Explore the vast range of titles available.

Vessel speed reduction measures are a management tool used to reduce the risk of whale–ship strikes and mitigate their impacts. Large ships and other commercial vessels are required to publicly share tracking information, including their speed, via the Automatic Identification System (AIS), which is commonly used to evaluate compliance with these measures. However, smaller vessels are not required to carry AIS and therefore are not as easily monitored. Commercial off-the-shelf marine radar is a practical solution for independently tracking these vessels, although commercial target tracking is typically a black-box process, and the accuracy of reported speed is not available in manufacturer specifications. We conducted a large-scale measurement campaign to estimate radar-reported speed error by comparing concurrent radar- and AIS-reported values. Across 3097 unique vessel tracks from ten locations, there was strong correlation between radar and AIS speed, and radar values were within 1.8 knots of AIS values 95% of the time. Smaller vessels made up a large share of the analyzed tracks, and there was no significant difference in error compared to larger vessels. The results provide error bounds around radar-reported speeds that can be applied to vessels of all sizes, which can inform vessel-speed-monitoring efforts using radar.

In the context of vessel monitoring, the accuracy of vessel speed measurements is contingent on the availability of AIS data. However, the absence, failure, or signal congestion of AIS devices may lead to delays and inaccuracies in the speed information. To address this challenge, this paper proposes a vessel speed detection method based on target detection and tracking to acquire vessel speed in real time. The proposed methodology involves the establishment of a mapping relationship between image coordinates and four real-world coordinates, ensuring precise conversion from pixel velocity to physical velocity. Subsequently, a frame difference method combined with a multi-frame averaging strategy calculates the vessel speed. Furthermore, an advanced M-YOLOv11 detection model is introduced to enhance the detection performance in different vessel shapes and complex environments, thus ensuring the accuracy of speed information is further improved. The experimental results demonstrate that M-YOLOv11 exhibits a significant performance enhancement, with a 13.95% improvement in the average precision metric over the baseline model. Over 60% of the measured vessel speed measurement errors are less than 0.5 knots, with an overall average error below 0.45 knots. These findings substantiate the efficacy and superiority of the proposed method in practical applications.

Purpose: To find out ships' optimum operating speed under low-carbon economy. Approach: First, it analyzes the relations between ship's carbon emission and the operating speed, gets the optimum speed under which the entire fleet emit minimum carbon, then establishes the relations between the ship owner's profit and the speed, extracts the speed under which the ship owner can gain the maximum profit and founds out it's different from the speed under which the entire fleet emit minimum carbon. Findings: The government must take effective measures to make the ship owner slowdown and reduce emission.Originality: It first works out a balance point between the decrease of carbon emission brought by a lower operating speed and the increase of that caused by more vessels putting into service in a mathematical method.

The vessel speed reduction program (VSRP) was first introduced in the Port of Los Angeles in 2001 to improve air quality. In this study, an algorithm was developed to calculate ship emissions with a bottom-up approach based on ship activity using automatic identification system (AIS) data. The target vessel applied to the emission calculation was a vessel participating in Korea’s VSRP. Factors considered for the calculation of emissions were ship type, speed, gross tonnage, engine power, load, sulfur content of fuel, and fuel consumption rate by engine age. The algorithm is designed to calculate the reduction amount by VSRP by simultaneously calculating the emission amount of the actual speed and the emission amount of the cruise speed when not participating in VSRP. The emission results of ships that participated in the VSRP in 2020 revealed that their speed was reduced by 47% and carbon dioxide emissions by 71.9%. These results were verified through comparison with the fuel consumption report of the container fleet presented by the International Maritime Organization. Our findings can be used to monitor the air pollutant emissions of ships entering major ports in Korea and to develop policies envisaged at reducing the production and effect of greenhouse gases and air pollutants. Moreover, we recommend that this model be replicated in other countries for monitoring ship-induced emissions.

Defence agencies like the DRDO, Indian Navy, Indian Army, Indian Air Force (IAF), and many other organizations require ongoing oversight of their applications and devices to detect anomalous behaviour. The purpose of this research is to track the ship’s speed to facilitate navigation. AIS data plays a substantial role in this investigation, as it provides critical information such as the speed, course, and position of a vessel. Monitoring vessel speed is essential to ensure smooth functioning, enabling collision avoidance, route optimisation, and accurate analysis of the ship’s schedule for transportation. In this study, an ensemble approach using Multiple Linear Regression (MLR) and Random Forest (RF) models to predict vessel speed more accurately is developed. The proposed ensemble model outperformed existing methods, showing significant improvements in prediction accuracy and robustness. This enhanced performance also aids in the precise Estimation of the Time of Arrival (ETA) of the vessel, contributing to more efficient operation procedures and environmentally friendly practices. Early oversight of vessel speed ensures maritime navigation and safety, promoting reliable and optimized routes for vessels.

In this paper, we describe an image-based approach for estimating the speed of a moving vessel using the wakes that remain on the surface of water after the vessel has passed. The proposed method calculates the speed of the vessel using only one RGB image. In this study, we used the vanishing line of the mean water plane, the camera height concerning the level of the tide, and the intrinsic parameters of the camera to perform geometric rectification on the surface plane of the water. We detected the location of troughs on one of the wake arms and computed the distance between them in the rectified image to estimate the speed of the vessel as a so-called inverse ship wake problem. We used a radar that was designed to monitor ships to validate the proposed method. We used statistical studies to determine the reliability and error propagation of the estimated values throughout the calculation process. The experiments showed that the proposed method produced precise and accurate results that agreed with the actual radar data when using a simple capture device, such as a conventional camera.

The basic argument of the present study lies in the request of the agency of the Danube Delta Biosphere regarding the regulation of travel speeds of different types of boats. One among the cases of analysis was the one that refers to a patrol vessel. The purpose of this paper aims to follow the creation and study of the displacement of a ship of maritime patrol produced by the Damen company, inside the Danube Delta on 3 channels of different sizes. To carry out this work, the patrol vessel named \"Stan Patrol\" it was created in the Aut°CAD. The results of this study are expressed in graphs that highlight the percentage the interdependence between the speed of the patrol vessel and the width of the channel, the volume and the mass water fractions produced by the ship and their influence on the 3 channel dimensions software using the shape plan, with all the details from the project. The model 3D was exported to the SolidWork application, for C.F.D. analyses. The results obtained in this study will allow the Administration of the Danube Delta biosphere to update the speed rules for boats on the canals depending on the water level.

Resistance reduction is one of the main goals in designing high-speed vessels to achieve higher speeds. The wetted surface caused by water spray is one of the main parts of the hydrodynamic resistance in high-speed vessels. In this research, the geometrical characteristics of the spray rail, including the underlying angle, width, and number of spray rails were changed to evaluate their effects on the hydrodynamic behavior of the vessel using computational fluid dynamics (CFD). Validation of the numerical simulation has been done with the performed tests in the NIMALA towing tank. The Taguchi method is used to optimize the geometry of the spray rail by specifying 18 different models each of them containing two modes (the the direction of chine and parallel with keel) to be simulated according to its design of experiment method. The results show that the underlying angle and the number of spray rails have a direct relationship with the increase in the Froude number of the vessel. Also the width of the spray rail has an inverse relationship with the increase in the Froude number. Also, it has been found that the spray rails parallel to the keel have a more constructive effect on hydrodynamic performance and longitudinal stability of the vessel compared to the spray rails in the direction of the chine.

In ports with a significant density of non-AIS vessels, there is an increased risk of collisions. This is because physical limitations restrict the maneuverability of AIS vessels, while small vessels that do not have AIS are unpredictable. To help with collision prevention, we propose an augmented reality system that detects vessels from video stream and estimates speed with a single sideway-mounted camera. The goal is to visualize a cone for risk assessment. The estimation of speed is executed by geometric relations between the camera and the ship, which were used to estimate distances between points in a known time interval. The most important part of the proposal is vessel speed estimation by a monocular camera validated by a laser speed measurement. This will help port authorities to manage risks. This system differs from similar trials as it uses a single stationary camera linked to the authorities and not to the bridge crew.

To comply with the regulations of emission control areas (ECAs), most operators have to switch to low-sulfur fuels inside the ECAs. Besides, a low-carbon objective is essential for long-term environmental protection; thus, is regarded as important as making profit. Therefore, the operators start making speed and route decisions under the two objectives of minimizing carbon emissions and maximizing profit. Drawing on existing methods, this paper formulates the profit and carbon emissions in sustainable coastal shipping, investigates the speed and route principles, and determines the best tradeoff between profit and carbon emissions. It is found that vessel speed should be set between emissions-optimum speed and profit-optimum speed, and the route must be selected in light of the speed decision. Next, the optimal choices of speed and route were examined under different scenarios and vessel types. The results show that the operation measures and objectives depend greatly on fuel price, vessel load, and vessel parameters. The operator should speed up the vessel if he/she wants to make more profit or if the scenario is favorable for profit making; e.g., low fuel price and high vessel load (LFHL). Large vessels should pursue more profit under LFHL conditions, without having to sail further outside the ECA. But this rule does not apply to small vessels. In addition, the operator should slow down the vessel inside the ECA and sail further, outside the ECA, with the growth in the price spread between marine gas oil (MGO) and heavy fuel oil (HFO), especially at a low HFO price. The research findings help operators to design operational measures that best suit the limit on sulfur content in fuel and the situation of the shipping market.