The topical issues of science and technology. Хрестоматия для студентов-бакалавров направления «Лингвистика»
.pdfconditions, looking after their rights as passengers and examining the quality of public service connections proposed by Member States.
Maritime security
The overall objective of the EU's maritime security policy is to protect the citizens and our economies from the consequences of unlawful intentional acts against shipping and port operations.
The consists in the combination of preventive measures contained in the Regulation on enhancing ship and port facility security, on the one hand, and the Directive on port security on the other hand. This provides a regulatory framework for the protection of the maritime link in the transport logistics chain against the risk of an attack and threats of this type. This framework, which goes beyond international obligations, is designed to ensure the best level of preventive security possible for maritime transport, whilst ensuring that the ability to promote and pursue world trade can continue.
The Commission has been given the obligation by the European Parliament and the Council to monitor the application by Member States of the Maritime Security legislation and to verify the effectiveness of national maritime security measures, procedures and structures. In order to fulfill this task, the Commission adopted a Regulation on procedures for conducting Commission inspections in the field of maritime security.
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The Commission is willing to help address the practical problem of combating piracy and armed robbery. Piracy has always been one of its concerns, and in accordance with recital
(2) of Regulation (EC) No 725/2004: "The security of European Community shipping and of the citizens using it and of the environment in the face of threats of intentional unlawful acts such as acts of terrorism, acts of piracy or similar, should be ensured at all time", the Regulatory Committee for Maritime Security (MARSEC) has dealt with this topic.(3480)
Navigating Towards Cleaner Maritime Shipping
Lessons From the Nordic Region
Roundtable Report,
June 9, 2020
This report analyses future energy-use in the shipping sector of the Nordic region. It centres on pathways that could allow the Nordic shipping sector to meet energy and environmental policy goals, including energy diversification, cutting air pollution and reducing greenhouse gas emissions. It details the feasible technology options currently available, the status of their adoption and government plans aimed at influencing future developments in this sector. Finally, it assesses implications for policymaking for a rapid transition to cleaner maritime shipping.
What we found
Economic development and population growth will continue to drive future demand for maritime trade. However, the transition to non-fossil fuels and the regionalisation of trade patterns will
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likely have a substantial impact. The cost of maritime transport will increase as a result of expected regulations to decarbonise shipping. However, these cost increases will be small in relation to the value of traded goods and the impact on global trade may be marginal.
Trade routes to and from less-developed countries at the end of poorly serviced transport chains may feel significant repercussions, but affected countries could be compensated for some of the adverse effects on trade. Increased ship size and industry consolidation, as well as other developments in liner shipping, have changed maritime trade patterns by reducing the number of calls to secondary ports. However, the trend towards marginalisation of secondary ports may have come to an end, as both industry consolidation and the movement of ever-larger ships seem to have run their course.
China’s Belt and Road Initiative (BRI) will likely have a significant impact on maritime trade flows if fully implemented. The maritime part of the initiative has a stronger potential to impact overall trade than the terrestrial investments, focussed on railway links and pipelines. Investment in the ports connecting China with other parts of the world could cut maritime trade costs, thereby reducing trade costs and increasing imports and exports. Modelling projections suggest that the share of global trade using the Northern Sea Route by the next century will be fairly small, at less than 5%, even in extreme climate change scenarios. Interest in developing relevant infrastructure in the Arctic Seas continues despite uncertainties, however. If a Central Arctic passage became
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feasible, it could trigger a considerable change in the configuration of maritime
What we recommend
Protection of the environment and promotion of efficiency through competition are the underlying objectives of policy towards maritime shipping and trade. The recommendations address policy in each of these areas as well as how strategic planning in the maritime sector should take them into account. Ensure strategic planning for port development accounts for the key drivers of trade Maritime transport activity is driven primarily by growth in GDP and by costs. While climate change mitigation policies and the impact of climate change on sea ice will affect costs, their impact has less potential to affect overall cost than changes in competition and business organisation in the maritime logistics industry.
Government intervention in the port sector, including the
People’s Republic of China’s Belt and Road Initiative, can also have a significant impact on the cost of trade. Each of these factors needs to be given appropriate weight in strategic planning and modelling of maritime trade. Support policy for decarbonisation of maritime transport with carbon pricing Carbon pricing can help to create demand for lowand zerocarbon fuels, which is needed to scale up the production of alternative fuels and renewable energy sources for producing fuels. A carbon price to the order of USD 50-100/ton CO2 would be needed to generate sufficient uptake of alternative fuels or renewable energy sources in the pathway towards decarbonisation of maritime transport. Revenues from a carbon pricing mechanism could be used in part to compensate
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affected countries for adverse trade impacts of decarbonisation of maritime transport, as could support via capacity building and technical assistance to develop green shipping. Prevent aid to maritime shipping from eroding competition in maritime logistics services.
Regulators should consider taking action when carriers – which receive state aid – compete with other parts of the transport chain that do not receive state aid, such as terminal operators and freight forwarders. Government policies that have actually stimulated vertical integration under such conditions, for example allowing tonnage taxes to cover terminal operations, should be reconsidered. Improve maritime logistics via new performance metrics New performance indicators need to be developed for value-added shipping to capture customer expectations in relation to this new trend in the organisation of the sector. Better indicators would improve dialogue between carriers and shippers on how to improve maritime logistics and drive efficiency through changes to the processing of cargos. For example, certain cargoes could be prioritised to ensure they are the first to unload when the ship arrives at its destination. Guarantee open standards when digitalising maritime logistics Open and harmonised standards and interoperability of systems should be adopted to counter the risk of “lock-in” effects that tie customers to carriers because of large switching costs.
Regulators should monitor such inter-operability and open standards, and take appropriate action when needed. Fine-tune maritime transport modelling The modelling of maritime trade flows needs to go beyond simple extrapolation of trends and take into explicit account the implications of the Paris
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Agreement and the measures promoted under the International
Maritime Organization’s (IMO) Initial IMO Strategy. As distributive effects and the potential for economic disruption are key international policy concerns, models to examine maritime transport and climate change policies should also focus on these issues. (6229)
Shipping’s new era is being digitally driven
Mikael Kannelhovi
January, 2020
The maritime industry is undergoing a rapid transformation. From being a rather conservative, tradition-based industry reliant on trusted and proven ways of doing things, it is now quickly adjusting to the possibilities that Artificial Intelligence (AI) and digital technologies can offer. It is an adjustment largely driven by necessity, as economic challenges demand greater efficiencies, and as regulatory restrictions demand better environmental performance. The availability of highly sophisticated solutions capable of significantly reducing operating expenses, the main ingredients of which are fuel and labour costs, is an obvious attraction in driving the transformation. At the same time, being able to enhance existing practices with the management of Big Data through automation and machine learning, an entirely new level of performance can be achieved in terms of efficiency, safety, investments and sustainability. Not least, human error – the cause of most accidents – can be greatly reduced.
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Taking predictive maintenance to a higher plane
Wartsila has taken a leading role in this transformational process. In 2017, the company published its Smart Marine Ecosystem vision that takes a holistic view of the industry to eliminate inefficient practices, such as having ships spend time, burn fuel, and send harmful emissions into the atmosphere due to inadequate operating and performance efficiency. The vision emphasises collaboration between all stakeholders, and the use of digital technology to deliver greater than ever before levels of efficiency, safety, and sustainability. Wartsila’s vision is on the road to becoming reality, and much has been achieved since it was first introduced. One highly relevant example of this progress is the Wartsila Expert Insight product, a service that is fully in line with the industry’s rapid global development towards lowering operational costs while also increasing equipment efficiency. It represents an innovative breakthrough that leverages AI and advanced diagnostics to monitor equipment and systems in real-time. Being able to have insight of a ship’s machinery and systems at all times and to predict maintenance and manage anomalies before they cause an issue will prevent operational disruptions and greatly reduce downtime. Expert Insight takes preventive maintenance to a higher level of both efficiency and reliability, but also allows Wartsila to further screen the lifespan and required maintenance of its products and systems.
Proactive response
With Expert Insight, when anomalous behaviour of a monitored unit is detected, it is flagged to specialists at one of Wartsila’s
Expertise Centres. The behaviour is studied and the customer is
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informed with an appropriate resolution to the issue, thereby allowing a proactive response. The solution’s essential technique is very efficient as selection of important information is mostly automated, based on what the machine learning model has been trained to find. In other words, it can differentiate between expected and actual behaviour of the asset being monitored.
Although as yet AI doesn’t have the capability to interpret the anomalies it discovers, the fact that it can pinpoint an issue allows the Wartsila specialists to quickly determine the cause and recommend actions without having to pour over reams of data. Wartsila Expert Insight promotes closer collaboration between the company’s Expertise Centres and its customers’ technical personnel. This in turn forms the foundation for enhanced asset management decisions, leading to more costeffective operations. The solution is available in combination with a Wartsila Lifecycle Solutions agreement, which goes beyond operations and maintenance to deliver guaranteed levels of performance based on mutually agreed targets. The benefits of AI are self-evident when considering the amount of data and signals being transmitted in the new era of shipping, and the Wartsila Expert Insight innovation is a prime example.
Cyber security integral to asset management
With the information technologies onboard and ships increasingly being networked together, building resilience against unauthorised access, software failures, or attacks on a vessel’s systems has become a top priority. Knowing that the ship’s systems are protected by best possible cyber security
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practices provides the customer with the confidence that they are safe to use, and cyber security is today a naturally integrated element of asset management. Wartsila has recently been awarded Lloyd’s Register’s (LR) system-level cyber certification for its network architecture relating to the company’s integrated main and auxiliary machinery. The LR ShipRight SAFE AL2 certification is with Wartsila’s Data
Collection Unit (WDCU), and it gives Approval-in-Principle for the entire integrated system network, rather than for individual components. The certification is one of the first of its kind to be awarded. It is highly relevant for WDCU, which is used to gather and transfer operational data to the cloud for remote monitoring.
The ShipRight procedure defines an Accessibility Level (AL) for autonomous or remote access to the system, which in this case means cyber access for remote or autonomous monitoring. It takes special account of digitally enabled systems having remote access to onboard data. Mandatory within the Approval is a cyber-security risk assessment of the complete onboard integrated operational system.
Lloyd’s Register defines ‘cyber-enabled’ systems as those systems installed onboard ships that have traditionally been controlled by the ship’s crew, but which nowadays include the capability to be monitored, or monitored and controlled either remotely or autonomously, with or without a crew onboard. The level of cyber risk varies from system to system, and mitigation actions need to be taken appropriately.
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Applying the lessons
While a considerable amount of progress has been made already in establishing a smart maritime sector ready, willing, and able to adopt the very latest technologies to make it efficient and competitive, much still needs to be done. Waste and inefficiency still needs to be dealt with effectively, especially for the existing global fleet. Newbuild ships are far better placed to be future-proofed.
If the lessons learned from the examples of benefits to be derived from new technologies are to be broadly applied throughout the industry, a change of mindset will be needed.
Since collaboration is a central pillar of Wartsila’s Smart
Marine Ecosystem approach, it will mean owners and operators having to share information, even with competitors, and this is a stumbling block that has yet to be overcome. (6767)
“Marine Industry 4.0” (A Supplement to The Naval Architect”)
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