Methods and systems for depicting synchronous and parametric roll associated with a vessel

Abstract

Methods and systems for generating charts depicting synchronous and parametric roll associated with a vessel are described herein. The method performed by the system includes accessing vessel parameters associated with a vessel traveling at sea along a route and computing rolling metrics for the vessel based on the vessel parameters. The rolling metrics includes vessel heading metrics, wave speed metrics, and specific roll metrics. Method further includes generating a polar plot linked to a location of the vessel based on the rolling metrics. Method further includes determining minimum safe speeds for the vessel based on the vessel heading metrics, and wave speed metrics. Method further includes generating regions including a safe region, an unsafe region, and an unreachable region within the polar plot based on the specific roll metrics. Method further includes generating an area surrounding the vessel within the polar plot based on the minimum safe speeds.

Description

METHODS AND SYSTEMS FOR DEPICTING SYNCHRONOUS AND PARAMETRIC ROLL ASSOCIATED WITH A VESSELTECHNICAL FIELD5

[0001] The present disclosure relates to the field of depicting synchronous and parametric roll for a vessel traveling at sea and, more particularly, to electronic methods and complex processing systems for generating various dynamic charts for depicting synchronous roll and parametric roll associated with a vessel traveling at sea.BACKGROUND10

[0002] In the maritime industry, vessels with a high center of gravity such as container vessels and passenger ships are highly susceptible to various rolling motions. In particular, these vessels are at a high risk of facing synchronous roll and parametric roll. Synchronous roll occurs when the frequency of the waves hitting the vessel matches the vessel’s natural rolling period (z.e., the time it takes for the vessel to roll from one side to the other and back again). This synchronization leads to a continuous buildup in the rolling motion, as each wave "pushes" the ship in sync with its natural roll. On the other hand, parametric roll occurs due to periodic changes in the stability of the vessel as it moves over waves. If these rolling motions are not mitigated, the vessel can face various risks such as excessive roll angles, cargo shift, cargo loss, structural stress, structural damage, operational downtime, crew safety risks,20 financial losses, etc., among other problems. Additionally, any loss of cargo containers at sea can pose significant environmental hazards and future navigational risks as well. Submerged or semi -submerged cargo containers become floating hazards that can damage fishing equipment or lead to dangerous collisions with other vessels.

[0003] To counteract these risks, various existing solutions or tools utilize polar charts to inform operators of vessels regarding heavy rolling risk. Generally, these tools utilize color scales and risk indicators for communicating information regarding the safety of a vessel’s heading and speed relative to incoming waves to the concerned operator. However, these existing solutions present several limitations. For instance, many of these polar plots display risk indicators that operators must interpret, requiring a translation of color-coded data into30 actionable insights. This interpretation process is often complicated and time-consuming, which during a time-critical rolling scenario, can cause delays in mitigating actions from the operators and potentially hazardous misjudgments. Further, as these incidents are not routine,P24-062PCT1operators or crew members may lack the consistent familiarity with said color scales needed to quickly interpret polar plot data and implement safe, effective mitigation actions, such as adjustments to speed or heading.

[0004] Furthermore, these traditional solutions often require the operators to interpret5 data manually, without providing a direct path to actionable recommendations. The mitigating actions for countering the rolling motion from the operators can often lead the vessel astray. Further, since the weather conditions leading to the said rolling motions are often transient in nature, it is essential to bring the vessels back on the planned route to prevent any collisions or excessive delays. However, the existing solutions do not assist the operators in moving their vessels on the correct path.

[0005] Thus, it is desirable to find technological solutions for generating various dynamic charts for depicting synchronous roll and parametric roll associated with a vessel traveling at sea among other solutions.SUMMARY15

[0006] There exists a need for techniques to overcome one or more limitations stated above such as the adverse impact of sustained rolling motions for the vessel including loss of cargo containers, financial losses, financial impact or the vessel going astray for a charted or planned route while mitigating the rolling motions, and so on.

[0007] Various embodiments of the present disclosure provide methods and systems20 for generating various dynamic charts for depicting synchronous roll and parametric roll associated with a vessel traveling at sea. Further, various embodiments of the present disclosure describe a computing device and a method that helps to chart a safe, a fuel-efficient route, an emission-efficient route, or a combination thereof for returning to the originally charted or planned route of the vessel.

[0008] To achieve the above and other objectives of the present disclosure, in one aspect, a computer-implemented method for generating a chart for depicting synchronous roll and parametric roll associated with a vessel traveling at sea is disclosed. The computer- implemented method is performed by a system such as a server system. The computer- implemented method includes accessing a set of vessel parameters associated with a vessel30 traveling at sea along a route. The computer-implemented method further includes computing a set of rolling metrics for the vessel based, at least in part, on the set of vessel parameters, the set of rolling metrics including a set of vessel heading metrics, a set of wave speed metrics,P24-062PCT1and a set of specific roll metrics. The computer-implemented method further includes generating a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics. The computer-implemented method further includes determining a set of minimum safe speeds for the vessel based, at least in part, on the set of vessel heading metrics,5 and the set of wave speed metrics. Herein, each minimum safe speed corresponds to a particular heading of the vessel. The computer-implemented method further includes generating a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics. Herein, the plurality of regions includes a safe region, an unsafe region, and an unreachable region. The computer-implemented method further includes generating an area surrounding10 the vessel within the polar plot based, at least in part, on the set of minimum safe speeds.

[0009] An advantage of some embodiments is that by generating a polar plot linked to the location of the vessel, all the required information for the operator to come up with mitigating actions can be easily presented to the operator. Another advantage of some embodiments is that generating an area surrounding the vessel within the polar plot based on the set of minimum safe speeds allows the operator to understand and comprehend the minimum speed that he / she has to maintain during his / her mitigating actions to prevent the vessel from stalling and facing additional dangers. For example, the minimum safe speed is the minimum speed below which steering of the vessel may be difficult. The said area provides a clear visible indication that is easy for the operator to understand and allows them to take20 into account the minimum speed that the vessel can operate with. Further, since this area shows the minimum safe speeds for each possible heading for the vessel, it simplifies the decisionmaking process for the operator. Another advantage of some embodiments is that by generating a plurality of regions marked as the safe region, the unsafe region, and the unreachable region, the operator can quickly focus his attention on reaching the safe region with the vessel where the rolling motions will be resolved. Further, since the unreachable region cannot be reached by the vessel, it can be directly ignored by the operator, thus simplifying his / her decisionmaking process. More specifically, the operator has to avoid moving the vessel into the unsafe region while actively trying to maneuver the vessel into the safe region to mitigate the rolling motions.30

[0010] In an aspect, the computer-implemented method further includes dynamically updating the plurality of regions and the area based, at least in part, on an instantaneous location of the vessel at predetermined intervals.

[0011] An advantage of some embodiments is that dynamically updating the pluralityP24-062PCT1of regions and the area helps the operator understand the instantaneous situation of the vessel. Since these regular updates are linked to the instantaneous location of the vessel, the operator will be able to monitor the condition of the vessel in real-time.

[0012] In an aspect, the computer-implemented method further includes determining a5 deviation from a set of waypoints associated with the route based, at least in part, on the set of vessel parameters. The computer-implemented method further includes determining one or more alternative routes for the vessel, each alternative route including a set of alternative waypoints located in the safe region. The computer-implemented method further includes determining a fuel efficiency, an emission, or a combination thereof of each alternative route.10 The computer-implemented method further includes selecting a fuel-efficient route, an emission-efficient route, or a combination thereof from the one or more alternative routes based, at least in part, on the fuel efficiency of the selected fuel-efficient route being the highest, the emission of the selected emission-efficient route being the lowest, or a combination thereof. The computer-implemented method further includes generating the set of alternative waypoints corresponding to the fuel-efficient route, the emission-efficient route, or a combination thereof on the polar plot.

[0013] An advantage of some embodiments is that if the vessel is led astray or deviated by the mitigating actions from the operator of the vessel, such deviations can be automatically detected and an alternative route for rectifying said deviation can be provided to the operator.20 Another advantage of some embodiments is that since an alternative route with the highest fuel efficiency and lowest emission is selected, the overall fuel consumption of the vessel can be managed efficiently. On the other hand, if the fuel-efficient or the lowest fuel efficiency of the alternative route is better than original route, the operator can be recommended to follow the suggested alternative route.

[0014] In an aspect, the step of generating the plurality of regions includes generating a coordinate matrix based, at least in part, on the set of vessel heading metrics, the set of wave speed metrics, and the set of specific roll metrics. Herein, the coordinate matrix indicates a parametric roll and a synchronous roll relative to the vessel at each coordinate within the polar chart. The step further includes generating the safe region linked to the location of the vessel30 on the polar chart based, at least in part, on one or more safe coordinates from the coordinate matrix present within a set of safety thresholds.

[0015] An advantage of some embodiments is that the presence of the safe region onP24-062PCT1the polar chart allows the operator to target the said safe region while taking his / her mitigating actions. In other words, the operator can aim to move the vessel into the safe region to avoid the rolling motions.

[0016] In an aspect, the step of generating the plurality of regions includes generating5 the unsafe region linked to the location of the vessel on the polar chart based, at least in part, on one or more unsafe coordinates from the coordinate matrix present outside the set of safety thresholds.

[0017] An advantage of some embodiments is that the presence of the unsafe region on the polar chart allows the operator to avoid the said unsafe region while taking his / her10 mitigating actions. In other words, the operator can aim to move the vessel away from the unsafe region to avoid the rolling motions.

[0018] In an aspect, the step of generating the plurality of regions includes determining a set of attainable top speeds for the vessel based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics, wherein each attainable top speed corresponds to the particular heading of the vessel. The step further includes determining one or more unreachable coordinates from the coordinate matrix based, at least in part, on the set of attainable top speeds. Herein an unreachable coordinate indicates a particular coordinate that cannot be reached by the vessel traveling at a particular attainable top speed. The step further includes generating the unreachable region linked to the location of the vessel on the polar20 chart based, at least in part, on the one or more unreachable coordinates.

[0019] An advantage of some embodiments is that the presence of the unreachable region on the polar chart allows the operator to ignore the said unreachable region while taking his / her mitigating actions. As may be appreciated, by ignoring the unreachable region, the operator can focus his / her attention on moving the vessel from the unsafe region to the safe region. Since the operator no longer has to worry about this region on the polar chart, there might be a reduction in the time taken by the operator to come up with a mitigating action.

[0020] In an aspect, the computer-implemented method further includes extracting a set of waypoints from the route. The computer-implemented method further includes accessing land feature-related information from a database. The computer-implemented method further30 includes generating a sea plot based, at least in part, on the set of waypoints and the land feature-related information. Herein, the sea plot indicates a motion of the vessel at sea with respect to one or more land features.P24-062PCT1

[0021] An advantage of some embodiments is that the sea chart provides an alternative view of the vessel's situation for the operator. Another advantage of some embodiments is that the operator can utilize the sea chart to seek out land features to avoid rolling motions. It is understood that the sea conditions linked to rolling motions are often significantly reduced5 near land features so the presence of information regarding such land features within the sea can significantly boost the capability of the operator to create suitable mitigating actions for the vessel.

[0022] In an aspect, the computer-implemented method further includes generating a panoramic plot based, at least in part, on the polar plot. Herein, the panoramic plot indicates a10 motion of the vessel at sea in a real-time panoramic view.

[0023] An advantage of some embodiments is that the panoramic plot provides an alternative view of the vessel's situation for the operator. Another advantage of some embodiments is that the operator can pan across the panoramic plot to effectively create mitigating actions for moving the vessel into the safe region.

[0024] In an aspect, the computer-implemented method further includes generating an actual heading marker indicating a true heading and a true speed of the vessel on the polar plot or the panoramic plot based, at least in part, on the set of vessel parameters. In response to receiving a planned heading and a planned speed from an operator, the computer-implemented method further includes generating a planned heading marker indicating the planned heading20 and the planned speed for the vessel on the polar plot or the panoramic plot.

[0025] An advantage of some embodiments is that the actual heading marker helps the operator visualize the true heading and the true speed within the polar plot. Another advantage of some embodiments is that by operator can move the planned heading marker across the polar plot to create a mitigating action for resolving the rolling motion of the vessel. By moving the planned marker, the system generates a corresponding planned heading and a corresponding planned speed for the planned marker. For instance, if the operator moves the planned marker to a position within the safe region, then the system generates a corresponding planned heading and the corresponding planned speed with which the vessel must be operated to reach the said position.30

[0026] In an aspect, in response to detecting that the vessel is located in the unsafe region on the polar plot, the computer-implemented method further includes generating an alert. In yet another aspect, in response to detecting that the vessel has moved from the unsafeP24-062PCT1region to the safe region, the computer-implemented method further includes setting the alert as resolved.

[0027] An advantage of some embodiments is that the alert ensures that the operator is informed that the vessel is facing rolling motions. The presence of the said alert ensures that5 timely mitigation actions can be performed by the operator.

[0028] In an aspect, the computer-implemented method further includes generating an actionable item for an operator to amend at least one vessel parameter of the set of vessel parameters.

[0029] An advantage of some embodiments is that the actionable item helps the10 operator change any vessel parameter. As may be understood, often at sea, the crew can provide better measurements of vessel parameters than forecasts, therefore the said actionable item can be utilized by the operator to provide accurate information to the system.

[0030] In an aspect, the computer-implemented method further includes facilitating a representation of at least one of the polar plot, the plurality of regions, the area, the sea plot, the panoramic plot, the actual heading marker, the planned heading marker, the alert, or the actionable item.

[0031] An advantage of some embodiments is that the said representation helps the operator understand the information provided by the polar plot, the plurality of regions, the area, the sea plot, the panoramic plot, the actual heading marker, the planned heading marker,20 the alert, or the actionable item.

[0032] As per another embodiment of the present disclosure, a server system is disclosed. The server system includes a communication interface and a memory including executable instructions. The server system also includes a processor communicably coupled to the memory. The processor is configured to execute the instructions to cause the server system, at least in part, to access a set of vessel parameters associated with a vessel traveling at sea along a route.

[0033] The server system is further caused to compute a set of rolling metrics for the vessel based, at least in part, on the set of vessel parameters. The set of rolling metrics includes a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics.30 The server system is further caused to generate a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics. The server system is further caused to determine a set of minimum safe speeds for the vessel based, at least in part, on the set of vesselP24-062PCT1heading metrics, and the set of wave speed metrics. Herein, each minimum safe speed corresponds to a particular heading of the vessel. The server system is further caused to generate a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics. Herein, the plurality of regions includes a safe region, an unsafe region, and an5 unreachable region. The server system is further caused to generate an area surrounding the vessel within the polar plot based, at least in part, on the set of minimum safe speeds.

[0034] As per yet another embodiment of the present disclosure, a non-transitory computer-readable storage medium is disclosed. The non-transitory computer-readable storage medium includes computer-executable instructions that, when executed by at least a processor10 of a server system, cause the server system to perform a method. The method includes accessing a set of vessel parameters associated with a vessel traveling at sea along a route. The method further includes computing a set of rolling metrics for the vessel based, at least in part, on the set of vessel parameters, the set of rolling metrics including a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics. The method further includes generating a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics. The method further includes determining a set of minimum safe speeds for the vessel based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics. Herein, each minimum safe speed corresponds to a particular heading of the vessel. The method further includes generating a plurality of regions within the polar plot20 based, at least in part, on the set of specific roll metrics. Herein, the plurality of regions includes a safe region, an unsafe region, and an unreachable region. The method further includes generating an area surrounding the vessel within the polar plot based, at least in part, on the set of minimum safe speeds.

[0035] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.BRIEF DESCRIPTION OF FIGURES30

[0036] For a more complete understanding of example embodiments of the present technology, reference is now made to the following descriptions taken in connection with the accompanying drawings in which:P24-062PCT1

[0037] FIG. 1 is an example representation of a maritime environment, in accordance with various embodiments of the present disclosure;

[0038] FIG. 2 illustrates a simplified block diagram of a server system, in accordance with an embodiment of the present disclosure;5

[0039] FIGS. 3A, 3B, 3C, and 3D, collectively, illustrate a schematic representation of a process for selecting a route for generating various charts for depicting synchronous roll and parametric roll using various Graphical User Interfaces (GUIs), in accordance with an embodiment of the present disclosure;

[0040] FIG. 4 illustrates a schematic representation of the various charts depicting synchronous roll and parametric roll using a Graphical User Interface (GUI), in accordance with an embodiment of the present disclosure;

[0041] FIG. 5 illustrates a schematic representation of a chart for maneuvering a deviated vessel back to a planned route or an alternative route using a Graphical User Interface (GUI), in accordance with an embodiment of the present disclosure;15

[0042] FIG. 6 illustrates a flow diagram of a method of operating the server system for determining a fuel-efficient route, an emission-efficient route, or a combination thereof, in accordance with an embodiment of the present disclosure; and

[0043] FIG. 7 illustrates a flow diagram of a method of operating the server system for generating a chart for depicting synchronous roll and parametric roll associated with a vessel20 traveling at sea, in accordance with an embodiment of the present disclosure.

[0044] The drawings referred to in this description are not to be understood as being drawn to scale except if specifically noted, and such drawings are only exemplary in nature.DETAILED DESCRIPTION

[0045] In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. It will be apparent, however, to one skilled in the art that the present disclosure can be practiced without these specific details. Descriptions of well-known components and processing techniques are omitted to not obscure the embodiments herein unnecessarily. The examples30 used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practiceP24-062PCT1the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

[0046] References in this specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the5 embodiment is included in at least one embodiment of the present disclosure. The appearances of the phrase “in an embodiment” in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, various features are described which may be exhibited by some embodiments and not by others. Similarly, various requirements are10 described which may be requirements for some embodiments but not for other embodiments.

[0047] Moreover, although the following description contains many specifics for the purposes of illustration, anyone skilled in the art will appreciate that many variations and / or alterations to said details are within the scope of the present disclosure. Similarly, although many of the features of the present disclosure are described in terms of each other, or in conjunction with each other, one skilled in the art will appreciate that many of these features can be provided independently of other features. Accordingly, this description of the present disclosure is set forth without any loss of generality to, and without imposing limitations upon, the present disclosure.

[0048] Conditional language such as, among others, "can," "could," "might" or "may,"20 unless specifically stated otherwise, are otherwise understood within the context as used in general to convey that certain embodiments include, while other embodiments do not include, certain features, elements and / or steps. Thus, such conditional language is not generally intended to imply that features, elements, and / or steps are in any way required for one or more embodiments or that one or more embodiments necessarily include logic for deciding, with or without user input or prompting, whether these features, elements and / or steps are included or are to be performed in any particular embodiment.

[0049] Disjunctive language such as the phrase "at least one of X, Y, or Z" unless specifically stated otherwise, is otherwise understood with the context as used in general to present that an item, term, etc., may be either X, Y, or Z, or any combination thereof (e.g., X,30 Y, and / or Z). Thus, such disjunctive language is not generally intended to, and should not, imply that certain embodiments require at least one of X, at least one of Y, or at least one of Z to each be present.P24-062PCT1

[0050] Unless otherwise explicitly stated, articles such as "a" or "an" should generally be interpreted to include one or more described items. Accordingly, phrases such as "a server system configured to" are intended to include one or more recited server systems / processors. Such one or more recited devices can also be collectively configured to carry out the stated5 recitations. For example, "a processor configured to carry out recitations A, B, and C" can include a first processor configured to carry out recitation A working in conjunction with a second processor configured to carry out recitations B and C. The same holds true for the use of definite articles used to introduce embodiment recitations. In addition, even if a specific number of an introduced embodiment recitation is explicitly recited, those skilled in the art10 will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations or two or more recitations).

[0051] It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms e.g., the term "including" or “comprising” should be interpreted as "including / comprising but not limited to," the term "having" should be interpreted as "having at least," the term "includes" or “comprises” should be interpreted as "includes / comprises but is not limited to," etc.).

[0052] For expository purposes, the term ‘vessel’, ‘boat’, ‘ship’, or ‘carrier’ (used interchangeably herein) refers to any type of vehicle or craft that is designed to navigate or20 operate in a fluid such as but not limited to water. Examples of vessels include commercial vessels, recreational vessels, special purpose vessels, and so on.

[0053] FIG. 1 is an example representation of a maritime environment 100, in accordance with various embodiments of the present disclosure. The maritime environment 100 includes a server system 102, a vessel 104, and one or more data sources 106, each coupled to, and in communication with (and / or with access to) a network 108. The vessel 104 may be, but is not limited to, a maritime vessel, an aircraft, a boat, a ship, a yacht, a commercial cargo ship, and so on.

[0054] The network 108 may include, without limitation, a Light Fidelity (Li-Fi) network, a Local Area Network (LAN), a Wide Area Network (WAN), a Metropolitan Area30 Network (MAN), a satellite network, the Internet, a fiber optic network, a coaxial cable network, an Infrared (IR) network, a Radio Frequency (RF) network, a virtual network, and / or another suitable public and / or private network capable of supporting communication amongP24-062PCT1two or more of the parts or components illustrated in FIG. 1, or any combination thereof.

[0055] Various entities in the maritime environment 100 may connect to the network 108 in accordance with various wired and wireless communication protocols, such as Transmission Control Protocol / Internet Protocol (TCP / IP), User Datagram Protocol (UDP),5 2nd Generation (2G), 3rd Generation (3G), 4th Generation (4G), 5th Generation (5G) communication protocols, Long Term Evolution (LTE) communication protocols, future communication protocols or any combination thereof. For example, the network 108 may include multiple different networks, such as a private network made accessible by the server system 102 and a public network (e.g., the Internet, etc.) through which the server system 102,10 the vessel 104, and the one or more data sources 106 may communicate.

[0056] In an exemplary scenario, the vessel 104 may be operating in the sea following a predetermined or planned route. Yet in another exemplary scenario, the route along with the route conditions may be predicted for an upcoming journey of the vessel 104. The vessel 104 may be enabled with the Internet of Things (loT). In other words, the vessel 104 may be associated with one or more data sources 106 that collect, transmit, and analyze data in realtime. The integration of loT technology in the vessel 104 allows for seamless communication between various components and provides actionable insights to the operator of the vessel 104.

[0057] Examples of one or more data sources 106 may include, but are not limited to, engine and machinery sensors, navigation systems, environmental sensors / sy stems, hull20 monitoring systems, fuel management systems, communication systems, and so on. In an example, the engine and machinery sensors may be responsible for recording / monitoring parameters such as engine temperature, fuel consumption, RPM (revolutions per minute), oil pressure, coolant levels, and so on. The Navigation systems may be responsible for recording / monitoring parameters such as Global Positioning System (GPS), Radio Detection and Ranging (RADAR), Sound Navigation and Ranging (SONAR), and Automatic Identification Systems (AIS) to track the vessel’s location, speed, heading, rudder angle, surrounding marine traffic, and so on. The environmental sensors / sy stems may be responsible for recording / monitoring parameters such as external environmental conditions, including sea state (wave height and frequency), wind speed and direction, air and water temperature,30 humidity, and barometric pressure, among other weather conditions. In some instances, the environmental systems may access weather-related information from different meteorological departments or the internet as well. For instance, while planning an upcoming route for the vessel 104, weather-related information involving weather predictions can be utilized. The hullP24-062PCT1monitoring systems may include strain gauges and accelerometers placed on the hull of the vessel 104 to record / monitor parameters such as stress, strain, and vibrations of the hull. The fuel management systems may be responsible for recording / monitoring parameters such as fuel levels, consumption rates, fuel mix type, fuel quality, and so on. The Satellite and radio5 communication systems are responsible for collecting and transmitting data between the vessel 104 and onshore operations centers.

[0058] In an embodiment, the one or more data sources 106 may be responsible for collecting or recording a plurality of vessel parameters of the vessel 104. The one or more data sources 106 may include a combination of sensors, onboard systems, and external data feeds,10 all integrated to provide comprehensive monitoring and data collection of the various vessel operating parameters. The phrase ‘plurality of vessel parameters’ refers to the key characteristics and operational metrics of the vessel 104 or ship that are critical for monitoring and managing its performance, stability, and efficiency.

[0059] In an instance, the one or more data sources 106 record the vessel parameters at one or more frequencies. Broadly, the vessel parameters can be classified into weather condition parameters, loading and stability parameters associated with the vessel 104, and vessel operational parameters. The weather condition parameters can either be recorded using the on-board sensors present on the vessel 104 or collected by the environmental systems from different meteorological departments or the internet as well. The loading and stability20 parameters associated with the vessel 104 are unique parameters associated with each vessel 104. In various examples, the loading and stability parameters include but are not limited to vessel dimension information, vessel stability information, vessel load information (or cargo load information), and the like. Generally, for a particular journey or planned route, the loading and stability parameters remain constant.

[0060] Examples of the vessel operational parameters include, but are not limited to, engine power, shaft Revolutions Per Minute (RPM), engine load, engine room temperature, pressure within engine room, power generated by the waste heat recovery system's steam and power turbines, inlet and outlet temperatures of the exhaust gas for turbo charger, temperature and pressure in the scavenging air receiver of main engine and / or auxiliary engine, pressure in30 the exhaust receiver of main engine and / or auxiliary engine, back pressure of exhaust gas in turbo charger, temperature and viscosity of the fuel oil, average temperature of the exhaust gas, maximum continuous rating, maximum shaft RPM, whether the main engine and / or auxiliary engine has a turbocharger cut-out, number of turbochargers, number of cylinders, diameter ofP24-062PCT1each of the cylinders, number of piston strokes, length of the piston stroke, hull capacity for refrigerated cargo and dimensions, fuel consumption, Speed Over Ground (SOG), true heading, rudder angle, data on weather conditions, sea state, data on cargo conditions, ballast tank levels, overall fuel levels, fuel type, fuel mix (of mixed fuel batch), hull integrity,5 machinery condition, distance traveled, estimated time of arrival, etc., among other suitable vessel operating parameters. Since these vessel operating parameters are recorded at different frequencies (or the same high frequency), these parameters are aggregated at predefined intervals to enable simplified processing. Examples of the predefined intervals include 5 minutes (min.), 10 min., 15 min., and so on.

[0061] In other words, the vessel operational parameters and the weather condition parameters may be recorded every few milliseconds, seconds, minutes, or so on. In another instance, the data recording process for a few of these vessel parameters may take place using high-frequency medium (every few milliseconds to seconds), medium -frequency recording (every few minutes to hours), or low-frequency recording (every few hours or days) as well. It15 is noted that since the vessel and loading and stability parameters generally remain constant during a planned route, it is not updated.

[0062] As described earlier, larger vessels such as container vessels and passenger ships are highly susceptible to different rolling motions including synchronous roll and parametric roll due to their high center of gravity. The conventional techniques or tools being20 used by the vessel operators or onboard crew (referred to hereinafter simply as operators) present several limitations and drawbacks. In an instance, generally, these tools utilize color scales and risk indicators for communicating information regarding the safety of a vessel’s heading and speed relative to incoming waves to the concerned operator. As may be understood, these color scales and risk indicators are often quite complex and difficult to understand for the operators. Since rolling motion necessitates immediate action (known as mitigating action) from the operator to counter its effect on the vessel 104, such complex tools might delay a response from the operator. Due to the severity of rolling motions, a delay of a few moments in mitigating action from the operator can cause damage to the vessel 104 and its integrity. Furthermore, the mitigating action for countering the effects of the rolling motion30 can often lead the vessel 104 to deviate from its intended route, which can cause delays in the journey leading to financial losses.

[0063] To overcome the above-mentioned problems among other problems, an approach for generating various dynamic charts for depicting synchronous roll and parametricP24-062PCT1roll associated with a vessel traveling at sea is desired. To that end, to address the above- mentioned limitation, the present disclosure describes that the server system 102 may generate various dynamic charts for depicting synchronous roll and parametric roll associated with a vessel traveling at sea. Further, the server system 102 may assist the operator in rectifying any5 deviation in the movement of the vessel 104 from its intended route.

[0064] In one embodiment, the maritime environment 100 may further include a database 110 coupled with the server system 102. In an example, the server system 102 coupled with the database 110 is embodied within a central server (not shown) associated with the operator of the vessel 104, however, in other examples, the server system 102 can be a standalone component (acting as a hub) connected to the central server. The database 110 may be incorporated in the server system 102 or maybe an individual entity connected to the server system 102 or maybe a database stored in cloud storage. In one embodiment, the database 110 may store the vessel parameters recorded by the one or more data sources 106 and other necessary machine instructions required for implementing the various functionalities of the15 server system 102 such as firmware data, operating system, and the like. In some instances, the values associated with one or more of the vessel parameters may be predicted by Artificial Intelligence (Al) or Machine Learning (ML) models for performing predictive analysis as well. In addition, the database 110 provides a storage location for data and / or metadata obtained from various operations performed by the server system 102.20

[0065] In an embodiment, the server system 102 is configured to access a set of vessel parameters associated with a vessel traveling at sea along a route. As described earlier, the set of vessel parameters includes but is not limited to weather condition parameters, loading and stability parameters associated with the vessel 104, and vessel operational parameters. Herein, the ‘route’ may refer to a route selected for a future journey, or a route selected for an ongoing journey. In some instances, the ‘route’ may refer to an upcoming portion or section of a route being followed for an ongoing journey. For example, the upcoming portion on the ongoing journey can be any returning portion on the ongoing journey.

[0066] In another embodiment, the server system 102 is configured to compute a set of rolling metrics for the vessel 104 based, at least in part, on the set of vessel parameters.30 Herein, the ‘set of rolling metrics’ refers to various metrics essential for determining the presence of rolling motion associated with the vessel 104. In other words, the set of rolling metrics are data measurements essential for understanding the rolling motion of the vessel 104. These metrics help in understanding, monitoring, and managing the stability and safety of theP24-062PCT1vessel 104 as it tilts from side to side due to wave action, wind, or cargo movement. The set of rolling metrics may include but is not limited to a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics. The set of vessel heading metrics includes metrics related to the true and actual heading of the vessel 104. The vessel heading metrics5 refer to data measurements that are essential for monitoring and controlling the direction and orientation of the vessel 104. The set of wave speed metrics includes metrics associated with the speed of the waves in the waters surrounding the vessel 104. In particular, the wave speed metrics provide information on the characteristics of waves impacting the vessel 104. The set of specific roll metrics includes metrics related to the synchronous roll and the parametric roll10 that may be faced by the vessel 104 at different coordinates within the sea. In other words, the specific roll metrics describe the rolling behavior of the vessel 104.

[0067] In another embodiment, the server system 102 is configured to generate a chart linked to a location of the vessel 104 at sea based, at least in part, on the set of rolling metrics. In an instance, the server system 102 is configured to generate a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics. In another instance, a sea chart or a panoramic chart may be generated as well. Herein, the polar charts, polar diagrams, or polar plots, are graphical representations that display data associated with the vessel 104 in a circular, radial format. The various data points depicted by the polar chart are plotted based on an angle (around the chart's center) and a distance (from the center outward).20 This aspect of the polar charts helps in representing variables that depend on direction and magnitude. The term ‘sea chart’ or ‘nautical chart’ refers to a detailed graphical representation of maritime areas and adjacent coastal regions in the vicinity of the vessel 104. On the other hand, the panoramic chart refers to a specialized type of chart that provides a wide-angle view of a coastal area or seascape relative to the vessel 104.

[0068] In another embodiment, the server system 102 is configured to determine a set of minimum safe speeds for the vessel 104 based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics. The set of minimum safe speeds for the vessel 104 refers to a range of speeds required to maintain safe and efficient operation under varying conditions. These speeds ensure that the vessel remains maneuverable and stable while also30 avoiding hazards. Herein, each minimum safe speed corresponds to a particular heading of the vessel 104. As may understood, each vessel is associated with a minimum safe speed, for example, 5 Knots, which it must operate on to prevent its engine from stalling. However, when the vessel 104 is at sea the pressure from the various waves hitting the vessel 104 continuouslyP24-062PCT1changes the minimum safe speed for each particular heading. In an instance, if the wave speed is 5 Knots South and the vessel is moving North, then the vessel 104 must maintain a minimum speed of 5 Knots (assuming that the engine will stall under 5 Knots) to prevent the engine from stalling. In an alternate instance, if the wave speed is 4 Knots South and the vessel is moving5 South, then the vessel 104 must maintain a minimum speed of 1 Knots (assuming that the engine will stall under 5 Knots, z.e., the rated minimum safe speed of the engine) to prevent the engine from stalling. Thus, it is understood that a particular heading requires a particular minimum safe operating speed from the vessel 104 to avoid a stalling scenario.

[0069] In another embodiment, the server system 102 is configured to generate a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics. In particular, the polar chart is divided into the plurality of regions that indicate how the vessel 104 behaves in terms of rolling motion under different combinations of speed, heading, and environmental factors like wind or waves. In some examples, the plurality of regions may be polygons. The plurality of regions includes a safe region, an unsafe region, and an unreachable15 region. Herein, the safe region depicts a region of sea within the polar chart in which the rolling motion of the vessel 104 will remain under safe limits. Herein, the safe limits for the rolling motion of the vessel 104 typically refer to thresholds beyond which the rolling can compromise the vessel's stability, safety, and comfort. These thresholds may be defined by an administrator (not shown) of the server system 102.20

[0070] On the other hand, the unsafe region depicts a region of sea within the polar chart in which the rolling motion of the vessel 104 will remain over safe limits. Herein, to be "over safe limits" means that the rolling motion of the vessel 104 exceeds the thresholds deemed safe for operation of the said vessel 104. Whereas, the unreachable region depicts a region of sea within the polar chart that the vessel 104 is incapable of reaching. In other words, the unreachable region refers to a region where the vessel 104 cannot operate effectively or safely reach certain areas of the sea due to its performance limitations such as mechanical or navigational constraints.

[0071] In some instances, the plurality of regions may be color coded with distinct colors to improve the visibility of the operator. In a non-limiting implementation, the safe30 region may be colored green, the unsafe may be colored red, and the unreachable region may be colored grey. As may be appreciated, upon viewing these regions on the polar plot, an operator can easily come up with mitigation action for managing the rolling motion of the vessel. These regions provide actionable recommendations to the operator as the operator onlyP24-062PCT1needs to maneuver his / her vessel 104 such that it stays within the safe region. For instance, if the vessel 104 is within the unsafe region, the operator can simply change the heading and speed of the vessel such that it moves towards and within the safe region. This aspect allows the operator to easily and quickly formulate a mitigating action or plan for the vessel 104.5

[0072] In another embodiment, the server system 102 is configured to generate an area surrounding the vessel 104 within the polar plot based, at least in part, on the set of minimum safe speeds. The area is a region linked to the vessel 104 that provides the minimum safe speed in each possible heading that the vessel 104 must maintain. The said area depicts the minimum safe speed that the operator must maintain for the vessel 104 to prevent it from stalling. This10 area assists the operator in preventing the vessel 104 from stalling. Herein, stalling refers to a condition where the vessel’ s forward motion becomes insufficient to maintain effective control and stability, especially in terms of steering and maneuverability. In some instances, the said area may be color-coded with a distinct color from the plurality of regions as well. For instance, the area may be colored blue. It is noted that server system 102 may provide the operator with the capability of editing or changing the colors associated with any region or area described herein.

[0073] Although in FIG. 1, the server system 102 is shown to be incorporated within the maritime environment 100, in some embodiments, the server system 102 may be external to and in communication with the maritime environment 100, for example, via the network20 108. In some examples, the server system 102 may be implemented in third-party external servers to perform the various operations described herein.

[0074] The number and arrangement of systems, devices, and / or networks shown in FIG. 1 are provided as an example. There may be additional systems, devices, and / or networks; fewer systems, devices, and / or networks; different systems, devices, and / or networks; and / or differently arranged systems, devices, and / or networks than those shown in FIG. 1. Furthermore, two or more systems or devices shown in FIG. 1 may be implemented within a single system or device, or a single system or device is shown in FIG. 1 may be implemented as multiple, distributed systems or devices. In addition, the server system 102 should be understood to be embodied in at least one computing device in communication with the30 network 108, which may be specifically configured, via executable instructions, to perform steps as described herein, and / or embodied in at least one non-transitory computer-readable media.P24-062PCT1

[0075] FIG. 2 illustrates a simplified block diagram of a server system 200, in accordance with an embodiment of the present disclosure. It is noted that the server system 200 may be similar to the server system 102 of FIG. 1. In one embodiment, the server system 200 is a part of the internal server operated by an organization employing the operator or5 onboard personnel of the vessel 104. In some embodiments, the server system 200 is embodied as a cloud-based and / or Software as a Service (SaaS) based architecture.

[0076] The server system 200 includes a computer system 202 and a database 204. It is noted that the database 204 is identical to the database 110 of FIG. 1. The computer system 202 includes at least one processor 206 (herein, referred to interchangeably as ‘processor 206’)10 for executing instructions, a memory 208, a communication interface 210, a user interface 212 and a storage interface 214 that communicates with each other via a bus 216.

[0077] In some embodiments, the database 204 is integrated into the computer system 202. For example, the computer system 202 may include one or more hard disk drives as the database 204. A storage interface 214 is any component capable of providing the processor 206 with access to the database 204. The storage interface 214 may include, for example, an Advanced Technology Attachment (ATA) adapter, a Serial ATA (SATA) adapter, a Small Computer System Interface (SCSI) adapter, a RAID controller, a SAN adapter, a network adapter, and / or any component providing the processor 206 with access to the database 204. In one non-limiting example, the database 204 is configured to store a set of vessel parameters20 218 and the like.

[0078] In an implementation, the set of vessel parameters 218 may include one or more weather condition parameters, one or more loading and stability parameters associated with the vessel 104, and one or more vessel operational parameters. The weather condition parameters can either be recorded using the on-board sensors located within the vessel 104 or collected by the environmental systems from different meteorological departments or the internet as well. The loading and stability parameters associated with the vessel 104 are unique parameters associated with each vessel 104. In various examples, the loading and stability parameters include, but are not limited to, vessel dimension information, vessel stability information, vessel load information (or cargo load information), and the like. Generally, for30 a particular journey or planned route, the loading and stability parameters remain constant.

[0079] The vessel operational parameters may include, but are not limited to, engine power, shaft Revolutions Per Minute (RPM), engine load, engine room temperature, pressureP24-062PCT1within engine room, power generated by the waste heat recovery system's steam and power turbines, inlet and outlet temperatures of the exhaust gas for turbo charger, temperature and pressure in the scavenging air receiver of main engine and / or auxiliary engine, pressure in the exhaust receiver of main engine and / or auxiliary engine, back pressure of exhaust gas in turbo5 charger, temperature and viscosity of the fuel oil, average temperature of the exhaust gas, maximum continuous rating, maximum shaft RPM, whether the main engine and / or auxiliary engine has a turbocharger cut-out, number of turbochargers, number of cylinders, diameter of each of the cylinders, number of piston strokes, length of the piston stroke, hull capacity for refrigerated cargo and dimensions, fuel consumption, Speed Over Ground (SOG), true10 heading, rudder angle, data on weather conditions, sea state, data on cargo conditions, ballast tank levels, overall fuel levels, fuel type, fuel mix (of mixed fuel batch), hull integrity, machinery condition, distance traveled, estimated time of arrival, etc., among other suitable vessel operating parameters. Since these vessel operating parameters are recorded at different frequencies (or the same high frequency), these parameters are aggregated at predefined intervals to enable simplified processing. Examples of the predefined intervals include 5 minutes (min.), 10 min., 15 min., and so on.

[0080] In other words, the vessel operational parameters and the weather condition parameters may be recorded every few milliseconds, seconds, minutes, or so on. In another instance, the data recording process for a few of these vessel parameters may take place using20 high-frequency recording (every few milliseconds to seconds), medium-frequency recording (every few minutes to hours), or low-frequency recording (every few hours or days) as well. It is noted that since the loading and stability parameters for a particular vessel generally remain constant during a planned route, they are not updated.

[0081] The user interface 212 is an interface such as a Human Machine Interface (HMI) or a software application that allows users such as an administrator (not shown) to interact with and control the server system 200 or one or more parameters associated with the server system 200. It may be noted that the user interface 212 may be composed of several components that vary based on the complexity and purpose of the application. Examples of components of the user interface 212 may include visual elements, controls, navigation, feedback and alerts, user30 input and interaction, responsive design, user assistance and help, accessibility features, and the like. More specifically these components may correspond to icons, layout, color schemes, buttons, sliders, dropdown menus, tabs, links, error / success messages, mouse and touch interactions, keyboard shortcuts, tooltips, screen readers, and the like.P24-062PCT1

[0082] The processor 206 includes suitable logic, circuitry, and / or interfaces to execute operations for generating various dynamic charts or plots for depicting synchronous roll and parametric roll associated with a vessel traveling at sea, determining an alternative fuelefficient route, an alternative emission-efficient route, or a combination thereof when the5 vessel 104 deviates from a planned route, and the like. Examples of the processor 206 include, but are not limited to, an Application-Specific Integrated Circuit (ASIC) processor, a Reduced Instruction Set Computing (RISC) processor, a Graphical Processing Unit (GPU), a Complex Instruction Set Computing (CISC) processor, a Field-Programmable Gate Array (FPGA), and the like.10

[0083] The memory 208 includes suitable logic, circuitry, and / or interfaces to store a set of computer-readable instructions for performing the various operations described herein. Examples of the memory 208 include a random-access memory (RAM), a read-only memory (ROM), a removable storage drive, a hard disk drive (HDD), and the like. It will be apparent to a person skilled in the art that the scope of the disclosure is not limited to realizing the memory 208 in the server system 200, as described herein. In another embodiment, the memory 208 may be realized in the form of a database server or a cloud storage working in conjunction with the server system 200, without departing from the scope of the present disclosure.

[0084] The processor 206 is operatively coupled to the communication interface 210, such that the processor 206 is capable of communicating with a remote device (z.e., to / from a20 remote device 220) such as third-party servers, or with the vessel 104, the one or more data sources 106, or communicating with any entity connected to the network 108 (as shown in FIG. 1).

[0085] It is noted that the server system 200 as illustrated and hereinafter described is merely illustrative of an apparatus that could benefit from embodiments of the present disclosure and, therefore, should not be taken to limit the scope of the present disclosure. It is noted that the server system 200 may include fewer or more components than those depicted in FIG. 2.

[0086] In one implementation, the processor 206 includes a data pre-processing module 222, a chart determination module 224, an alternative route determination module 226,30 a Graphical User Interface (GUI) generation module 228, etc., among other necessary modules. It should be noted that components, described herein, such as the data pre-processing module 222, the chart determination module 224, the alternative route determination moduleP24-062PCT1226, and the GUI generation module 228 can be configured in a variety of ways, including electronic circuitries, digital arithmetic, and logic blocks, and memory systems in combination with software, firmware, and embedded technologies. Further, each of these modules is communicably coupled to each other and may utilize the functionality of one another for5 performing the various operations described herein.

[0087] In an embodiment, the data pre-processing module 222 includes suitable logic and / or interfaces for recording the set of vessel parameters 218 from one or more data sources 106 associated with the vessel 104 at one or more frequencies. In particular, the data preprocessing module 222 may utilize the one or more data sources 106 to record or access the set of vessel parameters 218 for the vessel 104. As may be understood, the vessel parameters (except the loading and stability parameters) are dynamic in nature, therefore they have to be recorded at various frequencies. For instance, a few vessel parameters have to be recorded at a higher frequency such as every few milliseconds, seconds, minutes, or so on, while others may be recorded at a medium frequency such as every few minutes, hours, and so on, or lower15 frequency such as every few hours, days, and so on as well. The decision to record different vessel parameters at different frequencies may be made based on the type of each vessel parameter. For instance, shaft RPM may be recorded at high frequency while weather-related data may be recorded at medium frequency.

[0088] Further, the data pre-processing module 222 is configured to aggregate the20 plurality of recorded vessel parameters (z.e., the vessel operational parameters and the weather condition parameters) at predefined intervals. This aggregation process generates a set of aggregated vessel parameters. As may be appreciated, since vessel parameters are recorded at different frequencies (or the same high frequency), there exists a huge amount of values or data that needs to be processed by the server system 200 to obtain an understanding of these parameters. Therefore, by aggregating these parameters over predefined intervals such as 5 min., 10 min., 15 min., and so on, the complexity of understanding these parameters is significantly reduced. Further, a few computational resources may be required for analyzing this aggregated data. In an instance, the duration of the predefined interval can be defined by an administrator (not shown) of the server system 200 or an operator of the vessel 104.30

[0089] In another embodiment, the data pre-processing module 222 can be configured to predict one or more vessel parameters from the set of vessel parameters 218 for an upcoming route (z.e., future route) or an upcoming portion of an ongoing route. In various examples, weather forecasts and predictive Al or ML models may be utilized for predicting the one orP24-062PCT1more vessel parameters. It is noted that such predictive Al or ML techniques are well known in the art, therefore the same are not described herein again for the sake of brevity.

[0090] In another embodiment, the data pre-processing module 222 is configured to compute a set of rolling metrics for the vessel 104 based, at least in part, on the set of vessel5 parameters 218. The set of rolling metrics includes a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics. Herein, the set of vessel heading metrics includes metrics related to the true and actual heading of the vessel 104. Here, the set of wave speed metrics includes metrics associated with the speed of the waves in the waters surrounding the vessel 104. Herein, the set of specific roll metrics includes metrics related to10 the synchronous roll and the parametric roll that may be faced by the vessel 104 at different coordinates within the sea. It is noted that the mathematical models or equations utilized for computing the synchronous roll and the parametric roll are well-known in the art, therefore the same are not described herein for the sake of brevity. In other words, the process for computing the set of specific roll metrics is agnostic of the mathematical model used. Therefore, the proposed approach is compatible with known and upcoming techniques of computing the different forms of rolling motion. It is noted that the present disclosure aims to detect the conditions where the vessel 104 is exposed to the risk of the rolling motion. Further, the various embodiments described herein aim to provide operators with a tool to anticipate such risky conditions while providing them with various charts to help them navigate their vessel20 104 safely.

[0091] In an embodiment, the chart determination module 224 includes suitable logic and / or interfaces for generating various charts or plots for depicting synchronous roll and parametric roll associated with the vessel 104 traveling at sea. In an implementation, the chart determination module 224 is configured to generate a polar plot linked to a location of the vessel 104 at sea based, at least in part, on the set of rolling metrics. As described earlier, the polar plot refers to circular charts that represent a vessel's performance metrics such as parametric roll, synchronous roll, speed, fuel consumption, or efficiency, at various possible headings and environmental conditions (e.g., wind speed and wave angles). The polar plot plays a crucial role in helping navigators or operators optimize shipping routes by visualizing30 how the previously described factors impact the vessel’s operational efficiency. An exemplary illustration of the polar plot has been described with reference to FIG. 4 later in the present disclosure.

[0092] In another embodiment, the chart determination module 224 is configured toP24-062PCT1generate a sea plot. Herein, the sea plot is a navigational chart that tracks a vessel’s journey. The sea plot tracks the vessel’s course or route, speed, and position relative to important land- based features and environmental markers. In particular, the chart determination module 224 extracts a set of waypoints from the route. It is noted that when a route is received from an5 operator, it is received in the form of a set of waypoints scattered across various coordinates within the sea. This information can be utilized to generate the sea plot. Then, the chart determination module 224 accesses land feature-related information (not shown) from the database 204. In various examples, the land feature-related information may include but is not limited to coastal landmarks, ports, islands, shoals, and navigational aids like buoys and10 lighthouses, etc., among other environmental markers as well. Thereafter, the chart determination module 224 is configured to generate the sea plot based, at least in part, on the set of waypoints and the land feature-related information. Herein, the sea plot indicates a motion or movement of the vessel 104 at sea with respect to one or more land features.

[0093] In yet another embodiment, the chart determination module 224 is configured to generate a panoramic plot. Herein, the panoramic plot indicates a motion of the vessel at sea in a real-time panoramic view. More specifically, the chart determination module 224 is configured to generate a panoramic plot based, at least in part, on the polar plot. Furthermore, it is noted that the various charts or plots described herein can be dynamically updated based, at least in part, on an instantaneous location of the vessel at predetermined intervals.20

[0094] Further, the chart determination module 224 is configured to determine a set of minimum safe speeds for the vessel 104 based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics. Herein, each minimum safe speed corresponds to a particular heading of the vessel 104. It is noted that each vessel has certain limitations regarding the minimum speed at which it must operate to prevent its engine from stalling. This minimum speed is known as the minimum safe speed. However, while at sea due to the wave currents and wind speed, it becomes complicated for an operator to understand which speed he / she should be maintained to prevent the vessel 104 from stalling. In an example, if the wave speed hitting the head of the vessel 104 from the West is 5 Knots while the vessel 104 is traveling East. Assuming that the engine of the vessel 104 is rated for a minimum operational30 speed of 5 Knots, the operator has to operate the vessel at the minimum safe speed of 10 Knots to prevent the vessel 104 from stalling. It is noted that with each degree change in the heading, the forces acting on the vessel 104 are also changed. Therefore, these minimum safe speeds have to be computed for each heading angle.P24-062PCT1

[0095] In another embodiment, the chart determination module 224 is configured to generate a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics. It is noted that the plurality of regions can be generated in the panoramic plot as well. Herein, the plurality of regions includes a safe region, an unsafe region, and an5 unreachable region.

[0096] In particular, to determine these regions, the chart determination module 224 is configured to generate a coordinate matrix based, at least in part, on the set of vessel heading metrics, the set of wave speed metrics, and the set of specific roll metrics. As may be understood, the coordinate matrix is a mathematical representation used to describe the10 positions of points or regions on the polar chart based on specific parameters such as heading (i.e., an angle) and speed (i.e., the distance from the origin), which are typically plotted in a polar coordinate system. Herein, the coordinate matrix indicates a parametric roll and a synchronous roll relative to the vessel 104 at each coordinate within the polar chart. Further, the chart determination module 224 generates the safe region linked to the location of the vessel on the polar chart based, at least in part, on one or more safe coordinates from the coordinate matrix present within a set of safety thresholds. It is noted that the set of safety thresholds may be defined by the administrator associated with the server system 200. Herein, the safe region represents a region within the polar or panoramic plot where the effects of the synchronous roll and the parametric roll fall within an acceptable range defined by the set of safety20 thresholds. Thereafter, the chart determination module 224 generates the unsafe region linked to the location of the vessel on the polar chart based, at least in part, on one or more unsafe coordinates from the coordinate matrix present outside the set of safety thresholds. Herein, the unsafe region represents a region within the polar or panoramic plot where the effects of the synchronous roll and the parametric roll fall within an unacceptable or dangerous range defined by the set of safety thresholds.

[0097] Additionally, the chart determination module 224 is configured to determine a set of attainable top speeds for the vessel 104 based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics. The phrase ‘set of attainable top speeds’ refers to the range of maximum speeds the vessel 104 can achieve under various conditions, depending30 on its design, power, and environmental factors. These speeds are typically influenced by factors such as the engine's capabilities, hull design, water conditions, and external forces like wind or currents. The set of attainable top speeds encompasses the maximum safe speeds the vessel can reach in different operational situations. Herein, each attainable top speedP24-062PCT1corresponds to the particular heading of the vessel 104. It is noted the attainable top speed represents a speed that the vessel 104 may safely attain without damaging its engines. As may be understood, due to the changing nature of winds and wave currents, there exist circumstances where the vessel may go over its rated top speed which may cause damage to5 the vessel. Then, the chart determination module 224 determines one or more unreachable coordinates from the coordinate matrix based, at least in part, on the set of attainable top speeds. Herein, an unreachable coordinate indicates a particular coordinate that cannot be reached by the vessel traveling at a particular attainable top speed. As may be understood, these regions are called unreachable because they cannot be reached by the vessel 104 without10 damaging itself in the process. Thereafter, the chart determination module 224 generates the unreachable region linked to the location of the vessel on the polar chart based, at least in part, on the one or more unreachable coordinates.

[0098] Furthermore, the chart determination module 224 is configured to generate an area surrounding the vessel 104 within the polar plot based, at least in part, on the set of minimum safe speeds. As described earlier, the said area depicts a minimum speed that the vessel 104 must travel with to prevent the engine from stalling. It is noted that each plot including the plurality of regions, and the area can be updated dynamically based on the instantaneous position of the vessel 104 within a predefined time interval such as 5 min.

[0099] Further, the chart determination module 224 is configured to generate an actual20 heading marker indicating a true heading and a true speed of the vessel 104 on the polar plot or the panoramic plot based, at least in part, on the set of vessel parameters 220. Additionally, if the operator wishes to amend or change the true heading or vessel speed, the operator may utilize a planned heading marker. The planned heading marker can be configured by the operator to share a planned heading and a planned speed with the chart determination module 224. In response to receiving the planned heading and a planned speed from the operator, the planned heading marker may be updated. It is noted the planned heading marker indicates the planned heading and the planned speed for the vessel on the polar plot or the panoramic plot. The process for utilizing the planned heading marker to create a mitigation action for managing rolling motion has been described later with reference to FIG. 4.30

[0100] In an embodiment, the alternative route determination module 226 includes suitable logic and / or interfaces for providing an alternative safe route to the operator. Herein, the alternate safe route can be for bringing the vessel 104 back to its intended or planned route once it has deviated due to one or more factors such as mitigating actions from the operator.P24-062PCT1Alternatively, the alternative safe route can be followed instead of the intended route if the same is an improvement of the intended route in terms of better fuel consumption, lower emissions, or a combination thereof. In other words, few of the embodiments described herein provide a fuel efficient, emission-optimized, safe and sailable route alternative to the seafarers.5 At first, the alternative route determination module 226 determines the presence of a deviation from a set of waypoints associated with the route, z.e., the intended route based, at least in part, on the set of vessel parameters 218. Herein, deviation refers to a change in the route being followed by the vessel 104 and the intended or planned route for the vessel 104. Then, the alternative route determination module 226 is configured to determine one or more alternative10 routes for the vessel 104. It is noted that each alternative route from the one or more alternative routes includes a set of alternative waypoints located in the safe region of the polar or panoramic plot. Herein, the term ‘waypoints’ are specific, predefined geographic locations used in navigation to help guide the vessel 104, or any other mode of transportation along a planned route. They act as reference points that mark significant locations where a change in course may occur or where important navigational decisions are made. Further, the alternative route determination module 226 is configured to determine a fuel efficiency, an emission, or a combination thereof of each alternative route. As may be understood, ideally to save on fuel and operational costs a fuel-efficient, emission-efficient, and time-efficient route should be selected. Thereafter, the alternative route determination module 226 is configured to select a20 fuel-efficient route, an emission-efficient route, or a combination thereof from the one or more alternative routes based, at least in part, on the fuel efficiency of the selected fuel-efficient route being the highest, the emission of the selected emission-efficient route being the lowest, or a combination thereof. Various known techniques may be utilized to determine the fuel efficiency and the emission of each alternative route and then, the most efficient route in terms of fuel consumption, emission, or a combination thereof is selected. Furthermore, the alternative route determination module 226 is configured to generate the set of alternative waypoints corresponding to the fuel-efficient route, the emission-efficient route, or a combination thereof on the polar plot or the sea plot.

[0101] In an embodiment, the GUI generation module 228 includes suitable logic30 and / or interfaces for generating various GUIs for facilitating the various modules of the server system 200 to perform the various operations described herein. For instance, the GUI generation module 228 may generate a GUI and facilitate a visualization of a representation of at least one of the polar plot, the plurality of regions, the area, the sea plot, the panoramic plot,P24-062PCT1the actual heading marker, the planned heading marker, an alert, or an actionable item. Various exemplary GUIs have been described with reference to FIG. 3, FIG. 4, and FIG. 5 later in the present disclosure.

[0102] Further, the GUI generation module 228 is configured to generate an actionable5 item within the GUI for the operator to amend at least one of the set of vessel parameters 218. In some instances, the alert may be generated by the GUI generation module 228 on the GUI in response to detecting that the vessel is located in the unsafe region on the polar plot or the panoramic plot. Alternatively, the alert may be set to resolve in response to detecting that the vessel has moved from the unsafe region to the safe region within the polar or panoramic plot.

[0103] FIGS. 3A, 3B, 3C, and 3D, collectively illustrate a schematic representation of a process for selecting a route for generating the various charts for depicting synchronous roll and parametric roll using various Graphical User Interfaces (GUIs), in accordance with an embodiment of the present disclosure. As described earlier, the server system 200 allows an operator to generate various graphs for an ongoing journey, a future journey, or an upcoming15 portion of the ongoing journey.

[0104] In an exemplary scenario, a planned route for the vessel’s journey is shown to the operator using GUI 300 of FIG. 3 A. As illustrated, the vessel is shown as a visual indicator for the vessel, z.e., a vessel indicator 302, and the planned route is shown using a lead line 304. As may be understood, the onboard operator or the shore side operator can feed the route (see,20 304) into the server system 200. Now, to generate the various charts described herein, the operator has various options. In an implementation, if the journey is ongoing, the GUI 300 may be regularly updated to match the instantaneous motion of the vessel 104 in near real-time on the GUI 300. This near real-time motion of the vessel 104 can be replicated by the vessel indicator 302. If the operator wishes to see the various charts described herein, the operator may click on the vessel indicator 302. Once the click is detected, a GUI depicting the various charts may be displayed to the operator on an electronic device such as a computer associated with the operator. Examples of such GUIs depicting the various charts have been described later in reference to FIG. 4 and FIG. 5. Alternatively, the operator may be provided with an option (see, option 308 of GUI 306 of FIG. 3B) for generating the various charts described30 herein. The operator may select option 308 for generating the various charts described herein.

[0105] In an alternate implementation, if the operator wishes to generate the various charts described herein for a future journey or an upcoming portion of the ongoing journey,P24-062PCT1the operator may be provided with an option (see, option 312 of GUI 310 of FIG. 3C) to select coordinates from the planned route for generating the various charts. Once, the operator enters the desired coordinates, the operator can either select the vessel indicator or the option 308 described earlier for generating the various charts.5

[0106] Alternatively, the operator may also be provided with an option to directly select a coordinate from the planned route by clicking or selecting a point on the lead line 316 of GUI 314 of FIG. 3D depicting the planned route.

[0107] As may be understood, if the route belongs to a future journey, then the set of vessel parameters may be predicted using Al and ML tools. For instance, weather forecasts10 may be utilized to determine or predict the probable weather conditions (i.e., the weather condition parameters) for the upcoming trip. The vessel operational (or operating) parameters may be predicted using Al and ML techniques. It is noted that these techniques are well-known in the art, therefore they are not described herein for the sake of brevity. Further, the stability and loading parameters can be determined using the shipping manifest (that provides information regarding the cargo load) and the vessel dimension information for the vessel 104. Similarly, the vessel parameters can be determined for an upcoming portion of an ongoing journey as well.

[0108] FIG. 4 illustrates a schematic representation of the various charts depicting synchronous roll and parametric roll using a Graphical User Interface (GUI), in accordance20 with an embodiment of the present disclosure.

[0109] Once the operator chooses to generate the various graphs, a GUI 400 may be rendered on the display associated with the electronic device of the operator. In a non-limiting implementation, the various charts described herein may be depicted to the operator within a single GUI as shown in GUI 400. In another implementation, the various charts described herein can be displayed to the operator separately as well.

[0110] As illustrated, the GUI 400 includes a polar plot 402, a panoramic plot 404, a sea chart 406, an actual heading marker 408, a planned hearing marker 410, and one or more actionable items. The polar plot 402 includes the actual heading marker 408, the planned hearing marker 410, the vessel indicator 412 (similar to vessel indicator 302), a plurality of30 regions 414(1), 414(2), and 414(3), and an area 416 linked to the vessel (shown using vessel indicator 412). Herein, region 414(1) may represent the safe region, region 414(2) may represent the unsafe region, and region 414(3) may represent the unreachable region. Further,P24-062PCT1herein the actual heading marker 408 shows the current or actual vessel details while the planned heading marker shows the new or planned vessel details. As illustrated in GUI 400, the polar plot provides a 360 degree of the vessel 104 and has markers laid out for the various directions such as North (see, N), South (see, S), East (see, E), and West (see, W). Additionally,5 the polar chart 402 includes markers for depicting the wind speed, wind direction, wave speed, wave direction, swell direction, etc., among other details as well.

[0111] The GUI 400 can help the operator understand which areas are dangerous (i.e., the unsafe region 414(2)) for the vessel and which areas are safer (i.e., the safe region 414(1)) for the vessel 104 at sea. In order to maneuver the vessel 104, the operator can select the10 planned heading marker 410 in the direction that the operator wishes to change the heading of the vessel 104. Further, the length of the planned heading marker 410 (shown using dotted line) may be changed by the operator to change the speed of the vessel 104. As may be understood, the length of the planned heading marker 410 cannot go below the safe minimum speed of the vessel 104 for the corresponding heading. In other words, the operator cannot move the planned heading marker 410 inside the area 416. This aspect helps to prevent the vessel 104 from stalling.

[0112] In another implementation, the operator is provided with an option for adjusting the heading (see, actionable item 418) and adjusting the speed of the vessel (see, actionable item 420) as well. The operator can use these actionable items to adjust the speed of the vessel20 104 as well. Further, a reset button (see, actionable item 424 and actionable item 426) corresponding to each option for adjusting the heading and the speed of the vessel is provided to the operator. The operator can select the reset button to reset the corresponding values for the heading or vessel speed to their corresponding actual values.

[0113] Similarly, the panoramic plot 404 provides an additional view of the plurality of regions 414(1) to 414(3) to the operator. The operator may pan across the panoramic plot 404 to determine a suitable mitigation action as well. As illustrated in GUI 400, the panoramic plot 404 is made by sectioning off the various regions from the polar plot into various parallelograms in an X-Y plot such that the X-axis represents the speed of the vessel 104 (in knots) and the Y-axis represents the heading (in degree). Similar to the polar plot 404, the30 panoramic plot 404 includes the planned heading marker 422. The planned heading marker 422 is functionally identical to the planned heading marker 410. Therefore, the functionality of the same is not described again for the sake of brevity. Additionally, the panoramic chart 404 includes markers for depicting the wind speed, wind direction wave speed, etc., amongP24-062PCT1other details as well.

[0114] As illustrated, the GUI 400 includes the sea chart 406. The sea chart depicts the land feature information associated with the route of the vessel. The planned route may be shown using lead line 428 and the deviated route due to the changes (z.e., the mitigating action)5 made by the operator using either the polar chart 402 or panoramic chart 404 may be shown using the dotted line 430. It is noted that the various charts and measurements shown herein are dynamically linked. In other words, any change in one chart will reflect as a corresponding change in the other charts and measurements as well.

[0115] Further, the one or more actionable items may include a parameter editing10 option (see, actionable item 432). This actionable item 432 can be utilized by the operator to amend or alter at least one of the set of vessel parameters. For instance, in the illustrated example, various vessel parameters are shown as ‘edited’ for the sake of explanation. Similarly, a reset option (see, actionable item 434) may be provided to the operator for reverting the vessel parameters to their original unedited values. In some instances, a view change option (see, actionable item 436) may be given to the operator as well to toggle between a ‘North Up’ view and a ‘Head Up’ view on all the charts. In another implementation, a refresh option (see, actionable item 438) may be given to the operator as well to obtain the latest realtime updates for the information shown in the various charts. Once, the operator has decided on his mitigation action, the operator can select a continue or proceed option (see, actionable20 item 440) to direct the crew or the onboard electronics to maneuver the vessel 104 in accordance with the planned heading and the planned speed selected using the planned heading marker 410 or 422.

[0116] FIG. 5 illustrates a schematic representation of a chart for maneuvering a deviated vessel back to a planned route or an alternative route using a Graphical User Interface (GUI), in accordance with an embodiment of the present disclosure.

[0117] Once, the mitigating action takes place, it is generally observed that the vessel 104 can deviate from its intended route or course. To rectify this problem, the server system 200 generates a GUI 500 that provides the operator with an alternative route, such as fuelefficient alternative route, an emission-efficient alternative route, or a combination thereof30 (i.e., a detour from the vessel heading) that lies within the safe region 414(1). In an embodiment, the alternative route can be intended to rejoin the intended route for the vessel 104. In an alternative embodiment, the alternative route can be intended to guide the vesselP24-062PCT1104 directly to its destination. For instance, the alternative route can selected to guide the vessel 104 directly to its destination if it’s more fuel efficient and / or has lower emissions compared to the originally intended route. In particular, a set of alternative waypoints associated with the fuel-efficient route, the emission-efficient route, or a combination thereof are depicted on the5 sea chart 502. It is noted that the various components of GUI 500 have already been described with reference to FIG. 4 earlier, therefore the same are not described again for the sake of brevity. If the operator is satisfied with the recommended fuel-efficient route, then the operator can select an actionable item 504 to insert and submit or incorporate the recommended route into the planned route.10

[0118] FIG. 6 illustrates a flow diagram of a method 600 of operating the server system 200 for determining a fuel -efficient route, an emission-efficient route, or a combination thereof, in accordance with an embodiment of the present disclosure. The method 600 depicted in the flow diagram may be executed by, for example, the server system 200. The sequence of operations of the method 600 may not be necessarily executed in the same order as they are presented. Further, one or more operations may be grouped and performed in the form of a single step, or one operation may have several sub-steps that may be performed in parallel or in a sequential manner. Operations of the method 600, and combinations of operations in the method 600 may be implemented by, for example, hardware, firmware, a processor, circuitry, and / or a different device associated with the execution of software that includes one or more20 computer program instructions. The plurality of operations is depicted in the process flow of the method 600. The process flow starts at operation 602.

[0119] At 602, the method 600 includes determining a deviation from a set of waypoints associated with the route based, at least in part, on a set of vessel parameters. As described earlier, when a vessel such as vessel 104 encounters conditions leading to rolling motion, the operator of the vessel 104 may move or maneuver the vessel 104 from an unsafe region on the polar or sea chart to a safe region. However, this maneuvering may cause the vessel 104 to deviate from its originally planned route. This deviation from the waypoints associated with the originally planned route can be detected using the vessel parameters.

[0120] At 604, the method 600 includes determining one or more alternative routes for30 the vessel. Each alternative route can include a set of alternative waypoints located in the safe region. In particular, the server system 200 can locate the actual location of the vessel 104 caused due to the said deviation and chart one or more alternative routes to reach or return to the originally planned route or directly reach its destination. The said alternative routes areP24-062PCT1determined such that the waypoints associated with them lie within the safe region to ensure that returning to the originally planned route or taking the alternative routes to reach the destination does not put the vessel into a dangerous situation. In a scenario, where no such alternative routes exist, the server system 200 may choose to wait until the weather conditions5 change such that these alternative routes may be determined.

[0121] At 606, the method 600 includes determining a fuel efficiency, an emission, or a combination thereof of each alternative route. Various known techniques may be utilized for computing the fuel efficiency, the emission, or a combination thereof of each alternative route.

[0122] At 608, the method 600 includes selecting a fuel-efficient route, an emission¬10 efficient route, or a combination thereof from the one or more alternative routes based, at least in part, on the fuel efficiency of the selected fuel-efficient route being the highest, the emission of the selected emission-efficient route being the lowest, or a combination thereof. In other words, the most fuel -efficient route, the most emission-efficient route, or a combination thereof is selected from the one or more alternative routes.

[0123] At 610, the method 600 includes generating the set of alternative waypoints corresponding to the fuel -efficient route, the emission-efficient route, or a combination thereof on the polar plot. In other words, the set of alternative waypoints corresponding to the fuelefficient route, the emission-efficient route, or a combination thereof is reproduced on the polar chart. In another instance, the set of alternative waypoints corresponding to the fuel-efficient20 route, the emission-efficient route, or a combination thereof is reproduced on the sea chart as well. In some implementations, the server system 200 may actually operate the vessel’s autopilot or inform the shore-side regarding the selected fuel-efficient route, the selected emission-efficient route, or a combination thereof as well.

[0124] FIG. 7 illustrates a flow diagram of a method 700 of operating the server system 200 for generating a chart for depicting synchronous roll and parametric roll associated with a vessel such as vessel 104 traveling at sea, in accordance with an embodiment of the present disclosure. The method 700 depicted in the flow diagram may be executed by, for example, the server system 200. The sequence of operations of the method 700 may not be necessarily executed in the same order as they are presented. Further, one or more operations may be30 grouped and performed in the form of a single step, or one operation may have several substeps that may be performed in parallel or in a sequential manner. Operations of the method 700, and combinations of operations in the method 700 may be implemented by, for example,P24-062PCT1hardware, firmware, a processor, circuitry, and / or a different device associated with the execution of software that includes one or more computer program instructions. The plurality of operations is depicted in the process flow of the method 700. The process flow starts at operation 702.5

[0125] At 702, the method 700 includes accessing a set of vessel parameters associated with a vessel 104 traveling at sea along a route. As described earlier, the route may refer to a route selected for a future journey or a route selected for an ongoing journey. In some instances, the term route may refer to an upcoming portion or section of a route being followed for an ongoing journey.10

[0126] At 704, the method 700 includes computing a set of rolling metrics for the vessel based, at least in part, on the set of vessel parameters. The set of rolling metrics can include but is not limited to a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics. For example, the upcoming portion on the ongoing journey can be any returning portion on the ongoing journey.

[0127] At 706, the method 700 includes generating a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics.

[0128] At 708, the method 700 includes determining a set of minimum safe speeds for the vessel based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics. Herein, each minimum safe speed corresponds to a particular heading of the vessel.20

[0129] At 710, the method 700 includes generating a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics. Herein, the plurality of regions includes a safe region, an unsafe region, and an unreachable region.

[0130] At 712, the method 700 includes generating an area surrounding the vessel within the polar plot based, at least in part, on the set of minimum safe speeds.

[0131] The disclosed method with reference to FIG. 6 and FIG. 7, or one or more operations of the server system 200 may be implemented using software including computerexecutable instructions stored on one or more computer-readable media (e.g., non-transitory computer-readable media, such as one or more optical media discs, volatile memory components (e.g., DRAM or SRAM), or nonvolatile memory or storage components (e.g., hard30 drives or solid-state nonvolatile memory components, such as Flash memory components) and executed on a computer (e.g., any suitable computer, such as a laptop computer, netbook, Web book, tablet computing device, smartphone, or other mobile computing devices). SuchP24-062PCT1software may be executed, for example, on a single local computer or in a network environment (e.g., via the Internet, a wide-area network, a local-area network, a remote web-based server, a client-server network (such as a cloud computing network), or other such networks) using one or more network computers.5

[0132] Additionally, any of the intermediate or final data created and used during the implementation of the disclosed methods or systems may also be stored on one or more computer-readable media (e.g., non-transitory computer-readable media) and are considered to be within the scope of the disclosed technology. Furthermore, any of the software-based embodiments may be uploaded, downloaded, or remotely accessed through a suitable10 communication means. Such suitable communication means include, for example, the Internet, the World Wide Web (WWW), an intranet, software applications, cable (including fiber optic cable), magnetic communications, electromagnetic communications (including RF, microwave, and infrared communications), electronic communications, or other such communication means.

[0133] Although the invention has been described with reference to specific exemplary embodiments, it is noted that various modifications and changes may be made to these embodiments without departing from the broad scope of the invention. For example, the various operations, blocks, etc., described herein may be enabled and operated using hardware circuitry (for example, Complementary Metal Oxide Semiconductor (CMOS) based logic20 circuitry), firmware, software, and / or any combination of hardware, firmware, and / or software (for example, embodied in a machine-readable medium). For example, the apparatuses and methods may be embodied using transistors, logic gates, and electrical circuits (for example, Application Specific Integrated Circuit (ASIC) circuitry and / or Digital Signal Processor (DSP) circuitry).

[0134] Particularly, the server system 200 and its various components may be enabled using software and / or using transistors, logic gates, and electrical circuits (for example, integrated circuit circuitry such as ASIC circuitry). Various embodiments of the invention may include one or more computer programs stored or otherwise embodied on a computer-readable medium, wherein the computer programs are configured to cause the processor or the computer30 to perform one or more operations. A computer-readable medium storing, embodying, or encoded with a computer program, or similar language, may be embodied as a tangible data storage device storing one or more software programs that are configured to cause the processor or computer to perform one or more operations. Such operations may be, forP24-062PCT1example, any of the steps or operations described herein. In some embodiments, the computer programs may be stored and provided to a computer using any type of non-transitory computer- readable media. Non-transitory computer-readable media includes any type of tangible storage media.5

[0135] Examples of non-transitory computer-readable media include magnetic storage media (such as floppy disks, magnetic tapes, hard disk drives, etc. , optical magnetic storage media (e.g. magneto-optical disks), Compact Disc Read-Only Memory (CD-ROM), Compact Disc Recordable (CD-R), compact disc rewritable (CD-R / W), Digital Versatile Disc (DVD), BLU-RAY® Disc (BD), and semiconductor memories (such as mask ROM, programmable ROM (PROM), (erasable PROM), flash memory, Random Access Memory (RAM), etc. . Additionally, a tangible data storage device may be embodied as one or more volatile memory devices, one or more non-volatile memory devices, and / or a combination of one or more volatile memory devices and non-volatile memory devices. In some embodiments, the computer programs may be provided to a computer using any type of transitory computer-15 readable media. Examples of transitory computer-readable media include electric signals, optical signals, and electromagnetic waves. Transitory computer-readable media can provide the program to a computer via a wired communication line (e.g., electric wires, and optical fibers) or a wireless communication line.

[0136] Various embodiments of the invention, as discussed above, may be practiced with steps and / or operations in a different order, and / or with hardware elements in configurations, which are different than those which are disclosed. Therefore, although the invention has been described based on these exemplary embodiments, it is noted that certain modifications, variations, and alternative constructions may be apparent and well within the scope of the invention.25

[0137] Although various exemplary embodiments of the invention are described herein in a language specific to structural features and / or methodological acts, the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as exemplary forms of implementing the claims.P24-062PCT1

Claims

37Claims:

1. A computer-implemented method, comprising: accessing a set of vessel parameters associated with a vessel traveling at sea along a route; computing a set of rolling metrics for the vessel based, at least in part, on the set of vessel parameters, the set of rolling metrics comprising a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics; generating a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics; determining a set of minimum safe speeds for the vessel based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics, wherein each minimum safe speed corresponds to a particular heading of the vessel; generating a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics, wherein the plurality of regions comprises a safe region, an unsafe region, and an unreachable region; and generating an area surrounding the vessel within the polar plot based, at least in part, on the set of minimum safe speeds.

2. The computer-implemented method as claimed in claim 1, further comprising dynamically updating the plurality of regions and the area based, at least in part, on an instantaneous location of the vessel at predetermined intervals.

3. The computer-implemented method as claimed in claim 1, the computer-implemented method further comprising: determining a deviation from a set of waypoints associated with the route based, at least in part, on the set of vessel parameters; determining one or more alternative routes for the vessel, each alternative route comprising a set of alternative waypoints located in the safe region; determining a fuel efficiency, an emission, or a combination thereof of each alternative route; selecting a fuel -efficient route, an emission-efficient route, or a combination thereof from the one or more alternative routes based, at least in part, on the fuel efficiency of the -062PCT138 selected fuel-efficient route being the highest, the emission of the selected emission-efficient route being the lowest, or a combination thereof; and generating the set of alternative waypoints corresponding to the fuel-efficient route, the emission-efficient route, or a combination thereof on the polar plot.

4. The computer-implemented method as claimed in claim 1, wherein generating the plurality of regions comprises: generating a coordinate matrix based, at least in part, on the set of vessel heading metrics, the set of wave speed metrics, the set of specific roll metrics, the coordinate matrix indicating a parametric roll and a synchronous roll relative to the vessel at each coordinate within the polar chart; and generating the safe region linked to the location of the vessel on the polar chart based, at least in part, on one or more safe coordinates from the coordinate matrix present within a set of safety thresholds.

5. The computer-implemented method as claimed in claim 4, wherein generating the plurality of regions further comprises: generating the unsafe region linked to the location of the vessel on the polar chart based, at least in part, on one or more unsafe coordinates from the coordinate matrix present outside the set of safety thresholds.

6. The computer-implemented method as claimed in claim 4, wherein generating the plurality of regions further comprises: determining a set of attainable top speeds for the vessel based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics, wherein each attainable top speed corresponds to the particular heading of the vessel; determining one or more unreachable coordinates from the coordinate matrix based, at least in part, on the set of attainable top speeds, wherein an unreachable coordinate indicates a particular coordinate that cannot be reached by the vessel traveling at a particular attainable top speed; and generating the unreachable region linked to the location of the vessel on the polar chart based, at least in part, on the one or more unreachable coordinates.

7. The computer-implemented method as claimed in claim 1, the computer-implemented -062PCT1method further comprising: extracting a set of waypoints from the route; accessing land feature-related information from a database; and generating a sea plot based, at least in part, on the set of waypoints and the land feature- related information, wherein the sea plot indicates a motion of the vessel at sea with respect to one or more land features.

8. The computer-implemented method as claimed in claim 1, the computer-implemented method further comprising: generating a panoramic plot based, at least in part, on the polar plot, wherein the panoramic plot indicates a motion of the vessel at sea in a real-time panoramic view.

9. The computer-implemented method as claimed in any one of claim 1 and claim 8, wherein the computer-implemented method further comprises: generating an actual heading marker indicating a true heading and a true speed of the vessel on the polar plot or the panoramic plot based, at least in part, on the set of vessel parameters; and in response to receiving a planned heading and a planned speed from an operator, generating a planned heading marker indicating the planned heading and the planned speed for the vessel on the polar plot or the panoramic plot.

10. The computer-implemented method as claimed in claim 1, the computer-implemented method further comprising: in response to detecting that the vessel is located in the unsafe region on the polar plot, generating an alert.

11. The computer-implemented method as claimed in claim 10, wherein the computer- implemented method further comprises: in response to detecting that the vessel has moved from the unsafe region to the safe region, setting the alert as resolved.

12. The computer-implemented method as claimed in claim 1, the computer-implemented method further comprising: generating an actionable item for an operator to amend at least one vessel parameter of -062PCT1the set of vessel parameters.

13. The computer-implemented method as claimed in any one of the preceding claims, further comprising: facilitating a representation of at least one of the polar plot, the plurality of regions, the area, the sea plot, the panoramic plot, the actual heading marker, the planned heading marker, the alert, or the actionable item.

14. A server system, comprising: a communication interface; a memory configured to store instructions; and a processor in communication with the communication interface and the memory, the processor configured to execute the instructions stored in the memory and thereby cause the server system to perform at least in part to: access a set of vessel parameters associated with a vessel traveling at sea along a route; compute a set of rolling metrics for the vessel based, at least in part, on the set of vessel parameters, the set of rolling metrics comprising a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics; generate a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics; determine a set of minimum safe speeds for the vessel based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics, wherein each minimum safe speed corresponds to a particular heading of the vessel; generate a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics, wherein the plurality of regions comprises a safe region, an unsafe region, and an unreachable region; and generate an area surrounding the vessel within the polar plot based, at least in part, on the set of minimum safe speeds.

15. A non-transitory computer-readable storage medium comprising computer-executable instructions that, when executed by at least a processor of a server system, cause the server system to perform a method comprising: accessing a set of vessel parameters associated with a vessel traveling at sea along a -062PCT1route; computing a set of rolling metrics for the vessel based, at least in part, on the set of vessel parameters, the set of rolling metrics comprising a set of vessel heading metrics, a set of wave speed metrics, and a set of specific roll metrics; generating a polar plot linked to a location of the vessel at sea based, at least in part, on the set of rolling metrics; determining a set of minimum safe speeds for the vessel based, at least in part, on the set of vessel heading metrics, and the set of wave speed metrics, wherein each minimum safe speed corresponds to a particular heading of the vessel; generating a plurality of regions within the polar plot based, at least in part, on the set of specific roll metrics, wherein the plurality of regions comprises a safe region, an unsafe region, and an unreachable region; and generating an area surrounding the vessel within the polar plot based, at least in part, on the set of minimum safe speeds. -062PCT1

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