Autonomous Shipping. Johan de Jong, MARIN
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1 Autonomous Shipping Johan de Jong, MARIN
2 CONTENT Why? How? 2
3 WHY? Because it can? Economy, environment, safety,. Lost nostalgia? Security?
4 CONTENT 4
5 HOW? Legal Worldview reliability Internal External Human factors Traffic conflict solution Ship design
6 TRAFFIC (CONFLICT) SOLUTION VARIOUS LEVELS Part of larger logistic network Ships planning on various levels (strategically & tactically) Bounded by: safety, capacity & economy Rudy Negenborn, Maritieme &Transport Technology
7 TRAFFIC CONFLICT SOLUTIONS COLREGS are of limited use. Sailing conditions (geographically and environmental conditions) Safe and effective (tactically) Planning & Control (strategically)
8
9 CLICK TO ADD TITLE Two ships that will pass at short distance Risk: 31
10 CLICK TO ADD TITLE Two ships that will pass at short distance Risk: 49 (TCPA is less)
11 CLICK TO ADD TITLE Two ships that will pass at short distance Risk: 54 (risk growing due to decreasing TCPA)
12 CLICK TO ADD TITLE Two ships that will pass at short distance One ship has no collision risk anymore
13 CLICK TO ADD TITLE 13
14 CLICK TO ADD TITLE 14
15 MODEL PREDICTIVE CONTROL STRATEGIC PLANNING
16 MODEL PREDICTIVE CONTROL
17 MODEL PREDICTIVE CONTROL
18 MODEL PREDICTIVE CONTROL Modelling issues ship manoeuvring model capable of: Track keeping including stopping, evasive and turning circle manoeuvres while sailing in wind, waves and current while sailing in shallow & restricted waters while sailing in close proximity of other vessels while sailing at (very) low speeds Keep position in the above conditions If track keeping is not possible than an accurate prediction of future states is required.
19 MODEL PREDICTIVE CONTROL Rudy Negenborn, Maritieme &Transport Technology
20 EMERGENCIES? bijliggen (extreem weer) zwaar weer navigatie ankermanoeuvre zeer langzame vaart crash manoeuvre emergencies dead ship (no propulsion, no rudder, no bowthruster) Beperkt manoeuvreerbaar (enkelvoudig falen)
21 WORLD VIEW (RELIABILITY) Internal (ship s internal health) External (ship s external health)
22 WORLD VIEW (RELIABILITY) External (ship s external health) Shared traffic information Ship-ship communication protocol Perhaps add. sensors on board Third party environment data Sensor integration Sensor data analysis Redundancy Data sharing
23 HUMAN FACTORS Single aut. ship monitoring Aut. ship shore interaction Ship aut.ship interaction watch?v=vg0a9ve7sxe
24 HUMAN FACTORS & SINGLE SHIP MONITORING Pilot/VTS on shore + crew on board Pilot/VTS on shore + no crew No pilot, no crew LEVELS of AUTOMATION Support remote human monitoring of both healths and potential interactions. Loads of MMI issues and concepts of operations to be defined. Presentation of the relevant analyzed and diagnostic data at the right time to reach the right decision on interaction. More fundamental: How to get trust in diagnosted data? -> complacency lurking.
25 HUMAN FACTORS & SHIP SHORE INTERACTION Pilot/VTS on shore + crew on board Pilot/VTS on shore + no crew No pilot, no crew LEVELS of AUTOMATION Support remote human interactions. Loads of MMI issues and concepts of operations to be defined Presentation of the relevant analyzed, diagnostic data and proposed solution at the right time to reach the right decision. More fundamental; How to get trust in proposed solutions? -> complacency lurking. How to act in case no final solution is proposed? -> low level of situational awareness
26 HUMAN FACTORS & SHIP SHIP INTERACTION Pilot/VTS on shore + crew on board Pilot/VTS on shore + no crew No pilot, no crew LEVELS of AUTOMATION Facilitate human interactions from non-aut. ship Loads of MMI issues and concepts of operations to be defined Sharing relevant voyage and tactical planning. More fundamental long term: How to train these shore based pilots/vts..?
27 CONCLUSIES -Technologisch mogelijk - Human factor blijft belangrijk en uitdagend - Data delen door industrie vereist veel samenwerking - Politiek/IMO/Legal is nog een lange weg - Welke business case?
28 CLICK TO ADD TITLE
29 THANK YOU!
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