The AIS Controversy

The Automatic Identification System (AIS) is an automated tracking system used on merchant vessels. It is a requirement of the International Maritime Organization (IMO) and the list of affected vessels can be found at the bottom of this article. The AIS displays detailed information about each individual ship and this information is broadcast about 46 miles in all directions.

The information may contain:

• Vessel Name
• Call Sign
• IMO Number
• Draft
• Cargo Type
• Dimensions
• Destination
• Estimated Time of Destination (ETD)
• Position
• Course
• Speed

The reason that there is a controversy surrounding AIS is due to the increase in pirate attacks all over the world. For a few thousand dollars, a pirate can pick up an AIS receiver and discover every detail of a merchant ship’s voyage. Better yet, a criminal can go online and discover the schedule of any ship which may be headed in their direction. In this way, they can plan out attacks far in advance, even researching the particular vessel before they attack.

“Maritime security- AIS ship data
In relation to the issue of freely available automatic identification system (AIS)-generated ship data on the world-wide web, the MSC (Maritime Safety Committee) agreed 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 was undermining the efforts of the Organization and its Member States to enhance the safety of navigation and security in the international maritime transport sector. The Committee condemned the regrettable publication on the world-wide web, or elsewhere, of AIS data transmitted by ships and urged 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.

In addition, the Committee condemned those who irresponsibly publish AIS data transmitted by ships on the world-wide web, or elsewhere, particularly if they offer services to the shipping and port industries. (IMO 2004)”

For a time, it was a requirement that all required vessels MUST have AIS turned on and updated every step of the voyage. This posed a real security threat to those vessels transiting pirate inhabited waters. The IMO has addressed this concern:

“Should IMO should be worried about the implications of terrorists or criminals using AIS derived information to target vessels?

IMO has taken an action to cover this area of concern, i.e. that operation of AIS in certain sea areas would cause security concern because information broadcasted through AIS could be collected by pirates or terrorists. Because of this concern, the last Assembly in November 2003 adopted resolution A 956(23) Amendments to the Guidelines for the on-board operational use of shipborne automatic identification systems (AIS) resolution A.917(22) which allows ship masters to switch off the AIS in specific areas where threat of attack by pirates or terrorists are imminent.

AIS is the broadcasting device and information will be made available for everyone without any discrimination. That information will be available for the coast safety agencies and authorities and could equally be available for ill-minded people. AIS itself is a tool used in an information collection system and we can not prevent people misusing that information.

However, AIS is also useful for monitoring the situation over any particular sea area by the security authorities within the security system established by those security authorities.

Concern over the security implication of the operation of AIS can only be overcome by tightening the security control measures to be enforced by the coastal security authorities.”

This, however, has not ended the controversy. The problem is that many times a ship’s master is unaware of the potential hazards. An obvious time to turn off the AIS is when in the middle of the Straits of Malacca or other pirate designated areas, but pirates and terrorists are not always confined to these areas. It is possible that having an operational AIS is a security issue in any part of the ocean. Captains must keep themselves informed of attacks on a regular basis so that they may use prudent judgment when operating AIS.

As the quote above states, AIS is very useful for authorities. These authorities can warn a ship of incoming vessels (Vessel Traffic Service), or the AIS can provide the precise position of a vessel under attack. This system remains a useful addition to any ship, but its limitations and potential hazards are something to be aware of.

One final thought on the use of AIS from Best Management Practice 3:

“The Master has the discretion to switch off the AIS if he believes that its use increases the
ship’s vulnerability. To provide Naval forces with tracking
information within the Gulf of Aden it is recommended that
AIS transmission is left on, but is restricted to ship’s identity,
position, course, speed, navigational status and safety-related
information. Outside of the Gulf of Aden, in other parts of the
High Risk Area, the decision on AIS policy is again left to the
Master’s discretion, but current Naval advice is to turn it off
completely.

If the AIS is switched off it should be activated at the time of
an attack.”

Ships required to have Class A AIS

Owners and operators of U.S. or foreign-flagged vessels in commercial service who meet the applicability provisions are affected. Generally these include:

o Vessels on international voyages that are:
o Self-propelled commercial vessels of 65 feet or more in length, other than fishing vessels and passenger vessels.
o Tankers.
o Passenger vessels that are over 150 gross register tons.
o Vessels, other than passenger vessels or tankers, over 300 gross tons.
o Vessels operating within U.S. Vessel Traffic Service or a Vessel Movement Reporting System area denoted in 33 CFR 161, that are:
o Self-propelled commercial vessels of 65 feet or more in length, other than fishing vessels and small passenger vessels certificated to carry 150 or fewer passengers.
o Towing vessels of 26 feet or more in length and more that 600 horsepower.
o Passenger vessels, regardless of size, certificated to carry more than 150 passengers for hire.

·         The terms herewith are as defined in 46 USC 2101, unless noted in 33 CFR § 164.46. Note: the term fishing vessels does not include fish processors or tender vessels. See 33 CFR, Part 164.46.