ABSTRACT
In the maritime industry, The unanticipated COVID-19 viral epidemic is an unforeseeable circumstance, and other nations implemented enormous containment measures to stop the Coronavirus epidemic from spreading around the world. Thus, directly affecting the maritime shipping sector. This paper will discuss the current problems facing the shipping industry, taking into account the congestion problems, delays, and uncertainty timeframes, using the Los Angeles port as a case study. These problems and more were addressed directly by increasing the operating hours, workload, and available staff, and indirectly by looking for alternatives for shipping goods, and creating more cargo space, furthermore, this study will use Monte Carlo simulation to predict the effectiveness of these solutions on the congestion at the port.
ABSTRACT
Freight transportation in urban areas represents an essential activity from the standpoint of economic development;in recent years, the spread of e-commerce (also accelerated by COVID-19) has contributed to increasing the demand for freight distribution over short distances. In most cities, the approaches and measures are often based on new technologies. Nevertheless, today there are contexts wherein delivery operations represent critical tasks to be solved. Furthermore, low accessibility areas, such as small islands, present further problems due to their exclusive dependence on maritime links (and often low-reliability services). This paper tackles this topic, formulating and solving a distribution problem by linking shipping services with last-mile distribution operated by means of an automatic delivery service (parcel lockers). A test application is proposed by considering the small island of Lipari in the archipelago of the Aeolian islands (Sicily, Southern Italy). The results show that such a type of service could reduce the user's waiting time when compared to traditional home deliveries.
ABSTRACT
In recent years, the maritime trade of crude oil has suffered notable perturbations caused by the unbalanced relationship between supply and demand. The COVID-19 pandemic caused a drop in oil consumption in 2019, followed by a reduction in production in 2020. The seaborne transport of oil accounts for approximately 50–60% of all crude oil in world production. The crude oil market is a crucial regulator of the global economy and instabilities in this market have noticeable effects on collective risks. The immediate risks that the society see are the changes in the cost of living, which are followed by political uncertainties. Less visible are the risks that these uncertainties have on shipping companies and the level of management stability they have to maintain in order to keep seagoing safe. This paper presents an update on the overall state of risk management for the crude oil tanker fleet, evidenced by EMSA and other international marine organisations. The previous paper, entitled Safety Assessment of Crude Oil Tankers, which applied the methodology of the Formal Safety Assessment (FSA), was published in 2018 and covered the historical data related to the fleet size, accident reports, amount of oil spilled on sea and the economic value of the crude oil transport business. The particular focus of this paper is on the evolution of the risk acceptance criteria over the years and the difference in the predictions from 2018 to the present day. The effects of the pandemic on crude oil shipping are discussed through the changes in the risks. Three of them are analysed: PLL (potential loss of lives), PLC (potential loss of containment) and PLP (potential loss of property). The representation of the risk applies the F-N curves among the risk acceptance criteria lines observed for different tanker sizes. Among the three risks, the paper exposes the vulnerability of the loss of containment risk, where the strong economic impact of the oil trade outweighs the environmental concerns. In relation to the PLC, the paper proposes the approach of relating the oil spill acceptability with the spill quantity and ship revenue instead of to the cost of cleaning or the cost of environment recovery.
ABSTRACT
U.S. container ports have experienced unpresented congestion since mid-2020. The congestion is generally attributed to import surges triggered by heavy spending on consumer goods during the COVID-19 pandemic. Port congestion has been compounded by the inability of importers to retrieve, receive, and process all the inbound goods they have ordered, resulting in supply chain shortfalls and economic disruption. How can the shipping industry and government organizations predict the end of the current surge and anticipate future surges? Expected seasonal variations in import volume are associated with peak holiday shopping periods; nonseasonal import surges are signaled by other factors. The research goes beyond transportation data sources to examine broader connections between import volume and indicators of economic and retail industry conditions. The strongest and most useful relationship appears to be between retail inventory indicators and containerized import growth. From January 2018 through July 2021, there was a relatively strong negative correlation between retail inventory- and import TEU indices with a 4-month lag (corresponding roughly to the time between import orders and -arrival). In the 2020 to 2021 pandemic period the negative correlation was stronger, again with a 4-month lag. These findings suggest that observers might anticipate import surges after marked, nonseasonal drops in retail inventories, and that import surges are likely to last until target inventory levels are restored. In a broader sense, an awareness of the linkages between consumer demand, retail chain responses, and containerized import volumes could better inform port, freight transportation, and government planning and policy choices.
ABSTRACT
In orbit since late 2017, the Tropospheric Monitoring Instrument (TROPOMI) is offering new outstanding opportunities for better understanding the emission and fate of nitrogen dioxide (NO2) pollution in the troposphere. In this study, we provide a comprehensive analysis of the spatio-temporal variability of TROPOMI NO2 tropospheric columns (TrC-NO2) over the Iberian Peninsula during 2018–2021, considering the recently developed Product Algorithm Laboratory (PAL) product. We complement our analysis with estimates of NOx anthropogenic and natural soil emissions. Closely related to cloud cover, the data availability of TROPOMI observations ranges from 30 %–45 % during April and November to 70 %–80 % during summertime, with strong variations between northern and southern Spain. Strongest TrC-NO2 hotspots are located over Madrid and Barcelona, while TrC-NO2 enhancements are also observed along international maritime routes close the strait of Gibraltar, and to a lesser extent along specific major highways. TROPOMI TrC-NO2 appear reasonably well correlated with collocated surface NO2 mixing ratios, with correlations around 0.7–0.8 depending on the averaging time.We investigate the changes of weekly and monthly variability of TROPOMI TrC-NO2 depending on the urban cover fraction. Weekly profiles show a reduction of TrC-NO2 during the weekend ranging from -10 % to -40 % from least to most urbanized areas, in reasonable agreement with surface NO2. In the largest agglomerations like Madrid or Barcelona, this weekend effect peaks not in the city center but in specific suburban areas/cities, suggesting a larger relative contribution of commuting to total NOx anthropogenic emissions. The TROPOMI TrC-NO2 monthly variability also strongly varies with the level of urbanization, with monthly differences relative to annual mean ranging from -40 % in summer to +60 % in winter in the most urbanized areas, and from -10 % to +20 % in the least urbanized areas. When focusing on agricultural areas, TROPOMI observations depict an enhancement in June–July that could come from natural soil NO emissions. Some specific analysis of surface NO2 observations in Madrid show that the relatively sharp NO2 minimum used to occur in August (drop of road transport during holidays) has now evolved into a much broader minimum partly de-coupled from the observed local road traffic counting;this change started in 2018, thus before the COVID-19 outbreak. Over 2019–2021, a reasonable consistency of the inter-annual variability of NO2 is also found between both datasets.Our study illustrates the strong potential of TROPOMI TrC-NO2 observations for complementing the existing surface NO2 monitoring stations, especially in the poorly covered rural and maritime areas where NOx can play a key role, notably for the production of tropospheric O3.
ABSTRACT
En önemli taşımacılık sektörlerinden biri olan denizyolu taşımacılığında meydana gelen artış, doğal olarak yeni liman sahalarının kurulumuna yol açmaktadır. Son 10 yıllık süreçte, Türkiye'nin farklı bölgelerinde kurulu olan birçok liman, özellikle korona virüs pandemisinde, değerli malların taşınmasında tonaj bazında daha büyük paya sahip olan denizyolu taşımacılığının sürdürülebilirliği ve gelişimi için etkin rol almıştır. Karadeniz Bölgesinde kılavuzluk, römorkaj ve palamar hizmetleri, atık ve çöplerin tahliyesi, tatlı su ve elektrik tedariği sağlayan birkaç liman bulunmaktadır. Filyos Limanı ise fiziki ve konumsal avantajları ile birçok alanda liman hizmeti verebilecek ve bölgenin artan taşımacılık ihtiyacının karşılanmasına önemli katkı sağlayacaktır. Ayrıca son yıllarda bölgede keşfedilen doğalgaz rezervleri de limanın potansiyel ve önemini arttırmaktadır. Bu çalışmada Karadeniz Bölgesinde bulunan limanlar, boyutsal özellikleri ve verilen liman hizmetleri, özellikle römorkörlerle gerçekleşenler temel alınarak ifade edilmektedir. Küresel çevre algısı, deniz taşıtlarında sürdürebilirlik ve verimlilik, ulusal ve uluslararası düzenlemeler ve son yıllarda inşa edilen römorkörler dikkate alınarak, bu liman sahasında ileride hizmet verecek römorkörlerin sevk sistemleri hakkında değerlendirmeler yapılmaktadır.Alternate abstract:Growth in maritime transport, which is one of the most vital transportation sectors, naturally leads to establishment of new port areas. In last decade, many ports established in different regions of Turkey have taken an active role in sustainability and development of maritime transport, which has a larger share in the transportation of valuable goods on basis of tonnage, especially during coronavirus pandemic. Several ports in the Black Sea Region provide pilotage, tugboat and mooring services, discharge of waste and garbage, supply of fresh water and electricity. Filyos Port, moreover, will be able to provide port services in many areas with its physical and locational advantages and will make a significant contribution to meeting increasing transportation needs. Furthermore, natural gas reserves discovered in the region in recent years increase potential and importance of port. In this paper, ports in the Black Sea Region, dimensional features and provided port services are expressed on the basis of tugboats. Considering the global environmental perception, sustainability and efficiency in sea vehicles, national and international regulations and tugboats built in recent years, evaluations are made about the propulsion systems of tugboats that will serve in this port area in the future.
ABSTRACT
The marine transportation industry, which has made significant steps in recent years to combat climate change and global warming, is heavily influenced by regional and worldwide economic trends. The COVID-19 pandemic, which began in China at the end of 2019 and spread to the rest of the world in the first quarter of 2020, caused the global economy and marine transport to decline by 4.1% in 2020. It is proposed in this study to investigate various scenarios by modelling this circumstance that has unexpectedly occurred using decision assistance technologies.
ABSTRACT
Intelligent maritime transportation is one of the most promising enabling technologies for promoting trade efficiency and releasing the physical labor force. The trajectory prediction method is the foundation to guarantee collision avoidance and route optimization for ship transportation. This article proposes a bidirectional data-driven trajectory prediction method based on Automatic Identification System (AIS) spatio-temporal data to improve the accuracy of ship trajectory prediction and reduce the risk of accidents. Our study constructs an encoder-decoder network driven by a forward and reverse comprehensive historical trajectory and then fuses the characteristics of the sub-network to predict the ship trajectory. The AIS historical trajectory data of US West Coast ships are employed to investigate the feasibility of the proposed method. Compared with the current methods, the proposed approach lessens the prediction error by studying the comprehensive historical trajectory, and 60.28% has reduced the average prediction error. The ocean and port trajectory data are analyzed in maritime transportation before and after COVID-19. The prediction error in the port area is reduced by 95.17% than the data before the epidemic. Our work helps the prediction of maritime ship trajectory, provides valuable services for maritime safety, and performs detailed insights for the analysis of trade conditions in different sea areas before and after the epidemic.
ABSTRACT
The maritime transportation network is a global system connected to most major cities. This network is relatively unexamined as a viral transmission route. An essential step in understanding the risk of maritime transmission is characterizing linkages between seaports. Records of ship arrivals in Florida were obtained for the first half of 2020, during the initial wave of the COVID-19 pandemic. Over 45,000 individual vessel calls to 17 Florida ports were recorded, including over 9,600 large ships capable of long-distance voyages. The prior port calls of all vessels were back-traced up to 2 months before they arrived in Florida. We identified 19,579 prior calls to countries on 6 continents and many island nations and territories. The most common (66%) previous port regions were in the Americas and the Caribbean, western Europe (8.5%), and eastern Asia (5.0%). Cargo class vessels had the largest number and most interconnected set of prior port visits compared to large Tanker, Passenger, and Personal craft. The history of incoming vessels varied between Florida ports, with some receiving a majority of vessels from U.S. prior ports, but most receiving a majority with non-US priors. Some implications of these findings for vessel tracking and the development of protection measures at ports are discussed.
ABSTRACT
Welcome to 3rd Maritime Safety International Conference (MASTIC) 2022. After successfully held first and second MASTIC, Department of Marine Engineering, Faculty of Marine Technology, Institut Teknologi Sepuluh Nopember (ITS), Surabaya collaborated with The Center of Excellence for Maritime Safety and Marine Installation (PUI KEKAL) proudly presents the 3rd MASTIC 2022. Since we are still facing the global COVID-19 pandemic, the committee decided to hold this conference virtually on July 16, 2022, while the organizer was in Surabaya, Indonesia. This virtual conference theme is "Future Challenges for the improvement of Maritime Safety Systems, Marine Operation and Environment".There are three prominent keynotes speakers. First speaker is Ir. Hengki Angkasawan who will deliver keynotes about the concept of E-Navigation and E-pilotage. Second is Prof. Takeshi Nakazawa, who delivers keynotes about New initiative in Improving Human Resources for Safer Maritime Transport and Operations. The last speaker is Mr. Denzal John Hargreaves, with the topic the role of Classification Societies to achieve a balance between Safety and Technological Advances. The committee of MASTIC received 77 full paper submissions. From those submissions, there were 60 accepted papers after some rigor review process and were presented in MASTIC 2022 which consists of three parallel sessions with four rooms. The paper represents 6 different countries (Indonesia, Japan, Germany, South Korea, United Arab Emirates dan Timor Leste). Hence, on behalf of MASTIC committee, I would like to extend gratitude to all the authors who contribute to the submission of the result of their latest research. Also, I would like to express my deep appreciation to the Technical Program Committee and the reviewers for their support in the reviewing process to keep the quality of manuscripts. The virtual MASTIC 2022 was conducted via the Zoom platform and was attended by more than 220 participants, including presenters, authors, and co-authors.List of Conference Committee is available in this pdf.
ABSTRACT
The recent inclusion of shipping in the Fit for 55 legislation package will have large knock-on effects on the industry and consequently on end consumers. The present paper presents an innovative top-down methodology, the MSF455 model, which estimates the new vessel Operational Expenditure (OPEX) as per the provisions of the Fit for 55 package and various scenarios based on carbon tax, penalty allowances, maritime fuel tax and effect. The methodology is presented and tested against six scenarios that are based on Det Norske Veritas’s (DNV) fuel maritime projections. The model illustrates that the distinction between intra-EU and extra-EU penalty allowance creates a large disparity and thus reduction in the competitiveness of goods (produced and transported).
ABSTRACT
Maritime transport, which includes shipping and port operations, is the fundamental basis of international trade and globalization. In transportation management, efficiency is critical for verifying performance and proposing the best countermeasure to meet predetermined goals. Various efforts in this field have been made to solve this problem satisfactorily. However, the significant proportion of conventional approaches are based on long-term observations and professional expertise, with only a few exceptions based on practice-based historical data. Data Envelopment Analysis (DEA) is a non-parametric technique for analyzing various output and input variables parallelly. The efficiency of maritime transport in European countries is explored using a two-stage DEA approach based on Malmquist and Epsilon-Based Measure (EBM). First, the Malmquist model analyses countries’ total productivity growth rates and their breakdown into technical efficiency (catch-up) and technology change (frontier-shift). Second, the EBM model is used to determine the efficiency and inefficiency of the maritime transportation systems in each European country. Apart from identifying the best-performing countries in specific areas over the study period (2016–2019), the results highlight that the gap in applying the EBM method to maritime transport has been successfully closed and that the emerging paradigm, when combined with the Malmquist model, can be a sustainable and appropriate evaluation model for other research areas.
ABSTRACT
Ports offer an effective way to facilitate the global economy. However, massive carbon emission during port operating aggravates the atmospheric pollution in port cities. Capturing characteristics of port carbon emission is vital to reduce GHG (greenhouse gas) in the maritime realm as well as to achieve China’s carbon neutral objective. In this work, an integrated framework is proposed for exploring the driving factors of China ports’ emissions combined with stochastic effects on population, affluence and technology regression (STIRPAT), Global Malmquist-Luenberger (GML) and multiple linear regression (MLR). The port efficiency is estimated for each port and the potential driving factors of carbon emission are explored. The results indicate that port carbon emissions have a strong connection with port throughput, productivity, containerization and intermodal transshipment. It is worth noting that the containerization ratio and port physical facility with fossil-free energy improvement have positively correlated with carbon emissions. However, the specific value of waterborne transshipment shows a complex impact on carbon dioxide emission as the ratio increases. The findings reveal that China port authorities need to improve containerization ratio and develop intermodal transportation;meanwhile, it is responsible for port authorities to update energy use and improve energy efficiency in ways to minimize the proportion of non-green energy consumption in accordance with optimizing port operation management including peak shaving and intelligent management systems under a new horizon of clean energy and automatic equipment.
ABSTRACT
[...]we are like an oiled Swiss Army knife, which has proven its added value over the years, and is quickly available when called upon". The 'Cougars' of 300 squadron also deployed to Afghanistan several times during 2006 to 2010 Operations took place out of Kandahar Airfield in support of the Task Force Uruzgan. Besides a transport role of supplies also missions to support Special Operations Forces (SOF) where executed. 300 Squadron also supports humanitarian missions like fighting forest fires (Fire Bucket Operations - FBO), in 2004 the squadron deployed two Cougars to Portugal, and in August 2007 towards Greece to support the firefighting there. For these amphibious overseas missions six Cougars (serials S-419, 441, 442, 445 and 447) are available with maritime equipment like floats to prevent the helicopter from sinking when it comes in the water. [...]2015, the squadron was tasked as Patients transport (Air Ambulance) from the Wadden Islands, which are located in the upper north of the Netherlands in the Wadden Sea, to hospitals on the mainland. According to 1st Lieutenant Niels Henderson, Chief Helicopter Maintenance of 300 squadron, this is a unique opportunity.
ABSTRACT
The continuous increase in global maritime freight transport has led to an increase in emissions. The port of Heraklion was selected as a case study to investigate the environmental impact of shipping in wider areas. Two different maritime fuels were examined: the conventional maritime fuel, marine diesel oil (MDO), and an alternative maritime fuel, liquified natural gas (LNG). To carry out this study, real data from the port of Heraklion, the Lloyd’s Register Fairplay (LRF) Sea-Web database, and literature reviews were used. The bottom-up method was adopted for data processing. The results of this study demonstrate that alternative maritime fuels, such as LNG, could drastically reduce SO2, NOx, PM, and CO2 emissions.
ABSTRACT
We present a comprehensive study integrating satellite observations of ozone pollution, in situ measurements, and chemistry-transport model simulations for quantifying the role of anthropogenic emission reductions during the COVID-19 lockdown in spring 2020 over Europe. Satellite observations are derived from the IASI+GOME2 (Infrared Atmospheric Sounding Interferometer + Global Ozone Monitoring Experiment 2) multispectral synergism, which provides better sensitivity to near-surface ozone pollution. These observations are mainly analysed in terms of differences between the average on 1–15 April 2020, when the strictest lockdown restrictions took place, and the same period in 2019. They show clear enhancements of near-surface ozone in central Europe and northern Italy, as well as some other hotspots, which are typically characterized by volatile organic compound (VOC)-limited chemical regimes. An overall reduction of ozone is observed elsewhere, where ozone chemistry is limited by the abundance of NOx. The spatial distribution of positive and negative ozone concentration anomalies observed from space is in relatively good quantitative agreement with surface in situ measurements over the continent (a correlation coefficient of 0.55, a root-mean-squared difference of 11 ppb, and the same standard deviation and range of variability). An average difference of ∼ 8 ppb between the two observational datasets is observed, which can partly be explained by the fact the satellite approach retrieves partial columns of ozone with a peak sensitivity above the surface (near 2 km of altitude over land and averaging kernels reaching the middle troposphere over ocean).For assessing the impact of the reduction of anthropogenic emissions during the lockdown, we adjust the satellite and in situ surface observations for subtracting the influence of meteorological conditions in 2020 and 2019. This adjustment is derived from the chemistry-transport model simulations using the meteorological fields of each year and identical emission inventories. Using adjustments adapted for the altitude and sensitivity of each observation, both datasets show consistent estimates of the influence of lockdown emission reduction. They both show lockdown-associated ozone enhancements in hotspots over central Europe and northern Italy, with a reduced amplitude with respect to the total changes observed between the 2 years and an overall reduction elsewhere over Europe and the ocean. Satellite observations additionally provide the ozone anomalies in the regions remote from in situ sensors, an enhancement over the Mediterranean likely associated with maritime traffic emissions, and a marked large-scale reduction of ozone elsewhere over ocean (particularly over the North Sea), in consistency with previous assessments done with ozone sonde measurements in the free troposphere.These observational assessments are compared with model-only estimations, using the CHIMERE chemistry-transport model. Whereas a general qualitative consistency of positive and negative ozone anomalies is observed with respect to observational estimates, significant changes are seen in their amplitudes. Models underestimate the range of variability of the ozone changes by at least a factor 2 with respect to the two observational datasets, both for enhancements and decreases of ozone. Moreover, a significant ozone decrease observed at a large hemispheric scale is not simulated since the modelling domain is the European continent. As simulations only consider the troposphere, the influence from stratospheric ozone is also missing. Sensitivity analyses also show an important role of vertical mixing of atmospheric constituents, which depends on the meteorological fields used in the simulation and significantly modify the amplitude of the changes of ozone pollution during the lockdown.
ABSTRACT
A well-thought-out strategy for shaping the transport of the future is a challenge for countries and integration groups. The answer to which modes of transport should become a priority in the context of incurred and planned investments should largely depend on their observed and forecasted environmental impact. This paper focuses on the scope and content of EU macro-regional strategies. The main objectives of the study were to identify common assumptions and differences between the Adriatic and Ionian Region and the Baltic Sea Region in terms of sustainable transport and provide a critical assessment of the EU Strategy for the Adriatic and Ionian Region (EUSAIR) and the EU Strategy for the Baltic Sea Region (EUSBSR) compliance with the assumptions of the White Paper on Transport, as well as the attempt to answer the question of which modes of transport should be prioritized by the analyzed macro-regions, making transport decarbonization one of their main goals. It is possible to state that the assumptions of both the strategies of the macro-regions seem to be partially consistent with the White Paper on Transport vision. However, the emphasis of the macro-regions on the development of maritime transport is somewhat omitted in the White Paper. Among the countries of both areas (EUSAIR, EUSBSR), estimates showed a statistically significant (p < 0.05) positive impact on the volume of loads transported by road transport. An increase in the volume loads by 1% resulted in an increase in air pollution by 0.446% (EUSAIR) and 0.728% (EUSBSR). The elasticity of air pollution, regarding loads’ road transport changes, was the highest compared to other transport modes in the studied areas. This proves the highest emissivity of road transport. In the EUSAIR countries, an increase by 1% of the volume of transport by railway resulted in a decrease in air pollution, with emissions of greenhouse gases decreasing by 0.063%. Considering the analyzed documentation, reports, strategies, and assumptions, it seems right to clearly emphasize the role of rail transport in the decarbonization of transport. According to the authors, mainly, this branch of transport can significantly reduce the emission of gases into the atmosphere and thus contribute to the so-called “green deal”. However, many activities must be undertaken for this to happen, not only investment ones. First of all, it is worth paying attention to the coherence of regional strategies with the European transport development plan contained in the White Paper.
ABSTRACT
There are several SDG targets directly linked to transport, including SDG 3 on health (increased road safety), SDG 7 on energy, SDG 8 on decent work and economic growth, SDG 9 on resilient infrastructure, SDG 11 on sustainable cities (access to transport and expanded public transport), SDG 12 on sustainable consumption and production (ending fossil fuel subsidies) and SDG 14 on oceans, seas and marine resources. The authors concluded that the construction of the new artery by the city centre, using appropriate technical solutions and traffic organization (tunnel, noise barriers, roundabouts, speed limit) likely contributed to an overall reduction in NO2 concentrations. Tsakalidis, Gkoumas, Grosso and Pekár present an overview of TRIMIS and its benefits as an integrated analytical tool that provides support to sustainable transport governance and decision-making. [...]it provides insights on current technology trends in the road transport domain with a focus on smart innovation and identifies emerging trends with a potential future impact through a dedicated case study, combining a techno-economic assessment with findings of a horizon scanning exercise. [...]we have four papers that focus on specific modes of transport—road and maritime:
ABSTRACT
First of all, I am very happy to warmly welcome you to one of interesting event held by Faculty of Marine Technology (MARTECH), Institut Teknologi Sepuluh Nopember (ITS), International Conference on Marine Technology (SENTA) 2021. This conference is held virtually regarding the currently Covid 19 pandemic, which the webinar is prepared and arranged to ensure the safe of all participants. I hope this conference could give you an overview of situation that positively contribute to all of us by exchanging good study, research and information between presenters and all participants.The International Conference on Marine Technology is an annual international seminar organized by the Faculty of Marine Technology of ITS, as a maritime country, Indonesia has set maritime development as one of the top priorities in the country’s development program. Regarding this reason and some important issue on maritime nowadays, the international conference of SENTA 2021 pick a theme of “Smart and Sustainable Research and Innovation in Marine Technology“. Through this opportunity, I would like to express my appreciation for the prominent speakers, Dr. Capt. Antoni Arif Priadi (Secretary of Human Resource Development on Transportation Agency), Prof. Tomohisa Dan (Professor of Mechanical Engineering, Kobe University, Japan), Prof. Benny Tjahjono (Professor of Sustainability & Supply Chain Management, Coventry University, United Kingdom).List of Committee are available in the pdf
ABSTRACT
Greenhouse gas (GHG) emissions from human activities are driving climate change and are currently at their highest levels in history. The international community, through the United Nations process, places great emphasis on the decarbonisation of our economies across all sectors. GHG emissions from maritime transport, even if considered the most carbon efficient method of transportation, are projected to increase if no action is taken to decarbonise, and thus pressure has extended to the maritime sector to contribute to the significant GHG emission cuts necessary. The paths by which the maritime sector can contribute to the achievement of the international target of GHG reduction by 2050 are still being determined, but numerous promising options exist. This paper aims to provide an overview of action towards decarbonisation by the international maritime sector, and to assess how Cyprus, an important flag state, can contribute to decarbonisation efforts. A participatory approach was used, through implementation of the EIT Climate-KIC’s Deep Demonstrations methodology, as part of the ‘ Zero-Net Emissions, Resilient Maritime Hubs in Cyprus’ project. The results were used to identify a portfolio of actions related to policy and regulatory development, education and re-skilling, technological development, and operation optimisation, which can support the decarbonisation of the maritime sector in Cyprus.