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Next month an ultra-modern 15-metre trimaran will slip into Plymouth harbour on Britain’s south coast, flagging the way to a new future in maritime transport. The ship is striking for its sleek design, solar panels and state of the art navigation systems. But it will also be notable for what is not on board: any sailors. The Mayflower Autonomous Ship, which will attempt to recreate the original voyage of the Mayflower across the Atlantic Ocean 400 years ago, is one of the most high-profile initiatives aiming to revolutionise a 10,000-year-old form of transport.  The robot revolution, which is already transforming air and road transport, is increasingly touching our seas, too. To date, the push for fully autonomous shipping has received less attention and investment than other transport sectors, but it might have the most profound impact of all.  In 2018, Rolls-Royce and Finferries, Finland’s state-owned shipping company, demonstrated the world’s first fully autonomous car ferry near Turku. In South Korea, SK Telecoms and Samsung have developed a 5G-enabled autonomous test ship. Allied Market Research has forecast that the autonomous ships market could be worth $135bn by 2030. In some respects, autonomous ships face an easier challenge than self-driving cars or aircraft. There is far less traffic on the seas and bad things tend to happen at slower speeds. But in other respects, the obstacles are greater because ships face far more extreme operating conditions and patchier connectivity. It is not easy to make image recognition systems work in the middle of a transatlantic storm with weak internet access while the boat is pitching up and down on massive waves. “The ocean humbles you very quickly,” says Don Scott, the Mayflower project’s chief technology officer.  Autonomous ships can also face a wide variety of operating conditions. The challenges of navigating congested ports and harbours are very different from the dangers of running aground in littoral waters or sailing on open oceans. As with other forms of transport autonomy, any adoption of new technology will have to deal with ingrained working practices, outdated legislation and insurance concerns. But the initial challenge will be to prove that the technology can work safely, consistently and cheaply enough. Powered by wind and solar energy, the Mayflower is bristling with satellite navigation systems, oceanographic and meteorological instruments, sonar, radar and lidar, all enabled by IBM’s latest computer technology.  IBM’s latest computer technology enables the instruments on board The US tech company sees autonomous shipping as a good test case for its edge computing expertise, which distributes computation and data storage to the locations where it is needed. IBM’s vision recognition systems will help identify other ships, debris, whales and icebergs, while an AI-enabled “captain” will command the vessel. The original Mayflower voyage, carrying 102 pilgrims to the New World, lasted 66 days. The autonomous Mayflower is expected to complete the journey in about 12. But its maiden voyage to the US, originally planned for next month, has had to be delayed until April because of complications caused by the coronavirus pandemic. The Mayflower project is being run by Promare, a non-profit company focusing on marine research and exploration. Its longer term aim is to send the Mayflower out on long ocean voyages to collect research data about global warming, plastic pollution and the impact on fish and marine mammals. “The Mayflower is a very good use case. It’s a fun opportunity to develop marine autonomous systems that have an incredible future,” says Mr Scott. “This has the potential to be a very disruptive technology. But it will not be an explosive change.” As the Mayflower pilgrims found in 1620, surviving an arduous journey and reaching the promised land is only part of the challenge. Creating a viable new economy takes a lot longer.

Source: fft.com

SPONSORED CONTENT: Deep BV has upgraded a survey vessel with an SM300 autonomy system that enables unmanned and reduced-crew configurations, as well as shoreside remote-helm and payload control.

DEEP’S OBJECTIVES:

To improve the quality of data collection while reducing risk to personnel during hydrographic survey operations that will measure challenging portions of the Dutch Wadden Sea.

SM300 SOLUTIONS:

1. Precise routing to minimize cross-track error (XTE) and reduce overlap
2. Reduced-crew or unmanned configurations, with remote monitoring and command of multiple autonomous vessels from a shipboard or shore-based center
3. Remote control of on-board auxiliaries and sensors, and ship-to-shore data flow
4. System installation aboard Deep’s existing vessel (no need to build new vessels)

OVERVIEW

Amsterdam-based Deep BV, a survey company specializing in hydrography, marine geophysics and oceanography, has upgraded survey vessel Loeve (8 m/26.2ft) with a Sea Machines SM300 autonomous-command and remote-helm control system. Deep is deploying the Sea Machines-enabled vessel for a mission to survey the Wadden Sea, a challenging shallow body of water with tidal flats and wetlands located north of The Netherlands. Deep operators are able to command and control the autonomous vessel and all on-board payloads (including survey sonars, hydrophones, winches, cranes and davits) from its shoreside Survey Control Room, which has been equipped to manage several surveys simultaneously. Deep is transferring all collected data from the vessel to the control room via 4G and satellite connection.

The combination of Sea Machines’ technology and the Survey Control Room has enabled Deep to transition from minimally manned missions to unmanned missions.

The company selected Sea Machines as its autonomy provider because the SM300 could be installed on its existing vessel, Loeve, to enable autonomous pilot assist and unmanned operations. Perhaps most importantly, transitioning mariners from the helm to shore-based positions reduces risk to personnel.
Installation

INSTALLATION

Sea Machines systems are designed to be installed on new-builds and existing vessels. The Sea Machines SM Series of products integrates with a myriad of the most commonly used interfaces, including propulsion and steering systems, instruments and hydraulic payloads. Only requiring 10 components for installation, the SM300 will fully integrate with the vessel’s on-board GPS, AIS, RADAR and ENC charts to bring autonomous, unmanned and remote-helm capabilities, as well as full situational awareness, to operators both on and off the vessel.

USE CASE: AUTONOMOUS MARINE SURVEYING

All at-sea operations bring some level of risk to timely, effective mission execution and the routine, repetitive nature of survey work opens the door for fatigue or distraction-related errors. Autonomy assists in precision navigation that yields consistent results with fewer returns to correct errors and omissions. Surveyors are freed up to maintain their focus on higher-level operations.

With the SM300, surveyors can remotely monitor and command multiple autonomous vessels from a shipboard or shore-based center located anywhere with network connectivity. This remote capability enables reduced-crew or unmanned configurations, and increases operational health and safety by mitigating high-risk activities generally associated with working aboard small survey craft in dynamic marine environments. With remote command and control, companies can leverage their technical experts across multiple simultaneous surveys.

Autonomous vessel routes are more consistent than what a human operator can execute and offer reduced XTEs, minimizing the need for overlapping routes. Sea Machines enables collaborative autonomy between two vessels, creating a force multiplier effect that covers more survey area faster.

With a Sea Machines system on board, an operator has an always-on-watch, automated “co-pilot” that can set and follow the course, autonomously make adjustments to improve the route and ride, all while avoiding hazards across all conditions and light availability. The system adds obstacle detection and collision avoidance capabilities during the survey or while in transit to the survey site.

Sea states can vary from hour to hour. To maximize crew comfort and safety on board during unpredictable weather and wave conditions, the autonomous vessel will regulate speeds and soften turns. The Sea-Keeping Mode autonomously adjust the vessels movements and speeds between waypoints when the mission and environmental conditions exceed the pitch, roll and heave thresholds defined by the operator.

The SM300 enables shoreside command and visibility with full situational awareness using cameras, sensors and other equipment, from a second location on another vessel or on shore. All payloads on board can be remotely operated from a second vessel or shoreside location.

Finally, with a reduced number of crew or no crew on board, the need for work breaks and shift changes is minimized. Coupled with the highly precise data collection that yields lower XTEs, autonomous vessels can be more productive, translating to operational cost savings and CO2 emissions reductions.

TRAINING & USE

Following installation, Deep’s vessel operators were trained and were using the system within a few hours. The intuitive system, housed on a ruggedized laptop, includes an easy-to-understand interface and command options.

The remote-helm control beltpack (shown left) is equally simple to use, offering joystick control for throttle and thrust, and buttons for payload control.

Deep’s shoreside command center is comprised of several connected large screens and a laptop, utilizing 4G connectivity.

CLOSING THOUGHTS FROM DEEP BV

About selecting Sea Machines as its autonomy provider, Deep’s CCO Jurgen Beerens said:

“The purpose of our Survey Control Room is to offer our clients many possibilities like ad hoc surveys, simultaneous conducted surveys operated by only one survey crew, and multi-purpose use of vessels already available in the field. Besides these unparalleled flexibility advantages, it offers a time-saving option to increase efficiency and control costs towards a more sustainable future. With Sea Machines integrated on our vessel, we will soon begin to transfer tasks from the vessel to the safe working environment of the office. As well as improving safety, we will gain flexibility, continuity and quality, and we will reduce risks and our carbon footprint.”

To learn more about how Sea Machines can make your vessel operations more predictable, productive and efficient, while reducing risk, contact Sea Machines.
Source: marinelog

Leading Norwegian grocery distributor ASKO has signed agreements with Kongsberg Maritime and Massterly – a Kongsberg Wilhelmsen joint venture – on two new autonomous fully-electric ships.

The vessels, which are due to be delivered early in 2022, have been designed by Norwegian vessel designer Naval Dynamics and will be constructed at the state-owned Cochin Shipyard in India

ASKO currently transports its cargo by more than 800 trucks on a daily basis and the company is investing heavily in new technologies such as electric and hydrogen-powered vehicles.

At present, road transport is the single mode of transportation to link the company’s warehouses on the western side of the Oslo fjord with its distribution centre on the eastern side. The new Ro-Ro vessels will replace the current solution with a zero emission transport alternative.

It is estimated that the two electric ships will replace 2 million kilometres of truck transport, saving 5,000 tonnes of CO2 every year.

‘We have a clear ambition to be climate neutral and have set ambitious goals, including being a self-sufficient provider of clean energy and having 100% emission-free transport by 2026. These innovative ships are key to fulfilling that ambition and will form an essential component of a zero-emissions logistics chain linking our facilities,’ commented Kai Just Olsen, Director, ASKO Maritime.

‘Fully electric trucks will take the cargo between the warehouses and the ports of Moss and Horten, and in shipments of 16 the trailers will be transported across the fjord on the battery-driven vessels. This solution is cost effective, sustainable and will remove trucks from a heavily trafficked road.

ENOVA, which is owned by Norway’s Ministry of Climate and Environment, is proving 119 million NOK in funding for the project.

The two vessels will be equipped with the technology required for zero emission and unmanned operation by Kongsberg Maritime, while Massterly will ensure ship management and safe operations from its shore-based Remote Operations Centre. The two vessels will initially operate with a reduced crew, before moving towards unmanned voyages.

Since the ASKO operation lies within Norway’s coastal jurisdiction, the Norwegian Maritime Authorities (NMA) must be satisfied that a sufficient level of safety has been achieved before they will issue an approval of operation for these vessels.

The NMA will therefore follow the project through a detailed risk assessment, based on IMO 1455 guidelines with regards to equivalent and alternative designs, new technology, verification, and approval for operation. DNV GL will also support this process as an independent third party.

SOURCE:bunkerspot

When will the first fully digitized, autonomous and environmentally friendly ship be ready to sail? The answer is uncertain but the Danish Maritime Authority’s ShippingLab project aims to have most of the technical and managerial challenges solved in as little as two years from now. Tom Mulligan reports.

Denmark’s ShippingLab project is a three-year initiative that commenced its work in March 2019 with the aim of developing the first fully commercially operational, fully digital, autonomous and environmentally friendly ship. There are almost 30 partners working together within ShippingLab, which is coordinated by the Danish maritime cluster, Blue Denmark. A lead partner is The Automation and Control Group within the Technical University of Denmark’s Department of Electrical Engineering which has researched autonomous systems for the past 25-30 years focusing on diverse application domains including marine craft. Around 2010-2011, in collaboration with the Royal Danish Navy, the group started a series of projects looking into the development of control and perception algorithms for achieving unmanned operation of a high-speed waterjet.

Over a period of four to five years, this collaboration produced significant know-how on the challenges connected with object detection and classification during navigation, and it qualified the group to scientifically steer an investigation promoted by the Danish Maritime Authority, the Electronic Outlook project (2017-2019), to evaluate the potential of electro-optical sensing devices as complementary means to increase the awareness of the navigator. One year into this investigation additional funding was raised to perform research on methods and algorithms for developing solutions as part of the Autonomous Situation Awareness for Navigation (ASAN) project, which runs from 2018-2021.

“ShippingLab was actually initially established in the fall 2017 as an innovation forum aiming at creating and developing R&D ideas with the ultimate purpose of making Denmark a global maritime power hub, as envisioned by the Plan for Growth in the Blue Denmark cluster launched by the Danish Government at the beginning of 2018,” said Associate Professor Roberto Galeazzi of the DTU Automation and Control Group. “Three main research drives were the focus: digitalization, autonomy and decarbonization. The ShippingLab forum was set up thanks in a collaboration between Danish Maritime, Danish Shipping, Force Technology, Maritime Engineering DTU, CBS, the Danish Metalworkers Union and the Danish Maritime Authority.”
A sensor platform acquiring data during navigation. The platform is equipped with two color cameras, two monochrome cameras, an infrared camera, FMCW radar, a GNSS receiver and an inertial measurement unit (IMU). (Photo: DTU)

Full-scale Autonomous Operation

Based on ongoing research efforts by Professor Mogens Blanke, Associate Professor Galeazzi and Associate Professor Søren Hansen, a proposal was made to set up an innovation project for the development and full-scale demonstration of functionalities/systems for the autonomous navigation and supervision of passenger ferries in Danish waters:

“In particular the core idea was to develop advanced tools for autonomous navigation and decision support by exploiting state-of-the-art electro-optical sensor technology and methods in sensor fusion, AI and control theory to enable vessels to operate with a partly unattended bridge,” explained Galeazzi. “Based on this idea, DTU succeeded in gathering a strong network of industrial stakeholders from the Danish maritime cluster that shared the vision of demonstrating the autonomous ship in Denmark.”

The focus on ferries was inspired by the geographical composition of Denmark, a country characterized by many small islands with rather limited connectivity with the mainland. It was envisioned that autonomous ferries could, in the short to medium term, improve transportation at sea since reduced manning on a single ferry could generate more passages by redistributing personnel. In the long term, it was anticipated that new business models could be enabled by autonomy, such as the ‘ferry-on-demand’.

“Autonomy and digitalization will radically transform the maritime sector by improving vessel and fleet performance, increasing crew, cargo and vessel safety, supporting decarbonization, changing maintenance policies from periodic to predictive, and introducing new business models, to mention a few of the benefits,” said Galeazzi.

Systems for autonomous situation awareness could have a large impact on the shipping industry in terms of increased safety during navigation in harsh weather conditions as well as at nighttime, when visibility is limited. Such systems could be widespread in the global fleet to help the officer on watch monitor the overall situation around a ship and significantly reduce the workload in challenging sailing scenarios with heavy weather and multiple vessel encounters.

“Systems for collision avoidance could also be developed and benefit the navigator,” said Galeazzi. “The integration of these systems on board vessels do not imply unmanned operations, but they will give the crew improved actionable information enabling them to take decisions, and this will possibly help reduce workload, fatigue and stress.”

Partly and fully autonomous solutions are likely to first find application in vessels for port, coastal and offshore operations, and here the potential market could be large: short-sea shipping, coastal ferries, small RoRo vessels, tugboats, supply vessels for offshore operations, and boats for firefighting:

“Autonomy in these cases will once again increase safety by removing humans from dangerous environments, diminish energy consumption, and standardize operations. Digitalization in the form of, for example, advanced condition monitoring of vessel machinery systems can provide vessel owners with a large amount of information and give operation and maintenance companies information about how the vessel is operated, enabling more efficient and possibly cheaper maintenance,” said Galeazzi.

“A more digitalized ship is potentially a more transparent ship in terms of, for example, emissions, and the public may have more powerful instruments to confirm compliance with environmental regulations,” said Galeazzi. “Society can certainly benefit from the real creation of the autonomous ship.”

PhD students participating in the testing of sensing technologies in Faaborg, Denmark in December 2019. Photo: DTU

The British Ports Association launched on Monday 24 August a new initiative looking at the implications of autonomous shipping for UK ports, including a call for evidence from interested parties. Maritime Autonomous Surface Ships (MASS) involves the automation of vessel and onboard processes which could alter how ports and ships interface with each other. The BPA which represents the majority of UK port activity including 85% of the shipping movements in and out of the country, is keen to explore what the future developments of shipping will mean for the sector.

As part of the initiative the BPA is creating a new Autonomous Shipping in Ports Network and a call for evidence from the wider maritime community on what ports should consider to prepare for receiving autonomous ships in the future.

This will feed into the BPA’s own MASS analysis as well as its discussion with industry partners through bodies such as the industry umbrella group Maritime UK. Commenting on the new programme Richard Ballantyne, the Chief Executive of the British Ports Association said:

“The prospect of seeing autonomous ships in UK ports is definitely on the horizon but there will be much to do to prepare ourselves. This includes the consideration for port and marine operations, regulatory frameworks, infrastructure and receptions facilities, land to vessel communications and vessel safety.

Although we are at the early stages, a lot of work is taking place across the maritime community. Many UK ports are now starting to ask what they should be considering as they develop their ports and recruit the next generation.

This will be an ongoing initiative for the BPA but initially we are inviting evidence from a cross section of maritime sector organisations. This will be in relation to issues that they see specific in to ports and harbours moving forward into autonomous maritime operations. It will also help us to support and participate in various government initiatives in the UK such as Maritime 2050, the work of the Maritime Skills Commission and other innovation, sustainability and infrastructure projects.”

The BPA’s new Network will be open to all its port members but it will also be drawing on external expertise from specialists working in the marine and MASS sectors.

In terms of the call for evidence, the BPA is asking interested parties to feed in information on the following topics, where relevant –

1. How will autonomous shipping change the land-sea interface at and around ports?

2. What physical and digital infrastructure will ports need to provide to receive autonomous vessels?

3. Specifically how might autonomous vessels interface with VTS services/port control?

4. What are the expected timescales – when will ports in the UK see regular autonomous activities around our coastline?

5. What types of shipping activities could be the first to embrace autonomous shipping – e.g. short sea, bulks, unitised, passenger?

6. What are the safety implications and how will risks be assessed and managed in ports areas?

7. What, if any, new regulatory powers will ports need to consider to manage autonomous vessels?

8. What are the legal and insurance implications of having autonomous ships in ports and harbours?

9. What will this mean for people at ports and how might ports need to do to prepare their workforces?

10. Are there other issues that should be considered including supplementary evidence?

The BPA will welcome responses to some/all of these questions from interested parties by 12 October 2020, as well as any supplementary information. Please email responses to: info@britishports.org.uk
Source: ecgassociation

With one landmark Norwegian autonomous shipping project hitting the skids this year, a new pioneering maritime vision has emerged from the Scandinavian nation in the shape of a futuristic looking roro.

When the decision was taken in May to put the Yara Birkeland containership project on hold, European proponents of autonomous shipping were aghast, looking on as rivals in East Asia advanced their own autonomous shipping ambitions.

ASKO has signed with Norway’s Kongsberg Maritime and Massterly – a Kongsberg Wilhelmsen joint venture – to equip two new vessels with autonomous technology, and to manage their operations at sea.

The fully electric ships will replace 2m km of truck transport, saving 5,000 tonnes of CO2 every year, the partners in the project claim.

ASKO – currently transporting their cargo by more than 800 trucks daily – is investing heavily in new technologies such as electric and hydrogen-powered vehicles. At present, road transport is the single mode of transportation to link their warehouses on the western side of the Oslo fjord with their distribution centre on the eastern side. The new roros will replace the current solution with a zero emission transport alternative.

“We have a clear ambition to be climate neutral and have set ambitious goals, including being a self-sufficient provider of clean energy and having 100% emission-free transport by 2026. These innovative ships are key to fulfilling that ambition and will form an essential component of a zero-emissions logistics chain linking our facilities,” said Kai Just Olsen, director, ASKO Maritime. “Fully electric trucks will take the cargo between the warehouses and the ports of Moss and Horten, and in shipments of 16 the trailers will be transported across the fjord on the battery-driven vessels. This solution is cost effective, sustainable and will remove trucks from a heavily trafficked road.”

The Norwegian state is also helping fund the project as part of its commitment to reduce emissions and transfer transport from road to sea where feasible.

The vessels will be equipped with the technology required for zero emissions and unmanned operation by Kongsberg Maritime, while Massterly will ensure shipmanagement and safe operations from their shore-based Remote Operations Centre. The two vessels will initially operate with a reduced crew, before moving towards unmanned voyages.

Thomas Wilhelmsen, CEO of Wilhelmsen Group, commented: “The ASKO contract illustrates how Massterly is key in making autonomy a reality for short-sea shipping. We are proud to be the world’s first shipmanagement company to operate unmanned vessels for commercial use. Now we are one step closer to our goal of enabling sustainable trade: through cost effective, safe, and environmentally friendly logistics.”

The vessels, which are due to be delivered early in 2022, have been designed by Norwegian vessel designer Naval Dynamics and will be constructed at the state-owned Cochin Shipyard in India. The functionality enabling autonomous operation will be implemented and tested after arrival in the operational area in the Oslo fjord.

Source: splash247

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Source: bulletinline

Kongsberg Maritime, along with Kongsberg Wilhelmsen joint venture Massterly, has signed a contract with Norwegian company ASKO to install autonomous technology on two vessels.

According to the contract, the two Norwegian companies will also oversee the operations at sea.

Approximately 60% of the investment is provided by the companies and marks a major step in the sustainable maritime operations growth in Norway.

Currently, ASKO transports the cargo, using over 800 trucks each day and has committed to sustainability. It has invested in technologies, which include electric and hydrogen-powered vehicles.

The new roll-on, roll-off (RORO) vessels will offer a zero-emission transport alternative to connect the warehouses west of the Oslo fjord and the distribution centre on the east.

The operation of the ASKO is within the coastal jurisdiction of Norway and the safety level on the vessels must satisfy the Norwegian Maritime Authorities (NMA) before it approves them for operations. DNV GL will support the NMA in the risk assessment.

Designed by Norwegian vessel designer Naval Dynamics, the vessels are expected to be delivered in 2022. India’s state-owned Cochin Shipyard will construct the vessels.

After the arrival of the ships, the autonomous operation will be implemented and tested in the Oslo fjord operational area.

ASKO Maritime director Kai Just Olsen said: “We have a clear ambition to be climate-neutral and have set ambitious goals, including being a self-sufficient provider of clean energy and having 100% emission-free transport by 2026.

“These innovative ships are key to fulfilling that ambition and will form an essential component of a zero-emissions logistics chain, linking our facilities.

“Fully electric trucks will take the cargo between the warehouses and the ports of Moss and Horten, and in shipments of 16, the trailers will be transported across the fjord on the battery-driven vessels. This solution is cost-effective, sustainable and will remove trucks from a heavily trafficked road.”

Last month, Kongsberg Maritime signed an agreement with Island Offshore to provide turnkey hybrid battery solutions for the company’s three UT 776 CD-design platform supply vessels.

Source: ship-technology

CMA CGM has announced new charges from Europe and the Mediterranean to several destinations worldwide, which will take effect from 1 October.

The French carrier will apply new freight of all kinds (FAK) rates from France (Fos), Italy and Spain to the ports of Altamira and Veracruz in Mexico and Montreal in Canada.

In addition, CMA CGM, the fourth largest container shipping company, will impement fresh FAK rates from North European ports (Bremerhaven, Rotterdam and Antwerp) to US East Coast and Gulf (New York, Norfolk, Savannah, Charleston, Houston, Miami and New Orleans), Mexico East Coast ports (Altamira and Veracruz) and Canada ports of Montreal and Halifax for all types of cargo.

Furthermore, the Marseille-based shipping line, has unveiled new FAK rates from the Mediterranean ports of Malta, France (Fos/Marseilles), Italy, Spain and including Albania, Algeria, Bulgaria, Cyprus, Croatia, Georgia, Greece, Lebanon, Libya, Morocco, Romania, Russia, Slovenia, Tunisia, Turkey and Ukraine, excluding Bilbao, Vigo, Gijon, Alexandria and Damietta to US East Coast ports of New York, Norfolk, Savannah and Miami and US Gulf terminals in Houston and New Orleans for dry & reefer cargo and special equipment.

Moreover, CMA CGM will apply a peak season surcharge of US$120/TEU for reefer cargo from North Europe, Scandinavia, Poland, Baltic, West Mediterranean and Adriatic to West Africa, except Nigeria.

Source: container-news.