=Paper=
{{Paper
|id=Vol-2732/20200823
|storemode=property
|title=Formal Approaches to Identify Cadet Fatigue Factors by Means of
Marine Navigation Simulators
|pdfUrl=https://ceur-ws.org/Vol-2732/20200823.pdf
|volume=Vol-2732
|authors=Pavlo Nosov,Andrii Ben,Serhii Zinchenko,Ihor Popovych,Vadym Mateichuk,Halyna Nosova
|dblpUrl=https://dblp.org/rec/conf/icteri/NosovBZPMN20
}}
==Formal Approaches to Identify Cadet Fatigue Factors by Means of
Marine Navigation Simulators==
https://ceur-ws.org/Vol-2732/20200823.pdf
Formal Approaches to Identify Cadet Fatigue Factors
by Means of Marine Navigation Simulators
Pavlo Nosov1[0000-0002-5067-9766], Andrii Ben1[0000-0002-9029-3489],
Serhii Zinchenko1[0000-0001-5012-5029], Ihor Popovych2[0000-0002-1663-111X],
Vadym Mateichuk1[0000-0001-9328-0651] and Halyna Nosova3[0000-0003-1273-5656]
1 Kherson State Maritime Academy, 20 Ushakova Ave.,
Kherson, 73000, Ukraine
pason@ukr.net, a_ben@i.ua, srz56@ukr.net, mateichykv@gmail.com
2 Kherson State University, 27 Universytetska Str., Kherson,73003, Ukraine
ihorpopovych999@gmail.com
3 Kherson Polytechnic College of Odessa National Polytechnic University,
23 Nebesnoy sotni Str., Kherson,73013, Ukraine
nos.gal77@gmail.com
Abstract. Contemporary marine education tends to have been using navigation
simulators enabling cadets to be trained for any unlikely event. These issues are
sure to be in the sector with high demand focusing on safety. Thus, they would
be extremely beneficial for marine industry. The proposed study aims to identify
seafarer fatigue during the maneuver carrying out according to circumstantial
evidence and, as a result, the influence of this phenomenon on the trajectory
formation of transition or maneuver experiences. In addition to it, the method of
cadet posture identification is generally revealed. To summarize all this
information exo – back spine and an automated system are proposed to be used.
The study provides the mechanism formation of spatial trajectory taking into
account the identification of fatigue indicators. This issue will, eventually, benefit
into reducing risks of accidents. Besides, a formal description of perception and
decision-making processes being performed by the cadet by means of modal
logic and algebra of events are introduced in the preceding article. It is a basis for
determining the stages and individual preferences in the formation of the
trajectory transition (maneuver). To make ground, the experiment within the
framework of analyses of the mooring operation carrying out is sure to be named
an effective one. This article proposes comprehensive approaches and provides
the possibility to classify models for the formation of the trajectory of the cadet
in conditions of fatigue crack factors.
Keywords: human factor, fatigue factor, support decision making, trajectory
cadet behavior
1 Introduction
It goes without saying that fatigue indicator (both among cadets and professional
navigators [1-4]) are named to be one of the most significant causes of negative human
factor influence in maritime transport. Contemporary studies have been trying to
Copyright © 2020 for this paper by its authors. Use permitted under Creative Commons License Attribution 4.0 International (CC BY 4.0).
contribute to finding the appropriate way out focusing mainly on the control of robot
modes while having a navigational watchkeeping practice [5-6]. However, there are no
inquiries embracing direct fatigue indicators of cadets while watchkeeping carrying out
in real time mode. Meanwhile, a number of psychological and medical investigations
implemented in this field has turned out to be reflecting the heterogeneity of the fatigue
manifestation during a certain period of time [7-8]. These issues are highly likely to be
contributing to the significant augmentation of the uncertainty degree in scientific
search.
This following article would like to introduce an alternative method of cadet fatigue
identification during the complex navigation tasks performing on the captain’s bridge.
They would be mostly based on circumstantial pieces of evidence [9-11]. In the course
of the experimental analysis of the behavior of the cadets – navigators, reported to have
been carried out for four years, several issues had been drawn attention to, such as the
posture when working with navigation devices, the reaction rate when performing
primary actions etc. Furthermore, the sensors applying (i.e. accelerometers in the form
of exo – back spine) have triggered in significant facilitation of cadet posture
identification in space in real time mode [12]. The particular details must be added to
the fact regarding the accomplished automated analysis of micro-reactions which
enormously simplified the implementation of an individual approach to result
interpretation.
2 Materials and method
In this context, the exo – back spine is said to be a dynamic system being defined in
accordance to a number of parameters. Data parameters can be represented as system
limiters. Considering this approach to exist within the framework of formal research
[13], the most significant components of the system can be named as: l the angle of
distortion between adjacent shoulders relative to the exo – vertebra cadet during the
maneuver; m is the complexity of the maneuver; H is the fatigue coefficient at a given
time i.
Then this set of components, = { , , } ∈ Ξ ⊆ , = 1, . . . , could possibly
occur in the presence of a circumstantial factor model of the
= ∈ | = ( ,..., ) ∈ representing the initial position of the exo – back
spine of a cadet in space [14]. However, unlike artificial spine systems the dynamic one
of a cadet is noticed to be unable to correspond to a formal gradient model such that:
( ) = ( , 0) ∈ , Φ ( , ) = ‖ ‖ phase system vector, = ( , ̇ ) ∈ × ̇ ,
= ⊆ and penalty constant C.
It can vividly be observed that within each definite time span system parameters may
vary nonlinearly in accordance to having physiological characteristics of the cadet. He
is being influenced by a number of external and internal factors. So, to be precise, the
position of the cadet is engaged in providing a great possibility for an automated system
to detect and to deliver the information about what type of a navigation device is being
operated with.
Therefore, when a number of similar situations happens to be, it is reasonable to state
that one or another posture deviation has a high likelihood of being looked at as normal
but only for a short period of time. It is mostly due to the dashboard which is being
located underneath.
At the same time, there are other factors sure to be noticed directly influencing on
psycho-emotional state of the cadet (i.e. pulse and temperature of body combined with
the speed of performing manipulations with joysticks, buttons and touch panels ECDIS,
ARPA, GPS and others) [15] (Fig. 1).
Fig. 1. Identification interface psycho-emotional state of the cadet
Furthermore, according to [16, 17] a plan constituting a number of stages of the impact
of = ∈ || | ≤ ′ , = 1, . . . , on ship specific control objects ( ) ∈ let the
cadet be aware of every action afterwards. So, defining the set of the valid running
impact made by the cadet in the form of × , ∈ such that ( ) ⊆ ⊂ the
model of ( ) = ( , )→ is possible to be taken as being the true one,
∈ ( ) ∈
where y represents the vertical axis of the exoskeleton, and x does the horizontal one
(Fig. 1).
Suppose, that a cadet is performing a maneuver and trying to make a use of
navigation devices and controls. It goes without saying that he defines for himself the
trajectory and sequence of transitions due to his having had experience and acquired
behavior patterns in similar situations. So, it is worth emphasizing that this is the
predominant way of action plan shaping recognized as being the most productive and
valuable one in a particular situation [18].
By all means, there are several other approaches allowing transition paths to be
identified and individual sequence of actions to be checked [19]. Notwithstanding, there
is another challenge to make a stand against that is noticed to be a problem of
comparison and classification of such trajectories. As well as this item the performance
measurement at the early stages of the maneuver is to be spoken about.
The following article presumes that a solution has been reached through the idea of
taking the main factor allowing to identify trajectories causing risk as a time indicator
of interaction with navigation devices or controls. It must be noticed that attention
switching from one to the next in the chain trajectory objects is highly likely to take no
more than 1 second. It depends mostly on the complexity of the maneuver and
qualifications of a navigator.
Conducted experiments of TRANSAS NAVIGATIONAL SIMULATOR NTPRO
5000 of Kherson State Marine Academy (Ukraine) provided substantial opportunity to
come up to the conclusion that skippers’ behavior patterns turned out to have been
inherited and transformed rarely into new forms. These issues depend mostly on
location and weather conditions. It must be noticed that only experienced sailors were
involved into the spoken above experiment. So, therewith, at the same time, the fatigue
factor must be taken into consideration as being the main and significant contributor of
any changes in cadet behavior. It is due to the fact that it is completely different from
other factors from the point of view of applied strength and degree of influence upon
the final result.
A proper formal description of events and trajectories of transitions between ship
management facilities and navigation data sources is proposed to apply the logical-
event algebra of events. It happens to have approaches which can properly describe the
behavior of the cadet under severe conditions [20].
Let’s consider this approach applying basing on this experimental data by means of
analyzing log files from the server of the English channel simulator location. So, the
transition trajectory can be characterized by 9 stages, each of which is precisely
determined either by fixing awareness time or by time spent on controlling
manipulations (i.e. steering, machine telegraph, thrusters, navigation signals, etc.).
It must be reported that the number of trajectories of carrying out of the typical
maneuver actions performed with an aim to determine the cadet behavior model is to
be approximately a minimum from 5 to 9. To meet the spoken above requirements 11
trajectories were taken to be analyzed. In addition, we are to underline that one and the
same navigator was chosen to be experimented upon with an issue to perform a typical
maneuver action in various locations.
Maneuver from mooring operation was paid attention. To a certain degree, the figure
provides the opportunity to watch the time ranges of work with objects of the trajectory
having 2-3 levels of deceleration. This fact is said to be the index of having nonrandom
contributing factor affecting the transitional indicator of the maneuver performance.
Besides, the convenience of having this trajectory visualization in the form of a graph
should be additionally italicized and, so, let’s describe the exact peculiarities of its
construction. Graph variables represent an integral index of being ready for the stage
maneuver si implementation depending on the identified fatigue. This data is based on
indications of exoskeleton curvature and individual threshold perception of
navigational danger:
is the reaction of a quick transition to the next element of the trajectory;
is an indicator of fatigue during posture curvature;
is an indicator of fatigue when the reaction is getting to slow down.
The transitions between the stages of the trajectory si can be one directional in the
case of reaction and the reverse ones in case of having or / and .
Having experimented permitted to identify several types of situations to speak about
as the cadet returning to the element of trajectory. It is mostly due to having lacked of
perceived information or due to the changes in management strategies. We are sure to
underline the idea of demonstrating of the mentioned above behavior pattern as being
typical or distinctive one in the conditions of implicit action plan formation for a certain
period of time [21].
The aim of the study is stated to introduce the automated identification process
scheme of such types of phenomena that will provide the ability to determine the human
factor influence with the help of implicit indicators. For the implementation of more
detailed analysis we wanted to find out and offer the levels of stage characterizing the
cadet interaction with navigation devices and objects of location. These levels will be
varied according to complexity starting from the least difficult l1 to the most time-
consuming ones l4: l1 which is visual perception of the situation; l2 is analysis of current
data of navigation devices; l3 is performing maneuvers (steering, machine telegraph,
thrusters, navigation signals, etc.), l4 is discrepancy with goals, mooring, computation
of complex maneuvers (Fig. 2).
Fig. 2. Difficulties in defining variables in a classical graph
The metric for representing a graph on the flat is limited by discrete axis li and
continuous axis ti which determines the time Δ gaps between the steps of the trajectory
si (Fig. 3). Let’s have a quick look at what kind of issues can be described by the direct
transition matrix.
∅ ∅ ∅ ∅ ∅ ∅
∅ ∅ ∅ ∅ ∅
∅ ∅ ∅ ∅
=∅ ∅ ' ∅ ∅ ∅
∅ ∅ ∅ ∅ ∨ ∅
∅ ∅ ∅ ∅
∅ ∅ ∅ ∅ ∅
Constructing transitions in the trajectory due to the introduction of and as well as
mandatory circumstantial indexes are unable to succeed in this problem solving. A
similar problem highly likely to be found out is that the system of equations of the form
does not reflect the trajectory in the whole way:
X 1 X 1 S11 X 2 S 21 ... X n S n1 R1 ,
X 2 X 1 S12 X 2 S 22 ... X n S n 2 R2 ,
............................................................
X n X 1 S1n X 2 S 2 n ... X n S nn Rn .
where X is an event with reference to the trajectory element, S is a i-th component.
Fig. 3. A detailed graph on a flat in time approximation trajectories of elements in the state
space
Thus, based on the spoken above information the study considers the use of the classical
graph to be completely impractical due to the idea of being each element of the
trajectory no longer the same one as it was being at the moment ti-1. These issues are
partially conditioned according to the fact that the cadet fatigue state and spent forces
are to have been changing. Therefore, it is recommended to apply the interpretation of
the proposed time-spent graph depicted in this figure. The new approach can be treated
like worth taking particularly in the situations where the study is being involved in
having temporary intervals for transition. This item is clearly evident in provided
information from the article.
Moreover, ordinary interpretation is impossible to be used for indicating the
determinant of time if the path element happens to be reversed.
In addition, one more situation to be taken into consideration is when there are one
or two variables of priority and time range expressed implicitly. In this case accordingly
it is convenient to use the third axis allowing to determine exactly all time intervals
regarding active trajectory elements. So, then graphical interpretation will be described
by the following geometric system (Fig. 4).
a b
Fig. 4. Three-axis geometric system for constructing a graph
As for a three-axis geometric system for constructing a graph, it could be problematic
enough to be described by a graph on a flat not using designed visualization software.
To deal with the point, software and tools for visualizing trajectories were created. They
met the requirements of matching the implementation of such features as temporary
indicators and indicators of fatigue (Fig. 4 a, b).
3 Results
To sum up, trying to find the way out, the automated geometric approximation of the
trajectory is primarily proposed. This fact certainly grant you the possibility to control
the transition speed between its elements in the form of thickness and time in the form
of the diameter of the knot.
Besides, while the experiment was being performed there were several cases
associated with increased exacerbation of navigation environment. They are rooting out
of the negative influence of relevant factors. As a result, frequent returns to previous
trajectory elements were noticed to be done confirming the information about cadet
having lost of confidence in his own. Moreover, when the navigation situation is
percepted in a much more confident way by a cadet and when he is perceiving the
information with a high degree of reliability he comprehends the information
peculiarities parameters in node x have ( , ).
Then at time tx+1 the formation of connections between different items node x, will
be developed basing on the following principles [22-27]:
( , ) ∧○ ( , ¬ ) ⇒ ( , ),
( , ) ∧ ¬ ○ ( , ¬ ) ⇒ ( , ),
¬ ( , ) ∧ ¬ ○ ( , ¬ ) ⇒ ( , ) ⇒ ( , ¬ ),
( , ) ∧○ ( , ¬ ) ⇒ ¬ ( , ).
Herewith, ( , ) indicates that the cadet is aware of information on node x, i.e.
○ ( , ¬ ) ≡⊥, defining a number of knowledge formation rules.
Thus, to be more precise, the final goal of X is believed to be carrying out of a
sequence of action – items of trajectory by cadet, while there are a number of conditions
Ψ defining □ and conditions Φ, defining ◇ . Besides, the passing’s of the planned
route could possibly be expressed with the intent of □ ( ,Φ, Ψ):
□ ( ,Φ, ) ≡ ( , ¬Φ) ∧ ( , ◇ ) ∧
∧ ( , [( ( , Φ) ∨ ( , ¬□Φ) ∨ ( , ¬ ) .
So, in this case, the definite issue possible to be treated to as a successful one is to be
said as being without repeated actions towards the elements of trajectory passing’s:
□ (X, , ) ≡ ( , ¬ ) ∧ ( , ◇ ) ∧
∧ ( , [( ( , ) ∨ ( , ¬□ ) ∨ ( , ¬ ) ( ,◇ ) .
Besides, it is worth speaking that in some situations to cope with a long trajectory it
would be beneficial to divide it into homogeneous fragments. They are being
characterized by high activity of taken decisions, each of which will be separated by
the time interval (Δ ) , where m is the number of segments of the global trajectory.
At the same time let's take that the primary fragments of the trajectory are supposed to
have been overcome successfully. Consequently, the views of the cadet can be
identified and described by the conditions in future ○ ( , ):
○ ( , ) ⇔ ( , ) ∧ ([ ( , )], ) ∧ □ ( , ),
as well as by a specific fragment of trajectories:
( , )( )
⇔ ( , ), ( , ∧ ) ⇒ ( , ) ∧ ( , ).
All these items contribute to increasing the level of information perception in the cases
when fragments of the trajectory are characterized by the same set of actions of the
cadet in the form of beliefs:
, □( ∧ ) ∧ ( , )∧ ( , )⇒ ( , ∧ ) ( )
.
( )
Then the created action plan at the time of (Δ ) , that is being expressed in the
information model of behavior, ( , ), where information about the performance of
elements ( , ) trajectory is presented as:
( , )≡□ ,∃ ,∃ happ. ( , ; ) ∧ , ¬happ. ( , , ) ; ; .
Cadet perception forms a preference vector P under such conditions:
∈ { ( ), ( ), ( ), }, ∈ ℒ, ∈ Θ , so, that:
, ( ), ( ) ⇒ ( , ) ∧ ( , ),
, ( ), ( ) ⇒ ( , ) ∧ ( , ),
, ( ), ( ) ⇒ , ( ), ( ) ∧ ( , ) ∧ ( , ),
, ( ), ( ) ⇒ , ( ), ( ) ∧ ( , ),
( , ) ∧ ¬∃ | , ( ), ( ) ⇒ ( , ),
( , ) ∧ ¬∃ | , ( ), ( ) ⇒ ( , ) ⇒ ( , ),
¬∃ , ( ), ( ) ∧ ( , □ ) ⇒ ( , ) ⇔ ( , ).
Meanwhile, in a way, it is obvious that its properties are determined by the following
dependencies:
( , , )⇔ , ( ∧ ¬ ), (¬ , ) , ( , , ) ∧ ( , , ) ⇔ ( , , )
( , , ) ∧ ( , , ) ⇔ ( , ∨ ), ( , , ) ∧ ( , , ) ⇔ ( , , ∨ ).
Along with it, it should be taken into consideration that factors influencing on the
carrying out of the fragment of the trajectory affects the execution of the element in the
future – , where is believed to be the most efficient item from the cadet’s point of
view then:
( , , ) ≡ ( , [ ( , )]) ∧ ( , ⟦ ≻ ⟧) ∧ ( , ⟦ ≻ ⟧) ∧. . .
. . .∧ ( , ⟦ ≻ ⟧) ∧ ( , ≠ ≠. . . ≠ ) ⇒ ( , [ ( , )]) ∧. . .
. . .∧ ¬ ( , [ ( , )]) ∧. . .∧ ¬ ( , [ ( , )]) .
In this regard, initial information supposes the performance of knowing K defines:
( , , ) ≡ ( , [ ( , )]) ∧ ([ ( , )], ), such that:
( , )≡ , ( ), ( ) ∧ ¬∃ , ( ), ( ) ∧ , ( ), ( ) ,
where shapes the development of the trajectory in the future.
In this case, as a prerequisite for the subsequent performance of a fragment of the
trajectory is definitely determined by dependencies such type that:
( , ⊤) ≡ ¬∃ , ( ), ( ) ,
, ( ∧ ) ≡ ( , )∧ ( , ),
( , )≡ ( , )∧∀ ( , )⇒ , □( ∧ ) .
This experience is leading to the functioning entrenched system of beliefs in the
effective carrying out of the fragment of the trajectory [28]. It goes without saying that
when the most challenging emergency situations arise the roles and strategies on the
captain’s bridge can be greatly changed. They are causing the significant effect on the
formation of the trajectory and become effort-consuming I:
G x, Af G x, ○ G x, ,
G x, Af G x, P x, I , I Af ○ G x,
G x, Af G x,
P x, I , I Af I x, B x,□ ○ G x,
Where Ψ( ), ⊂ Ψ is the formation of individual levels of cadet possible perception
and his reaction to navigation circumstantial conditions [29].
4 Experiment
Taking into account the peculiarities of performing mooring operations, the most
preferable to be used approach is said to be the SS one. The deterministic process of it
is envisaged to take place.
Then, the mooring of the vessel s can be described by the following
( , | ∈ , ∈ ), where = ⟨Θ , Θ , Θ , ⟩. Therewithal, variations of the
mooring trajectory of the operations are able to be described by a variety of
= {( , )| ∈ }.
General number set of mooring situations are defined as =∪ ∈ , where
= , ∈ and time can be reported by a sequence of actions in the path of trajectory
( , . . . , ), ∀ ∈ {0, . . . , − 1}, ( | ∈ ), ( , )∈ is considered to be a
typical one in the initial stages. Nevertheless, an action plan is being formed at the time
of . As a rule, the initial plan of the development of the trajectory of actions has
been formed. However, all possible factors forming its Δ are not taken into
consideration.
To be precise, exactly these factors will make major contribution towards the
supposition of the development of trajectories. We are to mention that it is the
information-plan of its carrying out , ,..., that is formed initially being
fragmented as Δ ( ) . Situation identification ⊆ × depends greatly on restrictions
such as ( , ), ( ′ , ′ ) ∈ and supposes ( , ′ ) ∈ as a part of class-forming set Δ .
So, hereby, the result of the variable formation of the trajectory can be described as
being very different (Fig. 5 a and b).
In the Figure 5 the changes of strategies of maneuver carrying out ∨ are vividly
reflected. They are being dependable on the limitations of ′ , ′ ∈ when cadet is
involved in choosing the direction and speed of the ship to prevent ship collision.
Let's describe the cadet action plan aiming to keep the ship in the place while
performing mooring operations and pulling it towards the pier using engines. It is given
by the predicate ⊛ ( , , , ), where is the way to the complete mooring operation
and [ , ] ∈ is time intervals allotted for the maneuver carrying out. The time span is
to be taken as no more than one hour as the overheating of the thruster is highly likely
to happen [30-33]. Then the trajectory of the mooring task # will be described by the
following dependencies:
# , p, u , v v u 1 Af p u , p u 1 , A ;
# ; , p, u , v n u ,..., v # , p, u , v # , p, u , v ;
# | , p, u , v # , p, u , v # , p, u , v ;
# || , p, u , v # , p, u , v # , p, u , v ;
# *, p, u , v u v # ; * p, u , v ;
# s , p , u , v s w, p u .
a b
Fig. 5. The variable formation of the trajectory
Thus, the experimental study of the mooring operation provides a sufficiently high
possibility to identify the effectiveness of the action plan #( , , , ) (Fig. 6-9):
Fig. 6. Time: 07.33.30. When speed is getting to be decreased (reverse small stroke) fixed pitch
right rotation rotor lets you shift the stern towards the berth. Having the bow thruster as an
assistant bow is replacing to the pier
During the semester an experiment was conducted having 74 cadets involved in
participating and performing the typical operation of vessel mooring and demonstrating
various degrees of fatigue. The experiment confirmed the research hypothesis as being
evident. This issue can easily be proved by the following scheme observation (Fig. 10).
Fig. 7. Time: 07.36.30. The vessel is practically motionless and is located near the berth
protection fender
Fig. 8. Time: 07.38.50. Give the head and stern mooring lines
Fig. 9. Time: 07.46.00. Tighten up the head and stern mooring lines, make all fast
5 Conclusion
The experiments are noticed to demonstrate clear evidences of hypothesis confirmation
of the formation of class-forming structures in the form of trajectories of transitions
being under fatigue factor influence and circumstantial implicit evidences. They can be
such as posture abnormalities, speed of movements, and physiological indicators of the
cadet. It must be emphasized that proposed logical formal approaches enabled the
stages of formation of action trajectories to be differentiated in the form of a plan as
well as provided a beneficial possibility to describe an impact of individual behavioral
strategies on the final result.
Thus, objective scientific results were obtained:
1. The co-dependency between the navigator’s fatigue indices and the spatial position
of its spine as a dynamic system determined by a number of parameters was
investigated, and, as a consequence, software identification of navigator posture
deviations was proposed to be used.
2. The approaches for shaping the navigator’s trajectory of behavior by means of a 3D
structured space during the maneuvering of the vessel were proposed. This fact
delivered the possibility to take into account his fatigue factor.
Fig. 10. Experimental confirmation of the hypothesis
3. The final obtained trajectories of the navigator’s behavior at the time of critical
situations were analyzed. There was obviously a need of using modal logic,
arranging the possibility to distinguish the classes of temporal fragments of the
trajectories. Besides, the factors affecting the performance of individual elements of
the trajectory appeared to be determined. This fact allowed us to identify the
behavior strategies of navigators on the captain’s bridge. All this data is sure to
provide the opportunity to describe the effect of individual navigator behavior
strategies on the final result.
The obtained results give valuable grounds for quality retraining of navigators in cases
of negative manifestations of behavior patterns and strategy shaping of action plans in
the form of a spatial transition or maneuver.
6 Acknowledgments
The work is carried out within the framework of “Development of software for
improving the quality of functioning of dynamic positioning systems of ships” (state
registration number 0119U100948), of navigation and ECDIS departments of Kherson
State Maritime Academy Navigation Faculty.
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