We are on the cusp of a paradigm shift into autonomous shipping. The enabling technology exists (albeit embryonic) and international and national maritime regulatory bodies are starting to shape the underpinning legal framework. One example for »shipping of the future« is the Mayflower project
There is a real sense amongst the maritime community that the emergence of autonomous vessels that fit within a wider[ds_preview] evolution in the automation of cargo handling and remote sensing, and operation of onboard systems is inevitable. Of course there are some who disagree and modern history is littered with quotes from experts who, with the benefit of hindsight would probably shudder at their naysaying. Who now, would ever have attributed the great Thomas Edison as saying »Fooling around with alternating current (AC) is just a waste of time. Nobody will use it, ever.«? In the case of autonomous vessels, the question is now also one of timing.
In 2014, the council members of the historic port of Plymouth in the UK were facing a far more pressing question; how was the city going to celebrate in 2020, the 400th Centenary of the crossing of the Pilgrim Fathers from Plymouth in the original »Mayflower«? Inevitably the option of building another replica »Mayflower« arose, but amongst those attending was Brett Phaneuf, the American MD of the Plymouth based MSubs. An underwater archeologist by inclination and a builder of advanced autonomous underwater vehicles by profession, he raised the suggestion that the city should look forward and not back. Perhaps a »Mayflower« for the twenty first century, one that embodies the pioneering spirit of the Founding Fathers and better reflects Plymouth’s future as the country’s only ocean city would be more fitting? Thus the Mayflower Autonomous Ship (MAS) was born, a vessel conceived to celebrate the past, but whose coming of age in 2020 will very much herald the future of shipping.
As the idea of a modern »Mayflower« gained traction, MAS Ltd was formed comprising of MSubs, Promare (a charitable research foundation) and Plymouth University. The company, which has charitable status, formulated the following mission: »To build an autonomous vessel capable of conducting scientific research with the endurance and reliability to operate remotely in all corners of the globe. The vessel is to be powered by renewable energy and where necessary compliant with maritime regulations. The vessel is to have undergone an extensive sea trial period and is ready to participate in the Mayflower 400 Commemorations in 2020.«
All have contributed funds, while MSubs provides the managerial expertise to keep such a technically challenging project on track and the university has committed to providing intellectual horsepower and making the project a focus of undergraduate research. The internationally acclaimed Shuttleworth Design Ltd have been commissioned to design the vessel and Qinetiq are providing technical expertise associated with the challenges of controlling an autonomous vessel.
As the mission states, MAS will be much more than the cornerstone of the UK and US’ Mayflower 400 Celebrations. After her maiden Atlantic crossing, she will circumnavigate the globe, following in the wake of another Plymouth icon, Sir Francis Drake. Thereafter she will be available for charter for scientific research. Her sleek lines house a number of cargo holds capable of remotely deploying Underwater Autonomous Vehicles and other scientific instrumentation. Whether operating remotely, or autonomously, MAS is well suited to persistent scientific data collection untethered by the need to rotate, or replenish a crew. Data will be gathered and transmitted ashore for analysis. Also, amongst her payload will be a number of life-rafts. These, coupled with an unrivalled Situational Awareness capability enhanced with organic drones, will allow the »Mayflower« to not only respond fully to any Search & Rescue effort, but conceivably act as the »on scene« commander.
In summer 2016, phase two of the design of the structure is almost complete and construction of a scale model for wave tank testing is now underway. Once tank testing is complete and any adjustments made, construction of the advanced composite carbon-fiber structure will begin. MAS will be 32m in length and displace approximately 36t. A trimaran was chosen because it will provide the most efficient hull form for low speed motoring. The hull configuration has been developed from a requirement to reduce windage, while keeping the solar array sufficiently high above the water to reduce wave impact. Without the need for accommodation, the centre hull has been kept low to the water and the wings and deck are separated and raised above on struts. This will allow waves to break through the vessel and significantly reduces roll induced by wave impact. The outer hulls are designed to skim the water reducing resistance by 8%.
The two masted soft sail rig will enable a top speed of around 20kn and is designed to work with both or either sails hoisted, giving three sail combinations for varying wind speeds. Based on a wind surfer rig, each sail is controlled by a single sheet and the sails can stow into the deck taking up minimal space. Stowing the sails while motoring reduces windage and eliminates shadows cast over the solar cells on the deck. These photovoltaic (PV) cells will supply the hybrid propulsion system below decks. In the unlikely advent of neither wind nor sun, a small emergency generator, fueled by bio-diesel will maintain power until conditions improve.
In many ways the timing of the project is serendipitous. Building such a vessel ten years ago would not have been viable and in ten years time, vessels such as the »Mayflower« will be the norm. 2020 provides a near perfect launch window and has proved an attractive proposition for many sponsors. Not only will the Mayflower 400 Commemorations generate significant global publicity, but by investing now, it has allowed companies with a future in the autonomous shipping industry to develop, trial and showcase their products on the MAS just as the market is forecast to expand exponentially. Not only is her design eye-catching, her exploitation of renewal energy sources complements the strategic aspirations of many existing and potential sponsors. Given her charitable status, funding is important. However, her status means that as well as conducting scientific research, MAS has tremendous potential in contributing to the education of the next generation of engineers and scientists. Collected data from research will be transmitted back to schools and colleges. Educational roadshows supported with models, VR and the ability to access and operate onboard systems will capture the imagination of thousands of young students.
Obvious such a cutting edge project has its challenges. These add to the sense of excitement and feeling amongst those involved that they are part of a unique project that is truly ground breaking on so many different levels. MAS is pushing the boundaries of hull design and construction, the use of renewable energy as a viable form of propulsion, and of course automation. Although the soft, firm and hardware exists to provide remote and autonomous control of a vessel, it has yet to mature. Just like autonomous cars and drones, the boundaries of what is achievable continue to expand and there is not much data available upon which to conduct analysis. The debate as to whether such vessels can be programmed to respond safely to particularly complex Rule of the Road situations will run for some time to come. The MAS Programme Manager, with a career at sea and the odd minor collision under his belt, is only too aware of the challenges. However, a perusal of the definitive Cockcroft and Lamejer’s »A Guide To The Collision Avoidance Rules« reminds us that most collisions and groundings are caused by human error. Autonomous vessels do not have to be perfect, they just need to be as safe as their manned counterparts.
It is expected that construction of the hull will begin in mid-2017 and final assembly will commence in Plymouth early the following year. Providing the project maintains the success and trajectory it has enjoyed to date, the MAS will begin trials in 2019. These are crucial to the success of the project, not just to understand the capabilities and limitations of the vessel, but to validate the concept of an autonomous vessel at sea. As many mariners will appreciate, an autonomous crossing of an ocean, once clear of the inherent navigational perils of coastal waters is a simple affair. Transiting or more so, crossing a shipping lane, dealing with multiple rule of the road situations and avoiding navigational hazards as one approaches a port will pose a significant challenge. In this scenario the MAS will operate in a remote mode with her master ashore but presented with the same radar, AIS, VHF and visual data as if he or she was embarked. Conceivably once at the port limits, a pilot riding alongside in a pilot vessel or tug may take control for berthing. Transiting a busy Plymouth Sound filled with racing dingies, local fisherman and NATO warships as well as a steady flow of merchant traffic will provide the ultimate proving ground. Once both the Master and local authorities have gained the necessary levels of confidence, MAS will undertake a series of port visits in the lead up to Mayflower 400, culminating in a Dover Straits transit. Ambitious, most certainly but also achievable. The era of autonomous vessels is upon us and someone has to be first, just ask the Wright Brothers.
Author: Paddy Dowsett
Mayflower Autonomous Ship – Project Manager & MSubs
Security Officer
paddy@msubs.com
Paddy Dowsett
