Sverre Steen – Maritime transport and the environment
Maritime transport and theenvironment.Autonomous shipsProf. Sverre SteenHead of DepartmentDepartment of Marine Technology• Main profile in science and technology• Academic breadth: humanities, social sciences,medicine, health sciences, science ofeducation, architecture, fine arts andperforming arts• Headquarters in Trondheim with campuses inGjøvik and ÅlesundKey figures 2017• 8 faculties, 55 departments and NTNU UniversityMuseum• 7134 person-years• More than 40 000 students• 7210 completed bachelor’s and master’s degrees• 362 doctoral degreesStrategic areas of research 2014–2023NTNU Energy NTNU Health NTNU Oceans NTNU SustainabilityThe strategic research areas aim to:Work together across Face global challenges Strengthen Increase NTNU’sdisciplines, solve with an cooperation with the share of internationalcomplex challenges of interdisciplinary and world of work and our research fundsgreat importance flexible organization innovative capabilityStrategic research area 2014–2023–Knowledge for a sustainable oceanAREAS WHAT WE DO Maritime transport Coordinate interdisciplinary activities in research, education and Into the deep ocean innovation Help to develop the knowledge base in the maritime, oil and gas and Polar science and technologyaquaculture sectors Sustainable seafood and marine bioresources Develop knowledge requirements in shipping, the oceans, Arctic Marine minerals and renewable energyexploration, the seafood production, marine resources and energy, the Marine environment, society, and sustainabilitymarine environment and society and foodwww.ntnu.edu/oceansMaritime transport and theenvironment• Shipping does about 90% of the world’stransport work (tonnes*km)• In 2012, shipping accounted for 2.6% of theworld’s GHG emissionsYou would think shipping is the solution, not aproblem– That is both true and not trueCauses of concern– a non-exhaustive list• Emission of SOx, NOx and other harmful emissionsto air– IMO* Marpol Annex VI is imposing strict requirementsto limit SOx-emissions• Ballast water spreading of invasive species– International Convention for the Control andManagement of Ships' Ballast Water and Sediments(BWM) is put into force and might help• Ship induced noise in the oceans a problem formarine mammals? (and other marine life?)• GHG emissions ...*IMO=International Maritime Organization – a UN organizationGHG emissions from shipping• Shipping transport work is roughly proportional tointernational trade volume• In 2012, shipping accounted for 2.6% of the world’s GHGemissons– This figure is expected to grow significantly, unless radicalmeasures are put in place• IMO: GHG emissions from international shipping shouldpeak as soon as possible and be reduced by at least 50%by 2050 compared to 2008, while, at the same time,pursuing efforts towards phasing them out entirely.• What can be done?Total CO -emissons from international2shippingSource: Bouman et. al. (2017)GHG emissions from shipping• Shipping transport work is roughly proportional tointernational trade volume• In 2012, shipping accounted for 2.6% of the world’s GHGemissons– This figure is expected to grow significantly, unless radicalmeasures are put in place• IMO: GHG emissions from international shipping shouldpeak as soon as possible and be reduced by at least 50%by 2050 compared to 2008, while, at the same time,pursuing efforts towards phasing them out entirely.• What can be done?CO reduction2measuresSource: Bouman et. al. (2017)Local passenger transportation- a special case• Mainly regulated by national rules, rather thanby IMO power to the politicians • Move transport from congested roads to under-utilized waterways• Need to improve energy-efficiency!Energy efficency of passenger transportationHow efficient are different means of transportation?0.07 l/pax/mile 0.10 l/pax/mile 0.24 l/pax/mile 0.35l/pax/mileFuel consumption per passenger*10kmpassengers: GHG emissions:1 fast ferry = 4 buses 1 fast ferry = 100 buses!A significant improvement is possible– re-introduce the hydrofoil vessel!Developed by the NTNU spin-off companyThe range of a battery-powered high-speedferry is doubled by using modern hydrofoiltechnology!100806040200Old hydrofoil boat Modernhydrofoil boatModern fast ferriestechnology by Flying FoilmkCurrent Flying Foil activityProsject with Asian fast ferry operatorDevelopment contract with Trøndelag CountyPrototype hydrofoil boatCo-operation with world-leading Norwegianfast ferry builder Brødrene AaAutonomous Ships ...• Digitalization!• The path to autonomous ships goes throughincreasing automation– I think it will take long before large ships becomecompletely autonomous(unmanned, or self-steered)• Situation awareness and collision avoidance• Maintenance and reliability• Great interest in autonomous ships in the maritimeindustry and academia– The technology challenge is important as a long-termgoal, driving development of maritime automation– Rapidly increasing level of automation in short-seashipping (ferries etc.)Autonomous Shuttle FerryFerry in TrondheimProject manager: Associate Professor Egil Eide, Department of Electronics Systems, NTNU• Technologically feasible• Scalable and reconfigurable system• A new tourist attraction for Trondheim City• Low environmental footprint and cheaper than bridgeDepartment of Electronics SystemsDepartment of Engineering CyberneticsDepartment of Marine TechnologyConcept• ”On-demand ferry” - push the button for the ferry to come• Traveling time: 1 minute low latency• Passengers: 12 persons• Electrical propulsion, Automatic charging of batteries• Navigation: High-precision GNSS (cm accuracy) plus backup system• Anti-collision systemCable Ferry, Koster, Bohus Län, SwedenNew small pedestrian bridgeAutomatic docking with access control system• Access control using QR-code on smartphone• Visible + IR cameras onboard to verify number of passengers• «Fail-safe» gate systemTime schedulePhase 1 (2016): Concept study, student projects. Webcamera andradar to register boat traffic i the harbour. Dynamic Position systemto be tested onboard ReVolt from DNV-GL in Trondheim Harbour.Phase 2 (2017): Autonomous pilot ferry for concept testing and tostudy behaviour of the other boat traffic.Phase 3 (2018/2019): Full scale ferry certified for passengers.Phase 1: Monitoring boat traffic in the harbour(Collaboration with Maritime Robotics)Plassering av radar ogwebkameraPhase 1: Monitoring boat traffic in the harbour(Collaboration with Maritime Robotics)Phase 1: Monitoring boat traffic in the harbour(Collaboration with Maritime Robotics)Phase 2: Pilot Ferry (development platform)Sea launch 11 November 2017First technical sea trials 11 Nov 2017• Batteries, thrusters, OBC and Remote control installed and tested• Navigation sensors (RTK GNSS and IMU) installed• Dynamic Position software to be installed and tested• Development of docking mechanism spring/summer 2018• Testing of anti-collision sensors in Trondheim Harbour spring/summer 2018FPahsaes e3 :3 F: uFlulsllk Saclaa lfee rFgeer r(y2019)• Size: L: 8–10m x W: 3.5–4m• 12 passengers• Automatic battery charging (induction or plug connector)• Propulsion: 2 x 10kW azimuth thrusters• RTK GNSS-compass + LIDAR system• AIS and 2-way wireless communication including videoPhase 3: Full Scale FerrySuccess criteriaSafety• Risk assessment• Automatic registration of passengers• Robust anti-collision system• Redundant navigasjons systems• Monitoring and support from Harbour authoritiesReliability• Easy to use• Work all around the year• Efficient transportation – low latency• Robust design – low probability of errors• Minimized need for maintenance