MDDP-Cableship/inception/report.lyx

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\pdf_title "Linear Predictive Speech Synthesizer"
\pdf_author "Andy Pack"
\pdf_subject "EEEM030 Speech & Audio Processing & Recognition"
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\begin_layout Right Footer
Andy Pack
\end_layout

\begin_layout Left Footer
October 2020
\end_layout

\begin_layout Left Header
Sustainable Cable Ship - Group 1
\end_layout

\begin_layout Section
Vessel Technical Study
\end_layout

\begin_layout Subsection
Electrical Propulsion
\end_layout

\begin_layout Standard
The design of the vessel propulsion system is a critical factor in the final
 design for the project.
 The propulsion will have a significant influence on other factors of the
 design as well as being one of the main opportunities to reduce the operational
 carbon footprint.
 Working from the brief, the design of the propulsion system will be particularl
y focusing on two specifications, that of net-zero carbon operations and
 having a modular design facilitating a possible retrofit in the future.
\end_layout

\begin_layout Standard
Investigations were made into fully renewable electricity generation for
 the purpose of propulsion without chemical fuels.
 The main form of renewable electricity to have maritime applications would
 be solar, methods such as hydroelectric generators and wind turbines would
 drastically affect the aero and hydrodynamics of the craft and fail to
 produce more power than being lost via this drag.
\end_layout

\begin_layout Subsubsection
Solar
\end_layout

\begin_layout Standard
Solar-powered ships have been commercially available for around 30 years
 however they are not of the same form factor as that being pursued here,
 tending towards smaller ferries and river or canal settings as opposed
 to sea-faring industrial vessels.
 Currently, the largest completely solar-powered ship is the Swiss 
\noun on
Tûranor PlanetSolar
\noun default
, the first solar electric ship to circumnavigate the globe
\begin_inset CommandInset ref
LatexCommand ref
reference "fig:The-Tûranor-PlanetSolar"
plural "false"
caps "false"
noprefix "false"

\end_inset

.
 Standing at 30m long, the vessel is less than half the length of typical
 cable ships, it is not an industrial craft and was instead designed as
 a luxury yacht, see figure 
\begin_inset CommandInset ref
LatexCommand ref
reference "fig:The-Tûranor-PlanetSolar"
plural "false"
caps "false"
noprefix "false"

\end_inset

.
 The deck of the vessel is also almost entirely covered in solar cells,
 an impractical design point for an industrial ship.
\end_layout

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\begin_layout Plain Layout
The 
\noun on
Tûranor PlanetSolar
\noun default
, 
\begin_inset CommandInset citation
LatexCommand cite
key "planetsolar"
literal "false"

\end_inset


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name "fig:The-Tûranor-PlanetSolar"

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\end_layout

\end_inset


\end_layout

\begin_layout Standard
In order to evaluate the efficacy of a solar-powered propulsion system,
 estimations were made using the average deck area and propulsion power
 requirements of the existing fleet of cable laying and maintenance vehicles.
 A range of solar panels were included in an effort to find the highest
 energy density possible.
\end_layout

\begin_layout Standard
Even with the generous and somewhat unrealistic assumptions that the panels
 could produce their maximum rated power for 8 hours a day with 50% coverage
 of the deck, only 1% of the required operating power could be provided
 by the solar array, see appendix 
\begin_inset CommandInset ref
LatexCommand ref
reference "sec:Solar-Power-Estimations"
plural "false"
caps "false"
noprefix "false"

\end_inset

.
 This would also require that the the vessel only be mobile during the day,
 a highly impractical restriction for a vessel.
 Ultimately, a fully solar-powered industrial ship of the scale being pursued
 in this project does not appear to currently be viable, despite solar being
 one of the most promising renewable electric solution for such an application
 in the future.
\end_layout

\begin_layout Subsection
Modular Propulsion
\end_layout

\begin_layout Standard
Some of the power generation methods being discussed are not currently viable
 for the scale of vessel and endurance required.
 Many are close to being viable and will soon allow net-zero carbon operations
 with the feasibility of current fossil fuel solutions.
 With this and the design principle of modulation in mind, one method to
 allow retrofitting more advanced power generation in the future would be
 to abstract the power generation away from it's application in vessel propulsio
n.
 
\end_layout

\begin_layout Standard
In doing so, the propulsion system could be divided into two areas of concern,
 power generation and drive.
\end_layout

\begin_layout Subsubsection
Generation
\end_layout

\begin_layout Standard
The generation stage of propulsion would comprise methods of generating
 electricity for the drive stage.
 This would include the power generated by chemical fuels as described in
 section NICK-PROPULSION and any renewable energy contributing to the propulsion
 of the vessel.
 Those systems not directly producing electrical power would include methods
 to transfer it, an alternator can be used to convert mechanical energy
 from a combustion engine to electrical energy in the form of AC current.
\end_layout

\begin_layout Subsubsection
Drive
\end_layout

\begin_layout Standard
The drive section would include methods to store the produced energy and
 the final thrust mechanisms, whether that be water jets, propellors or
 an alternative.
 Although, in theory, the generation stage could be directly connected to
 the thrust methods, the inclusion of energy storage provides a buffer to
 smooth power draw spikes.
 This would reduce the need to increase the power being generated to serve
 periods of high power draw.
 If used, this would allow combustion engines to run in their most efficient
 states, partially decoupled from the power draw.
\end_layout

\begin_layout Subsection
Onboard Operating Systems
\end_layout

\begin_layout Standard
To operate effectively at sea, the ship requires a number of systems to
 aid in navigation and control.
 Many of these are standard for marine operations, the scope of systems
 being used must be considered in order to estimate power usage.
 Should a hybrid-electric propulsion including batteries be considered,
 designs could include powering the onboard systems from this battery set
 or from a separate array.
 Additionally, final designs could generate power for these systems using
 onboard renewable energy such as solar power or from the generation stage
 of the propulsion system, the use of renewables would be favoured in order
 to contribute to the goal of net-zero carbon operations.
 This would likely be more achievable than fully renewable electric propulsion
 as the power draw could be orders of magnitude less than the average 9
 MW being used by current cable ship propulsion (appendix 
\begin_inset CommandInset ref
LatexCommand ref
reference "sec:Solar-Power-Estimations"
plural "false"
caps "false"
noprefix "false"

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).
\end_layout

\begin_layout Subsubsection
Navigation
\end_layout

\begin_layout Standard
The use of a maritime radar system is critical for safety when maneuvering
 at-sea and close to shore.
 By measuring the reflections of emitted microwave beams, possible collisions
 both static and mobile including other ships and land obstacles can be
 identified and avoided, 
\begin_inset CommandInset citation
LatexCommand cite
key "Radar"
literal "false"

\end_inset

.
 This allows safe movement even without any visibility.
\end_layout

\begin_layout Standard
A sonar system is also standard for maritime operations.
 While radar provides mapping of obstacles at the surface, sonar typically
 maps below the water.
 In its simplest form this provides depth information, more advanced systems
 can provide more extensive mapping of the surroundings, 
\begin_inset CommandInset citation
LatexCommand cite
key "sonar-slam"
literal "false"

\end_inset

.
\end_layout

\begin_layout Standard
Finally, a satellite navigation system such as GPS or Galileo will provide
 global mapping when navigating throughout the mission life-cycle.
\end_layout

\begin_layout Standard
These systems will serve as inputs to the higher-level navigation systems
 including autonomous control and dynamic positioning.
 Originally designed merely to hold a course, autonomous piloting systems
 are now capable of performing SLAM (Simultaneous localisation and mapping)
 to construct an intelligent and dynamic course that will reroute around
 objects, be they other ships or land masses, 
\begin_inset CommandInset citation
LatexCommand cite
key "sonar-slam,maritime-autonomy.vs.autpilot,unmanned-slam"
literal "false"

\end_inset

.
\end_layout

\begin_layout Standard
Dynamic positioning (DP) is in many ways similar to the more intelligent
 autonomous systems described above.
 Originally used for offshore drilling operations, dynamic positioning systems
 are responsible for keeping a ship static by using the propulsion systems
 to counteract the moving ocean and incident wind force, 
\begin_inset CommandInset citation
LatexCommand cite
key "dyn-pos"
literal "false"

\end_inset

.
 Advanced systems provide reliability and redundancy likely beyond the requireme
nts of this project, the DNV GL standard class 3 requires stability even
 during a complete burn fire subdivision or flooded watertight compartments
\begin_inset CommandInset citation
LatexCommand cite
key "dnv-dp,offshore-dp"
literal "false"

\end_inset

.
 A suitable DP system for the cable repair operations taking into account
 it's capabilities and cost will be important during the design.
\end_layout

\begin_layout Subsubsection
Communications
\end_layout

\begin_layout Standard
The ship will be fitted with a VHF (Very high frequency) radio system, standard
 for maritime ship-to-ship, ship-to-shore and possibly ship-to-air communication
s, 
\begin_inset CommandInset citation
LatexCommand cite
key "icom-radio"
literal "false"

\end_inset

.
 The UK Maritime & Coastguard agency requires a radio along with a license
 both for the ship and operator (
\begin_inset CommandInset citation
LatexCommand cite
key "yachtcom-requirements"
literal "false"

\end_inset

).
 The radio has a range dependent on the height of the antenna, for an elevation
 of 100m the radio should have a range of roughly 50 kilometers (
\begin_inset CommandInset citation
LatexCommand cite
key "yachtcom-vhf"
literal "false"

\end_inset

) which would not typically be useful for ship-to-mission control communications
, this use case would need to be provided by an internet connection.
\end_layout

\begin_layout Standard
Supplementing the collision avoidance provided by the radar system, the
 use of a VHF radio with AIS (Automatic identification system) capabilities
 provide additional information to passing ships and vessel traffic services
 (VTS).
 Ships broadcast messages including unique identifiers, status (moving,
 anchored), speed and bearing among others, 
\begin_inset CommandInset citation
LatexCommand cite
key "marininsight-ais"
literal "false"

\end_inset

.
 Advanced systems can also relay information from other ships, creating
 a mesh network.
 This information is also used by the autonomous piloting system, allowing
 coordination of vessel headings with the headings of surrounding vessels.
\end_layout

\begin_layout Standard
The ship should have multiple gateways to the wider internet.
 While berthed, the ship should be able to directly connect to the main
 depot, whether physically with an Ethernet cable alongside shore-power
 or via a high-strength wireless connection.
\end_layout

\begin_layout Standard
While at sea, the ship should be connected to the internet via a satellite
 connection.
 Satellite connectivity presents limited speed at a high price however it
 is one of the only methods to ensure consistent connectivity throughout
 the ship's operating range.
 Although there are many different provider options, state of the art speeds
 can read 50/5 Mbps
\begin_inset CommandInset citation
LatexCommand cite
key "digisat"
literal "false"

\end_inset

.
 With these speeds, specific QoS and flow controls could be used to prioritise
 mission critical traffic over user activity.
\end_layout

\begin_layout Subsubsection
Auxiliary
\end_layout

\begin_layout Standard
Other, more boilerplate, systems should also be included.
 This would include onboard lighting, both internal and external and an
 audio system for tannoy broadcasts.
\end_layout

\begin_layout Subsection
Mission Operations
\end_layout

\begin_layout Standard
Faults in sub-sea cables or their signal repeaters are generally repaired
 by raising the length of affected cable up to the stern of ship, splicing
 in a new section of cable or repairing/replacing the repeater and then
 re-situating the cable on the seabed, 
\begin_inset CommandInset citation
LatexCommand cite
key "deccan-repair,subcom-anim"
literal "false"

\end_inset

.
\end_layout

\begin_layout Standard
This project is not focused on the specific act of repair as this is the
 responsibility of specialist crew members, instead the focus is on the
 process of slicing and raising the cable to the vessel.
 There are generally two methods for completing this slicing/raising process,
 using grapnels or a remotely operated underwater vehicle (ROV).
\end_layout

\begin_layout Subsubsection
Grapnels
\end_layout

\begin_layout Standard
Grapnels are tools attached to an anchor chain that trail the stern of the
 ship along the seabed.
 The aforementioned slicing and gripping for retrieval is completed by two
 different grapnels and requires repeated motions of the vessel perpendicular
 to the cable in order to intersect it, 
\begin_inset CommandInset citation
LatexCommand cite
key "subcom-anim"
literal "false"

\end_inset

.
\end_layout

\begin_layout Standard
The disadvantage of this method is the need for repeated motions of the
 vessel and the lack of fine control over the grapnels.
\end_layout

\begin_layout Subsubsection
ROV
\end_layout

\begin_layout Standard
ROVs are submersible robotic devices used to complete remote work at sea.
 The wide range of applications have led to many form factors of vehicle
 from 
\emph on
micro
\emph default
 and 
\emph on
observation
\emph default
 ROVs for inspection and data collection in shallow water to larger 
\emph on
work
\emph default
 class vehicles responsible for deep water operations such oil drilling
 or cable laying.
 The use of a remote-controllable device allows the ship to remain static
 as the ROV can complete both cutting and gripping motions in-place.
\end_layout

\begin_layout Standard
This reduces the movement required by the vessel and allows finer control
 over the manual grapnel method.
 This, along with the ability to see what is happening at the actuators
 using onboard cameras would likely make these operations faster and more
 accurate.
\end_layout

\begin_layout Standard
A disadvantage to using an ROV is the depth to which it is rated.
 ROVs have a maximum operating depth due to the increasing pressure of the
 sea, the 
\noun on
ROV Subastian
\noun default
 has a maximum working depth of 4,500m for example.
 Once an operating range is defined for the ship, much of this could include
 areas of sea floor that require a heavier duty ROV, see figure 
\begin_inset CommandInset ref
LatexCommand ref
reference "fig:Sea-depth"
plural "false"
caps "false"
noprefix "false"

\end_inset

.
 As such, a balance must be found between an ROV that will be useful throughout
 a suitable operating area without being over-engineered, possible incurring
 higher initial and maintenance costs.
\end_layout

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\end_layout

\begin_layout Plain Layout
\begin_inset Caption Standard

\begin_layout Plain Layout
The depth of the sea floor surrounding western Europe, darker regions indicate
 deeper waters
\begin_inset CommandInset label
LatexCommand label
name "fig:Sea-depth"

\end_inset


\end_layout

\end_inset


\end_layout

\end_inset


\end_layout

\begin_layout Standard
One method to achieve this balance would be to have the capability to conduct
 operations with both traditional grapnels and an ROV, this would allow
 grapnels to be used outside of the ROVs operating range.
 From a redundancy point of view it would also be advantageous to have grapnels
 onboard in case of a ROV fault.
\end_layout

\begin_layout Section
Depot Technical Structure
\end_layout

\begin_layout Subsection
Interaction with Ship
\end_layout

\begin_layout Subsubsection
Network Connection
\end_layout

\begin_layout Standard
\begin_inset Note Comment
status open

\begin_layout Plain Layout
In designing a distributed cable repair environment across a depot and ship
 where digitalisation is a key design parameter, a secure and flexible network
 layout is critical.
\end_layout

\begin_layout Plain Layout
The final environment will likely consist of between 2 and 3 networked sites
 depending on the physical layout of the depot, some of these sites should
 have bi-directional communications with the others.
 One of the critical design parameters will be security, both internal and
 external.
 External security includes protecting the network from outside actors with
 a firewall, access can be controlled with a virtual private network (VPN).
 Internally, security can be controlled using virtual LANs or VLANS.
 VLANs allow logical grouping of connected devices in order to specify rules
 defining who else on the network can be communicated with.
\end_layout

\begin_layout Plain Layout
The structure of the network designed for the separate leisure facilities
 will depend upon it's location compared to the main depot.
 If the leisure facilities are directly co-located with the main depot then
 one large network could be constructed across both of the buildings.
 This could be done physically or with a wireless connection however a wired
 connection would be preferred for speed and stability.
\end_layout

\end_inset


\end_layout

\begin_layout Section
Digitalisation
\end_layout

\begin_layout Standard
The concept of digitalisation has a somewhat broad definition, sometimes
 dependent on the domain and context in which it is used.
 For the purposes of this project, the following adequately describes the
 goal being pursued,
\end_layout

\begin_layout Quote

\emph on
The use of digital technologies to change a business model and provide new
 revenue and value-producing opportunities; it is the process of moving
 to a digital business.

\emph default
 
\begin_inset CommandInset citation
LatexCommand cite
key "gartner-digitalization"
literal "false"

\end_inset


\end_layout

\begin_layout Standard
The most relevant areas within which to explore the process of digitalisation
 are the ship and mission operations, approaching what could colloquially
 be deemed a 
\emph on
Smart Ship
\emph default
.
\end_layout

\begin_layout Standard
Autonomous piloting and dynamic positioning are computationally expensive
 and will likely require server computation capabilities on the ship.
 Through the use of virtualisation, this hardware could be used both for
 these applications, network services and additional computation.
\end_layout

\begin_layout Standard
Combining bi-directional communication between ship and depot with local
 computation, mission coordination could be made more efficient.
 Simple implementations could include live mission details being passed
 from depot-to-ship such as fault locations and equipment requirements and
 live, 
\emph on
heartbeat
\emph default
-like data being passed back to the depot such as location, speed, battery
 and fuel levels.
\end_layout

\begin_layout Standard
One of the main limitations would likely be the limited internet speed and
 latency of a satellite connection.
 It will be critical to ensure that, where possible, calculations with results
 relevant to the ship are computed locally in order to reduce the required
 bandwidth of the limited connection.
\end_layout

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\end_inset


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LatexCommand label
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LatexCommand bibtex
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bibfiles "references"
options "bibtotoc"

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\end_layout

\begin_layout Standard
\begin_inset Newpage pagebreak
\end_inset


\end_layout

\begin_layout Section
\start_of_appendix
Solar Power Estimations
\begin_inset CommandInset label
LatexCommand label
name "sec:Solar-Power-Estimations"

\end_inset


\end_layout

\begin_layout Standard
From the fleet of current cable laying and repair ships the following average
 measurements were taken,
\end_layout

\begin_layout Standard
\noindent
\align center
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<lyxtabular version="3" rows="3" columns="2">
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<column alignment="center" valignment="top">
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\begin_inset Text

\begin_layout Plain Layout
Average Width
\end_layout

\end_inset
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\begin_layout Plain Layout
116.5 m
\end_layout

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\begin_inset Text

\begin_layout Plain Layout
Average Length
\end_layout

\end_inset
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\begin_inset Text

\begin_layout Plain Layout
20.53 m
\end_layout

\end_inset
</cell>
</row>
<row>
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\begin_inset Text

\begin_layout Plain Layout
Average Sum Propulsion Power
\end_layout

\end_inset
</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" rightline="true" usebox="none">
\begin_inset Text

\begin_layout Plain Layout
9,111.84 kW
\end_layout

\end_inset
</cell>
</row>
</lyxtabular>

\end_inset


\end_layout

\begin_layout Standard
A deck area was calculated using the rectangle formed by this average width
 and length, 2391.75 
\begin_inset Formula $m^{2}$
\end_inset

, this is an over-estimation as boat footprints are not rectangular.
 50% of this deck was used to estimate power generation, 2391.75 
\begin_inset Formula $m^{2}$
\end_inset

, while likely not feasible on typical industrial boat designs a theoretical
 pure solar-powered vessel would require high coverage.
\end_layout

\begin_layout Standard
For estimation purposes, the power generation profile of the investigated
 solar panels was that of max power output for 8 hours a day.
 This is far from the actual profile but will provide reasonable numbers
 for these purposes, it will be an overestimation of the potential power
 output.
\end_layout

\begin_layout Standard
Finally the vessel is assumed to be operate continuously at 75% of max power
 draw, this in order to average the periods with which the vessel is stationary
 and when it is operating at full power.
\end_layout

\begin_layout Standard
Using these premises, the percentage of required power being generated by
 the panels can be roughly estimated by the following equation,
\end_layout

\begin_layout Standard
\begin_inset Formula 
\[
P_{\%}=\frac{A_{deck}\bullet50\%}{A_{panel}}\bullet\frac{P_{max\:panel}\bullet33\%}{P_{max\:vessel}\bullet70\%}
\]

\end_inset


\end_layout

\begin_layout Standard
Using this, the following panels provided the following percentage of required
 power using the rated dimensions and 
\begin_inset Formula $P_{max}$
\end_inset

 from their respective datasheets,
\end_layout

\begin_layout Standard
\noindent
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Make
\end_layout

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Model
\end_layout

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\begin_layout Plain Layout
Required Power %
\end_layout

\end_inset
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<row>
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CMPower
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CMP24110SR
\end_layout

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1.15
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CMPower
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CMP24175SR
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1.24
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Panasonic
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VBHN340SJ53
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1.27
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Sunpower Maxeon 5
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SPR-MAX5-450-COM
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1.41
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</lyxtabular>

\end_inset


\end_layout

\begin_layout Section
Nuclear Extract
\end_layout

\begin_layout Standard
\begin_inset Note Comment
status open

\begin_layout Plain Layout
Nuclear energy is a proven technology for vessels of this size however there
 are many caveats that effectively discount it from applications in this
 project.
 Despite effectively producing zero emissions, the required infrastructure,
 specialists, liability, and safety requirements are far beyond the scope
 of this project, insuring the vessel would also be a significant obstacle.
 For these and other reasons, nuclear marine propulsion is still mostly
 limited to military vessels.
\end_layout

\end_inset


\end_layout

\end_body
\end_document