My coverage of the NMEA Conference last October was dominated by Class B AIS (and largely—doh!—a vessel naming issue that turned out to be immaterial). But in fact I also learned how AIS is getting into all sorts of marine systems, and was reminded of that by the recently published minutes of the Oct. 3 GMDSS Task Force meeting I attended. One item of note is the prototype AIS SART seen above, overlaid on a slide of the impressive test results such SARTs are generating. Most recreational boaters aren’t familiar with Search and Rescue Transponders, but they are standard gear on ship lifeboats, and heretofore used radar amplification—like a RACON—to help rescuers home in the last few miles. I’ve seen a live demo and wasn’t very impressed, and I’ve even heard buttoned-up GMDSS regulator types complain that it was not a very effective technology. Well, guess what? AIS SARTs work much, much better. The specifications aren’t yet wrapped up, but interestingly AIS SARTs will apparently broadcast just once a minute, but with eight message bursts to compensate for wave interference. Is there lots more AIS may do? You betcha…
Most Class B AIS units have an SRM/Silent Mode switch on their casing, but the ACR Nauticast B instead provides a wire to a user-supplied switch. The plus is that you can more easily mount the transponder remotely, the minus is that you do have to install a switch, or only use the included software to control the functions. Incidently, that same software (similar to this) lets you choose the switch function: either to go in and out of silent (receive only) mode or to send a SRM (Safety Related Message, so far little used). At any rate, longtime Panbo reader Dan Gingras—a known LED fan—built the handsome Nauticast B switch above, and has kindly shared his design…
Just online this morning is the USCG’s latest proposed rulemaking regarding the use of AIS by commercial vessels (and also expansion of the Notice of Arrival and Departure requirements). While the PDF weighs in at 94 pages—and contains some required bureaucratic folderol (that must drive writers nuts)—the suggested regulations make a lot of sense and will significantly improve marine safety, I think. Once refined and enacted—the USCG is hoping for 2010 mandates—the new rules will also be a boon for the manufacturers and installers of Class A or Class B AIS transponders, or both. You see, while the CG has a very specific idea about which formerly-exempt vessels should be made to carry AIS—17,442 more tugs, fishing boats, dredges, passenger vessels and others, to be exact—and endorses Class B technology with vigor, it also recognizes the superior performance of Class A, and is asking all parties involved to help decide which gear should be required on which new classes of mandated vessels…
So far, the best (free) Web AIS coverage I can find for New York Harbor is provided by Vesseltracker.com. Though you have to register to get even a two hour target delay, the site is helping me understand the scene, VHF chatter included, and also illustrates an important point about AIS today. A lot of medium-sized commercial vessels—like all the up-to-150 passenger Water Taxis I see constantly buzzing around lower Manhattan—are not mandated to carry transponders, and don’t. But the U.S. Coast Guard is hot to change those rules, and in fact just issued a draft of the new mandates that I’ll discuss tomorrow. In the meantime. let’s take a closer look at Vesseltracker and its cousins…
I don’t know why Furuno has been quiet about it, but on Nov. 6 the FCC certified its FA-50 Class B AIS transponder (select “AIS” for Equipment Class here). While the product is described at the home site, and is for sale in Europe, it is not yet listed at FurunoUSA. But, as seen above, and bigger here, I’ve been trying one in the lab. And, yes, that is a first-ever-for-transponders Ethernet LAN connection, but there’s a “gotcha” to its use. While you can access the FA-50’s extensive set-up and diagnostic menus with any browser on any computer, you can not get GPS and AIS target info to anything but Furuno NavNet hardware or MaxSea software via Ethernet (also true of the FA-30 receiver, I think). That seems a shame as charting programs like Coastal Explorer and The Capn happily accept Ethernet AIS data (apparently using a format that’s become fairly standardized amongst the Web AIS viewing systems). But the FA-50 does offer conventional NMEA 0183 output, and possibly superior Class B performance…
This old-man-on-a-megayacht shot seems right for my birthday (62!), and also says a lot about what Simrad is up to. The 142’ Richmond Lady sports a passel of Simrad gear, including two GB60 systems with six 19” displays. There’s a lot of detail on this Richmond Yacht page, and you can check out the bigger photo (thanks to Ron Ballanti). Though it’s not online yet, the GB60 will soon be upgraded to the GB65, which will include MAX Pro cartography and support for GRIB files and Navico's Sirius Weather Module (which will pop up in several Navico brands).
Here’s Digital Yacht’s SPL250 VHF antenna splitter, purportedly the only splitter able to handle 2 watt Class B AIS and regular 25w VHF transceivers without smoke rising from either. (That’s supposedly true even if the splitter loses power, though I haven’t yet dared to test that feature.) It will significantly simplify some Class B installations, particularly here in the States where our VHF antennas and radios typically use PL-259 connectors, while most Class B VHF antenna inputs are BNC. That’s exactly how the SPL250 is set up and it even comes with those PL-259 and BNC patch cables. Check out Tim Flanagan’s Shine Micro AIS-BX install for a lesson on the value of a gadget like the SPL250.
We’re down to Class B AIS details, my friends, and they aren’t hard. Above, and bigger here, is the Static data screen seen in the proAIS software that comes with the European version of Digital Yacht’s AIT250 transponder (and possibly others, as it comes from SRT, the manufacturer of so many Class B circuit boards and finished boxes). In the U.S. market this is the screen an installer would see after he or she had entered the vessel’s MMSI number. Users will see all those data fields grayed out (I presume, as I haven’t actually seen the finished U.S. software). Of course that’s because the FCC barred users from inputing the data themselves. But the user does have to supply accurate info to the installer. Let’s break it down:
This weekend I’m working on a PMY column about Class B AIS, and now have three transponders up and running, which you’ll hear about. But I also went over my notes and audio recording of the NMEA AIS meeting, and recalled with a smile Jorge Arroyo’s dismay about repetitive and goofy recreational boat names. “We don’t want 250 Rum Runners in our database!” he exclaimed. The very next day I saw Bullship moored above at Catalina Island. The truth is that we can be pretty foolish about boat names, and they are going to look…um…unprofessional on AIS target screens and Web sites…
A nice thing about Class B AIS transponders, I think, is that by regulation they include a GPS and thus they deliver “own vessel position” along with AIS target info to whatever displays they feed. But that can present an issue if you’re adding Class B to a system that already has an NMEA 0183 or a SeaTalk GPS attached. Brookhouse seems to have a neat multiplexer solution that makes the new GPS a backup ready to automatically take over if the vessel’s regular GPS fails…
