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ALLIANCES
&
MARKETS
REGULATIONS
&
TECHNOLOGY IN
PORTS AND SHIPS
Trends & Developments in the
Maritime
 Global growth is projected to rise from an estimated 2.9
percent in 2019 to 3.3 percent in 2020 and 3.4 percent for
2021,
 Strenghtening US Dollar, higher borrowing cost in developing
countries,
 The trade war between China & USA, (decrease the tariff between
China and USA. China, on its part, agreed to purchase at least
an additional US$200 bil. in worth of US goods and services
over the next two years – above a baseline of US$186 billion
purchases in 2017. This includes: US$ 78 bil. in additional
manufactured goods, US$ 54 bil. in additional energy purchases,
US$ 32 bil. in additional farm products purchases, US$ 38 bil.
worth of services,
 Uncertinities continue regarding Brexit deal,
 Global FDI flows decreased by 20% in the first half of 2019 to
USD 572 billion,
 One Belt One Road Initiative,
 Ourdoor disease/attacks, (corona virus in Chian & Far East,
terrorism, grasshoppers attack in Africa) 2
Trends & Developments in the
MARITIME
Trends & Developments
in the MARITIME
REGULATIONS
KEY VENDORS &
ALLIANCES &
COORPERATION
TECHNOLOGY
& IT
SHIPPING
MARKET
LOGISTICS &
SUPPLY CHAIN
INTEGRATION
ROUTES
GLOBALIZATION
SECURITY
CONSOLIDATION
AND
RATIONALIZATION
IN THE PORTS,
SHIPPING AND
STEVEDORING
INDUSTRY
MARKETS IN MARITIME
NEW BUILDING
MARKET
FREIGHT
MARKET
SALE AND
PURCHASE
MARKET
DEMOLITION
MARKET
MARKETS IN MARITIME
 Shipping industry’s playground is a unique similar in some structure
of other markets where commodities are sold or purchased on one
platform. Shipping market structure is distinct .
 The structure of the market is determined by its characteristics like
“the supply of service being offered,the type of the product,the number
of operators,the barriers to entry or exit,the number of consumers
demanding the service.”(Mc Conville 1999).
 Some theories describe these market forms using different models
ranging from perfect competition to Monoply.
 Shipping services is provided by four closely related markets,
although trading in different commodities. Even though the segments
vary in character and purpose, they still compete for cargo and they
all operate within the Four Markets of Shipping (Stopford, 2009).
 The unique mechanism of this market is that it is almost
unpredictable, however ” the best commercial opportunities often arise
when the markets behave inconsistently”. (Stopford, 2009)
NEW BUILDINGS
NEW BUILDINGS
NEW BUILDINGS
OLDENDORFF CARRIERS GMBH; ECO NEWBUILDINGS DELIVERING
SIMULTANEOUSLY
In our continuous effort to upgrade our fleet, 2019 started with the
delivery of five new eco-ships delivered to Oldendorff Carriers, four of
which were delivered on the same day. We are always trying to reduce our
environmental impact and these new (fuel-efficient) vessels will reduce
fuel consumption for transporting cargo and consequently reduce our
carbon footprint.
M/V “JAN OLDENDORFF”, M/V “JOHN
OLDENDORFF” and M/V “JULIUS
OLDENDORFF” were delivered from the
building yard Nantong Cosco KHI Ship
Engineering Co., Ltd in Nantong, PRC.
The three Ultramax vessels are 61,400
tdw on 13.03 metres Draft with 4x30
tons SWL Mitsubishi cranes,an LOA of
199.90 metres and a Beam of 32.24
metres. The vessels are fitted witH
a fuel-efficient MAN-B&W 6S50ME-B9.2
main engine of 10,000 Kw and fuel
saving devices: semi-duct system with
contra-fins and rudder bulb system
with fins,
NEW BUILDINGS
M/V “CHRISTIANE OLDENDORFF” ("Midland Trader") was delivered from
the Samjin Shipyard in Weihai, PRC. This Handysize vessel is
35,762 tdw on 10.21 metres Draft with 4 x 35 tons SWL Mitsubishi
Masada-license cranes with 12 cbm grabs, an LOA of 180 metres and
a beam of 30 metres and features a strong tank top. She has a
fuel-efficient Wartisila 5RT-flex 50-D of 6,100 Kw main engine
and is fitted with a "Mewis" energy saving duct by Becker,
Germany.
M/V “KAI OLDENDORFF” was delivered from the Hantong shipyard in
Hantong, PRC. This Kamsarmax
vessel is 81,242 tdw on 14.51
metres draft. She has an LOA of
229 metres and a Beam of 32.26
metres; the vessel has a fuel-
efficient Hyundai-MAN B&W
6S60ME-C8.5 m/e and Yanmar aux.
Next year, she will be retrofitted
with an Exhaust Gas Cleaning
System (Scrubber) to comply with
IMO 2020 regulations.
NEW BUILDINGS
NEW BUILDINGS
OLDENDORFF SIGNS AGREEMENT WITH MIT ON SHIP DESIGN 19TH NOVEMBER 2019
In our quest to make our vessels more green and economical, Oldendorff
Carriers has signed a research agreement with the Massachusetts Institute
of Technology’s (MIT) Center for Bits and Atoms (CBA). Oldendorff,
together with CBA and its campus collaborators including MIT's Sea Grant
Program, will investigate disruptive improvements in ship design and
propulsion to achieve the IMO 2030/50 requirements.
According to Clarkson Research, only about 30% of the world fleet today
is made up of “eco” vessels. Since 2013, Oldendorff has invested USD 3
billion in 90 new eco vessels built in China, Korea and Japan, which have
fuel-efficient and reduced greenhouse gas emissions engines, and a number
of fuel saving devices to reduce consumption and carbon emissions.
Today over 95% of the Oldendorff fleet, and most of our chartered
vessels, are eco type vessels. The average age of the 116 vessels of the
Oldendorff owned and bareboat chartered fleet is 4.09 years.
NEW BUILDINGS
OLDENDORFF SIGNS AGREEMENT WITH MIT ON SHIP DESIGN 19TH NOVEMBER 2019
The fuel savings devices already being employed by Oldendorff vessels
include:
 Economical hull forms,
 Becker Mewis duct,
 Rudder bulb, Spoon bow,
 Auxiliary engine economisers,
 Ultra long stroke engines,
 Larger propellers, Boss cap fin propellers,
 Fins fitted in front of
skewed propellers,
NEW BUILDINGS
Becker Mewis Duct
 Optimised profile,
 Energy savings up to 8%
 Low SOX and CO2 emissions
 No moving parts, No cast parts,
 Less cavitation,
 Reduction of rotational losses,
 Improved propulsion efficiency,
 Improved course keeping,
 Power savings,
 Reduced vibration,
NEW BUILDINGS
 Rudder bulb & Spoon bow,
 increase its propulsion efficiency by approx. 3-4%,
 also turns the rudder arrangement into a high performance
propulsion/manoeuvring package.
The main benefits are: No rudder-induced hub cavitation, Reduced
rotational losses in the slipstream, Reduced hub vortex losses, Reduced
vibration and noise,
Source: https://www.becker-marine-systems.com/files/content/pdf/product_pdf/Becker_Bulb_Rudders.pdf
NEW BUILDINGS
Boss cap fin propellers,
 The energy saving device developed by Mitsui OSK,
 Decrease of more than 9,000 tons of CO2 emissions per year
because of a 3-5% reduction in fuel consumption,
 A reduction in propeller torque,
 No hull modification is needed,
 Maintenance free after installation,
 Integral part of the propeller, with no other moving parts,
NEW BUILDINGS
MSC Gülsün is the first of a
new class of 23,000+ TEU*
vessels to be added in 2019-
2020 to the global shipping
network of MSC, a world leader
in transportation and
logistics.
Built at the Samsung Heavy
Industries (SHI) Geoje shipyard
in South Korea, At some 400
metres long and more than 60
metres wide, MSC Gülsün has a
record-size capacity for a
container ship: 23,756 TEU.
Bigger ships generally emit
less CO2 per container carried,
helping companies which move
goods on MSC’s services between
Asia and Europe to lower the
carbon footprint of their
supply chains.
Innovative engineering
This new class has been designed with a wide range of environmental, efficiency,
stability and safety matters in mind.
MSC Gülsün features a remarkable approach to energy efficiency with the shape of the
bow designed to enhance energy efficiency by reducing hull resistance. State-of-the-
art engineering minimises wind resistance, resulting in lower fuel consumption.
Ocean container shipping is already one of the most environmentally friendly forms
of cargo transportation, producing lower CO2 emissions per unit carried than other
forms of freight transportation such as planes, trains, trucks or barges.
NEW BUILDINGS
NEW BUILDINGS
Copenhagen-based European transport and logistics group DFDS
 She 237-metre all-freight carrier Ephesus Seaways
 With space for 6,700 lane metres of cargo
 Fully loaded with 450 trailers accommodated on five decks
 This ferry is the first of an order of six from the Chinese Jinling
Shipyard
 Under the Turkish flag,
 Economies of scale and use of modern low-speed diesel technology means
that the new freight ferry’s energy consumption per trailer unit is
reduced by some 25% relative to existing vessels
 The twin-screw ro-ro
is distinguished by a
fast service speed of
21 knots
https://www.youtube.com/watch?v=iiquKcrXSHI
 IMO – MSC Autonomous shipping,
Evolution not revolution. Autonomous and remote-controlled ships are
being trialled but seafarers, for now, remain indispensable to safe
shipping,
Wärtsilä Marine Business, showcased the remote control operation of an
offshore vessel in August 2017. The OSV, sailing off the coast of
Aberdeen, Scotland, was controlled remotely from San Diego, 8,000 km
away, using standard bandwidth.
https://www.youtube.com/watch?v=6_DbZz9RJ6g&feature=youtu.be
NEW BUILDINGS
 And more recently, in 2018, the Norwegian hybrid powered car
ferry Folgefonn underwent successful auto-docking/undocking/dock-
to-dock tests. Automation, intelligent routing, voyage
optimization and just-in-time operation had the potential to
provide significant fuel savings and contribute to improved
environmental performance, Mr. Koponen said.
https://www.youtube.com/watch?v=_cy5KFWqaIA
NEW DESIGN - https://www.youtube.com/watch?v=OKakRA2D7KU
NEW BUILDINGS
DEMOLITION
 Average age of ships when scrapped 21 years,
 The IMO 2020 Regulation,
 The Ballast Man. Regulation,
 Cost,
 PSC,
DEMOLITION
DEMOLITION
DEMOLITION
SOURCE: https://www.bimco.org/news-and-trends/market-reports
DEMOLITION
DEMOLITION
DEMOLITION
Source: https://www.go-shipping.net/demolition-market
FREIGHT
 Building mega Container vessel, Weak trade growth and the
sustained delivery of mega container ships in an overly
supplied market exerted further pressure on fundamental market
balance, resulting in lower freight rates in general.
For example, Southampton - Adelaide, Australia via Singapore
20’ box: £640.00 40’box: £1130.00 40’ HQ: £1130.00
Trade Route IMO 2020 surcharge per TEU
North Europe to Brazil $60-85
Far East to Europe $70-150
Brazil to North Europe $80-$145
Far East to US $123-194
North Europe to Australia $193-281
Source: Drewry
FREIGHT
FREIGHT
Dry bulk
Source: https://www.vhbs.de/index.php?id=28&L=1
FREIGHT
TANKER
Source: https://www.vhbs.de/index.php?id=28&L=1
FREIGHT
Source: https://www.vhbs.de/index.php?id=28&L=1
CONTAINER
FREIGHT
SALE AND PURCHASE MARKET
SALE AND PURCHASE MARKET
ALLIANCES
Shipping Alliances: What Do They Do and What Does it Mean?
 Shipping lines can rationalise their resources,
 Shipping alliances have instigated creation of mega ships and mega
ports,
 Lines are able to offer more global coverage,
 In simple terms, a Shipping Alliance (also known as Ocean Alliance) is
a group of ocean carriers joining forces to create a cooperative
agreement forming a strategic alliance covering various trade routes
through cooperation between its members on a global level,
ALLIANCES
ALLIANCES
Why Do We Need Shipping Alliances?
Operation costs in shipping account for over %67 pf the total cost of
running a shipping line operation. Out of this, 46% relate to Bunker
costs and 21% relate to port charges, both of which are variable costs
(means not fixed costs). Shipping lines realised that under the current
economic conditions, they cannot provide a service coverage by working
alone as it will mean tying up their ships on a specific route for weeks
and the other routes remaining unserviced.
ALLIANCES
One of the main aims of shipping lines creating shipping alliances or
vessel sharing aggrements is to cut these variable costs, and the best
way of doing this is through the usage of common resources such as ships,
port terminals and networks around particular routes.
Entering into alliances seems to be the right fit for everyone, as larger
shipping lines can rationalize their resources in an alliance whereas the
smaller lines can enjoy the extended service coverage without have to
invest in increasing their fleet size
ALLIANCES
What Does a Shipping Alliance Do?
A shipping alliance behaves pretty much in a similar way as a liner
operation of an individual shipping line, but provides more coverage and
scope.
In the recent years, the creation of shipping alliances has brought mega
ships and mega ports into the fore and such alliances allow better
allocation of the shipping lines’ resources, which naturally reduces
operational costs, allows the expansion of service coverage, optimizes
the ports of call and ultimately achieves economies of scale.
What an alliance does NOT do is to share commercial information such as
cargo information, shipping rates, customer information etc. Those still
remain under the control of the partners within the alliance and are not
shared.
The benefits of alliance operations end at the sea and do not cover
arrangements that the individual lines may have with port terminals,
hauliers, depots, CFS (container freight station)etc
ALLIANCES
But How Does it Benefit Me,
Due to the size of the shipping
alliances and the volumes they
control, alliance have some
serious negotiation power over
ports and thus can pressure them
for more favourable conditions
and improved services,
As alliances are formed and
evolve in line with market
conditions, carriers are
creating larger ships to cater
for the long hauls and increased
volumes,
These mega ships are said to be
more fuel efficient and aimed at
reducing cost per mile,
ALLIANCES
ALLIANCES
APRIL 2030APRIL 2027JAN 2025
ALLIANCES
So, what does our crystal ball show as far as the future of
global and regional shipping alliances is concerned?
While the crystal ball is hazy in this regard, looking back at
history, based on the many merger rumors thrown around in the
market, and working on balance of probabilities we may dare to
make an assumption as below.
If we look back at history, out of the top 25 container shipping
lines that were present in 2000, only 15 remain in 2017 with 10
container shipping lines having either disappeared like Hanjin,
Cho Yang or merged or acquired like CSAV, UASC.
Source: https://www.xeneta.com/blog/shipping-alliances
GLOBAL MARINE TRENDS
The shipping business cycle of boom and bust is subject to the
economic fundamentals of supply and demand, satisfying the basic
human desire to improve living standards.
About 88% of the world’s 7 billion people live in relatively poor
countries, suffering from the effects of poverty such as
malnutrition and poor health
Global Marine Trends 2030 recognises four global drivers affecting the
commercial shipping sector: demography, economy, resources and
environment.
Among these, we have found that the economy has the largest measurable
impact on the commercial sector, and we have used this to characterise
our understanding of future trade and shipping requirements
GLOBAL MARINE TRENDS
Technological development plays a very important part, as an
enabler, rather than a driver, of the commercial sector.
The environment and resources are constraints that have been
taken into account implicitly in the scenarios themselves,
Key threats are climate change and pollution, while opportunities
lie in new trade routes and resource exploitation as ice in the
Arctic region melts, Panama & Suez canal enlargement,
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
 The crude oil’s
reserves-to-production
ratio of the world is
reported to be about 55
years,
 The world’s crude oil
supply is set to rise
between 38-63% by 2030,
 The largest growth in
crude oil production will
still come from the Middle
East,
 Russia’s current core
oil fields in Western
Siberia will decline.
Nevertheless higher-cost
fields in Western Siberia,
Eastern Siberia and the
Arctic could be expected
to take up the slack,
GLOBAL MARINE TRENDS
 The estimated proven reserves-
to-production ratio of natural gas
is about 60-65 years,
 With recent development in
horizontal drilling and hydraulic
fracturing (fracking) that unlocks
shale gas reserves and other new
discoveries, some research
estimates the technical recoverable
resources-to production ratio could
reach more than 230 years at
current Level,
 The cost of accessing all the
gas bounty is unknown. Safety and
environmental issues raised from
implementing new technologies could
restrain the shale gas production
growth,
 If these barriers are
surmountable, the global energy
market could enter an era of gas,
 CIS (mostly Russia) and USA
remain the major natural gas
producers in 2030,
 The Middle East’s natural gas
production could be constrained by
the lack of export infrastructure,
technical and economical challenges
in the production field as well as
domestic policy,
GLOBAL MARINE TRENDS
Proven coal reserves represent
around 140 times the 2011 annual
world coal production,
Hard coal is the most widely
used coal grade today,
contributing 86% of the world's
coal demand.,
76% of the hard coal reserves,
essential for the steel/
metallurgy industry, come from
USA, China, India, and Russia,
The world’s coal production
will more than double by 2030
Among all major producers,
China will achieve the largest
coal production and production
growth.
Most of the world’s coal
production is for domestic
markets, Nevertheless, coal is
one of the most important bulk
cargoes in international shipping
GLOBAL MARINE TRENDS
 Iron ore is the key
raw material for
manufacturing steel,
which is used to build
infrastructure in the
modern society.
 Australia and Brazil
together own 41% of the
world’s iron ore
reserves,
 The largest iron ore
production will still
come from Latin America
and Oceania,
 India may see the
largest iron ore
production growth,
between 3 to 5 times,
over the next 20 years,
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
 In 2030, China will still enjoy her leading role in primary
container trades. Latin America will bear the highest
uncertainties across 3 scenarios, overtaking Europe and become
second in 2030 in the Global Commons scenario.
 However Latin America will
remain the fourth, after
Southeast Asia, in the
Competing Nations scenario.
This relies on the potential
and challenges of the
industry reforms and
transforming Latin America’s
society into an economy with
competitive manufacturing and
growing consuming power.
 The largest container tranship loaded lifts will still take
place in Southeast Asia in 2030.
 Europe, the current second largest transhipment destination
around the world, will face a much slower growth. Her position
will be subsequently rivalled by China and the Middle East’s
remarkable progress by 2030 across all scenarios.
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
GLOBAL MARINE TRENDS
LOGISTICS & SUPPLY CHAIN INTEGRATION
in the PORTS & SHIPPING INDUSTRY
SEA-BASE LAND-BASE
SEA-BASE
SEA-BASE
SEA-BASE
SEA-BASE
SEA-BASE
SEA-BASE
Industrial IoT
Internet of things (IoT) is making
inroads into shipping with liner
operators particularly interested in
using this technology for container
tracking and reefer monitoring.
Maersk Group is a leader in this,
but others such as SM Line are
catching up. There are more varied
applications of IoT. This technology
is increasingly being used for
monitoring onboard machinery for
performance management and
predictive maintenance purposes.
SEA-BASE
Autonomous surface vessels
2018 will be the year that autonomous surface vessels were
demonstrated and trialled. There were developments in 2017 in
demonstrating remotely controlled vessels but this year, there
will be vessels built for testing the boundaries of autonomous
operations.
SEA-BASE
Rolls-Royce and Finnish state-owned ferry operator Finferries have
today successfully demonstrated the world’s first fully autonomous
ferry in the archipelago south of the city of Turku, Finland.
The car ferry Falco used a combination of Rolls-Royce Ship Intelligence
technologies to successfully navigate autonomously during its voyage
between Parainen and Nauvo. The return journey was conducted under
remote control. The vessel detected
objects utilising sensor fusion and
artificial intelligence and
conducted collision avoidance.
It also demonstrated automatic
berthing with a recently developed
autonomous navigation system.
All this was achieved without any
human intervention from the crew.
SEA-BASE
Augmented reality
The image recognition technology can detect small vessels that are not
recognisable by vessel automatic identification systems (AIS), the
company said, and can be used at night or during other periods of poor
visibility to improve situational awareness,
The development of this technology forms part of MOL’s ongoing FOCUS
project to support vessel navigation through the use of image
recognition and AR (augmented reality) voyage information displays, with
AR systems having been already implemented on a number of the company’s
ships https://youtu.be/tyYjcbD3TEs
SEA-BASE
Virtual reality
VR and AR can also be used for ship design and engineering processes by
evaluating ship interiors, piping requirements, electrical networks and
personnel movements in emergencies. VR is likely to be introduced on
cruise ships for passenger entertainment and for demonstrating what
should happen in emergencies. It may also transfer to offshore vessels
and commercial shipping for similar purposes.
SEA-BASE
Drones
Classification societies are developing methods of using flying autonomous craft,
or drones, to assist surveyors on ships. Drone technology already exists and
commercial units are ready for use, but they need to be hardened for maritime
applications. Drones can provide information to surveyors from difficult-to-reach
areas on ships and offshore structures. Another application for drones is testing
ship emissions. There are commercial units available and being tested for these
applications. Danish shipping authorities have adopted a Remotely Piloted Aircraft System (RPAS),
which uses drones to detect
emissions levels from ships.
SEA-BASE
Alternative Fuels for Shipping
The global merchant fleet consumes an estimated 330 million
tonnes of fuel per year, therefore development of alternative
fuels for shipping is increasing (DNV, 2014) primarily driven
by an anticipated long term increase in costs of oil and
especially, the need to reduce harmful emissions from ships,
Current avenues for alternative fuel consist of: Liquefied
Natural gas (LNG), Liquefied Petroleum Gas (LPG), Methanol and
Ethanol, Di-Methyl Ether (DME), Synthetic fuels (Fischer-
Tropsch), Biodiesel, Biogas, Hydrogen and Nuclear Fuel.
The shipping industry is under increasing pressure to act upon
the Paris Agreement and reduce greenhouse gas (GHG) emissions.
The substantial emission reductions which must be achieved over
the next decades are expected to drive technology development
and, in particular, the introduction of low carbon fuels.
Furthermore, authorities are increasingly paying attention to the
consequences of hazardous NOX, SOX and particle emissions at the
local level. Around the world, air pollution is causing serious
health problems and premature death, and local air pollution will
be subject to tougher regulations over the coming years.
Alternative Fuels for Shipping
Reducing emissions to air
and introducing new
propulsion technologies are
key challenges for the
worldwide transport sector,
including shipping. The
world’s future fleet will
have to rely on a broader
range of fuels, propulsion
solutions and energy
efficiency measures.
Alternative Fuels for Shipping
LNG as ship fuel
LNG carriers have used LNG as fuel for decades. Other ship types have
used LNG as fuel since 2000. The technical main systems used in LNG as
fuel technology are the containment systems, used to store the LNG on
board, the process systems for conditioning the LNG and the engines to
generate propulsion power and electrical energy.
Engines for gas-fuelled ships
The switch to natural gas as a ship fuel is possible today. In light of
the sulphur limits in Emission Control Areas and the upcoming global
sulphur cap, LNG-fuelled ships are a viable option to achieve compliance.
However, many ship owners and operators are asking themselves which
engines are the best for changing over to a gas-fuelled ship.
Alternative Fuels for Shipping
The two key engines on the market today are dual-fuel and gas-only types. To support
the decision-making process, we take a closer look at the differences and benefits
of these two engine types, as well as their positive effects on emissions to air.
Compared to heavy fuel oil (HFO), LNG greatly reduces emissions to air. Because LNG
does not contain sulphur, these emissions are eliminated completely, complying with
ECA regulations. In terms of NOx emissions, the low-pressure Otto Cycle engines
reduce these by 85% and the high-pressure Diesel Cycle engines by 40%. Particle
emissions are reduced by 95% and more
Alternative Fuels for Shipping
Eco Marine Power Wind – Solar Ship
Eco Marine Power’s EnergySail technology utilizes an array of rigid sails which can
utilize both wind and solar energy. The sails can be used with other green ship
technologies to reduce fuel consumption and gas emissions. The technologies are
expected to be to implemented on a future ship called the Aquarius Eco Ship.
The EnergySail is unlike any other sail – it can be used even when a ship is at
anchor or in port and has been designed to withstand high winds or even sudden
micro-bursts. It can be fitted on a wide variety of ships from large Capesize bulk
ore carriers to naval and coastguard patrol ships.
Alternative Fuels for Shipping
NYK Super Eco-Ship 2030
With a dream to achieve a Zero Emission Ship by 2030, NYK has designed
the futuristic Eco-Ship 2030
The green ship concept has a variety of unique features such as weight
reducing structure, optimized hull form for propulsion efficiency, solar
and wind power harnessing equipment, and fuel cell utilization to reduce
the emission of carbon-dioxide by staggering 69%.
The ship concept also utilizes new materials such as extra high tensile
steel and alloys, and composites, and carries lighter containers and less
fuel for a total reduction of 20% weight and 9% carbon-dioxide.
Alternative Fuels for Shipping
LAND-BASE
Supply Chain management is becoming more complex every year. The
greatest influences come from the rapid globalization of all
supply chains.
Globalized supply chain networks are impacted by potential risk
in delays and confusions.
LAND-BASE
This forces analytics managers to put more attention to planning
and to include contingency planning and management.
These and other new challenges create pressure on the adoption of
new technologies to ensure the best performance, leading to high
customer satisfaction levels,
LAND-BASE
Meeting the challenges with 5 technology trends
Industry 4.0 has forced a rethink in the design of supply chains.
New technologies provide the tools to evolve our supply chain
models alongside the requirements.
Predicated on IoT, automation, and robotics, Industry 4.0 is
transforming our supply chains. 50% of large global companies
will be using AI, advanced analytics, and IoT in their supply
chain operations in order to:
 Improve transparency in information flows
 Reduce friction
 Reduce costs in transactions
 Enable companies to better analyze data,
 predict requirements, and optimize inventory levels
LAND-BASE
Trend 1: Artificial Intelligence
(AI) and its sub-set, Machine Learning (ML), are used in areas
such as decision support for obsolete inventory management. The
ability for ML to decipher trends and patterns from data across
the supply chain makes it ideal for optimization. Analyst firm,
Forrester, recently carried out a worldwide study of over 400
supply chain, procurement, and finance business leaders. The
result of the survey showed that 55% of organizations will turn
to AI before the end of 2019, with the intention of making large
investments.
LAND-BASE
Trend 2: Advanced Predictive Analytics
The supply chain produces vast amounts of data.
Predictive analytics tools can be used to interpret data.
Predictive analytics is expected to become increasingly applied
to the supply chain to inform better operation decisions and
streamline operations. To confirm this trend, a Gartner Inc.
study found that 96% of respondents use predictive analytics.
Of these, 58% use predictive and prescriptive analytics for
augmenting human supply chain decisions, whilst 50% use the
technology to automate decision making.
LAND-BASE
Trend 3: IoT
Supply chain ecosystems embrace the Internet of Things (IoT).
The sensors within IoT devices, measure things such as location,
movement, temperature, humidity, and many other factors.
Some example uses of IoT in supply chains include asset tracking,
inventory management, and fleet management. The market growth of
IoT in logistics is expected to be at a CAGR of 13.6% to 2024.
LAND-BASE
Trend 4: Robotics and Autonomous Operations
By 2022, 938,000 robotic units are expected to work alongside
their human counterparts.
The robotization of processes and equipment within buildings, as
well as autonomous driving, is likely to have a fundamental
impact on mobility and infrastructure within existing supply
chain and logistics operations.
Robotics and automation can be used to improve speed and
accuracy. In addition, low-value everyday tasks within supply
chain operations can be streamlined and human errors minimized to
reduce risks.
https://www.youtube.com/watch?v=HSA5Bq-1fU4 AMAZON
https://www.youtube.com/watch?v=FBl4Y55V2Z4 ALIBABA
https://www.youtube.com/watch?v=vL0sNeJU5KY SEAT
LAND-BASE
LAND-BASE
Trend 5: Process Mining
A process is simply a group of interconnected activities. Process
mining teases out the details by using big data analytics.
International Data Corporation (IDC), predicts that spending on
digital transformation will reach $1.7 trillion worldwide, by
2019; this is a massive increase of 42% from 2017.
Driving this is improved productivity and revenue generation. IDC
is stating that “All digitally transformed organizations will
generate at least 45% of their revenue from “Future of Commerce”
business models by 2019.
In these models, process mining tools offer powerful ways to
audit, analyze, and improve existing operations with objective,
fact-based insights derived from the very transactional data that
supply chains generate and use.
https://www.youtube.com/watch?v=7oat7MatU_U
LAND-BASE
Companies which started supply chain transformation programs
with digitalization as one of the main drivers, could see
major savings in the transportation or inventory management
area.
Our experiences show that such companies can reduce operating
costs from 8 to 13 percent.
We believe the presented technologies will be the foundation
of the new era of Supply Chain 4.0.
Adoption of such innovations into a supply chain will future-
proof businesses and help to overcome the current challenges;
rewarding those who invest in change with reduced costs,
managed risk, and happier customers.
SOURCE: https://lingarogroup.com/supply-chain-trends/
100
Figure 11: DHL IoT System
https://www.youtube.com/watch?v=I8vYrAUb0BQ
Source: https://www.logistics.dhl/global-en/home/insights-and-innovation/insights/logistics-trend-radar.html
LAND-BASE
THANK YOU FOR
YOUR ATTENTION
SOURCE
https://www.youtube.com/watch?v=R_KSMOFjqvE
https://www.youtube.com/watch?v=HkauiGYT6YY
https://www.youtube.com/watch?v=wiKS-RYf-cY
https://www.youtube.com/watch?v=bn2GPNJmR7A CHINESE PORT
https://www.youtube.com/watch?v=NWsUCDyKQdQ MOOR MASTER
https://www.youtube.com/watch?v=CZreelrGPng MOOR MASTER
https://www.youtube.com/watch?v=_cy5KFWqaIA CAR FERRY
https://www.youtube.com/watch?v=9ugx87dSmBg RAILWAYS
 https://safety4sea.com/navis-trends-for-shipping-industry-in-2019/
https://unctad.org/en/pages/PressRelease.aspx?OriginalVersionID=474
 https://www.sdcexec.com/sourcing-procurement/news/10358095/six-key-
trends-changing-the-supply-chain-management-today
 https://www.shmgroup.com/blog/8-trends-that-will-drive-the-shipping-
industry-in-2019/
 LLOYD REGISTER,
 https://www.ship-technology.com/features/ports-autonomous-shipping/
 https://www.wired.co.uk/article/rotterdam-port-ships-automation
 https://singularityhub.com/2018/05/17/chinese-port-goes-full-robot-
with-autonomous-trucks-and-cranes/

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2. sunum alliances and trends&developments in MARITIME

  • 2. Trends & Developments in the Maritime  Global growth is projected to rise from an estimated 2.9 percent in 2019 to 3.3 percent in 2020 and 3.4 percent for 2021,  Strenghtening US Dollar, higher borrowing cost in developing countries,  The trade war between China & USA, (decrease the tariff between China and USA. China, on its part, agreed to purchase at least an additional US$200 bil. in worth of US goods and services over the next two years – above a baseline of US$186 billion purchases in 2017. This includes: US$ 78 bil. in additional manufactured goods, US$ 54 bil. in additional energy purchases, US$ 32 bil. in additional farm products purchases, US$ 38 bil. worth of services,  Uncertinities continue regarding Brexit deal,  Global FDI flows decreased by 20% in the first half of 2019 to USD 572 billion,  One Belt One Road Initiative,  Ourdoor disease/attacks, (corona virus in Chian & Far East, terrorism, grasshoppers attack in Africa) 2
  • 3. Trends & Developments in the MARITIME
  • 4. Trends & Developments in the MARITIME REGULATIONS KEY VENDORS & ALLIANCES & COORPERATION TECHNOLOGY & IT SHIPPING MARKET LOGISTICS & SUPPLY CHAIN INTEGRATION ROUTES GLOBALIZATION SECURITY CONSOLIDATION AND RATIONALIZATION IN THE PORTS, SHIPPING AND STEVEDORING INDUSTRY
  • 5. MARKETS IN MARITIME NEW BUILDING MARKET FREIGHT MARKET SALE AND PURCHASE MARKET DEMOLITION MARKET
  • 6. MARKETS IN MARITIME  Shipping industry’s playground is a unique similar in some structure of other markets where commodities are sold or purchased on one platform. Shipping market structure is distinct .  The structure of the market is determined by its characteristics like “the supply of service being offered,the type of the product,the number of operators,the barriers to entry or exit,the number of consumers demanding the service.”(Mc Conville 1999).  Some theories describe these market forms using different models ranging from perfect competition to Monoply.  Shipping services is provided by four closely related markets, although trading in different commodities. Even though the segments vary in character and purpose, they still compete for cargo and they all operate within the Four Markets of Shipping (Stopford, 2009).  The unique mechanism of this market is that it is almost unpredictable, however ” the best commercial opportunities often arise when the markets behave inconsistently”. (Stopford, 2009)
  • 10. OLDENDORFF CARRIERS GMBH; ECO NEWBUILDINGS DELIVERING SIMULTANEOUSLY In our continuous effort to upgrade our fleet, 2019 started with the delivery of five new eco-ships delivered to Oldendorff Carriers, four of which were delivered on the same day. We are always trying to reduce our environmental impact and these new (fuel-efficient) vessels will reduce fuel consumption for transporting cargo and consequently reduce our carbon footprint. M/V “JAN OLDENDORFF”, M/V “JOHN OLDENDORFF” and M/V “JULIUS OLDENDORFF” were delivered from the building yard Nantong Cosco KHI Ship Engineering Co., Ltd in Nantong, PRC. The three Ultramax vessels are 61,400 tdw on 13.03 metres Draft with 4x30 tons SWL Mitsubishi cranes,an LOA of 199.90 metres and a Beam of 32.24 metres. The vessels are fitted witH a fuel-efficient MAN-B&W 6S50ME-B9.2 main engine of 10,000 Kw and fuel saving devices: semi-duct system with contra-fins and rudder bulb system with fins, NEW BUILDINGS
  • 11. M/V “CHRISTIANE OLDENDORFF” ("Midland Trader") was delivered from the Samjin Shipyard in Weihai, PRC. This Handysize vessel is 35,762 tdw on 10.21 metres Draft with 4 x 35 tons SWL Mitsubishi Masada-license cranes with 12 cbm grabs, an LOA of 180 metres and a beam of 30 metres and features a strong tank top. She has a fuel-efficient Wartisila 5RT-flex 50-D of 6,100 Kw main engine and is fitted with a "Mewis" energy saving duct by Becker, Germany. M/V “KAI OLDENDORFF” was delivered from the Hantong shipyard in Hantong, PRC. This Kamsarmax vessel is 81,242 tdw on 14.51 metres draft. She has an LOA of 229 metres and a Beam of 32.26 metres; the vessel has a fuel- efficient Hyundai-MAN B&W 6S60ME-C8.5 m/e and Yanmar aux. Next year, she will be retrofitted with an Exhaust Gas Cleaning System (Scrubber) to comply with IMO 2020 regulations. NEW BUILDINGS
  • 12. NEW BUILDINGS OLDENDORFF SIGNS AGREEMENT WITH MIT ON SHIP DESIGN 19TH NOVEMBER 2019 In our quest to make our vessels more green and economical, Oldendorff Carriers has signed a research agreement with the Massachusetts Institute of Technology’s (MIT) Center for Bits and Atoms (CBA). Oldendorff, together with CBA and its campus collaborators including MIT's Sea Grant Program, will investigate disruptive improvements in ship design and propulsion to achieve the IMO 2030/50 requirements. According to Clarkson Research, only about 30% of the world fleet today is made up of “eco” vessels. Since 2013, Oldendorff has invested USD 3 billion in 90 new eco vessels built in China, Korea and Japan, which have fuel-efficient and reduced greenhouse gas emissions engines, and a number of fuel saving devices to reduce consumption and carbon emissions. Today over 95% of the Oldendorff fleet, and most of our chartered vessels, are eco type vessels. The average age of the 116 vessels of the Oldendorff owned and bareboat chartered fleet is 4.09 years.
  • 13. NEW BUILDINGS OLDENDORFF SIGNS AGREEMENT WITH MIT ON SHIP DESIGN 19TH NOVEMBER 2019 The fuel savings devices already being employed by Oldendorff vessels include:  Economical hull forms,  Becker Mewis duct,  Rudder bulb, Spoon bow,  Auxiliary engine economisers,  Ultra long stroke engines,  Larger propellers, Boss cap fin propellers,  Fins fitted in front of skewed propellers,
  • 14. NEW BUILDINGS Becker Mewis Duct  Optimised profile,  Energy savings up to 8%  Low SOX and CO2 emissions  No moving parts, No cast parts,  Less cavitation,  Reduction of rotational losses,  Improved propulsion efficiency,  Improved course keeping,  Power savings,  Reduced vibration,
  • 15. NEW BUILDINGS  Rudder bulb & Spoon bow,  increase its propulsion efficiency by approx. 3-4%,  also turns the rudder arrangement into a high performance propulsion/manoeuvring package. The main benefits are: No rudder-induced hub cavitation, Reduced rotational losses in the slipstream, Reduced hub vortex losses, Reduced vibration and noise, Source: https://www.becker-marine-systems.com/files/content/pdf/product_pdf/Becker_Bulb_Rudders.pdf
  • 16. NEW BUILDINGS Boss cap fin propellers,  The energy saving device developed by Mitsui OSK,  Decrease of more than 9,000 tons of CO2 emissions per year because of a 3-5% reduction in fuel consumption,  A reduction in propeller torque,  No hull modification is needed,  Maintenance free after installation,  Integral part of the propeller, with no other moving parts,
  • 17. NEW BUILDINGS MSC Gülsün is the first of a new class of 23,000+ TEU* vessels to be added in 2019- 2020 to the global shipping network of MSC, a world leader in transportation and logistics. Built at the Samsung Heavy Industries (SHI) Geoje shipyard in South Korea, At some 400 metres long and more than 60 metres wide, MSC Gülsün has a record-size capacity for a container ship: 23,756 TEU. Bigger ships generally emit less CO2 per container carried, helping companies which move goods on MSC’s services between Asia and Europe to lower the carbon footprint of their supply chains.
  • 18. Innovative engineering This new class has been designed with a wide range of environmental, efficiency, stability and safety matters in mind. MSC Gülsün features a remarkable approach to energy efficiency with the shape of the bow designed to enhance energy efficiency by reducing hull resistance. State-of-the- art engineering minimises wind resistance, resulting in lower fuel consumption. Ocean container shipping is already one of the most environmentally friendly forms of cargo transportation, producing lower CO2 emissions per unit carried than other forms of freight transportation such as planes, trains, trucks or barges. NEW BUILDINGS
  • 19. NEW BUILDINGS Copenhagen-based European transport and logistics group DFDS  She 237-metre all-freight carrier Ephesus Seaways  With space for 6,700 lane metres of cargo  Fully loaded with 450 trailers accommodated on five decks  This ferry is the first of an order of six from the Chinese Jinling Shipyard  Under the Turkish flag,  Economies of scale and use of modern low-speed diesel technology means that the new freight ferry’s energy consumption per trailer unit is reduced by some 25% relative to existing vessels  The twin-screw ro-ro is distinguished by a fast service speed of 21 knots https://www.youtube.com/watch?v=iiquKcrXSHI
  • 20.  IMO – MSC Autonomous shipping, Evolution not revolution. Autonomous and remote-controlled ships are being trialled but seafarers, for now, remain indispensable to safe shipping, Wärtsilä Marine Business, showcased the remote control operation of an offshore vessel in August 2017. The OSV, sailing off the coast of Aberdeen, Scotland, was controlled remotely from San Diego, 8,000 km away, using standard bandwidth. https://www.youtube.com/watch?v=6_DbZz9RJ6g&feature=youtu.be NEW BUILDINGS
  • 21.  And more recently, in 2018, the Norwegian hybrid powered car ferry Folgefonn underwent successful auto-docking/undocking/dock- to-dock tests. Automation, intelligent routing, voyage optimization and just-in-time operation had the potential to provide significant fuel savings and contribute to improved environmental performance, Mr. Koponen said. https://www.youtube.com/watch?v=_cy5KFWqaIA NEW DESIGN - https://www.youtube.com/watch?v=OKakRA2D7KU NEW BUILDINGS
  • 22. DEMOLITION  Average age of ships when scrapped 21 years,  The IMO 2020 Regulation,  The Ballast Man. Regulation,  Cost,  PSC,
  • 29. FREIGHT  Building mega Container vessel, Weak trade growth and the sustained delivery of mega container ships in an overly supplied market exerted further pressure on fundamental market balance, resulting in lower freight rates in general. For example, Southampton - Adelaide, Australia via Singapore 20’ box: £640.00 40’box: £1130.00 40’ HQ: £1130.00 Trade Route IMO 2020 surcharge per TEU North Europe to Brazil $60-85 Far East to Europe $70-150 Brazil to North Europe $80-$145 Far East to US $123-194 North Europe to Australia $193-281 Source: Drewry
  • 38. Shipping Alliances: What Do They Do and What Does it Mean?  Shipping lines can rationalise their resources,  Shipping alliances have instigated creation of mega ships and mega ports,  Lines are able to offer more global coverage,  In simple terms, a Shipping Alliance (also known as Ocean Alliance) is a group of ocean carriers joining forces to create a cooperative agreement forming a strategic alliance covering various trade routes through cooperation between its members on a global level, ALLIANCES
  • 39. ALLIANCES Why Do We Need Shipping Alliances? Operation costs in shipping account for over %67 pf the total cost of running a shipping line operation. Out of this, 46% relate to Bunker costs and 21% relate to port charges, both of which are variable costs (means not fixed costs). Shipping lines realised that under the current economic conditions, they cannot provide a service coverage by working alone as it will mean tying up their ships on a specific route for weeks and the other routes remaining unserviced.
  • 40. ALLIANCES One of the main aims of shipping lines creating shipping alliances or vessel sharing aggrements is to cut these variable costs, and the best way of doing this is through the usage of common resources such as ships, port terminals and networks around particular routes. Entering into alliances seems to be the right fit for everyone, as larger shipping lines can rationalize their resources in an alliance whereas the smaller lines can enjoy the extended service coverage without have to invest in increasing their fleet size
  • 41. ALLIANCES What Does a Shipping Alliance Do? A shipping alliance behaves pretty much in a similar way as a liner operation of an individual shipping line, but provides more coverage and scope. In the recent years, the creation of shipping alliances has brought mega ships and mega ports into the fore and such alliances allow better allocation of the shipping lines’ resources, which naturally reduces operational costs, allows the expansion of service coverage, optimizes the ports of call and ultimately achieves economies of scale. What an alliance does NOT do is to share commercial information such as cargo information, shipping rates, customer information etc. Those still remain under the control of the partners within the alliance and are not shared. The benefits of alliance operations end at the sea and do not cover arrangements that the individual lines may have with port terminals, hauliers, depots, CFS (container freight station)etc
  • 42. ALLIANCES But How Does it Benefit Me, Due to the size of the shipping alliances and the volumes they control, alliance have some serious negotiation power over ports and thus can pressure them for more favourable conditions and improved services, As alliances are formed and evolve in line with market conditions, carriers are creating larger ships to cater for the long hauls and increased volumes, These mega ships are said to be more fuel efficient and aimed at reducing cost per mile,
  • 45. ALLIANCES So, what does our crystal ball show as far as the future of global and regional shipping alliances is concerned? While the crystal ball is hazy in this regard, looking back at history, based on the many merger rumors thrown around in the market, and working on balance of probabilities we may dare to make an assumption as below. If we look back at history, out of the top 25 container shipping lines that were present in 2000, only 15 remain in 2017 with 10 container shipping lines having either disappeared like Hanjin, Cho Yang or merged or acquired like CSAV, UASC. Source: https://www.xeneta.com/blog/shipping-alliances
  • 46. GLOBAL MARINE TRENDS The shipping business cycle of boom and bust is subject to the economic fundamentals of supply and demand, satisfying the basic human desire to improve living standards. About 88% of the world’s 7 billion people live in relatively poor countries, suffering from the effects of poverty such as malnutrition and poor health
  • 47. Global Marine Trends 2030 recognises four global drivers affecting the commercial shipping sector: demography, economy, resources and environment. Among these, we have found that the economy has the largest measurable impact on the commercial sector, and we have used this to characterise our understanding of future trade and shipping requirements GLOBAL MARINE TRENDS
  • 48. Technological development plays a very important part, as an enabler, rather than a driver, of the commercial sector. The environment and resources are constraints that have been taken into account implicitly in the scenarios themselves, Key threats are climate change and pollution, while opportunities lie in new trade routes and resource exploitation as ice in the Arctic region melts, Panama & Suez canal enlargement, GLOBAL MARINE TRENDS
  • 49. GLOBAL MARINE TRENDS  The crude oil’s reserves-to-production ratio of the world is reported to be about 55 years,  The world’s crude oil supply is set to rise between 38-63% by 2030,  The largest growth in crude oil production will still come from the Middle East,  Russia’s current core oil fields in Western Siberia will decline. Nevertheless higher-cost fields in Western Siberia, Eastern Siberia and the Arctic could be expected to take up the slack,
  • 50. GLOBAL MARINE TRENDS  The estimated proven reserves- to-production ratio of natural gas is about 60-65 years,  With recent development in horizontal drilling and hydraulic fracturing (fracking) that unlocks shale gas reserves and other new discoveries, some research estimates the technical recoverable resources-to production ratio could reach more than 230 years at current Level,  The cost of accessing all the gas bounty is unknown. Safety and environmental issues raised from implementing new technologies could restrain the shale gas production growth,  If these barriers are surmountable, the global energy market could enter an era of gas,  CIS (mostly Russia) and USA remain the major natural gas producers in 2030,  The Middle East’s natural gas production could be constrained by the lack of export infrastructure, technical and economical challenges in the production field as well as domestic policy,
  • 51. GLOBAL MARINE TRENDS Proven coal reserves represent around 140 times the 2011 annual world coal production, Hard coal is the most widely used coal grade today, contributing 86% of the world's coal demand., 76% of the hard coal reserves, essential for the steel/ metallurgy industry, come from USA, China, India, and Russia, The world’s coal production will more than double by 2030 Among all major producers, China will achieve the largest coal production and production growth. Most of the world’s coal production is for domestic markets, Nevertheless, coal is one of the most important bulk cargoes in international shipping
  • 52. GLOBAL MARINE TRENDS  Iron ore is the key raw material for manufacturing steel, which is used to build infrastructure in the modern society.  Australia and Brazil together own 41% of the world’s iron ore reserves,  The largest iron ore production will still come from Latin America and Oceania,  India may see the largest iron ore production growth, between 3 to 5 times, over the next 20 years,
  • 65. GLOBAL MARINE TRENDS  In 2030, China will still enjoy her leading role in primary container trades. Latin America will bear the highest uncertainties across 3 scenarios, overtaking Europe and become second in 2030 in the Global Commons scenario.  However Latin America will remain the fourth, after Southeast Asia, in the Competing Nations scenario. This relies on the potential and challenges of the industry reforms and transforming Latin America’s society into an economy with competitive manufacturing and growing consuming power.
  • 66.  The largest container tranship loaded lifts will still take place in Southeast Asia in 2030.  Europe, the current second largest transhipment destination around the world, will face a much slower growth. Her position will be subsequently rivalled by China and the Middle East’s remarkable progress by 2030 across all scenarios. GLOBAL MARINE TRENDS
  • 70. LOGISTICS & SUPPLY CHAIN INTEGRATION in the PORTS & SHIPPING INDUSTRY SEA-BASE LAND-BASE
  • 77. Industrial IoT Internet of things (IoT) is making inroads into shipping with liner operators particularly interested in using this technology for container tracking and reefer monitoring. Maersk Group is a leader in this, but others such as SM Line are catching up. There are more varied applications of IoT. This technology is increasingly being used for monitoring onboard machinery for performance management and predictive maintenance purposes. SEA-BASE
  • 78. Autonomous surface vessels 2018 will be the year that autonomous surface vessels were demonstrated and trialled. There were developments in 2017 in demonstrating remotely controlled vessels but this year, there will be vessels built for testing the boundaries of autonomous operations. SEA-BASE
  • 79. Rolls-Royce and Finnish state-owned ferry operator Finferries have today successfully demonstrated the world’s first fully autonomous ferry in the archipelago south of the city of Turku, Finland. The car ferry Falco used a combination of Rolls-Royce Ship Intelligence technologies to successfully navigate autonomously during its voyage between Parainen and Nauvo. The return journey was conducted under remote control. The vessel detected objects utilising sensor fusion and artificial intelligence and conducted collision avoidance. It also demonstrated automatic berthing with a recently developed autonomous navigation system. All this was achieved without any human intervention from the crew. SEA-BASE
  • 80. Augmented reality The image recognition technology can detect small vessels that are not recognisable by vessel automatic identification systems (AIS), the company said, and can be used at night or during other periods of poor visibility to improve situational awareness, The development of this technology forms part of MOL’s ongoing FOCUS project to support vessel navigation through the use of image recognition and AR (augmented reality) voyage information displays, with AR systems having been already implemented on a number of the company’s ships https://youtu.be/tyYjcbD3TEs SEA-BASE
  • 81. Virtual reality VR and AR can also be used for ship design and engineering processes by evaluating ship interiors, piping requirements, electrical networks and personnel movements in emergencies. VR is likely to be introduced on cruise ships for passenger entertainment and for demonstrating what should happen in emergencies. It may also transfer to offshore vessels and commercial shipping for similar purposes. SEA-BASE
  • 82. Drones Classification societies are developing methods of using flying autonomous craft, or drones, to assist surveyors on ships. Drone technology already exists and commercial units are ready for use, but they need to be hardened for maritime applications. Drones can provide information to surveyors from difficult-to-reach areas on ships and offshore structures. Another application for drones is testing ship emissions. There are commercial units available and being tested for these applications. Danish shipping authorities have adopted a Remotely Piloted Aircraft System (RPAS), which uses drones to detect emissions levels from ships. SEA-BASE
  • 83. Alternative Fuels for Shipping The global merchant fleet consumes an estimated 330 million tonnes of fuel per year, therefore development of alternative fuels for shipping is increasing (DNV, 2014) primarily driven by an anticipated long term increase in costs of oil and especially, the need to reduce harmful emissions from ships, Current avenues for alternative fuel consist of: Liquefied Natural gas (LNG), Liquefied Petroleum Gas (LPG), Methanol and Ethanol, Di-Methyl Ether (DME), Synthetic fuels (Fischer- Tropsch), Biodiesel, Biogas, Hydrogen and Nuclear Fuel.
  • 84. The shipping industry is under increasing pressure to act upon the Paris Agreement and reduce greenhouse gas (GHG) emissions. The substantial emission reductions which must be achieved over the next decades are expected to drive technology development and, in particular, the introduction of low carbon fuels. Furthermore, authorities are increasingly paying attention to the consequences of hazardous NOX, SOX and particle emissions at the local level. Around the world, air pollution is causing serious health problems and premature death, and local air pollution will be subject to tougher regulations over the coming years. Alternative Fuels for Shipping
  • 85. Reducing emissions to air and introducing new propulsion technologies are key challenges for the worldwide transport sector, including shipping. The world’s future fleet will have to rely on a broader range of fuels, propulsion solutions and energy efficiency measures. Alternative Fuels for Shipping
  • 86. LNG as ship fuel LNG carriers have used LNG as fuel for decades. Other ship types have used LNG as fuel since 2000. The technical main systems used in LNG as fuel technology are the containment systems, used to store the LNG on board, the process systems for conditioning the LNG and the engines to generate propulsion power and electrical energy. Engines for gas-fuelled ships The switch to natural gas as a ship fuel is possible today. In light of the sulphur limits in Emission Control Areas and the upcoming global sulphur cap, LNG-fuelled ships are a viable option to achieve compliance. However, many ship owners and operators are asking themselves which engines are the best for changing over to a gas-fuelled ship. Alternative Fuels for Shipping
  • 87. The two key engines on the market today are dual-fuel and gas-only types. To support the decision-making process, we take a closer look at the differences and benefits of these two engine types, as well as their positive effects on emissions to air. Compared to heavy fuel oil (HFO), LNG greatly reduces emissions to air. Because LNG does not contain sulphur, these emissions are eliminated completely, complying with ECA regulations. In terms of NOx emissions, the low-pressure Otto Cycle engines reduce these by 85% and the high-pressure Diesel Cycle engines by 40%. Particle emissions are reduced by 95% and more Alternative Fuels for Shipping
  • 88. Eco Marine Power Wind – Solar Ship Eco Marine Power’s EnergySail technology utilizes an array of rigid sails which can utilize both wind and solar energy. The sails can be used with other green ship technologies to reduce fuel consumption and gas emissions. The technologies are expected to be to implemented on a future ship called the Aquarius Eco Ship. The EnergySail is unlike any other sail – it can be used even when a ship is at anchor or in port and has been designed to withstand high winds or even sudden micro-bursts. It can be fitted on a wide variety of ships from large Capesize bulk ore carriers to naval and coastguard patrol ships. Alternative Fuels for Shipping
  • 89. NYK Super Eco-Ship 2030 With a dream to achieve a Zero Emission Ship by 2030, NYK has designed the futuristic Eco-Ship 2030 The green ship concept has a variety of unique features such as weight reducing structure, optimized hull form for propulsion efficiency, solar and wind power harnessing equipment, and fuel cell utilization to reduce the emission of carbon-dioxide by staggering 69%. The ship concept also utilizes new materials such as extra high tensile steel and alloys, and composites, and carries lighter containers and less fuel for a total reduction of 20% weight and 9% carbon-dioxide. Alternative Fuels for Shipping
  • 90. LAND-BASE Supply Chain management is becoming more complex every year. The greatest influences come from the rapid globalization of all supply chains. Globalized supply chain networks are impacted by potential risk in delays and confusions.
  • 91. LAND-BASE This forces analytics managers to put more attention to planning and to include contingency planning and management. These and other new challenges create pressure on the adoption of new technologies to ensure the best performance, leading to high customer satisfaction levels,
  • 92. LAND-BASE Meeting the challenges with 5 technology trends Industry 4.0 has forced a rethink in the design of supply chains. New technologies provide the tools to evolve our supply chain models alongside the requirements. Predicated on IoT, automation, and robotics, Industry 4.0 is transforming our supply chains. 50% of large global companies will be using AI, advanced analytics, and IoT in their supply chain operations in order to:  Improve transparency in information flows  Reduce friction  Reduce costs in transactions  Enable companies to better analyze data,  predict requirements, and optimize inventory levels
  • 93. LAND-BASE Trend 1: Artificial Intelligence (AI) and its sub-set, Machine Learning (ML), are used in areas such as decision support for obsolete inventory management. The ability for ML to decipher trends and patterns from data across the supply chain makes it ideal for optimization. Analyst firm, Forrester, recently carried out a worldwide study of over 400 supply chain, procurement, and finance business leaders. The result of the survey showed that 55% of organizations will turn to AI before the end of 2019, with the intention of making large investments.
  • 94. LAND-BASE Trend 2: Advanced Predictive Analytics The supply chain produces vast amounts of data. Predictive analytics tools can be used to interpret data. Predictive analytics is expected to become increasingly applied to the supply chain to inform better operation decisions and streamline operations. To confirm this trend, a Gartner Inc. study found that 96% of respondents use predictive analytics. Of these, 58% use predictive and prescriptive analytics for augmenting human supply chain decisions, whilst 50% use the technology to automate decision making.
  • 95. LAND-BASE Trend 3: IoT Supply chain ecosystems embrace the Internet of Things (IoT). The sensors within IoT devices, measure things such as location, movement, temperature, humidity, and many other factors. Some example uses of IoT in supply chains include asset tracking, inventory management, and fleet management. The market growth of IoT in logistics is expected to be at a CAGR of 13.6% to 2024.
  • 96. LAND-BASE Trend 4: Robotics and Autonomous Operations By 2022, 938,000 robotic units are expected to work alongside their human counterparts. The robotization of processes and equipment within buildings, as well as autonomous driving, is likely to have a fundamental impact on mobility and infrastructure within existing supply chain and logistics operations. Robotics and automation can be used to improve speed and accuracy. In addition, low-value everyday tasks within supply chain operations can be streamlined and human errors minimized to reduce risks. https://www.youtube.com/watch?v=HSA5Bq-1fU4 AMAZON https://www.youtube.com/watch?v=FBl4Y55V2Z4 ALIBABA https://www.youtube.com/watch?v=vL0sNeJU5KY SEAT
  • 98. LAND-BASE Trend 5: Process Mining A process is simply a group of interconnected activities. Process mining teases out the details by using big data analytics. International Data Corporation (IDC), predicts that spending on digital transformation will reach $1.7 trillion worldwide, by 2019; this is a massive increase of 42% from 2017. Driving this is improved productivity and revenue generation. IDC is stating that “All digitally transformed organizations will generate at least 45% of their revenue from “Future of Commerce” business models by 2019. In these models, process mining tools offer powerful ways to audit, analyze, and improve existing operations with objective, fact-based insights derived from the very transactional data that supply chains generate and use. https://www.youtube.com/watch?v=7oat7MatU_U
  • 99. LAND-BASE Companies which started supply chain transformation programs with digitalization as one of the main drivers, could see major savings in the transportation or inventory management area. Our experiences show that such companies can reduce operating costs from 8 to 13 percent. We believe the presented technologies will be the foundation of the new era of Supply Chain 4.0. Adoption of such innovations into a supply chain will future- proof businesses and help to overcome the current challenges; rewarding those who invest in change with reduced costs, managed risk, and happier customers. SOURCE: https://lingarogroup.com/supply-chain-trends/
  • 100. 100 Figure 11: DHL IoT System https://www.youtube.com/watch?v=I8vYrAUb0BQ Source: https://www.logistics.dhl/global-en/home/insights-and-innovation/insights/logistics-trend-radar.html LAND-BASE
  • 101. THANK YOU FOR YOUR ATTENTION
  • 102. SOURCE https://www.youtube.com/watch?v=R_KSMOFjqvE https://www.youtube.com/watch?v=HkauiGYT6YY https://www.youtube.com/watch?v=wiKS-RYf-cY https://www.youtube.com/watch?v=bn2GPNJmR7A CHINESE PORT https://www.youtube.com/watch?v=NWsUCDyKQdQ MOOR MASTER https://www.youtube.com/watch?v=CZreelrGPng MOOR MASTER https://www.youtube.com/watch?v=_cy5KFWqaIA CAR FERRY https://www.youtube.com/watch?v=9ugx87dSmBg RAILWAYS  https://safety4sea.com/navis-trends-for-shipping-industry-in-2019/ https://unctad.org/en/pages/PressRelease.aspx?OriginalVersionID=474  https://www.sdcexec.com/sourcing-procurement/news/10358095/six-key- trends-changing-the-supply-chain-management-today  https://www.shmgroup.com/blog/8-trends-that-will-drive-the-shipping- industry-in-2019/  LLOYD REGISTER,  https://www.ship-technology.com/features/ports-autonomous-shipping/  https://www.wired.co.uk/article/rotterdam-port-ships-automation  https://singularityhub.com/2018/05/17/chinese-port-goes-full-robot- with-autonomous-trucks-and-cranes/

Editor's Notes

  1. Belt and Road Initiative as one of the largest infrastructure and investment projects in history, covering more than 68 countries, including 65% of the world's population and 40% of the global GDP as of 2017
  2. Denizcilik endüstrisinin oyun alanı, emtiaların tek bir platformda satıldığı veya satın alındığı diğer pazarların bazı yapılarında benzerdir. pazarının yapısı farklıdır. Bazı teoriler, bu pazar formlarını, mükemmel rekabetten TEKELLİĞE kadar farklı modelleri kullanarak tanımlar. Farklı emtialarda işlem görmesine rağmen, nakliye hizmetleri yakından ilişkili dört piyasa tarafından sağlanmaktadır. piyasanın yapısı “sunulan hizmet arzı, ürünün türü, operatör sayısı, giriş ve çıkış engelleri, hizmet talep eden tüketici sayısı gibi özellikleri ile belirlenir. Bu piyasanın eşsiz mekanizması, neredeyse öngörülemez olmasıdır, ancak ”piyasaların tutarsız davrandığı zaman en iyi ticari fırsatlar ortaya çıkar
  3. Gemilerimizi daha yeşil ve ekonomik hale getirme arayışımızda Oldendorff Carriers, Massachusetts Teknoloji Enstitüsü'nün (MIT) Bitler ve Atomlar Merkezi (CBA) ile bir araştırma anlaşması imzaladı. Oldendorff, CBA ve MIT'in Deniz Hibe Programı dahil kampüs ortaklarıyla birlikte IMO 2030/50 gerekliliklerini yerine getirmek için gemi tasarımındaki ve itici güçlerindeki aksaklıkları geliştirecek. Clarkson Research'e göre, bugün dünya filosunun sadece% 30'u “eko” gemilerden oluşuyor. 2013 yılından bu yana Oldendorff, Çin, Kore ve Japonya'da yakıt tasarruflu ve azaltılmış sera gazı emisyon motorlarına ve tüketim ve karbon emisyonlarını azaltmak için bir dizi yakıt tasarruf cihazına sahip 90 yeni eko gemiye 3 milyar dolar yatırım yaptı. Bugün Oldendorff filosunun% 95'inden fazlası ve kiralanan gemilerimizin çoğu ekolojik gemilerdir. Oldendorff'un sahip olduğu ve bareboat kiralanan filosunun 116 gemisinin ortalama yaşı 4.09'dur.
  4. The vessel is equipped with more than 2,000 refrigerated containers, Bu yeni sınıf, çok çeşitli çevre, verimlilik, istikrar ve güvenlik konuları göz önünde bulundurularak tasarlanmıştır. MSC Gülsün, gövde direncini azaltarak enerji verimliliğini artırmak için tasarlanan pruva şekli ile enerji verimliliğine dikkat çekici bir yaklaşım getiriyor. En gelişmiş mühendislik, rüzgar direncini en aza indirerek yakıt tüketimini azaltır. Okyanus konteyner taşımacılığı halihazırda, uçak, tren, kamyon veya mavna gibi diğer yük taşımacılığı türlerinden daha düşük CO2 emisyonu üreten en çevre dostu kargo taşımacılığı şekillerinden biridir. MSC Gülsün'ün iyileştirilmiş enerji verimliliği ve yakıt ekonomisi, MSC'nin önceden taşınmış olan ton kargo başına yüzde 13'lük CO2 emisyonunda yüzde 13'lük bir gelişme sağlayarak BM Uluslararası Denizcilik Örgütü (IMO) tarafından belirlenen uluslararası 2030 çevre politikası hedeflerini karşılamaya devam etmesini sağlıyor 2020'de yaklaşmakta olan deniz yakıt yönetmeliğine uymak için, gemi aynı zamanda UN IMO onaylı hibrid Egzoz Gazı Temizleme Sistemi ile donatılmıştır ve düşük Kükürtlü yakıta geçme veya sıvılaştırılmış doğal gaz (LNG) için uyarlama seçeneğine sahiptir. gelecekte.
  5. Ölçek ekonomileri ve modern düşük hızlı dizel teknolojisinin kullanımı, yeni yük vapurunun römork ünitesi başına enerji tüketiminin mevcut gemilere göre% 25 oranında azaldığı anlamına gelir
  6. Evrim devrim değil. Otonom ve uzaktan kumandalı gemiler deneniyor ancak şimdilik denizciler güvenli nakliye için vazgeçilmez olmaya devam ediyor
  7. Mega Konteyner gemisi inşa etmek, zayıf ticaret büyümesi ve aşırı arz edilen bir pazarda sürekli mega konteyner gemilerinin teslimatı, temel piyasa dengesi üzerinde daha fazla baskı uygulayarak genel olarak daha düşük navlun oranlarına neden oldu
  8. TALEP DÜŞMEKTE ARZ İSE ARTMAKTADIR.
  9. DENİZCİLİK DE İTTİFAKLAR NEDEN OLMALIDIR ?
  10. Nakliye hatları kaynaklarını rasyonalize edebilir,   Denizcilik ittifakları mega gemilerin ve mega limanların oluşturulmasını teşvik etti,   Hatlar daha küresel kapsama alanı sunabilir,   Basit bir ifadeyle, bir Denizcilik İttifakı (Okyanus İttifakı olarak da bilinir), üyeleri arasında küresel düzeyde işbirliği yoluyla çeşitli ticaret yollarını kapsayan stratejik bir ittifak oluşturmak için bir işbirliği anlaşması oluşturmak üzere güçleri birleştiren bir grup okyanus gemisidir.
  11. Nakliye işlem maliyetleri, bir nakliye hattı işletmesinin toplam maliyetinin% 67'sinden fazladır. Bunun% 46'sı Bunker maliyetleri ve% 21'i liman ücretleridir. Ve her ikisi de değişken maliyetler (sabit maliyetler değil) olan liman ücretleri ile ilgilidir. Denizcilik hatları, mevcut ekonomik koşullar altında, tek başlarına çalışarak bir hizmet kapsamı sağlayamayacaklarını fark ettiler, çünkü gemilerini haftalarca belirli bir rotaya bağlamak ve diğer servisler korunmadan kaldı
  12. Denizcilik ittifakları veya gemi paylaşım anlaşmaları yaratan nakliye hatlarının ana amaçlarından biri, bu değişken maliyetleri azaltmaktır ve bunu yapmanın en iyi yolu, gemi, liman terminalleri ve belirli güzergahlar etrafındaki ağlar gibi ortak kaynakların kullanılmasıdır. Daha büyük nakliye hatları bir ittifakta kaynaklarını rasyonelleştirebildiğinden, daha küçük hatlar filo boyutlarını arttırmaya yatırım yapmak zorunda kalmadan genişletilmiş hizmet kapsamının tadını çıkarabileceğinden, ittifaklara girmek herkes için uygun gibi görünüyor.
  13. Bir nakliye ittifakı, bireysel bir nakliye hattının astar operasyonuna benzer şekilde davranır, ancak daha fazla kapsama alanı ve kapsam sağlar Son yıllarda, nakliye ittifaklarının oluşturulması mega gemileri ve mega limanları ön plana çıkardı ve bu tür ittifaklar, operasyonel maliyetleri doğal olarak azaltan, servis kapsamının genişletilmesini sağlayan, çağırır ve nihayetinde ölçek ekonomilerine ulaşır Bir ittifakın YAPMAYISI, kargo bilgileri, nakliye ücretleri, müşteri bilgileri vb. Ticari bilgileri paylaşmaktır. Bunlar hala ittifak içindeki ortakların kontrolü altındadır ve paylaşılmaz. İttifak operasyonlarının faydaları denizde sona eriyor ve münferit hatların liman terminalleri, taşımacılar, depolar, CFS ile olabilecek düzenlemeleri kapsamıyor
  14. Nakliye ittifaklarının büyüklüğü ve kontrol ettikleri hacimler nedeniyle, ittifakın limanlar üzerinde ciddi bir müzakere gücü vardır ve böylece daha uygun koşullar ve iyileştirilmiş hizmetler için onları baskılayabilirler. İttifaklar piyasa koşullarına uygun olarak kuruldukça ve geliştikçe, taşıyıcılar uzun mesafeleri ve artan hacimleri karşılamak için daha büyük gemiler yaratıyor. Bu mega gemilerin yakıt açısından daha verimli olduğu ve mil başına maliyeti azaltmayı amaçladığı söyleniyor
  15. Ocean Alliance (28,2%) and the 2M Alliance (35,5%) control about 63,7% of the world’s TEU movements, The alliance 16,9 % control of the world’s TEU
  16. Peki, küresel ve bölgesel nakliye ittifaklarının geleceği açısından kristal topumuz ne gösteriyor? Kristal top bu açıdan puslu olsa da, piyasaya atılan birçok birleşme söylentisine dayanarak tarihe bakarken ve olasılıklar dengesi üzerinde çalışırken aşağıdaki gibi bir varsayım yapmaya cesaret edebiliriz. Tarihe dönersek, 2000 yılında mevcut olan ilk 25 konteyner nakliye hattından sadece 15 tanesi 2017'de Hanjin, Cho Yang gibi ortadan kaybolan veya CSAV, UASC gibi birleştirilmiş veya satın alınmış 10 konteyner nakliye hattıyla kaldı
  17. Boom ve büstün nakliye iş çevrimi, arz ve talebin ekonomik temellerine tabidir ve yaşam standartlarını iyileştirmek için temel insan arzusunu tatmin eder. Dünyadaki 6 milyar insanın yaklaşık% 88'i yetersiz beslenme ve kötü sağlık gibi yoksulluğun etkisiyle nispeten fakir ülkelerde yaşıyor
  18. Global Marine Trends 2030, ticari denizcilik sektörünü etkileyen dört küresel itici gücü tanır: demografi, ekonomi, kaynaklar ve çevre Bunlar arasında ekonominin ticari sektör üzerinde ölçülebilir en büyük etkiye sahip olduğunu tespit ettik ve bunu gelecekteki ticaret ve nakliye gereksinimleri anlayışımızı karakterize etmek için kullandık.
  19. Teknolojik gelişme, ticaret sektörünün itici gücü olarak bir sağlayıcı olarak çok önemli bir rol oynamaktadır. Çevre ve kaynaklar, senaryoların kendisinde dolaylı olarak dikkate alınan kısıtlamalardır, Temel tehditler iklim değişikliği ve kirliliktir, ancak yeni ticaret yollarında fırsatlar ve Arktik bölgesinde buz eridiğinde kaynakların kullanımı
  20. Rusya'nın Batı Sibirya'daki mevcut çekirdek petrol alanları azalacak. Bununla birlikte, Batı Sibirya, Doğu Sibirya ve Kuzey Kutbu'ndaki daha yüksek maliyetli alanların boşluğu beklemesi beklenebilir
  21. Doğal gazın tahmini kanıtlanmış rezerv-üretim oranı yaklaşık 60-65 yıldır,   Kaya gazı rezervlerini ve diğer yeni keşifleri açan yatay sondaj ve hidrolik kırılma (fracking) alanındaki son gelişmelerle birlikte, bazı araştırmalar, teknik geri kazanılabilir kaynakların üretim oranının mevcut seviyede 230 yıldan fazla olabileceğini tahmin etmektedir.   Tüm gaz ödülüne erişimin maliyeti bilinmemektedir. Yeni teknolojilerin uygulanmasından kaynaklanan güvenlik ve çevre sorunları şeyl gazı üretimindeki büyümeyi kısıtlayabilir,   Eğer bu engeller aşılırsa, küresel enerji piyasası bir gaz dönemine girebilir,   BDT (çoğunlukla Rusya) ve ABD, 2030'da en büyük doğal gaz üreticileri   Ortadoğu'nun doğal gaz üretimi, ihracat altyapısının eksikliği, üretim alanındaki teknik ve ekonomik zorluklar ve iç politika,
  22. Kanıtlanmış kömür rezervleri, 2011 yıllık dünya kömür üretiminin yaklaşık 140 katıdır. Taş kömürü, günümüzde en çok kullanılan kömür çeşididir ve dünya kömür talebinin% 86'sına katkıda bulunmaktadır. Çelik / metalurji endüstrisi için gerekli olan taş kömürü rezervlerinin% 76'sı ABD, Çin, Hindistan ve Rusya'dan geliyor, 2030'a kadar dünyanın kömür üretimi iki kattan fazla artacak Tüm büyük üreticiler arasında Çin, en büyük kömür üretimi ve üretim artışına ulaşacak. Dünyanın kömür üretiminin çoğu iç pazarlar içindir, Bununla birlikte, kömür uluslararası taşımacılığın en önemli dökme yüklerinden biridir
  23. Demir cevheri, modern toplumda altyapı oluşturmak için kullanılan çelik üretimi için anahtar hammaddedir.   Avustralya ve Brezilya birlikte dünyanın demir cevheri rezervlerinin% 41'ine sahipler,   En büyük demir cevheri üretimi halen Latin Amerika ve Okyanusya'dan,   Hindistan önümüzdeki 20 yıl içinde en fazla demir cevheri üretim artışını 3 ila 5 kat görebilir
  24. 2030'da Çin, birincil konteyner ticaretindeki lider rolünü sürdürecek. Latin Amerika, Avrupa'yı sollayan ve 2030'da Global Commons senaryosunda en yüksek belirsizlikleri 3 senaryoda taşıyacak Ancak Latin Amerika, Rekabetçi Milletler senaryosunda Güneydoğu Asya'dan sonra dördüncü olarak kalacaktır. Bu, endüstri reformlarının potansiyeline ve zorluklarına ve Latin Amerika toplumunu rekabetçi üretim ve artan tüketim gücüyle bir ekonomiye dönüştürmeye dayanıyor
  25. Şu anda dünyanın ikinci büyük aktarma destinasyonu olan Avrupa, çok daha yavaş bir büyüme ile karşı karşıya kalacak. Pozisyonu daha sonra Çin ve Orta Doğu'nun 2030'a kadar tüm senaryolarda kaydettiği ilerlemeye rakip olacak
  26. Bilişsel Çok yönlü Suni/yapay Uyma yeteneği
  27. Nesnelerin İnterneti (IoT), özellikle konteyner izleme ve reefer izleme için bu teknolojiyi kullanmakla ilgilenen astar operatörleri ile sevkıyat yapıyor. Maersk Group bu konuda liderdir, ancak SM Line gibi diğerleri yetişmektedir. IoT'nin daha çeşitli uygulamaları var Bu teknoloji, performans yönetimi ve tahmine dayalı bakım amaçları için araç üstü makinelerin izlenmesi için giderek daha fazla kullanılmaktadır
  28. Otomobil feribotu Falco, Parainen ve Nauvo arasındaki yolculuk sırasında başarılı bir şekilde özerk bir şekilde gezinmek için Rolls-Royce Ship Intelligence teknolojilerinin bir kombinasyonunu kullandı. Dönüş yolculuğu uzaktan kumanda altında gerçekleştirildi. Gemi, sensör füzyonu ve yapay zeka kullanarak nesneleri tespit etti ve çarpışmadan kaçınma gerçekleştirdi. Ayrıca yakın zamanda geliştirilen bir otomatik yanaşmayı gösterdi özerk seyrüsefer sistemi. Bütün bunlar mürettebattan insan müdahalesi olmadan gerçekleştirildi
  29. Arttırılmış gerçeklik Görüntü tanıma teknolojisi, gemi otomatik tanımlama sistemleri (AIS) tarafından tanınmayan küçük gemileri tespit edebilir ve şirket, durum bilincini artırmak için gece veya zayıf görüşün diğer dönemlerinde kullanılabilir. Bu teknolojinin geliştirilmesi, MOL’in görüntü tanıma ve AR (artırılmış gerçeklik) yolculuk bilgileri ekranları aracılığıyla gemi navigasyonunu desteklemek için devam eden FOCUS projesinin bir parçasını oluşturuyor ve AR sistemleri zaten bir dizi şirketin gemisinde uygulanmış
  30. VR ve AR aynı zamanda gemi iç mekanlarını, boru tesisatı gereksinimlerini, elektrik şebekelerini ve acil durumlarda personel hareketlerini değerlendirerek gemi tasarımı ve mühendislik süreçlerinde de kullanılabilir. Yolcu gemilerinde yolcu eğlencesi ve acil durumlarda neler olması gerektiğini göstermek için VR tanıtılacak. Aynı zamanda denizaşırı gemilere de transfer edebilir ve benzer amaçlar için ticari nakliyeyi yapabilir.
  31. Küresel ticaret filosu yılda yaklaşık 330 milyon ton yakıt tüketiyor, bu nedenle Nakliye için alternatif yakıtların geliştirilmesi artıyor (DNV, 2014), öncelikle petrol maliyetlerinde beklenen uzun vadeli bir artış ve özellikle zararlı emisyonları azaltma ihtiyacı nedeniyle gemilerden, Alternatif yakıt için mevcut yollar: Sıvılaştırılmış Doğal gaz (LNG), Sıvılaştırılmış Petrol Gazı (LPG), Metanol ve Etanol, Di-Metil Eter (DME), Sentetik yakıtlar (Fischer-Tropsch), Biyodizel, Biyogaz, Hidrojen ve Nükleer Yakıt
  32. Denizcilik endüstrisi, Paris Anlaşması'na uyma ve sera gazı (GHG) emisyonlarını azaltma yönünde artan bir baskı altındadır. Önümüzdeki on yıllarda gerçekleştirilmesi gereken önemli emisyon azaltımlarının teknoloji gelişimini ve özellikle düşük karbonlu yakıtların kullanılmasını sağlaması beklenmektedir. Ayrıca, yetkililer, yerel düzeyde tehlikeli NOX, SOX ve partikül emisyonlarının sonuçlarına giderek daha fazla dikkat etmektedir.   Dünyada hava kirliliği ciddi sağlık sorunlarına ve erken ölüme neden oluyor ve yerel hava kirliliği önümüzdeki yıllarda daha katı düzenlemelere tabi olacak
  33. Havaya emisyonların azaltılması ve yeni sevk teknolojilerinin getirilmesi, nakliye de dahil olmak üzere dünya çapında nakliye sektörü için temel zorluklardır. Dünyanın gelecekteki filosu daha geniş bir yelpazedeki yakıtlara, tahrik çözümlerine ve enerji verimliliği önlemlerine güvenmek zorunda kalacak.
  34. LNG taşıyıcıları onlarca yıldır LNG'yi yakıt olarak kullanmaktadır. Diğer gemi tipleri 2000 yılından beri yakıt olarak LNG kullanmaktadır. LNG'de yakıt teknolojisi olarak kullanılan teknik ana sistemler, LNG'yi gemide depolamak için kullanılan muhafaza sistemleri, LNG'nin koşullandırılması için proses sistemleri ve tahrik gücü ve elektrik enerjisi üretmek için motorlardır. Gaz yakıtlı gemiler için motorlar Günümüzde gemi yakıtı olarak doğalgaza geçiş mümkündür. Emisyon Kontrol Alanlarındaki kükürt limitleri ve yaklaşmakta olan küresel kükürt kapağı ışığında, LNG yakıtlı gemiler uyum sağlamak için uygun bir seçenektir. Bununla birlikte, birçok gemi sahibi ve operatörü gaz yakıtlı bir gemiye geçmek için hangi motorların en iyi olduğunu kendilerine soruyor.
  35. Bugün piyasadaki iki önemli motor çift yakıtlı ve sadece gazlı tiplerdir. Karar verme sürecini desteklemek için, bu iki motor türünün farklılıklarına ve faydalarına ve bunların havaya emisyonlar üzerindeki olumlu etkilerine daha yakından bakıyoruz.   Ağır yakıtla (HFO) karşılaştırıldığında, LNG havaya emisyonları büyük ölçüde azaltır. LNG kükürt içermediğinden, bu emisyonlar ECA yönetmeliklerine uygun olarak tamamen ortadan kaldırılır.   NOx emisyonları açısından, düşük basınçlı Otto Cycle motorlar bunları% 85 ve yüksek basınçlı Diesel Cycle motorları% 40 azaltır. Parçacık emisyonları% 95 ve daha fazla azalır
  36. Eco Marine Power’ın EnergySail teknolojisi, hem rüzgar hem de güneş enerjisinden yararlanabilen bir dizi sert yelken kullanır. Yelkenler, yakıt tüketimini ve gaz emisyonlarını azaltmak için diğer yeşil gemi teknolojileriyle birlikte kullanılabilir. Teknolojilerin, Kova Eko Gemisi adı verilen gelecekteki bir gemide uygulanması bekleniyor. EnergySail diğer yelkenlerden farklıdır - bir gemi demirde veya limanda olduğunda ve yüksek rüzgarlara ve hatta ani mikro patlamalara dayanacak şekilde tasarlanmış olsa bile kullanılabilir. Büyük Capesize dökme cevher gemilerinden deniz ve sahil güvenlik devriye gemilerine kadar çok çeşitli gemilere takılabilir.
  37. 2030 yılına kadar Sıfır Emisyon Gemisi elde etmeyi hayal eden NYK, fütüristik Eko-Gemi 2030'u tasarladı Yeşil gemi konsepti, ağırlık azaltma yapısı, tahrik verimi için optimize edilmiş gövde formu, güneş ve rüzgar enerjisi koşum ekipmanı ve% 69'luk şaşırtıcı bir şekilde karbondioksit emisyonunu azaltmak için yakıt hücresi kullanımı gibi çeşitli benzersiz özelliklere sahiptir. Gemi konsepti ayrıca ekstra yüksek gerilme çeliği ve alaşımları ve kompozitler gibi yeni malzemeler kullanır ve toplam% 20 ağırlık ve% 9 karbondioksitin azaltılması için daha hafif kaplar ve daha az yakıt taşır.
  38. Tedarik Zinciri yönetimi her yıl daha karmaşık hale geliyor. En büyük etkiler, tüm tedarik zincirlerinin hızlı küreselleşmesinden kaynaklanmaktadır. Küresel tedarik zinciri ağları, gecikmeler ve kafa karışıklıkları gibi potansiyel risklerden etkilenmektedir.
  39. Bu, analitik yöneticilerini planlamaya daha fazla dikkat etmeye ve beklenmedik durum planlaması ve yönetimini dahil etmeye zorlar. Bu ve diğer yeni zorluklar, en iyi performansı sağlamak için yeni teknolojilerin benimsenmesi üzerinde baskı yaratarak yüksek müşteri memnuniyeti seviyelerine yol açıyor
  40. Endüstri 4.0, tedarik zincirlerinin tasarımında yeniden düşünmeye zorladı. Yeni teknolojiler, tedarik zinciri modellerimizi gereksinimlerle birlikte geliştirmek için araçlar sağlıyor. IoT, otomasyon ve robot teknolojisine dayanan Industry 4.0, tedarik zincirlerimizi dönüştürüyor. Büyük küresel şirketlerin% 50'si tedarik zinciri operasyonlarında yapay zeka, gelişmiş analitik ve IoT kullanacak:
  41. AI ve alt kümesi, Makine Öğrenimi (ML), eski envanter yönetimi için karar desteği gibi alanlarda kullanılır. ML'nin tedarik zincirindeki verilerden eğilimleri ve kalıpları deşifre edebilmesi onu optimizasyon için ideal hale getirir.   Analist firması Forrester, kısa bir süre önce dünya çapında 400'den fazla tedarik zinciri, tedarik ve finans iş liderleri üzerinde bir çalışma yürüttü. Anketin sonucu, kuruluşların% 55'inin büyük yatırımlar yapmak amacıyla 2019'un sonundan önce YZ'ye döneceğini gösterdi.
  42. Tedarik zinciri büyük miktarda veri üretir. Tahminli analiz araçları verileri yorumlamak için kullanılabilir. Öngörücü analitiklerin, daha iyi operasyon kararlarını bildirmek ve operasyonları kolaylaştırmak için tedarik zincirine giderek daha fazla uygulanması beklenmektedir. Bu eğilimi doğrulamak için bir Gartner Inc. çalışması, katılımcıların% 96'sının tahmine dayalı analitik kullandığını tespit etti. Bunların% 58'i insan tedarik zinciri kararlarını arttırmak için öngörücü ve kuralcı analitik kullanırken% 50'si karar vermeyi otomatikleştirmek için teknolojiyi kullanmaktadır
  43. Tedarik zinciri ekosistemleri Nesnelerin İnterneti'ni (IoT) kapsamaktadır. IoT cihazlarındaki sensörler konum, hareket, sıcaklık, nem ve diğer birçok faktörü ölçer. IoT'nin tedarik zincirlerindeki bazı örnek kullanımları arasında varlık izleme, envanter yönetimi ve filo yönetimi sayılabilir. IoT'nin lojistikteki pazar büyümesinin% 13,6 ile 2024 arasında bir CAGR'de olması bekleniyor.
  44. 2022 yılına kadar 938.000 robot ünitesinin insan meslektaşlarıyla birlikte çalışması bekleniyor. Binalardaki süreçlerin ve ekipmanın robotizasyonunun yanı sıra otonom sürüş, mevcut tedarik zinciri ve lojistik operasyonlarındaki hareketlilik ve altyapı üzerinde temel bir etkiye sahip olacaktır. Robotik ve otomasyon, hızı ve doğruluğu artırmak için kullanılabilir. Buna ek olarak, tedarik zinciri operasyonlarındaki düşük değerli günlük işler kolaylaştırılabilir ve riskleri azaltmak için insan hataları en aza indirilebilir
  45. Bir süreç basitçe birbirine bağlı faaliyetler grubudur. Süreç madenciliği, büyük veri analizi kullanarak ayrıntıları ortaya çıkarır. International Data Corporation (IDC), dijital dönüşüme yapılan harcamanın 2019 yılına kadar dünya çapında 1.7 trilyon dolara ulaşacağını tahmin ediyor; Bu, 2017'den itibaren% 42'lik büyük bir artış. Bunu artırmak, üretkenlik ve gelir yaratmadır. IDC, 2019 yılına kadar “Dijital olarak dönüştürülmüş tüm kuruluşların gelirlerinin en az% 45'ini“ Ticaretin Geleceği ”iş modellerinden üreteceğini belirtiyor. Bu modellerde, proses madenciliği araçları, tedarik zincirlerinin oluşturduğu ve kullandığı çok işlemsel verilerden türetilen nesnel, gerçeklere dayalı içgörülerle mevcut işlemleri denetlemek, analiz etmek ve iyileştirmek için güçlü yollar sunar.
  46. Ana itici güçlerden biri olarak dijitalleşme ile tedarik zinciri dönüşüm programlarına başlayan şirketler, ulaşım veya stok yönetimi alanında büyük tasarruflar görebiliyordu. Deneyimlerimiz, bu tür şirketlerin işletme maliyetlerini yüzde 8'den 13'e düşürebileceğini göstermektedir. Sunulan teknolojilerin yeni Tedarik Zinciri 4.0 döneminin temeli olacağını düşünüyoruz. Bu tür yeniliklerin bir tedarik zincirine benimsenmesi geleceğe dönük işletmeleri ve mevcut zorlukların üstesinden gelmeye yardımcı olacaktır; azaltılmış maliyetler, yönetilen risk ve daha mutlu müşterilerle değişime yatırım yapanları ödüllendirmek.