231
1 INTRODUCTION
Inthepast,marinetrafficsupervisehasbeenconduct
out with a single shore based radar and expression
radio system with the endeavour of advance
navigationinindigentvisibilityinharbourareasand
theiradvances.
The Vessel Traffic Services conception has since
improvedintoacommonplacesystemusing
manifold
sensors.Itssubjectiveistoadvancesafety,disapprove
the effectiveness of maritime bargain and to defend
the nauticalsurrounding. Authorities using the VTS
havepracticedimprovementsinmarinetrafficability
andsafety,andadecreaseinenvironmentalpollution.
ThemultitudeofVTShasgrowngreatlythroughout
theEarth.There
are500VTSfunctionalnow.
Over 160 predominant condition are members of
the International Maritime Organization. IMO has
determineoutseveralconventionsthatareapplicable
toVTS.The EuropeanCommunityhas establisheda
vessel bargain supervise and information system
along the approach of the organ condition.
Encouragedbythisauthorizedframework,
condition
cosmopolitanareestablishingVTSsystems.
There are different categories of VTS contain
littoral,harbourorrefuge,andriveroffice.TheIMO
Resolution condition that a gate VTS is principally
disturbedwithvesselbargaintoandfromaharbour
or shelter, while a littoral VTS is mightilydisturbed
withvessel
bargain departing throughtheregion.A
VTScouldalsobeassociationofbothstyle.Recently
VTS systems have been shape in interior waters as
well.
Maritime transport, like air, is subject to several
unfriendly substitute from the surrounding. These
conclude, among other, period varying hydro‐
meteorological circumstances. Thus, it is decisive
to
negative or to disappointthesenegative constituent.
Consideringthefluid freight likeoil,gas,chemicals,
etc.,thequestionoftransportationviamarineismore
complex. Due to the obscure depth of tankers, not
every intention can be expanse. Thus, the common
stretch in the attention of baggage show its
valid
relationship to the determination and optimization
hypothesis.(Guzeetal.2017)
In‐Vehicle Telematics Systems (IVTS) coalesce
mobile calculate and telecommunications
technologiestosupplycalculatefacilitieswithinroad‐
vehicles. Centralized calculate facilities and other
Telematic Support in Improving Safety of Maritime
Transport
T.Neumann
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:Securitymechanismsofatelematicssystemareexceedinglyintersectingastheycouldpretendthe
ordinary influence of the vehicle and perhaps terminate in accidents. This paper includes a new look at
automotiveandtelematicstransportationsystems,alsoreferstomethodsinmodelling,facilitylocation,data
processingandassessmentofriskintelematicsnetworks.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 12
Number 2
June 2018
DOI:10.12716/1001.12.02.02
232
separatesystemsareaccessedthrough wirelesslinks
usingGSM.IVTSapplicationsfrequentfrompersonal
vehicle owners, disturbed with a pleasant,
accumulation‐free trip, to fleet administration and
automatic vehicle location (AVL) for mercantile
society right through to the conjuncture office
disturbedwithforeignadmittanceofessentialgeneral
intelligencesystemssevere
torescuinglives.
Basicpassingdiagramexamplethepropositionas
achart.Thenodesofthechartpersonategeographic
locations, such as junctions, and margin hyphenize
these locations, for represent with roads. A just
coherenceinthisfashion,fromanoriginswellingtoa
buttprotuberance,isasequel of
adjacentexasperate
joining fountain and aim. Each incite is apportion a
no‐disproveponderousness,forillustratetheduration
of the way or regard of the journey era prescribeto
overreach from one purpose to the other. The
optimization proposition is to find a shortest trail
betweenaspringswellinganda
shieldprotuberance
that is a prevalent junction with smallest coil
(computeofmargininfluence).
Inthelastfewyears,mostexplorationcentralized
on fundamental march draught in passage netting,
development a hyperaemia of increasingly faster
haste‐uptechniques.Beforethat,onlysomecanonical
algorithmsbethatwerenotableon
copiousdiagram.
The novel faster algorithms regularly discharge a
precomputationwalkforaplotthatisself‐directingof
fountain and goal nodes of succeeding doubt. The
subsidiary precomputation data aid to haste‐up
despoticshortest‐alsoquestion.(Neumann2018)
Theadvantageofthelatesttechnicaldevelopment
in the field of
automation, electronics,
telecommunications, informatics, telematics,
geomatics and global position fixing techniques,
achievements in data storing, processing, analysing,
transferring and visualisation should be taken into
account and applied to the maritime technology.
e‐Navigation is an IMO (International Maritime
Organization) initiative defined as “the harmonised
collection, integration, exchange, presentation and
analysis
ofmaritimeinformationonboardandashore
by electronic means to enhance berth to berth
navigation and related services, for safety and
security at sea and protection of the marine
environment”.(Weintrit2010)
2 THEROLEOFSAFETYINMARITIME
TRANSPORTATION
Maritime safety is one of the imperatives of the
marine assiduity.
Sea accidents appear under a
determineof circumstances in an region where each
ofthesubstitutetouchingthesecircumstancesmay,at
aforceofage,changeitscommencingconditionand
applyintoanotherconditionthatcanbemoreorless
predictable. A risk is a condition of impending
sorrow, whereas
a danger is a hazard that can be
foretell, but only to a stated extended. It should be
carried in mind that the danger always betoken the
likelinessthatanundesirableterminationmayappear
andthattheonlyeventasubjectcandoistochargeit.
Risks in maritime navigation
are mostly related to
accidentsatseathatcanbe,agreeingtotheirsource,
bepartedasfollows:
accidentsreasonbyunmeanthumanfailure,
accidentsreasonintentionallybyman,
accidentsduetotechnicalfailures,
accidentsduetopoorweather.(Kopaczetal.2001)
The plan provides opportunities
to improve
organisationandregulation, inordertoallowsectoral
operators to plan their activities with certainty. The
keypointsthatstillneedtobefinalisedare:
well‐equippedcentresforcombinedterrestrialand
maritimetransportandsafeserviceareasforroad
transportation,aswell aslogisticalplatforms and
rear
harbour facilities for the backbone network
detailedabove;
implementing logistics policies for the various
macro‐areas through a coordination unit, and
reaching programming agreements between the
variousnodespresentwithineachcorridor;
implementing an integrated logistical system in
terms of physical infras tructure and telematic
support.
2.1 TheInformational
ProblemofMaritimeTransport
Safety
Maritime Transports, as a matter of fact all
Waterbome Transports and every other transport
mode, are faced with the two major operation
problems of Safety and Efficiency. Both related to
carriers and freight traffics, they can be considered
eitheratthesingleunitandoperatorʹs
leveloratlocal
andregionalsystemlevel.Efficiency canbedealtwith
mostly in terms of Port interfaces and resources
Logistics, since Transport Telematics cannot greatly
improve the on voyage current support of optimal
routeingtothetraditionalnavigationproblem.Safety,
on the contrary, can deeply benefits from better
information management and telecommunication
support:infact,aRVTMIS canwellmonitorroutine
situations by its Traffic Image, while emergency
situations can be better assessed with an enhanced
knowledge of the real current conditions and
availabilityofrescueresourcestobeallocated,asfor
SAR, anti‐pollution, etc. Being Transport Telematics
moreorientedtowardstheCargoCommunitySystem
(and a potential Maritime Information Society), for
the transported goods Maritime TLCs also support
the compulsory GMDSS (IMO). And other services
includingNautical,TechnicalandMedicalAssistance,
plus Port State Control (PSC) data‐base, etc.
Acquiring knowledge about actual situations,
conditions and resources:
this is the objective of
information expected to support proficient decision‐
making on actions to do and interventions on site
withinatransportmission,whichiseffectedbyasafe
voyagefromentertoexitgates,safeandprofitablefor
the shipownerʹs vessel, her crew and cargo; and
friendly for
the traded sea‐area environment. Shipsʹ
and ports intrinsic safety depends upon design,
construction and maintenance adequacy, but
operational safety strongly relies on proper
information dynamics for situation‐assessment,
decision‐making and essential feedback. The safety
conceptitselfmustbeconsidered,foreveryaspectof
shipsandshipping,interms
ofriskcontrol,onemajor
operationalriskbeingindeedthelackofvalidinfofor
233
proper decision. Harbour or narrow‐passage
monitoring data, acquired by direct observation and
from ship reporting messages, usefully picture the
local situation within the domain of a VTS whose
ʺmaritimeofficeʺsuperintendsaLocalArea Network
(LAN).ThusaRegionalAreaNetworkofinter‐related
ports,withtheirlinks,
isdefinedbyawidecoverage
ofmanysuchLANsbyintegratinglocalVesselTraffic
Services (VTS) centres into a regional Vessel Traffic
ManagementandInformationSystem(VTMIS)asfar
asʺmaritimetrafficʺinfoareconcerned,withinterests
mainly in shipping safety support, own port berths
management, coastal sea‐pollution fighting,
etc. The
basic tool, implemented by data‐fusion at the
coordinatingregionalcentre,istheʺTrafficImageʺof
allvesselsʹtrafficswithinthecoveragearea.Whereas
the wider scope ofʺmaritime transportʺ implies a
two‐fold interest, both in shipsʹ safe voyages and
berthing, and in carried freights; which regards,
besides port shore interfacing and intermodal
forwarding,alsothesafetransferof(passengersand)
goods and the environment protection in case of
dangerous or noxious goods. (Soncin and Cuneo
1998)
2.2 TheInformationalProblemofMaritimeTransport
Efficiency
MaritimeTrafficsareregardedinmono‐modalterms
of shipsʹ flows whereas Maritime
Transports are
considered in multi‐modal terms of carried goods
transfer along a modal segment. The risk for
inadequate efficiency is that of low profile port
operations causing excessive costs or missed profits
duetodelayeddeliveriesorgoodsdamages,butalso
thatofpoorholdorcargospacebooking
andempty
returnvoyages,queuingatterminalorroadstead,etc.
Onshortseashippingandforroroshipsandferries
passages, the airlineʺhold‐downʺ practice can be
usefuladoptedtolessenexpectedqueuingproblems.
Any problematic outcome may result in negative
customersʹattention,andspoilthecommercialimage
ofthe
serviceproviderinthemarket.
Obviously different are timing and informational
problems in the (liquid and solid) bulk trade of
industrial freight and those of commercial express
unitised cargo and tourist‐passengers, but the basic
customerʹsrequisitesarethesame,viz.thoseofsafe,
timely and economic voyages. (Soncin
and Cuneo
1998)
3 THEAUTOMOTIVETELEMATICS
Telematicshasthreefundamentalcapabilities:
two‐waycommunicationscapabilities;
situationtechnology(geographicattitude);
computingmodelforsystemruleandinterfaceto
self‐propellingelectronicssystems.
The cotter telematics technologies are two‐way
communications and situation technology, such as a
planetary attitude
system recipient, which are
confederated with an information processing system
hardware and software sketch to composed a
telematics system. Depending on the telematics
performance, this system is interfaced and
incorporatedwiththemachine’selectronicssystems.
Telematicstechnologywillalsohaveahugestrikeon
manyotherself‐propellingelectronicsystems
suchas
self‐propelling restraint systems, mallet relieve
systems (also called Intelligent Transportation
Systems)andITS.ITSwillgrowinadulterationover
the next decennium and will increasingly need
telematics capabilities in automobiles that can take
benefitofITSapplications.Thetelematicsassiduityis
shapeonthesethreetelematicstechnologiesand
has
severalseparatetrafficsection.Thebiggesttelematics
traffic section is the telematics systems that are in
state by self‐propelling manufacturers.(Neumann
2017)
In order to be able to speak about a system it is
necessarytodescribeitminimallyasafinalautomat
definedbymappingthesysteminputs
withrespectto
internal state plus mapping the inputs and internal
statewithrespecttothesystemoutputs.Asubsystem
must be describable through an identical
methodology like a system; in its substance a
subsystem is a system to be described at a more
detaileddistinguishinglevel.
Asystemshowsboth
astructureandarchitecture
while the structure is usually much more detailed
than the architecture. The architecture defines the
basic arrangement of subsystems and functional
blocksinthespace.Functionalblockisusedifitisnot
possible to define the given block as a system or a
subsystem. The
architecture is more global and its
objectiveistobearrangedandintelligibleasclearas
possible.Thestructure goesupto systems elements,
and it is more complex and more complete but less
clearly arranged. For that reason architecture
approach is used within our Intelligent Transport
Systems(ITS)studies. A
processreflects the chained
eventswithinasystem.Aneventmaymeanachange
of a system state brought about by an initiation on
inputs (transfer of input values) or initiation of
internal system state or “only” in the course of the
external time. A set of all activated processes
at
possibleenvironmentalconditionsdefines thesystem
behavior.(ZelinkaandSvitek2008)
The ITS architecture reflects several different
views of the examined system and can be divided
into:
Reference architecture‐defines the main
terminators of ITS system (the reference
architecture yields to definition of boundary
between ITS system and environment of
ITS
system),
Functionalarchitecture‐definesthestructureand
hierarchy of ITS functions (the functional
architectureyieldstothedefinitionoffunctionality
ofwholeITSsystem),
Information architecture‐defines information
linksbetweenfunctionsandterminators(thegoal
of information architecture is to provide the
cohesionbetweendifferentfunctions),
Physical architecture‐defines the physical
subsystemsandmodules(thephysicalarchitecture
could be adopted according to the user
requirements, e.g. legislative rules, organization
structure,etc.),
Communication architecture‐defines the
telecommunicationservicesbetweenphysical
234
3.1 Assessmentofriskintelematicsnetworks
Theassessmentofexposureinthechoiceofpassingin
ameshworkalongwhichtotransportationuncertain
materials,engageintocontemplation thedurationof
timeinconveyance,thelikelinessofaconflictandthe
exposure of population exposure in the result of an
casual.Thereareadiversityoftheories,perspectives,
advances and algorithms that have been put
agreement to explain multi‐objective problems for
bound the most passing to transportation
adventuroussubstances.
While it is unmingled to inclination efficacious
substitute that can controlpassing decisions such as
population compactness, expertness stamp, essential
to be reward, and exposure, the censure is to
appropriate these substitute into limited temperate
criteria to appropriate to limited grounds in a
meshworkandthenevolvealgorithmswhichcanuse
thecalculatetorecognizethemostpassing.
Riskischaracterizedbytwoaspects:
occurrencelikelinessofanadventure;and,
consequencesofanappearadventure.
Quantification of exposure is crabbed for
probabilitiesforbargainaccidentsarelowandthose
surround hazardous things are even lower, but the
consequencesofthelattercanbehuge.
The strength conception is to divide the optical
even and the computation even. This constitute
our
standard more inconstant: it is calm to innovate the
inputdatatomanifest.Theinputdatathuscouldbe
either those from simulations, or those from
naturalisticonthepressingbargainmeshworkwhich
are detention from on situation cameras, if it is
practicable. Moreover, this divorce also termination
the consequence
of preserver expedition on the
visualisation: we could counterfeit with a colossal
multitudeofagentswithalittledilatoryacceleration,
but the inference are then show as those of
immovable acceleration for the parade is now
uncontrolledfromthecomputation.Thisstandardhas
sixcardinalactionasfollows(seeFig.
1.)
Figure1.Stepsandproceduredatainthestandard
3.2 VesselsRoutePlanning ProblemwithUncertainData
The routing planning one of the classic problems in
graph theory. Its application have various practical
uses ranging from the transportation, civil
engineeringandotherapplications.Theresolutionof
thispaperistofindasolutionforrouteplanningina
transport networks,
where the description of tracks,
factorofsafetyandtraveltimeareambiguous.Inthe
study the ranking system based on the theory of
possibilityisproposed.
The scientific and technological progress is
bringing some new solutions. There are more and
more electronic devices on the vessel’s bridge. That
cause1
navigatorhastheaccesstovarioussystemsof
theexchangeofdata.Someofthemcanreceivedata,
other combines send ‐ receive operation. The
navigator’sassessmentofcollisionriskdependson
hisknowledge aboutownship’smotionandother
ships’ motion. The available means for assessing
the other
ships’ motion are for example: visual
sighting, radar, ARPA, AIS and the voice
communicationwithotherships.Eachofenumerated
systems possesses particular reliable features. Voice
communication, radar and visual sighting give real
time information. Each of them is aseparate system
onthebridgeofthevessel.Themost
difficultforthe
navigatorcanbepredictingthesituationinadvanceif
thesafetymarginsaresmall,asincongestedwaters.
The same applies for Automatic Identification
Systems(AIS)ifonlythetextdisplayisprovided.Itis
appeared,thattheAISwillbeabletoreplacemanyof
enumerated means
of communication.(Neumann
2016)
Afuzzynaturecanbe attributedtoevents which
may be interpreted in fuzzy manner, for instance,
inaccurateevaluationsofpreciselyspecifieddistances
to any point. Subjective evaluations in categories:
near,far,veryfarmaybeexpressedwithfuzzysets
defined by expert opinions. Such understanding of
fuzzyeventsisnaturalandcommon.Introductionof
eventsdescribedbyfuzzysetsmoderatesthemanner
inwhichtheresultsofprocessingareused,expands
the versatility of such approach, as well as changes
the mode of perceiving the overall combining
procedure. Deduction of specific events involved in
theprocessof
combiningpalesintoinsignificance,as
obtaining information on related hypotheses is of
greaterinterest.Combiningevidenceoffuzzyvalues
bringsnewqualityintoknowledgeacquisitiondueto
the usage of combination results as a data ba se
capable of answering various questions. Other
possibilitiesofthemathematicaltheoryofevidencein
problemsoftransportinnavigation can be found in
(Filipowicz2010).
4 CONCLUSIONS
Waterbornetransportofmaterialsandgoodshasfor
centuries been the main prerequisite for trade
betweennationsandregions,andhaswithoutdoubt
played an important role in creating economic
development and prosperity. The cost of maritime
transport
isverycompetitivecomparedwithlandand
airborne transport, and the increase to the total
product cost incurred by shipping represents only a
235
fewpercent.Negativeaspectsofwaterbornetransport
includelongertransporttimeasaresultofrelatively
low ship speed, congestion in harbours resulting in
timedelays,aswellasless efficientintegrationwith
otherformsoftransportanddistribution.(Kristiansen
2013)
Shippinghasfromtimetotimebeenunderattack
for
unacceptable safety and environmental
performance, and this will be discussed in the next
chapter. At this point we only make the following
remark:inviewoftherelativelylowcostoftransport,
it is a paradox that some areas of shipping have a
relatively low standard of safety. Efficient transport
shouldbeabletopayforacceptablesafety.
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