Port ship passage through immersed tube area guidance method and system, electronic device

Abstract

This application discloses a method, system, and electronic equipment for guiding vessels through an immersed tunnel area in a port area, relating to the field of vessel management in port waters. The method includes: triggering vessel identification based on an electronic fence; determining the target vessel to enter the electronic fence area; determining the vessel's navigation path based on scheduling plan information; estimating the time interval for the target vessel to pass through the immersed tunnel area; acquiring tidal level data of the immersed tunnel area; and calculating the passage window period for passing through the immersed tunnel area based on the tidal level data; comparing the time interval for passing through the immersed tunnel area with the passage window period; and determining the time period for the vessel to pass through the immersed tunnel area based on the comparison results; and generating passage guidance information for the vessel during its passage through the immersed tunnel area based on real-time tidal height data during the passage period. This application solves the technical problem in related technologies where only vague prompts are provided for vessels with passage risks in immersed tunnel areas, resulting in low vessel passage efficiency.

Description

Technical Field

[0001] This application relates to the field of port water management or other related fields. Specifically, it relates to a method and system for guiding vessels through an immersed tunnel area in a port area, as well as electronic equipment. Background Technology

[0002] With the ongoing development of large-scale port infrastructure projects (such as cross-sea tunnels, land reclamation, and immersed tunnel installation), a large number of temporary and highly sensitive navigation control areas have emerged in port waters, with immersed tunnel installation areas being particularly typical. These immersed tunnel installation areas not only occupy channel clearance but also pose multiple threats to ship navigation safety, including risks such as ship propellers becoming entangled in pipelines, pipeline ruptures due to ship collisions, interruption of reclamation operations, and even seawater pollution.

[0003] There are methods related to ship navigation safety management in related technologies. For example, Chinese invention patent CN202310458885.9 discloses a method for determining the port entry and exit window period under real-time tidal effect. It generates a regional tidal current prediction model based on tidal observation point data interpolation, and provides macroscopic entry and exit time window suggestions for ships. It is suitable for the overall tidal environment analysis of ports. However, it cannot handle special navigation obstacles such as immersed tube areas with fixed clearance height and extreme sensitivity to water depth changes. It lacks accurate matching calculation of ship draft and pipeline bottom clearance, and cannot achieve targeted passage decision-making. In addition, Chinese invention patent CN202411827045.6 proposes a safety dynamic management system for belt-driven sand dredgers, which integrates tidal prediction and dynamic monitoring of channel water depth to realize early warning of navigation risks in shallow water areas and collaborative scheduling of multiple vessels. Although it has a certain real-time data fusion capability, it also fails to consider the unique structural characteristics of "rigid / flexible pipeline space occupation" in the immersed tube area, ignores the dynamic calculation logic of the clearance height between the top of the immersed tube and the bottom of the vessel, and the related technologies mostly rely on manual consultation of tide tables, data reports, or post-event alarms. Even if it is identified that the vessel cannot pass, it only provides vague prompts such as "suggest detour" or "temporarily postpone passage", resulting in low vessel passage efficiency and regulatory blind spots.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a method, system, and electronic equipment for guiding ships through immersed tunnel areas in port areas, in order to at least solve the technical problem in related technologies that only provide vague prompts for ships with passage risks in immersed tunnel areas, resulting in low ship passage efficiency.

[0006] According to one aspect of the embodiments of this application, a method for guiding vessels through an immersed tunnel area in a port area is provided, comprising: triggering vessel identification based on an electronic fence to determine a target vessel to enter the electronic fence range, wherein the electronic fence includes a polygonal virtual boundary formed after pre-locating the geographical area of ​​the immersed tunnel layout path in the port area and planning the early warning area; acquiring the draft and scheduling plan information of the target vessel, wherein the scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and collection timestamp; determining the vessel navigation path based on the scheduling plan information and estimating the time interval for the target vessel to pass through the immersed tunnel area; acquiring tidal level data of the immersed tunnel area and calculating the passability window period for passing through the immersed tunnel area based on the tidal level data; comparing the time interval for the target vessel to pass through the immersed tunnel area and the passability window period for passing through the immersed tunnel area, and determining the time period for the vessel to pass through the immersed tunnel area based on the comparison result; and generating passage guidance information for the target vessel during the process of passing through the immersed tunnel area based on real-time tidal height data during the time period for the vessel to pass through the immersed tunnel area.

[0007] Optionally, before determining the target vessel to enter the electronic fence range based on vessel identification triggered by the electronic fence, the method further includes: obtaining the immersed tube layout path within the controlled water area defined by the port area marine reclamation project, wherein the immersed tube layout path is determined based on the foundation treatment point of the reclamation vessel operation and the radar array scanning results, the foundation treatment point is determined based on the reclamation vessel operation coordinates identified by the automatic identification system, one end of the immersed tube in the port area is rigidly connected to the mud pump output system of the reclamation vessel, and the other end extends to the target foundation treatment operation point; extending a preset length outward from the core area of ​​the port area specified by the immersed tube layout path to generate a warning area; combining the core area of ​​the port area specified by the immersed tube layout path and the warning area to generate a polygonal virtual boundary to obtain the electronic fence; and outputting the fence name, fence area coordinate information, and fence status of the electronic fence.

[0008] Optionally, the step of obtaining the draft depth and scheduling plan information of the target vessel includes: obtaining the identification code of the target vessel entering the electronic fence; using the identification code as an index condition to query the port area vessel database to obtain the draft depth and scheduling plan information of the target vessel.

[0009] Optionally, the step of determining the ship's navigation path based on the scheduling plan information and estimating the time interval for the target ship to cross the immersed tunnel area includes: simulating the target ship's navigation path based on the ship's heading, destination / berth, estimated arrival time, and the current latitude and longitude positions of other ships in the automatic identification system in the scheduling plan information; if the ship's navigation path indicates that the target ship enters the electronic fence, determining whether there is an intersection between the ship's navigation path and the polygon formed by the latitude and longitude positions of the immersed tunnel area; if there is an intersection, determining the immersed tunnel area that the target ship is to cross; if it is determined that the target ship is to cross the immersed tunnel area, estimating the time interval for the target ship to cross the immersed tunnel area; if there is no intersection, determining that the target ship will not pass through the immersed tunnel area, not estimating the time interval for the target ship to cross the immersed tunnel area, and sending a normal passage instruction to the target ship.

[0010] Optionally, the step of acquiring tidal level data of the immersed tunnel area and calculating the passability window period for traversing the immersed tunnel area based on the tidal level data includes: accessing a tidal level station deployed near the immersed tunnel area to acquire key tidal level data, wherein the key tidal level data includes at least: still water depth of the immersed tunnel, current tide height, and predicted tide level for the day; the still water depth of the immersed tunnel includes the water depth at each point along the tunnel layout path determined by radar array scanning under still water conditions; the current tide height refers to the real-time tide height obtained by the tidal level station at the moment the target vessel crosses the immersed tunnel area; based on the key tidal level data and the safety margin set by the waterway management regulations, determining whether the draft of the target vessel meets the passage conditions for each time period of the day; and if the draft of the target vessel meets the passage conditions, determining the continuous time period that meets the passage conditions to obtain the passability window period for traversing the immersed tunnel area.

[0011] Optionally, the step of determining the time period for a vessel to pass through the immersed tunnel area based on the comparison results includes: if the passable window period completely includes the time period for the vessel to pass through the immersed tunnel area, confirming that the vessel's status is passable, and generating a normal passage instruction for the target vessel based on the time period for the vessel to pass through the immersed tunnel area, wherein the passable window period is the time period for the vessel to pass through the immersed tunnel area; if the passable window period and the time period for the vessel to pass through the immersed tunnel area overlap, confirming that the vessel's status is partially passable, and determining the time period for the vessel to pass through the immersed tunnel area based on the overlapping time period; if the passable window period and the time period for the vessel to pass through the immersed tunnel area do not overlap, determining that the target vessel's status is impassable, and generating a time period of zero for the vessel to pass through the immersed tunnel area.

[0012] Optionally, the step of generating passage guidance information for the target vessel during its passage through the immersed tunnel area based on real-time tide height data during the time period of the vessel's passage through the immersed tunnel area includes: when the target vessel enters the range of the electronic fence, connecting a liquid level sensor and acquiring the real-time tide height data through the liquid level sensor; and when the real-time tide height data indicates that the target vessel meets the passage conditions, generating passage guidance information for the target vessel during its passage through the immersed tunnel area.

[0013] Optionally, it also includes: constructing a visual early warning interface for the associated port area; displaying the passability window for passing through the immersed tunnel area on the visual early warning interface, and displaying the time period for each vessel to pass through the immersed tunnel area and the vessel status; generating berthing guidance suggestions when the vessel status is impassable, wherein the berthing guidance suggestions include: recommended port anchorage, route planning, and waiting time.

[0014] According to another aspect of the embodiments of this application, a guidance system for vessels traversing an immersed tunnel area in a port area is also provided, comprising: a vessel identification unit, used to trigger vessel identification based on an electronic fence, and determine a target vessel to be entered within the electronic fence range, wherein the electronic fence includes a polygonal virtual boundary formed after pre-positioning the geographical area of ​​the immersed tunnel layout path in the port area and planning the early warning area; a vessel scheduling plan acquisition unit, used to acquire the draft and scheduling plan information of the target vessel, wherein the scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and collection timestamp; and a time estimate sheet for traversing the immersed tunnel. The system comprises: a navigation unit for determining the vessel's navigation path based on the scheduling plan information and estimating the time interval for the target vessel to pass through the immersed tunnel area; a passability window calculation unit for acquiring tidal level data of the immersed tunnel area and calculating the passability window period for passing through the immersed tunnel area based on the tidal level data; a passability time comparison unit for comparing the time interval for the target vessel to pass through the immersed tunnel area with the passability window period for passing through the immersed tunnel area, and determining the time period for the vessel to pass through the immersed tunnel area based on the comparison results; and a passage guidance unit for generating passage guidance information for the target vessel during its passage through the immersed tunnel area based on real-time tidal height data during the time period for the vessel to pass through the immersed tunnel area.

[0015] Optionally, the guidance system for vessels traversing the immersed tunnel area in the port area further includes: an immersed tunnel path acquisition unit, used to acquire the immersed tunnel layout path within the controlled water area designated by the port area's marine reclamation project before determining the target vessel to enter the electronic fence range based on vessel identification triggered by the electronic fence. The immersed tunnel layout path is determined based on the foundation treatment points of the reclamation vessel and radar array scanning results. The foundation treatment points are determined based on the reclamation vessel's operational coordinates identified by the automatic identification system. One end of the immersed tunnel is rigidly connected to the mud pump output system of the reclamation vessel, and the other end extends to the target foundation treatment point. A warning area generation unit is used to generate a warning area by extending a preset length outward from the core area of ​​the port area specified by the immersed tunnel layout path. An electronic fence generation unit is used to generate a polygonal virtual boundary by combining the core area of ​​the port area specified by the immersed tunnel layout path and the warning area to obtain the electronic fence. A fence information output unit is used to output the fence name, fence area coordinate information, and fence status of the electronic fence.

[0016] Optionally, the vessel scheduling plan acquisition unit includes: an identification code acquisition module for acquiring the identification code of the target vessel entering the electronic fence; and a database query module for querying the port area vessel database using the identification code as an index condition to obtain the draft depth and scheduling plan information of the target vessel.

[0017] Optionally, the time estimation unit for crossing the immersed tunnel includes: a ship navigation path simulation module, used to simulate the ship navigation path of the target ship based on the ship's heading, destination / berth, estimated arrival time, and the current latitude and longitude positions of other ships in the automatic identification system in the scheduling plan information; a fence judgment module, used to determine whether there is an intersection between the ship navigation path and the polygon formed by the latitude and longitude positions of the immersed tunnel area when the ship navigation path indicates that the target ship enters the electronic fence; a passage determination module, which determines the immersed tunnel area to be crossed by the target ship if an intersection exists; an immersed tunnel crossing time estimation module, used to estimate the time interval for the target ship to cross the immersed tunnel area if it is determined that the target ship will cross the immersed tunnel area; and a normal passage instruction output module, which determines that the target ship will not pass through the immersed tunnel area if no intersection exists, does not estimate the time interval for the target ship to cross the immersed tunnel area, and pushes a normal passage instruction to the target ship.

[0018] Optionally, the window period calculation unit may include: a tidal data acquisition module, used to access tidal gauge stations deployed near the immersed tube area to acquire key tidal level data, wherein the key tidal level data includes at least: still water depth of the immersed tube, current tide height, and predicted tide level for the day, wherein the still water depth of the immersed tube includes the water depth at each point along the immersed tube deployment path determined by radar array scanning under still water conditions, and the current tide height refers to the real-time tide height obtained by the tidal gauge station at the moment the target vessel crosses the immersed tube area; a passage condition judgment module, used to determine whether the draft of the target vessel meets the passage conditions for each time period of the day based on the key tidal level data and the safety margin set by the waterway management regulations; and a passable window period determination module, used to determine the continuous time period that meets the passage conditions when the draft of the target vessel meets the passage conditions, thereby obtaining the passable window period for crossing the immersed tube area.

[0019] Optionally, the transit time comparison unit includes: a normal transit time determination module, used to confirm that the vessel's status is passable when the passable window period completely includes the vessel's transit time in the immersed tunnel area, and to generate a normal transit instruction for the target vessel based on the vessel's transit time in the immersed tunnel area, wherein the passable window period is the vessel's transit time in the immersed tunnel area; a partial transit determination module, used to confirm that the vessel's status is partially passable when the passable window period and the vessel's transit time in the immersed tunnel area overlap, and to determine the vessel's transit time in the immersed tunnel area based on the overlap time period; and an impassable transit determination module, used to determine that the target vessel's status is impassable when the passable window period and the vessel's transit time in the immersed tunnel area do not overlap, and to generate the vessel's transit time in the immersed tunnel area as zero.

[0020] Optionally, the passage guidance unit includes: a sensor access module, used to access a liquid level sensor and acquire the real-time tide height data through the liquid level sensor when the target vessel enters the electronic fence area; and a passage guidance information generation module, used to generate passage guidance information for the target vessel during its passage through the immersed tube area when the real-time tide height data indicates that the target vessel meets the passage conditions.

[0021] Optionally, the guidance system for vessels passing through the immersed tunnel area in the port area further includes: a visual early warning interface construction unit, used to construct a visual early warning interface associated with the port area; a vessel status display unit, used to display the passable window period for passing through the immersed tunnel area on the visual early warning interface, and to display the time period and vessel status of each vessel passing through the immersed tunnel area; and a mooring guidance unit, used to generate mooring guidance suggestions when the vessel status is impassable, wherein the mooring guidance suggestions include: recommended port anchorage, route planning, and waiting time.

[0022] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored computer program, wherein, when the computer program is executed, it controls the device where the computer-readable storage medium is located to perform any of the above-described methods for guiding vessels through an immersed tube area in a port area.

[0023] According to another aspect of the embodiments of this application, an electronic device is also provided, including one or more processors and a memory, the memory being used to store one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors cause the one or more processors to implement the method for guiding vessels through the immersed tunnel area in the port area as described above.

[0024] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the steps of the method for guiding vessels through the immersed tube area in a port area as described in any of the above claims.

[0025] In this application, vessel identification is triggered by an electronic fence to determine the target vessel to enter the electronic fence area. The electronic fence includes a polygonal virtual boundary formed after pre-locating the geographic area of ​​the immersed tunnel layout path in the port area and planning the early warning area. The draft and scheduling plan information of the target vessel are obtained, wherein the scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and data collection timestamp. The vessel navigation path is determined based on the scheduling plan information, and the time interval for the target vessel to pass through the immersed tunnel area is estimated. Tidal level data of the immersed tunnel area is obtained, and the passability window period for passing through the immersed tunnel area is calculated based on the tidal level data. The time interval for the target vessel to pass through the immersed tunnel area and the passability window period for passing through the immersed tunnel area are compared, and the time period for the vessel to pass through the immersed tunnel area is determined based on the comparison results. Based on the real-time tide height data during the time period for the vessel to pass through the immersed tunnel area, passage guidance information for the target vessel during the process of passing through the immersed tunnel area is generated.

[0026] In this application, the core area and early warning area of ​​the immersed tunnel can be precisely delineated based on electronic fences, enabling proactive identification and immediate triggering of vessels entering the controlled area. This avoids delays caused by passive monitoring and manual inspections. Then, the vessel's navigation path is determined based on scheduling plan information, accurately predicting the time interval for vessels to cross the immersed tunnel area and eliminating the uncertainty of relying on experience-based estimations. Subsequently, the time interval for target vessels to cross the immersed tunnel area is compared with the passability window period for crossing the immersed tunnel area. Based on the comparison results, the time period for vessels to cross the immersed tunnel area is determined. Before the vessel arrives at the immersed tunnel area, a final safety verification is performed using real-time tidal data from a liquid level sensor. This enables automated identification, accurate judgment, and intelligent guidance for vessel passage in the immersed tunnel area, improving navigation safety and management efficiency in the construction area. It effectively avoids the risks of vessel collisions with pipelines, grounding, and operation interruptions, reduces the frequency of manual intervention, and achieves all-weather, seamless real-time closed-loop control. This solves the technical problem in related technologies where only vague prompts are provided for vessels with passage risks in the immersed tunnel area, resulting in low vessel passage efficiency. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0028] Figure 1 This is a flowchart of an optional method for guiding vessels through an immersed tunnel area in a port area, according to an embodiment of this application.

[0029] Figure 2 This is a flowchart of an optional ship traversing immersed tunnel area early warning judgment according to an embodiment of this application;

[0030] Figure 3 This is a schematic diagram of an optional port area vessel dispatching and early warning system according to an embodiment of this application;

[0031] Figure 4 This is a schematic diagram of an optional guidance device for vessels passing through an immersed tunnel area in a port area, according to an embodiment of this application.

[0032] Figure 5 This is a hardware structure block diagram of an electronic device (or mobile device) for a method of guiding ships through an immersed tube area in a port area, according to an embodiment of this application. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] To facilitate understanding of this application by those skilled in the art, the following explanations are provided for some terms or nouns involved in the various embodiments of this application:

[0036] The Automatic Identification System (AIS) is used for ships to automatically broadcast and receive dynamic information such as position, speed, heading, draft, and MMSI, enabling ship identification and real-time positioning. It serves as the core data source for triggering ship identification and data association in this system.

[0037] Maritime Mobile Service Identity (MMSI) is a globally unique vessel identification number used to link AIS data with the port vessel scheduling database, enabling accurate matching of vessel identities and parameter queries.

[0038] An electronic fence, or simply electronic fence, is a virtual control boundary defined by polygon coordinates. It is used to automatically identify vessels entering the core area or warning area of ​​the immersed tunnel and trigger subsequent processing procedures.

[0039] Tide monitoring stations are deployed near the immersed tunnel area to collect and upload current tide height, high / low tide times, and hourly tide level curves in real time, providing basic environmental data for calculating passage windows.

[0040] The still water level submerged pipe depth refers to the fixed water depth from the bottom of the submerged pipe to the seabed under the reference water level condition without tidal influence, and serves as a key clearance reference parameter in determining passage.

[0041] The safety margin is a water depth allowance preset to ensure the safe passage of ships through the immersed tube area, for example, 0.5–1.0 meters, which is used to deduct from the total available water depth to avoid the risk of hitting the bottom.

[0042] The passage window / passable window period refers to the continuous time range within a specific period where the tide height meets the condition of "tide height + still water level - immersed tube depth - safe margin height > ship draft". It is used to compare the estimated crossing time of the ship and decide whether to allow passage.

[0043] Radar array scanning is used for high-precision detection of the underwater and surface distribution of the immersed tube laying path, and helps to delineate the precise boundaries between the core area and the early warning area of ​​the immersed tube.

[0044] Liquid level sensors are deployed near the shore in the immersed tube area to collect real-time tide height data, which serves as the final basis for determining passage, replacing predicted data to avoid errors and ensure safety.

[0045] The passage guidance information consists of visual prompts and operational suggestions generated based on the judgment results, including "passable", "not passable", "recommended anchorage", "recommended speed", etc., which are used to directly guide the operation of the vessel.

[0046] It should be noted that the method and device for guiding port vessels through the immersed tunnel area in this application can be used in the field of port waterway vessel management technology to achieve early warning of port vessels passing through the immersed tunnel area, and can also be used in any field other than the field of port waterway vessel management technology to achieve early warning of port vessels passing through the immersed tunnel area. This application does not limit the application field of the method and device for guiding port vessels through the immersed tunnel area.

[0047] It should be noted that in this application, customer information is collected and analyzed, and users are provided with corresponding operation entry points to choose whether to agree to or reject the automated decision-making results; if the user chooses to reject, the process proceeds to the expert decision-making process.

[0048] The embodiments described below can be applied to various port area systems / applications / equipment for guiding vessels through immersed tunnel areas. This application is applicable to vessel navigation control in large-scale underwater construction scenarios such as offshore reclamation projects, immersed tunnel installation, and cross-sea channel construction.

[0049] This application enables automated identification, accurate judgment, and intelligent guidance of vessel passage in the immersed tunnel area, significantly improving navigation safety and management efficiency in the construction area, effectively avoiding risks of vessel collisions with pipelines, grounding, and operational interruptions, reducing the frequency of manual intervention, and achieving all-weather, seamless real-time closed-loop control.

[0050] The present application will now be described in detail with reference to various embodiments.

[0051] Example 1

[0052] According to an embodiment of this application, an embodiment of a method for guiding ships through an immersed tube area in a port area is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0053] Figure 1 This is a flowchart of an optional method for guiding vessels through an immersed tunnel area in a port area, according to an embodiment of this application. Figure 1 As shown, the method includes the following steps S101 to S106, and the present application will be described in conjunction with each implementation step below.

[0054] First, it is necessary to explain the immersed tube area. This refers to the specific controlled water area defined by the dredging pipelines laid by professional dredging vessels such as cutter suction dredgers and sand suction vessels during the foundation treatment stage of marine reclamation projects. The core source of influence in this area is the large-diameter dredging / sand blowing pipes (the pipe diameter can be tens of centimeters to several meters, including rigid mud conveying pipes or high-strength flexible hoses) of the operating vessels. The pipeline is laid in an integrated manner of "underwater laying - above-water extension". One end is rigidly connected to the mud pump output system of the dredging vessel, and the other end extends to the target operation point of the foundation treatment. The pipe section is partially laid close to the seabed and partially floats on the water surface, forming a functional navigation obstacle that runs through the operation area.

[0055] Because the reclamation pipeline directly occupies the channel clearance and changes the navigation conditions of the waters, passing ships face safety risks such as grounding, propeller entanglement in the pipeline, and pipeline damage due to hull collisions. At the same time, pipeline damage can also cause problems such as interruption of reclamation operations and marine pollution. Therefore, this immersed tunnel area is a navigation-sensitive water area that needs to be closely controlled during the foundation treatment stage of the reclamation project. Special early warning and control measures are needed to achieve dual protection of operational safety and navigation safety.

[0056] Optionally, before identifying the target vessel to enter the electronic fence area based on vessel identification triggered by the electronic fence, the immersed tunnel layout path within the controlled water area designated by the port area's marine reclamation project is obtained. The immersed tunnel layout path is determined based on the foundation treatment points of the reclamation vessel and the radar array scanning results. The foundation treatment points are determined based on the coordinates of the reclamation vessel's operation identified by the automatic identification system. One end of the immersed tunnel in the port area is rigidly connected to the mud pump output system of the reclamation vessel, and the other end extends to the target foundation treatment point. A warning area is generated by extending a preset length outward from the core area of ​​the port area specified by the immersed tunnel layout path. A polygonal virtual boundary is generated by combining the core area of ​​the port area specified by the immersed tunnel layout path and the warning area to obtain the electronic fence. The fence name, fence area coordinate information, and fence status are output.

[0057] The electronic fence boundary is defined by "measured core area + standardized early warning area". It can obtain the coordinates of the reclamation vessel in real time, lock the foundation treatment point through high-precision positioning, and use radar array scanning to clarify the complete path of the immersed tube layout, thus delineating the core impact area. In accordance with the regulations on navigation safety management for underwater and surface operations, a predetermined early warning area is extended outside the core area (for example, an early warning area extended by 10-30 meters). The extension distance can be dynamically adjusted according to navigation density and sea conditions. This extension distance can be dynamically adjusted according to historical navigation density, water flow speed and vessel size, which helps to provide early risk warnings to vessels in the vicinity and provide sufficient response time for vessels.

[0058] This embodiment can obtain the real-time operating coordinates of the reclamation vessel through an automatic identification system. Combined with high-precision positioning data, the center point of the reclamation operation can be identified. Furthermore, a radar array continuously scans the underwater laying path of the immersed tunnel to obtain its spatial extension trajectory, thereby forming a complete spatial outline of the immersed tunnel laying path. This helps to construct a control boundary synchronized with the actual operation status. Connecting the boundary coordinates of the core area of ​​the immersed tunnel and the early warning area in sequence forms a closed polygon structure, which serves as the spatial representation of the electronic fence. The polygon boundary can be dynamically updated as the reclamation operation progresses, achieving real-time adaptation of the fence range and helping to cover the dynamically changing immersed tunnel laying trajectory.

[0059] The electronic fence forms a virtual boundary using multiple latitude and longitude coordinates, and its main data parameters can include fence name, fence coordinates, and fence status. The fence name distinguishes different construction sections, such as "Core Area of ​​Immersed Tunnel Section A" and "Buffer Zone of Immersed Tunnel Section B." The fence area coordinates are stored as a latitude and longitude sequence, serving as the geometric basis for determining vessel position. The fence status is an enumerated value for enabled or disabled, facilitating the quick deactivation of the warning function when reclamation operations are paused or completed, avoiding false triggers, and improving the system's operational efficiency and management flexibility during non-operational periods.

[0060] Step S101: Based on the electronic fence, trigger ship identification to determine the target ship to enter the electronic fence range. The electronic fence includes a polygonal virtual boundary formed after pre-locating the geographical area of ​​the immersed tunnel layout path in the port area and planning the early warning area.

[0061] The electronic fence is constructed based on the spatial coordinates of the immersed tunnel's deployment path. Its boundary is formed by connecting multiple latitude and longitude coordinate points in sequence to create a closed polygon, covering the core area of ​​the immersed tunnel and the outer warning zone. It automatically triggers the vessel identification process, facilitating the perception and immediate response to vessels entering the controlled area. Furthermore, the polygonal structure of the electronic fence can be dynamically adjusted during reclamation operations. Its boundary coordinates can be updated based on radar array scan results and the real-time operating position of the reclamation vessel, ensuring that the fence range remains synchronized with the actual deployment status of the immersed tunnel. This allows it to adapt to the extension or turning changes of the immersed tunnel path during construction, enhancing the system's adaptability to dynamic operating environments.

[0062] It should be noted that the ship identification triggering mechanism is based on the geometric intersection of the ship's latitude and longitude coordinates and the electronic fence polygon. When the ship's positioning point falls into the fence area or intersects with its boundary, it is identified as being in a "waiting to enter" state. At this time, the ship's identification code is automatically extracted and the subsequent data association process is initiated. This helps to avoid invalid processing of ships that have not entered the controlled area and reduces redundant system calculations.

[0063] Step S102: Obtain the draft depth and scheduling plan information of the target vessel. The scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and data collection timestamp.

[0064] Optionally, step S102 includes: obtaining the identification code of the target vessel entering the electronic fence; using the identification code as an index condition, querying the port area vessel database to obtain the draft depth and scheduling plan information of the target vessel.

[0065] By accessing the port area's vessel scheduling database, static and dynamic attribute information of target vessels can be obtained. Among them, the vessel's heading is used to simulate its future navigation trajectory, the destination / berth helps to determine whether the vessel has the necessity to cross the immersed tunnel area, the estimated arrival time is used to estimate the time when it arrives at the immersed tunnel area, the vessel's navigation status is used to distinguish between navigation and anchoring behavior, and the collected timestamps are used to verify the timeliness of the data, which helps to improve the spatiotemporal consistency of the judgment of the passage status.

[0066] This embodiment can use the Maritime Mobile Service Identifier (MMSI) as the identification code / unique identifier, or it can use the ship call sign, IMO number, etc. as the identification code to accurately match the ship records in the database, so as to realize the automatic association between real-time data and scheduling plan data. This can avoid information mismatch caused by ship call sign updates or manual input errors, and improve the accuracy and efficiency of data retrieval.

[0067] It should be noted that in this embodiment, the draft depth information is declared by the ship or obtained synchronously through the load system. It serves as the core parameter for determining whether the clearance conditions for passage are met, and together with the tide height, still water level, and immersed tube depth, it participates in the calculation of the passage criterion. Multiple fields in the scheduling plan information can be used as auxiliary inputs for path prediction. For example, by combining the ship's heading and destination, it can help determine whether its crossing path has spatial intersection with the immersed tube layout path, which helps reduce misjudgment of non-target ships and improve the focus of system resources.

[0068] Step S103: Determine the ship's navigation path based on the scheduling plan information and estimate the time interval for the target ship to cross the immersed tunnel area.

[0069] Optionally, step S103 includes: simulating the target vessel's navigation path based on the vessel's heading, destination / berth, estimated arrival time, and the current latitude and longitude positions of other vessels in the automatic identification system, according to the scheduling plan information; if the vessel's navigation path indicates that the target vessel enters the electronic fence, determining whether there is an intersection between the polygon formed by the vessel's navigation path and the latitude and longitude positions of the immersed tube area; if there is an intersection, determining the immersed tube area that the target vessel will pass through; if it is determined that the target vessel will pass through the immersed tube area, estimating the time interval for the target vessel to pass through the immersed tube area; if there is no intersection, determining that the target vessel will not pass through the immersed tube area, not estimating the time interval for the target vessel to pass through the immersed tube area, and sending a normal passage instruction to the target vessel.

[0070] This embodiment integrates information such as ship heading, destination / berth, estimated arrival time, and current latitude and longitude to construct a linear prediction model of the ship's future navigation trajectory. Combined with the polygonal boundary of the electronic fence, it can perform spatial logic deduction to determine whether a ship will pass through the immersed tunnel area. This helps to proactively identify the target ship's intention to pass, rather than relying solely on location triggers. By calculating the ship's future trajectory using heading and speed parameters and incorporating destination information to constrain the path's endpoint, a continuous trajectory line from the current position to the target berth is formed. This more closely approximates actual navigation behavior and reduces misjudgments caused by single-point positioning errors.

[0071] It should be noted that this embodiment uses a line segment and polygon collision detection algorithm to determine whether the vessel's track line intersects geometrically with the boundary of the core area or warning zone of the immersed tunnel. If an intersection exists, it is determined that the vessel plans to pass through the immersed tunnel area, which helps to eliminate interference from detouring vessels and focus on vessels that truly pose a passage risk. Then, based on the vessel's current speed and the path length of its track line through the immersed tunnel area, this embodiment calculates the time required for the vessel to pass through the area and, combined with the current timestamp, derives the estimated time interval for entering and leaving the immersed tunnel area. This time interval serves as a benchmark for subsequent comparison with the tide window, helping to achieve accurate matching in the time dimension.

[0072] Additionally, it should be noted that if no intersection point exists, the target vessel is determined not to pass through the immersed tunnel area, and the time interval for the target vessel to pass through the immersed tunnel area is not estimated. A normal passage instruction is then sent to the target vessel. This mechanism avoids unnecessary tide level calculations and early warning processing for non-passing vessels, reducing the system's computational load. At the same time, sending lightweight passage prompts to unaffected vessels helps maintain system response efficiency and the simplicity of information interaction.

[0073] Step S104: Obtain tidal level data of the immersed tunnel area, and calculate the passable window period for traversing the immersed tunnel area based on the tidal level data.

[0074] This embodiment obtains tidal parameters directly related to the passage of the immersed tunnel by connecting to tidal monitoring stations deployed around the immersed tunnel area. This provides an environmental input basis for the quantitative assessment of passage capacity and helps to build a dynamic judgment basis that is synchronized with actual hydrological conditions. Optionally, the step of acquiring tidal level data of the immersed tunnel area and calculating the passability window period for traversing the immersed tunnel area based on the tidal level data includes: accessing a tidal level station deployed near the immersed tunnel area to acquire key tidal level data, wherein the key tidal level data includes at least: the still water depth of the immersed tunnel, the current tide height, and the predicted tide level for the day. The still water depth of the immersed tunnel includes the water depth at each point along the tunnel layout path determined by radar array scanning under still water conditions. The current tide height refers to the real-time tide height obtained by the tidal level station at the moment the target vessel crosses the immersed tunnel area. Based on the key tidal level data and the safety margin set by the waterway management regulations, it is determined whether the draft of the target vessel meets the passage conditions for each time period of the day. If the draft of the target vessel meets the passage conditions, the continuous time period that meets the passage conditions is determined to obtain the passability window period for traversing the immersed tunnel area.

[0075] The still water level of the immersed tube can be obtained by interpolation of multi-point three-dimensional scanning data, reflecting the clearance benchmark of the immersed tube structure under the influence of tides; the current tide height can be collected by real-time liquid level sensors to provide the instantaneous water level status; the daily tide level prediction data comes from the hourly tide level forecasts issued by various maritime agencies, and is used to extrapolate the possibility of future passage.

[0076] It should be noted that, based on key tidal data and the safety margin set by waterway management regulations, the draft of the target vessel at each time period of the day is used to determine whether it meets the passage conditions. This embodiment can use the passage criterion formula: vessel draft < tidal height + still water level submerged pipe depth - safety margin height. The hourly tidal data is checked item by item throughout the day. If this inequality is met at a certain time, it is recorded as a passable time point, which helps to transform qualitative assessment into a calculable numerical sequence. Optionally, in addition to a fixed value, the safety margin height can also be dynamically adjustable parameters, adjusted in real time according to environmental factors such as vessel type, loading status, current speed, and wind speed.

[0077] This embodiment aggregates the time points that meet the passage conditions, identifies consecutive time periods formed by adjacent time points as candidate passage windows, and outputs their start and end times and suggested passage intervals. This provides a structured time range for subsequent comparison with the estimated passage time of ships, which helps to improve the logical integrity and visual expression of window period identification.

[0078] Step S105: Compare the time interval of the target vessel passing through the immersed tube area with the passable window period of the immersed tube area, and determine the time period of the vessel passing through the immersed tube area based on the comparison results.

[0079] This embodiment achieves spatiotemporal matching between vessel passage demand and environmental conditions through interval overlap analysis on the time axis, which helps to transform abstract passage criteria into operable passage status classifications. Optionally, step S105 includes: if the passability window period completely includes the time period for the vessel to pass through the immersed tunnel area, the vessel status is confirmed as passable, and a normal passage instruction is generated for the target vessel based on the time period for the vessel to pass through the immersed tunnel area, with the passability window period being the time period for the vessel to pass through the immersed tunnel area; if there is an intersection between the passability window period and the time period for the vessel to pass through the immersed tunnel area, the vessel status is confirmed as partially passable, and the time period for the vessel to pass through the immersed tunnel area is determined based on the intersection time period; if there is no intersection between the passability window period and the time period for the vessel to pass through the immersed tunnel area, the target vessel status is determined as impassable, and the time period for the vessel to pass through the immersed tunnel area is zero.

[0080] If the window period completely covers the time period for ships to pass through the immersed tunnel area, it indicates that the planned passage period for ships is entirely within the environmentally permissible range. There is no need to adjust the navigation plan, and passage permits can be issued directly, which helps to improve the continuity of ship scheduling and passage efficiency.

[0081] It should be noted that when there is an overlap between the passable window period and the time period for a vessel to pass through the immersed tunnel area, the vessel's status is confirmed as partially passable. In this embodiment, the overlap portion is defined as the actual passable time period. If a vessel needs to complete the crossing within this time period, it must adjust its speed or wait until the start of the overlap. A suggested navigation adjustment plan is output to help guide the vessel to complete safe passage within the limited window period and avoid blind action. When there is no overlap between the passable window period and the time period for a vessel to pass through the immersed tunnel area, the target vessel's status is determined as impassable. This situation indicates that the vessel's original passage plan has no match with the environmental conditions, and no valid passage time window will be generated. This helps prevent vessels from forcibly passing through when safety conditions are not met, reducing operational risks and the possibility of accidents.

[0082] Step S106: Based on the real-time tide height data of the time period during which the vessel passes through the immersed tube area, generate passage guidance information for the target vessel during its passage through the immersed tube area.

[0083] In this embodiment, after the target vessel enters the electronic fence area, the liquid level sensors deployed around the immersed tube area are activated to acquire the current instantaneous tide height data, which serves as the final verification basis for passage judgment. This helps to eliminate the time lag deviation and spatial interpolation error of the tide prediction data, and improves the on-site adaptability of the final passage decision. Optionally, the step of generating passage guidance information for the target vessel during its passage through the immersed tube area based on the real-time tide height data of the vessel during the time period of its passage through the immersed tube area includes: when the target vessel enters the electronic fence area, connecting the liquid level sensors and acquiring real-time tide height data through the liquid level sensors; and when the real-time tide height data indicates that the target vessel meets the passage conditions, generating passage guidance information for the target vessel during its passage through the immersed tube area.

[0084] This embodiment is based on the dynamic combination calculation of real-time tide height, still water level, immersed tube depth, and safe margin height. If the passage criteria are met, a "passable" guidance instruction is triggered. This instruction can be pushed to the ship terminal or port dispatch platform in text or signal form, which helps to achieve closed-loop verification from prediction to execution and ensures the real-time performance and accuracy of the passage instruction.

[0085] Through the above steps, vessel identification can be triggered based on the electronic fence to determine the target vessel to enter the electronic fence range. The electronic fence includes a polygonal virtual boundary formed after pre-locating the geographical area of ​​the immersed tunnel layout path in the port area and planning the early warning area. The vessel's draft and scheduling plan information are obtained. The scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and data collection timestamp. The vessel's navigation path is determined based on the scheduling plan information, and the time interval for the target vessel to pass through the immersed tunnel area is estimated. Tidal level data of the immersed tunnel area is obtained, and the passability window period for passing through the immersed tunnel area is calculated based on the tidal level data. The time interval for the target vessel to pass through the immersed tunnel area and the passability window period for passing through the immersed tunnel area are compared, and the time period for the vessel to pass through the immersed tunnel area is determined based on the comparison results. Based on the real-time tide height data during the time period for the vessel to pass through the immersed tunnel area, passage guidance information for the target vessel during its passage through the immersed tunnel area is generated. In this embodiment, the core area and early warning area of ​​the immersed tunnel can be precisely delineated spatially based on an electronic fence, enabling proactive identification and immediate triggering of vessels entering the controlled area. This avoids delays caused by passive monitoring and manual inspections. Then, the vessel's navigation path is determined based on the scheduling plan information, accurately estimating the time interval for vessels to cross the immersed tunnel area, eliminating the uncertainty of relying on experience-based estimations. Subsequently, the time interval for the target vessel to cross the immersed tunnel area is compared with the passability window period for crossing the immersed tunnel area. Based on the comparison results, the time period for the vessel to cross the immersed tunnel area is determined. Before the vessel arrives at the immersed tunnel area, a final safety check is performed using real-time tidal data from a liquid level sensor. This enables automated identification, accurate judgment, and intelligent guidance for vessel passage in the immersed tunnel area, improving navigation safety and management efficiency in the construction area. It effectively avoids the risks of vessel collisions with pipelines, grounding, and operational interruptions, reduces the frequency of manual intervention, and achieves all-weather, seamless real-time closed-loop control. This solves the technical problem in related technologies where only vague prompts are provided for vessels with passage risks in the immersed tunnel area, resulting in low vessel passage efficiency.

[0086] Optionally, it also includes: constructing a visual early warning interface for the associated port area; displaying the passable window period for passing through the immersed tunnel area on the visual early warning interface, and displaying the time period for each vessel to pass through the immersed tunnel area and the vessel status; generating berthing guidance suggestions when the vessel status is impassable, wherein the berthing guidance suggestions include: recommended port anchorage, route planning, and waiting time.

[0087] This embodiment uses different colors and layers to indicate passage status on a geographic information map. For example, "passable" is marked in green, "partially passable" in yellow, and "not passable" in red. A timeline is overlaid to show the expected passage time and window overlap for each vessel, helping operators quickly grasp the overall situation of multiple vessel movements and environmental constraints. When a vessel is in a "not passable" state, a mooring guidance suggestion is generated. Based on port berth occupancy status and anchorage distribution data, this embodiment automatically matches the nearest anchorage area with the lowest waiting load, generating the optimal path from the current vessel position to the recommended anchorage. It also estimates the waiting time based on the start time of the next available window and outputs this guidance suggestion, helping vessels moor in an orderly manner during non-passage periods and reducing the occupation and scheduling pressure of disorderly waiting for navigation.

[0088] The following describes in detail another optional implementation method.

[0089] Figure 2 This is a flowchart of an optional ship passage warning judgment according to an embodiment of this application, such as... Figure 2 As shown, it includes:

[0090] Step S1: Set the range of the electronic fence for the port area and the immersed tunnel area, and obtain the information of the vessel entering the electronic fence when the vessel triggers the electronic fence in the port area.

[0091] It should be noted that in this embodiment, the port area and immersed tube area can be preset in the management platform for immersed tube layout. The pipeline layout adopts an integrated "underwater laying-above-water extension" method: one end is rigidly connected to the mud pump output system of the reclamation vessel, and the other end extends to the target operation point of the foundation treatment. The pipe section is partially laid close to the seabed and partially floats on the water surface, forming a functional navigation obstacle that runs through the operation area. The scope of the electronic fence is determined (the boundary of the electronic fence is defined by "measured core area + standard warning area". Based on the real-time acquisition of the reclamation vessel's operation coordinates, the foundation treatment point is locked through high-precision positioning. Combined with radar array scanning, the complete path of the immersed tube layout is determined, and the core impact area is delineated. According to the "Regulations on the Safety Management of Navigation for Underwater and Above-Water Operations and Activities", a warning area is set up 10-30 meters outside the core area. The extension distance can be dynamically adjusted according to the navigation density and sea conditions. The fence is formed by dividing the virtual boundary of polygons using multiple latitude and longitude coordinates. The main data parameters can include fence name (such as the string "core area of ​​immersed tunnel" or "buffer zone of immersed tunnel", different fences correspond to different response strategies), fence coordinates (the coordinates are parsed into closed polygons and compared with the latitude and longitude of the ship to determine whether it has entered / is about to enter the fence), fence status (enumerated values ​​such as 0=enabled, 1=disabled). When setting it, the fence can be enabled during the immersed tunnel construction period and disabled after completion; it can be quickly disabled during temporary navigation closures to avoid false alarms, etc.

[0092] By accessing AIS (Automatic Identification System) data, the system monitors the vessel's dynamics in real time using its latitude and longitude data. When the system detects that the vessel's location has entered the preset electronic fence range, it triggers subsequent processing procedures.

[0093] Step S2: By entering the identification code of the vessel in the electronic fence, obtain the corresponding vessel's scheduling plan list information and generate the vessel's passage route.

[0094] Extract the MMSI (Maritime Mobile Service Identifier) ​​from the ship's AIS information and use it as an index to associate and query the port area's ship database to obtain the ship's static and dynamic information, including but not limited to: ship's latitude and longitude, ship's heading, ship's call sign, ship's draft, destination / berth, estimated time of arrival, ship's navigation status, and AIS data collection time. See Table 1 below for details.

[0095] Table 1. Port Area Vessel Dispatch Database Parameters

[0096]

[0097] Step S3: Obtain the latitude and longitude information of the current immersed tunnel operation control area. Based on the simulated route of the vessel and the latitude and longitude coordinates of the immersed tunnel operation control area, determine whether the vessel is traversing the immersed tunnel area, and base its decision on navigation information (such as...). Figure 2 (By querying data such as speed, course, and draft, the estimated time interval for passing through the immersed tunnel area can be determined.)

[0098] By combining the destination parameters and heading parameters of the ship entering the port in step S2 with the current latitude and longitude positions of the key ships in the AIS system, the route information of the ship can be simulated. The electronic fence of the immersed tube area can be used to determine whether the ship passes through the immersed tube area. The specific passage parameters are shown in Table 2 below. This judgment is to determine whether there is an intersection between the ship's passage route and the polygon formed by the latitude and longitude positions of the immersed tube area. If there is an intersection, the ship passes through; otherwise, it does not pass through.

[0099] Table 2 Parameters of Ship Transit Routes

[0100]

[0101] If the judgment is "yes", the time period for the ship to pass through the urban management area can be estimated by the ship's speed and the simulated route, and then further judgment can be made; if the judgment is "no", that is, the ship does not pass through the immersed tunnel area, there is no need to estimate the passage time, and the normal passage instruction can be sent directly to the ship.

[0102] Step S4: Obtain tidal data through environmental monitoring stations.

[0103] By accessing tide gauge stations deployed near the immersed tunnel area, the following key tide level data were obtained: Static immersed tunnel water depth: Radar array scanning clearly identifies the water depth at each point along the immersed tunnel's path. Current tide height: This refers to the real-time tide height obtained from the tide gauge station at the moment the vessel passes through the immersed tunnel. Daily tide level forecast data: This data is obtained from the tide forecasts released by the maritime authorities (using a "main and auxiliary combination + dual-stage verification" mechanism to ensure consistency of tide level data; the core logic is as follows: The maritime agency's sea-level tide data is the primary source for predicting passage windows (relying on its future tide level prediction capabilities to provide macro-level passage guidance); real-time data at the location level of the monitoring stations in the work area is the core source for final verification before the vessel passes through the immersed tunnel (relying on its location accuracy to avoid prediction deviation risks)). This data is used to calculate the passage window period for a future period. The tide level parameters mainly include the tide height and time of the first and second high tides and low tides, as well as the hourly tide height from 0:00 to 23:00 on the current day, as shown in Table 3 below.

[0104] Table 3. Data parameters from tide level monitoring stations

[0105]

[0106] Step S5: Calculate the passability window for ships to pass through the immersed tunnel area based on tidal level data.

[0107] The passage window and current passage status can be determined using the formula: ship draft < tide height + still water level submerged tube depth - safe margin height. If the conditions are met, the system can push the passage plan to the operator.

[0108] Among them, tide height: is the height of fluctuation relative to the reference surface, which is the still water level; still water level immersed tube depth: refers to the water depth of the channel in the immersed tube area under still water conditions, which is usually determined by radar array scanning at each point along the immersed tube layout path; safety margin height: a safety margin preset according to the relevant regulations of waterway management, usually 0.5-1.0 meters, which can be adjusted according to time.

[0109] When the tide height is the predicted tide level for the day, a passage window period can be predicted: based on the tidal level curve obtained from the monitoring station and combined with the above judgment conditions, the continuous time period that meets the passage requirements is dynamically calculated, i.e., the passage window period. The prediction results include: the start time, end time, and suggested passage period of the next available window period.

[0110] Step S6: By comparing the estimated passage time of the immersed tunnel area with the passage window period of the tide level, it can be determined whether the immersed tunnel area can be passed normally.

[0111] Combining the estimated time interval for passing through the immersed tunnel area using speed and distance in step S3, and the window period for permitted vessel passage obtained using tidal level data in step S6, the system determines whether normal passage is possible by matching and comparing the times within the two time periods: 1) If the window period completely encompasses the estimated passage time period, passage is possible without waiting; 2) If the window period overlaps with the estimated passage time period, there are two possibilities: the vessel must wait for the window period upon arrival, or the vessel needs to accelerate to arrive within the window period. If waiting is required, the system automatically generates and provides deceleration or berthing guidance suggestions based on the location and occupancy status of berths in the port area, including recommended anchorage or berth locations, estimated waiting time, and route planning information; if acceleration is required, a suggested sailing speed is provided; 3) If the window period does not overlap with the estimated passage time period, passage is not permitted, and a berthing plan is recommended.

[0112] The system provides visual warnings for relevant vessels based on the passage window period and the current traffic status of the immersed tunnel area. Based on the assessment results, the system interface displays "Passable," "Unpassable," or "Partially Passable," along with the nearest passage window time.

[0113] Figure 3 This is a schematic diagram of an optional port area vessel scheduling and early warning system according to an embodiment of this application, such as... Figure 3 As shown, it can display the work overview through a visual interface, showing various areas (such as...). Figure 3 The system monitors the sand-collecting area, navigation area, construction area, waiting area, anchorage, and other areas, and tracks the time periods during which the immersed tunnel area is passable, partially passable, and impassable. It can also display the status of vessels within the enclosure at different times.

[0114] Step S7: Based on real-time tidal level data, determine whether it is safe for the ship to pass through the immersed tube area at the right time.

[0115] When a vessel receives a passage command and arrives within the electronic fence area of ​​the immersed tunnel, it directly uses the tide height data obtained from the liquid level sensor, without using predicted data, to determine whether passage is possible. This avoids errors caused by predicted data affecting passage safety. The judgment method is the same as the formula for calculating the window period, but here the tide level is the current tide height, i.e., the real-time liquid level obtained from the liquid level sensor. After real-time judgment, a normal passage command can be sent.

[0116] Through the above embodiments, the linkage triggering mechanism between electronic fences and AIS data enables proactive identification and precise screening of vessels entering the affected area of ​​the immersed tunnel, reducing ineffective intervention on irrelevant vessels and improving the focus of system response and resource utilization. By combining multi-source fusion calculations of still water level, immersed tunnel depth, real-time tide height, and predicted tide level, a passage criterion model adapted to the fixed clearance characteristics of the immersed tunnel area is constructed, enabling a quantitative assessment of vessel passage capacity and improving the environmental adaptability and spatial accuracy of passage window predictions.

[0117] This application utilizes path simulation technology based on vessel heading, destination, and real-time location to accurately determine whether a vessel plans to pass through an immersed tunnel area, avoiding false alarms caused by vessels detouring or accidentally entering, and enhancing the logical rigor and scenario-specificity of the system's judgment. Through time interval overlap analysis, it dynamically compares the estimated vessel passage time with the available tide window, generating three passage states: "passable," "partially passable," and "not passable," achieving refined classification and visual expression of passage decisions, and improving the clarity and executability of scheduling instructions.

[0118] Furthermore, this application uses real-time tide data from a liquid level sensor for final verification after the vessel actually enters the electronic fence, forming a three-level safety verification mechanism of "prediction-comparison-verification" to reduce the risk of misjudgment due to forecast errors and enhance the on-site reliability of passage decisions.

[0119] It can also build a visual early warning interface that integrates vessel status, passage windows and anchorage resources, realize the centralized presentation of multi-dimensional information, and automatically generate berthing guidance suggestions including recommended anchorage, route planning and waiting time when passage is not possible, forming a closed loop of the whole process of "identification-judgment-early warning-guidance", improving the automation level and collaborative efficiency of port navigation management.

[0120] The following is a detailed description with reference to another embodiment.

[0121] Example 2

[0122] This embodiment provides a guiding device for ships passing through the immersed tunnel area in a port area, which includes multiple implementation units, each of which corresponds to a specific implementation step in Embodiment 1 above.

[0123] Figure 4 This is a schematic diagram of an optional guiding device for vessels passing through an immersed tunnel area in a port area, according to an embodiment of this application. Figure 4 As shown, the guidance device for ships passing through the immersed tube area in the port area may include: a ship identification unit 41, a ship scheduling plan acquisition unit 42, a time estimation unit for passing through the immersed tube 43, a window period calculation unit 44, a passage time comparison unit 45, and a passage guidance unit 46.

[0124] Among them, the ship identification unit 41 is used to trigger ship identification based on the electronic fence and determine the target ship to enter the electronic fence range. The electronic fence includes a polygonal virtual boundary formed after the pre-geographical location of the immersed tunnel layout path in the port area and the early warning area planning.

[0125] The vessel scheduling plan acquisition unit 42 is used to acquire the draft depth and scheduling plan information of the target vessel. The scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and acquisition timestamp.

[0126] The time estimation unit 43 for crossing the immersed tube is used to determine the ship's navigation path based on the scheduling plan information and to estimate the time interval for the target ship to cross the immersed tube area.

[0127] The window period calculation unit 44 can be used to obtain tidal level data of the immersed tube area and calculate the passable window period for traversing the immersed tube area based on the tidal level data.

[0128] The transit time comparison unit 45 is used to compare the time interval of the target vessel transiting the immersed tube area with the passable window period of the immersed tube area, and to determine the time period of the vessel transiting the immersed tube area based on the comparison results.

[0129] The passage guidance unit 46 is used to generate passage guidance information for the target vessel during the passage of the immersed tube area based on the real-time tide height data of the time period during which the vessel passes through the immersed tube area.

[0130] The aforementioned guidance device for vessels traversing the immersed tunnel area in the port area can identify target vessels by triggering vessel identification based on an electronic fence through vessel identification unit 41. The electronic fence includes a polygonal virtual boundary formed after pre-determining the geographic location of the immersed tunnel layout path and planning the early warning area. The vessel scheduling plan acquisition unit 42 acquires the target vessel's draft and scheduling plan information, which includes at least one of the following: vessel heading, destination / berth, estimated arrival time, vessel navigation status, and data collection timestamp. The device is then used by the immersed tunnel crossing time estimation unit 4. 3. Determine the ship's navigation path based on the scheduling plan information, estimate the time interval for the target ship to pass through the immersed tube area, obtain the tidal level data of the immersed tube area through the passability window calculation unit 44, and calculate the passability window period for passing through the immersed tube area based on the tidal level data. The passability time comparison unit 45 compares the time interval for the target ship to pass through the immersed tube area with the passability window period for passing through the immersed tube area, and determines the time period for the ship to pass through the immersed tube area based on the comparison results. The passage guidance unit 46 generates passage guidance information for the target ship during the process of passing through the immersed tube area based on the real-time tide height data of the time period for the ship to pass through the immersed tube area. In this embodiment, the core area and early warning area of ​​the immersed tunnel can be precisely delineated spatially based on an electronic fence, enabling proactive identification and immediate triggering of vessels entering the controlled area. This avoids delays caused by passive monitoring and manual inspections. Then, the vessel's navigation path is determined based on the scheduling plan information, accurately estimating the time interval for vessels to cross the immersed tunnel area, eliminating the uncertainty of relying on experience-based estimations. Subsequently, the time interval for the target vessel to cross the immersed tunnel area is compared with the passability window period for crossing the immersed tunnel area. Based on the comparison results, the time period for the vessel to cross the immersed tunnel area is determined. Before the vessel arrives at the immersed tunnel area, a final safety check is performed using real-time tidal data from a liquid level sensor. This enables automated identification, accurate judgment, and intelligent guidance for vessel passage in the immersed tunnel area, improving navigation safety and management efficiency in the construction area. It effectively avoids the risks of vessel collisions with pipelines, grounding, and operational interruptions, reduces the frequency of manual intervention, and achieves all-weather, seamless real-time closed-loop control. This solves the technical problem in related technologies where only vague prompts are provided for vessels with passage risks in the immersed tunnel area, resulting in low vessel passage efficiency.

[0131] Optionally, the guidance system for vessels traversing the immersed tunnel area in the port area further includes: an immersed tunnel path acquisition unit, used to acquire the immersed tunnel layout path within the controlled water area designated by the port area's marine reclamation project before determining the target vessel to enter the electronic fence range based on vessel identification triggered by the electronic fence. The immersed tunnel layout path is determined based on the foundation treatment points of the reclamation vessel and radar array scanning results. The foundation treatment points are determined based on the reclamation vessel's operational coordinates identified by the automatic identification system. One end of the immersed tunnel is rigidly connected to the mud pump output system of the reclamation vessel, and the other end extends to the target foundation treatment point. A warning area generation unit is used to generate a warning area by extending a preset length outward from the core area of ​​the port area specified by the immersed tunnel layout path. An electronic fence generation unit is used to generate a polygonal virtual boundary by combining the core area of ​​the port area specified by the immersed tunnel layout path and the warning area, thus obtaining an electronic fence. A fence information output unit is used to output the fence name, fence area coordinate information, and fence status of the electronic fence.

[0132] Optionally, the vessel scheduling plan acquisition unit includes: an identification code acquisition module for acquiring the identification code of the target vessel entering the electronic fence; and a database query module for querying the port area vessel database using the identification code as an index condition to obtain the draft depth and scheduling plan information of the target vessel.

[0133] Optionally, the time estimation unit for crossing the immersed tunnel includes: a ship navigation path simulation module, used to simulate the target ship's navigation path based on the ship's heading, destination / berth, estimated arrival time, and the current latitude and longitude positions of other ships in the automatic identification system; a fence judgment module, used to determine whether there is an intersection between the target ship's navigation path and the polygon formed by the latitude and longitude positions of the immersed tunnel area when the ship's navigation path indicates that the target ship is to enter the electronic fence; a passage determination module, which determines the immersed tunnel area to be crossed by the target ship if an intersection exists; an immersed tunnel crossing time estimation module, used to estimate the time interval for the target ship to cross the immersed tunnel area if it is determined that the target ship will cross the area to be crossed; and a normal passage instruction output module, which determines that the target ship will not pass through the immersed tunnel area if no intersection exists, does not estimate the time interval for the target ship to cross the immersed tunnel area, and pushes a normal passage instruction to the target ship.

[0134] Optionally, the window period calculation unit may include: a tidal data acquisition module, used to access tidal gauge stations deployed near the immersed tube area to acquire key tidal level data, wherein the key tidal level data includes at least: still water depth of the immersed tube, current tide height, and predicted tide level for the day. The still water depth of the immersed tube includes the water depth at each point along the immersed tube deployment path determined by radar array scanning under still water conditions. The current tide height refers to the real-time tide height obtained by the tidal gauge station at the moment the target vessel crosses the immersed tube area; a passage condition judgment module, used to determine whether the draft of the target vessel meets the passage conditions for each time period of the day based on the key tidal level data and the safety margin set by the waterway management regulations; and a passable window period determination module, used to determine the continuous time period that meets the passage conditions when the draft of the target vessel meets the passage conditions, thereby obtaining the passable window period for crossing the immersed tube area.

[0135] Optionally, the passage time comparison unit includes: a normal passage time determination module, used to confirm that the ship's status is passable when the passable window period completely includes the time period for the ship to pass through the immersed tunnel area, and to generate a normal passage instruction for the target ship based on the time period for the ship to pass through the immersed tunnel area, wherein the passable window period is the time period for the ship to pass through the immersed tunnel area; a partial passage determination module, used to confirm that the ship's status is partially passable when there is an intersection between the passable window period and the time period for the ship to pass through the immersed tunnel area, and to determine the time period for the ship to pass through the immersed tunnel area based on the intersection time period; and an impassable determination module, used to determine that the target ship's status is impassable when there is no intersection between the passable window period and the time period for the ship to pass through the immersed tunnel area, and to generate a time period for the ship to pass through the immersed tunnel area of ​​zero.

[0136] Optionally, the passage guidance unit includes: a sensor access module, used to access a liquid level sensor and acquire real-time tide height data when the target vessel enters the electronic fence area; and a passage guidance information generation module, used to generate passage guidance information for the target vessel during its passage through the immersed tube area when the real-time tide height data indicates that the target vessel meets the passage conditions.

[0137] Optionally, the guidance system for vessels passing through the immersed tunnel area in the port area also includes: a visual early warning interface construction unit, used to construct a visual early warning interface related to the port area; a vessel status display unit, used to display the passable window period for passing through the immersed tunnel area on the visual early warning interface, and to display the time period for each vessel to pass through the immersed tunnel area and the vessel status; and a mooring guidance unit, used to generate mooring guidance suggestions when the vessel status is impassable, wherein the mooring guidance suggestions include: recommended port anchorage, route planning, and waiting time.

[0138] The aforementioned guidance device for ships passing through the immersed tunnel area in the port area may also include a processor and a memory. The aforementioned ship identification unit 41, ship scheduling plan acquisition unit 42, and immersed tunnel crossing time estimation unit 43 can be stored in the memory as program units such as window period calculation unit 44, crossing time comparison unit 45, and passage guidance unit 46. The processor executes the aforementioned program units stored in the memory to realize the corresponding functions.

[0139] The aforementioned processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and adjusting kernel parameters allows for guidance of vessels passing through the immersed tunnel area within the port area.

[0140] The aforementioned memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0141] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored computer program, wherein, when the computer program is running, it controls the device where the computer-readable storage medium is located to execute the guidance method for port vessels to pass through the immersed tube area as described in any of the embodiments above.

[0142] According to another aspect of the embodiments of this application, an electronic device is also provided, including one or more processors and a memory, the memory being used to store one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors cause the one or more processors to implement the method for guiding ships through the immersed tube area in port area according to any one of the embodiments described above.

[0143] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the guidance method for vessels passing through the immersed tube area in the port area as described in various embodiments of this application.

[0144] This application also provides a computer program product, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the guidance method for vessels passing through the immersed tube area in the port area as described in various embodiments of this application.

[0145] Figure 5 This is a hardware structure block diagram of an electronic device (or mobile device) for a method of guiding ships through an immersed tunnel area in a port area, according to an embodiment of this application. Figure 5 As shown, an electronic device may include one or more ( Figure 5The processor (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and memory 504 for storing data are also included. In addition, it may include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of the I / O interface), a network interface, a keyboard, a power supply, and / or a camera. Those skilled in the art will understand that... Figure 5 The structure shown is for illustrative purposes only and does not limit the structure of the electronic device described above. For example, the electronic device may also include components that are more... Figure 5 The more or fewer components shown, or having the same Figure 5 The different configurations shown.

[0146] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0147] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0148] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0149] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0150] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0151] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0152] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for guiding vessels through an immersed tunnel area in a port area, characterized in that, include: Based on the electronic fence triggering ship identification, the target ship to enter the electronic fence range is determined. The electronic fence includes a polygonal virtual boundary formed after the pre-geographical location of the immersed tunnel layout path in the port area and the planning of the early warning area. Obtain the draft and scheduling plan information of the target vessel, wherein the scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and data collection timestamp; The ship's navigation path is determined based on the scheduling plan information, and the time interval for the target ship to cross the immersed tunnel area is estimated. Acquire tidal level data of the immersed tunnel area, and calculate the passable window period for traversing the immersed tunnel area based on the tidal level data; By comparing the time interval of the target vessel passing through the immersed tube area with the passable window period of the immersed tube area, the time period of the vessel passing through the immersed tube area is determined based on the comparison results. Based on the real-time tide height data during the time period when the vessel passes through the immersed tunnel area, passage guidance information for the target vessel during its passage through the immersed tunnel area is generated.

2. The method for guiding vessels through the immersed tunnel area in a port area according to claim 1, characterized in that, Before determining the target vessel to enter the electronic fence range based on vessel identification triggered by the electronic fence, the process also includes: The immersed tunnel layout path within the controlled water area of ​​the port area marine reclamation project is obtained. The immersed tunnel layout path is determined based on the foundation treatment point of the reclamation vessel and the radar array scanning results. The foundation treatment point is determined based on the reclamation vessel operation coordinates identified by the automatic identification system. One end of the immersed tunnel in the port area is rigidly connected to the mud pump output system of the reclamation vessel, and the other end extends to the target operation point of the foundation treatment. A warning area is generated by extending a predetermined length outward from the core area of ​​the port area specified by the immersed tube deployment path. By combining the core port area specified by the immersed tube deployment path and the warning area, a polygonal virtual boundary is generated to obtain the electronic fence; Output the name of the electronic fence, the coordinates of the fence area, and the fence status.

3. The method for guiding vessels through the immersed tunnel area in a port area according to claim 1, characterized in that, The steps for obtaining the draft and scheduling plan information of the target vessel include: Obtain the identification code of the target vessel entering the electronic fence; Using the identification code as an index, the port area vessel database is queried to obtain the draft depth and scheduling plan information of the target vessel.

4. The method for guiding vessels through the immersed tunnel area in a port area according to claim 1, characterized in that, The steps of determining the vessel's navigation path based on the scheduling plan information and estimating the time interval for the target vessel to traverse the immersed tunnel area include: Based on the ship's course, destination / berth, estimated arrival time, and the current latitude and longitude positions of other ships in the automatic identification system, the ship's navigation path is simulated. If the vessel's navigation path indicates that the target vessel should enter the electronic fence, determine whether there is an intersection between the vessel's navigation path and the polygon formed by the latitude and longitude of the immersed tube area; If an intersection point exists, the area through which the target vessel will pass is determined; Given that the target vessel is determined to pass through the area to be immersed in the tunnel, the estimated time interval for the target vessel to pass through the area is predicted. If there is no intersection, it is determined that the target vessel will not pass through the immersed tube area, the time interval for the target vessel to pass through the immersed tube area is not estimated, and a normal passage instruction is sent to the target vessel.

5. The method for guiding vessels through the immersed tunnel area in a port area according to claim 1, characterized in that, The steps of acquiring tidal level data of the immersed tunnel area and calculating the passability window for traversing the immersed tunnel area based on the tidal level data include: Access the tide gauge station deployed near the immersed tube area to obtain key tidal level data, wherein the key tidal level data includes at least: the still water depth of the immersed tube, the current tide height, and the tide level prediction data for the day. The still water depth of the immersed tube includes the water depth at each point along the immersed tube deployment path determined by radar array scanning under still water conditions. The current tide height refers to the real-time tide height obtained by the tide gauge station at the moment when the target vessel passes through the immersed tube area. Based on the key tide data and the safety margin set by the waterway management regulations, it is determined whether the draft of the target vessel meets the passage conditions at each time period of the day. If the draft of the target vessel meets the passage conditions, the continuous time period that meets the passage conditions is determined to obtain the passage window period for the vessel to pass through the immersed tunnel area.

6. The method for guiding vessels through the immersed tunnel area in a port area according to claim 1, characterized in that, The steps for determining the time period of a vessel's passage through the immersed tunnel area based on the comparison results include: If the passable window period completely includes the time period during which the vessel passes through the immersed tunnel area, the vessel status is confirmed as passable, and a normal passage instruction is generated for the target vessel based on the time period during which the vessel passes through the immersed tunnel area. The passable window period is the time period during which the vessel passes through the immersed tunnel area. If the passable window period overlaps with the time period during which the vessel passes through the immersed tunnel area, the vessel's status is confirmed as partially passed, and the time period during which the vessel passes through the immersed tunnel area is determined based on the overlapping time period. If the passable window period does not overlap with the time period during which the vessel passes through the immersed tunnel area, the target vessel is determined to be in an unpassable state, and the time period during which the vessel passes through the immersed tunnel area is set to zero.

7. The method for guiding vessels through the immersed tunnel area in a port area according to claim 1, characterized in that, The step of generating passage guidance information for the target vessel during its passage through the immersed tunnel area based on real-time tide height data during the time period the vessel passes through the immersed tunnel area includes: When the target vessel enters the electronic fence range, a liquid level sensor is connected to obtain the real-time tide height data through the liquid level sensor. When the real-time tide data indicates that the target vessel meets the passage conditions, passage guidance information is generated for the target vessel during its passage through the immersed tunnel area.

8. The method for guiding vessels through the immersed tunnel area in a port area according to claim 1, characterized in that, Also includes: Construct a visual early warning interface for the associated port areas; The visual early warning interface displays the passable window period for passing through the immersed tunnel area, and also displays the time period for each vessel to pass through the immersed tunnel area and the vessel status. If the vessel is in a state of impassability, a mooring guidance suggestion is generated, which includes: recommended port anchorage, route planning, and waiting time.

9. A guidance system for vessels passing through an immersed tunnel area in a port area, characterized in that, include: The vessel identification unit is used to trigger vessel identification based on the electronic fence and determine the target vessel to enter the electronic fence range. The electronic fence includes a polygonal virtual boundary formed after the pre-geographical location of the immersed tunnel layout path in the port area and the planning of the early warning area. The vessel scheduling plan acquisition unit is used to acquire the draft depth and scheduling plan information of the target vessel, wherein the scheduling plan information includes at least one of the following: vessel heading, vessel destination / berth, estimated arrival time, vessel navigation status, and acquisition timestamp; The time estimation unit for crossing the immersed tube is used to determine the ship's navigation path based on the scheduling plan information and to estimate the time interval for the target ship to cross the immersed tube area. The window period calculation unit can be used to obtain the tidal level data of the immersed tube area and calculate the passable window period for traversing the immersed tube area based on the tidal level data. The transit time comparison unit is used to compare the time interval of the target vessel transiting the immersed tube area with the passable window period of the immersed tube area, and determine the time period of the vessel transiting the immersed tube area based on the comparison results. The passage guidance unit is used to generate passage guidance information for the target vessel during its passage through the immersed tunnel area based on real-time tide height data during the time period of the vessel's passage through the immersed tunnel area.

10. An electronic device, characterized in that, It includes one or more processors and a memory, the memory being used to store one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors cause the one or more processors to implement the method for guiding vessels through the immersed tube area in a port area as described in any one of claims 1 to 8.

11. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method for guiding vessels through the immersed tube area in port areas as described in any one of claims 1 to 8.

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