Maritime transport and the environment. Autonomous ships Prof. Sverre Steen Head of Department Department of Marine Technology • Main profile in science and technology • Academic breadth: humanities, social sciences, medicine, health sciences, science of education, architecture, fine arts and performing arts • Headquarters in Trondheim with campuses in Gjøvik and Ålesund Key figures 2017 • 8 faculties, 55 departments and NTNU University Museum • 7134 person-years • More than 40 000 students • 7210 completed bachelor’s and master’s degrees • 362 doctoral degrees Strategic areas of research 2014–2023 NTNU Energy NTNU Health NTNU Oceans NTNU Sustainability The strategic research areas aim to: Work together across Face global challenges Strengthen Increase NTNU’s disciplines, solve with an cooperation with the share of international complex challenges of interdisciplinary and world of work and our research funds great importance flexible organization innovative capability Strategic research area 2014–2023 – Knowledge for a sustainable ocean AREAS WHAT WE DO . Maritime transport . Coordinate interdisciplinary activities in research, education and . Into the deep ocean innovation . Polar science and technology . Help to develop the knowledge base in the maritime, oil and gas and aquaculture sectors . Sustainable seafood and marine bioresources . Develop knowledge requirements in shipping, the oceans, Arctic . Marine minerals and renewable energy exploration, the seafood production, marine resources and energy, the . Marine environment, society, and sustainability marine environment and society and food www.ntnu.edu/oceans Maritime transport and the environment • Shipping does about 90% of the world’s transport work (tonnes*km) • In 2012, shipping accounted for 2.6% of the world’s GHG emissions You would think shipping is the solution, not a problem – That is both true and not true Causes of concern – a non-exhaustive list • Emission of SOx, NOx and other harmful emissions to air – IMO* Marpol Annex VI is imposing strict requirements to limit SOx-emissions • Ballast water spreading of invasive species – International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM) is put into force and might help • Ship induced noise in the oceans a problem for marine mammals? (and other marine life?) • GHG emissions … *IMO=International Maritime Organization – a UN organization GHG emissions from shipping • Shipping transport work is roughly proportional to international trade volume • In 2012, shipping accounted for 2.6% of the world’s GHG emissons – This figure is expected to grow significantly, unless radical measures are put in place • IMO: GHG emissions from international shipping should peak 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 CO2-emissons from international shipping Source: Bouman et. al. (2017) GHG emissions from shipping • Shipping transport work is roughly proportional to international trade volume • In 2012, shipping accounted for 2.6% of the world’s GHG emissons – This figure is expected to grow significantly, unless radical measures are put in place • IMO: GHG emissions from international shipping should peak 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? CO2 reduction measures Source: Bouman et. al. (2017) Local passenger transportation - a special case • Mainly regulated by national rules, rather than by IMO power to the politicians • Move transport from congested roads to under- utilized waterways • Need to improve energy-efficiency! Energy efficency of passenger transportation How efficient are different means of transportation? 0.07 l/pax/mile 0.10 l/pax/mile 0.24 l/pax/mile 0.35 l/pax/mile Fuel consumption per passenger*10km passengers: 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 company The range of a battery-powered high-speed ferry is doubled by using modern hydrofoil technology! 100 80 60 40km 20 0 Old hydrofoil boat Modern hydrofoil boat Modern fast ferries technology by Flying Foil Current Flying Foil activity Prosject with Asian fast ferry operator Development contract with Trøndelag County Prototype hydrofoil boat Co-operation with world-leading Norwegian fast ferry builder Brødrene Aa Autonomous Ships … • Digitalization! • The path to autonomous ships goes through increasing automation – I think it will take long before large ships become completely autonomous (unmanned, or self-steered) • Situation awareness and collision avoidance • Maintenance and reliability • Great interest in autonomous ships in the maritime industry and academia – The technology challenge is important as a long-term goal, driving development of maritime automation – Rapidly increasing level of automation in short-sea shipping (ferries etc.) Autonomous Shuttle Ferry Ferry in Trondheim Project 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 bridge Department of Electronics Systems Department of Engineering Cybernetics Department of Marine Technology Concept • ”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 system Cable Ferry, Koster, Bohus Län, Sweden New small pedestrian bridge Automatic docking with access control system • Access control using QR-code on smartphone • Visible + IR cameras onboard to verify number of passengers • «Fail-safe» gate system Time schedule Phase 1 (2016): Concept study, student projects. Webcamera and radar to register boat traffic i the harbour. Dynamic Position system to be tested onboard ReVolt from DNV-GL in Trondheim Harbour. Phase 2 (2017): Autonomous pilot ferry for concept testing and to study 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 og webkamera Phase 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 2017 First 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 2018 FasePhase 3: 3: Fullskala Full Scale ferge Ferry (2019) • 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 video Phase 3: Full Scale Ferry Success criteria Safety • Risk assessment • Automatic registration of passengers • Robust anti-collision system • Redundant navigasjons systems • Monitoring and support from Harbour authorities Reliability • Easy to use • Work all around the year • Efficient transportation – low latency • Robust design – low probability of errors • Minimized need for maintenance.