connection to an automated information system
multifunctional center for the provision of state and
municipal services of the Yaroslavl region subscriber points,
deployed in third parties
IntroductionThis Regulation for connecting to the automated information system of the multifunctional center for the provision of state and municipal services of the Yaroslavl region subscriber stations deployed in third-party organizations (hereinafter referred to as the Regulations) determines the organization procedure, operating conditions, as well as the procedure for connecting subscriber stations (hereinafter referred to as AP), deployed in third-party, in relation to the state autonomous institution of the Yaroslavl region "Multifunctional center for the provision of state and municipal services" (hereinafter - GAU YAO "MFC"), organizations to the automated information system of the multifunctional center for the provision of state and municipal services of the Yaroslavl region (hereinafter AIS MFC YAO). This Regulation has been developed in accordance with the provisions of the following regulatory legal acts, regulatory, technical, guidance, methodological documents in force on the territory of the Russian Federation, as well as internal documents of GAU YaO "MFC" to ensure information security: Federal Law of the Russian Federation - Federal Law "On information, information technology and information security”. Federal Law of the Russian Federation - Federal Law "On Personal Data". Decree of the Government of the Russian Federation "On approval of requirements for the protection of personal data during their processing in information systems of personal data". Order of the FSTEC of Russia "On approval of the requirements for the protection of information that is not a state secret contained in state information systems". Order of the FSTEC of Russia dated January 1, 2001 No. 21 “On approval of the Composition and content of organizational and technical measures to ensure the security of personal data when they are processed in personal data information systems”. Guiding document of the FSTEC of Russia "The concept of protection of computer equipment and automated systems from unauthorized access to information" (approved by the decision of the chairman of the State Technical Commission of the Russian Federation of 01.01.2001). Guiding document of FSTEC of Russia “Automated systems. Protection against unauthorized access to information. Classification of automated systems and requirements for information protection” (approved by the decision of the Chairman of the State Technical Commission of the Russian Federation of 01.01.2001). Guiding document of FSTEC of Russia “Computer facilities. Protection against unauthorized access to information. Indicators of security against unauthorized access to information" (approved by the decision of the Chairman of the State Technical Commission of the Russian Federation dated 01. 01.2001). GOST RO 0043-003-2012. Certification of informatization objects. General provisions. Model of threats to the security of personal data processed in the automated information system of the multifunctional center for the provision of state and municipal services in the Yaroslavl region. Technical project for the information security system of the automated information system of the multifunctional center for the provision of state and municipal services in the Yaroslavl region. The main purpose of this Regulation is to formulate the conditions, the fulfillment of which, when connecting the AP deployed in third-party organizations, will ensure compliance with the necessary requirements and conditions for ensuring the security of information processed in the AIS MFC NF. The procedure for organizing, operating conditions, as well as the procedure for connecting AP deployed on the basis of the branches of GAU YAO "MFC" to the AIS MFC NW are given in a separate regulation. The conditions for connecting other information systems to the AIS MFC NF are agreed with the GAU YAO "MFC" for each information system in a separate order. List of used abbreviations
AIS MFC YaO | Automated information system of the multifunctional center for the provision of state and municipal services of the Yaroslavl region |
Subscriber point |
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Automated workplace |
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GAU YAO "MFC" | State autonomous institution of the Yaroslavl region "Multifunctional center for the provision of state and municipal services |
Unauthorized access |
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Personal data |
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Personal electronic computer |
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Information security tools |
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Requirements for organizational support for the protection of information processed at the AP deployed in third-party organizations. Admission to work on the AP deployed in third-party organizations, with the definition of the user's powers and the procedure for monitoring the implementation of measures to ensure information security, must be issued by an order for the organization or a similar organizational and administrative document. To carry out measures to ensure the security of information processed at the AP deployed in third-party organizations and to monitor their effectiveness, a person responsible for ensuring the security of PD is appointed. When placing technical means of displaying information in the premises, unauthorized viewing of the information displayed on them should be excluded. When dismissing or moving a person responsible for ensuring the security of PD, the head of the organization must take measures to promptly change the passwords and identifiers of the information security tools and systems used. All machine storage media (HDD, CD, DVD, flash drives, etc.) used in the technological process of processing PD on AP deployed in third-party organizations must be taken into account. Temporarily unused storage media should be stored by users in places inaccessible to unauthorized persons. During non-working hours, the premises where the AP is located, deployed in third-party organizations, are handed over under protection in accordance with the established procedure. If necessary, the specified minimum set of organizational and technical measures for protecting information can be expanded by decision of the head of the organization. Requirements for organizing the interaction of AP deployed in third-party organizations with the AIS MFC of nuclear weapons. The implementation of measures to ensure the security of information and control of their effectiveness in the interaction of AP deployed in third-party organizations with the AIS MFC NF is carried out by persons responsible for ensuring the security of PD in these organizations. The issues of ensuring the security of information processed at the AP deployed in third-party organizations should be reflected in the organizational and administrative documents given or similar in nature:
organizations, to the information resources of the AIS MFC of nuclear weaponsThe basis for carrying out a set of measures to connect the AP, deployed in a third-party organization, to the information resources of the AIS MFC NF is the official indication of the director (in his absence, the deputy director) of the GAU NF MFC. The implementation of the connection of the AP deployed in a third-party organization connected to the AIS MFC NF is carried out jointly by the employees of the information and analytical department of the State Autonomous Institution of Nuclear Safety "MFC" and the organization concerned. An interested organization wishing to connect to the AIS MFC NF sends an official letter of request to the head of the GAU NF "MFC" to the head of the GAU nuclear JSC "MFC" with an application form for users of the AP (Appendix 2 to the Regulations), signed by the head or other authorized person of the organization. A copy of the request letter in PDF format is sent to the e-mail address of the head of the information and analytical department of the GAU YaO "MFC" - *****@***In the information and analytical department of the GAU YaO "MFC" based on the information contained in the letter of request , is formed and sent to a third-party organization connected to the AIS MFC YO1:a) distribution file with reference and key information for ViPNet Client software; The organization carries out a set of works on the installation, installation and configuration of the information protection system (CIPF) of the AP with the involvement of performers with the appropriate level of qualification from among the employees of organizations that have the necessary licenses from the FSTEC of Russia and the FSB of Russia to carry out the relevant types of activities. Based on the results of attestation tests for AP deployed in third-party organizations, a special document must be obtained - the "Certificate of Conformity", confirming the compliance of the informatization object with the information security requirements of at least 3rd class of information systems security in accordance with the Order of the FSTEC of Russia dated 01.01.01. No. 17 "On approval of the requirements for the protection of information that is not a state secret contained in state information systems." The presence of a valid "Certificate of Compliance" at the informatization facility gives the right to process information with the level of confidentiality and for the period of time specified in the "Certificate of Compliance". Upon completion of work on information protection, the interested organization must send the following documents to the information and analytical department of GAU YaO "MFC":
Periodic tests of the AP deployed in third-party organizations are carried out by authorized persons of the relevant organization and are intended for periodic monitoring of the security indicators specified when connecting the AP to the AIS MFC NF. It is allowed to involve third-party organizations that have the necessary competencies in the field of information security to perform these works. The results of the inspections carried out shall be recorded in a separate periodic test report. When conducting periodic tests of AP deployed in third-party organizations, the following checks must be performed:
Responsibility for compliance with the requirements for ensuring the security of information, as well as for compliance with the requirements for the operation of the IPS, CIPF, which are used on AP deployed in third-party organizations, lies with the head of the relevant organization. In case of detection of violations of the requirements for information protection and (or) the provisions of the Regulations, GAU YAO "MFC" immediately disconnects the corresponding AP deployed in a third-party organization from the AIS MFC NW. The reconnection of the AP deployed in a third-party organization to the AIS MFC NF is carried out after documentary confirmation of the elimination of information security violations by the organization whose AP was disabled, as well as after the responsible employees of the GAU NF "MFC" are familiarized with the current level of information security of the previously disabled AP. Attachment 1 to the Regulations Requirements for the composition of hardware and software A personal computer with the characteristics required of a PC using Microsoft Windows software as an operating system. To protect the information processed in the AIS MFC NF, the following should be used:
Appendix 2 to the Regulations Questionnaire for the user of the subscriber station AIS MFC YAO 1. Information about the organization 2. Information about the subscriber station 3. Information about users2 4. Information about the person responsible for ensuring the security of PD 1 It is allowed to use the own ViPNet network existing in a third-party organization to organize a secure connection to the AIS MFC. In this case, it is necessary to organize the interconnection of the ViPNet network of the GAU YaO "MFC" and the ViPNet network of a third-party organization with mandatory documentary fixation of this fact. The class of means of cryptographic protection of information used in this case should not be lower than KS2. 2 This table is filled in separately for each user. When connecting two or more users, it is necessary to duplicate the table. |
In accordance with the requirements of the new chapter V "Safety of Navigation" of the 1974 Convention for the Safety of Life at Sea (SOLAS-74 Convention), the installation of an automatic identification system (AIS) on ships should take place in stages, starting from July 1, 2002.
The requirements of the SOLAS-74 Convention, as amended to equip ships with AIS equipment, are summarized in Table 29 1.
Terms of equipping ships with AIS equipment
| All new ships | >500 | from 01.07.2002 |
| Existing vessels | >500 | until 01.07.2008 |
Table 29.1
Thus, the equipping of all ships engaged in international voyages with AIS equipment must be completed before January 1, 2005. Vessels of over 500 gross tonnage not engaged in international voyages must be equipped with AIS by July 1, 2008.
Purpose of AIS
Purpose of AIS
AIS is primarily intended for use on ships in solving collision avoidance tasks, as well as for automatic exchange with other ships and competent coastal services of navigation, voyage and other safety-related information.
In accordance with regulation 19 of SOLAS-74, AIS must:
Automatically provide appropriately equipped coast stations, other ships and aircraft with information, including ship identification, type, position, heading, speed, ship operational status and other safety-related information;
Automatically receive such information from similarly equipped vessels;
Maintain escort of observed vessels and
Exchange data with shore facilities.
AIS should contribute to improving the safety of navigation, the efficiency of navigation and the operation of vessel traffic control systems (VTS), as well as the protection of the environment.
These general tasks are solved by using AIS as:
Collision avoidance tools in ship-to-ship mode;
Means of obtaining information about the vessel and cargo by the competent coastal authorities;
SRDS tool in ship-to-shore mode for vessel traffic control;
Means of monitoring and tracking ships, as well as in search and rescue (SAR) operations.
AIS performs the following functions:
Automatic vessel identification (IMO vessel number, MMSI, call sign and name), reception and transmission of navigation information (coordinates, heading, speed, rate of turn, etc.) via AIS radio channels, voyage information (destination, expected time of arrival, type cargo) and static information (name and call sign of the vessel, dimensions and draft of the vessel, antenna position); issuing these types of information for display on the minimum display of the AIS and the display of electronic charts;
obtaining ship coordinates and parameters of its movement from an external source (GNSS, log, compass or integrating device, for example, an electronic mapping system);
Determining the ship's coordinates using an internal GNSS receiver, including using the differential mode;
Receiving and issuing static, flight data, text and binary messages to electronic cards;
Transmission of GNSS differential corrections via AIS channels (base station function); - receiving GNSS differential corrections via the AIS channel and issuing them to an external and built-in GNSS receiver (function of a mobile station);
Issuance of information about the state of the AIS to the control and display panel and external equipment;
Issuance of bearings and distances calculated from the coordinates of ships and their own coordinates to these ships;
Setting (coastal AIS) the appropriate operating modes for ship and coast stations, including setting areas, frequencies, radiation power, slots, reporting periods, the number of report repetitions, as well as repeater operating modes. Turning on / off the backup coast stations (repeaters) AIS.
It should be noted that AIS as a means of radio communication is also an object in the overall security system (security) in accordance with the International Ship and Port Facility Security Code.
Information transmitted via AIS channels can be used by pirate ships and terrorists, as it is transmitted in a broadcast mode without any means of protecting information from unauthorized access.
Advantages and limitations of AIS
Advantages and limitations of AIS
The joint use of AIS on ships and in coastal infrastructure makes it possible to realize the following advantages in comparison with existing navigation aids:
Obtain a reliable and reliable identification of ships, while eliminating the need for radiotelephone exchange;
Increase the detection range, especially of small targets; - automatically receive the necessary data from the vessel (coordinates, speed, direction of movement, etc.), and with greater accuracy than with radar stations, which reduces the delay in recognizing the vessel's maneuver;
Virtually nullify the effect of interference from the sea surface and atmospheric phenomena, as well as avoid the effect of refraction that occurs in radar;
Remove restrictions in target detection behind obstacles and eliminate the possibility of switching ship escort when they approach each other.
The use of AIS in vessel traffic control systems allows you to additionally obtain the following advantages:
Automate the receipt from ships of information necessary for the operation of the SRDS (type of ship and cargo carried, length, width, draft, port of destination, etc.), as well as other information of interest to other services;
Automate the transmission of navigational and hydrometeorological information, warnings about dangerous phenomena to ships in the SRDS coverage area;
Implement the possibility of transmitting information about ships that are not equipped with transponders, but are accompanied by SRDS radar stations, via AIS channels;
To increase the accuracy of determining ship coordinates by transmitting differential corrections via AIS channels;
Significantly expand the monitoring area when using the AIS long-distance communication mode, for example, via INMARSAT satellite channels.
AIS equipment does not replace other shipborne navigational equipment. AIS should only be used as a supplement to radar and other means of observing the navigational situation, and as a means of exchanging information with coastal authorities.
Limitations that need to be considered when using AIS are related to the following factors:
A significant part of the vessels may not be equipped with AIS even at the end of the implementation period (fishing, local navigation, small size, pleasure and others);
The ship's AIS equipment may be turned off by order of the captain of the ship if the use of AIS could adversely affect the safety of the ship (for example, in areas where piracy is possible);
In areas with a very high intensity of navigation, it is possible to reduce the actual range of the AIS to 10 - 12 miles;
Strong radio interference, for example, during a thunderstorm, can cause short-term disturbances in the operation of the AIS;
The reliability and quality of the information received may depend in part on the sensors that generate the AIS messages and on the correct input of information on the target ships (for example, the ship's gyrocompass heading and navigational status).
Thus, the installation of AIS on a ship does not replace or remove the requirements for radar and other navigational aids, nor does it change the requirements for keeping watch on the navigation bridge.
The principle of operation of the AIS is illustrated in Fig. 29.1. Vessels equipped with AIS equipment, while on the high seas or in coastal areas, automatically and regularly transmit standard messages in the VHF maritime mobile radio service band containing information about the vessel, its coordinates, heading, dangerous goods on board, port of destination, time of arrival and others. data.
Rice. 29.1. The principle of operation of AIS
At the same time, each vessel equipped with AIS receives similar information from other vessels located within the range limited by the propagation of VHF radio waves (20 - 30 nautical miles).
The received information is automatically processed and displayed on the ship navigation display. Synchronization of the operation of all AIS stations, both onboard and onshore, is provided by the global navigation satellite system. Based on GNSS signals, the ship's navigation receivers calculate the ship's current coordinates and velocity vector.
In coastal areas where AIS base stations are installed, information transmitted by ships is received by base stations and made available to coastal services (SRDS, ship reporting systems, search and rescue services, environmental control and pollution control services, border and customs authorities, various port services). Usually, in order to obtain a complete picture of navigation in a controlled area, AIS base stations are combined into networks that allow the integration of information from individual base stations.
To extend the coverage area of an AIS base station, so-called AIS repeater stations can be installed to extend the coverage area of a coast station, for example, in case of shading coastal terrain.
In coastal areas, the accuracy of determining the position of ships can be improved by transmitting differential corrections in the MW range by coastal reference stations and radio beacons. Differential corrections may also be transmitted by the AIS coast station on VHF AIS channels in a special message.
To significantly expand the coverage area of the AIS base station, the long-distance communication mode can be used when ship data is transmitted via INMARSAT-C channels.
This mode provides automatic transmission of information from ships to coastal services in order to monitor navigation in territorial waters, exclusive economic zones and areas of responsibility of maritime rescue coordination centers (MRCC).
AIS equipment can also be installed on aircraft participating in search and rescue operations at sea, and on aids to navigation (AtoN) of sea routes (floating and stationary). Pilot services may use portable AIS equipment delivered on board the ship and operating independently or connected to the ship's AIS equipment.
Transmitted and received AIS information
Transmitted and received AIS information
AIS transmits and receives static, dynamic and voyage (or route) information, as well as messages related to navigation safety.
Static data:
IMO vessel identification number (if available);
MMSI maritime mobile service identification number;
Call sign and name of the vessel;
The length and width of the vessel;
Vessel type;
Location of GNSS antennas (external and built-in receiver) on the vessel.
Weight static data is entered when installing the equipment.
Dynamic data:
Vessel coordinates with accuracy flag and integrity status (automatically updated, accuracy flag - less or more than 10 meters);
Time in UTC, hours, minutes, s (automatically updated);
Course Over Ground (COG) (updated automatically);
Speed Over Ground (SOG) (updated automatically);
Vessel heading by gyrocompass (automatically updated);
The navigational state of the vessel (at anchor, unmanned, etc.) - are selected manually;
Rate of turn (ROT) (automatically updated, may not be available);
Roll and trim angles (if available).
Flight data:
Draft of the vessel (entered at the beginning of the voyage, corrected as necessary);
Presence (type) of dangerous cargo (entered at the beginning of the voyage);
Port of destination and time of arrival (entered at the beginning of the voyage, corrected as necessary).
Safety messages and binary messages
Safety messages are short, free-form text messages using the ASCN encoding, similar to SMS on personal mobile radios. They may be addressed to a specific ship (or coast station) or to all stations.
The transmission of these messages is carried out by the operator by typing text on the control panel and displaying information.
In addition to security messages, AIS provides for the transmission of so-called binary (or binary) messages. Binary messages may be used for special IMO approved applications.
For example, the Navigational Safety Committee Circular 236 gives formats for a number of binary messages that contain the following information:
Meteorological and hydrological data for any geographical point;
Details of dangerous goods;
Information about the passage of the fairway;
Information about the tides;
Extended static and flight information and the number of people on board;
Data on pseudo-AIS targets.
A trial transmission of binary messages is planned over a 4-year period. After a trial period, a decision will be made on their further use.
It should be emphasized that the use of AIS in the safety and binary messaging modes in no way replaces the safety of navigation and search and rescue functions of the GMDSS.
The AIS system currently continues to develop and is open to the introduction of new information applications within the bandwidth of the VHF AIS data transmission channels.
Transfer intensity
Depending on the type of transmitted information and the navigation mode, AIS provides transmission intervals in accordance with Table. 29.2 and 29.3.
AIS transmission intervals
Table 29.2
Static and voyage information is transmitted in the so-called message No. 5 "Static and voyage information". All types of AIS messages are given in the appendix. Dynamic information is transmitted depending on the speed of the vessel and changes in the course of the vessel. The transmission interval will be set in accordance with Table. 29.3. Dynamic information is transmitted in message #1 "Position message".
If the ship is at anchor or moving at low speed (less than 3 knots), then the interval between messages of dynamic information is 3 minutes. As the speed of the vessel increases, the intensity of transmissions increases. With a vessel speed of 23 knots or more, the time interval between adjacent transmissions of dynamic information is only 2 seconds.
Such adaptation of the transmission interval to the dynamics of the ship allows you to track the movement and all maneuvers of the ship to the maximum extent and at the same time not overload the air with unnecessary transmissions when the ship is moving slowly.
Dynamic Information Transmission Interval
VHF channels AIS
AIS stations communicate with each other by default on two VHF time division channels (TOMA): 87V (161.975 MHz) and 88V (162.025 MHz). AIS stations use TDMA channels on the same frequency with time division of transmissions. AIS stations use external and internal GPS or GLONASS/GPS receivers as a source of common time.
The essence of time division of channels lies in the fact that each AIS station transmits in a strictly defined time interval - a slot. The duration of one slot is 27.6 ms. Since one slot takes 26.7 ms in time, then at a data transfer rate of 9600 bps, 256 bits of information can be placed in one slot.
9600 bps x 26.7 µs = 256 bits
To accurately set the beginning of the slot, GNSS time signals are used, which provides a time synchronization accuracy of at least 10 µs. Thus, each station, as it were, is wedged to transmit in a certain slot.
Naturally, the question arises about the assignment of slots for transmissions of each station. To prevent collisions, when two ships use the same slot for their transmissions within VHF radio (i.e. approximately 30 n miles), a special self-organizing algorithm for selecting occupied slots is used.
This algorithm provides for the transmission by each ship of its transmission schedule for the next period of time. In addition to ship parameters, a typical message includes the numbers of reserved slots that the ship plans to use for subsequent transmissions. All other ships analyze the panorama of occupied slots and accordingly plan their transmissions only in free slots.
This algorithm is called SOTDMA - Self Organizing TDMA. The SOTDMA algorithm is used by ships on the high seas when all AIS stations are equal.
In the coverage area of the base (coastal) station, the assignment of slots for transmissions of each vessel is carried out by the base station itself. This algorithm is called FATDMA - fixed access TDMA, multiple fixed access with time division channels.
Rice. 29.2. Organization of radio communication with time division of channels
In areas monitored by coast stations, other AIS frequency channels may be used if channels 87B and 88B are occupied by other services.
In addition to two TDMA channels, the AIS station simultaneously operates on the DSC channel (channel 70). This channel is used to assign AIS working channels from the side of the coast station.
A minute interval is a frame (or frame) including 2250 slots.
26.7 µs x 2250 = 60 sec
To improve the reliability of the system and increase the throughput, two AIS channels are used, providing transmission / reception at 2250 slots / min on each channel.
Thus, the capacity of the AIS on two VHF channels is 4500 slots/min.
2250 slot/min x 2 = 4500 slot/min.
The principle of time separation of transmissions of individual vessels is illustrated in Fig. 29.2.
The functioning of AIS is based on the model of interaction of open information systems (Open System Interconnection, OSI), developed by the international organization but standardization (International Standard Organization, ISO). Most computer and information systems meet this standard.
The ISO/OSI model provides for seven levels and defines the order of information exchange at each level. The AIS defines requirements for four levels: physical), channel, network and transport.
AIS operation at various levels (for RE)
AIS operation at various levels (for RE)
Physical layer
At the physical level, the requirements for the characteristics of the transceiver are determined: the type of signal modulation, frequencies, radiated power, etc. This is purely hardware level. Requirements for AIS at the physical level are summarized in Table. 29.4.
Data transmission is carried out in the VHF range of the maritime mobile service. Data transmission should by default be on AIS 1 and AIS 2 channels, unless otherwise specified by the competent authority. In territorial waters, working channels can be assigned by the AIS base station.
The transponder to increase throughput and improve reliability operates on two parallel channels. Two separate TDMA receivers are used simultaneously to receive information in parallel on two independent frequency channels. For transmission, one TDMA transmitter is used alternately on two independent frequency channels.
AIS should be able to operate on 25 kHz or 12.5 kHz channels. The 25 kHz channel is used on the high seas, while the 25 kHz or 12.5 kHz channels are used in territorial waters.
The transmitter performs frequency shift keying with preliminary low-frequency filtering of the modulating signal (Gaussian minimum shift keying, GMSK/FM). Formation of GMSK/FM signal is explained in fig. 29.3.
Requirements for AIS at the physical layer
| Parameter name | Meaning |
| Frequency range, MHz | 156,025 - 162,025 |
| Spacing between channels, kHz | 12,5/25 |
| AIS 1 (channel 1 default, ch 87B, 2087), MHz | 161,975 |
| AIS 2 (channel 2 default, ch 88B, 2088), MHz | 162,025 |
| Channel bandwidth | Narrow (12.5 kHz)/ Wide (25 kHz) |
| Data transfer rate, bps | 9600 |
| Training sequence, bit | 24 |
| Transmitter setup time (transmit power within 20% of final value, frequency stability within 1.0 kHz from final value), ms |
≤ 1,0 |
| Transmitter output power, W | 2/12,5 |
| Data encoding | NRZI |
| Modulation | Adapted to the GMSK/FM band |
| Frequency modulation index: at narrow band (12.5 kHz) at wide band (25 kHz) |
|
| Transmitter frequency stability | ±3ppm(±3 x 10‾ 6) |
Table 29.4
On fig. 29.3 shows the GMSK / FM modulator circuit and signal timing diagrams. The data is represented by the so-called "Non return to zero, inverse NRZI" code. The NRZI code reverses the signal level when transmitting a "unit" of data.
When transmitting "zero", the signal level does not change. Next, the NRZI signal passes through a low-pass filter (LPF) with an amplitude-frequency characteristic close in shape to a Gaussian curve. This determines the name of the signal.
Signal smoothing is necessary to reduce the bandwidth occupied by the radio signal. Such a filter also minimizes intersymbol signal distortion.
Pic. 29.3. Formation of GMSK/FM rusnana: a) block diagram b) timing diagrams
After the low-pass filter, the modulating signal is fed to a voltage-controlled oscillator (VCO) to form a frequency-shift keyed radio signal. The frequency of the radio signal at the output of the VCO deviates in one direction or another from the center frequency f0.
Frequency deviation, i.e. the maximum deviation from the average frequency value is Δf=2.4 kHz at wide band (25 kHz) and Δf = 1.2 kHz at narrow band (12.5 kHz). kHz channel and 0.25 when operating on a 12.5 kHz channel. At the output of the VCO, therefore, a GMSK/FM signal is generated, radiated into the air after the required amplification.
The data rate is 9600 bps ± 50 ppm.
Error-correcting coding for forward error correction is not used.
The rise and fall time of the radio transmitter signal should not exceed 1 ms after the signal is switched on for transmission.
The channel switching time must be less than 25ms.
The time allowed for switching from transmit to receive and vice versa should not exceed the rise time or fall time. It must be possible to receive a message from the slot immediately following or preceding its own transmission.
The AIS transmitter has the ability to set two power ratings (high power, low power) as required by some applications. Transpopder operations should by default use a high power level. Changes in power level should only be made by means adopted for channel management.
The nominal levels for the two power ratings are 2W and 12.5W. Deviations should be within +20%.
AIS equipment shall not be rendered inoperative by disconnection or shorting of the antenna connector. In this case, the disconnection of the antenna connector is accompanied by a sound signal.
Link layer
At the link level, the procedure for converting data into transmission packets and the procedure for transmitting data packets in the VHF AIS communication channel are determined.
Access to the VHF information transmission channel is provided using TDMA technology - time division multiple access using a common time scale.
For AIS station transmissions, a time interval is allocated - a slot with a duration of 26.7 ms. 2250 slots make up a frame or frame of 60 seconds. The composition of the frame and slot is shown in fig. 29.4.
Time synchronization for all stations is carried out from a single UTC source using a GPS/GLONASS receiver. The timing accuracy is 10 µs.
The slot format is presented in Table. 29.5.
The output of the transmitter to the required power and (frequency stability is carried out during the rise period, which, but in duration, corresponds to 8 bit intervals.
Data transmission always starts with a 24-bit training sequence (preamble) to synchronize the operation of the demodulator. The preamble consists of alternating "ones" and "zeroes" (0 1 0 1 0 1....).
Slot Format
Table 29.5
The start flag marks the start of the transmission of the actual information data. The length of the data packet is 168 bits. To check the correctness of data reception, a 16-bit CRC check code is used. This code is generated in the process of processing the received data.
If the generated CRC value matches the received CRC code, then the data has been received without errors. Otherwise, it is considered that the data was received with an error.
Rice. 29.4. The composition of the frame (frame) and slot
The end flag means the end of the transmission. Before the beginning of the next slot, some more buffer interval is reserved, which is necessary to prevent overlapping slots from different stations.
The buffer interval is distributed as follows:
Extra bits (over 168) in variable length messages: 4 bits;
Range delay: 12 bits;
Repeater Delay: 2 bits;
Synchronization error: 6 bits.
In total, in the worst case, it is possible to shift the end of the transmission by 24 bit intervals, which is taken as the duration of the buffer.
AIS stations are usually synchronized directly to the UTC time scale. Stations that cannot directly access UTC but can receive other stations with a direct UTC indication should synchronize to those stations. This is the so-called semaphore mode. In this case, the station changes its synchronization state to indirect UTC
A maximum of five consecutive slots can be used by a station for one continuous transmission. This requires only a single padding (rising, training flags, CRC, buffer) to transmit a long packet.
Mobile stations that cannot receive direct or indirect UTC synchronization, but can receive transmissions from base stations, must synchronize to the base station.
Temporary channel separation
Information exchange of AIS stations is carried out on the basis of time division multiple access (TDMA). Each station can transmit in a strictly fixed time interval - slot.
In order to avoid transmissions of two or more stations in the same slot, special slot scheduling algorithms are applied for transmission by each station.
The selection of a slot on the timeline is carried out in accordance with the following four algorithms:
SOTDMA - self organizing TDMA, self organizing time division multiple access;
ITDMA - incremental TDMA, incremental time division multiple access;
RATDMA - random access TDMA, random multiple access with time division of channels;
FATDMA - fixed access TDMA, time division multiple fixed access;
SOTDMA is the main algorithm used by ship stations on the high seas. While on the high seas, all AIS ship stations are equal, and each station itself reserves the numbers of the next slots for its transmission based on the observation of transmissions from all other stations. The bandwidth of the data exchange channel on two AIS channels is sufficient for exchange in the most intensive navigation areas - the Dover and Singapore Straits.
Moreover, the performance of the entire AIS system is not disturbed even with a shortage of free slots within the VHF connection. In this case, if it is necessary to increase the frequency of transmission, the AIS ship station considers free slots occupied by the most remote stations.
The ITDMA and RATDMA algorithms are used in transient mode when the ship changes dynamic or sailing characteristics and it becomes necessary to accelerate the rate of transmissions.
The FATDMA algorithm is only used by base coast stations for their fixed transmissions.
Transmission slot selection principle
AIS stations, after switching on before the start of transmission, within a minute frame receive and analyze messages in the AIS channel to determine free slots and select potential slots for their transmission in the next minute frame. The first slot at the beginning of the transmission is selected using the RATDMA protocol. Subsequent slots in a given minute frame are selected using the ITDMA protocol. The selected slots are announced in the first message sent by the station.
If the ship does not change its mode of motion and continues to transmit regular messages with the same repetition period, then the SOTDMA protocol is used, which provides syllable reservation in the next 3-7 frames. If the message repetition period should change, for example, when the ship changes course, then the station briefly switches to the ITDMA protocol, and then returns to SOTDMA with a new repetition period.
If a ship needs to transmit an irregular message, the station uses the RATDMA protocol to select the first slot for this message. Subsequent slots for the transmission of this message are selected through the ITDMA protocol. The previously chosen order of transmission of regular messages, for example, positional ones, is not violated in this case.
The principle of selecting slots for transmitting AIS messages using TDMA protocols is illustrated in Fig. 29.5.
Fig.29.5. Transfer Slot Selection
For example, a ship should regularly transmit a positional message containing dynamic information with a repetition period of 6 seconds. The RR message rate for this example is 10, i.e. the message should be repeated 10 times within a minute frame of 2250 slots. The nominal N1 increment of 225 means that this message should be repeated, on average, every 225 slots. The slot to transmit the message shall be randomly selected from 45 slots that lie within the SI selection interval but are not occupied by other stations.
Thus, the actual message transmission interval of each ship's AIS station varies randomly around an average value determined by vessel traffic parameters and established by standards.
Adopted TDMA algorithms provide AIS channel resistance to congestion when almost all slots in a minute frame are occupied. The slot selection algorithm in such a situation will be as follows.
If any ship A does not find a free slot to transmit its message in the selection interval, then it selects for transmission the slot in which the most distant ship B is already transmitting. Thus, for other ships nearby, the transmission of the most distant ship B will be suppressed in this slot. However, station A can only jam ship B's signal once per minute frame.
To transmit the next message in this frame, ship A must select a slot where another distant ship C is transmitting. Other ships near ship A behave similarly.
As a result, when the AIS communication channel is overloaded by 400-500% (when for the normal operation of all stations it would be necessary to increase the number of slots in the frame by 4-5 times), the actual range of reception by each ship station of messages from other stations decreases to 8-10 miles, that is, up to the range of confident radar tracking of medium-sized target ships.
Consequently, in areas with a high intensity of navigation, the actual range of the AIS may be less than the range of conventional VHF radio communication, determined by the antenna heights.
The specific features of the AIS communication channel impose significant restrictions on the technical characteristics of transmitting and receiving devices. The AIS transmitter power is standardized at 12.5 W in full power mode and 2 W in low power mode. Stepwise switching of the transmitter power (reduced/full) according to the base station signal is provided. Reduced power can be used, for example, in the port water area to reduce the congestion of the communication channel in the approach fairways.
AIS operating modes
AIS can operate in the following modes:
Offline continuous mode to work in all regions;
In the designated mode for operation in an area within the area of monitoring and responsibility of the coastal RDMS, when the administration can set the data transmission interval, prescribe frequencies, transmitter power, slot numbers, timing sequences for use in designated regions;
In interrogation mode, when data is transmitted in response to a request from a ship or shore-based RANS.
A station operating autonomously determines its own coordinate transmission schedule and automatically resolves schedule conflicts with other stations. This mode is the default mode and is usually used on the high seas.
In offline mode, the ship station transmits ship position reports and other parameters in message format 1. A list of all messages is given in the appendix.
A station operating in the assigned mode must use the transmission schedule that is set by the base station of the competent authority or relay station. In the assigned mode, the ship station does not change the rate of transmission of messages when changing the course and speed of the vessel. In the assigned mode, the ship transmits message 2.
In interrogation mode, the station automatically responds to interrupt messages (Message 15) from the ship or the competent authorities.
Switching from one mode to another is done automatically and does not require any operator intervention.
network layer
At the network level, the problem of establishing the route of data packets is solved. A packet is understood as a sequence of data transmitted in one slot. With regard to AIS, this level determines on which frequency channel data packets are transmitted.
To improve reliability in AIS, the bottom of the frequency channels are used: AIS1 and AIS2. By default, VHF channels of the maritime mobile service 87 (161.975 MHz) and 88 (162.025 MHz) are used.
Transmissions on these channels are made alternately. For example, if at a speed of more than 23 knots the ship should automatically transmit a report with a frequency of 2 seconds, then the frequency of transmissions on each of the channels will be 4 seconds. On the high seas, nothing prevents the use of frequency channels 87 and 88. However, in coastal waters, these channels may be occupied by other services.
If these channels cannot be used by AIS, then competent coastal administrations may designate other frequency channels and their corresponding parameters for AIS operation. These assignments operate in a specific region bounded by a rectangle (see Figure 29.6).
Channel assignments can be made:
With the help of AIS in message 22;
With DSC on channel 70;
Manually by the operator;
From the ship's ECDIS.
The following parameters are passed in the assignment:
AIS1 and AIS2 channel frequency and nominal bandwidth,
Receive/transmit mode. In this case, the transmission can be carried out on both channels (TxA / TxB) or only on one channel (TxA or TxB). Reception is always conducted on both channels simultaneously;
Output power 2/12.5W;
NE-angle and SW-angle coordinates;
Transition zone width (1 ... 8 nautical miles in 1 mile increments, default 5 miles).
Channel management is a function of the competent authorities. All work assignments in the areas are automatically stored in the AIS memory. Assignments are linked by the date and time they were recorded, as well as by the method of receiving them.
Alternatively, the assignment may be made over the DSC channel, manually entered using a minimal keypad display (for advanced users; should not be done unless necessary), or via a data presentation interface from the ship's ECDIS.
When entering a region with other destinations, the ship's AIS is automatically reconfigured to work with the parameters adopted in the other region. When planning regions, coastal authorities must adhere to the rules regarding the relative position of regions.
Variants of acceptable and unacceptable mutual arrangement of regions are shown in fig. 29.7. The length of the region should be chosen in the range of 20 ... 200 nautical miles.
In the areas of operation of coast stations, the ship's AIS station operates in the designated mode. In this case, the coast station assigns frequency channels and transmitter power, and also transmits the boundaries of the geographical area in the form of a rectangle where these assignments are valid. Message 22 is used for this assignment.
AIS constantly monitors the presence in memory of any nearest border of the regional area at a distance of up to 500 miles from the current location, as well as any appointments recorded within the last 5 weeks.
AIS shall ignore new assignments (entered via the data presentation interface) if the boundaries of the regional area of the new assignment partially or completely overlap or coincide with the boundaries of the area of any stored assignment received in message No. 20 from the base station or DSC command within the last 2- x hours.
Fig.29.7. Mutual arrangement of regions with destinations from coast stations
The AIS should only receive message 22 or a DSC command if it is in the area defined by one of the stored destinations. In this case, the destination setting can be made up by combining the received parameters with the parameters that are currently in use.
New assignments must be written to one of the eight free memory slots. If there is no free space, the new assignment must be written to the place of the earliest (in terms of recording time) assignment.
transport layer
The transport layer defines how data should be converted into transmission packets. Some data requires more than one slot to be transmitted. In this case, they are divided into separate packets and each packet is transmitted in a separate slot. If the data length requires a transmission that occupies more than five slots, then the AIS shall not transmit data and this shall be indicated by a negative acknowledgment on the data interface.
Interchange of information with AIS and the "outside world", i.e. with other equipment and a person is carried out through a presentation interface. The channels of the presentation interface are shown in fig. 29.8. Communication of AIS with higher levels of the ISO / OSI model is carried out precisely through the presentation interface. Information exchange at higher levels does not affect the features of AIS.
Presentation Interface
The presentation interface consists of the following channels:
Channel 1 (CH1) - for connection to an external GNSS ship navigation receiver;
Channel 2 (CH2) - for connection to a gyrocompass;
Channel 3 (SNZ) - for connection to the angular velocity sensor.
AIS connections to an external GNSS receiver and gyrocompass are required. Connection to an external ship's steering angle speed sensor is optional.
To exchange information with external devices, bidirectional channels are provided:
Channel 4 (CH4) - for connection to an electronic charting navigation system (ECDIS);
Channel 5 (CH5) - for connection to a pilot personal computer;
Channel b (CH6) - for connecting to an additional navigation display (optional);
Channel 8 (CH8) - for connection to long-distance communication equipment;
Channel 9 (CH9) - for entering differential corrections from an external receiver of differential corrections and for issuing differential corrections received via the AIS channel (optional);
Channel U(SNY) - for outputting a fault signal to external alarm devices.
Fig.29-8. AIS presentation interface
AIS operation with long-distance communication equipment
AIS operation with long-distance communication equipment
Direct data exchange via VHF AIS channels is possible within VHF radio communication, i.e. approximately 30 nautical miles. Coastal stations of the vessel traffic control system via VHF channels have the ability to monitor, respectively, within the same range.
The occasional anomalous propagation of VHF radio waves by reflections from the ionospheric layers, when the communication range can reach up to several hundred nautical miles, cannot be taken into account due to their intermittent nature.
To increase the range of monitoring, for example, to control ships in the exclusive economic zone or the exclusive tanker zone, AIS equipment can be connected to long-distance radio systems.
Long-distance radio systems include the following systems:
shortwave communication system,
Satellite communication systems.
The most convenient system for implementing the long-distance communication mode is INMARSAT-S. INMARSAT-S ship stations are one piece of GMDSS equipment, and these stations are most common as satellite communication stations.
They ensure the transmission of telex messages in the accumulation mode with subsequent transmission (the so-called store and forward mode). Without limiting the functionality of the GMDSS system, they can also be used for data transmission to the ship at the request of coastal services, thus participating in the AIS long-distance communication system.
Rice. 29.9. AIS operation in long-distance communication mode
The principle of AIS operation in the long-distance communication mode is illustrated in Fig. 29.9. The AIS equipment is connected to the INMARSAT-S ship satellite station. For this connection, a bidirectional interface is used in accordance with the requirements of the IEC-61162 standard.
The INMARSAT-S ship station transmits a message via a geostationary satellite, which acts as an active repeater. The message is received by the coast earth station and then delivered along the coastlines to the required traffic control station.
Operation in the long-distance communication mode is carried out in parallel with the operation of the AIS on VHF data exchange channels. The long-distance communication mode does not imply continuous tracking of the vessel in real time, but provides for the transmission of data over the vessel at intervals from 2-4 times per hour to 2 times per day.
Thus, operation in the long-distance mode does not create any noticeable load and does not interfere with data exchange on the AIS channels.
When working with long-distance communication equipment, the ship's AIS should transmit response messages only to requests from the base station.
The AIS equipment should provide means for the user to set the modes of automatic or manual generation of response messages to long-distance communication requests.
In both cases, a prompt indication should appear on the display screen. It should be displayed until the response message is sent (in automatic mode or manually) or until the indication is reset by the operator.
For AIS interrogation via long-haul equipment, either the MMSI identifier or an indication of the geographical area "to all ships" indicated by the boundaries of the north-east and south-west corners of the rectangle in the Mercator projection should be used as the address.
Initially, the request must be made in the "all ships" geographic area.
In order to avoid repeated transmission of response messages in the geographical area to requests from other coast stations, the ship's AIS should store in memory the MMSIs of coast stations from which requests were received within the last 24 hours.
Currently, the long-distance mode is not mandatory for all ships. However, it is one of the most promising technical solutions for the problem of monitoring ships on a global scale.
AIS ship equipment
AIS ship equipment
Types of AIS stations
AIS stations are installed on mobile and stationary objects.
Mobile (or mobile) stations include:
Class A ship stations;
Class B ship stations;
Air stations on search and rescue vessels;
Stations installed on navigation objects;
Portable man-portable stations used by pilots on board a ship.
Fixed stations include:
base stations;
repeater stations.
Class A stations fully comply with all international requirements and must be installed on conventional ships in accordance with the requirements of Chapter 5 of SOLAS. Class B stations do not have a minimum display for displaying information, do not require entry of voyage information. Such stations are intended for installation on non-conventional vessels (pleasure boats, yachts, fishing boats).
AIS stations can be installed on aircraft for search and rescue operations.
Stations installed on navigational objects (AtoN) act as a radio beacon and transmit a special message 21 containing its own identifier, AtoN type, accuracy sign, location, type of navigation sensor.
Base stations include AIS installed at coast stations participating in the vessel traffic control system (VTS). Base stations provide monitoring, i.e. surveillance of ships in a certain coastal zone can transmit special binary messages containing information about ships that are not equipped with AIS, but are accompanied by coastal radars, and also perform many other functions.
To expand the coverage area of a coastal base station, for example, to monitor the water area hidden by the coastal relief, repeaters are used - repeater stations.
The composition of the AIS ship equipment
The composition of the AIS ship equipment
The AIS station (or transponder) consists of two functional units: the main unit and the control and display bullet (CPU).
The main unit provides all the AIS functions and can work autonomously without an ACS. The SCP is designed to interact with the operator. The control unit receives control commands from the main unit and transmits manual input commands to the main unit. The exchange between the main unit and the control unit is carried out through the serial RS-422 interface at a speed of 9600 bps.
Structural diagram of class A ship AIS is shown in fig. 29.10.
The main unit of the AIS class A ship station includes:
Two AIS-1 and AIS-2 channel receivers with TDMA decoders with the ability to switch to regional channels;
Transmitter switchable to AIS-1 and AtS-2 channels and to regional channels;
DSC receiver and decoder (channel 70);
Antenna switch receive/transmit;
Built-in GNSS receiver;
DSC and TDMA signal encoders;
Microprocessor controller that controls the operation of the equipment;
Built-in Integrity Test (BUT) device.
Rice. 29.10. Structural diagram of ship AIS class A
The minimum (text) display and keyboard provide the ability to enter static and voyage information into the AIS equipment, as well as enter and display text messages related to the safety of navigation. Structurally, the minimum display and keyboard are made as a separate small-sized device or combined with the main AIS device.
The minimum display must show data for at least three vessels, including bearing, range, and the name of the target vessel. Other ship data can be displayed using the horizontal "scroll" text.
In this case, the bearing and range data are stored on the screen. By scrolling vertically, data on other target vessels can be displayed. When pairing the AIS equipment with the ship's navigation display, all the functions of input and display of information are implemented on the interfaced display.
The built-in GNSS receiver provides time synchronization of the AIS equipment and is a backup source of information about the vessel's position. The main source of information about the position of the ship in the AIS is the ship's external GNSS receiver used for navigational purposes and interfaced with the AIS.
Differential corrections transmitted by DGNSS coast reference stations in the beacon range can be transmitted from an external differential correction receiver to an internal GNSS receiver. Differential corrections may also be transmitted by the coast station over the AIS link and transmitted to the internal GNSS receiver.
AIS uses position information from external and built-in GNSS receivers. AIS constantly transmits information about current coordinates and time. When transmitting position information, the AIS ship station automatically selects an available source of information with the highest priority in accordance with Table. 29.6.
AIS equipment should automatically select the position source with the highest priority. If the source is changed, the AIS shall automatically switch to the source with the higher priority (after 5 s if the priority is decreased, and after 30 s if the priority is increased).
During this time period, the last valid position value should be used.
When changing the source of positioning, message No. 5 (see annex) should be immediately transmitted and the corresponding "ALR" sentence issued to the data presentation interface.
From Table. 29.6 it follows that the AIS station gives preference to GNSS receivers operating in differential mode. When transmitting coordinates with differential corrections, the AIS station includes a high accuracy indicator in the position message.
When using an internal GNSS receiver operating in differential mode, preference is given to using the corrections received from the AIS base station. If both the internal and external GNSS receivers are operating normally, the external receiver is preferred.
Priority in choosing a location source
| Priority | Location source | Sign of accuracy | Time | RAIM flag | Coordinates latitude/longitude |
| 1 | External DGNSS receiver 1) (GNSS receiver in differential mode) | 1 | UTC,s | 1/0 4) | External Data |
| 2 | Internal DGNSS receiver (internal GNSS receiver in diff mode using the corrections transmitted in message No. 17) 2) | 1 | UTC,s | 1/0 4) | Internal data |
| 3 | Internal DGNSS receiver (internal GNSS receiver in diff mode using beacon corrections) 3) | 1 | UTC,s | 1/0 4) | Internal data |
| 4 | External electronic positioning system 1) | 0 | UTC,s | 1/0 4) | External Data |
| 5 | Internal GNSS receiver (in standard operating mode) 2) | 0 | UTC,s | 1/0 4) | Internal data |
| 6 | Location aids are not used: but. manual input b. reckoning from. no location information |
0 | 61 62 63 |
0 | Manual input reckoning Not available 181/91 |
Table 29.6
Notes to the table. 29.6:
1) for any AIS configuration.
2) if the internal GPSS receiver is used as a backup for positioning.
3) if the internal GNSS receiver is operating in differential mode using the corrections transmitted by the beacon.
4) if RAIM facilities are available - 1, if not available - 0.
If the health of a position source changes, the AIS will automatically switch to another available source with the highest possible priority.
When changing the source of navigation information, a message containing static and voyage information should be immediately transmitted, and the corresponding information should be displayed on the ship's AIS display. Ground angle and speed (over ground) data must be obtained from the position source used.
The RAIM (Receiver Autonomous Integrity Monitoring) parameter (flag) is automatically calculated in accordance with a special algorithm for determining the reliability of coordinates.
With good satellite separation, navigation data is considered reliable and meets the required accuracy. In this case, the RAIM parameter is set to the "present" state (or RAIM = 1). If RAIM = not present (or RAIM = 0), then the navigation data has limited accuracy.
Among the class A ship stations, the equipment of the limited class A stands out, which is installed according to the decision of national or local maritime Administrations on ships where the installation of AIS is not expressly provided for in the requirements of Chapter 5 of SOLAS. These can be small fishing vessels operating in inland seabeds, pilotage, towing and other types of vessels.
For AIS stations of limited class A, some deviations from international requirements and standards are allowed with respect to interfaced ship instruments, the use of DSC modes, frequency channel management and long-distance communications.
Class B AIS ship stations are used for non-conventional ships. Class B ship stations are simplified equipment installed on pleasure, sports and other vessels that do not fall under the requirements of the SOLAS Convention, for example, on river boats entering coastal sea waters.
The use of mobile stations of class B on the respective ships allows reducing the load on the AIS communication channel, as well as the costs of ship owners for ship equipment.
The main differences between class B ship stations are:
Lower frequency of transmission of dynamic information (period from 30 to 5 seconds);
Use of standard messages that differ in format from those of class A stations;
Use of an internal GNSS receiver for both AIS and navigational purposes;
Possible absence of some operating modes and functions (long-distance communication mode via Ipmarsat-S, frequency channel control mode, assigned operating mode, and others).
A special type of AIS ship stations is portable (wearable) equipment delivered on board the ship and used by pilots. Pilot equipment AIS is made in two versions.
If a full set of AIS equipment is installed on the ship, pilotage equipment is made in the form of a portable computer (laptop) with an electronic map of the pilotage area, which is connected to the ship's AIS station.
The second type of pilotage equipment is intended for use on ships not equipped with AIS and includes all the necessary elements of the ship's station. The transceiver part of the equipment is designed as a protected device, equipped with GNSS and VHF antennas built into the cover and is installed on the bridge wing or on the upper bridge.
The indicator part of the equipment in the form of a portable computer (laptop) is placed on the navigation bridge and interacts with the transceiver part via a wireless communication channel.
The built-in GNSS receiver in differential mode is used as a source of position information. Communication with the gyrocompass and the angular velocity sensor is absent in most cases.
Vessel Data Entry
In addition to data automatically received from information sensors (coordinates, heading and other dynamic data), AIS also transmits static and voyage parameters of the vessel. Static data (MMSI, name and call sign of the ship) are entered when installing the AIS equipment on the ship and should not be changed by the operator in the future without special requirements.
These parameters should only be controlled, paying attention to the full compliance of the MMSI, call sign, vessel name, specified in the license for radio equipment. Symbols such as M/V, F/V, RMS, FPV or any other prefixes should not be prefixed to the vessel's name.
The use of such prefixes in automatic databases of coastal services can lead to misunderstandings.
Particular attention should be paid to the correctness of indicating the location of the GNSS antenna, i.e. parameters A, B, C, D (Fig. 29.11). Distances А, В, С, D are set in meters and correspond to the position of the antenna relative to the bow, stern, port and starboard sides of the vessel, as shown in Fig. 29.11.
It must be remembered that two GNSS receivers are used in AIS to obtain information about the current coordinates - an external and a built-in receiver.
Each of these receivers has its own antenna. The priority of using coordinates from one or another receiver is indicated in Table. 29.6. First of all, coordinates from an external GNSS receiver are used, and if it is impossible to receive data from an external receiver, the coordinates are received from the built-in receiver.
Rice. 29.11. GNSS Antenna Antenna Settings
Two different GNSS antenna datums for the external and internal GNSS receivers must be correctly entered into the AIS.
Parameters A, B, C, D are entered in different menus of the operator's control panel. They should not be changed without a detailed acquaintance with the AIS user manual and reliable information about the location of the antennas of the external and built-in GNSS receivers. The anchor points of the GNSS receiver antennas must be specified in the technical design for the installation of AIS equipment.
Some AIS data is protected by a password set by the operator. The password should be kept in a safe place.
The voyage parameters (type of vessel and cargo carried and vessel draft) are entered at the beginning of each voyage and adjusted as necessary. The type of the ship and the nature of the cargo being transported are given by a two-digit number according to tables 29.7 - 29.9
Types of ships and cargoes carried
| First digit | Second digit |
| 0 - not used | 0 - All vessels of this type |
| 1 - Reserved for future use | 1 - Vessels carrying dangerous goods, hazardous pollutants of hazard category "A" |
| 2 - Vessels - WIG (WIG) | 2 - Vessels carrying dangerous goods, harmful pollutants of hazard category "B" |
| 3 - See table. 29.8 | 3 - Vessels carrying dangerous goods, harmful pollutants of hazard category "C" |
| 4 - High speed craft | 4 - Vessels carrying dangerous goods, hazardous pollutants of hazard category "D" |
| 5 - See tab. 29.9 | 5 - Reserve for the future and use |
| 6 - Passenger ship | 6 - Reserve for the future and use |
| 7 - Cargo ship | 7 - Reserve for the future and use |
| 8 - Tanker | 8 - Reserve for the future and use |
| 9 - Other types of ships | 9 - No additional information |
Table 29.7
Other types of ships
| First digit | Second digit | Vessel type |
| 3 | 0 | Fishing |
| 3 | 1 | towing |
| 3 | 2 | Towing, the length of the tug exceeds 200 m or the width exceeds 25 m. |
| 3 | 3 | Engaged in dredging or underwater operations. |
| 3 | 4 | Busy diving. |
| 3 | 5 | Engaged in military operations. |
| 3 | 6 | Sailing vessel |
| 3 | 7 | pleasure craft |
| 3 | 8 | Reserve for future use |
| 3 | 9 | Reserve for future use. |
Table 29 8
Special ships
| First digit | Second digit | Vessel type |
| 5 | 0 | pilot boats |
| 5 | 1 | Search and rescue vessels |
| 5 | 2 | Tugs |
| 5 | 3 | Port Service Vessels |
| 5 | 4 | Vessels with equipment for cleaning operations and non-oil skimmers |
| 5 | 5 | Vessels of Supervisory Services |
| 5 | 6 | |
| 5 | 7 | Reserve - to designate local courts |
| 5 | 8 | Medical transport (defined by the Geneva Convention of 1949) |
| 5 | 9 | Vessels in accordance with Resolution N 18 (Mob -83) |
Table 29.9
For example, for a cargo ship not carrying dangerous goods, code 70 should be set.
Troubleshooting
The AIS equipment provides built-in health monitoring (BIIT) facilities. These tools provide constant monitoring of the correct functioning of the AIS simultaneously with the performance of standard functions.
In the event of a serious functional failure or malfunction in the operation of AIS equipment, an alarm should be triggered and information about the malfunction with an indication of the malfunction code should be displayed on the minimum display. The malfunction codes are given in table. 29.10.
AIS fault codes
| Message text | message no. | System response to a message |
| AIS: Tx malfunction (Transmitter not working) | 001 | Stop transfer |
| AIS: Antenna SWR exceeds limit | 002 | Continue work |
| AIS: Rx channel 1 malfunction | 003 | |
| AIS: Rx channel 2 malfunction | 004 | Stop transmitting on the faulty channel |
| AIS: Rx channel 70 malfunction | 005 | Stop transmitting on the faulty channel |
| AIS: General failure | 006 | Stop transfer |
| AIS: MKD connection lost | 008 | Proceed and set DTE state to "1" |
| AIS: External EPFS lost | 025 | Continue work |
| AIS: No sensor position in use | 026 | Continue work |
| AIS: No valid SOG information | 029 | |
| AIS: No valid COG information | 030 | Continue with default data |
| AIS: Heading lost/invalid | 032 | Continue with default data |
| AIS: No valid ROT information | 035 | Continue with default data |
Table 29.10
To provide an independent and easy way to trigger an external alarm, the AIS equipment has an alarm relay with normally closed, ground-free contacts.
When the power is turned off, the alarm relay must also be activated.
After the alarm operator acknowledges the alarm by means of the minimum display (internal acknowledgement), or after receiving the appropriate ACK offer (external acknowledgement), the alarm relay must reset.
In the event that less significant changes occur in the operation of the AIS equipment that do not affect the overall performance, then the corresponding indication is displayed on the minimum display without triggering an alarm and requiring confirmation.
The codes of such changes are presented in Table. 29.11. An example of such messages can be messages related to switching the source of obtaining ship coordinates from an external GNSS receiver to an internal one or vice versa.
AIS operation change codes
| Message text | message no. | Equipment reaction |
| Loss of UTC time scale | 007 | Continue using indirect UTC access or semaphore synchronization |
| An external DGNSS receiver is used (GNSS receiver in differential mode) |
021 | Continue work |
| An external GNSS receiver is used |
022 | Continue work |
| An internal DGNSS receiver is used (GNSS receiver in differential mode using beacon corrections) |
023 | Continue work |
| Uses an internal DGNSS receiver (GNSS receiver in differential mode using corrections sent in message 17) |
024 | Continue work |
| Internal GNSS receiver in use (in standard operating mode) |
025 | Continue work |
| An external SOG/COG source is used | 027 | Continue work |
| Uses internal SOG/COG source | 028 | Continue work |
| Course actual value | 031 | Continue work |
| Rate of turn indicator used | 033 | Continue work |
| Another yaw rate sensor is used | 034 | Continue work |
| Changed channel control message parameters | 036 | Continue work |
Table 29.11
Joint use of AIS with an electronic chart system
Joint use of AIS with an electronic chart system
The display of AIS information is one of the key problems that determine the effectiveness of its practical use both on ships and in coastal services. The problem of displaying AIS information has not been finally resolved and has not been adequately reflected in the regulatory documents and standards for AIS, with the exception of general requirements.
Thus, the IEC-61993-2 Standard establishes requirements only for the minimum display for class A ship mobile stations. Visual graphic display of information, which is necessary for the effective use of AIS, is not regulated in the current regulatory and technical documents. Therefore, today software developers use various graphic symbols to display AIS data.
AIS information in graphical form can be displayed on the following types of display devices:
On the display of the ship's radar or displays with radar plotting functions (ARPA);
On the display of the electronic cartographic navigation information system (ECDIS);
On the displays of integrated navigation systems (INS - Integrated Navigation System) or integrated bridge systems (IBS - Integrated Bridge System);
On specialized displays of VTS operators, ship reporting systems and other coastal services.
Since the main purpose of AIS when used on board a ship is collision avoidance, it is advisable to display AIS information on ships, first of all, on displays traditionally used for collision avoidance - radar and ARPA. However, due to a number of technical reasons, the display of AIS information is possible only on modern radar/ARPA indicators that fully comply with the requirements of IMO Resolutions MSC 64(67) and A.823(19), as well as IEC Standards 60872, 60936 and 61162. In addition, the user interface of such indicators should include specific functions related to the management of AIS information and/or to the integrated (combined) display of AIS information and radar information. Such devices began to appear on the maritime electronics market since 2002 and have not yet been widely used on marine vessels.
Therefore, one of the available means for displaying AIS information on board a ship today can be an electronic charting navigation information system.
Performance requirements for Electronic Chart Navigational Information Systems (ECDIS) are defined in IMO Resolutions A.817(19) and MSC.86(70). The main function of the ECDIS is to assist in ensuring the navigational safety of navigation.
ECDIS is a navigational information system which, with appropriate backup devices, can be considered to meet the requirement for an updated chart under SOLAS 74 regulation V/20.
This goal is achieved by combining information coming from the system electronic navigation chart (SENC) with data on the position of the vessel. If necessary, the display can also display additional navigation information, which should first of all be allocated to radar information and AIS data.
ECDIS information and additional information must be displayed in a common coordinate system, must not distort the SENC information and be clearly distinguishable from it.
On modern ships, AIS information, together with radar information, can be displayed on the displays of integrated navigation systems (INS) or integrated boom systems (IBS), which are becoming increasingly common. When displaying AIS information and information from radar/ARPA together, it is recommended to follow the following basic principles given in the IMO and IALA (International Association of Marine Aids to Navigation and Lighthouse Authorities) guidelines.
AIS symbols should not impair the observation of echoes and radar tracking symbols. AIS symbols and radar tracking symbols must be clearly distinguishable from each other (insei om, shape or size);
Target data obtained from AIS and as a result of radar tracking should be clearly distinguished from each other. The data source (AIS or ARPA) must be indicated; properties of target vectors (extrapolation time, relative or true motion vectors) displayed from AIS and radar/ARPA data must be identical;
The established display mode (image orientation along the course or along the meridian, stationary or moving symbol of own ship) should apply to both targets tracked by radar / ARPA and AIS targets;
If radar/ARPA auto-lock restricted zones are set, then these zones must be in effect to activate AIS targets. When entering the automatic capture zone, the "sleeping" AIS target should become "active",
Closest Point of Approach/Time to Closest Point of Approach (CPA/TCPA) limits set by the operator should apply to both radar/ARPA targets and AIS targets. whether conditions of dangerous approach from another source of information;
For radar/ARPA targets that provide AIS information, automatic selection of the information type may be provided to avoid displaying two symbols for the same target. The operator must be able to change the predefined automatic selection criteria,
If the criteria for automatic selection of the type of information on targets are met, symbols and AIS data should be displayed. In this case, the presence of radar tracking and related data should be indicated and the data should be available.
The recognized leader in the development of ECDIS is Transas Marine Ltd. One of the company's latest products is the Navi-Sailor 3000 (NS) electronic charting system.
Being an integrated environment, NS allows you to process a lot of data coming from various external sensors. One such sensor can be an AIS kit. When paired with an NS, you have the following options:
Receive and display data on vessels using AIS (coordinates, name, MMSI, IMO number, navigational status of the vessel, type of vessel and nature of cargo, heading, speed, etc.); receive and display additional information transmitted by ship and coastal AIS;
Transmit data about own vessel (coordinates, name, MMSI, IMO number, navigational status of the vessel, type of vessel and nature of cargo, course, speed, etc.);
Send messages with different status to other AIS objects;
Transfer information about AIS targets rendered in NS to other objects of the AIS system.
Fig 29 12. Fleet Manager IZB software complex map area
Targets received from AIS are displayed and processed in the NS system with unique identifiers (MMSI, IMO #, name, call sign). According to their characteristics, the goals have a different form.
Thus, an elongated triangle indicates any non-dangerous target, information about which was updated less than 40 seconds ago. An equilateral triangle indicates a dangerous target (both CPA and TCPA values are less than specified).
Rhombus - any target, information from which is not updated for 40 seconds, etc. All targets are colored green. On large-scale maps, targets are displayed as the outline of the ship.
A free cursor is used to quickly obtain more detailed information about a specific target. With its help, a special form with data on the AIS of the target is displayed.
The NS provides for working with AIS as a means of receiving and transmitting service information. Service messages from other stations are received and displayed automatically. It is possible to poison both text messages and target messages. The message status (Normal or Safety) is assigned by the operator depending on the importance of the message being transmitted.
Another product that has received recognition and wide distribution in the ECDIS market is the Fleet Manager IZB software package developed by INT Co., Ltd. The complex consists of server and client parts.
The server includes an updated database of ships and positions and a set of specialized programs (interface modules) that allow you to work with information coming through various channels (AIS, DSC, INMARSAT, etc.). The operator interacts with the system using a client workstation.
The main window of the software package, along with the main area of the map (Fig. 29.12), includes the main menu, toolbar, additional information panel, and status and control panel.
In the map area, AIS targets are displayed with special graphic symbols. In this case, the corresponding AIS target is displayed in the form of a rhombus with a velocity vector and a trajectory of the distance traveled.
The group of targets is displayed as triangles indicating the number of targets in the group. Operational information about the selected target (name, MMSI, call sign, vessel hype, IMO number, destination and time of arrival, current coordinates, vessel characteristics, etc.) can be obtained from the additional information panel.
The main menu with a toolbar and a status and control panel allows you to set the program operation modes, adjust the ship database, create bookmarks for certain areas of the map, set up filters for displaying ships and positions, etc.
The undoubted advantage of the complex under consideration is the possibility of sharing software modules that allow processing AIS data, controlling the amount of information stored in the position database, creating, sending and receiving messages, creating simulation programs from external sensors, etc.
Use of AIS in vessel traffic control systems
Use of AIS in vessel traffic control systems
In accordance with IMO Resolution MSC.74(69), the main coastal services using AIS in ship-to-shore mode are vessel traffic control systems (VTS), as well as ship reporting systems that provide coastal States with information about the vessel and its cargo.
The use of AIS as a technical means of SRDS allows you to realize the following advantages:
Possibility of automatic identification of controlled vessels, which eliminates the need for radio direction finders and / or voice radio exchange for identification purposes;
Automation of obtaining from ships the information necessary for the operation of the SRDS (vessel type, length, width, draft, port of destination, route, etc.);
Automation of the transmission to ships of information about the navigational situation in the area of SRDS, hydrometeorological information and warnings about dangerous phenomena;
Possibility of automated transmission via AIS channels of information about ships not equipped with transponders, but accompanied by SRDS radar;
Significant reduction in errors in determining the coordinates and elements of the movement of controlled vessels in comparison with radar tracking;
Exclusion of other specific limitations and shortcomings inherent in radar tracking (effect of shading, false echoes and interference, the possibility of losing and switching tracking, increasing errors in target maneuver, etc.);
Possibility of a significant expansion of the area of operation of the SRDS with a significant reduction in construction costs and operating costs.
Ensuring automatic identification and automation of the mutual exchange of information between the SRDS center and ships using AIS helps to reduce the volume of radiotelephone traffic, and in some cases allows it to be completely eliminated (for example, for ferries and other local ships). As a result, the additional burden on navigators and SRDS operators is reduced, which contributes to an increase in the level of navigation safety.
The use of AIS and SRDS as a center processing and distributing AIS information received from ships makes it possible to exclude parallel transmission of radiotelephone information from a ship to other port services (pilot service, port authorities, agency, towing, stevedoring, bunkering and other companies engaged in ship service in the port).
In addition, the introduction of AIS in the largest ports of the world (Singapore, Rotterdam, Hong Kong, Hamburg and others) allows solving serious problems with the overload of VHF channels of the maritime mobile service, thereby contributing to an increase in the efficiency of ports.
Of great importance for ensuring the safety of navigation in port waters and in coastal waters is the transmission by the SRDS center through AIS base stations of binary (binary) messages, for example, message No. 8 containing information about ships not equipped with AIS, but accompanied by coastal radars as part of SRDS.
As a result of such an operation, a vessel that is not equipped with an AIS station is nevertheless displayed on the AIS displays of all other vessels. All the necessary information on such a ship is transmitted as part of a binary message by the coast base station.
To implement this function, the radar information processing equipment must be connected to the common AIS and radar tracking database, as well as to the AIS base station controller.
The second type of AIS binary messages related to the activities of the RDMS is information about the transition plan in the area of the RDMS (the route of the ship), which is reported by the ship to the NDRS Center or offered by the NDRS center to the vessel.
The use of AIS in RDMS makes it possible to compensate for the limitations and shortcomings of traditional radar monitoring and tracking, and thereby significantly improve the efficiency and quality of the information received on the movement of ships in the RDMS coverage area. The advantages and benefits of AIS in this aspect are in many ways similar to the use of AIS on ships.
The principle of AIS functioning together with coastal services is illustrated in Fig. 29.13.
Fig.29.13. AIS functioning together with coastal services
Additionally, the use of AIS in SRDS allows to significantly expand the zone of effective control of the movement of ships equipped with AIS, without increasing the number of coastal radars.
This advantage of AIS is especially important for indented coasts and archipelagos, where one AIS base station can cover the water area that requires several radars to fully ensure radar control. Accordingly, capital investments and operating costs of SRDS are significantly reduced.
At the same time, the use of AIS does not preclude the installation of a radar station to monitor the most difficult sections of the expanded area of SRDS coverage, especially if there are vessels in the navigation structure that are not subject to AIS equipment.
In areas of the SRDS coverage area not controlled by radar, obtaining information about ships not equipped with AIS is ensured by using elements of ship reporting systems - regular reports on radiotelephone channels to the SRDS center at certain points of the route or at the boundaries.
However, not all SRDS centers necessarily have AIS in their composition. The general position of IALA regarding the introduction of AIS in RDMS is quite clearly expressed in the "Manual on RDMS" (VTS Manual 2002):
"In order to avoid a situation in which AIS-equipped ships would unreasonably assume that the SRDS center is capable of receiving their messages, the SRDS Administration should consider publishing the AIS status of the MRDS. Where appropriate, the date when The administration plans to implement AIS in SRDS."
- Maritime stations
- river stations
- Other
Marine radio equipment - equipment designed to protect human life at sea, ensure the safety of navigation, manage the operation of the fleet and transmit public and private correspondence. For the effective use of radio equipment on ships, it is necessary to know its construction principles, technical characteristics and operation features. Depending on the navigation area, different requirements are put forward for marine radio equipment.
A1 - in the coverage area of coastal VHF radiotelephone stations using DSC.
A2 - in the coverage area of MF radiotelephone stations using DSC, excluding area A1.
A3 - in the coverage area of INMARSAT satellites, excluding areas A1 and A2.
A4 - outside the districts A1, A2, A3.
Thus, the radio equipment on the ship consists of three complexes: VHF equipment, MF / HF equipment and a ship earth station (SES) of the INMARSAT system. Regardless of the areas of navigation, each ship must be equipped with: VHF radio installation, SRS (radar beacon), NAVTEX receiver, EPIRB (emergency radio beacon), portable emergency VHF radio stations.
The radio equipment on the ship must comply with the GMDSS requirements specified in the rules of the RMRS (Russian Maritime Register of Shipping) and RRR (Russian River Register). Each vessel shall be provided with a spare power source by which the radio equipment can provide distress communications in the event of failure or damage to the main and emergency power sources. When switching from one power source to another, light and sound alarms should work. For the operation and repair of equipment, maintenance is provided, which performs the following procedures: delivery to the installation site, storage (if necessary) and installation. All these steps must be carried out in accordance with the instructions in the technical documentation.
The quality of radio equipment is a set of indicators that determine its compliance with modern requirements of science and technology. The quality indicators of the device include reliability, performance, economy, safety, design, etc. Many indicators have a numerical value and, in essence, determine the effectiveness of the use of any equipment on a ship.
On ships with a displacement of over 500 r.t. there must be at least three VHF portable stations and two radar transponders. On ships with a displacement of 300 to 500 r.t. - two stations and 1 radar station. It is also recommended that vessels be equipped with equipment for facsimile reception.
In the catalog of the company's products you can get acquainted with various models and brands of world manufacturers of radio equipment and make the necessary order.
- Gyroscopic compasses
- Magnetic compasses
- Chartplotters
- lags
- weather sensors
- GNSS receivers GPS/GLONASS
- Radar stations
- Repeaters
- SKDVP (BNWAS)
- VDR/U-VDR flight data recorders
- Automatic Identification System (AIS)
- Systems for receiving external audio signals
- sonars
- satellite compass
- echo sounders
- Autopilot
- Electronic cartography
- FleetBroadband
- Inmarsat LRIT, SSAS (LRIT, SSAS)
- Iridium (Iridium)
- Satellite television
- BGAN terminals
- VSAT terminals
Satellite communication at sea is now an important means of communication with the coast. Satellites of various operators create a large coverage of the earth's surface, which provides communication from anywhere in the world.
On ships supervised by classification communities, both mandatory and optional satellite equipment is used. On small ships, boats, yachts, satellite equipment is used at the discretion of the owners and mainly for Internet access.
Equipment types:
Terminals Inmarsat LRIT, SSAS (LRIT, SSAS) are marine satellite equipment, mandatory for installation on passenger, commercial and cargo ships with navigation areas A2, A3, A4.
- Ship Security Alert System - allows you to send a hidden alarm in case of an attack on the ship. LRIT or LRIT is a long-range vessel identification and tracking system.
- FleetBroadband terminals are the equipment of the maritime satellite communications system, providing broadband Internet access, providing satellite telephone communications, and SMS messaging.
- VSAT - equipment that provides high-speed data transmission via satellite Internet, which allows you to organize even video conferences on board.
BGAN terminals are also used for these purposes, which differ from FBB and VSAT equipment in compactness, mobility and communication speed.
Of the highly specialized satellite marine equipment, ships use: a satellite communication station, a TV signal reception antenna and, for distant navigation areas, telephones operating through satellite communication systems of such operators as Iridium, Inmarsat and Thuraya.
- Inclinometers
- NAVIS automation systems
- Praxis automation systems
- MRS automation systems
- Fuel consumption monitoring systems
- Sensors
- ABS automation systems
- Automation systems Valkom
1. Maintenance, service and repair of marine electrical automation:
- automation of remote control systems of main engines;
- automation of ship power plants;
- repair and adjustment of power plant systems;
- repair, adjustment and testing of automation and alarms of the main engines (Wartsila, MAN, MAK, SKL);
- repair, adjustment and testing of automation and alarms of auxiliary and emergency diesel generators (Volvo Penta, Scania, Deutz, CAT).
2. Maintenance, service and repair of electrical equipment of general ship systems:
- repair, adjustment of steering devices and automation of autopilots;
- repair, adjustment, complex check of systems of the fire alarm system;
- automation of boiler equipment;
- automation of fuel preparation systems;
- automation of water treatment systems;
- automation of wastewater treatment systems.
3. Maintenance, service and repair of deck machinery electrical equipment.
4. Development and approval of project documentation for the modernization and re-equipment of ship automation systems.
5. Capital, medium and current repairs of electric motors and generators of any capacity. Repair and adjustment of the excitation system of generators, adjustment of parallel operation of generators.
- Headsets and handsets
- Hydrostats
- Spare parts for KVU
- SPTA for gyrocompasses
- Spare parts for typhons
- Magnetrons
- Converters and distributors
- Batteryless communication systems
- Fire safety systems
- Marine displays and PC
- Ship typhons
- Batteries (batteries)
- Power supplies
- Additional blocks
Publication date: 12.04.2016
THE GOVERNMENT OF MOSCOW
RESOLUTION
ABOUT AUTOMATED INFORMATION PROVISION SYSTEM
ACTIVITIES OF THE MAIN CONTROL DEPARTMENT OF THE CITY OF MOSCOW
In order to automate the processes of exercising control over compliance with the regulatory legal acts of the Russian Federation and the legal acts of the city of Moscow on the contract system in the field of procurement of goods, works, services to meet state and municipal needs, the interaction of the Main Control Directorate of the city of Moscow with customers of the city of Moscow on the procurement of goods , works, services to meet the needs of the city of Moscow, internal state financial control, control over the provision of public services to the city of Moscow, management of receivables of the executive authorities of the city of Moscow and their subordinate organizations The Government of Moscow decides:
1. Approve the Regulations on the automated information system for ensuring the activities of the Main Control Department of the city of Moscow (appendix).
2. Determine that:
2.1. The Department of Information Technologies of the city of Moscow is the state customer for the creation of an automated information system for supporting the activities of the Main Control Directorate of the city of Moscow.
2.2. The Main Control Department of the City of Moscow is the operator and state customer for the development of an automated information system for supporting the activities of the Main Control Department of the City of Moscow.
3. To impose control over the implementation of this resolution on the Minister of the Government of Moscow, the head of the Department of Information Technologies of the City of Moscow, Ermolaev A.V.
Mayor of Moscow
S.S. Sobyanin
Appendix
to the decision of the Government
POSITION
ABOUT AUTOMATED INFORMATION SYSTEM
SUPPORT OF THE ACTIVITIES OF THE MAIN CONTROL
MOSCOW CITY DEPARTMENTS
1. General Provisions
1.1. The Regulation on the automated information system for supporting the activities of the Main Control Department of the city of Moscow (hereinafter referred to as the Regulation) defines the purpose, basic principles and rules for the functioning of the automated information system for supporting the activities of the Main Control Department of Moscow (hereinafter referred to as AIS "Glavcontrol"), the composition of the participants in information interaction using AIS "Glavkontrol" (hereinafter referred to as participants in information interaction), their rights and obligations.
1.2. AIS "Glavkontrol" is a state information system of the city of Moscow, designed to automate the processes of monitoring compliance with regulatory legal acts of the Russian Federation and legal acts of the city of Moscow on the contract system in the field of procurement of goods, works, services to meet state and municipal needs (hereinafter - control in the field of procurement), interaction between the Main Control Department of the city of Moscow and customers of the city of Moscow on the procurement of goods, works, services to meet the needs of the city of Moscow (hereinafter - procurement), internal state financial control, control over the provision of public services of the city of Moscow, management of accounts receivable debts of the executive authorities of the city of Moscow and their subordinate organizations.
1.3. AIS "Glavkontrol" is the property of the city of Moscow.
1.4. The tasks of AIS "Glavkontrol" are:
1.4.1. Automation of planning processes for the conduct by the Main Control Department of the City of Moscow of control measures in the field of procurement, including scheduled inspections of customers in the city of Moscow, as well as the implementation of inspections, audits, surveys in the exercise of internal state financial control, inspections in the exercise of control over the provision of public services in the city of Moscow .
1.4.2. Automation of the processes of accounting for the results of the Main Control Department of the City of Moscow of control measures in the field of procurement, including scheduled and unscheduled inspections of customers in Moscow, as well as audits, surveys in the implementation of internal state financial control, inspections in the exercise of control over the provision of public services in the city of Moscow .
1.4.3. Automation of the processes of accounting for the results of the activities carried out by the Main Control Department of the City of Moscow as part of the initiation and consideration of cases of administrative offenses, the authority to consider which is vested in the Main Control Department of the City of Moscow.
1.4.4. Automation of the processes of collecting information on the conduct of control measures by the Main Control Department of the city of Moscow in the areas specified in clause 1.2 of this Regulation, as well as other information received on the basis of requests from the Main Control Department of the city of Moscow as part of such events.
1.4.5. Automation of the processes of monitoring the implementation by the executive authorities of the city of Moscow of internal state financial control.
1.5. The functions of AIS "Glavkontrol" are:
1.5.1. Ensuring the input, storage and processing of information on the implementation of control in the field of procurement, interaction of the Main Control Department of the city of Moscow with customers of the city of Moscow on procurement, internal state financial control, control over the provision of public services in the city of Moscow, management of receivables of the executive authorities of the city of Moscow and organizations subordinate to them.
1.5.2. Formation of standard electronic forms of documents necessary for carrying out control measures in the areas specified in clause 1.2 of this Regulation.
1.5.3. Accounting for information on procurement, on the presence of receivables from the executive authorities of the city of Moscow and their subordinate organizations, as well as on the initiation and consideration of cases of administrative offenses, the authority to consider which is vested in the Main Control Department of the city of Moscow.
2. Participants of information interaction
2.1. Participants of information interaction are:
2.1.1. Operator of AIS "Glavkontrol".
2.1.2. Users of the AIS "Glavkontrol" are civil servants of the city of Moscow, replacing the positions of the state civil service of the city of Moscow in the Main Control Department of the city of Moscow.
2.2. Operator of AIS "Glavkontrol":
2.2.1. Approves the Rules of operation of the AIS "Glavkontrol".
2.2.2. Provides:
2.2.2.1. Functioning of the AIS "Glavkontrol" in accordance with the Regulations for the functioning of the AIS "Glavkontrol".
2.2.2.2. Development of software and hardware means of AIS "Glavkontrol".
2.2.2.3. Connection of users of AIS "Glavkontrol" to AIS "Glavkontrol" in accordance with the Rules of operation of AIS "Glavkontrol".
2.2.2.4. Information and technological interaction of AIS "Glavkontrol" with other information systems of the city of Moscow.
2.2.2.5. Integrity and immutability of information from the moment it enters the AIS "Glavkontrol", protection of such information, its backup, and, if necessary, restoration.
2.2.3. Carries out:
2.2.3.2. Technical support and consulting support for users of the AIS "Glavkontrol" on the technical functioning of the AIS "Glavkontrol".
2.3. Separate functions of the operator of the AIS "Glavkontrol" by its decision may be transferred to another executive body of the city of Moscow or an organization in accordance with the legislation of the Russian Federation and the legislation of the city of Moscow.
2.4. User of AIS "Glavkontrol":
2.4.1. Complies with the requirements of operational documentation for the use of AIS "Glavkontrol".
2.4.2. Ensures the safety of its credentials provided by the operator of the AIS "Glavcontrol" for using the functionality of the AIS "Glavcontrol", non-disclosure of these data, as well as preventing the use of the functionality of the AIS "Glavcontrol" by third parties without the consent of the operator of the AIS "Glavcontrol".
3. Final provisions
3.1. Information constituting a state secret is not subject to processing in the AIS "Glavkontrol".
3.2. Information interaction of participants in information interaction is carried out in accordance with the Regulations for the functioning of the AIS "Glavkontrol".
3.3. Information and technological interaction with other information systems of the city of Moscow is carried out in the prescribed manner using the regional system of interdepartmental electronic interaction, the Automated System "Unified System for Maintaining and Managing Registers, Registers, Reference Books and Classifiers".
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