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1
Content available remote Ship’s Navigational Safety in the Arctic Unsurveyed Regions
100%
Pastusiak T.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
|
2012
|
tom Vol. 6, no. 2
209--214
EN
High traffic of the vessels in many regions of the world pressed maritime nations to issue good quality nautical charts. Vessels could proceed safely on planned voyage using nautical chart and GPS position receiver. Above popular assumptions were right in well recognized and charted regions. But some regions were not sufficiently surveyed or not surveyed at all. In this case position fixing system was useless. The only way was to follow the vessel’s hydroacoustic equipment to find out safe route in between dangers. The goal of the author was to settle matters of the unsurveyed regions. First question was quality of the in-formation on charts and role of the vessel’s autonomous hydroacoustic equipment in safety of the navigation. Second question were safety parameters kept by the research vessel.
2
Content available The movement of ship in water areas limited by port structures
100%
Galor W.
Annual of Navigation
|
2005
|
tom No. 10
23-37
EN
The marine environmental is one of human activity areas where risk is greater then average. Among water areas there are those where ship maneuvering is limited more then other sea areas. There are waters limited by port structures. The article presents methods of assessment of navigational risk as a combination of probability of ship collision to port structures and its consequences. The models of describing of accident probability are presented. Besides the result of ship port structure collision is determined by probability of structure collapse.
3
Content available remote Ocena bezpieczeństwa żeglugi na akwenach portowych
100%
Galor W.
Zeszyty Naukowe / Akademia Morska w Szczecinie
|
2005
|
tom nr 7 (79)
163-164
PL
Porty są projektowane i budowane do obsługi statków o określonej wielkości. Rozwój floty światowej w ostatnim trzydziestoleciu charakteryzuje się generalnie wzrostem wielkości statków przy w miarę stałej ich ilości. Stąd porty budowane kilkadziesiąt i więcej lat temu stoją wobec konieczności obsługi coraz większych statków. Wzrost ten obejmuje zarówno długość i szerokość, jak i zanurzenie statku. O bezpieczeństwie żeglugi na akwenach portowych decyduje głównie relacja wymiarów statku do wymiarów akwenu. Akwen charakteryzowany jest poprzez wymiary w płaszczyźnie poziomej oraz głębokość. W przypadku istniejących portów występują niewielkie możliwości zmiany tych elementów. Statek manewrujący po akwenie portowym musi przede wszystkim posiadać odpowiedni zapas wody pod stępką. Zależy on od wielu czynników i błędów ich określania. Analiza dotychczas stosowanych metod określania zapasu wody pod stępką wykazuje, że wielkość ta generalnie jest zawyżana. Oznacza to ograniczenie dopuszczalnego zanurzenia statku. Skutkuje to niepełnym wykorzystaniem ładowności statku. Ma to zasadnicze znaczenie szczególnie dla portów polskich (Świnoujście, Gdynia, Gdańsk), gdzie rocznie obsługiwanych jest kilkadziesiąt statków z częściowym wykorzystaniem ładowności. Możliwość zwiększenia ładowności wiąże się ze zwiększeniem dopuszczalnego zanurzenia, co jest równoznaczne ze zmniejszeniem zapasu wody pod stępką. W referacie przedstawiono założenia budowy modelu oceny bezpieczeństwa manewrowania statków po akwenie portowym. Polega ona na ocenie ryzyka obejmującego możliwość uderzenia statku w dno akwenu jako konsekwencji przyjęcia nieodpowiedniego zapasu wody pod stępką oraz skutków takiego zdarzenia. Bowiem nie każdy kontakt kadłuba statku z dnem akwenu kończy się uszkodzeniem kadłuba. Rezultatem prowadzonych badań jest przyjęcie kryteriów oceny i określenie odpowiednich wskaźników.
EN
Ports are designed and constructed for handling ships of definite size. The development of world fleet in the recent thirty years has been marked by a general increase in ships' size with their relatively constant number; which is why ports built a number of years ago are faced with the necessity of handling ever bigger ships. This increase embraces both the length and the width of the ship, as well as her draft. The navigational safety in port water areas is mainly determined by the relation of the ship's dimensions to the dimensions of the water area. The water area is characterised by horizontal dimensions and draft. In the case of existing ports there are few possibilities of changing these elements. The ship manoeuvring in the port water area has first of all to have a suitable underkeel clearance, which depends on many factors and their estimation errors. The analysis of hitherto applied methods of determining underkeel clearance shows that this value is generally overestimated. This signifies a limitation of the ship's permissible draft, which results in incomplete use of the ship's load capacity, which is of particular significance for Polish ports (Świnoujście, Gdynia, Gdańsk), where a few dozen ships are handled yearly with only a partial use of their load capacity. The possibility of increasing load capacity exists in increasing permissible draft, which is bound with decreasing underwater clearance. The paper presents assumptions for the construction of a safety assessment model for ships manoeuvring in the port water area. It consists in estimating the risk of the ship striking the bottom of the water area as a result assuming an improper underkeel clearance, since not every contact of the hull with the bottom ends in damaging the hull. The result of the research is the assumption of assessment criteria and determining suitable indicators.
4
Content available Ship Domain in Various Visibility Conditions in Restricted Waters
100%
Pietrzykowski Z. , Siemianowicz M. , Wielgosz M.
Annual of Navigation
|
2018
|
tom No. 25
41--50
EN
Ship domain is one of navigational safety assessment criteria. Its shape and size depend on many factors, including visibility. This article examines the influence of visibility on the shape and dimensions of ship domain in restricted waters. The research was conducted using a simulator of the ECDIS system with the participation of experts’ navigators. The domains of ships in good and restricted visibility have been compared.
PL
Domena statku jest jednym z nawigacyjnych kryteriów oceny bezpieczeństwa. Jej kształt i rozmiar zależą od wielu czynników, włączając widzialność. W artykule zreferowano badania nad wpływem widzialności na kształt i rozmiary domeny statku na wodach ograniczonych. Badania były prowadzone z użyciem symulatora systemu ECDIS z udziałem nawigatorów ekspertów. Przedstawiono porównanie domen statków w warunkach dobrej i ograniczonej widzialności.
5
Content available Ship domain in the restricted area – simulation research
100%
Pietrzykowski Z. , Wielgosz M. , Siemianowicz M.
Zeszyty Naukowe / Akademia Morska w Szczecinie
|
2012
|
tom nr 32 (104) z. 2
152-156
EN
The ship domain – the area around the ship that should be clear of other vessels or objects – depends on many factors. In this paper authors present results of simulation research on ship domain determination. The influence of ship size on domain shape and dimensions in the restricted area have been analyzed. The method of determining ship domain is characterized. The results have been presented. The domains of ships of different sizes have been compared and conclusions formulated.
6
Content available remote Generation of Electronic Nautical Chart Data for Assessment of Navigational Safety in Harbour and Waterway Design
88%
Guan K. , Shi C. , Wu S. , Xu T.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
|
2010
|
tom Vol. 4, no. 1
17--22
EN
Navigational simulator is widely applied in the assessment of Navigational Safety in the harbour and waterway design. According to the needs of ENC(Electronic Nautical Chart) data in the navigational assessment, this paper analyzes the source of ENC data, such as S-57 data, MVCF(Military Vector Chart Format) data and CAD(Computer Aided Design) data. An effective method of ENC data generation has been developed. Special techniques are investigated for generating ENC data, such as ENC data structure design-ing, chart data conversion, digitization method of raster images of CAD design drawing, optimization ap-proaches and data integration methods. Software has been developed to edit the chart data with good perfor-mance. The technologies developed in this paper have been applied to more than 100 practical projects and successful results have been obtained.
7
Content available Influence of speed reduction on navigational safety of container ships
88%
Przywarty M. , Gucma L. , Perkovic M.
Zeszyty Naukowe / Akademia Morska w Szczecinie
|
2013
|
tom nr 36 (108) z. 1
125--130
EN
Paper presents results of a real-time simulation experiment which was carried out to study an influence of speed reduction on the navigational safety of container ships. In order to determine changes in the vessels manoeuvrability set of simulated sea trials was carried out. The tests included the measuring of the movement parameters of ships proceeding with different initial speed in different external conditions.
8
Content available Methodology for the development of parameters for the navigational safety risk assessment model in port approaches
88%
Bojić F. , Bošnjak R. , Lušić Z. , Gudelj A.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
|
2021
|
tom Vol. 15 No. 2
365--372
EN
Risk of an accident is an ever-present component in the maritime transportation process, especially in congested waters such as port areas. Since safety is of crucial importance in the maritime industry, different models of risk assessments were developed to ensure minimal navigational danger. The aim of this paper is the development of modular, dynamic sets of parameters, applicable for future risk assessment models on port approaches by introducing top-down expert appraisal structure methodology organised in three steps. Firstly, approaches and criteria from relevant international recommendations and scientific studies on maritime risk assessment models were analysed and compared, in order to obtain general categories of navigational safety parameters. Secondly, existing risk assessment parameters were structured and combined into new dynamic sets. In the third step, these dynamic sets of parameters were selected, and numerical values were assigned to them according to the specific context of the port. Finally, this top-down methodology aims to provide relevant dynamic sets of criteria for navigational safety risk assessment development that are flexible and widely applicable for the needs and characteristics of different ports.
9
Content available remote Semi-Markov approach to the shipping safety modelIing
88%
Guze S. , Smolarek L.
Archives of Transport
|
2011
|
tom Vol. 23, iss. 4
475-488
EN
In the paper the navigational safety model of a ship on the open area has been studied under conditions of incomplete information. Moreover the structure of semi-Markov processes is used to analyse the stochastic ship safety according to the subjective acceptance of risk by the navigator. In addition, the navigator's behaviour can be analysed by using the numerical simulation to estimate the probability of collision in the safety model.
PL
W artykule przedstawiono model bezpieczeństwa nawigacyjnego dla statku, na akwenie otwartym w przypadku niepełnej informacji. Ponadto zastosowano metody procesów semi-Markowa do analizy stochastycznej bezpieczeństwa statków zgodnie z subiektywnym poziomem akceptacji ryzyka przez nawigatora. Dodatkowo przedstawiono możliwość oszacowania prawdopodobieństwa kolizji dla modelu bezpieczeństwa z uwzględnieniem zachowania nawigatora z wykorzystaniem symulacji numerycznych.
10
Content available Navigational safety of LNG tankers in emergency situations
88%
Paulauskas V. , Paulauskas D.
Zeszyty Naukowe / Akademia Morska w Szczecinie
|
2013
|
tom nr 36 (108) z. 1
121--124
EN
LNG import terminals are under construction in the Baltic Sea ports Klaipeda and Świnoujście and should start operations in 2014. LNG tankers in Klaipeda port should cross port up to the end of the port. Probability of possible emergency situations with LNG tankers is very low, but in the same time it is necessary to take all possible precaution measures to avoid accidents with LNG tankers in any cases, especially in port areas. “Black out” on the LNG ships is very dangerous in ports areas, because there is very limited channel’s width and other port water areas, and it is necessary to steer vessel in such situations as well. Theoretical calculations of the precaution measures, simulations and practical training of the ship and tugs masters, port pilots and VTS operators should help in such emergency situations. This article is oriented to explain theoretical calculation methods for the LNG tankers steering by tugs in case of “black out” situations, simulations’ results and practical recommendations for the Port Authorities, port pilots, ships’ and tugs’ masters that will be possible to minimize LNG ships’ incidents and accidents probability in port areas.
11
Content available The analysis of the risk of an accident between a passenger ship and a tanker carrying hazardous substances in the Western Baltic
88%
Gucma L. , Marcjan K. , Przywarty M.
Journal of Polish Safety and Reliability Association
|
2014
|
tom Vol. 5, No. 2
49--56
EN
The paper presents an analysis of the accident between a passenger ship moving on the route Swinoujscie Ystad with tanker carrying hazardous substances category X. In order to assess the safety of navigation in the study area the authors have developed a probabilistic domain, which aims to estimate the number of incidents of navigation on the basis of real data from AIS and to find potentially dangerous areas, where there is the highest number of incidents. Then the vessel traffic model was built and the model of navigational safety assessment to evaluate the probability of Ro-Pax Ferry-Chemical tanker collision. Finally the consequences assessment of collision between Ro-Pax and chemical tanker carrying ammonia was performed, taking into consideration ammonia release.
12
Content available Assessing the impacts to vessel traffic from offshore wind farms in the Thames Estuary
75%
Rawson A. , Rogers E.
Zeszyty Naukowe Akademii Morskiej w Szczecinie
|
2015
|
tom nr 43 (115)
99--107
EN
The development of offshore renewable energy installations can introduce additional hazards to the safe navigation of shipping in often already crowded waterways. Developers and decision makers must predict and properly manage the potential risks imposed on navigating vessels from wind farm developments, in a complex and uncertain environment. Considerable analysis has been undertaken to model navigational risks to vessel traffic around wind farms; however this work is generally predictive and there is little understanding as to whether the modelling, central to the consideration of navigation safety, accurately reflects the postconstructed navigation risks. It is therefore important for decision makers to understand the uncertainties present in the analysis, both in terms of the assessment of risk and the implementation of any risk reduction measures. This paper presents a comparative analysis of the change in vessel traffic in the Thames Estuary before and after the construction of five offshore wind farms. The analysis demonstrates how the impact on vessel traffic is specific to the location of each development, driven by traffic management measures and other local constraints. Therefore the accurate modelling of this impact requires the input of experienced navigators, regulators and other knowledgeable stakeholders. The results of this analysis can be used to improve the predictive modelling of vessel traffic around offshore wind farms and other offshore installations, leading to a reduction in the uncertainty of vessel traffic modelling in the future.
13
Nawigacyjne systemy wspomagania decyzji w transporcie morskim
75%
Pietrzykowski Z.
Logistyka
|
2010
|
tom nr 4
CD-CD
EN
Navigational equipment and systems installed on board ships and at land-based centres improve and automate the processes of navigational information acquisition, processing and presentation. These systems perform mainly information functions that enhance decision making processes. The growing range and amount of available information and the consequent difficulties in data processing and use make up a potential source of human errors, one of the main reasons behind marine accidents. Actions already undertaken aim at extending the existing navigational systems, or building new ones, where decision support functions will have a wider scope. This article will describe the present situation and directions of developing navigational systems in maritime transport.
PL
Instalowane na statkach oraz w ośrodkach lądowych urządzenia i systemy nawigacyjne usprawniają i automatyzują procesy pozyskiwania, przetwarzania oraz udostępniania informacji nawigacyjnych. Realizują głównie funkcje informacyjne, wspomagające procesy podejmowania decyzji. Rosnący zakres i liczba dostępnych informacji oraz wynikające stąd trudności z ich przetworzeniem i wykorzystaniem stanowią potencjalne źródło błędów ludzkich, będących jedną z głównych przyczyn wypadków morskich. Podejmowane są działania dotyczące rozbudowy istniejących oraz budowy nowych systemów nawigacyjnych, realizujących w szerszym zakresie funkcje wspomagania decyzji. W artykule przedstawiono stan obecny oraz kierunki rozwoju systemów nawigacyjnych w transporcie morskim ze szczególnym uwzględnieniem systemów przeznaczonych do stosowania na statkach morskich.
14
Content available remote Assessment of navigational safety level in ship encounter situations in open sea area
75%
Pietrzykowski Z.
Archives of Transport
|
2007
|
tom Vol. 19, iss. 4
77-84
EN
The probability of ships' collision is proposed as an indicator of navigationaI safety IeveI in a ship encounter situation in the open sea. The presented method of determining this indicator takes into account a current navigationaI situation as welI as possible occurrence of undesired events in vesseI movement, such as navigators' errors. Results of research on some simulated ship encounter situations are discussed.
PL
Prawdopodobieństwo kolizji statków zaproponowano jako wskaźnik poziomu bezpieczeństwa nawigacyjnego w sytuacji spotkań statków na akwenie otwartym. Przedstawiono metodę jego wyznaczania. Prezentowana metoda uwzględnia zarówno aktualną sytuację nawigacyjną jak również możliwość wystąpienia zdarzeń niepożądanych w ruchu statków, w tym błędów nawigatorów. Przedstawiono wyniki badań symulacyjnych dla wybranych sytuacji spotkań statków.
15
Content available Design and application of an automated smart buoy in Increasing Navigation Safety and environmental standards in Ports
75%
Bojić F. , Karin I. , Juričević I. , Čipčić M.
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
|
2021
|
tom Vol. 15 No. 2
373--380
EN
The growing demand for transportation has brought even larger quantities of traffic in spatially limited port areas. Considering a diverse traffic mix, infrastructural overcapacity and busy schedule, port communities have started to face possible degradation of safety and environmental standards. To mitigate these problems, a number of different monitoring solutions of marine environment were deployed. Since conventional environmental and traffic data gathering by physical monitoring and sampling was logistically complicated and inefficient in time and resources, different approaches had to be considered. With the rise of accessible Internet of Things (IoT) technology some ports already installed smart monitoring devices such as smart buoys. The goal of this paper is to examine the concept and benefits of an automated smart buoy as a cost effective, easy to install device capable of real-time remote information sharing. Furthermore, the design and operational processes of existing automated smart buoy will be presented, along with solutions for tackling navigational safety and environmental problems.
16
Szacowanie niezawodności nawigacyjnej w eksploatacji statku
75%
Ślączka W.
Logistyka
|
2015
|
tom nr 3
4812--4826, CD 1
PL
Bezpieczeństwo manewrowe statku na drogach wodnych jest ściśle związane z bezpieczeństwem nawigacji. Głównym czynnikiem mającym wpływ na bezpieczeństwo nawigacji ma szerokość bezpiecznego akwenu manewrowego lub szerokość pasa ruchu. Na podstawie w/w wskaźników bezpieczeństwa nawigacji oblicza się niezawodność nawigacyjną. W artykule zostały zaprezentowane próby szacowania niezawodności nawigacyjnej statku innymi metodami niż bardzo droga metoda symulacyjna.
EN
Safety of a ship maneuvering in waterways is closely connected with safety of navigation. The major factor affecting on safety of navigation is a width of safe maneuvering area or traffic lane width. According to those facts, the reliability of navigation is calculated. In the article have been presented samples of estimation of navigation reliability of the ship in different ways than very expensive simulation method.
17
Content available Port morski w Elblągu jako węzeł komunikacyjny morskich i śródlądowych dróg wodnych - problemy bezpieczeństwa nawigacji
75%
Jagniszczak I. , Królikowski A.
Zeszyty Naukowe / Akademia Morska w Szczecinie
|
2005
|
tom nr 9 (81)
57-74
PL
Przedstawiono warunki uprawiania nawigacji w węźle komunikacyjnym morskich i śródlądowych dróg wodnych Elbląga. Port morski w Elblągu jest typowym przykładem węzła komunikacyjnego morskich i śródlądowych dróg wodnych. Port posiada połączenie drogą wodną śródlądową z portami Zatoki Gdańskiej: Kanałem Jagiellońskim - Szkarpawą - Wisłą - Martwą Wisłą oraz rzeką Elbląg - przez Zalew Wiślany i dalej przez Szkarpawę. Posiadarównież połączenie z portami Federacji Rosyjskiej - Elbląg i przez Zalew Wiślany, Pojezierzem Iławskim (z możliwością wyjścia przez Kanał Bydgoski, Noteć i Wartę na drogę wodną Odry).
EN
The sea port in Elbląg is a typical example of the sea and inland waterways communication junction. The port is connected with the ports of Gulf of Gdańsk through inland waterways: with the Jagielloński Canal through Szkarpawa, Wisła, Wisła Martwa and the River Elbląg - through Zalew Wiślany and Szkarpawa. The port is also connected with the Russian ports - the River Elbląg and Zalew Wiślany, with Pojezierze Iławskie through Elbląg Canal and with the inland waterways of Dolna Wisła (including the possibility of entering the Odra waterway through the Bydgoszcz Canal, Noteć and Warta).This paper presents the conditions for navigation in the communication junction of sea and inland waterways of Elbląg.
18
Poziom ufności przy projektowaniu dróg wodnych terminali LNG
75%
Gucma S.
Logistyka
|
2010
|
tom nr 4
CD-CD
PL
W artykule zaprezentowano probabilistyczny model ruchu statku na torze wodnym, który zastosowano do określenia prawdopodobieństwa wejścia statku na skarpę toru wodnego. Wykorzystując pojęcie ryzyka nawigacyjnego oraz prawdopodobieństwo wejścia gazowca na skarpę toru wodnego określono poziom ufności, który należy przyjąć jako bezpieczny przy projektowaniu dróg wodnych terminalu LNG.
EN
A probabilistic model of ship movement in a fairway will be presented. The model was used to determine the probability of ship’s grounding on the fairway slope. The confidence level that should be adopted as safe while designing LNG terminal waterways was defined using the concept of navigational risk and the probability that a gas carrier will ground on the fairway slope.
19
Markowski model bezpieczeństwa nawigacyjnego statku na akwenie otwartym
75%
Guze S. , Smolarek L.
Logistyka
|
2010
|
tom nr 4
CD-CD
PL
W artykule przedstawiono model bezpieczeństwa nawigacyjnego dla statku na akwenie otwartym. Do opisu tego modelu użyty został proces markowski.. Dodatkowo dla tego modelu obliczono jego charakterystyki.
EN
In the paper the navigational safety model for ship on the open area Has been proposed. The Markov process has been used to describe the safety model. Futhermore, the characteristics of this model have been determined.
20
Content available Legal aspects of investigating marine accidents in Poland
75%
Szymankiewicz D.
Zeszyty Naukowe Akademii Morskiej w Szczecinie
|
2017
|
tom nr 51 (123)
50--56
EN
Implementation of ERIKA III, the third package of EU legislation intended to integrate international standards of marine accident investigation, has significantly changed the way Polish public authorities investigate marine accidents. Until the implementation, maritime chambers conducted the investigation of marine accidents. Since October 2012 there has been a dual system in place whereby public authorities are entitled to investigate marine accidents in Poland. This article reviews distinctive features of both approaches and the impact thereof on the system of investigating marine accidents. Beside a theoretical description of the legal basis for the functioning of both maritime chambers and the State Marine Accident Investigation Commission, this paper includes analytic data of investigations conducted by both these bodies in order to prove that the number of investigations conducted by maritime chambers has drastically decreased since the establishment of the State Commission, and that the number of investigations conducted by the State Commission itself cannot be sufficient, leading to a decrease of safety in maritime navigation.
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