We are part of a government-funded research project aimed at rethinking port assistance using tugs. The project involves autonomous and cooperative modules, with a navigator at the helm and no crew on board. Andree Hessling, the consortium and project manager, provides a more detailed insight into the project.
What is ModularShipAssist2?
ModularShipAssist2 – also known as MoSA2 – is a research and development project funded by the Federal Ministry of Transport as part of the IHATEC 2 funding programme. This is the second time that FAIRPLAY has received funding from the Ministry. The first was under the NaMKü funding programme. Our consortium partners are, in the commercial sector, Voith Hydro from Heidenheim, and in the scientific sector, the University of Rostock and the Technical University of Hamburg, with whom we exchange data throughout the course of the project.
How are we involved?
About three years ago, a contact brought the project to our attention via Philip Alexander Harmstorf and the company Voith. Initially, we joined as an associate partner – providing support, without being deeply involved in the operational side of things. Dr Dirk Jürgens, the consortium leader for the first project phase, MoSA(1), later asked whether we would like to join as a commercial consortium partner with our own project component. Andree Hessling has agreed, in consultation with Philip, partly because this involvement raises our profile as an innovative company within the industry.
What is it all about?
With the increasing digitalisation and automation of shipping, there is a growing need to adapt port infrastructure as well. The focus here is on supporting autonomous and manned vessels through automated assistance systems during complex manoeuvres such as berthing, casting off and turning. As part of the predecessor project, ModularShipAssist, the feasibility of a modular, autonomous and electrically powered assistance system was successfully tested. The main areas of focus were:
- Development of simulation and allocation algorithms
- Development of a control and regulation system for ship assistance
This research project forms part of the long-term aim of implementing an economically viable, flexible and safe assistance system to support ship manoeuvres in ports, either as a complement to manned tugs or in fully autonomous operational scenarios.
One thing is clear: this is not about job cuts. The project supports the optimisation of working hours and rest periods, and helps to address some of the staff shortages in our industry.
How would that work in practice?
The concept envisages a conventionally manned tug with a standard towing connection, supplemented by one or more autonomous, co-operatively operating, fully electric modules with no crew on board. A significantly reduced number of components is intended to contribute to cost-efficiency and economic viability. The units are initially designed primarily for pushing – hence the internal term ‘Puschis’.
A navigator can control several units at the same time. Because the system has a modular design, the thrust can be scaled, for example, to 25, 50, 75 or 100 tonnes, depending on the number of units deployed. As these modules are fully electric, there are no emissions.
The question of port infrastructure remains to be resolved: where do the units recharge between missions, and where are they moored?
Who is responsible for what?
In this phase of the project, the universities are primarily focusing on safety and assistance functions – such as taking complex hydrodynamic interactions into account within the control system – and mission planning – such as determining the number of modules, their docking locations and the forces involved, depending on the type of vessel, manoeuvrability, traffic, wind, tides and currents.
As a commercial partner, VOITH focuses primarily on efficiency and energy management, such as optimising energy consumption, drive systems and module hull design.
FAIRPLAY is the operational partner: one of the tasks we are involved in is addressing business and operational requirements. Here, for example, we carry out simulations of operational and maintenance cycles and life-cycle cost analyses. Furthermore, we identify potential savings, determine suitable areas of application and establish in which areas the system will operate. The Port of Hamburg has been selected as the pilot site, although the system is intended to be deployable in any port worldwide.
Regulatory matters and next steps
The development of a regulatory framework for autonomous driving in the port is another component of the project. This must be clarified in close consultation with the relevant authorities. At the Port of Hamburg, this is already being developed as part of another project by the Hamburg Port Authority (HPA), in close cooperation with the BSH, which may prove helpful in relation to our project.
TÜV Rheinland, as the project sponsor and agent for the BMV, is also supporting us with this project and the funding grants. This phase of the project will run until the end of 2028. Following this, we will have various research and development results at our disposal, enabling us to move on to the next phase – or perhaps even directly into the operational phase.
