DNV GL’s Steinar Låg, Principal Researcher, discusses the future of remotely operated machinery and the advantages this method provides to the shipowners and the operators. Thus, DNV GL collaborates with Høglund, Fjord1, and the Norwegian Maritime Authority to explore the concept of moving the engine control room from the to a shore-based centre, while ensuring a safety level that is the same or better than today’s conventional operation.
The three partners will launch the ROMAS project, which stands for remote operation of machinery and automation systems and focuses on moving the engine control room (ECR) from the ship to a shore-based engine control centre (ECC). The project commenced in 2017 and will continue to the end of 2019, supported by funding from the Norwegian Research Council.
From the centre, a team of one or more chief engineers can remotely operate the propulsion and auxiliary machinery systems on a whole fleet of vessels. The project will benefit the shipping industry as the responsibilities, monitoring and control facilities will be transmitted to shore.
Kim Gunnar Jensen, project engineer at Fjord1, commented
These vessels will support a safe and efficient transport system, but the digital and connected solutions on board also enable more remote operations with increased shore support for improved safety and efficiency. ROMAS is a research project that provides us with an arena to explore these possibilities and find solutions for a new generation of ferry transport that will benefit all stakeholders.
During the trial, Høglund Marine Automation is responsible for the equipment provided onboard vessels and at the engine control centre onshore.
Didrik Høglund, who is the project manager in ROMAS project noted that the project has verified the basic system functionality, and provides a pattern for the future control systems for remote operation of vessels.
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The partners conducted activities during 2017-2018, which also included identifying business and user requirements, mapping relevant rules, regulations and risk considerations, and performing data analysis.
For the trial, the ECC was established at Fjord1’s office in Molde. The trial aims to gather data and experience that can be used to validate assumptions and give input to rule development in order to ensure safe commercial deployment of the concept in the future. In the trial, Fjord1’s ferries, the Fannefjord participated.
In the first phases of the trial, functionality and procedures related to loss of communication were discussed; Smart glasses using augmented reality (AR) were also tested for remote troubleshooting. The future work will focus on documenting pilot experiences, rule development and dissemination activities.
In addition, the ECC is design to be able to support three ferries with similar design and operational profiles; However, only one ferry will be operated through the pilot phase.
A remote IAS will serve as the hub for monitoring and controlling the machinery and engineering systems. IAS functional enhancements will also be implemented, such as communication system integration and functionality for synchronizing data and transfer commands between ship and shore.
Steinar Låg noted
The long-term plan is to use project learning for future operations and development of new products and services.
