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When developing the Decision Support System (DSS), the operability of the internal motion and maneuvering control systems of the vessel is characterized by a large number of parameters, which should be monitored in order to achieve the expected results. The task is to develop an appropriate methodology for automatic monitoring of these systems, which, using a minimum set of sensors, makes it possible to predict the state of the vessel and change the dangerous state to the safe one. To implement the method of automatic monitoring, a set of statistical control tools is selected depending on the alleged violations and the level of correlation of parameters. The uncorrelated parameters are monitored by instruments based on the Shewhart map [1], the correlated parameters are monitored on the basis of Hotelling statistics [2]. This approach makes it possible to diagnose the pre-emergency and emergency states of ship control systems in on-line mode. The method used for multi-level integrated monitoring of the technical state of control systems in on-line mode can improve the reliability of of identification of the technical state of vessel subsystems and expandthe scope of application of monitoring and diagnostics tools. The data obtained can become the basis for the development of rational decisions in the DSS at the level of control subsystems for the vessel transfer from the dangerous to safe state.

One of the most important components of the navigation safety decision support system (NS DSS) is the forecasting block. The results of his work have an impact on the type of control actions formed by the system. The effectiveness of this block depends on the forecasting methods used. The accuracy of the result of the forecasting block depends largely on the choice of the forecasting method.To develop reliable forecasts, it is necessary to determine forecasting methods, in relation to the specifics of the functioning of the NS DSS. Several ways of solving the problem of choosing the appropriate forecasting method in relation to the NS DSS are proposed. Two methods are demonstrated: Artificial neural networks (ANN) using precedents and Intelligent process analysis (IPA). Solving the problem of choosing the optimal method will guarantee obtaining a forecast with a certain level of accuracy, which will significantly increase the reliability of the forecast and, as a result, the effectiveness of the NS DSS. Solving the problem of choosing the optimal method will guarantee obtaining a forecast with a certain level of accuracy, which will significantly increase the reliability of the forecast and, as a result, the effectiveness of the NS DSS, which allows us to assert the relevance of this problem and further research.

The article discusses the possibility of creating a system for automating the process of searching and assessing the danger of targets using machine vision and existing ship systems. The technologies for processing images from the ship’s camera system are analyzed: object recognition by a ready-made convolutional neural retrained network, as well as object detection by SURF algorithms. The parameters of the danger of goals within the framework of the problem to be solved have been analyzed and developed, and a structural analysis has been elaborated. The functionality of the automatic operation of the system as a closed circuit has been considered. To achieve the technical result in the system as an integrated part of the ship’s equipment based on cognitive information processing, a composite information object from the ship’s sensors and control systems was introduced. It is decomposed into blocks in which the associated logical information processing takes place using basic modules consisting of adaptive cells-approximators as learning elements capable of independently processing information. The following units are included in the local area network: an information support unit (ISU), a decision making unit (DMU), a command-organizational unit (COU) with an operator’s workstation. The ISU is connected by a two-way communication output with aggregate LAN units, the other output is connected in series with a situation determination unit and the “model of the surrounding space” block. The survey was carried out on board a modern LNG gas carrier using ship systems.

The paper studies the prospects of using telematics data to support effective solutions for tracking and monitoring the condition of the power supply system (PSS) components of unmanned vessels (UV) through the determination of positioning and, accordingly, operating time of PSS components. The paper attempts to describe one of the modules of the proposed integrated telematics system for UV monitoring, diagnostics and control. For practical implementation of telematics for unmanned merchant vessels, an algorithm has been developed to diagnose the technical condition of PSS components based on the operating time and condition of the units and components of the UV PSS. The results obtained by the algorithm show the technical condition of the observed technical equipment, time of its operation, and justify the need for repair or its complete replacement. The block diagram presents the algorithm that employs a minimal set of data to determine the use of technical equipment for further planning of its preventive maintenance. The paper provides the graphical interpretation of data on the time of PSS components operation and an example of displaying the interface of the remote operator of the UV. It is proposed to use telematics for tracking and monitoring the UV PSS operation in order to improve the quality of equipment maintenance, provide rational use of resources, extend its service life, and plan the repair time. In the future, it is proposed to create an integrated intelligent system based on telematics data, which allows the UV control and monitoring of the technical condition of its equipment.

Modern navigation systems often employ the algorithms for plotting lines for the preliminary route construction. The current conditions of technological development imply the simplicity of constructing routes. However, the most important part was and remains the speed of the system that generates the route. The authors of the paper proposed a universal algorithm for constructing a navigation route in narrow channels of the sea. The presented algorithm identifies the middle of the fairway as the safest point at each narrow segment and connects them with track lines. The problem that can arise is smoothing, as the middle of the fairway can shift significantly. To solve this problem, new relative and absolute parameters that characterize plotting of turning points were introduced. In addition, a unified universal formula was proposed for finding the coordinates of these points on a line perpendicular to the current route of the vessel. It was experimentally proved that correctly selected empirical parameters enable the algorithm to quickly construct a route in any navigation area with a relatively low computational complexity. This approach is appropriate for clearly delineated zones of the fairway, and it is compatible with zone methods.

Mooring is a complex and responsible process for a boat master, so modern trends determine the need to create automated and automatic systems for mooring vessels to minimize the human factor. The study researched the vessel ergatic control complex and the towing group with the use of mathematical apparatus in the implementation of mooring operations. The human-machine or “ergatic” system is the control shell under the active influences of the bridge complexes and is an auxiliary tool for the watchman on the navigation bridge. This is the essence – a human, as a controlling and observing link, is an integral part of the human-machine complex. Automation, even in systems with artificial intelligence, will not soon replace the flexibility of the human brain, despite possible and sometimes very serious human mistakes. Taking into account the fact that the automated mooring system applies all kinds of monitoring sensors to prevent docking impact, the control and responsibility for the mooring process still lie with the navigator operator.