The research of AIS is a huge project, and its discussion, research, demonstration, limit test, calibration and promotion need the cooperation of member States participating in the International Maritime Organization. Part of the cost of testing and calibration is paid by the International Maritime Organization, and there is no report of China's participation in this work. Looking up the relevant conference documents, China has sent personnel to attend relevant conferences, but few people have participated in the discussion and published papers on the automatic ship identification system. The research on artificial intelligence system in China is in a rather backward position.
Relationship between 1, AIS, VDR and ECDIS
Automatic Ship Identification System (AIS), Ship Voyage Data Recorder (VDR), Electronic Chart and Information System (ECDIS) are independent systems, but they are closely related. The data obtained by automatic ship identification system and ship navigation data recorder need to be displayed on electronic chart and information system; Automatic ship identification system and ship-borne navigation data recorder can refer to each other's data accuracy, and their standards need to be consistent, so the International Maritime Organization puts ECDIS, AIS and VDR together for research, design and calibration. AIS and VDR have irreplaceable complementary functions. AIS ships can obtain static data such as ship name, call sign, captain, cargo type and other dynamic data such as ship's sailing course, speed, position and relative distance in real time. VDR can save the recorded data and recover and reproduce these data after the accident. The accuracy of restoring events and the degree of providing original data for accident cause analysis are incomparable with traditional methods.
2. The influence of 2.AIS on ship collision avoidance.
The AIS system will also be an independent system, without a shore station, showing the navigation dynamics of the surrounding ships. There are relatively few ships in open water, because AIS system has the function of taking the nearest ship as the main target ship and displaying its main data on the display screen. AIS system will naturally display the main data of the other ship on the display screen, and the display purpose is to facilitate the avoidance and communication between ships. That is, when two ships collide due to improper avoidance, because the data of the other ship is automatically stored in AIS system, the site can seize the time to confirm the collision facts and understand the loss situation, without asking the other ship's name, shipping company name and other basic data first as before. In the stage of understanding the accident situation and investigation, due to the function of AIS system to automatically save the navigation data of the other ship, the dynamics of both parties are clear, and the responsibility for the accident is naturally easy to distinguish. It is futile for one party to deliberately tamper with it.
3. The influence of 3.AIS on VTS and ARPA.
After the implementation of AIS, it has great influence on VTS and ARPA. For VTS, it can expand the work scope of VTS, improve the accuracy of VTS, identify ships from scratch, and improve the work efficiency of VTS personnel. The situation that VTS staff use VHF communication to shout is gone forever, and VHF communication shouting is no longer a feature of VTS center. After AIS is implemented, VTS will play a better role in maritime safety. For ARPA, AIS will make great progress in identifying targets and assisting ships to avoid, which will play a good role in reducing collision accidents.
AIS is not everything. Without AIS, AIS can't find some small ships. The problem of "AIS can't find small ships" can be solved by popularizing the installation of cheap and simple AIS equipment for small ships after AIS has been implemented for a period of time.
4. The impact of 4.AIS implementation on navigation AIDS.
Waterway excavation is a huge investment project. Generally, the design of navigation trough is to meet the safety requirements and make the excavation more economical. In order to let the ship see the position of the channel clearly, it is necessary to set up navigation marks on both sides of the channel. Because the navigation mark is located in flowing water, the drift radius is about 10-30 meters due to the influence of current. In order to achieve the same safety factor, the navigation slot must be widened accordingly. As far as AIS system is concerned, the situation is different. The position of the electronic navigation mark is not affected by the current, and the requirement for the channel excavation width can be reduced under the same safety factor. Thereby reducing the waterway construction cost.
Light drift is a navigation mark that is easy to drift. Once drifting, it is easy to cause the ship to run aground. This situation can be completely changed under AIS system. Because the electronic navigation mark in AIS state will not shift, the factors that lead to ship grounding due to light drift will not be established, and some grounding accidents can be avoided. If the current physical navigation mark is needed in the case of AIS system, it can be solved by installing AIS device on the current light mark. When the navigation mark is offset, AIS equipment on the offset navigation mark can report the offset position and give an alarm, which is very beneficial to navigation safety.
At present, the setting of shipwreck markers needs approval, and the cycle is long. The information displayed by shipwreck markers, such as left-handed markers and independent navigation AIDS, is also less. Take AIS system as an example, every ship can publish shipwreck information by SMS. During the period from the sinking of the ship to the setting of the shipwreck sign, the ship management department can set up the electronic shipwreck sign, which can not only contain the specific coordinate position, but also contain simple information such as the left sign and the independent navigation mark, as well as the relevant information of the specific warning area (region) and the comprehensive information of the crisis level. When the sunken ship needs to be moved due to tidal current and other factors, the current sunken ship needs manpower and material resources, but in the case of AIS system, the sunken ship can be moved with a click of the mouse.
5. The impact of 5.AIS implementation on navigational warnings and navigational notices.
Some existing navigation warnings, such as long-distance towing and sinking of super-large ships, will be replaced by the new ship notification method of AIS system. At present, in addition to approving the navigation permit, long-distance towing of super-large ships also needs to issue navigation warnings on the particularity of long-distance towing of super-large ships, when to set out, when to arrive at (pass by) a place and other matters that may need the assistance of other ships to avoid, so that ships receiving navigation warnings can estimate the meeting time and actively assist in avoiding. After the implementation of AIS, the navigation warning of long-distance towing of super-large ships will be replaced by the display interface marked with special signals of super-large ships by AIS. If necessary, the special signal of this super-large ship can be set as an alarm to remind the operator that its effect is much better than the current navigation warning. Navigation warnings, such as gale warning and emergency rescue, will definitely be very different from the current practice, and the result will greatly improve work efficiency and facilitate users.