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Employment Law: Ohio and Federal
Employment Law: Ohio and Federal: Information for Employers
Discrimination and HarassmentToggle Dropdown
Sex Discrimination & Harassment
Employee BenefitsToggle Dropdown
Qualified Domestic Relations Orders (QDROS), (DPOs), (COAPs) and (RBCOS)
Insurance Parity for Mental Health
COVID Regulations
Immigration IssuesToggle Dropdown
Green Card through Employer
Board of Alien Labor Certification
Noncompetes
Wage GarnishmentToggle Dropdown
Where to go for Free Legal Advice in Franklin County
The garnishee (employer) is not a party to the garnishment proceedings but may be subject to contempt proceedings or a judgment-creditor's civil action for failing to satisfactorily respond to the garnishment order regarding the existence of debtor wages in its possession that are subject to garnishment.
Book at the Franklin County Law Library
Ohio Employer's Guide : A Handbook of Employment Laws and Regulations by Michael V. Ellis
Call Number: KFO 331 .O35
Employer Responsibilities in Garnishment
Garnishmentlaws.org
Ohio Revised Code
Oh.Rev. Code Sec. 2325.18
An action to revive a judgment can only be brought within ten years from the time it became dormant, unless the party entitled to bring that action, at the time the judgment became dormant, was within the age of minority, of unsound mind, or imprisoned, in which cases the action may be brought within ten years after the disability is removed.
Oh. Rev. Code Chapter 2327
Post-judgment execution sales
Oh. Rev. Code Sec. 2329.02
Outlines the procedure for converting judgments into liens against real property.
If an execution sale does not take place within a period of five years (where the plaintiff is someone other than the state) or between 10 and 15 years where the plaintiff is the state, the underlying judgment becomes dormant. Attorney General's Office need only refile a tax lien every 15 years in Common Pleas Court to keep the lien operative against the tax debtor. A lien must be canceled after 40 years.
All sales of goods shall be at public auction unless the court from which an execution issues for good cause shown makes an order directing the sheriff, or other officer holding the process, to sell them at private sale for cash.
Lands to be appraised.
Land not to be sold for less than two thirds of appraised value.
Notice of date, time and place of sale required to be given to the debtor and the public.
Purchase of real or personal property, by the officer making the sale thereof, or by an appraiser of such property, shall be fraudulent and void.
Exemptions from garnishment, including, but not limited to, worker's compensation, unemployment compensation, disability payments, OWF payments, or child support or spousal support, and most pensions.
Application for appointment of trustee.
Wages and other property, including bank accounts, may be garnished. However, the 25% limit on garnishment of personal earnings continues even when the money is deposited into a personal checking account. The amount that can be garnished must be determined at the garnishment hearing.
Oh. Rev. Code Sec. 2716.041
Stacking of garnishments. Note that tax levies and child and spousal support are higher priority than other judgments for money. The total amount garnished cannot be more than 25% of the employee's monthly disposable earnings.
Oh. Rev. Code 2716.05
No employer shall discharge an employee solely because of the successful garnishment of the employee's personal earnings by only one judgment creditor in any twelve-month period
Hearing on motion for garnishment of property, other than personal earnings of judgment debtor.
Under this section, only property in excess of $400 may be garnished.
A receiver may be appointed by the common pleas judge to carry out a judgment.
A receiver may be appointed by the supreme court, the court of appeals, the court of common pleas or the probate court, in causes pending in such courts after judgment, to carry the judgment into effect; and after judgment, to dispose of the property according to the judgment, or to preserve it during the pendency of an appeal, or when an execution has been returned unsatisfied and the judgment debtor refuses to apply the property in satisfaction of the judgment.
Employer cannot fire you for having a wage garnishment for child or spousal support.
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Tags: adr, americans with disabilities act, deferred compensation, e-verify, employment discrimination, erisa, family and medical leave, fmla, garnishing wages, green cards, maternity leave, mental health coverage parity, noncompetition clauses, ohio civil rights commission, parental leave, pensions, qdros, sexual harassment, vaccine mandates


text:
Build any personalised health, fitness or wellness application using a simple plug and play approach
A powerful, comprehensive cloud-based platform, connecting you to fully personalised data-driven healthcare possibilities.
Using the latest technology and science to analyse broad sets of health data, you'll be able to achieve better results as well as increase client engagement and retention.
With power at its core, Optimise is the essence of user-friendliness and customisability. Any wellness or healthcare provider can simply, easily and quickly benefit, taking their practice to a whole new level. The hard work is done for you.
With power at its core, Optimise is the essence of user-friendliness and customisability.
Any wellness or healthcare provider can simply, easily and quickly benefit, taking their practice to a whole new level. The hard work is done for you.
A simple 4 step process…
Built with you in mind
Elliot Sylvester
Chief Executive Officer and Co-Founder
Nikola Stanojevic
Chief Technical Officer and Co-Founder
Dr Shara Cohen
Chief Scientific Officer
Dr Mohamed Zahran
Regional Manager – The Gulf
Valentin Corejl
Systems Developer and Analyst
Nenad Strainovic
Milos Jeremic
UI/UX Designer and Front-end Developer
Dr Jelena Dragicevic
General Practitioner and Analyst
See Advisory Board Members
Dr Charlotte Lawson
Scientific Board Member
Dr Kerry McLaughlin
Dr Sharmila Bakshi
Dr Sharon Brookes
Dr Claire Morgan
Andrew Mark
Niga Nawroly
Ralph Coney
Trevor Fitzpatrick
We are currently looking for pioneering
health, wellness and fitness partners.
enquiries@optimisedhealthcare.co.uk
Barnet, Herts
EN5 5UW
Copyright 2019 © Optimised Healthcare Ltd. All rights reserved.
Elliot Sylvester spent 17 years at the forefront of Information Technology as founder and managing director of Online Group, a company specialising in the design and integration of complex high-level management systems for large global corporates and banking institutions. In 2007 Sylvester made an unconventional move to follow his long-term passion and transitioned from the corporate environment into life sciences. After 7 years of research in the area of behavioural biology as well as modern medical systems, Sylvester moved on to hold two directorships at specialist clinics in the Harley Street medical district.
In 2015, Sylvester's efforts and experience culminated with the co-founding of Optimised Healthcare along with its sister company, Augmented Health, a specialist medical consultancy focused on the diagnosis and treatment of complex chronic conditions using a systems medicine approach.
Sylvester's business leadership and proven ability to deliver and integrate highly complex systems into existing environmental structures, combined with his exposure to the cutting edge of systems medicine, puts him in a unique position to lead this multifaceted project.
As Chief Technical Officer and co-founder of Optimised Healthcare, Nikola Stanojevic specialises in predictive, preventive and personalised medicine as well as biomedical analysis.
Stanojevic holds a BSc in Molecular Biology, an MSc in Biomedical Sciences and is a certified Nutritionist and Dietician. As Co-Founder and Lead Consultant of Augmented Health *sister company to Optimised Healthcare), he specialised in the frontline application of personalised medicine systems to treat complex chronic conditions. Prior to this, he has held various freelance consultant positions with several leading pharmaceutical companies.
Stanojevic is passionate about giving clinicians access to the latest technology and empowering them with extensive biomedical data so that they can make informed, evidence-based decisions to optimise their client's health.
Along with his wife Angelica, a fertility researcher at Optimised Healthcare, Nikola enjoys extreme sports including caving parachuting and SCUBA diving. His passion for sports has gravitated him towards working closely with Personal Trainers and Nutritionists to combine their skillset with his expertise in scientific biomedicine.
As Chief Scientific Officer, Dr Shara Cohen oversees the scientific strategy of Optimised healthcare and maintains the quality and integrity of its output.
Dr Cohen received her first degree in Applied Biology in 1985 and a PhD in Immunology in 1989. She has spent time as a research scientist and lecturer at Addenbrooke's Hospital in Cambridge, the Kennedy Institute of Rheumatology and The Royal Postgraduate Medical School both in London, and The Mount Sinai Hospital in New York.
In 2001, she left mainstream science to establish a Life Science Communications company, Euroscicon Ltd – the first international independent academic life science events company in the world. In 2015, Euroscicon became the first company to produce live-streamed only independent academic life science events and its success lead to its buyout by a global leading conference company.
Dr Cohen has over 100 peer-reviewed scientific publications, has authored several books and has been a commissioning editor. Her stem cell research was pivotal in establishing cord blood transplantation as mainstream procedure and she was a founding scientific member of Eurocord.
Since obtaining his medical degree in 1988, Dr Zahran has achieved two diplomas in Healthcare Management as well as an MBA in Health Services Management from The University of Plymouth, UK.
After working in clinical practice, Dr Zahran has gained a wealth of experience in healthcare management, with senior roles at Medics UK International Ltd and BUPA Cromwell Hospital.
In 2010 he became the CEO of Alqilaa Ltd before working as a Consultant and Advisor to the Libyan Health Office. More recently he has worked as the Chief Operating Officer for Birtely Pharma UAE.
As General Regional Manager for the Gulf Region at Optimised Healthcare, Dr Zahran relies on his business acumen and healthcare experience to develop opportunities in the Gulf.
Valentin Corelj performs data analysis to help develop advanced medical profiling systems.
Valentin graduated in Biochemistry from the University of Belgrade having specialised in immunochemistry.
He spent two years as a freelance academic writer and data analyst before joining Augmented Health (sister company to Optimised Healthcare) in 2015.
Valentin has specialist interests in the clinical biochemistry aspects of personalised medicine and in developing advanced biomedical data analysis systems.
As backend developer and IT manager, Nenad Strainovic brings over 18 years expertise to Optimise Healthcare's team and is excited about working at the cutting edge of developing software applications.
Nenad has held positions including Technical Director, System Administrator and PHP & MySQL Developer for numerous companies including RUF Television in Serbia, before becoming director of FastNet International Ltd, an award-winning Business Internet Service Provider. He was one of the co-founders of Burek, one of the most successful forums in Serbia with more that two-million members.
Making digital products is Milos' job and passion. From information architecture, through design and development to the launch of final, and he's been doing it for over 9 years.
He worked at Frame as a Lead UI/UX Designer and Front-end developer, where he helped shape the future of app streaming.
Prior to that he worked as a freelance designer, front-end developer and a consultant providing service to both small and large organisations.
At Optimised Healthcare, Milos heads up user interface and user experience design aw well as front-end development, and is looking forward to making an impact on the future of healthcare management.
Dr Jelena Dragicevic has particular interests in neurobiology and the functional anatomy of emotions.
She has previously held roles at the Petnica Science Centre and the University of Belgrade as well as having spent time at the SaMED 1st International Medical Students Congress in Sarajevo and also the IFMSA exchange at the Department of Biomedical Metabolic and Neural Sciences in Italy.
Dr Dragicevic won the award for 'best student in generation' at both elementary and high school. Since 2014, she has volunteered at the Brain Awareness Week in Belgrade and in 2015 took a role on the organisations board.
Dr Charlotte Lawson is a senior lecturer in Comparative Biomedical Sciences at the Royal Veterinary College. She is also a member of the Cardiovascular and Inflammation biology research group. Her main research interests are leukocyte-endothelial cell interactions, microparticle production and adhesion molecule signalling.
After graduating from Wye College (University of London) with BSc in Animal Science, Dr Lawson undertook an ARC funded research studentship at the Kennedy Institute of Rheumatology, supervised by Professor Yuti Chemajovsky and Professor Marc Feldmann, and was awarded a PhD in 1997. From 1998 to 2003 she took up a BHF funded post-doctoral position at Imperial College (Harefield Hospital) with Marlene Rose in the transplant immunology group.
In 2001, she was awarded a three-year BHF Intermediate Fellowship to pursue independent research. Dr Lawson moved to the Royal Veterinary College in 2004 as a lecturer and member of the Cardiovascular and Inflammation biology research group. She is interested in all aspects of vascular inflammation. Her current research focuses on leukocyte-endothelial cell interactions under static and hemodynamic conditions (including microparticle production, adhesion molecule signalling, autoantibody-mediated cell activation and leukocyte activation mediated by uptake of dietary fats).
Dr Kerry McLaughlin is a JDRF Research Fellow at the Oxford Centre for Diabetes, Endocrinology & Metabolism at the University of Oxford and specialises in Diabetology and Clinical Immunology.
Dr McLaughlin acquired her PhD in Immunology from King's College London and a first-class honours BSc from the University of the West of England.
From 2009 to 2015, she held a Postdoctoral position in the Division of Diabetes and Nutritional Sciences at King's College London. In 2012, Dr McLaughlin won an Early Career Grant from the Society for Endocrinology and in 2006, secured the Pfzer Prize for Innovation from the BBSRC Biotechnology Young Entrepreneurs Scheme. She holds a published patent and was selected to join the Diabetes UK 'Innovators in Diabetes' programme in 2017.
A prolific science writer and editor, she has had numerous papers published in the field of Diabetes as well as verification and translation of journals from foreign sources.
As one of the youngest members of the Optimise Scientific Advisory Board, Dr McLaughlin is keen to explore the next generation of technology usage trends alongside her interests in the prediction of disease and autoimmunity.
Dr Sharmila Bakshi is an experienced biotechnology specialist with a PhD in Molecular Microbiology from the University of Oxford.
In addition to her PhD, Dr Bakshi has an MSc in Molecular Genetics and BSc (Hons) in Biochemistry from the Universities of Oxford, Leicester and Kent at Canterbury respectively. She also has a Graduate Diploma in Law from Bpp Law School, London.
A drug development expert, she has extensive experience in advising pharmaceutical companies on vaccines, adjuvants, anti-infectives, biologics, therapeutics, medical devices and diagnostics. She has worked with Intercell (now Valneva), Sanofi Pasteur and the European Vaccine Initiative.
Dr Bakshi is familiar with the priorities of academic, industry, non-profit and governmental research organisations. She is experienced in leading the lifecycle management of critical research and development projects as well as establishing and maintaining successful collaborations between academia and industry.
A forward-thinking entrepreneur, Dr Bakshi established Personalize My Medicine to deliver research and condition-specific information to patients online and to provide medical innovations directly to individuals.
Dr Sharon Brookes is the Head of Avian Virology and Mammalian Influenza at APHA-Weybridge and a Research Scientist for the Civil Service – a position she has held for 16 years.
Australian-born Dr Brookes acquired a PhD in Virology from La Trobe University in Melbourne. She has held postdoctoral positions at the Kennedy Institute for Rheumatology in Oxford and The Pirbright Institute in Surrey, attaining UK citizenship after 27 years of work and study.
Dr Brookes spent more that seven years working for AHVLA, first as Mammalian Influenza Team Leader, then as Influenza Research Leader and Acting Head on Avian Virology and Mammalian Influenza. She also specialises in electron microscopy and BTV morphogenesis.
She is a prolific writer of research publications, book chapters and trade press on the subject of Virology and Immunology. Dr Brookes has also achieved awards from the Microbiology Society. Her primary interest is in zoonotic biology and vaccine intervention and she is proud to have become leader of the influenza research team, acting as disease consultant for the British Government.
Dr Claire Morgan has more than 25 years' experience in the scientific field. She has a PhD from the University of London in Immunology and Biochemistry and a BSc (Hons) in Applied Biological Sciences from the University of West England.
From 1996 to 1999 she worked as a Post-Doctoral Research Scientist at the Anthony Nolan Bone Marrow Trust at the Royal Free Hospital, London, and from 1999 to 2001 spent time as a Clinical Scientist in the Immunopathology Department at St Bartholomew's Hospital, London.
More recently Claire was Head of Business Development at Ludger Ltd, a bioscience company specialising in analytical technology for medical applications of glycobiology. She developed a particular expertise in the commercialisation of new technologies for glycosylation analysis and became proficient in understanding specific client requirements with regards to glycoprofiling services and products including biosimilar and innovator characterisation.
Claire is currently with the University of Oxford where she manages a new shared laboratory initiative, the Agile Lab, for the University.
Andrew Mark is a highly-regarded sales and marketing professional with over 30 years experience and expertise in the medical diagnostic and life-science research sectors.
Andrew studied Applied Biology at university, specialising in Biochemistry, Pharmacology and Microbiology. He spent some time during his studies at the Microbiology Research Establishment (now Health Protection Agency). Andrew is a Global Expert Manager for Abingdon Health, having previously held roles at EuroSciCon, the Cell Therapy Catapult, Beckman Coulter, Serono Diagnostics and Pharmacia Diagnostics. His experience in these roles and ongoing interests encompasses cellular analysis, genetic analysis, allergy diagnostics, clinical flow cytometry and haematological malignancy.
He has considerable experience in leading and influencing external organisations and with communicating complex technology and concepts to a broad audience.
Niga Nawroly is a Medical Research Scientist and Immunologist with a broad experience in Flow Cytometry. She is currently a FLow Cytometry Specialist at ACEA Biosciences.
Niga holds an MSc in Immunology from Imperial College London and a BSc in Biology from Salahaddin University-Erbil. She has worked on various research projects for the Royal Postgraduate Medical School, The Kennedy Institute of Rheumatology, Queen Mary University of London and Imperial College London. Her studies include Immunology of transplantation & xeno-transplantation, diabetes mellitus, autoimmune diseases, virology and respiratory medicine.
Prior to her current role, Niga worked as European Flow Cytometry Specialist at Bio-Rad Laboratories and Business Development Manager/Application Scientist at eBioscience. She is the eFounder of biotechnology company Flowise Scientific Ltd, and for more than ten years was Head of Flow Cytometry at Imperial College London.
Niga's proudest achievement is establishing a business teaching facility at Imperial College London, which has been running off over eleven years and brings important fundraising to the institution. She is the author of a number of peer-reviewed scientific papers and developed an important study into the genetic aspect of diabetes in relation to identical twins.
Niga is currently the Outreach Committee Member and Flow Cytometry Section Committee Member at the Royal Microscopical Society. She is an expert coach and mentor and brings a wealth of sales and commercialisation knowledge to the Advisory Board.
Ralph Coney is Chief Operating Officer at BJS Biotechnologies Ltd with specialist skills in molecular biology, biotechnology and medical devices.
Ralph is a highly-regarded professional who has spent more that seven years as MD at Novusci Ltd and held the Sales and Marketing Director position at BJS Biotechnologies.
Graduating from the University of Hertfordshire with honours in Applied Biology, Ralph combines his knowledge of medical science with key skills in sales and marketing management, general management, managing and driving change and growth.
As an inspirational commercial leader, he is used to fast-changing working environments and short deadlines. A consistent high-performer, Ralph is driven by transforming and growing businesses.
With over 30 years experience in the field of medical science, Trevor Fitzpatrick brings a wealth of knowledge of clinical research trials and commercialisation to the Scientific Advisory Board.
Trevor gained a BSc (Hons) in Applied Biology and is a Certified Medical Publication Professional (CMAPP). He has since been associated with first-in-class launches in several disease categories. His particular interests lie in Cardiovascular medicine and Psychiatry. He has been extensively involved with pharmaceutical product development, data analytics and dissemination procedures for numerous high-profile drug providers.
Trevor is the author of several published works and is an experienced speaker at multiple industry events. He has been on the adjudication panel for the UK Pharmaceutical Industry Marketing Awards and is excited about developing next generation medicine with Optimise.
Deliver truly personalised care and advice to your clients or patients, based on their own individual genetics and health parameters. From tailored advice on supplements and nutrition, to complex fitness strategies, disease prediction, monitoring and management, the benefits of real personalisation are available in all settings.

redpajama_set_name: RedPajamaCommonCrawl


text:
Reebok relaunches with Fit Hub stores
June 12, 2013 / 3 min read
Plans 100 stores by early 2014.
Once in a legal hassle, Reebok India makes a comeback as it announces the launch of exclusive 'Fit Hub' stores. The new stores, as the name suggests will offer a range of services related to fitness, and will offer a constructive advice on purchase decisions. Reebok has emerged with an aim of achieving constructive feedback from consumers and also has revamped its marketing strategies to regain its market share in India. The fitness giant looks at targeting Reebok's consumer base by allowing them to have a complementary role which will include counselling only from trained staff and certified trainers especially in peak hours. These people will help the customers in choosing the products which are specific to their training schedule. Company is also looking to redone its business strategy. Now they are looking to transform themselves from minimum guarantee model to a cash and carry business. Moreover, so far minimum guarantee scheme was applied for Indian franchisees; under this program they were receiving the minimum amount from the company. The new business model suggests a flat margin of 35 per cent on store sales. As of now company is aiming for 100 Fit Hub stores by the early 2014. Initially, company will focus on metro and then move to tier II and III cities. Other than this, company is looking to overhaul its existing stores and make them equivalent to Fit Hubs, as this will from here be their basic store


Was your last Whopper burger a little too burger-ish?
Fear not -- fast-food giant Burger King has unveiled a new product that may have Tex-Mex fanatics doing a double-take: The Whopperito.
This twist on a classic burrito includes ingredients like beef, tomatoes, onions, lettuce and pickles inside a flour tortilla, according to the Chicago Tribune. The typical mayonnaise from the hamburger will be replaced by a creamy queso sauce.
The Whopperito will be sold nationally beginning Aug. 15.
According to People Magazine, which cites a statement from Burger King, the new item gained traction after a local franchise first tested out the dish. That test soon "sparked widespread demand from guests" on social media, the statement said.
The new item, which is expected to sell from three to four months, will cost $2.99 individually and $4.99 as part of a combo meal.


text:
Availability and integrity model of Automatic Identification System (AIS) Information
von Krzysztof Jaskólski (Autor)
Doktorarbeit / Dissertation 2014 92 Seiten
1. DEFINITION OF RESEARCH PROBLEM
1.1. General remarks
1.2. Objectives and thesis dissertation
2. SUMMARY OF THE AIS FUNCTIONING
2.2. Idea of AIS introduction
2.3. Information transmitted by AIS used in the dissertation
2.4. AIS network structure of the Gulf of Gdansk
2.5. AIS malfunctions
3. REVIEW OF AVAILABILITY AND INTEGRITY METHODS AND TOOLS FOR 25 AIS INFORMATION RESEARCH
3.1. Methods and tools for research of AIS information integrity
3.1.1. Application of statistic methods to research AIS service information
3.1.2. Statistical analysis of AIS information in accordance with N.Bailey theory
3.1.3. End-user satisfaction model
3.2. Research methods and tools of AIS information availability
3.2.1. Research method of AIS information availability by A.Hori
3.2.2. Research method (LIC) of AIS availability and coverage area in accordance 30 with Lapinski & Isenor
3.2.3. Research method (HPC) of AIS availability and coverage area in accordance 32 with Hammond & Peters
4. RESEARCH METHODOLOGY FOR ESTABLISHING THE PROBLEM 35 THROUGH AVAILABLE TOOLS AND MODELS
4.1. Preliminary presentation of research models
4.1.1. General remarks
4.1.2. Option 1 - Method for research of AIS information integrity with the use of Fault Tree Analysis (FTA)
4.1.3. Option 2 - Method for research of AIS information availability and integrity 39 with the use of Markov Processes
4.1.3.1. Definitions
4.1.3.2. Stationary distribution
4.2. Remedy research by available models and tools
4.2.2. Developing data - "post-processing"
4.2.3. Decoding AIS information
4.2.4. Assumption for availability research of AIS information
4.2.5. Availability structure of AIS information - determination of the object study
4.2.6. Assumption for integrity research of AIS information
4.2.7. Evaluation completeness criteria of AIS information
4.2.8. Completeness structure of AIS information - determination of the object 54 study
4.2.9. Evaluation integrity criteria of AIS information
4.2.9.1. Evaluation integrity criteria of AIS message No
4.2.10. Preliminary assumptions of integrity research for AIS information
5. RESEARCH SOLUTION
5.1. Characteristics of input data
5.2. Research outcomes of AIS binary data availability
5.3. Research method of AIS information availability
5.4. Research outcomes of information completeness concerning true heading
5.5. Research method of AIS information completeness concerning true heading
5.6. Research outcomes of information completeness concerning rate of turn
5.7. Research method of AIS information completeness concerning rate of turn
SUMMARY, CONCLUSION, DIRECTION OF FURTHER RESEARCH
illustration not visible in this excerpt
Automatic Identification System (AIS) is a data exchange system which was introduced to improve shipping safety and the possibility of exchanging data, at a country and international level, about ships heading to or from ports, as well as exchanging data relating to passengers and dangerous or environment-polluting cargo carried by ships. The main purpose of introducing AIS was to offer a wider spectrum of available, continuous and reliable navigational data. It became common to use data transmitted through AIS in order to enhance shipping safety. Apart from being useful for traffic control in a marine area, AIS data can be a very important source of information used in collision avoidance process. However, some reservations are voiced with regard to the unconditional reliance on the data transferred through this channel. Thus, it is justifiable to question how and to what extent data coming from AIS is available, complete and reliable. The studies on the technical specification of the system [ITU-R.M.1371, 1998] allow to assume that errors classified as lack of reliability will depend on performance of sensors co-working with AIS and human errors made by operators, and those fitting the devices. The notion of integrity in marine navigation is referred to the radio navigation system. The integrity concept appeared in 2001. According to [FRS, 2001] integrity includes the ability of the system to provide timely warnings to users when the system should not be used for navigation. From 2005 according to [FRP, 2005] integrity is the measure of trust that can be placed in the correctness of the information provided by a navigation system. The referred to document also adds, that integrity assumes the ability of the radio navigation system to provide user with timely warnings when the system should not be used in navigation.
It is questionable to call AIS a 'navigation system'. Essentially, it is a radio information broadcast channel. For this reason, it does not provide information on data malfunctions. The author considers integrity as the measure of confidence in information received via AIS data. This measure will be expressed by statistical methods.
The information integrity problem had been raised already at the stage of system implementation and some fragmentary outcomes were published in the past. However, it can be assumed that the results from the system introduction period may not represent reality. Thus, it seems reasonable to base the assessment on theoretical analysis, through the development of multi-criteria model describing the AIS information integrity.
AIS information quality analysis published by [Drozd, W., et al., 2006] in A1 maritime area show that up to 30% of information transmitted by ships contain invalid data or is incomplete. Other sources report that only dynamic information coming from devices co-working with AIS can be considered reliable. Voyage related data, which should be input by the navigator is in 80% undefined or defined incorrectly [Bailey N., 2005]. Knowledge of AIS information integrity is fragmentary and it is difficult to recognize it as objective. It should be also taken into account that it comes from the system implementation period. The accelerated implementation of AIS post September 11th 2001 resulted in lack of proper crew training. . This might have been one of the causes of improper system operation in the first years of the twenty-first century.
Information integrity can refer to the information accuracy and could be assessed as position, course or speed error. This error can result from gauge or data transmission quality. The human factor is also important. It affects the occurrence of errors in the transmitted information. AIS information completeness is equally important. AIS information integrity is questioned when the received message contains blank spaces. Thus, the question arises, what tools can provide a full assessment of the information integrity and what is its real integrity.
The measure of system confidence can be information unfitness [Felski A., Jakubowski B., 2004]. AIS information integrity can be described as data sensitive-fault or information unfitness. This is the result of datasets processing [Oleraczuk E., Frydrych A, 1994]. Having established that the matter regards the analysis of the collision avoidance process followed by the watch officer on bridge, valid AIS information components - dynamic, static and voyage related, must be selected. With such approach, analysing all elements of AIS information is not necessary.
Quality of navigational information may be evaluated by the scale of error of processed information expressed in mistake of designate position, course, speed or factors such as human error. The question arises: to what extent information from the AIS is or may be reliable in the future and consequently, what tools can be used to perform such research? Integrity assessment can be based on the assumption that the transmission of navigational information between users can be considered analogously to assess the equipment reliability. If a process of data transfer, resulting in providing a user with complete data at any moment, is a reliable process it can be viewed as a functioning of an information channel and can be investigated with methods included in the theory of reliability as in [Specht C., 2003], [Jakubowski B., 2005], [Felski A., Jakubowski B., 2004], [Specht C., Nowak A., 2005], [Trautenberg H. L., 2005]. Above analysis of the literature allows formulating the following hypothesis.
Hypothesis: There are test methods that can be used to predict the state of the availability and integrity of navigational information provided by AIS.
On the basis of verified hypotheses, determination of data unfitness as a function of time and data processing allows to classify the system to integrity state. Here follows the conclusion that, AIS information is divided into three categories and it is required to investigate them in various methods.
Another problem of system operation is the availability of AIS data transmission channel. Definition of system availability is used for a long time. In 1996, Federal Radio Navigation Plan defines availability as the ability of the system to provide applicable service within the specified coverage area [FRP, 1996]. This definition is repeated in all subsequent editions of this document, most recently in 2008.
AIS service availability is questionable, thus treating AIS as a radio navigation system is debatable. In fact, this is data transmission channel [Felski A., Jaskólski K., 2010]. Data sources come from outside of the system. Potential distortion of information imparted by the system can be considered. However, observations made during the execution of this study allows identification of the availability of AIS with the availability of the data transmission channel.
Then, it is justified to carry out availability research on the basis of received and recorded messages from devices transmitting AIS signals. Given the extraordinarily volatile conditions, even on a limited area (variable number of vessels, their differentiated nature, mutual location, etc.) it is proposed to limit the immutable elements. Number of base stations in the area does not change, their antennas are located at fixed altitudes and are arranged in the same places. Another advantage of these stations in terms of site AIS availability is constant time interval of transmitted messages from these stations.
The investigations related to determining the degree of AIS information integrity should be divided into three main stages.
Stage I:
a. Analysis of the current state of knowledge on the AIS information availability and integrity;
b. Analysis of AIS imperfections indicating availability and integrity limitations of the information system;
c. Selection of components for AIS information integrity research;
d. Development of research methods to define coefficient of information availability and integrity on the basis of the assumptions made.
Stage II:
a. Gathering research material for performing research of system information availability and integrity;
b. Decoding of AIS navigational information based on designed decoding tool;
c. System examination in terms of information unfitness using specialized software (pilot study).
Stage III:
a. Estimating AIS information unfitness on the basis of the criteria adopted for research;
b. Selecting the optimal solution to the problem of the research based on stochastic homogeneous Markov Chains, homogeneous semi-Markov Chains;
c. Determination of quantitative distribution of transitions between different states of the process of AIS information availability and integrity;
d. Prediction of system state of the process of AIS information availability and integrity.
To estimate the availability and integrity of AIS information following test methods were contemplated:
a. Fault Tree Analysis (FTA) - method of analysis designed to determine which type of unfitness, damage of the object, an external event or a combination thereof can generate an object failure. This method is presented in the form of failure tree [Jakubowski B., 2003];
b. Multivariate statistical analysis - method that examines the confidence degree of received
information. Method is based on analysis of recorded data detailing the study of information affecting the safety of navigation. It is possible to determine integrity and availability of binary channel transmission. Multivariate statistical estimation is used in this method;
c. Operating states graph - method of presentation for the reliability structure of the object. This method is used for reliability evaluation. On the basis of stochastic processes, this method is an effective way for reliability estimation of renewable objects [Jakubowski B., 2003];
d. Stochastic methods with the use of Markov Chains - provide a convenient mathematical apparatus enabling the description and investigation of actual random processes. They are an important class of stochastic processes, which allows a mathematical description of the change of random quantities in time.
The advantages and disadvantages of particular solutions are discussed in Chapter 4. In connection with the above a model based on the Theory of the Markov Processes related to Operating Technical Objects was proposed. The characteristics of Markov Chain is that the process state at the moment n + 1 depends exclusively on the moment state n and does not depend on states at previous moments. Furthermore, there is a possibility of short-term prediction of the system after n steps.
AIS, a specific kind of navigation system, which uses radio waves to transmit data with regard to the ship motion parameters, can deliver more accurate information than radar. It can be assumed that it is a data transmission channel from ship sensors. This approach will facilitate research to develop methods for investigating the system information availability and integrity. The navigation characteristics of the system will be determined with use of post-processing method. Not only from the operational point of view, enhanced navigation systems require reliability assessment. Processed navigation information should also be evaluated. A situation may occur, when properly operating system sends out incorrect information that does not fall within the expected limits. Crucial element will be the search for solution in the form of method to examine the AIS information availability and integrity based on the system information and to determine the cause of navigation characteristics limitations.
The AIS availability and integrity assessment is intended to:
a. Develop a method used to investigate the availability of AIS data transmission channel and the associated information integrity;
b. Analyse the information integrity on the basis of proposed method;
c. Process the information derived from devices and to determine the extent to which information is available and reliable;
d. Verify the developed method to estimate availability and integrity coefficients of system.
To solve this task, dissertation is presented in five chapters, as characterized below.
Chapter 1: The research problem was formulated; arguments to prove and dissertation objectives were presented.
Chapter 2: The problem of the functioning of AIS, performance characteristics, principles and purpose of the AIS introduction, the information provided by AIS, the system structure in the Gulf of Gdansk was presented. This chapter ends with the system imperfections presentation.
Chapter 3: Current state of knowledge on research methods for assessing the AIS availability and integrity was presented.
Chapter 4: Description of selected methods of investigating the information availability and integrity has been effected. Choice of methods and tools to solve the problem of research integrity was discussed. The research tool selected by author was characterized.
Chapter 5: Research methodology was presented. Contribution to the development of scientific discipline in terms of system availability and integrity has been presented. Research approach to estimate the characteristics of the navigation system based on selected methodology was presented.
According to International Regulations for Preventing Collisions at Sea, Rule V "Look-out" [Rymarz W., 1998] " Every vessel shall at times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision". Effective look-out should ensure early detection of objects. Another task is to assess ship motion parameters and foresee situation development. One of the effective undertakings is radar look-out in any conditions of visibility, especially, when the vessel navigates in area of intensive traffic at night. It is commonly known that Radar and ARPA have some efficacy limitations8. Detection of small objects is limited by sea clutters and unfavourable weather conditions (rain, snowstorm) as well as by radio-transmitters operating on similar frequencies. Characteristic phenomenon is the appearance of death-zone (minimum range of detection), radar shadow effect (due to reflections from funnel, mast and other constructions on the vessel) and wave reflection.
As far as ARPA devices are concerned, automatic tracking of objects can be lost during torrential ship manoeuvring or when passing ships within close distance.
In practice, the position information is characterized by a an error not less than about 30 meters, while at higher radar ranges error position may be greater than 100m.
The use of radar information for collision avoidance is effective for constant values of ships movement. Conversely, information delay or information error appears [Śniegocki H., 2002]. The radar information, usually presented in polar coordinates system is subject to some measurement error exceeding approximately 1% of radar range. In practice, the position error is not less than 30 meters, while the position error for navigation radar may be up to 100 m. [IMO Res. MSC.192(79)].
In the paper [T. Stupak, 2012] evaluation of the radar information accuracy derived from radar equipment operating in X- and S-band was carried out. Radar outcomes were compared with AIS information. In 2005-2011 Gdynia Maritime University conducted research in radar laboratory of Navigation Department. The region of the study was the Gulf of Gdansk. Accuracy of radar readings was compared on the basis of anchored objects and aids to navigation. Thus, bearing error 3o and distance error 0,1 nautical mile has been appointed. Bearings and distances to objects have been measured in the time interval of 3 minutes. To everyone's surprise, ARPA dynamic data proved higher accuracy than AIS. Accuracy differences did not exceed the distance of 0.15 nautical miles, while bearing difference was greater than 3o. In the case of dynamic objects, AIS and ARPA indications differed from 0o to 22o. Ships course change of 60o attained indication error up to 38o. The difference in objects speed tracked by AIS and ARPA ranged from 0 to 3.7 knots. In addition, faster information update of course change for AIS targets in relation to the ARPA objects was observed. Therefore it is reasonable to supplement the information derived from radar with additional information delivered automatically and continuously with better accuracy. A system which appears suitable to provide this kind of information is AIS which uses radio waves to transmit data with regard to the ship motion parameters. In addition, AIS provides information on the ship's name, MMSI and IMO numbers and reduces the number of VHF (Very High Frequency) radiotelephone conversations.
Common use of AIS brings opinions on the imperfections of the system such as lack of transmission or transfer of unreliable information. Studies on the incompleteness and integrity of AIS information published to date are generally linked to the position reports (message no. 1) and static and voyage related data (message no. 5). This problem was analysed, for example by [Harati-Mokhtari A., et al., 2007a], [Bailey N., 2005], [Drozd W., et al., 2007], [Harati-Mokhtari A. et al., 2007b], [Hori A., et al., 2009]. The availability and coverage area problem was considered by [Hori A. et al., 2009], [Lapinski S., Isenor W., 2011], [Hammond T, Peters D., 2012]. The latency of AIS data transmission problem was considered by [Stupak T., 2012]. However, literature studies revealed that there are no publications concerning quality of the dynamic information, particularly the one that is important in the analysis of antiǦcollision manoeuvring. It is very important as the limited information integrity resulting from navigational parameters errors, may be the cause of collision at sea or grounding. It was assumed that the application of stochastic methods allows to determinate the characteristics of the system availability and integrity.
To solve the research problem of AIS information availability and reliability, the system analysis methodology with respect of design constraints and experiment was used. The studies were performed on the basis of recorded messages in txt files. Post-processing method was applied for further work with recorded data. AIS decoder has been developed to perform research. The tool is designed in accordance with [ITU R.M.1371, 1998] and [IEC 61162, 2002]. Furthermore, the author has developed a tool to determine availability and integrity coefficients.
It is crucial to adapt the research tool and conduct reliability analysis in the Gulf of Gdansk area and use methodology that provides reliable research results. It was done through development of research methods for the AIS information availability and integrity based on homogeneous Markov Chains.
Evaluation of AIS information availability and integrity was implemented on the basis of:
a. Research criteria of AIS information reliability and availability on the basis of the system technical specifications;
b. Application of stochastic model based on a homogeneous Markov Chain;
c. Determination of the integrity and availability states distribution of AIS information after n steps;
d. Verification of the proposed research method based on the outcomes.
The development of the method will allow constructing a tool to study the usefulness level of the system information in the aspect of navigation safety and security of shipping. In addition, this method enables a prediction of AIS information integrity and availability.
The proposed research method of AIS information integrity should consider human errors contained in static and voyage related data.
The research purpose was:
Development of mathematical model of AIS information integrity and availability based on homogeneous Markov processes.
This problem is the result of lack of forecasting methods of AIS integrity information endearing human and sensors errors.
The realization of the main objective of dissertation is presented in sections:
a. Presentation of the system imperfections and demonstration of existing investigations of AIS information integrity;
b. Development of a decoding methodology for AIS information and a tool for the AIS information unfitness study in accordance with the assumptions adopted for research;
c. Outcomes presentation of AIS unfitness information based on data collected in the Gulf of Gdansk;
d. Application of homogeneous Markov Chains to determine transitions probabilities;
e. The analysis of the system information availability and integrity in the Gulf of Gdansk;
f. Verification of statistical hypotheses to determine the information integrity and availability.
Consistently with the work objective, the theses were formulated as follows: Main thesis:
It is possible to forecast the state of the availability and reliability of the information system on the basis of recorded and processed information extracted from AIS receiver.
Auxiliary theses:
1. There is doubt about AIS information integrity and availability. Method proposed should enable the appointment of system information integrity and availability coefficients.
2. On the basis of information transmitted via AIS base stations it is possible to determine the system state availability.
3. Using Markov processes, it is possible to predict system state availability and integrity after n steps.
AIS is a marine navigation system, commonly used for improving safety at sea. At the time of its introduction the system received negative opinions regarding the correctness of the transmitted information. Reported reservations about the information correctness were related to operator errors, which limited the information integrity.
This chapter presents selected issues of AIS functioning required to explain the research problem. Due to the extensive range of issues, vital information about the system is presented. This information will contribute to development of system messages decoding tool. It is possible to assess the AIS information integrity and availability on the basis of post-processing method.
It is commonly understood that we are able to assess whether data device is reliable, if we can verify the correctness of its operations. However, in case of AIS there is no control over the source of system information (man on-board or unknown device). It should be taken into account that for proper functioning of AIS an efficient communication channel of binary data is required. There is information available about events, when the information obtained through the AIS was incorrect. There is no information about cases when errors are not obvious and probably will be not recognized.
In 1997 a meeting was held at the International Association of Lighthouse Authorities (IALA) in Paris concluding that the preferred option for a new ship-borne identification system should be based on a Self-Organising Time Division Multiple Access (SOTDMA) transmission protocol operating within the VHF marine band. Initially, AIS was envisaged as providing a ship to shore data system that would enhance the operation of Vessel Traffic Services (VTS), providing two-way automatic data communication between ships and port authorities. This had evolved to allow VTS operators to display detailed positional and velocity information from ships at a data rate comparable to radar. The Swedishadvocated SOTDMA system was chosen from a number of other competitive systems, after a number of trials and analysis programmes. Using two 25 kHz VHF marine channels, it offered a reliable system that could operate satisfactorily in the busiest foreseen situation [Norris A., 2007].
IMO members agreed to adopt the SOTDMA system for AIS in preference to a system based on VHF marine-band Digital Selective Calling (DSC). DSC equipment was already mandatory for ships as part of the Global Maritime Distress and Safety System (GMDSS). However, DSC was not capable of transferring dynamic data about ships at rates required for real-time positional and velocity data supplement radar information for collision avoidance purposes. The new system was termed Universal AIS (UAIS) in recognition that the chosen solution also embodied a parallel DSC receiver to allow original mode of use [Norris A., 2007].
AIS quickly became a valuable source of vessel traffic information. Its introduction has reversed the previous problematic situation of scarcity of precise data from ship traffic and instead posed the reverse challenge of coping with an overabundance of data. The number of time-series available for ship traffic and manoeuvring analysis increased from tens, or hundreds, to several thousands. Sifting through this data manually, either to find features of traffic or to provide statistical distributions of decision variables are an extremely time consuming procedures. Applying computer computing techniques together with AIS allowed solving the research problem. The method allowed the study of vessel traffic and simultaneously modelling fairways and traffic separation schemes [Aarsaether K.G, Moan T., 2009]. Transport of hazardous cargo involves a risk of substances entering into the aquatic environment. Therefore, even the smallest accident could cause an ecological disaster. The increase in sea freight number, as well as concerns about pollution of the marine environment pose a significant interest in the optimization of fairways and traffic separation schemes. Vessel traffic analysis is hindered by lack of data and the difficulty of obtaining data from all vessels passing through an area during a time span sufficient to produce statistic. New possibilities for data acquisition statistics were provided by AIS. It has been designed to supplement the radar information on ships and Vessel Traffic Service (VTS) centres. The system provides a collection of information on vessel traffic through the AIS shore infrastructure in line with the [MSC 74(69), 1998].
AIS combines recording elements of position, course, speed with transponder and broadcasting ship data. AIS ship data is received by other vessels and shore stations equipped AIS along the coast. The data can be visualized on a ship-borne Electronic Navigation Charts (ENC) and VTS centres displays to support the radar information.
According to [MSC 74(69), 1998] AIS should improve the safety of navigation by assisting in the efficient navigation of ships, protection of the environment and operation of Vessel Traffic Services (VTS), through satisfying functional requirements. Navigation safety will depend on reliable information transmitted continuously. Therefore, AIS provides dynamic information refresh in accordance with the time interval from 2 seconds to 3 minutes. The interval depends on the vessel speed, vessel type and course changes. Static and voyage related data are transmitted every 6 minutes, or when the information got altered or on demand. Safety related data is transmitted according to requirements.
The system uses 2 types of devices: Class A (fundamental) and Class B for non-Safety of Life At Sea (SOLAS) vessels.
The time interval for the class A receiver is shown below:
Table 2. 1. Class A shipborne mobile equipment reporting intervals [ITU-R.M.1371, 2013]
Self-organization of system is done by an algorithm of Time Division Multiple Access (TDMA) providing an update of information, depending on the speed and change course. TDMA algorithm is capable of transmitting signals through over 1000 ships at the same time. For more information on TDMA applied in AIS - [Parkinson A., et al, 2003].
AIS data were divided into static, semi-static and dynamic information.
a. Static Information: ID Number: MMSI, IMO number, call sign, ship dimensions;
b. Semi-static information: port of destination, type of hazardous cargo, draught;
c. Dynamic information: time stamp, speed over ground, rate of turn, course over ground, geographic position [Aarsaether K.G, Moan T, 2009].
Information used to research the integrity of AIS data is labelled No. 1, 2, 3 - Position Report, and No. 5
- Static & Voyage Related Data. Information used to research the availability of the AIS information channel is message no 4 - Base Station Report.
Table 2. 2. Message No. 1, 2, 3: Position Report [ITU-R.M.1371, 2013]
Table 2. 3. Message No. 5: Ship static and voyage related data [ITU-R.M.1371, 2013]
Table 2. 4. Identifiers to be used by ships to report their type [ITU-R.M.1371, 2013]
Table 2. 5. Message No. 4: Base station report [ITU-R.M.1371,2013]
AIS provides vessels and the relevant administrative departments access to information from ships with the required frequency and accuracy. Data transmission should be done with the assumption of the minimum number of staff and a high level of system availability. Dynamic information was used in the calculations performed by Multi-agents Decision Support System (MADSS). The system operates on the basis of received AIS data. It calculates the ship motion parameters. In addition, it generates new motion parameters of the own ship (course, speed) according to designated Closest Point of Approach (CPA). Calculation accuracy of ship motion parameters were shown in [Banachowicz A, Wołejsza P, 2008]. On the other hand AIS availability problem, presented in [Felski A., Jaskólski K., 2011] will be important. The problem of the AIS availability was presented inter alia, by [Hori A., et al., 2009]. Availability of system with the horizontal range is regulated by conditions of radio waves propagation in the VHF band. AIS availability will be reduced under the situation as follows: in case of interference objects present between own vessel and another vessel, in case of multi path and in case of radio wave collision occur in the same slot. The performance of reception greatly depends on the antenna height and horizontal range calculated as follows:
h1 - antenna height of the vessel transmitting AIS signals; h2 - antenna height of the vessel broadcasting AIS signals.
Adapting the research model to a given area requires knowledge of the system structure in the Gulf of Gdansk. Knowledge of the structure will facilitate the development of a research model of AIS information integrity, data channel availability and the model adaptation to the area where t data recording is conducted.
Polish national AIS network was set-up within 2002-2006 in response to the requirements of Copenhagen Declaration signed by Baltic countries in September 2001, which was followed by EC decision expressed in Directive EU 2002/59/EC.
Due to the range of research, the description of the Polish AIS network structure was limited to area of the Gulf of Gdansk. At present, the network of AIS in the Gulf of Gdansk consists of three base stations connected to the regional server, which is connected to the national network server HELCOM. List of Polish base stations in the Gulf of Gdansk is presented in the table below.
Table 2. 6. AIS base stations in the Gulf of Gdansk [Drozd W., Dziewicki M., 2006]
The base stations are designed to broadcast signals in the VHF band with coverage area of A1 zone. Information derived from AIS base stations can be controlled by Maritime Safety Centre (MSC) in Gdynia, where in real-time a database of AIS information is created. Data from this system is being distributed only to authorized institutions such as Maritime Administration, Polish Boarder Guard, Navy or SAR centre. Wide Area Network (WAN) connects the base stations with regional server located in Gdynia Maritime Office. Regional Server collects information from 3 base stations in the Gulf of Gdansk and is further connected to the server in MSC Gdynia where the national network server of AIS-PL and the database server information were installed.
AIS-PL data stream is down sampled in international server before being sent to the HELCOM server (Copenhagen, Denmark). There data from Poland is integrated with other AIS streams from Germany, Denmark, Russia, Lithuania, Latvia, Estonia, Finland, Sweden and Norway. Finally, the data stream is delivered back to all HECOM members and Norway. Transmission of AIS information in the Gulf of Gdansk is presented by figure 2.1 [Drozd W., et al., 2006].
Fig. 2. 1. Transmission of AIS information in the Gulf of Gdansk [Drozd W., et al., 2006]
AIS-PL and HELCOM data packets are stored in database server for traffic management, statistics, track plotting, post processing studies or evidence proceedings. Stored data is periodically backed up onto a tape storage system. Additionally - data transmission from/to HELCOM server is encrypted for security reasons by Secure Socket Layer (SSL) protocol [Drozd W., Dziewicki M., 2006].
The main task of national server is to support regional servers. National server is located in Gdynia VTS Centre. The regional server of Gulf of Gdansk is also located there.
Receiving and provision principles of data were determined by the Copenhagen Declaration signatories. The basic principle of data transfer is limited access just for authorized institutions. Each participant can filter the data in a way approved by him, and could host AIS data from its AIS national network via Internet and the data format must be compatible with IEC 61993-2. The period of data update cannot exceed 6 minutes. Each participant of the Declaration is responsible for the proper use of data by competent authorized institutions. AIS data provider must take appropriate preventive action prior to redistribution to third parties. Participants declare their free will to maintain the correct transmission of AIS data. However, the data transmitting party or receiving party does not provide any warranty in relation to AIS data availability, accuracy and integrity [Dziewicki M., Ledóchowski M., 2005].
In 2010, the international experiment "CAP DEMO" was conducted, which emphasized the usefulness of the MarSSIES System - Maritime Safety and Security Information Exchange System and AIS in the fight against terrorism and illegal activity at sea. Task was carried out by combining the Polish and international system of supervision (Singapore OASIS, Spanish COVAM, Swedish SUBCAS and Finnish MEVAT). The subject of "CAP DEMO" was to monitor, detect and neutralize the threat caused by the appearance of a ship suspected of terrorist activities. The threat was simulated by warship ORP "ARCTOWSKI" which at the time of experiment cruised with false identification data. Identification data belonged to a ship cruising in area of Singapore. System MarSSIES automatically detected the error, generated alarm and initiated action with the use of Polish Navy, Maritime Regional Unit of the Border Guard Republic of Poland (MOSG), Maritime Offices and Special Forces [Dura M., 2011].
The experiment proved that AIS can help in the ongoing connecting process of marine surveillance systems in Europe. This can be a software platform for information distribution between the operational services cooperating in the field of maritime safety.
According to SOLAS Convention, AIS is a fully operational system. AIS was designed as a terrestrial system based on the use Very High Frequency (VHF) radio frequencies (161,975, 162,025MHz) to transmit data. The reception of VHF signals by satellites is a proven technology, with many commercial applications. AIS Satellite use VHF maritime mobile band and Ultra High Frequency UHF radio reception via satellites. Operating in use 137.000 - 150.500 MHz and 400.075 - 400.125 MHz frequency ranges, satellite reception of these signals can be cost-effective tracking, monitoring and messaging capability. Details concerning AIS Satellite were contained in [Carson-Jackson J., 2012]. However, there are problems related to the system functioning with limited availability and integrity of system information. These problems relate to the antenna height, signal interference, multipath affecting the reliability of the system, which have been generally investigated.
Since the end of AIS implementation, ships covered by SOLAS Convention were obliged to have on-board AIS.
Initially, many watch-keeping officers were under the impression that AIS was a "fit and forget" equipment. It was probably caused by lack of proper training or misinterpretation of the IMO performance standards stating: [MSC 74(69), 1998] " The AIS should be capable of providing information automatically and continuously to a competent authority and other ships, without ship ' s personnel involvement".
During the AIS implementation manufacturers faced the problem of digital interface incompatibility with most radar systems and Electronic Chart Display Information System (ECDIS).. Display of AIS information on radar indicators was associated with high costs [Norris A., 2007]. Much cheaper way was the presentation of AIS information on monochrome indicators called Minimum Keyboard Display (MKD) with typical size of screen 120x90 mm. In this case, it is justified to formulate questions: Can the data presentation on MKD indicators effectively illustrate the individual movement in area of heavy marine traffic, on the basis of the CPA and TCPA?
Imperfection of AIS functioning is the lack of information for the user on how to correctly set up the device for operation. This problem results from the lack of proper training in the field of device operation. Manuals supplied with the purchased equipment were incorrect and as a result incorrect static data was being entered by users. Voyage related data: ports of destination, ETA, navigation status were not entered. In addition, the use of safety related data were not properly understood by users.
Incompatibility of GPS units with AIS also became problematic. If the receiver is not in the operating range of the base station, then the lack of GPS signal may be the cause of no transmission of AIS signals. Additionally, if the GPS receiver operates in a system other than WGS-84 then it sends out position information with an error. This issue should be considered mainly by staff installing the AIS system on board.
Proper positioning of the ship's AIS antenna needs to be taken into account during the AIS installation. Poorly sited AIS antennas cause interference to AIS from other systems, which results in data corruption and limits signals transmission. AIS antenna should be mounted in accordance with IMO AIS Guidelines S/N Circ 227.
Interference occurs also when an incorrect antenna cable is used. In such case number and quality of transmitted signals is limited. It results in AIS information not being received system planned interval. AIS test sets, which could have identified these problems on installation, were not available for earlier installations [Norris A., 2007].
There were problems with heading information. Not all ships had a heading indicator with a digital interface. Bridge staff were often not informed on how these should be checked and adjusted, resulting in transmitted headings having possible offsets of up to 180o [Norris A., 2007].
In many instances bridge staff remains unaware of the anomalies for a substantial time. They had not been informed of the necessity for regular checks on transmitted data, because port and coastal authorities did not necessarily have AIS facilities, defects were not being routinely communicated to errant ships.
The issue of the AIS functioning leads to reflection on performing detailed studies of information integrity.
In 2007, the results of the research were presented by Liverpool John Moores University [HaratiMokhtari et al., 2007a]. Limitations of AIS information integrity were mainly related to human errors and input failure of static data. The errors were categorized in the following way:
a. Errors committed by the operators, users;
b. Installation Failures;
c. Design failures;
d. Training and management levels;
e. Regulatory failures.
In accordance with [Harati-Mokhtari et al, 2007b] 80-85% of all recorded maritime accidents resulted from human errors. Contribution of human error to maritime accidents has increased over the period of 1991-2001. Most accidents are the result of senseless and avoidable human errors. Human errors depend on internal factors related to the personal characteristics of operators such as: qualifications, acquired skills, work experience. In addition, there are also external factors such as: equipment design, device installation, the complexity of the task, the work environment, organizational factors, operating procedures. Thus the proper balance between the device operator and the complexity of tasks reduces the likelihood of human error [Harati-Mokhtari et al, 2007b].
Facts about the system imperfections lead to conclusion that static information errors result from operators' mistakes and unit installation errors. Sensor errors and factors responsible for limiting the system availability have reduced the AIS integrity. Interference signals, radio propagation conditions have an impact on coverage area. In this context, the question arises: is it reasonable to introduce AIS as an element affecting the increase in safety and efficiency of navigation, when the AIS may have low information integrity?
On the basis of pilot studies conducted by author, it is stated that the level of confidence in the AIS information does not only depend on human error. Information inadequacy is limited by message errors originating form sensors. Thus, true heading inadequacy is 16,54% and rate of turn inadequacy is 22,20%.
It was established that, research unfitness of AIS information is a complex process and requires development of research method estimating the completeness and integrity coefficients of 3 types of information - dynamic, static and voyage related data. This information is contained in message No. 1, 2,
3 (Position Report) and message No. 5 (Static and voyage related data). Another factor determining the level of confidence in the availability of AIS binary data channel based on message No. 4: Base Station Report. Analysis of the AIS availability is presented in [Felski A., Jaskólski K., 2011a]. In accordance with accepted hypotheses, stochastic model based on the research outcomes, is presented in this dissertation.
3. REVIEW OF AVAILABILITY AND INTEGRITY METHODS AND TOOLS FOR AIS INFORMATION RESEARCH
There is much research on AIS information integrity and availability. The problem was analysed, for example by [Harati-Mokhtari A., et al., 2007a], [Bailey N., 2005], [Drozd W., et al., 2007], [HaratiMokhtari A. et al., 2007b], [Hori A., et al., 2009]. Outcomes of the research methodology of this topic were also presented in [Felski A., Jaskólski K., 2008]. Researches on the AIS coverage area and the system availability were shown in [Hori A. et al., 2009], [Lapinski S., Isenor W., 2011], [Hammond T, Peters D., 2012], [Jaskólski K., 2012].
The method of statistical analysis of AIS information unfitness was presented by [HaratiǦMokhtari
A. et al., 2007]. The authors defined the types of mistakes and errors made by AIS system users. Statistical analysis of AIS information quality is based on the modification of reliability system model referred to as "Swiss Cheese Model".
Fig. 3. 1. "Swiss Cheese" model used in AIS information quality research [Harati-Mokhtari A. et al., 2007]
It was estimated, that at least 80% of all recorded maritime accidents resulted from human errors.. Therefore, the contribution of human error as a main factor leading to the increased number of maritime accidents was studied over a ten-year period of 1991-2001 [Harati-Mokhtari A. et al, 2007]. Reliability studies of AIS information were conducted by Liverpool John Moores University in three locations:
a. VTS Liverpool - form September to October 2005, where information about 94 vessels was recorded;
b. AISLive Company of Lloyds Register-Fairplay Ltd - from the 1st of March to the 17th of March 2005, where 400059 reports were recorded, of which 30946 reports were assessed;
c. Service AISweb of Dolphin Maritime Software Ltd - form 23.11.2005 to 02.05.2006.
The criterion of reliability assessment of AIS information was presented in Table 3.1. Information status was designated under the condition defining the unfitness state. The method defined the reliability criteria only to limited extent, with minimum level of system technical specification used.
Table 3. 1. Criterion of the assessment of AIS information reliability [Harati-Mokhtari et al, 2007]
At the same time i.e. in the year 2005, similar research of AIS information has been conducted in Dover Strait which is considered to be a narrow and high traffic intensity channel area [Bailey N, 2005]. The studies on reliability and completeness of AIS information have been conducted by the comparison of two sources of information. Static information and voyage related data have been compared with verbal information. Verbal information was reported on Channel 16 (156,8 MHz) to VTS operators upon the entrance to and the departure from VTS area, respectively. It was assumed that information transmitted by radiotelephone was reliable, whereas AIS information might contain errors. Research details were divided into categories depending on transmitted information. Percentage distribution of AIS static information was presented in Figure 3.2 [Bailey N, 2005].
Automatic Identification System Availability Integrity Markov Chains Stochastic Processes AIS collision avoidance Navigation
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Yesterday the first steps for editing were explained. Voices were synchronized and extracted according to their usefulness. This is a rather boring phase of editing and time consuming but it's not particularly difficult with modern software. If this were done with physical tape, like it used to be, I would expect a salary. Now it can be done on a cell phone during a coffee break.
The next step for editing 2 Cyborgs and a Microphone was to take the audio clips, which have a lot of blank space between then, and move them next to one another. Each track is kept separate so they must be moved in unison.
Different effects can be applied to each track. My voice needs to be given an effect to make it seem warmer. Tim's voice needs an effect to reduce background noise and reduce volume. Since we're recording on different rigs it's important to make them sound similar and some improvement is still necessary. In the first episode each voice came through both left and right stereo channels equally but they are being separated slightly so one voice is stronger on one side while the other person's voice is stronger on the other side.
At this point the show is pretty much ready for publication but some extra effects make it sound more professional. Intro and outro music was added. This music is public domain music so no royalties need to be paid and it's generated by AI so it's particularly relevant to our podcast. Plus it sounds pretty innocuous so it fits well.
After all the timeline editing is done, and the effects are applied and music is added the whole stream looks like a convoluted mess. And it is. This mess is compiled and written to an mp3 which is shared on this page. Videos get made with the TC+ logo and our email addresses as the only visual but the audio is identical. Youtube is a good distribution platform. Hopefully more ways to distribute will be found. If anyone has experience with podcasting and wants to share their secrets please give me an email or comment.


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Remarkably helpful to say the least. It had been a pleasing experience since i knew Danae was going above and beyond to show me each and every easy to customize option. I was surprised by her level of curiosity to help me find exactly what I wanted. At no reason was there a hurry to get my end result. It was awesome to know she was less interested in creating a big purchase and more worried about assisting myself. A truly incredible style consultant, I would suggest Danae every day.
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Earlier this month, Instagram was updated to include support for multiple accounts on iOS and Android. Today, an update for the Android version of Facebook Messenger has started rolling out, and includes the same feature. By enabling multiple accounts, users don't have to sign off and sign back on when they want to switch accounts. To use the multiple accounts, go to the Settings menu under Accounts.
Facebook says that it has added the feature for those who "share their phones and tablets with members of their family and friends." And even though more than one person will be able to avail themselves of the Facebook Messenger app on one particular phone or tablet, messages stay private.
A password is required the very first time a multiple account is opened on the app. After that, the account holder can decide whether or not a password is needed.
"All over the world, hundreds of millions of people share their phones and tablets with members of their family and friends. At Messenger, we want to make communication simpler, more seamless and secure, so we are happy that we have now launched a feature on Android that enables multiple people to log in and use Messenger from a single, shared device.
The update to the Android version of Facebook Messenger could hit your device at anytime. You can try to manually update the app by opening the Google Play Store, going to My apps and games, and checking your pending updates.
This is how it was selected for implementation. Suckerberg: Guys, I'm really happy with the progress we have made. Now messenger is the top sniffing app on android and iOS. Our app has all access to the phone, and we can mine data for as long as we want. Even force closing doesn't stop the process. But we've got to improve. We need to move forward. Any ideas? guy 1: Why don't we release a facebook launcher? guy 2: It's already there dumbass. Guy 3: How about a way we can mine a lot more data from a single phone? Also the resource consumption will be higher due to multiple threads. guy 4: But how's that possible? We have to add it as a feature, not to sound too suspicious. Guy 5: Multiple accounts anyone? Guy 5 gets promoted and we get this feature.
Hey, you think that dead terrorist guy had Facebook messenger on his iPhone? Maybe Facebook has the info the FBI needs :D?


text:
FIREFIGHTERS v. BOSTON CHAPTER, NAACP
FIREFIGHTERS v. BOSTON CHAPTER, NAACP(1983)
Argued: April 18, 1983Decided: May 16, 1983
[ Footnote * ] Together with No. 82-246, Boston Police Patrolmen's Assn., Inc. v. Castro et al.; and No. 82-259, Beecher et al. v. Boston Chapter, NAACP, et al., also on certiorari to the same court.
The Court of Appeals' judgment - upholding the District Court's orders enjoining the Boston Police and Fire Departments from laying off policemen and firemen in a manner that would reduce the percentage of minority officers below the level obtaining at the commencement of the layoffs - is vacated, and the cases are remanded for consideration of mootness in light of Massachusetts' intervening enactment of legislation relating to the layoffs.
679 F.2d 965, vacated and remanded.
John F. McMahon argued the cause for petitioners in Nos. 82-185 and 82-246 and filed briefs for petitioner in No. 82-185. Thomas A. Barnico, Assistant Attorney General of Massachusetts, argued the cause pro hac vice for petitioners in No. 82-259. With him on the briefs were Francis X. Bellotti, Attorney General, Thomas R. Kiley, First Assistant Attorney General, E. Michael Sloman, Assistant Attorney General, and Marc S. Seigle, Special Assistant Attorney General. Kevin P. Phillips filed a brief for petitioner in No. 82-246.
James S. Dittmar argued the cause for respondents in all cases. With him on the brief were Judith Bernstein Tracy, Peggy A. Wiesenberg, and Gerald Gillerman.Fn
Fn [461 U.S. 477, 477] Briefs of amici curiae urging reversal were filed by Solicitor General Lee, Assistant Attorney General Reynolds, Deputy Solicitor General Wallace, Deputy Assistant Attorney General Cooper, Carter G. Phillips, Brian K. Landsberg, Walter W. Barnett, and Dennis J. Dimsey for the United States; by Robert E. Williams, Douglas S. McDowell, and Daniel R. Levinson for the Equal Employment Advisory Council; by J. Albert [461 U.S. 477, 478] Woll, Michael H. Gottesman, Robert M. Weinberg, George H. Cohen, and Laurence Gold for the American Federation of Labor and Congress of Industrial Organizations et al.; by Edward J. Hickey, Jr., Michael S. Wolly, and Erick J. Genser for the International Association of Firefighters, AFL-CIO; by Robert A. Helman, Michele Odorizzi, Daniel M. Harris, Justin J. Finger, Jeffrey P. Sinensky, and Meyer Eisenberg for the Anti-Defamation League of B'nai B'rith; and by Daniel J. Popeo, Paul D. Kamenar, and Nicholas E. Calio for the Washington Legal Foundation. Briefs of amici curiae urging affirmance were filed by J. Clay Smith, Jr., and Herbert O. Reid, Sr., for the National Bar Association, Inc., et al.; by O. Peter Sherwood, Clyde E. Murphy, and Barry L. Goldstein for the City of Detroit; by Joaquin G. Avila, Morris J. Baller, and Carmen A. Estrada for the League of United American Citizens et al.; by Robert L. Harris and Eva Jefferson Paterson for the Officers For Justice et al.; by Judith I. Avner and Anne E. Simon for the National Organization for Women et al.; by Robert H. Chanin, Richard B. Sobol, and Michael B. Trister for the National Education Association; by E. Richard Larson, Burt Neuborne, and Paulette M. Caldwell for the National Black Association et al.; and by Robert Lipshutz, pro se, for Robert Lipshutz et al. Briefs of amici curiae were filed by Ronald A. Zumbrun and John H. Findley for the Pacific Legal Foundation; by Jack Greenberg and Eric Schnapper for the NAACP Legal Defense and Educational Fund, Inc.; by Arthur Kinoy and Michael Ratner for the Affirmative Action Coordinating Center et al.; and by Walter S. Nussbaum and Donald J. Mooney, Jr., for the Detroit Police Officers Association. [461 U.S. 477, 478]
In these cases, the United States Court of Appeals for the First Circuit upheld the District Court's August 7, 1981, orders enjoining the Boston Police and Fire Departments from laying off policemen and firefighters in a manner that would reduce the percentage of minority officers below the level obtaining at the commencement of layoffs in July 1981. 679 F.2d 965 (1982). These orders had the effect of partially superseding the operation of the State's statutory last-hired, first-fired scheme for civil service layoffs, Mass. Gen. Laws Ann., ch. 31, 39 (West 1979). Following the Court of Appeals' decision, Massachusetts enacted legislation providing the city of Boston with new revenues, requiring reinstatement of all police and firefighters laid off during the reductions in force, [461 U.S. 477, 479] securing these personnel against future layoffs for fiscal reasons, and requiring the maintenance of minimum staffing levels in the Police and Fire Departments through June 30, 1983. See 1982 Mass. Acts, ch. 190, 25. In light of these changed circumstances, we vacate the judgment of the Court of Appeals and remand for consideration of mootness in light of 1982 Mass. Acts, ch. 190, 25.
JUSTICE MARSHALL took no part in the consideration or decision of these cases. [461 U.S. 477, 480]