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AIS-SART

The Automatic Identification System transmitter (AIS-SART) is a compact, self-contained distress designed to transmit automated position reports and safety messages via VHF AIS frequencies, enabling nearby vessels and equipped with AIS receivers to locate survival craft or persons in distress with high precision. It operates on dedicated channels 161.975 MHz (AIS 1) and 162.025 MHz (AIS 2), using GPS-derived data to broadcast coordinates, unique identification, and static information at regular intervals during emergencies. Standardized by the () under Resolution MSC.246(83) adopted in 2007, the AIS-SART provides performance standards for operation, including a 1-minute reporting interval in distress mode and detectability at a minimum range of 5 nautical miles from an observing ship. As part of the Global Maritime Distress and Safety System (GMDSS), it became an approved alternative to traditional transponders (SARTs) on January 1, 2010, under amendments to the International Convention for the Safety of Life at Sea (SOLAS) Chapter IV. Carriage requirements specify at least one AIS-SART on cargo ships of 300–500 gross tons and one on each side of passenger ships and larger cargo ships, stowed for rapid deployment into survival craft. Key features include a life of at least 96 hours in continuous operation, waterproof construction to 10 meters depth, positive for floating, and activation via manual or water-immersion methods, with transmissions using the self-organizing (SOTDMA) protocol for reliable signal propagation. Detection ranges typically extend 5–9.5 nautical miles from ships at 1 meter above and up to 129 nautical miles from at 20,000 feet, surpassing radar SARTs by allowing signals to propagate over line-of-sight obstacles like headlands. Each unit features a unique (MMSI) in the format 970** ****, ensuring clear differentiation on AIS displays where it appears as a distinctive , such as a solid-lined circle containing a .

Background

Automatic Identification System (AIS)

The Automatic Identification System (AIS) is a VHF radio-based designed for maritime vessels to automatically broadcast their position, identity, and voyage data to other ships and shore stations, facilitating collision avoidance and efficient vessel traffic management. It employs (TDMA) technology in the VHF maritime mobile frequency band to enable short-range, real-time data exchange without central coordination. Developed in the 1990s under the coordination of the International Association of Lighthouse Authorities (IALA) and the (IMO), AIS emerged as a solution to improve navigational safety amid growing maritime traffic densities. The system integrates with Global Navigation Satellite Systems (GNSS), such as GPS or , through an electronic position fixing system (EPFS) to derive precise location data, including latitude, longitude, course over ground, and speed over ground, with positions referenced to the WGS-84 datum. Key AIS message types include dynamic position reports sent via Message 1 (scheduled reports for Class A stations), Message 2 (assigned schedule reports), and Message 3 (responses to interrogations), which update vessel movement every 2-10 seconds depending on speed and maneuvers. Message 5 transmits static and voyage-related information, such as the vessel's (MMSI), name, dimensions, type, and destination. AIS operates on dedicated channels: AIS1 at 161.975 MHz and AIS2 at 162.025 MHz, using or half-duplex modes. AIS transponders are categorized into Class A and Class B variants to suit different vessel requirements. Class A, mandatory under SOLAS Chapter V for ships of 300 and above on international voyages, as well as all passenger ships regardless of size, features higher transmission power (up to 12.5 W) and self-organizing TDMA access for robust performance in high-traffic areas. In contrast, Class B devices, intended for voluntary installation on smaller craft under 300 , operate at lower power (up to 5 W for SOTDMA variants or 2 W for carrier-sense TDMA) and transmit less frequently to minimize interference. AIS also supports the Global Maritime Distress and Safety System (GMDSS) by enabling automatic position reporting in distress scenarios.

Traditional Search and Rescue Transponder (SART)

The Traditional (SART) is a self-contained, -based device operating in the 9 GHz X-band frequency band (9.2–9.5 GHz). It functions as a that passively receives interrogating pulses from a searching vessel's or aircraft's X-band and actively responds with a series of 12 pulses, which manifest as a line of equally spaced dots expanding into concentric arcs on the . This distinctive visual , extending radially from the SART's position, enables rescuers to locate survival craft or distressed vessels within line-of-sight range, distinguishing the signal from typical sea clutter or other echoes. The operational range of a traditional is approximately 5–10 nautical miles when detected by a surface vessel's , though this can diminish to as low as 1–2 nautical miles in poor or high sea states due to signal attenuation and reduced antenna height. Detection requires direct , limiting effectiveness beyond the , which is typically 30–40 nautical miles for at higher altitudes but much shorter for surface searches. The device is manually activated via a switch, entering standby mode until interrogated, and its cylindrical, buoyant, waterproof housing (IP67 or better) is designed for mounting on lifeboats, liferafts, or lifebuoys, often with a telescoping pole to elevate the at least 1 meter above the water for optimal performance. Typical dimensions are 250–300 in length with a of 60–100 , and weight ranges from 400–500 grams, including the non-rechargeable pack. The provides at least 96 hours of standby plus 8 hours of continuous , with a 5-year before replacement. Introduced in the as part of enhancements to protocols, the became mandatory under SOLAS Chapter III (Regulation 6.2.1) for survival craft on ships constructed on or after 1 July 1986, with full implementation for all relevant vessels by 1 February 1995, to provide a reliable means of locating persons in distress during operations. This requirement stemmed from amendments to the 1974 adopted in 1983 and 1988, integrating SART into the Global Maritime Distress and Safety System (GMDSS) framework. Despite its effectiveness in clear conditions, the traditional has notable limitations: it is ineffective beyond the line-of-sight , offers no of precise data or vessel identification (relying solely on the visual arc pattern for location), and its signals can be obscured by radar clutter in areas with or environmental , potentially delaying efforts. Post-2010 developments in AIS-based transponders have emerged as enhancements to overcome these constraints by incorporating .

Description

Purpose and Design Features

The AIS-SART (Automatic Identification System Search and Rescue Transmitter) serves as a critical distress signaling device designed to transmit the real-time position, identity, and distress status of survival craft, such as lifeboats or liferafts, to nearby vessels and equipped with AIS receivers, thereby facilitating rapid location and rescue operations in emergencies. This functionality builds on standard AIS messaging protocols to broadcast safety-related signals that alert rescuers without requiring detection. By integrating with the Global Maritime Distress and Safety System (GMDSS), the AIS-SART enhances the efficiency of efforts under SOLAS requirements. Physically, the AIS-SART is engineered as a compact, buoyant, and self-contained cylindrical unit, typically measuring approximately 250 mm in height and 80-90 mm in diameter, with a weight of 450-500 grams, allowing for easy portability and mounting on survival craft. Its bright orange casing ensures high visibility in environments, and the device is to 10 meters for at least five minutes, making it suitable for deployment in liferafts or lifeboats. The design emphasizes durability, with resistance to drops from 20 meters, exposure to , , and , as well as operation in temperatures ranging from -20°C to +55°C. Key functional features include integrated GNSS (Global Navigation Satellite System) for precise positioning with accuracy better than 10 meters, enabling position updates every minute to ensure rescuers receive current coordinates. It offers a minimum 96-hour active transmission life from a non-hazardous with a 5-year standby service interval, supporting prolonged distress signaling. Activation can be manual via a pull ring or switch, with automatic options in some models, complemented by visual LED indicators (green for GPS fix, red for errors) and audible buzzers to confirm status and alert users. A unique assignment, formatted as 970xxyyyy where "xx" denotes the manufacturer ID, distinguishes AIS-SART signals from standard vessel transmissions on AIS displays, often appearing as "SART ACTIVE" or similar alerts. These design elements provide significant advantages, including high portability for quick deployment in survival craft and robust resistance to harsh conditions, equivalent to IP67 ingress protection standards, ensuring reliability during extended exposure to water, shock, and environmental stressors. Compliance with Resolution MSC.246(83) and related SOLAS amendments further validates its role as an approved alternative to traditional radar SARTs for enhanced distress signaling.

Key Components

The AIS-SART (Automatic Identification System Search and Rescue Transmitter) integrates specialized hardware subsystems to facilitate distress signaling via VHF AIS channels while ensuring reliability in survival scenarios. Its design emphasizes compactness, durability, and compliance with international standards for emergency beacons. The GNSS receiver is a core component, utilizing GPS and optionally for precise position acquisition, providing , , course over ground (), and speed over ground () data with accuracy better than 2.5 meters under optimal conditions. It features multi-channel tracking (up to 48 channels) with high sensitivity (-159 dBm for acquisition and tracking) and typically achieves a position fix within 15 minutes of activation, requiring an unobstructed sky view. If synchronization is lost, it transmits the last known position to maintain signaling integrity. The VHF transmitter serves as the primary communication element, functioning as a dedicated AIS transceiver that broadcasts on dual channels (AIS1 at 161.975 MHz and AIS2 at 162.025 MHz) using (TDMA) protocol with a nominal output power of 1 W EIRP (±3 ). It employs Gaussian (GMSK) modulation at 9,600 bps data rate and vertical for coverage, enabling of AIS Message 1 (position report) and Message 14 (safety-related broadcast). A , integrated with , processes GNSS data, composes AIS messages including the unique 9-digit MMSI identifier (formatted as 970 followed by manufacturer and ), and manages operational modes such as standby, active , and self-test. It handles optimization, detection, and of parameters, ensuring autonomous without external inputs. Power is supplied by a non-rechargeable lithium-based , typically comprising primary lithium-thionyl cells (e.g., two C-size at 7.2 V/3.6 Ah) with built-in for remaining life indication via voltage checks. It guarantees at least 96 hours of continuous operation across a range of -20°C to +55°C and has a minimum 5-year shelf life, after which replacement is required. The system consists of an integrated or deployable VHF element, often a PCB-based design combined with the GNSS antenna for compactness, optimized for vertical and base mounting to achieve while maintaining . It supports transmission from a height of at least 1 meter above when deployed. elements include a manual activation switch (often under an anti-tamper cap), dual-color LED indicators for status (e.g., power, GPS fix, transmission active), and an optional audible for alerts, with some models featuring a test button and flashing every 30 seconds during operation. These provide visual and tactile feedback without requiring complex user interaction. The housing is constructed from durable, glass-reinforced in a highly visible or finish, measuring approximately 251 mm × 89 mm × 89 mm or 300 mm × 70 mm diameter, with a weight around 283–400 g including . It is buoyant, waterproof to 10 m for 5 minutes, resistant to , , and sunlight, and capable of withstanding a 20 m drop test, often including a mounting for attachment to survival craft. These components collectively adhere to IEC 61097-14 for integration and performance in GMDSS applications.

Technical Specifications

Transmission Protocol

The AIS-SART employs the self-organizing time division multiple access (SOTDMA) protocol, a variant of the (TDMA) scheme integral to the standard (AIS), to ensure collision-free transmission of distress signals over VHF maritime channels. This protocol divides each 60-second frame into 2,250 time slots, allowing the AIS-SART to dynamically select unoccupied slots based on received signals from nearby AIS stations, thereby integrating seamlessly with the existing AIS network without requiring dedicated channels. In the event of slot conflicts, the device implements retransmission by probing alternative slots, maintaining transmission reliability. For distress alerting, the AIS-SART transmits AIS Message 14, a safety-related broadcast that includes a , the unit's position, and a textual identifier such as "SART ACTIVE" in operational mode or "SART TEST" during testing. Complementing this, it sends AIS Message 1 for periodic position reports, encoding the device's location derived from an internal GNSS receiver using the WGS-84 datum. The data payload for these messages is structured within the 168-bit AIS (with for variable length up to 256 bits), incorporating the AIS-SART's unique (MMSI) prefixed with 970 (followed by a manufacturer code and ), current coordinates, navigational status, and a distress indicator, while omitting voyage-related data to emphasize brevity and priority for rescue operations. Each message concludes with a (CRC) for integrity verification, ensuring detection of transmission errors. Transmission occurs in a burst of eight messages (a mix of Message 1 and Message 14) approximately every minute when active, with slots spaced at 75-slot intervals (roughly 2 seconds apart) and alternating between the two primary AIS VHF frequencies to maximize reception probability. In test mode, the cycle remains similar but identifies the transmission as non-emergency to avoid false alarms, while the device continuously updates its via GNSS for real-time accuracy during both modes. This aligns with IMO performance standards, enabling the AIS-SART to broadcast distress information compatibly with shipborne and shore-based AIS receivers.

Performance Parameters

AIS-SART devices transmit at a VHF output power of 1 watt, which supports detection ranges of 5-10 nautical miles by shipboard Class A AIS receivers and up to 40-50 nautical miles by receivers. The battery provides a minimum of 96 hours of continuous within an operating temperature range of -20°C to +55°C, along with a standby life of 5 years when subjected to annual self-tests. Environmental specifications include an operating temperature range of -20°C to +55°C, with stowage tolerance from -30°C to +70°C; the device is waterproof to a depth of 10 meters for at least 5 minutes and capable of withstanding a drop from a height of 20 m into the . Integrated GPS receivers achieve acquisition in under 2 minutes and in under 10 seconds, delivering position accuracy of approximately 10 meters under HDOP conditions. On compatible AIS displays, the AIS-SART appears as a distinct "SART" icon, often accompanied by audible alarms and text indicators such as "SART ACTIVE" to alert operators. These parameters adhere to IMO performance standards outlined in resolution MSC.246(83) and IEC 61097-14.

Operation

Activation Procedures

The activation of an AIS-SART device is typically performed manually in emergency situations to ensure controlled deployment on survival craft such as liferafts or lifeboats. For manual activation, users break off a protective anti-tamper tab or seal to access the activation switch, then press or pull the designated button or ring for 2-3 seconds until an LED indicator illuminates, confirming power-on. The device then initiates GNSS acquisition, with the LED flashing orange or red during this phase; a green or solid light indicates successful GPS lock, which generally occurs within 1-2 minutes under clear skies, though it may take up to 15 minutes in obstructed conditions. Certain models incorporate automatic deployment features for enhanced reliability during abandonment. These are triggered by water immersion, activating after 3 seconds of continuous contact via a water switch, or integrated with hydrostatic release units on liferafts that deploy the device upon submersion to a depth of 1-4 meters. Such designs include self-righting buoyancy to ensure the antenna orients upright post-deployment. AIS-SARTs use GNSS receivers to determine and include precise position data in transmissions once activated. For routine maintenance, a dedicated test mode allows verification without issuing a distress alert. Users press and hold the test button for 3 seconds, prompting a self-diagnostic cycle that transmits non-emergency test signals for approximately 1-5 minutes, indicated by flashing LEDs and audible beeps if successful. Tests are recommended monthly or annually under clear skies to confirm functionality and battery status, but excessive use should be avoided to preserve the 5-year battery life. Proper placement is essential for signal efficacy following activation. Devices are mounted on survival craft bulkheads using provided brackets or held handheld, with the elevated at least 1 meter above the to maintain an unobstructed sky view and avoid metallic interference. Post-activation, the AIS-SART enters a transmission loop, broadcasting position updates and distress messages in bursts every 30 seconds to 1 minute on AIS channels, while entering low-power sleep modes between transmissions to conserve for at least 96 hours of operation. An integrated LED may flash periodically to aid visual location.

Detection and Localization

AIS-SART signals are transmitted via VHF frequencies (161.975 MHz and 162.025 MHz) and can be received by any standard AIS receiver, including Class A and Class B transceivers, within line-of-sight range, typically 5-10 nautical miles from a vessel-mounted at , with extended detection up to 129 nautical miles from at 20,000 feet. Upon reception, the signal is processed as a high-priority distress , appearing as a dedicated "AIS-SART" target with precise GPS-derived position data, static information, and a safety-related text such as "SART ACTIVE." On integrated navigation systems like Electronic Chart Display and Information Systems (ECDIS) or electronic chart systems (ECS) connected to AIS receivers, the AIS-SART target is prominently displayed with a specialized , such as an 8 mm with a , often in red to denote urgency, alongside real-time tracking, calculated and bearing to the receiving , and dynamic updates every minute. Visual indicators include flashing symbols for active transmissions, while audible alarms are triggered on compliant Class A transceivers to ensure immediate bridge officer attention, with the target prioritized at the top of the AIS target list. Non-compliant older systems may display it as a generic icon with the MMSI code, but modern equipment ensures clear differentiation. In the localization process, rescue personnel use the plotted coordinates from the AIS display to navigate directly to the distress position, enabling efficient on-scene response. Aerial search assets, equipped with AIS receivers, significantly extend the by relaying the position to coordinating vessels or coordination centers (RCCs), facilitating rapid vectoring to the . This process relies on the device's built-in GPS achieving a fix within 15 minutes under clear sky conditions, with the green LED indicator confirming operational status. Challenges in detection include signal occlusion by terrain, structures, or nearby metal objects, which can limit VHF , though this is generally less disruptive than the sea clutter and tuning requirements affecting traditional radar signals. Mitigations involve operator training to promptly recognize and respond to AIS-SART messages on displays, ensuring equipment compliance with standards like IEC 62288 for symbol presentation, and positioning the device at least 1 meter above the surface to optimize transmission. AIS-SART data integrates seamlessly into global (SAR) frameworks, such as the International Aeronautical and Maritime SAR Manual (IAMSAR) and systems like the (AMVER), where received positions are relayed by assisting vessels to RCCs for coordinated multi-asset responses. This enhances overall SAR efficiency by providing accurate, distress location data compatible with broader GMDSS protocols.

Regulatory Framework

IMO and SOLAS Requirements

Under the International Convention for the Safety of Life at Sea (SOLAS), Chapter III, Regulation 6 mandates the carriage of search and rescue locating devices on certain vessels to enhance survival craft detectability during distress situations. For passenger ships and cargo ships of 500 gross tonnage (GT) and above, at least one radar transponder (SART) or AIS-SART must be carried on each side of the ship, stowed in locations enabling rapid placement into survival craft. Cargo ships between 300 and 500 GT are required to carry at least one such device in total. These requirements ensure that survival craft, including lifeboats and liferafts, are equipped with at least one AIS-SART or equivalent per unit, except for liferafts under Regulation III/31.1.4, where alternatives may apply. AIS-SART was integrated into the Global Maritime Distress and Safety System (GMDSS) framework through amendments to SOLAS Chapter IV, as outlined in Resolution MSC.256(84) adopted on 16 May 2008, which entered into force on 1 2010. This resolution designates AIS-SART as an alternative to the traditional 9 GHz radar SART for fulfilling locating device obligations under GMDSS Regulations 7.2 and 7.3, allowing transmission on AIS frequencies to aid detection by equipped vessels. The carriage applies mandatorily to all passenger ships regardless of size and cargo ships of 300 GT and above engaged on voyages. Devices must be stowed accessibly within or near survival craft, with additional units or spares typically maintained on or near the navigation bridge to facilitate immediate deployment. Operational requirements emphasize reliability and readiness, as specified in SOLAS Chapter III, Regulation 20, which requires maintenance, testing, and inspections of in accordance with guidelines. AIS-SART units must undergo annual performance testing during GMDSS radio surveys to verify functionality, including battery condition and signal transmission, conducted by authorized service providers. Batteries must be replaced every five years or upon expiry to ensure the required operational life of at least 96 hours of continuous operation. Additionally, AIS-SART deployment and use must be incorporated into abandon ship drills and muster exercises under Regulation 19, ensuring crew familiarity with activation procedures. Exemptions from these carriage requirements apply to smaller vessels not fully subject to SOLAS provisions, such as ships under GT, which may use alternative distress signaling methods if operating on limited routes or in exempt areas. While the phase-out of traditional SARTs in favor of AIS-SART is encouraged by the to leverage modern AIS networks, it remains optional, allowing continued use of either device to meet obligations.

Certification and Standards

The primary international standard governing AIS-SART performance is IEC 61097-14 (Edition 1.0, published in 2010), which specifies minimum operational, , and testing requirements, including emission characteristics, battery life duration, and environmental resilience tests such as temperature extremes, humidity, and vibration resistance. The (IMO) has established key resolutions for AIS-SART, including MSC.246(83) adopted in 2007, which outlines criteria for survival craft AIS transmitters used in operations, emphasizing reliable transmission of distress position and safety data. Additionally, IMO Resolution MSC.496(105) adopted in 2022 updates aspects of SOLAS Chapter IV related to AIS-SART integration in global maritime distress systems. Certification for AIS-SART devices involves type approval processes administered by recognized authorities, such as the (USCG) or under the former Radio and Telecommunications Terminal Equipment (R&TTE) directive in the , ensuring compliance through laboratory evaluations of transmission range, GPS positioning accuracy, and (EMI) resistance. These approvals require demonstration of adherence to IEC 61097-14 and IMO performance standards via documented test results. Maintenance standards for AIS-SART are guided by IMO Resolution A.996(25) adopted in 2007, which provides a code for implementing mandatory IMO instruments, including requirements for periodic surveys of GMDSS equipment to verify operational integrity. Self-diagnostic tests are mandatory to confirm functionality without depleting the battery, with recommendations to perform checks sparingly to preserve device readiness. AIS-SART standards ensure harmonization with broader AIS protocols through alignment with ITU-R Recommendation M.1371 (latest edition 2014), which defines technical characteristics for AIS messaging in the VHF maritime band, including message formats for distress signals. Furthermore, compatibility with RTCM (Radio Technical Commission for Maritime Services) standards for Global Navigation Satellite Systems (GNSS), such as RTCM SC-104 protocols, supports accurate positioning data integration in AIS transmissions.

Comparisons

With Radar SART

The AIS-SART (Automatic Identification System Search and Rescue Transmitter) represents a digital evolution from the traditional radar SART (), which relies on analog X-band responses to generate visual arcs on a searching vessel's . In contrast, the AIS-SART transmits precise position data via VHF frequencies using the , integrating GPS coordinates directly into communication networks for enhanced accuracy in distress signaling. This shift from radar-based passive reflection to active allows AIS-SART to provide not only location but also static vessel information, such as MMSI numbers, without depending on the interrogating radar's signal strength. Regarding detection range and reliability, AIS-SART offers superior performance in challenging conditions, with typical shipborne detection up to 5-10 nautical miles and aircraft detection extending to 129 nautical miles or more at 20,000 feet, thanks to its omnidirectional VHF transmission that penetrates obstacles like or coastal better than line-of-sight signals. Radar SART, operating on 9 GHz X-band frequencies, is generally limited to about 10 nautical miles for ship detection and is highly susceptible to sea clutter, ducting, and multipath , which can obscure the characteristic arc patterns on screens. These attributes make AIS-SART more reliable in adverse weather, where SART signals may degrade significantly. On display integration, AIS-SART signals appear as distinct symbols with exact , , and course data on modern electronic chart display and information systems (ECDIS) or AIS receivers, enabling automated plotting and rapid response without manual interpretation. SART, however, manifests as a series of concentric arcs on the plan position indicator () of traditional screens, necessitating manual measurement of and bearing rings to estimate , which is prone to and time-consuming in high-stress scenarios. This digital integration aligns AIS-SART seamlessly with contemporary bridge technologies, reducing operational complexity compared to the analog SART. AIS-SART provides a minimum of 96 hours of continuous operation from its and features a 5-year standby life with built-in self-diagnostic testing that simplifies and ensures readiness without frequent interventions. SART last up to 5 years before replacement but provide 96 hours standby plus at least 8 hours of transmission after activation, requiring more rigorous annual performance checks and visual inspections every 2 years to verify functionality, increasing upkeep demands on crews. These advantages contribute to AIS-SART's lower long-term ownership costs. In terms of and , AIS-SART units are generally more affordable at approximately $500-800, offering a cost-effective alternative to SART due to reduced manufacturing complexity and easier integration with existing AIS-equipped bridges on modern vessels. This economic and has driven wider of AIS-SART since its IMO approval as an equivalent under SOLAS Chapter V, Regulation 19, allowing ships to phase out older SARTs in favor of the standard.

With Other Distress Devices

The AIS-SART operates as a short-range VHF locator device, transmitting on AIS frequencies (161.975 MHz and 162.025 MHz) with a typical line-of-sight range of 10-15 nautical miles for nearby vessels, facilitating local (SAR) efforts once responders are in proximity. In contrast, an Emergency Position Indicating Radio Beacon (EPIRB) functions as a global distress alert device on 406 MHz, relaying signals via the COSPAS-SARSAT satellite system for worldwide coverage and initial SAR coordination by international authorities. This distinction positions the AIS-SART for precise, on-scene localization rather than broad-area alerting, with its signals appearing directly on AIS-equipped navigation displays without requiring additional decoding. Compared to a Personal Locator Beacon (PLB), which is a handheld 406 MHz satellite-based intended for individual man-overboard () scenarios and offering a minimum operational life of 24 hours, the AIS-SART is designed for mounting on survival craft such as lifeboats or liferafts, providing at least 96 hours of continuous active transmission and a 5-year standby life. PLBs lack inherent AIS integration, relying solely on homing for location, whereas AIS-SARTs broadcast position data compatible with vessel AIS networks, enhancing detectability in crowded areas but limiting personal portability. Unlike (DSC), which enables active distress messaging and voice communications on VHF Channel 70 requiring manual operator input for transmission and response, the AIS-SART delivers passive, automated broadcasting through dedicated AIS message types (e.g., Message 12 or 14), eliminating the need for user interaction beyond activation and allowing continuous updates without tying up communication channels. DSC supports broader safety communications within VHF range (typically 20-30 nautical miles), but it does not inherently provide the visual overlay on charts that AIS-SART signals offer to equipped receivers. These devices exhibit synergies within the Global Maritime Distress and Safety System (GMDSS) framework, where an EPIRB or PLB can initiate global alerting, and the AIS-SART then aids the phase by supplying real-time, high-precision positioning to on-scene vessels or . However, AIS-SART effectiveness depends on the presence of nearby AIS receivers, rendering it unreliable in remote or low-traffic areas without such infrastructure, in stark contrast to the independent satellite coverage of EPIRBs and PLBs.

History and Development

Origins and Standardization

The development of the AIS Search and Rescue Transmitter (AIS-SART) originated in the mid-2000s through the efforts of the (IEC) Technical Committee 80 (TC80) working group on (AIS) technology. This initiative aimed to adapt the existing AIS infrastructure—initially developed in the 1990s for vessel tracking and collision avoidance—for (SAR) applications within the Global Maritime Distress and Safety System (GMDSS). By leveraging VHF digital selective calling and GPS positioning, AIS-SART addressed key limitations of traditional radar-based SART devices, such as the requirement to detune ship radars for detection, which could compromise navigational performance, and the challenges of aerial detection in poor visibility. The primary drivers for AIS-SART stemmed from the need to provide precise digital position data during SAR operations, enhancing the effectiveness of GMDSS protocols. This was particularly inspired by the mandatory carriage of AIS transponders under the 2002 amendments to the International Convention for the Safety of Life at Sea (SOLAS), which entered into force in 2004 and emphasized real-time vessel information sharing. Building on these foundations, early discussions within the (IMO) Sub-Committee on Radiocommunications and (COMSAR) in 2006 focused on developing performance standards for an AIS-based SAR device to improve locating capabilities over legacy radar SARTs. Key milestones included the 's adoption of performance standards via Resolution MSC.246(83) on 8 October 2007, followed by amendments to SOLAS Chapter III via Resolution MSC.256(84) on 16 May 2008 to recognize AIS-SART as an equivalent to SART for locating survival craft. This was followed by the publication of the technical specification in IEC 61097-14 (Edition 1.0) in February 2010, outlining operational requirements, testing methods, and performance criteria for AIS-SART devices. Initial trials conducted between 2006 and 2008 by the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) in collaboration with demonstrated superior detection ranges from aircraft, with AIS-SART signals visible up to 100 nautical miles at altitudes of 1,000 feet, compared to SART's line-of-sight constraints. The first type approvals for commercial AIS-SART devices occurred in 2009–2010, with the McMurdo SmartFind S5 receiving preliminary certification testing in late 2009 and full type approval in April 2010, authorizing its use on SOLAS vessels as a GMDSS-compliant SAR locating . These approvals marked the transition from prototype testing to operational deployment, confirming compliance with both and IEC standards.

Adoption and Evolution

The AIS-SART became effective for installations on or after 1 2010, allowing it to serve as an approved alternative to traditional Transponders () under SOLAS Chapter III, Regulation 26, for vessels subject to the 1974 SOLAS Convention. Initial was gradual, with many vessels retaining SARTs due to their established use and the need for fleet retrofitting; by 2010, AIS-SART availability was limited, and regulatory approvals like the U.S. Federal Communications Commission's endorsement further supported but did not accelerate widespread implementation. Over the subsequent decade, increased as AIS transponders became mandatory on SOLAS vessels (phased from 2002 to 2008), enabling AIS-SART signals to be detected by a broader range of equipped ships and shore stations without reliance on X-band , which often faces detection challenges in poor weather. Manufacturers reported growing market traction for AIS-SART by the mid-2010s, driven by its superior range (up to 10 nautical miles) and compatibility with digital displays. By the 2020s, evolution toward AIS-SART has accelerated amid recognition of radar SART limitations, including signal clutter and reduced effectiveness on modern automated radars, as highlighted in IMO discussions and U.S. Coast Guard analyses. The 2022 IMO Resolution MSC.496(105), adopted on 28 April 2022 and effective from 1 January 2024 via SOLAS Chapter IV amendments, reaffirmed AIS-SART as a viable option while relocating carriage requirements to the radiocommunications chapter, without mandating a shift but facilitating modern GMDSS integrations. In 2025, new models such as the ACR Pathfinder AIS SART were introduced, enhancing features for search and rescue operations. Industry reports indicate pronounced uptake in commercial fleets, particularly for newbuilds and life-saving appliances, positioning AIS-SART as the preferred distress tool in AIS-dominant maritime environments as of November 2025.

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