Event Q&A
Our panellists have provided answers to the questions asked by our audience at the Marine Innovation Summit 2024.
Question |
Answer |
| How to ensure law of land or local rules are being followed by ships calling a particular port? |
The port state via port state controls and other regulatory bodies that ensures that all rules and regulations are followed. Also, the classification societies have a big role in this as well as the port authorities. |
|
For ships to arrive at ports on time, it seems like an AI-based navigation system needs to be fully prepared. When will it be ready? |
I would say that it doesn't need AI-based navigation, and I also don't know when it will be ready |
| Do you see the increase in shipping activity and vessel traffic contributing to greater safety risks, especially regarding 'AIS dark' vessels or 'offline' objects, including lost containers? What innovations would address these risks? Would better visibility over these objects provide opportunity to optimize routes? |
If the AIS tracker is on there is not really a problem, so the driver is not so much the number of vessels in the world but rather the level of conflicts and sanctions that countries try to avoid that is impacting safety through more dark vessels. I don't really have a perspective on lost containers |
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How do we plan to solve the problem arising from LNG-ships using SSE while still producing boil-off-gas from their tanks? |
If the LNG system is designed and built correctly there will not be any release of boil-off-gas from the vessels for example if the tanks have long enough holding time the boil-off will be contained in the tanks for several weeks or even more without consumption. Furthermore, the boil-off and pressure in the tanks can be managed on the voyage or when the LNG consumers are running. In addition to this, the Inert gas generator is also driven by LNG and can also be used to manage the boil-off if needed. |
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Since emissions in ports are by far the highest portion of emissions, when will we make ports pay so that we push the ports to decarbonize? 1 or 2 ports decarbonizing does not cut it, it must be worldwide
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In comparison to the entire transport chain, the port portion of emissions is in my experience rarely the highest. Nonetheless, we need to work on all emissions along the transport chain and there is in that sense already a push on ports to decarbonize. The difference between vessels and ports is that ports are part of national systems, whereas ships are mainly regulated internationally. Therefore, the push on ports to decarbonize are part of nationally determined quotas, which in turn are part of the Paris Agreement (unlike shipping, which is not covered by the Paris Agreement). |
| Today, a main topic is how to save energy. What is your point of view about this new technology and the cooling system to exchange energy? | Energy saving and increased efficiency is always an important topic to pursue, as energy that is not needed from the beginning is a win-win. For specific technologies, one needs to keep in mind that there is no one silver bullet or a solution that fits all. We need many different technologies, and we need to apply each of them where they fit best. |
| Why we are not concerning to start by taking the power from the ports, and prevent the gas emission produced in ports from berthing vessels during loading and charging especially when using vessel`s cranes? |
Onshore Power for vessels to minimize use of auxiliary engines is a technique that many ports have promoted for a long time. It is already legislated in some countries (for instance in California), and by 2030 it will be demanded for container and cargo vessels in European ports. As for vessels that use their own cranes, it can however be more difficult since the very reason they have their own cranes onboard often is the lack of cranes and/or sufficient power for cranes on the landside. To install access to power in such ports can sometimes cause more emissions than what can be saved. |
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