Due to climate change the ice-belt is melting. It will change the environment and open up for a new route for sea trade. The Arctic is a very fragile environment and I discuss the possibility to use a counterbalance fee based on the expected increased cargo ships that will enter and pass the Arctic Ocean. The fee will be used for measures to preservation of the environment and to implement clean tech in ports and at those cargo ships that frequently will use this route.
Mr. Lluis Tarafa IDOM consulting Investing in Geen Ports InitiativesASCAME
Session: Mediterranean's Ports: a gateway to Europe, Asia and Africa
Presentation: Investing in Green Ports initiatives
The Mediterranean Ports Summit is organised by the Association of Mediterranean Chambers of Commerce and Industry (ASCAME), the Consorci de la Zona Franca de Barcelona with the collaboration of Barcelona Chamber in the framework of SIL2015.
The Mediterranean Port Summit 2015 is the largest annual Ports and Shipping conferences throughout Europe, the Middle East and Africa. This event in Barcelona is the gathering of maritime industry leaders. The program features many top industry professionals sharing their perspectives on port investments and terminal developments around the region, providing invaluable insights into the numerous opportunities in this sector of Commerce.
The Mediterranean Ports and Shipping Summit focused on key concepts such as institutional and fiscal reforms; the construction, extension and modernization of port platforms; the search for management and collaboration systems; the promotion of alliances to strengthen the position of world leadership; Mediterranean Ports a Gateway to Europe, Asia and Africa; the Port, City and Cruise Tourism, as well as the response of Mediterranean ports to the challenges brought by 800 million people.
Baltic SCOPE workshop discussion on SHIPPING at Baltic SCOPE Central Baltic case (involving Latvia, Estonia and Sweden) stakeholder conference on 31 May - 1 June 2016 in Jurmala, LATVIA
Read more on: www.balticscope.eu
* The information presented is the working exercise on the cross-border maritime spatial planning discussions and can not be treated as the official opinion of the European Commission and the Member States involved in the consortium of the Baltic SCOPE project.
Klingbeil, R., 2014. The Inventory of Shared Water Resources in Western Asia and UN ESCWA Contributions to Improved Transboundary Cooperation on Groundwater and Aquifers. Presentation at the 41st Congress of the International Association of Hydrgeologists (IAH) “Groundwater: Challenges and Strategies”, Marrakesh, Morocco, 15-19 Sep 2014.
Transportation is the movement of products from one node in the distribution channel to another.
Types of transportation are explained in detail in the presentation
Inland Water Transportation is an inter-modal transportation for moving goods and passengers.
There are 14,500 km of navigable waterways in India. Out of these, about 5,700 km is navigable by mechanized vessels.
Share of IWT in transportation in India is far lower as compared with many other countries which have exploited the benefits of IWT.
The IWT modal share in Netherlands is 42%, France 15%, Hungary 15%, Germany 14%, Belgium 13% and in US 15%.
Inland Waterways Authority of India (IWAI) is the statutory authority in charge of the waterways in India. Its headquarters is located in Noida, UP. It does the function of building the necessary infrastructure in these waterways, surveying the economic feasibility of new projects and also administration.
National Waterways come under purview of Central Government and Inland Waterways Authority of India (IWAI), whereas other waterways are under the control of the state governments.
Large - scale infrastructure is a corner stone for a functioning modern society. Therefore, it is important for Europe to be successful in building infrastructure clever. It has a tradition of being costly to build, but also to generate large incomes. I lift forward the necessity to build infrastructure safe and competitive in new innovative ways both in Europe and abroad. Besides, it is a large contributor to the balance of trade between nations, between EU and others. In addition, it is still one of the largest sectors for job employment.
Abstract
Besides, national and international funding of infrastructure there are new options to build up the locally developed infrastructure. It can be achieved by three options. There is the traditional private-public partnership where the owner of the energy infrastructure is in private hands. The second - in return for visible exposure a company fund this infrastructure. The last option is to use crowd funding platforms where the contributors hold shares for future profit of surplus energy
Mr. Lluis Tarafa IDOM consulting Investing in Geen Ports InitiativesASCAME
Session: Mediterranean's Ports: a gateway to Europe, Asia and Africa
Presentation: Investing in Green Ports initiatives
The Mediterranean Ports Summit is organised by the Association of Mediterranean Chambers of Commerce and Industry (ASCAME), the Consorci de la Zona Franca de Barcelona with the collaboration of Barcelona Chamber in the framework of SIL2015.
The Mediterranean Port Summit 2015 is the largest annual Ports and Shipping conferences throughout Europe, the Middle East and Africa. This event in Barcelona is the gathering of maritime industry leaders. The program features many top industry professionals sharing their perspectives on port investments and terminal developments around the region, providing invaluable insights into the numerous opportunities in this sector of Commerce.
The Mediterranean Ports and Shipping Summit focused on key concepts such as institutional and fiscal reforms; the construction, extension and modernization of port platforms; the search for management and collaboration systems; the promotion of alliances to strengthen the position of world leadership; Mediterranean Ports a Gateway to Europe, Asia and Africa; the Port, City and Cruise Tourism, as well as the response of Mediterranean ports to the challenges brought by 800 million people.
Baltic SCOPE workshop discussion on SHIPPING at Baltic SCOPE Central Baltic case (involving Latvia, Estonia and Sweden) stakeholder conference on 31 May - 1 June 2016 in Jurmala, LATVIA
Read more on: www.balticscope.eu
* The information presented is the working exercise on the cross-border maritime spatial planning discussions and can not be treated as the official opinion of the European Commission and the Member States involved in the consortium of the Baltic SCOPE project.
Klingbeil, R., 2014. The Inventory of Shared Water Resources in Western Asia and UN ESCWA Contributions to Improved Transboundary Cooperation on Groundwater and Aquifers. Presentation at the 41st Congress of the International Association of Hydrgeologists (IAH) “Groundwater: Challenges and Strategies”, Marrakesh, Morocco, 15-19 Sep 2014.
Transportation is the movement of products from one node in the distribution channel to another.
Types of transportation are explained in detail in the presentation
Inland Water Transportation is an inter-modal transportation for moving goods and passengers.
There are 14,500 km of navigable waterways in India. Out of these, about 5,700 km is navigable by mechanized vessels.
Share of IWT in transportation in India is far lower as compared with many other countries which have exploited the benefits of IWT.
The IWT modal share in Netherlands is 42%, France 15%, Hungary 15%, Germany 14%, Belgium 13% and in US 15%.
Inland Waterways Authority of India (IWAI) is the statutory authority in charge of the waterways in India. Its headquarters is located in Noida, UP. It does the function of building the necessary infrastructure in these waterways, surveying the economic feasibility of new projects and also administration.
National Waterways come under purview of Central Government and Inland Waterways Authority of India (IWAI), whereas other waterways are under the control of the state governments.
Large - scale infrastructure is a corner stone for a functioning modern society. Therefore, it is important for Europe to be successful in building infrastructure clever. It has a tradition of being costly to build, but also to generate large incomes. I lift forward the necessity to build infrastructure safe and competitive in new innovative ways both in Europe and abroad. Besides, it is a large contributor to the balance of trade between nations, between EU and others. In addition, it is still one of the largest sectors for job employment.
Abstract
Besides, national and international funding of infrastructure there are new options to build up the locally developed infrastructure. It can be achieved by three options. There is the traditional private-public partnership where the owner of the energy infrastructure is in private hands. The second - in return for visible exposure a company fund this infrastructure. The last option is to use crowd funding platforms where the contributors hold shares for future profit of surplus energy
In this discussion draft, I focus on what is effective in an initial stage of establishing an ICT business and what are assets for running the daily business on new markets. Governmental agencies are helpful in the initial stage when the company enter a new market. Software solutions and ethnic diversity can be competitive assets for ICT companies because they can be used in company’s daily business in order to increase your business contacts, to create brand awareness and to increase sales and help support.
The digital inequality in Europe and beyond needs to be broken. This can be achieved by having a universal treaty, a Digital Magna Carta, that lays the basic foundation for the goals that are to be achieved by all countries. However, not all countries has the same maturity level in ICT penetration. Therefore, to study other countries treaties with specific tasks outlined for how to become digital societies is important, both for EU and others. If we all shall enter the digital society upgrades of the ICT infrastructure will be built by the public and private sector and also by the contribution by people. When it concern purchases of personal technology we in EU has to buy this on our own, while in the developing world aid workers could disperse this technology to micro businesses. It is also important to educate people about the benefits of embracing the services a digital society provides which can be done by the public sector and in procurements from companies. Also include individuals who currently work at ICT companies that have an interest to work as spare-time workers. These have the benefit with knowledge about upcoming technology.
Abstract
Open source alternatives developed in science and applied in industry can help people and society to reduce costs and increase the basic level of living. I focus on four topics from science to society - pharmacy - computer – materials - societal. Open source has gained many advocates in most of these topics, while it is less developed in materials. To begin to develop open source agreements valid for Europe that cover as many social and industry sectors as possible will probably increase the competiveness of the European industry.
Abstract Green VAT for business that will help Europe go greener and also increase the competiveness of our industry by decreasing the VAT by 5 %. It is a two-step VAT by applying it to manufacturers and also you and me. A benefit it has is it not an economic burden for industry for not producing green products. Instead they are given an incentive to produce green products by giving them a lower VAT and thereby gain a competitive advantage against other industries outside the EU-zone.
Nowadays, Science Parks can be complemented with Science e-Parks that provide crème de la crème knowledge to small as well as to large companies. The Science e-Parks decreases the expenditure for the SME, the large company and the University and at the same time provide access to top quality advice. In the future, it would be possible for EU to require that applicants for EU funding also sign up to a Science e-Park during their participation of their funded projects.
As a lobbyist at the European Parliament at the ITRE committee I contribute with draft proposals.
Abstract: A corner stone of the incomes in research intensive companies rely on IP rights for products and services.
By creating conditions in the EU zone for these companies to get their products and services on the market
faster their customers can benefit from them sooner than in other parts of the world. Therefore, I propose a
designated tax that will give financial conditions to speed up the processing of IP applications and to resolve
IP disputes faster.
Shipping in the Arctic My Arctic your ArcticM.K Afenyo, PhD.docxbjohn46
Shipping in the Arctic: My Arctic your Arctic
M.K Afenyo, PhD
Introduction
News about the Arctic
What is the Arctic?
Picture courtesy: https://nsidc.org/sites/nsidc.org/files/images//arctic_map.gif
Regions around the north pole
Second largest area by size (13,985,000 km²)
Area above the Arctic circle (66° 34’ N)
Any area in high latitudes where average daily temperature does not rise above 10 degree
Canada in the Arctic
Second largest Arctic country
200,000 Canadians live in the Arctic
New Arctic Framework under development
comprehensive Arctic infrastructure
strong Arctic people and communities
strong, sustainable and diversified Arctic economies
Arctic science and Indigenous knowledge
protecting the environment and preserving Arctic biodiversity
the Arctic in a global context
Canada in the Arctic
Applies to
Yukon
Northwest Territories
Nunavut
Inuit Nunangat
the Nunatsiavut region in Labrador
the territory of Nunavik in Quebec
northern Manitoba, including Churchill
Arctic shipping
Taken place since 1978 in the ice-covered western regions of the Northern Sea Route (between the port of Dudinka on the Yenisei River and Murmansk).
“We need to save the Arctic not because of the polar bears, and not because it is the most beautiful place in the world, but because our very survival depends upon it” --Lewis Gordon Pugh
YearActivity4th Century B.CUse of Arctic shipping by the indigenous people for food supplies and settlement981Discovery of Greenland1490John Cabot makes a voyage through the NWP1610Hudson expedition by the Henry1903Roald Amundsen completes the NWP route1935NSR opens up for Russia traffic1994UN convention on the Law of the sea1996Formation of the Arctic council2010Russia Constructs its double hull ice-breaker2012Opening of the Arctic intensified2013China builds first ice breaker in house2017The polar code comes into force
The good
Resource deposits: oil, gas and other minerals
Increase shipping saving time and money
Opening up the northern communities
Graphics courtesy: https://www.visualcapitalist.com/energy-and-mineral-riches-of-the-arctic/
The good
Nordic Orion NWP voyage from Europe to Asia instead of Panama Canal
Saved 4 days(~4000km) and $200,000
From Shanghai to Rotterdam
Russia currently ahead
5 Arctic ice breakers & 3 nuclear powered ones
Canada now building 1 ice breaker a fleet of 8 patrol boats
RouteDistancePanama Canal25,588 kilometresSuez Canal19,550 kmNorthern Sea Route15,793 kmNorthwest Passage16,100 kmTranspolar Route13,630 km
Ship growth in NWP
2007
9 ships
………….
2012
30 ships
The bad
Shorter lengths of ice free months
Extremely harsh conditions
Risk of accident during oil and gas exploration and production
Accidental release during shipping
The Bad
Source: https://www.visualcapitalist.com/energy-and-mineral-riches-of-the-arctic/
The ugly
11Vessel/Spill Accident TypeSpillYearATLANTIC EMPRESS and AEGEAN CAPTAINCollision287,000 tonnes of oil1979 ABT SUMMERExp.
Shipping in the Arctic My Arctic your ArcticM.K Afenyo, PhD.docxedgar6wallace88877
Shipping in the Arctic: My Arctic your Arctic
M.K Afenyo, PhD
Introduction
News about the Arctic
What is the Arctic?
Picture courtesy: https://nsidc.org/sites/nsidc.org/files/images//arctic_map.gif
Regions around the north pole
Second largest area by size (13,985,000 km²)
Area above the Arctic circle (66° 34’ N)
Any area in high latitudes where average daily temperature does not rise above 10 degree
Canada in the Arctic
Second largest Arctic country
200,000 Canadians live in the Arctic
New Arctic Framework under development
comprehensive Arctic infrastructure
strong Arctic people and communities
strong, sustainable and diversified Arctic economies
Arctic science and Indigenous knowledge
protecting the environment and preserving Arctic biodiversity
the Arctic in a global context
Canada in the Arctic
Applies to
Yukon
Northwest Territories
Nunavut
Inuit Nunangat
the Nunatsiavut region in Labrador
the territory of Nunavik in Quebec
northern Manitoba, including Churchill
Arctic shipping
Taken place since 1978 in the ice-covered western regions of the Northern Sea Route (between the port of Dudinka on the Yenisei River and Murmansk).
“We need to save the Arctic not because of the polar bears, and not because it is the most beautiful place in the world, but because our very survival depends upon it” --Lewis Gordon Pugh
YearActivity4th Century B.CUse of Arctic shipping by the indigenous people for food supplies and settlement981Discovery of Greenland1490John Cabot makes a voyage through the NWP1610Hudson expedition by the Henry1903Roald Amundsen completes the NWP route1935NSR opens up for Russia traffic1994UN convention on the Law of the sea1996Formation of the Arctic council2010Russia Constructs its double hull ice-breaker2012Opening of the Arctic intensified2013China builds first ice breaker in house2017The polar code comes into force
The good
Resource deposits: oil, gas and other minerals
Increase shipping saving time and money
Opening up the northern communities
Graphics courtesy: https://www.visualcapitalist.com/energy-and-mineral-riches-of-the-arctic/
The good
Nordic Orion NWP voyage from Europe to Asia instead of Panama Canal
Saved 4 days(~4000km) and $200,000
From Shanghai to Rotterdam
Russia currently ahead
5 Arctic ice breakers & 3 nuclear powered ones
Canada now building 1 ice breaker a fleet of 8 patrol boats
RouteDistancePanama Canal25,588 kilometresSuez Canal19,550 kmNorthern Sea Route15,793 kmNorthwest Passage16,100 kmTranspolar Route13,630 km
Ship growth in NWP
2007
9 ships
………….
2012
30 ships
The bad
Shorter lengths of ice free months
Extremely harsh conditions
Risk of accident during oil and gas exploration and production
Accidental release during shipping
The Bad
Source: https://www.visualcapitalist.com/energy-and-mineral-riches-of-the-arctic/
The ugly
11Vessel/Spill Accident TypeSpillYearATLANTIC EMPRESS and AEGEAN CAPTAINCollision287,000 tonnes of oil1979 ABT SUMMERExp.
zara maritime, OPERATE & MANAGE YOUR SHIPS
EFFICIENTLY AND SAFELY
~ Practical solutions for Business Continuity
~ Project management and supervision
as per principals' requirements
~ Inspections:
* Pre-purchase
* Pre-vetting
* Technical Assessment on owner's behalf
* Efficiency assessment and improvement
~ Attendances to assist with:
* Flag Survey
* Class Survey
* Vetting
* Casualty Investigations
~ Internal Audits:
* ISM
* ISPS
* Navigation
Rectify
2. KEEP YOUR SHIPS UP-TO-DATE AND
IN COMPLIANCE WITH CURRENT
APPLICABLE REGULATIONS
~ Dry Dock supervision
~ Trouble shooting and repair:
* Hydraulic systems and automation
* Pneumatic systems and automation
* Propulsion & Electric Generation
* Boilers and steam systems
* Fresh water evaporators
* Inert Gas systems (Boiler Flue Gas & IGG)
* Mooring and Anchoring Equipment
* Cargo Handling Equipment (submerged pumps,
conventional COPs, turbines and cranes)
~ Documentation:
* Compliance with latest maritime requirements
* Contingency training and drills
* Documentation and Class Audits to obtain DOC
~ Investigate Root Cause and Assess Damage on behalf of P&I, H&M, FD&D clubs
~ On-Hire / Off-Hire Surveys
Certify
3. HANDLE CONTINGENCIES, PREVENT CRISIS
~ Contingency and Crisis Management
* Liaise with internal and external parties
* Co-ordinate efforts to control and
mitigate contingencies
* Co-ordinate with media as required
* Maintain appropriate records
* Protect the client's public image
~ Modifications, Conversions, Upgradations
~ Retrofitting, structural design and stability calculations
Climate change has made it possible for previously impassable regions of the Arctic to become accessible by ships. As such, some main routes have emerged: the Northern Passage, covering the Alaskan and Canadian coasts; the Northwest Passage, which passes the Norwegian and Russian coasts; and the Transpolar Sea Route (TSR), which is still underused. The Northern Sea Route (NSR) and the Arctic Bridge have also emerged as significant passages that shipping lines can access to transport goods.
The Northern Sea Route (NSR) has steadily emerged as an alternative route that can make life easier for maritime stakeholders. The route, which is made possible due to increased global temperatures, is typically passable in the warmer months of the year. Since its opening in 1991, the NSR has witnessed growing traffic, with studies estimating that more than 80 million tons of cargo will pass through the route by 2024.
Terra et Aqua 143 (journal - dredging related articles)Renato Rauwerda
Contains the following articles: "Challenge in Logistics: New Suez Canal Project"; "Safety in Mooring" and "How Clear Communications Benefit Dredging Projects".
I have failed to get a follow up contact since 20th of June at the Ahmedabad City Police by reporting and sending email reminders about the case. Are trying to use Ahmedabad City Police Facebook page to see if there is a response.
I have failed to get a follow up contact since 20th of June at the Ahmedabad City Police by reporting and sending email reminders about the case. Are trying to use Ahmedabad City Police Facebook page to see if there is a response.
The purpose is to show you can find campaigns in the phase final countdown that has not passed to have at least two contributions in order to be searchable on Indiegogo after two days. I start with showing all campaign that was included this date. The total amount of campaign are 100. Later you see examples on campaigns that do not have at least contributions that Indiegogo claims is necessary in order to be searchable after two days. Sometimes when you click these direct links you get an ending like %20-%20/ Cut this away from the web address and it will work.
A global Digital Magna Carta that lays the foundation for everyone’s access to internet is beneficial for trade and social exchange. Since internet is very accessible to all, privacy concerns for people and companies is important to protect. However, there will be exemptions to privacy concerns when technology increases the user experience and make it easier to use internet. Other cases of exemptions will be when it greatly benefit the functioning of society and such examples includes the health sector and the rescue services.
EU wishes to decrease its external energy dependency. The reason is that more control of our own energy usage enable more stable prices for you, me as well as for companies in EU. Three important measures to evaluate is Europe’s need to produce more of our own energy, buy energy clever from abroad and reduce our energy consumption to decrease our energy demand. In the centre of this paper a Control Price Mechanism is used that can help us achieve these goals.
A non – IP park is specialized on helping companies with focus on open source, open innovation and old innovations. To have one or a few non-IP parks in a country as a supplement to traditionally research intensive science- or technology parks will increase the likelihood for more successful companies.
From a commercial point of view old innovations are interesting as long as these are commercially successful, fill a demand and are not replaced by a newer. Old innovations are found in innovations who have a valid but old patent, re-innovated innovations, innovations that cannot not have IP-protection and everything in-between. There is a need for government and EU to enable matching of old innovations with companies in order to make these more competitive.
In order to achieve growth in society it is essential to have companies and innovators who successfully can commercialize their products and services. However, there are far too many inventions that do not manage to become commercialized. The paper present different ways for companies, innovators and investors to bridge this gap. Also EU has an important role to play when it concerns commercialization of innovations by embracing two different approaches to innovate. In the first approach an innovator or company innovate to meet a demand. In the other approach innovators first develop a product without a demand. The demand is created later and then become commercialized.
Different expansion options can be used in order to embrace countries that lay beyond EU borders. The use of infrastructure is a strategy that I advocate. The focus is on ICT infrastructure and virtual infrastructure. The ICT infrastructure can make countries become more interconnected and the virtual infrastructure could help EU prosper by offering other countries services that makes these more included into the EU-zone. Especially, trade and social exchange benefit by these infrastructures. It would be beneficial if there was a working group in EU that discuss how infrastructure can be used as a way to embrace other countries into the EU sphere.
Throughout history new infrastructures has been added to the existing infrastructures. By dividing infrastructure into different types I aim to highlight Europeans competitiveness in each of them. The infrastructures are bio-, nanoscale-, space-, virtual- and traditional infrastructures. Europe’s possibilities to be forerunners and create and have successful companies working in these infrastructures will be an important factor for our ability to prosper in society and to create new jobs. Infrastructure matters.
WRI’s brand new “Food Service Playbook for Promoting Sustainable Food Choices” gives food service operators the very latest strategies for creating dining environments that empower consumers to choose sustainable, plant-rich dishes. This research builds off our first guide for food service, now with industry experience and insights from nearly 350 academic trials.
Willie Nelson Net Worth: A Journey Through Music, Movies, and Business Venturesgreendigital
Willie Nelson is a name that resonates within the world of music and entertainment. Known for his unique voice, and masterful guitar skills. and an extraordinary career spanning several decades. Nelson has become a legend in the country music scene. But, his influence extends far beyond the realm of music. with ventures in acting, writing, activism, and business. This comprehensive article delves into Willie Nelson net worth. exploring the various facets of his career that have contributed to his large fortune.
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Introduction
Willie Nelson net worth is a testament to his enduring influence and success in many fields. Born on April 29, 1933, in Abbott, Texas. Nelson's journey from a humble beginning to becoming one of the most iconic figures in American music is nothing short of inspirational. His net worth, which estimated to be around $25 million as of 2024. reflects a career that is as diverse as it is prolific.
Early Life and Musical Beginnings
Humble Origins
Willie Hugh Nelson was born during the Great Depression. a time of significant economic hardship in the United States. Raised by his grandparents. Nelson found solace and inspiration in music from an early age. His grandmother taught him to play the guitar. setting the stage for what would become an illustrious career.
First Steps in Music
Nelson's initial foray into the music industry was fraught with challenges. He moved to Nashville, Tennessee, to pursue his dreams, but success did not come . Working as a songwriter, Nelson penned hits for other artists. which helped him gain a foothold in the competitive music scene. His songwriting skills contributed to his early earnings. laying the foundation for his net worth.
Rise to Stardom
Breakthrough Albums
The 1970s marked a turning point in Willie Nelson's career. His albums "Shotgun Willie" (1973), "Red Headed Stranger" (1975). and "Stardust" (1978) received critical acclaim and commercial success. These albums not only solidified his position in the country music genre. but also introduced his music to a broader audience. The success of these albums played a crucial role in boosting Willie Nelson net worth.
Iconic Songs
Willie Nelson net worth is also attributed to his extensive catalog of hit songs. Tracks like "Blue Eyes Crying in the Rain," "On the Road Again," and "Always on My Mind" have become timeless classics. These songs have not only earned Nelson large royalties but have also ensured his continued relevance in the music industry.
Acting and Film Career
Hollywood Ventures
In addition to his music career, Willie Nelson has also made a mark in Hollywood. His distinctive personality and on-screen presence have landed him roles in several films and television shows. Notable appearances include roles in "The Electric Horseman" (1979), "Honeysuckle Rose" (1980), and "Barbarosa" (1982). These acting gigs have added a significant amount to Willie Nelson net worth.
Television Appearances
Nelson's char
"Understanding the Carbon Cycle: Processes, Human Impacts, and Strategies for...MMariSelvam4
The carbon cycle is a critical component of Earth's environmental system, governing the movement and transformation of carbon through various reservoirs, including the atmosphere, oceans, soil, and living organisms. This complex cycle involves several key processes such as photosynthesis, respiration, decomposition, and carbon sequestration, each contributing to the regulation of carbon levels on the planet.
Human activities, particularly fossil fuel combustion and deforestation, have significantly altered the natural carbon cycle, leading to increased atmospheric carbon dioxide concentrations and driving climate change. Understanding the intricacies of the carbon cycle is essential for assessing the impacts of these changes and developing effective mitigation strategies.
By studying the carbon cycle, scientists can identify carbon sources and sinks, measure carbon fluxes, and predict future trends. This knowledge is crucial for crafting policies aimed at reducing carbon emissions, enhancing carbon storage, and promoting sustainable practices. The carbon cycle's interplay with climate systems, ecosystems, and human activities underscores its importance in maintaining a stable and healthy planet.
In-depth exploration of the carbon cycle reveals the delicate balance required to sustain life and the urgent need to address anthropogenic influences. Through research, education, and policy, we can work towards restoring equilibrium in the carbon cycle and ensuring a sustainable future for generations to come.
UNDERSTANDING WHAT GREEN WASHING IS!.pdfJulietMogola
Many companies today use green washing to lure the public into thinking they are conserving the environment but in real sense they are doing more harm. There have been such several cases from very big companies here in Kenya and also globally. This ranges from various sectors from manufacturing and goes to consumer products. Educating people on greenwashing will enable people to make better choices based on their analysis and not on what they see on marketing sites.
Characterization and the Kinetics of drying at the drying oven and with micro...Open Access Research Paper
The objective of this work is to contribute to valorization de Nephelium lappaceum by the characterization of kinetics of drying of seeds of Nephelium lappaceum. The seeds were dehydrated until a constant mass respectively in a drying oven and a microwawe oven. The temperatures and the powers of drying are respectively: 50, 60 and 70°C and 140, 280 and 420 W. The results show that the curves of drying of seeds of Nephelium lappaceum do not present a phase of constant kinetics. The coefficients of diffusion vary between 2.09.10-8 to 2.98. 10-8m-2/s in the interval of 50°C at 70°C and between 4.83×10-07 at 9.04×10-07 m-8/s for the powers going of 140 W with 420 W the relation between Arrhenius and a value of energy of activation of 16.49 kJ. mol-1 expressed the effect of the temperature on effective diffusivity.
Natural farming @ Dr. Siddhartha S. Jena.pptxsidjena70
A brief about organic farming/ Natural farming/ Zero budget natural farming/ Subash Palekar Natural farming which keeps us and environment safe and healthy. Next gen Agricultural practices of chemical free farming.
Artificial Reefs by Kuddle Life Foundation - May 2024punit537210
Situated in Pondicherry, India, Kuddle Life Foundation is a charitable, non-profit and non-governmental organization (NGO) dedicated to improving the living standards of coastal communities and simultaneously placing a strong emphasis on the protection of marine ecosystems.
One of the key areas we work in is Artificial Reefs. This presentation captures our journey so far and our learnings. We hope you get as excited about marine conservation and artificial reefs as we are.
Please visit our website: https://kuddlelife.org
Our Instagram channel:
@kuddlelifefoundation
Our Linkedin Page:
https://www.linkedin.com/company/kuddlelifefoundation/
and write to us if you have any questions:
info@kuddlelife.org
DRAFT NRW Recreation Strategy - People and Nature thriving together
Arctic route
1. Jan Softa @ Somerco 2014-12-19
Enhance the EU member states competitiveness
Part 30 – Arctic route (counterbalance)
Abstract
Due to climate change the ice-belt is melting. It will change the environment and open up for a new route for sea
trade. The Arctic is a very fragile environment and I discuss the possibility to use a counterbalance fee based on
the expected increased cargo ships that will enter and pass the Arctic Ocean. The fee will be used for measures
to preservation of the environment and to implement clean tech in ports and at those cargo ships that frequently
will use this route.
Background
Helping geniuses! Our slogan sums up whom Somerco aims to help. Somerco are a company
that target to help governmental and business professionals together with researchers and
innovators so that these geniuses can create prosperity and jobs in society. In this paper, I will
discuss if increased sea trade in the Arctic can use fees to counterbalance for the
environmental impact it will have on the Arctic.
Introduction
Sea trade is the first man began to use when they wanted to conduct trade over large
distances. New transport vehicles as trucks and trains and also faster as planes has arrived,
but still it is sea trade that carries the largest bulk of cargo around the globe. It has many
advantages to other means of transport. Besides ports and a few canals, there is no need to
build infrastructure as roads in order to make it work and it is cheaper to use than transport by
plane. It can also carry far more tonnes at a time than any other transport means.
In cargo transport, time is money because it saves cost for wages, fuel consumption and so
on. It is a strong incentive for exploiting new sea routes. The Arctic route enables cargo to
arrive rapidly to its destination in order to decrease costs, keep the cargo fresh (fruits) and so
on. We also find that man built canals as the Suez Canal and the Panama Canal. These canals
use transit fees in order for cargo ships to pass.1
So to use a fee for counterbalancing
measures for the environmental impact an increased sea fare will have in a fragile
environment as the Arctic could be accepted.
For those cargo ships that start in the northern part of the globe and have a destination in
other northern part of the globe the Arctic route will become an increasingly interesting
alternative.
Some statistics
With a reduction of 40% in ice the last 30 years, the Northern Sea Route (NSR) is becoming
an increasingly attractive option for ship-owners, with a route 40% shorter than the Suez
Canal and 60% shorter than the Cape of Good Hope. The NSR promises major decreases in
fuel consumption and emissions, as well as the requirement for piracy countermeasures.23
1
Suez Canal Authority - Toll Calculator. http://www.suezcanal.gov.eg/calc.aspx ; Suez Canal to increase transit
fees. http://www.marsecreview.com/2013/02/suez-canal-authority-to-increase-transit-fees ; Panama transit canal
cost calculator http://www.agenco.com/html/TransitCostCalculator.aspx ; Toll assessment.
http://www.pancanal.com/eng/op/tolls.html
2
Is Arctic shipping Russia’s answer to the Suez Canal? http://www.seatrade-global.com/news/asia/is-arctic-
shipping-russias-answer-to-the-suez-canal.html
2. Jan Softa @ Somerco
China has referred the Northern Sea Route as the “Arctic Golden Waterway”. Michael Byers,
a Canadian scholar in one of his recent article written for Al Zazeera has referred Professor
Bin Yang of Shanghai Maritime University who has estimated that the Northern Sea Route
alone could save China a staggering $60 to $120 billion annually.4
Fragile
A sign of what to come was when the Danish freighter Nordic Bulk shipped a load of iron ore
from Norway to China via the Northern Sea Route, which runs through Russian territory, in
2010. The Nordic Orion's sister ship, the Nordic Odyssey, 2012 took on 65,000 tons of iron
ore from Murmansk, in northern Russia, destined for China, according to the New Yorker.5
It is likely that a lot more ships will take the route over the Arctic due to climate change.
“For some routes, it [the Northwest Passage] can save up to 7,000 kilometres – and that’s not just a distance
savings, that’s a savings in terms of fuel, time and salaries,” Michael Byers, an international law expert
at the University of British Columbia, told the Globe.
“Time is money in the international shipping business and a 7,000-kilometre shortcut is of great interest.”6
The Arctic thou is a very fragile environment. There are concerns with the preservation of
species and the fauna. Due to this fragility, perhaps there should be a counterbalance fee for
cargo ships entering the Arctic Ocean. The fee is to build up and have funds for taking
measures to protect and improve the environment in the Arctic Ocean.
When to pay the fee
All ships that transport cargo in the Arctic Ocean should pay a counterbalance fee. The ships
that take this route pay in advance to pass a certain latitude when it enters the Arctic Ocean. It
is a simple online transaction to the Arctic Council that receives the payment. At the same
time, the software used for these payments should also alert to those countries authorities
what ship it is, cargo weight and what type of cargo.
Incentive to pay
All ships have to dock at a port with its cargo so it should not be very difficult to make those
entering the Arctic agree to pay a counterbalance fee. Also the different coast guards could
monitor that all ships that enter the Arctic has paid.
How the fees work
The way the fees are set up can be done in different ways. It could copy the way the canal in
Suez or Panama charge those who want to use their canals. See links:
Panama transit canal cost calculator http://www.agenco.com/html/TransitCostCalculator.aspx
4
Geo-Politics Of Global Warming And Emergence Of A New Geo-Strategic Center In The Arctic – Analysis.
http://www.eurasiareview.com/16072013-geo-politics-of-global-warming-and-emergence-of-a-new-geo-
strategic-center-in-the-arctic-analysis/
5
Danish freighter traversing Northwest Passage a sign of things to come – is Canada ready?
https://ca.news.yahoo.com/blogs/dailybrew/danish-freighter-traversing-northwest-passage-sign-things-come-
221210126.html
6
Danish freighter traversing Northwest Passage a sign of things to come – is Canada ready?
https://ca.news.yahoo.com/blogs/dailybrew/danish-freighter-traversing-northwest-passage-sign-things-come-
221210126.html
3. Jan Softa @ Somerco 2014-12-19
Suez Canal Authority - Toll Calculator. http://www.suezcanal.gov.eg/calc.aspx
The reason for the charge fee to pass these will be a bit different than the one for entering the
Arctic Ocean. To build these canals demanded much hard labour and money. This massive
investment needs to be repaid. Moreover, these canals are situated in a specific country.
When it concern a counterbalance fee for entering the Arctic Ocean there are no massive
investment for built infrastructure to repay, also multiple countries have a coastline in or
close to the Arctic that will be affected. Therefore, this fee could be used for different
purposes immediately.
Below, I give a suggestion that can be used for discussion for how a counterbalance fee7
could function. Decide when to start to charge on a specific cargo tonne for the ships entering
the Arctic Ocean.
A way to calculate is to use a sliding scale and increase the number for each tonne. In cargo
tonnes the X = a certain cargo tonne, X2 = is double the certain cargo tonne, X3 = is four
times the certain cargo tonne and so.
Cargo
tonnes
Price Low Co2
footprint
Price -
30%
Hazardous
cargo Price
+50%
Low Co2
footprint
Price+H.C
. -30%
Cargo
tonnes
Price Low Co2
footprint
Price -
30%
Hazardous
cargo Price
+50%
Low Co2
footprint
Price+H.C
-30%
X €5000 €3500 €7500 €5250 X5 €80000 €56000 €120000 €84000
X2 €10000 €7000 €15000 €10500 X6 €160000 €112000 €240000 €168000
X3 €20000 €14000 €30000 €21000 X7 €320000 €224000 €480000 €334000
X4 €40000 €28000 €60000 €42000 X8 €640000 €448000 €960000 €668000
The list can be a lot longer than the examples I given above.
Who hold the fee?
It is easier for the owners of the Suez and the Panama Canal that is located in one country to
hold the fee, while there are several countries situated in and close to the Arctic. Those
countries that are in the Arctic are Canada, Greenland (Denmark), Iceland, Norway, Russia
and US. The northern UK has a coastline close to the Arctic. These countries should be
involved. Perhaps, the Arctic Council could be a suitable organisation that controls the
money.
Fee priority
To start, no one have sovereignty over the Arctic Ice pack. The counterbalance fee goes firstly
to these regions and to those countries with a coastline and ports in the Arctic Ocean. Next
priority is those countries with a port or coast line close to the Arctic Ocean. And the third
priority goes to those ports in the Northern hemisphere that will receive a lot of cargo from
these cargo ships. Perhaps, in distant future marinas can be included as a fourth priority.
Fee pay-outs
In the beginning, if such a fee is adopted, it is important to prioritize what the fees can be
spent on. Since it is a counterbalance fee it needs to prioritize measures for the conservation
of species and fauna and clean-up of polluted areas in Arctic. It should also enable funding
for improvements in ports in order to build large-scale clean tech that can take of the cargo
7
Exemptions from this fee will be navy, established fishing boats in the area (local fishermen), science
expeditions.
4. Jan Softa @ Somerco
ships sewage and ballast water.8
Clean tech in sea fare could have a bright future and a way to
push the development forward is to offer part funding to implement these techs at cargo ships
that frequently travel the Arctic Ocean.
The Arctic can be a treacherous sea due to ice beneath the surface so good rescue capabilities
is important. Stein Are Hansen Head of Department, loss prevention and emergency response,
Norwegian Hull Club, Bergen has said:
"We will soon be responsible for rescuing people up to the North Pole. We need more training and sophisticated
equipment to help deal with the potential disasters. For example, fuel stations for helicopters,” he said.9
And also a fixed percentage can be allocated as an emergency fond for environmental disaster
as oil spillage and to the restoration of the area.
Divide the money
Here it is important to look at the stakeholders. These are the countries with a coastline above
the Arctic Circle and then UK and a third priority could be other countries ports, which the
cargo ships has as its destination as Gothenburg, Gdansk and Rotterdam. Before spending the
money from the fees on different measures a thorough discussion takes place and then a
voting decides. Another option is to use a rotating system between the countries and let the
people in charge be decisive on what measures should be approved during their term.
Justify why here
Most of us agree it is not a concept that can be justified to use everywhere around the globe
due to an increase in costs for cargo shipping. So why would cargo ships accept a
counterbalance fee here while we do not find it elsewhere? One reason is that historically it is
not a natural route that has been used for shipping cargo. Another reason is that the Arctic is a
very fragile environment where man has not been a dominant factor. Some would lift forward
that it is the longest passage route that involves many countries.
Final remarks
For EU, the Arctic should be an important environment to protect since some of its species
and fauna lives in a fragile environment. Therefore, a fee could help with preservation
measures. Due to that the ice belt is melting it is highly likely the cargo ships will chose this
route more often than before when they want to trade with the countries in the northern EU
and EFTA.
8
Environmental impact of shipping. http://en.wikipedia.org/wiki/Environmental_impact_of_shipping
9
Norwegian Hull Club warns on Arctic shipping dangers. http://www.seatrade-
global.com/news/americas/norwegian-hull-club-warns-on-arctic-shipping-dangers.html
5. Jan Softa @ Somerco 2014-12-19
Draft proposals
Enhance the competitiveness of EU member states Part 1 – Designated tax to science
Enhance the competitiveness of EU member states Part 2 – Strategy to support the software industry
Enhance the competitiveness of EU member states Part 3 – Actions to support women in ICT
Enhance the competitiveness of EU member states Part 4 – Going abroad–Competitive assets
Enhance the competitiveness of EU member states Part 5 – Business incubators, financial recycling and
incentives into reward
Enhance the competitiveness of EU member states Part 6 – Standardization as a tool to increase
competitiveness
Enhance the competitiveness of EU member states Part 7 – Different types of innovations
Enhance the competitiveness of EU member states Part 8 – Open source from science to society
Enhance the competitiveness of EU member states Part 9 – Crowd sourcing and crowd funding
Enhance the competitiveness of EU member states Part 10 – Green VAT for business
Enhance the competitiveness of EU member states Part 11 – Keep talent in Europe
Enhance the competitiveness of EU member states Part 12 – Research leftovers
Enhance the competitiveness of EU member states Part 13 – Science Parks - Specializations
Enhance the competitiveness of EU member states Part 14 – Patent trolls
Enhance the competitiveness of EU member states Part 15 – Science e - Parks
Enhance the competitiveness of EU member states Part 16 – Expansion options
Enhance the competitiveness of EU member states Part 17 – The locally developed infrastructure
Enhance the competitiveness of EU member states Part 18 – Treaty (Knowledge transfer)
Enhance the competitiveness of EU member states Part 19 – Different types of infrastructure
Enhance the competitiveness of EU member states Part 20 – Build infrastructure
Enhance the competitiveness of EU member states Part 21 – Energy infrastructure (elsewhere) (In progress)
Enhance the competitiveness of EU member states Part 22 – Quick market entry (Medical)
Enhance the competitiveness of EU member states Part 23 – Innovation, Commercialization, Growth
Enhance the competitiveness of EU member states Part 24 – External energy dependencies
Enhance the competitiveness of EU member states Part 25 – Old innovations
Enhance the competitiveness of EU member states Part 26 – The non-IP Parks
Enhance the competitiveness of EU member states Part 27 – Digital inequality into prosperous society
Enhance the competitiveness of EU member states Part 28 – Digital Magna Carta – exemptions in privacy
Enhance the competitiveness of EU member states Part 29 – The networked subsidiarity (In progress)
Enhance the competitiveness of EU member states Part 30 – Artic route (counterbalance)
Enhance the competitiveness of EU member states Overview – Old and new key areas in order to increase
the competitiveness of the industry (In progress)
Input on threats against information society