EP4073468A1

EP4073468A1 - System for guiding vessel to port and method therefor

Info

Publication number: EP4073468A1
Application number: EP21703497.4A
Authority: EP
Inventors: Simo Salminen
Original assignee: AwakeAi Oy
Current assignee: AwakeAi Oy
Priority date: 2020-01-28
Filing date: 2021-01-08
Publication date: 2022-10-19
Also published as: WO2021152205A1; FI20205082A1

Abstract

Disclosed is a system (100) for guiding a vessel (202A, 202B, 202C, 202D, 302, 902) at a port (200). The system comprising transceiver (102), one or more sensors (104), and server arrangement (106, 204, 402, 900). The transceiver is associated with the vessel. The transceiver is configured to send proposed route plan (220A, 220B) containing information about path to be followed by vessel from first geo-location to second geo-location in port. The one or more sensors configured to acquire data pertaining at least to state of path and second geo-location. The server arrangement communicatively coupled to transceiver and one or more sensors. The server arrangement is configured to receive proposed route plan from transceiver, receive acquired data pertaining at least to the state of path and second geo-location from one or more sensors, validate proposed route plan if state of path and second geo-location meet predefined set of conditions, and send signal to vessel for confirming proposed route plan, if proposed route plan is validated.

Description

SYSTEM FOR GUIDING VESSEL TO PORT AND METHOD THEREFOR

TECHNICAL FIELD

The present disclosure relates generally to navigation systems; and more specifically, to system for guiding a vessel to a port. Furthermore, the present disclosure relates to a method for guiding vessel to a port.

BACKGROUND

Generally, marinas, ports, harbours and the like have limited resources, such as slots for docking of a vessel. Providing a slot for a vessel to arrive to a port requires lots of checks and confirmations. Moreover, there are several parameters which impact if a vessel can arrive to the port or not. For example, the port can be full at given time. There might be low tide i.e. not sufficient depth for a vessel to arrive. There can be certain special equipment such as cranes needed to load and unload a cargo of the vessel. Furthermore, there is need to have typically dedicated personal helping in port side. All of these items in the check list must be positive in order to provide a slot for a vessel. Furthermore, there are typically a large number of vessels (such as 10s, 100s or 1000s) waiting for a slot in the port. This makes a slot allocation even more complex and time consuming.

In addition to human operated vessels autonomous vessels are being introduced. Autonomous vessels require same check list to be verified before providing right for the vessel to arrive to the port. Furthermore, the autonomous vessels require typically large amount of port data such as navigation data for the autonomous vessel to be able to dock in the port. If the provided port slot cannot be fulfilled there is need to reload new set of data to the autonomous vessel. This loads telecommunication infrastructure as the data packets might be significant size and number of vessels waiting for port slot can be high. As large amount of port data and navigation data needs to be communicated between the vessel and the port, some of the important data may be lost, which reduces reliability of guiding vessels at the port. Also, lot of communication between the vessel and the port burdens server arrangement of the port and transceiver of the vessel and decreases efficiency of the system. Therefore, the amount of communication between the server arrangement and transceiver of the vessel needs to be reduced while not decreasing efficiency and reliability in guiding the vessels at the port Therefore, in light of the foregoing discussion, there exists a need to overcome the aforementioned drawbacks associated with guiding vessels for allocation of resources at the port in a convenient manner.

SUMMARY

The present disclosure seeks to provide a system for guiding a vessel at a port. The present disclosure also seeks to provide a method for guiding a vessel at a port. The present disclosure seeks to provide a solution to the existing problems in real-time management of guiding vessels to and from the port. An aim of the present disclosure is to provide a solution that overcomes at least partially the problems encountered in prior art, and provides a reliable and efficient system for guiding vessels to the port, that takes into account several parameters of the surrounding environment, such as other vessels, weather conditions, and availability of resources at the port.

In one aspect, an embodiment of the present disclosure provides a system for guiding a vessel at a port, the system comprising:

- a transceiver associated with the vessel, the transceiver configured to send a proposed route plan containing information about a path to be followed by the vessel from a first geo-location to a second geo-location in the port; - one or more sensors configured to acquire data pertaining at least to state of the path and the second geo-location; and

- a server arrangement communicatively coupled to the transceiver and the one or more sensors, the server arrangement configured to:

- receive the proposed route plan from the transceiver;

- receive the acquired data pertaining at least to the state of the path and the second geo-location from the one or more sensors;

- validate the proposed route plan if the state of the path and the second geo-location meet a predefined set of conditions; and

- send a signal to the vessel for confirming the proposed route plan, if the proposed route plan is validated; wherein the one or more sensors are further configured to acquire data pertaining to a configuration of the vessel and port conditions, and wherein the server arrangement is further configured to:

- simulate a physical behaviour of the vessel for the path to be followed from the first geo-location to the second geo-location as per the proposed route plan based on the acquired data pertaining to the configuration of the vessel and the port conditions; and

- validate the proposed route plan if the simulation is deemed successful.

In another aspect, an embodiment of the present disclosure provides a method for guiding a vessel at a port, the method comprising:

- receiving a proposed route plan containing information about a path to be followed by the vessel from a first geo-location to a second geo location in the port;

- acquiring data pertaining at least to state of the path and the second geo-location;

- validating the proposed route plan if the state of the path and the second geo-location meet a predefined set of conditions; and

- sending a signal to the vessel for confirming the proposed route plan, if the proposed route plan is validated; - acquiring data pertaining to a configuration of the vessel and port conditions;

- simulating a physical behaviour of the vessel for the path to be followed from the first geo-location to the second geo-location as per the proposed route plan based on the acquired data pertaining to the configuration of the vessel and the port conditions; and

- validating the proposed route plan if the simulation is deemed successful.

Embodiments of the present disclosure substantially eliminate or at least partially address the aforementioned problems in the prior art, and provides a reliable and efficient system for guiding vessels to the port, that takes into account several parameters of the surrounding environment, such as other vessels, weather conditions, and availability of resources at the port. Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments construed in conjunction with the appended claims that follow.

It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.

Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:

FIG. 1 is a block diagram of an exemplary system for guiding a vessel to the port, in accordance with an embodiment of the present disclosure;

FIG. 2 is a schematic illustration of an environment in which the system of FIG. 1 is implemented, in accordance with an embodiment of the present disclosure;

FIG. 3 is a block diagram representing one or more peripheral systems associated with the system of FIG. 1 for guiding an autonomous vessel, in accordance with an embodiment of the present disclosure;

FIG. 4 is a block diagram representing components of a server arrangement and peripheral components associated therewith, in accordance with an embodiment of the present disclosure;

FIG. 5 is a schematic illustration of a process flow of interactions between vessel services, controller, and port services, in accordance with an embodiment of the present disclosure;

FIG. 6 is a table listing communications and/or port call functions relating to an arrival or departure of vessel form the port, in accordance with an embodiment of the present disclosure;

FIG. 7 is a table listing primary messages and secondary messages exchanged between the vessel and the port for arrival or departure of the vessel form the port, in accordance with an embodiment of the present disclosure;

FIG. 8 is a block diagram depicting communication between various components in a simulation environment, in accordance with an embodiment of the present disclosure;

FIG. 9 is a block diagram of the server arrangement depicting various components thereof, in accordance with an embodiment of the present disclosure; and

FIG. 10 is a flowchart of a method for guiding a vessel to the port, in accordance with an embodiment of the present disclosure.

In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.

DETAILED DESCRIPTION OF EMBODIMENTS

The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.

- a transceiver associated with the vessel, the transceiver configured to send a proposed route plan containing information about a path to be followed by the vessel from a first geo-location to a second geo-location in the port;

- one or more sensors configured to acquire data pertaining at least to state of the path and the second geo-location; and

- receive the proposed route plan from the transceiver;

- validate the proposed route plan if the simulation is deemed successful.

- validating the proposed route plan if the state of the path and the second geo-location meet a predefined set of conditions; and - sending a signal to the vessel for confirming the proposed route plan, if the proposed route plan is validated;

- acquiring data pertaining to a configuration of the vessel and port conditions; - simulating a physical behaviour of the vessel for the path to be followed from the first geo-location to the second geo-location as per the proposed route plan based on the acquired data pertaining to the configuration of the vessel and the port conditions; and

- validating the proposed route plan if the simulation is deemed successful.

The present disclosure provides an automated system for guiding a vessel at the port in an efficient and precise manner, mitigating damages, loss of property and/or life that may been caused due to improper or inadequate conventional systems. The present disclosed systems and methods relate to guiding of a vessel at the port, i.e. providing assistance to the vessels both to and from the port. Furthermore, the present disclosed systems and methods provide a simulator in order to reliably determine validity of proposed route plans as received from the vessels. Such a simulation environment and digital execution and validation of the proposed route plan is highly time efficient, enhances reliability of the system and minimizes resource wastage such as energy, fuel, labour, or any other loss of property that may have occurred in case a failed route plan may have been allowed to be executed. Such a system enables to precisely determine and weigh the consequences of one or more parameters associated with the proposed route plan. Beneficially, such a system reduces communication traffic as the controller can be configured to determine when each of the vessel has been validated to implement the respective proposed route plans. Furthermore, once the simulated route plan has been validated, there is no further communication between the port and the vessel necessary and therefore no more communication traffic, including commands from the port, is necessary. In this way a large number of vessels, for example 100 vessels, can all execute their respective plans to go via one route to a dock, unload cargo and leave another or same route, thereby increasing efficiency in guiding the vessels at the port and increasing its capacity in a hassle-free manner with less communication between the port and vessels.

Throughout the present disclosure, the term " vessel " as used herein refers to a watercraft or any other contrivance used or capable of being used as a means of transportation on water. The vessel is a generic name of various ships, with the ship being a vehicle capable of sailing or berthing in water for transportation or operation, and has different technical performance, equipment and structural style according to different use requirements, mainly operating in geographic water. As discussed, the vessel is generally called a ship, and therefore the terms " vessel " and "ship" have been interchangeably used throughout the description. The term "vessels" encompasses manually controlled vessels, sim-autonomous vessels and fully autonomous vessels. It will be appreciated that though the present description is aligned towards guiding vessel to the port, present systems and methods are not limited to guiding vessels on water. The term "vessel" as used herein is intended to cover a wide range of transport, including vehicles that travel over/through land, water and/or air. A non-exhaustive list of examples includes boats, ships, automobiles such as cars, motorbikes, trucks, buses, and aircrafts.

Further, throughout the present disclosure, the term "port" as used herein refers to a harbour or docketing area that is used for the vessels. The port may include one or more resources such anchoring systems, towage and pilotage systems, customs systems, traffic systems, fairways, port sections and berth slots that are utilized by the vessels during the time of berthing. Furthermore the term port in this description comprises waiting areas associated with a port as well as sea routes to the port. The waiting areas can be for example a sea area in proximity of a port such as area expanding a mile, 5 miles, 10 miles or 20 miles from the port. The sea route is a path to the port or to the port waiting area.

Typically, the vessel may generally include a containing space, a supporting structure and a drainage structure, and is provided with a propulsion system utilizing external or self-contained energy, with the outer design being generally favourable for overcoming the linear envelope of flow resistance. Optionally, the vessels are equipped with automatic navigation systems (ANS). Herein the term "automatic navigation systems" refers to systems employed in the vessel that enables the vessel to plan a path and execute its plan without human intervention. In some cases, remote navigation aids are used in the planning process, while at other times the only information available to compute a path is based on input from one or more sensors aboard the vessel itself. The autonomous navigation systems use navigation aids when possible but can also rely on visual and auditory cues. Furthermore, the vessels may be equipped with collision avoidance systems, and other systems that assist the vessel in transporting from one position to another. There are many combinations of the remote controlled (semi- autonomous vessels) and autonomous vessel which provide for various autonomy levels.

Generally, the autonomous navigation system (ANS) of the vessels is the main software components on board the vessels that interfaces with server arrangement on port side. These two systems exchange messages and either themselves take action or pass on the message information for other systems to take action(s). Further, there are several capabilities of the autonomous vessel, such as, ability to authenticate and start encrypted communication with port and other vessels, plan the mission with regards to port call phases based on smart port call standard(s), execute the mission following the standard phases and technical interaction, take notices, recommendations and requirements into account from server arrangement (port side), provide navigation and major systems status to port during certain port call phases, handle minor problems, major problems and emergencies (last resort) in port call phases. Enhanced and/or new port call standards have to take this into account and have a way for the vessels to inform port in an unambiguous manner.

The server arrangement may comprise an API gateway, in communication with an autonomous vessel, for vessel to port communications, which in turn is in communication with a number of major internal micro-services. Further, the major internal micro-services may be in communication with common integrations and functionality control, which in turn is in communication with integrated system, sensors and human controllers. The API gateway enables standard authentication and security of the server arrangement and handles requests that may go over the limit. The server arrangement comprising the API gateway results in more secure system.

Various factors affect the capabilities of the autonomy on bridge at the port and the vessel. Examples and different cases of bridge autonomy may include continuously manned bridge, autonomy assisted bridge where manning is reduced, periodically unmanned bridge, continuously unmanned bridge and so forth. Further, there are different level of autonomy for the vessel, such as, human navigated vessel with autonomy assistance, remote controlled vessel with human navigators on-board, remote controlled vessel with engineering on-board, remote controlled vessel with emergency manning, remote controlled vessel with no manning, limited partial mission autonomy vessel (autonomy only in parts of the mission), limited whole mission autonomy vessel (support for only certain voyages), full autonomy vessel (autonomy capable of all conditions handling), and the like. Furthermore, other devices like remote controlled or autonomous anchoring, support for towage and towage assisted manoeuvres, assisting human boarded or remote pilotage, automated mooring and unmooring and even assisting cargo operations, all need to be taken into consideration. In such autonomous vessels, once basic position information has been gathered in the form of triangulated signals or environmental perception, machine intelligence can be applied to translate some physical environmental conditions or requirements to generate a route plan. The route plan may have to accommodate the estimated or communicated route plans of other autonomous vessels in order to prevent collisions, while considering the dynamics of the movement of the vessel.

The system of the present disclosure comprises a transceiver associated with the vessel. The transceiver is configured to send a proposed route plan containing information about a path to be followed by the vessel from a first geo-location to a second geo-location in the port. The term " transceiver " refers to an electronic device or a collection of several electronic units that is a combination of both a transmitter and receiver in a single module. The term " transceiver " relates to wireless communications devices such as devices for transmitting and receiving radio signals over a communication network. Optionally, the transceiver may operate in both full-duplex mode and half-duplex mode. In a case, when the transceiver operates in half-duplex mode, the receiver is silenced while transmitting. An electronic switch allows the transmitter and receiver to be connected to the same antenna, and prevents the transmitter output from damaging the receiver. Notably, transmission and reception often, are done on the same frequency. In a case when the transceiver operates in full-duplex mode, the signals are allowed to be received during transmission periods. Herein, the transmitter and receiver operate on substantially different frequencies so the transmitted signal does not interfere with reception. Herein, as mentioned the transceiver is associated with the vessel. Optionally, the transceiver is arranged in the vessel. In a such a case, the transceiver is configured to send the proposed route plan from the vessel. Optionally, the transceiver is arranged outside the vessel, may be at the port or may be at a control centre (remote of the vessel) of the autonomous vessel.

As aforementioned, the transceiver is configured to send the proposed route plan containing information about a path to be followed by the vessel from a first geo-location to a second geo-location in the port. Herein, the term " route plan " refers to a geo-referenced travel plan to be followed by the vessel to transport from the first geo-location to a second geo-location. The first geo-location refers to an initial position ora current position of the vessel, and the second geo-location refers to a final or destination location of the vessel as indicated in the route plan. Notably, the first geo-location is the location that is acquired from the one or more sensors in real-time, and the route plan is designed from the first geo location to the second geo-location. In an example, when the vessel is approaching the port, the first geo-location may be in a water body the vessel is sailing in, and the second geo-location may be at one of the ports that the vessel is planning to dock at.

Optionally, the vessel is associated with a computing device comprising a processor and a memory. The computing device is configured to design a route plan from the first geo-location to the second geo-location. The computing device refers to a programmable and/or non-programmable electronic device that utilizes satellites, receivers and so forth to determine a current location, i.e. the first geo-location of the vessel, determine location of the port and a berthing area or location of a destination berth i.e. the second geo-location. Optionally, the computing device is in communication with at least a global navigation satellite system (GNSS), and further comprises a global navigation satellite system (GNSS) receiver. The GNSS system utilises satellites to provide autonomous geo-spatial positioning. Optionally, the fully operational GNSS includes, but not limited to, a global positioning system (GPS), a Global Navigation Satellite System (GLONASS), a Galileo Public Regulated Service (PRS), a BeiDou Navigation Satellite System (BDS), or other regional navigation satellite systems. More optionally, the vessel further comprises an inertial measurement unit (IMU) and a clock. The IMU refers to one or more electronic devices that tracks the location of the vehicle in the geographical area by employing a plurality of measurement sensors such as an accelerometer, a LIDAR sensor and the like. Optionally, the vessel further comprises a camera, such as a two- dimensional (2D) camera, a 3D camera, an infrared camera and the like. Further, the computing device is in communication with automatic navigation systems (ANS), collision avoidance systems, and global positioning systems, and other situational awareness systems and other systems that help in determining the route plan of the vessel. Notably, data from all the above systems and sensors are acquired by the computing device. Therefore, the computing device is configured to design safe and most efficient route plan from the first geo-location to the second geo-location based on the acquired data. The computing device further processes the data to determine the proposed route plan of travel of the vessel from the first geo-location to the second geo location.

The system comprises one or more sensors configured to acquire data pertaining at least to state of the path and the second geo-location. Throughout the present disclosure, the term "sensors" as used herein refers to an assembly of arrangement of a number of sensors and if necessary, any other peripheral devices or components required for operation of the sensors, and transmittance or communication of the sensor data Herein, the sensor is a device that detects (and possibly responds to) signals, stimuli or changes in quantitative and/or qualitative features of the port and/or the vessel, or the environment in general, and provides a corresponding output. The output is generally a signal that can be converted to human-readable format at the sensor location or transmitted electronically over a network for reading or further processing. Additionally, the sensor may include any device which can provide a form of perceived perceptual information. In particular, the one or more sensors are arranged in the vessel and/or the port, and the one or more sensors are configured to acquire data pertaining to a status of the vessel, port, and the environment and/or the vessels around the port and the vessel in consideration. In an example, the data acquired by the one or more sensors may be a current location of the vessel, a number and location of other vehicles near the vessel approaching the port, a number of vacant berths at the port, a location of vacant berths at the port, a dimension of the vessel, a speed of the vessel, and so forth. Optionally, the acquired data comprises real-time air and sea weather data, fairway characteristic data including depth information, salinity information and temperature information, data about static assets and dynamic assets on the port and area between the port and the second geo-location. The data acquired by the one or more sensors is used to determine whether the vessel is allowed to dock at the port or not. Optionally, the one or more sensors comprise automatic identification systems, RADAR stations, LIDAR stations, laser range finders, transponders, direction detection sensors, speed detection sensors, marine environment quality sensors, PTZ cameras, automated drone sighting systems, and calibration sensors. Herein, the automatic identification system (AIS) receivers are employed acquiring high quality and robust AIS data pertaining to identification of vessels in the port and in the sea, the virtual AIS transponders acquire data from shore side to the sea (like virtual sea markers), the RADAR stations for all weather object range, accelerometers and odometers are employed for direction and speed detection and determination respectively, marine environment high quality sensors and pan-tilt-zoom (PTZ) cameras for high quality visual identification of approaching vessels, LIDAR and/or laser range finders are employed for close by (for example, 0-300 metres) precise vessel position tracking, automated drone sighting for hot objects or recurring flight byes, sensor calibration physical items and/or systems for incoming vessels, and long range vessel identification and tracking sensors (LRIT) may also be employed for higher accuracy and precision.

Notably, the one or more sensors are arranged both on the port and the vessel. Hereinafter, the one or more sensors arranged on the port side are sometimes referred to as port side sensors, or shore side sensors (SSS), and the one or more sensors arranged in the vessel, are referred to as part of the autonomous navigation system (ANS).

The system comprises a server arrangement communicatively coupled to the transceiver and the one or more sensors. Throughout the present disclosure, the term " server arrangement " as used herein refers to a structure and/or module that include programmable and/or non programmable components configured to store, process and/or share information. Optionally, the server arrangement includes any arrangement of physical or virtual computational entities capable of enhancing information to perform various computational tasks. Furthermore, it should be appreciated that the server arrangement may be both single hardware server and/or plurality of hardware servers operating in a parallel or distributed architecture. In an example, the server arrangement may include components such as memory, a processor, a network adapter and the like, to store, process and/or share information with other computing components, such as user device/user equipment. Optionally, the server arrangement is implemented as a computer program that provides various services (such as database service) to other devices, modules or apparatus.

Optionally, the server arrangement further comprises a database arrangement for structurally storing data relating to one or more sensors, pertaining to availability of static and dynamic resources at the port, data relating to incoming and outgoing of vessels, and other data pertaining to specifications of vessels, weather conditions, manpower available and so forth. Throughout the present disclosure, the term " database arrangement " as used herein refers to an organized body of digital information regardless of the manner in which the data or the organized body thereof is represented. Optionally, the database may be hardware, software, firmware and/or any combination thereof. For example, the organized body of related data may be in the form of a table, a map, a grid, a packet, a datagram, a file, a document, a list or in any other form. The database includes any data storage software and systems, such as, for example, a relational database like IBM DB2 and Oracle 9. Optionally, the database may be used interchangeably herein as database management system, as is common in the art. Furthermore, the database arrangement refers to the software program for creating and managing one or more databases. Optionally, the database may be operable to supports relational operations, regardless of whether it enforces strict adherence to the relational model, as understood by those of ordinary skill in the art.

Notably, the transceiver, the one or more sensors and the server arrangement are in communication with each other over a communication network. All the communications between the transceiver and the server arrangement are exchanged over the communication network. Similarly, all the communications between the one or more sensors and the server arrangement and the computing device are transmitted over the communication network. Flerein, for example, the transceiver is configured to send the proposed route plan to the server arrangement for validation over the communication network. Throughout the present disclosure the term "communication network" as used herein refers to an arrangement of interconnected programmable and/or non programmable components that are configured to facilitate data communication between one or more electronic devices and/or databases, whether available or known at the time of filing or as later developed. Furthermore, the network may include, but is not limited to, one or more peer-to-peer network, a hybrid peer-to-peer network, local area networks (LANs), radio access networks (RANs), metropolitan area networks (MANS), wide area networks (WANs), all or a portion of a public network such as the global computer network known as the Internet, a private network, a cellular network and any other communication system or systems at one or more locations. Additionally, the network includes wired or wireless communication that can be carried out via any number of known protocols, including, but not limited to, Internet Protocol (IP), Wireless Access Protocol (WAP), Frame Relay, or Asynchronous Transfer Mode (ATM). Moreover, any other suitable protocols using voice, video, data, or combinations thereof, can also be employed. Moreover, although the system is frequently described herein as being implemented with TCP/IP communications protocols, the system may also be implemented using IPX, AppleTalk, IP-6, NetBIOS, OSI, any tunnelling protocol (e.g. IPsec, SSH), or any number of existing or future protocols. Optionally, the server arrangement is in communication with one or more functional systems on the port, wherein the functional systems comprise anchoring systems, towage and pilotage systems, customs systems, traffic systems, fairways, port sections and berth slots.

Optionally, a secure communication channel is established between the transceiver associated with the vessel and the server arrangement, via the communication network. The ship and port need to perform cryptographically secure two-way digital communication and data exchange from an outer port area in arrival all the way into the berth and then on departure back to the outer port areas. This data exchange has to follow a standard and adapt to different levels of autonomy, bridge manning and technical maturity level at both ends, including the vessel side and the port side. Beneficially, a secure, reliable, efficient and disruption aware digital two-way communication channel is established between the transceiver of the vessel and the server arrangement. In an example, the communication network may include hardware implementation like digital VHF, digital long-range radio (LRDR) solutions, satellite digital communication, digital mesh communication systems (often VHF based) and cellular mobile networks including 5G networks. Hereinafter, the communication between the transceiver associated with the vessel and the server arrangement is sometimes referred to as " port call".

Notably, the vessel port call requires roughly 20 nautical miles (37 km) range of connectivity from the inner port boundary towards the sea or hinterland (like a river). In an example, it is possible to reach this level of range with traditional strategically places and tuned 4G base stations. Typically, transceivers in the vessel will also have a way to change to best signal and/or band together multiple 4G provider networks. In addition, some vessels may have a backup or lower bandwidth link satellite communication. The communications will have a good latency of maximum 850 ms (mobile networks at an average of 150-200 ms and satellite networks at an average of 600-800 ms). Optionally, the port call may have adequate bandwidth and latency requirements. In an example, highest bandwidth requirement is roughly at 1 Mbit/sec (i.e. 1-megabyte payload transfer roughly in 8 seconds), and largest mandatory payload at this time is estimated to be typically 512 KB, and thus a transfer time of 4 seconds may be required. Additionally, highest tolerable latency is at 1000 ms (Is). Furthermore, all mandatory communication is textual binary coded information and there is no mandatory requirement to transfer in either direction audio, images or video content. Further, this refers to communication from the vessel to the port side server arrangement. Optionally, in case of autonomous vessels and/or semi- autonomous vessels, the communication may further comprise delivering video feed to the server arrangement, for example for remote control and human assisted decision making. In one or more examples, the server arrangement is also referred to as shore side control centre (SSCC). Binary presentation should be based on openly available, optimized representation like Protobuf (Google, BSD license) or UBJSON (Universal binary JSON, Apache 2.0 license). All communications should be IP-based for ease-of integration, for securing it and for widest available hardware and software options. For example, HTTPS / TLS is the most convenient and highly secure transport protocol for the needs presented here as long as cypher suites and trusted certificate authorities are controlled. Optionally, the processor is configured to share a pair of ciphered keys between each of the server arrangement and the transceiver to securely transmit route plan and other information therebetween. Herein, the ciphered keys are employed by the server arrangement to encrypt and decrypt signals transmitted between the server arrangement and the transceiver. Specifically, a first cipher key from the pair of ciphered keys is shared with the transceiver and a second cipher key from the pair of ciphered keys is shared with the server arrangement. It will be appreciated that such encryption of the signals resists malicious third- party attacks, corruption or interference. Specifically, the ciphered keys provide access to protection rights with defined constraints regarding rights to be exploited by the server. In an instance, the ciphered keys are any one of: public key, private key. The communication latency is determined using symmetric cryptography technique or a symmetric cryptography technique. Optionally, the technical components in port calls comprises, standard(s) for remote and autonomous vessel port calls and port assets or resources, certification of remote and autonomous vessels & their systems and capabilities, autonomous vessel digital registries for authentication, autonomy level support and vessel technical details, reliable two-way digital communication capabilities for vessel and server arrangement i.e. the port, autonomous vessel autonomous navigation system (ANS), shore side control centre (SSCC) for human assisted navigation parts and emergencies, port with digital twin capabilities for static & dynamic assets with real-time digital awareness (as explained later in the description), port side smart autonomous vessel port call manager system (coordinator), enhanced port side vehicle tracking systems (VTS) to mix human navigated vessels and remote and autonomous vessels navigation into, inside and out of ports, autonomous vessels port call simulator for technical development and certification of vessel side software systems for handling port calls, etc.

Furthermore, the port call can be divided into 8 major phases. First phase is assessment of port outer area arrival (VTS area or similar outer boundary, possibly TSS navigation). Second phase is optional anchoring at designated anchoring areas and anchoring berths. Third phase is pilot boarding place (PBP) arrival. Fourth phase is port passage through port sections (including fairway, towage, turning manoeuvres). Fifth phase is berth (mooring, berth stay) determination, assessment and execution of berthing for the vessel. Sixth phase is examination of port passage through port sections (possibly including fairway, towage, turning manoeuvres). Seventh phase is pilot boarding place (PBP) departure. And, eighth phase is port outer area departure (VTS area or similar outer boundary, possible TSS navigation).

The server arrangement is configured to receive the proposed route plan from the transceiver. Further, the server arrangement is configured to receive the acquired data pertaining at least to the state of the path and the second geo-location from the one or more sensors. Optionally, the acquired data comprises real-time air and sea weather data, fairway characteristic data including depth information, salinity information and temperature information, data about static assets and dynamic assets on the port and area between the port and the second geo-location. In an example, the acquired data pertains to a prediction of storm or strong tides that may disrupt the route plan of the vessel. In another example, acquired data may be information regarding one or more secondary vessels in and around the vessel into consideration. Further, the acquired data further comprises static assets such as available berths for docking, and dynamic assets such as other systems including towage and mooring systems. Further, the server arrangement is configured to validate the proposed route plan if the state of the path and the second geo-location meet a predefined set of conditions. Optionally, the predefined set of condition comprises at least one of verifying that the vessel is not in collision course with another vessel, verifying that port resources are available, and verifying that the vessel is allowed to enter the port. Further, the server arrangement is further configured to send a signal to the vessel for confirming the proposed route plan, if the proposed route plan is validated. It will be appreciated that the server arrangement is configured to validate the proposed route plan by assessing all the parameters obtained from the data acquired by the one or more sensors. In an example, the proposed route plan is validated based on number of berths available on the port. Once the proposed route plan is validated, there is no more communication between the server arrangement of the port and the transceiver of the vessel necessary to guide the vessel reliably at the port and therefore efficiency of the system is increased.

According to an embodiment, the server arrangement is further configured to send a request to the transceiver associated with the vessel to provide an alternate route plan if the state of the path and the second geo-location fail to meet the predefined set of conditions. In such a case, when the conditions are not met, it may lead to collision or failure in berthing, towing and so on. In such a case, the transceiver is requested to provide the alternate route plan. For example, the alternate route plan may be designed for a different berth than the previously proposed route plan, or designed using a different path to be followed than before, such as avoiding collision with one or more other vessels, or designed for the same path but tracing the path with a different speed, and so forth. In one or more example, a signal is sent to the transceiver to terminate the execution of proposed route plan, and approach the port after a period of time. Optionally, the server arrangement is configured to receive the alternate route plan from the transceiver associated with the vessel. Furthermore, optionally, the server arrangement is configured to determine and validate an alternate route plan for the vessel, and provide the alternate route plan to the vessel.

According to an embodiment, the one or more sensors are further configured to acquire data pertaining to a configuration of the vessel and port conditions. Herein, the server arrangement is further configured to simulate a physical behaviour of the vessel for the path to be followed from the first geo-location to the second geo-location as per the proposed route plan based on the acquired data pertaining to the configuration of the vessel and the port conditions. Such a simulation of the physical behaviour of the vessel enables to create a reliable route plan for guiding the vessel at the port in real-life conditions. In particular, the server arrangement is configured to simulate a physical environment of the area in and around the port, in order to validate if the proposed route plan for a particular vessel can be successfully implemented in the real-world. Notably, the physical environment is simulated by acquiring data from the one or more sensors, that include data pertaining to dimensions of the vessel, an operating velocity of the vessel, technical specifications of the vessel, frequently updated sea and weather conditions, fairway characteristics (depth, salinity, temperature etc.), static infrastructure asset information (sea, land, air) that includes a structure and dimensions of the port and all the resources at the port including berthing areas, dynamic moving assets information on the sea & fairways, dynamic moving assets on the port such as other vehicles, machinery and equipment etc. It will be appreciated that such data is constantly update in real-time and the simulation is to be executed with respect to the updated data in real-time. Notably, in order to simulate the environment, all the physical elements are to be mapped to two-dimensional and/or three-dimensional co-ordinate system to design a realistic view of the environment including the port, the vessel, and the proposed route plan, or alternate route plan at a later stage. Simulating the physical behaviour of the vessel enables to discover if any deficiencies exist in the proposed route plan and to provide a new route plan without deficiencies. Such a system increases reliability of guiding the vessels in real-life conditions. Simulation of the physical behaviour of the vessel is simulated in a simulation environment. The simulation environment may comprise simulation setup and evaluation data for initiating and defining different parameters associated with the simulation of vessel and the physical environment, simulation scenario manager simulation controller, simulation evaluation, and so forth (as illustrated) that are used to design and run simulations. Further, the simulation environment may comprise simulated port side systems in communication with simulation controller physical environment simulation and exchange port call messages therebetween. The simulation environment enables to simulate physical behaviour of the vessel in real-life conditions, which enables to foresee drawbacks of the proposed route plan or to ensure successfulness of the proposed route plan. This results in more reliability of the system and enables to propose secure, efficient route plans for guiding the vessel from the first geo-location to the second geo-location. Further, the server arrangement is configured to generate a three- dimensional digital model of the vessel, or sometimes referred to as a "digital twin" of the vessel. The digital twin of the vessel is executed in the simulated environment in order to imitate the physical behaviour of the vessel for the path to be followed from the first geo-location to the second geo-location as per the proposed route plan based on the acquired data pertaining to the configuration of the vessel and the port conditions. Further, the server arrangement is configured to validate the proposed route plan if the simulation is deemed successful.

Such a simulation environment and digital execution and validation of the proposed route plan is highly time efficient, enhances reliability of the system and minimizes resource wastage such as energy, fuel, labour, or any other loss of property that may have occurred in case a failed route plan may have been allowed to be executed. Such a system enables to precisely determine and weigh the consequences of one or more parameters associated the with the proposed route plan. Furthermore, such a system enables to reduce communication traffic between the vessel and the port and thereby also increases efficiency and reliability of guiding the vessels at the port.

Optionally, the server arrangement in the simulation phase will have at least 3 major port call events to run through, including normal and general standardized navigation events, normal standardized navigation events tailored per each simulation scenario and disruptions, major problems and emergencies at both the vessel ship side and on port side systems. Such a system is capable of hosting simulation runs in a manner where the transceiver of the vessel or the ANS of the vessel is located anywhere in the world, with a support of vessel maximum required bandwidth and latency requirements. Notably, the server arrangement is configured to simulate fluctuation in bandwidth, latencies and other aspects during the simulation runs. In an exemplary implementation, consider four vessels, namely a first vessel, a second vessel, a third vessel and a fourth vessel that are communication with the server arrangement at the port side. Flerein, the first vessel and the second vessel are berthed on a dock in the port, and the third vessel and the fourth vessel are in the sea and are in a process to dock at the port. During the berth stay, the vessels occupy a part of the dock and utilize resources of the port that are allocated to the vessel. Further, consider a sensor, such as a camera or a RADAR that is arranged in the port to track location of at least some of the vessels. Notably, the communication network is used to provide communication between the vessels and the server arrangement at the port side. Further, consider that entry to the port can be between two sea markers, namely, a first sea marker and a second sea marker. The third vessel is an autonomous vessel, and the transceiver associated therewith sends a proposed route plan to the server arrangement. Also, the fourth vessel is an autonomous vessel, and the transceiver associated therewith sends a proposed route plan to the server arrangement.

The server arrangement is configured to analyse the routes proposed by the third vessel and the fourth vessel. The server arrangement concludes that since the third vessel and the fourth vessel are planning to enter the port area between the first sea marker and the second sea marker at the same time, there is risk of collision. Therefore, the server arrangement provides instructions to the fourth vessel to make a new route plan, and grants permission to the third vessel. In another example, the fourth vessel makes an alternate route plan to moor the vessel until a free slot to enter the port is available. This alternate plan of the fourth vessel is communicated to the server arrangement. The server arrangement validates the alternate route plan and thereby grants permission to the fourth vessel to moor. Alternatively, if there is only one location available on the dock, then server arrangement is configured to decline permission to one of the vessels, and grant permission to the other. Notably, the decision of which vessel to allow to enter and when can be based on multiple criteria economical value, availability of space in dock, availability of cargo handling equipment, availability of personnel, and so forth. In an exemplary implementation, the system comprises three entities, namely a first entity, a second entity, and a third entity that interact with each other to guide a vessel to the port. Herein, the first entity is transceiver and/or computing device associated therewith for providing vessel services, the second entity is the server arrangement for providing port services such as services and resources in the port, and the third entity is a controller for facilitating port call or communications between a vessel and the port. Optionally, the controller is a part of the server arrangement or separate server system configured to facilitate the port calls or communications between a vessel and the port.

Referring to the above example, the process of guiding the vessel starts when the vessel is approaching the port. The mission controller requires location and draft measurements (how deep the vessel is sailing) from the vessel status service (a module which can be part of the server arrangement). The vessel status service can get information from set of sensors. The controller of the vessel sends over communication system a route request from the vessel. The vessel provides proposed route plan with timing to the controller. The controller provides information to the traffic control service module of the server arrangement. The traffic control service module is responsible for maintaining situation about where each vessel is currently located and where the vessels are planning to go or be located after a period of time. Furthermore, the traffic control service module performs time-based simulations to check possible hazards and collisions, etc. In addition, the traffic control service module can host a digital twin of each vessel approaching or in the port area. As aforementioned, the digital twin is a 3D model of a vessel which is parametrized to take in account physical behaviour of the vessel. For example, if the vessel has large side area and there is wind the model can take in account weather conditions. If there is possible collision (or if there is no room in port or no resources to handle the vessel at current time) an alternate route plan request is communicated to the vessel. The alternate route plan request can comprise proposal for the route and timing but it is not mandatory. Alternatively, the vessel re-calculates the route plan and transmits the alternate route plan to the controller. Further, the server arrangement is configured to validate the route plan, and when there is a plan which works for the vessel and other vessels, and resources of the port, then a request for plan execution is send to the vessel.

Beneficially, such a system comprising simulating a physical behaviour of the vessel in the port and validating the proposed route plan on successful simulation reduces amount of communication traffic as the controller can be configured to determine when each of the vessel is validated to implement the respective proposed route plans. In this way a number of vessels, for example 100 vessels can all have a similar plan to go via a first route to a dock, unload cargo and leave via a second route, thereby increasing efficiency in guiding the vessels in a hassle-free manner. Also, such a system, where simulation of a physical behaviour of the vessel in the port has been carried out before validating the proposed route plan on successful simulation leads to higher reliability of guiding the vessels.

As aforementioned, the present disclosure also provides the method for guiding a vessel to the port. The embodiments and details disclosed above apply mutatis mutandis to the said method for guiding the vessel to the port.

Optionally, the method further comprises:

- sending a request to a transceiver associated with the vessel to provide an alternate route plan if the state of the path and the second geo location fail to meet the predefined set of conditions; and

- receiving the alternate route plan from the transceiver associated with the vessel;

- acquiring data pertaining to a configuration of the vessel and port conditions; - simulating a physical behaviour of the vessel for the path to be followed from the first geo-location to the second geo-location as per the proposed route plan based on the acquired data pertaining to the configuration of the vessel and the port conditions; and - validating the proposed route plan if the simulation is deemed successful.

Optionally, the predefined condition comprises at least one of:

- verifying that the vessel is not in collision course with another vessel;

- verifying that port resources are available; and - verifying that the vessel is allowed to enter the port.

Optionally, the acquired data comprises real-time air and sea weather data, fairway characteristic data including depth information, salinity information and temperature information, data about static assets and dynamic assets on the port and area between the port and the second geo-location.

DETAILED DESCRIPTION OF THE DRAWINGS

Referring to FIG. 1, illustrated is a block diagram of a system 100 for guiding a vessel to the port, in accordance with an embodiment of the present disclosure. As shown, the system 100 comprises a transceiver 102 arranged in a vessel (not shown), one or more sensors 104, and a server arrangement 106. Further, the system comprises a communication network 108 over which the transceiver 102, the one or more sensors 104 and the server arrangement 106 communicate with each other. FIG. 1 is merely an example, which should not unduly limit the scope of the claims herein. It is to be understood that the specific designation for the system 100 is provided as an example and is not to be construed as limiting the system 100 to specific numbers of server arrangements, transceivers, and one or more sensors. A person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.

Referring to FIG. 2, shown is a schematic illustration of an environment in and around the port 200 in which the system (such as the system 100 of FIG. 1) is implemented, in accordance with an embodiment of the present disclosure. Flerein, the environment comprises four vessels, namely a first vessel 202A, a second vessel 202B, a third vessel 202C and a fourth vessel 202D that are in communication with the server arrangement 204. The server arrangement 204 comprises a processor 206 and a database arrangement 208, and is located at the port side 200. As shown, the first vessel 202A and the second vessel 202B are berthed on a dock 210 of the port 200, and the third vessel 202C and the fourth vessel 202D are in the sea in a process to dock at the port 200. During the berth stay, the vessels occupy a part of the dock and utilize resources of the port that are allocated to the vessel, such as grain 212 of the port 200 is allocated to the first vessel 202A.

Further, a sensor 214, such as a camera or a RADAR that is arranged in the port 200 is configured to track location of the vessels such as, the first vessel 202A, the second vessel 202B, the third vessel 202C and the fourth vessel 202D. Further, the communication network 216 is used to provide communication between the vessels 202A, 202B, 202C and 202D and the server arrangement 204 at the port side 200. Further, in the present environment, the entry to the port 200 can be between two sea markers, namely, a first sea marker 218A and a second sea marker 218B.

The third vessel 202C is an autonomous vessel, and the transceiver (not shown) associated therewith sends a proposed route plan 220A to the server arrangement 204. Also, the fourth vessel 202D is an autonomous vessel, and the transceiver (not shown) associated therewith sends a proposed route plan 220B to the server arrangement 204. The server arrangement 204 is configured to analyse the route plans proposed by the third vessel 202C and the fourth vessel 202D. The server arrangement 204 concludes that since the third vessel 202C and the fourth vessel 202D are both planning to enter the port area 200 between the first sea marker 218A and the second sea marker 218B at the same time, there is risk of collision. Therefore, the server arrangement provides instructions to the fourth vessel 202D to make a new route plan, and grants permission to the third vessel 202C. Further, the fourth vessel 202D makes an alternate route plan 222A to moor at a dock 222B, until a free slot to enter the port 200 is available. This alternate route plan 222A of the fourth vessel 202D is communicated to the server arrangement 204, and is consecutively approved by the server arrangement 204. Further, communication network 216 uses a communication device 224 for providing communication between the vessels 202A, 202B, 202C and 202D and the server arrangement 204.

Referring to FIG. 3, there is shown a block diagram 300 representing one or more peripheral systems associated with the system (such as, the system 100 of FIG. 1) for guiding an autonomous vessel 302, in accordance with an embodiment of the present disclosure. As shown, the autonomous vessel 302 is in communication with navigation systems 304, peripheral vessels 306, port side systems 308, port side sensors 310, simulator systems 312, certification authority systems 314, marine rescue systems 316, and physical environment monitoring systems 318. Flerein, the autonomous vessel 302 further comprises shore side control centre (SSCC) for communicating with systems at the port side, and on board teams. The navigation systems 304 includes automatic identification systems (AIS), aids to navigation, and advanced aids to navigation. The peripheral vessels 306 include traditional vessels, other autonomous vessels and advanced vessels. The port side systems 308 include functional elements such as pilotage systems, towage systems, and mooring systems and equipment. The port side sensors 310 include enhanced vehicle tracking systems, shore side sensors, voyage sharing services. The simulator systems 312 include port digital twin, port IT systems, port services. The certification authority systems 314 include ship registries and other certification and verification authorities. The marine rescue systems 316 comprising maritime rescue coordination centre (MRCC) and global maritime distress and safety system (GMDSS). The physical environment monitoring systems 318 include one or more weather and sea monitoring satellites and/or weather and sea monitoring stations.

Referring to FIG. 4, there is shown a block diagram 400 representing components of server arrangement 402 and peripheral components associated therewith, in accordance with an embodiment of the present disclosure. As shown, the server arrangement 402 is in communication with vessel domain components 404, the shore side domain components 406, and third-party domain components 408.

Referring to FIG. 5, there is shown a schematic illustration of a process flow 500 of interaction between vessel services 502, controller 504, and port services 506, in accordance with an embodiment of the present disclosure. Flerein, the vessel services 502 include autonomous navigation services, transceiver and/or computing device associated therewith for providing vessel services, situational awareness services, path planning services, and vessel control service. Further, the port services 506 are used for providing port services such as services and resources in the port, vessel status services, traffic control services, one or more sensors, route scheduling services, route clearances services, current route plan database, and port 3D map database. Further, the controller 504 is configured to facilitate port call or communications between a vessel and the port. Optionally, the controller 504 is a part of the server arrangement or separate server system configured to facilitate the port call or communications between a vessel and the port.

Herein, process of guiding the vessel (mission) starts when the vessel is approaching the port. The controller 504 requires location and draft measurements (how deep the vessel is sailing) from the vessel status service (a module which can be part of the server arrangement). The vessel status service can get information from set of sensors. The controller 504 sends over communication system a route request from the vessel. The vessel provides proposed route plan with timing to the controller. The controller 504 provides information to the traffic control service module of the server arrangement or port services 506. The traffic control service module is responsible for maintaining situation of where each vessel is currently located and where the vessels are planning to go or be located after a period of time. Furthermore, the traffic control service module preforms time-based simulations to check possible hazards and collisions etc. In addition, the traffic control service module can host a digital twin of each vessel approaching or in the port area. As aforementioned, the digital twin is a 3D model of a vessel which is parametrized to take in account physical behaviour of the vessel. For example, if the vessel has large side area and there is wind the model can take in account weather conditions. If there is possible collision (or if there is no room in port or no resources to handle the vessel at current time) an alternate route plan request is communicated to the vessel. The alternate route plan request can comprise proposal for the route and timing but it is not mandatory. The vessel re-calculates the route plan and transmits the alternate route plan to the controller. Further, the server arrangement is configured to validate the route plan, and when there is a plan which works for the vessel and other vessels, and resources of the port, then a request for plan execution is send to the vessel. The vessel confirms execution and, for examples, take heading to the port and docks. FIG. 6 is a table 600 listing communications and/or port call functions relating to an arrival or departure of vessel form the port, in accordance with an embodiment of the present disclosure. As shown, the table represents different vessel events that take place such as VTS entry, anchorage request, anchorage status, pilotage preparation, berth readiness, towage preparation, towage start, route request, route recheck , manoeuvring, berth approach, mooring operation, ready for shore operations, different autonomous vessel port call API group such as VTS, anchorage, port navigation, anchorage, pilotage, berths, towage, port navigation and so forth, different types of exchanged data, and other systems.

FIG. 7 is a table 700 listing primary messages and secondary messages exchanged between the vessel and the port, in accordance with an embodiment of the present disclosure. The table represents different messages or communications exchanged between vessel to port and port to vessel, and further represented are secondary messages exchanged therebetween.

FIG. 8 is a block diagram depicting communication between various components in a simulation environment 800, in accordance with an embodiment of the present disclosure. As shown, the simulation environment 800 comprises simulation setup and evaluation data for initiating and defining different parameters associated with the simulation of vessel and the physical environment, simulation scenario manager simulation controller, simulation evaluation, and so forth (as illustrated) that are used to design and run simulations. Further, the simulation environment 800 comprises simulated port side systems in communication with simulation controller physical environment simulation and exchange port call messages therebetween.

FIG. 9 is a block diagram of the server arrangement 900 depicting various components thereof, in accordance with an embodiment of the present disclosure. As shown, the server arrangement 900 includes an API gateway 904, in communication with an autonomous vessel 902, for vessel to port communications, which in turn is in communication with a number of major internal micro-services 906. Further, the major internal micro-services 906 are in communication with common integrations and functionality control 908, which in turn is in communication with integrated system, sensors and human controllers 910.

FIG. 10 is a flowchart 1000 of a method for guiding a vessel to the port, in accordance with an embodiment of the present disclosure. At step 1002 a proposed route plan containing information about a path to be followed by the vessel from a first geo-location to a second geo-location in the port is received. At step 1004, data pertaining at least to state of the path and the second geo-location is acquired. At step 1006, the proposed route plan is validated, if the state of the path and the second geo-location meet a predefined set of conditions. At step 1008, a signal is sent to the vessel for confirming the proposed route plan, if the proposed route plan is validated.

The steps 1002 to 1008 are only illustrative and other alternatives can also be provided where one or more steps are added, one or more steps are removed, or one or more steps are provided in a different sequence without departing from the scope of the claims herein.

Modifications to embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as "including", "comprising", "incorporating", "have", "is" used to describe and claim the present disclosure are intended to be construed in a non exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

Claims

1. A system (100) for guiding a vessel (202A, 202B, 202C, 202D, 302, 902) at a port (200), the system comprising:

- a transceiver (102) associated with the vessel, the transceiver configured to send a proposed route plan (220A, 220B) containing information about a path to be followed by the vessel from a first geo^¬ location to a second geo-location in the port;

- one or more sensors (104) configured to acquire data pertaining at least to state of the path and the second geo-location; and - a server arrangement (106, 204, 402, 900) communicatively coupled to the transceiver and the one or more sensors, the server arrangement configured to:

- receive the proposed route plan from the transceiver;

- validate the proposed route plan if the simulation is deemed successful.

2. A system (100) according to claim 1, wherein the server arrangement (106, 204, 402, 900) is further configured to: - send a request to the transceiver (102) associated with the vessel (202A, 202B, 202C, 202D, 302, 902) to provide an alternate route plan (222A) if the state of the path and the second geo-location fail to meet the predefined set of conditions; and - receive the alternate route plan from the transceiver associated with the vessel.

3. A system (100) according to claims 1 or 2, wherein predefined condition comprises at least one of:

- verifying that the vessel (202A, 202B, 202C, 202D, 302, 902) is not in collision course with another vessel (306);

- verifying that port (200) resources are available; and

- verifying that the vessel is allowed to enter the port.

4. A system (100) according to any of claims 1 to 3, wherein the acquired data comprises real-time air and sea weather data, fairway characteristic data including depth information, salinity information and temperature information, data about static assets and dynamic assets on the port (200) and area between the port and the second geo-location.

5. A system (100) according to any of the preceding claims, further comprising computing device configured to design a route plan from the first geo-location to the second geo-location.

6. A system (100) according to any of the preceding claims, wherein the simulation of the physical behaviour of the vessel (202A, 202B, 202C, 202D, 302, 902) is simulated in a simulation environment (800).

7. A system (100) according to any of the preceding claims, wherein the transceiver (102) is configured to operate in at least one of full-duplex mode and half-duplex mode.

8. A system (100) according to any of the preceding claims, wherein the server arrangement (106, 204, 402, 900) comprises API gateway (904).

9. A method for guiding a vessel (202A, 202B, 202C, 202D, 302, 902) at a port (200), the method comprising:

- receiving a proposed route plan (220A, 220B) containing information about a path to be followed by the vessel from a first geo-location to a second geo-location in the port;

- sending a signal to the vessel for confirming the proposed route plan, if the proposed route plan is validated;

- acquiring data pertaining to a configuration of the vessel and port conditions;

- validating the proposed route plan if the simulation is deemed successful.

10. A method according to claim 9, further comprising:

- sending a request to a transceiver (102) associated with the vessel (202A, 202B, 202C, 202D, 302, 902) to provide an alternate route plan (222A) if the state of the path and the second geo-location fail to meet the predefined set of conditions; and

- receiving the alternate route plan from the transceiver associated with the vessel.

11. A method according to claims 9 or 10, wherein predefined condition comprises at least one of:

- verifying that the vessel (202A, 202B, 202C, 202D, 302, 902) is not in collision course with another vessel (306); - verifying that port (200) resources are available; and

- verifying that the vessel is allowed to enter the port.

12. A method according to any of claims 9 to 11, wherein the acquired data comprises real-time air and sea weather data, fairway characteristic data including depth information, salinity information and temperature information, data about static assets and dynamic assets on the port (200) and area between the port and the second geo-location.

13. A method according to any of claims 9 to 12, further comprising designing a route plan (220A, 220B) from the first geo-location to the second geo-location.

14. A method according to any of claims 9 to 13, wherein simulating the physical behaviour of the vessel is simulated in a simulation environment (800).