Periodic Reporting for period 1 - AUTOFLEX (AUTOnomous small and FLEXible vessels)
Período documentado: 2024-01-01 hasta 2025-06-30
AUTOFLEX aims to transform freight transport in Europe by leveraging inland waterways as a sustainable alternative to road transport. The project responds to environmental and logistical challenges by developing small, autonomous, zero-emission vessels optimized for energy efficiency and capable of navigating narrow and shallow waterways, focusing on CEMT II. Its core objective is to create a new class of automated and electric vessels integrated into an automated zero-emission transport system. This includes innovations like Stow&Charge hubs for combined cargo and energy handling, mobile distribution centers, and temporary port terminals—all designed to support multimodal transport and urban distribution. To support this AUTOFLEX also develops sustainability and automation-driven business models and provides strategies to accelerate the modal shift from road to waterborne transport, and to electrification of multimodal transport. By improving accessibility and flexibility of inland waterway transport, AUTOFLEX promotes a modal shift from road to water, reducing emissions and congestion. Through simulations and real-world demonstrations, AUTOFLEX will validate its concepts and pave the way for policy recommendations and industry adoption.
The work completed by M18 spans across multiple tasks and work packages:
WP2: Supply and Demand Analysis
Geographical and nautical data were collected, including mapping waterways and infrastructure in the Netherlands and Flanders, focusing on Randstad and Ghent. Transport demand was analyzed using 2022 data from Eurostat and national statistics offices. The study identified potential for modal shift, especially for containerized cargo, and emphasized the need for flexible, frequent services using smaller vessels.
WP3: Infrastructure and System Components
Stow&Charge Concept: A green terminal blueprint was developed for DFDS Ghent, integrating ZES battery systems, solar canopies, and windmills. The concept aligns with ongoing DFDS developments and aims to support electrified logistics.
Temporary Port Terminals - TPT: TPTs are designed to enable transhipment in areas lacking container terminals. Field visits in Duisburg, Copenhagen, and Seville helped identify essential terminal functions: cargo handling, storage, and access control. Conceptual variants were developed.
Mobile Distribution Centers - MDC: Concepts were developed through workshops and expert consultations. Requirements were defined for cargo types, packing methods, and handling mechanisms. Conceptual designs are being evaluated through surveys.
Transport System Architecture: Scenarios were defined to identify high-traffic corridors and underutilized waterways were mapped, and potential customer locations were identified. Barriers to small waterway transport were studied.
WP4: Vessel Design and Technology
Design Impact Analysis: Key changes for reference designs for CEMT I–IV vessels included converting bulk carriers to containerships, replacing diesel engines with electric propulsion, and implementing remote control. CEMT II vessels were found to require the least modification.
Concept Design: Designs were developed ensuring compliance with regulations and operational constraints. Key features include: Electric propulsion with ZESpacks, Autonomous navigation (CCNR Level 3), Compatibility with ISO and pallet-wide containers, Operation in Zone 2 waterways.
CFD simulations validated vessel resistance and maneuverability in various water conditions. Simulations covered deep and shallow water scenarios.
Sensors including SeaSight cameras and LiDAR were installed on the “Sorrento” barge.
Mission Planning: A digital mission planning framework was developed and demonstrated successfully using the Otter X USV in Trondheim. Integration with EuRIS route data is underway.
SeaGuard tool under development, to detect and prioritize anomalies in vessel behavior, whether due to faults or cyberattacks.
WP5: Business Models and Ecosystem
Business Models: A literature review identified the “business ecosystem” framework as key to aligning stakeholders. Coordination among ship owners, operators, tech providers, ports, and regulators is essential to avoid commercial bottlenecks.
Technical Standards: Initial scoping identified the need to define interfaces between remote operations centers and autonomous systems. Participation in ISO SC25 Smart Shipping committee.
WP6: Demonstration and Permits
Permits and Approvals: WP6 was initiated in M18. A draft Concept of Operations (CONOPS) was created, and initial contact with Flemish Waterways and Dutch authorities was established to support full-scale demonstrations.
WP2: Supply and Demand Analysis
Geographical and nautical data were collected, including mapping waterways and infrastructure in the Netherlands and Flanders, focusing on Randstad and Ghent. Transport demand was analyzed using 2022 data from Eurostat and national statistics offices. The study identified potential for modal shift, especially for containerized cargo, and emphasized the need for flexible, frequent services using smaller vessels.
WP3: Infrastructure and System Components
Stow&Charge Concept: A green terminal blueprint was developed for DFDS Ghent, integrating ZES battery systems, solar canopies, and windmills. The concept aligns with ongoing DFDS developments and aims to support electrified logistics.
Temporary Port Terminals - TPT: TPTs are designed to enable transhipment in areas lacking container terminals. Field visits in Duisburg, Copenhagen, and Seville helped identify essential terminal functions: cargo handling, storage, and access control. Conceptual variants were developed.
Mobile Distribution Centers - MDC: Concepts were developed through workshops and expert consultations. Requirements were defined for cargo types, packing methods, and handling mechanisms. Conceptual designs are being evaluated through surveys.
Transport System Architecture: Scenarios were defined to identify high-traffic corridors and underutilized waterways were mapped, and potential customer locations were identified. Barriers to small waterway transport were studied.
WP4: Vessel Design and Technology
Design Impact Analysis: Key changes for reference designs for CEMT I–IV vessels included converting bulk carriers to containerships, replacing diesel engines with electric propulsion, and implementing remote control. CEMT II vessels were found to require the least modification.
Concept Design: Designs were developed ensuring compliance with regulations and operational constraints. Key features include: Electric propulsion with ZESpacks, Autonomous navigation (CCNR Level 3), Compatibility with ISO and pallet-wide containers, Operation in Zone 2 waterways.
CFD simulations validated vessel resistance and maneuverability in various water conditions. Simulations covered deep and shallow water scenarios.
Sensors including SeaSight cameras and LiDAR were installed on the “Sorrento” barge.
Mission Planning: A digital mission planning framework was developed and demonstrated successfully using the Otter X USV in Trondheim. Integration with EuRIS route data is underway.
SeaGuard tool under development, to detect and prioritize anomalies in vessel behavior, whether due to faults or cyberattacks.
WP5: Business Models and Ecosystem
Business Models: A literature review identified the “business ecosystem” framework as key to aligning stakeholders. Coordination among ship owners, operators, tech providers, ports, and regulators is essential to avoid commercial bottlenecks.
Technical Standards: Initial scoping identified the need to define interfaces between remote operations centers and autonomous systems. Participation in ISO SC25 Smart Shipping committee.
WP6: Demonstration and Permits
Permits and Approvals: WP6 was initiated in M18. A draft Concept of Operations (CONOPS) was created, and initial contact with Flemish Waterways and Dutch authorities was established to support full-scale demonstrations.
Deliverable D4.1 describes the automation and electrification impacts on vessel design for inland vessels, focusing on CEMT II, based on existing Oscar Teubert design. To achieve zero-emission propulsion and facilitate automation of ship machinery, conventional diesel engines were replaced by fully electric propulsion with twin propellers, based on modular ZES battery containers and autonomous operation aligned with CCNR Autonomy Level 3. The hull and structure is optimised for shallow-draft navigation and Zone 2 operations. The vessel is compatible with 20-ft ISO and pallet-wide (PW) containers, and with requirements of ES-TRIN, Bureau Veritas, and UNECE Resolution No. 61. The remote-control operation mode without human operators on board enabled adding two TEU slots for containerized battery packs. This facilitates electrification of the drivetrain without compromising the cargo capacity. This demonstrates that the AUTOFLEX concept meets the project’s primary goals: Supporting emission-free transport, enabling uncrewed operation, and integrating seamlessly into existing waterway infrastructure. The concept illustrates how digital design methods and modular energy systems can support automation and emission reduction while complying with operational and legal requirements. The design is scalable and applicable beyond the current use case, supporting EU-wide efforts to modernise and decarbonise inland shipping.
Based on the work with deliverables D2.1 and D2.2 a methodology has been established for considering road traffic intensity to find highly congested roads and which have waterways in the proximity. This is a data-driven methodology, going through a lot of data such as traffic, waterways, infrastructure (quays and terminals), company databases to reveal if there are clusters of companies in areas along the waterways for potential goods flows. These flows can be moved from road to waterways. QGIS for visualisation. Goods flows data has also been used. Road traffic data distuinguishes between cargo (trucks and vans) and passenger (cars) transport. The challenge lies in the NUTS data, which only operates with larger regions, so it is hard to find the flows between smaller areas in the AUTOFLEX use case.
Based on the work with deliverables D2.1 and D2.2 a methodology has been established for considering road traffic intensity to find highly congested roads and which have waterways in the proximity. This is a data-driven methodology, going through a lot of data such as traffic, waterways, infrastructure (quays and terminals), company databases to reveal if there are clusters of companies in areas along the waterways for potential goods flows. These flows can be moved from road to waterways. QGIS for visualisation. Goods flows data has also been used. Road traffic data distuinguishes between cargo (trucks and vans) and passenger (cars) transport. The challenge lies in the NUTS data, which only operates with larger regions, so it is hard to find the flows between smaller areas in the AUTOFLEX use case.