EU steps up its strategy for connecting Europe and Asia

by & filed under Accessibility and Standards, Governance, Relation with Med & Neighbouring Countries.

The European Commission and the High Representative of the Union for Foreign Affairs and Security Policy adopted a Joint Communication that sets out the EU’s vision for a new and comprehensive strategy to better connect Europe and Asia.

The Joint Communication builds on the European Union’s own experience of enhancing connections between its Member States, with and in other regions. With sustainable, comprehensive and rules-based connectivity at its core, the Communication will help to guide the EU’s external action in this field and is a part of the implementation of its Global Strategy.

The Joint Communication on elements for an EU strategy on connecting Europe and Asia is available online.

“Connectivity is the way to the future. The more connected we are, the more opportunities we have – to find common political solutions and to bring economic prosperity to citizens”, said High Representative/Vice-President Federica Mogherini. “Our approach is the European Union’s way: to establish stronger networks and strengthen partnerships for sustainable connectivity, across all sectors and based on a respect for common rules. This is the European way to tackle challenges and take opportunities, to the benefit of people in Europe and in Asia as well.”

Vice-President for Jobs, Growth, Investment and Competitiveness, Jyrki Katainen said: “We want to work with our Asian partners to improve connections between Europe and Asia while bringing our values and approach in doing so. Infrastructure networks that will be built should be coherent, interoperable, as well as financially and environmentally sustainable. Calls for tender should be open and transparent to promote good governance and a level playing field. It is an approach that works, and one that we see a demand for among Asian countries, in our Eastern neighbourhood, the Western Balkans and beyond.”

The Commissioner for International Cooperation and Development, Neven Mimica added: “The EU and Asia are important partners on sustainable development and delivering the UN 2030 Agenda. Our development cooperation is an essential element of our broader engagement and partnership with Asia, not least in promoting sustainable connectivity. We want to further strengthen our partnership and focus even more on providing technical assistance, improving regulatory environments and creating incentives to drive forward and scale-up much-needed investments.”

Commissioner for Transport, Violeta Bulc, said: “Transport infrastructure is the lifeblood of EU-Asia connections, carrying both people and goods between the continents, on the wings of digitalisation and decarbonisation. Europe is sharing and engaging through one of the most developed transport networks and infrastructure financing programmes in the world: the trans-European transport network. Connectivity matters!”

Sustainable, comprehensive and rules-based: connectivity the EU’s way

The EU will combine a principled approach to connectivity and recognition that Asia encompasses different regions, which are home to very diverse countries in terms of economic models and level of development, with concrete action based on three strands:

  1. Creating transport links, energy and digital networks and human connections;
  2. Offering connectivity partnerships to countries in Asia and organisations;
  3. Promoting sustainable finance by utilising diverse financial tools.

Creating cross-border networks

Efficient infrastructure and connections create growth and jobs and enable people and goods to move. From transport links to energy networks, people-to-people contacts to digital webs, the EU will extend its own networks and contribute to new ones beyond its borders.

The EU’s Trans-European Transport Networks (TEN-T) is being extended to countries bordering Asia. The EU should now connect the TEN-T with networks in Asia. The EU’s digital single market provides a blueprint for enhancing trade in digital services, while its Digital4Development strategy fosters socio-economic development. We will share our experience of creating regional, liberalised energy markets with a focus on market-driven transformation towards clean energy. We will continue to promote human exchanges and mobility, for example in education, research, innovation, culture and tourism.

Developing strong bilateral and global connectivity partnerships

Our world depends on smooth and secure flows of goods, services and people. With a track record of a rules-based, fair and transparent internal market, the European Union is engaging with partners beyond its borders in order to promote similar approaches to sustainable connectivity.

The EU will pursue bilateral connectivity partnerships. The EU-China Connectivity Platform, for example, will help both parties to create synergies and address differing points of view. At a regional level, the EU is able to draw on its experience of contributing to the enhanced connectivity and integration of various regional cooperation structures, for example in the Baltic and Black Seas, as well as with ASEAN and as part of the ASEM process. Fostering increased region-to-region cooperation in connectivity would enable the European Union to extend its sustainable and rules-based connectivity model. Finally, the EU will engage with international organisations in determining the legal frameworks and concrete forms of connectivity, for example, to set international standards. The World Trade Organisation, the International Energy Agency, the International Maritime Organisation and United Nations bodies are just a few examples where the European Union is working and will continue to work for sustainable and fair global practices.

Promoting sustainable financing of investment

With Asia requiring an estimated €1.3 trillion per year for infrastructure investment, there are significant opportunities for EU companies, provided that robust legal frameworks are in place. The EU will look to combine financial sources from international financial institutions, multilateral development banks and the private sector to ensure sustainable domestic and international finance for connectivity while ensuring transparency and a level playing field for businesses. A comprehensive approach to investment financing pioneered in Europe by the European Fund for Strategic Investments, as well as outside the EU through specific geographical investment facilities, has successfully leveraged investments for infrastructure and connectivity. Combined with the European Commission’s proposals for reinforced external action under the next EU Multi-annual Financial Framework (2021-2027), the potential for additional intelligent, innovative and multi-dimensional investment financing in and towards Asia is significant.

A better connected Europe and Asia through transport links, energy, human and digital networks will strengthen the resilience of societies and regions, facilitate trade, promote the rules-based international order, and create avenues for a more sustainable, low-carbon future. This Joint Communication will inform the EU’s engagement with its partners from the neighbourhood to the Pacific, bringing benefits for the people of Europe and those countries who see the value of our approach to connectivity.

Background information

The Joint Communication adopted today by the European Commission and the High Representative of the European Union for Foreign Affairs and Security Policy provides the elements for an EU strategy on connecting Europe and Asia.

The proposals made in the Joint Communication will now be discussed in the European Parliament and the Council, and will contribute to discussions on connectivity at the upcoming Asia-Europe Meeting (ASEM) Summit, to be held in Brussels on 18-19 October.

Further Information

Joint Communication: Connecting Europe and Asia – building blocks for an EU Strategy

Memo: Explaining the European Union’s approach to connecting Europe and Asia

Factsheet: Connecting Europe and Asia – The EU Strategy

Source: OnTheMosWay

 

FRENCH PORT OPTS FOR HYBRID LNG DREDGER

by & filed under Accessibility and Standards, Port infrastructure, Sustainability.

Barillec Marine will supply LNG diesel-electric propulsion and the water injection dredging system for a new LNG hybrid dredger for the Port of Bordeaux.

When completed, the dredger, ordered by Dragages Ports and Bordeaux Port Atlantique, will be the first new dual-fuel construction in France aside from LNG tankers.

Barillec said it is pursuing R&D in order to offer new electric and hybrid propulsion concepts and energy storage solutions in both maritime and river transport in order to achieve efficiency gains, reduce fuel consumption and polluting gas emissions.

The dredger will be the first new dual-fuel construction of its type in France Photo: Barillec Marine

The dredger will be the first new dual-fuel construction of its type in France Photo: Barillec Marine

French first

For Barillec Marine, this contract is a recognition of its expertise in the design and supply of innovative applications, complete energy production systems, electric propulsion systems and hybrid systems for vessel types.

This contract, which represents close to 7,000 hours of work, involves the design and supply of the main panel for hybrid energy production, of the main and auxiliary dual-fuel/electric propulsion and an innovative energy conversion system.

The two main propulsion assemblies will each include an electric motor with a nominal power of 1,200kW at 1,600rpm. The Bow thruster auxiliary propulsion system will comprise an electric motor with a nominal power of 400kW at 1,500rpm.

This hybrid dual-fuel system combined with the complete Barillec Marine offer has been designed to be particularly energy efficient. The frequency converters will help optimise the operating parameters of the main machines, azimuth thrusters and bow thruster.

Efficiency will be bolstered by variable speed and a dynamic ship positioning system. In addition, a Power Management System (PMS) will further improve the ship’s energy performance.

 

Source: Green port

CYBER LEGISLATION MAKES DEMANDS OF PORTS

by & filed under Digitalization, Governance, Safety & security.

FW’s Matthew Gore examines the implications of new virtual security regulations

The importance of cyber security to the maritime transport sector was brought into sharp focus in June 2017 when the ‘NotPetya’ malware attack struck organisations in more than 60 countries worldwide, including many prominent organisations within the maritime transport sector.

Incidents such as this demonstrate the need to improve the security of network and information systems across the maritime transport sector. The Directive on Security of Network and Information Systems (EU 2016/1148) (the Cyber Directive), which was transposed into UK law on May 9, 2018, brings cyber security onto a legislative footing. It applies to organisations termed as ‘Operators of Essential Services’ (OES) and requires such organisations to demonstrate that they have implemented ‘appropriate and proportionate’ cyber security measures to prevent, or at least alleviate, the potential harm of cyber security incidents.

The latest UK Government publication on the application of the Cyber Directive indicates that OES within the maritime transport sector will apply to harbour authorities, ports or port operators that either have annual passenger numbers greater than 10m or that account for more than 15% of the UK’s ro-ro traffic, 15% of the UK’s lo-lo traffic, 10% of UK total liquid bulk; or 20% of UK total biomass fuel.

The Cyber Directive will also impact sea freight carriers that handle more than 30% of freight at any UK port that falls within the parameters above and 5m tonnes of total annual freight in UK ports as a whole.

While those identified as OES pursuant to these thresholds will need to comply with the requirements of the Cyber Directive summarised below, it is important to note that businesses that supply or contract with OES are also likely to be affected due to the highly interconnected nature of the sector.

Compliance requirements

OES within the maritime transport sector will be required to comply with a set of fourteen security requirements based on the following four objectives as defined by the National Cyber Security Centre:

Managing security risk – OES will need to ensure that appropriate organisational structures, policies, and processes are in place to understand, assess and systematically manage security risks to the network and information systems supporting essential services across their assets and supply chains.

Protecting against cyber attack – This objective necessitates the implementation of proportionate security measures to protect essential services and systems from cyber attack. Examples include managing access to relevant systems, the protection of data and providing staff with appropriate training.

Detecting cyber security events  – OES must demonstrate they have the capability to ensure security defences remain effective and to detect cyber security events affecting, or with the potential to affect essential services.

Minimising the impact of cyber security incidents – This objective centres on an organisation’s ability to minimise the impact of a cyber security incident on the delivery of essential services. It calls for OES to have a robust incident response plan to cover all relevant potential incidents. In addition, any incident having a ‘significant’ impact on the continuity of essential services must be formally reported.

Oversight and enforcement

Once the Cyber Directive is effective, each ‘Competent Authority’ will have responsibility for the oversight of its sector. The Competent Authority for the maritime transport sector will be the Secretary of State for Transport and by extension the Department for Transport. Responsibilities of the Competent Authority will include the designation of OES; monitoring the application of the Cyber Directive; the publication of guidance (including incident reporting thresholds); and enforcement and the imposition of penalties.

The Competent Authority will have the right to impose financial penalties (up to a maximum of £17m) on OES which contravene the Cyber Directive. However, the UK Government is keen to stress that the maximum penalty should be regarded as a last resort – indeed, the latest guidance dictates that the Competent Authority will take a reasonable and proportionate approach to enforcement.

Matthew Gore is a partner at HFW, where he is a specialist lawyer covering the ports and terminals, shipping and logistics sectors. The author would like to thank Mark Devlin of HFW for his input on research and drafting for this article.

Source: Port strategy

CONNECTED TECHNOLOGY TRUCK CONVOY TESTING

by & filed under Bridging R&D and implementation, Port infrastructure.

 

Trucks equipped with connected technology will trial convoy driving at the Port of Rotterdam this month in a bid to make the logistics sector more efficient, safe and sustainable.

The convoy testing will see trucks scheduled as a unit and driving at a safe distance from each other, as part of Experience Week Connected Transport, during which 250 routes will be covered by 250 trucks spread over five days from six locations. Testing in the Rotterdam/Maasvlakte region will take place on 2, 4 and 5 October and a driving demo will take place at the ECT Delta Terminal gate with additional demos of new intelligent traffic control systems (TCSs) and tyre pressure checks.

Trucks at the Port of Rotterdam

Speaking about the government initiative, the Port of Rotterdam stated: “The trucks are equipped with Adaptive Cruise Control (ACC), a system that maintains a constant speed and reduces speed automatically if a vehicle in front slows down. Each truck is also equipped with systems that can guide the entire convoy safely across intersections.

“Smart Traffic Control Systems (TCSs) at intersections detect the convey at an early stage, after which the convoy is shown the green light for longer, or is even given priority above other traffic.”

 

Traffic management

Smart traffic lights form part of Talking Traffic, a collaboration between the Dutch Ministry of Infrastructure and the Environment and multiple other stakeholders. They are currently being introduced on a national scale.

Truck routes will cross the Amsterdam-Antwerp and Rotterdam-Ruhr Region corridors and start from Helmond, Tilburg, Rotterdam/Maasvlakte, Moerdijk, Roosendaal and Aalsmeer.

The results obtained from the test week will be presented by ECT Euromax.

Source: Port strategy

SPANISH PORTS INDUSTRY IN RECOVERY

by & filed under Relation with Med & Neighbouring Countries.

María Luisa Guibert, president of Algeposa, has said that recent figures released by Ports of the State clearly show that Spanish ports are beginning to recover from the downturn many have experienced as part of the recent economic downturn.

She noted that the nation’s ports handle 68% of overseas trade, which amounted to 400m tonnes last year. Furthermore, the ports sector generates 8.7% of GDP and employs 1.23% of the total Spanish workforce.

Although Spanish ports do still have a wide range of independent terminal operators, there has been a steady concentration of this area in recent times, given the downturn in overall traffic, with major shipping lines, such as Maersk and Cosco, now leading box terminal operators.

Algeposa’s main experience is in the Port of Bilbao, where it holds a 20% stake in the Noatum terminal via its Servicios Logísticos Portuarios subsidiary, with Cosco having the majority shareholding.

However, the main problem, as seen by Ms Guibert, is the high level of costs and fees that terminal operators have to pay via their concessions simply to operate and use port space. Investment in equipment is another major spend, although labour costs are also high.

 

Source: Port strategy

Towards smarter port-city stakeholder collaboration?

by & filed under Port-city relations, Sustainability.

 A better understanding of what matters to whom… from the Court to the Cloud!

The emergence of the expansion mindset

Port managing bodies and the cities located near or around them often have long, common histories of joint economic and social development. For a number of ports, this has been extensively documented by researchers in economic and social history. Often, port development, through mostly outward expansion projects has led, especially during the second half of the 20thcentury, to great sacrifices by surrounding local communities under the form of either expropriation of their land (e.g. losing the agricultural use, their heritage), sometimes accompanied by outright relocation. In general, these decisions were taken ‘top-down’ by committees of civil servants and politicians, mostly at a national state level, under the umbrella of the general economic interest. The periods of quasi-unchallenged port growth since the 1950’s (except the 1970’s oil crisis and a few other minor shocks) indeed installed an ‘expansion’ mindset or even ‘culture’, fuelled and justified by the use of the local employment and welfare growth creation argument.

 

Constructing walls between stakeholders in court

Since the end of the 1980s, and continued until today, other arguments, in particular against port development and operations near or around densely populated areas, have gained significant momentum. Environmental and broader social considerations have rightly gained substantial traction, supported by stringent and general legislation in the domain, to which port management bodies and port business ecosystem stakeholders should adhere. Consequently, many port development projects are or have been delayed or shelved outright on environmental considerations.  Mostly, this has happened due to a lack of inclusion of these elements in feasibility studies as well as the inclusion of stakeholders supporting these criteria in planning and decision-making processes. Often, shelving happens after protracted litigation opposing local community interest groups (even individual citizens) against the port managing body or even the city government when it comes to permitting delivery or adoption of spatial plans. This further worsened the relationships between stakeholders and created a ‘wall’ between them. Sometimes, within a culture of ‘compensation/mitigation’ even literally as physical barriers were created between port and local community residential areas.

 

Historical legacies are not sufficient, on the contrary…

Interestingly enough, and despite compensation/mitigation schemes as well as many and structural efforts for more inclusive planning by port managing bodies, this remains the case today in exactly those cities, regions, and even nations which have historically built their fortunes based on port and maritime infrastructure. Prolific examples include Panama, where the Panama Canal Authority is faced with fierce local opposition (see panamasos.com) against port development projects along the canal; in Antwerp (Belgium) where the Doel 2020 movement continues to legally challenge the spatial planning; in Vancouver (Canada) where the APE interest group continues to oppose further port expansion. While the port of Antwerp is undoubtedly perceived as a leader in sustainable transformation, and has been internationally recognized through awards for its GRI-certified sustainability report, based on data contributions of more than 40(!) stakeholders, Vancouver as well is considered as a best practice in terms of achieving cohabitation within a dense, populated and multifunctional environment, and likewise sports an impressive and transparent sustainability report. For Panama, the canal is basically the ‘raison d’être’ of the country… Therefore, many port and city developers remain clueless, unable to deconstruct the wall and build the ‘bridge’ towards local communities.

 

Using the same resources?

As a result, we believe there is still substantial scope to better understand and better include local community stakeholders in port management and development decisions. Failure to achieve this will inevitably lead to the shelving of important future transformation projects increasing port and urban sustainability such as circular economy projects, CCS and CCU projects, clean energy projects,…). The key element towards achieving increased quality of community relations is therefore that cities and ports commonly use exactly the same resources that stakeholders such as interest groups and local community groups use to give weight to their voices: information and communication technology (ICT). ICT, with social media as one of the elements, has allowed local community groups to organize themselves more efficiently, to increase their reach, to increase their political influence and to source inspiration, support and knowledge across the world, at minimal costs. Even governments have joined the bandwagon, and are supporting worldwide networks of research and knowledge exchange between local environmental action groups against all kinds of contested projects worldwide (see for example the Environmental Justice Atlas, supported through the EU Research Programs: https://ejatlas.org/). A growing part of city governments have actively embraced new technology in shaping their policies through the use of platforms such as Citizenlab.co.

Therefore, we believe a more sophisticated and jointly managed approach towards the monitoring of local community (or even more broadly stakeholder) perception might provide additional answers on the question why most port managing bodies continue to experience difficulties to stabilize their social license to operate (or broadly speaking the support from community stakeholders). A number of leading ports, inter alia Antwerp, have taken concrete but limited steps and now yearly monitors and publishes the evolution of stakeholder perceptions in its biannual and public Sustainability Report, based on a survey of about 1.000 people.

 

From the Court to the Cloud

However, we believe more can and should be done, including the development of tools allowing more permanent monitoring and dialogue with stakeholders, based on jointly defined and stakeholder-approved performance indicators and underlying processes. Just like ‘no man is an island’, ‘no local community interest group is an island’ (see the example of the Environmental Justice Atlas); the logical conclusion is therefore that ‘no port city is an island’. The further consequence inevitably, to ensure further harmonized port-city development, should be increased collaboration on a global level to develop the cost-efficient cloud technology supported tools and the information and knowledge exchange environment to better understand, small and large ports and cities alike, what matters to whom in the complex ‘port-city-community-citizen’ relationship. We strongly believe that only by moving to the Cloud, one can avoid the Courts!

 

Source: Port economics

Drones can make or break a port

by & filed under Bridging R&D and implementation, Human element, Safety & security.

There are benefits, but also worrying risks associated with drone use in ports, finds Alex Hughes.

 

Once the preserve of the rich and idle, drones are increasingly being integrated into the daily operations of ports around the world, in some innovative ways.

Just as the drones themselves have become more advanced and gained new capabilities, ports have come to realise the immense benefits they offer to safety, productivity and cost efficiency.

Efrat Fenigson, vice president of marketing at autonomous drone specialist Airobotics, believes the ports industry is primed for an increase in drone usage.

“It’s already increased significantly over the past several years and as the ports industry becomes more technologically advanced, ports will continue to seek out new technologies that can improve their operational efficiency and increase safety. Today, I believe autonomous drones are one of the most important areas of technology that will change how industrial fields do business and how cities operate”. Some ports she adds, are already more progressive in their use of drones than others.

In Vietnam, she recalls, one port is using a drone for aerial cargo transport, while in Norway another port deploys drones to monitor and clean up the local environment. In Israel, Airobotics drones are supporting the construction of the country’s largest port project at Haifa, with daily mapping and surveying.

 

One of the areas where Airobotics thinks ports can benefit from drones is in navigation. Drones, suggests Mrs Fenigson, and especially multi-rotor drones, can prove useful when performing missions that require surgical, dynamic modes since the drone can stop and spend time at a certain location to provide a clearer aerial view. This is helpful for navigation in smaller, narrower areas when this ability can contribute to ground-based port operations, as well as at-sea navigation. Additionally, drones can help navigate ships into ports. For example, a drone can approach a coming ship and navigate it back to land.

“These uses will complement radar, which is a good existing technology,” says Mrs Fenigson.

 

Operational assistance

In the field of environmental and health and safety deployment, she sees Airobotics drones assisting in port monitoring and traffic control beyond the shoreline for vessel navigation and security. They can also operate in rapid emergency response situations and support intelligence decisions with fast and accurate aerial data.

Drones can additionally monitor for environmental and ecological issues on-site and in the surrounding areas as well. As an example, containers holding hazardous or toxic materials and liquids must be inspected regularly for prevention of leaks and spillages, which can cause environmental damage with financial impacts.

Routine and on-demand equipment inspection ensures the machinery is safe to operate, too.

Traditionally, ports carry out various inspections by putting boots on the ground, but this can often prove unnecessarily dangerous in some cases, not to mention costlier than drone deployment.

“Employees performing hands-on inspections are at risk since this usually involves ladders, rigs to large machinery, and other dangerous tasks,” says Mrs Fenigson. “It also requires machinery to be shut down, resulting in significant financial implications. In contrast, autonomous drones offer a professional tool for viewing difficult-to-access areas, giving inspectors a safer, more cost-efficient way of gaining greater insight into operation-critical processes. Additionally, drone inspection significantly reduces the time it takes to inspect, thus saving costs and increasing operational efficiency.”

Airobotics also sees a major role for drones in inventory control of outdoor bulk material storage areas. Taking inventory by hand invariably results in miscalculations or mistakes, as well as being a lengthy process for employees. Autonomous drones are able to fly over storage areas and calculate inventory in mass quantities with great accuracy in a time-efficient manner. This greatly increases the port’s productivity and saves money in potential miscalculations.

“Ports immediately see a return on their investment in drone technology. This comes from the highly accurate data they receive and the time they save in tasks that could have previously taken three or four times as long,” says Mrs Fenigson. “They can capitalise on their initial investment and recoup costs faster by streamlining tasks and team members, so no time is wasted. They can also ensure the data they’re receiving from the drones are being used in the most efficient way to push operations or tasks forward at a faster speed, thereby finishing the project ahead of schedule.”

 

Safety risk

However, not all drones are used to benefit operations at ports. Indeed, ever since Isis began strapping explosives to drones and using them as offensive weapons, a whole industry has sprung up to find ways of helping critical infrastructure facilities, such as ports and terminal operators, defend themselves against possible attacks.

Industry professional Laura Dierker notes: “Drones are going to be the biggest problems that we have ever faced because we have never had to defend ourselves against toys before.

“No organisations in this field think that drone detection is easy. Indeed, most accurate drone detection is only achievable under very constrained conditions.”

Most anti-drone systems are acoustically-based. However, Ms Dierker suggests that these only work in optimum conditions. Ports, unfortunately, are highly challenging environments for this type of technology, since sound bounces around.

Radar presents similar problems, often recording multi-paths when tracking drones, making it difficult to identify true objects.

She labels radio frequency tracking as “pretty good” if drones are being conventionally flown. However, as soon as GPS enters the equation, or drones are equipped with on-board intelligence, the ability to track them becomes much more difficult since there is no remote control element to monitor.

 

Swarm attacks

Worse still, the drone industry is working on developing co-ordinated drone swarms, which means multiple drones could be collectively flown into a given area, overcoming most single detection sources.

One of the suggested solutions to tracking inbound drones either flown individually or in swarms is a combination of lidar and radar. Lidar, in particular, works well in adverse weather conditions and requires no ambient light to pick out objects.

“Lidar produces a very detailed understanding of what is moving around in the environment in a way that radar cannot,” says Ms Dierker. “And, unlike radar, lidar can see a hovering drone.”

Radar is also hampered by the amount of time it takes to develop a track. In some instances, it will take up to 20 seconds to accurately pick out a drone, by which time it might be too late. In contrast, lidar can quickly determine the path a drone is taking within a 500 metre-1,000 metre range. Even if the drone stops moving, lidar can continue to see it. Furthermore, the number of drones in a swarm can be determined, too, even if they are as close as 1.5 metres to each other, depending on the range.

Ms Dierker concedes that research into drone detection using combined lidar/radar is still at an early stage. All too often, objects can remain ambiguous, requiring as yet unavailable sophisticated algorithms to identify actual targets as inbound drones.

Nevertheless, where acoustic equipment can be deployed, effective counter-measures against drones do exist.

Oleg Vornik, chief executive of DroneShield, says his company markets the Drone Gun, which jams the frequencies that are used to control drones, while being harmless to, for example, aircraft.

“We trigger the drone to either land vertically or go back to where it came from, thereby allowing [a port or terminal] to track the location of the pilot, who can then be picked up by the authorities.”

The Gun can take out a drone at distances of up to 2 kilometres. However, at present, in most countries, only military operatives are cleared to use the Gun, although new legislation is being looked at in several countries to get around this.

 

DRONE PILOTS IN SHORT SUPPLY

A shortage of qualified pilots could scupper the aims of ports looking to capitalise on drone benefits, meaning that ports need to invest in adequate training or pay up for the services of qualified third-party services.

“Some ports may be heavily invested in drones and have dedicated teams on site to fly them, while others hire drone services companies to provide support. Many have not even begun to use them yet,” Airobotics’ Efrat Fenigson observes.

Programmes for pilot training are available. However, in her opinion, there are more cost effective, safer and always available services that can be bought in from third parties. This is Airobotics’ area of expertise, as its technology allows ports to access the benefits of fully autonomous drones without a human pilot in command. These drones can be operated with a simple push of a button or in a pre-scheduled mode.

“Automation cuts out business and human risks increases the accuracy of data collected and allows 24/7 availability. Personnel are then freed up to perform more valuable roles such as data analysis,” she says.

Source: Port strategy

Clustering Activities Communication & Dissemination Integrated Strategy

by & filed under Project news, Results.

The Horizon 2020 call (H2020-MG-2016-2017, Topic: MG-7-3-2017) retained four proposals for funding, due to the need for research “to implement new port concepts, new management models, and innovative design, engineering, construction and operation technologies solutions for full customer, stakeholder and citizen satisfaction”.

The purpose of the call was two-fold: on the one hand, to implement Research and Innovation Actions to address topics such as, but not limited to, multi-modal optimised cost-effective operations, sustainable maintenance, low environmental impact and, on the other hand to implement a Coordination and Support Action with a view to cluster retained proposals, projects, reports, scientific papers (among others), Identify appropriate Key Performance Indicators all of which with the ultimate goal of defining the concept(s) of Ports of the Future.

The four proposals retained for funding under the topic MG-7-3-2017) were DocksTheFuture (CSA), COREALIS (RIA), PIXEL (RIA) and PortForward (RIA).1 Following the expectations of the European Commission, to reach the expected foreseen impacts, namely “reduction of impact on climate change and the environment of port activities, their operational and infrastructural costs, improvement of logistics efficiency and better integration of the port in the surrounding socio-economic area, including city-port relations and the smart urban development of Port Cities (..)”2 the four projects, hereafter referred to as Ports of The Future Projects, have engaged in collaborative work.
The pursuance of a collaborative and integrated approach between the projects in relation to both their technical outputs and communication/dissemination strategy aims at capitalising on the synergies between the projects with a view to be as impactful as possible. Henceforth, by implementing a collaborative approach, the Ports of The Future Projects Clustering of Activities Mechanism is guided by the following objectives:
• To maximise the impact of the communication and dissemination of results amongst the relevant stakeholders by joining forces, rather than having each project operating individually;
• To exchange technical information between the four projects to contribute for a cross-fertilisation of results leading to a stronger, more accurate vision of the Ports of The Future in 2030;
• To highlight the importance of EU funding programmes in supporting European Research and Innovation able to stand out in an ever-changing world, where top-notch R&D has become the standard;
• To fulfil the European Commission’s expectation of an integrated collaborative approach between the four projects, namely, with regards to the tight-knit relation between the approved CSA (DocksTheFuture) and RIAs (COREALIS, PIXEL and PortForward).

The current document provides an overview of the initial strategy for communication and dissemination for the clustering of activities of the Ports of The Future Projects, addressing matters such as but not limited to: communication and dissemination integrated strategy, social media and cross-promotion, participation in events, interaction with European Technology platforms and presenting an initial roadmap of activities, all with the goal contributing to reach the aforesaid objectives. The laid-out strategy is the result of strategy meetings, which counted with the participation of representatives from each project.
However, the document at hand is, under no circumstance, a closed one. The document is a living document, subject to changes as the project implementation is rolled-out, with the expectation for adaptation considering the specificities of the projects’ implementation and unforeseen challenges/opportunities.

Download the document

Kalmar to supply 12 hybrid straddle carriers to Southampton

by & filed under Bridging R&D and implementation, Port infrastructure, Sustainability.

Kalmar has signed a contract to supply DP World Southampton 12 hybrid straddle carriers that aim to significantly reduce fuel consumption and CO2 emissions.

The order comprises of three units with three-high stacking and a 50-tonne twin-lift capacity and nine with four-high stacking and a 40-tonne single-lift capacity.

The order was booked in Cargotec’s 2018 third-quarter order intake and delivery is scheduled for the second quarter of 2019.

All 12 machines will feature new mobile drives, a redesigned electrical system for the upper frame and spreader and a more spacious electric cabinet layout, as well as LED working lights as standard.

The straddle carriers will help contribute toward DP World’s “Our World, Our Future” sustainability programme, which is committed to protecting the environment through responsible use of natural resources and preventing pollution.

Nick Loader, UK chief operating officer at DP World, said: “With this significant investment package on these new hybrid straddles we have achieved a significant milestone in investing in our environment and our future.

“We believe that working in a sustainable and responsible way is essential to building a strong business for our customers, our people and the community in which we operate.”

Mikko Mononen, vice president of intelligent horizontal transportation at Kalmar, added: “Our hybrid straddle carriers will help DP World Southampton achieve its environmental goals while boosting the efficiency of container moves at the same time.”

 

Source: Container-mag

European ports welcome parliament’s explicit support to remove the tax barriers for shore-side electricity for ships

by & filed under Accessibility and Standards, Governance, Port infrastructure.

The Transport Committee of the European Parliament supported yesterday the removal of tax barriers for the uptake of shore-side electricity supply (OPS) in ports for ships at berth. The Ertug report on the deployment of infrastructure for alternative fuels in the EU which was voted by the Transport committee pointed out that taxation has a major impact on the price competitiveness of alternative fuels and underlined that disparities in energy taxation for shore-side supply for ships should be addressed.

European ports welcome the vote in the Parliament and believe that energy taxation on electricity has been a significant barrier for the uptake of shore-side electricity for ships, is often the reason why it does not make a strong business case.

Currently, electricity produced from the combustion of marine fuel on board of ships is tax-exempt. But, when ships at berth are plugging into the shore-side electricity system, they have to pay taxes applied to electricity. Sweden, Germany and Denmark have been provided under the Energy Taxation Directive with a permit to temporarily apply a reduced rate of taxation to shore-side electricity for ships.

ESPO believes that a permanent and EU wide tax exemption for the use of shore-side electricity under the Energy Taxation Directive would put it on an equal footing with electricity generated on board of ships produced from the combustion of tax-exempted marine fuel.

“Ports in Europe are investing a lot in on shore-side electricity infrastructure (OPS). The tax barriers, which make it for ships more expensive to plug in, have resulted in OPS installations which are often underused. The vote in the Parliament gives a strong signal. A permanent and European tax exemption for shore-side electricity for ships at berth would take away a great disadvantage of using electricity and would enhance its uptake, allowing ports and their surrounding communities to reap the environmental benefits of these costly investments. The uptake of OPS would contribute to further improving air quality and achieving the EU climate targets. On top of that, it reduces the noise of ships at berth. We now hope that the message also reaches the Commission, the national governments and the Ministers in charge of taxation issues,” says ESPO’s Secretary General, Isabelle Ryckbost.

ESPO welcomed that the Evaluation and Fitness Check Roadmap of the European Commission on the evaluation of the Energy Taxation Directive (2017) made a reference to an exemption on shore-side electricity for ships. Please find out more information about ESPO’s position here.

Source: OnThe Mos Way