See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/281296062

Navigational Information Exchange and Negotiation System

Conference Paper  in  Communications in Computer and Information Science · October 2015

DOI: 10.1007/978-3-319-24577-5_33

CITATIONS READS

2 97

2 authors:

Zbigniew Pietrzykowski Jacek Skorupski

Maritime University of Szczecin Warsaw University of Technology
38 PUBLICATIONS   414 CITATIONS    87 PUBLICATIONS   494 CITATIONS   

SEE PROFILE SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Risk assessment with the use of fuzzy risk matrix View project

Evaluation of passenger and baggage security screening system at the airport View project

All content following this page was uploaded by Jacek Skorupski on 28 August 2015.

The user has requested enhancement of the downloaded file.

Author Proof

Navigational Information Exchange

and Negotiation System

Zbigniew Pietrzykowski1 ✉ and Jacek Skorupski2

( )

1
Faculty of Navigation, Maritime University of Szczecin,
Wały Chrobrego 1-2, 70-500 Szczecin, Poland
z.pietrzykowski@am.szczecin.pl
2
Faculty of Transport, Warsaw University of Technology,
Koszykowa 75, 00-662 Warsaw, Poland
jsk@wt.pw.edu.pl

Abstract. The article addresses issues of the automation of communication

processes in maritime and air transport, in particular in sea and airspace naviga‐
tion. The communication process refers to transmitting information between the
sender and the receiver, which comprises information exchange as well as nego‐
tiations resulting from divergent objectives of the process participants. The
authors, presenting the current state and concepts of communication automation,
indicate similarities and differences. The concept of a joint automated maritime
and air communication platform is considered.

Keywords: Communication · Maritime navigation · Air navigation

1 Introduction

The development of individual modes of transport, including means of transport and

necessary infrastructure on the one hand and information technologies on the other hand,
opens new ways to improve the operation of all transport modes. The links between
these modes become increasingly stronger within a complex transport chain. The need
for a comprehensive approach to transport services offered is more and more empha‐
sized. This refers to the transport development strategy as well as specific organizational
and technological solutions. Examples already exist: sustainable development strategy
in various modes of transport, logistics regional and global systems, or intelligent trans‐
port systems (road, maritime and others).
Efficient and safe execution of a transportation task requires access to traffic informa‐
tion, where information exchange between participants of one or more transport processes
is essential. Efficiency refers to the organization of transport processes (loading, carriage,
discharge), safety refers to adequate control of a transport vehicle. The concept of navi‐
gation, formerly used for sea-going vessels and aircraft, has been increasingly used in
reference to movement control of vehicles on land. Navigation is understood as a safe
conduct of a vehicle (sea-going vessel or aircraft etc.) from a starting point to an end
point. Solutions in automatic exchange of navigational information, i.e. information used

© Springer International Publishing Switzerland 2015

J. Mikulski (Ed.): TST 2015, CCIS 531, pp. 1–10, 2015.
DOI: 10.1007/978-3-319-24577-5_33
 2 Z. Pietrzykowski and J. Skorupski
Author Proof

to assure safe navigation, mainly cover one specific mode of transport (e-navigation – sea
transport, SWIM concept (System Wide Information Management) in the air transport,
ERMTS – rail transport, intelligent transport systems – road transport). Concepts covering
all modes of transport have been recently addressed, e.g. e-transport (EU). These broadly
use telematic equipment and systems.
At the same time more attention is paid, apart from typical presentation or exchange
of information, to communication issues such as selective acquisition of information
and negotiations, by analogy to similar processes involving humans. Development of
such methods will permit to improve communication processes by their automation and
reduction of human errors - one of the most common causes of accidents. This paper
discusses communications issues in maritime and air transport that can be extended to
other modes of transport.

2 Transport Development Trends

The demand for various kinds of transport services, except for periodical downward
fluctuations, is constantly rising. Potential benefits from the execution of transport
tasks lead to actions aimed at broadening the range of transport services offered by
carriers. Maintaining a firm position on the market requires actions for assuring safe
and efficient transport. This is achieved by enhancing the safety and reliability of
transport vehicles, infrastructure and by reduction of human errors and their conse‐
quences on the one hand, and cost optimization on the other hand. Growing social
awareness enforces pro-ecological actions, such as the reduction of environment
pollution. Limiting human errors is mainly achieved by supporting transport opera‐
tors in gathering, processing, integration and presentation of information needed in
taking decisions and by supporting decisions to be made through a generation of
specific, justifiable solutions. To this end, various methods of risk analysis, assess‐
ment and management have been increasingly employed. At the same time more and
more interest is taken in designs and practical implementations of unmanned remotely
controlled and autonomous vehicles. In practice, such solutions have already been
implemented in sea and air transport.

2.1 Maritime Transport

In maritime shipping, apart from traditional forms navigation performed by cargo,

passenger, fishing vessels and leisure boats, offshore services have been gaining impor‐
tance due to the exploration, transport and processing of mineral resources (crude oil,
natural gas, concretions) and growing offshore wind power generation (wind farms). For
economical reasons, the number of operating sea-going ships is constantly on the rise.
Their number changes due to ongoing trends on the shipping market. Besides, we can
observe the growth of specialized ship fleets, i.e. tankers, container vessels, ro-ro and
heavy lift ships. Another specific group of ships deserving attention is high speed craft.
A rapid development of technologies on the one hand and attempts to reduce or
eliminate health and life threats lead to a broader application of unmanned vehicles,
 Navigational Information Exchange and Negotiation System 3
Author Proof

remotely controlled or autonomous, employed in the military and civil areas. While the
former depend on humans, the control by man on autonomous vessels as a rule is
minimal. In both types of vehicles, prior to decisions and resultant actions, information
on the system and its environment has to be acquired, processed and utilized.

2.2 Air Transport

Air transport has enjoyed a constant increase of traffic for many years. For instance, the
number of passengers grew from nearly 1.8 billion in 2003 to over 2.9 billion in 2012.
The largest rise took place along Asiatic connections (Near and Far East), slightly less
increase was noted in South America. To handle such a huge traffic, the global fleet of
airplanes is also being expanded by carriers. At present about 25 thousand mainly jet
airplanes are operated throughout the world. However, the growing number of aircraft
is not proportional to higher demand. Meeting that demand is possible by increasing the
efficiency of the fleet – reducing turn-around time at the airports and increasing the so
called load factor. To achieve these goals, low-cost carriers, who have mastered these
solutions best, use aggressive business strategies.
The proper and effective exchange of information and advanced telematic solutions
play an essential role in each of the mentioned areas. Passenger trade increase leads to
intensification of air traffic (particularly on selected routes), which in turn results in more
complex tasks of the organization, coordination and supervision of air traffic (traffic-
specific tasks). The air traffic controller has to continuously and reliably exchange infor‐
mation with an ever-growing number of aircraft as well as other air traffic related services
[7]. Naturally, appropriate management of air traffic flows is based on the collection of
a multitude of data on aircraft positions, movement plans, movement characteristics etc.
Increasingly important are also unmanned aerial vehicles, which are to play a number
of roles - both civilian and military. Work is also ongoing on the possibility of remotely
take control of the aircraft in case of an emergency or sabotage.
The problem of current supervision over the transport process is strictly connected
with service processes at the airports. Fast and timely completion of ground services is
a key element of carrier business plans, and is equally important for services responsible
for air traffic management. Therefore, these services have to acquire, process and quickly
exchange information on all delays, route changes, airplane changes, meteorological
conditions etc. Co-operation of entities engaged in the transport process is being
enhanced within the so called Collaborative Decision Making scheme. The proper
organization of communication processes is the key to its effectiveness.

3 Communication Processes

Communication is a complex process that encompasses various aspects: transmission

of information, message perception and interaction of process participants in, e.g.
negotiations.
Essentially, communication is a process of conveying information between a sender
and a receiver using a specific channel and means of communication. Its context and
 4 Z. Pietrzykowski and J. Skorupski
Author Proof

feedback are important features of communication. Communication can be executed by

various means and using different carriers (transmission medium). Although this diver‐
sity increases the safety (redundancy, alternative communications devices), it may lead
to difficulties in the perception of the message, and consequently, wrong interactions
between the communicating parties.
Both maritime and air transport communications involve electronic form of informa‐
tion exchange, including electronic data interchange (EDI), and voice communication. The
latter has lost its major role in maritime transport, particularly in standard situation commu‐
nication. In many cases, however, it is an essential supplement to the EDI. In air transport,
verbal communication between the controller and the pilot continues to be the basic tool
of communication for the assurance of safety of traffic participants. However, as telematic
technologies get more advanced, electronic data interchange becomes more important,
particularly in onboard systems of conflict detection and resolution.

3.1 Communication Processes in Maritime Navigation

Effective communication is particularly important in situations that threaten the safety
of people, vehicle, cargo and/or environment. The GMDSS (Global Maritime Distress
and Safety System) has rules and procedures of priority communications:
– distress communication (collisions, rescue of life and property),
– urgency communication (person overboard etc.),
– safety communications (navigation and storm warnings, etc.).
Apart from the three priority modes of communication, the GMDSS features routine
communication mode, enabling ships to report their presence in traffic separation
schemes or in mandatory reporting systems. Routine communication, unlike priority
messages, is not strictly defined in the GMDSS in terms of procedures or circumstances
in which ships must or should exchange information, due to lack of appropriate legal
regulations.
Bearing the above in mind, the authors of [15], while developing principles of auto‐
matic communication in maritime shipping, have proposed and adopted for considera‐
tion four areas of communication that exactly correspond to the four mentioned modes
of communication: distress, urgency, safety and routine.

3.2 Communication Processes in Air Navigation

Air transport information exchange runs at different levels. Besides, there are many
technical solutions used in aviation systems [8].
At the phase of flight preparation, the Aeronautical Fixed Telecommunication
Network is mainly used. Messages sent within the network include flight plans, mete‐
orological information and alerting. Flight plan messages convey information on
planned departure, departure changes or flight cancellations to all air traffic control
sectors involved.
At the flight execution phase, three areas of communication process can be identified.
One is information exchange intended to define the traffic situation in the air. The major
 Navigational Information Exchange and Negotiation System 5
Author Proof

information sources include surveillance radars, ADS-B system (Automatic Dependent

Surveillance-Broadcast) and weather radars, that after synthesis and data filtration
permit to locate an aircraft in the airspace and display the information to air traffic
controllers. Another area of communication is information exchange and transfer of
responsibility for flight safety between air traffic control sectors. Recent years have
witnessed a rapid development of the on-line data interchange (OLDI) network, which
replaced former telephone communications [20]. Finally, there is voice ground-air
communication during the flight, for the exchange of traffic information and clearances
granted by air traffic control (ATC).
Besides, special communication relating to safety takes place in the flight phase.
Thanks to the TCAS (Traffic Collision Avoidance System), this communication is
conducted between two aircraft located in vicinity of each other, providing data such as
position and vertical speed of the aircraft involved. In a close quarters situation the TCAS
takes over the function of conflict resolution by working out and transmitting instructions
for conflict solving to aircrews involved in a TCAS event.

4 Automation of Communication Processes

Information interchange may be performed in the form of information presentation or

by selective information transmission. At present, the automation of communication
processes in marine and air navigation basically refers to a typical interchange of data
acquired from navigational equipment and systems installed on seagoing ships, in the
aircraft and land-based centers. Information interchange is faster and easier thanks to
progressing standardization of the scope and format of data (navigational, operational,
other), which enables the electronic data interchange, thus making it possible to auto‐
matically process and visualize information. This also increases the amount of available
information. More information entails the necessity to integrate and select data.

4.1 Automation of Communication in Maritime Transport

One of the proposed solutions in maritime information interchange and presentation

is the concept of a single window, an element of e-navigation strategy developed at
the forum of the International Maritime Organization (IMO). The concept is based
on an increasingly broader range of standardization of information format and the
standardization and automation of information interchange processes. Other
concepts underway are the Motorways of the Sea and CISE (Common Information
Sharing Environment).
The concept of Motorways of the Sea [4] aims at the improvement of transport
processes in short-sea shipping and intermodal transport. In this approach the
Motorway of the Sea includes the infrastructure and organization in two ports of EU
member states. According to the relevant guidelines, it should comprise electronic
systems of management of passenger and cargo transport logistics, safety systems
and simplified administration and customs procedures making real-time information
available to all interested and authorized parties engaged in maritime transport.
 6 Z. Pietrzykowski and J. Skorupski
Author Proof

The CISE concept [5] aims at the creation of legal and technical conditions for the
exchange of information on activities involving maritime surveillance between compe‐
tent organs of EU and EEC states. The scope covers law enforcement, border control,
transport, control of sea pollution, fisheries, customs. CISE consists in combining the
existing maritime surveillance systems and networks, not a creation of a new system.
The automation of communication processes also covers issues of selective informa‐
tion acquisition, interpretation, assessment of current or predicted situation, identification
of intentions of traffic participant etc. This requires the development of sub-ontology for
communication. Previously proposed standards for messages [2] enable the execution of
communication processes in the form of a dialogue – similarly to a dialogue conducted by
humans. The standardization and strict interpretation of navigational information is of
major importance in this context. Several standards for information exchange are being
developed.

4.2 Automation of Communication in Air Transport

In recent years air transport has noted a trend to integrate and standardize methods of
access and use of information needed by all users engaged in flight execution: carriers
(airlines), air traffic controllers, airport managers etc. This trend has been manifested in
work on the SWIM concept (System Wide Information Management) [19]. Its full
implementation is expected to lead to the integration of constant and dynamically
changing aeronautical data on individual flight plans executed in the airspace, airports,
meteorological information, air traffic flow or surveillance data [17].
Due to high speed of flying aircraft, the speed of transmission and processing has to
be high as well. Hence most of these processes have predetermined protocols and algo‐
rithms. Many elements of communication occur on the basis of previously made agree‐
ments. This is the case when the responsibility is handed over between air traffic control
sectors, which usually takes place in the time and place previously fixed by agreements.
Such arrangement facilitates possible automation of the process. On the other hand, it
reduces a possibility of flexible response to untypical or emergency situations. For such
events it is necessary to develop principles and procedures of negotiations acceptable
by all interested parties.
The ground-ground communication has automatic procedures relatively easier to
introduce. It seems that in terms of automatic procedures the air-ground communication
(controller-pilot), so far performed as traditional radio communication, is much more
difficult. This is due to different scope of responsibility: pilot is responsible for the safety
of his own aircraft, while the controller is responsible for traffic safety, which means he
has to separate an aircraft in time and space from other aircraft or dangerous areas.
Implementation of automatic solutions will be rather evolutionary: first by additional
support and increased range of available information, then by partly parallel processes,
till all actions are taken over by automatic systems. Their development will be preceded
by efforts to solve problems similar to those faced by maritime navigation [1].
TCAS is an example of automatic information exchange system in an emergency
situation. A brief exchange of information on the position and vertical speed takes place
between the onboard systems concerned, then a resolution for a conflict situation is
 Navigational Information Exchange and Negotiation System 7
Author Proof

automatically determined. The algorithm used, however, is very simple, corresponding

to the core of the problem − find a way to avoid a midair collision. The system, however,
can be substantially expanded to operate over a longer time interval. This will allow for
more comprehensive negotiations to resolve a conflict [1].

5 Joint Platform for Sea and Air Navigational Communication

The automation of communication processes, apart from simple information exchange,

comprises selective information acquisition, its interpretation, assessment of a current
or predicted situation, identification of traffic participant intentions, and quite
often − negotiations and compromises between parties concerned. Navigators need to
establish communications because they are obliged to conduct their ships safely by any
available means. These include VHF radiotelephone communications with an average
range of not more than 100 km. The exchange of information between navigators of sea-
going vessel or aircraft has a form of verbal dialog, consisting of questions, requests, or
statements. However, in marine practice VHF communication is often negligent, incor‐
rect or deliberately omitted. The lack of effective communication may be due to:
– language barrier (watch keeper has difficulties in expressing messages in English, or
in proper interpretation),
– human traits of character or behavior, such as carelessness, fear, shyness and others,
– technical causes, e.g. equipment failures, reception disturbances, etc.
This is essential in negotiation processes, when decisions and/or actions are being
agreed on. The automation of such processes is much more difficult. Another reason
justifying the process automation is possible reduction of time needed to complete
arrangements or negotiations.
As already stated, an air traffic controller, an outside agent for traffic participants,
decides in air navigation who will occupy a conflict point on the route. There are
concepts, however, suggesting that separation between aircraft should be a responsibility
of the crews of aircraft concerned [18]. If this happens, the situation will resemble that
in maritime navigation. As pilots’ workload is considerably high, implementation of this
concept will have to involve support of automatic systems. As present solutions do not
allow for pilot-pilot negotiations on possible flight routes or collision-free passing,
possible introduction of the concept of self-separation will definitely be executed by an
automatic system.
The above remarks refer to sea and air modes of transport considered separately, as
well as jointly, especially if co-operation is required, like in joint search and rescue
operations.

5.1 Assumptions

We wish to expand the concept of automatic maritime communication, presented in a

dialog [13–15], similarly to verbal exchanges of human operators. To make the infor‐
mation exchange process automatic, we need to define the ontology of navigational
 8 Z. Pietrzykowski and J. Skorupski
Author Proof

information, messages sent and formats of recording, a necessary step when it comes to
transmitting an intention, question or request (demand).
Navigational information ontology is understood as a meta-linguistic term describing
the structure and form of navigational information, taking into account information types
and scopes. The work [9] presents an example classification, definition of set structures
and their interrelations. The mentioned meta-language should also conform with the
adopted standards addressing selected areas of navigational information.
The remarks above also refer to the way messages will be formulated and exchanged
in ship/aircraft to ship/aircraft and ship/aircraft-to-shore/ground communications. One
way of solving the problem is the use of appropriately constructed ontology of naviga‐
tional information and a sub-ontology for communication (dialog), where an emphasis
would be put on terms connected with information exchange and negotiation processes.
Research on these issues in maritime communications has been done at the Maritime
University of Szczecin [15]. The ontology was created, edited and expanded with the
use of Protége software [2], extended by an authored plug for automatic generation of
ontology in the XML-Schema format. The ontology itself was developed in compliance
with standards used in communication at sea [10], with assistance from navigating
officers, and is systematically broadened.
An essential element of the proposed concept of a platform for automatic sea and air
navigational communication will be negotiations as a process of interpersonal communi‐
cation, in which parties of partly divergent interests attempt to reach an agreement satis‐
factory for both parties. In this connection, a specific negotiation strategy (co-operation or
competition) will have to be defined and executed.
To analyze and interpret contents of dialogs in the automation of selective information
acquisition and negotiation processes we need inference methods. They are built on a
knowledge base containing a set or sets of implications enabling interpretation of premises
and formulation of conclusions. The methods should comprise two levels of inference:
effective selective acquisition of information (identification of needed information and its
source, automatic analysis and interpretation of information), and execution of negotiation
processes (development of negotiation strategies, development of the ontology permitting
to comprehend correctly the intentions of both parties).

5.2 Concept Development

Work is in progress on the verification and extension of the navigational information
ontology and communication sub-ontology in maritime transport to incorporate
elements characteristic of air transport. Despite existing differences, an integrated
approach is possible. At the same time, communications-specific regulations and proce‐
dures are being examined. The outcome will allow to standardize communication and
negotiation strategies, and ascertain individual schemes in disjoint areas. The existing
differences mainly refer to the scope and legal framework for individual solutions, also
the responsibility for assuring the safety of traffic participants.
While the incorporation of the regulations in force and procedures on a joint platform
is feasible in a relatively short time, difficulties lie in areas lacking legal norms for both
maritime and air navigation. Such requirements and standards are needed for:
 Navigational Information Exchange and Negotiation System 9
Author Proof

– decision support systems for manned ships/aircraft,

– decision support systems for unmanned autonomous ships/aircraft,
– requirements for and principles of communication for unmanned ships/aircraft,
particularly for autonomous ones; these should include:
– requirements and principles of electronic data interchange for unmanned, particularly
autonomous ships/aircraft,
– requirements and principles of negotiations for unmanned, particularly for autono‐
mous ships/aircraft.
Work is continued on these issues by various research centers and research-industrial
consortia throughout the world. Associated projects have a national range [3, 6, 11, 16]
or international (EU: [12, 19]).
Legal regulations binding regionally are easier to introduce than international regu‐
lations and standards that will certainly take longer to enter into force. Autonomous
unmanned objects are a fact, and stakeholders are aware that effective arrangements and
solutions have to be worked out. The approach we propose may considerably facilitate
the preparation process.

6 Conclusion

This paper deals with issues of navigational information interchange and negotiations
between sea and air traffic participants. Increased throughput, advancements in naviga‐
tion and surveillance methods, and efforts to enhance the safety of transport enforce
gradual implementation of continually improved automatic methods and techniques in the
organization and control of marine or air traffic. In this context, navigational information
interchange and automated negotiations in situations of potential conflict pose a chal‐
lenge for support system designers. This work proposes a concept of a joint communica‐
tion platform for maritime and air navigation, and presents assumptions and directions of
further work.

References

1. Bone, R.S., Long, K.M.: Flight Crew and Air Traffic Controller Interactions when Conducting
Interval Management Utilizing Voice and Controller Pilot Data Link Communications,
MITRE Technical Report 130300, Center for Advanced Aviation System Development
2. Banaś, P.: Using the Protégé environment for building ontology for automated
communication system at sea. Sci. Pap. Marit. Univ. Szczecin 30, 12–17 (2012)
3. Dopping-Hepenstal, L.: Autonomy in the Air, International Navigational Conference 2015,
Manchester (2015)
4. EC Communication, Communication from the Commission providing guidance on State aid
complementary to Community funding for the launching of the motorways of the sea (2008/
C 317/08) (2008)
5. EC Communication 538 final, A common information sharing environment for the EU
maritime domain (2009)
 10 Z. Pietrzykowski and J. Skorupski
Author Proof

6. Fanshawe, J.: The Development of a UK Regulatory Framework for Marine Autonomous

Systems Drawing on Recent Practical Operational Experience and MAS Stakeholder
Community Consensus, International Navigational Conference 2015, Manchester (2015)
7. ICAO 2001. Aeronautical Telecommunications, Annex 10 to the Convention on International
Civil Aviation, Ed. 6
8. Kocot, B.: Systemy komunikacyjne na potrzeby zarządzania ogólnym ruchem lotniczym w
polskiej przestrzeni powietrznej. Część II - kierunki rozwoju, Przegląd Telekomunikacyjny
5, 14–22 (2013)
9. Kopacz, Z., Morgaś, W., Urbański, J.: Information of Maritime Navigation. Its Kinds,
Compon. Use, Eur. J. Navig. 2(3), 53–60 (2004)
10. IMO, Standard Marine Communication Phrases (English-Polish edition), Maritime
University of Szczecin, Szczecin (2005)
11. IMO, Sub-Committee on Safety of Navigation, NAV 59/INF.2, Development of an
e-Navigation Strategy Implementation Plan, Report on research project in the field of
e-navigation, Submitted by Poland
12. Motorways & Electronic Navigation by Intelligence at Sea MONALISA. http://
www.monalisaproject.eu
13. Pietrzykowski, Z., et al.: Exchange and interpretation of messages in ships communication
and cooperation system. In: Mikulski, J. (ed.), Advanced in Transport Systems Telematics.
Publisher Jacek Skalmierski Computer Studio, Katowice 2006, pp. 313–320 (2006)
14. Pietrzykowski, Z., et al.: Automation of message interchange process in maritime transport,
monograph international recent issues about ECDIS, e-Navigation and safety at sea. In:
Weintrit, A. (ed.) Advances in Marine Navigation and Safety of Sea Transportation. CRC
Press/Balkema, pp. 119–124 (2011)
15. Pietrzykowski, Z., et al.: Information exchange automation in maritime transport. Int. J. Mar.
Navig. Saf. Sea Transp. 8(2), 189–193 (2014)
16. Pietrzykowski, Z., Borkowski, P., Wołejsza, P.: Marine integrated navigational decision
support system. In: Mikulski, J. (ed.) TST 2012. CCIS, vol. 329, pp. 284–292. Springer,
Heidelberg (2012)
17. Scarlatti, D.: Identification of Technology and Services Options, Programme SWIM-SUIT,
Doc. E366-02-05692-NOTE (2008)
18. Shortle, J., Zhang, Y.: Safety comparison of centralized and distributed aircraft separation
assurance concepts. IEEE Trans. Reliab. 63, 1–11 (2014)
19. SESAR. WP 14 - SWIM Technical Architecture, DoW v.4 (2008)
20. Siergiejczyk, M.: Współczesne systemy wymiany danych w ruchu lotniczym - modele i
metody: Skorupski J. (red.): Współczesne problemy inżynierii ruchu lotniczego - modele i
metody, pp. 103–124. Oficyna Wydawnicza Politechniki Warszawskiej, Warszawa (2014)

View publication stats