scholarly journals NUMERICAL SIMULATION OF SHIP NAVIGATION IN ROUGH SEAS BASED ON ECMWF DATA

Brodogradnja ◽  
2021 ◽  
Vol 72 (1) ◽  
pp. 19-58
Author(s):  
Patil Prasad Vinayak ◽  
◽  
Chelladurai Sree Krishna Prabu ◽  
Nagarajan Vishwanath ◽  
Sha Om Prakash
Keyword(s):  
Fuel Consumption ◽  
Service Providers ◽  
Recent Change ◽  
Statistical Characteristics ◽  
Weather Data ◽  
Weather Pattern ◽  
Weather Routing ◽  
Mmg Model ◽  
Ship Navigation ◽  
Ocean Environment

Recently, several changes have been observed in the Earth’s environment. This is also applicable to the ocean environment. The concept of weather routing has been applied for ship navigation for a long time. Many service providers offer weather routing service with the availability of high-quality satellite data. Unfortunately, not much information is available in the public domain as to how much the recent change in the weather pattern has affected ship navigation. The purpose of this paper is to fill this information gap. We investigate the influence of recent changes in the ocean environment on ship navigation. Weather data from ECMWF, namely ERA-Interim, is used for this purpose. The ECMWF data for the last 27 years is analysed. We compute the statistical characteristics of this data for the first 10 years, last 10 years, and 27 years. The statistical characteristics of the data are determined based on “summer” and “winter” zones as defined by international maritime regulations. Six different worldwide commercial ship routes are selected covering all the ocean regions. Navigation on great ellipse with waypoint is considered. MMG type ship manoeuvring model for 3 different ship types (DTMB 5415, PCC, VLCC) is used. The added resistance due to wave, wind and the effort of keeping the ship on the desired course using autopilot in the rough ocean environment is included in the MMG model. The fuel consumption and the duration of each one of the voyage are computed. Based on the analysis and simulation results it is shown that: (i) The mean wave height, wave period, and wind speed has increased in some ocean zones and decreased in other ocean zones. If any change has occurred, it is uniform for both seasons (summer and winter). (ii) In which ocean regions there is a perceptible change in fuel consumption, average ship speed and voyage time due to the changes in the weather pattern. (iii) The changing weather pattern in different ocean zones affects each ship type differently.

scholarly journals Advanced Flight Planning and the Benefit of In-Flight Aircraft Trajectory Optimization

2021 ◽  
Vol 13 (3) ◽  
pp. 1383
Author(s):  
Judith Rosenow ◽  
Martin Lindner ◽  
Joachim Scheiderer
Keyword(s):  
New York ◽  
Traffic Control ◽  
Traffic Management ◽  
Trajectory Optimization ◽  
Service Providers ◽  
Weather Conditions ◽  
Air Traffic ◽  
Weather Data ◽  
Weather Forecasts ◽  
Aircraft Trajectory

The implementation of Trajectory-Based Operations, invented by the Single European Sky Air Traffic Management Research program SESAR, enables airlines to fly along optimized waypoint-less trajectories and accordingly to significantly increase the sustainability of the air transport system in a business with increasing environmental awareness. However, unsteady weather conditions and uncertain weather forecasts might induce the necessity to re-optimize the trajectory during the flight. By considering a re-optimization of the trajectory during the flight they further support air traffic control towards achieving precise air traffic flow management and, in consequence, an increase in airspace and airport capacity. However, the re-optimization leads to an increase in the operator and controller’s task loads which must be balanced with the benefit of the re-optimization. From this follows that operators need a decision support under which circumstances and how often a trajectory re-optimization should be carried out. Local numerical weather service providers issue hourly weather forecasts for the coming hour. Such weather data sets covering three months were used to re-optimize a daily A320 flight from Seattle to New York every hour and to calculate the effects of this re-optimization on fuel consumption and deviation from the filed path. Therefore, a simulation-based trajectory optimization tool was used. Fuel savings between 0.5% and 7% per flight were achieved despite minor differences in wind speed between two consecutive weather forecasts in the order of 0.5 m s−1. The calculated lateral deviations from the filed path within 1 nautical mile were always very small. Thus, the method could be easily implemented in current flight operations. The developed performance indicators could help operators to evaluate the re-optimization and to initiate its activation as a new flight plan accordingly.

An assessment of flight efficiency based on the point merge system at metroplex airports

2018 ◽  
Vol 90 (1) ◽  
pp. 1-10
Author(s):  
Ozlem Sahin ◽  
Oznur Usanmaz ◽  
Enis T. Turgut
Keyword(s):  
Fuel Consumption ◽  
Empirical Model ◽  
Service Providers ◽  
Control Area ◽  
Flight Time ◽  
Flight Distance ◽  
Data Set ◽  
Content Type ◽  
International Airport ◽  
Entry Points

Purpose Metroplex is a system of two or more airports, in physical proximity, with highly interdependent arrival and departure operations. The purpose of this study is the construction of an efficient and effective air route model based on the point merge system (PMS) to reduce aircraft fuel consumption and CO2 emissions for three metroplex airports in Istanbul terminal control area (TMA). Design/methodology/approach A PMS arrival route model is constructed for metroplex airports. In the proposed model, two situations are taken into consideration: for delay which can be defined as flying on sequencing legs (PMSdel) and for no delay (PMSno del). An empirical model is developed using a data set including the flight data records of ten actual B737-800 domestic flights. With this empirical model, both the baseline and the PMS models (PMSdel and PMSno del) are compared in terms of fuel consumption, CO2 emissions and flight distance and time as a theoretical computation. Findings In the proposed PMSno del arrival route model, according to different entry points for Istanbul Ataturk International Airport (LTBA), the analyses show an average reduction of 26 per cent in flight time, 24.5 per cent in flight distance, 17 per cent in fuel burned and CO2 emissions; in addition, for Sabiha Gökcen International Airport (LTFJ) there are 34, 23 and 32 per cent average savings for flight time, flight distance and fuel burned together with CO2 emissions obtained, respectively. Even if the PMSdel model, for LTFJ except only one entry point, for LTBA except two entry points, better results are obtained than baseline. Practical implications The point merge model for metroplex airports in this paper can be applied by airspace designers and Air Navigation Service Providers to perform efficient and effective arrival routes. Originality/value In this study, a point merge model is constructed for metroplex airports. Quantitative results, using an empirical model, are achieved in terms of fuel consumption, CO2 emissions and flight distance and time at metroplex airports.

Benchmark Study of Five Optimization Algorithms for Weather Routing

2017 ◽  
Author(s):  
Helong Wang ◽  
Wengang Mao ◽  
Leif Eriksson
Keyword(s):  
Dynamic Programming ◽  
Fuel Consumption ◽  
Optimization Algorithm ◽  
Optimization Algorithms ◽  
Measurement Data ◽  
Shipping Industry ◽  
Advantages And Disadvantages ◽  
Benchmark Study ◽  
Routing Optimization ◽  
Weather Routing

Safety and energy efficiency are two of the key issues in the maritime transport community. A sail plan system, which combines the concepts of weather routing and voyage optimization, are recognized by the shipping industry as an efficient measure to ensure a ship’s safety, gain more economic benefit, and reduce negative effects on our environment. In such a system, the key component is to develop a proper optimization algorithm to generate potential ship routes between a ship’s departure and destination. In the weather routing market, four routing optimization algorithms are commonly used. They are the so-called modified Isochrone and Isopone methods, dynamic programming, threedimensional dynamic programming, and Dijkstra’s algorithm, respectively. Each optimization algorithm has its own advantages and disadvantages to estimate a ship routing with shortest sailing time or/and minimum fuel consumption. This paper will present a benchmark study that compare these algorithms for routing optimization aiming at minimum fuel consumption. A merchant ship sailing in the North Atlantic with full-scale performance measurements, are employed as the case study vessels for the comparison. The ship’s speed/power performance is based on the ISO2015 methods combined with the measurement data. It is expected to demonstrate the pros and cons of different algorithms for the ship’s sail planning.

A Modelling System for Power Consumption of Marine Traffic

2020 ◽  
Author(s):  
Hans Anton Tvete ◽  
Bingjie Guo ◽  
Qin Liang ◽  
Hendrik Brinks
Keyword(s):  
Power Consumption ◽  
Fuel Consumption ◽  
Alternative Fuels ◽  
Measurement Data ◽  
Weather Data ◽  
Carbon Intensity ◽  
Identification System ◽  
Ghg Emission ◽  
Wave Condition ◽  
Hydrodynamical Models

Abstract The International Maritime Organization (IMO) has enforced stricter limit on the Greenhouse Gas (GHG) emission due to environment and climate concern. The measures to reduce GHG emissions from shipping can be divided into two groups. The first one is to improve ship energy efficiency through new technology, optimized operation and logistics, and the second one is to introduce alternative fuels with lower carbon intensity. However, the effectiveness and applicability of any measure depend on ship type, ship size, operation type, operation environment (wind and wave condition), as well as the cost of the measure. It is necessary to evaluate new measures in real shipping scenario. Modeling of ship fuel consumption and emission are fundamental input to evaluate the impacts of shipping on the environment and climate, and to evaluate new measures for reducing GHG emission. A modeling system is developed to estimate ship fuel consumption and emission, based on ship hydrodynamical models, information from Automatic Identification System (AIS), the IHS Fairplay database and metocean data. The modeling system aims to cover most of the ship types equipped with AIS transponders, and it will provide different hydrodynamical models to calculate fuel consumption based on the available ship information. In the paper, the modeling system will be described, and the power consumption from the modeling system are compared with the measurement data on one container ship. The comparison shows that the power consumption predicted with the modeling system agrees with measurement data well. The effects of weather data and measured speed on predicted power consumption are also analyzed.

scholarly journals Weather-Routing System Based on METOC Navigation Risk Assessment

2019 ◽  
Vol 7 (5) ◽  
pp. 127 ◽  
Author(s):  
Tommaso Fabbri ◽  
Raul Vicen-Bueno
Keyword(s):  
Risk Assessment ◽  
Decision Makers ◽  
The Other ◽  
Added Resistance ◽  
Minimum Risk ◽  
Weather Routing ◽  
Risk Criterion ◽  
Ship Navigation ◽  
Alternative Routes ◽  
Safety Guidelines

This paper presents a novel weather-routing system based on a multi-criteria setup. The set of 3 conflicting criteria is: travel time, ship navigation added resistance (caused by wind and waves), and navigation risk/safety. To this aim, the International Maritime Organization (IMO) safety guidelines are exploited for the design of navigation risk criterion as a function of the METeorological and OCeanographic (METOC) and sailing conditions. This risk is directly integrated into the multi-criteria setup, as an innovative alternative to the systems proposed in the open literature. The proposed methodology is tested in a real operational scenario in the Mediterranean Sea. The obtained results show how the proposed system provides alternative routes with minimum risk to the decision-makers, as well as other different alternative routes minimizing the other criteria.

Fuel Reduction Effect of the Solar Cell and Diesel Engine Hybrid System with a Prediction Algorithm of Solar Power Generation

2011 ◽  
pp. 815-839
Author(s):  
Shin’ya Obara
Keyword(s):  
Solar Cell ◽  
Diesel Engine ◽  
Fuel Consumption ◽  
Hybrid System ◽  
Green Energy ◽  
Energy Utilization ◽  
Electricity Production ◽  
Weather Data ◽  
Prediction Algorithm ◽  
Reduction Effect

Green energy utilization technology is an effective means of reducing greenhouse gas emissions. We developed the production-of-electricity prediction algorithm (PAS) of the solar cell. In this algorithm, a layered neural network is made to learn based on past weather data and the operation plan of the hybrid system (proposed system) of a solar cell and a diesel engine generator was examined using this prediction algorithm. In addition, system operation without a electricity-storage facility, and the system with the engine generator operating at 25% or less of battery residual quantity was investigated, and the fuel consumption of each system was measured. Numerical simulation showed that the fuel consumption of the proposed system was modest compared with other operating methods. However, there was a significant difference in the prediction error of the electricity production of the solar cell and the actual value, and the proposed system was shown to be not always superior to others. Moreover, although there are errors in the predicted and actual values using PAS, there is no significant influence in the operation plan of the proposed system in almost all cases.

Comparison of burned area mapping products and combustion efficiency approaches for estimating GHG and particulate emissions from Italian fires

2020 ◽  
Author(s):  
Valentina Bacciu ◽  
Carla Scarpa ◽  
Costantino Sirca ◽  
Spano Donatella
Keyword(s):  
Fuel Consumption ◽  
Combustion Efficiency ◽  
Emission Factors ◽  
Weather Data ◽  
Burned Area ◽  
Particulate Emissions ◽  
Management Service ◽  
Specific Chemical ◽  
Fire Emissions ◽  
Fire Activity

<p>Vegetation fires contribute to 38% to the emission of CO<sub>2</sub> into the atmosphere, against 62% caused by the combustion of fossil fuels. Further, it could approach levels of anthropogenic carbon emissions, especially in years of extreme fire activity (e.g. 2003, 2017). According to the equation first proposed by Seiler and Crutzen (1980), fire emission estimation use information on the amount of burned biomass, the emission factors associated with each specific chemical species, the burned area, and the combustion efficiency. Still, simulating emission from forest fires is affected by several errors and uncertainties, due to the different assessment approach to characterize the various parameters involved in the equation. For example, regional assessment relied on fire-activity reports from forest services, with assumptions regarding the type of vegetation burned, the characteristics of burning, and the burned area. Improvements and new advances in remote sensing, experimental measurements of emission factors, fuel consumption models, fuel load evaluation, and spatial and temporal distribution of burning are a valuable help for predicting and quantifying accurately the source and the composition of fire emissions.</p><p>With the aim to contribute to a better estimation of biomass burning emission, in this work we compared fire emission estimations using two different types of burned area products and combustion efficiency approaches in the framework of the recently developed system for modeling fire emission in Italy (Bacciu et al., 2012). This methodology combines a fire emission model (FOFEM - First Order Fire Effect Model, Reinhardt et al., 1997) with spatial and non-spatial inputs related to fire, vegetation, and weather conditions. The perimeters and burned area of selected large fires that occurred in 2017 in Italy were obtained by the former Corpo Forestale dello Stato (actually Carabinieri C.U.F.A.A.) and by the Copernicus Emergency Management Service (EMS). The vegetation types were derived from CORINE LAND COVER (2012). For each vegetation type, fuel loading was assigned using a combination of field observations and literature data (e.g., Mitsopoulos and Dimitrakopoulos 2007; Ascoli et al., 2019). Fuel moisture conditions, influencing the combustion efficiency, were derived from the daily Canadian Fine Fuels Moisture Code (FFMC), calculated from MARS interpolated weather data (25km x 25km). The daily FFMC was then associated with the two types of fire data with the aim of group fires in function of their relative ease of ignition and flammability of fine fuel (burning conditions, from low to extreme). For the EMS fire, it was also possible to further define fire severity and thus the percentage of combusted crown through the assessed fire damage grade.</p><p>The results showed differences in the total emissions according to the fire product and the approach to estimate the combustion efficiency. Furthermore, it seems that the difference in the evaluation of severity - and therefore in the degree of combustion of the canopy- affects more than the differences in terms of area burned. Overall, the results pointed out the crucial role of appropriate fuel, fire, and weather data and maps to attain reasonable simulations of fuel consumption and smoke emissions.</p>

scholarly journals Farm service agency employee intentions to use weather and climate data in professional services

2018 ◽  
Vol 33 (3) ◽  
pp. 212-221 ◽  
Author(s):  
Rachel E. Schattman ◽  
Gabrielle Roesch-McNally ◽  
Sarah Wiener ◽  
Meredith T. Niles ◽  
David Y. Hollinger
Keyword(s):  
Climate Change ◽  
Service Providers ◽  
Professional Services ◽  
Weather Data ◽  
United States Department ◽  
Service Agency ◽  
Climate Information ◽  
Weather And Climate ◽  
The Future ◽  
Farm Service Agency

AbstractAgricultural service providers often work closely with producers, and are well positioned to include weather and climate change information in the services they provide. By doing so, they can help producers reduce risks due to climate variability and change. A national survey of United States Department of Agriculture Farm Service Agency (FSA) field staff (n = 4621) was conducted in 2016. The survey was designed to assess FSA employees’ use of climate and weather-related data and explore their perspectives on climate change, attitudes toward adaptation and concerns regarding climate- and weather-driven risks. Two structural equation models were developed to explore relationships between these factors, and to predict respondents’ willingness to integrate climate and weather data into their professional services in the future. The two models were compared with assess the relative influence of respondents’ current use of weather and climate information. Findings suggest that respondents’ perceptions of weather-related risk in combination with their personal observations of weather variability help predict whether an individual intends to use weather and climate information in the future. Importantly, climate change belief is not a significant predictor of this intention; however, the belief that producers will have to adapt to climate change in order to remain viable is. Surprisingly, whether or not an individual currently uses weather and climate information is not a good predictor of whether they intend to in the future. This suggests that there are opportunities to increase employee exposure and proficiency with weather and climate information to meet the needs of American farmers by helping them to reduce risk.

Statistical characteristics of five sets of Standard Year Weather Data in China

2010 ◽  
Vol 53 (4) ◽  
pp. 415-428 ◽  
Author(s):  
Siqiang Lu ◽  
Kazuo Emura ◽  
Norio Igawa
Keyword(s):  
Statistical Characteristics ◽  
Weather Data

Estimating direct carbon emissions from Canadian wildland fires

2007 ◽  
Vol 16 (5) ◽  
pp. 593 ◽  
Author(s):  
William J. de Groot ◽  
Robert Landry ◽  
Werner A. Kurz ◽  
Kerry R. Anderson ◽  
Peter Englefield ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Carbon Emissions ◽  
Forest Type ◽  
Weather Data ◽  
Fuel Load ◽  
Forest Sector ◽  
National Scale ◽  
Test Procedures ◽  
Fire Emissions ◽  
Area Burned

In support of Canada’s National Forest Carbon Monitoring, Accounting and Reporting System, a project was initiated to develop and test procedures for estimating direct carbon emissions from fires. The Canadian Wildland Fire Information System (CWFIS) provides the infrastructure for these procedures. Area burned and daily fire spread estimates are derived from satellite products. Spatially and temporally explicit indices of burning conditions for each fire are calculated by CWFIS using fire weather data. The Carbon Budget Model of the Canadian Forest Sector (CBM-CFS3) provides detailed forest type and leading species information, as well as pre-fire fuel load data. The Boreal Fire Effects Model calculates fuel consumption for different live biomass and dead organic matter pools in each burned cell according to fuel type, fuel load, burning conditions, and resulting fire behaviour. Carbon emissions are calculated from fuel consumption. CWFIS summarises the data in the form of disturbance matrices and provides spatially explicit estimates of area burned for national reporting. CBM-CFS3 integrates, at the national scale, these fire data with data on forest management and other disturbances. The methodology for estimating fire emissions was tested using a large-fire pilot study. A framework to implement the procedures at the national scale is described.

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