Planning of transport through inland shipping is complex, highly dynamic and very specific. Existing software support is focusing on road transport planning and/or is merely a visual representation of shipments to be manually assigned to particular vessels. As a result inland shipment planning is time-consuming and highly relies on the personal skills of the planner. In this paper we present a business rules based model that aims to further support inland shipping organizations in their shipment planning by identifying the characteristics and constraints that are of interest and the related explicated business rules. The model is derived from transport-related literature, explorative expert interviews and transport management software vendors. The usability and applicability of the model is subsequently successfully empirically tested using identified performance measures through a case study at a major European inland shipping broker
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Ship-source greenhouse gas (GHG) emissions could increase by up to 250% from 2012 levels by 2050 owing to increasing global freight volumes. Binding international legal agreements to regulate GHGs, however, are lacking as technical solutions remain expensive and crucial industrial support is absent. In 2003, IMO adopted Resolution A.963 (23) to regulate shipping CO2 emissions via technical, operational, and market-based routes. However, progress has been slow and uncertain; there is no concrete emission reduction target or definitive action plan. Yet, a full-fledged roadmap may not even emerge until 2023. In this policy analysis, we revisit the progress of technical, operational, and market-based routes and the associated controversies. We argue that 1) a performance-based index, though good-intentioned, has loopholes affecting meaningful CO2 emission reductions driven by technical advancements; 2) using slow steaming to cut energy consumption stands out among operational solutions thanks to its immediate and obvious results, but with the already slow speed in practice, this single source has limited emission reduction potential; 3) without a technology-savvy shipping industry, a market-based approach is essentially needed to address the environmental impact. To give shipping a 50:50 chance for contributing fairly and proportionately to keep global warming below 2°C, deep emission reductions should occur soon.
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The authors present the design of the shipping simulation SEL and its integration in the MSP Challenge Simulation Platform. This platform is designed to give policymakers and planners insight into the complexity of Maritime Spatial Planning (MSP) and can be used for interactive planning support. It uses advanced game technology to link real geo- and marine data with simulations for ecology, energy and shipping. The shipping sector is an important economic sector with influential stakeholders. SEL calculates the (future) impact of MSP decisions on shipping routes. This is dynamically shown in key performance indicators (e.g. route efficiencies) and visualised in heat maps of ship traffic. SEL uses a heuristic-based graph-searching algorithm to find paths from one port to another during each simulated month. The performance of SEL was tested for three sea basins: the firth of Clyde, Scotland (smallest), North Sea (with limited data) and Baltic Sea regions (largest, with most complete data). The behaviour of the model is stable and valid. SEL takes between 4 and 17 seconds to generate the desired monthly output. Experiences in 20 sessions with 302 planners, stakeholders and students indicate that SEL is a valuable addition to MSP Challenge, and thereby to MSP.
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The objective of this chapter is to give insight in marine governance challenges, illustrated by Arctic shipping. To do this, this chapter presents a theory of marine governance as reflexive institutionalization, in which the structural properties of marine governance arrangements are (re)produced in interactions between governmental actors, maritime sectors and civil society actors within the structural conditions of the networked polity at sea. Based on an analysis of the institutionalization of shipping governance arrangements of three (possible) Arctic shipping routes; The Northwest Passage (NWP), the Northeast Passage and Northern Sea Route (NEP/NSR), and the Transpolar Sea Route (TSR) the following question will be answered, “What are the enabling and constraining conditions of marine governance as reflexive institutionalization?” In other words, what are the possibilities for public and private actors to challenge discursive spaces and to change the rules of the game, in order to find solutions for environmental, spatial, economic, and social problems at the Arctic Ocean? The analysis shows forms of institutionalization as structural reflectiveness in which the dominant discourse ‘shipping is allowed in the Arctic’ is not challenged. However, this form of reflectiveness showed how actors, such as China and Russia, are able the use rules from different institutional settings to strengthen their position.
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AbstractHistorically, epidemics and plagues are repeatedly reported to have happened since the ancient civilizations (Egypt, Greece, Rome and imperial China). Most known examples of a devastating global pandemics in recent history are the ‘Black Death’ (14th century) and the global influenza (1918-1919), also known as ‘Spanish Flu’, that has killed nearly 50 million people in the world. Even thoughpandemics may vary in their dimensions, length (short vs. long), scope (local/regional, national, global) and severity of effects (minimal effects or maximal effects), they all represent distinct exogenous and endogenous shocks that have far reaching effects on population, health, economy and other societal domains.Currently, the Covid-19 pandemic has relentlessly spreaded around the world, leaving behind destructive marks on health, populations, economies and societies. The Covid-19 could spread quickly around the globe because of the current structure of the global economy, which is highly interconnected through sophisticated global transport networks. An important characteristic of a suchnetworked complex system is it vulnerability to unattended events of systemic risk such as the Covid-19 pandemic for example. These systemic risks cause substantial cascading effects, which lead to extreme outcomes that could permanently alter economic, environmental, and social systems.In this article, we first, present, discuss and analyze the potential impacts of the Covid-19 on global economy, trade and supply chains, by focusing on Europe and/or the Netherlands. Second, we examine the effects of the Covid-19 crisis on the shipping industry and on the hub ports and the policy measures that have been applied by different countries around the world.
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The Maritime Spatial Planning (MSP) Challenge game: Short Sea Shipping (SSS) Edition is a table-top strategy board game, designed for policy-makers and stakeholders involved in MSP, short-sea shipping and the Blue Economy. It is a ‘serious game’, allowing the development of a better understanding of the issues involved in MSP through creative and imaginative role playing, taking into account the relevant professional and personal experience of the players. The authors present and discuss the use of the MSP Challenge board game to test how, and to what extent, the concept can help stakeholders understand Maritime Spatial Planning.
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Emissions of greenhouse gases in many European countries are declining, and the European Union (EU) believes it is on track in achieving emission reductions as agreed upon in the Kyoto Agreement and the EU's more ambitious post-Kyoto climate policy. However, a number of recent publications indicate that emission reductions may also have been achieved because production has been shifted to other countries, and in particular China. If a consumption perspective is applied, emissions in industrialized countries are substantially higher, and may not have declined at all. Significantly, emissions from transports are omitted in consumption-based calculations. As all trade involves transport, mostly by cargo ship, but also by air, transports add considerably to overall emissions growth incurred in production shifts. Consequently, this article studies the role of transports in creating emissions of CO 2, based on the example of exports from China. Results are discussed with regard to their implications for global emission reductions and post-Kyoto negotiations.
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Snelle technologische ontwikkelingen bieden kansen voor de maritieme sector. Zij maken de scheepvaart efficiënter, veiliger en schoner. De techniek heeft regelgeving en professionals nodig die ook klaar zijn voor de toekomst. Het lectoraat Maritime Law voert praktijkgericht onderzoek uit op de scheidslijn van recht en (maritieme) techniek samen met studenten, docenten, het bedrijfsleven en kennisinstellingen.
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Het lectoraat Maritieme Innovatieve Technieken is sinds juni 2012 verbonden aan het Maritiem Instituut Willem Barentsz (MIWB), onderdeel van het Instituut Techniek van NHL Hogeschool. Dankzij deze positie kan het lectoraat, samen met het lectoraat Maritiem, Marien, Milieu & Veiligheidsmanagement en het Kenniscentrum Jachtbouw, over de grenzen van de organisatie heen werken. Het ontwikkelen en uitbreiden van het praktijkgericht onderzoek heeft daarbij de hoogste prioriteit. Kennis, veiligheid en innovatie door middel van technologie zijn steeds de verbindende factoren. Het lectoraat houdt zich bezig met het uitwisselen van kennis tussen het onderwijs en het beroepenveld. Wij richten ons daarbij op vier thema’s en drie onderzoeksgebieden. Vanuit de thema’s, veilige schepen, slimme schepen, schone schepen, duurzame schepen, wil het lectoraat de komende jaren een actieve rol spelen op de onderzoeksgebieden Maritime operations, Human factors en Regulatory compliance. Daarnaast is het lectoraat gestart met nascholingstrajecten waarmee docenten hun onderzoeksvaardigheden verder kunnen ontwikkelen. Wij werken eveneens aan de professionele masteropleiding
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