This report includes a broad description of the findings from work package 2 in the EFFORT project and is made as the fulfillment of delivery L2.1 in the project. First an overall description of the Port of Hirtshals together with its infrastructure is given in chapter 1 together with some background aspect for the development of the Port of Hirtshals. In this chapter also the 5 companies who had shown their interest in participation in the project are described in more detail. Based on this as outcome of task 2.1 and described in chapter 2 an overall system architecture is set up for the existing industries at the Port of Hirtshals and next for the future expansion of the port. Based on the overall system architecture an adaptation of the system to the EU SGAM model is performed and explained. Then the overall set up of the data hub is briefly introduced, to see how it is related to the overall energy system set up. The final part documented for task 2.1 is two examples of sequence diagrams for first the processes in Forskerparken and next one which is valid for both the Fish Terminal, Lineage as well as Danish Salmon, since many of their electrical consuming processes here in an overall manner look the same.
In chapter 3 the base scenarios for the existing industries at Port of Hirtshals are set up. This is done based on information and wishes from the industries and the local Distribution System Operator (DSO), which is gained partly by bilateral discussions as well as on a workshop held with all the involved industries present at the same time. The scenarios will be described according to the IEC standard 62559-2, to ensure better utilization of the ideas in other projects, by applying a standard template known in this area.
Finally, in chapter 4 scenarios for the future expected extension of industries and activities at the Port of Hirtshals are set up. This is based on inputs from GPN, HH, NEN as well as Hjørring Municipality, Hirtshals Fjernvarme and from inputs from workshops with the existing industries at the port. Also here the IEC 62559-2 standard will be applied when describing the use cases.
The scenarios set up will later be used for the further development of the data hub, which is to be set up in the project, as well as for the model set up and control perspectives in the later WPs.
Maritime transport carries around 80% of the world’s trade. It is key to the economic development of many countries, it is a source of income in many countries, and it is considered as a safe and environment friendly mode of transport. Given its undisputed importance, a question is what does the future hold for maritime transport. This chapter is an attempt to answer this question by mainly addressing the drive to decarbonize shipping, along with related challenges as regards alternative low carbon or zero carbon marine fuels. The important role of maritime policy making as a main driver for change is also discussed. Specifically, if maritime transport is to drastically change so as to meet carbon emissions reduction targets, the chapter argues, among other things, that a substantial bunker levy would be the best (or maybe the only) way to induce technological changes in the long run and logistical measures (such as slow steaming) in the short run. In the
long run this would lead to changes in the global fleet towards vessels and technologies that are more energy efficient, more economically viable and less dependent on fossil fuels than those today. In that sense, it would have the potential to drastically alter the face of maritime transport in the future. However, as things stand, and mainly for political reasons, the chapter also argues that the adoption of such a measure is considered as rather unlikely.
This chapter examines the development of the law of the sea at the time of the League of Nations with specific focus on the entitlement to the oceans and the use of the oceans. This chapter first addresses the entitlement to and jurisdiction over marine spaces by examining the issue of the territorial sea, the contiguous zone, bays and islands. The chapter then examines the issue of the use of the oceans, focusing on the regulation of fishing and navigational rights in straits. Finally, the chapter will conclude that the era of the League of Nations can be thought to be one in which the traditional paradigm of the law of the sea was being formulated. However, the paradigm was qualified by the absence of an agreement with regard to the breadth of the territorial sea and rules regarding the delimitation of the territorial sea. In this sense, the paradigm in that period remained incomplete. Furthermore, the time was not ripe to establish a global legal framework for the conservation of marine living resources. Overall the law of the sea at the time was characterised by the reconciliation of competing interests of individual states.
The Gulf of Guinea (GoG) region is a vast maritime area off West and Central Africa, and an area of interest to numerous external actors for a range of different reasons including historical relations, trade, oil and fishery. This maritime space is characterised not only by legitimate actors’ presence at sea but also by various types of maritime criminality, with piracy currently being high on the agenda of external actors. Indeed, in 2020, 95% of all maritime kidnappings globally happened in the GoG. Through the application of a specific theoretical lens, namely the politics of piracy numbers, this chapter offers a regional case study of piracy in the GoG. Through this lens, the chapter for example explores how, though being the most counted type of maritime insecurity, piracy is only one aspect of a much broader complex of maritime insecurities. Attending also to the politics of missing numbers, the chapter also explores how far less attention is devoted to counting various onshore dimension of GoG-piracy.
The 1982 United Nations Convention on the Law of the Sea (UNCLOS) has for four decades been considered by many to be one of the most important legislative achievements of international law. It is revered as a “constitution of the oceans”, providing the legal framework for the governance of the oceans. This volume explores how the UNCLOS is functioning in various complex settings, how it adapts to new, emerging developments, as well as how it interacts with other regulations, both within the law of the sea regime and outside. Engaging in themes such as law and order at sea, UNCLOS' interaction with human rights and the role of private actors, the book raises complex questions in the application, understanding, and enforcement of the convention and how it can be envisaged, interpreted, and used in a dynamic world. The volume also raises methodological questions, the answers to which may enhance the predictability and coherence of the law under UNCLOS and thus secure its role as the predominant and relevant system for legal governance at sea for many decades to come. As a contribution to ensuring the future relevance of UNCLOS, the book will be a valuable resource for scholars, diplomats, judges and other practitioners who are working with and interpreting the law of the sea and related issues of maritime law, migration law, human rights law and humanitarian law.
Once known as an example of state collapse, Somali territories today see a number of competing public administrations, which, as this book argues, depend on a dynamic trade sector for revenues. Riffing on Tilly’s idea that ‘war makes states,’ the authors argue instead that ‘trade makes states,’ that the facilitation and capture of commodity flows have been instrumental in making and unmaking state-projects across the Somali territories. The volume draws on multi-sited research of everyday economic life along trade corridors in Somali East Africa, including parts of Kenya and Ethiopia. It examines how government officials, informal traders, militias, local businessmen, international investors, and donors feed into systems of regulatory control in ports, at marketplaces, and along transport corridors. Contributions to the volume draw attention to the ingenuities of transnational Somali trade and the ‘politics of circulation,’ providing important insights into contemporary state formation on the margins of global supply chain capitalism.
The capacity to act as a port state in international law is best described by the specific powers exercised over foreign ships, namely inspection, detention, expulsion or request of any type of information prior to the entry into the port. Many of these powers are explicitly attributed to the state in multilateral instruments, whereby the flag state consents to having its ships subject to the jurisdiction of the port state. Notwithstanding the consensus around the complementary nature of port state jurisdiction with respect to certain obligations of the flag state, the port state is not limited to fulfilling a secondary role. This is especially visible in the prevention, reduction and control of ship-source pollution, where some port states have not hesitated in acting regardless of an expressed consent by the flag state to the rule or standard being applied with the support of port powers. Not only do port states use more stringent enforcement powers to ensure that international treaties are effective, but they also prescribe novel rules and standards upon any foreign ship that approaches the port, often as a means of breaking an international negotiation deadlock. This study discusses the international legal basis for such unilateral jurisdiction by analyzing the principles of state jurisdiction under the dichotomy parochial/cosmopolitan. By interpreting the stated and implicit purposes of port state actions under that dichotomy, this study proposes that states are finding a legal ground to act based on certain legal functions they fulfill in the international legal order. This argument puts into perspective the assumed self-sufficiency of territoriality and shows how unilateralism may also serve to seek to set universally applicable norms.
Physical wave basin tests with a focus on uncertainty estimation have been conducted on a sphere subjected to wave loads at Aalborg University as part of the effort of the OES Wave Energy Converters Modeling Verification and Validation (formerly, OES Task 10) working group to increase credibility of numerical modeling of WECs. The tests are referred to as the Kramer Sphere Cases, and the present note is dealing with wave excitation force tests on a fixed model. The present note is including details to facilitate CFD models which replicate the physical setup in detail.
Physical wave basin tests with a focus on uncertainty estimation have been conducted on a fixed sphere subjected to wave loads at Aalborg University as part of the effort of the OES Wave Energy Converters Modeling Verification and Validation (formerly, OES Task 10) working group to increase credibility of numerical modeling of WECs.
The present note defines an idealized test case formulated to accurately represent the physical tests in a simple way. The test case consists of a fixed, rigid sphere half submerged in water subjected to regular waves of three different levels of linearity. The objective of the present note is to allow for numerical tests of the idealized test case.