. More ?directive? than advisory, this message can be broadcast (e.g., information for all ships or a group of ships) or addressed (e.g., information/direction to a single ship). Examples include: lock, gate, narrows, or single passage area. There are two sub-types of this message; 1) for providing a position/name of the waterway feature, and 2) for providing a list of vessels and their sequence order/times. Specific information for each vessel includes: sequence time, direction, and vessel Maritime Mobile Service Identity (MMSI). This type of message was not included in the original SN/Circ. 236; this message was not included in SN/Circ. 289 as it was not completed prior to the cut-off date.

* nmea2udp: A program to connect to a serially-attached AIS receiver, and send the messages as UDP packets to an internet server, such as aishub, marinetraffic, etc.
* udp2nmea: A program to accept UDP NMEA strings, and make them available to TCP clients.
* nmea2mysql: A program to connect to a TCP socket providing AIS NMEA strings, such as GPSd, parse the messages into their respective AIS message types, and log the messages to a MySQL database.
* serial2mysql: A program to connect to a serial port providing AIS NMEA strings, parse the messages into their respective AIS message types, and log the messages to a MySQL database.
* Libraries: A set of Java libraries for doing all of the above. TCP client/server, UDP client/server and NMEA string parsing.

The IALA e-Navigation Committee, formed from its Radionavigation and AIS Committees, is structured specifically to support the IMO. As such, IALA's e-Nav Position, Navigation, and Timing Working Group is working to identify and examine all technologies that may contribute to effective position, navigation, and timing, including radar and associated aids to naviga- tion, terrestrial positioning systems, global navigation satellite systems augmentation, visual and optical tech- niques, echo sounders, inertial navigation, and alter- native uses of existing systems.

Additionally, the Portrayal Working Group will evalu- ate new proposals for displaying e-Navigation- related information, including AIS application-specific messages, virtual AtoN, and marine information over- lays. The users of e-Navigation services are repre- sented in the Operations Working Group and contribute to the IMO e-Navigation implementation plan by assessing operational issues pertinent to user needs, gap analysis, cost-benefit analysis, and associ- ated implementation issues.
The Automatic Identification System Technical Work- ing Group is focusing on efforts including AIS aids tonavigation, satellite detection, terrestrial long-range AIS, and the next generation of AIS.
Future data collection and exchange needs will provide the impetus for communications systems of broader ca- pabilities than VHF-based AIS. With this in mind, the e- Navigation Committee created the Communications Working Group to study operational and technical re- quirements for communications and information sys- tems in e-Navigation, including the Global Maritime Distress and Safety System and maritime information systems, and evaluate communication channels within other frequency bands.
The committee's Architecture Technical Working Group is working to harmonize sensor and architec- ture integration. In addition to creating the conceptual and technical framework for a shore-based e-Naviga- tion system, the architects are developing a data model and an 'e-Navigation stack' analogous to the International Organization for Standardization open systems interconnection stack.

The early discussions in IALA identified three fundamental elements that are needed for e-navigation to be successful.
Robust, fail-safe, accurate positioning system is also another broadly agreed user requirement. If a GNSS is not available, the e-navigation presentation needs a back-up system to provide positioning information. One of the suggested back-up systems is Loran, or eLoran.
The definition of e-navigation talks about harmonised collection, integration, exchange, presentation and analysis of maritime information onboard and ashore. The flow of information between ship and shore (and between ships, as well as between shore facilities) will require significant communications capabilities.
This slide is about a year old and came out of the IMO e-Navigation Correspondence Group. You'll note that the Integrated Bridge System is at the heart of this model.
The IALA e-NAV Committee developed this more functional look at e-navigation. Note that the e-navigation environment focuses on ship and shore with value adding information at both and considers the exchange of information between ship and shore as well as the presentation of that information. All of this, through appropriate procedures and training, and with good watchkeeping and a lookout (i.e., not "head-down") leads to the goal of e-navigation: safe navigation

This descriptive view was developed at an Australian Maritime Safety Authority workshop on e-navigation. This model at the center focuses on the core parts of e-navigation: ship, shore, and communications. Because of the interaction of ship and shore in the e-navigation environment, the user requirements and the user communities, must be considered together. IMO, traditionally the focal point for shipboard equipment, cannot develop e-navigation requirements in isolation from the shoreside entities. Similarly, Aids to Navigation authorities, traditionally represented by IALA, cannot provide e-navigation services without considering the shipboard interface to receive those services.

E-navigation is NOT
Hardware
INS/IBS
New carriage requirement
Limited to SOLAS
Opportunity to reduce crew
A priori opportunity to reduce visual AtoN

It applies to SOLAS class ships. Since it is in Chapter V (Safety of Navigation) that means 300 GT and up.
Shipboard equipment must be capable of automatically transmitting (as well as being polled) position, ID, and time. This is what we call LRIT information. And IMO limited it to these items to keep communications costs to a minimum.
Although coastal state access was tenuous until the very end, different contracting governments may have access to LRIT information depending on their status as a flag, port or coastal state.
The LRIT system must be secure, so open broadcast communications are not permitted. However, encrypted HF for example has not been ruled out.
Finally, the LRIT benefits to SAR have always been recognized and supported virtually without exception.
At MSC 81 in May of this year, the Committee adopted SOLAS regulation V/19-1.
It was characterized as a 'delicately balanced package' of regulations and performance standards.
The first provision of this regulation states that nothing in it shall prejudice the rights, jurisdiction or obligations of states. Simply put, it means you get information under this regulation, but no more rights.
Here are the limits of what you are entitled to as a contracting government.
As a Flag, you can track your ships anywhere.
As a port state, once a ship has indicated its intention to enter your port, you can gain access (but not in the internal waters of another contracting government.)
Finally, as a coastal state, you have access to LRIT information up to 1000 nm off your coast - yes, that means ships on innocent passage or on the high seas - but not in the internal waters of another, and not in the territorial sea of the flag state.
Carriage requirement for LRIT equipment
A1 AIS exemption: Ships operating exclusively in Sea area A1 and fitted with AIS not required to comply with this regulation
LRIT information (ID, position, time)
Switched off onboard or otherwise prevent distribution of LRIT information 1) where int'l agreements provide for the protection of navigation information or the master feels its operation comprises the security of his ship.
An Administration can exclude a Named Coastal State from receiving LRIT information it is otherwise entitled to.
Contracting governments bear all costs fro LRIT information they are entitled to, request, and receive.
No cost to ships
Available to SAR services
In conclusion, we now have a SOLAS LRIT regulation for securityÉAND safety, efficiency and environmental protection.
There are performance standards and functional requirements approved which are leading to technical specifications for approval at MSC 82.
Finally, the SOLAS regulation will be implemented in domestic regulations.

The existing and planned sources of vessel tracking information may allow the Coast Guard to track larger vessels at sea, but systems and other equipment that track smaller and noncommercial vessels in coastal areas, inland waterways, and ports may prove ineffective in thwarting an attack without advance knowledge. The means of tracking vessels at seaÑnational technical means, LRIT, and commercially provided long-range AISÑare potentially effective, but each has features that could impede its effectiveness. The systems used in U.S. coastal areas, inland waterways, and portsÑAIS, radar, and video camerasÑhave more difficulty tracking smaller and noncommercial vessels because they are not required to carry AIS equipment and because of the technical limitations of radar and cameras. In studies GAO reviewed and discussions with maritime stakeholders, there was widespread agreement that vessel tracking systems and equipment will be challenged to provide a warning if a small vessel is moving in a threatening manner.
The Coast Guard has not coordinated its plans for obtaining vessel tracking information at sea, and is planning on obtaining potentially duplicative information, but in coastal areas, inland waterways, and ports, the various tracking methods complement each other. Once operational, the two new planned means for tracking vessels at seaÑLRIT and commercially provided long-range AISÑwill both provide vessel identification and position information for almost all the same vessels. Commercially provided long- range AIS provides additional information about each vessel and its voyage, but almost all of that information is available through reports filed by vessel operators. The primary need cited by the Coast Guard to develop both systemsÑto detect anomaliesÑcan be met by the national technical means already operational, combined with information from the reports filed by vessel operators and LRIT. Furthermore, the Coast Guard has not coordinated or analyzed the information each source can provide and the need for information from both.

The National Plan to Achieve Maritime Domain AwarenessÑa part of The National Strategy for Maritime SecurityÑlays out the need for MDA. The plan states that the maritime domain provides an expansive pathway around the world that terrorist organizations have recognized. Such organizations realize the importance of exploiting the maritime domain for the movement of equipment and personnel, as well as a medium for launching attacks. The Coast Guard needs timely awareness of the maritime domain and knowledge of threats in order to detect, deter, interdict, and defeat adversaries.

"The nationwide automatic identification system will greatly aid the essential process of identifying, tracking, and communicating with vessels approaching our maritime borders and is a centerpiece in establishing effective maritime domain awareness," said Rear Adm. John P. Currier, the Coast Guard's assistant commandant for acquisitions.

"This is an important milestone for the project as it marks the approval to begin contracting for the initial deployment of this powerful capability," said Capt. Kurtis Guth, automatic identification system project manager. "The nationwide automatic identification system will provide numerous key operational benefits to the Coast Guard, including improved maritime security, navigational safety, and vessel traffic planning. The speed, course and location data collected by this system from vessels carrying international automatic identification system equipment will be used to form an overarching view of maritime traffic within or near the U.S. and its territorial waters."

The nationwide automatic identification system is being developed in three acquisition increments primarily to accelerate deployment of mission critical capabilities. The Coast Guard partnered with the Naval Sea Logistics Center under the first increment to establish receive-only automatic identification system coverage in approximately 60 critical U.S. ports and coastal areas during the current fiscal year. The second increment will involve a full and open competition contract for the design, supply and implementation of a fully integrated system to provide nationwide reception and transmission capabilities. The third and final increment will involve contracts to provide long-range automatic identification system coverage out to 2,000 nautical miles from U.S. shores.

For more information on the project log on to: http://www.uscg.mil/hq/g-a/ais/, and for more information on automatic identification system technology, standards and carriage requirements log on to: http://www.navcen.uscg.gov/enav/ais/

... a. Verify if an electronic countermeasure (ECM) was identified by a navy ship; b. Verify
if the ship has a responsive radar and automatic identification system (AIS). The primary
hypothesis is shown in the ShipOf- Interest MFrag in Figure 8. ...

The trust algorithms presented here rely on the novel combination of two existing representations, the Simple Event Model (SEM) for event representations and the Open Provenance Model (OPM) for representing the data integration process itself. Based on a mapping of these models, we develop a trust algorithm using subjective logic. We apply our trust algorithm to a use case from maritime shipping.

Current surveillance systems for tracking ships are radar-based. An operator has a screen with a number of objects on it representing different ships. Either, the operator labels the object having identified the ship through verbal communication with the crew or else ships may be labelled automatically after having been identified by transponders on board the ships (e.g. the Automatic Identification System (AIS)). However, such existing systems tend to have blind spots, inability to measure vessel height inability to accurately classify the vessel and resolution limitations.

SUMMARY

In accordance with a first aspect of the present invention there is provided a surveillance system for vessels, the system comprising surveillance means for surveying a waterway; vessel detection means for determining the presence and location of a vessel in the waterway based on information from the surveillance means; camera means for capturing one or more images of the vessel; image processing means for processing the images captured by the camera means for deriving surveillance data; wherein the camera means captures the images based on information from the vessel detection means, the surveillance data from the image processing means, or both.

The system may further comprise tracking means for tracking a vessel's movement through the waterways based on the surveillance data derived by the image processing means.

The surveillance data may comprise a vessel name extracted from the images of the vessel captured by the camera means.

The surveillance data may comprise a vessel shape and/or other vessel characteristics extracted from the images of the vessel captured by the camera means.

The surveillance data may comprise a vessel type/category determined from said vessel shape, height, length and/or other vessel characteristics extracted from the images of the vessel captured by the camera means.

The surveillance data may comprises one or more of a group consisting of a speed, a course, and a trajectory of the vessel extracted from the images of the vessel captured by the camera means.

The surveillance data may comprise behaviour data indicative of a behaviour of a vessel including abnormal behaviour.

The system may further comprise checking means for checking the surveillance data derived by the image processing means against reference data in a database of the system.

The surveillance means may comprise one or more scanning cameras and the vessel detection means is operable to determine the presence and location of the vessel based on image processing of images captured by the scanning cameras.

The camera means may comprise one or more zoom cameras.

In accordance with a second aspect of the present invention there is provided a surveillance system for vessels, the system comprising a surveillance device for surveying a waterway; a detector for determining the presence and location of a vessel in the waterway based on information from the surveillance means; a camera for capturing one or more images of the vessel; an image processor for processing the images captured by the camera means for deriving surveillance data; wherein the system processes information from the detector, information from the surveillance device, surveillance data from the image processor or any combinations of these information/data.

In accordance with a third aspect of the present invention there is provided a method of surveillance vessels, the method comprising surveying a waterway; determining the presence and location of a vessel in the waterway based on information from the surveillance of the waterway; capturing one or more images of the vessel; processing the images captured for deriving surveillance data; wherein the images are captured based on the determined presence and location, the surveillance data, or both.

The USCG defines MDA in the National Plan to Achieve Maritime Domain Awareness as:
"The effective understanding of anything associated with the global maritime domain that could impact the security, safety, economy, or environment of the United States."
This concept, plus the addition of enhanced capabilities for Global Maritime Intelligence and Global Maritime Situational Awareness, supports four major MDA objectives:
1.A Joint/Interagency effort to improve knowledge of activities and events in the Maritime Domain
2.Increased benefits accrued to all maritime interests across Security, Safety, Stewardship and Defense
3.Achieving an Awareness Partnership across Industry and Government Agencies at the local, state and federal levels and with international allies to the maximum extent
4.Integration and cooperative utilization of several USCG programs - Command 2010, Deepwater, Rescue 21, Nationwide AIS, and the User Defined Operational Picture

These essential tasks have been further refined by the USCG MDA Director in January 2007 to reflect priorities established for the Atlantic and Pacific operational areas. According to the Directorate Newsletter (January 2007), the USCG has compiled a list of 2,200 proposed requirements that impact upon or support attainment of operational MDA. Specific priorities for MDA include the capability of the USCG to simultaneously Detect/Classify/Identify/ and Track:

All BLUE FORCE (US and Allied Flagged defense force) vessels and aircraft

Any vessel or aircraft signaling distress, under all conditions and in all locations
All vessels GREATER than 20FT in a "Tiered Port" (based upon assessed risk priorities); or
transiting through a tiered port waterway out to 24 NM in all conditions.

All vessels GREATER than 100 GT (gross tons) en route the US, and all US Flag vessels
GREATER than 100 GT any where in the world.
All vessels, cargo, crew, and passengers identified as threats to Homeland Security (HLS),
Homeland Defense (HLD), or our allies
As shown in the detail below, the USCG envisions the eventual, sophisticated deployment of a sensor grid that will include ships, manned and unmanned aircraft, satellites, RFID communication tracking systems, subsurface motion and sonar sensors, and DOD as well as DHS asset resources.

To date there is no well defined tactical policy that outlines an effective and official interoperability plan between the two maritime armed forces of the United States. There is a formal doctrinal plan called the Maritime Operations Terrorism Response Plan (MOTR) - required by HSPD 13 (which is discussed in more detail on Page 119 of this report) -- that outlines the operational doctrine to be employed between the USCG and all other federal agencies (including the DOD, the Federal Bureau of Investigation, etc.) however this document is largely restricted at the For Official Use Only (FOUO) level (some operational aspects are controlled at the classified level) and therefore the document is not readily available for review by the general public.

Under the three-year Video Surveillance and Monitoring (VSAM) project (1997-1999), the Robotics Institute at Carnegie Mellon University (CMU) and the Sarnoff Corporation developed a system for autonomous Video Surveillance and Monitoring. The technical approach uses multiple, cooperative video sensors to provide continuous coverage of people and vehicles in a cluttered environment. This final report presents an overview of the system, and of the technical accomplishments that have been achieved.

The device will work similar to traditional SARTs but, rather than show the position of a lifeboat on your 3cm radar, will transmit the exact GPS coordinates to all AIS enabled devices within VHF range.

We are excited not only by the product itself but the advancement of new ideas for sharing of data among the AIS network. gCaptain recently discussed the topic with the Coast Guard's office for marine safety and is working with them to outline ideas to take AIS and data sharing from a point-to-point system to a web of collaborative sharing. Here is a basic summary of our question to marine safety:

AIS is a great system but it's linear and data is stuck in predefined categories. Can a system be developed that facilitates discussion and information sharing between ship captain, pilots and VTS? We would be very interested in a system that facilitates discussion and allows collaboration between all parties.

System Design goals:
Full global coverage
Refresh rate < 90 minutes with rapid acquisition
Single pass detection >90%

Achievements
NTS demonstrates a detection rate far beyond anything achieved in known unclassified systems (14 messages/s = 1.2M per day)

Constellation service commences Q1 2010
exactEarth subsidiary established to operate this service

As part of the AIS from space evaluation studies, COM DEV Ltd has gone through various exercises in developing its AIS solution.

*Extensive high-fidelity simulations that model the signal data and propagation characteristics. Also includes ship density distributions, AIS protocol, transmit/receive antenna patterns, multi-path scattering and depolarization, ionospheric interacation with VHF signals as well as accounting for orbit effects for the satellite.

*Developed an AIS signal detection algorithm.

*Tested in ground (harbour) trials, airborne trials (29,000ft) and finally a nano-satellite trial. Data from the nano-satellite is presented here.

NTS characteristics and limitations. How it operates. What it was intended to do. It is not an operational satellite. AND it has limited functionality compared to exactEarth satellites (less capable detection performance)

Conclusions:
This slide will be difficult to interpret without me talking. But here is a VERY brief summary.

The S. Pacific shows what a low traffic area scenario looks like. This is followed by the Baltic, a very dense area. Then the N. Atlantic is shown as an area of moderate density. Finally the Mediterranean is shown.

The 90 second data from the Mediterranean is displayed. The signal data is very similar to the data in the Baltic region, and is also accompanied with interference. If no attempt is made to de-collide messages, then virtually no AIS messages can be detected. In this example, two commercial receivers, with sub-band filtering only produced 5 ship identifications compared to the 206 ships identified with de-collision. These same receivers produced only 7 messages compared to 321 messages decoded with the de-collision technique.

The ability to detect ships rapidly is key to Data Fusion, Vessel Traffic management and Tracking
The Helen Hurdle. Why rapid detection and multiple detections are necessary for operations.
Performance numbers to expect from exactEarth satellites.
90 second world view. This view is equivalent to / is as if NTS had a flyover time of only 90 seconds. This diagram represents one single 90 second coverage of the earth's surface. 16,700 ships.

The other is the polar view.
NTS AIS Detection Characteristics
At TEXAS II, comparison was made between NTS and a simple COTS AIS receiver.
In this presentation a more capable AIS receiver is compared to NTS: A sophisticated filter-bank that performs sub-channel filtering is employed ahead of the COTS AIS receivers.
Each sub-channel is shifted to the AIS channel center frequency for GMSK demodulation.
Doppler compensation for COTS receivers.
We created the equivalent of a more sophisticated set of receivers. We did this for 2 different kinds of AIS receiver commercially available.

Each channel split into 7 subchannels etc- so 14 receivers.
Input data is raw NTS data from 15 different regions around the world.

We repeated this for 2 different types of receivers. So = 14 x 15 x 2 = 420 data sets were evaluated.
Results of the comparison.

NTS in Green
Commercial rx 1 in blue
Commercial rx 2 in red

The last animation fade is a projection of the NTS performance to the exactEarth capability. The Green bars become much longer. I only used a factor of 2 improvement. We expect a factor of 2 to 3 in reality.
AIS Message Extraction Technology
exactEarth satellites will be more powerful than NTS
This has been verified by extensive simulations using both NTS data as well as hi-fidelity simulated data.
Differences are due to proprietary technology additions.
4 patents pending on COM DEV AIS technology.

exactAIS - Operational AIS-S Service
NTS high performance DEMVAL
Global coverage (includes polar regions)
High detection rate

Operational system being deployed
Phase 1: 3-satellite constellation, ground network and data center
Phase 2: 6-satellite constellation

Unprecedented Capability
Implements proven COM DEV Advanced AIS-S technology
Each satellite 100x more powerful than NTS

Major Capital Investment
Full service commences Q1 2010
Flat subscription fee service
Highly secure system
Service trials available
Complete global coverage with rapid refresh
Phase 1 (2011) < 6 hour refresh
Phase 2 (2013) < 2 hour refresh
Much better at higher latitudes
High Detection rate capability
Phase 1 system expected to detect > 11M messages/day
Rapid ship detection capability > 1,000 ships/minute, per satellite

The Automatic Identification System (AIS) is a maritime safety and vessel traffic ship- and shore- based system imposed by the International Maritime Organisation (IMO). FFI is developing a space-based system for detecting AIS messages in the large maritime zones out of range of the existing shore-based system, and for distribution of the messages to the existing infrastructure.
Analysis of the signal environment from Low Earth Orbit shows that reporting of vessels can be made with close to 100% detection probability for up to 1000 vessels. When large areas of Europe (or other densely trafficked areas) are within the field of view the detection probability decreases due to interference between messages from different ships. If one or more signals are "cancelled" in the receiver, the detection probability will increase significantly.
The task of this Master Thesis is to examine receiver solutions to reduce the interference problem by utilizing antenna diversity. The signal environment should be analyzed and the potential for interference cancellation should be discussed. Implementation issues including antenna theory and signal processing should be taken into account. A recommendation for a space-based AIS receiver dealing with the interference problem should be given.

The two threads converge in experiments validating my methods in two primary application areas. In my first application, maritime security, I analyze several datasets that track movements of thousands of merchant marine vessels between international ports. I will conduct the following inference tasks in this domain:
¥ Path prediction. Based on a ship's recent behavior and an STR behavior model trained on all ships, I will predict the location of a ship's next landfall.
¥ Deviation detection. Based on a model of 'normal' ship behavior, I will detect outliers whose activities suggest an exceptional situation.
For my second data domain, I will analyze a time-changing relational network in which US companies are connected based on publicly declared supply contracts. I will build unsupervised models addressing the following queries.

Ships exceeding a certain size or carrying certain cargo types are required in US Coastal waters and many international ports to operate a piece of equipment known as an Automated Identification System (AIS). The AIS is a transponder which implements a communication protocol whereby authorities on land and other ships can query local ships for identification and navigation information. In general, the AIS is directly connected to a Global Positioning System (GPS) and other ship navigational computers, allowing it to automatically generate an accurate report of the vessel's current condition.Table 1 lists fields that were included in the reports analyzed in this study. Note that AIS is a general purpose ocean traffic monitoring protocol, and includes many capabilities not discussed in this paper.

We treated this as a clustering problem, applying the widely used k-Means algorithm. K-Means is a supervised clustering technique, meaning that machine clustering is preceded by a human analyst selecting a number of clusters and 'priming' by specifying initial cluster centers for the algorithm to refine. There exist methods for automating both of these human inputs, but they are beyond the scope of this paper. CASOS is currently working on adapting a more robust and fully automated clustering algorithm, the Conditional Random Field model of Liao et al. (2005). We compared the results of k-Means to an 'expert' dataset consisting of known ports and refueling stations. We were interested both in the ability of the algorithms to reproduce the known locations of interest and in their identification of previously unknown points, so we examined in detail each point which did not have a match in the database.

DyNetML Extensions for OraGIS and Loom

So far we have discussed Loom and OraGIS in isolation. In this section, we will demonstrate that they can be integrated with each other and with the rest of ORA into a comprehensive analysis workflow. The dataset we will be using is a log of AIS transmissions containing the identity and locations of merchant marine vessels in the English Channel over a five day period. Figure 12 shows the trails in geographic context.
Although our AIS data is easily representable as a trailset, it is not easily analyzed within Loom. This is because ships report their locations as continuous GPS coordinates. Since every coordinate is interpreted as a distinct location, the trails are degenerate in the sense that no two ships visit the same location or revisit their own path. To gain insight from a Loom analysis, we must merge nearby points into a smaller set of interesting locations which will be revisited and shared between ships. Figure 13 shows the results of a clustering of points based on geospatial density. The regions identified correspond to major ports and shipping lanes in the dataset.
We can generate a new trailset in which the old trails are projected onto these clustered locations byselectingFile->Save->As TrailsetinOraGIS.Figure12showsseveraltrailsfromthis new set visualized by Loom. These trails now demonstrate the patterns we identified in the previous section. For example, two ships clearly colocate at region 9.

Loom and OraGIS store data through extensions of the DyNetML file format. OraGIS requires geospatial attributes for 'Location' nodes, while Loom requires additional temporal information. Both Loom and OraGIS provide graphical user interfaces for the visualization of data. OraGIS emphasizes spatial relations presents network information overlaid on a world map. Loom focuses on temporal information, displaying a waterfall diagram of subjects and their locations. These two tools can be combined to analyze complex real world data, such as AIS records of ship locations.
Future work includes path analysis and prediction through a unified probabilistic framework. This would allow for inference that leverages the interactions between space and time rather treat- ing each factor independently. Proposed work also includes better integration of the information loss metric into the analysis and visualization tools.

The DHS IT Security Program provides a set of BLSRs for use by DHS Components. This handbook provides procedures and techniques necessary to implement those BLSRs relating to management, operational, and technical controls that provide the foundation necessary to ensure confidentiality, integrity, availability, authenticity, and nonrepudiation within the DHS IT infrastructure and operations.
This handbook addresses the procedures necessary for implementing security requirements for sensitive IT systems. DHS policy mandates that all DHS computing resources be individually accounted for as part of an IT system. IT systems encompass major applications and general support systems.

"This center is about maintaining awareness," said Capt. Robert
O'Brien, the Coast Guard's captain of the port in Hampton Roads. "And
that awareness is key to the safety of our port."

The JHOC, as it's called, has evolved greatly from its early days
operating with only a handful of people out of the old watchtower on
the Elizabeth River at Norfolk Naval Station. Since the summer of
2004, the center has been headquartered at the Coast Guard base in
Portsmouth, with millions of dollars worth of computers, software and
equipment.

The idea for such a center is the brainchild of Capt. Joseph Bouchard,
the former commanding officer at the Norfolk Naval Station.

Starting out with walkie-talkies and binoculars, the center soon had many high-tech tracking systems. By the summer of 2004, the center outgrew the increasingly cramped watchtower at the Navy base.

It no longer physically overlooks the water as it did at the base, but operates with numerous cameras, radar and tracking devices.

About 50 people -- about 12 Navy sailors and 38 Coast Guard personnel -- operate the center out of a 2,500-square-foot space. Plans are to double its size in the next several years, adding space for personnel from other federal agencies, such as the FBI, Customs and Immigration, said Lt. Cmdr. Robert Nelson, the Coast Guard's supervisor for the center.

"Deepwater Horizon Gulf Oil Spill Ð provides real-time information on vessels involved in oil spill cleanup"

Stakeholders:

Government
United States Department of Transportation
United States Department of Homeland Security
National Oceanic and Atmospheric Administration
Department of Defense
Industry
United States Ports
Marine Exchanges of North America
Maritime industry (local & International)
Public
Academia
Marine Transportation Related Organizations
General Public

But I did take the opportunity at the end to ask if there was any news about the expanded AIS carriage requirements that have been in the works for almost two years, and include over 5,000 fishing boats over 65'. First one USCG presenter told me that fishing vessels were exempt from AIS with no changes planned. Then someone in the audience who had apparently represented Maine fishermen in AIS talks sometime in the past told me that the industry stance was that vessels which already had Vessel Monitoring Systems should not be required to install a duplicate identity system. When I said -- nicely, I think -- that VMS didn't do any good for collision avoidance, the other USCG representative said in no uncertain terms that "AIS is more of a Homeland Security instrument than a navigation safety instrument." When I brought up the IMO and all those ships going around the world with AIS -- still nicely, I think -- he boomed out "I don't care what people have told you, AIS is the result of Homeland Security." Yike!

I remember a few years ago when some boaters worried about "Big Brother" style AIS surveillance while the IMO fretted about hobbyists using shore receivers to display real time coastal AIS info on the Web. But all that seemed to go away, because -- I think -- people realized that AIS is indeed a public information network and that there is nothing especially threatening about its use by agencies or amateurs. But today I was struck by a "fatcat1111" comment stating that "I absolutely do not want to update the Fed with my location every 30 seconds" and that he or she hadn't felt that way until they read the Practical Sailor article above by marine safety expert Ralph Naranjo. Well, maybe I'm completely blind about "personal freedom" but I've read Ralph's article a few times now, and I just don't get it...

This is tricky, as I know Ralph as a nice man with tons of experience and valuable writing in his wake and yet I feel obliged to both paraphrase and debate him. That's because many of you probably don't have the Practical Sailor online access that comes with a subscription (though it's worth considering), and the idea that not participating in AIS is somehow an expression of liberty deserves challenge, I think. So here goes.
Ralph's opening premise is that magazine writers and AIS manufacturers have not been forthcoming about the role of AIS in international security, especially regarding America's Maritime Domain Awareness (MDA) program and its associated NAIS system, which is now monitoring some 6,000 vessels a day along our coasts. But isn't that because the primary collision-avoidance aspect of AIS is complicated enough already? I know I'm hard pressed to keep within a reasonable magazine word count just trying to sort out the available types of AIS gear and confusion around them, as seen in my last Cruising World piece on the subject. And, frankly, if I did have room to get into NAIS it would be as a valuable search and rescue resource, something I started noticing here on Panbo back in 2008, and just mentioned again during another AIS argument.
But Ralph hears Orwellian tones in the NAIS stated goal -- "Armed with a comprehensive view of our nation's waters, decision-makers will be better positioned to respond to safety and security risks." -- and wonders if those decision-makers might include "agencies for which you need a top-secret clearance to find their phone number." Heck yes, Ralph! After the sinking of the USS Cole and the horror of 9/11, how could the national security folks not recognize that our harbors are very vulnerable? Ideally, the USCG would like foolproof ID technology on every vessel coming into, say, New York Harbor, so that suspicious ones would stand out.

Most just saw the signal as a target without a name (but with an MMSI starting with "970", which is exclusive to SARTs). On many boats that would set off a possible collision alarm if it suddenly appeared close astern, but the Lowrance HDS and Simrad NSE also threw up a useful message alarm

That's also where I found the table below, which shows how many feet a vessel will move between AIS transmissions, depending on its speed and which type of AIS it's carrying. I've been nattering about this situation for years, but these numbers cast it in a new way. A Class A vessel going 30 knots transmits every 2 seconds, or 100 feet, while a Class B is still transmitting at 30 seconds, which equals 1,500 feet, which equals a quarter mile, which equals close-in plotting that's pretty darn "jumpy". (And never mind the inexpensive "multiplexing" AIS receivers that flip flop from one channel to other, and thus will probably only see that fast Class B once per half mile; if you own one, consider an uprade.) As discussed in that original entry, and in Arroyo's presentations, the USCG went into this rulemaking process unsure which commercial vessels would be allowed to carry Class B and which might be made to install Class A.

To appreciate IEC 62388, it's important to understand the state of AIS plotting on ships now. When the IMO mandated Class A AIS on SOLAS vessels the only display requirement was a simple MKD, and a lot of those vessels still have just an MKD

"after extensive testing by the Coast Guard Research and Development Center, we deem AIS Class B devices can operate properly and safely amongst Class A devices and offer similar AIS benefits."

I have a different take. Last year at the Miami Boat Show I heard a USCG Rear Admiral speak very convincingly about how dangerously 'soft' and vulnerable our ports are, and how the Guard wanted all parties including recreational boaters to help figure out better ways to secure the waterways. His talk was a prelude to the National Small Vessel Security Summit (NSVSS), which issued a full report just recently. Here's an IBI synopsis, and you can download the whole 122 page PDF from the NSVSS home page (it's 2.6 Megs, not 8 as stated). The RFID story came from this report, and it relates to AIS. I know some skeptics think that DHS wants AIS so it can watch us all 'big brother' style, but that didn't seem important to the Rear Admiral, nor is it high on the report's suggestion list:

Domain Awareness: AIS technologies should not be required for vessels under 65 feet in length until the technology is perfected, the cost of such technology significantly reduced, and until law enforcement has the ability to track and respond to all vessels in the maritime domain. Until these problems are resolved, an interim step may be for small vessels to install some type of RFID technology or install relatively inexpensive vehicle recovery and monitoring systems similar to LoJack or OnStarÉ Whatever tracking system is adopted it must be simple, effective, inexpensive, and multipurpose.

We thank Megan McKenna (Scripps Institution of Oceanography) for use of the AIS data.

exactEarth Ltd. Launches exactAISª Phase 1 service
Global Satellite AIS message feed service
Service made possible via agreement with SpaceQuest Ltd.
exactEarth decollision technology modified for compatibility with AprizeSat-3/4
Provides Best-in-class On Board Processing (OBP) over other S-AIS providers (low-dense areas)
Enables up to 10X detection performance when using exactEarth ground based decollision technology in high density areas
Revisit rate average of 4-10 times per day (depending on latitude)

Service Availability - August, 2010

Global Vessel Traffic Density - July 2010 - 56,400 vessels detected

July 16, 2010 Capture

Capture duration: 10m 22s

# of messages: 8,077

Unique ships: 2,113
Channel A: 1,518
Channel B: 1,620

Using AprizeSat-4 with exactAIS Ground Based Decollision technology

AIS Search & Rescue Sea Trials

1 AIS-EPIRB transmitting at 1 Watt (i.e. AIS-SART electronics installed inside an EPIRB case) 3 AIS-SARTs transmitting at 1 Watt 1 AIS Class A transmitting at 12.5 Watt (incrementing its MMSI number every 2 sec)

After setting the historical background of the project AESOP (aerial and satellite surveillance of operational pollution in the Adriatic Sea), the content, partners and aim of the project are presented.

Finally, the results of the first phase of the AESOP project are presented. The results seem very encouraging. For the first time in the Adriatic, real time detection of oil spills in satellite images and an immediate verification by the Coast Guard has been undertaken. An exploratory activity has also been carried out in collaboration with the University of Ljubljana to use automatic information system (AIS) to identify the ships detected in the satellite images.

Acknowledgments: Iain Shepherd (EC-MARE); Marten Koopmans and Jean-Bernard Erhardt (EC Ð MOVE); Lawrence Sciberras (EMSA);
For PASTAMARE: Jochen Harms and Gerd Eiden

The identification of User needs is the first essential element for the definition, design and development of a space-based AIS system

The European Commission (in collaboration with its agency, the European Maritime Safety Agency - EMSA) and the European Space Agency (ESA) have undertaken a number of joint actions for investigating space-based AIS capabilities

The provision of SAT-AIS data to Member States and Institutional users should be established through the SSN (SafeSeaNet) platform as an additional European maritime surveillance tool that will further enhance the current coverage possibilities by terrestrial AIS

NB the European Space Agency (ESA) is not a EU institution

727 AIS shore stations Coastal coverage in all MS , Courtesy of EMSA

Customs
Border control
Pollution response
Fisheries control
Maritime safety
Maritime security
Vessel traffic management
Accident and disaster response
Search and rescue
Law enforcement

10 activities x 23 EU Member States = approximately 230 authorities
+ Norway and Iceland

1. EU Working document on offshore activities of coastal EU Member States and cross-border cooperation. November 2007. http://ec.europa.eu/maritimeaffairs/pdf/maritime_policy_action/offshore-activities-cross-border-cooperation_en.pdf

Oil Spill Detection
guido.ferraro@ jrc.ec.europa.eu
European Commission
Joint Research Centre
21027 Ispra, Italy
http://ipsc.jrc.ec.europa.eu
http://maritimeaffairs.jrc.ec.europa.eu

"That opens the door to a whole new set of possibilities," he says.

http://www.jcomm.info/index.php?option=com_oe&task=viewDocumentRecord&docID=3550

III-4.4.1Julie Fletcher, Chairperson of the VOS Panel, reported on some technology challenges for the VOS, including the SOT's participation in the IMO Correspondence Group on AIS (Automatic Identification System) Binary Messages, Long Range Identification and Tracking (LRIT), the implications of the European Union's restrictions on the use and transportation of Mercury (replacing Mercury-in-glass thermometers), and solutions to address the lack of floppy drive facilities in some PCs and Inmarsat terminals.
Automatic Identification System (AIS)
III-4.4.2Ms Fletcher recalled that the Automatic Identification System (AIS) was a system used by ships and Vessel Traffic Services (VTS) principally for identification and locating vessels. The AIS provides a means for ships to exchange ship data electronically including identification, position, course, and speed, with other nearby ships and VTS stations.
III-4.4.3In addition to the ship details routinely sent ashore in binary AIS messages; investigations are now underway to determine whether additional variables, such as weather data, could be included in the AIS message. Sarah North (UK MetOffice) has been appointed as SOT representative to the AIS Correspondence Group on the AIS Binary Messages. The Panel will continue to monitor the AIS situation with respect to using it to send meteorological data in the future (action, Sarah North, SOT- VI).

2.
2.1
Automatic Identification System (AIS) Background The Automatic Identification System (AIS) is a system used by ships and Vessel Traffic
SOT-V/Doc. III-4.4, p. 3
1.Background
1.1The application of new and developing technologies, have implications for VOS, as they must be applied in ways that are workable, and globally consistent with regard to the national and international regulations. This document addresses some of these technology issues.
2.1.1 Services (VTS) principally for identification and locating vessels. The AIS provide a means for ships to exchange ship data electronically, including identification, position, course, and speed, with other nearby ships and VTS stations. The AIS is intended to assist the vessel's watch keeping officers and allow maritime authorities to track and monitor vessel movements. It works by integrating a standardized VHF transceiver system with an electronic navigation system, such as a LORAN-C (LOng RAnge Navigation Version C) or GPS receiver, and other navigational sensors on board ship ( eg gyrocompass, rate of turn indicator, etc).
2.1.2The International Maritime Organization's (IMO) International Convention for the Safety of Life at Sea (SOLAS) requires the AIS to be fitted aboard international voyaging ships with gross tonnage (GT) of 300 or more tons, and on all passenger ships regardless of size. It is estimated that more than 40,000 ships currently carry the AIS class A equipment.
2.1.3For long range tracking system on ships, less frequent transmission can be achieved by the use of Long-Range Identification and Tracking System (LRIT) for ship trading outside the coastal AIS (VHF or A1) Radio range.
2.2AIS Application
2.2.1The AIS transponders automatically broadcast information from ships, such as their position, speed, and navigational status, at regular intervals via a VHF transmitter built into the transponder. The information originates from the ship's navigational sensors, typically its global navigation satellite system (GNSS) receiver and gyrocompass. Other information, such as the vessel name and VHF call sign, is programmed when installing the equipment and is transmitted regularly. The signals are received by the AIS transponders fitted on other ships or on land based systems, such as the VTS systems.
2.2.2In addition to the ship details that are routinely sent ashore in binary AIS messages, investigations are now underway to determine whether additional variables, such as weather data, could be included in the AIS message. Sarah North (UK MetOffice) was appointed as SOT representative to the AIS Correspondence Group on the AIS Binary Messages. In the initial communication with the Chair of the IMI Correspondence Group on the AIS Binary Messages, Sarah explained the VOS Scheme, and the data collected, and expressed interest in receiving more information about how the binary AIS messaging system might be used or expanded to collect and report meteorological parameters in the future.
2.2.3The VOS panel will follow these developments with interest, and thanks Sarah for the work she is doing on the AIS.
Action:
To monitor the AIS situation with respect to using it, to send meteorological data in the future

Conclusions
During the last two decades, the situational awareness for large vessels has greatly improved as a result of GPS, AIS, and electronic charts. Advances will continue to be made and the factors leading to a passing vessel colliding with an platform will continue to evolve. With this progression, socio-technical systems have become more complex and the current models and methodology shall become outdated.
Updating the existing models or simply applying correction factors to reflect changes in technology is not an adequate solution. The current collision models are based on fault trees and event trees, which focus primarily on human errors or equipment failure. A systemic modeling approach would take into account the socio-technical system that shaped the human and equipment performance. This offers a better understanding of what could cause a passing a vessel collision, and more importantly the opportunity to learn how such collisions could be averted.
Developing a passing vessel-platform collision risk model using a Monte Carlo simulation tool is achievable and would provide the most realistic representation of the system. The most significant challenge would be obtaining good statistical data for the input variables due to the low number of large scale accidents. However, with proper planning data collection could be carried out in conjunction with model development.
In conclusion, the current models are based on the modeling approaches and assumptions from the late 1980's. At this time, they offered the best available estimate of collision risk and are still adequate today. But, just as it would be irresponsible for merchant vessels not to incorporate the technological improvements, it would be imprudent not to develop a new collision model to reflect advances in theories and simulation.

The module outputs processed NMEA 0183 frames, designed to interface with any standard NMEA receiver. For a free Linux implementation, see ESR's gpsd program ( http://gpsd.berlios.de/), specifically the program ais.py included with the gpsd distribution. The output of ais.py can be further parsed, to KML for instance, for a map implementation. If I had the first idea how to work the Google Maps API, I might try it myself. If you're into that sort of thing, please, pick up the baton, I'd really like to have a map interface.

Coast Guard in Early Phase of Developing the Nationwide Automatic Identification System

The Coast Guard is at an early phase in developing the Nationwide Automatic Identification System (NAIS)Ñan important step in the overall effort to increase port safety and security by collecting, integrating, and analyzing information on vessels operating within or bound for U.S. watersÑand is pursuing partnership opportunities that could potentially accomplish NAIS installation goals more quickly and reduce installation costs to the federal government. According to the Coast Guard, NAIS will allow the Coast Guard to both receive and transmit information to vessels entering and leaving U.S. waters, supporting both MTSA and the National Plan to Achieve Maritime Domain Awareness.21 In July 2004, we recommended that the Coast Guard seek and take advantage of opportunities to partner with organizations willing to develop systems at their own expense as part of the acquisition process.22 In response, according to Coast Guard officials, the agency has begun to develop partnerships. However, officials noted that because the project and technology are still in the early stages of development, these partnerships remain limited. For example, Coast Guard officials said that because the Coast Guard still does not know all of the specific technical system requirements, they do not yet know of all the potential partners that could enable the Coast Guard to leverage resources. In addition, system requirements may change as the technology is further developed, and as a result, some current partnerships may be short-term.

The Coast Guard intends to use the fiscal year 2007 budget request of $11.2 million, along with past unobligated project funding, to award a NAIS contract in fiscal year 2007 for initial design, logistics, and deployment in strategic ports and critical coastal areas of the country. According to the Coast Guard, officials are performing market research as part of the development phase of the Coast Guard and DHS major acquisition processes, and the project office is analyzing this information to determine capabilities within the market to satisfy NAIS requirements and to establish an optimal acquisition strategy. Coast Guard officials we spoke with noted that NAIS is currently in the initial stage of a major acquisition project. As such, the acquisition project plans for costs, schedule, and performance have not yet been established. The Coast Guard expects these project plans to be determined later this year and stated that both the baseline costs and current completion schedule are early estimates and subject to revision as final requirements mature.

There are varied technologies for detection and location (coastal radar, video cam- eras, IR, automatic identification system, etc), but none of them alone are able to ensure reliable surveillance for handling complex scenarios. For example, high reso- lution coastal radar technology is effective with high accuracy and availability, but usually presents difficulties which make it necessary to supplement with cooperative location technologies. Radar can have problems such as occlusions, shadows, clutter, etc., and difficulty detecting small boats, because they are very small with low detect- ablity (for instance small inflatable boats in trafficking activities or skiffs in piracy, both with poor radar returns). Automatic Identification System (AIS) technology can provide situational awareness with positive identification of approaching vessels, but they are obviously insufficient on their own, because of needed cooperation, and occasional presence of anomalous data, losses in coverage etc. Therefore it is a usual situation to seek help of additional sensor sources such as computer vision systems to improve the detectability of all type of targets. The fusion system must take into ac- count the characteristics of all data sources. Research of appropriate architectures and algorithms for multi-sensor fusion in this environment is needed, especially with large and heterogeneous areas and high density spaces with large numbers of very diverse tracked objects (tankers, ferries, sailboats, inflatable boats, etc.).

Vessel Traffic Data
Information on the spatial distribution and amount of commercial shipping traffic was derived from the Mandatory Ship Reporting System (MSRS) implemented for the SEUS right whale habitat area starting in November of 1999. These data are described in detail in Ward-Geiger et al. (2005). Commercial vessels with gross weights greater than 300 tons are required to report their entry position, destination, and speed upon entry into the "WHALESOUTH" reporting area.
Vessel tracks may be reported as "simple tracks" showing only the point of entry and the pilot buoy for the respective port or by "complex tracks" indicating one or more waypoints as they transit the area.Vessel traffic data reported between December 1999 - March 2000 and December 2000 - March 2001 were used in the current analysis.
Vessel traffic data was summarized temporally into the number of reports, representing vessels entering the system, for each biweekly interval for each port (Jacksonville, Fernandina, and Brunswick). Vessel track data was summarized spatially by summing the total reported vessel trackline in each 4x4 km spatial cell used in the habitat analysis.

Features
GateHouse AIS Port Solutions focus on the following main features:
- Actual Time of Arrival (ATA) notification - Actual Time of Departure (ATD) notification - Calculated Estimated Time of Arrival (ETAcal) - Integration with the administrative system of the port - Visualisation of berth allocations - Traffic monitoring and alerts - Database storage for replay and statistics - PDA GAD - Radar integration
Port Management
GateHouse AIS Port Solutions provide optimal tools for port management. The WatchDog module provides noti- fications and alerts on relevant events, such as vessel ar- rival (ATA) or departure (ATD) - sending the events to the port administrative system for invoicing and/or planning purposes. WatchDogs can be configured using the Gate- house AIS Display system. Operator can be notified by the Display System, by email, by SMS or through an interface to an external administrative system. An example of how to setup berthing areas in a port is shown below. Each berthing area is assigned a name. When a vessel enters or leaves the berth area, operators receive a notification including the time, vessel call sign and berth name.
The display system can be configured to read events aloud using a synthesised voice. Calculated Estimated Time of Arrival (ETAcal) can be visualised in GAD (Gate- House AIS Display) or automatically generated and sent to a Port Community System via the Systems Integrations Module. Based on known sea ways and historical vessel movements, the system will predict the most likely route for the destination and use the actual SOG (Speed Over Ground) to calculate an estimated time of arrival.
System Architecture
GateHouse AIS Port Solutions can be easily integrated with pre-existing Port Community Systems and AIS solu- tions, or installed stand-alone at the Port Master's office, for example. The AIS data can either be collected by the port itself, through locally installed AIS receivers or pro- vided by a 3rd party such as the local competent authority. Our Standard AIS Module accepts standard AIS data from almost any source. An example of a typical system set up is shown below.

Normally a single server is installed at the port. This server will be equipped with the software modules appro- priate for the particular port.
The hardware required by the GateHouse AIS Port Solution is dependent on the customer's requirements for the system (e.g. the number of users and their projected activity).

GateHouse has developled a large range of modules offer- ing the customer an economic way of fulfilling the need for a unique tailored AIS solution:
Standard Module. IALA compliant system. Manages all incoming AIS data, user rights, distribution of data etc. Traffic Statistics Module Analyses the AIS data traffic flow.
External Clients Module. Secures distribution of real-time data.
Database Module. Stores integrated AIS and port specific data for later replay and stores user defined events
AIS Watchdog Module. Automatic detection of predefined events from AIS data. ( ATA, ATD, ETAcal).
System Integration Module. Provides an open interface to exchange data with third party systems (e.g. port ad- ministrative systems like Axapta, Navision, SAP or similar).
GAD. GateHouse AIS Display - real time AIS data. For users or administrators including AtoN handling.
Web Server Module (WEB GAD). Web based AIS display system with numerous possibilities .
AIS Statistics Module (WEB STAT). Used for analysing AIS data Database Integration to external databases, e.g. Lloyds Module or other databases.

As part of this contract, GeoEye will build the secure infrastructure for a countrywide vessel monitoring system and supply ten Osprey Personal Tracker terminals for a trial deployment.

GeoEye's vessel monitoring system will display vessel positions and consolidate fish catch reports from the Osprey terminals in near-real-time for review by fisheries management personnel at the Ministry of Fisheries and Agriculture. The vessel monitoring system also provides the customer with two-way text communication by satellite for both routine and emergency purposes. An integrated "panic button" on each Osprey unit will alert Maldives emergency services to vessels in distress. Vessel positions and messaging will be tracked securely through a comprehensive Web-based control system and database that will include satellite-derived oceanographic charts that GeoEye will update daily.

The Osprey Personal Tracker terminals are manufactured by EMS Global Tracking and sold by GeoEye within the commercial and government fisheries sectors. These terminals report latitude/longitude (GPS) positions on a pre-programmed frequency using the Inmarsat global satellite constellation.

1The AIS system has since its introduction proven to be quite useful for its main purposes although there are some technical limitations. The occurrence of inferior installations and incorrect/incomplete handling has also been frequently observed.
2IMO has given guidance on the application of AIS binary messages in SN/Circ.236, developed by the Sub-Committee on Safety of Navigation at its forty-ninth session (30 June to 4 July 2003). SN/Circ.236 states that after a four year trial period 'all SOLAS ships and a large number of non-SOLAS vessels are expected to be equipped with AIS, allowing IMO to evaluate the benefit and practicability of AIS binary messages, as well as the loading of the AIS frequencies'. For vessels where SOLAS don't require AIS have the implementation been delayed because of delayed standards but is now starting.

5The increasing number of shipborne AIS units and the establishment of shorebased AIS infrastructure have in some areas lead to a high utilization of the limited capacity of the AIS Data Link (VDL) and a further increase can be expected. Therefore, it is important that IMO gives guidance for the use of AIS binary messages so that the main functions of AIS will not be impaired.

8The resulting effect is that there is a high probability of successful reception of an AIS message from ships close to own ship and that the probability decreases with increasing distance and load on the VDL. The throughput, the percentage of messages that are succefully received, will vary. Three throughput zones can be identified:
.1 .2 .3
the Aloha Zone, the Discrimination Zone, and the Protected Zone.

10The Aloha Zone stretches from r to r/2. Any time stations within this zone attempts to reuse the same time slot, garbling will occur at R. With an increase in required capacity, the time slot reuse is increased. Since this results in garble, the net throughput is decreased proportionally.
11The Discrimination Zone stretches from r/2 to r/3. Within this zone, transmissions, in reused time slots, may result in garble or discrimination. The net throughput is increased, at R, as a transmitting station moves from r/2 towards r/3. Stations within the Discrimination Zone are able to receive each other, and are thus STDMA organized. Slot reuse then only occurs in time slots used by stations in the Aloha Zone
12The Protected Zone stretches from r/3 to 0 (zero). Within this zone, all stations are STDMA organized. Slot reuse will occur in slots used by stations in the Aloha Zone. Each time slot reuse occurs, it will result in discrimination, thus allowing closer stations to have 100% net throughput. The protected zone ensures good throughput between stations which are close to each other.

The average load in the AIS system measured (2007-03-10) from the ferry Stena Germanica at the approach to Gothenburg was approximately 10 % with load peaks up to 40 %. The receptions from a few vessels which were studied in detail vary from 86% to 100%.

Port of London
2004 upgrade. Sofrelog (Digital Charting and AIS)
AIS Symbology and Presentation combined with radar
Tracking Algorithm
Examples of AIS non-compliance. Super long ship, heading offset, fixed x,y offset,
Marchioness 1990 loss of life - number of persons on board ais message
Windfarms

Marine Cadastre
-Scientific data
Bathymetry, Geology, Maritime meteorology, Ocean current,
Surface wind, Biology, Marine resources
-Social Information
Harbor limit, Marine Protected Area, Fishing rights areas

S-AIS and SAR images
-S-AIS: AIS satellites are increasing. Global awareness would
be possible by international cooperation.
Data policy ?
Balance of Governmernt use and Commercial one
-SAR : Number of SAR satellites are limited.
High resolution images are needed.
Data policy : Depending on each ageny Earth obeservation
data policy (ex. JAXA ALOS-2 data policy)

Primary means - voice over VHF
Traffic advisory - other vessel locations
Navigation hazards
Hydro and meteorological info
Traffic organization information - lock order, procession through one-way channel
Status of aids to navigation

AIS as a VTS Tool for Vessel Tracking
Assists VTS in identification of radar targets and tracking of vessel in non-radar coverage
Confirmation of identity and position of vessels

Types of AIS transmit* messages available
Telecommands
Channel Management - Message 22
Slot Management - Message 20
Group Assignment Commands - Message 23
Binary
ATON Reports - Message 21
Safety Messages - Messages 12 & 14
Binary Messages - Messages 6, 8, 24, 25
Transmit = broadcast and/or addressed

Reduce workload on ship bridges
less VHF
important information available when needed for decision making
Reduce VTS workload
less VHF
more automation

So what's the Problem? Why aren't we using AIS Communications?
What information should be transmitted?
What standard format should be use?
What schedule (i.e. queuing or prioritization) should be use?
What reader and interpreter should be used to translate the message aboard ship for interpretation and presentation to the mariner?

How are we going to get there?
USCG AIS Transmit (Broadcast and Address) Capability Effort
Perform a Requirements Study
Establish and chair an AIS transmit working group
Perform AIS transmit field testing

Identify and Contact information providers, disseminators, users, and equipment manufacturers
Focus (for now) on regular users within VTS areas and what information is available that would be beneficial to them
Goal is to identify
who has information that could be transmitted,
that the users want,
That would improve Safety and Efficiency in the VTS area,
And that can be displayed on an ECDIS or ECS

Data Providers
NOAA, ACE, and USCG
Data Disseminators
VTS - NY, Louisville, San Francisco, Sault Ste Marie, & Houston - Marine Comms & Traffic Services (MCTS) Sarnia, and St. Lawrence Seaway Corp
Data Users
Overseas Shipping Group, Bouchard Towing, Moran Towing, Sandy Hook Pilots, Interports, NY DOT, Horizon Lines, Reohrig Maritime, Ingrahm Barge, American Commercial Lines, Houston Pilots, Florida Marine Transport
Shipboard display manufacturers
ICAN, Transas, Furuno, RosePoint, Cap'n

Over 20 various data types were reviewed by each of the groups (providers, disseminators, users and manufactures)
The following categories were developed to weigh the various types of data to help facilitate prioritization.
User need
VTS need (i.e. transmit desires)
Suitability for AIS transmit
Suitability for manufacturers to present to mariner

Preliminary Prioritized List of eNav Information:
Water levels
Tides and currents
Lock order
Emergency Messages
Aton outages/ changes
Fog
Security Zone locations/ information
Dredging locations/ information
Anchorage management

RTCM SC121 Working Group "Expanded use of AIS within VTS" (First Meeting - Oct 1, 2007) TOR
Review the current capability of AIS within VTS in US waters.
Review the potential uses of AIS transmit (broadcast/addressed) messages as part of an expanded VTS in US waters. Identify both the challenges and opportunities.
Recommend new/revised AIS transmit/broadcast messages suitable for regional and international implementation.
Identify changes needed for AIS equipment to support new/expanded capabilities.

Selection Criteria
Port, VTS type, user group, location, data availability, etc.
Design Criteria
Software and Hardware Selection
Installation and Integration
Test
concepts, draft standards, etc.

Several test beds were established to test the new proposed binary messages. The primary test bed for this effort was established in Tampa, FL. Secondary demonstrations were established in the Stellwagen Bank (as an early demonstration of the use of Area Notice Messages) and Columbia River (as a test bed for an area with multiple AIS base stations).

We reach these conclusions, and make necessary recommendations, in a constructive spirit: we aim to promote changes that will make American offshore energy exploration and production far safer, today and in the future.
More broadly, the disaster in the Gulf undermined public faith in the energy industry, government regulators, and even our own capability as a nation to respond to crises. It is our hope that a thorough and rigorous accounting, along with focused suggestions for reform, can begin the process of restoring confidence. There is much at stake, not only for the people directly affected in the Gulf region, but for the American people at large. The tremendous resources that exist within our outer continental shelf belong to the nation as a whole.The federal government's authority over the shelf is accordingly plenary, based on its power as both the owner of the resources and in its regulatory capacity as sovereign to protect public health, safety, and welfare. To be allowed to drill on the outer continental shelf is a privilege to be earned, not a private right to be exercised.

As the Board that investigated the loss of the Columbia space shuttle noted, "complex systems almost always fail in complex ways." Though it is tempting to single out one crucial misstep or point the finger at one bad actor as the cause of the Deepwater Horizon explosion, any such explanation provides a dangerously incomplete picture of what happened,encouraging the very kind of complacency that led to the accident in the first place. Consistent with the President's request, this report takes an expansive view.
Why was a corporation drilling for oil in mile-deep water 49 miles off the Louisiana coast? To begin, Americans today consume vast amounts of petroleum products,some 18.7 million barrels per day,to fuel our economy. Unlike many other oil-producing countries, the United States relies on private industry,not a state-owned or -controlled enterprise,to supply oil, natural gas, and indeed all of our energy resources. This basic trait of our private-enterprise system has major implications for how the U.S. government oversees and regulates offshore drilling. It also has advantages in fostering a vigorous and competitive industry, which has led worldwide in advancing the technology of finding and extracting oil and gas.
Even as land-based oil production extended as far as the northern Alaska frontier, the oil and gas industry began to move offshore. The industry first moved into shallow water and eventually into deepwater, where technological advances have opened up vast new reserves of oil and gas in remote areas,in recent decades, much deeper under the water's surface and farther offshore than ever before. The Deepwater Horizon was drilling the Macondo well under 5,000 feet of Gulf water, and then over 13,000 feet under the sea floor to the hydrocarbon reservoir below. It is a complex, even dazzling, enterprise. The remarkable advances that have propelled the move to deepwater drilling merit comparison with exploring outer space. The Commission is respectful and admiring of the industry's technological capability.

Pollution (oil)
Oil; Ships
Maritime safety
AIS
Fisheries control
Registered fishing; IUU fishing
Illegal immigration
European Border Surveillance System
European Security & Defence Policy
Piracy, EUNAVFOR Horn of Africa
Drug smuggling
-Maritime security

Maritime surveillance R&D at JRC
Surveillance concepts
Satellites
Use of UAVs
Ship detection in satellite images (SAR)
Data fusion

Oil spill surveillance
Container traffic monitoring by data mining
Port security
-
Generation of detailed global vessel traffic density maps

Identification of legal and illegal interference sources of the AIS signal
Measure the performance of spaceborne sensors already in orbit or to be launched during the time span of the project versus other available vessel position data

SatAIS sources of LuxSpace available within the upcoming two years
Orbcomm Quick Launch AIS
Pathfinder 2 AIS on PSLV (Launch in Sept 2009)
LUXAIS (COLAIS) on ISS (Ops start early 2010)
LuxSpace 2nd generation AIS payloads embarked on
MAXVALIER (University of Bozen, Italy funded by OHB), launch 2010
VENTA 1 (University of Latvia), launch 2010
Further third party missions are currently under negotiation for launches in 2010/2011
LuxSpace own three satellite constellation with specific emphasis on spoofing, jamming detection with launch in 2010/2011

LuxSpace owned ground station for SatAIS receiver calibration operational

http://www.pasta-mare.eu/

(Satellite) AIS data policy
In general:
Data are collected based on specific regulations for specific purposes
Maritime: fisheries, customs, maritime safety, -
Exchanging and combining data would increase efficiency and effectiveness for both authorities and commercial parties
Take care of mis-use, commercial sensitivity, privacy, -
Where EU's integrated maritime policy wants to go

For (Satellite) AIS:
The international AIS obligation is based on IMO SOLAS, principally for maritime safety
What constitutes legal / appropriate / acceptable use of (Sat)AIS data?

Way ahead
Further integration of maritime surveillance data
Technical (R&D)
Operational (pilot projects, legislation)
Concepts of use for space-based assets (imaging, AIS, coms)
Per application area - border surveillance, fisheries control, -
Cost-benefit; public-private
Futher development of sensors, platforms and data analysis
Small boat detection over wide areas
Automatic anomaly detection
Additional sensors (ELINT, -)

AIS as communication tool
AIS messages on passing arrangements might cause confusion with other vessels not included in these messages.
AIS class B will overflow the displays with non relevant information.

Virtual buoys
Will not move out of position
Are easy to place on short notice
Can provide additional information

To provide information on VTS reporting points
Have vessels report their ETA and post these ETA's via AIS beacons.
This reduces VHF communication
Reduces miscommunication
Information available for vessels not participating

Using AIS heading line
Use the AIS heading line as a virtual Leading Line
Use AIS virtual buoy to confirm location of actual buoy in area with ice
Provide current data via AIS signal

4. ECS
Corrections will be faster, easier and more accurate entered in all affected charts.
Changing from paper to electronic will reduce the possibility of errors in correcting charts.
Simple verification if all charts are accurately updated.
Local NTM should be faster entered in the charts.
Coast pilots integrated in charts

4. ECS, concern
Many areas in the world are not accurate enough to a recognized chart datum.
In paper chart you can easy set-out a bearing and distance. Mark 'no go' areas and write other relevant information.
Paper charts are larger then the screens on which an ECS is displayed. Particular for the planning stages.

Virtual AtoN Structural Components
Accurate, comprehensive, up-to-date electronic navigation charts
Accurate and reliable electronic positioning signals
Information on a vessel's route, bearing, maneuvering parameters and other status items, in electronic format
Transmission of positional and navigational information from ship-to-shore, shore-to-ship and ship-to-ship, using the AIS
Clear, integrated displays of the above information on board ship and ashore, using electronic chart display and information system (ECDIS)
Information prioritization and alert capability in risk situations on ship and ashore
AtoN Chain of Responsibility
Federal Government and International Maritime Organization (IMO) issue general mandate
International Association of Marine Aids to Navigation & Lighthouse Authorities (IALA) and International Hydrographic Organization (IHO) codify and promulgate universal standards to meet general mandate
US Army Corps of Engineers (COE) and National Oceanographic & Atmospheric Administration (NOAA) gather survey data and generate charts compliant with universal standards
U.S. Coast Guard (USCG), COE and Local Mariners identify navigational hazards for marking
USCG generates specifications for necessary AtoNs, awards and oversees manufacturing contracts, assembles, positions and maintains AtoNs

Advantages of VAtoN
Reduced cost
Substantial reduction in number of physical AtoNs required
Fewer man-hours to update and maintain
Reduced energy requirements to operate and maintain
Greater range than physical AtoNs
Control over and ease of marker placement and adjustment
Timeliness/immediacy
More efficient and flexible shipping operations, especially in congested areas
Enhanced safety with robust electronic safety nets including collision avoidance and anti-grounding systems
Removes the need to deploy additional installations
To account for the increased reaction times needed by faster and larger vessels
To mark and re-mark new and shifting navigation channels.
Ability to provide unique information for a particular vessel or class of vessel

Hypothetical Use for Ice Breakers

Example of Actual Implementation
Port of New Orleans accommodations for Carnival Cruise
To date, the ONLY actual use of Virtual Aids to Navigation

Mini-IENC Background
Carnival Cruise Line selected the Port of New Orleans as homeport for its super cruise ship, the Conquest.

Crescent River Port Pilots recognized that low clearance power lines along transit route at Chalmette, LA, Lower Mississippi River, Mile 89.2 would present a serious problem and requested a safe navigation tool.

The U.S. Army Corps of Engineers, New Orleans District tasked MD Atlantic Technologies with developing a vessel-specific version of the existing Inland Electronic Navigational Chart, called the Mini-IENC which would depict mariner-friendly safe and unsafe transit areas for the Conquest at varying river stages throughout the year.

Disadvantages
Potential degradation of traditional skills
Vulnerable to intentional and unintentional interference such as terrorism, criminal acts and accidental electromagnetic jamming
Vulnerabilities necessitate redundancy
Requires that vessels be properly equipped and operators thoroughly trained
Lack of training can lead to dangerously incorrect usage and/or over reliance
Can magnify the effect of small errors

Technology-Centered Approach vs. Human-Centered Approach to Automated Systems
Technology- centered approach
Often the result of inadequate training and poor human-factors design
Seeks to replace mariner functions with machine functions
Does not consider mariners' capabilities and limitations
Effectively leaves mariner out of meaningful control or active participation in the operation of the ship 
Human-centered approach
Recognizes mariner as the central element in the operation of the ship
Emphasizes designs that fully utilize human capabilities and protect against human limitations, such as unreliable monitoring and bias in decision making
(NTSB MARINE ACCIDENT REPORT, Notation 6598A, Adopted: April 2, 1997)

Conclusion
Modern shipping environment necessitates increasingly more accurate and responsive aids to navigation
E-navigation, including virtual aids to navigation, as demonstrated by the Carnival Conquest in New Orleans is an effective and cost efficient tool for the facilitation of safe and economic inland waterway transit
Like any new set of tools, e-navigation is only as useful as the knowledge, experience and training of the people using it

The present BaSSy / IWRAP program code includes Google Earth maps and manual input of AIS or other ship traffic data. Land contours, depth contours and aids to navigation can be inserted manually. It includes route layouts, waypoints, traffic distribution, a collision model and a grounding model. Commercially an automated input of the required data will probably be provided by Gatehouse.
Today AIS and radar gives a close to real-time picture of the traffic situation in a VTS centre. Some accidents could possibly be avoided by the VTS if the traffic situations were scanned and evaluated in short time intervals. With this aim a decision support concept for collision avoidance has been developed. The scope has been to investigate the feasibility, needs and requirements for computer assisted decision support to VTS operators. Answering two questions have been of high importance: -What rules/criteria's are required to be able to sort out critical situation from normal situations -What time spans are required to form a usable tool and what time frames are present in real accidents
Another way of describing the work within this task is that a dynamic risk evaluation tool is conceptually developed. Several steps have been included in the study. They are: 19 SSPA REPORT NO: AUTHOR: -Interview with VTS operators to formulate and clarify needs and demands for a decision-making support tool -Identification and analysis of typical accident scenarios, by studying accident and incident reports including near-misses -AIS data was identified as an important source of information. To be able to use the data, the quality and limits of AIS data was investigated -A C++ code has been written to convert the AIS raw data to ASCII data -MATLAB codes were developed to analyse the data -A test case has been chosen to analyse typical distances to fairway limitations, critical objects, buoys, islands and passing ships -Finally a proposed dynamical warning system is defined based on AIS data for a fairway. The decision-making tools for the VTS operators have been separated into three separate scenarios or modes; o Grounding o Collision o Identification of drifting vessels

Experienced VTS operators have been interviewed in order to identify critical circumstances. To identify operational conditions the VTS in G teborg was visited several times and the personnel interviewed. The problems around a decision support warning system have been discussed and an actual grounding case discussed in more detail. Some conclusions are:
-In dense traffic situations it is impossible to manually detect all un-normal situations
-Knowledge of the ships intended routes will provide means for early detection of un-normal conditions
-The challenge is to design algorithms that only gives alarm for critical situations
-The tool must be "intelligent" in order release the VTS operator from manually entering lots of data to the system
-In many cases the time between detection of un-normal condition to accident is short (too short for VTS to alert ship)

160 different real cases of groundings/ contacts, collisions and near- collisions have been analysed. To gain further insight into realistic time spans which can be used for a warning system, accident and incident reports have been studied. It has been found out that on the average there is little time to warn vessels prior to collisions, due to the low CPA and TCPA which are accepted by seafarers. For grounding accidents there is usually more time, which can be used to warn the crew of the vessel in danger. In narrow waterways like harbour entrances or channels the time spans are much shorter.
Since this decision support system rely on the use of AIS data, knowledge of the quality of this data is very important. In the analysis some interesting results have been obtained. Common errors are wrong Heading and Time & date of arrival not set. Other errors are Draught not set and Antenna position unknown. Another problem is wrong MMSI number. A comment was that some old GPS receivers used in the AIS systems give incorrect position information. The conclusion is that:

AIS draught information cannot be used as an indicator for grounding accidents Position data have to be used carefully in the algorithms Heading has also to be used carefully. Better to use COG

Message 17 in the AIS protocol is proposed to be used for transmitting ship waypoints and / or route plan report. If this would be realized the support system have possibilities to give even earlier warnings for the VTS operator (both grounding and collision).

To start with the work comprised a traffic analysis, which is essential in the FSA-process. A tool for analysing the AIS information has been developed. With the tool, the ship tracks can be presented divided into different ship types. In addition with the tool, the traffic flow directions, changes in speeds and courses of each ship can be indicated. The AIS record available for the traffic analyses was not fully extensive so the analysis was complemented with the traffic statistics collected from the ports having traffic out from the Gulf of Bothnia.

A verification of the BaSSy tool regarding collision frequency results has also been completed. Expected collision frequencies in Sea of Aland estimated with the BaSSy tool were compared to accident statistics, near miss statistics and expert judgements. Only collisions between "AIS-vessels" were covered. The calculations were using the traffic situation for 2006. The accident data was collected for the period 1985 - 2007

Truly global real time coverage, including
Sea Area A4.
- BlueTraker LRIT
- Thorium LRIT
- Faria Watchdog 750

Iridium Application as GMDSS Service Provider being prepared
Technical review and project planning in progress Ongoing discussions with sponsoring government Expect to submit application to IMO at MSC87 (May 2010)
Iridium already has Proven success in Aviation safety
ICAO granted Iridium international approval to offer satellite air traffic safety services in 2008

Arctic: New NAVAREAS/METAREAS XVII to XXI require reliable MSI broadcasts beyond current NAVTEX and SafetyNet coverage

Global Data Broadcast Capabilities are currently being investigated by Iridium using our proven Short Burst Data (SBD) Service
- These capabilities would include all GMDSS requirements
- Scheduled and unscheduled broadcasts
- Global (All Ships), 21 NAV/METAREAS, Coastal Warning areas and Circular, Rectangular and User-defined Areas (SAR ops)
- MSI message particulars (type, priority, number)
- Main specifications (provisional)
- Capacity 8.3 Mbytes per day
- Data rates from 770 bps (global) to 9,200 bps (local)
- Low latency (< 30 seconds from receipt to delivery)
- Recorded voice?
- Availability (tentative) - H1 2011

Canadian Coast Guard: LRIT Arctic Trials
- 3 different LRIT terminals (Inmarsat-C, SkyWave D+ and Iridium) installed on 3 CGG icebreakers patrolling Canada's Arctic waters
- Tests and performance monitoring of all 3 systems well underway, will continue throughout the 2009 Arctic season
- Results will be reported by Canada to the IMO
- VAM Partner: EMA, BlueTraker LRIT terminal
- VAR Partner: Pole Star, Canada's LRIT ASP

global positioning system (GPS) transmitter, automatic identification system (AIS) transmitter, blue force tracker (BFT) transmitter, cell phone, radio frequency identification (RFID) tag.

8. The non-transitory computer-readable medium as set forth in claim 1, wherein the method further comprises: estimating at least one intrinsic parameter or at least one extrinsic parameter of a video camera that generated the video sequence based on the determined correspondences.

Previous work was done by Nicholas Howard in his Pointing and Tracking Aid for the Modular Radar System (MRS) Using a Commercially Available Automatic Identification System (AIS) Bachelor's thesis upon which this thesis is in partly based on. In his Bachelor project Nicholas Howard chose a Java-based implementation that was able to succesfully communicate with the Automatic Identification System using a serial port connection. His solution was elegant but fundamentally incomplete Ð the communication with the Modular Radar System was left completely unfinished due to lack of time and unresolved technical issues.

Cites: http://gpsd.berlios.de/AIVDM.html

This protocol is useful for transmitting AIS data between AIS receiver sites and live AIS database services, and also for transmitting AIS data between AIS database services which choose to trust each other and exchange data.

This specification was initially implemented by Lekkas Dimitris of marinetraffic.com, and documented by Heikki Hannikainen of aprs.fi. Additional feedback has been received from Tapio Sokura, OH2KKU.

This document defines three levels of JSON messages.

First, after decoding the AIS packets they are encoded into AIS packet messages. They contain data from the AIS message itself.

Then, when a set of AIS packet messages are transmitted between two trusted servers, they are grouped in packet group messages per transmission path. The packet group message contains the path the packets have traveled so far, and an array of AIS packet messages. This is done to reduce network traffic - we will have a lot of packets having the same transmission path ('Receivingsite1', 'aprs.fi', 'marinetraffic.com'), so it is not necessary to transmit the path separately with each AIS packet message.

The packet group messages are then, optionally, enclosed in a transport message. The transport message contains identifiers for detecting that the received message is a valid JSON AIS message, and might at a later phase contain a protocol version number, if the protocol needs to be extended in a non-compatible way. The transport message can be used when packet group messages are transmitted over HTTP pushing/polling, but might not be necessary when a stream of packet group messages are transmitted over a persistent TCP connection, since the relevant handshaking information can be exchanged once when the connection is opened.

Feedback from a serving Pilot who is using a Pilot Laptop connected to the AIS Pilot Plug. Showing the potential errors which may be experienced and illustrating the need for caution when using AIS and GNSS data.

6.1.1. Automatic monitoring: HELCOM Automated Identification System. The Swedish Maritime Administration during an extended time period has argued for an increased use of so-called Automated Identification System (AIS). This system makes it possible to observe individual ships' movements, speed, direction and identity in real time, from individual vessels as well as from land-based network stations. In 2001, IMO adopted Resolution A.917(22), requiring all larger ships to have an AIS installed [24]. Until recently, land-based AIS networks have exclusively been under national control, serving national authorities. However, an initiative to coordinate national networks in the Baltic Sea region was taken by HELCOM as a more or less direct consequence of Baltic Carrier accident in 2001 that lead to an Extraordinary Ministerial Meeting in Copenhagen. The Swedish Maritime Administration (International Unit) [25] has undertaken a number of projects together with other Baltic Sea countries in order to facilitate the construction of a joint network. A decision to develop a joint monitoring system was taken, and on 1 July 2005, the HELCOM AIS was launched. A dedicated -HELCOM AIS server' connects national AIS stations in the respective Baltic Sea countries, making it possible to monitor movements of all larger ships in the Baltic Sea, thereby reducing risks for collisions and other incidents. HELCOM AIS moreover gives ample opportunities to systematize historical data. All information is moreover recorded, making it possible to reconstruct processes that have led to incidents.

The so-called HELCOM AIS (Automatic Identification System) is a land- born system covering vessels' movements in the complete Baltic Sea in real time that was made operational in July 2005. This system makes it possible not only to monitor vessels' movements, but also to reconstruct events that subsequently led to incidents or accidents. Initiatives at unilateral and national levels have moreover been taken to, for example, collaborate on updating of hydrographical surveys in order to make navigation safer, increase the use of pilotage and to adopt a regional perspective when des- ignating ports of refuge. In terms of remedial action preparation, several initiatives have been taken to pool sub-

However, bringing intentionally polluters to court has proven difficult. Technical improvements (e.g., HELCOM AIS) and regional/sub-regional collaboration on aerial surveillance have improved monitoring, but inadequate economic incentives, varying national judicial systems and the international principle of the --Free high seas'',have resulted in meager governance improvements when it comes to enforcement. Therefore, smart governance com- ponents such as the No-Special-Fee system have been invented to realign private and collective interests.

Finally, despite technical improvements such as HEL- COM AIS, STW (SeaTrack Web oil drift forecasting sys- tem), and satellite monitoring, the identity of the polluter is only established in a miniscule fraction of the detected illegal spills. In 2009, this fraction equaled 4.5% (HEL- COM 2009).

Looking at concrete measures to improve marine envi- ronmental safety related to accidental oil spill the prime governance axis is formed between global regulation and national implementation, whereas the regional components are comparably few (Table 1). The latter consist of the HELCOM AIS system, a regionally adapted land-based system allowing real-time monitoring of all large vessels, sub-regional pooling of oil spill combating gear and regional Port state control regimes (MoUs). It could be argued that the HELCOM AIS became operational largely due to a limited number of dedicated countries (Hassler 2010). Therefore, it has distinct backgrounds in national interests, despite being a regional mechanism. Similarly, the pooling of oil spill combating gear is mainly a result of individual countries' perceived vulnerability.

Paper distributed:
Abramson, L. et al. 2009. Reducing the threat of ship strikes on large cetaceans in the
Santa Barbara Channel Region and Channel Islands National Marine Sanctuary: Recommendations and Case Studies.

Consider these necessities of skillful use of ECDIS/ECS:
Increasingly carried on vessels under pilotage
Certification of all watch officers
Ship's usage may impact pilot's decision making
Expanding legal & regulatory expectations (trained crew, no-sail fault, etc.)

Most of all, the skillful use of ECDIS/ECS:
Depends on hours of no-consequence practice under pilotage conditions
Can include the "2-second glance" while preserving micro visual perception

Requires the non-distracting awareness of ambiguities in displayed information

In conclusion
In piloting with ECDIS, there really is no middle ground:
You are either safe,
or unsafe,
or lucky for a while.

AIS MSG 22 (only on switched channel)
DSC channel 70
Class A full time
Class B part time
Manual (Class A only)
Automatically reset
After travelling 500 nm
After 5 weeks
Rebooting does not reset

Why is channel mgt necessary?
Interference
Unintentional
AIS channels are shared with other users
VHF Data Link management
Explosive growth of AIS will affect detection(particularly satellite, shore stations, aircraft)
Class B, SRT,MDA etc vulnerable to VDL loading
e.g. Gulf of Mexico
Special AIS applications
e.g. encrypted position reporting and messaging

Beginning July 27 weinadvertently ÒtestedÓAIS channel mgt on-air
Base station installedwith channel mgt testingparameters left configured
Delaware Pilots notified us
22 ships known affected
Safety Alert and NTMs
Rescue 21 DSC used to reset channels

AIS 2 allocated nationwide in 2004, waivers expired in 2007
AIS 1 allocated nationwide in 2006
7 incumbent coastal licenseesremain until expired (Pre-auction incumbent sites (State of Arizona & Whidbey Tel in Wyoming)
Includes mobiles
Most are 50w
Remain until 2024
VPC 10-42 incumbents remain until March 2011

ITU WRC12 initiatives
Establish AIS 3 & 4 as channels 75 & 76, exclusively maritime, shared with existing low power use (old distress guardband)
Establish AIS 1 & 2 exclusive to AIS
Protect SAR aircraft use of AIS
Protect airborne/spaceborne AIS from newly allocated VHF radar (WRC Agenda 1.14)
WRC12 meets 23 Jan Ð 17 Feb 2012

ITU-R Rec M.1371- 4 mandating MSG 27 on unspecified AIS 3 & 4 adopted April 19 2010

MSG #27 Channels AIS 3 & 4
Will be required in Class A
Now required in ITU-R Rec M.1371-4
Will be required in IEC 61993-2 Ed.2 Certification Standard (published late summer 2011)
NOT required in Class B
NOT required in AIS Search & Rescue Transmitter
Should it be?
Can it be?

Dedicated national channel for encrypted AIS?
If channel management becomes necessary, to what channel do you switch?

Software Radio Technology plcBath, England

AIS Search & Rescue Trials
January 2009 Key West
Detection by C130 and boat
AIS Search & Rescue Transmitter
Radar Search & Rescue Transponder
406 EPIRB
121.5 MHz beacon on 406 EPIRB
February 2010 Hawaii
Detection by satellite, C130 and boat
AIS Search & Rescue Transmitter
AIS EPIRB
Radar Search & Rescue Transponder
406 EPIRB
121.5 MHz beacon on 406 EPIRB
One (or two?) more trials planned using AIS 3 & 4

Purpose
To test/demonstrate system performance using MSG#27 and using AIS 3 & 4
To ascertain no unintentional interference (e.g to distress channel 16)
To test satellite detection effectiveness on AIS 1 & 2 in VHF data link environment more congested than Hawaii
To assess need for applying AIS 3 & 4 on AIS SART, AIS EPIRB & Class B
Next trial 27-28 Oct10 San Juan MSG #27 test
Second trial date and specifics To Be Determined

AIS Certification Standards
IEC 61993-2 Class A published
Edition 2 in Committee Draft for Voting Ð 7 Jan 11
Basis is the approved Rec. ITU-R M.1371-4
IEC 62287-1 Class B published
Edition 2 in Final Draft International Std Ð 29 Oct 10
IEC 61097-14 SART published
IEC 62287-2 Class B SOTDMA
In development
IEC 62320-2 AIS AtoN base station published
IEC 62320-1 AIS base station published

IALA Recommendation A-124 on the AIS Service
Runtime configuration management of the VDL
Annex 14 Ð FATDMA planning and operation
Annex 15 Ð Assigned mode operation
Annex 16 Ð DGNSS broadcast via the AIS Service
Annex 17 Ð Channel management
Annex 18 Ð VDL loading management

SC 121 Ð AIS and Standards for AIS Binary Messages
Responsible for national Application Identifiers

AIS VHF Data Link
How should the AIS VDL environment be measured?
Using what tools?
How much degradation is deemed acceptable?
SOTDMA considers ÒcorruptedÓ slots free slots
At what point should the AIS VDL be managed?
AIS AtoNs? Repeaters? Encrypted AIS? Binaries?
When AIS is used for distress?
Who are most vulnerable to congestion?
How should the AIS VDL be managed?

AIS Work of the USCG R&D Center

WHAT IS SPAIS: Alaska Secure Passive AIS

Installation files and sample .wav file are in Files area.

To run AISMon and a charting application on the same PC without using 2 COM ports and crossover cable, use virtual COM port driver in links section.

For best results, adjust audio input to midrange on the level meter by using Windows "Record Control" volume control (SndVol32 /R).

One of my professors also said, 'Give me information and I can debate both sides of an issue.

Information is Power

Click AIS is an incredible tool for navigation, yet, from a managers point of view AIS Observations are simply an impression of what we thought we saw.

Click But when AIS information saved and replayed there is a huge amount of data that can be utilized for various applications.
Early on, WSF management had used a transponder technology similar to AIS to track our fleet.

Click
An opportunity arose to display this information on our vessels,

And upon completion of the test we surveyed our Deck Officers.

Click

They were in complete support of a visual display of vessel positions on a chart.

Click

And in 2002 when the first rumors of AIS started to circulate, our fleet was eager to receive this new technology.

Ween we first discussed to use AIS data to help manage our fleet,

we came upon the same problem navigators did,

how do we graphically display the data.

For WSF the decision was that ECDIS and Radar had tools that our managers did not need, so the choice was an Electronic Chart.
click
After a search and bid for product and a company that was willing to design specific applications, we partnered with Electronic Charts Company of Seattle.
click
We then put up an antenna at our office connected it to a Simrad AIS 200 and the Charting system and we had a Base Station. We were then able to start viewing AIS information from our office.

Ween we first discussed to use AIS data to help manage our fleet,

we came upon the same problem navigators did,

how do we graphically display the data.

For WSF the decision was that ECDIS and Radar had tools that our managers did not need, so the choice was an Electronic Chart.
click
After a search and bid for product and a company that was willing to design specific applications, we partnered with Electronic Charts Company of Seattle.
click
We then put up an antenna at our office connected it to a Simrad AIS 200 and the Charting system and we had a Base Station. We were then able to start viewing AIS information from our office.

Our base station had limits as vessel were often obscured by steep hills and bluffs. We knew one antenna location would not provide adequate coverage.

With terminals and routes separated by over 90 miles WSF would need remote antenna locations.
click
The computer ports on the back of the AIS units seemed logical for ECDIS and ECS connectivity, but a secondary look revealed more options.

The Internet has made remote AIS antenna stations a reality, and Fortunately we were able to construct a Local Area Network (LAN) using the AIS ports at remote sites.

WSF is now gathering data from Mt. Gardiner, Gold Mountain, and our main office.
click
For those looking to do the same, Antenna placement can be at an improvised site, at an existing facility, or mounted to your office building. A single antenna, or a network of antennas can be a reality, as long as an internet connection is available.
click
We expected to see 30 to 40 miles, however we are regularly receiving reports half way up Vancouver Island and down to Tillamook Oregon.

What we see here is not a true representation of the traffic, this is just for a 15 minute period of vessels whose names start with A B or C.

Once we started to gather information, points of reference to had to be established to measure a vessel's or the fleet's effectiveness.

For the Ferry system our docks are ideal points of reference.

After the reference points were established a method to register and analyze the information has to be created. Click This required a software developer and WSF was, again, aided by Electronic Charts Company, who created event areas.

The targets change shape when they enter an event area and maintain a specific speed, in our case the this is a 0 speed within 100 feet of a ferry dock or facility.

Here our Fleet Status page shows different colors and shapes; the green AIS shape represents vessels that are underway and orange circles are vessels at dock.

Event areas can be assigned to any terminal or even areas of open water, wherever a vessel logging a point would be beneficial. Event areas are similar to arrival alarms set up for a GPS waypoint.

Once event points are established, a data base can be constructed with consideration for those who would use the data.

Visions-beyond the bridge

Arrival Timing
Transit Coordination
Vessel Maneuvering
Scheduling
Incident Investigation
Fuel Conservation

Terminal managers
Vessel Arrivals-Queuing
Facility Streamlining
Transit links
Traffic Queuing & Direction
Deliveries
Emergency Response

Transit Coordination
Maneuvering Information
Scheduling & Development

There are three major aspects that are being analyzed by WSF in regards to scheduling.

The first aspect is on-time performance. WSF considers anything within 4 minutes of the printed sailing time as on time.

Last Monday was one of our successful days

WSF strives to provide consistency in sailings,

however traffic patterns may drastically vary between week days and weekends.
AIS can help in research, maneuvering , and events.

I wish to emphasize the importance of the accurate entry of vessel dimensions.

As operators we should not rely upon enforcement by the USCG. These tools are made to help explain what is happening.

You will see in the following graphics some vessels appearing only as AIS symbols, meaning the vessel dimension data was not entered.

AIS can help in the research of an event.

Click

Recently, a vessel was thought to be involved with parting mooring lines on a vessel.

The assertion was they were traveling a an excessive speed.

A replay, however, showed another vessels traveling at higher speeds just minutes before.

Whether speed or proximity caused the incident, AIS allows the replay of data to try and determine what may have happened.

Several years ago we used a technology similar to AIS to find an uncharted rock, that was clipped by one of our vessels.

We were able to replay the sailing and determine the exact track of the vessel, and the rock was easily found.

We subsequently created a safety zone of exclusion in the area.

AIS will allow the same capability.

AIS is even beginning to work its way up in to the corporate levels of WSF.

Our Terminal Engineering department is interested in the AIS replays of vessel approach patterns for the design of docking facilities.

The approach speeds also indicate the levels of impact that the materials must withstand under normal and less than ideal landing conditions.

As a quick note, charts can easily be edited to display actual facility arrangements.

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.

The acceleration and deceleration graphs can indicate areas of opportunity for fuel savings

Rapid & Robust Deployment to Enable Localized Situational Awareness in Coastal Areas:
Although designed for coastal use, the Ground Node system can be rapidly deployed anywhere with high availability. Typically the Ground Node will be deployed to areas with high maritime traffic. High automation and remote control are derived requirements to meet this goal.
Support Identifying Vessels Passing through Chokepoint Waterways: The combination of electronic and optical capabilities enables visual verification of inferences drawn from received signals. The multi-INT sensor suite, combined with close proximity, provides high quality data for local use as well as for national Maritime Domain Awareness databases.
Interoperability and Operationally Contributive: As common to all Nodes developed under the Space INP's Steady Lookout, the Ground Node is capable of collaborative operation with multiple Nodes possessing complementary capabilities, consistent with FORCEnet operations. This includes ground-to-ship and ground-to-air collaboration for geolocation and future data fusion applications. The Ground Node proved effective during previous experiments with platforms in the air and afloat. In addition to the specific contributions presented later in this paper, the Ground Node has also provided data to the Navy/Coast Guard vessel tracking program, AISLive.com, and is capable of operating with National sources. The Ground Node is a sub-task in a broader Space INP, "Steady Lookout" Task. The complete Steady Lookout is a multi-platform prototype working together to advance FORCEnet operations by bringing to bear the best characteristics of each platform to address Naval needs such as Communications-on-the-Move and Maritime Domain Awareness.

RELATED PROJECTS
Projects closely related to the Ground Node include the Vessel Tracking Program (VTP) Modular Sensor System, Project Spotlight, and Shipboard AIS and Radar Contact Reporting system.
6
As part of "Spotlight" for OSD, NRL deployed to Puerto Rico an aerostat-borne radar and AIS receiver, which have been operating there since November 2006. The Figure below depicts the operating area.

That system continues to distribute live AIS data from Puerto Rico to NRL's Chesapeake Bay Detachment (CBD), near Chesapeake Beach, MD, which forwards the data to National AIS databases. The radar data from the Aerostat is also still being collected, fused, and distributed to Caribbean Air Maritime Operations Center, Puerto Rico, and the US Coast Guard Sector San Juan. NRL has provided to the site manager at Lajas, PR site documentation to enable Air Force personnel to maintain the system. The Figure below shows the AIS unit that NRL installed on the aerostat. The aerostat is part of the Air Force Combat Command's Counter Narcotics fleet under the AFCC's Tethered Aerostat Radar Systems (TARS) Program. This Spotlight project leveraged and tested several Ground Node components and software elements.

Separately, capabilities of the Ground Node System have been accepted into the Shipboard AIS and Radar Contact Reporting (SARCR) System, which is funded by DHS to support efforts by JIATF-S to detect "Dark Targets" (non-radiating targets) and support counter piracy efforts. Another project objective is to collect commercial radar. DHS expects to build and install 15 units onto commercial ships and report data via Iridium. The Figure below depicts SARCR data as the host vessel exited the Mediterranean Sea through the Straits of Gibraltar in August 09.

NRL has a patent pending for the Searchlight geolocation method.

FOR WHAT PURPOSES CAN THE STORED OR RECORDED DATA BE USED?

The data can be used for a variety of purposes, such as:
legal evidence and accident investigation
sharing of data between VTS' and with national administrations
gathering information on the presence and pattern of traffic
planning of aids to navigation
fleet management
risk analysis
generating statistics.

CAN I GET DGNSS CORRECTIONS OVER THE AIS LINK?
HOW IS METEOROLOGICAL/HYDROLOGICAL INFORMA TION DISPLAYED?
REFERENCE LIST 11

Class A Shipborne Mobile Station (Class A) must be 100% compliant with the IMO per- formance standard and the IEC 61993-2 standard.

3.Summary of Sources
A significant amount of time was dedicated to researching and reviewing potential sources of AIS data that could provide adequate coverage of the U.S. Eastern Seaboard. To have a complete understanding of data availability and coverage is critical to providing a system design and blueprint for developing a vessel monitoring solution that meets NOAA's requirements.
Sources that were evaluated included U.S. Coast Guard (USCG), AIS Live ( a commercial entity that has over 1000 AIS receivers installed worldwide), NOAA offices with existing AIS receiver networks, Maritime Information Service of North America (MISNA) through the Marine Exchange of Alaska and Maritime Global Net. It should be noted that MISNA was not responsive to our requests for access to their data feeds.

Organizations and contacts that ICAN communicated with were as follows:
USCG - Alice Dunn, Lt. Rickerson
NOAA - Mark Mueller
AIS Live - Ron Crean
MISNA - Bill Benning, Brett Farell
Maritime Global Net - Moses Calouro
Upon receiving access to the USCG data, it became obvious that this data feed provided the most complete coverage of the U.S. Eastern Seaboard. ICAN compared the USCG and AIS Live feeds for a period of 30 days. AIS Live is considered to have the most comprehensive AIS coverage in the world. The AIS Live feed provided data on approximately 5600 vessels worldwide. The USCG feed provided data from 4200 vessels in U.S. waters alone. ICAN believes that the logged data reflects virtually all transmitting vessels within VHF range based on our understanding of commercial and government fleet markets in the U.S. The average daily volume of data acquired through this feed was approximately five (5) Gigabytes.

To perform an effective analysis of the USCG data feed, ICAN worked closely with the USCG data center. ICAN believed it necessary to analyze each receiver site's coverage area to determine where overlaps occurred (indicating excellent coverage) and where gaps in coverage or little overlap existed. AIS receivers do nothing more than receive the VHF data transmissions and output the messages to the network device. As such, the receivers do not append AIS receiver unit identifiers to the AIS messages. USCG developed a methodology for associating meta data with each one of their AIS receivers so that they knew the origin of each AIS message. ICAN's developers worked with USCG to understand this meta data and then developed software to parse this data for display in a Geographic Information System (GIS) environment. Screen captures showing the coverage patterns are included in the Section 3 - Coverage Analysis

4.1.3AIS Data Analysis, Display, Messaging & Reporting
The functions of data analysis, display, messaging and reporting are performed by a number of applications that reside on a client PC connected to the AIS Server and the AIS Data Logging database. As the AIS data comes into the system, the messages are parsed, duplicate AIS messages removed and the vessel position, speed, course etc. displayed within the GIS application (See Figure 4). The GIS application must provide the capability to track individual vessels.

Within the GIS application, geographic zones (see Figure 5) are created and overlaid on the display. Alarm conditions (e.g. trigger an alarm when a vessel has a speed greater than ten knots) can be assigned to each of these zones. The system must support multiple zone alarms and multiple alarm conditions for a single zone. Once an alarm is triggered, NOAA requires that an e-mail message be automatically sent to the appropriate NOAA offices and staff. It is possible to deliver an e-mail to the vessel or vessel operator if the e-mail address is entered in a database linked to the GIS application. This message must contain the vessel name, speed, course and the time the zone was entered. For this function, the GIS application must reside on a PC that has an e-mail application configured.

The GIS application provides the platform for reviewing logged data (data playback). From within the GIS application environment, the user must have the capability to query the logged data and display the returned data within the graphic display. This allows for re-enacting scenarios (e.g. vessel speeding in a speed reduction zone) and can help in determining NOAA's course of action in regards to a particular vessel or incident.

Kurt's opinion: It is horrible that this document is paywalled.

NOTE 2
ACK ALR DSE DSI DSR GNS HMS HMR HTC HTD MLA MWD TLB TXT
NOTE 3
New sentences have been added:
Acknowledge alarm Set alarm state Expanded digital selective calling DSC transponder initiate DSC transponder response GNSS fix data Heading monitor set Heading monitor receive Heading/track control command Heading/track control data GLONASS almanac data Wind direction and speed T argetlabel Text transmission

The following sentences have been deleted, as the systems referred to are no longer in operation:
GXA - TRANSIT position, OLN - OMEGA lane numbers, TRF - TRANSIT fix data.

A mode indicator character field 'a' has been added as a new last data field to specific sentences,
namely APB, BWC, BWR, GLL, RMA, RMB, RMC, VTG, WCV and XTE. The mode indicator character 'a' has been defined to include the following when used in the designated sentences:
A = Autonomous mode D = Differential mode E = Estimated (dead reckoning) mode M = Manual input mode S = Simulator mode N = Data not valid

Space-based AIS Receiving Constellation
ORBCOMM currently operating up to 6 satellites, receiving AIS signals globally (~ 72deg S to ~ 72deg N)
Provision of frequent ship and voyage information (name, callsign, MMSI#, destination, etc)

Spaceborne SAR Sensors
Both RADARSAT-1 and RADARSAT-2 are operational, offering all weather, low illumination (day/night) imaging
Able to detect vessels reliably, which (when combined with AIS) allows for rapid identification of the non-AIS emitting ships

Spaceborne AIS provides persistent surveillance of legal ship traffic; Spaceborne SAR detects all offshore traffic in large regions
Correlation confirms the identity of compliant targets & quickly locates non-compliant targets
Reduces cost and improves efficiency of deterrence efforts for smuggling, terrorism, piracy, illegal immigration, illegal fishing and pollution

Fisheries Monitoring - Canada
MDA completed an operation demonstrating the capabilities of these two spaceborne systems
Over a 10 day period, MDA supported the maritime surveillance of a specific region outside the Canadian 200 Nautical Mile EEZ for DND/DFO

ORBCOMM AIS data was provided regularly during the Op
RADARSAT-2 imagery utilized on every opportunity

Graphical Interface to AIS Data
MDA's customized interface to view all AIS data (real time and historical)
Allows for visualization of a specific vessel's track over 2 weeks (shown in Yellow)
This snapshot shows only the area of interest for one day during the operation
Google Earth

AIS ideally as coincident to RADARSAT pass as possible, though a large time window (-2 hours / + 30 minutes) is operationally sufficient

Utilizing the heading (Cog), speed (Sog), and age (before or after) of the AIS record, it is possible to predict the location of the vessel at the time of the RADARSAT image
Unless the area is very congested (e.g., port, narrow choke point), it is possible to correlate (i.e., match) the two records
When AIS record is before the RADARSAT image, it is possible not only to fuse the information but update the vessel location and confirm speed and heading

SeaView Overview
A managed web service that allow users to monitor activities on the water without any hardware or software investment
Provides an integrated view of the recognized maritime picture (RMP) utilizing space-borne AIS and radar sensors
Leading edge maritime products that are delivered directly to your computer screen
Provides an unclassified picture without the restrictions associated with using classified data

2.4
1
Power source
The existing text of paragraph 2.4 is replaced by the following:
"The AIS should ideally be connected through an uninterrupted power supply (UPS) to the ship's power supply as defined in SOLAS chapter II-1."

U.S. Coast Guard (USCG) is the lead federal agency for U.S. Maritime Security
Protecting approximately 95,000 miles of America's maritime boarders
Maritime Transportation Security Act (MTSA) of 2002
Automatic Identification System (AIS) carriage
Direction to USCG on carrying out Maritime and Homeland Security

The MTSA directs the U.S. Coast Guard:
" to collect, integrate, and analyze information concerning vessels operating on or bound for waters subject to the jurisdiction of the United States, including information related to crew, passengers, cargo, and intermodal shipments."

Leveraging the full functionality of AIS to enhance USCG preparedness for risks in the maritime environment and mission performance:
Infrastructure and system for data communications between shore and vessels
Tracking of and secure communications with government vessels
Ability to manage AIS operations to preserve primacy of navigational safety

Used in AIS Message 17

This Recommendation provides guidance to administrations on the possible use of channels narrower than 25 kHz as a means to alleviate congestion on Appendix 18 channels. Annex 1 provides technical parameters. Annex 2 is a guide to migrate from 25 kHz channels to narrower bands. Annex 3 documents a possible implementation method for 12.5 kHz channels.

This Annex considers how in future the maritime-mobile service might migrate to narrow-band channels spaced at 5 kHz or 6.25 kHz apart, using linear or digital modulation. Consideration is given to migration from 25 kHz channel spacing as used at present, and from 12.5 kHz if the latter was to be implemented as an interim measure by some administrations.

The most practicable and least disruptive method of migrating from 25 kHz or 12.5 kHz to 5 kHz or 6.25 kHz would be by interleaving the narrow-band channels with the wider ones and a similar technique can be used in all cases. However because the linear and digital modulation techniques using 5 kHz and/or 6.25 kHz are incompatible with current FM equipment, dual mode or additional equipment would be required during the change-over period.

The ship detection data is compared against GPS data sent via AIS to evaluate system performance. The AIS data collected on November 9, 2009 by all Rutgers AIS receivers is shown in Figure 4. The receiver at Tuckerton provided the most data due to the fact that the antennas are approximately 40 feet above sea level. Zooming in on NY Harbor is shown in Figure 5. The AIS data collected by the receiver at Sandy Hook was intermittent. We decided to move the antenna closer to the ocean to the Sea Bright HF Radar shore station. The AIS data collected for a similar time period after the receiver was relocated is shown in Figure 6. The position data for vessels entering NY Harbor is now more robust and continuous.

Challenges and Progress: Vessel Detection Software Development
Background: CODAR has been developing vessel detection software intended for dual-use with the U.S. IOOS national network of SeaSonde coastal HF radars; these efforts began in 2001 within a joint program with Rutgers funded by ONR. This MATLAB code ran offline on raw data (Range Files). Considerable success was demonstrated in these early programs. With the DHS CoE funding, and beginning in Year 1, these MATLAB codes were improved and work was begun converting them to C from MATLAB, so they could run in real time on the remote SeaSonde stations in the field, similar to the tools that produce radial currents and waves from the sea-echo data.
Bistatic Improvements: Detection capability for multi-static radar configurations (where transmitter and receiver are separated, including buoy transmitters) had not been finished within the MATLAB code before the CSR Year 2 began. During Year 2, and with DHS support, this capability was completed and tested. This capability allows the code to output ASCII files with bistatic detections at the same time as the conventional backscatter ASCII files are produced, and in the same format. Thus the positions and velocities of candidate targets are available for multi-static geometries, allowing multiple detections of the same target. The latter capability is important in overcoming sea-clutter limitations that mask single-radar backscatter detections nearly 40% of the time.
Completion of RCS Addition to Code: Within the ASCII output detection files, it had been intended to include the radar cross section (RCS) of the detected vessel, based on received signal level of its echo. This had not been completed in a way that would allow robust RCS estimation at all SeaSonde operating bands. With the DHS support, this work

C.. Satellite Team
The Satellite team paired satellite imagery against Automatic Identification System (AIS) data to identify vessels in the Hudson River estuary opposite from New York City. The purpose of the research was to examine the use of satellite imagery and its applications toward the detection of small vessel threats. The team's goal was to determine the capabilities of satellites in the detection of small vessels, defined as those vessels of ten meters or less in length. The technology used involved a combination of Synthetic Aperture Radar imagery, Google Earth software overlays, traditional photography, and AIS data provided by equipped vessels. The team's research results indicated that the commercial satellites used were not applicable to the detection of small vessels, but were instead useful for port security and resilience applications.

Satellite Reception Maritime surveillance with different satellite sensors during the CSR NY Harbor joint field experiment As mentioned earlier, a primary challenge to the use of space-based sensor technologies in support of the maritime security community is the provision of near real-time information to professionals on the ground. In order to address this challenge, the CSR partner universities conducted on 9 & 10 November 2009 the second of a series of DHS- supported field experiments to demonstrate existing technical capabilities and evaluate potential new technologies and procedures for the multi-sensor surveillance of a large maritime area. The experiment was conducted in NY Harbor. The details of the experiment are provided in a later section in this report, but it is important to note here that CSTARS provided for the first time, near real-time collects of high-resolution satellite data from the COSMO-SkyMed constellation in support of a small boat detection exercise. The goal of this exercise was to test how small of a vessel could be detected by different surveillance systems such as satellites, HF radar and acoustic sensors. Figure 1 shows an overview of the Port of New York and New Jersey from Cosmo/SkyMed-2 on 9 November 2010 with 10 minutes duration of ship tracks using AIS. The positions of two small boats, Stevens' research vessel and a Pilot boat are indicated by a red +.

Task 1.1 Space-Based Wide Area Surveillance, University of Miami (H. Graber, PI)
Project Abstract
As one of the nation's leaders in the development of technology and technology products to enable space-based wide-area surveillance, CSTARS continues to develop the capability to employ space assets such as high resolution synthetic aperture radar (SAR) for a range of applications. Under the DHS CSR project, CSTARS is engaged in the use of SAR and other sensors in the detection and classification of maritime threats ranging in size from small boats to large vessels. During Year 2, this same capability was shown to have significant value in the monitoring of environmental pollutants such as oil spills that can have significant negative impacts on port and maritime commerce as well as posing health threats to coastal communities. We have leveraged ongoing studies and exercises with DOD agencies that have shown that wakes from small, fast moving boats can be detected, and large vessels can be tracked across ocean basins. This represents important new research directions that will be expanded during Year 3 under the DHS CSR funding. In collaboration with one of the primary companies operating a network of spaced-based Automatic Identification System (AIS) transponders, we engaged in the testing of the interoperability of SAR satellite data and space-based AIS for various scenarios. We have learned that a primary challenge to the use of space-based sensor data in maritime security applications is the provision of near real-time information to users on the ground. CSTARS has developed with the National Geospatial-Intelligence Agency (NGA) a Commercial SAR Architecture Center (CSTARS Pilot Project) which incorporates the new, high resolution SAR sensors such as Cosmo-SkyMed, TerraSAR- X, TanDEM-X and RadarSat-2 to support global and near real time acquisitions of image data. As part of the CSR series of joint field experiments (including the November, 2009 experiment in NY Harbor), satellite-based real-time monitoring of vessel traffic is continuing to be evaluated in order to better understand what is required to implement a comprehensive end-to end surveillance of the global maritime domain. This capability does not currently exist, as a result of challenges that include the need for direct access to multiple satellite sensors to maintain persistence. During Year 2, CSTARS demonstrated its capability to rapidly respond and deliver large volumes of images to the maritime first responder community, during the DeepWater Horizon oil spill in the Gulf of Mexico. CSTARS will continue to participate in port and maritime security exercises and leverage other resources and projects to develop technology products that support safe and secure operations within the global and national maritime domain.

We are concerned that this Interim Policy has the potential to distribute sensitive information that could then be used by competing vessel operators and other modes of transportation to try to win cargo contracts. We do not object to the Coast Guard sharing information transmitted by vessels' Automatic Identification System (AIS) with other government agencies at the Federal, State, and local levels in the United States and Canada if that agency is involved in a project that directly relates to commercial navigation on the Great Lakes. However, we do object to the proposal to share transmissions with one
and all at Level C
Much of the information transmitted by vessels' AIS is directly related to business. AIS brbadcasts the name of the vessel, its official number, the type and amount of cargo onboard, its destination, ETA...A person or an entity could then determine how much cargo a vessel (or vessels) was loading at or delivering to a port. Armed with this information, the person or entity could develop a freight rate and lure business from the vessel operator or the waterborne mode. Knowing volume is key to setting a rate.
On page 2557 the Coast Guard stales that "as a broadcast system (where communications are intended to be received by the public, there is no expectation of privacy [for] any information transmitted on AIS." While that is In fact true, in general the public is not equipped to receive AIS. This interim policy essentially makes the general public a full participant in the process and will divulge information that should be considered proprietary. For example, a company could collect AIS transmissions and determine that "X" tons of limestone are delivered to a port. This tells the company the size of the market in that area and could then lead to a decision to enter that market. While we believe in free enterprise, the Coast Guard is giving competitors an unfair advantage.
The U.S. Army Corps of Engineers does publish extensive statistics on cargo movement through U.S. ports in the publication Waterborne Commerce of the United States. However, that data is always at least two years old, sometimes three. This interim policy considers any transmission more than 12 hours old to be historical and so available with a simple Freedom of Information Act request.
The cargo statistics contained in Waterborne Commerce do not reveal any information about the shipper or the carrier. For example, the 2008 edition tells us that Cleveland, Ohio received 2,995,000 tons of limestone that year. That total does not reveal how much limestone went to Ontario Stone Corporation or Lafarge, two of the major stone merchants serving Cleveland. Access to AIS transmissions from vessels serving those customers would reveal receipts down to the ton. That Is proprietary Information and the Coast Guard should not facilitate its distribution.
Sometimes it is impossible to mask cargo data. Using Cleveland again as the example, it is common knowledge there is only one salt shipper in the port. However, while Waterborne Commerce will reveal how much salt was loaded in Cleveland in a given year, it will not reveal the destination, Again, that is proprietary information.
AIS is a valuable tool for navigation safety and maritime security. However, the Coast Guard must take great care in sharing vessel transmissions. We recommend that release of transmissions to the general public be delayed by at least two years so release basically parallels Waterborne Commerce, Information about vessel destination should be limited to the port or harbor. The customer's Identity should remain confidential.

Project Goals
The goals of this effort are to reduce voice communications and improve navigation safety and efficiency. This can be best achieved by the following objectives:
*Identify and prioritize the types of information that should be broadcast using AIS binary messages Ð information that is available, important to the mariner, and provided to the mariner in a timely fashion and in a useable format.
*Develop recommendations for transmission and shipboard display standards.
*Obtain data to support reduced voice communications and improved navigation.
To meet these objectives the U.S. Coast Guard Research and Development Center (R&DC) initiated the AIS Transmit Project. There are three main efforts to this project:
1)Determine functional requirements. The goal is to establish what the AIS capability within VTS should be which involves identifying and gathering information from various AIS/VTS Stakeholders
2)Establish test bed(s). The goal is to test concepts, ideas, draft standards, and validate requirements prior to USCG implementation by establishing a test bed in an existing VTS area and encouraging active participation by marine pilots
3)Establish a Working Group within the RTCM (Radio Technical Commission for Maritime Services) to review current VTS AIS capability in US waters and recommend

ÒconsolidatedÓ AIS binary messages (also known as Application Specific Messages) for regional and international implementation, and to identify needed changes in AIS equipment to support new capabilities.

Conclusions / Recommendations
After running the two test beds for the past 18 months and analyzing the data there are several conclusions that can be drawn. First, broadcasting PORTS data via AIS every three minutes has very minimal impact to the VDL. It is equivalent to adding one vessel equipped with AIS to the VDL. Second, it is important to pay attention to potential bit-stuffing impacts and mitigations when designing messages, especially if it is desired to have single-slot messages. Third, in regards to the number of slots per message, the best ÒvalueÓ seems to be to use 3-slot messages or less. Fourth, the message transmission technique should always be FATDMA not RATDMA as there is greatly increased probability of message delivery with FATDMA, especially on multi-slot messages. This is especially important on base stations in repeat mode since they generate a huge number of transmissions. Fifth, the VDL monitoring location is important. The Competent Authority needs to consider the area and traffic density and maximum loading able to be tolerated in selecting the monitor location. This may need to be at the base station or at different receiver site. And finally, careful consideration and planning needs to be done when using Repeater Mode on a base station as it will increase traffic loading considerably Ð in the Columbia River many messages are transmitted up to 5 times!

MS Sleipnercommissioned - August 1999sank - November 1999
Passengers saved: 69
Passengers lost: 16

Cause of disaster:
Off course
Foul weather
Communication equipment  improperly installed

Actual Response:
Sleipner radioed the authorities,
who declared Mayday and
radioed other ships in the vicinity.

How AIS AtoNs could have helped:
AtoN visible on screen in wheelhouse,  not just visual (obscured by weather)
AIS communication with other ships in vicinity, vs. relay through base-station
Weather data received directly from buoy to AIS display
AIS-SARTs could provide faster response time

AtoNs
Met-Hydro Data
Dangerous Cargo
Fairway Closed
Tidal Window
Extended Ship Static and Voyage Related Data
Number of Persons on Board
Pseudo-AIS Targets

AIS-SARTs

AIS-SARTs, Buoys, and 'Chaining'

DBVDS buoycommunicating to AIS buoy

Exemptions:
- U.S. recreational vessels
- OSRV's engaged in actual spill response or exercise
- Passenger/supply vessels in exploration OR removal of oil, gas, or mineral resources on the OCS
- (Basically) Vessels that operate above MM 235 on Mississippi River
- If not carrying CDCs

Daily operation of the AtoN monitoring is performed using a set of HTML/JavaScript based webpages served to the users for AtoN population status display and equipment configuration upon logging on using a web browser. A simple structured table showing coloured blocks with AtoN numbers inside was chosen for the main situation status screen over a nautical chart based graphical display due to the interface efficiency - capability of providing a clear technical overview of AtoN operational situation, uncluttered by irrelevant details, and the speed of navigating between different screens. Nevertheless, an interface is provided for displaying the AtoNs with position monitoring information on the nautical chart background using external web mapping service (WMS). The user interface of RCMC software is currently provided in the Estonian language.

Under the contract, valued at about $$12 million, Northrop Grumman will provide the necessary shore-side communications, network and processing capability to ensure the effective exchange of Automatic Identification System information between AIS-equipped vessels, aircraft, aids to navigation and shore stations within all major U.S. ports, waterways and coastal zones as well as from AIS-equipped vessels bound for the U.S.

The core data exchange capability consists of all the system components and functionality, including AIS receive and transmit messaging, data processing, data storage and retrieval and system monitoring, on a limited geographic scale. AIS is an internationally adopted communication system to provide for autonomous, continuous exchange of vessel positions and other navigation safety related information.

"The Nationwide AIS project is already making critical contributions to maritime safety and security at our nation's highest priority ports and coastal zones," said Rear Adm. Gary T. Blore, assistant commandant for acquisitions. "This contract will allow the Coast Guard to fully leverage the inherent features of AIS by adding transmit capabilities to our nationwide system, which will provide a considerable enhancement to safety of navigation and the marine transportation system."

The Coast Guard solicited for this work under a full and open competition, following a disciplined process to award the contract from a robust pool of offerors. Northrop Grumman was selected because the firm offered the best value of technical capability, management approach and price.

The contract provides for a two-year base period and six, one-year option periods. In addition to the core data exchange capabilities Northrop Grumman will deliver transmit and expanded receive coverage for Coast Guard Sectors Delaware Bay, Philadelphia; Hampton Roads, Va.; and Mobile, Ala., during the base period.

Northrop Grumman's Command and Control Systems Division, headquartered at Herndon, Va., will perform the work at Newport News, Va., and Carson, Calif., as well as at each of the three initial Coast Guard sectors and their surrounding areas.

The contract option periods include optional tasks to provide surveys and equipment in support of the U.S. Government's implementation of transmit and expanded-receive coverage for the remaining Coast Guard sectors. The approximate total value of this contract, if all options are exercised, is approximately $$68 million.

"I am looking forward to working with Northrop Grumman to successfully deliver this important new capability," said Cmdr. James K. Ingalsbe, NAIS deputy project manager. "The first increment of NAIS provided the Coast Guard valuable capability to build maritime domain awareness. The award of this contract will allow the Coast Guard to begin using all the capabilities of AIS in support of all Coast Guard missions, and in providing services to mariners to enhance their safety, security, and efficiency."

The Coast Guard's Acquisition Directorate is responsible for a $$27 billion investment portfolio that includes more than 20 major projects. The Coast Guard's investment in modernization and recapitalization ensures that the operational force has the equipment necessary to remain the lead agency in maritime safety, security and natural resources stewardship.

http://www.linkedin.com/in/sampokarppinen

Board of Commissioners of Pilots of the State of New York

Targets were automatically detected and initiated according to the methodology of Section 3. Since this was a controlled experiment, we also have latitude and longitude truth sources from the Automatic Identification System (AIS) for some of the contacts in the collection. One of the targets in our surveillance region during the period of interest was an AIS equipped vessel, and its truth track (dashed gray line) is shown in the plot for comparison to the tracker output. The tracks are color coded to distinguish the traces.

As students in this University's GIS Exploitation Course, you will use commercially
available tools and data to complete a number of tactical assessments that will aid a
military evaluation of current airpower at regions in the southern United States. USA,
Australia, Canada, England, Germany, Italy and Japan have agreed not to suppress or
redact this information from the World Wide Web, so our country will use all globally
available commercial sensors for total exploitation of airspace and maritime domains.

TEXAS participants must engage in global partnerships through trust, collaboration and speed to achieve maritime awareness
AIS success requires a global coalition
AIS Technologies Exist (TRL8); but Political Science has not yet fully matured (PRL4/5).
TEXAS participants should agree by the end of this conference on an inventory of barriers that prevent successful AIS capabilities, and offer alternatives that solve political/resource shortfalls; discuss options and outcomes.
Define the end-state that permits collaboration

Ethernet TCP/IP Networking
Uses many types of chart formats including Vector and Raster Formats
Unique 'Layering' Display Architecture
Free Subscription to Weather data (including SST/Altimetry/Chlorophyll)

Optimum Weather Routing Feature for Sailing Vessels
Exclusive PBG (Personal Bathymetric Generator)
Simple IMO/Navet Radar Integration

2D layer (Color Shading)
3D Window
Personal Bathy Generator (PBG)
Contour Based Route Creation
Forward Looking Sounder
Bottom Hardness/Roughness Display

Forward Looking Depth Profile (FLDP) and Echo-Gram Display

e-Nav AIS Features
AIS Target Display on any chart
AIS center (Sort, Center OnÉ)
Trail and Track for every target
Programmable Monitoring Zones reduces 'Information Overload'
AIS Contact Database
ARPA/AIS Target Fusion (IMO Radars)

Future e-Nav Concepts
Satellite Weather via XM or Sirius
Virtual A-TONs Display
'My.Furuno.Com' Automatic Logging
'Web Services' for Automatic Chart Updating and Software Updating
Powerboat Weather Routing Module

P/N: 165M0014-30

The Automatic Identification System (AIS) Aids to Navigation (AtoN) is designed to be installed as an integral part of weather and navigation buoys to transmit warn- ings, navigational, and meteorological data to approaching vessels. L-3 offers two versions of the AIS AtoN. Type 1 transmits output messages, while Type 3 transmits and receives messages.
In its most basic form, the unit transmits a report with the AIS AtoN's position in an ITUR 1371 message 21. When the unit contains a daughterboard or it interfaces with the buoy's navigational and weather instrumentation, additional messages transmit navigational and meteorological data. A summary of all the messages processed by the AIS AtoN are defined in this section.
A fully functional AtoN, as defined by IEC 62320-2, can be configured with multiple MMSI values (unique identifiers) in order to provide virtual and/or synthetic AtoN operation. An AtoN also can act as a relay point in a chain of AtoNs to allow for re- mote configuration of AtoNs, using the VDL. Furthermore an AtoN can be configured to use RATDMA (Type 3 only) or FATDMA for transmissions on the VDL.

The AIS Parser SDK parses these packed serial messages into data structures containing all of the AIS information for each message type. It allows you to easily add AIS capabilities to your desktop and web products, saving you valuable development time. The SDK consists of 3 'C' files to link into your project; you then pass serial data to the SDK and it returns data structures with all of the information from the message. The AIS message contents are documented by the ITU M.1371 and IEC 62287 specifications. You will need a copy of these to fully understand the data generated by the SDK.

Example applications are included that process AIS messages from stdin and output json, xml and human readable text. The ais_json application is used in the AIS Google Map Demo page.

INTERNATIONAL DEVELOPMENTS As of July 1, 2002, SOLAS Chapter V restated the applicability of navigation regulations as follows for vessels not falling under international regulations:

The administration shall determine the extent of the provision to be implemented on:
Vessels less than 150 GT on any voyage
Vessels less than 500 GT not engaged on international voyage
Fishing vessels
All vessels operating landward of the baseline

PUBLIC LAW 108-293 ELECTRONIC CHARTS -..the following vessels, while operating on the navigable waters of the United States, shall be equipped with and operate electronic charts under regulations prescribed by the secretary of the department in which the Coast Guard is operating:

(Public Law 108-293 cont.) A) A self-propelled commercial vessel of at least 65 feet overall length B) A vessel carrying more than a number of passengers for hire determined by the Secretary C) A towing vessel of more than 26 feet in overall length and 600 HP D) Any other vessel for which the Secretary decides that electronic charts are necessary for the safe navigation of the vessel.

OVERLAPPING APPLICABILITY
The U.S. is signatory, and thus obligated to adhere to SOLAS Chapter V.
Domestic navigation requirements encompass all waters under the jurisdiction of the U.S. as per 33 USC 1221

SOLAS recognizes only ECDIS as an optional primary navigation means to paper charts
Chart data availability
The paper chart issue/backup
Performance standard considerations/Type Approval

!AIVDM,1,1,,A,13u?etPv2;0n:dDPwUM1U1Cb069D,0*24

AIVDM messages are AIS reports from other vessels, and AIVDO messages carry your own shipÕs data.

Below is a very simple decoder for NMEA AIVDM sentences. Currently it only decodes message types 1, 2, 3, 4 and 24 Ð i.e. position reports for class A shipborne equipment, base station reports and static data reports. Some less interesting data is left out from the result, but the good stuff is there! Where applicable, you will also get a link to Google Maps where you can check the targetÕs position.

Most of the time was spent on the Internet, gathering information on GMSK, NRZI and bit stuffing. Too much time was wasted finding the required modem circuit CMX589. Sometimes it is a good idea to look in the least likely place first..! AIS signal from the discriminator The AIS signal is trickier to decode than, for instance, FFSK or Pocsag. Brave souls would use their soundcards to decode AIS, I chose to use a hardware solution with a special modem circuit. This made the programming burden easier, but I had to deal with crystals, ICs and capacitors instead. Decisions, decisions É At least this solution works whatever computer I use, it just needs a serial port. The software doesnÕt care if my soundcard is of the ÓcorrectÓ type, or if I have a soundcard at all.

After I found a bug (or Óundocumented featureÓ) in the AVRÕs bit unstuffing code, the quality of the decoding was somewhat improved. Far from perfect, but now I can blame the hardware and a poor receiving location.

The AIS decoding software is not available for purchase. Nor is it a giveaway, a freeware or a shareware. It was a pure recreational hobby project.

In July 2000, the International Maritime Organisation (IMO) at its NAV46 meeting agreed to a new work item -to harmonize the presentation of navigation information' in such a way as -to avoid confusion in the display of such information' [1]. This paper aims to give a brief review of some of the issues that need to be addressed, especially in the area of distributed information and clutter and to propose a means for moving forward in a coordinated effort to solve the anticipated problems.

It is suggested that common integrated displays ( also known as multi-function displays ) with data fusion - rather than confusion - is perhaps the best way forward. Such common displays should be duplicated ( or triplicated ) and should all be -Navigation and Hazard displays' that give effective -situation awareness' and -decision aid' support to the mariner. They should be individually selectable for the prevailing scenario and inclusive of all operational needs, both for the displayed information and what is displayed where. The selection of the presented information should be filtered by the -need to know principle' to enable the user to reduce cognitive workload.

It is further strongly recommended that an Internationally agreed -common display surface' to the user be defined in both operation and symbology, irrespective of manufacturer. This is considered to be the only safe way forward particularly with predicted future manning levels. The maritime user should be party to agreeing such an interface.

A regulatory impact assessment should be carried out so that all stakeholders, including those involved in training, are better informed of the benefits and risks.

Risks related to maritime traffic in the Baltic Sea have been assessed only in areas where a concrete risk of accident has been detected. However, the risk analyses carried out by different countries in these areas vary greatly. According to VTT Technical Research Centre of Finland, maritime safety would improve across the entire Baltic Sea if accident risks were analysed in all Baltic countries and across wider areas using a system for risk assessment that is jointly agreed on by all parties.

"The Automatic Identification System (AIS) for the identification and communication of ships also offers significant possibilities for improving traffic safety in the Baltic Sea. By investing in technologies which promote maritime safety, accidents could be prevented and irreparable personal and environmental damages could be avoided," President and CEO Erkki KM Leppavuori notes.

According to President and CEO Erkki KM Leppavuori, the Baltic Sea needs joint principles to apply the Formal Safety Assessment recommended by the International Maritime Organization (IMO).

The technology already exists. The trouble is that currently, risk assessments carried out by different countries vary greatly, for example, in terms of how the costs of oil accidents are estimated. "A single method would enable the Baltic countries to identify real risk areas and assess the safety of their own sea territories," Leppavuori explains.

The Automatic Identification System (AIS) transmits geographical and identification data to and between ships, facilitating safe passage and readiness in changing sea conditions. The system provides a cohesive picture of sea traffic in the area. It helps ships anticipate the behaviour of surrounding traffic, and icebreakers can head to where help is needed. The system also facilitates more accurate risk analyses.

VTT has been involved in developing new message specifications for the AIS to increase the data content of messages. Using this new type of message (the AIS Application-Specific Message), ships can update weather information received from land stations on e.g. wind speeds, sea levels and atmospheric pressure in real time and thus predict changes in weather and sea conditions.

The new messages will reduce the workload of captains and navigators. In the future, they can concentrate on navigation instead of using the traditional VHF voice radio method to send information about the ship's cargo, passenger numbers and any detected hazards. In addition, the new messages provide an efficient means of communication to inform ships about caution areas, search and rescue operations and routes recommended by icebreakers.

The integration of the new message format to existing on-board systems is slow. It could be decades before it is in wide use. That is why VTT is in the process of developing an affordable and easy method for ships to adopt the new features provided by AIS. In order to utilise the new features, ships need software that runs on a regular computer, and a cable to link the computer to the ship's AIS transponder. The software interprets the messages transmitted by AIS and provides current weather observations and other data in an easy-to-view format. The first version of the software is already being tested aboard Viking Line's ships. The project is a joint venture of VTT, the Baltic Sea Action Group, IBM and the Finnish Transport Agency.

VTT has used AIS to collect data about hazardous near misses between ships, which happen at sea from time to time. More efficient monitoring of maritime traffic can help to reduce the number of near misses.

Maritime traffic control system can learn to predict hazards

Maritime safety in the Gulf of Finland is monitored at VTS (Vessel Traffic Service) centres. VTS is designed to improve maritime safety, promote the flow and efficiency of vessel traffic and to prevent accidents and related environmental damages.

The increased traffic in the Gulf of Finland - the ever-growing numbers of oil cargoes in particular - has meant that each VTS operator is responsible for monitoring more ships.

VTT develops tools to forecast hazards and to help busy traffic service personnel take these hazards into account in advance. The method currently being developed by VTT is based on "teaching" the control system by imitating normal sea traffic. This way, the system learns to predict abnormal ship movements. This, in turn, gives the control personnel and ship crew time to act in order to avoid accidents.

Traffic separation to improve safety in Sea of Aland

The IMO-approved traffic separation scheme, which was deployed in the Sea of Aland on 1 January 2010, separates north- and southbound traffic into different lanes. The deployment was based on the risk analysis carried out by VTT, which showed that traffic separation and its control is a very cost-efficient way to improve safety in the area and to protect the vulnerable archipelago.

An Automatic Identification System (AIS) has been under development since 1997 when the International Maritime Organization (IMO) drafted performance recommendations for a worldwide system. The IMO AIS recommendations state that AIS should improve safety 'by assisting navigation of ships, protection of the environment, and operation of Vessel Traffic Services (VTS), by satisfying the following functional requirements: in a ship-to-ship mode for collision avoidance; as a means for littoral States to obtain information about a ship and its cargo; and as a VTS tool, i.e. ship-to-shore (traffic management).'1
In 1998, the Coast Guard Research and Development Center (R&DC) began participation 'in the international development of AIS technology through the related work of organizations, including the International Electrotechnical Commission (IEC), International Telecommunications Union (ITU), National Marine Electronics Association (NMEA), etc.,' and began to develop 'tools, including a computer simulation, to assess the capability and capacity of a network of AIS devices.'2Since then, R&DC emphasis has been on direct support for the international development and deployment of AIS technology. The R&DC is also active in the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) development of the definition and description of AIS base-stations and infrastructure. IALA has been the primary organization for sponsoring and coordinating AIS development.

AIS Information Use - Vessel collision avoidance
The primary emphasis of AIS is collision avoidance. The International Regulations for Prevention of Collisions at Sea (COLREGS) require 'use of all available means appropriate'13 for collision avoidance. AIS will be one of those means. AIS may improve situational awareness. In comparison to radar and automatic radar plotting aids ('own ship' information), AIS information is provided directly from the 'other' ship's sensors (GNSS position, SOG, COG, heading, rate of turn, etc.), with each vessel's name and call sign.

AIS Information Use - Shore Based AIS
IMO specifically included littoral state monitoring and vessel traffic management in AIS functionality.23Shore-based AIS information flow will offer a wide range of possibilities andcomplementary uses. It also presents an organizational challenge to maximize AIS benefits. AIS infrastructure designers must look at two issues: the location of AIS base-stations (planned VHF Data Link coverage) and the information transfer architecture (AIS Network) for the 'application-oriented processes of exchanging AIS-related information.'24Together, these are considered a 'high-level' system. A sound AIS 'high-level' system infrastructure may be one of the most important elements in an Intelligent Waterways System.

Functional Management and Planning for a High-Level System - VHF Data-Link and Shore AIS Network

LIST OF COAST GUARD MISSION AREAS AND POTENTIAL USE OF AIS INFORMATION

LIST OF NON-COAST GUARD MTS STAKEHOLDERS AND POTENTIAL USE OF AIS INFORMATION
Aid to Navigation AIS
The potential benefits from AIS-equipped aids to navigation are obvious. In addition to 'remote' AIS reception and relay (either via network or by the device acting as a repeater), its own broadcasting of performance monitoring information and actual position could alleviate numerous vessel sorties used to check operation and position. As AIS device cost constraints

http://www.doaj.org/doaj?func=abstract&id=695333

Proper training is safety
Reluctance to spend money on training
Pressure on crews to act regardless
IMO Model course - Generic
Vendor 'Hands on' training - Responsibility
Part of product
AIS + ECDIS
ECS part of ECDIS

FIRST IN THE WORLD
TYPE-APPROVED INS CLASS C
Fully compliant with IEC 61924 standard

Passage planning
AUTHORITY REQUIREMENTS
USER NEED / REQUEST
ADMINISTRATIVE SUPPORT- Procedures / Routines- Document support
ONE SYSTEM FITTS ALL

3D Info- Chart objects- Topography- Route info - NoGo areas- AIS / ARPA targets

Data recording
Recording in INS - (S)VDR - ECDIS - ECS
Analysis
- Direct onboard- In office- In simulator
Replay
- Standard SVDR Playback SW- Simulator supported * Direct import - quick simple * Advanced

Example

6.Development of an e-navigation strategy implementation plan (Agenda Item 11)

(Satellite detection of AIS-Data)
A member State expressed a need for legal instrument to govern commercial entities that distribute AIS Data through satellites that have been launched for that particular purpose.
However, Sub-Committee agreed that the Sub-Committee is not a forum for discussing such policy and legal issues, and agreed to wait for instructions from the Committee.

9.Revision of the Guidance on the application of AIS binary messages (Agenda Item 14)
The AIS was originally developed as a means for positive identification and tracking of vessels. This was accomplished by transmitting and receiving static, dynamic, and voyage-related data about ships as well as short safety-related messages. In addition, AIS is beneficial to the safety of navigation and protection of the marine environment by monitoring the maritime traffic and by providing various basic services. In particular, AIS may be used binary messages for transmission of Application-Specific Messages as a means for certain type of limited communications. Various types of messages were developed for specific application.
At NAV 49, guidance on the application of AIS Binary Messages was issued in SN/Circ.236 (28 May 2004). SN/Circ.236 contains interim guidelines for the presentation and display of AIS target information. However, it deals with the graphical presentation and display of AIS target data in standalone or integrated navigational systems. This includes the AIS Minimum Keyboard Display (MKD), radar, ECDIS and Integrated Navigation System (INS) equipment. At present, there is no requirement for ships to have any equipment capable of interpreting, processing or displaying the information on content of AIS binary messages. However, AIS binary messages are being displayed on existing shipborne equipment including radar, ECDIS and INS.
The Sub-Committee at this session prepared two SN Circulars for the approval of the Committee.
(Draft SN Circular on Guidance on the use of AIS Application-Specific Messages)
This document provides an overview of the purpose and scope of Application-Specific Message (a type of Binary Message) and provides guidance on their use.
(Draft SN Circular on Guidance for the presentation and display of AIS Application Specific Messages information)
This document contains the revised set of guidance for presentation after evaluating the use of Application-Specific message in trial period defined in SN/Circ. 236.
Implications: While use of binary message is not mandatory under SOLAS or related performance standard, the above change may affect operational requirements at shipboard side.
Application: No specified - voluntary.

OBJECTIVES: To develop a tool set for data manipulation, fusion and display, and thus to demonstrate improved Maritime Domain Awareness.
SUMMARY: This project demonstrated the feasibility of a system that automatically fuses position information from multiple information sources at various classification levels to develop tracking and identity information on significant numbers of ships globally.
Over the last year, five Master's candidates have successfully completed classified thesis projects addressing elements of this problem. Their work included identifying and fusing additional data sources, evaluating the applicability of commercial tool sets to this problem, and defining system and security architectures. Six students are currently at work on thesis projects, and additional student recruitment is anticipated.
CC4913, the capstone course for the JC4I Systems curriculum taught during spring 2004 by Professor Boger, created a command and control (C2) architecture for the maritime domain protection problem as the class project. The end-of-course project briefing was presented to several distinguished visitors, and Professors Boger and Ross briefed the project to the Maritime Domain Protection (MDP) Symposium on 19 August 2004. A technical report documenting the project was published in September 2004.

The Automated Identification System (AIS) is a radio transponder system that continuously broadcasts ship's position and identification information in the VHF band for the purpose of collision avoidance. This signal is monitored by U.S. Coast Guard shore stations and is available for tracking and identification. Professor Wadsworth has been studying the characteristics of this signal and ways of exploiting it. A technical report is in development.
Three government-contractor-developed computer programs were identified that show significant promise for providing the tools to accomplish this demonstration. These tools will provide the basis for the work of three current thesis students.
THESES DIRECTED:
Atwell, M.L., "Fusion of Unclassified Information Sources for Maritime Domain Awareness," Master's Thesis, Naval Postgraduate School, September 2004, (Secret/SCI document).
Christensen, J.P. and Toriello, A.J., "Advanced Database Visualization in Support of Operational Intelligence Research," Master's Thesis, Naval Postgraduate School, June 2004, (Secret/SCI document).
Haney, M., "Data Fusion in Maritime Domain Awareness," Master's Thesis, Naval Postgraduate School, September 2004, (Top Secret//SCI document).
Mishak, J., "Multi-Source Intelligence Fusion in Support of Maritime Domain Awareness," Master's Thesis, Naval Postgraduate School, September 2004, (Secret//SCI document).

Two satellites in orbit with sophisticated AIS payloads One flight-ready AIS satellite test bed for software development AIS signal processing decoder on-board satellites Providing decoded and digitized spectrum data to customers Operational remote ground station equipment and software Six Internet-connected Antennas Nodes for downloading AIS Data Experience with low-cost satellite construction, launch, & operation License to export and launch ten more satellites AprizeSat-5 and 6 scheduled for launch in Nov 2010 Additional AIS satellite launches planned for 2011, 2012 and 2013

AIS Distress Messages from Low-Power Transmitter
A total of 42 messages from 1-Watt AIS transmitters were detected during a 7-minute satellite pass over Hawaii on Jan 21st

Results from US Coast Guard testing of AIS (97001xxx) Distress Messages from Hawaii on Jan 21, 2010.

Regional Coverage for Haiti Relief Effort

Functional Capabilities of AIS Payloads
Receive and transpond both AIS signals in real time via UHF or S-Band downlinks
-Receive, digitize and store AIS signals from anywhere on Earth
-Convert digital data to analog and transmit via UHF or S-Band
-Decode both AIS channels in real time for on-board storage or real-time transmit
-Vary sampling rates, filtering and RF gains on board the satellite

-Perform worldwide spectrum survey of AIS frequencies and amplitude levels
-Use AIS data from space to develop and test new AIS algorithms
- Upload new AIS firmware to satellite data processors in space
-Sufficient power to operate AIS receivers and data processor continuously

-Download analog or digital AIS data to many ground stations around the world
-UHF or S-Band transmitter can operate for 15minutes or more on every orbit

Initial AIS Operations:
- AprizeSat-3and4werecommissioned1hourafterseparation.
- BothAISpayloadswereactivatedandbegancollectingdataontheirsecondorbit.

- Over200,000AIStransmissionswerecapturedanddecodedinthefirst160minutes.

- TheaverageAISdatacollectionrateforthefirst112orbitswas20reading/second.

FPGA Demodulator
Use multiple correlation receivers to detect preamble frequency and timing
Demodulate coherently to increase ability to detect overlapping packets

SpaceQuest AIS Capability
- Two satellites in orbit with advanced AIS payloads
- One flight-ready AIS satellite test bed for software development

- Space-qualified AIS payload technology
- Operational remote ground station equipment & software
- AIS signal processing algorithm & software implementation
- ITU frequency allocation in 400 MHz band
- National spectrum license issued by Industry Canada
- Partners with antennas suitable for downloading AIS Data
- Export license to launch 10 more satellites from Russian
- Preferred access to future Kosmotras Dnepr cluster launches
- Experience with low-cost satellite construction, launch & operation

SQ completed the construction and launch of two AIS satellites in 10-months.
- AIS data collection was activated on the second orbit following separation.
-AprizeSat-3 and 4 are providing high-fidelity AIS signals and packets worldwide.
- Data quality and density appear suitable for commercial & government use.
- Hourly updates are possible with daily 9-hour gaps in coverage.

-The next two AIS satellites will reduce coverage gaps to 4-hours.

- SpaceQuest's AIS payload performance can be significantly improved.

Some Conclusions
Effective AIS payloads and satellites can be constructed and launched quickly and affordably.
- AIS data collected from space complements shore-based receivers.

-In spite of the numerous collisions it is possible to recover a
significant number of AIS messages in real-time from space.
- Multiple ground stations strategically located can download all global AIS packets at data rates of 38.8 Kbps or less.

Next Steps
Enhance satellite AIS data processing to eliminate duplicate records, compress files and encrypt data.
-Set up automated AIS data collection, downloading and distribution.
-Construct and launch two more AIS satellites to reduce the gaps in hourly updates.

Thank You !
Kosmotras - Successful launch on Dnepr vehicle
- Peter Wilhelm- Use of NRL Blossom Point S-Band Antenna
- Bjorn Narheim - Data from land-based AIS receivers
- Kurt Schwehr - AIS Animation
- Dean Rosenberg - Port Vision data for comparison
- Google Earth

Following the "*63" checksum are additional fields delimited by commas. These fields provide additional metadata about the reception of each AIS broadcast.

s => The field beginning with the lower case "s" is a Relative Signal Strength Indicator (RSSI) measurement from the receiver. This measurement has a range of 0-65535. This is one of the parameters used internally by the AIS receiver to determine the signal strength value as reported in the field beginning with the lower case "d". This field only exists when the AIS receiver provides this data.

d => The field beginning with a lower case "d" is the signal strength measurement for this broadcast in dBm. This field only exists when the AIS receiver provides this data.

T => The field beginning with the upper case "T" is the Time of Arrival of the received broadcast in seconds from UTC 0. This field only exists when the AIS receiver provides this data.

S => Another optional field not shown is one that begins with an upper case "S" and represents the slot number in which the reception occurred. The field would appear after the checksum and before the station identifier field. This field only exists when the AIS receiver provides this data. Ex. S0042

x => The field beginning with the lower case "x" is an index counter. When enabled, this field provides an incrementing index count for each sentence sent by the remote reception site to the AIS MultiServer. This is used primarily for communications link assessments.

r => The field beginning with the lower case "r", lower case "b", or lower case "r" then upper case "B", "rB", is a station identifier field. This field is always provided, regardless of the type of AIS equipment.

The last field is a time tag based on the standard "C" programming language time function. Both date and time to the nearest second can be derived from this field. This field is always provided, regardless of the type of AIS equipment.

Identification and tracking of objects in specific environments such as harbors or security areas is a matter of great importance nowadays. With this purpose, numerous systems based on different technologies have been developed, resulting in a great amount of gathered data displayed through a variety of interfaces. Such amount of information has to be evaluated by human operators in order to take the correct decisions, sometimes under highly critical situations demanding both speed and accuracy. In order to face this problem we describe IDT-3D, a platform for identification and tracking of vessels in a harbour environment able to represent fused information in real time using a Virtual Reality application. The effectiveness of using IDT-3D as an integrated surveillance system is currently under evaluation. Preliminary results point to a significant decrease in the times of reaction and decision making of operators facing up a critical situation. Although the current application focus of IDT-3D is quite specific, the results of this research could be extended to the identification and tracking of targets in other controlled environments of interest as coastlines, borders or even urban areas.

As mentioned before, two monitoring frameworks are responsible for collecting track data in IDT-3D: the AIS communication system and the video surveillance system. Both of them work in an independent way to capture and provide relevant features concerning the monitored targets. In this section, a brief description of the monitoring technologies involved is provided. Some considerations regarding the final implementation and integration with the complete platform are also discussed.
4.1AIS Communication System
AIS devices are on board broadcasting systems that allow ships to communicate their position, among other relevant data, in real time. They act in a similar way to a transponder, transmitting the information in the maritime VHF band with a capacity of over 4500 reports per minute and updates every two seconds.
One of the main features of AIS technology is the message delivery protocol. This system sends different type of messages depending on the data to be updated, increasing the difficulty of the fusion module to count on a queue of historic messages during the operation process. In order to guarantee the scalability of the platform in terms of the integration of new types of information sources, in IDT-3D the functionalities of the AIS system have been encapsulated into a control driver providing a unified data model. This solution also allows working with more than one AIS system simultaneously, as it is shown in the next diagram (see Figure 3).

Tasks:
Generation of vessel traffic density maps and interference maps
Measure the performance of spaceborne sensors
Raw AIS frequency data sampling
Drawing up of conclusions, lessons learned and recommendations for possible next steps towards a spaceborne AIS service, supporting EU Maritime Policy

Russian radar interference with AIS
Analysis of the regulatory status of AIS frequencies (ITU)
Frequency sampling using LuxSpace AIS sampler on ISS
for an improved planing of future space borne missions and enhanced AIS receivers

Example:
4 x 15s AIS frequency sampling with Pathfinder 2 on 4th January 2010

Deduction of fishing method based on vessel movement
Purse Seining
Trawling

Three engineering centers in the Maritime Domain Awareness data sharing community of interest have agreed to design the infrastructure and software pro- grams needed to publish their unclassified AIS data to the community in a net-centric environment. Shortly after the kickoff meeting, the centers began collaborat- ing as members of the DMWG with the DOD CIO experts to develop a common vocabulary and schema for automatic identification system information. Members have been careful to design the AIS data representation so it will merge with the other types of MDA data to be added in the future. In May 2006, the DMWG delivered an initial draft version of a com- mon vocabulary and schema to the PDWG. The pilot demonstration working group began using this infor- mation to make automatic identification system data visible, accessible, and under

Raw AIS Repository for the CF
Key Capabilities and Value Added
Quickly reconfigurable feeds to provide data for given:
- Ships (by MMSI, name, call sign, etc.)
- Receivers
- Geographic area
- Timeframe
Handles data from all platforms
Platform Information
Data playback
Platform information can be stripped out for security purposes
Designed to handle additional data from -advanced' AIS receivers
Monitors health of incoming feeds
Logging
Auto-reconnect
Decimation service
Duplicate message flagging and filtering

MSSIS Server at Volpe Center

Satellite AIS in RAISR
Data latency
Time-stamping
Receiver/platform data
Integration with near real-time data

Conclusion
RAISR's concept of operations: Be the authoritative source for raw AIS information for the CF's network of AIS receivers
Collect data from receivers on a variety of platforms, included commercial satellite
Collect platform data in addition to AIS data
Current state: an experimental system, in the early stages of research and testing
AIS via satellite is seen as an important input for RAISR
Learning how to integrate satellite data is essential

At this time it is not recommended that AIS technologies be required for vessels under 65 feet in length until the technology is perfected, cost significantly reduced, or until law enforcement has the ability to track and respond to all vessels being tracked in their area of responsibility.
Research into alternative technologies similar to but less expensive than AIS need to be conducted in order to evaluate the usefulness of such technologies in balancing cost with effectiveness in maintaining maritime domain awareness.

Fully portable with internal battery pack (rechargeable)
LCD display and keypad, menu driven command set
Operational performance test on AIS1, AIS2 and DSC (chnl 70)
In-line forward power and return loss measurement within a 26.667 ms period
Termaline RF power meter, peak and average readings (1 - 12.5W)
On-air interrogation of AIS equipment under test using keypad, including DSC
On-air decoding and display of AIS received packets, including DSC

NMEA/RS422 terminal display of external sensor inputs
Pilot Plug evaluation function (NMEA/RS422)
Selectable non-volatile memory retains test session for processing

Download test results to PC and print customized reports in HTML format
Internal battery and charging circuit or external 12VDC operation
AITS-R operational & technical manual and software simulator provided

AIS Development Studio (ADS) software utility provided

Tideland's Informer V03 AISsystem is the first designed specifically for installation on aids to navigation, and capable of full integration into port or coastal AIS networks. It broadcasts its name, type and MMSI number, virtual target flag and, in the case of moored aids, a warning if it goes off station. This information is received by all AIS fitted vessels as well as land stations and is displayed graphically and in real time on any AIS enabled electronic chart or radar screen.

Here's IALA's working definition.

At the IALA Conference, held in Shanghai last May, IMO Secretary General Mitropoulis reiterated that the strategic vision required would ensure that the new generation of navigational tools, available now and anticipated in the near future, could be drawn together in a holistic and systematic manner to secure a greater level of safety and accident prevention and, at the same time, to deliver substantial operating efficiencies with consequent commercial benefits.

The initial discussions on the subject at the IMO Safety of Navigation Subcommittee covered all of the possibilities. That subcommittee formed a correspondence group to define the scope of the concept, and generally outline the work that is to be accomplished in the next two years. By the way, I think two years is enough time only to get started.

Functional requirements
Ship's Navigation Station shall:
Be capable of displaying waters, shorelines, and features ashore in the vicinity of the ship, including . . .
Be capable of displaying the ship's speed at heading . . .
Be equipped with a device to record details of the ship's voyage . . .
Have independent backup equipment . . .

More than the bridge -
Human Element
Integration of the ship's systems and waterway systems
Virtual aids to navigation - not limited to conventional buoys, daymarks, ranges, etc.
Vessel Traffic Systems and port management
Broadcasting dynamic chart data
. . . more

Inherent in our data-processing phi- losophy is our long-held belief that the ÒproductsÓ of hydrographic data process- ing can also serve a variety of applications and constituencies well beyond hydrogra- phy. Another long-held tenet of the Cen- ter is that the standard navigation charts produced by the worldÕs hydrographic au- thorities do not do justice to the informa- tion content of high-resolution multibeam and sidescan-sonar data. We also believe that the mode of delivery of these prod- ucts will inevitably be electronicÑand thus our initiation of ÒThe Chart of the FutureÓ project. This effort draws upon our visualization team, our signal and image processors, our hydrographers, and our mariners. In doing so, it epitomizes the strength of our CenterÑthe ability to bring together talented people with a range of skills to focus on problems that are important to NOAA and the nation. The project has made important advances with the successful demonstration of the use of the Automatic Identifica- tion System combined with our visualization tools for display of warnings of the presence of acoustically de- tected Right Whales in shipping lanes into and out of Boston Harbor. As mentioned above, this project was cited by the White House Council on Environmental Quality as a prime example of Marine Spatial Planning. The ability of the AIS system to provide automated two-way communications with a vessel has opened up a world of possibilities in the context of safe navigation and other applications. Among the AIS-related projects we are working on are: 1- the use of AIS for Sanctuary
management (we are working with the Stellwagen Na- tional Marine Sanctuary to track vessel types and traffic patterns through the sanctuary); 2- the use of AIS data for hydrographic survey planning; 3- approaches for using data from the Voluntary Observing Ship (VOS)
of the World Meteorological Organization and NOAAÕs Automated Mutual Assistance Vessel Rescue System (AMVERS) for long-range tracking of vessels, and; 4- the use of satellite-based AIS (S-AIS) for world-wide AIS coverage. Efforts are also underway to ensure that the tools and outputs we develop are compatible with Google Earth.
Figure EX-5. Image captured from the ÒDigital Coast PilotÓ showing approach to bridge in Portsmouth Harbor.
As a transitional entry in the world of the ÔChart of the Future,Õ we have developed and released a fully digital and interactive version of the commonly used Coast Pilot books (GeoCoast Pilot). With such a digital product, the mariner can, in real-time on the vessel or before entering a harbor, explore, through the click
of a mouse any object identified in the text and see a pictorial representation (in 2 or 3-D) of the object in geospatial context. Conversely, a click on a picture of an object will directly link to the full description of the object as well as other relevant information. Geo- CoastPilot turns the NOAA CoastPilot¨ manual into an interactive document linked to a 3D map environ- ment, and provides links between the written text, 2D and 3D views, web content, and other primary sources such as charts, maps, and related federal regulations (Figure EX-5). A critical component of this effort has been devising methods and tools to transform the current text of the Coast Pilot into an XML form that allows for integration with other kinds of data, especially georeferencing information. It is this aspect that has generated the greatest interest from both NOAA and the commercial sector. We are now ex- ploring the idea of delivering much of the GeoCoastPilot capability on small, spatially-aware, hand-held devices like the iPhone or a small tablet PC. The idea is to be able to point the device at the object of interest and have it pro- vide necessary navigation information.

As a transitionary entry into the world of the ÔChart of the Future,Õ we have developed and released this year a fully digital and interactive version of the commonly used Coast Pilot books (GeoCoastPilot) for Portsmouth, NH. With such a digital product, the mariner can, in real-time, on the vessel or before entering a harbor, explore, through the click of a mouse, any object identified in the text and see a pictorial representation (in 2 or 3-D) of the object in geospatial context. Conversely a click on a picture of an object will link directly to the full descrip- tion of the object as well as other relevant information. GeoCoastPilot turns the NOAA Coast Pilot¨ into an interactive document linked to a 3D map environment, providing links between the written text, 2D and 3D views, web content, and other primary sources such as charts, maps, and related federal regulations. A critical component of this effort has been devising methods and tools to transform the current text of the Coast Pilot into an xml form that allows for integration with other kinds of data, especially geore- ferencing information. It is this aspect that has generated the greatest interest from both NOAA and the commercial sector. GeoCoast Pilot had its first release on June 6, 2008 with a presentation to the Ports- mouth Yacht Club. It is freely available on our website (there have been 227 down- loads thus far) and we have conducted phone interviews and web surveys with interested users. We are working on add- ing Boston Harbor to the system for 2009.

"The Coast Guard has been using space systems for communications, navigation and weather since they first became available, but our use of space may increase considerably in the next few years," said Dana Goward, director of the Coast Guard's maritime domain awareness program. "There is great potential for civil space, and the Coast Guard is strongly considering increasing our involvement in space as a tool to assist us in our many missions."

The Coast Guard has been studying the feasibility of receiving maritime automatic identification system (AIS) signals from space since 2001. In May 2004 the Coast Guard contracted with ORBCOMM, a satellite data communications company, to develop and build the capability to receive process and forward AIS signals from space via an AIS receiver onboard a communications satellite. In addition, ORBCOMM will provide the ground systems capable of processing the AIS signals and relaying the collected messages to the Coast Guard.

"This line of sight system was originally designed as a collision avoidance tool, but Coast Guard engineers and scientists quickly realized that significant ship tracking capabilities could be accomplished far out to sea if a receiver were placed on a spacecraft," said Goward.

Studies conducted at Johns Hopkins University in 2003 indicated this concept was feasible, but it was not proven until a Dec. 16, 2006, launch by the Department of Defense of the TACSAT-2 satellite, which was equipped with an automatic identification receiver.

The Coast Guard's ORBCOMM satellite is scheduled to launch in the second quarter of 2007, and ORBCOMM has announced plans to include automatic identification system receivers in future communications satellites.

In another effort, the University of Miami's Center for Southeastern Tropical Advanced Remote Sensing, using a concept of operations developed by the Coast Guard, led a successful multi-organization experiment in late Sept. 2006 to develop and refine maritime domain awareness concepts and capabilities. Using seven civilian satellites, the Center was able to detect and track vessels transiting from the eastern Mediterranean to the coast of the United States.

"We are committed to achieving our mandate to attain maritime domain awareness, and initial results from each of these efforts to harness the potential of space have been very encouraging," said Goward.

Information Sharing Hubs (Vessel Cargo/People/Infrastructure)
Architecture Management Hub
Single Web Portal to MDA Information
Information Sharing Dispute Resolution

Information Sharing Hubs (Vessel Cargo/People/Infrastructure)
Architecture Management Hub
Single Web Portal to MDA Information
Information Sharing Dispute Resolution

Global Maritime Information Sharing Symposium
Global Maritime Partnership
MDA Web Presence

Volpe Center and MSSIS
Panama Canal - Communications, Traffic Management and Navigation (CTAN)
St. Lawrence Seaway - First operational Automatic Identification System (AIS) network in North America.
FAA - Enhanced Traffic Management System

MSSIS
A non-classified, multi-lateral, freely shared data network exchanging AIS data between participating governments.
Data is:

Shared in original form, unaltered
Distributed in near real-time
Contributed by a Nation to obtain a more global picture
Protected by commercially accepted Internet standards.
Now establishing an International Governance Board to include global Regional Representatives.

Pilot Navigation
Vessel Traffic Management
Oil Spill Modeling
Accident Investigation
Buoy Positioning
Network Monitoring
Analysis Tool
Port/Harbor Security
Force Protection Display

IALA.NET
- Globally recognized non-profit, maritime technical association for standards and protocols. Past efforts: Loran, AIS and WWRNS.

"IALA.NET" = effort to create a network of AIS sharing networks.

"IALA.NET" steering committee to publish "Recommendations & Guidelines for Open Sharing of AIS between Nations".

- Eight nations participating, eleven pending agreement signing.

"IALA-NET" demonstrator available at www.iala-aism.org

Applicant Approval via Nation's Competent AIS Authority.

- AIS Live - UK
- MSSIS - US/NATO
- EMSA - EU
- HELCOM - Denmark
- ReMix - Singapore
- MSA - China

www.gmsa.gov

Paper distributed:
Gervaise, C. and M. Andre. 2008. Theorie de l'estimation appliquŽ a l'etude de performances
d'un system d'anti-collision entre cachalots et navires. [Theory of estimation applied to the study of performance of an anti-collision system between ships and whales].

Websites presented:
http://www.listenforwhales.org
http://www.dtnrg.org
http://www.sccoos.org

The High Frequency Acoustic Recording Package (HARP) is used for acoustic monitoring in southern California; the instruments measure a broad frequency range and record low frequency baleen whale calls and high frequency dolphin whistles and clicks. Ship noise is also recorded. Analysis of acoustic data from March 2009 to September 2009 showed that calling baleen whales (fin, blue, humpback, Bryde's, and possibly sei) were present south of the northern Channel Islands (in the Santa Cruz Basin). Fin whales were detected 90% of the time. This information is useful for indicating the presence of animals when sightings data are not available.

Using a software simulation of the AIS network developed by the Coast Guard R&D Center at Avery Point, I designed and carried out a Test Plan to meet my project goal.
The UAIS simulation provides the capability to modify transmit and receive characteristics of individual units, control a set of simulation variables, and initiate the simulation runtime.
Input for the simulation can be entered by selecting a port of interest and a date/time range. Recent real AIS vessel tracks and position reports can be collected and merged to create extremely high-density vessel traffic scenarios beyond what even the busiest port will see.

So it's a very powerful and flexible simulation, but it took a long while to understand how to manipulate it.
Other Parameter categories which were set to closely simulate BFT conditions: unit type, motion, characteristics, signal attenuation, and reporting rates.
Output from the simulation created a text log and the RDC helped me convert these logs into excel databases from which I could analyze our results.

Recall that Test Phase 1 is designed to establish a maximum Class A vessel capacity for the AIS VDL, in essence examining the worst-case scenario for VDL loading.

Since AIS VHF radio operates on two channels, each with 2250 slots per minute, the simple answer to the question of maximum capacity would seem to be that 4500 slots would be available each minute.

Since Class A AIS mobiles transmit for one slot once every 3 minutes at least (faster reporting rates are required with an according increase in vessel activity), the maximum number of vessels that should theoretically be able to communicate over AIS in any given minute within a single VHF radio cell would be 135,000.

However, as with any radio communications system, there are transmission losses due to range, time delays, and other common network activity which causes communications to act in a less than ideal manner. As communications traffic increases, these losses compound exponentially as the result of congestion.
Therefore, we cannot assume that this will be the true maximum capacity of the AIS VDL - we will have to test it.
Todt Hill simply has ever experienced vessel traffic conditions like those we are looking to examine.
To generate artificially high traffic density scenarios, the UAIS Simulation allows for multiple hours of traffic to be compressed into a single hour. Using this process, Phase 1 of my test plan compresses 24 hours of traffic data into one hour.

We analyzed the risk reduction of right whale ship strikes which could result from the above two proposals by using data on commercial shipping traffic and right whale sightings collected during April-July 1999-2005. During this period, 2,032 right whales were observed in the New England Mandatory Ship Reporting System (MSRS) area. Of these whales, 1,594 were sighted within the bounds of the proposed ATBA, suggesting that such a designation could greatly reduce right whale ship strikes. A narrowing of the TSS by 1 nm suggests that 77 of the 196 right whales seen in the TSS during April-July 1999-2005 would have been separated from ship traffic.

We also evaluated ship strike risk by overlaying right whale sightings on vessel tracks. This analysis suggests that during April-July there are two areas of the GSCSMA where right whales are at greatest relative risk of ship strike: (a) a diagonal track within the GSCCH proceeding northeasterly from the southwest corner of the GSCCH; and (b) that part of the TSS which passes through the GSCCH. Implementing an ATBA in the GSCCH area would reduce the relative risk of right whale ship strike in the GSCCH by 63%. Narrowing the TSS by 1 nm on the eastern side would reduce the relative risk in the GSCCH by another 11%. Though narrowing the TSS will affect fewer animals than the ATBA, the relative risk per individual whale is much greater in the TSS because of the heavier traffic there. Similar reductions in ship strike risk would accrue for fin (Balaenoptera physalus) and humpback (Megaptera novaeangliae) whales in both the ATBA and a narrowed TSS.

Vessel Tracks

In 1998, the United States proposed to the IMO a Mandatory Ship Reporting System (MSRS) as a mitigation tool for right whale ship strikes. The IMO, the Specialized Agency of the United Nations to address international shipping issues, is the competent international body to develop guidelines, criteria, and regulations on an international level for shipping including approval of a MSRS. The proposed MSRS was approved by the IMO later that same year (66 FR 58066; Silber et al. 2002).

Reporting under the MSRS began on 1 July 1999. All commercial vessels 300 gross tons and greater are required to report to a shore-based station when they enter two areas off the east coast of the United States: one off Massachusetts and one off Georgia and Florida. The reporting system off Massachusetts (WHALESNORTH) operates year round, while the Georgia and Florida system (WHALESSOUTH) operates from 15 November to 15 April. Upon entering the MSRS, ships report their name, call sign, course, speed, location, destination, and route. A computer server, operated under federal contract, handles and stores incoming ship reports and sends an automated-return message. Incoming reports are text messages that arrive via International Maritime Satellite (INMARSAT) or Telex (Silber et al. 2002). In return, a vessel receives an automated message that provides the latest information about right whale sightings and avoidance procedures that may prevent a collision.

Incoming ship reports were reviewed by the USCG for duplicate or erroneous records and stored in a relational database. Florida's Fish and Wildlife Research Institute (FWRI) staff (Ward-Geiger et al. 2005) then extracted records from the database in a format compatible for mapping locations within ArcInfo and ArcView. Tracks were either: (1) "simple," where a line was drawn between the point of entry into the system and the reported destination; or (2) "descriptive," which included tracks that were generated by sequentially linking more than two points along the reported route. For simple tracks from ships that reported only the name of the destination port, substitute coordinates were assigned to complete the track.

To improve the quality of inbound descriptive tracks, FWRI staff mapped every route terminus coordinate within the MSRS to verify that the end of each track falls within a reasonable distance (10-km radius) from the pilot station for the reported destination port. When a descriptive track did not meet this criterion, the Geographic Information System (GIS) completed the track by using the substitute coordinates from the appropriate pilot station.

The validity of each track was assessed based on criteria reported by Silber et al. (2002), and only tracks that met these criteria were analyzed. Tracks within each area were tallied and mapped to characterize traffic concentrations.

After the ter- rorist attacks on the USS Cole in Yemen in late 2000, Captain Joseph Bouchard, then commander of the Nor- folk Naval Station, wanted to strengthen the defense of the Navy base, the nation's largest naval facility. Ac- cording to a news report, 'Because the Coast Guard not the Navy is primarily responsible for monitoring vessel traffic, Bouchard reached out to CAPT Larry Brooks, who was then the Coast Guard's captain of the port (COTP) in Hampton Roads, to join him in the quest. Starting out with walkie-talkies and binoculars, the center soon had many high-tech tracking systems.'

Shortly after the World Trade Center and Pentagon ter- rorist attacks in 2001, as the then Coast Guard COTP in San Diego, I initiated several demonstration projects to identify the most effective way of providing maritime domain awareness in that vitally important naval fleet port. We brought in a Navy Mobile Inshore Undersea Warfare (MIUW) unit as a stopgap measure to provide surface and subsurface surveillance as well as to im- prove command, control, and communication func- tions. At a cost of well over $$3 million per year, however, the MIUW deployment was not sustainable for the long run.

In 2003, Washington's Senator Patty Murray, who co-authored the SAFE Port/GreenLane legislation mandating interagency opera- tions centers such as the JHOC, earmarked funds for the Sector Seattle Shore Operations Building. The Coast Guard provided acqui- sition, construction, and improvements funds to support full development of com- mand, control, communications, computers, and information technology outfitting and

stallations Command allocated funds for remote site sensors and the core C2 suite, while other Navy fund- ing enhanced a regional tactical microwave communi- cations grid. Concurrent Coast Guard-wide program improvements significantly aided the JHOC's functionality. Rescue 21, the CG's advanced command, con- trol, and communications system, was created to improve search and rescue capabilities, but it also en- hances the Coast Guard's ability to execute all missions in the coastal zone, and enables better coordination with federal, state, and local agencies.

The area maritime security committee (AMSC) mandated by the Maritime Transportation Security Act of 2002 assists the federal maritime security coordina- tor in the maritime homeland security missions by co- ordinating planning, sharing information, and other necessary activities. The members consist of represen- tatives from federal, state, and local agencies, and from industry.

ablishment of incident command structure in a crisis. Business prac- tices may be as basic as the way groups are structured on a radio network. For example, the Navy, with its En- terprise Land Mobile Radio (ELMR) system, has com- plex hierarchical pre-defined talk groups.

Walking into the JHOC in Seattle, a visitor immediately notices the complex video display 'Wall of Knowledge,' with the vast array of visual information sources available to a JHOC watchstander at a glance. Each watch station has four or five computer monitors on the desktop in addition to the large-format screens on the front wall, each one capable of displaying different applications or tacti- cal information.
The communications specialist monitors seven different radio sys- tems. Over 70 multi-agency cameras are integrated into the sensor management system. On top of that, there are more than 40 differ- ent data sources the watchstanders have access to.
There are several initiatives to mitigate this information overload Watchkeeper, a new software suite being developed at USCG head- quarters, the JHOC's own quick response checklists, and command duty officer and watchstander training based on realistic scenarios. Additional information convergence is in the formative stages of development. Initiatives with the Department of Homeland Secu- rity-sponsored university centers of excellence, military research and development centers such as the Coast Guard Research and Development Center and SPAWAR, and self-initiated demonstra- tions and trials at the local deckplate level are paving the way for in- telligent applications that will free decisionmakers to make decisions rather than sift through data.

Over the next several years, commercial vessels worldwide, operating on the high seas and in coastal and inland waterways, will begin to carry new tech- nology, known as automatic identification systems (AIS), that promises to enhance the safety of navigation and allow traffic managers to do their jobs more safely and effectively. AIS is essentially a communications medium that automatically provides vessel position and other data to other vessels and shore stations and facilitates the communication of vessel traffic manage- ment and navigational safety data from designated shore stations to vessels. The onboard 'AIS unit' (which consists of a VHF-FM transceiver, an assem- bly unit, and a communications transceiver) continuously and automatically broadcasts identification, location, and other vessel voyage data, and receives messages from other ships and shore stations.
Three functions have been identified by the International Maritime Organization (IMO) for AIS: (a) to serve as a collision-avoidance tool while the system is operating in the vessel-to-vessel mode, (b) to provide infor- mation about a vessel and its cargo to local authorities who oversee water- borne trade, and (c) to assist those authorities engaged in vessel traffic management. As AIS technology and its applications evolve, additional use- ful and beneficial functions of AIS will most likely also evolve.
Over the past few years, IMO, working through the International Tele- communication Union and other organizations, has published technical and operational standards for AIS; however, these standards do not address ship- board displays, except for a minimum alphanumeric presentation. For inter- national shipping, AIS equipment requirements, including an implementation schedule, have been established through an amendment to the International Convention for the Safety of Life at Sea (SOLAS). In the United States, where AIS technology is in the early stages of implementation and just beginning to become available within certain port and waterway regions, the U.S. Coast Guard (USCG) has the responsibility for establishing carriage requirements for AIS equipment aboard vessels in U.S. waters and aboard U.S.-flag vessels. USCG is in the process of developing rulemaking to ensure compliance of SOLAS vessels in U.S. waters and concurrently developing carriage require- ments for non-SOLAS vessels operating in U.S. waters. The initial SOLAS carriage requirements for oceangoing vessels do not specify any shipboard display for use by the mariner except for minimal basic numerical data.
Because USCG has the responsibility in the United States for determining whether and what requirements should be established for shipboard AIS dis- plays, it asked the Transportation Research Board (TRB)/Marine Board to undertake an investigation and analysis of the key issues affecting the design, development, and implementation of shipboard AIS displays. TRB convened a committee to address USCG's request for guidance. Specifically, USCG asked the committee to assess the state of the art in AIS display technologies, evaluate current system designs and their capabilities, and review the rele- vant human factors aspects associated with operating these systems.
The challenges associated with shipboard display of AIS information are addressed in this report. However, this does not cover the full spectrum of AIS challenges. For example, AIS complements traditional navigational aids; it does not replace them, nor does it substitute for good judgment or replace the need to use all available means appropriate to the prevailing circum- stances and conditions to establish vessel position. Therefore, government and industry need to address the challenge of integrating existing navigation aids and, in the process, encourage the appropriate use of technology.
The introduction of onboard displays of AIS information represents an opportunity for significant improvements in available knowledge and aware- ness of waterway and vessel traffic situations for all mariners. It is intended to result in safety and efficiency benefits. If AIS displays are thoughtfully introduced aboard ships so that mariners' needs are met and they are not overburdened with unnecessary information, the benefits may be con- siderable. However, there are dangers and limitations associated with this technology that could overshadow such benefits. The committee is both encouraged at the prospects for major improvements for vessel operations with the proper display of AIS information and cautious about problems that could result from poor display of AIS information.

Enhanced sensitivity with analysis features including:

* Received Signal Strength Indication
* Slot Numbering
* VDL Loading
* Ambient Noise Measurement
* Packet Time of Arrival

A portable, two-channel AIS Test Set designed for AIS operational checkouts aboard Aircraft, UAVs, and Ships.

* Versatile Test Set is Fully Configurable with a Simple Graphical User Interface and Bluetooth or RS-232 Communications.
* Rugged Design: Highly Water Resistant, IP67 Enclosure

Highly suitable for pre-flight AIS system operational checkout, the RadarPlus ST162 is a sophisticated AIS transmitting and receiving test set capable of simulating up to 10 ships that are reporting position, course, speed, or other custom data at a programmable interval of 5 seconds to 5 minutes with very low power consumption, allowing hours of trouble free operation with standard C Cell Batteries.

The ST162 is capable of generating virtually any AIS message and provides valuable information to aid in verification of AIS installations, including the installation's capability to receive and display Class A, Class B, AtoN, SART, Aircraft SAR, and other AIS messages.

The ST162 can be easily configured in advance, using the provided graphical user interface, allowing the field technician / inspector to simply turn the unit on and test not only the AIS receiver, but the entire aircraft / vessel AIS installation, including cables, antenna, and display.
The ST162 is capable of performing:

* Pre-Operational Checks
* Identifying Malfunctioning Systems
* Noise Measurements (optional)
* Field and Bench Testing
* Simulate AIS Data
* Installation Quality Comparisons
* Other Custom Data

Why do I need ESP?

Quiet sites, i.e. sites with low levels of RF interference, are necessary to achieve maximum range from an AIS receiver. Allowing the user to evaluate the existing noise levels of a location, the Enhanced Signal Analysis Package (ESP) can ensure appropriateness of an installation site - saving time and money.

Do I need ESP at an established site?

Yes. In addition to assisting with initial site selection, the Received Signal Strength Indication (RSSI) and Noise Floor Monitor features of the Shine Micro ESP are diagnostic tools for analyzing site performance. The ability to monitor changes in noise floor and signal strength received can indicate success or failure of altering conditions to reduce interference, or to ensure all equipment is functioning properly.

For example:
an AIS receiver co-located with several other devices at a single site has abruptly gone from a 100 NM reception radius to 25 NM. Checking the Noise Floor Monitor, the user notices a substantial increase in interference, and attributes it to a potential malfunction in a piece of co-located equipment. By watching the Noise Floor Monitor while checking the other pieces of equipment the user is able to ascertain which piece of equipment is causing the interference and disable it.

Enhanced Signal Analysis Package (ESP)

The Shine Micro proprietary Enhanced Signal Analysis Package (ESP) is a valuable diagnostic tool for site selection and performance optimization.

Why do I need ESP?

Quiet sites, i.e. sites with low levels of RF interference, are necessary to achieve maximum range from an AIS receiver. Allowing the user to evaluate the existing noise levels of a location, the Enhanced Signal Analysis Package (ESP) can ensure appropriateness of an installation site - saving time and money.

Do I need ESP at an established site?

Yes. In addition to assisting with initial site selection, the Received Signal Strength Indication (RSSI) and Noise Floor Monitor features of the Shine Micro ESP are diagnostic tools for analyzing site performance. The ability to monitor changes in noise floor and signal strength received can indicate success or failure of altering conditions to reduce interference, or to ensure all equipment is functioning properly.

For example:
an AIS receiver co-located with several other devices at a single site has abruptly gone from a 100 NM reception radius to 25 NM. Checking the Noise Floor Monitor, the user notices a substantial increase in interference, and attributes it to a potential malfunction in a piece of co-located equipment. By watching the Noise Floor Monitor while checking the other pieces of equipment the user is able to ascertain which piece of equipment is causing the interference and disable it.

Is ESP only relevant to AIS Receivers?

No. The RSSI monitor can also be useful for assessing transponder performance.

For example:
a user at a shore station is monitoring a vessel as it travels within range of the AIS receiver. The vessel being monitored leaves a clearly definable track across the navigational software display. Half way across the screen the track becomes intermittent. After checking that the conditions of the AIS receiver have not changed (i.e. the noise floor has not increased) the user rules out receiver failure. The intermittent track of the vessel on screen could indicate a malfunction of the transponder, so the user inputs the MMSI number into the search box of the RSSI Monitor to check the strength of the signal received from that vessel. Noticing that the signal level has dropped below the level of the noise floor, the user can contact the vessel's radioman to evaluate the transponder.

The RSSI monitor is also a powerful anti-spoofing tool, allowing the user to compare the location that an AIS transponder is broadcasting against the strength of the signal received, thereby validating position. This is particularly powerful in networked applications where multiple AIS receivers are tracking the same vessel.

The octal array performs packet-by-packet "beam forming", resulting in effective sensitivity increases of 6db or more while also providing noise rejection through "interferer nulling". Beam forming is performed in software, enabling the SM1680 to "point" in multiple directions simultaneously; achieving co-channel rejection performance never before possible.

FEATURES *Preliminary

* Atomic Standard Accuracy
* Digital Beam Forming
* Interferer Nulling
* Anti-Spoofing Tools
o Time of Arrival (TOA)
o Differential Time of Arrival (DTOA)

Full color, touch-screen display for: *Preliminary

* Spectrum Analysis
* Noise Floor Indication
* Signal Strength Monitoring
* AIS Messages
* Vessel statistics
* GPS Position
* Status
* Configuration and Administration

Atomic standard accuracy allows SM1680 arrays many miles apart to form phase-synchronous virtual receivers via Very Long Baseline Interferometry (VLBI). Powerful "anti-spoofing" features, including Time of Arrival (TOA) measurements, allow multiple installations to verify reported vessel positions via Differential Time of Arrival (DTOA).

* AIS Data Rate: 9,600 bits/s
* Individual Receiver Sensitivity: <20% PER @ -119 dBm
w/ SM1680LNA
* System Sensitivity: > -125 dBm
* Co-channel Rejection: -10 dB
* Adjacent Channel Selectivity: 70 dB
* Blocking: 84 dB
* Intermodulation: 74 dB
* Large Signal PER: 1% or better
* Image Rejection: 70 dB
* Spurious Rejection: 70 dB
* Antenna Interface: Type N connector

Read more: http://www.faqs.org/patents/app/20110051555#ixzz1G775EtJG

In reality, of course, the technologies so briefly described here, are utterly complex. A main problem is that the different signals must not disturb each other. And this problem, obviously, is most challenging in those contexts where the systems are most needed, for instance around great airports. With respect to this the various systems, and various combinations of them, differ in efficiency. Some systems are better than others.

According to many experts Lans's system STDMA, which falls within the general categories ADS-B and AIS, is superior to other systems. The reason is that the system alone, or in one strike, solves several important navigation and traffic control problems. It greatly removes the need to combine various technologies, and still the final result is better. The system works all the way "from gate to gate". It's characterized by a kind of simplicity and universality. In addition to that the costs are far below those of the alternatives.

Lans's system is labeled in various ways. In aviation, in particular, it is often called VDL Mode 4.

MOBUCON has been applied to a case study in the domain of maritime safety and security. The case study has conducted for Thales, a major electronic systems company acting in areas such as defense, aerospace, airlines security and safety, information technology and transportation. It concerns monitoring a vessel behavior in a specific area using a sensor network. We have enriched the ConDec diagrams used to model the case study with quantitative time constraints, that have been empirically assessed by analyzing the behavior of the monitored vessels in ideal conditions. In general, our approach can be applied to monitor the behavior of a system (in this case a vessel) evaluating the system health on the basis of the number of anomalies detected.

AIS messages contain information such as the mmsi number of the reporting vessel, which is a maritime vessel identifier, its navigational status and its ship/cargo type. This information can be used to monitor the behavior of the vessel in a specific area. In particular, when monitoring a vessel using the broadcasted stream of AIS messages, we can consider as an event a change in the navigational status of the vessel (e.g. moored, under way using engine, aground, at anchor, not under command, constrained by her draught, restricted maneuverability, etc.). Each case corresponds to the sequence of events referring to the same mmsi number (i.e., to the same vessel). Vessels are expected to behave differently on the basis of their ship/cargo type, i.e. for each ship/cargo type only sequences of events with specific characteristics are allowed. Some characteristics also involve metric time constraints that the event stream must satisfy, e.g. when a change in the vessel's navigational status is expected to occur within a given interval of time. Since the changes in the navigational status of a vessel conform to a less-structured process, their behavior can be effectively represented in ConDec.
Therefore, the first step of our experimentation has been the construction of a ConDec model representing the observed behavior of every possible ship/cargo type (e.g. passenger or cargo ship). These models can be extracted using process discovery techniques as presented in [9]. Each ConDec model has been enriched with metric aspects. The ship/cargo type in an AIS message is used to identify the reference ConDec model w.r.t. which the corresponding vessel must be monitored.
For this experimentation, the stream of AIS messages has been recorded in an event log. Experiments have been carried out by loading an excerpt of the log (cor- responding to a period of one week) in MOBUCON while using a time granularity of seconds.

Shana.a.Heisey@usace.army.mil

Where Does Aid to Navigation Data Come From?
Navigation Charts
Lights Lists
Notices to Mariners

Notice to Mariners
Various methods of distribution including Navtex
Manual operations can lead to:
time delays in notification
errors in transcription

AIS for Aids to Navigation
Message 21 is direct and automatic
Message 21 delivers position and on-position status
IALA Page 7 can deliver light and racon status
Message 21 is local
Regional distribution requires added services
Message 21 not integrated - no shore-side control
Virtual Aids to Navigation alone may be insufficient:
Why is virtual aid there?
When is virtual aid in-force?

Display Issues:
ECDIS include Navtex
Other ENC lack Notice display
Some ENC do not display AIS AtoN Targets
IALA Page 7 not interpreted

IEC/IHO Harmonization Group for Marine Information Overlay (HGMIO):
June 2005 workshop discussed support for AtoN Information in S-57 and ECDIS
Notices to Mariners simply update chart

IALA e-ANSI Working Group
Electronic Aid to Navigation Service Information

The proposed service is meant "to enhance the guidance to Mariners by providing information on serious hazards or events that might significantly affect the safety of navigation in real time - or as near real-time as is technically practicable - in a form that is immediately apparent to ships navigators"

The signal processing device may further comprise an AIS information acquiring module for acquiring AIS information. The identifying module may identify the kind of the reception signal based on the AIS information.

The identifying module may identify the reception signal indicating a ship based on the AIS information. The kind-base signal processing module may perform signal processing, which is different from signal processing for other kinds of the reception signals, for the reception signal indicating the ship.

The signal processing device may further comprise a sea surface reflection detecting module for identifying a reception signal indicating a sea surface reflection. The kind-base signal processing module may perform signal processing, which is different from signal processing for other kinds of the reception signals, for the reception signal indicating the sea surface reflection.

First, the method of using the information other than the reception data is described. In this embodiment, AIS information and map information are mainly used as the information other than the reception data. For this reason, an MS receiver 23, a GPS receiver 24, an azimuth direction sensor 25, and a map information holding module 26 are connected with the ship radar apparatus 1.

Sailors who read George Orwell's "1984" when it was first published 62 years ago probably wrote off being tracked as a technological feat that was about as unlikely as the discovery of a tiny black box that would replace the sextant. Six decades later, GPS-based navigation has become de rigueur, and the big question is not if, but how tracking technology will be used. The upside of being locatable 24/7 includes many safety and search-and-rescue benefits. But the intrusive downside goes well beyond its impact on sailing's get-away-from-it-all appeal. For many, there's growing concern over the unintended consequences linked to being a very noticeable dot on some tracker's grid

This decision is likely to be based upon the interplay between competing factors--on one hand, a perceived need for surveillance and security, and on the other, the right to freely navigate coastal waters. Scrutinizing the innocent in order to discover the guilty has gained traction without much congressional debate. It has become standard operating procedure despite constitutional conflict and challenges to prevailing views toward liberty. For many, whatever the effort, if it lessens the likelihood of another terrorist attack, it's worth doing. Others are less willing to abdicate freedom and personal liberty. At present, a sailor has a choice in whether or not to become a blip on the AIS display.

2008 Global AIS Detection Probability

2009 Simulation Improvements
Improved Global AIS Vessel Distribution Map
Using AIS Base Station data to more accurately separate non-moving, coastal and ocean crossing vessels

Two refined AIS receiver models with different CCRR
Standard ~10 dB CCRR receiver
Signal digitizer with signal processing giving ~6 dB CCRR

Satellite altitude = 670km
Simulator Comparison with Com Dev data
86 sec observation time
~1200 vessels detected
No high density areas
~2400 vessels expected
50% detection probability

A longer observation time (~5 min) should give >95% detection probability

FFI simulations indicate approximately the same detection probability
AISSat-1 Demonstration Satellite
20x20x20cm body, 85cm tall, 75cm wide
AIS Sensor built by the Kongsberg Group, Norway
Platform built by Space Flight Laboratory at UTIAS, Canada

For the 3rd Frequency
The updated global vessel distribution shows less vessels in the open oceans thereby easing the detection of vessels in these areas for both "AIS as is" and for a 3rd AIS frequency.

There are, however, dense traffic areas that would benefit a lot from a 3rd AIS frequency (Europe, Gulf of Mexico, Far East).

A 3rd frequency exclusively for satellite AIS (ex: ch 75, 76) would remove the current land mobile interference problem on the AIS1 and AIS2 frequencies.

A 3rd AIS frequency would better absorb future traffic growth.
Single Timeslot Collision Rates

AIS satellites chronology:
2006 AISSat-1
2007 TRP
2009 COLAIS
2009 EQM
2009 SMRS IOD
2009 AISSat-2

Extra:

4.4 Case Site: Maritime Surveillance
Maritime surveillance was chosen as a case study to exemplify semi-automated fusion processes. Most often maritime surveillance involves identifying and tracking objects at sea or in a harbour. The case study was performed in a surveillance control room responsible for the security of an area outside the south- western Swedish coastline. The main task of the operators located in the surveillance control room is to identify vessels, analyse the situation, and when required, inform the responsible defence agency to take action. During the observations, a total of about 70 vessels were identified and tracked by the team of operators.

In order to track and identify these objects, there is a number of surveillance resources to be used, such as radars, optic cameras, AIS (automatic identification system), and VHS radio. Fusion of radar data allows automatic tracking of specific identified objects. For interaction with the system, a graphical user interface (GUI) is provided,

GeoPlatform.gov, powered by Environmental Response Management Application (ERMA), is a web-based Geographic Information System (GIS) tool designed to assist both emergency responders and environmental resource managers who deal with incidents that may adversely impact the environment. This application is currently assisting with response operations for the Deepwater Horizon spill and data regarding this incident is displayed here and updated daily. ERMA is also assisting in resource management decisions in support of Natural Resource Damage Assessment.

ERMA was developed through a joint partnership between NOAA and the University of New Hampshire's Coastal Response Research Center. This site was designed by NOAA's Office of Response and Restoration, the University of New Hampshire and the U.S. Environmental Protection Agency.

C2CEN installed the prototype system in the Group Miami operations center in May 2002. Since the initial installation of HAWKEYE, C2CEN has made numerous design spiral improvements and supervised the hiring of contract technicians to maintain system components. With the new equipment in place, dedicated watchstanders were needed to man the new HAWKEYE system. Capt. James Maes, Sector Miami commander, recruited 13 Coast Guard Auxiliarists and Coast Guard Headquarters allotted money to bring five Coast Guard Reservists on active duty to meet HAWKEYE staffing requirements. C2CEN provided the training to bring the new operators or 'sensor managers' (SM) up to speed. Sensor managers use HAWKEYE to monitor the coastal approach, anchorage and ports within the Sector. They check lookout lists and the pilot's arrival list against what they see on HAWKEYE and report any discrepancies. Additionally, the sensor manager is looking for and reports suspicious behavior or anomalies to the situation controller for evaluation. Below are a few examples of when HAWKEYE technology has proven extremely valuable to the operations of the Sector Miami command center and critical to the success of Coast Guard missions in South Florida.

Additionally, there have been numerous incidents of vessels greater than 300 gross-tons entering anchorage areas without working AIS equipment. These vessels were detected by HAWKEYE's RADAR and cameras, resulting in a Notice of Violation being issued for ships violating the safety of life at sea (SOLAS) AIS requirement. Also, High Interest Vessels (HIV) attempting to enter the port without permission were immediately detected and ordered out of the port when RADAR, cameras and AIS showed them inbound.