Rolls-Royce outlines vision for robotic ships of the future
By David Szondy
March 6, 2014
Running away to sea has been a dream of escape for centuries, but unless you plan to be a tap dancer on a cruise ship, that door may be closing. In a report on the future of cargo shipping, Rolls-Royce Vice President for Innovation, Engineering and Technology, Oskar Levander, outlines a vision for a time not far from now when freighters and other ships are unmanned robots that cruise the oceans under remote control by shore based captains.
Imagine it's 20 years from now and a cargo container ship bigger than anything afloat today approaches the port of Shanghai. Despite its size, it looks surprisingly simple with a hull designed for extreme efficiency. It has Flettner rotors for catching the wind and helping to save fuel, but below the slim equipment mast there's no superstructure. There’s no space for crew’s quarters, and there aren't even lifeboats or guardrails. When the pilot comes aboard to guide the ship into port from the minimalist bridge (if it has one) there’s no one to greet him or offer a cup of tea because the vessel is a robot, without a single person on board.
According to Levander, this scenario may come about because of the economic pressures being put upon the merchant fleets of the world. The Rolls-Royce report works on the assumption that the era of cheap energy is over and that rising fuel costs will require alternatives to the heavy fuel oil that currently powers the world’s shipping. In addition, shipping companies will have to contend with increasing burdensome national and international regulation, especially in regard to greenhouse gases, which will produce major rises in costs.
This will require a great deal of innovation, such as converting ships to burn biofuels, developing more efficient hulls, and installing solar panels or wind propulsion in the form of Flettner rotors and the like to cut down on energy bills. However, the biggest cost to shipping is labor – in fact, industry consultant Moore Stephens LLP put this expense at 44 percent in an interview with the BBC.
This cost isn't just in the form of salaries and pensions. Crews need living quarters, galleys, washing facilities recreation areas, lifeboats, and a lot of other things to keep them safe and comfortable. These cost money to build and maintain, as well as fuel to cart it all around the world. Rolls-Royce’s plan is to take an holistic approach to future ship design aimed at tackling the problem by incorporating new hulls, engines, solar power systems, and partial sails.
In all of this, the most radical is turning merchant ships into robotic craft, where Horatio Hornblower sails his ship all over the world without ever leaving Plymouth. That may not seem like much fun, but it’s a path that marine engineering has been on since the time when some ancient ship's master figured out how to balance his sails, so he wouldn't have to steer so much. Since then, all sorts of automatic steering and navigation mechanisms have been developed until today when it isn't uncommon to read news stories of ships steaming into port of their crews abandoned them prematurely in some disaster.
Even with the largest ship, steering a course is relatively simple and its rare for a helmsman to touch the wheel between ports. What’s really needed is the ability of a ship to pilot itself and keep watch under the guidance of shore operators. Many ships are already equipped with all sorts of cameras that can see at night and through fog, not to mention radar, sonar, GPS and a plethora of other sensors hooked up to high speed satellite data relays. Rolls-Royce foresees a time when these sensors and automatic systems will allow onshore crews to control and monitor ships from land-based centers with little difficulty.
Aside from the more obvious cost advantages, such an arrangement would allow one person ashore to control several ships. Levander sees this as both safer and making it easier to retain skilled crews, saying that it’s better for a ship to be operated by five operators on shore as opposed to 20 wrestling with the ship in a gale in the middle of the North Sea.
However, shiphandling is a complex task and a ship doesn't operate in isolation. Before robot ships can set sail, there are serious safety issues to be answered about collision avoidance and similar concerns. There are also many legal hurdles about responsibility for the ship and compliance with regulations and maritime law, which might see a token crew kept aboard with nothing to do except fulfill salvage law. If these and other objections can be overcome, then the seas may be a safer and more efficient place, albeit a less romantic one.
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