683
1 INTRODUCTION
Thepurposeofanynavigationsystemonboardisto
assist the navigator in the process of safety
navigation.Thus,fromtheverybeginning,navigation
systems provide various information supporting the
officer on watch in many ways. The scope of this
assistanceishoweverdifferentanditdependsmostly
on the purpose of the system. The most popula
r in
merchant shipping are information systems like
ECDIS (Electronic Chart Display and Information
System),howevermoreandmoreattentionislaidon
the possibilities of decision support, instead of only
providinginformation.Thisisparticularlyimportant
for recreational user, which as no‐professionals
requiresmoresupportfromnavigationalsystems.
Agreatexamplehereisrapidlygrowingbra
nchof
touristic shipping in inland waters, which are
generallyeasieraccessibleforrecreationalusers.They
requireasystemwhichwillleadthemfrompointto
point and warn them in case of danger. The key
funct
ionalityhereisvoyageassistance,understoodas
a set of functions aiming at supporting the user in
navigationalongtheplannedroute.Thefunctionality
is met in many navigational systems including car
navigation. The research presented in this paper
aimed at providing voyage assistance functionality
fortouristicusersoninlandwaters.
Inland shipping is a bra
nch of transportation
whichhascommonissues withboth–marineandcar
navigation. The voyage is usually planned along
riverslikeontheroads,butthenavigationprocessis
carriedoutonwater.
Thus the new system has been developed
dedicatedforrecreationalusersofinlandwaters.Itis
called MOBINAV and it was developed under the
R&D project carried out in Marine Technology Ltd,
financedbyPolishNationalCentreforResearchand
Development(NCBiR).Itfocusedondevelopmentof
mobile solution dedicated for thi
s specific group of
users.Variousaspectsofthesystemwereundertaken
in the project, including voyage planning
Implementation of Voyage Assistant Module in Mobile
Navigation System for Inland Waters
W.Kazimierski&G.Zaniewicz
M
aritimeUniversityofSzczecin,Szczecin,Poland
T.Hyla
M
arineTechnologyLtd.,Szczecin,Poland
ABSTRACT:Routemonitoringisoneofthemostimportantfunctionsinmodernnavigationsystems.Incaseof
marine merchant ship’s it usually part of IMO‐standardized solutions like ECDIS or INS. In inland waters
InlandECDISisimplemented.There ishoweverlargegroupofshipswhichdonothavetofollowstandardized
solution,likerecreationalships.Theskippersoftheseboa
tsmoreandmoreoftenareusingmobiledevices.The
paperpresentsconsiderationsonimplementationofvoyageassistantmoduleinmobilenavigationsystemin
inlandwaters.Mainproblemsaredefinedsolutionsforthemareproposed.Ingeneralproposeda
pproachis
based on mobile cartography like in car navigation and derives also from water navigation systems. The
verificationresearcharedescribedandcommented.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 11
Number 4
December 2017
DOI:10.12716/1001.11.04.15
684
(Kazimierskiiin.,2015).Inthisresearchthefocusis
laidonassistingtheuserinfollowingplannedroute.
The paper first undertakes the issue of route
assistanceinexistingnavigationalsystems,presenting
the most popular approaches. Then the basics of
MOBINAVsystemaregiven,includingtheconceptof
voyage
assistant. The assumptions of this module
implementation are presented in the next chapter,
describing main challenges. Finally the
implementationanditsverificationaredescribed.The
paper is wrapped up with the summary and
conclusion.
2 VOYAGEASSISTANTEXAMPLES
Some kind of voyage assistance is included in any
navigational systems. If
fact, simple presentation of
ownshippositiononthechartmaybeconsideredas
voyage assistance. For the years however more
sophisticated methods have been developed. This
chapter includes short review of the most popular
approachestothisproblem.
2.1 IMOECDISandINS
BasicIMOapprovedsystemforroutemanagement
is
Electronic Chart and Display System. ECDIS
accordingtoIMOisanavigationinformationsystem
whichdisplaysselectedinformationfromasystemof
electronic navigational chart (SENC) with positional
information from navigation sensors to assist the
marinerinrouteplanningandroutemonitoring,and
if required display additional navigation‐related
information (IMO, 2006). The function of voyage
assistant is reduced here to route monitoring.
Parameters like DTW (Distance to waypoint), ETA
(EstimatedTimeofArrival)orXTE(cross‐trackerror)
arecalculatedinreal‐timeandsuitablealarmscanbe
raised. Additionally Safety Depth Contour is
displayed (Kazimierski and Wawrzyniak, 2013).
The
same functions are also required in Integrated
Navigation System defined by IMO in (IMO, 2007).
Route monitoring is one of key issues and it makes
useof sensor informationaboutown ship to inform
useraboutnavigationalsituation.
2.2 InlandECDISandRIS
Atthebeginningof21
st
centurytheconceptofRiver
InformationServices(RIS)aroseandsincethenithas
beenrapidlydeveloped.Oneofthekeyissueswasto
findappropriate charting systemfor ensuring safety
of navigation. It was decided to implement and
expand ECDIS concept. Thus Inland ECDIS system
was defined, based on
ECDIS. The functional
assumptions were basically the same. Some
additionalissueslikedynamicalpresentationofwater
level were implemented. However in the aspect of
routemonitoringthescopeisthesame.Itcanbethus
said that Inland ECDIS system provides also route
monitoring in real time with some ba sic visual
and
audiblealarms.(Stateczny,2011)
It should be also said that InlandECDIS, as a
standardizedsystemistooexpensiveandoverloaded
for recreational users, which are looking for other,
usuallymobilesolutions.
RISitselfhoweverisawiderconcept.Thescopeof
services provided in the vision is very wide
and it
includesalsosocallednavigationassistanceasoneof
the possible services. This service assumes that the
maneuver for the vessel will be recommended by
shoreside.Thisisusuallyahottopic for discussion
between navigators and that is probably why the
serviceisusuallynotimplementedin
RISCentres.
2.3 NavigationalDecisionSupportSystem
The fact that IMO defined requirements for ECDIS
andINS,doesnotmeanthatscientificandindustrial
society stopped providing solutions for more
sophisticated systems for voyage assistance. An
interestingexampleisNavigationalDecisionSupport
System(NDSS),whichaimsatdynamicaladjustment
of
recommended route, taking into account possible
solutionsof collision situation aroundown ship. An
example might be here NAVDEC, presented in
(Pietrzykowskiet.all,2012).Routeismonitoredasin
ECDIS, but additionally navigator is advised with
recommended maneuver to be undertaken for safe
passage of the vessels. After the recommended
maneuver, optimized trajectory for going back to
previouslyplannedrouteiscalculatedanddisplayed
totheuser.ItcanbethusseenthatNDSSsignificantly
developsroutemonitoringsystemgiveninECDIS.
2.4 E‐Navigation
Interesting concept aiming at introducing more ICT
(Information and Communication Technologies) to
sea is IMO‐
led e‐navigation. It is defined as the
harmonizedcollection, integration, exchange, presentation
andanalysisofmarineinformationonboardandashoreby
electronicmeanstoenhanceberthtoberthnavigationand
relatedservicesforsafetyandsecurityatseaandprotection
ofthemarineenvironment(IMO,2008).
Theinitialwide
concepthasbeennarrowedtothe
proposal of five solutions focusing mainly of
integrating and presentation of navigational data
(Weintrit, 2013). Although voyage assistant is not
directly mentioned in the documents, it can be
expectedthatimprovedproposalsofsolutionstaking
intoaccountthisissuewillappear.
One of the
interesting approaches is maritime
Cloud, which assumes wide exchange of data
between ships and shore services. In main proposal
topicalservices havebeendefinedandvesselscould
make use of them by downloading and integrating
information.Thusroutescanbeprovidedfromshore
side and information about planned routes can be
exchanged. Additional features have to be designed
forECDIStosupporttheseissues.
From the point of view of this paper, interesting
are also attempt of introducing in e‐navigation
concept also so called non‐solas ships. Recreational
users,forwhichMOBINAVisdedicated,areincluded
inthisgroup..
Detaileddescriptionofnavigationand
685
communication systems based on cloud computing
fornon‐solasshipscanbefoundforexamplein(An,
2016).
2.5 Carnavigation
Nowadays, car navigation has become a standard
feature of newly purchased cars. It is available in
fixedversionincarinteriororinportableversion.Car
navigationisdesigned
tocarrytheuserfrompointA
to point B without detracting the focus from the
directionoftravelandtheenvironment.
Graphic display is the main element of car
navigation, which displays the map, interface and
additional information about the route. Digital map
contains geographic information about roads,
buildings,
pointofinterest,etc.butalsotheattribute
information describing them (Obradovic, 2006).
InformationcanalsobesupplementedbytheInternet
connection where the driver receives traffic
information.
Theinteractionwiththeuserisalsocarriedoutby
audio,wherevoicemessagesaboutrouteareplayed.
The devices are equipped with
a GNSS (Global
Navigation Satellite Systems) sensor so information
about the location of the vehicle on the map, route
planning and navigational guidance is provided
(Eskandarian,2012).
3 MOBILENAVIGATIONSYSTEMFORINLAND
WATERS
Users of inland waterways can be divided into two
main groups. First, there are professional users,
navigating cargo or passenger barges. These ships
havetobeequippedaccordingtoconventionsandthe
crewiswelleducatedandpreparedfor professional
navigation of ship. These users usually use
standardizedInlandECDISasnavigationsystem.The
second group includes so called recreational users,
which are using smaller boats usually form
time to
timeandprofessionallyperformsotherjobs.Touristic
boats or yacht do not have to be equipped with
standardized solutions. Usually there is a need for
simple, but reliable mobile navigation system
dedicatedfortheseusers.Suchsystemwasdeveloped
under R&D project in Maritime Technology Ltd.
andcalled
MOBINAV(MObileInlandNAVigation).
3.1 MOBIVAV
MOBINAV itself is a system, which is to help in
navigationfor touristic users of inland waters.From
user’s point of view it is just another application
installed in mobile device. From inventors point of
viewthesystemhasalsosecondcomponent,whichis
shore
station managing servers with updates and
otherdata.Mainfunctionalitiesofthesystemmaybe
dividedinto9groups:
visualization of data and analysis results,
accordingtogivencartographicmodel;
supportingofdedicatedspatialanalysis;
navigation/voyagesupportfuncitons;
routemanagement;
supporting of POI (Points Of
Interest) and own
informations;
downloadingandprocessingofdatafromexternal
sources;
sharingofinformation.
Main research works in the project concerned
issues with spatial data processing (mainly spatial
analysis) and cartographical presentation method.
Partofthetaskalsoincludedtechnologicalissueslike
sensorintegrationormobiledeviceimplementation.
Oneofthemainmodulesofthesystemisvoyage
assistant, which main task is to provide alerts and
information about current situation, taking into
account planned route. The module is focused on
clearandpreciseinformationdedicatedfortheuserat
currentsituation.Itisassumedthatuseris
moreused
to car navigation than professional navigation
systems like ECDIS. Therefore the module
implementation uses typical mobile cartography
methodology. The analysis and alerts however are
dedicatedfor inland water solutionsand not for car
navigation.
3.2 ConceptofvoyageassistanceinMOBINAV
Voyage assistant is an advanced analytical module,
which supports interaction with user via voice and
visual notices. It aims at informing user about
dangers and events, while performing navigation
along the route. The concept is that assistant makes
calculations in the background and suitable notices
areprovidedtotheuser.Assistantmonitorstheroute
andinformstheuseraboutstatusoftheroute,giving
parametersto activewaypoint andtotheendofthe
route.Apartofthesetypicalroutemonitoringoptions,
asetofadditionaleventsdedicatedforinlandwater
userhasbeenimplemented.
Ingeneral,functionsprovidedbyvoyageassistant
canbegroupedintofollowing:
handlingofvoyageassistantingeneral(activation,
interruptionandresuming);
continuous functions – calculations made by
assistant in real‐time (distance to go, distance to
waypoint,cross‐trackerror,coursetosteer);
eventhandlingfunctions–functionsprovidedasa
responsetodefinedevents;
advancedfunctions–advancedspatialanalysis.
Two first two groups are typical for any route
monitoring software. “Events” covers also some
typicalfunctionslikewaypointhandling,but the set
ofdedicatedsolutionsisalsoincluded.Thesearefor
example bridge approaching or depth analysis and
suitable warnings. The last group covers adva nced
solutions found useful by potential users. They are
describedmorethoroughlyinsection4.2.
Theeffortin designing voyage assistant was also
laid in adjusting it to mobile device and to mobile
users’ needs. The assumptions of mobile navigation
systemledtovariouschallengesforimplementation.
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3.3 ImplementationChallenges
Main implementation challenges in case of mobile
navigationsystemaredrivenbythecharacteristicsof
mobiledevicesandbythepurposeofthenavigational
systems themselves. Two groups of challenges are
considered:
performancechallenges:
real‐timesystem;
integration of many sensors (internal and
external);
sizeofdataincharts;
frequentchangeofsituation;
smalldeviceandmanyrequirements;
cartographicchallenges:
smallscreenandmanyinformation;
frequently changing situation – frequent
changeofrequiredinformation;
varioususerneeds;
varioususerpreferences;
changingscalesofpresentation;
contextchangeofrequiredinformation.
Allthese challenges weretaken into accountand
mobile cartographic presentation model, as well as
voyageassistantfunctionalmodelwereproposedasa
responseforthem.
4 IMPLEMENTATIONOFVOYAGEASSISTANT
INMOBINAV
TheimplementationofvoyageassistantinMOBINAV
had to solve challenges given in
section 3.3 and to
provide functionalities described in section 3.2. At
first, two models were developed as a base for test
implementation–cartographicmodelandfunctional
model. The first one covers the issues related to
management of dynamically adaptive presentation
for providing the set of information needed by the
userineachtime.Cartographicalmodelsupportsalso
personalization of presentation. The second one
includes selected functionsfor assistant to fulfill the
requirements,especiallydedicatedspatialanalysis.
It has to be emphasized that in order to support
mobility of the solution, geofencing technology has
been proposed. The technology usually used for
marketing purposes can be as well used in
navigationalsolutions.Detaildescriptionofproposed
conceptisgivenin(WawrzyniakandHyla,2016).
4.1 Cartographicpresentationmodel
Cartographic presentation model was based on the
theory of mobile cartographic presentation in which
presentation itself is defined as a set of
geovisualtlizationwhich
arecontextuallychangedin
thegeovisualizationwindow.Cartographiceventsare
defined to steer the process, which are the rules for
changing the geovisualization (Gotlib, 2011). Full
presentation model for the system is given in
(Kazimierski,2015).
The voyage assistant is mainly based on
cartographic events. Display of a function, message,
and
symbol or voice information occurs when a
particularspatialanalystconditionhasbeendone.In
order to implement individual cartographic events,
spatial analysis was designed based on chart vector
data model and real‐time date from positioning
sensor.
Intheimplementationpartofthevoyageassistant,
a graphic interface of
displayed messages and
symbols was designed. A number of iconographic
images have been designed to convey information
during the completion of the cartographic event
(Fig.1)
Figure1.Exaplesofmessageicons
Themessageisdisplayedontheuserʹsapplication
screen.Dependingonthemessage,theusercan:
manualclosingofthemessage
automatic closing of the message‐message
conditionsarenolongeravaible,
automaticclosingafteraspecifiedtime.
4.2 Functionalmodel
Thefunctionalityofimplementedvoyageassistant
is
based on route monitoring concept known from
information systems, but is significantly expanded
with functions and analysis dedicated for inland
shipping.Ontheotherhandthemodelshouldnotbe
too complicated, as it is dedicated to any standard
useroftherecreationalboat.Aftertheanalysisofuser
needs and performance possibilities it was decided
that voyage assistant should support 19 events
presentedintable1.Theyhavebeengroupedtoease
thepresentationofconcept.Someissuesdedicatedfor
inland shipping are given already in route
recommendation messages, like after next buoy alter
yourcourse. Thiskind
ofinformationismorelikelyin
carnavigationthaninmarinesystem,whichconfirms
thethesis,thatinlandshippingissomethingbetween.
Thesetofvoyagealarmsandwarningsraisedisgiven
in the last part of the table. Although the alarms
themselvesarenotveryextraordinaryandcanbealso
met in sea navigation (except bridge alert), their
implementation,basedongeofencingisanexampleof
usingmobiletechnologyfornavigationsystem.
Some positions in the table are examples of
advancedtoolswhichareplannedinthesystem,but
which were not yet implemented in demonstrator.
Thesearerelatedto
buoyageandfairwayanalysis.It
isintendedthat the maneuvers toundertake will be
also given to users in relation to the surrounding
items,like“alteryourcourseafterthenextbuoyage”.
These are examples of advanced spatio‐temporal
analysis. Another one is analysis of the terrains
available to be reached
in the assumed amount of
time.Thisanalysisisalsointendedtobeimplemented
innextsteps.
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Table1.Voyageassistantevents
_______________________________________________
Eventaudiovisual
information information
_______________________________________________
handlingoftheassistant
_______________________________________________
navigationinitializedyesyes
finishnavigation?noyes
navigationstoppedyesno
navigationresumedyesyes
_______________________________________________
routecalculations
_______________________________________________
distancetotargetyesno
nextwaypointin…yesno
warning!youaretoofar yesyes
fromplannedroute
_______________________________________________
routerecommendations
_______________________________________________
proceedoncourse…yesno
followthefairwayoncourse yesyes
alteryourcoursetoport/ yesyes
starboardon…
afterpassingnextbuoy, yesyes
alteryourcourseto…
youareapproachingnext yesyes
waypoint
youareapproachingbridge yesyes
destinationachievedyesno
_______________________________________________
alarmsandwarnings
_______________________________________________
lowbridgeaheadyesyes
shallowwateraheadyesyes
youareinshallowwater yesyes
dangerobjectaheadyesyes
dangerareaaheadyesyes
_______________________________________________
4.3 Testimplementation
Test implementation of voyage assistant has been
provided in MOBINAV demonstrator. The
demonstrator itself was prepared as universal
application for Windows 10 with Microsoft Visual
Studio. This approach allows preparing of one
application, which can be launched in any mobile
device based on Windows 10. The interface
of the
application can automatically change and adjust to
thedevice.
Mainfunctionsofthedemonstratorare:
supporting of MOBINAV data model based on
gml;
supporting of cartographic presentation model
basedonjson;
dynamic changing of geocomposition, according
tomobilecartographicpresentationmodel;
integrationof
internalandexternalsensors;
voyageassistant;
selectedspatialanalysis.
Testimplementation in the form of demonstrator
was then tested to verify system functionality in
simulation and real environment. Details about
testing of cartographic model were presented in
(Bodus‐Olkowskaet.all,2017).
5 TESTINGOFVOYAGEASSISTANTMODULE
Voyage
assistant module was tested together with
entire MOBINAV demonstrator. Verification tests
were performed first in simulation and then in real
environment. The goal of simulation test was
verification of proper implementation of functions
and of technical readiness of demonstrator for final
testinginrealenvironment.Finaltestingwasfocused
on
verifying usefulness of developed system and
correctness of taken assumptions. Additionally the
system,includingvoyage assistant was compared to
InlandECDIS.
5.1 Verificationinsimulation
Simulation tests were performed in the dedicated
testingstationpreparedintheproject.Allthesignals
from external devices were simulated to create
environment very similar to
real. Main module of
station was a computer acting as a server with
dedicated software for generating NMEA strings
fromvariousdevices.Thesoftwareallowsdefiningof
ownshipmaneuversandmovementparameterslike
speed, course, etc. as well as simulation of other
information,likeforexampledepth.Thedata
arethen
transferred as NMEA strings via WLAN networkto
client devices, which were mobile phones with
MOBINAVinstalled.
There are several advantages of such approach.
Firstly, it is possible to verify the system
simultaneously in a few devices analyzing the
influence of hardware properties on the application.
Secondly,itis
possibletosimulateanymovementand
anyscenarios,alsothese,whicharehardtoachievein
real conditions. Furthermore, the situation can be
repeatedmanytimestofindstatisticalresponseofthe
system.
In the aspect of voyage assistant the simulation
environment was used mainly for verifying
correctness of implementation,
understood as
complyingwithdocumentationandfollowingearlier
developed assumptions and algorithms. Other
importantgoalwastochecktheintegrationofsensor
informationinsystem.
The results of this phase of tests allowed stating
followingconclusions:
all sensors used in tests are properly integrated
anddisplayedinsystem;
modifications
in waypoint management
functionalitywereproposed;
proposals of voyage assistant interface was
proposed.
The demonstrator was corrected according to
simulation tests results prior to verification in real
environment.
5.2 Verificationinrealenvironment
Verification in real environment was thefinal phase
of testing of demonstrator and its modules. It
was
conductedfirstonthesmallrecreationalboatoftype
Cortina480(length4,80m)andthenadditionallyon
HYDROGRAF XXI, which is a floating
hydrographicallaboratory in Maritime University of
Szczecin(length9m).Suchapproachallowedtesting
ofthesystemintypicalrecreationalboataswellasin
boat
equipped with advanced systems. Additionally
comparisonwithInlandECDISinstalledinHydrograf
688
XXI was allowed. The surveys were conducted in
inlandwatersaroundSzczecin,Poland.
This stage of tests was performed in the form of
acceptancetests‐functioningof allcomponentswas
checked.Additionallytheusefulnessofeachmodule
wasjudged.Thisstagewastheonlyoneinwhichthe
analysis based
on geofencing could have been
checked. In the aspect of voyage assistant, all its
functionalitieshavebeentestedandverified.Example
picturepresentingoneofthemessagesraisedduring
testingisgiveninfigure2.
Verification in real environment led to following
conclusionsonvoyageassistantmodule:
ingeneral
voyageassistantwasverifiedpositively;
in real navigation voyage assistant is key
component and its implementation significantly
increasedvalueofthesystemforuser;
thesetofmessagesisproperlychosen–nolacking
messageswereindicated;
cartographic model and the interface of voyage
assistantisintuitiveand
user‐friendly;
usingofgeofencingisahelpfulidea,howeverkey
calculationsshouldnotrelyonitduetorelatively
pooraccuracy;
major variations in performance capabilities of
different devices were noticed, influencing
functioningofassistantmodule;
the informationmessages should not be too long
asreal
situationisoftenchangingdynamically;
energyproblemswerenotanissueduringtests.
Figure2.Exaplemessageofvoyageassistant
Itcanbesaidthatvoyageassistantwasfoundasa
useful tool and that the concept of mixing car
navigation technology into water navigation system
was a good idea. Additionally comparing to Inland
ECDIS showed that MOBINAV data model is more
complicated, but also provides more information.
Voyage assistant module
was noticed as key
advantageofMOBINAVoverInlandECDIS.
6 SUMMARY
The paper presented research on implementing
voyageassistantmoduleinmobilenavigationsystem
for inland waters. The review of approaches to this
probleminexistingnavigationsystemswasfollowed
bytheproposalformobileinlandnavigationsystem
MOBINAV.
MOBINAV was shortly described, but
theimpactwaslaidonvoyageassistantmodule.
The idea of implementing route monitoring
functions in this system was to join good practices
fromprofessionalsystemslikeInlandECDISandfrom
car navigation, which is commonly used mobile
approach. Thus a solution dedicated to mobile
devices was
created which derived also from
maritimeandinlandexperiences.Typicalmonitoring
functions were expanded and new possibilities
dedicatedforinlandwateruserswereadded.
Development of voyage assistant module for the
system required designing of functional model and
cartographic presentation model. Intense works was
undertaken especially to provide suitable mobile
cartographicmodel,asthemobilityofthedevicewas
keyissuehere.Itforcedincludingcontextchangesof
thepresentationitself.
Theverificationofproposedsolutionperformedin
simulationandrealenvironmenthasproventhatthe
assumptionstakenwere right.The functionalityand
quality of the presentation was satisfactory. It was
noticedthatproposedsolutionisscalableandcanbe
usedinanykindofnavigationalsystem.
ACKNOWLEDGMENTS
This research outcome has been achieved under the
grant No 1/S/IG/16 financed from a subsidy of the
Ministry of Science and Higher Education for
statutory activities and under the project
LIDER/039/693/L‐4/12/NCBR/2013financed
byPolish
National Centre for Research and Development
(NCBiR).
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