Has the introduction of Automatic Identification Systems (AIS) on our waters made it a safer place for the recreational boaters? (originally published for BoatingBusiness.com)
When an International Maritime Organisation (IMO) regulation, in December 2004, mandated that designated vessels were required to have a Class A Automatic Identification System (AIS) fitted it marked an improvement to safety at sea for the recreational boater, or did it?
The designated vessels are defined as being used in international waters and over the weight of 300GT and any fare paying passenger carrying vessel, regardless of size.
The introduction of the regulation was intended to increase the safety of commercial vessels at sea. Large ships and Vessel Traffic Control (VTC) could use a worldwide standard to aid collision avoidance as there seemed to be a surprisingly large number of large ship collisions.
The introduction of the Class A AIS requires designated vessels to have a transponder (an AIS unit that both transmits and receives) fitted and operational at all times including when they are stationary, docked or at anchor.
The radio based transponders are linked into the ships navigational electronics and provides frequent update on the ships dynamic data (heading, speed, navigational status, course and rate of turn) and less frequent updates on the static data (ships name, Maritime Mobile Service Identity (MMSI), ship size, nature of cargo). It’s important to point out that the IMO regulation only requires the vessel to display the information in a text format (picture of text only AIS unit). Although most, but not all, have AIS integrated into an appropriate computer navigational system.
Class B transponders, which transmit the vessels data less frequently and are lower power than the IMO Class A AIS systems, and ‘Receive only’ AIS units are non-mandated for recreational vessels. However, both Class B and receive only AIS units are being used more frequently by recreational mariners.
So has the combination of large ships having another safety aid and the recreational mariner monitoring its bigger brother had any beneficial effect on safety at sea for the recreational mariner? Or will it lead to a level of complacent watch keeping which could reduce safety!
Penetration of AIS for recreational users
During the last 5 years many recreational mariner have purchased either Class B or receive only AIS units. In addition many chartplotter manufacturers have implemented ‘easy to read’ chart overlays showing all transmitting AIS signals. The chart or radar overlays have developed with differing levels of complexity. Some manufacturers are choosing to highlight different types of vessels in differing colours with others highlighting vessels the software assesses to be ‘risky’, the risk is based on the potential for collisions..
It’s estimated that approximately 5% of UK recreational crafts have an AIS unit. Most, about 80% have the ‘Receive only’ versions. The remaining 20% has a Class B transponders.
By definition, ‘Receive only’ AIS units do not transmit anything about the vessel it’s installed on. Therefore, the recreational mariner can see the larger ships and passenger ferries but the reciprocal is not true, they cannot seen on their AIS system. Ships ‘monitor’ other ships and the occasional recreational vessel with a class B transponder.
Too much traffic to monitor – the M25 of the UK waters
It’s an ongoing concern of many recreational boaters that the number of vessels that appear on the chartplotter from signals received from their AIS receiver would swamp their display and lead to data overload. This concern has so far proved to be unfounded.
By way of example, at a 3nm range of Portsmouth harbour on a typical day would result in approx 40 vessels being visible. Likewise, 35 vessels would be visible within 3nm of Liverpool port. One of the busiest ports in Europe, Rotterdam, would result in 89 vessels being visible at the same range. If you consider further that only 3 or 4 are likely to be in an area of concern to you it’s hardly data overload. Furthermore, when crossing busy shipping lanes in poor visibility it’s relatively easy to monitor important AIS targets and it’s clearly a valuable aid in these conditions.
It’s estimated that 40,000 commercial vessels worldwide have been fitted with IMO compliant AIS transponders. Using one of the many free PC based AIS monitoring websites it usual to ‘see’ about 11,000 transponders. Arguably it’s more like an ‘A’ road as opposed to the M25.
Vessel are ‘hidden’
It’s been a commonly held belief that there are a high number of vessels that are exempt from the IMO regulation due to the nature of the cargo they are carrying or that the vessel is a military one. In the case of commercial vessels there are no exceptions due to the nature of their cargo. With regard to military vessels the actual situation is that Military vessels do not transmit AIS data in ‘high defence risk’ areas. However, most do transmit in busy or difficult to navigate waters, such as the English Channel.
Therefore, there are only a very small number of vessels, within the designation, that are exempt from the regulation.
However small the amount it’s clear that it only takes one unsighted vessel to cause a potential collision should either vessel not be keeping an active watch.
Perhaps a bigger concern is whether the correct use of AIS by all users is being enforced. It’s not uncommon to find AIS data that does not reflect the vessels actual status. This lack of data credibility needs to be understood by all mariners to ensure it’s used in the most appropriate and effective way. The UK coast guard and port VTC do monitor AIS activity and they do challenge vessels whose AIS status fails to meet reality.
Collisions
Research into and analysis of the reasons behind large ship collisions has identified that the highest proportion (80%) resulted from human error and not a lack of navigational data.
The analysis studied the human error further and categorised the errors into three groups. These groups are no action, unintended wrong action and intended wrong action. (Ref: Ship collision analysis By Henrik Gluver, Dan Olsen)
The category of ‘no action’ is one which I believe recreational marine need to appreciate more than any other. The study identified that ‘no action’ resulted from three issues related to the Officer On Watch (OOW). These were: the OOW not being present; present but not paying attention; and attentive but problem not realised.
So if the recreational mariner who has invested in Class B AIS, estimated to be between 15-20% today, expects to be seen at all times they may be living under a false sense of security and be at more risk than they would have been without one. This is especially the case if they use the Class B transponder as a replacement for good seamanship and keeping an active watch.
How best to use AIS
It’s clear to all concerned that AIS is a valuable, but just another, aid to navigation. For obvious reasons it does not replace radar or good watch keeping. Fitting a Class B transponder gives the users another weapon in their safety armoury. However, it must not be relied upon and recreational users should not expect large commercial vessels, or fast CATs, to take avoiding actions as it charges towards them at 17knots. Recreational users of either class B or receive only AIS should use the information they have at their disposal to help them navigate safely away from danger and navigate without fear.
I have been told that commercial OOW welcome the recreational boater calling them up, if they are concerned, using their call sign or MMSI number. Importantly the purpose of the call is not to tell them to move out of their way but perhaps to just let them know that they are there and confirm with them what your next move should be. The act of contacting them will make them aware of you. Of course there could come a time when the OOW fraternity becomes fatigued by the number of callers but this is not the case at the moment and responsible use of this facility could be the biggest safety enhancement to come out of AIS.
What’s next for AIS?
We can expect to see closer integration between fixed mount VHF units with integrated AIS. The first product of this nature to be launched was the ICOM’s IC-M505 and M603 AIS versions and more recently the Garmin VHF300i AIS, which also combines a VHF radio with an AIS receiver. 
Whether users want this level of integration or would prefer to have two safety pieces of equipment independent to each other remains to be seen. My view is that they should be kept separate.
Whether users want this level of integration or would prefer to have two safety pieces of equipment independent to each other remains to be seen. My view is that they should be kept separate.AIS receive only black boxes are becoming more flexible. Comar AIS system ltd., who have been making AIS units for more than 5 years, recently introduced the Comar AIS multi. The multi has dual parallel receivers, input from NMEA, output NMEA and USB, plus built in VHF splitters is an example how flexible the units are becoming. In addition, the recently published NMEA2000 specification for AIS sentence structure and data will further aid the easier integration and compatibility of different manufacturer’s products.
Comar who have seen their business double every year since the companies launched and are arguably the market leaders. Peter Cotton, MD of Comar stated “the business continues to grow and the relatively recent FCC approval of a Class B AIS unit in the USA means the US market is now open for us”.
On the issue of where the market is going next Peter added “a large number of existing and new customers are coming to our dealers and requesting class B transponders instead of receive only units. More and more customer are starting to understand our view that you should see and be seen, which has been our view right from day one”.
It’s my view that although we have not seen any price reductions to date we can expect the price of units drop as the market become more competitive and simpler integration makes it easier to mix and match manufacturers products. This should be good news for the recreational boat.
Summary
Navigational safety aids such as Radar and Automatic Identification Systems (AIS) have to be used as aids to good seamanship. If AIS is not used properly it runs the risk of isolating the recreational mariner in a virtual maritime experience. This will put its user at increased risk as opposed to reducing it.
Recreational mariners who have bought Class B AIS transponders should not expect commercial vessels to take avoiding action. The best use of AIS, whether Class B or receive only, could be to use the data the AIS provides to avoid all commercial vessel or if users become concerned about safety to call up the vessel you are concerned about. Calling the potential threat via their call sign of MMSI number achieves two things: they are made aware of you and they can advise you on what action they would like you to take. With the best will in the world, and regardless if we think we have right of way, communication concerning each other intentions is one of the best safety precautions.
The AIS market is still relatively new. It’s expected that as the product group becomes more competitive and NMEA2000 communications are standardised the price will reduce and the penetration will increase. Used properly, AIS could give many recreational boaters a less stressful and safer experience on the waters of the world.
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