The failure data available for power, navigation, propulsion and steering systems onboard LNG carriers, during critical manoeuvres in the final harbour and berth approach phase, are often accompanied with a high degree of uncertainty. For this reason the use of conventional probabilistic risk assessment methods may not be well suited. The approach described uses fault tree analysis to calculate the fuzzy probability of systems failure. The risks associated with failure events are determined by combining their occurrence likelihood (probability) and possible consequences to produce a risk ranking

PNDS (Pilot Navigation and Docking System) [1] utilizes the range measurement between laser head and ship’s side to determine the ship’s outline presented on the screen. The noisy measurements and dynamic process noise affect the accuracy of determined parameters and propagate to ship’s heading and position. To improve the performance of PNDS system there was a need to apply the data filtering technique. In the paper the theoretical basis and algorithm of discrete Kalman filter designed for range optimal estimation in PNDS were described. The real data collected during berthing operation of motor vessel Navigator XXI were filtered and compared to row unfiltered data. The conclusions contain evaluation of filter capabilities and its potential application in PNDS system

The paper presents modelling principles of DP systems integrated into the modernized full mission ship simulator of Kongsberg Polaris® type at Maritime University of Szczecin. Comparisons to real systems and research possibilities are given. Basing on the effects and conclusions obtained from scientific-research works performed by marine traffic engineering staff until now, the advantages of modernization of “full mission simulator” have been shown

The paper presents an algorithm of recommended waterway parameters determination based on relationships derived from actual empirical research (a combination of PIANC and Canadian methods). These relationships are mostly discontinuous functions (e.g.: of ship type variable, speed, method of determining the position, etc.), which can be approximated by continuous spline functions. Application built in the C# allows determining the recommended minimum width of the waterway, width increase due to the accuracy of the vessel positioning method, and the radius of waterway bends for the five input variables of the ship and from ten to sixteen input variables of the area

The formal verification of performance properties of a ship’s course control algorithm used in the InSim simulator of Maritime University of Szczecin is presented in the paper. Implementation of fuzzification, fuzzy rules and defuzzification techniques allowed the construction of a controller tuned in accordance to expert knowledge as an alternative to the industry PID standard. Both controllers’ structures are analysed. Their verification leads to the assessment and comparison of dynamic properties of a modelled ship’s course control. Further development of course controllers into track controllers has been discussed as well

The paper presents an overview of methods for detecting the spoofing of GNSS open service code signals illustrated with the example of C/A GPS signals. GNSS signal spoofing is an attack method where a signal is transmitted that appears authentic but it induces the receiver under attack to compute an erroneous navigation solution, time, or both. Usage of commercially available satellite compasses and two antennas systems for the detection of such threat is described in detail.

The paper presents basics of the eye tracking methodology and results of preliminary test on multi-purpose marine ship’s navigation bridge simulator. The use of the eye-tracker on the navigation bridge makes it possible to objectively measure the ergonomics of the individual interfaces, as well as to evaluate the decision-making process itself, including the mental workload and stress. In the experiment, officers were faced with an unexpected and sudden situation leading to a collision. The simulated situation required the officer to act immediately and resolutely, taking into account all his/her knowledge about the ship, and interpreting the available data correctly. Outcome of this test was compared with gaze data and it was proved that experienced group with best results suffered lowest level of mental workload and was most efficient in decision making process. Based on those results a possibility of improving simulator training with the use of eye tracking data is discusse

The paper presents a verification of the optoelectronic experiment based method, by means of another method using RTK GNSS techniques.

The article presents two methods of determining safe waterway parameters in con-fined waters, based on real experiments. The methods have been developed at the Insti-tute of Marine Traffic Engineering.

Algorithms, which are the results of author’s research, enable the determination of ship’s waterline contour position as well as statistical analysis of its accuracy by means of two GNSS receivers with their antennas located at specific hull’s points. The choice of receivers and measurement techniques were preceded by an analysis of positioning system accuracy, range and availability in the research area.

The paper presents an analysis of the current GNSS constellation geometry (comprising 28 active GPS satellites) performed in the Port of Świnoujście. The geome-try disturbances resulting from the harbour infrastructure were taken into consideration and values of mask angles were determined depending on ship’s position in the fairway and GPS antenna location. On this basis the availability of GPS position in the Port of Świnoujście was evaluated. The statistical analysis of satellites locations’ impact on the geometrical quality of GNSS receiver’s position was made after grouping available satellites’ parameters into four main sectors (N, E, S, and W).

The paper presents a comparative analysis of the navigation safety criteria acquired by means simulation studies using non-autonomic and autonomic model of ship's motion. The simulation studies consisted of series of trials of the ship's entrances to Świnoujście harbour and were performed on one chosen type of ship in assumed hydrometeorological conditions. The results of trials performed on the model of ship's motion by experienced navigators were compared to results obtained form research conducted on the same model but by navigators supported with a decision system and to results obtained from research conducted by means of fast a decision system and to results obtained from research conducted by means of fast time model of ship's motion (FTS) with simplifield human decision algotithm implemented.

The paper presents an accuracy evaluation analysis of the ship;s heading measured between two GPS antennas of automatic GPS and code DGPS type. The usefulness of the above mentioned GPS techniques for the vessel's navigation and piloting systems in confined waters has also been evaluated.

The paper presents a method of evaluating navigation safety criteria for the specified waterway by means of two DGPS receivers recording synchronised data. The research experiment was performed in Świnoujście harbour (Poland). Availability of satellites during several 24h periods (cycle of a constellation change) was analysed and its impact on position accuracy and integrity in the critical harbour 's areas was evaluated. Finally a method of ship's swept path at specified confidence level, based on the on-board recorded positions' data, was proposed for verification of the safe manoeuvring area.

We propose a Marine Vessel Protection Area (MVPA) model as the means of satellite-based augmentation system (SBAS) integrity data presentation in an electronic chart system (ECS) display. The model takes into account several factors that influence the shape and dimensions of the MVPA. These factors include GNSS signal aspects, where measurement errors depend on the geometry of visible satellites and the signal propagation, the ship’s size, the ship’s heading and its estimated accuracy, position of the GNSS/SBAS antenna relative to the ship’s hull, and SBAS integrity data. The resultant safety contour or domain can be displayed within the ECS or ECDIS as a graphical representation of the marine ship position and the protection level of the electronic position/course fixing equipment, equivalent to the horizontal protection level (HPL) used in aviation.

The paper presents the development of a new simulation method to optimize bends in marine waterways. This method, using results of empirical research and simulation methods, would allow accurate determination of safe manoeuvring areas. The method was used at the stage of detailed design of parameters of the, which is undergoing modernization, to determine the optimum parameters of horizontal curves of the fairway. The study was conducted on the type of manoeuvring simulator called Polaris Kongsberg and attended by pilots from the Szczecin–Swinoujscie Pilot Station. Based on the studies carried out, the maximum safe ship length was determined for the redesigned waterway and the conditions for their safe operation. The maximum lengths of these ships are as follows: cruise Lc = 260 m, container Lc = 240 m and a bulk carrier Lc = 220 m.

Przedstawiono istotę i ogólną strukturę systemu eksperckiego wspierającego proces decyzyjny nawigatora na akwenie ograniczonym portu Świnoujście - podejście do Nabrzeża Hutników System na podstawie bazy wiedzy dla danego typu statku o określonym stanie ładunkowym generuje wyniki rozwiązań problemów decyzyjnych w formie informacji o proponowanej nastawie maszyny głównej i steru oraz kącie i nastawie uciągu liny holowniczej. Wyniki prezentowano za pomocą panoramicznego interfejsu graficznego odpowiadającego mapie wektorowej o dużej skali oraz interfejsu tekstowego komend.

W artykule przedstawiono założenia konstrukcji autonomicznego modelu matematycznego mchu statku pracującego w czasie przyśpieszonym (ang. TTS) Koncepcja sterowania statkiem z zastosowaniem predykcji manewru jest próbą odzwierciedlenia procesu myślowego nawigatora poprzez przewidywanie przyszłe/ pozycji statku oraz równoczesne wprowadzenie elementów losowości do wykonywanych manewrów zarówno zmienta/ąc parametry funkcji decyzyjnej tak i poprzez bezpośrednie zmiany nastaw układów sterujących przy stałych parametrach funkcji decyzji.

Vessels conducting dynamic positioning (DP) operations are usually equipped with thruster configurations that enable the generation of resultant force and moment in any direction. These configurations are deliberately redundant in order to reduce the consequences of thruster failures and increase the safety. On such vessels a thrust allocation system must be used to distribute the control actions determined by the DP controller among the thrusters. The optimal allocation of thrusters’ settings in DP systems is a problem that can be solved by several convex optimization methods depending on criteria and constraints used. The paper presents linear programming (LP) and quadratic programming (QP) methods adopted in the DP control model which is being developed at the Maritime University of Szczecin for ship simulation purposes.

Vessels conducting dynamic positioning (DP) operations are usually equipped with thruster configurations that enable the generation of force and torque. Some thrusters in these configurations are deliberately redundant to minimize consequences of thruster failures, enable overactuated control and increase the safety in operation. On such vessels, a thrust allocation system must be used to distribute the control actions determined by the DP controller among the thrusters. The optimal allocation of the thrusters’ settings in DP systems is a problem that can be solved by convex optimization methods depending on the criteria and constraints used. This paper presents a quadratic programming (QP) method, adopted in a DP control model, which is being developed in Maritime University of Szczecin for ship simulation purposes.