the estimation of ship velocity from a sar image
DESCRIPTION
The Estimation of Ship Velocity from a SAR Image. James K.E. Tunaley, Radar Applications and Space Technology Section DRDC Ottawa. OBJECTIVES. Ship velocity vector is important for ocean surveillance: Tracking requires ID maintenance Dense shipping environments - PowerPoint PPT PresentationTRANSCRIPT
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Defence R&DCanada
R et D pour la défenseCanada Canada
The Estimation of Ship Velocity from a SAR Image
James K.E. Tunaley,
Radar Applications and Space Technology Section
DRDC Ottawa
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OBJECTIVES
• Ship velocity vector is important for ocean surveillance:
– Tracking requires ID maintenance
– Dense shipping environments
• Study the feasibility of extracting ship velocity vector (heading and speed) from SAR imagery:
– * Cross-range displacement *
– Kelvin wake
– Other wakes
– Ocean models – internal wave speed (maximum)
• Code software tool (Gayan Abeysundara)
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CROSS-RANGE DISPLACEMENT
• Seasat: note offset
• Internal wave wake?
• Unsteady wake?
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EXAMPLE OF TURBULENT WAKE
• Turbulent wake in Radarsat image
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• Radarsat image
– “Canmar Pride”
EXAMPLE OF KELVIN WAKE
Ship
Transverse Waves
Turbulent Wake
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INTERNAL WAKE (ERS)
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POTENTIAL DIFFICULTIES
• Not always a wake:– Turbulent wake usually present for large ships: up to
and including SS4– Internal waves common in littoral areas when SS<3
• Ambient sea• Variety of wake types
– Turbulent– Steady Internal– Kelvin– Unsteady surface and internal wakes
• Some wake arms missing• Natural internal waves
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RADON TRANSFORM
• Maps lines in spatial domain to points in Radon space
• Should be preceded by high pass filter and possibly by a Wiener post-filter (Seasat)
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EXAMPLE OF RADON TRANSFORM
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WAKE ARM EXTRACTION
• Locate wake using 4 regions
• Extract arms from larger area
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WAKE CLASSIFICATION
• Angle of wake
• Shape of crests; presence of transverse waves
• Width and brightness of lines (important for turbulent wake)
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OTHER TECHNIQUES: OCEAN MODELS
• Internal wave wake opening angle
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KELVIN TRANSVERSE WAVES
• Ship speed equals phase speed
– Dispersion relation
gcU
gk
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PERFORMANCE
• Data from the Canadian Coast Guard
– Reporting points in Gulf of St. Lawrence
Name Type Length (m) Service speed (km/hr)
Actual Speed (km/hr)
Canmar Pride Container Carrier
244 39 41.81.5
Hope 1 Bulk Carrier 188 28 20.40.7
Turid Knutsen Chemical Tanker
163 25 18.90.7
TABLE 1 SHIP PARAMETERS
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WAKE-DERIVED SPEEDS (TURBULENT)
Name Length (m) Speed (km/hr)
Canmar Pride 200-260 (244) 36.5-41.7 (41.8)
Hope 1 172-240 (188) 23.2-27.5 (20.4)
Turid Knutsen 200-260 (163) 22.6-28.0 (18.9)
TABLE 2IMAGE DERIVED LENGTHS AND SPEEDS
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WAKE-DERIVED SPEED (KELVIN)
• Canmar Pride speed:
– Wavelength about 78 m
– Speed about 40 km/hr (11 m/s, 22 knots)
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SUPPORTING ACTIVITIES
• Wake simulations– Kelvin– Internal– Turbulent– Unsteady: ship motion, reflections,
propellers• Breaking wave modeling
– Ambient sea (short crested)– Breaking criteria
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HYDRODYNAMICAL SIMULATIONS
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REAL AND SIMULATED RADAR IMAGE
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BREAKING WAVE CRITERIA (1)
• Banner and Phillips criterion:
dz=0
dtdy
yz
dtdx
xz
tz
dtdz
0 zvv Sz
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TENTATIVE BREAKING CRITERIA
• vS=fluid surface horizontal velocity
• vF=fluid particle horizontal velocity
• grad(z)=slope
00
zvzvv
S
Fz
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EXAMPLE OF WAVE FIELD (SS3, Vw=2m/s along x-axis)
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EFFECT OF WIND DRIFT LAYER
• Sea State 3
EFFECT OF WIND DRIFT LAYER
05
10152025303540
0 5 10 15 20
Wind Drift (m/s)
Perc
ent B
reak
ing
Series1
*drift u.v 550
)z/zln(Kv
u wind*
0
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