Denmark has set ambitious targets, to reduce emission with 70% by 2030 and become independent of fossil fuels by 2050. To achieve those targets, Denmark is planning to accelerate the de-carbonization of the power system, by replacing fossil fuel generation plants with renewable energy sources (RES). Offshore wind power will form the backbone of power generation in a decarbonized system. Already world leading in electric consumption share covered by wind power, Denmark plans to install an additional 6.8 GW of offshore wind by 2030, quadrupling the 1.7 GW already connected to the system.
This article discusses the development of second ship registers and their interconnections to the policy idea of maritime clusters. Through a narrative of the contemporary history of Danish maritime policy, the article shows how these apparently different policy measures were closely related and together constitute a coherent framework based upon specific values, views of cause–effect relationships, and perceptions of major challenges and their context. Danish maritime policy provides an excellent case for the study of the contemporary history of maritime policy-making. Denmark was among the first of the traditional shipping nations to set up a second register, and the concept of maritime clusters became part of Danish maritime policy before it emerged as a construct in European Union maritime policy. We provide detail on the unfolding of some of the most important recent events in Danish maritime policy and highlight its development as a process of learning that involves the prolonged drafting and fine-tuning of statements and ideas, and the borrowing and adjustment of policy ideas developed elsewhere.
The European Union (EU) seeks to become a global maritime-security actor, yet strategic challenges influence its maritime-security strategy process. Is there a distinctive and coherent EU approach to global maritime security, and how should the EU address the growing range of maritime challenges, including the intensification of militarized competition in the Indo-Pacific?
We approach questions of Arctic marine resource economic development from the framework of environmental and resource economics. Shipping, fishing, oil and gas exploration and tourism are discussed as evolving industries for the Arctic. These industries are associated with a number of potential market failures which sustainable Arctic economic development must address. The varying scales of economic activity in the region range from subsistence hunting and fishing to actions by wealthy multinational firms. The ways in which interactions of such varied scales proceed will determine the economic futures of Arctic communities and the natural resources and ecosystems upon which they are based.
As ocean space increasingly is used for production purposes, such as for the production of food and feed, renewable energy and resource mining, competition for space becomes a concern. A spatial solution to this is to co-locate activities in a multi-use setting. Next to the direct (financial) costs and benefits of multi-use and the societal cost and benefits, there are other factors, in the realm of legal aspects, insurance, health and safety issues and the overall governance of multi-use, that determine whether multi-use can be implemented successfully. This includes transaction costs that arise when for example non-adequate regulation, governance and insurance schemes are in place. Based on the analysis of five case studies across Europe these combined/collective transaction costs of multi-use are analysed and suggestions how to reduce and/or overcome these transaction costs are presented.
As policy makers acknowledge the high degree of supply chain vulnerability and the impact of maritime emissions on coastal population health, there has been a consistent effort to strengthen maritime security and environmental regulations. In recent years, overdependence on deeper and wider multinational supply and production chains and lean-optimization has led to tightly integrated systems with little “slack” and high sensitivity to disruptions.
This study considers the impact of Emission Control Areas and establishes a link between environmental and network resilience performance for maritime supply chains using operational cost and SOx emissions cost metrics. The proposed methodological framework analyzes various abatement options, disruption intensities, fuel pricing instances and regulatory strategies. The methodology utilizes a minimum cost flow assignment and an arc velocity optimization model for vessel speed to establish the payoff for various network states. Additionally, an attacker defender game is set up to identify optimal regulatory strategies under various disruption scenarios. The results are complemented by a sensitivity analysis on SOx emissions pricing, to better equip policy makers to manage environmental and resilience legislation. The methodology and findings provide a comprehensive analytic approach to optimize maritime supply chain performance beyond minimisation of operational costs, to also minimize exposure to costly supply chain disruptions.
This study analyses the relation between management practices and the performance of Brazilian port authorities. In order to do so, a survey-based evaluation tool of the quality of management practices was developed. In addition, a set of operational and financial performance indicators of such port authorities and their ports was calculated. The differences in operational and financial performance between port authorities with a high and a low quality of management practices were analysed by Student t-tests and the relation between management practices and port performance was accessed through linear regression analysis. The results indicated that the better managerial practices have a positive impact on port authorities' financial performance but have no significant impact on ports' operational performance. The study also found that port authorities controlled by States and Municipalities have better financial and operational results and use more management practices than those managed by the Brazilian Federal Government.
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.
Background
The Maritime Labour Convention, 2006 (MLC2006) entered into force in August 2013 and is a milestone for better working and living conditions (WLC) for seafarers. As of March 2020, 96 countries have ratified the MLC2006, covering more than 90% of the world’s shipping fleet. A system of port state control (PSC) allows ratifying countries to inspect any foreign ship arriving in their ports for compliance with the convention. It is intended as a second safety measure for the identification of substandard ships that sail all over the world. Nine regional agreements, so-called Memoranda of Understanding (MoU), have been signed to coordinate and standardize PSC inspections and to increase efficiency by sharing inspections and information. This paper uses public PSC statistics to evaluate the impact of the MLC2006.
Methods
A preliminary analysis using registered tonnage and MLC2006 ratification was conducted and seven MoU were selected for the analysis. The annual reports of these MoU have been viewed in September 2019. Numbers on annual inspections, deficiencies and detentions and in particular data for deficiencies related to living and working conditions and certificates and documents, have been extracted and analyzed for the years 2010 to 2017.
Results
Across the eight-year period analyzed, inspection numbers remained stable among all MoU authorities. Deficiencies overall and deficiencies related to WLC declined, indicating an improvement in conditions overall and an increased focus on seafarers’ conditions on board. After the MLC2006 entered into force, three MoU reported WLC-ratios above 14%, while the numbers didn’t rise above 10% in the other four authorities. Deficiencies related to certificates and documents did not rise significantly between 2010 and 2017. Two European MoU showed the highest ratios for deficiencies in both categories analyzed.
Conclusion
The analysis confirmed that an increasing attention is being paid to the inspection of working and living conditions, especially in European countries. However, a clear positive impact of the MLC2006 could not be determined from the PSC statistics in this analysis. A large variation still exists among the MoU, a fact that demands increased efforts for harmonization of PSC procedures.
Considering 91 countries with seaports, this study conducted an empirical inquiry into the broader economic contribution of seaborne trade, from a port infrastructure quality and logistics performance perspective. Investment in quality improvement of port infrastructure and its contribution to economy are often questioned by politicians, investors and general public. A structural equation model (SEM) is used to provide empirical evidence of significant economic impacts of port infrastructure quality and logistics performance. Furthermore, analysis of a multi-group SEM is performed by dividing countries into developed and developing economy groups. The results reveal that it is vital for developing countries to continuously improve the quality of port infrastructure as it contributes to better logistics performance, leading to higher seaborne trade, yielding higher economic growth. However, this association weakens as the developing countries become richer.