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JMSE
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Innovative Technologies in Safety and Reliability of Marine Engineering
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Innovative Technologies in Safety and Reliability of Marine Engineering

A special issue of Journal of Marine Science and Engineering (ISSN 2077-1312). This special issue belongs to the section "Ocean Engineering".

Deadline for manuscript submissions: 20 April 2025 | Viewed by 6422

Special Issue Editors

Dr. Shanshan Fu

E-Mail Website
Guest Editor
College of transport and communications, Shanghai Maritime University, Shanghai, China
Interests: maritime safety; Arctic shipping; navigational risk assessment; risk and resilience of maritime transportation systems; reliability analysis of marine engineering
Special Issues, Collections and Topics in MDPI journals
Dr. Yu Wu

E-Mail Website
Guest Editor
College of Engineering, Shanghai Ocean University, Shanghai, China
Interests: offshore engineering equipment design; performance analysis; structural damage detection technology; intelligent integrated inspection technology; intelligent sensor technology; intelligent equipment condition monitoring; fault diagnosis technology
Special Issues, Collections and Topics in MDPI journals
Dr. Mingyang Zhang

E-Mail Website
Guest Editor
Department of Mechanical Engineering, Aalto University, Espoo, Finland
Interests: safety in ship operations; machine learning; emerging maritime technologies
Special Issues, Collections and Topics in MDPI journals

Special Issue Information

Dear Colleagues,

With the advancement of technology, marine exploration activities have gradually moved from coastal waters to deep sea and polar waters. The increased variety and complexity of emerging marine engineering systems and equipment pose a challenge to their safety and reliability.

The rapid development of innovative technologies, such as artificial intelligence, analytical approaches to big data, etc., will enhance the safety and reliability of marine engineering.

Considering these developments, the Journal of Marine Science and Engineering (JMSE) (https://www.mdpi.com/journal/jmse) is currently publishing a Special Issue entitled “Innovative Technologies in Safety and Reliability of Marine Engineering”.

As Guest Editors, we seek original contributions that cover emerging technologies and their practical applications, aiming to advance the reliability and safety of new ships and marine engineering equipment under real operating conditions. Potential topics include, but are not limited to, the following:

  • The safety, reliability, and resilience analysis of novel marine engineering equipment;
  • Reliability analyses of underwater structures;
  • Safety and reliability issues in deep-sea mining;
  • Safety analyses of ships and marine engineering in polar waters;
  • Safety analyses of maritime autonomous surface ships;
  • The role of AI and machine learning in enhancing safety protocols;
  • Autonomous and remotely operated marine vessels;

AI-driven decision support systems for navigation and operation.

Dr. Shanshan Fu
Dr. Yu Wu
Dr. Mingyang Zhang
Guest Editors

Manuscript Submission Information

Manuscripts should be submitted online at www.mdpi.com by registering and logging in to this website. Once you are registered, click here to go to the submission form. Manuscripts can be submitted until the deadline. All submissions that pass pre-check are peer-reviewed. Accepted papers will be published continuously in the journal (as soon as accepted) and will be listed together on the special issue website. Research articles, review articles as well as short communications are invited. For planned papers, a title and short abstract (about 100 words) can be sent to the Editorial Office for announcement on this website.

Submitted manuscripts should not have been published previously, nor be under consideration for publication elsewhere (except conference proceedings papers). All manuscripts are thoroughly refereed through a single-blind peer-review process. A guide for authors and other relevant information for submission of manuscripts is available on the Instructions for Authors page. Journal of Marine Science and Engineering is an international peer-reviewed open access monthly journal published by MDPI.

Please visit the Instructions for Authors page before submitting a manuscript. The Article Processing Charge (APC) for publication in this open access journal is 2600 CHF (Swiss Francs). Submitted papers should be well formatted and use good English. Authors may use MDPI's English editing service prior to publication or during author revisions.

Keywords

  • the safety, reliability, and resilience analysis of novel marine engineering equipment
  • reliability analyses of underwater structures
  • safety and reliability issues in deep-sea mining
  • safety analyses of ships and marine engineering in polar waters
  • safety analyses of maritime autonomous surface ships
  • automation and artificial intelligence

Benefits of Publishing in a Special Issue

  • Ease of navigation: Grouping papers by topic helps scholars navigate broad scope journals more efficiently.
  • Greater discoverability: Special Issues support the reach and impact of scientific research. Articles in Special Issues are more discoverable and cited more frequently.
  • Expansion of research network: Special Issues facilitate connections among authors, fostering scientific collaborations.
  • External promotion: Articles in Special Issues are often promoted through the journal's social media, increasing their visibility.
  • e-Book format: Special Issues with more than 10 articles can be published as dedicated e-books, ensuring wide and rapid dissemination.

Further information on MDPI's Special Issue policies can be found here.

Published Papers (5 papers)

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Research

22 pages, 3970 KiB  
Article
A Monocular Vision-Based Safety Monitoring Framework for Offshore Infrastructures Utilizing Grounded SAM
by Sijie Xia, Rufu Qin, Yang Lu, Lianjiang Ma and Zhenghu Liu
J. Mar. Sci. Eng. 2025, 13(2), 340; https://doi.org/10.3390/jmse13020340 - 13 Feb 2025
Viewed by 461
Abstract
As maritime transportation and human activities at sea continue to grow, ensuring the safety of offshore infrastructure has become an increasingly pressing research focus. However, traditional high-precision sensor systems often involve prohibitive costs, and the Automatic Identification System (AIS) faces signal loss or [...] Read more.
As maritime transportation and human activities at sea continue to grow, ensuring the safety of offshore infrastructure has become an increasingly pressing research focus. However, traditional high-precision sensor systems often involve prohibitive costs, and the Automatic Identification System (AIS) faces signal loss or data manipulation problems, highlighting the need for a complementary, affordable, and reliable supplemental solution. This study introduces a monocular vision-based safety monitoring framework for offshore infrastructures. By combining advanced computer vision techniques such as Grounded SAM and horizon-based self-calibration, the proposed framework achieves accurate vessel detection, instance segmentation, and distance estimation. The model integrates open-vocabulary object detection and zero-shot segmentation, achieving high performance without additional training. To demonstrate the feasibility of the framework in practical applications, we conduct several experiments on public datasets and couple the proposed algorithms with the Leaflet.js and WebRTC libraries to develop a web-based prototype for real-time safety monitoring, providing visualized information and alerts for offshore infrastructure operators in our case study. The experimental results and case study suggest that the framework has notable advantages, including low cost, convenient deployment with minimal maintenance, high detection accuracy, and strong adaptability to diverse application conditions, which brings a supplemental solution to research on offshore infrastructure safety. Full article
(This article belongs to the Special Issue Innovative Technologies in Safety and Reliability of Marine Engineering)
►▼ Show Figures

Figure 1

Figure 1
<p>Structural components of monocular vision-based safety monitoring framework for offshore infrastructures.</p> Full article ">Figure 2
<p>Pinhole camera model.</p> Full article ">Figure 3
<p>Schematic diagram of camera setup and coordinate system definitions. The dashed lines represent the light path through different points in the frame.</p> Full article ">Figure 4
<p>Illustration of a video frame and its pixel discreteness.</p> Full article ">Figure 5
<p>Examples of the sea horizon line ROI extraction steps: (<b>a</b>,<b>b</b>) original images and (<b>c</b>,<b>d</b>) ocean surface instance boundaries. The green line represents the completed boundary of the ocean surface instance after correction, while the blue line indicates the boundary before completion; (<b>e</b>,<b>f</b>) show the ROI (represented as a heatmap overlayered on the image) of the sea horizon line.</p> Full article ">Figure 6
<p>Illustration of angular and positional features of the sea horizon line.</p> Full article ">Figure 7
<p>Digital maritime map for safety analysis.</p> Full article ">Figure 8
<p>Segmentation results from Grounded SAM: (<b>a</b>) ground truth masks and (<b>b</b>) prediction masks.</p> Full article ">Figure 9
<p>Relative error of distance in the monitoring area. (<b>a</b>) RE map (RE &lt; 0.20): the color gradient represents relative error levels, with blue indicating more minor errors and red indicating more significant errors. (<b>b</b>) Relative error vs. pixel index <span class="html-italic">v</span> (<span class="html-italic">u</span> = 1000): the graph shows the trend of the relative error increasing as the target moves farther from the camera and closer to the horizon line. These results demonstrate that the relative error of monocular distance estimation grows with increasing distance and proximity to the horizon.</p> Full article ">Figure 10
<p>User interface of the web client.</p> Full article ">
31 pages, 7455 KiB  
Article
Unmanned Ship Collision Avoidance Action Plan Deduction Method under Man–Machine Interactive Negotiation in Collision Avoidance Scenarios
by Jian Zheng, Baoshuo Liu, Yun Li and Changhai Huang
J. Mar. Sci. Eng. 2024, 12(10), 1842; https://doi.org/10.3390/jmse12101842 - 15 Oct 2024
Viewed by 1119
Abstract
With the development of artificial intelligence technology, the future water traffic environment will present a new pattern of coexistence of manned ships and unmanned ships, because unmanned ships are different from manned ships in situation understanding, collision avoidance decision-making, and so on. Therefore, [...] Read more.
With the development of artificial intelligence technology, the future water traffic environment will present a new pattern of coexistence of manned ships and unmanned ships, because unmanned ships are different from manned ships in situation understanding, collision avoidance decision-making, and so on. Therefore, the obstacle avoidance planning between unmanned ships and manned ships becomes extremely complex, and collision avoidance behavior scheme deduction becomes a key step in solving the problems related to situation understanding and collision avoidance decision-making in collision avoidance scenarios. In this paper, the situation understanding of the pilot for different collision avoidance situations is integrated into the dynamic obstacle avoidance model, and an intelligent navigation collision avoidance system is proposed to assist in deducing the collision avoidance action plan of the unmanned ship in the man–machine coexistence scenario. The intelligent navigation collision avoidance system is divided into two parts, namely a ship situation understanding part and a ship obstacle avoidance part, wherein ship situation understanding is used for realizing the transition of the collision state of the unmanned ship in the deduction process by constructing a collision-state set and a behavior decision set by using a finite state machine (FSM). Regarding ship obstacle avoidance, ship velocity obstacle is calculated based on the reciprocal velocity obstacle method (RVO), and the collision avoidance action is selected by using the behavior decision generated by the FSM to realize the dynamic collision avoidance deduction of the unmanned ship. In this study, the validity and effectiveness of the intelligent navigation collision avoidance system proposed in this paper are verified by case studies in a variety of collision avoidance scenarios. The system successfully solves the problem of intelligent collision avoidance planning, provides reliable support for the intelligent collision avoidance of unmanned ships, provides a feasible solution for safety and efficiency in sea navigation, and provides a valuable reference for the design and development of future intelligent navigation collision avoidance systems for ships. Full article
(This article belongs to the Special Issue Innovative Technologies in Safety and Reliability of Marine Engineering)
►▼ Show Figures

Figure 1

Figure 1
<p>Technology roadmap.</p> Full article ">Figure 2
<p>FSM Transition Diagram.</p> Full article ">Figure 3
<p>Heading Relationship Between the Ships.</p> Full article ">Figure 4
<p>Ship Position Relationship in VO.</p> Full article ">Figure 5
<p>Geometric Definition of VO.</p> Full article ">Figure 6
<p>Geometric Definition of RVO.</p> Full article ">Figure 7
<p>FSM-RVO Framework Diagram.</p> Full article ">Figure 8
<p>The Restriction of Collision Avoidance Behavior.</p> Full article ">Figure 9
<p>Comparison Results.</p> Full article ">Figure 10
<p>State1 Scenario.</p> Full article ">Figure 11
<p>State3 Scenario.</p> Full article ">Figure 12
<p>State 7 Scenario.</p> Full article ">Figure 13
<p>State10 Scenario.</p> Full article ">Figure 14
<p>State8 Scenario.</p> Full article ">Figure 15
<p>Ship Comes from Different Directions Scenario.</p> Full article ">Figure 16
<p>Collision Risk with Multiple Ships at The Same Time Scenario.</p> Full article ">Figure 17
<p>Ship Continuously Comes from the Bow Direction Scenario.</p> Full article ">Figure 18
<p>Multiple-Ship Encounter Complex Situation Scenario.</p> Full article ">
23 pages, 1100 KiB  
Article
Research on Response Strategies for Inland Waterway Vessel Traffic Risk Based on Cost-Effect Trade-Offs
by Yanyi Chen, Ziyang Ye, Tao Wang, Baiyuan Tang, Chengpeng Wan, Hao Zhang and Yunpeng Li
J. Mar. Sci. Eng. 2024, 12(9), 1659; https://doi.org/10.3390/jmse12091659 - 16 Sep 2024
Viewed by 1157
Abstract
Compared to maritime vessel traffic accidents, there is a scarcity of available, and only incomplete, accident data for inland waterway accidents. Additionally, the characteristics of different waterway segments vary significantly, and the factors affecting navigation safety risks and their mechanisms may also differ. [...] Read more.
Compared to maritime vessel traffic accidents, there is a scarcity of available, and only incomplete, accident data for inland waterway accidents. Additionally, the characteristics of different waterway segments vary significantly, and the factors affecting navigation safety risks and their mechanisms may also differ. Meanwhile, in recent years, extreme weather events have been frequent in inland waterways, and there has been a clear trend towards larger vessels, bringing about new safety hazards and management challenges. Currently, research on inland waterway navigation safety risks mainly focuses on risk assessment, with scarce quantitative studies on risk mitigation measures. This paper proposes a new method for improving inland waterway traffic safety, based on a cost-effectiveness trade-off approach to mitigate the risk of vessel traffic accidents. The method links the effectiveness and cost of measures and constructs a comprehensive cost-benefit evaluation model using fuzzy Bayesian and quantification conversion techniques, considering the reduction effects of risk mitigation measures under uncertain conditions and the various costs they may incur. Taking the upper, middle, and lower reaches of the Yangtze River as examples, this research evaluates key risk mitigation measures for different waterway segments and provides the most cost-effective strategies. Findings reveal that, even if different waterways share the same key risk sources, the most cost-effective measures vary due to environmental differences. Moreover, there is no inherent correlation between the best-performing measures in terms of benefits and the lowest-cost measures, nor are they necessarily recommended. The proposed method and case studies provide theoretical support for scientifically formulating risk mitigation measures in complex environments and offer guidance for inland waterway management departments to determine future key work directions. Full article
(This article belongs to the Special Issue Innovative Technologies in Safety and Reliability of Marine Engineering)
►▼ Show Figures

Figure 1

Figure 1
<p>Method Framework.</p> Full article ">Figure 2
<p>Risk Assessment of S6 in the Lower Reaches of the Yangtze River.</p> Full article ">Figure 3
<p>Cost-Benefit Values of Risk Mitigation Strategies along the Yangtze River Upstream, Midstream, and Downstream.</p> Full article ">
20 pages, 6504 KiB  
Article
Improved D* Lite Algorithm for Ship Route Planning
by Yuankui Li, Fang Yang, Xinyu Zhang, Dongye Yu and Xuefeng Yang
J. Mar. Sci. Eng. 2024, 12(9), 1554; https://doi.org/10.3390/jmse12091554 - 5 Sep 2024
Viewed by 1349
Abstract
To address the issue of intelligent ship route planning, a ship planning method based on the improved D* Lite algorithm is proposed. Firstly, a navigation environment grid map is constructed using the acquired meteorological and hydrological datasets. The grids are divided into navigable [...] Read more.
To address the issue of intelligent ship route planning, a ship planning method based on the improved D* Lite algorithm is proposed. Firstly, a navigation environment grid map is constructed using the acquired meteorological and hydrological datasets. The grids are divided into navigable and non-navigable according to navigation requirements, and a route planning model is built. Secondly, the heuristic function and the path function of the D* Lite algorithm are improved. The heuristic function is optimized and weighted, and a risk factor is introduced into the path function to enhance efficiency of path planning while maintaining a safe distance between the planned route and obstacles. Finally, by dynamically adjusting the search step length and the selectable directions of the D* Lite algorithm, the number of waypoints is reduced, and the voyage of the planned route is shortened, resulting in a smooth and collision-free route of ships. The effectiveness of the proposed algorithm is verified through three sets of simulation experiments. The simulation results show that the proposed method in this paper is more suitable for ship route planning and ship maneuvering in practice and can effectively avoid non-navigable grids while optimizing path length, path smoothness, and computation time, making the routes more aligned with actual navigation tasks. Full article
(This article belongs to the Special Issue Innovative Technologies in Safety and Reliability of Marine Engineering)
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Figure 1

Figure 1
<p>Model of the navigation environment. (<b>a</b>) Depth map of the sea area; (<b>b</b>) Wind and wave map of the sea area; (<b>c</b>) Grid map of the sea area considering water depth requirements; (<b>d</b>) Grid map of the sea area considering water depth, wind speed, and wave height requirements.</p> Full article ">Figure 2
<p>Route planning model.</p> Full article ">Figure 3
<p>Comparison of search performance with different heuristic functions. (<b>a</b>) Euclidean Distance; (<b>b</b>) Diagonal Distance; (<b>c</b>) This work.</p> Full article ">Figure 4
<p>Traditional search strategy.</p> Full article ">Figure 5
<p>Sector-based search strategy.</p> Full article ">Figure 6
<p>Bubble chart of performance comparison of different step lengths and directions.</p> Full article ">Figure 7
<p>Algorithm flowchart.</p> Full article ">Figure 8
<p>Comparison of pre-planned routes. (<b>a</b>) Traditional D* lite algorithm; (<b>b</b>) Improved D* lite algorithm.</p> Full article ">Figure 9
<p>Comparison of re-planned routes. (<b>a</b>) Traditional D* lite algorithm; (<b>b</b>) Improved D* lite algorithm.</p> Full article ">
26 pages, 22542 KiB  
Article
Numerical Study on the Anti-Sloshing Effect of Horizontal Baffles in a Cargo Hold Loaded with Liquefied Cargo
by Jianwei Zhang, Anqi Wang, Peng Chen, Jian Liu and Deqing Yang
J. Mar. Sci. Eng. 2024, 12(7), 1234; https://doi.org/10.3390/jmse12071234 - 22 Jul 2024
Viewed by 999
Abstract
Sloshing of liquefied bulk granular cargoes weakens the stability of cargo carriers when at sea. Using the horizontal rectangle baffle is a promising way to restrain its sloshing motion. But the location height and optimal baffle area rate to achieve a better anti-sloshing [...] Read more.
Sloshing of liquefied bulk granular cargoes weakens the stability of cargo carriers when at sea. Using the horizontal rectangle baffle is a promising way to restrain its sloshing motion. But the location height and optimal baffle area rate to achieve a better anti-sloshing effect should be studied first. The discrete element method was adopted to establish the simulation model, and the direct shear test was used for verification. Through the static tilt tests, the definite relationship between the effects of moisture content on cargo motion and particle friction coefficients was acquired. Then, liquefied cargo motion in a cargo hold without baffles and with one and two pairs of horizontal baffles was simulated. Based on variations in the cargo gravity center offset and the sloshing-induced force on the cargo hold, the anti-sloshing effect of different settings of the baffles was compared. Results show that the baffles have the ability to restrain cargo sloshing, and this is important for sea transportation safety. The anti-sloshing effect is better when the baffle plane is right on the cargo top surface compared to the other location heights. Further, there is an optimal length–width combination, e.g., a single baffle plane with a length of 0.26 L and a width of 0.46 B, at which a better anti-sloshing effect could be achieved with the smallest baffle area rate. This study could be useful for the practical application of horizontal baffles for bulk granular cargo carriers. Full article
(This article belongs to the Special Issue Innovative Technologies in Safety and Reliability of Marine Engineering)
►▼ Show Figures

Figure 1

Figure 1
<p>The nicker ore cargo when initially loaded (<b>left</b>), after being liquefied (<b>middle</b>), and the carrier capsizing accident (<b>right</b>) [<a href="#B7-jmse-12-01234" class="html-bibr">7</a>].</p> Full article ">Figure 2
<p>Linear contact behavior of two particles [<a href="#B33-jmse-12-01234" class="html-bibr">33</a>].</p> Full article ">Figure 3
<p>Cargo hold model loaded with particles (particle radius is 0.01 m).</p> Full article ">Figure 4
<p>Time history of the sway motion.</p> Full article ">Figure 5
<p>Force in x-direction on the bulkhead for the 6 different cases.</p> Full article ">Figure 6
<p>Offset of cargo gravity center in x-direction for the 6 different cases.</p> Full article ">Figure 7
<p>Schematic diagram of direct shear test process (different colors represent different particle radii). (<b>a</b>) Initial shearing status. (<b>b</b>) Completed shearing status.</p> Full article ">Figure 8
<p>Fitting curve of shear and normal strength.</p> Full article ">Figure 9
<p>Static inclination test results by Class NK under different moisture content levels [<a href="#B11-jmse-12-01234" class="html-bibr">11</a>].</p> Full article ">Figure 9 Cont.
<p>Static inclination test results by Class NK under different moisture content levels [<a href="#B11-jmse-12-01234" class="html-bibr">11</a>].</p> Full article ">Figure 10
<p>The present simulation results of static tilt test under different moisture contents.</p> Full article ">Figure 11
<p>Numerical model of the cargo hold loaded with nickel ore particles.</p> Full article ">Figure 12
<p>Motion status of liquefied nickel ore in the cargo hold during one motion period.</p> Full article ">Figure 13
<p>Offset of cargo gravity center in the x-direction.</p> Full article ">Figure 14
<p>Sloshing-induced force on the cargo hold.</p> Full article ">Figure 15
<p>Motion of the liquefied nickel ore in the cargo hold during one motion period with one pair of horizontal baffles.</p> Full article ">Figure 16
<p>Variation in cargo gravity center in the x-direction with one pair of horizontal baffles.</p> Full article ">Figure 16 Cont.
<p>Variation in cargo gravity center in the x-direction with one pair of horizontal baffles.</p> Full article ">Figure 17
<p>Variation in sloshing-induced force on the cargo hold with one pair of horizontal baffles.</p> Full article ">Figure 18
<p>Maximum offset of the cargo gravity center in the x-direction with one pair of horizontal baffles. (<b>a</b>) h1 = 180 mm, (<b>b</b>) h2 = 160 mm, (<b>c</b>) h3 = 140 mm, (<b>d</b>) h4 = 120 mm.</p> Full article ">Figure 19
<p>Maximum force on the cargo hold with one pair of horizontal baffles. (<b>a</b>) h1 = 180 mm, (<b>b</b>) h2 = 160 mm, (<b>c</b>) h3 = 140 mm, (<b>d</b>) h4 = 120 mm.</p> Full article ">Figure 20
<p>Maximum offset of the center of gravity in the x-direction with different baffle width.</p> Full article ">Figure 21
<p>Maximum force of the cargo hold with different baffle width.</p> Full article ">Figure 22
<p>Maximum offset of the center of gravity in the x-direction with different baffle length.</p> Full article ">Figure 23
<p>Maximum force of the cargo hold with different baffle length.</p> Full article ">Figure 24
<p>Top view of arrangements of modular horizontal baffles.</p> Full article ">Figure 25
<p>Displacement of gravity center of the cargo in x-direction of modular horizontal baffles.</p> Full article ">Figure 26
<p>Force of the cargo hold under modular horizontal baffles.</p> Full article ">Figure 26 Cont.
<p>Force of the cargo hold under modular horizontal baffles.</p> Full article ">Figure 27
<p>Comparison of the maximum offset of the center of gravity of the cargo.</p> Full article ">Figure 28
<p>Comparison of the maximum force on the cargo hold.</p> Full article ">Figure 29
<p>Maximum offset of the cargo gravity center in the x-direction for different baffle lengths and widths. (<b>a</b>) when the area rate is 48%, (<b>b</b>) when the area rate is 64%.</p> Full article ">Figure 30
<p>Maximum force on the cargo hold for different baffle lengths and widths. (<b>a</b>) when the area rate is 48%, (<b>b</b>) when the area rate is 64%.</p> Full article ">
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