Pierre Cariou was involved in organising the ISLI Supply Chain Forum, “Emerging Challenges in a Complex Future”, held at the Kedge Business School in Bordeaux in March 2018. One of the panel discussions moderated by Pierre Cariou focused on the digitalisation of shipping supply chains. Dominique Lebreton, MGI chief business development officer, also spoke about Channel 5 and artificial intelligence. Focus on the conclusions of this panel discussion.

What are the impacts of digitalisation on the maritime sector? For the forum, we presented an overview of innovative digital solutions for the shipping industry and selected three representative companies: MGI, for the Ci5 Cargo Community System and Channel 5, Octopi and Shiptify. Each company presented its solutions and the challenges it faced in deploying them. Digitalisation has two impacts. First, it improves operational efficiency and, second, it provides more precise knowledge of clients and their requirements. In economic terms, digitalisation identifies demand more precisely and improves supply. This is why so many shipping and port operators have understood that the key potential of digital transformation is more than just being able to manage capacities and improve operational efficiency, but the ability to manage data. This is what makes digital technology so vital in a general context where shipping players are looking to improve their profit margins.

 

What are the challenges? Following the forum in March, we highlighted two weaknesses: the sheer number of players in a highly fragmented industry and the wide variety of practices. The clients questioned believe that the sector has fallen behind in these two areas. For the first time, we are seeing a relative disconnect between the growth of GDP and of maritime trade. This illustrates how hard it is to tackle new challenges in our field. The sector reaps the consequences, which then has an impact on margins. To take another example, the number of different players creates increasing administrative constraints, leading many clients to look to other solutions than shipping.

A United Nations study shows that administrative constraints associated with shipping are roughly equivalent to customs duties in terms of time spent and costs. If the shipping industry could reduce these constraints, via the Asia-Pacific Trade Agreement, for example, it would reduce transit time by 40%, and costs by 30%. This clearly demonstrates the issues associated with coordinating players and harmonising practice.

Furthermore, a study carried out by Maersk shows that on some specific markets, half of the transport costs are associated with management and order documents, i.e. from data processing and customs requirements.

 

What do you consider to be the three innovations or technologies with the most potential? Any technology that improves operational excellence or understanding of flows has potential. What Maersk is doing, especially using blockchain technology, will replace paper documents with digital processes, streamline information and secure financial operations.

In the same way, innovations involving Big Data and artificial intelligence, for example with Channel 5, may take a more operational approach but will facilitate the coordination of supply chain players. There are big opportunities for growth here – ports and port operators are going to play a major role in interfacing between shipping and land transport.

A third solution involves the development of e-platforms or marketplaces such as Freightos or Xeneta. These supply-oriented tools cover a large number of clients, while blockchain solutions, to mention Maersk again, only benefit clients of the company that provide them.

The emergence of these technologies is creating a battle between ship owners, port operators, ports and logistics providers, with each party promoting their system. As we mentioned earlier, they know that the key is now in controlling and managing data, and no longer just in their capacity to manage infrastructure as it was twenty years ago. The digitalisation of shipping supply chains is therefore strategic for staying in the race and, better yet, getting ahead of the game.

Source: Port economics

An Australian maritime engineering company has used its innovative dredging technology to help a New Zealand port significantly reduce the volume of dredging needed to upgrade its entrance channel.

LPC has been able to decrease the volume required for the first phase of its deepening by over 40% Photo: LPC

LPC has been able to decrease the volume required for the first phase of its deepening by over 40% Photo: LPC

 

OMC International (OMC) has used its Dynamic Under Keel Clearance (DUKC) technology to help Lyttelton Port Company (LPC) decrease the volume required for the first phase of its deepening by over 40% compared with initial estimates based on standard industry guidelines.

“OMC provided LPC with two alternative channel design profiles,” said LPC project director Martin Watts.

“The first design was the most efficient design that could be achieved if LPC continued to use traditional methods for managing the under-keel clearance of deep-draught vessel transits. The second design was based on applying a more scientific decision-making process using OMC’s DUKC system.”

Environmental stewardship

The choice of the two designs took into account LPC’s commitment to minimize the initiative’s environmental effects and provide an efficient service to its stakeholders.

LPC engaged OMC to review the initial channel design and determine optimum channel depths necessary to let bigger vessels safely transit to and from the facility.

DUKC models the amount of under-keel clearance for ships in shallow channels and it claims to be the only dynamic system in the world with a proven capacity to predict, in real time, the critical vertical component of navigation during actual transit.

Mr. Watts said that DUKC adoption will offer Lyttelton Port o a substantial capital dredging cost decrease and ongoing operational advantages through wider vessel sailing windows and a lowered risk of vessels grounding under severe conditions.

The port anticipates being capable of accommodating deeper draft vessels by the end of this year when the DUKC system and new navigational aids will be installed and operational.

Source: Greenport

by & filed under Accessibility and Standards, Environment.

A.P. Moller Maersk and Royal Vopak have signed an agreement to create a 0.5% sulphur bunkering facility at the port to aid future compliance.

This first joint initiative between the two parties will cater for around 20% of Maersk global demand for sulphur compliant fuel Photo: Maersk

This first joint initiative between the two parties will cater for around 20% of Maersk global demand for sulphur compliant fuel Photo: Maersk

 

The facility, at Vopak Terminal Europoort, will allow A.P. Moller – Maersk to safely blend, store and handle different fuel types to ensure full compliance with the 0.5% sulphur cap. “We trust that this initiative will put to rest some of the concerns the industry has on fuel availability as well as secure our continued competitiveness in the market,” said Niels Henrik Lindegaard, head of Maersk Oil Trading, a division of A.P. Moller – Maersk.

 

Handling challenges

Member States of the IMO recently recognized that there are still some reservations and challenges relating to fuel handling and compatibility around the forthcoming sulphur cap. As an anchor tenant in the modified facilities, this agreement will enable Maersk, as well as any other interested third parties, to supply vessels trading with and inside Europe with sulphur compliant fuel. It will also allow the operator more supply chain assurance looking at both quality and quantity of the compliant fuel.

“We are very proud to serve A.P. Moller – Maersk with this dedicated 0.5% sulphur bunkering point in the heart of Rotterdam. We are dedicated to serving our customers to comply with the IMO 2020 regulations in the key global bunker hubs around the world,” said Hari Dattatreya, global oil director at Royal Vopak.

He added that this long-term commitment will prepare both parties for the paradigm-shift of emissions regulation.

Source: Greenport

We have evolved because we could communicate

If we look at the history of human being and the creation of first civilizations, it is obvious that the human evolved because they communicated.  The very simple principle of sharing information and processing data by the human is shown in Figure 1. From bottom to top, the pyramid layers include data, information, knowledge, and wisdom. Data at the bottom is the is the raw material which is processed into information. The data by itself is not valuable until volumes of it can show the patterns and trends. This and other sources of information come together to form knowledge. In a simple statement, knowledge is information that someone is aware of that. Wisdom or intelligence is the baby born from knowledge and experience together. Wisdom is not dependent on the timeline While the knowledge changes over time.

Figure 1. The hierarchy of turning data into wisdom by humans

Source: Retrieved and reproduced from Cisco, (2011)

What is the Internet of the Things (IoT)?

 As the technologies evolve and new innovation come on board, people also adapt themselves to a new lifestyle, while the societies continue to modernize and being more connected. Many scientists recognized the last two decades as the fourth global evolution by the Internet. Nowadays, a huge amount of data is collected by a wide range of sensors and then to be transmitted by the Internet to databases and centres through the Internet.  By analyzing, and distributing these data on a massive scale, people will have a higher level of knowledge and wisdom which help them to have a more comfortable and sustainable life. This called the Internet of Things (IoT) or the Internet of Objects. It has recently been changing our world, and it is not an incredible statement as we see the impact of the Internet on different aspects of our societies such as in communication, education, transportation, and business. IoT integrates the data, process, objects, and people, in a way to form connected networks in order to give added value to the collected data by turning information into actions that create new capabilities and economic opportunity for businesses.

There has been a lot of discussion on how IoT will affect nearly every global industry—from retail to connected vehicles.  IoT has already applied in the sectors such as The Traffic Data Marketplace, Internet of food for tracking and security, Real-time waste management, Health products and services, however, we have to increase our understanding of the success factors, and challenges in each area.

For this purpose, recently there have been attempts to use IoT in horizontal approach rather than vertical applications in the industries, allowing crossing multiple industries. A survey shows that traffic management is one of the most interesting areas for the application of IoT in horizontal approach between actors, while this approach among some other sectors like health-related solutions is still very challenging.  Currently, there are many of IoT initiatives that have not been used since many enterprises have the traditional attitude against adaptable and comprehensive IoT solutions. Another obstacle in the application of IoT among different companies is that both the business users and consumers are unsure what the application areas and actual benefits from emerging IoT technologies would be.

Internet of the Things results in value creation

Merely the collection of data does not necessarily mean its effective use. The measured data is a value when it is transformed into valuable information. So in completing the value-loop which is sometimes called optimization, the collected data from its generation is communicated to a place/system to be processed. Information is aggregated over time to be analyzed in ways that guide us for decision-making and implementation. The Information Value-Loop stages of an IoT system is captured in the circle of  “Collect→Communicate→Aggregate→Analyze→ Act” in Fig.2, through which the value is created.

Figure 2. IoT systems’ information value loop

Source: Produced by the Author

For both products and services,  companies can use IoT systems to create value through both the value chain. It not only reveals their systems’ performance for each specific product or service but also determines the informational content of their outputs.

IoT: mapping the value beyond our expectations

The Internet of Things, digitalization of our physical surroundings, has attracted significant attention, but to capture the full benefits, we have to understand where the real value is created. In this respect, interoperability between IoT systems/platforms is very important to obtain maximum value. Another point is that the most of the collected data by IoT systems are not analysed and no used currently.  Mostly, the collected data are used today for the purpose of fault detection and alarm systems, rather than optimization of operation and prediction of the trends, which both provide the greatest added value. Furthermore, the Business-to-business (B2B) approaches in the scope of the IoT has a greater potential to create value than pure consumer applications.

A dynamic industry is evolving around IoT technology. Like other technology waves, there are opportunities for both incumbents and new players. Digitization blurs the lines between technology companies and other types of companies; makers of industrial machinery, for example, are creating new business models, by using IoT links and data to offer their products as a service.

The impact of the IoT on the Supply Chain

 As discussed, connectivity is a big deal for data and systems today. As the more devices can communicate with each other and to human, a higher amount of information could be shared, so faster it is to get stuff done. There are a lot of writings about how IoT will affect all aspects of our lives from retail to connected vehicles.

The global supply chain has much to gain from connectivity and is one of the first and most exciting areas of IoT application among all industries.  To revolutionize the supply chain, the IoT has aimed to improve the operational efficiency and create revenue opportunities. Therefore, unsimilar to the thoughts that consider the IoT as a tool to track the goods, IoT is a way to boost the companies’ competitiveness in the market. Among all domains in the supply chain, some areas are more affected by the Internet of the Things, as per below:

The very first benefit of IoT in the global supply chain is considered asset tracking. Both the barcodes and tracking numbers are used as a standard method for managing goods transport. By the introduction of RFID and GPS sensors to track goods, barcodes and tracking numbers are not anymore the most expedient methods. With the new approach offered by the IoT, manufacturers can easily have access to the data such as the temperature of their stores, and the time of the storage for each product, at any point in time. This approach will also help companies to have an effective quality control(QC), no delay in deliveries, and forecasting of product.

 Therefore, the end-to-end visibility facilitates the in the supply chain to transform from the push into pull operations. In simple words, through a push model, companies only can guess the approximate number of demands of the products and services in the market. In a pull model, thanks to the IoT, analyzed information about the market demands is provided into the supply chain in order to have real-time adjustments in production, distribution, and delivery of both products and services that results in lower costs and higher efficiency of the entire chain.

 In addition, the data collection via the product and goods tracking allows companies to make fine adjustment to their production schedules, storage-schedule, and transport-schedule. as well as improving their relationship with other stakeholders such as shippers through the entire value chain. On-time delivery accompanied by higher quality goods means attracting customers and end users.

Another bonus offered by the application of the IoT in the supply chain industry is inventory and forecasting. The installed sensors on devices and machinery can provide precise inventories, eliminating the humans’ errors. Another impact of the IoT is in creating the Connected Fleets of shipping containers, trucks, last-mile delivery vehicles, and so on to ensure that products to be delivered to the customers, faster.

IoT enables the connect points of purchases and customer sites. It helps to record product sales in real-time. Furthermore, it can be used as a tool to monitor the usage patterns of products for the business end-users. Based on this approach, demand and sales forecasts can be predicted to improve the marketing activities or even to produce the products according to the customer preferences.

From a technical perspective, the Data can be analyzed for signs of impending problems or failure. It is a big favour of the IoT for manufacturers to schedule their maintenances based on preventive-maintenance approach and to minimize the machinery break-down which is costly.

Conclusion

The increasing number of things connected to the internet like machinery with sensors and smartphones along with improved connectivity through the internet and accessibility to the cloud services are altogether expanding the application of the Internet of Things (IoT) in our world.

In the supply chain industry, the Internet of Things technologies allows better management of operations from production through to delivery. Well-connected objects like equipment, vehicles, and inventory produce real-time data. The data is processed to valuable information where analytics are used to spot the trends and new opportunities.  Thanks to the predictive approach provided by the IoT for different sections of the supply chain like predictive maintenance in production-lines, synchronised transport in shipment, and market demands’ prediction, the enterprise can resolve the problems before having severed impacts on customers or even on partners. Cloud solutions assist a lot in connecting the different systems in order to help stakeholders of extended supply chains to benefit from the IoT together.

Business models have to choose the IoT technologies to use, based on their priorities. The crucial issues such as security and compliance should also be regarded. If these mentioned aspects are managed properly, supply chains benefit from the Internet of Things for increased visibility and flexibility, faster reaction times to market changes, and new, more competitive supply chain models.

By M. Karimpour, and R. Karimpour

by & filed under Environment, Port-city relations.

The UK’s Solent has hosted a pioneering autonomous surveying event reports Dag Pike.

 

Sea Robotiocs' ASV 'Harry'

Sea Robotics ‘ ASV ‘Harry’

 

The first time that a hydrographic survey has been carried out using guidance only from pre-planned survey lines or automatically generated lines based on sonar coverage took place at Hurst Point in the Solent. Human control was possible with the equipment but was not required for the operation of the Sea Robotics 2.5 Autonomous Surface Vehicle. This pioneering survey operation was supported by the MCA and the UKHO.

The seabed at Hurst Point in the Western Solent was chosen as the survey site because of its challenging wave conditions and strong tides. There were two stages to this survey operation, the first carried out by an Unmanned Aerial Vehicle to collect high-resolution topographic data which though not normally a hydrographic deliverable is highly accurate data that is very useful to coastal engineers. The SeaRobotics ASV 2.5 was the ASV used for the actual hydrographic survey.

The ASV survey in the main channel was carried out mainly during the period before and after low water when the tidal currents were weaker with the remaining areas surveyed during the other periods in order to reduce the power demands on the ASV batteries. The ASV is trailer launched, allowing it to be deployed from a beach. It then followed a pre-planned line survey with each line generated from information from the previous line so that full coverage is guaranteed. The station keeping achieved was within a ¼ metre of the planned route.

The ASV was equipped with an R2Sonic 2020 Multibeam Sonar, an Applanix POSMV Wavemaster inertial system and an AML X-Base 2 SVP. The software used was a Hypack Hysweep Acquisition system and QPS Qimera Processing Software. An AIS unit was also on board and a normal survey vessel was in attendance for safety patrol.

For the survey the area was divided up into blocks and delays were caused by bad weather but it was completed successfully. The ASV performance was better than anticipated in that the battery life turned out to be approximately 5 hours and that was running at a very high thruster power at times. This ASV autonomous survey system proved to be a cost and time effective method of undertaking a hydrographic survey particularly as it allows for rapid deployment and the results of this survey have been incorporated into UKHO charts.

 

Source: Maritime Journal

Digital transformation within the maritime industry can only succeed with integrated automation according to Bachmann electronic GmbH, which will show examples of its integrated automation applications at SMM.

Service, data connectivity, security, operational cost reduction – digital transformation means many different things, but automation is always the key. Bachmann electronic is a manufacturer of control systems, engineering tools and visualization software.

At SMM 2018, the company will use customer applications to demonstrate how its holistic approach to data creates added value. A good example is the data collectors that predict the availability of the diesel-electric powertrain in Royal Wagenborg’s walk-to-work project. To make cable consumption more cost effective and to reduce the number of push buttons on board for the customer, the Kooiman Marine Group used remote I/O controls in combination with an easy-to-understand, user-friendly Human Machine Interface on the operator terminal. Norwegian Electric Systems broke new ground in onboard power supply and used an integrated platform solution from Bachmann: GMP modules for network measurement, atvise® M1 webMI pro for data visualization and 20-sim as hardware in the loop simulation software for model-based development.

The Condition Monitoring System (CMS) at Schottel not only monitors the vibration of its bearing and transmission, but also the temperature and presence of any free water in the oil. It alerts the crew of WSV Neuwerk earlier to errors and prevents flotsam from causing the two stern propellers to fail.

Together with Bachmann, Ulstein Blue Ctrl has developed the Ulstein X-Connect, a future automation platform that enables its users to work more intelligently and efficiently.

Bachmann Electronic, founded in 1970, is an internationally operating high-tech company based in Feldkirch (Vorarlberg, Austria), which provides complete system solutions in the field of automation technology. The company has 459 employees worldwide and is a leader in the renewable energy sectors, the number 1 in wind energy and also works in mechanical engineering and the maritime industry. The group of companies includes the Condition Monitoring System specialist Bachmann Monitoring and the manufacturer of the Atvise software Certec EDV.

By Jake Frith

Source: Maritime Journal

Swedish renewable energy company Seabased has joined in a venture to develop a wave energy projects in the Canary Islands.

Undersea view of a potential Seabased array

The undersea view of a potential Seabased array

 

The Canary Islands are a group of autonomous islands off the coast of North Africa and they rely heavily on diesel for electricity production, heating and businesses that supply the area’s two million residents, as well as approximately 15 million tourists who visit the islands annually. One of the heaviest consumers of power on the islands is the desalination plants. The islands have limited supplies of fresh water and must continually use desalinated ocean water to maintain the supply. Much of this is currently done with diesel fuel, but the authorities are working to replace fossil fuels with renewable energy.

Óscar Sanchez, who is the Executive Manager of the SBH Hotels and Resorts company, which is one of the largest private companies in the Canaries, is behind the wave energy desalination project and the Sanchez’ family currently owns a desalination plant with a capacity of 5,000 cubic metres. The joint venture partnership will begin with a project for a pilot 5MW installation to provide energy for a desalination plant but could expand to address multiple energy needs, from automobile recharging stations to supply the grid.

“I am deeply invested in the future of the Canary Islands and am excited about the potential of wave energy in this area,” Sanchez said. “We have slightly less than 3,000 square miles of land mass and it makes perfect sense to get our power from the waves. I see the enormous potential of using wave energy not just for specific projects like desalination, but ultimately to provide power for hotels and the grid itself, which should be less expensive than fossil fuels.”

“This project in the Canaries represents a great opportunity that could be replicated and scaled,” said Seabased CEO Øivind Magnussen. The Sea-based system uses circular steel, doughnut-shaped floats on the surface that are linked by a steel cable to seabed based vertical generators. The vertical movement of the steel doughnuts in waves is used to power the vertical generators underwater and these are mounted on concrete bases to provide the anchoring system.

By Dag Pike

Source: Maritime Journal

by & filed under Human element, Safety & security.

The UK’s National Workboat Association is launching an ‘Understanding Fatigue’ campaign to combat crewmember fatigue on offshore energy support vessels.

A poster has been designed for display on all OESVs to help crews spot the signs

A poster has been designed for display on all OESVs to help crews spot the signs

 

This comes in direct response to widespread concerns about the occurrence of fatigue among workboat crewmembers. The challenge posed by fatigue was first highlighted by members of the workboat and offshore wind sectors at the NWA’s inaugural Offshore Wind Safety Forum, held in September 2017.

As wind farms increase in size, scale and technological advancement, OESV operators find themselves working further away from shore, with longer journey times and the potential for extended shift patterns. With project developers aiming to maximise the ‘uptime’ of their contracted offshore workers, working hours can increase beyond advisable and on occasion legal limits, leaving crews overtired and vulnerable to making errors.

TIMELINE PRESSURE
This situation is often compounded by the contractual relationships in offshore wind construction, which can see projects handed over to new, sometimes less experienced, coordination. As project timeline pressure increases, crews are often at risk of missing the signs of fatigue.

Furthermore, some OESV companies reported that crews felt a self-applied pressure to go ‘above and beyond’ for clients. While this can initially manifest as a one-off instance of overtime, it can quickly lead to long days and inadequate rest periods becoming commonplace.

The effects of extreme tiredness can include delayed reaction times, poor concentration, and a temptation to cut corners, all of which threaten the safety of crewmembers and the integrity of operations. The offshore wind and workboat sectors must, therefore, collaborate to ensure that instances of fatigue are eliminated, by educating the managers responsible for planning operations, and by teaching crewmembers how to spot, and report, instances of fatigue at sea.

EXTENSIVE RESEARCH
Having undertaken a year’s industry research, the NWA is now launching an official campaign – ‘Understanding Fatigue’ – to address the issue, targeting both shore-based management teams and workboat crewmembers themselves.

Management teams may need to review how they plan project operations to ensure that crews are well-rested and able to work safely and efficiently. Meanwhile, a free poster resource, sponsored by the MCA and The Shipowners’ Club, has been designed for display on all OESVs, to help crewmembers to identify the signs of fatigue in themselves and others.

The poster will be officially launched at the second NWA / Offshore Wind Safety Forum, to be held on September 6th near Hull. This event will provide a platform for the discussion of fatigue issues and for distributing information and guidance from the NWA, one year on from the meeting at which the issue was first highlighted.

Mark Ranson, Secretary, NWA said: “At last year’s Offshore Wind Safety Forum, fatigue was the most-discussed topic by far. It’s obviously a challenge for vessel operators, and it’s potentially dangerous for crews, so we wanted to research the reasons behind over-running working hours, and to empower the offshore wind and workboat industries to do something about it.”

“This is really the culmination of a year’s worth of research and development – and we hope that the poster campaign, and the opportunity to discuss the issue at our Safety Forum in September, will really galvanise all stakeholders to act and help to make a difference.”

Kerrie Forster, Chairman of the National Workboat Safety Forum, added: “We are really pleased so far with the positive response to the campaign within the industry. Researching the subject over the last year, we have been strongly supported by government and industry bodies, offshore wind farm operators and stakeholders – and of course vessel operators and their crews.”

“Together we are taking another strong step towards creating a safer and more efficient industry for the future. In order for the campaign to achieve maximum impact, we ask all OESV stakeholders, clients, and management to display the posters in their workplace in order to spread this important awareness.”

By Jake Frith

 

Source: Maritime Journal

by & filed under Port infrastructure.

Kalmar will supply 10 reachstackers to China Railway Urumqi Group Co. as part of China’s infrastructure project the Belt and Road Initiative (BRI).

The Urumqi Railway Bureau, founded in 2017, is a subsidiary company under the jurisdiction of the China Railway Corporation.

The latest order of Kalmar reachstackers will add to the fleet of 30 that the Bureau already has operating along its BRI trade routes.

New machines will ease pressure on China’s railway infrastructure and improve the efficiency of freight centres, which, in 2017, handled 90 million tons of the bureau’s cargo of mainly coal, steel chemicals, metal ore and petroleum.

According to a statement released by Kalmar, the machines’ durability and stability are “well suited” to the harsh conditions the bureau will use them in.

The new machines are expected to be delivered by the third quarter of 2018.

Alex Tang, Sales Director of Kalmar China, said: “We have a long-standing relationship with the Ürümqi Railway Bureau for over ten years since the first delivery of Kalmar reachstackers in 2005.

“This order has further strengthened our partnership and we would like to thank the Ürümqi Railway Bureau for their continuous support and trust towards us.

“Kalmar will continue to support the future development and the Belt and Road strategy of Ürümqi Railway Bureau with exceptional services and high-quality products.”

Source: Port technology

In the latest instalment of Port Technology’s Belt and Road (BRI) series, covering China’s plan to drastically alter the face of global trade, we talk to Andrew Cainey (AC), an expert on Chinese financial reform and innovation.

The second section of a two-part interview will uncover how China plans to carry out their economic strategy in the face of opposition, as well as what projects are going to make the most difference.

PTI: Are there any important reasons for countries opposing the BRI?

AC: So the main potential for the opposition is different groups in the individual countries that are receiving Chinese funding for projects.

They tend to be opposing individual projects rather than BRI as an entity – it’s pretty diffuse anyway.  But there’s a risk that if opposition mounts in too many projects, the concept of BRI itself gets tainted.

Each country brings its own political and social dynamics and the Chinese companies involved often lack the right experience to navigate all this smoothly.

After all, what is mainly happening today is that China is lending money, predominantly through its state-owned banks, to fund infrastructure projects.

It then – although not exclusively – insists that Chinese contractors come in, who often use Chinese workers to build the infrastructure.

Countries, like Malaysia, Sri Lanka and Pakistan, are pushing back against China for a number of reasons. The financial terms can be expensive, and there is confusion as to what job benefits are created for local people.

This has also affected BRI initiatives in Europe, where the EU has insisted that contracts are not just given to Chinese subcontractors, but are put out to open tender in line with EU procurement rules.

PTI: Why is China so committed to its economic plan, despite opposition?

AC: I would not overstate the notion of ‘opposition’ to the BRI.  It is being broadly welcomed in the countries it mostly affects.  The questions are more about how the specifics develop and how projects are actually implemented.

Some oppose the impact of individual projects or the debt being taken on to finance it.  At the macro level, some countries worry about the hidden military and security components to BRI, or just have concerns about China’s higher profile in the world.

But these are then more symptoms of China’s emergence as the world’s second-largest economy and what comes with that, rather than anything related specifically to BRI.

China’s economic development has shown the benefits of infrastructure-led development overall, even if individual cases of bad investment can always be found.

Most of the Belt and Road partner countries are hungry for further infrastructure investment and have been frustrated by slow decision-making in multilaterals such as the World Bank, or by the sheer lack of funding from other sources.

In fact, there is not really a grand plan for BRI either.

Some see this as a criticism, but experimentation and improvisation have been at the heart of success in the Chinese domestic economy rather than detailed ‘planning’.  BRI is better understood as an overall vision or direction of travel.

China can and undoubtedly will remain committed to this overall vision of BRI – which in many ways is hard to take issue with – but will at the same time ‘learn by doing’ and adjust elements as some project succeed and others hit roadblocks.

That is what will end up determining what BRI ‘looks like’ in a decade’s time.

PTI: What projects, as part of the BRI, could have the greatest impact on the global supply chain, and how will this affect China’s standing in the global economy?

AC: The key to how BRI plays out is ensuring clear success cases project by project in implementation so that the host countries will see the benefits for themselves.

If BRI is implemented in its fullest form, transport routes from inland China across Eurasia to Europe will be much more extensive, higher-capacity and with predictable, faster transit times.

Another key test is how China handles the situation in Malaysia right now. This is a country which has come back to China, with the intention of renegotiating agreements and cancelling some contracts.

So far, the signs are positive that China recognises the changed situation and is renegotiating accordingly.

While it is some sort of setback for China, it is really just part of the give and takes needed for BRI to develop successfully on a more multilateral basis, when concerns arise on one side or the other.

The China-Pakistan Economic Corridor (CPEC), which includes the Port of Gwadar, is also very much a litmus test of the extensive relationship which China will have with its host nations, in terms of commercial and security concerns.

Andrew Cainey is an Associate Fellow in the Asia-Pacific Programme at Chatham House and the Co-founder of Asiability Limited, an advisory firm that helps companies and non-profits engage with China.

Source: Port technology