Wyniki wyszukiwania - BazTech

1

Autonomous shipping – a stochastic model of the process describing the safety of MASS operation

Burciu Zbigniew, Abramowicz-Gerigk Teresa

Zeszyty Naukowe Politechniki Morskiej w Szczecinie

|

2023

|

nr 76 (148)

57--64

EN

The main interest in introducing maritime autonomous surface ships (MASS) is centered on communication, autonomous navigation, and collision avoidance systems. This paper presents a more comprehensive approach, accounting for selected issues relating to navigation safety, ship operation, maritime rescue, and decision support systems for the MASS remote managing operator. The technical solutions for improving the safety of MASS operation are described, and the decision support system (DSS) for the MASS operator, based on the stochastic model of the process describing the safety of MASS operation, is proposed. The presented analysis can be used to build a computer program and an integrated decision support system that increases the safety and reliability of the MASS operator’s decision-making process.

2

Safe vessel operations – the tacit knowledge of navigators

Dreyer L. O.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

|

2023

|

Vol. 17 No. 3

579--586

EN

The collision regulations include several qualitative terms without providing guidance as to how these terms could be understood in quantitative terms. These terms must therefore be interpreted by navigators, which poses a problem for autonomous ships. Extend the knowledge of how navigators interpret the collision regulations, with a specific focus on how they interpret the rule covering the requirement to proceed at a safe speed. Qualitative study based on interviews of a convenience sample of eight Norwegian navigators. Data was analysed with systematic text condensation. Navigators characterise safe speed as a speed in which they have control. Navigators do not look at different factors mentioned in the collision regulations in isolation, but within the context of the situation. Determining the safe speed of a vessel is more complicated than made out in the literature. As autonomous ships will have to cooperate with conventional vessels, their programming must include the knowledge of how the collision regulations are interpreted by human navigators.

3

Operationalising automation transparency for maritime collision avoidance

van de Merwe K., Mallam S., Engelhardtsen Ø., Nazir S.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

|

2023

|

Vol. 17 No. 2

333--339

EN

Automation transparency is a means to provide understandability and predictability of autonomous systems by disclosing what the system is currently doing, why it is doing it, and what it will do next. To support human supervision of autonomous collision avoidance systems, insight into the system’s internal reasoning is an important prerequisite. However, there is limited knowledge regarding transparency in this domain and its relationship to human supervisory performance. Therefore, this paper aims to investigate how an information processing model and a cognitive task analysis could be used to drive the development of transparency concepts. Also, realistic traffic situations, reflecting the variation in collision type and context that can occur in real-life, were developed to empirically evaluate these concepts. Together, these activities provide the groundwork for exploring the relation between transparency and human performance variables in the autonomous maritime context.

4

From ship to shore – studies into potential practical consequences of autonomous shipping on VTS operation and training

Janssen T., Baldauf M., Claresta G.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

|

2023

|

Vol. 17 No. 2

383--390

EN

Vessel Traffic Services (VTS) are to improve the safety and efficiency of vessel traffic and to protect the marine environment by interacting with the ship’s traffic in monitored coastal areas. Today, VTS operators are maritime professionals with nautical education from a university or technical college and practical experience on board. This experience and nautical background is a key element of the work as a VTS operator. It is to support understanding the daily work. The current situation in the maritime domain is undergoing substantial changes, such as introducing new technologies, implementing the e-Navigation concept based on sustainable digitalization and ambitions to realize unmanned and autonomous shipping. This paper will present preliminary results of a pilot study conducted in VTS Centres along the coast of North and Baltic Sea and discuss selected options and opportunities for education and training of future VTS operators, which might not have the advantage of practical sea experience anymore.

5

A new architectural framework for digitalization of maritime intelligent transport systems

Hagaseth M., Rødseth Ø. J., Krogstad T., Bakke M.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

|

2023

|

Vol. 17 No. 4

769--779

EN

Digitization in international shipping is an increasingly important topic, but for many years, the lack of accepted international standards and the usage of many different regional solutions, especially for communication between ships and ports, has made the introduction of digitalized solutions difficult. Since 2020, important work has been done in IMO to harmonize international standards supporting ship-port interactions, and this work has now been supported by both shipping, ports, and international standardizations organizations. IMO, through its facilitation committee (FAL) and EGDH (Expert Group on Data Harmonization) is developing the IMO Reference Data Model that covers mandatory reporting requirements related to port calls. This conceptual data model is mapped to three technical data models in three different domains, namely, UNECE (trade), WCO (customs) and ISO 28005 (maritime) to ensure the interoperability between the different ICT systems participating in the data exchange. The IMO Reference Data Model has also been extended with operational data to handle Just-In-Time arrival and departure and also nautical information to ensure that the specification of the locations in ports (berths, pilot boarding places, bollards etc) are the same for different usages. Several international organizations as BIMCO (the largest ship owners' organization) and international port organisations as IAPH, IPCSA and IHMA are strongly involved in this work. This paper summarizes work done by IMO and others to clarify the roles, functionalities and ICT-systems (Information and Communications Technology) that are needed to support the various processes needed to be performed during a port call. These definitions will form the basis for defining a Maritime ITS (Intelligent Transport System) Architecture which will also need to be related to road ITS and also to e-Navigation functionalities. The Maritime ITS Architecture described in this paper contains three levels, namely the Domain Definition (generalized roles that represent people, organizations and equipment in the system), the Processes (definitions of processes and functions that need to be supported to make the domain work), and the Information model (a generalized information model covering the information elements that are required by the functions and processes). In addition to this comes the layers to describe the physical implementation architecture, and the layers to describe the service implementation (e.g. APIs) and the protocols

6

Verification of a deterministic ship's safe trajectory planning algorithm from different ships’ perspectives and with changing strategies of target ships

Lazarowska A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

|

2021

|

Vol. 15 No. 3

623--628

EN

The paper presents results of a ship's safe trajectory planning method verification - the Trajectory Base Algorithm, which is a deterministic approach for real-time path-planning with collision avoidance. The paper presents results of the algorithm’s verification from different ships’ perspectives and with changing strategies of target ships. Results prove the applicability of the algorithm in the Collision Avoidance Module of the Autonomous Navigation System for Maritime Autonomous Surface Ships.

7

Trends and challenges in unmanned surface vehicles (USV): From survey to shipping

Barrera C., Padron I., Luis F. S., Llinas O.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

|

2021

|

Vol. 15 No. 1

135--142

EN

Autonomy and unmanned systems have evolved significantly in recent decades, becoming a key routine component for various sectors and domains as an intrinsic sign of their improvement, the ocean not being an exception. This paper shows the transition from the research concept to the commercial product and related services for Unmanned Surface Vehicles (USV). Note that it has not always been easy in most cases due to the limitations of the technology, business, and policy framework. An overview of current trends in USV technology looking for a baseline to understand the sector where some experiences of the authors are shown in this work. The analysis presented shows a multidisciplinary approach to the field. USV's capabilities and applications today include a wide range of operations and services aimed at meeting the specific needs of the maritime sector. This important consideration for USV has yet to be fully addressed, but progress is being made.

8

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

|

2021

|

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.

9

Framework of an evolutionary multi-objective optimisation method for planning a safe trajectory for a marine autonomous surface ship

Szłapczyński Rafał, Ghaemi Hossein

Polish Maritime Research

|

2019

|

nr 4

69--79

EN

This paper represents the first stage of research into a multi-objective method of planning safe trajectories for marine autonomous surface ships (MASSs) involved in encounter situations. Our method applies an evolutionary multiobjective optimisation (EMO) approach to pursue three objectives: minimisation of the risk of collision, minimisation of fuel consumption due to collision avoidance manoeuvres, and minimisation of the extra time spent on collision avoidance manoeuvres. Until now, a fully multi-objective optimisation has not been applied to the real-time problem of planning safe trajectories; instead, this optimisation problem has usually been reduced to a single aggregated cost function covering all objectives. The aim is to develop a method of planning safe trajectories for MASSs that is able to simultaneously pursue the three abovementioned objectives, make decisions in real time and without interaction with a human operator, handle basic types of encounters (in open or restricted waters, and in good or restricted visibility) and guarantee compliance with the International Regulations for Preventing Collisions at Sea. It should also be mentioned that optimisation of the system based on each criterion may occur at the cost of the others, so a reasonable balance is applied here by means of a configurable trade-off. This is done throughout the EMO process by means of modified Pareto dominance rules and by using a multi-criteria decision-making phase to filter the output Pareto set and choose the final solution.