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DOSSIER |
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There’s no one on that ship!
You won’t be surprised to learn that ports in Rotterdam, Singapore, Shanghai, and Los Angeles already have advanced smart port programmes. The Port of Rotterdam routinely uses digital twins, smart berthing technology, and data analytics to enhance operational efficiency. It partners with tech giants and is developing capabilities to support autonomous vessels while strengthening cybersecurity. The use of smart technologies, including sensors and cameras, will necessitate massive upgrades to port infrastructure. This is required even if vessels are manned by skeleton crews, which is the most likely path before fully automated vessels are permitted.The need for collaboration can’t be understated. Technology companies, maritime engineering consultancies, and research institutes each have a role to play. For example, in the Netherlands, the Ministry of Infrastructure and Water Management welcomes Smart Shipping trials on Dutch inland waterways and in territorial waters once permission is granted by the Rijkswaterstaat.
A major challenge is the slow speed of adapting rules and regulations, which is compounded when artificial intelligence (AI) is added to the already complicated mix. Regulators are constantly trying to catch up with the technology and at the current rate of progress, it will take around 30 years for AVs to be commonplace on inland waterways instead of 10. Hardly surprising when you consider it took a decade to move from single to safer double-hull tankers or even decades for the introduction of radar. Next, standards for IT systems and protocols must be reached. That’s before the installation of a forest of sensors, cameras and high-speed communications networks with processing systems capable of real-time data exchange between ships and port-based control centres. For inland waterways, the technologies must extend to bridges and locks and all this hardware and software requires additional investment in cybersecurity to stay ahead of the hackers.
AVs are usually designed with sustainability in mind, utilising energy-efficient technologies and alternative fuels. It’s therefore sensible for ports to consider AV infrastructure concurrent with planning eco-friendly infrastructure such as electric charging, alternative fuel bunkering, and waste management.
Charting a way forward
AVs will be here by the early 2030s. In Belgium, Seafar operates a remote control centre in Antwerp, has expanded and opened a remote control centre in Duisburg, and is considering remote short-sea shipping. By the 2040s, today’s emerging industry standards will be well-established, although it may take longer for inland waterways given the need for international agreements. But the point is, the technology is coming, ready or not.
Source : porttechnology Hans Vermij is a leading expert in port logistics with 39 years of experience. He works for Royal HaskoningDHV, the international engineering consultancy, where he is responsible for the execution of inland waterway development projects. Hans has worked in more than 22 countries in Europe, the Middle East, Africa, and Asia, and regularly lectures and trains port directors on Port Master planning, including smart tec
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LMB-BML 2007 Webmaster & designer: Cmdt. André Jehaes - email andre.jehaes@lmb-bml.be
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