harsh weather operation: increased safety and efficiency · harsh weather operation: increased...

SST.2012.5.2‐5: Grant no. 314286E‐guided vessels: The 'autonomous' ship

Harsh weather operation: Increased safety and efficiency

Laura WALTHER, Research AssociateFraunhofer Center for Maritime Logistics and Services CML

[email protected]

http://www.unmanned‐ship.org

MUNIN Workshop at SMM10 September 2014, Hamburg/Germany

Motivation (1)

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“The most common cause of losses in 2013, and for the last 12 years, was foundering (sinking or submerging) [69], accounting for almost three quarters of all losses, with bad weather a significant driver.”

„Foundering remains the main cause of loss, accounting for 45% of losses since 2002.”

Source: Safety and Shipping Review 2014, Allianz Global Corporate & Specialty

Process

Autonomousnavigationsystemdesign

Navigation with regardsto weather

Integrated approach

Test Scenario

Conclusionsand Outlook

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Process



Integrated approach

Test Scenario


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Autonomous navigation system design

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AdvancedSensor Module (ASM)

Autonomous Ship Controller (ASC)

Autonomous Navigation System (ANS)

CollisionAvoidance (CA)

Weather Routing (WR)

ShoreControl

Centre (SCC)

Autonomous Engine Monitoring and Control(AEMC)

Process



Integrated approach

Test Scenario


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Navigation with regards to weather

Guide vessel safely through different weather conditions during voyage

Dangerous phenomena given by MSC.1/Circ. 1228, IMO (2007):

Surf‐riding and broaching‐to

Reduction of intact stability when riding a wave crest amidships

Synchronous rolling motion

Parametric roll motion

The avoidance of these hazards must be ensured by the weather routing module of the ANS.

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Current state of weather routing

Aim to find the optimal route of a vessel concerning fuel efficiency, ship safety and duration of the voyage considering the weather conditions.

State‐of‐the‐art systems:

Bon Voyage System 7, Voyage Calculation and Fleet Decision Support System 2.0 by AWT a StormGeo Company

Ship Performance Optimisation System (SPOS) by MeteoGroup

Vessel and Voyage Optimization Solution (VVOS) by Jeppesen

Baseline for weather routing of autonomous vessels in harsh conditions

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Process



Integrated approach

Test Scenario


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Integrated Approach

Strategic Weather Routing

WR‐S Long‐term

Optimize route based on weather forecasts (0‐72h and up to 10 days)

A*‐Algorithm with 2D+t

Find the safest and most efficient route

Operational Weather Routing

WR‐O Short‐term

Evaluate real‐time information on weather conditions at the ship’s position and induced ship responses

IMO regulations

Avoid and react to dangerous situations

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Architecture

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Static

Operational

Strategic

Operational

Strategic

Voyage Related

ANS WR Module

Documentation

Process



Integrated approach

Test Scenario


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Input

Output

Input

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Operational

Strategic

Operational

Strategic

Voyage Related

ANS WR Module

Documentation

Static

Ship Characteristics

Safety Requirements

Operational

Strategic

Voyage Related

Ship Sensor Data

Route and ECDIS

Environmental Forecasts

SCC Requirements

Loading Condition

WR‐S: Input

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Output

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Operational

Strategic

Operational

Strategic

Voyage Related

ANS WR Module

Documentation

Static

Ship Characteristics

Safety Requirements

Operational

Strategic

Voyage Related

Ship Sensor Data

Route and ECDIS

Environmental Forecasts

SCC Requirements

Loading Condition

Operational

Strategic

Fuel Consumption

Next Waypoint

Voyage Plan

Rudder Angle

Propeller Revolutions

Documentation

Monitoring

Logging

Messages

WR‐O: Polar Plot

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Process



Integrated approach

Test Scenario


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Ship characteristics

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Characteristics Symbol ValueType ‐ Bulk Carrier

Length Loa 225m

Breadth B 32.26m

Depth D 10.0m

Speed vs 15.4kn

Displacement ∆ 57500t

Wind area lateral AL 2304m²

Wind area frontal Ax 648m²

Safety requirements

Guidance according to MSC.1/Circ. 1228, IMO (2007)

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Condition Critical when Action

Surf‐riding and broaching‐to 135°< α < 225°and

. √

[kn]

Speed and/or course outside dangerous region

Wave crest amidships 0.6 Lpp < λ < 2.3 Lpp Avoid according wave lengths

Successive high‐wave‐attack λ > 0.8 LppH1/3 > 0.04 Lpp

TE 1.8…3.0 ∙ Tw

Speed and/or course outside dangerous region

Synchronous rolling andparametric rolling motions

TE TRor

TE 0.5 ∙ TR

In following, quartering, head, bow or beam seas adjust

course and speed adequately

WR‐S: Test (1)

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WR‐S: Test (2)

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WR‐S: Test (3)

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WR‐O: Test waypoints

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WR‐O: Test (1)

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WR‐O: Test (2)

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WR‐O: Test (3)

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Process



Integrated approach Architecture Conclusions

and Outlook

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Conclusions & Outlook

Short term application

Navigational support for bridge team by

Visualization

Recommendation for action

Increased safety in harsh weather situations

Outlook

Test and comparison of voyage plan and fuel consumption with dataprovided by Marorka

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Thank you for your attention

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