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1
Content available A theoretical analysis of contemporary vessel navigational systems: assessing the future role of the human element for unmanned vessels
Polemis D., Darousos E. F., Boviatsis M.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
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2022
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Vol. 16 No. 4
637--646
EN
This article aims to investigate the contemporary challenges of electronic navigation and assess the appropriate amendments should autonomous vessel technology becomes widespread in the near future. Vessel control systems and maritime communication are essential and sending and receiving alarm signals is critical to contemporary ship navigation. Numerous location and shipping information systems, such as GPS, Loran-C, and Decca, have arisen in recent decades to improve navigational safety. Other systems, including VHF and Inmarsat, have been developed to enhance the efficiency of maritime communication on board and to transmit risk and safety-related data. Additionally, safe navigation requires systems like Navtex, EGS, DSC, Epirb, and others [1].
2
Content available Preparing for an unknown future. Autonomous ships versus position of the Maritime English/IMO Standard Marine Communication Phrases(ME / IMO SMCPs) in maritime practice. How are we going to solve this problem?
Chirea-Ungureanu C.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
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2021
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Vol. 15 No. 1
111--116
EN
The reason for modern Maritime Education and Training (MET) is to provide students with the necessary skills, and knowledge to be successful in the future outside of school. Futuristic teachers need to help students become life-long learners who are ready, organized, and equipped for new challenges. This paper tries to find position of Maritime English/IMO Standard Marine Communication Phrases (ME/ IMO SMCPs) versus autonomous ships, to facilitate developments in a safe predictable environment and for ensuring safe navigation in the future, also in a mixed traffic situation where both manned and unmanned ships will be sailing on the same routes and ports. In its attempts, this paper tries to analyse the Obstacles and Disadvantages when no crew is required on board; this could jeopardize the statute of seafarers, and not every aspect of unmanned shipping is all roses. The work is much future oriented and requires challenging conventional concepts and operations.
3
Content available Modelling the processes of taking over the watch from an autonomous navigation system
Hochgeschurz S., Dalinger E., Motz F.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
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2021
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Vol. 15 No. 1
117--126
EN
The maritime industry is striving towards increasing levels of autonomy within the field of navigation. However, fully autonomous vessel navigation requires an extraordinarily complex system. As a step towards full autonomy and to reduce system complexity, nautical officers should still be available on board to take over the watch from the autonomous system in situations, in which human intervention is required. Therefore, a highly advanced human-machine interface (HMI) is essential, which supports nautical officers in retrieving all necessary information in order to manage the takeover. The implementation of the autonomous system and introduction of an HMI creates new processes, which need to be defined. In this paper, we portray our approach to define the processes for watch handovers from the autonomous system to nautical officers by investigating current watch handover processes. Subsequently, the resulting process models are described and discussed.
4
Content available Learning to swim - how operational design parameters determine the grade of autonomy of ships
Uge C., Hochgeschurz S.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
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2021
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Vol. 15 No. 3
501--509
EN
In recent years, ideas and applications for autonomous shipping have been rapidly increasing. In most of today’s ship bridge systems decision support systems with different capabilities are installed and officers of the watch rely on them. First tests with fully and constrained autonomous ships are on the way. One of them is the B0 | BZERO project, with the aim of an autonomous 8-hour watch-free bridge, while the ship is still manned. The system’s constraints are captured in the operational design domain (ODD) defining all conditions under which the autonomous system can operate safely. We propose the definition of a preliminary ODD considering both regulatory and technical restrictions. Furthermore, we present a new way of defining the level of autonomy of a ship by using the ODD and navigational specifications.
5
Content available Comparison of problems related to the carriage of goods by sea between traditional and autonomous vessels
Pijacar M., Bulum B.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
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2021
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Vol. 15 No. 1
125--131
EN
When performing the carriage of goods by sea, each contracting party, shipowner and charterer, has a number of rights and obligations. In legal sources which regulate carriage of goods by sea, in particular contracts concluded between parties, international conventions and national laws, standard clause is shipowner's obligation to provide a seaworthy vessel. Such obligation implies that the vessel must be able to carry and keep the contracted cargo in good condition and also have required number of qualified crew. On the other side, charterer's obligation is to order the vessel to sail to ports/berths which are considered safe (safe port warranty). Also, legal sources of carriage of goods by sea regulate liability issues for loading and discharging operations, the limitation of the shipowner’s liability and application of provisions related to exclusion of liability. All of the above represent important rights and obligations of the regulation of the carriage of goods by sea, and so regulated thus far have been common in the carriage of goods by sea by traditional vessels. However, the question that arises is how the problems related to the carriage of goods by sea will be regulated when such carriage is performed by autonomous vessels. In other words, there is a question about interpretation of the provisions of seaworthiness, safe port warranty, liability and the limitation of the shipowner’s liability and exclusion of liability in the carriage of goods by sea by autonomous ships. The purpose of this paper is comparison of problems related to the carriage of goods by sea between the traditional and autonomous vessels, and regarding the regulation of seaworthiness, safe port warranty, liability, the limitation of the shipowner’s liability and exclusion of liability. The results of this comparison lead to the conclusion that reconsideration of the content of the listed terms is needed when we are talking about carriage of goods by sea by autonomous vessels.
6
Content available With regard to the autonomy in maritime operations – hydrography and shipping, interlinked
Wróbel K., Weintrit A.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
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2020
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Vol. 14. no. 3
745--749
EN
With change being the only thing that is constant, modern world is undergoing a disruptive change to many aspects of everyday life. Covering 70% of our planet, oceans and industries connected with them are of no exception. The apparent drive towards autonomization in shipping will not only change the way vessels are navigated, but will affect virtually all services needed for the vessels to be navigated. These include not only the design of ships themselves, training of their crews, remote supervision of onboard processes, but also the extremely important - yet not always appreciated - domain that allows for a safe navigation: maritime hydrography. This paper discusses some insights on how the autonomous vessels and future hydrographers may benefit from each other.
7
Content available Teraźniejszość i przyszłość autonomicznej nawigacji
Woś G.
Prace Wydziału Nawigacyjnego Akademii Morskiej w Gdyni
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2018
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Z. 33
112--124
PL
Wraz z nieustannym postępem techniki automatyzacja obejmuje coraz więcej czynności wykonywanych do tej pory przez człowieka. Jej głównym celem jest ułatwienie naszego życia i pracy. W artykule przedstawiono aktualną sytuację oraz plany i projekty wprowadzenia szeroko pojętej automatyzacji na statkach handlowych oraz nowej ery nawigacji, którą zapoczątkują jednostki autonomiczne i bezzałogowe.
EN
Along with the continuous progress of technology, automation absorbs more and more activities performed so far by human. Its main purpose is to facilitate our life and work. The publication presents the current situation and projects for the introduction of broadly understood automation on commercial vessels and a new era of navigation, which will be initiated by unmanned and autonomous vessels.
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