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The requirements of the maritime profession to the physical and mental health of the sailing personnel are numerous. Subjected to a number of extreme conditions meteorological, climatic, sociopsychological seafarers need to be physically and mentally healthy, on this depends the success of sailing as well as their personal safety. It has been proven by numerous studies that the causes of major maritime accidents are caused by human error, which again draws the focus on the seafarer's personality, his physical and mental endurance. For the first time, a Scientific Research Vessel with a military crew performed a mission to secure the Bulgarian base at Linvingston Island, Antarctica. The voyage is long, mentally and physically taxing, so determining the current health and psychological status of each of the crew prior to departure and upon return from the voyage is of great importance. This allows at an individual and group level to track the changes that have occurred in each individual's body and psyche. This paper presents a mechanism to assess the health status of ship's crew participating in transoceanic voyages. Biological, anthropometric and psychological studies are conducted to provide a real and complete assessment of the physiological and psychological state of each crew member. The examinations are carried out before and after sailing in order to follow the changes (physiological, anthropometric and psychological) occurred in the seafarers under the influence of the extreme conditions of life and activity. [ABSTRACT FROM AUTHOR]

Sleep and its quality are vital for the normal functioning of the human body. Ship crews are exposed to a range of occupational, social and climatic stressors that adversely affect sleep quality. It is one of the leading indicators of possible health, psychological or emotional problems. The Sleep Quality Questionnaire (PSQI) enables the subject to make a subjective assessment of the factors affecting their sleep and its quality in general. This questionnaire is being applied in Bulgaria for the first time. Volunteers from the ship's crew of the Scientific Research Ship "St. Cyril and Methodius" participating in the first voyage to Antarctica were studied. Unique opportunity to track sleep changes occurring under the influence of extreme conditions. The results obtained show that the questionnaire takes into account the changes that occurred in the crew's sleep quality during the voyage. The data obtained from the pre-departure and post-return questionnaires are compared. Statistical analyses using Wilcoxon's test revealed statistically significant differences between the two groups of data. Statistically significant correlations were observed between the level of anxiety and depression measured by Tsung's test and certain statements from the Sleep Assessment Questionnaire. This provides a rationale for proposing the current instrument for application in the maritime industry. [ABSTRACT FROM AUTHOR]

In inland waterways, waves generated by passing boats cause the movement of riprap used for bank protection and stabilization. Previous studies have mainly concerned the natural channel erosion problem caused by wind-generated waves and neglected the research and findings on shipping behavior. This work presents a coupling of the computational fluid dynamics model and the discrete element method. The aim is to first study the interactions between ship waves in the confined channel and the movements of the riprap of the banks and shorelines and second to analyze the stability of these armourstones under the actions of various ship velocities and draught depths. These varying conditions exert influence on the ship-induced waves, the crucial point being the drawdown amplitude, and consequently create more intense flow behavior in the near-shore region, which results in instability and destruction of the overall structure of the armor protection layer. The higher ship velocity and the larger draught depth lead to the aggravation of instability processes of the blocs composing the protective layer. There is a critical phenomenon in the influence mechanism of vessel velocity, whereas the variation process induced by draught depth is relatively linear. In addition, the stability of the blocs also depends on their shapes, sizes, and the initial positions within the protective layer. This study could contribute to the high-quality development of inland navigation. [ABSTRACT FROM AUTHOR]

This paper aims to systematically review and analyze the literature on green shipping, focusing on research trends, key areas, and future directions. A bibliometric analysis is conducted on 1339 articles published between 2000 and 2023, using data from the SCI-EXPANDED and SSCI core collections on the Web of Science platform. Co-occurrence analyses are performed for authors, countries, institutions, and keywords. The analysis reveals exponential growth in green shipping research over the past decade, with a significant increase since 2019. China leads in publication output and international collaboration. Key research areas identified include sustainable development, green energy, green ports, and green supply chain management. Green shipping research is rapidly expanding, emphasizing sustainable practices and technological advancements. Future research is expected to integrate artificial intelligence, big data analytics, and other advanced technologies to further promote sustainability. Strengthening international cooperation and interdisciplinary integration will be crucial for advancing the global green shipping agenda. [ABSTRACT FROM AUTHOR]

During the 2017 summertime Arctic cruise observation campaigns, we measured over 290,000 individual submicron particles and clustered them into two inorganic classes (dominated by sea salt, accounting for 38.6% by number fraction) and five organic classes (dominated by natural and anthropogenic organics, 61.4%), presenting a distinct difference in geographic distribution. In the high Arctic and marginal ice zone (81.1–84.6°N) compared with the low Arctic (Chukchi Sea, Svalbard, and Iceland, <80°N), ocean‐derived organic aerosols were more prevalent (73.6% vs. 37.1%). Specifically, we found sharp contrasts in the geographic distributions of OC‐Ca (organics internally mixed with calcium, 29.0% vs. 9.4%) and OC‐S (organics internally mixed with sulfate, 3.2% vs. 21.4%). Utilizing an explainable machine learning technique, we inferred that OC‐Ca was driven by wind‐blown sea ice and/or sea ice floes and/or bubble bursting within sea ice leads under low wind speed conditions in the high Arctic, while OC‐S tended to associate with elemental carbon, sulfate, and higher temperatures, potentially originating from combustion emissions at low latitude regions. Plain Language Summary: Knowledge of the mixing state of individual particles is essential for elucidating their sources, formation mechanisms, atmospheric processes, and assessing their climate effect in the Arctic atmosphere. Here, we investigated the origins and geographic distribution of organic aerosol types using a single‐particle aerosol mass spectrometer during the 8th Chinese Arctic Expedition Research Cruise (Chinese Research Vessel Xuelong) in the summertime over the Arctic Ocean. According to the mixing state, individual organic particles were classified into several ocean‐derived and anthropogenic types. Ocean‐derived types were prevalent in the high Arctic compared with that of anthropogenic type in the low Arctic, and their driven factors were different. Specifically, sea ice fraction was the most important driver for the generation of ocean‐derived OC‐Ca (an aerosol type of organics internally mixed with calcium). OC‐S (an aerosol type of organics internally mixed with sulfate) substantially increased in the low Arctic, most probably driven by combustion sources. Key Points: Submicron organic aerosol types show distinct geographic distributions in the summertime ArcticHigher number fraction of ocean‐derived submicron organic aerosols is observed in the high Arctic than the low ArcticThe proportion of sea ice coverage is a determining factor contributing to the spatial variability of OC‐Ca number fractions. [ABSTRACT FROM AUTHOR]

Global shipping contributes (2.8%) to greenhouse gas emissions and needs to find future fuels which will allow the International Maritime organisation's 2050 net zero targets to be met. There is much uncertainty as to which fuels should be used between hydrogen, ammonia or methanol as future costs are uncertain. We propose and evaluate a Wind-to-Wake ratio that provides an objective measure based on the amount of renewable energy required to propel a ship. Time domain voyage energy demand profiles are used to simulate the fuel used and emissions for a cruise ship, a research survey vessel, a container ship and a large multi-fuel Liquefied Natural Gas carrier. Alternative ship power systems are investigated using various carbon-based fuels, ammonia and hydrogen either using conventional engines or fuel cells. For all voyage and fuel scenarios the combination of hydrogen and fuel cells uses 30% less renewable energy than ammonia and 26% less than methanol. Hydrogen only emits steam whereas the other fuel scenarios still emit significant amounts of greenhouse gasses. [Display omitted] • Wind to wake ratio provides an objective measure for comparing future fuels • Time-domain energy demand allows for 4 vessel types and 12 power systems. • Quantitative comparison of methanol, ammonia and hydrogen as future marine fuels. • Hydrogen through fuel cells requires the least amount of renewable energy investment. • Methanol and ammonia combustion scenarios yield a carbon footprint and other air emissions. [ABSTRACT FROM AUTHOR]

This paper presents the open-source Python software OSADCP developed for the processing of vessel-mounted Acoustic Doppler Current Profiler (VMADCP) data. At this stage, the toolbox is designed for processing VMADCP measurements from open-ocean applications of Teledyne RDI Ocean Surveyor ADCPs and the data acquisition software VMDAS. Based on the VMDAS ENX binary output format, the software contains implementations for cleaning and vector-averaging of single-ping velocity data, verification of the position data, and applying misalignment and amplitude corrections. The procedures of OSADCP are described in detail to encourage the scientific community to use it for their own purposes. The toolbox is an integral part of a workflow implemented on the German marine research vessels in the framework of the Underway Research Data project of the German Marine Research Alliance (DAM). It aims to ensure standardized data acquisition measures, reliable data transfer from the ADCP to shore both near-real-time and in delayed-mode, processing and quality control, and dissemination of the curated data product in the data repository PANGAEA. From PANGAEA, data sets are forwarded to the European marine data hubs Copernicus Marine Service and EMODnet. The workflow that forms the framework for OSADCP is described here as an example of scientific data management that follows the FAIR data guidelines. [ABSTRACT FROM AUTHOR]

Accurate knowledge of the amount of diurnal warming present in sea surface temperature (SST) observations at different times and effective depths is important for multiple applications including the production of blended SST analyses. This work explores the ability of a modified Kantha‐Clayson‐type one‐dimensional mixed layer ocean model with wave effects to accurately simulate the observed diurnal warming amplitude over a global grid when forced with coarse resolution numerical weather prediction (NWP) outputs. The sensitivity of the modeled diurnal amplitudes to multiple adjustable parameters and model configurations is evaluated to determine whether a preferred configuration can be identified that yields reliable predictions. The accuracy of the predictions is determined through comparison against estimates from operational SST retrievals from geostationary satellites. The results show that a single configuration can yield predictions that reproduce the observed range of diurnal warming amplitudes across a range of seasons and locations and an accurate occurrence frequency of the largest amplitude events. Simulated amplitudes fall along the one‐to‐one line with observations but with significant scatter due to factors including positioning of the NWP fluxes. The identified configuration is also shown to favorably reproduce diurnal warming observations from multiple research cruises. Overall uncertainty of the simulated diurnal warming amplitude across the different tests ranges between 0.4 K for all observations to ∼1 K for the largest warming events. While the focus is not on model comparisons, the results show improved performance relative to other models. Use of the model appears warranted but the associated uncertainty must be considered. Plain Language Summary: Production of accurate maps of the daily sea surface temperature require observations to be adjusted for differing amounts of warming from the sun during the day. Different configurations of a model for this warming at the ocean surface are tested to see if the model can match the warming seen in satellite data when given outputs from weather forecast models. One configuration is found that gives good predictions of the range of observed warming amounts and the frequency with which they occur in different regions and seasons, but predictions at specific locations still show differences with the observed values. This same version of the model is also able to reasonably reproduce observations of the warming from research ships and performs better than some other available models. The results suggest that this new model can be successfully used to improve SST products but that users must understand the uncertainty remaining in the predictions. Key Points: A preferred configuration of a mixed‐layer ocean model is found to predict diurnal warming from global numerical weather prediction outputThe predictions reproduce the observed range and distribution of diurnal warming from geostationary satellites but with notable scatterThe same configuration also favorably reproduces observations from research cruises and outperforms other models [ABSTRACT FROM AUTHOR]

The vast distribution, abundant reserves, and high combustion utilization rate of natural gas hydrate make it an appealing alternative energy source. Nevertheless, the special physical and mechanical properties of the hydrate production test area in the South China Sea have led to frequent geological disasters, requiring monitoring and early warning of potential geohazards. To facilitate this process, a model was established to determine the relationship between sediment resistivity and physical properties in this area. However, there is currently no suitable sediment resistivity inversion model for this region. We obtained an 8 m-long core sediment sample from the hydrate production test area in the South China Sea using a core sediment sampler aboard the research vessel "Marine Geology 6". Indoor geotechnical tests were conducted to determine the vertical variation characteristics of the sediment, and indoor resistivity tests were performed to obtain its resistivity vertical variation. Using empirical power function formulae, we established a relationship model between resistivity and physical properties, which we then compared with relevant data from nearby sea areas. This model lays the foundation for using in situ resistivity to invert the dynamic changes of sediment physical properties and promote the development of deep-sea engineering geology. [ABSTRACT FROM AUTHOR]

The South Scotia Ridge, in the Atlantic sector of the Southern Ocean, is a key region for water mass modification. It is the location of the Weddell‐Scotia Confluence, an area of reduced stratification which separates the Weddell Gyre to the south and the Antarctic Circumpolar Current to the north, and which receives input of shelf waters from the tip of the Antarctic Peninsula. To elucidate the transformations over the ridge, we focus on one of its largest seamounts, Discovery Bank, which has previously been observed as hosting a stratified Taylor column that retains water for months to years, during which time water masses are entrained from north and south of the Weddell Front and steadily mixed. Data from ship‐deployed sensors and autonomous platforms are analyzed to quantify and understand the diapycnal mixing, heat fluxes and water mass transformations over the bank. Ocean glider and free‐profiling drifting float data show that the mid‐depth temperature maximum of the Circumpolar Deep Water (CDW) is eroded between the northern and southern sides of the bank, while diapycnal diffusivity is enhanced by up to an order‐of‐magnitude over its steeply sloping portions. This is accompanied by heat fluxes from the CDW layer being increased by up to a factor of six, which may contribute to a reduction in mid‐depth stratification. Tidal model analysis shows that the southern side of the bank hosts strong barotropic to baroclinic energy conversion (>150 N m−2), emphasizing the role of internal tides in modulating water mass transformations in the Confluence. Plain Language Summary: The Weddell‐Scotia Confluence region, in the South Atlantic sector of the Southern Ocean, is a zone where ocean waters from the Antarctic Circumpolar Current to the north, the Weddell Sea to the south, and the Antarctic Peninsula to the west, come together and interact. In this paper, observations from a research ship, an autonomous underwater glider, and free‐drifting ocean floats are used to characterize the mixing between these different sources of water, and to understand what impact this mixing has on the downstream vertical structure of the water column. The results show that an anticlockwise circulation of waters occurs around a large underwater seamount in the region, causing the waters there to be trapped for months to years. In addition, interaction with the steeply sloping undersea topography generates particularly strong mixing between these different waters through the action of tides, which helps to sustain the characteristic low vertical density gradients present in the region. These processes have important implications for both the movement of mid‐depth waters south into the circulation of the Weddell Sea, and likely also for the supply of nutrients to the productive surface layer of the ocean. Key Points: New observations reveal enhanced mixing rates and mid‐depth heat fluxes over one of the largest seamounts of the South Scotia RidgeThis enhanced mixing may help to sustain the mid‐depth stratification minimum found in the Weddell Scotia ConfluenceResults from a tidal model show high rates of barotropic to baroclinic tidal energy conversion over steeply sloping parts of the bank [ABSTRACT FROM AUTHOR]

Computer vision (CV) techniques have been widely studied and applied in the shipping industry and maritime research. The existing literature has primarily focused on enhancing image recognition accuracy and precision for water surface targets by refining CV models themselves. This paper introduces innovative methods to further improve the accuracy of detection and recognition using CV models, including using ensemble learning and integrating shipping domain knowledge. Additionally, we present a novel application of CV techniques in the maritime domain, expanding the research perspective beyond the traditional focus on the accurate detection and recognition of water surface targets. Specifically, a novel solution integrating a CV model and the transfer learning method is proposed in this paper to address the challenge of relatively low-speed and high-charge internet services on ocean-going vessels, aiming to improve the online video viewing experience while conserving network resources. This paper is of importance for advancing further research and application of CV techniques in the shipping industry. [ABSTRACT FROM AUTHOR]

In recent years, the role of the atmosphere in the formation of the chemical composition of water in Lake Baikal and its tributaries has been increasing. In this regard, the study of equivalent black carbon (eBC) in the air above the lake and its coast has an important practical application. This paper presents the results of the mass concentration of eBC and submicron aerosol in the air above the water area of Lake Baikal, which were obtained during expeditions onboard research vessels in the summer of 2019 and 2023. We analyzed the data from the coastal monitoring station Listvyanka. To measure eBC, an MDA-02 aethalometer was used in the water area of the lake, and a BAC-10 aethalometer at the Listvyanka station. The background level of the eBC concentration in the air at different areas of the lake ranged between 0.15 and 0.3 µg m−3. The results of the two expeditions revealed the influence of the coastal settlements and the air mass transport along the valleys of the lake's large tributaries on the five- to twentyfold growth of the eBC concentration in the near-water atmosphere. In the diurnal dynamics of eBC near settlements, we recorded high values in the evening and at night. In background areas, the diurnal dynamics were poorly manifested. In the summer of 2019, there were smoke plumes in the water area of Lake Baikal from distant wildfires and a local fire site on the east coast of the lake. The eBC concentration increased to 5–6 µg m−3, which was 10 to 40 times higher than the background. The long-range transport of plumes from coal-fired thermal power plants in large cities of the region made the major contribution to the eBC concentration at «Listvyanka» in winter, which data on aerosol, gas impurities, and meteorological parameters confirmed. [ABSTRACT FROM AUTHOR]

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Quantification of the diffusive methane fluxes between the coastal ocean and atmosphere is important to constrain the atmospheric methane budget. The determination of the fluxes in coastal waters is characterized by a high level of uncertainty. To improve the accuracy of the estimation of coastal methane fluxes, high temporal and spatial sampling frequencies of dissolved methane in seawater are required, as well as the quantification of atmospheric methane concentrations, wind speed and wind direction above the ocean. In most cases, these atmospheric data are obtained from land-based atmospheric and meteorological monitoring stations in the vicinity of the coastal ocean methane observations. In this study, we measured wind speed, wind direction and atmospheric methane directly on board three research vessels in the southern North Sea and compared the local and remote atmospheric and meteorological measurements on the quality of the flux data. In addition, we assessed the source of the atmospheric methane measured in the study area in the German Bight using air mass back-trajectory assessments. The choice of the wind speed data source had a strong impact on the flux calculations. Fluxes based on wind data from nearby weather stations amounted to only 58 ± 34 % of values based on in situ data. Using in situ data, we calculated an average diffusive methane sea-to-air flux of 221 ± 351 µ mol m -2 d -1 (n = 941) and 159 ± 444 µ mol m -2 d -1 (n = 3028) for our study area in September 2019 and 2020, respectively. The area-weighted diffusive flux for the entire area of Helgoland Bay (3.78 × 10 9 m 2) was 836 ± 97 and 600 ± 111 kmol d -1 for September 2019 and 2020, respectively. Using the median value of the diffusive fluxes for these extrapolations resulted in much lower values compared to area-weighted extrapolations or mean-based extrapolations. In general, at high wind speeds, the surface water turbulence is enhanced, and the diffusive flux increases. However, this enhanced methane input is quickly diluted within the air mass. Hence, a significant correlation between the methane flux and the atmospheric concentration was observed only at wind speeds < 5 m s -1. The atmospheric methane concentration was mainly influenced by the wind direction, i.e., the origin of the transported air mass. Air masses coming from industrial regions resulted in elevated atmospheric methane concentrations, while air masses coming from the North Sea transported reduced methane levels. With our detailed study on the spatial distribution of methane fluxes we were able to provide a detailed and more realistic estimation of coastal methane fluxes. [ABSTRACT FROM AUTHOR]

Maritime transport is crucial for global trade, as over 80% of goods are transported by sea. Recent conflicts have exposed the vulnerability of shipping routes to disruptions. Therefore, devising an optimal plan for naval escort operations is critical to ensure that ships are safely escorted. This study addresses the naval escort operation problem by constructing a mixed-integer programming model that integrates escort scheduling of the warship with the speed optimization of liner ships, aiming to minimize overall cargo delay and fuel consumption costs while ensuring the protection of all ships. The results indicate that as the number of container ships increases, ships wait longer before departure with the warship, leading to a higher average delay cost per ship. For instances with a single ship type, ships have similar sailing speeds on different legs. The proposed model balances cargo delivery timeliness with carbon emission reduction, enhancing economic viability and environmental sustainability in crisis-prone maritime scenarios. Future research should explore real-time data integration and adaptive strategies to improve naval escort operations' robustness and responsiveness. [ABSTRACT FROM AUTHOR]

With the growth of global trade, port shipping is becoming more and more important. In this paper, an analysis of a ship's inbound and outbound track characteristics is conducted using the OD–Hausdorff distance. The accuracy and efficiency of trajectory data analysis have been enhanced through clustering analysis. Trajectories are arranged in a time sequence, and representative port segments are selected. An improved OD–Hausdorff distance method is employed to capture the dynamic characteristics of a ship's movements, such as speed and heading. Additionally, the DBSCAN algorithm is utilized for clustering, allowing for the processing of multidimensional AIS data. Data cleaning and preprocessing have ensured the reliability of the AIS data, and the Douglas–Peucker algorithm is used for trajectory simplification. Significant improvements in the accuracy and efficiency of trajectory clustering have been observed. Therefore, the main channel of the Guan River and the right side of Yanwei Port are usually followed by ships greater than 60 m in length, with a lateral Relative Mean Deviation (RMD) of 7.06%. Vessels shorter than 60 m have been shown to have greater path variability, with a lateral RMD of 7.94%. Additionally, a crossing pattern at Xiangshui Port is exhibited by ships shorter than 60 m due to the extension of berths and their positions at turns. Enhanced clustering accuracy has provided more precise trajectory patterns, which aids in better channel management. [ABSTRACT FROM AUTHOR]

There has been significant interest in the research field of ship automatic navigation, particularly in the area of autonomous berthing. To address the key challenges of path planning and control during ship berthing, we propose an enhanced Linear−Quadratic Regulator (LQR) control approach, reinforced by the Covariance Matrix Adaptation Evolution Strategy (CMA−ES), along with an adaptive berthing strategy decision model. This integrated framework encompasses ship motion control, path planning, and berthing strategy selection to facilitate adaptive and autonomous ship berthing. Initially, a dynamic mathematical model of ship motion is established, taking into account wind and current interference effects. Subsequently, an adaptive environment−aware berthing strategy model is introduced to enable automatic selection of berthing strategies based on spatial relationships between environmental factors and the berth. By utilizing the refined LQR method, autonomous motion control for ship berthing is achieved. To validate the effectiveness of our controller, comprehensive simulation analyses are conducted under varying operating conditions to encompass crucial factors such as large drift angle characteristics of ships, shallow water effects, and bank effects across seven diverse working conditions. The simulation results underscore the robustness of our proposed method in responding to environmental interference while demonstrating its capability to select appropriate berthing strategies based on varying operational scenarios. [ABSTRACT FROM AUTHOR]

Shallow water Antarctic marine macroepifaunal assemblages live in one of the most naturally disturbed marine environments due to the impact of icebergs scouring the seafloor. They are, however, amongst the least anthropogenically impacted assemblages and are afforded protection under the Antarctic Treaty system. When the British Antarctic Survey's Rothera Research Station wharf needed extending to accommodate the newly constructed UK polar research vessel, the RRS Sir David Attenborough, a Comprehensive Environmental Evaluation (CEE) was conducted to assess the impact. The macroepifaunal likely to be impacted by the construction was surveyed through ROV videos of five transects, centered on the middle of the construction zone, from 10-100 m deep. A pre-construction survey was completed in March 2017, as part of the CEE impact assessment, and a post-build survey in 2022 (delayed from 2021, and reduced in scope, due to the COVID-19 pandemic). Sedimentation rates were also measured before and during construction and were high during the second summer when the wharf pilings were being back filled with crushed rock. The measured differences between pre- and post-construction assemblages were minor and were not reflected in the overall number of taxa (operational taxonomic units - OTU), or diversity, but there were subtle shifts in species composition. The largest differences in the macroepifauna were a reduction in the number of the common urchin, Sterechinus neumayeri, and seastar, Odontaster validus, and were within expected variability. The small changes detected in the macroepifauna indicate it was minimally impacted and/or recovered in the subsequent two years, therefore during wharf construction the accompanying mitigation measures were robust. [ABSTRACT FROM AUTHOR]

Growing environmental concerns have prompted the shipping industry to adopt stringent measures to address greenhouse gas emissions, with fuel-powered ships being the primary source of such emissions. Additionally, alternative forms of ship propulsion, such as internal combustion engine hybridization, low-carbon fuels, and zero-carbon fuels, face significant challenges either in terms of cost or emission-reduction capability at present. In order to decarbonize navigation, countries are focusing the maritime industry's transition towards low-carbon alternatives on transforming energy consumption, with widespread attention on the electrification of ships. Therefore, this paper provides a comprehensive review of the feasibility of fully electrifying ships, covering aspects such as technological prospects, economic viability, and emission-reduction capabilities. Firstly, the current state of research on ship electrification technology is summarized; the applicability of different battery types to electric ship technology is compared. Subsequently, the economic viability and emission-reduction capabilities of five different electric ship lifecycles are discussed separately. The results indicate that ship electrification is a key pathway to achieving zero-emission shipping, with lithium-ion batteries being the most suitable battery technology for maritime use currently. Short-to-medium-range electric ship types have demonstrated economic advantages over traditional diesel ships. As battery costs continue to decline and energy density keeps improving, the economic feasibility of ship electrification is expected to expand. [ABSTRACT FROM AUTHOR]

Scene graphs can enhance the understanding capability of intelligent ships in navigation scenes. However, the complex entity relationships and the presence of significant noise in contextual information within navigation scenes pose challenges for navigation scene graph generation (NSGG). To address these issues, this paper proposes a novel NSGG network named SGK-Net. This network comprises three innovative modules. The Semantic-Guided Multimodal Fusion (SGMF) module utilizes prior information on relationship semantics to fuse multimodal information and construct relationship features, thereby elucidating the relationships between entities and reducing semantic ambiguity caused by complex relationships. The Graph Structure Learning-based Structure Evolution (GSLSE) module, based on graph structure learning, reduces redundancy in relationship features and optimizes the computational complexity in subsequent contextual message passing. The Key Entity Message Passing (KEMP) module takes full advantage of contextual information to refine relationship features, thereby reducing noise interference from non-key nodes. Furthermore, this paper constructs the first Ship Navigation Scene Graph Simulation dataset, named SNSG-Sim, which provides a foundational dataset for the research on ship navigation SGG. Experimental results on the SNSG-sim dataset demonstrate that our method achieves an improvement of 8.31% (R@50) in the PredCls task and 7.94% (R@50) in the SGCls task compared to the baseline method, validating the effectiveness of our method in navigation scene graph generation. [ABSTRACT FROM AUTHOR]

To investigate the energy storage capabilities of species in Northwest Pacific Ocean, this study utilized fish and squid as case study, and the samples were collected by "Songhang" distant water fishery research vessel. The technique of tissue energy density determination was applied to measure the energy density of soma tissue of fish and squid, and the mixed-effects models were used to analyze the effective relationships between soma tissue energy density and marine environmental variables. The results showed that the soma tissue energy density of fish was greater than that of squid, with tissue energy density measured at (23.50±2.80) kJ/g for fish and (19.67±1.16) kJ/g for squid. Among the fish, Ceratoscopelus townsendi had the highest soma tissue energy density, with a mean value of (28.75±0.96) kJ/g, while Hyperoglyphe japonicus had the lowest soma tissue energy density, at (20.37±1.04) kJ/g. Regarding the squids, the highest soma tissue energy density was found in Eucleoteuthis luminosa [(20.07±0.39) kJ/g], and the lowest density was in Onychoteuthis borealijaponicus [(18.42±0.22) kJ/g]. Both fish and squid in higher latitude areas exhibited higher energy density in their soma tissues, which was significantly correlated with the interaction of latitude x longitude. In addition, they had greater soma tissue energy density in areas where the sea surface height was 0 m, and showed an increase trend when the net primary production was larger than 12 mg/(m³⋅d). However, their soma tissue energy density decreased with increasing sea surface temperature. This study indicates that there is latitudinal trend in the distribution of soma tissue energy density of fish and squid in Northwest Pacific Ocean, where the sea surface height, sea surface temperature and net primary production have significant effects on the energy accumulation per unit of soma tissue of fish and squid. The study puts forward our understanding of the environmental adaptability of marine species, and warrants future research on the marine ecosystem stability in Northwest Pacific Ocean. [ABSTRACT FROM AUTHOR]

The tsunami disaster in Palu, Indonesia, on September 28, 2018, caused many casualties and damage along Palu Bay, Indonesia. Prior to the tsunami, an earthquake was recorded 25 km northeast of Donggala. The analysis suggests that the tsunami was triggered by a landslide beneath the waters of Palu Bay. The investigation then focused on the earthquake’s impact on the tsunami. This study conducts simulations to discern the dominant causes of tsunamis, comparing the effects of landslides with earthquakes. Three distinct tsunami sources were identified: earthquake-only (T-E), earthquake and submarine landslide (T-EL), and submarine landslide-only (TL). Interpretation of tsunami source parameters for underwater landslides is carried out accurately. A nesting grid numerical method was employed to increase resolution and accuracy in the simulations. This study accurately interprets tsunami source parameters using data from the Bathymetry National Data-Geospatial Information Agency (185 m resolution) and the field survey data from Baruna Jaya IV-BPPT Research Vessel Indonesia (25 m resolution), thereby contributing to the creation of a tsunami inundation model map. This map serves to inform preparedness efforts and guide recommendations for infrastructure development in the Palu Bay area. The tsunami inundation model map is verified with field data and estimated using tide gauge monitoring data. The characteristics of the tsunami waves on September 28, 2018, reflect a T-EL-type tsunami source, while the T-L type source produces tsunami waves with longer periods compared to earthquake-generated tsunamis (T-EL). The T-E type, located on land, had minimal influence in causing the tsunami, despite the destructive potential of the shallow-depth M7.5 earthquake. [ABSTRACT FROM AUTHOR]

This review investigates the ship emission measurements using multirotor unmanned aerial vehicles (UAVs). The monitoring of emissions from shipping is a priority globally, because of the necessity to reduce air pollution and greenhouse gas emissions. Moreover, there is widespread global effort to extensively measure vessel fuel sulfur content (FSC). The majority of studies indicate that more commonly used methods for measuring ship emission with UAVs is the sniffing method. Most of the research is concerned with determining the fuel sulfur content. Fuel sulfur content can be determined by the ratio of CO2 and SO2 concentration in the exhaust gas plume. For CO2, the non-dispersive infrared (NDIR) method is used, the most common measuring range reaches 0–2000 ppm, the overall measuring range 0–10,000 ppm, and detection accuracy is ±5–300 ppm. For SO2, the electrochemical (EC) method is used, the measuring range reaches 0–100 ppm, and the detection accuracy is ±5 ppm. Common UAV characteristics, used in measurement with ships, involve the following: 8–10 m/s of wind resistance, 5–6 kg maximum payload, and a flight distance ranging from 5 to 10 km. This can change in the near future, since a variety of emission measuring devices that can be mounted on UAVs are available on the market. The range of available elements differs from device to device, but available ranges are allowed and the accuracy provides good possibilities for wider research into ship emissions. [ABSTRACT FROM AUTHOR]

Autonomous berthing technology is a crucial engineering control problem within the ship intelligence system, encompassing a series of complex operations and technologies. Firstly, this paper analyses the research on autonomous berthing technology from a bibliometric point of view in order to obtain an overview of its past and present development and to outline the importance of this technology. Secondly, a literature review is conducted on each of the four aspects of autonomous berthing technology, namely sensing technology, berthing type, control method, and evaluation method, which can help to quickly understand the main aspects of this technology. Thirdly, the ship-assisting technologies needed to achieve autonomous berthing are discussed and analysed from six aspects: dynamic collision avoidance, path planning, path tracking, heading control, tug assistance, and shore-based systems. Finally, the challenges faced by the ship autonomous berthing technology on the way of development are summarised, and future development is projected. This paper aims to provide a more comprehensive perspective for analysing and researching ship autonomous berthing technology. [ABSTRACT FROM AUTHOR]

To reduce the ship trajectory control difficulty, a ship trajectory control method based on active disturbance rejection control and radial basis function neural network is designed. Firstly, a separated model structure is proposed to model the ship's navigation system, followed by the introduction of active disturbance rejection control technology to control the ship's trajectory, and the fusion of radial basis function to improve the parameter adjustment effect. It was found that on the AIS and MSSIS datasets when the system was iterated 25 and 22 times, respectively, the fitness values of the research method were as high as 99.46 and 99.51. In addition, when the accuracy of all algorithms was 0.900, the recall rate of the research method was significantly the highest, at 0.752. When the recall rate was 0.900, the accuracy of the research method was significantly the highest, reaching 0.869. In practical applications, when there was no external interference, the heading was a square wave signal, and when the time reached 90.11, the proposed method operated with a small difference between the planned heading and the actual heading. In addition, it was found that the control effect of the research method on ship operation remains highly stable when external interference is added during ship operation. The above results indicate that the designed method has significant advantages in ship trajectory control tasks and can effectively enhance the navigation safety and stability of ships. [ABSTRACT FROM AUTHOR]

Upper ocean fronts are dynamically active features of the global ocean playing a key role in the air‐sea exchanges of properties and their transport in the ocean interior. With scales ranging from the submesoscale (0.1–10 km) to the mesoscale (10–100s km) and a temporal variability from hours to months, collecting in situ observations of these structures is challenging and this has limited our understanding of their associated processes and impacts. During the EUREC4A‐OA/ATOMIC field experiment, which took place in the northwest tropical Atlantic in January–February 2020, a large number of uncrewed platforms, including five Saildrones, were deployed to provide a detailed picture of the upper‐ocean fine‐scale variability. This region is strongly influenced by the outflow of the Amazon River, even in winter, which is the minimum outflow season. Here, the generation of fine‐scale horizontal thermohaline gradients is driven by the stirring of this freshwater river input by large anticyclonic eddies, the so‐called North Brazil Current Rings. Vertical shear estimates using the Saildrones ADCP show that partial temperature compensation occurs along restratifying submesoscale salinity‐dominated fronts. The distribution of surface along‐track gradients, as sampled by different horizontal length‐scales, reveals the prevalence of submesoscale fronts. This is supported by a flattening of the spectral slopes of surface density at the submesoscale. This study emphasizes the need to resolve the upper ocean at high spatial resolution to understand its impact on the broader circulation and to properly represent air‐sea interactions. Plain Language Summary: Oceanic eddies and filaments that range between 10 and 100 km in size can be identified in the study region of the northwestern tropical Atlantic using ocean color as viewed from space (a proxy for chlorophyll‐a). The ocean color maps show that these eddies and filaments are associated with the detachment from the shelf of a freshwater Amazon plume and its interaction with the larger oceanic motions O $\mathcal{O}$(100 km). Field observations from different measurements acquired from research vessels and five uncrewed surface vehicles (USVs) reveal the prevalence and scale of upper ocean fronts, whose magnitude results from the combined effect of temperature and salinity. The Amazon freshwater plume is key to the formation of strong salinity‐driven density fronts. However, when looking at O $\mathcal{O}$(1 km) scales, we detect horizontal temperature variations along slumping fronts that partially counteract the effect of salinity. This leads to a damping of the lateral density fronts. This study contributes to the development of a detailed picture of the ocean fine scales, which is necessary to improve our understanding of air‐sea interactions over frontal regions. Key Points: Vertical shear sections from the Saildrone ADCP data reveal that temperature compensation develops along restratifying submesoscale frontsTemperature and salinity spectra show an increased temperature contribution to salinity‐dominated fronts at the submesoscaleA flattening of the density spectra from ~−3 to ~−2 at the submesoscale (1–10 km) is observed in the Boulevard des Tourbillons [ABSTRACT FROM AUTHOR]

High-resolution bathymetry provides critical information to marine geoscientists. Bathymetric big data help characterise the seafloor and its benthic habitats, understand sedimentary records, and support the development of offshore engineering infrastructures. From September 27th to October 20th, 2022, the new CNR Research Vessel GAIA BLU explored the seafloor of the Naples and Pozzuoli Gulfs, and the Amalfi coastal area (Tyrrhenian Sea, Italy) from 50 to more than 2000 m water depth, acquiring about 5000 km2 of multi beam echosounder data. This area is particularly vulnerable to abrupt changes driven by the dynamics of several volcanic complexes, active in the area, and by human-induced impacts reflecting the proximity to the highly populated and touristic coastal area of Naples and nearby famous islands. For these reasons, the seafloor of the area needs to be known and constantly monitored. The digital bathymetric data previously available are restricted to the shallow highly dynamic area of the Gulf of Naples and appear fragmented as they were acquired in successive years, with different goals thereby using a variety of devices, with markedly different spatial resolutions. In this paper, we present bathymetric maps of the Gulf of Naples and adjacent slope basins at unprecedented resolution using three state-of-the-art multi beam echosounders. These high-resolution data highlight the technological advances of geophysical surveys achieved over the last 20 years and contribute to assessing the most dynamic areas where changes in the seafloor over time can be quantified. The new digital multi-resolution bathymetric products are openly accessible via Marine Geosciences Data System MGDS (refer to section Data Availability, Table 8, for datasets and products DOIs), perfectly matching the FAIR (Findable, Accessible, Interoperable and Reusable) and Open Science Principles. [ABSTRACT FROM AUTHOR]

Ensuring the safety of Arctic shipping and preserving the Arctic ecological environment are emerging as key challenges in the shipping sector. Ship collisions and getting trapped in ice are frequently occurring under dynamic ice conditions due to the Arctic environment, making research on ship navigation in Arctic routes significant. Leveraging ship networking technology, we developed an intelligent microscopic model which considered factors such as the future motion trends of multi-ships in front and the influence of pack ice, and carried out a stability analysis of the model utilizing linear and nonlinear methods. Additionally, the accuracy of the theoretical results was further validated through simulation experiments with diverse scenarios. The conclusions manifest that the model can magnify the anti-disturbance ability of traffic flow. Additionally, the problem of energy consumption due to ship speed is explored, and it is determined that the model has a positive intention in reducing speed fluctuations and ship energy consumption. This paper highlights the potential of intelligent microscopic models in studying the safety and sustainability of Arctic shipping routes, providing targeted initiatives to improve safety, efficiency, and sustainability in Arctic shipping. [ABSTRACT FROM AUTHOR]

Compass errors can be regarded as a deviation of the vessel from the expected heading. Gyrocompass errors are randomly oscillating in nature, and it is difficult to describe the behaviour of a gyrocompass sufficiently accurately using mathematical relationships. Fibre-optic gyroscopes have no mechanical components, so the variability in their indications has a different nature; the computational processes and inertial sensors used cause certain types of errors. Thus far, compass studies have focused on presenting absolute errors in the time domain. However, compasses exhibit specific characteristics in the frequency domain that affect the amplitude of their deviation. This leads to the issue of identifying the oscillatory spectrum of errors in the operation of such compasses, and how this spectrum is impacted by the dynamic movement of the vessel. We attempt to assess this phenomenon by means of measurements taken on board the training and research vessel M/S NAWIGATOR XXI. The application of a fast Fourier transform allows for calculation of the absolute compass errors in the frequency domain, meaning that the frequency of occurrence of errors can be observed as noise against the background of the useful signal. Our results confirm the value of applying a finite impulse response filter, which is used to filter out noise in the form of absolute compass errors from the useful signal background. The convolution function proposed here considerably extends the possibilities for analysing the signal spectrum in the frequency domain when testing for the accuracy of compass device indications, and enables the elimination of random errors with a low frequency of occurrence.. [ABSTRACT FROM AUTHOR]

This article presents research results on building a model to reproduce ship vibrations based on a parallel robot with 6 degrees of freedom on the Gough-Stewart platform. Vibration data at the ship's center of gravity, calculated by simulation software, will be inputted into the model. The regenerative control system uses a simple PID controller to control input trajectory tracking. Simulation results on Matlab/Simulink software have demonstrated the reproduction of ship vibrations within the allowable error. [ABSTRACT FROM AUTHOR]

Little is known of deep-sea channels and their role as an effective carbon sink. How do scientists approach the deep sea, and which are their strategies to generate knowledge? To answer these questions, my research focuses on knowledge production processes along the Northwest Atlantic Mid-Ocean Channel (NAMOC) during a research expedition in the Labrador Sea. The research is conceptually guided by approaches of science and technology studies and new materialism. Methodologically, the study employs multi-sited ethnography and uses multi-modal materials including participant observation and semi-structured interviews with representatives of the research vessel's crew and scientists. The findings shed light on the usually unseen practices of science-making. Sensory landscapes as well as experiential knowledge were identified as two modes of following, researching, and knowing the NAMOC. [ABSTRACT FROM AUTHOR]

This article provides an overview of deep ocean expeditions conducted using the MIR-1 and MIR-2 deep manned submersibles. The main objectives of these expeditions were to search for and observe the deepest wooden wreck and the deepest military submarine wreck. The article discusses the techniques and methods employed during these operations. The expeditions were driven by the need to financially sustain the submersibles and the group of professional submariners. Additionally, the article mentions the discovery of a Spanish galleon at a depth of 4,700 meters and the search for a Japanese submarine from World War II. The text also describes two expeditions to locate and explore the wreckage of the I-52 submarine, which sank in 1944. The first expedition in 1995 was unsuccessful due to incorrect coordinates provided by British historians. However, a second expedition in 1998 led by U.S. historian Paul Tidwell successfully located the submarine using archival materials and sonar technology. The exploration of the wreckage revealed significant damage from torpedoes and the absence of gold ingots. Overall, these expeditions were primarily focused on scientific research and the utilization of the MIR submersibles. [Extracted from the article]

Polar systems are experiencing major changes that has significant implications for ocean circulation and global biogeochemistry. While these changes are accelerating, access to polar systems is decreasing as ships and logistical capabilities are declining. Autonomous underwater buoyancy gliders have proven to be robust technologies that are capable of filling sampling gaps. Gliders have also provided a more sustained presence in polar seas than ships are able. Along the West Antarctic Peninsula, one of the most rapidly warming regions on this planet, gliders have proven to be a useful tool being used by the international community to link land research stations without requiring major research vessel ship support. The gliders are capable of adaptive sampling of subsurface features not visible from satellites, sustained sampling to characterize seasonal dynamics, and they increasingly play a central role in themanagement of natural resources. Future challenges to expand their utility include: (A) developing robust navigation under ice, which would allow gliders to provide a sustained bridge between the research stations when ship support is declining, and (B) expanding online resources to provide the international community open access to quality data in near real time. These advances will accelerate the use of gliders to fill critical sampling gaps for these remote ocean environments. [ABSTRACT FROM AUTHOR]

Dispersion is a representative property of low-frequency sound propagation over long distances in shallow-water waveguides, making dispersion curves valuable for geoacoustic inversion. This study focuses on estimating the geoacoustic parameters using the dispersion curves extracted from airgun sounds received in the East Siberian Sea. The seismic survey was conducted in September 2019 by the icebreaking research vessel R/V Araon, operated by the Korea Polar Research Institute. A single hydrophone was moored at the East Siberian Shelf, characterized by nearly range-independent shallow water (<70 m) with a hard bottom. In the spectrogram of the received sounds, the dispersion curves of the first two modes were clearly observed. Utilizing a combination of warping transform and wavelet synchrosqueezing transform these two modes were separated. Then, the geoacoustic parameters, such as sound speed and density in the sediment layer, were estimated by comparing the two modal curves extracted at a source-receiver distance of approximately 18.6 km with the predictions obtained by the KRAKEN normal-mode propagation model. Subsequently, the distances between the airgun and the receiver system in the 18.6 to 121.5 km range were estimated through the comparison between the measured modal curves and the model replicas predicted using the estimated geoacoustic parameters. [ABSTRACT FROM AUTHOR]

The new regulations on ship energy efficiency proposed by the International Maritime Organization have had a significant impact on the shipping and shipbuilding industries. Improving the speed performance of ships was an effective approach to meet the requirements of energy conservation and emission reduction, reduce ship energy consumption and operating costs, and strengthen the market competitiveness of the ship enterprises. One method to improve ship speed performance was by mainly reducing the ship's resistance. The main aim was to optimize the principal dimensions and hull lines of ships. Taking the research and development of a ship as an example, the application of the fully parametric optimization method in the optimization of ship hull lines was described in detail. The parent ship was selected from the ship database, which has excellent speed performance. The parent ship was simply transformed to meet the requirements of the target ship. The traditional optimization method was used to optimize the hull lines to reduce the hull resistance as much as possible, and a hull line with the best resistance performance was obtained. Based on the initial hull lines that met the requirements, the fully parametric model of the hull was established, and the fully parametric optimization method was used to optimize the hull with the best resistance performance. Experiments were carried out in the towing tank, and the resistance results of the two types of ships were found. The simulation of computational fluid dynamics (CFD) and model test had good consistency, and it was found that the hull lines optimized by the fully parameterization method had better performance than those optimized by the traditional method. The fully parametric hull line optimization method was effective in optimizing hull lines, and it could also reduce the excessive dependence of research personnel on the parent ship and design experience. [ABSTRACT FROM AUTHOR]

A multidisciplinary survey was carried out in the Pacific Arctic and sub-Arctic regions of the North Pacific Ocean on the Korean icebreaking research vessel Araon. During this survey, ichthyoplankton fishes in the Pacific Arctic and sub-Arctic region ranged from the Bering Sea to the northern Chukchi Shelf in summer. The most dominant species was Gadus chalcogrammus, followed by Pleuronectes quadrituberculatus and Boreogadus saida. Gadus chalcogrammus and P. quadrituberculatus were particularly abundant near the Bering Sea and Bering Strait, whereas B. saida was dominant in the Chukchi Sea. Hierarchical cluster analysis revealed four distinct ichthyoplankton communities in Pacific Arctic and sub-Arctic regions based on geographical regions. However, Eleginus gracilis, which was previously known to be seen between latitudes 66.5 °N and 69.5 °N, was found above 70 °N, suggesting that its distribution extends further north. Furthermore, we noticed that Benthosema glaciale, which is usually found in the Atlantic sector of Arctic Ocean, was observed in the northern Chukchi Sea. In addition to these unusual species distributions, several species that are mainly observed in coastal areas are observed in the Chukchi Sea region. The observed influx of various uncommon fish species into the Chukchi Sea can be attributed to multiple factors, including freshwater inflow from the East Siberian Sea and the intrusion of warm Atlantic and Pacific waters, which are strongly affected by global warming. Consequently, it is imperative to conduct rigorous monitoring of the Pacific Arctic region, with a particular focus on the Chukchi Sea, to better understand the implications of global warming. [ABSTRACT FROM AUTHOR]

Salps have attracted attention as zooplankton organisms that may be able to expand their habitat range and increase their ecological importance in the face of ongoing global warming. Due to their gelatinous nature, unique feeding strategy, and reproductive ecology such changes could have profound impacts on regional marine ecosystems. While their role in the regional carbon cycle is receiving attention, our knowledge of their physiology and life cycle is still limited. This knowledge gap is mainly due to their fragile gelatinous nature, which makes it difficult to capture and maintain intact specimen in the laboratory. We present here a modified kreisel tank system that has been tested onboard a research vessel with the Southern Ocean salp Salpa thompsoni and at a research station with Salpa fusiformis and Thalia democratica from the Mediterranean Sea. Successful maintenance over days to weeks allowed us to obtain relative growth and developmental rates comparable to in situ field samples of S. thompsoni and S. fusiformis, and provided insights into previously unknown features of their life cycle (e.g., testes development). Our results show that traditional methods of estimating growth, such as cohort analysis, may lead to a general overestimation of growth rates and neglect individual strategies (e.g., shrinkage), which can affect the results and conclusions drawn from population dynamic models. By providing a starting point for the successful maintenance of different species, comparable experiments on the physiology of salps is made possible. This will contribute to refining model parameters and improving the reliability of the predictions. [ABSTRACT FROM AUTHOR]

Shipping contributes approximately 3,1% of annual CO2 emission and the amount of CO2 emission it produces keeps on increasing year by year as international maritime trade cargo volume increases. One of the measures taken by IMO to decarbonize shipping is by releasing a new rule through MARPOL Annex VI, which is the Carbon Intensity Indicator (CII), which applies to all ships above 5000 GT to reduce CO2 emissions of ships by 40% in 2030, where ships will be given rating A to E. In this research, analysis is carried out on a ship regarding compliance with CII regulation based on actual operating conditions and estimation of CII rating until 2030. A technical and economic analysis is carried out based on one of the recommended actions to comply with CII regulation or to improve CII rating, which is ship speed optimization. Analysis of carbon tax reduction as one of the incentives for ships with an A or B rating is also carried out. Based on the calculation, it is found out that the ship used in this research obtains a B rating for the year 2022. Estimation of the CII rating for the coming years is done by using 7 different route scenarios and the STEAM2 FOC estimation method. Estimation of CII rating for the coming years if it operates using actual speed is between B -- D. By reducing the speed to 6,8 knot or 7,8 knot a rating of A or B can be achieved. The economic impact of improving the CII rating from C to B is a decrease in net profit an average of 5,4% annually, 15,38% when improving the CII rating from C to A, and 10,73% when improving the CII rating from B to A. [ABSTRACT FROM AUTHOR]

Traces of past landslides were found on the seabed of Palabuhanratu Bay, West Java. This landslide is thought to have generated a tsunami, but has never been investigated before. This bay is located around the western part of the Cimandiri Fault which is an active horizontal fault with a length of 100 km. Therefore, it is necessary to study the potential impact of a tsunami in the Palabuhanratu Bay area caused by a combination of local earthquakes and underwater landslides around the bay. Evidence of past landslides was revealed through side-scan sonar data from the underwater research vessel Baruna Jaya IV in Palabuhanratu Bay, Indonesia, in 2020. The data from this survey provides evidence of debris flows (historical landslide data) at the survey site. We simulated 29 tsunami scenarios from combined landslide earthquake sources by solving shallow water nonlinear equations numerically. Tsunami sources from earthquakes are classified into three types, e.g., land faults, sea faults, and combinations of land and sea faults. While the source of the tsunami from the landslide is divided by volume. Combination of the earthquake magnitudes range from M6.80 to M7.85, and the landslide volume ranged from 3.06 × 105 m3 to 2.5 × 108 m3. This study concludes that in our scenario, the M8.12 type T7 earthquake generates the largest tsunami in the study area, followed by the T6L5 scenario with M7.85 from the Cimandiri Fault and landslide with a total volume of 2.5 × 108 m3. [ABSTRACT FROM AUTHOR]

The article describes a hard- and software controlled complex for gas-strain monitoring, consisting of stationary laser strainmeters and a laser nanobarograph, a stationary gas analyzer, and a weather station installed at Shultz Cape in the Sea of Japan; and a mobile shipboard complex, consisting of a gas analyzer and a weather station installed in a scientific research vessel. In the course of trial methodological measurements on these systems, general patterns were identified in the dynamics of greenhouse gases and deformation of the Earth's crust in the range of diurnal and semi-diurnal tides, and also in the range of ultra-low frequencies, caused by atmospheric wave processes and, possibly, individual tones of the Earth's eigen oscillations. [ABSTRACT FROM AUTHOR]

Artificial intelligence (AI) technologies are increasingly being applied to the shipping industry to advance its development. In this study, 476 articles published in the Science Citation Index Expanded (SCI-EXPANDED) and the Social Sciences Citation Index (SSCI) of the Web of Science Core Collection from 2001 to 2022 were collected, and bibliometric methods were applied to conduct a systematic literature of the field of AI technology applications in the shipping industry. The review commences with an annual publication trend analysis, which shows that research in the field has been growing rapidly in recent years. This is followed by a statistical analysis of journals and a collaborative network analysis to identify the most productive journals, countries, institutions, and authors. The keyword "co-occurrence analysis" is then utilized to identify major research clusters, as well as hot research directions in the field, providing directions for future research in the field. Finally, based on the results of the keyword co-occurrence analysis and the content analysis of the papers published in recent years, the research gaps in AIS data applications, ship trajectory, and anomaly detection, as well as the possible future research directions, are discussed. The findings indicate that AIS data in the future research direction are mainly reflected in the analysis of ship behavior and AIS data repair. Ship trajectory in the future research direction is mainly reflected in the deep learning-based method research and the discussion of ship trajectory classification. Anomaly detection in the future research direction is mainly reflected in the application of deep learning technology in ship anomaly detection and improving the efficiency of ship anomaly detection. These insights offer guidance for researchers' future investigations in this area. In addition, we discuss the implications of research in the field of shipping AI from both theoretical and practical perspectives. Overall, this review can help researchers understand the status and development trend of the application field of AI technology in shipping, correctly grasp the research direction and methodology, and promote the further development of the field. [ABSTRACT FROM AUTHOR]

Global ecological concern regarding the transfer of fouling organisms to ship hulls is increasing. This study investigated the species composition, dominant species, distribution patterns, community structure, and life-cycle differences of hull-fouling macroinvertebrates on five research vessels (R/Vs: Isabu, Onnuri, Eardo, Jangmok 1, and Jangmok 2) operated by the Korea Institute of Ocean Science and Technology (KIOST). Hull-fouling macroinvertebrates were collected three to five times on quadrats from the upper and middle sectors of the hull sides, bottom, and niche areas (the propellers, shafts, and thrusters). A total of 47 macroinvertebrate species were identified, represented by 8519 individuals (ind.)/m2 and a biomass of 1967 gWWt/m2 on the five vessels. The number of species, density, and biomass were greater on the coastal vessels Eardo, Jangmok 1, and Jangmok 2 than on the ocean-going vessels the Isabu and Onnuri. Among the coastal vessels, barnacles were the most abundant and had the greatest density, while mollusks had the highest biomass. Differences between hull sectors showed that the highest species abundance and density appeared on all hulls in ports and bays where the Jangmok 1 operated, while the highest species abundance, density, and biomass were identified in the niche areas of the Eardo, which operated farther from the coast. The hull-fouling macroinvertebrates that exceeded 1% of all organisms were the barnacles Amphibalanus amphitrite, Balanus trigonus, and Amphibalanus improvisus; the polychaete Hydroides ezoensis; the bivalves Magallana gigas and Mytilus galloprovincialis; and the amphipod Jassa slatteryi. The dominant species were cosmopolitan and globally distributed, and many of them were cryptogenic. Six native species were identified: M. gigas, H. ezoensis, the amphipod Melita koreana, the isopod Cirolana koreana, and the barnacles B. trigonus and F. kondakovi. Eight non-indigenous species (NIS) were detected: the barnacles A. amphitrite and A. improvisus, the bivalve M. galloprovincialis, the polychaete Perinereis nuntia, the amphipods J. slatteryi and Caprella californica, and the bryozoans Bugulina californica and Bugula neritina. Of the fouling macroinvertebrates found on the vessel hulls, 13% were native, and 17% were NIS. More diverse communities developed on the hulls of vessels that operated locally rather than globally or in deep oceans. The species diversity index correlated positively with the total number of anchoring days and coastal operation days and negatively with the total number of operation days and ocean operation days. The macroinvertebrates differed by the area of operation, the port of anchorage, the number of days in operation and at anchor, and the hull sectors. There is no previous research data on hull-fouling macroinvertebrates in the Republic of Korea, and this study provides a basis for future studies to identify introduced species and their differences based on operation area. [ABSTRACT FROM AUTHOR]

Resistance serves as a critical performance metric for ships. Swift and accurate resistance prediction can enhance ship design efficiency. Currently, methods for determining ship resistance encompass model tests, estimation techniques, and computational fluid dynamics (CFDs) simulations. There is a need to improve the prediction speed or accuracy of these methods. Machine learning is gradually emerging as a method applied in the field of ship research. This study aims to investigate ship resistance prediction methods utilizing machine learning across various datasets. This study proposes two methods: employing stacking ensemble learning to enhance resistance prediction accuracy with identical ship samples and utilizing various ship resistance prediction models for accurate resistance prediction through transfer learning. Initially focusing on container ships as the research subject, the stacking ensemble learning model outperforms the basic machine learning model, the Holtrop and Mennen method, and the updated Guldhammer and Harvald method based on comparative prediction results. Subsequently, the container ship resistance prediction model achieves precise resistance prediction for bulk carriers. This study offers dependable guidance for applying machine learning in predicting ship hydrodynamic performance. [ABSTRACT FROM AUTHOR]

Numerous spatiotemporal species distribution modeling frameworks are now available to the ecological practitioner. This study compared three such frameworks accessible in the R programming language: generalized additive models with spatiotemporal smooths as implemented by mgcv, spatiotemporal generalized linear mixed models based on nearest neighbor Gaussian processes as implemented by starve, and spatiotemporal generalized linear mixed models based on the stochastic partial differential equations approach as implemented by sdmTMB. The primary focus was to compare the inferences obtained from applying these frameworks to the case study of the orange‐footed sea cucumber, Cucumaria frondosa, on the Scotian Shelf off Nova Scotia, Canada. Each model was fit to catch data (2000–2019) from Fisheries and Oceans Canada's annual Research Vessel and Snow Crab surveys. Environmental covariates were sourced from high‐resolution data layers, including physical oceanographic, bathymetric, and seafloor morphometric datasets. The three models captured variability in sea cucumber distribution that would have been overlooked without a spatiotemporal approach. Although their predictions were similar, including within C. frondosa spatial reserves, the models provided different inferences regarding covariate effects. This suggests that while practitioners primarily interested in mapping species distributions need only apply the most familiar framework, those most concerned with identifying predictive environmental covariates may benefit from comparing the output from multiple approaches. Employing multiple approaches can also serve as a validation technique. [ABSTRACT FROM AUTHOR]

Understanding and managing the response of marine ecosystems to human pressures including climate change requires reliable large-scale and multidecadal information on the state of key populations. These populations include the pelagic animals that support ecosystem services including carbon export and fisheries. The use of research vessels to collect information using scientific nets and acoustics is being replaced with technologies such as autonomous moorings, gliders, and meta-genetics. Paradoxically, these newer methods sample pelagic populations at ever-smaller spatial scales, and ecological change might go undetected in the time needed to build up large-scale, long time series. These global-scale issues are epitomised by Antarctic krill (Euphausia superba), which is concentrated in rapidly warming areas, exports substantial quantities of carbon and supports an expanding fishery, but opinion is divided on how resilient their stocks are to climatic change. Based on a workshop of 137 krill experts we identify the challenges of observing climate change impacts with shifting sampling methods and suggest three tractable solutions. These are to: improve overlap and calibration of new with traditional methods; improve communication to harmonise, link and scale up the capacity of new but localised sampling programs; and expand opportunities from other research platforms and data sources, including the fishing industry. Contrasting evidence for both change and stability in krill stocks illustrates how the risks of false negative and false positive diagnoses of change are related to the temporal and spatial scale of sampling. Given the uncertainty about how krill are responding to rapid warming we recommend a shift towards a fishery management approach that prioritises monitoring of stock status and can adapt to variability and change. [ABSTRACT FROM AUTHOR]

Ship detection and recognition in Synthetic Aperture Radar (SAR) images are crucial for maritime surveillance and traffic management. Limited availability of high-quality datasets hinders in-depth exploration of ship features in complex SAR images. While most existing SAR ship research is primarily based on Convolutional Neural Networks (CNNs), and although deep learning advances SAR image interpretation, it often prioritizes recognition over computational efficiency and underutilizes SAR image prior information. Therefore, this paper proposes YOLOv5s-based ship detection in SAR images. Firstly, for comprehensive detection enhancement, we employ the lightweight YOLOv5s model as the baseline. Secondly, we introduce a sub-net into YOLOv5s, learning traditional features to augment ship feature representation of Constant False Alarm Rate (CFAR). Additionally, we attempt to incorporate frequency-domain information into the channel attention mechanism to further improve detection. Extensive experiments on the Ship Recognition and Detection Dataset (SRSDDv1.0) in complex SAR scenarios confirm our method's 68.04% detection accuracy and 60.25% recall, with a compact 18.51 M model size. Our network surpasses peers in mAP, F1 score, model size, and inference speed, displaying robustness across diverse complex scenes. [ABSTRACT FROM AUTHOR]

The lack of automatic wave measurement equipment leads to a decrease in the number of observations. Which, in turn, leads to a decrease in the quality of numerical forecasting. This paper presents an algorithm for obtaining wind wave parameters (significant height, period and direction of the main wave system) using a marine radar. This approach has the potential to significantly expand the coverage and increase the number of observations. The methods utilized in this research involve spectral analysis of time series images of the sea surface. The field measurements of waves in the drift and on the move of the ship obtained during the AI57, AI58 and AI63 sea expeditions conducted between 2021 and 2022 aboard a research vessel AkademikIoffe. The accuracy of the algorithm is confirmed through validation against data acquired from wave buoys, altimetry satellites, and visual observations. [ABSTRACT FROM AUTHOR]

Despite the fact that there is an existing body of literature addressing the computation of Coupling Loss Factors (CLFs) via the Finite Element Method (FEM), no publications have sufficiently taken into account real structural joints in their approach. Previous research has focused on academic cases of trivial connections, rarely involving more than two steel plates. To enable Statistical Energy Analysis (SEA) on a real ship, a methodology for determining CLFs for non-trivial systems is proposed, considering realistic boundary conditions and irregularities that can occur in marine structures. Based on the method, a library of CLFs is created by selecting the tested connections to enable modelling of about 90% of the acoustic paths on an existing jack-up vessel. Boundary conditions were set by introducing spring elements with a stiffness calibrated to the type of connection and taking the adjacent structure into account. In previous works, CLFs were determined for basic connections of rectangular plates. The lack of scantling variations, ignoring discontinuities and only defining parallel edges in the considered models, lead to the overestimation of energy transmission in real structures. To consider the influence of the above, random deviations from the initial stiffness of the springs at individual edges and point restraints at random points are introduced in this paper. [ABSTRACT FROM AUTHOR]