If you are unfamiliar with the concept of just in time sailing, it is a lean strategy based on coordinating ports, terminals and vessel operations through a real-time data exchange.
The goal is to enable better logistics planning so there is less congestion and smoother operations, while reducing fuel consumption and emissions.
为了取得成功，它需要航母的船队运营中心、舰桥和运营协调中心之间的透明度和协作。
On the first day of the智能港口峰会与会者接受了概念验证和小组讨论，讨论的主题是沃西勒汉堡船舶协调中心(高压输电),Carnival Maritime, and必维国际检验局- who implemented this new process at the Port of Hamburg.
这些公司详细介绍了他们如何成功实施并测试了一种新的解决方案，即在现实生活条件下，通过船岸之间的无缝数据交换，实现最佳港口到达。该解决方案原则上已获得必维国际检验集团的批准，以满足船级社的网络安全要求。
背景
Prior to the proof of concept, Gerald Hirt (Managing Director at HVCC) detailed where ports and terminals had come from, and how they would be gearing up to the next phase of collaboration.
While ports started with local port community systems, since then they have evolved to connectivity first industry platforms with cooperation being key to seamless collaboration with partners.
十多年前，汉堡港意识到合作的必要性，HVCC是由两个相互竞争的集装箱码头运营商——汉堡港、汉堡哈芬物流公司（HHLA）和汉堡EUROGATE集装箱码头股份有限公司（CTH）组成的合资企业。
“我们是如何在汉堡港实现这一目标的？我们的做法正好相反。”
- Gerald Hirt, Managing Director, HVCC
“这不仅仅是关于HHLA和CTH，它是关于整个港口社区和直接和间接连接的竞争对手，”赫特指出。“在这段旅程开始的时候，有一个想法，就是要实现一件事，及时到达，在港口和船只之间建立一条连接线，我们想知道如何才能关闭这条连接线。”
In the last year, the HVCC coordinated more than 3 000 large vessels headed into Hamburg, about 3 000 - 4 000 feeder vessels and more than 400 organizations are connected to their platform.
“How did we manage to achieve this in the Port of Hamburg? We did it the other way around,” Hirt exclaims.
HVCC没有先搭建平台，然后再搭建运营流程。在过去的十年中，他们对这个过程进行了微调，因此平台也随之调整。
随着平台的发展，他们意识到自己扮演着独特而协调的角色，在过去几年中，他们努力说服利益相关者与他们的系统共享数据和操作视图。
“So, we are receiving all this data, combining it with 50 000 vessel positions and every minute we have 800 geo-referencing positions in our system. With that, you have a perfect picture of what is going on in Northern Europe,” continued Hirt, “We then coordinate the vessels which are heading towards the port of Hamburg, and while this is happening, we are sharing this information with all stakeholders who are working together - allowing for a singular view operational picture at the Port of Hamburg.”
正是在这一点上，HVCC设想的生态系统超越了单纯的港口观。
在过去的十年里，航运业一直在优化船只，而且除了船只和这些船只所运行的生态系统之外，还可以发现其他好处。
最大的机会在于港口和船只之间。两个港口之间不协调的船只会导致等待时间过长，从而导致高速行驶。这会导致燃油消耗量增加，从而增加排放量。
In order to achieve these goals, all parties need to be involved. You need the port, the carrier, and you need the technology provider to make this happen. This is no easy feat.
这个旅程是关于效率和数字化的，另一种看待它的方式是，它是一种协作，是一种相信海运业有一个共同目标要实现的信念。
Just in time, never late
“自2015年以来we’ve had a very strong relationship with our fleet operations centre which manages out from Hamburg,” notes Michael Salzmann, Senior Nautical Superintendent for Carnival Maritime.
“在一年的时间里，我们有1500次周转，如果其中一次周转被推迟，可能造成150万欧元的财务损失。”
-迈克尔·萨尔兹曼，嘉年华海事高级航海总监
要实现准时到达，需要大量的协调工作。
“Too late for us is a big problem,” continues Salzmann, “We have approximately 7 000 port calls with 37 ships per year. In the course of a year we have 1 500 turnarounds and if just one of those turnarounds is delayed it can result in a financial loss of 1.5 million Euros.”
对于一家每年运送1200万乘客的公司来说，物流问题可能是一个令人头痛的问题。包租新的航班，改变集装箱、公共汽车和火车的路线，以及装载冷冻货物的物流集装箱——当船舶到达时，一切都需要在现场对齐。如果船不在那里，那么这可能会造成更大的问题。
Salzmann notes that Hirt had reach out to him and asked if they could look to improve their relationship, and how could they make both of their operations more efficient – from one system to another.
At this time, they set about a large administrative process to see how they could improve just in time sailing.
“We tried it together with Wärtsilä. We did it from the ECDIS device, which was directly connected to the satellite system - via middleware - to the port system. The system provided real-time information of when the Captain expected to arrive, and when the port wanted to have the ship arrive,” notes Salzmann.
考虑到邮轮在组织上已经很高效，可能很难理解参与区域贸易协定交换数字化项目的好处或原因。然而，萨尔兹曼指出，嘉年华希望减少他们的行政工作量，减少排放量，从不想迟到到港口。
他接着表示，嘉年华有幸在业内取得了一些第一，并热衷于探索有利于嘉年华的机会。
谈到单一港口系统在管理全球港口准时到达方面的价值，萨尔兹曼说：“我们的大部分航行都是在夜间进行的——通常一艘游轮在晚上航行，第二天早上在下一个港口停靠。”
“因此，如果我们意识到在21:00，一艘船由于恶劣天气或任何问题而延误，并且我们知道这艘船将晚点到下一艘船，传统上需要通知下一个排队的人。
“此人可能正在睡觉或身体不适。然后，此人需要向港口官员或运营中心发送电子邮件。这种通信可能无法立即看到，需要与电话联系。再说一次，排队的下一个人可能没有收到这个信息，或者无法联系上，”萨尔兹曼继续说。
“这可能会对靠泊产生多米诺骨牌效应——管理和人工工作量会给靠泊带来不便。如果这种信息和通信能够以数字化的方式存在，那么它将大大有助于简化这一过程，”萨尔兹曼补充说。
陆上优化
从港口的角度来看，Hirt指出，船只的延迟到达每年都会对汉堡港造成严重破坏。
“Around 8 000 - 9 000 vessel calls, around 9 000 barges, 60 000 trucks and last year we had around 1.9 million trucks which were delivering or picking up goods from the terminals in the port area. The sheer volume of these numbers at ports like Hamburg - which are landlocked - means they must be very innovative and think ahead,” stated Hirt.
汉堡港是一个潮汐港，需要考虑到规则和条例以及一些航海因素，这些因素增加了额外的复杂性——潮汐、风和易北河上的交通。
“这是我们在建立船舶协调中心时想要解决的问题，我们早在船舶驶往汉堡港之前就开始了这个过程，”赫特继续说。“大约四年前，一家航空公司要求我们写下他们的船到达汉堡港的确切时间，”他补充说。
This request lead to the HVCC creating passage plans which contained detailed nautical information with the recommended departure time in the port before Hamburg. With a transit suite they were suggesting to the carrier and a time and arrival draft at the Elbe approach. This innovation would be used by all the container carriers in the Port of Hamburg and evolve into a slightly different format to cover the broader maritime sector in more recent years.
“We thought to ourselves, we could still do better and we can find more effective ways to communicate between all the different stakeholders,” Hirt continues, “The question we raised was, what if we had a direct link to the carrier and a direct link to the ECDIS facility onboard the vessel so that we would have real-time, accurate data that allows for a seamless communication to a shore organisation (like the HVCC), the port authority, and the carrier? This would allow us to realise the true just in time arrival.”
“At the same time, by producing the passage plans we have a tremendous reduction in the amount of greenhouse gas emissions.”
– Gerald Hirt, Managing Director, HVCC
Hirt认为这是他们在像Navi Port这样的系统中预见到的优势之一，因为他们将拥有更高的能见度。
“We knew already where their vessels were, but we didn’t have any direct connectivity with the vessels. This was very important for us as a subsidiary of the terminals as we wanted to optimise the terminal resource planning,” Hirt observes.
赫特指出：“在汉堡港，我们的基础设施非常有限，我们需要最有效地利用港口的每一平方米和水资源。”。他还说：“与此同时，通过制定通行计划，我们大大减少了温室气体的排放量。”。
Commenting on how a solution of this nature would change a situation, Hirt exclaimed that, “In the last 10 days in Northern Europe there have been very severe weather conditions. All ports in Northern Europe were affected in some way. We had everything from delays to termination of operations. If all systems in the liner shipping industry, for example, came to a standstill and we had to re-plan all the vessels rotating through Northern Europe.
“我们的团队无法统计这段时间内我们打了和接到的数千个电话，我无法告诉你收到和发送了多少电子邮件，多少版本的通行计划必须重新创建，因为事情变化太快了。如果人们可以想象，在这段时间里，所有这些驶向汉堡港的60-80艘船只都与这一系统相连，我想影响就显而易见了。”
He added that one of the greatest benefits of this system was that it would not require the push of a button.
赫斯特总结说：“所有利益相关者都与该系统有联系，所有的航空公司都确切地知道他们应该在汉堡之前什么时候从港口启航，以及这些船只是如何通过北欧航行的。”。
Technology enablement
虽然Wärtsilä的解决方案倾向于从海边看，但它们安装在5万艘船只上。因此，他们认为，在他们的影响范围内，它对引领行业走向可持续发展具有强烈的响应性。
“我们通过将所有利益相关者连接到该项目的智能生态系统中，专注于优化运营。”
-Matteo Natali，Wärtsilä港口业务发展总经理
The IMO targets for the average reduction, average emissions per vessel by 40% by 2030, with total greenhouse gas emissions reduction of the world fleet by 50% by 2050 – which will be by about 70% at the rate of growth in the industry by this time.
许多人认为，要达到这一目标，没有什么灵丹妙药，单靠一台更好的发动机或一种更好的燃料是不可能实现的，但要实现这一目标，必须综合运用各种不同的方法。技术、替代燃料和运营优化被认为是实现这些目标的重点领域
“我们通过将所有利益相关者连接到这个项目的智能生态系统中，专注于优化运营，”Wärtsilä的港口业务发展总经理Matteo Natali说。
In November of 2019, Wärtsilä launched their Fleet Operations Solutions (FOS) - a suite of connected modules that are based on a connected ECDIS.
“世界上35%的舰队都安装了WärtsiläECDIS设备，我们可以将这个ECDIS连接到FOS云解决方案。在云计算中，我们有一套服务，可以用来优化从船的驾驶台到岸上的舰队操作中心的路线。他们都在同一个系统上工作，所以他们可以很容易地交换数据和通信。
他接着说，“我们的一个产品叫做高级智能路由，这个系统允许机长自动为某一航次定义一条航线，并根据天气、洋流、地形等因素不断优化航线，我们相信这给船舶运营商带来了很大的价值，因为它使他们能够安全有效地航行。
然而，有一个因素遗漏了，港口。
“人们可以随心所欲地优化航线，但当到达港口时，如果码头没有做好接收船只的准备，它可能不得不抛锚等待——这最终意味着时间被浪费了。
马特奥指出：“我们决定在这个解决方案中添加一个额外的元素，沃尔锡勒将在今天的智能港口峰会上正式推出这个解决方案，它被称为沃尔锡勒纳维港。”。
Navi port是一个中间件，用于将船舶连接到港口，并允许交换建议的到达时间和估计到达时间。终端将推荐到达时间（RTA）直接发送到船舶导航系统。机长看到弹出的消息，从这一点上机长可以接受的时间，路线和速度，然后自动调整为准时到达。
“信息是双向的，码头总是能直接从电子海图信息系统（ECDIS）上看到船只的预计到达时间（ETA）”，马特奥继续说，“从港口方面看，所有进港交通的能见度都比较高，而且对特定船只的要求到达时间的通信也非常方便。”
The key here is flexibility and interoperability, and these are essential to make this system work. The wider the network of connected ports and vessels, the greater the benefits to all stakeholders’ states Matteo.
“This is the solution we used in Hamburg, in this case we connected two vessels from Carnival, the ‘AidaSol’ and the ‘AidaPerla’, were connected directly to HVCC. Now, instead of sending PDF documents, the information went directly to the ECDIS devices of these two vessels. From here the Captain could view and accept the information and their journeys were optimised accordingly,” says Natali.
通过互联解决方案，网络安全成为对话的一个重要部分。在谈到这种联系和沟通如何不会增加各方的风险时，纳塔利说，“在瓦锡兰所做的一切都是按照最高标准进行的，以确保我们在遵守和行业要求方面是最新的。对于这个项目，我们采取了额外的步骤，并让第三方必维国际检验集团（Bureau Veritas）参与进来，进行专门的审计和评估。
智能安全船
“这个项目最吸引人的部分之一是我们有嘉年华、瓦锡兰和HVCC与我们合作。这是我加入海事部门5年来第一次看到这样的事情，”Bureau Veritas智能船舶全球技术领导者Najmeh Masoudi Dionne说。
Class societies are very much involved in the port certification and activities and in 2015, Bureau Veritas started a new programme called the Smart Ship Programme. The programme was initiated by their clients, specifically shipowners, as they were implementing inhouse optimisation. They were asked how connecting to the shore could impact the safety of the ship – as a classification society would in a convention way cover issues regarding vessel safety.
马苏迪·迪翁说：“我们被特别问到船东实施这些新技术将要承担的风险。“虽然网络安全不是船级社核心业务的一部分，但该计划是在客户的帮助下启动的，最初确定了他们希望实施新技术的不同区块。”
“传统上，未连接或隔离的系统风险很小，但一旦连接到机载、云或陆上系统，风险就会急剧增加。”
-Najmeh Masoudi Dionne，Bureau Veritas智能船舶全球技术领导者
Masoudi-Dionne recounts that some of their clients were looking at smart navigation by implementing semi-autonomous systems for anti-collision, some were looking to implement performance optimisation for just in time arrival, and some clients were looking to enhance safety onboard through automation.
“通过这些对话，互联互通被确定为这些解决方案的核心。传统上，未连接或隔离的系统风险很小，但一旦连接到船上、云上或陆上系统，风险就会急剧增加，”Masoudi Dionne说。
“作为一个船级社,我们的第一个角色是ensure the safety of the ship. To do so, we need to be sure the cyber security requirements are implemented on the new technology that will be connected to the cloud, onshore or offshore because they are all connected - from a smart ship, we are moving towards a smart ecosystem with smart ports,” she adds.
In 2017, Bureau Veritas also started a technical committee with some of their clients - technology providers, shipowners, managers and operators, in order to find requirements for the best cyber security for the shipping industry. At this time, the IMO didn’t have any cyber security requirements, the International Association of Classification Societies (IACS) didn’t have any requirements. The company decided to aide their clients by building a set of requirements.
“在研究许多现有的网络安全文件时，船级社发现一些文件在海事行业是有效的，但许多文件不是。我们为我们的行业创建了一个量身定制的解决方案，并在一个名为NR 659. 起初，这是一个建议，以业界，但它已成为一个要求，“补充说，马苏迪迪翁。
由于必维国际检验局现在可以认证船舶、制造商或网络安全解决方案提供商，Masoudi Dionne说正是这种经验将船级社带到了该项目中。
她说：“我们审查了Navi港的技术规范和设计，经过几周的评估和各方要求的落实，以确保所有安全措施到位，以减轻许多风险。”。
Next on the horizon
从港口的角度来看，HVCC的Gerald Hirt指出，他们将谈论集装箱运输，他们有一个想法，包括散货船前往汉堡港使用相同的技术。
Wärtsilä的Matteo Natali表示，他们将通过与码头运营或港口管理系统的不同供应商签订的合作伙伴关系，在全球范围内接近港口，“我们正在与他们建立联系，其想法是以最大的灵活性尽可能快地扩展规模。”
From the operational perspective, Carnival Maritime’s Michael Salzmann noted they would like to roll a solution of this nature across their fleet. He believed that if there was a standard available it would be easier for their vessels, and ports, if they were all using one common system.
必维国际检验局的Masoudi Dionne希望嘉年华和其他船东能够实现这些类型的系统。“作为一个阶级社会，我们期待着一个后备计划。类似于失效模式分析吗？”
她补充说，这将是他们从海上安全方面所做评估的一部分，公司将研究下一步。她补充说：“这可能是在进一步研究这一系统的实施情况，而不是在航运方面。”。
In closing, the debate on evolution for ports and terminals has been lively, however this achievement in just in time shipping shows this evolution will be underpinned by four key factors; trustful collaboration, the application of standards, setting rules for data exchange, and the adoption of enabling technologies.