Showing papers in "TransNav: International Journal on Marine Navigation and Safety of Sea Transportation in 2008"

The Model of Oil Spills Due to Ships Collisions in Southern Baltic Area

Abstract: The paper presents implementation of probabilistic ships collision model to evaluation of possible oil spills in the Southern Baltic Sea area. The results of the model is time, place and size of the oil spill due to ships collision. The results could be used for oil spill response action plans. The paper will open the discussion about validation of achieved results and will try to answer the question about verification of Baltic Sea oil spills data in comparison to worlds statistics.

GMDSS as a Data Communication Network for E-Navigation

Abstract: In paper the functional requirements and the radiocommunication services of Global Maritime Distress and Safety System (GMDSS) in respect of the ENavigation has been described. Some aspects of the improvement of GMDSS equipment and the utilization of the improved GMDSS as a data communication network for E-Navigation has been presented. The items relating to technical improvement of the GMDSS which should be considered as one of the discussion on the strategy plan of E-Navigation was given.

Role and Importance of Simulator Instructor

Abstract: Traditional concept of seafarers’ training was based upon theoretical teaching in class room followed by the practical training onboard ship. This concept underwent profound changes in 80s due economic and practical reasons emanating from new face of the marine industry. Simulator based training had obvious advantages of being economical, safe and redundant. But it had its own implications as well. How perfect a simulator may be, it still was far away from real ship experiences. Instructor became more and more important and he is actually responsible to connect up the simulator experience with real ship experiences through his visualization and does not let the trainee get into a discourse or fall into a game mood. This study examines how the importance of simulator instructor is on the rise and present tools available for the qualification of the simulator instructors need to be augmented with new measures so as to ensure the quality of the simulator based training of the seafarers.

The Analysis of Possibilities How the Collision Between m/v 'Gdynia' and m/v 'Fu Shan Hai' Could Have Been Avoided

Abstract: The report presents the simulation results of collision between m/v “Gdynia” and m/v “Fu Shan Hai”. The analysis was performed by means of decision support in collision situations. This system is based on a structure of programme multiagents using AIS data (Automatic Identification System) with the possibility of cooperation between agents or vessels. The multiagent system of supporting anticollision decisions increases the reliability of navigational information and permits making right decisions, thereby increasing safety at sea.

Probabilistic Model of Underkeel Clearance in Decision Making Process of Port Captain

Abstract: The paper presents practical implementation process of developed probabilistic model of ships underkeel clearance. The model was implemented in “on-line” version and could be used for decision making process of harbour captain in everyday practice. The paper presents the results of validation of the model and the practical guidelines of use in decision making process.

Multisensor Data Fusion in the Decision Process on the Bridge of the Vessel

Abstract: More and more electronic devices appears on the bridge of the vessel All of them are supposed to help navigator in his work Some of them are useful for exchanging data among vessels Nowadays navigator can observe surroundings of the vessel on screens of some different systems of exchanging data It is obvious that there are some advantages and some disadvantages of each of these systems Proposal of the author is connecting data obtained from mentioned systems by means of data fusion technique Joining few systems in one will be helpful at making decision on the bridge of the vessel This paper is an introduction to consideration how to use the data fusion in the maritime navigation

Planned Route Based Negotiation for Collision Avoidance Between Vessels

Abstract: Automatic vessel collision-avoidance systems have been studied in the fields of artificial intelligence and navigation for decades. And to facilitate automatic collision-avoidance decision-making in two-vessel-encounter situation, several expert and fuzzy expert systems have been developed. However, none of them can negotiate with each other as seafarers usually do when they intend to make a harmonious and more economic overall plan of collision avoidance in the COLREGS-COST-HIGH situations where collision avoidance following the International Regulations for Preventing Collisions at Sea(COLREGS) costs too much. A negotiation framework was put forward in our previous research to enable vessels to negotiate for optimizing collision avoidance in the COLREGS-COST-HIGH situations at open sea. In this paper, the negotiation framework is improved by considering the planned route of both vessels. The simulation results show that more economic overall plan of collision avoidance may be achieved by the improved framework when one or both parties deviate from their planed route or are approaching their next way points. 1 GENERAL INTRODUCTION Automatic vessel collision-avoidance systems have been studied in the fields of artificial intelligence and navigation for decades. And to facilitate automatic collision-avoidance decision-making in two-vessel-encounter situation, several expert and fuzzy expert systems (Chengneng, H. 2002, Coenen, F. et al. 1980, Hanjin, L. et al. 2001, 1993, Hasegawa, K. et al.1989, Iwasaki, H. et al. 1986, Koyama, T. et al. 1987, Saburo,T. et al. 1987) have been developed. However, none of them can negotiate with each other as seafarers usually do when they intend to make a harmonious and more economic overall plan of collision avoidance in the COLREGS-COST-HIGH situations where collision avoidance following the International Regulations for Preventing Collisions at Sea(COLREGS) (Leo, P. 1979) costs too much. A negotiation framework was put forward in our previous research (Qinyou, H. et al. 2006a, b) to enable vessels to negotiate for optimizing overall collision avoidance plan in the COLREGS-COST-HIGH situations at open sea. Planned routes of both vessels, however, were not considered in our previous work. As a result, better overall collision-avoidance might not be achieved when one or both vessels deviate from their planed route or are approaching their next way points. In this paper, we have involved the planned route information in the negotiation framework. That is to say, when vessels are not proceeding on their planned route or are approaching the next way points, they would prefer to return to their planned route or to navigate on the new course line easily at the next way points when they take collisionavoidance action. Therefore, taking the vessel’s planned route information into consideration when they are negotiating will enable them to achieve a better action plan to avoid collision. This paper is organized as follows: Section 2 briefs our previous work, i.e. the CANFO

Total Losses of Fishing Vessels Due to the Insufficient Stability

Abstract: The paper presents the statistic data analysis of total losses of the fishing vessels. The emphasis is put on the total losses caused by the insufficient stability of considered ships. The research is focused on the fishing vessels, which are relatively small ones in marine industry, so they are most affected by the wind and rough sea. The correlation between type of the vessel, its size, the shape of its hull and the capsizing statistic is presented. The regularities noticed in course of statistic analysis allows to formulate the suggestions regarding the influence of some hydrodynamic phenomena on the safety of fishing vessels and the number on their total losses at the sea.

Gyrocompasses - Their Condition and Direction of Development

Abstract: Gyroscopic compass, the main source of information about the heading on modern ship, is celebrating its centenary. In fact, nowadays it is commonly used on the ships in the form invented by Herman Anschutz before the Second Word War. However in the last decade we observe stormy evolution of completely different installations, which may substitute the well known gyro. Different kinds of devices, which could be used for heading determination, will be shortly presented and classified. Author’s thesis is that the new solutions are better than the old ones, nevertheless at the moment they are not in use only because of the mariners’ conservatism. 1 THE QUESTION OF TERMINOLOGY The present year may be funded as centenary of creating of the gyrocompass, as in 1907 Anschutz received the first patent for apparatus capable to supersede magnetic one. Meantime a lot of producers occurred as well as many diversified structures of gyrocompasses raised so in author’s opinion it is excellent time to summarize and set in order the knowledge in this topic. The discussion should start on sense of the name “gyroscope” as it has influence on the apprehension what is the gyrocompass. The term “gyroscope” originates with Foucault, who demonstrated that Earth rotates in experimental way. He made it in 1852 in Paris, using a spinning disc. Foucault’s demonstration was based on the fact that the rotation axis of the disc must remain fixed in inertial space in the absence of applied torques. If so, the direction of the disc’s axis with respect to the Earth changes, as the Earth rotates underneath it. This is the essence of the name “gyroscope” which occurs by joining of two Greek words “gyros” and “skopos”. The first one means “rotation” and second one “to view”. So according to Foucault gyroscope means some devices to prove Earth rotation, with similarity to microscope – devices for observing microscopic objects or telescope – devices for observing distant objects. This fact is very important from my point of view, as in common opinion gyroscope is a swirling body of wheel shape which keeps the constant direction in the space. So according to this opinion the gyrocompass is a device constructed on gyroscope. The proper interpretation is that gyrocompass is the device which is capable to show the direction of the Earth axis by measuring the Earth rotation by means of the mechanical gyroscopes (in the old manner) or by any other devices capable to measure the rate of turn. Mechanical gyroscope has been used as a main part of gyrocompasses for many years, but at present the question is more complicated, because of many different constructions implemented instead of classical gyroscopes. Momentum wheel gyroscopes use a spinning mass patterned after the spinning top, very familiar child’s toy. If the spinning momentum wheel is mounted inside the gimbals to isolate it from rotations of the body on which it is mounted, then its spin axis tends to remain in an inertially

Analysis of sea accidents in 2006

Abstract: There are less than a hundred accidents and incidents reported in 2006. The information about accidents was logged on to Centre of Documentation, Research and Experimentation on Accidental Water Pollution (CEDRE) and International Maritime Organization websites. Types of ships involved in accidents, location of casualties, types of initial events, consequences and seasons of sea accident were analysed.

Fuzzy Collision Threat Parameters Area (FCTPA) - A New Display Proposal

Abstract: The paper introduces a visualization method that enables the navigator to estimate an encounter situation and choose collision avoidance manoeuvre if necessary. It is based on the CTPA method and offers new features: fuzzy sectors of forbidden speed and course values and the possibility to use any given ship domain. The method is fast enough to be applied in the real-time decision-support system.

The Process of Radar Tracking by Means of GRNN Artificial Neural Network with Dynamically Adapted Teaching Sequence Length in Algorithmic Depiction

Abstract: The radar with the function of automatic target tracking is the navigator’s basic aid in estimating a collision situation with regard to his own vessel. The quality of radar tracking process affects the reliability of data provided to the navigator for situation assessment, including the vessel’s safety. The use of artificial intelligence methods (GRNN network in particular) for this purpose permits a decrease of tracking errors and the shortening of delay of the vector presented in relation to real time. The article presents an algorithmic depiction of radar tracking by means of GRNN-based neural filter. There have been presented a filter diagram, an algorithm of GRNN parameter selection, manoeuvre detection, as well as the process of radar tracking by means of this filter.

Information and Communication Technology (ICT) Training Application for MET Institutions

Abstract: Based on the technological initiatives among Maritime Higher Training and Education (MHET) institutions, this study explored the attitudes of academicians, senior lecturers and lecturers in Maritime Faculty of Istanbul Technical University toward information and communication technologies (ICT). The findings suggest that academicians, senior lecturers and lecturers have positive attitudes toward ICT in MHET institutions. This study constitutes firstly the definition of e-learning with the existing advantages and their integration methodology to higher education institutions via by MHET application. Then training and education system based management are discussed with IT applications to clearly identify the e-learning communities into maritime education. The outcomes for the utilization of communication in MHET are proposed not only with full time training model but also e-learning concept. Consequently the opportunities of e-learning with MHET are proposed for enable the institutions to benchmark their existing applications.

GNSS for an Aviation

Abstract: In Polish aviation on-board GPS units are used for enroute procedures mainly. The use of GNSS for approach and landing procedures requires overcoming a lot of obstructions, including both organizational and technical ones. The paper presents information connecting with GNSS implementation in aviation. 1 OVERVIEW OF GNSS-BASED OPERATIONS The Global Air Navigation Plan for CNS/ATM Systems (Doc 9750) recognizes the Global Navigation Satellite System (GNSS) as a key element of Communication, Navigation, Surveillance and Air Traffic Management (CNS/ATM) systems and a foundation upon which States can deliver improved aeronautical navigation services. Standards and Recommended Practices (SARPs) for the Global Navigation Satellite System (GNSS) were developed by the Global Navigation Satellite System Panel and introduced in ICAO Annex 10, Volume I in 2001 as a part of Amendment 76 to Annex 10. Guidance material in Attachment D to Volume I provides extensive guidance on technical aspects and application of GNSS SARPs that provided, at the publication date, for satellite-based en-route through Category I precision approach operations. GNSS service can be introduced in stages as the technology and operational procedures develop. The staged implementation of GNSS service may be affected by various factors, including: − the existing navigation services; − availability of GNSS procedures design criteria; − level of air traffic services supporting GNSS operations; − aerodrome infrastructure; − extent of aircraft equipage; − completeness of relevant regulations. Depending upon these factors, States may adopt different implementation strategies and derive different benefits from the various stages of implementation. The introduction of augmentation systems enhances service and eliminates most limitations. Based on traffic volume and airspace structure, States can choose their level of involvement in the development and implementation of ABAS, SBAS and/or GBAS. These implementation efforts require a high level of cooperation among States to deliver maximum operational advantages to aircraft operators. 1.1 Operations using Aircraft-Based Augmentation System (ABAS) In the early 1990s, many aircraft operators were quick to adopt GNSS because of the availability of relatively inexpensive GPS receivers. Operators used these early receivers as an aid to VFR and IFR navigation. They quickly saw the benefits of having a global area navigation (RNAV) capability, and demanded avionics that could be used for IFR navigation. The core satellite constellations were not developed to satisfy the strict requirements of IFR navigation. For that reason, GNSS avionics used in IFR operations should augment the GNSS signal to ensure, among other things, its integrity. The

Combination of Processing Methods for Various Simulation Data Sets

Abstract: Computer based simulations can be used for assessment of traffic lane perimeters, and an actual level of risk at given area and given conditions. Navigational risk is defined as the product of probability of failure occurrence and the consequences it can cause. Additionally, the definition of risk was supplemented by relative frequency of performing the maneuver in given conditions and in given time t. In article method of simulation data possessing for maneuvers of approaching and entering to port, on base of specific vessels, is presented. Autonomous and non autonomous simulation methods are used for obtaining data sets, are supported in presented software solution, as well as restrictions in its implementation.

A Required Data Span to Detect Sea Level Rise

Abstract: Altimetric measurements indicate that the global sea level rises about 3 mm/year, however, in various papers different data spans are adopted to estimate this value. The minimum time span of TOPEX/Poseidon (T/P) and Jason-1 (J-1) global sea level anomalies (SLA) data required to detect a statistically significant trend in sea level change was estimated. Seeking the trend in the global SLA data was performed by means of the Cox-Stuart statistical test. This test was supported by the stepwise procedure to make the results independent of the starting data epoch. The probabilities of detecting a statistically significant trend within SLA data were computed in the relation with data spans and significance levels of the abovementioned test. It is shown that for the standard significance level of 0.05 approximately 5.5 years of the SLA data are required to detect a trend with the probability close to 1. If the seasonal oscillations are removed from the combined T/P and J-1 SLA data, 4.3 years are required to detect a statistically significant trend with a probability close to 1. The estimated minimum time spans required to detect a trend in sea level rise are addressed to the problem of SLA data predictions. In what follows, the above-mentioned estimate is assumed to be minimum data span to compute the representative sample of SLA data predictions. The forecasts of global mean SLA data are shown and their mean prediction errors are discussed. trend itself but, in turn, to estimate the data span which is required to detect a statistically significant trend. The practical usage of such estimates follows from the SLA prediction studies. In what follows, in order to construct the representative sample of SLA forecasts, one needs to fix arbitrarily the first starting prediction epoch. If one knows the minimum time span of the SLA data to detect a statistically significant trend in them (which is the main and the most straightforward component for extrapolation), it is assumed to be the first starting prediction epoch. The method for seeking the above-mentioned estimates was proposed by Niedzielski & Kosek (2006) and presented first at the General Assembly of the European Geosciences Union in Vienna in April 2006. The results gained using this simulationbased statistical technique (Niedzielski & Kosek, submitted) are applied in this article to support the evaluation of the prediction results obtained by different forecasting techniques. Thus, this paper aims to combine the SLA predictions with the detailed analysis of the rate of sea level rise.

GNSS for an Aviation Analysis Based on EUPOS and GNSS/EGNOS Collocated Stations in PWSZ CHELM

Abstract: Under the umbrella of PWSZ Chelm, taking account of future implementation of navigation using EUPOS and GNSS based on EGNOS several planned actions were carried out in the 2005-2006. The actions in particular contribute to: 1. ICAO and EGNOS requirements and coverage area (Chelm Town located near Polish-Ukrainian border is also at the east border of planned EGNOS coverage for ECAC states). 2. Preparatory activities to establishing the EUPOS station in PWSZ Chelm. Cooperation of PWSZ Chelm and ULC (Polish Aviation Regulator) in the frame of conventional NAV aids use and GNSS implementation in aviation. 3. Analysis of ICAO requirements and methods of testing SIS (Signal In Space) needed to certify GNSS in Poland for use for an aviation. 4. Preparatory activities to establishing the EGNOS SIS monitoring station based on EUROCONTROL Pegasus software and GNSS/EGNOS receiver Septentrio PolaRx2e. 5. Analysis of methods for exchange of information between EUPOS and EGNOS SIS station to initiate the application of satellite positioning systems to air navigation in Poland. The project EUPOS is a European initiative aiming at establishment of a uniform DGNSS (Differential Global Navigation Satellite System) basis infrastructures in Central and Eastern European countries including Chelm Town where PWSZ is localized playing vital role in GIS/GNSS implementation in the region and Polish aviation. 1 ICAO STANDARDS FOR GNSS 1.1 Overview of SBAS SBAS, as defined in the SARPs, has the potential to support en-route through Category I precision approach operations. Initial SBAS architectures will typically support operations down to APV. SBAS monitors GPS and/or GLONASS signals using a network of reference stations distributed over a large geographic area. These stations relay data to a central processing facility, which assesses signal validity and computes corrections to each satellite’s broadcast ephemeris and clock. For each monitored GPS or GLONASS satellite, SBAS estimates the errors in the broadcast ephemeris parameters and satellite clock, and broadcasts corrections. Integrity me sages and corrections for each monitored GPS and/or GLONASS ranging source are broadcast on the GPS L1 frequency from SBAS satellites, typically geostationary (GEO) satellites in fixed orbital slots over the equator. The SBAS satellites also provide ranging signals similar to GPS; however, these ranging signals cannot be received by Basic GNSS receivers. SBAS messages ensure integrity, improve availability, and provide the performance needed for APV and Category I precision approach operations. SBAS uses two-frequency range measurements to estimate the ranging delay introduced by the Earth’s ionosphere, and broadcasts corrections applicable at predetermined ionospheric grid points. The SBAS receiver interpolates between grid points to calculate the ionospheric correction along its line-of-sight to each satellite. In addition to the clock, ephemeris and ionospheric corrections, SBAS assesses and broadcasts parameters that bound the uncertainty in the corrections. The User Differential Range Error (UDRE) for each ranging source describes the uncertainty in the clock and ephemeris corrections for that ranging source. The Grid Ionospheric Vertical Error (GIVE) for each ionospheric grid point describes the uncertainty in the ionospheric corrections around that grid point. The SBAS receiver combines these error estimates with estimates of the uncertainties in its own pseudorange measurement accuracy and in its tropospheric delay model, to compute an error model of the navigation solution. A system providing GNSS satellite status requires a few reference stations and simple master stations that provide integrity only. Providing basic differential corrections requires more reference stations and a more complex master station to generate clock and ephemeris corrections. Providing precise differential corrections requires more reference stations in order to characterize the ionosphere and provide ionospheric corrections. The four SBASs under development (EGNOS, GAGAN, MSAS, WAAS) all provide precise differential corrections. Ranging, satellite status and basic differential correction func-

The Implementation of Oil Spill Costs Model in the Southern Baltic Sea Area to Assess the Possible Losses Due to Ships Collisions

Abstract: The paper presents an attempt to assessment of losses due to oil spills caused by ships collisions in the Southern Baltic Sea area. To assess the losses the data from two models were used. First of them is simulation model of ships collision with consideration of oil spills developed and the second is the model of oil spill cleanup cost is applied without consideration of environmental conditions influence.

Vision of the Decision Support Model on Board of the Vessel with Use of the Shore Based IT Tools

Abstract: The Maritime Safety Committee (MSC) at its 81st session decided to include, in the work programmes of the NAV and COMSAR Sub-Committees, a high priority item on "Development of an e–navigation strategy”. E-navigation is meant to integrate existing and new electronic navigational tools (ship and shore based) into one comprehensive system that will contribute to enhanced navigational safety and security while reducing the workload of the mariner (navigator). This paper describes present IT created to support navigational and administrative activities related to vessel movement and cargo transhipment. Direction of development of existing systems is drafted with reference to E-Navigation concept. Information sets available for the vessel in Polish Sea Areas are grouped. 1 MARITIME SAFETY AND SECURITY INFORMATION EXCHANGE SYSTEM (MARSSIES) APPLICATION Poland is currently implementing its National SafeSeaNet System compliant with Vessel Traffic Monitoring and Information System (VTMIS) Directive 2002/59/EC. The system consist of two main software components i.e. MarSSIES (Maritime Safety and Security Information Exchange System) and PHICS (Polish Harbour Information and Control System). PHICS is an administrative system designed to facilitate specific duties of maritime administration like: supervision over training centres or seafarers certificates, exchange of FAL forms. It is also a basic system for electronic exchange of documents connected to vessel arrival and transhipment of cargoes. MarSSIES is a basic operational platform for maritime administration and allied services. It presents integrated navigational and operational data from different sources on ECDIS background. It is also a National system for data exchange with European SafeSeaNet, presenting data of all vessels and their cargoes within EU waters. MarSSIES is a comprehensive IT tool used for the purpose of information exchange between shore based authorities which duties involve activities at Sea. Model of the system was based on the existing procedures of information exchange. Core of the system consist of Event Model which enables simultaneous notification of logged users.

Economic Constraints on Maritime Training and Education in Turkey

Abstract: The quality improvement of the Turkish Maritime Education and Training (MET) system is a relevant political and scientific issue which strongly impacts the competitiveness of the shipping sector in Turkiye. However, MET is quite an expensive Education and Training (ET) system since it requires high investments and incurs high running costs. The existing situation enforces the training system to be able to execute under the desired level of sector expectations in terms of graduates quantity. This study mainly focuses on the investigation of the economic needs of MET facilities. And some of the relevant recommendations are drawn up to improve the efficiency of current MET system. In this respect, the proposed items basically refer to the need of concentrating and integrating resources in order to exploit some degree of economies and pursuing quality in MET.

Smart Container Security - the E-seal with RFID Technology

Abstract: In order to protect cargo from damage, theft, and terrorist threats, business and government turn to wireless sensors and RFID tags, and tradition container is replaced by smart container. In this paper, the basic technical features of RFID systems are described and linked to the practical applications. This paper will also determine how the technologies perform in the real-world operational environments and evaluate the various trade-offs that exist with E-seal design.

Construction of the Ship's Technical Failure Model to Assess its Navigational Safety

Abstract: The ship technical failures contribution in overall number of navigational accidents are significantly smaller than those caused by human factor but in safety analysis they cannot be neglected. The paper presents methodology of modeling the technical failures of ships with respect of most important ship systems such as main engine, power generators and steering gear. The repair time is also taken into account. The data for simulation was obtained from analysis of ships statistical data of polish owners. The model could be used mostly in assessment with projecting phase of ship appliances, simulating owner’s economical analysis or generating random events in marine simulators.

Human Errors and Oil Pollution from Tankers

Abstract: The economical development of the world is based on transportation system. More than half of the products transported all over the world are carried by sea. Sea transportation is made with different kind of ships, as bulk carriers, cargo vessels, container ships, tankers. Ships are managed by people. In group or as individual, anybody can make errors. In maritime area these errors have as results accidents and disasters. Many of these events affect especially the environment. As 80% of necessary petroleum products are transported by sea, the risk of a major environment disaster caused by human errors is high. Anyway, over 99% of petroleum cargo transported by sea is carried without incidents. This paper presents the effects of human errors, mostly cases that involved tankers, which were produced in the navigation and operational processes.

An Effect of Urban Development on the Accuracy of the GPS/EGNOS System

Abstract: This article presents the results of research into the accuracy of position determination by a GPS/EGNOS system in a densely built-up residential area. These results are compared with the relevant results obtained for a position in an open area.

Examining and Promoting Chinese Seafarer Education and Training

Abstract: China has potential to become a seafarer supply country for international labour market. The qualification and competency of Chinese seafarers is essential for the relief of the shortage of worldwide officer crew and to reduce human-related sea accidents, to ensure maritime safety and protect marine environment. Chinese seafarer education and training system takes an important role in training Chinese seafarers to be qualified and competent. It is necessary to highlight how the system functions. This paper is going to introduce Chinese MET systems, Seafarer MET Academies, Practice of seafarer MET, Quality Management of Chinese seafarer MET, Continuing Training for Chinese Seafarers in order to promote the national and international communication and cooperation in the shipping industry.

E-Chartering Web Based Platforms Between Success and Failure

Abstract: For many years there is a debate in the shipping industry over the impact of e-chartering web platforms on small and medium chartering houses. Although a lot of efforts and money have been spent in developing such platforms, their impact was lower than anticipated and only few of them are still active. This paper will try to evaluate why such e-chartering systems failed and what would be main requirements for a successful e-chartering web platform. 1 HOW SHIPBROKING HAS CHANGED OVER THE LAST 30 YEARS Fixing ships was a very challenging task 30 years ago when, due to very limited communication possibilities, an owner with a ship looking for cargo in an area far away from his traditional market, could only see 20-30 possible cargoes from that area and he had to choose the best out of them, without knowing that in the market there were much more cargoes available and even better paying. Development of e-mail has been seen as a blessing by many ship brokers, since with only on click their open positions and open cargoes could be sent to hundreds of brokers. Apart from the fact that more and more shipbrokers were added to the address books, phone and telex bills were also considerably lower, which in turn encouraged brokers to put more and more cargoes on the market, whether they were controlling them or not. This development radically changed the tasks of shipbrokers which are now flooded with hundreds of e-mails which are difficult to evaluate and are very time consuming. Shipping market is very conservative and although all parties involved in chartering agree that sooner or latter most of the fixtures will be done on trading portals, there is a considerable resistance to change which is also fuelled by failure of many web based platforms. There is a continuous debate about the impact of web based platforms on shipbrokers earnings, but this is not taking into consideration the fact that anyhow the number of transactions done directly between charterers and shipowners is increasing and this has nothing to do with e-commerce. Over the last couple of years number of transactions done via competitive brokers has also declined due to spread of e-mail. This trend will continue and even if there is a risk that owners and charterers will do most of their fixtures directly it is hard to believe that charterers, whose prime objective is to make money from commercial transactions and not to save brokers commission, will employ qualified brokers to handle their requirements. Even if this will happen it means that owners and charterers will have to employ more brokers to cope with the new work which can compensate the eventual loss of jobs from small and medium shipbroking houses.

Intelligent Ship Control System

Abstract: The article present intelligent control system of ship motion in situations threatening with collision. The goal of the presented system is to support the navigator in decision making, with possible full replacement of his work in the future. In this article, it was introduced system joins work of three computer techniques, evolutionary algorithms to marking of optimum path of passages, fuzzy logic to control ship after set path of passage and multivariable robust control to precise movement of the vessel with very small velocity and any drift angle. Introduced system has to assure safe trip of ship in each navigational conditions with regard of weather conditions and met navigational objects of static or dynamic nature. For testing of the operation the system, the marine environment simulator was used to present navigational situations in a 3D graphical mode at the poor hydroand meteorological conditions.

Combination of Navigational and VDRbased Information to Enhance Alert Management

Abstract: Within this paper results of ongoing investigations will be presented. Main subject of studies is laid on the present situation of alert management onboard ships navigational bridges and potential use of data recorded with mandatory ship-borne VDR equipment during normal ship operation to support the process of on board collision avoidance. The investigations and results discussed and presented in the paper are gained within trhe work in two different projects on research and technical development. The first is the European MARNIS – project on Maritime Navigation and Information Services. It is funded by the European Commission, Department for Energy and Transport. Secondly some of the results presented here are part of investigations performed under the national RD project "Maritime Safety Assistance Rostock" which is funded by the German Ministry of Education and Research Berlin.

The Environmental Effects of Projected Container Terminal to the Safely Manoeuvring

Abstract: This paper investigates vessel traffic risks that are exposed by a new port installation. A vessel traffic risk analysis was performed by the Ship Handling Simulator team for container terminal installation in Izmit Bay. The main purpose is to evaluate whether the container terminal project shall affect the proper operation of nearside Oil Refinery Terminal. Construction and revision of shore structures may form significant threats for masters in ports and narrow waterways. The Ship handling simulator of ITUMF presents the environmental objects’ effects, vessel traffic and weather conditions. Furthermore, the Environmental Stress Model of Inoue (2000) may give an opportunity to analyse vessel traffic risks quantitatively by SHS.