With growing pressures on marine ecosystems and on marine space, an increasingly needed strategy to optimize the use of marine space is to co-locate synergic marine human uses in close spatial–temporal proximity while separating conflicting marine human uses. The ArcMap toolbox SEANERGY is a new, cross-sectoral spatial decision support tool (DST) that enables maritime spatial planners to consider synergies and conflicts between marine uses to support assessments of co-location options. Cross-sectoral approaches are important to reach more
integrative maritime spatial planning (MSP) processes. As this article demonstrates through a Baltic Sea analysis, SEANERGY presents a crosssectoral use catalog for MSP through enabling the tool users to answer important specific questions to spatially and/or numerically
weight potential synergies/conflicts between marine uses. The article discusses to what degree such a cross-sectoral perspective can support integrative MSP processes. While MSP integrative challenges still exist, SEANERGY enables MSP processes to move towards developing shared goals and initiate discussions built on best available knowledge regarding potential use-use synergies and use-use conflicts for whole sea basins at once.
The main objective of this research is to present an improved and more accurate formula to estimate the reflection coefficient (K R ) for rubble mound breakwaters. Physical model tests were performed for this purpose and existing data was also considered. The evaluation of existing prediction formulas for K R based on the Iribarren number (ξ) shows that the scatter in the experimental results increases with increasing ξ. This is caused by the wavelength having greater influence on the reflection than the wave height and thus the use of the wave steepness is inappropriate. The influence of potentially dimensionless parameters on the wave reflection from literature was analyzed. The major dimensionless parameters were found to be the relative water depth (h/L) and the structure front slope angle (α). Hence, a formula to estimate wave reflection for rubble mound breakwaters based on these two parameters is proposed.
The maritime sector is a key asset for the world economy, but its environmental impact represents a major concern. The sector is primarily supplied with Heavy Fuel Oil, which results in high pollutant emissions. The sector has set targets for deacrbonisation, and alternative fuels have been identified as a short-to medium-term option. The paper addresses the complexity related to the activities of the maritime industry, and discusses the possible contribution of alternative fuels. A sector segmentation is proposed to define the consumption of each sub-segment, so to compare it with the current alternative fuel availability at European level. The paper shows that costs and GHG savings are fundamental enablers for the uptake of alternative fuels, but other aspects are also crucial: technical maturity, safety regulation, expertise needed, etc. The demand for alternative fuels has to be supported by an existing, reliable infrastructure, and this is not yet the case for many solutions (i.e. electricity, hydrogen or methanol). Various options are already available for maritime sector, but the future mix of fuels used will depend on technology improvements, availability, costs and the real potential for GHG emissions reduction.
Unmanned and autonomous cargo ships may transform the maritime industry,
but there are issues regarding reliability of machinery which must frst be solved.
This paper examines the efect of voyage length on the reliability of machinery
with redundancy on unmanned ships. The limiting efects of dependent failures on
the improvement of reliability through the use of redundancy is also explored. A
strong relationship between voyage length and probability of independent failures
in systems with redundancy is shown. Increased redundancy can easily counteract
this negative efect of long unmanned voyages on reliability. Dependent failures,
however, are not afected by increased redundancy. The contribution of dependent
failures on the total probability of failure is found to easily exceed the contribution
from independent failures if even a slight proportion of the failures is dependent.
This has serious implications for unmanned ships where the possibility of corrective
maintenance is very limited and the consequences of mechanical failures on, e.g. the
propulsion of the ships can therefore be expected to be more severe than on conventionally manned ships. Redundancy in itself may not be enough to provide the reliability of machinery systems required for unmanned operation and other solutions
must therefore be found.
Within realistic time constraints we successfully trained six occupational health and safety professionals in applying a Design Thinking (DT) approach to solve complex musculoskeletal and psychosocial problems at work. DT may be defined by the double diamond model pointing to a non-linear and user-centred problem-solving process iterating through divergent and convergent phases A key characteristic of DT is the ability to frame a problematic situation in new and interesting ways. The training was done in a full-day workshop followed by a learning-by-doing phase in which they planned and completed design sprint workshops in companies. The professionals went from novices into advanced beginners according to the Dreyfus model of skill acquisition. In the overall question of the usefulness of DT in OHS management, the average rating went from 6 before the training course to 9.5 after. In an evaluation of the DT approach on a 1–5 scale they rated design sprints at 3.8 to be more appropriate to manage complex problems than the methods they normally used. However, more experience seems necessary to adopt the DT mind set of an iterative process, in which they need to decide which tools to use in an emergent, nonlinear and iterative fashion.
Transfer functions are often used together with a wave spectrum for analysis of wave–ship interactions, where one application addresses the prediction of wave-induced motions or other types of global responses. This paper presents a simple and practical method which can be used to tune the transfer function of such responses to facilitate improved prediction capability. The input to the method consists of a measured response, i.e. time series sequences from a given sensor, the 2D wave spectrum characterising the seaway in which the measurements are taken, and an initial estimate of the transfer function for the response in study. The paper presents results obtained using data from an in-service container ship. The 2D wave spectra are taken from the ERA5 database, while the transfer function is computed by a simple closed-form expression. The paper shows that the application of the tuned transfer function leads to predictions which are significantly improved compared to using the transfer function without tuning.
The Danish government has set very ambitious binding targets regarding decarbonization. By 2030, carbon dioxide emissions must be reduced by 70% compared to the 1990 level. This can be achieved primarily through a predominantly renewables-based electricity system and the electrification of energy demand.
Maritime transport is the backbone of international trade. The amount of total international maritime trade in million tonnes loaded was 8408 in 2012 and had increased to 11.076 by 2019, for an average annual increase of 3.12%. In early 2020, the world fleet contained 98.140 ships of 100 gross tonnes and above with 2.06 million dead weight tonnage of capacity. The greenhouse gas (GHG) emissions from shipping activities are not negligible. According to the fourth GHG study commissioned by the International Maritime Organization (IMO), in 2018, global shipping emitted a total of 1056 million tonnes of carbon dioxide (CO2), accounting for around 2.89% of global anthropogenic CO2 emissions. Due to the international nature of shipping, efforts to control CO2 emissions from ships are absent from the Kyoto Protocol and the Paris Agreement. In an attempt to phase out carbon emissions from shipping entirely, the IMO formulated a strategy to cut the total annual GHG emissions from shipping by at least 50% from their 2008 levels by 2050; however, no mandatory rules have been promulgated since the release of this strategy.
Given the insufficient progress made by the IMO, the European Union (EU) decided to take a leading role in promoting the reduction of CO2 emissions from maritime transport. In 2015, the EU issued regulations on the monitoring, reporting, and verification (MRV) of CO2 emissions from ships with a gross tonnage above 5000 arriving at, within, or departing from ports under the jurisdiction of an EU member state, to come into force at the beginning of 2018. It should be noted that, under the MRV regime, even if only one port on a voyage is within the European Economic Area (EEA) and the other is not (e.g., a voyage from Rotterdam directly to Singapore), the ship must still report the total CO2 emissions of the whole voyage, rather than just the emissions of the part of the voyage within EU waters.
The MRV regime has been in operation for over two years, and the CO2 emissions data for the 2018 and 2019 reporting periods have already been published. Based on the data collected, on 16 September 2020, the European Parliament took the bold step of voting for the inclusion of maritime transport in the EU Emissions Trading System (ETS). This is a market-based system that uses economic tools such as a levy on bunker fuels and an emission trading system to provide monetary incentives for polluters to reduce emissions. The European Commission is conducting an impact assessment of the ETS, the results of which are expected in 2021. At this time, it is unclear how the inclusion of shipping into the EU ETS will work. There are two possibilities. The first is that only intra-EU voyages will be included; that is, only voyages from one EEA port to another EEA port will have to pay CO2 emission costs. The second is that both intra-EU voyages and voyages between an EEA port and a non-EEA port will have to pay CO2 emission costs, with the cost of a voyage between an EEA port and a non-EEA port being based on the CO2 emissions over the whole voyage, rather than the part of the voyage within EU waters. As the second possibility also covers the first possibility, we examine the implications of both possibilities but focus more on the second.
Ship air emissions are recognized as one of the key concerns of the maritime industry. Competent authorities have issued various regulations to manage air emissions from ships. Although the authorities are policy makers, the effectiveness of policies is up to the shipping industry who operates the vessels and terminals to fulfill maritime transportation works. Given this characteristic, bi-level optimization model has been widely adopted in studies that optimize policy design or evaluate its effectiveness. The framework of a typical bi-level optimization model for ship emission management problem is given to show the basic structure of similar issues. A series of applications of bi-level optimization model in managing ship emissions is reviewed, including cases of Energy Efficiency Design Index, Emissions Control Area, Market Based Measure, Carbon Intensity Indicator, and Vessel Speed Reduction Incentive Program. We hope this paper can enlighten scholars interested in this area and provide help for them.
This chapter presents the latest development in digital platforms for data sharing in Maritime Informatics as discussed in chapter 1—Responding to humanitarian and global concerns with digitally enabled supply chain visibility. Specifically, we use the TradeLens digital data sharing platform as a case study to illustrate the key actors in containerised global transport and the technical set-up (including the utilisation of a hybrid cloud, permissioned blockchain, and data exchange standards), the benefits and challenges for the individual types of actors, and the overall potential and future challenges of the TradeLens platform.
The potential of data sharing platforms is dependent on the wide adoption of the ecosystem. Today, there is a high interest for the TradeLens ecosystem, and many actors have already adopted the platform, due to the vast variety of benefits it provides to all actors in global trade. Regardless, some actors seem to face internal obstacles to adopting the platform, which are either low or high technical advancement. For these actors, a paradigm shift is necessary to move from a reactive to a proactive scheme enabled by a near real-time supply and logistics data network. Finally, we discuss the challenges of network collaboration.