Measurements in the coastal zone are carried out using various methods, including Global Navigation Satellite Systems (GNSS), hydroacoustic and optoelectronic methods. Therefore, it is necessary to develop coordinate transformation models that will enable the conversion of data from the land and marine parts to one coordinate system. The article presents selected issues related to the integration of geodetic and hydrographic data. The aim of this publication is to present the various transformation methods and their effects that relate to the data from the tombolo measurement campaign in Sopot conducted in 2018. Data obtained using GNSS Real Time Kinematic (RTK) measurements, Terrestrial Laser Scanning (TLS), the Unmanned Aerial Vehicle (UAV) and the Unmanned Surface Vehicle (USV) were transformed. On the basis of the coordinate transformation methods used, it can be concluded that the adjustment calculus method obtained the best results for the plane coordinates, while the method of P.S. Dąbrowski et al. obtained the best results for the height coordinates. The standard deviation for the difference of the modelled coordinates acquired by the method of P.S. Dąbrowski et al. with respect to the reference coordinates amounted to: 0.022 m (Northing), 0.040 m (Easting) and 0.019 m (height), respectively, while the adjustment calculus method allowed to obtain the following values: 0.009 m (Northing), 0.005 m (Easting) and 0.359 m (height). It can be assumed that a combination of these two seven-parameter transformation methods would provide the best results. In the future, a new seven-parameter transformation method should be developed based on the synthesis of these two existing methods.

This article presents the results of research based on analysis of ice conditions on the Arctic Sea in recent years and consequences of these changes. The Arctic ice extent are changed due to global warming. Reducing the ice surface leads to intensification of the navigation of the waters of the Arctic Sea, resulting in a significant reduction of the distance between the ports of Europe and East Asia and the North and South Americas. This phenomenon is conducive to the opening of new shipping routes leading through the Arctic Sea. After the entry into force of 1st January, 2017 The International Code for Ships Operating in Polar Waters (Polar Code) is expected to improve the safety of conducting the navigation of the waters. Analysis of maritime accidents in the Arctic waters shows that the number of accidents has a growing trend, however, last year brings them a significant decreasing.

The paper presents results of research based on analysis of ice conditions in the Baltic Sea and in the Puck Bay. Analyses are concerned on the last century the maximum ice extents in the Baltic Sea (1915-2015) and ice conditions in the Puck Bay (1986-2005). Ice conditions in the Baltic Sea are generally of average intensity and depend mainly on the type of winters (mild, average/ normal and severe), however, the Baltic bays and gulfs cover the sea ice almost every year. The average ice extent in the Baltic Sea during typical winters, the ice extent in the Baltic Sea during winters in years from 1915 to 2015 and the average time limits the occurrence of the first ice, number of days with ice, ice thickness, terms the disappearance of the last ice in the Puck Bay together with examples of ice forms are presented in this paper. The phenomenon of ice has a significant impact on human activities in the sea, have an effect on weather and climate, plant and animal life, fishery and ports activities and the safety of navigation.

In the paper the issue of maritime safety is presented. Most of the modern world trade is carried by sea, where maritime safety plays a key role. The article also presents the analysis of marine casualties at the beginning of the 21st century, covering the years 2002-2015. Apparent systematic steady decline in accidents and total losses of vessels is the result of improved maritime safety.

The paper presents results of research based on analysis of marine icing nomograms, models and charts using in the sea navigation. The problem of ships icing occurs in specific weather and geographical conditions. Every year numbers of vessels navigate in these areas meet a phenomenon of icing. Ice on decks of ships can be formed from fresh water or sea (salt) water. Ships operating in waters where the phenomime of icing is occurred use for safety navigation icing nomograms and icing charts. Icing charts are created based on icing models. The main aim of the article is to perform a review of currently used in the sea navigation icing nomograms and icing maps, based on icing models, used in navigation to depict the phenomenon of icing.