433
1 INTRODUCTION
In the last decade, interest in major Arctic
waterway–NorthernSeaRoute(NSR)isconstantly
increasing. Mostly, it is due to discovery and
developmentofnewpromisingoilandgasfieldson
Arcticshorelineandonshelfand,asaconsequence,
duetoconstantlygrowingdemandfortra
nsportation
of various cargoes. According to different sources
Russian Arctic region contains from 15% to 25% of
world’senergyresources. Despite theevidentprofit
of using NSR, practically all its sections are
characterized with harsh weather conditions,
complex hydro‐meteorological, ice and navigational
situations, underdeveloped shore infrastructure, far
reachfrommainindust
rialcenters.
It stands to mention that, at present time,
considerable amount of various maritime situation
monitoring systems of local and global scale are
functioning. Main purpose of such systems is
aggregation of information from primar y sources –
sensors (AIS, satellite AIS, radars, reports from
vessels and etc.) and its representation on digital
ma
p. Users of such systems are able to acquire
informationinrealtimescaleaboutvessel’slocation,
its current route and its route history for a given
periodoftime.Popularexamplesofsuchsystemsare
MarineTraffic[1], ShipFinder[2], which are open
web‐services.Moreover,datacouldbeacquiredform
closedsystems,withtheconsentofowners,suchas
vesselmonitoringsystem“Vict
oria”[3]andothers.
However,atpresentstageofmaritimemonitoring
systemdevelopment,itisnotenoughforusertoonly
haveaccesstoinformationaboutlocationofhisand
nearby vessels. Year after year, requirements for
“int
ellectual abilities” of maritime monitoring
systemshavebeengrowing.Itisnecessarytopossess
accurate and prompt information about hydro‐
Maritime Situation Monitoring for Safe Navigation on
Northern Sea Route
V.V.Popovich,O.V.Smirnova&T.V.Popovich
SPIIRASHiTechResearchandDevelopmentOfficeLtd,St.Petersburg,Russia
ABSTRACT:ConsideringgrowingintensityofnavigationonNorthernSeaRouteandofcontinuousexploration
and development of Arctic shelf, problems of maritime situation monitoring in Arctic become particularly
important. Firstly, complex operational informational support of activities in Arctic is needed. Secondly,
constantaccesstoact
ualandvalidinformationabouthydro‐meteorological,navigationalandicesituationsis
required.
Solutionofstatedproblemsentailsintegration,processingandanalysisoflargeamountsofheterogeneousdata.
Consequently,developmentofunifiedsystemforsituationmonitoringandintellectualsupportisessential.
Such system allows to execute operational monitoring of dangerous situations of different sort (nat
ural or
anthropogenic) that influence safety of objects in Arctic region, and to perform intellectual analysis of such
situationsandpromptprovisionofsuitablerecommendations.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 10
Number 3
September 2016
DOI:10.12716/1001.10.03.08
434
meteorologicaldangers (strong wind, thickfog,and
roughsea),navigationaldangers(shelves,reefs,and
driftingice),icesituationinvessel’snavigationarea.
To increase the quality of representation and
processing of information about maritime situation
geoinformation system (GIS) technology is usually
used.ModernGISprovidenew,convenientandfast
approach
to analysis of various problems and to
solving complex tasks. GIS capabilities allow to
predict evolution of events and occurrences of
outside world, with their processing and
identificationofmajorfactorsandcauses,andalsoto
predictpossibleconsequences,toplanactivitiesand
toprovidedecisionmakingsupport.
However, in
traditional GIS approach, the user
usually is bound to process large amount of data,
entering the system, about situation development
himself,relyingonhisintuitionandexperience,and
resortingtorelativelysimpleprimarymeansofdata
analysis. At that, the rate of data flow that
informationsystemoperatorreceiveshasa
tendency
only to increase. It is due to growing software
capabilities and engagement of additional
information sources. All this leads to inevitable
demandfornewmethodofGISintellectualizationin
ordertoincreaseGIScapabilities.
For the benefit of monitoring and analysis of
maritime situation and safe navigation support in
Arcticregion,itisnecessarilytodevelopspecialised
system of situation monitoring and intelligent
decisionmakingsupport.Asabasisofsuchsystem
intelligent geographical information system[4–6] is
to be used, which is designed to effectively solve
tasks of determination of vessels’ locations and
nature of maritime objects’ activities, of
automated
control of complex situation development and
interpretationofresultsofsituationanalysis.
In this paper we present an approach to
development and creation of situation monitoring
system and intelligent decision making support.
Principles and technologies of situation awareness
estimation are also covered. Main factor of this
approachisapplication
ofintelligentGIS,thatallows
to solve tasks, related to automatized control over
developmentofcomplexsituations,interpretationof
analysis results and intelligent identification of
locationandnatureofactivitiesofmaritimeobjects.
2 RELATEDWORKS
Currently, different countries, members of Arctic
block, have concluded large number of scientific
researches, have
created a lot of concepts and have
carried out considerable amount of projects [7‐8]
focused on development of Arctic region. It is
noteworthy that due to unique specificity of the
region,applicationof maritime monitoring systems,
existingatthemoment,withoutpreliminaryspecific
adaptationisnear‐impossible.
In2009
Norwegiangovernmentinitiatedaproject
calledi‐Nord[7],aimedatArcticOceanmonitoring
andbasedonNorwegianGovernment’sHighNorth
Strategy.Mainobjectiveofthisprojectiscreationof
integrated information system, that allows to solve
issues of safety, ecology, monitoring of oceanic
processesandevents,climaticchanges,fastresponse
to emergency circumstances, control of industrial
businesses’activities,suchasoilandgasproduction,
fishing and etc. Fully functioning version of the
systemisintendedto appearin 2017. However,the
mainfocusofthisprojectisBarentsSea.
On 16th of March 2012 the Defence Advanced
Research Projects Agency
(DARPA) of the US
Department of Defence has announced an open
competitive tender for R&D of autonomous
distributedunmanned(robotic)systemforintegrated
monitoring and surveillance in Arctic [8]. The
objectiveofthis project is toprovide informationto
clientsaboutcurrentsituationinArcticregion:onthe
surface (above‐water,
land), underwater (under ice
andonthebottom)andairsituation.
Ascanbeseen,forsupportofsafenavigation,for
reconstruction and development of transport
infrastructure of Arctic region it is essential to
develop a global maritime monitoring system for
whole Arctic that will allow not only to perform
surveillance along the NSR but to coordinate and
supportdecisionsofoperators,responsibleforship‐
traffic control. Such global system will allow to
monitor ecological, terrorist, natural and other
threatsandalertaboutthemintime.
3 MARITIMESITUATIONAWARENESS
Estimation and detection of dangerous situations is
one of the key
problems of maritime activities
monitoringanddecisionsupport.Thetermmaritime
situationdenotesacombinationofsomeparameters,
directly or indirectly defining observable systemʹs
state in given point of time. Maritime situation
awareness represents analysis of certain
characteristicsforobtaining conclusionaboutcurrent
state of system and its possible
state in near
future[9]. The term situation management, in turn,
denotes purposeful influence on system aiming at
changingthesituationtoourbenefit.Statedinfluence
can be accomplished by executing certain actions,
oriented on changing systemʹs properties,
characterizedbydetectedfeatures.
Maritimesituationawarenesssuggests:
detection of factors
(features) that influence
developmentofdangeroussituationsinmaritime
activitieslocation;
visualizedmathematical(computer)modellingof
currentsituationinreal‐timemode;
prediction of further development of dangerous
situationsandtheiranalysis;
generation and execution of decisions regarding
further actions concerning arising dangerous
situations.
The basis for
estimation and detection of
dangerous situations is situation awareness model
proposed by M.Endsley[10]. Under situation
awarenessisunderstood“perceptionoftheelements
in the environment within a volume of time and
space,thecomprehensionoftheir meaning, andthe
projectionoftheirstatusinthenearfuture”[10].
435
The situation awareness model includes three
levels[10]:
Level 1 (Perception of the elements in the
environment) – perception of the current
situation, its properties and dynamic
development of elements, related to observed
situation,inenvironment.
Level 2(Comprehensionofthecurrentsituation)–
synthesis of the disconnected
elements of the
situationreceived onthe Level1,comprehension
and processing of information, integration of
variousheterogeneousdataanddeterminationof
itssignificanceforparticularsituation.
Level 3 (Projection of future status) – available
prognosis of future actions and future situation
development based on knowledge of situation
status
and its elements development, for taking
decisionsonfutureactionsbetimes.
And reasoning thus the problem of integrating
heterogeneous information into an ultimate picture
of the environment at the semantic level of human
comprehensionandprojectionremainsopen.
For effective usage of situation awareness,
integrated approach on ontologies and IGIS‐
technologies
is applied. Ontology model is a
symbolicdescriptionofthesubjectdomaininformof
concepts and relations between them. In [11] the
description of the ontology‐based situation
awareness approach based on situation theory is
discussed.Thepieceofinformationaccordingtothis
theoryiscalledinfon.Infonsare
writtenas:
>>1/,0...<<
n1
a,,aR, ,
where
R
– n ‐place relation;
n
a,,a ...
1
– objects
peculiarto
R
; 1/0 –polarityofinfon.Thevalue 1
means that, in the situation
s , objects
n
a,,a ...
1
standintherelation
R
.Thevalue 0 meansthat,in
thesituation
s ,objects
n
a,,a ...
1
donotstandinthe
relation
R
.
Infons of subject domain consist of objects, their
propertiesandrelationsexistinginthegivensubject
domain.Relationbetweensituationsandinfonswrite
as:
σ|=s ,
means, that infon
σ is made by the situation s .
Theofficialterminologyisthat
s support σ .
In addition, for current situation monitoring,
operational forecasting, well‐timed decision‐making
indangeroussituationandrecommendationfortheir
prevention, IGIS‐technologies described in [6, 12]
shouldbeused.
Objectsforsituationplanningofvesselroutesare
ships (cargo vessels, tankers and etc.), ice‐covered
regions, weather conditions, and such
areas as oil
spill area, closed for navigation area and others.
Vesselsmakevoyagefromastartingpointtoafinal
point. On all waterways there can be various
dangeroussituationsinfluencingvesselsafety.Inthis
paper we consider three dangerous situations:
influenceoftheicesituation,weatherconditionsand
oilspillsituationonthevesselroute.
Let us consider these typical situations that are
commonfor navigation on the Northern Sea Route.
Among those are dangerous ice conditions
(IceDangerVessel). Status of the ice cover affects
vesselsvelocityandincreasestraveltimeonplanned
route.Besides,vessel’svelocityisreduced
duetothe
danger of damage to the hull inflicted by ice.
Mathematically,thisinformationcanbepresentedby
the following relation tuples near(Ice, Vessel),
clash(Ice,Vessel)andthreat(Ice,Vessel).Given infons
relationscanbewrittenasfollows:
>>,1=<<
Ice
LIce,location,|esselIceDangerV ,
>>,1=<<
Ice
VIce,velocity,|esselIceDangerV ,
>>,1=<<
Vessel
LVessel,location,|esselIceDangerV
>>,1=<<
Vessel
VVessel,velocity,|esselIceDangerV ,
>>,1=<< VesselIce,near,|esselIceDangerV ,
>>,1=<< VesselIce,clush,|esselIceDangerV ,
>>,1=<< VesselIce,wait,|esselIceDangerV ,
>>,0=<< VesselIce,isSafety,|esselIceDangerV
,
>>,1=<< VesselIce,threat,|esselIceDangerV
.
Here
Ice
L
– ice location,
Vessel
L – vessel location,
Ice
V –icevelocity,
Vessel
V –vesselvelocity.
Another representation of infons for
IceDangerVesselsituationisshowninFig.1.
Figure1.TwoinfonsforIceDangerVesselsituation
Another situation that occurs during the vessel
route planning in the Arctic region is various
meteorological conditions affecting the navigation
(WeatherDangerVessel).Thissituationissimilartothe
IceDangerVesselsituation.Infonsforthissituationcan
bewrittenasfollows:
>>,1<<
=
VesselWeather,isWind,
|gerVesselWeatherDan
,
>>,1<<
=
VesselWeather,isHeavy,
|gerVesselWeatherDan
,
>>,1<<
=
VesselWeather,isFog,
|gerVesselWeatherDan
,
>>,1<<
=
VesselWeather,wait,
|gerVesselWeatherDan
,
>>,0<<
=
VesselWeather,isSafety,
|gerVesselWeatherDan
,
>>,1<<
=
VesselWeather,isDanger,
|gerVesselWeatherDan
.
Figure2 shows two infons for
WeatherDangerVesselsituation.
436
Figure2.TwoinfonsforWeatherDangerVesselsituation
Finally,theoilspillsituationand closing of area
for navigation on the planned route is possible
(OilSpillArea). In this case, it is necessary to make
changes in the planned route with consideration of
by‐passing closed area, meteorological and ice
conditions.The additional infonfor this situation is
the
following(Fig.3):
>>,1<<
=
eaOilSpillArVessel,near,
|eaOilSpillAr
,
>>,1<<
=
eaOilSpillArVessel,e,changeRout
|eaOilSpillAr
,
>>,0<<
=
eaOilSpillArVessel,isSafety,
|eaOilSpillAr
.
Figure3.TwoinfonsforOilSpillAreasituation
Foreachofabove‐mentionedinfonswecandefine
ruleswhichallowtodescribethesetofIGIS‐actions
incaseofchangesinthecurrentsituation.Forthisit
is necessary to define classes for each of the three
partsoftherule.Alsowesupposethatthefollowing
classes
are already defined in the ontology:
IceThreatenVessel, WeatherThreatenVessel and
OilSpillThreatenVessel.
4 IGISFORESTIMATIONOFMARITIME
ACTIVITIES’SAFETY
Theterm intelligent GIS isdefinedhere as GIS that
includesintegratedtools and/or systemsofartificial
intelligence(AI)[5].
Figure1 illustrates IGIS architecture. The central
part of the IGIS
is knowledge base including
ontology. Ontology presents theʹframeworkʹ for
representationconcepts andrelations between them
insubjectdomain.Anotherpartofknowledgebaseis
storageofsubjectdomainrealobjectinstances.
Figure4.IntelligentGISarchitecture
Variousactiveandpassivesensors (AIS,radar)as
wellasinformationsystemsofglobalandlocallevel
can act as sources of information for maritime
navigation system. While obtaining data from
different sources the following problems may arise.
Firstly,duplicatedinformation:obtainedinformation
fromdifferentsourcesaboutsameobjects.However,
similar
data about same object is not necessarily a
disadvantagesinceitincreases credibilityofdataand
consequently increases quality of specific decisions.
One of the means for solving duplication problem
andincreasingqualityofdataobtainedfromvarious
sources is application of concept of integration,
harmonizationandfusionofdata
whichisdescribed
in[6].
Second problem is the issue of discrepancy
between concepts in different systems. To format
initial data to one standard we have developed a
unified information interoperability model on basis
of ontology database. Information interoperability
model includes three ontology levels: domain
ontology,geographicalontologyandupperontology.
GIS‐interface is a program component for visual
representation of geo‐spatial data in various digital
formats and of objects stored in knowledge base
(Fig.5). It combines different sources of geo‐spatial
data and program components that execute data
processingusingtraditionalmethods.
GIS‐interfaceallows:
to update
and display data in real‐time mode
along with processed results, predicted and
modelleddata;
to display all infrastructure of observed area of
maritimeactivities;
tosetcombinationsofalgorithmsforexecutionof
all stages of dangerous situation modelling
(verification,interpolation,prediction);
Figure5.GISInterface
437
Library of mathematical functions is one of the
important parts of intelligent GIS. Set of functions
hastobeopenforaccessbyanysubsystemofIGIS,
supportchangeabilityandexpansion.
For example, for modelling spatial processes
associatedwithdangeroussituationdevelopmentin
maritimeactivitieslocationfollowingfunctionsfrom
library
canbeapplied:
mathematical model of different dangerous
situations(e.g.oilspill,seizureofvesselbypirates
andetc.);
vesselnavigationongivenroute;
searchinlocationofrescueoperationandetc.
Toincreasethequalityofspecificdecisionsmade
byuseritisnecessarytoinclude
prognosticmodels
in mathematical functions library, i.e. such models,
thatallowtoobtainestimationofdangeroussituation
development in future instances of time, based on
dataobtainedtothecurrentpointoftime.
It should be noted that any function from
mathematical functions library can be used in
creatingproductionrules
forexpertsystem.
Thetermexpertsystem(ES)denotesasystemthat
utilizes expert knowledge (knowledge form
specialists) to provide qualified solution to tasks in
givenfieldofstudy[6].
Such systems are able to present knowledge, to
clarify (examine) their processes‐reasonings and are
intendedforfieldsofstudy
whereapersoncanreach
professional level only after years of special
educationandtraining.
Expert knowledge is represented in form of
condition‐action rules and is saved in IGIS
knowledge database. Let us note that any of
mathematicalfunctionsgiveninlibrarycanbeused
increatingrulesforIGIS
expertsystem.
Expert system allows to execute integrated
assessmentofmaritimeactivitiesʹsafetyandsuggest
furtheractionstouserincaseofdangeroussituation
arising. For example, if systemʹs user views
successivetriggeringofrules:“Dangerousclosing‐in
ofvessels1and 2” and “Vessel 2hasleftchannel”,
evidentissituation:“Vessel2hasviolatedregimeof
navigation”.
IGIS modelling system is intended for computer
modelling of various spatial processes and also for
visual generation of corresponding scenarios of
processes development based on expert systems
technology and represented as ontology database.
Visual representation of the modelling allows the
user
toeffectivelyestimateoccurringprocess.
Modellingsystemallowsustosolvethefollowing
tasks:
Building models of complex spatial processes
based on their description in form of visual
scenariosthatarerepresentedastwo‐dimensional
digraph(block‐scheme)wherenodesareseparate
scenario tasks and decision making points in
which scenario branches on various execution
routes depending on satisfaction of specified
conditions(Fig.6).Scenariotaskscanbeexecuted
both sequentially and in parallel, depending on
block‐scheme. For merging parallel branches
special nodes “connectors” are used.Scenario
tasksconsistofindividualatomicactionsandare
as well represented as
block‐schemes connecting
atomicactions.Taskʹsactionscanalsobeexecuted
both sequentially and in parallel, depending on
taskʹsblock‐scheme.
Construction,debugging andtestingofscenarios
by field of study specialists mostly with use of
visual drag‐and‐drop of icons, corresponding to
tasks, solutions and
actions, to the scenario and
task scheme form and connecting them in
accordancewithscenariologic.
Scenarioexecutionofcomplexspatialprocessesin
optional time scale against digital map
background, represented as moving simulated
point objects with changing form, size, location,
colour, transparency and etc. extended objects
along with messages
on natural professional
language.
Interaction of number of complex processes,
modelledononeaswellasonseveralmachinesin
network.
Manual object and process control option,
modelling process in general (start/stop, time
scalechange,mapsandetc.),scenarioreplayfrom
controlpoint,timejumpsandetc.
Figure6.Exampleofterroristsituationassessment
5 CASESTUDY
Asanexplanation,considerthefollowingsituations
that demonstrate maritime dangerous situation
assessmentusingtheproposedIGIS‐technologies.
Situation1. In the Barents Sea at crash of the
tankertherewasanoilspillupto5000tonswithin3
days.Figure7 shows thescenario ofoil
spill taking
into account navigation conditions around a
dangerous situation, hydrographic and hydro‐
meteorologicalsituation.Alsotheassessmentandthe
analysisofanicesituationisdone.
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Figure7.Oilspillmodelling
Themathematicalmodelonthebasisofwhichthe
scenario was developed considers coastline, ice
situation in given area, water flows and weather
conditions. Figures8–9 show modelling of the
ecologicalsearchandrescueoperationusingIGIS.
Figure8.Modellingofsearchandrescueoperation
Figure9.Modellingofsearchandrescueoperation
Modellingofsearch and rescueoperationsallow
tocarryouttheanalysisoftheestimatedactionplan,
to estimate efficiency of rescue forces’ actions, to
considervariousweatherconditionsand features of
thearea.
Situation2. A cargo vessel V goes along pre‐
planned route on the part of Northern Sea
Route
(KaraSea)(Fig.10).TheeastpartoftheKaraSeais
ice‐covered;anicebreaker isopeninga safe passage
throughtheicefieldofMalyginaStrait(Fig.11).
It’s also known that some parts of the Kara Sea
along the pre‐planned route are dangerous due to
weatherconditions(stormalert,WMOsea statecode:
from5to7)(Fig.11).
Figure10.IcesituationintheKaraSea
Theiceandweatherconditionsmapsareusedto
objects construction which involving in further
calculations. Such objects may include weather
dangerous regions, ice dangerous regions, closed
regions and others. Then dangerous regions are
transformed into multipoint polygons. These
polygonsareinstancesofontologyclass[13].
OilSpillScenario:Atabout
00:00amthetankerT
collideswithacargoship,theC,andspillsoilfroma
damagedtank.ThetankerTradiostoreportthatthe
vesselhasleakedabout4,000 tons ofcrudeoil. The
location of the collision and oil spill is known and
markedondigital
map.AtthesametimethevesselV
isalreadygoingalongtheplannedrouteonthepart
of Northern Sea Route where the dangerous ice
coveredareasarepresent.
IGIS has been used for quantifying oil spill size
and trajectory [14] and for estimating the oil spill
area. Model takes
into consideration the following
factors:
coastline;
icesituationintheareaofinterest;
waterflows;
weatherconditions.
Figure11. Weather conditions along the Northern Sea
Route
In addition, IGIS knowledge base can store
information from previous incidents and present it
throughadditionalexpertsystemruleswhichcanbe
usedinfuture.
The current dangerous situations along the pre‐
plannedrouteofthecargovesselVareshowninthe
panel“Situationawareness”andonthe digitalmap
ofIGIS(Fig.12).
The rule for inferring this situation and
supporting route change decision‐making is as
follows:
439
If
belongsTo(X, Vessels)
and belongTo(Y, OilSpillAreas)
and near (Y, X)
Then
threat(Y, X)
Thenwedefinesituationtypeforgivensituation.
Atanytimevesselthatby‐passesclosingofareafor
navigation(oilspillarea)canmeeticeandicewillbe
threattovesselifvesselisneartheiceandmovingin
thedirectionofice.Thisconditioncanberepresented
in the form of mathematical expression as
subsumptionrule:
321
SSS ,
where
>>,1=<<
1
VesselIce,near,|s|s=S ,
>>,1=<<
2
VesselIce,nOf,inDirectio|s|s=S ,
>>,1=<<
3
VesselIce,clush,|s|s=S .
Subsumption rule is the basis for description
logic[15], which is the underlying logic for IGIS
ModellingSystem.
Figure12.InitialvesselroutebuiltwithIGIS
The above‐mentioned rules were saved in IGIS
knowledge base and used for situation awareness
alongthepre‐plannedvesselroute.Theresultsofthe
rulesinferringareshownonthedigitalmapofIGIS
with special marks along the vessel route. The
throughout descriptions of detected dangerous
situations are presented
in the panel “Situation
awareness”ofIGIS.
Alternative vessel route has been chosen for
vesselsinsteadofregularlyusedonetoavoidoilspill
area, storm dangerous waters and ice‐covered
regions of the Kara Sea (Fig. 13). The alternative
vessel route was automatically constructed and
shown on the digital
map of IGIS MSRS. So IGIS
supports intelligent decision making for maritime
safetymonitoringintheArctic.
Figure13.AlternativevesselroutebuiltwithIGIS
6 MOBILEIGIS
On the base of stationary maritime situation
monitoring system mobile version was created. The
developedmobileIGISisindentedformobiledevices
such as smartphones, laptops, tablets with Android
operatingsystem. Toupdate theinformation model
anddownload the function modules Internetaccess
isrequired.
Figure14.GeneralstructureofthemobileIGISforvessels
The generalized structure of the mobile IGIS is
shown on Figure14. System includes the following
elements:
CloudServicesPlatform–networkofdistributed
serversthatprovidesthesetofnecessaryservices;
Client Integration Platform – application, that
provides necessary interfaces for connecting
modules that implement required features and
thatareinstalledonthemobiledevice.
Function Modules Repository – storage of
functional modules, capable to extend
functionalityofclient’sintegrationplatform.
By means of these structure components mobile
IGISsupportsawiderangeoffunctionsandservices
suchas:
displayingthenauticalchartshowingthelocation
of user’s own ship and other maneuvering
vessels;
option of manual and automatic (AIS, radar)
targets’drawing,targetmovementcalculation;
ship’s routing between predetermined
ports/points,accounting forthenavigationalarea
features and desired duration of
movement/recreation;
display and registration of weather data at a
point/ontheroute,broadcast
ofstormwarnings;
calculationofmanoeuvresaimedatstormescape;
speedandcoursecalculations;
440
solving tasks of manoeuvring; positions’ gaining
andtargets’passing;
warningaboutdangerousmanoeuvres;entryinto
the closed/restricted areas, areas with special
conditionsfornavigation,shallowwaterareas;
warning of manoeuvres on the route in advance
(timeandturningpoint,speedchanges,etc.);
retrieving data about locations
of other vessels
equippedwithmobileIGIS.
Figure15 shows a map where vessels’ icons,
routes (blue line) and additional information are
plotted.Thedataonthemapareupdatedinrealtime
mode. By clicking on the vessel’s icon additional
information about the vessels, such as vessel’s
location (latitude
and longitude), their lengths,
widths,speeds,coursesandnamescanbeobtained.
Various colours are used for displaying various
vessels’types:greencolourforcargovessels,blue–
forpassengervessels,orange–forhighspeedcrafts,
grey–forunspecifiedvessels.
Itisnecessaryto noticethatthe systemis
rather
simpleandeasyinuse;theuserneedsnoadditional
knowledge and skills to start working with the
system. Furthermore, the system can work in
autonomous mode that allows using the system
without a permanent connection with the server
duringacertainperiodoftime.
Figure15.Vessels’routes
7 CONCLUSIONS
Marine transportation in the Arctic plays a critical
roleinthedevelopmentoftheregion.Theapproach
described in this paper considers the development
and implementation of maritime situation
monitoring system based on the IGIS concept and
technology of maritime safety assurance in Arctic
area. The approach has demonstrated
a fusion of
differentscienceandtechnology:GIS,intelligentGIS
andmathematicalmethods.
New technologies and methods of dangerous
maritime situation assessment with application of
IGIS tools, proposed in this paper, are designed to
increasethesecurityofmaritimeactivitiesseeingthat
dangerous maritime situation progress modelling
requires application of
various mathematical
methodsandmodels.
Considering further research, we plan
considerable expansion of services for solution of a
larger class of tasks and problems connected with
assessment of dangerous maritime situations,
extensionsoftheknowledgebaseduetointroduction
of new rules and scenarios for new types of
dangerous situations. We
are also actively
developinguserservicesandinstrumentsformobile
IGIS.
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