Automatic Identification System

(AIS)

Capt Ashwani K. Jhingan,

Master Mariner, Extra Master,
LL.B., Master Degree in Financial
Management.
Contents
1. What is AIS.

2. AIM of AIS.

3. Requirement of AIS as per SOLAS.

4. Components of the AIS.

5. Modes of Operation.

6. Principles of AIS.

Contents
7. Working of AIS.

8. AIS Messages.

9. Uses and Advantages of AIS.

10. Limitations of AIS.

11. Types and Classes of AIS.

12. AIS Base Stations, A2N & AIS SART.

Contents
13. AIS as a Collision Avoidance Aid.

14. Precautions When Using AIS.

15. IMO Performance Standards for AIS.

1. What is AIS
1. What is AIS:
AIS is an automated autonomous system for
the exchange of navigational information
between suitably equipped ships and shore
stations using distinct messages and
operating at the upper end of duplex marine
VHF channels 161.975 MHz (87B) and
162.025 MHz (88B).
2. AIM of AIS
2. AIM of AIS:
Its primary aim is:
To enhance safety of life at sea,
To enhance safety and efficiency of
navigation
To protect the maritime environment
2. AIM of AIS
AIS is capable of sending and receiving ship
information such as identity, position, course,
speed, ship particulars and cargo information
to and from other ships, suitably equipped
aircraft and shore stations.
3. Requirement of AIS as per SOLAS

3. Requirement of AIS as per SOLAS:

1. As per Regulation 19 of SOLAS chapter V,
AIS must be fitted aboard:
(a) All ships of 300 GT and upwards engaged
on international voyages.
(b) Cargo ships of 500 gross tonnage and
upwards not engaged on international voyages
3. Requirement of AIS as per SOLAS

(c) All passenger ships irrespective of size.

2. The requirement became effective for all
ships by 31 Dec 2004.
3. AIS is required to be maintained in operation
at all times, except where international
agreements, rules or standards provide for the
protection of navigational information (eg. in
piracy prone areas, etc)
4. Components of the AIS

4. Components of the AIS:

1. Dedicated antenna working on very high
frequency (VHF)
2. Receiver and transmitter (Transceiver)
3. Processor
4. Display Screen.
5. Modes of Operation
5. Modes of Operation:
AIS is designed to operate in one of the
following modes:
1. In a ship-to-ship mode for collision avoidance
2. As a means for coastal states to obtain
information about a ship & cargo in a mandatory
reporting system by polling.
5. Modes of Operation
3. As a traffic management tool when polled by
a VTS
4. Pseudo AIS - virtual targets representing
navigation marks (buoys, etc) where there is no
physical mark. It is also useful when a distress
vessel has no AIS.
5. AtoN (Aids to Navigation) - mounted on
physical buoys, etc.
6. Principles of AIS
6. Principles of AIS:
The heart of the system is a transmission
protocol called “Self-Organizing Time
Division Multiple Access” (SOTDMA).
This protocol is what allows AIS to be
autonomous and continuously operational.
6. Principles of AIS
It uses the precise timing of the GPS signal
to synchronize multiple data transmissions
from many users on a single narrow band
channel.
Each ship transmits data and receives data
from all ships within an area called the CELL
of the ship. The size of the CELL depends on
the traffic density.
6. Principles of AIS
In SOTDMA (Self-Organizing Time Division
Multiple Access), each minute of time is
divided into 2250 time slots. Each slot is of
26.67 milliseconds and contains 256 bits of
data.
The rate of transmission is 9600
bits/second. Thus, between the A1 and A2
AIS frequencies, there are 4500 time slots.
6. Principles of AIS
When a ship enters into a cell, the free slot
is then occupied by that ship. This is
automatic and on random basis, using very
accurate timing methods provided by GPS
and free slots are tracked and self-assigned.
There is no master station involved. The
highly accurate time signals from GPS
prevent over-lapping.
7. Working of AIS
7. Working of AIS:
Each AIS system consists of:
a VHF transmitter,
2 VHF STDMA receivers (A1 & A2),
one VHF DSC receiver (Ch.70) and
7. Working of AIS
standard marine electronic communication
links providing various input data from other
devices.
An integral or external GNSS (GPS/
GLONASS, etc) receiver provides precise
position information and accurate timing
signals.
7. Working of AIS
AIS messages must be updated every few
seconds since the data soon becomes
redundant.
Precise timing from GPS signals allow
synchronization of multiple data streams on
a single narrow band channel using the
SOTDMA protocol.
7. Working of AIS
Each ship sends to and receives AIS
messages from all other ships or AIS
stations in VHF range.
The area within this range is called a CELL
& the ship lies in the centre of this cell.
7. Working of AIS
Each AIS transmits and receives over two
radio channels to avoid interference
problems and to allow channels to be shifted
without communication loss from other ships.
If the amount of AIS data begins to overload
the system, the size of the cell is
automatically reduced by ignoring weaker
stations that lie further away.
7. Working of AIS
When a ship accesses the system, it searches
for and acquires an unoccupied time slot. It
transmits its report and also indicates the next
location and timeout for that location.
Each station determines its own transmission
time slot based on traffic history and
knowledge of future actions by other stations.
7. Working of AIS
System coverage is by line of sight and thus
dependent on antenna height. If obstructions
like land are not too high, it may ‘see’ beyond
the land. Typical range at sea is 20 NM.
Using repeater stations, range may be
extended.
8. AIS Messages
8. AIS Messages:
AIS messages are of four types:
1. Static data
2. Dynamic data
3. Voyage related data
4. Safety related messages.
EPFS: Electronic Position Fixing System
8. AIS Messages
1. Static Data: It is programmed when
installing the equipment. This data is sent
every 6 minutes or on request.
2. Dynamic data: This is sent as per ship’s
navigational status and speed.
At anchor – every 3 minutes.
8. AIS Messages
Speed 0 to 14 knots – every 12 seconds
Speed 14 to 23 knots – every 6 seconds
Speed more than 23 knots – every 2
seconds
Speed 14 to 23 knots changing course –
every 2 seconds
8. AIS Messages
3. Voyage Related data: This has to be
manually entered. It may be password
protected. ETA is usually entered in UTC and
UN/ LOCODES are used for destination.
This data is sent every 6 minutes or on
request.
 [The "United Nations Code for Trade & Transport Locations"
is commonly more known as "UN/ LOCODE”, e.g. India-IN.]
8. AIS Messages
4. Safety related messages: These are
normally sent in text format and may be
directed to specific station or all stations.
They may be fixed or free format text, only to
be used to safety related communication. It
is not meant for commercial or personal
communications.
9. Uses and Advantages of AIS
9. Uses and Advantages of AIS:
1. AIS helps to improve situational
awareness for the navigators, by providing
positive identification of vessels.
2. It also helps VTS or SAR aircrafts to
confidently address other vessels by name
and indicate their concerns and needs.
9. Uses and Advantages of AIS
3. AIS is a very useful aid to navigation and
if used correctly, it can help in possibly
preventing or avoiding a collision or near
miss.
9. Uses and Advantages of AIS
4. When used with a suitable graphical
display, shipboard AIS provides fast,
automatic and accurate information regarding
risk of collision by calculating CPA and TCPA
from the position information transmitted by
target vessels which can be compared with
ARPA. (accuracy depends on operator fed
data and associated input devices).
9. Uses and Advantages of AIS
5. It can also reduce work load associated with
verbal reporting system required by VTS.
6. AIS can be interfaced with VDR, Radar and
ECDIS.
7. AIS can pick up targets even during heavy
weather, poor visibility especially due to rain,
etc. AIS can pick up targets beyond small
islands and bends.
9. Uses and Advantages of AIS
8. AIS does not experience the problem of
target swap, range & bearing discrimination as
found in ARPA.
9. Pseudo AIS can be used to generate virtual
buoys to indicate danger or installed on light
houses, beacons, etc for positive identification.
Pseudo AIS can also be used to generate
target in case of SAR operations.
9. Uses and Advantages of AIS
10. AIS also contributes to maritime security
as authorities can monitor the movement of
vessels. Multiple AIS Coast stations can be
linked together to get extended surveillance.
10. Limitations of AIS
10. Limitations of AIS:
1.Other ships, specially pleasure craft, fishing
vessels, warships and some VTS stations may
not be fitted with AIS or vessels may have their
AIS switched off under certain circumstances
(eg. in piracy prone areas)
2. User inputs like Heading, speed, ROT, etc
may be in error, missing or not updated.
10. Limitations of AIS
3. Temporary or complete failure of other
vessels EPFS may result in DR position
being transmitted.
4. Poorly configured or incorrectly calibrated
sensors will cause wrong information to be
transmitted, dangerously confusing the
receiving vessel. [EPFS: Electronic Position Fixing System]
10. Limitations of AIS
If no sensor is installed or the sensor fails
altogether, the AIS will automatically transmit
‘not available’ data value.
11. Types and Classes of AIS
11. Types and Classes of AIS:
There are two main classes of AIS – Class A
and Class B as well as different types of AIS
used for shore stations (AIS Base stations),
aids to navigation (AIS AtoN), AIS on search
and rescue aircrafts and AIS Search and
Rescue transmitters (AIS SART)
11. Types and Classes of AIS
1. Class A: For regulated vessels.

Class B: For non-regulated vessels (pleasure crafts,

etc).
2. Class A: Uses ‘SOTDMA’ which gives them
priority and effectively guarantees a time slot.
Class B: Uses “Carrier Sense Time Division Multiple
Access” (CSTDMA) – they sense if a time slot is
empty & quickly grab it.
11. Types and Classes of AIS
3. Class A: Overlapping does not occur.
Hence, transmission is guaranteed.
Class B: Collisions of time slots can occur.
Transmissions are not guaranteed.
4. Class A: Tx Power is 12.5 W.
Class B: Tx Power is 2 W.
11. Types and Classes of AIS
5. Class A: Range is 20-25 NM.
Class B: Range is 7-8 NM.
6. Class A:
Static & Voy-related data – every 6 mins
Dynamic data – 2-12 secs
At anchor – every 3 mins.
11. Types and Classes of AIS
Class B:
Static & Voy-related data – every 6 mins
Dynamic data (SOG < 2 kts) – 3 mins
Dynamic data (SOG > 2 kts) – 30 secs
At anchor – every 3 mins.
12. AIS Base Stations, A2N & AIS SART

12. AIS Base Stations, A2N & AIS SART:

12.1. AIS Base Stations:
Shore based AIS transceivers operate on
SOTDMA and have a complex set of features
and functions that control the AIS devices
operating in the area. It has ability to interrogate
individual transceivers for status reports and to
transmit frequency changes.
12. AIS Base Stations, A2N & AIS SART

12.2. Aids to Navigation (AtoN):

Shore or buoy-based transceivers which
operate using Fixed-access time division
multiple access (FATDMA) are designed to
collect and transmit data related to sea and
weather conditions as well as may relay AIS
messages to extend network coverage.
12. AIS Base Stations, A2N & AIS SART

12.3. AIS SART (Search and Rescue

Transceiver):
It is a specialist AIS device created as an
emergency distress beacon which operated
on ‘Pre-announced Time division multiple
access’ (PATDMA) or sometimes called
modified SOTDMA.
12. AIS Base Stations, A2N & AIS SART

The device randomly selects a slot and

transmits a burst of 8 messages per minute,
to maximize the probability of successful
transmission.
Its range is upto 5 NM and transmits a
special message format recognized by all
other AIS devices.
13. AIS as a Collision Avoidance Aid

13. AIS as a Collision Avoidance Aid:

AIS is not yet recommended as such to be
collision avoidance aid.
It may be used in conjunction with other
recognised collision avoidance aids such as
Radar and ARPA, etc. but is not meant as a
replacement for the same.
13. AIS as a Collision Avoidance Aid

It is not intended to impact the composition

of the navigational watch.
Target identification and tracking may be
better than Radar/ARPA as clutter, target
swap, target discrimination problems do not
affect the system.
13. AIS as a Collision Avoidance Aid

AIS is a valuable navigational aid but its

usefulness is undermined by the broadcast
of inaccurate, improper or outdated data.
AIS is required to be maintained in effective
operating condition and failure to do so may
subject the vessel to fines.
14. Precautions When Using AIS

14. Precautions When Using AIS:

Static data should be correctly [manually]
input at installation & password protected
against accidental change.
Vessel name should not include prefixes like
MV or MT, etc. Do not abbreviate names.
MMSI, IMO number, call sign, etc. should be
as per ship’s official radio station license.
14. Precautions When Using AIS

Dynamic data should be provided via

properly installed and calibrated external
sensors that are accurate and continuously
operational.
Voyage related data should be updated as
soon as any change occurs.
14. Precautions When Using AIS

Safety related messages should be in

English, short, concise and only contain
pertinent navigation safety related
information.
Only internationally acceptable
Abbreviations should be used.
14. Precautions When Using AIS

Distress / urgency (MAY DAY and PAN PAN)

messages may be sent via AIS but should
not be relied upon as the primary means for
such communication.
Test messages should clearly indicate test
mode and whether reply is requested.
14. Precautions When Using AIS

[AIS antennas:
The AIS frequencies are on the high end of
the VHF-FM band (@ 162 MHz). Because of
this, the standard marine VHF antennas may
not be used if they do not provide optimum
performance at those frequencies. Use of
proper antenna is therefore important.
14. Precautions When Using AIS

The AIS antenna must be at least 2 m away

from conductive objects and ideally 2 m
directly above or below the VHF antenna,
otherwise, 10 m horizontal separation.
For the AIS-GPS antenna, the suggested
mounting is the one which gives a complete
sky view from 5 degrees above the horizon
to 90 degrees (the zenith).]
15. IMO Performance Standards for AIS

15. IMO Performance Standards for AIS:

Resolution MSC.74(69) (adopted on 12 May
1998).
Annex 3: Recommendation “On Performance
Standards” For An Universal Shipborne
Automatic Identification System (AIS)
15. IMO Performance Standards for AIS

The AIS should improve the safety of

navigation by assisting in the efficient
navigation of ships, protection of the
environment, and operation of Vessel Traffic
Services (VTS), by satisfying the following
functional requirements:
1. in a ship-to-ship mode for collision
avoidance
15. IMO Performance Standards for AIS

2. as a means for Coastal States to obtain

information about a ship & its cargo
3. as a VTS tool i.e. ship-to-shore (traffic
management).
15. IMO Performance Standards for AIS

The AIS should be capable of providing to

ships and to competent authorities,
information from the ship, automatically and
with the required accuracy and frequency, to
facilitate accurate tracking.
Transmission of the data should be with the
minimum involvement of ship’s personnel
and with a high level of availability.
15. IMO Performance Standards for AIS

The system should be capable of operating

in a number of modes,
1. an "autonomous and continuous" mode
for operation in all areas.
2. an "assigned" mode for operation in a
particular area such as for traffic monitoring
15. IMO Performance Standards for AIS

3. a "polling" or controlled” mode where the

data transfer occurs in response to
interrogation from a ship or competent
authority.
15. IMO Performance Standards for AIS

The AIS should comprise of:

1. a communication processor, capable of
operating over a range of maritime
frequencies, with an appropriate channel
selecting and switching method.
15. IMO Performance Standards for AIS

2. a means of processing data from an

electronic position-fixing system which
provides a resolution of one ten thousandth
of a minute of arc and uses the WGS-84
datum.
3. a means to automatically input data from
other sensors.
15. IMO Performance Standards for AIS

4. a means to input and retrieve data

manually.
5. a means of error checking the transmitted
and received data / a built in test equipment.
15. IMO Performance Standards for AIS

The AIS should be capable of:

1. providing information automatically and
continuously to a competent authority and other
ships, without involvement of ship's personnel.
2. receiving and processing information from
other sources, including that from a competent
authority and from other ships.
15. IMO Performance Standards for AIS

3. responding to high priority and safety

related calls with a minimum of delay.
4. Providing positional and manoeuvring
information at a data rate adequate to
facilitate accurate tracking by a competent
authority and other ships.
15. IMO Performance Standards for AIS

To enable a user to access, select and display

the information on a separate system, the AIS
should be provided with an interface conforming
to an appropriate international marine interface
standard.
For the purpose of ship & message
identification, the appropriate Maritime Mobile
Service Identity (MMSI) number should be used.
15. IMO Performance Standards for AIS

Ship Reporting Capacity - the system should

be able to handle a minimum of 2000 reports
per min.
A security mechanism should be provided to
prevent unauthorised alteration of input or
transmitted data.
15. IMO Performance Standards for AIS

The AIS should be operational and start

transmitting within 2 min of switching on.
The AIS and associated sensors should be
powered from the ship's main source of
electrical energy. In addition, it should be
possible to operate the AIS and associated
sensors from an alternative source of
electrical energy.
15. IMO Performance Standards for AIS

Resolution A.917(22) (adopted on 29

November 2001):
Guidelines for the “Onboard Operational
Use” of Shipborne Automatic Identification
Systems (AIS):
15. IMO Performance Standards for AIS

After activation, an automatic ‘built-in

integrity test (BIIT)’ is performed. In the case
of any AIS malfunction, an alarm is provided
and the unit should stop transmitting.
The quality or accuracy of the ship sensor
data input into AIS would not however be
checked by the BIIT circuitry before being
broadcast to other ships and shore stations.
15. IMO Performance Standards for AIS

The ship should therefore carry out regular

routine checks during a voyage to validate
the accuracy of the information being
transmitted.
The frequency of those checks would need
to be increased in coastal waters.
15. IMO Performance Standards for AIS

Where AIS information is used with a

graphical display, the following target types are
recommended for display:
1. Sleeping target: A sleeping target indicates
only the presence of a vessel equipped with
AIS in a certain location. No additional
information is presented until activated, thus
avoiding information overload.
15. IMO Performance Standards for AIS

2. Activated target: If the user wants to know

more about a vessel’s motion, he has simply
to activate the target (sleeping), so that the
display immediately shows a vector (COG &
SOG), the heading, and - ROT indication (if
available).
15. IMO Performance Standards for AIS

3. Selected target: If the user wants detailed

information on a target (activated or
sleeping), he may select it.
Then the data received, as well as the
calculated CPA and TCPA, navigational
status, etc will be indicated in the alpha
numeric window.
15. IMO Performance Standards for AIS

4. Dangerous target: If an AIS target

(activated or not) is calculated to pass pre-set
CPA and TCPA limits, it will be classified &
displayed as a dangerous target and an alarm
will be given.
5. Lost target: If a signal of any AIS target at a
distance of less than a preset value is not
received, a lost target symbol will appear at
the latest position and an alarm will be given.
15. IMO Performance Standards for AIS

SN/Circ.227 (6 January 2003):

Guidelines for the “Installation” of a
Shipborne Automatic Identification System
(AIS):
15. IMO Performance Standards for AIS

1. Antenna Fitting Guidelines:

The AIS VHF antenna:
Should be omnidirectional and vertical.
Should be placed in an elevated position
with minimum 2 m horizontal separation from
conductive materials.
15. IMO Performance Standards for AIS

Should not be installed close to any large

vertical obstruction.
Should be able to see the horizon freely
through 360°.
15. IMO Performance Standards for AIS

Should be installed safely away from

interfering HF sources like radar & other
radio antennas, preferably at least 3 m away
from these sources.
15. IMO Performance Standards for AIS

Should be mounted not less than 2 m

directly above or below the VHF
radiotelephone antenna, with no horizontal
separation.
If it is located on the same level as other
antennas, the distance apart should be at
least 10 m.
15. IMO Performance Standards for AIS

2. The functionality of the Minimum Keyboard

and Display (MKD) should be available to the
mariner at the position from which the ship is
normally operated.
3. A pilot plug is a part of an AIS Class A
station. This plug should be installed on the
bridge near the pilot’s operating position so that
a pilot can connect a Personal Pilot Unit (PPU).
15. IMO Performance Standards for AIS

4. A simple means should be provided for the

operator to input the ship’s navigational status
information into the AIS.
The AIS may be connected to the ship's
navigational status lights.
5. Access to MMSI, IMO number and other
AIS controls (like power & channel settings)
will be controlled, for example, password
protected.
SOLAS Chapter – V
(Regulation 19-AIS)

Basic overview:

AIS transponders automatically broadcast information,

such as their position, speed, and navigational status, at
regular intervals via a VHF transmitter built into the
transponder.
Shipboard AIS transponders have a horizontal range that
is highly variable, but ranges between 45-60 nm). They
reach much further vertically-upto 400 KMs orbit of the
International Space Station (ISS).
SOLAS Chapter – V
(Regulation 19-AIS)

The information originates from the ship's

navigational sensors, typically its Global
Navigation Satellite System (GNSS) receiver
and gyro compass.
Other information, such as the vessel name and
VHF call sign, is programmed when installing
the equipment and is also transmitted regularly.
SOLAS Chapter – V
(Regulation 19-AIS-Ship Broadcast)

Static (6 min.)
 VESSEL NAME / CALL SIGN
 MMSI / IMO#
 LENGTH / BEAM
 TYPE OF SHIP
 ANTENNA LOCATION
 HEIGHT OVER KEEL *
*1-5 Slots; AU-Autonomous, AS-Assigned; IN-Polling, Interrogation
SOLAS Chapter – V
(Regulation 19-AIS)

The signals are received by AIS transponders fitted on

other ships or on land based systems, such as VTS
systems.
The received information can be displayed on a screen
or chart plotter, showing the other vessels' positions in
much the same manner as a radar display.

The “AIS standard” comprises several “sub-standards”

called "types" that specify individual “product types”.
SOLAS Chapter – V
(Regulation 19-AIS)

The specification for each “product type”

provides a detailed technical specification which
ensures the overall integrity of the global AIS
system, within which all the product types must
operate.
SOLAS Chapter – V
(Regulation 19-AIS)

The major product types described in the AIS

system standards are:

Class A:

Vessel mounted AIS transceiver (transmit and

receive), which operates using self-organised time-
division multi-access (SOTDMA).
SOLAS Chapter – V
(Regulation 19-AIS)

Targeted at large commercial vessels, SOTDMA

requires a transceiver to maintain a constantly updated
slot map in its memory such that it has prior knowledge
of slots which are available for it to transmit.
SOTDMA transceivers will then pre-announce their
transmission, effectively reserving their transmit slot.
SOTDMA transmissions are, therefore, prioritised
within the AIS system.
SOLAS Chapter – V
(Regulation 19-AIS)

This is achieved through 2 receivers in continuous

operation.
Default transmit rate is every few seconds.

AIS class A type compliant devices receive all types

of AIS messages.
Class As transmit at 12 W and have an integrated
display.
SOLAS Chapter – V
(Regulation 19-AIS)

Base station:

Shore based AIS transceiver (transmit and receive)

which operates using SOTDMA.
Base stations have a complex set of features and
functions which in the AIS standard are able to control
the AIS system and all devices operating therein.
Ability to interrogate individual transponders for status
reports and or transmit frequency changes.
SOLAS Chapter – V
(Regulation 19-AIS)

Class B:

Vessel mounted AIS transceiver (transmit & receive)

which operates using, either carrier-sense time-
division multiple-access (CSTDMA) or SOTDMA;
there are 2 separate IMO specifications for Class B.

Aimed at lighter commercial and leisure markets.

SOLAS Chapter – V
(Regulation 19-AIS)

CSTDMA transceivers listen to the slot map

immediately prior to transmitting and seek a slot
where the 'noise' in the slot is the same or similar to
back ground noise, thereby indicating that the slot is
not being used by another AIS device.
Class Bs transmit at 2 W and are not required to
have an integrated display. However, the Class B
type standard requires integrated GPS and certain
LED indicators.
SOLAS Chapter – V
(Regulation 19-AIS)

Class Bs can be connected to most display

systems, which the received messages will be
displayed in lists or overlayed on charts.
Default transmit rate is normally every 30 seconds,
but this can be varied according to vessel speed or
instructions from base stations.
Class B equipment receives all types of AIS
messages.
Imo Approved Symbols For The Display Of
AIS Targets On ECDIS
AIS as A to N
AIS as an Aid to Navigation will have safety benefits
in the rapid marking of new hazards and providing
relevant, unambiguous information to the mariner.
AIS as A to N
 AIS can be used to provide:-

 Virtual A to N

 Synthetic A to N

 A to N AIS.
AIS as A to N
 By placing a suitable AIS transceiver on
an aid-to-navigation, whether it's a buoy,
major floating aid or lighthouse, the
mariner can be positively informed of the
current operation of that aid by the
broadcast from the AtoN AIS unit in near
real-time.
AIS as A to N
 The figure shows an AIS unit on a physical AtoN transmitting
and receiving information to and from a vessel. The bubble
gives an
indication of how the information received will be displayed on
a ship's ECDIS.

 When a physical A to N is present and fitted with an A to N AIS

unit. The A to N AIS unit can broadcast information about the A
to N, including:-

• Current position

• A to N status

 and in addition, if equipped with suitable sensors:

AIS as A to N
AIS as A to N
The AIS base station broadcasts information so that it appears to
come from the location of the buoy.

An AIS enabled ECDIS, radar or other navigation display on

the vessel then portrays the information at the location of the
charted object.
AIS as A to N
The figure shows an AIS base station which transmits
and receives information (including buoy information) to
and from a vessel. The bubble gives an indication of how
the information received will be displayed on a ship's
ECDIS.
AIS as A to N
Virtual AtoNs make mariners aware of an incident or
hazard by marks presented on an electronic display,
providing a timely warning of an incident before physical
aids are deployed.

 Appears at specified location on the vessel's ECDIS,

radar or other navigation display

 Clearly marked as Virtual A to N.

 Incidents can be marked in a timely manner before
physical A to Ns are deployed

 Virtual A to Ns Applications:-
 New wreck
 Uncharted hazard
 Virtual shipping lanes

 Floating debris.
 Duration until:-

 Replaced by real buoy;

 Charted;

 Wreck removed or dispersed.

The figure shows an AIS base station which transmits
information about virtually marked hazards to a vessel.
The bubble gives an indication of how the information
received will be displayed on a ship's ECDIS.
The Virtual AIS Beacon can be used is to mark a
shipping channel. This might be needed to augment
existing physical buoys or to implement a temporary
route.