# Improving Ship Maneuvering Safety with Augmented Virtuality Navigation Information Displays
## 1 Introduction  
Technological development and demonstration projects for autonomous shipping have been carried out around the world since the 1990s. Although fully robotic ships are distant in the future, it is not in doubt whether they will arise, but when [1]. There is a growing interest in the topic of unmanned, fully autonomous ships. This idea could be a milestone in the advancement of the maritime industry. The concept of Unmanned Autonomous Vehicles UAV or, more precisely, Unmanned Maritime Vehicles [2], has been well known at an academic level for a while. Recently, the industry has begun developing small-scale [3] and full-scale vessels for the bulk [4; 5; 6; 7; 8; 9], container [10; 11; 12; 13; 14], ferry [15; 16; 17], inland [18; 19; 20], offshore [21] and tug [22; 23; 24] sectors. Detailed surveys [25] were presented in the scope of: the opportunities in logistics [26], the development of autonomous technologies [27] and the accuracy in performing planned trajectories [28]. An unmanned ship is defined by the bridge being unmanned in periods (periodically) or continuously. This may be performed with the help of autonomy but may also be implemented by direct remote control. Thus, autonomous and unmanned are at least partly independent. The degree of advancement of technological solutions and the level of crew reduction adopted in the currently implemented UMV projects categorize them into specific automation ranges. The categorization of systems in terms of the level of advancement of technological solutions was proposed by: Lloyd's Register [29], Rolls-Royce [30], Bureau Veritas, Norwegian Forum for Autonomous Ships (NFAS), Ramboll and Core, UK Marine Industries Alliance [31], assuming the lowest level of automation as \"All action and decision-making performed manually\" and the highest as \"The computer does everything autonomously, operation are unsupervised by a human\". On the other hand,the ranges of automation resulting from the presence of the ship's crew and the general approach to the problem were presented [2]. The official classification of the UMV, which was officially named Marine Autonomous Surface Ships (MASS), in terms of automation level of the applied system, is presented in the working group report of IMO Maritime Safety Committee 100 th session MSC 100/WP8. According to this scale, degree 1 of autonomy involves seafarers onboard to operate and control the shipboard systems and functions. Under degrees 2 and 3, the ship is controlled and operated by remote control operators from another location. Seafarers are available onboard to take control in degree 2, whereas the ship is unmanned and remotely controlled in degree 3. In degree 4, the ship is fully autonomous as the operating system will be able to make decisions and determine actions by itself and operate independently of direct human interaction [32]. The analysis of voyage phases of modern UMVs from the point of view of human presence on board showed that the passage of the ship in a restricted area as well as mooring, unherthing and turning maneuvers will not be fully automatic in the near future without assurance of emergency management, monitoring and taking over the remote control. This is due to a number of limitations or the inability to perform the tasks [26], including ensuring safe e-navigation by fully autonomous systems during maneuvers in restricted areas [2; 6; 30]. Due to the above, the institutions involved in the legislative process accompanying the development of the autonomous ships sector developed and implemented a number of guidelines for MASS operation. The most important of them have been published by, among others: IMO [33; 34], DNV [35], EMSA [36] or ClassNK [37]. The guidelines indicate, inter alia, that for tests of autonomous and remote-controlled ships in restricted areas, it is required to monitor the parameters of the vessel's movement by the Remote Operation Station (ROC) in an efficient and effective way. The tools used should provide a high level of situational awareness (SA) to the MASS operator.