All objectives were progressed in P2 and the core technology pipeline was integrated. This consists of weather and sea-ice data provided by MET that is processed and distributed by UoS. This is then used by CHALMERS and GreenSteam to support voyage planning and optimisation. These components were largely designed in P1 and then instantiated, evaluated and demonstrated in P2.
The focus in P2 was to develop these software tools to support the requirements coming from three scenarios identified by the project. These were two accident scenarios and one operational scenario. These were fully modelled by AHO and evaluated as the Safe Arctic Bridge by AHO and CHALMERS. The simulations were used to identify problem areas and to gather data about the simulations and responses to them from end users. AHO and ULSTEIN also demonstrated a real time connection between AR applications running on a Hololens headset and an offshore vessel running monitoring systems developed by ULSTEIN.
A CEN workshop agreement (CWA) on the bunkering of methanol was conceived, negotiated and published by CEN in P2. This involved agreement between a large set of EU stakeholders involved in methanol production, distribution and usage in various maritime sectors. The CWA is a first step towards standardisation in this area. An associated report on the use of low flash-point fuels was generated by NMCI with major input from the classification society LR.
A new risk-based design (RBD) framework to ensure that vessel design is connected to the hazards of ship operation in the Arctic was completed in P2 by AALTO. A key component was to assess ice-loading on a hull in new ways and to probabilistically assess the chance of vessels being stuck in ice. The new framework was used by AALTO to a new vessel design with AKER and showed that significant cost savings in materials used could be achieved without compromising safety. AKER also built new ship models to validate the voyage planning tool built by CHALMERS.
UCL developed new types of anti-icing technology of three types; biomimetic coatings, passive de-icing and anti-icing coatings; and low-power passive or active electrothermal coatings. New solutions were evaluated in simulated field trials in the AALTO ice-tank leading to a novel testing protocol for anti-icing components that could serve as a basis for future regulations.
Work progressed satisfactorily on all work packages throughout the project duration although the effect of COVID-19 necessitated a project extension due to the disruption caused to some dissemination, evaluation and demonstration activities.
The strongest exploitation channels are the commercial use of the voyage/route optimiser developed by GreenSteam; the wide industry engagement with the Safe Arctic Bridge prototypes and design standards developed by AHO, LR; the input into maritime regulations from the methanol bunkering agreement (STENA, BMT, LR, NMCI), risk-based design (AALTO, AKER) and anti-icing workstreams (UCL); the improved sea ice forecasting products (MET); and the vessel monitoring and data-sharing infrastructure built by ULSTEIN. Contacts with the various stakeholders occurred throughout P2, especially via our external advisors; the new industry network established around the CEN CWA on methanol; and via exposure at various conferences. SEDNAs Safe Artic Bridge concept will be presented to IMO sub-committee on Human Element, Training and certification of Watchkeepers on Feb 18th 2021.
