Voyage Time Research Articles

Artificial Neural Network-Based Route Optimization of a Wind-Assisted Ship

The International Maritime Organization aims for net-zero carbon emissions in the maritime industry by 2050. Among various alternatives, route optimization holds an important place as it does not require any additional component-related costs. Especially for wind-assisted ships, the effectiveness of different sailing systems can be improved significantly through route optimization. However, finding the ship’s optimal route is computationally expensive when the totality of possible weather conditions is taken into consideration. To determine the optimal route that minimizes energy consumption, an energy model based on the environmental conditions, ship route and ship speed was built using artificial neural networks. The energy consumed for given input data was calculated using a ship dynamics model and a database was generated to train the artificial neural networks, which predict how much energy is consumed depending on the route followed in given environmental conditions. Then, such networks were exploited to derive the optimal routes for all the relevant operational conditions. It was found that route optimization can reduce the overall ship energy consumption depending on the weather conditions of the environment by up to 9.7% without any increase in voyage time and by up to 35% with a 10% delay in voyage time. The proposed methodology can be applied to any ship by training real weather conditions and provides a framework for reducing energy consumption and greenhouse gas emissions during the service life of ships.

A report of sea cucumbers collected on the first dedicated deep-sea biological survey of Australia’s Indian Ocean Territories around Christmas and Cocos (Keeling) Islands (Echinodermata: Holothuroidea)

The marine benthic biodiversity survey Investigating the IOT took place in the waters of Christmas and Cocos (Keeling) Islands in Australia’s Indian Ocean Territories (IOT) on two voyages over 2021 and 2022. Both voyages on the RV Investigator collected sea cucumbers using a beam trawl from the seamounts and seafloor of the area. A report of sea cucumbers collected is included below, including taxonomic treatments, shipboard and ossicle images, range extensions, and genetic data for species where available. One new species, Deima oloughlini Mackenzie and Davey sp. nov., is described. Sea cucumbers collected are now housed in the collections at the Museums Victoria Research Institute in Melbourne, Australia. Range extensions and new species records for Australia will be supplied to compliers, including the Australian Faunal Directory and Atlas of Living Australia, and genetic data will be lodged with GenBank. This report was initiated through funding by an Australian Biological Resources Study Bush Blitz grant, and subsequently supported through funding by Ocean Census. Investigating the IOT voyages were supported by Parks Australia, Bush Blitz, Museums Victoria, and other Australian institutions. Voyage time on the RV Investigator was supported by the Marine National Facility (CSIRO), and additional travel for holothuroid taxonomic work was supported by a Council of the Heads of Australian Faunal Collections grant.

Voyage scheduling and energy management co-optimization in hydrogen-powered ships

The maritime sector is striving to lessen its dependence on fossil fuels, motivated by both economic factors related to fuel efficiency and the policies established by the International Maritime Organization (IMO). Consequently, there has been a growing focus on developing and deploying all-electric ships (AES) as a more sustainable alternative to conventional fossil fuel-powered vessels. AES presents several advantages over conventional ships, including zero emissions, enhanced energy efficiency, and greater sustainability. However, the implementation of AES also brings new challenges, such as the necessity to manage a hybrid microgrid and optimize voyage scheduling. Hybrid fuel cell (FC)-battery energy storage (BES) technology can significantly contribute to addressing these requirements. To tackle these challenges, this article introduces a comprehensive framework for the optimal planning of hybrid microgrids and voyage scheduling in AES. The framework incorporates multi-objective optimization techniques based on genetic algorithms to achieve a balance between cost and voyage time. The proposed framework is applied to a case study of a ship operating on a fixed route between two ports. The simulation results indicated that the total cost per voyage, associated with the objective function of cost minimization and voyage time reduction, has decreased by 12% and increased by 40%, respectively, when compared to the regular ship speed profile. Additionally, the travel time has been reduced by half an hour and 2 h, respectively, in comparison to the regular ship speed profile. To verify the results, the optimization problem for cost and voyage scheduling is also solved by Mayfly Algorithm (MA) separately. Thus, it can be illustrated the effectiveness of the framework in enhancing energy efficiency and fuel economy while preserving the ship's performance.

Improved Whale Optimization Algorithm for Maritime Autonomous Surface Ships Using Three Objectives Path Planning Based on Meteorological Data

In recent years, global trade volume has been increasing, and marine transportation plays a significant role here. In marine transportation, the choice of transportation route has been widely discussed. Minimizing fuel consumption, minimizing voyage time, and maximizing voyage security are concerns of the International Maritime Organization (IMO) regarding Maritime Autonomous Surface Ships (MASS). These goals are contradictory and have not yet been effectively resolved. This paper describes the ship path-planning problem as a multi-objective optimization problem that considers fuel consumption, voyage time, and voyage security. The model considers wind and waves as marine environmental factors. Furthermore, this paper uses an improved Whale Optimization Algorithm to solve multi-objective problems. At the same time, it is compared to three advanced algorithms. Through seven three-objective test functions, the performance of the algorithm is tested and applied in path planning. The results indicate that the algorithm can effectively balance the fuel consumption, voyage time, and voyage security of the ship, offering reasonable paths.

VEPO-S2S: A VEssel Portrait Oriented Trajectory Prediction Model Based on S2S Framework

The prediction of vessel trajectories plays a crucial role in ensuring maritime safety and reducing maritime accidents. Substantial progress has been made in trajectory prediction tasks by adopting sequence modeling methods, containing recurrent neural networks (RNNs) and sequence-to-sequence networks (Seq2Seq). However, (1) most of these studies focus on the application of trajectory information, such as the longitude, latitude, course, and speed, while neglecting the impact of differing vessel features and behavioral preferences on the trajectories. (2) Challenges remain in acquiring these features and preferences, as well as enabling the model to sensibly integrate and efficiently express them. To address the issue, we introduce a novel deep framework VEPO-S2S, consisting of a Multi-level Vessel Trajectory Representation Module (Multi-Rep) and a Feature Fusion and Decoding Module (FFDM). Apart from the trajectory information, we first defined the Multi-level Vessel Characteristics in Multi-Rep, encompassing Shallow-level Attributes (vessel length, width, draft, etc.) and Deep-level Features (Sailing Location Preference, Voyage Time Preference, etc.). Subsequently, Multi-Rep was designed to obtain trajectory information and Multi-level Vessel Characteristics, applying distinct encoders for encoding. Next, the FFDM selected and integrated the above features from Multi-Rep for prediction by employing both a priori and a posteriori mechanisms, a Feature Fusion Component, and an enhanced decoder. This allows the model to efficiently leverage them and enhance overall performance. Finally, we conducted comparative experiments with several baseline models. The experimental results demonstrate that VEPO-S2S is both quantitatively and qualitatively superior to the models.

The Destination Energy Debt of Interstellar Voyages

This paper introduces the strategic concept of energy debt acquired by interstellar migrations at their destination. For such voyages an energy debt of travel can be calculated, where KE V2 M Travel Population Distance to Destination. In addition, at destination, growth must be initiated to fill the energy and resource needs of the arrivals. A targeted solar system must contain sufficient resources to supply a growth that provides the technological needs of the arriving society and eventually to develop the capability of escaping the system equivalent to that which had been required for the initial launch. Thus, the capacity of the destination to fill the energy debt of the voyage, at a first approximation given by the planetary and solar masses, is a significant factor in the decision to make the voyage. A simple utility ratio, τ, relating voyage time to technological growth time at destination is proposed and two destinations from Earth are considered in terms of this factor. It is proposed that a Kardashev Type II phase of growth results in such a dependency on energy that investing in high resource-use interstellar voyages will be a necessary means by which a technological civilisation can retard consuming its system’s entire carrying capacity. Some practical methods of avoiding the voyage’s energy debt, including in-flight refuelling, fly-by ‘seeding’ scenarios and the potentials of exotic physics or higher dimensional life are discussed and shown to be ineffective. Other classes of exploratory voyages such as the Icarus Project’s Firefly and those using beamed propulsion methods will also be discussed in relation to the utility ratio. Applying this utility ratio to the likelihood of ETI encounters in any form with Humans at their current stage of development leads to the conclusion that alien encounters will be rare and no scenario for current alien activity on Earth is likely to be correct. Keywords: Interstellar Voyage, Energy Debt, UAP, Kardashev

Route, speed, and bunkering optimization for LNG-fueled tramp ship with alternative bunkering ports

To reduce emissions, shipping companies are deploying eco-friendly ships, like those powered by LNG or methanol. Unlike traditional fuels, LNG bunkering is available at a limited number of ports. At the same time, tramp or bulk ships have fewer ports of call on their shipping lines, which may necessitate LNG-fueled ships sailing to alternative bunkering ports for refueling. The selection of bunkering ports impacts the operating costs of shipping lines due to differences in fuel prices and geographical locations. Moreover, it must factor in ship speed limits to meet loading and unloading schedules. To optimize the shipping route, speeds, and bunkering plan for LNG-fueled tramp ships, we develop an arc-based mixed-integer linear programming model with the objective of minimizing total operation costs. Subsequently, we propose a leg-based formulation based on the predetermined port call orders. Finally, case studies are conducted to demonstrate the effectiveness and efficiency of the models. Experimental results indicate that the bunkering mode with alternative bunkering ports effectively reduces total operating costs without altering the total voyage time, particularly with substantial differences in fuel prices between ports.

A novel cooperative optimization method of course and speed for wing-diesel hybrid ship based on improved A* algorithm

The wing-diesel hybrid ship, utilizes a wind propulsion system, which is significantly influenced by weather conditions. Therefore, a cooperative optimization method for course and speed is proposed based on an improved A* algorithm, considering weather changes and the ship characteristics, to achieve further improvement in the ship operational energy efficiency. Firstly, a meteorological and hydrological dataset is utilized to establish a dynamic maritime area model with complex weather conditions. Based on this model, the paper considers the actual navigation circumstances to define prohibited and navigable areas. Secondly, the improved A* algorithm incorporates the impact of weather on wing-sails. The improved A* algorithm considers the ship operating position and enhances the evaluation function by variables normalization of fuel consumption and voyage time. This cooperative optimization ensures the maximization of wind energy utilization, thereby achieving the goal of reducing fuel consumption while meeting the overall voyage time requirement. Experimental validation is conducted with the ship “New Aden” in the Indian Ocean region, and the results show that, compared to the original route, the optimized route reduces total fuel consumption by 5.48%, increases the navigation distance by up to 2.18% and increases the navigation time by 5.74%.

Các nhân tố ảnh hưởng đến tiếp cận tín dụng chính thức của hộ ngư dân đánh bắt xa bờ tại thành phố Nha Trang

This study aimed at finding factors affecting the offshore fishing household’s access to formal credit in Nha Trang city. The study used Logit model to measure impacts of independent variables on dependent variables. The analysis results from 120 households show that the proportion of offshore fishing households in the area having access to formal credit is low. Dectected factors include: educational level, professional experience of the head of household, number of trips and voyage time. The research results also suggest that educational policies and credit policies, especially in oder to prevent credit risks and change the perception of fishermen in borrowing, should be considered to improve the offshore fishing household’s access to formal credit in Nha Trang city

Simulation of the barge-tug combinations operation using the matrix routing method

The problems of modeling the operation of classic (constant configuration) and variable vessel combination of barges by matrix routing methods are discussed in the paper. Regrouping the combination directly on the route allows you to operate a larger number of barges compared to a permanent combination, which increases its load capacity. The efficiency of water transport is determined by the volume of cargo delivered in relation to operating costs, which depend on the time the vessel is on the route. Additional stops during the voyage of the vessels combination for its reformation allow to increase the total cargo turnover, but lead to an increase in the voyage time, which is a certain contradiction, the solution of which is possible through the use of a variable approach to organizing the work of barge-tug combinations. The results of the mathematical apparatus development for describing the model of the barge-tug combinations movement on inland waterways are presented; the influence of turns on the change in the combinations speed and on the total voyage time is taken into account, and a particular task of regrouping the combination is additionally considered. The route from the Nizhnesvirsky lock to Ladoga Lake, on which turning points and places, where it is necessary to change the barge-tug combinations configuration to pass it are identified, is analyzed. For the mathematical description of the vessel movement along the route, a system of calculation matrices, which allows us to generalize the change and relationship of the speed and time parameters of the vessel movement with its route, including taking into account the time of regrouping the combination, is proposed. The main factors influencing the effectiveness of the combinations operation organization with their reorganization along the route are identified. As a basis for constructing matrices, it is proposed to use turning points, the system of which is formed in the form of a three-level model. The complex of matrices allows to obtain a quantitative presentation of the vessel movement and voyage time, while providing detailed parameters for the combination passage along the individual sections of the waterway, which in general is the basis of the developed information technology for intelligent control of the barge-tug combinations operation.

Определение промысловой годности траулеров по тяговым характеристикам

The article considers the problems of the Russian fishing fleet. The trawlers whose age exceeds thirty years are actively operating along with commissioning of the new fishing vessels. Over such a long service life, they lose the necessary traction force due to the increased resistance of the hull and wear of the propulsion system. The possibility of rapid assessment of the traction characteristics of the vessel has been illustrated on the example of a large trawler-freezer type “Pulkovo meridian” project 1288, which has been in use since 1982. The dependence of the ship loss of traction on the voyage time was derived as well. Moreover, there is proposed a method for reducing the hydrodynamic resistance of the trawl system by replacing nylon mesh panels of a trawl’s net part with mesh panels of a smaller tie diameter made of modern high-strength materials. In preparation for the fishing voyage, it is necessary to store up consumables for trawl repairing, so if the fishing vessel-trawl is properly operated, such net sheets should be included in the consolidated list of materials. Numerical examples of the method are given here as well. As a result of applying this method, substituting the panels of the net part with a mesh pitch of 1 200 and 800 mm of the pelagic trawl P-K-120/1120 for the mesh panels made of high-strength Dyneema material can reduce the hydrodynamic resistance of the trawl by 1.3 times. The proposed methodology for determining a trawler’s commercial viability and correcting the hydrodynamically heavy fishing gear should solve the problem of the optimal correlation between the propulsion of a vessel and the hydrodynamic resistance of a trawl quickly, in the process of fishing by a crew of a vessel. The proposed methodologies would help avoid high main engine maintenance costs, operating a trawl that is not in line with the technical condition of the trawler or reduce fishing shortfalls of a smaller trawl.

Ship Carbon Intensity Indicator Assessment via Just-in-Time Arrival Algorithm Based on Real-Time Data: Case Study of Pusan New International Port

Decarbonization is the most urgent task for the shipping industry. The International Maritime Organization, which makes the rules for shipping companies, has strengthened their carbon emissions regulation in order to reduce emissions to 70% of 2008’s carbon emissions by 2050. However, 75% of the existing fleet cannot satisfy this carbon emission regulation. The building of new vessels makes it possible to reduce carbon emissions and satisfy this regulation through adopting eco-friendly propulsion methods, such as LNG, ammonia, and methanol propulsion. However, the existing vessels on the sea find it difficult to dock and change their propulsion equipment. This research aims to propose a novel voyage operation method—a just-in-time arrival policy—that converts vessels’ waiting time into voyage time. The proposed method can reduce carbon emissions without propulsion system alteration and expand a vessel’s lifespan, thus satisfying carbon regulations. The carbon intensity indicator, invented by the IMO to regulate vessel carbonization, assesses the quantity of reduced carbon emissions. This research investigated the variation in the carbon intensity indicators of vessels when the just-in-time arrival policy was applied through studying an actual vessel’s arrival and departure dates at the Pusan International container terminal. According to the results of our analysis, ship carbon emissions decreased by an average of 45.8%, and by a maximum of 91%, compared to the levels before applying the proposed method. In addition, 87.0% of vessels obtained a carbon intensity indicator rank improvement and expanded the period that can satisfy the carbon intensity regulation by an average of eleven years and a maximum of twenty-seven years through applying the proposed just-in-time arrival policy. Additionally, the improvement effect of the carbon intensity rank positively correlates with ship size and waiting time at the port.

Emission Control Routes in Container Shipping between Korea-China

Purpose – As the severity of air pollution caused by the shipping industry is becoming evident, port authorities have started making efforts to reduce air pollutants. Considering the limitations of the currently implemented emission-control area (ECA) and vessel-speed reduction program (VSRP), which are narrow in the designation range and navigation behavior of ships, this study proposes an emission-control route (ECR) that can complement the aforementioned two environmental policies. Design/methodology – This study was conducted on Korea-China trade service routes (ports of call) of regular liners. This study employed vessel-specific data, which is from an automatic identification system (AIS), for 1,728 maritime transportations performed by 387 container vessels during one year (July 1, 2021, to June 30, 2022). Performing a scenario analysis, this study analyzed the effectiveness of reduced air-pollutant emissions. Findings – This study found that the implementation of ECRs could increase average voyage time by 12.38%-25.28% but reduced air-pollutant emissions by 29.02%-43.54%. Additionally, the increase in average voyage times reduces the anchorage time of ships outside ports, providing an incentive for ship operators to voluntarily participate in compliance with regulations, thereby contributing to the establishment of a virtuous cycle of air-environmental policies related to ships. Originality/value – This study aims to verify the policy effectiveness by designing an ECR scope for liner trade routes between Korea and China. Therefore, originality and the value of this study includes conceptualizing the ECR system, analyzing its environmental performance, and exploring new policies that can be implemented while complementing existing policies.

Inland waterway cargo vessel energy efficiency in operation

Inland waterways vessels (IWV) have no mandatory regulations regarding their energy efficiency, as sea-going ships have. So far, there are just two proposed design energy efficiency evaluation methods, both based on IMO EEDI approach and data on EU inland navigation. Operational indicators and real-time navigation measurements from available literature do not exist. Therefore, this paper aims to introduce the energy efficiency in operation (EEO), assessed for the typical Danube cargo vessel. Firstly, an operational profile is acquired by tracking the vessel’s voyages, and by identifying actual constraints of each sector the vessel has sailed during the designated time. Secondly, EEO is incorporated within two available methods and calculated based on acquired operational data considering different navigational conditions. The paper shows how the energy efficiency vastly depends on variables such as water depth, current speed, draught, deadweight, river constraints. Analysis is performed for the most employed month of the vessel navigation, and annually. Depending on water level scenarios and during the selected month of sailing, the total amount of CO2 emitted is estimated to be between 22.7 t and 29.9 t, while the necessary average speed reduction (i.e., slow steaming) per sectoral voyage for the requirement compliance is calculated to be in between 4.8%-26%. Slow steaming is assessed to extend the time of voyage for 6.1-10.7 hours on monthly basis and 49-87 hours annually.

Rescaling Falconer's The Shipwreck: Time, Labor, and the Problem of Immersion

Reading, like sailing, is a durational experience: reading takes place in time and, if a poem is lengthy enough, reading can thwart absorption and make one notice time passing. Reading time therefore offered William Falconer in The Shipwreck (1762) an overlooked resource for tactfully impressing on non-sailors in his readership what is perhaps the central experience of sea travel in the sailing age: the dull passage of vast stretches of time against an unvaried backdrop of sea and sky. This essay considers how Falconer narrativizes the voyage in his poem and balances the competing demands of truthfully conveying the sailors’ experience, including the vast timescales of sea travel, with the engaging of nonspecialists uninterested in the narration of uneventful voyage durations. Close attention to the later authorial editions shows Falconer expanding his descriptions, adding epic similes, and relocating episodes in ways that reveal an effort to make readers view reading time as a proxy experience for voyage time.

Cost–Benefit Analysis of a Trans-Arctic Alternative Route to the Suez Canal: A Method Based on High-Fidelity Ship Performance, Weather, and Ice Forecast Models

Climate change in recent years has produced viable shipping routes in the Arctic. However, critical uncertainties related to maritime operations in the Arctic make it difficult to predict ship speeds in ice and, thus, the voyage time and fuel costs. Cost–benefit analysis of alternative Arctic routes based on accurate environmental condition modeling is required. In this context, this paper presents a holistic approach that considers the major voyage-related costs of a trans-Arctic route as an alternative to the conventional routes via the Suez Canal Route (SCR) for existing merchant ships. This tool is based on high-fidelity models of ship performance, metocean forecasting, and a voyage optimization algorithm. Case studies are performed based on a general cargo vessel in operation to quantify realistic expenses inclusive of all the major operational, fuel, and voyage costs of the specific voyages. A comparison is made between the total costs of the trans-Arctic route and SCR for different seasons, which proves the economic feasibility of the trans-Arctic route. Overall, this work can provide valuable insights to help policymakers as well as shipbuilders, owners, and operators to assess the potential cost-effectiveness and sustainability of future Arctic shipping, thereby better developing future strategies.

A Real-Time Power Management Strategy for Hybrid Electrical Ships Under Highly Fluctuated Propulsion Loads

The increasing demand for improving fuel efficiency of marine transportation has presented opportunities for the development of the power management system (PMS). Different from the terrestrial power system, a shipboard power system contains a large proportion of propulsion loads, which has the characteristics of high dynamics, periodicity, uncertainty, and high dependence on the marine environment. The propulsion load fluctuation induced by sea waves, in-and-out-of water effects, and changeable consumers requirements, may lead to a low power quality and fuel efficiency and it brings challenges in the development of the marine PMS. In addition, the fluctuated load profiles could also be volatile and unpredictable, which makes long-term load forecasting unrealizable and real-time load forecasting essential. To address these issues, a real-time two-layer PMS is proposed for hybrid-powered ship in this article, that can maintain a high fuel efficiency and a healthy state-of-charge (SOC) level over the voyage even in extreme sea conditions. To adapt well to the fluctuated and changeable load condition, a novel multistep load forecasting system is integrated to make accurate load forecasting in a very very short-term time scale (centisecond). Multiple cases studies are conducted under different cases of voyage time, sailing speed, wave conditions, and submergence ratios. The results show that the proposed PMS can significantly reduce the power tracking delays, improve the fuel efficiency, and maintain a healthy SOC level.

Two-Axis Solar Tracker Applied With All-Electric Ship

The all-electric ship (AES) offers new hope for the reduction of fuel consumption and carbon emissions. To fully exploit the photovoltaics (PVs) installed on the AES, the two-axis solar tracker is proposed to find the best tilt and surface azimuth angles of PV panels. The tilt angle is computed by particle swarm optimization (PSO) regarding the time and ship location. The surface azimuth angle is adjusted according to the hemisphere. The dynamic performance of the proposed solar tracker is evaluated using MATLAB/Simulink simulation. According to the simulation results, the proposed solar tracker can obtain maximum energy all day, while the voyage time, fuel consumption, and carbon emissions are significantly reduced. Moreover, the proposed solar tracker can effectively operate under communication delay caused by the global positioning system (GPS).

GHG Abatement Potential Due to the Implementation of Slow Steaming

All branches of industry as well as the maritime transport industry are encountering the challenge of reducing greenhouse gas (GHG) emissions to pre-vent hazardous climate change. The ratification of the Paris agreement has set a restrain for global average temperature significantly lower than 2 °C and preferably restrains the growth to 1.5 °C compared to preindustrial levels. Therefore, International Maritime Organization (IMO) has imposed an aim to decrease carbon dioxide (CO2) emissions per transport work by a minimum of 40 % by 2030 and to 70 % by 2050 compared to 2008. IMO has proposed various short-term, mid-term, and long-term measures for accomplishing this aim. Speed reduction i.e., slow steaming is a crucial short-term measure, that can be effortlessly implemented, and does not depend upon any supplementary infrastructure. Even a slight speed reduction will lead to substantial fuel reduction and therefore substantial CO2 abatement considering the hypothesis that ship speed and fuel oil consumption are related with the cubic function. The implementation of slow steaming leads to a larger voyage time and consequently to a larger number of ships to attain yearly transport work constant. Therefore, it is essential to analyse the increase in fuel oil consumption and CO2 emissions due to the larger number of ships engaged in maritime transport. This paper provides an extensive review of slow steaming and GHG abatement potential and points out the disadvantages of its application.

Combination treatment including irradiation improved the keeping quality of bitter melon (Momordica charantia L) with retention of functional bioactives while fulfilling phytosanitary requirement for export

Present work dealt with development of a combination process for prolonged extension of shelf life of whole as well as minimally processed bitter gourd samples. In this treatment, GRAS chemicals were used for extension of shelf life while radiation processing was optimized to use as a phytosanitary treatment. The whole process involved dipping the bitter gourd samples in sodium hypochlorite (200 ppm) at 52 °C for 10 min (as disinfectant treatment) followed by potassium metabisulphite at optimal concentration (0.5%) for 10 min at 26 ± 2 °C (as an antifungal treatment). Finally, the samples were exposed to low dose (1 kGy) gamma irradiation treatment as a phytosanitary measure. An extended shelf life of 30 days was obtained, while improving the microbiological quality and retaining the colour, textural and sensory qualities. Combination process significantly enhanced the total phenolic content in processed samples during the storage period as compared to unprocessed control. Antioxidant activities of processed samples in terms of FRAP and DPPH radical scavenging activity as well as the antimutagenic activity were also conserved in treated samples. Thus, the treatment developed enhanced the storage life of processed bitter gourd stored at 4 ± 2 °C while satisfying the phytosanitary requirement for export especially to the countries requiring longer voyage time.