M. F. Kazerooni, M. Rahimian, Marcus Tree, T. Womersley, S. Mortensen, Bugge Jensen
: Growth of demand for containerized cargo shipping has put more ports into pressure to accommodate larger vessels. Considering the limitations on dimensions of navigation channels, this is not feasible unless aiming for significant capital dredging or alternatively creating high precision predictions of vessel motions subjected to environmental forcing and interaction with shallow and restricte d waterway. NCOS ONLINE (Nonlinear Channel Optimisation Simulator) is a state of the art navigation support tool which combines DHI’s high level forecast of environmental conditions with mathematical model of ship motions to add an extra level of accuracy in predicting the under-keel clearance and vessel swept path to boost the efficiency of navigation and pilotage within restricted channels. NCOS Manoeuvring Module utilizes an autopilot scheme based on PID (Proportional / Integral / Derivative) controller and Line of Sight Algorithm to FORCE Technology’s SimFlex4 manoeuvring solver for prediction of manoeuvring ship swept path and response, which will effectively bring the accuracy of real time full bridge simulator to fast time operation support tool. In this paper, the result of mathematical model is validated against fullscale measurements of containership transits through Port of Auckland Navigation channel by comparing pilot commands, leeway drift and swept path through output of portable p ilotage unit. According to the results the model is found promising to predict the behaviour of human pilots with precision required in operational use. Finally, the swept path and manoeuvring performance of a sample transit is assessed on different enviro nmental conditions and tide stages to evaluate the safe transit windows in operation.
{"title":"Development and Validation of an Operational Fast Time Ship Manoeuvring Solver to Increase Navigation Efficiency in Horizontally Restricted Waterways","authors":"M. F. Kazerooni, M. Rahimian, Marcus Tree, T. Womersley, S. Mortensen, Bugge Jensen","doi":"10.12716/1001.17.01.06","DOIUrl":"https://doi.org/10.12716/1001.17.01.06","url":null,"abstract":": Growth of demand for containerized cargo shipping has put more ports into pressure to accommodate larger vessels. Considering the limitations on dimensions of navigation channels, this is not feasible unless aiming for significant capital dredging or alternatively creating high precision predictions of vessel motions subjected to environmental forcing and interaction with shallow and restricte d waterway. NCOS ONLINE (Nonlinear Channel Optimisation Simulator) is a state of the art navigation support tool which combines DHI’s high level forecast of environmental conditions with mathematical model of ship motions to add an extra level of accuracy in predicting the under-keel clearance and vessel swept path to boost the efficiency of navigation and pilotage within restricted channels. NCOS Manoeuvring Module utilizes an autopilot scheme based on PID (Proportional / Integral / Derivative) controller and Line of Sight Algorithm to FORCE Technology’s SimFlex4 manoeuvring solver for prediction of manoeuvring ship swept path and response, which will effectively bring the accuracy of real time full bridge simulator to fast time operation support tool. In this paper, the result of mathematical model is validated against fullscale measurements of containership transits through Port of Auckland Navigation channel by comparing pilot commands, leeway drift and swept path through output of portable p ilotage unit. According to the results the model is found promising to predict the behaviour of human pilots with precision required in operational use. Finally, the swept path and manoeuvring performance of a sample transit is assessed on different enviro nmental conditions and tide stages to evaluate the safe transit windows in operation.","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"185 1","pages":""},"PeriodicalIF":0.6,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81593212","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Armin Halicki, Mariusz Specht, A. Stateczny, C. Specht, Oktawia Lewicka
: This article explores the use of Light Detection And Ranging (LiDAR) derived point clouds to extract the shoreline of the Lake K ł odno (Poland), based on their geometry properties. The data collection was performed using the Velodyne VLP ‐ 16 laser scanner, which was mounted on the HydroDron Unmanned Surface Vehicle (USV). A modified version of the shoreline extraction method proposed by Xu et al. was employed, comprising of the following steps: (1) classifying the point cloud using the Euclidean cluster extraction with a tolerance parameter of 1 m and min. cluster size of 10,000 points, (2) further filtration of boundary points by removing those with height above 1 m from the measured elevation of water surface, (3) manual determination of a curve consisting of 5 points located along the entire shoreline extraction region at a relatively constant distant from the coast, (4) removal of points that are further from the curve than the average distance, repeated twice. The method was tested on the scanned section of the lake shoreline for which Ground Control Points (GCP) were measured using a Global Navigation Satellite System (GNSS) Real Time Kinematic (RTK) receiver. Then, the results were compared to the ground truth data, obtaining an average position error of 2.12 m with a standard deviation of 1.11 m. The max error was 5.54 m, while the min. error was 0.41 m, all calculated on 281 extracted shoreline points. Despite the limitations of this parametric, semi ‐ supervised approach, those preliminary results demonstrate the potential for accurate shoreline extraction based on LiDAR data obtained using an USV. Further testing and optimisation of this method for larger scale and better generalisation for different waterbodies are necessary to fully assess its effectiveness and feasibility. In this context, it is essential to develop computationally efficient methods for approximating shorelines that can accurately determine their course based on a set of points.
{"title":"Shoreline Extraction Based on LiDAR Data Obtained Using an USV","authors":"Armin Halicki, Mariusz Specht, A. Stateczny, C. Specht, Oktawia Lewicka","doi":"10.12716/1001.17.02.22","DOIUrl":"https://doi.org/10.12716/1001.17.02.22","url":null,"abstract":": This article explores the use of Light Detection And Ranging (LiDAR) derived point clouds to extract the shoreline of the Lake K ł odno (Poland), based on their geometry properties. The data collection was performed using the Velodyne VLP ‐ 16 laser scanner, which was mounted on the HydroDron Unmanned Surface Vehicle (USV). A modified version of the shoreline extraction method proposed by Xu et al. was employed, comprising of the following steps: (1) classifying the point cloud using the Euclidean cluster extraction with a tolerance parameter of 1 m and min. cluster size of 10,000 points, (2) further filtration of boundary points by removing those with height above 1 m from the measured elevation of water surface, (3) manual determination of a curve consisting of 5 points located along the entire shoreline extraction region at a relatively constant distant from the coast, (4) removal of points that are further from the curve than the average distance, repeated twice. The method was tested on the scanned section of the lake shoreline for which Ground Control Points (GCP) were measured using a Global Navigation Satellite System (GNSS) Real Time Kinematic (RTK) receiver. Then, the results were compared to the ground truth data, obtaining an average position error of 2.12 m with a standard deviation of 1.11 m. The max error was 5.54 m, while the min. error was 0.41 m, all calculated on 281 extracted shoreline points. Despite the limitations of this parametric, semi ‐ supervised approach, those preliminary results demonstrate the potential for accurate shoreline extraction based on LiDAR data obtained using an USV. Further testing and optimisation of this method for larger scale and better generalisation for different waterbodies are necessary to fully assess its effectiveness and feasibility. In this context, it is essential to develop computationally efficient methods for approximating shorelines that can accurately determine their course based on a set of points.","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"50 1","pages":""},"PeriodicalIF":0.6,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90482714","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Vinko Pavic, Sandra Tominac Coslovich, Nina Kostović, Ivan MiŁlov
: Maritime education and training (MET) are under constant pressure from the maritime industry, characterized by extremely rapid development. Due to the high risk in the transport and handling of crude oil, seafarers employed on oil tankers are required to have skills and competencies well above the minimum education standards set by the International Maritime Organization (IMO) and the International Convention on Standards of Training, Certification and Watchkeeping (STCW). Therefore, tanker companies should provide additional training for their employees to ensure the fundamental goals of zero ‐ accident rates and reduce human error to a minimum. This especially applies to seafarers at the management level, who must have the competence and knowledge to operate oil tankers at the highest professional level. This paper examines the current challenges in education and the required competencies of seafarers at management levels concerning the rapid growth and development of the tanker industry. In addition, some shortcomings regarding the current form of education and training have been considered, and recommendations for the future upgrade of the education and training system for seafarers at the management level are provided.
{"title":"Current Challenges in Professional Education and Training of Seafarers at Management Levels on Oil Tankers","authors":"Vinko Pavic, Sandra Tominac Coslovich, Nina Kostović, Ivan MiŁlov","doi":"10.12716/1001.17.03.21","DOIUrl":"https://doi.org/10.12716/1001.17.03.21","url":null,"abstract":": Maritime education and training (MET) are under constant pressure from the maritime industry, characterized by extremely rapid development. Due to the high risk in the transport and handling of crude oil, seafarers employed on oil tankers are required to have skills and competencies well above the minimum education standards set by the International Maritime Organization (IMO) and the International Convention on Standards of Training, Certification and Watchkeeping (STCW). Therefore, tanker companies should provide additional training for their employees to ensure the fundamental goals of zero ‐ accident rates and reduce human error to a minimum. This especially applies to seafarers at the management level, who must have the competence and knowledge to operate oil tankers at the highest professional level. This paper examines the current challenges in education and the required competencies of seafarers at management levels concerning the rapid growth and development of the tanker industry. In addition, some shortcomings regarding the current form of education and training have been considered, and recommendations for the future upgrade of the education and training system for seafarers at the management level are provided.","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"37 1","pages":""},"PeriodicalIF":0.6,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84091188","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Elisabet Lacarra, Rodrigo GonzÁlez, Manuel Lopez-Martinez
: This article presents the EGNOS (European Geostationary Navigation Overlay Service) performance observed along several maritime
{"title":"EGNOS Performance in Several Maritime Campaigns","authors":"Elisabet Lacarra, Rodrigo GonzÁlez, Manuel Lopez-Martinez","doi":"10.12716/1001.17.04.11","DOIUrl":"https://doi.org/10.12716/1001.17.04.11","url":null,"abstract":": This article presents the EGNOS (European Geostationary Navigation Overlay Service) performance observed along several maritime","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134982472","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Bruno Leite, Mauro Pereira Jr., Edgar Szilagyi, Eduardo Aoun Tannuri
: Because of the importance of maintaining safety at sea, great training efforts are required to ensure that operators act safely in any ship. In such context, ship manoeuvring simulators are used to ease operators' learni ng experience. On the one hand, it may assist in the education of new operators by simu lating equipment interfaces in a controlled
{"title":"Low-Fidelity Radar Implementation for Real-Time Ship Manoeuvring Simulator with Unity3D","authors":"Bruno Leite, Mauro Pereira Jr., Edgar Szilagyi, Eduardo Aoun Tannuri","doi":"10.12716/1001.17.04.21","DOIUrl":"https://doi.org/10.12716/1001.17.04.21","url":null,"abstract":": Because of the importance of maintaining safety at sea, great training efforts are required to ensure that operators act safely in any ship. In such context, ship manoeuvring simulators are used to ease operators' learni ng experience. On the one hand, it may assist in the education of new operators by simu lating equipment interfaces in a controlled","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134982480","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
: Baltic Sea maritime transport makes up about 15% of all cargo globally transported via sea, which makes it one of th e busiest maritime areas all over the world [1]. At the s ame time shipping operations create environmental pressures to the air, discharges of oil, sewage from passenger ships as well as invasion of alien organisms from ships’ ballast water or hulls [2 ]. In order to move from assessment of discharges from one ship to a certain area, it is necessary to combine the discharge factors to the activity patterns [3]. In this study the shipping activities that have environmental impact in the Estonian sea area will be analysed. In addition, the activities will be related with their source of pollution (e.g., manoeuvring, anchoring, loading/unloading cargo) and the impact or consequences are analysed (e.g., emission to air (CO2, SOx, NOx) discharge to water (antifoul ing paints, scrubber water, ballast water, bilge water, black water), physical discharge (underwater noise) etc). Finally, we assess the relative importance of the environmental effect of shipping in Estonian waters.
{"title":"Shipping Related Activities and Their Environmental Impact – Lessons Learnt from the Estonian Case Study","authors":"Mari-Liis Tombak, Ulla Tapaninen, Riina Palu","doi":"10.12716/1001.17.04.24","DOIUrl":"https://doi.org/10.12716/1001.17.04.24","url":null,"abstract":": Baltic Sea maritime transport makes up about 15% of all cargo globally transported via sea, which makes it one of th e busiest maritime areas all over the world [1]. At the s ame time shipping operations create environmental pressures to the air, discharges of oil, sewage from passenger ships as well as invasion of alien organisms from ships’ ballast water or hulls [2 ]. In order to move from assessment of discharges from one ship to a certain area, it is necessary to combine the discharge factors to the activity patterns [3]. In this study the shipping activities that have environmental impact in the Estonian sea area will be analysed. In addition, the activities will be related with their source of pollution (e.g., manoeuvring, anchoring, loading/unloading cargo) and the impact or consequences are analysed (e.g., emission to air (CO2, SOx, NOx) discharge to water (antifoul ing paints, scrubber water, ballast water, bilge water, black water), physical discharge (underwater noise) etc). Finally, we assess the relative importance of the environmental effect of shipping in Estonian waters.","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"363 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134982482","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
: To assess the risk of collision in radar navigation distance-based safety measures such as Distance at the Closest Poi nt of Approach and Time to the Closest Point of Approach are most commonly used. Also Bow Crossing Range and Bow Crossing Time measures are good
{"title":"Simulation Environment in Python for Ship Encounter Situations","authors":"Lukasz Stolzmann, Joanna Szlapczynska","doi":"10.12716/1001.17.04.22","DOIUrl":"https://doi.org/10.12716/1001.17.04.22","url":null,"abstract":": To assess the risk of collision in radar navigation distance-based safety measures such as Distance at the Closest Poi nt of Approach and Time to the Closest Point of Approach are most commonly used. Also Bow Crossing Range and Bow Crossing Time measures are good","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"86 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134982641","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Cecilie Salomonsen, Ø. Selvik, T. Berg, T. Thorvaldsen
{"title":"Increased Emergency Preparedness in Coastal Aquaculture","authors":"Cecilie Salomonsen, Ø. Selvik, T. Berg, T. Thorvaldsen","doi":"10.12716/1001.17.03.03","DOIUrl":"https://doi.org/10.12716/1001.17.03.03","url":null,"abstract":"","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"192 1","pages":""},"PeriodicalIF":0.6,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88370572","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
V. Frishfelds, J. She, Jens Murawski, J. W. Nielsen
: Maritime information services supporting European agencies such as the FRONTEX require European ‐ wide forecast solutions. Following a consistent approach, regional and global forecasts of the sea surface conditions from Copernicus Marine Service and national met ‐ ocean services are aggregated in space and time to provide a European ‐ wide forecast service on a common grid for the assistance of Search and Rescue operations. The best regional oceanographic model solutions are selected in regional seas with seamless transition to the global products covering the Atlantic Ocean. The regional forecast models cover the Black Sea, Mediterranean Sea, Baltic Sea, North Sea and combine the North Sea – Baltic Sea at the Danish straits. Two global models have been added to cover the entire model domain, including the regional models. The aggregated product is required to have an update frequency of 4 times a day and a forecasting range of 7 days, which most of the regional models do not provide. Therefore, smooth transition in time, from the shorter time ‐ range, regional forecast models to the global model with longer forecast range are applied. The set of parameter required for Search and Rescue operations include sea surface temperature and currents, waves and winds. The current version of the aggregation method was developed for surface temperature and surface currents but it will be extended to waves in latter stages. The method relies on the calculation of aggregation weights for individual models. For sea surface temperature (SST), near real ‐ time satellite data at clear ‐ sky locations for the past days is used to determine the aggregation weights of individual forecast models. A more complicated method is to use a weighted multi ‐ model ensemble (MME) approach based on best forecast features of individual models and possibly including near real time observations. The developed method explores how satellite observations can be used to assess spatially varying, near real time weights of different forecasts. The results showed that, although
{"title":"Aggregating Sea Surface Hydrodynamic Forecasts From Multi-Models for European Seas","authors":"V. Frishfelds, J. She, Jens Murawski, J. W. Nielsen","doi":"10.12716/1001.17.03.04","DOIUrl":"https://doi.org/10.12716/1001.17.03.04","url":null,"abstract":": Maritime information services supporting European agencies such as the FRONTEX require European ‐ wide forecast solutions. Following a consistent approach, regional and global forecasts of the sea surface conditions from Copernicus Marine Service and national met ‐ ocean services are aggregated in space and time to provide a European ‐ wide forecast service on a common grid for the assistance of Search and Rescue operations. The best regional oceanographic model solutions are selected in regional seas with seamless transition to the global products covering the Atlantic Ocean. The regional forecast models cover the Black Sea, Mediterranean Sea, Baltic Sea, North Sea and combine the North Sea – Baltic Sea at the Danish straits. Two global models have been added to cover the entire model domain, including the regional models. The aggregated product is required to have an update frequency of 4 times a day and a forecasting range of 7 days, which most of the regional models do not provide. Therefore, smooth transition in time, from the shorter time ‐ range, regional forecast models to the global model with longer forecast range are applied. The set of parameter required for Search and Rescue operations include sea surface temperature and currents, waves and winds. The current version of the aggregation method was developed for surface temperature and surface currents but it will be extended to waves in latter stages. The method relies on the calculation of aggregation weights for individual models. For sea surface temperature (SST), near real ‐ time satellite data at clear ‐ sky locations for the past days is used to determine the aggregation weights of individual forecast models. A more complicated method is to use a weighted multi ‐ model ensemble (MME) approach based on best forecast features of individual models and possibly including near real time observations. The developed method explores how satellite observations can be used to assess spatially varying, near real time weights of different forecasts. The results showed that, although","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"67 1","pages":""},"PeriodicalIF":0.6,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84927176","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Koen van de Merwe, S. Mallam, Ø. Engelhardtsen, Salman Nazir
: Automation transparency is a means to provide understandability and predictability of autonomous systems by disclosing what the system is currently doing, why it is doing it, and what it will do next. To support human supervision of autonomous collision avoidance systems, insight into the system’s internal reasoning is an important prerequisite. However, there is limited knowledge regarding transparency in this domain and its relationship to human supervisory performance. Therefore, this paper aims to investigate how an information processing model and a cognitive task analysis could be used to drive the development of transparency concepts. Also, realistic traffic situations, reflecting the variation in collision type and context that can occur in real ‐ life, were developed to empirically evaluate these concepts. Together, these activities provide the groundwork for exploring the relation between transparency and human performance variables in the autonomous maritime context
{"title":"Operationalising Automation Transparency for Maritime Collision Avoidance","authors":"Koen van de Merwe, S. Mallam, Ø. Engelhardtsen, Salman Nazir","doi":"10.12716/1001.17.02.09","DOIUrl":"https://doi.org/10.12716/1001.17.02.09","url":null,"abstract":": Automation transparency is a means to provide understandability and predictability of autonomous systems by disclosing what the system is currently doing, why it is doing it, and what it will do next. To support human supervision of autonomous collision avoidance systems, insight into the system’s internal reasoning is an important prerequisite. However, there is limited knowledge regarding transparency in this domain and its relationship to human supervisory performance. Therefore, this paper aims to investigate how an information processing model and a cognitive task analysis could be used to drive the development of transparency concepts. Also, realistic traffic situations, reflecting the variation in collision type and context that can occur in real ‐ life, were developed to empirically evaluate these concepts. Together, these activities provide the groundwork for exploring the relation between transparency and human performance variables in the autonomous maritime context","PeriodicalId":46009,"journal":{"name":"TransNav-International Journal on Marine Navigation and Safety of Sea Transportation","volume":"39 1","pages":""},"PeriodicalIF":0.6,"publicationDate":"2023-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82528448","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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