网帖翻译

题图。

Shipping is an extremely efficient way to move bulk goods around the planet, but it's responsible for around 3% of global man-made carbon emissions, and the unique energy requirements of long-haul cargo ships make them extremely difficult to decarbonize.

航运是在地球上运输大宗货物的一种极为高效的方式，但它却要为全球约3%的人为碳排放负责，而且长途货轮独特的能源需求使其极难去碳化。

There are all manner of technological solutions in the pipeline: hydrogen, green ammonia and methanol powerplants, flettner rotors, heaving oscillators... There's even been a return to giant sail-wings, as well as giant autonomous kites designed to pull ships along and save fuel.

各种技术解决方案都在酝酿之中：氢能、绿氨和甲醇动力装置、弗莱特纳转子、起伏振荡器……巨型帆翼和巨型自动风筝帆也在不断出现，它们可以拉动船只前进，节省燃料。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处

But that's what makes the Blue Visby Solution so fascinating; you don't have to alter the ships at all. You just pilot them differently.

但“蓝色维斯比方案”的迷人之处在于，你根本不需要改装船只。你只需以不同的方式驱使它们。

Currently, according to the Blue Visby team, most cargo ships follow an operational practice known as "sail fast, then wait" (SFTW). That is, they go as quickly as they can from port A to port B, regardless of what the schedule's looking like at their destination. When they get there, they sit still and wait at idle, continuing to burn fuel, until it's time for them to dock and load/unload their cargo.

据蓝色维斯比团队介绍，目前，大多数货轮都遵循一种被称为“快速航行，然后等待”（SFTW）的操作方法。也就是说，不管目的地的船期如何，货轮都会以最快的速度从A港驶往B港。到达目的地后，它们就静静地等待，继续燃烧燃料，一直等到靠岸和装卸货物的时间。

插图：据估计，货船有8%的时间停泊在港口外，因为它们到达港口的速度太快。

The Blue Visby Solution requires considerable connectivity, co-ordination and participation, from lots of different stakeholders, on a global scale – but where the rubber meets the road, it's incredibly simple. It simply tells the ships to slow down, so they arrive at port right on time.

蓝色维斯比解决方案需要在全球范围内与许多不同的利益相关者进行大量的联系、协调和参与--但在具体实践方面，它却简单得令人难以置信。它只需告诉船只放慢速度，让它们准时到达港口。

Pushing all that bulk through the water at a slower speed cuts down hugely on hydrodynamic drag, so the engines burn considerably less fuel, with a corresponding drop in emissions. And the cargo delivery speed is totally unaffected; the ships still load and unload at exactly the same times.

以较低的速度推动所有散装货物通过水面，可以大大减少水的阻力，因此发动机燃烧的燃料也会大大减少，排放也相应降低。而货物的运送速度则完全不受影响；船舶装卸货的时间仍然完全相同。

插图：解决方案非常简单：减速，及时到达目的地，而不是燃烧额外的燃料加速，然后停泊。

How much of an efficiency gain are we talking here? The Blue Visby team studied the movements of 3,651 Panamax vessels taking 20,580 trips in 2022, and estimated these timing tweaks could cut emissions by a median rate of 23.2% without affecting customer outcomes.

我们所说的效率提高有多大？蓝色维斯比团队研究了3651艘巴拿马型船舶在2022年的20580次航行，估计这些航行的时间调整可以在不影响客户结果的情况下将排放量减少23.2%。

Others have run the numbers on broader samples; Ship Nerd News reports on a study from Blue Visby Consortium member NAPA, which looked at 150,000 voyages from 13,000 cargo ships in 2019. The study found that 87% of voyages could reduce their speed, by an average of just 1 knot, and meet all their deadlines while reducing emissions by 16%. Not as much as the Panamax study, but it would still be a colossal contribution.

其他研究人员对更广泛的样本进行了计算；《船舶迷新闻》报道了蓝色维斯比联盟成员，芬兰海事软件公司纳帕的一项研究，该研究调查了2019年13000艘货船的150000次航行。研究发现，87%的航程可以降低航速，平均仅降低1节，并在减少16%排放量的同时满足所有期限的要求。虽然不如巴拿马型货轮的研究结果，但这仍将是一个巨大的贡献。

Now, the first sea trials are complete. Two bulk carriers, the M/V Gerdt Oldendorff and the M/V Begonia, deployed "all components of the Blue Visby Solution" including software, technical and operational systems, on voyages to Australia. The former recorded an estimated CO2 reduction of 28.2% against its standard SFTW speeds. The latter managed 12.9%, for an average of 17.3%.

现在，首次海上试验已经完成。两艘散货船--M/V Gerdt Oldendorff号和M/V Begonia号在前往澳大利亚的航程中部署了“蓝色维斯比解决方案的所有组件”，包括软件、技术和操作系统。与标准SFTW速度相比，前者的二氧化碳排放量估计减少了28.2%。后者减少了12.9%，平均减少17.3%。

That's a considerably larger affect than you'd get out of some of these huge sail systems, without modifying the ship at all. And from a scheduling tweak!

在不对船舶进行任何改动的情况下，这比使用某些大型风帆系统所产生的影响要大得多。而这一切都源于调度上的调整！

These initial results are incredibly promising, but eliminating SFTW thinking from the global shipping trade is no small task; according to Marine Log it's a practice that dates back to the age of sail. It's embedded in hard-fought, long-term contracts between shipping companies, customers, ports, dockworkers and all the many dependent services that plug into global logistics, sometimes with incentives.

这些初步结果令人难以置信，但要在全球航运业中消除SFTW思维并非易事；据《航海日志》称，这种做法可以追溯到风帆时代。它根植于航运公司、客户、港口、码头工人和所有与全球物流息息相关的服务部门之间艰苦奋斗的长期合同中，有时还有激励措施。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处

And herein lies another nugget of Blue Visby genius; the consortium has created a contractual architecture built around a multilateral benefit-sharing mechanism that allows ship owners, charterers and cargo interests to share the costs (such as costs related to a longer ocean passage), and also the benefits (like fuel savings and any financial value attached to emissions reduction). It's an attempt to make the system a win-win-win situation, and to incentivize participation by all parties. The first sea trial also ran a test on this benefit-sharing system.

“蓝色维斯比”的另一个天才之处就在于此；该联盟围绕多边利益共享机制创建了一个合同架构，允许船东、承租人和货主共享成本（如与更长的远洋航程相关的成本）和利益（如节省燃料和减排所带来的任何经济价值）。这是使该系统实现三赢局面的一种尝试，也是对参与者各方的一种激励。首次海试也对这一利益共享系统进行了测试。

插图：蓝色维斯比系统激励所有相关方参与，包括船东、运营商、港口和客户。

Apart from reducing fuel burn and emissions, saving money and staying on time, there are other benefits; avoiding extended waiting periods at anchor reduces hull fouling, further improving efficiency over time. It improves the air quality outside ports, and the speed reduction at sea reduces underwater noise pollution as well as the risk of whale strike.

除了减少燃料消耗和废气排放、节省开支和准时到港外，还有其他好处：避免长时间锚泊等待，减少船体污垢，随着时间的推移进一步提高效率。它改善了港口外的空气质量，海上减速减少了水下噪音污染和鲸鱼撞击的风险。

It certainly looks like a head-slappingly obvious win for most parties involved, as well as for the planet. And it's a solution whose benefits will continue to accrue as other decarbonization technologies take hold; green fuels will likely be more expensive, and range will be an issue, so sailing slower will save more money and open up additional useful range as and when clean cargo shipping gets up and running.

对于大多数相关方以及地球来说，这无疑是一个令人拍手叫好的明显的赢家。随着其他去碳化技术的发展，这一解决方案的益处也将不断累积；绿色燃料可能会更加昂贵，续航能力也将成为一个问题，因此，当清洁货运开始运行时，慢速航行将节省更多资金，并开辟出更多有用的航程。

“Decarbonization is unattainable without energy efficiency, and energy efficiency is impossible if ships continue to Sail Fast Then Wait," state Blue Visby Consortium co-ordinators Haris Zografakis and Pekka Pakkanen in a press release. "The CBH Prototype Trials demonstrate that the Blue Visby Solution will be a central element of any successful decarbonization strategy for all maritime stakeholders: shipowners, charterers, traders, cargo interests, terminals and ports.”

蓝色维斯比联盟协调人哈里斯-佐格拉菲基斯和佩卡-帕卡宁在一份新闻稿中指出：“如果不提高能源效率，就无法实现去碳化，而如果船舶继续‘快速航行，然后等待’，就不可能提高能源效率。”CBH集团的原型试验表明，蓝色维斯比解决方案将成为所有海运利益相关者（船东、租船人、贸易商、货物利益相关者、码头和港口）成功的去碳化战略的核心要素。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处

"We are very excited to see the results of the first Prototype Trials, conducted with invaluable support from Consortium member, CBH Group," says CEO Christian Wounlund. "All components of the Blue Visby Solution were tested: contracts, software, operations, and the benefit sharing mechanism. While both the Virtual Pilot Program and the Prototype Trials will continue in the coming months, we are on track for commercial deployment this year."

首席执行官克里斯蒂安-沃伦德说：“我们非常高兴地看到在联盟成员CBH集团的宝贵支持下进行的首次原型试验的结果。蓝色维斯比解决方案的所有组成部分都经过了测试：合同、软件、运营和利益共享机制。虚拟试点计划和原型试验将在未来几个月内继续进行，我们将在今年实现商业部署。”

@Paul S
Many decades ago I did a study on the effectiveness of Flettner rotors for a bulk carrier.
In cross winds, the slower the ship sails the more driving force you get from the rotors.
So wind assist systems improve, the slower the ship travels.
This is a no brainer.

几十年前，我曾为一艘散货船做过一项关于弗莱特纳转子有效性的研究。
在横风中，船航行得越慢，转子提供的驱动力就越大。
因此，船舶航行得越慢，风力辅助系统的性能就越好。
这是毋庸置疑的。

@Karmudjun
Nice article . As I read, I could not help thinking of the shipping facing increasing number of larger storms to avoid - and extended hurricane & cyclone seasons.
If there had been any mention of analysis of storm avoidance and improved efficiencies when shipments leave port as the weather increases risk, I might accept a 12-20% improvement in efficiencies.
I think this analysis looks at the economic costs as in fuel burn and some environmental effects without balancing the inherent risks of transit over the high seas at the mercy of nature.
And no mention of pirates! Clearly an efficiency model that is a marketing model ignoring real world inefficiencies other than financial bottom line.
If the Blue Visby applies the financial savings to maintain quality maritime insurance, maybe it is worth it in the marketplace and the real world conditions.

好文章。在阅读过程中，我不禁想到，航运业面临着越来越多的大型风暴，需要避开这些风暴，而且飓风和气旋季节也在延长。
如果在文章中能提到避开风暴和提高效率的分析，因为当货物离港时，恶劣天气的风险会增加，我可能会接受效率提高12-20%。
我认为这种分析只看到了经济成本，如燃料消耗和对环境的一些影响，而没有平衡在公海上任由大自然摆布的固有风险。
也没有提到海盗！显然，这是一种效率模式，是一种营销模式，忽略了除财务底线之外的现实世界的低效率。
如果“蓝色维斯比方案”能将节省下来的资金用于维持高质量的海上保险，也许在市场和现实条件下是值得的。

@ash
jeez, next they'll invent a bow fairing like the cab fairings on trucks... because a flat vertical pile of containers at the front of a moving obxt is an excellent drag source

天哪，下一步他们会发明一个像卡车驾驶室整流罩一样的船头整流罩……因为在移动物体的前部，一个平直的集装箱堆是一个极好的阻力源。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处

@jzj
Nice. Now, about my plane arriving at my destination airport and then sitting on the ground for half an hour waiting for a gate to be available...

不错。现在，关于我的飞机抵达目的地机场，然后在地面上坐了半个小时等待登机口的问题该怎么办呢……

@Dr. Thundergod
To me it´s mind blowing that cargo shipping is so inefficient over-all.
Looking back through history you´d think freight by Zepplin would have been the way to go by now, especially now with gps and drones.
Utilizing wind data, I bet you could tie a container to large enough ballon and transfer it around the globe for a fraction of the cost of traditional boat freight and probably much faster too.
But no, let´s haul merch long distances over water and just keep adding to the climate catastrophe.

对我来说，货物运输的整体效率如此之低令人震惊。
回顾历史，你会认为用齐柏林飞艇运送货物是现在的货运发展方向了，尤其是现在有了全球定位系统和无人机。
利用风力数据，我敢打赌，你可以把集装箱绑在足够大的气球上，然后以传统船运成本的一小部分在全球范围内转运，而且速度可能更快。
但实际上不行，还是让我们继续通过水路长途运输商品，继续增加气候灾难吧。

@Osbert
This just sounds like common-sense to me.
How many more things in the world need to be streamlined for efficiency?
How much cheaper could things really be if people started wasting less of everything and in every aspect?
Too much too ask?

在我看来，这只是一种常识。
世界上还有多少事情需要简化以提高效率？
如果人们开始在各个方面减少浪费，事情究竟能便宜多少？
我的要求太多了吗？

@Aross
If we started to manufacture goods more locally instead of in one or two countries we would need to ship less around the world thereby saving huge amounts of fuel.
The same can be said for food production and consumption.
The idea of slowing down to save fuel is nothing new.

如果我们开始更多地生产本地产品，而不是在一两个国家集中生产，我们就可以减少全球运输，从而节省大量燃料。
食品生产和消费也是如此。
放慢速度以节省燃料的想法并不新鲜。

@PB
Strange that this comes up now ............
Any airline's aircraft files a flight plan.
Before a takeoff clearance is granted the flight plan has been interrogated and an arrival slot confirmed at the ETA for the planned arrival.
If the anticipated arrival slot is unavailable the departing flight is issued a gate hold and doesn't leave until the arrival slot is confirmed.
I assumed ocean freighters had a similar program, yet this is what this article speaks of.
The article has merit.

奇怪的是，这个问题现在才被发现……
任何航空公司的飞机都会提交一份飞行计划。
在批准起飞许可之前，会对飞行计划进行查询，并在计划抵达的预计到达时间点确认抵达时段。
如果预计抵达时段不可用，离港航班将被暂停登机，直到确认抵达时段后方可起飞。
我以为远洋货轮也有类似的程序，但这正是这篇文章所说的。
这篇文章是有道理的。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处

@Old J Hawthorne
Well, that's almost hilarious.
Truckers have been doing the same thing for decades.
If they pick up a load on Tuesday, and the destination is 4 days away at regular speed, they would get there Saturday...
then have to wait till Monday to get unloaded.
So they set their speed at 50 or 55 or so to save fuel and tire wear, get there Sunday afternoon, get a good night's sleep and be at the destination bright and early Monday morning.
These people in the ocean shipping business are pure geniuses...it only took them - how many decades - to figure this out?

这简直太搞笑了。
几十年来，卡车司机一直在做同样的事情。
如果他们在周二取货，而目的地距离正常速度下的目的地有4天的路程，那么他们就会在周六到达目的地……
然后要等到周一才能卸货。
因此，他们将速度设定在50或55左右，以节省燃料和轮胎磨损，周日下午到达目的地，睡个好觉，周一一大早就能到达目的地。
这些从事远洋运输的人简直就是天才……他们竟然才花了几十年时间就想出了这个办法？

@Seasherm
Great idea that's hard in the real world. I know, I sailed containerships for 25 years.
Every single company already does this.
However, out on the real ocean, weather and travel time can be unpredictable.
You can't slow down on the first day of a 9 day crossing when you can lose an entire day to a storm 3 days later.
Slowing down later in the voyage with predictable weather is doable.
A more realistic solution would be to add one ship to each freight loop.
Then, you can schedule your ships to run more slowly, and you never have to run in the high consumption zone of your hull and engines.

伟大的想法在现实世界中很难实现。我知道，我在集装箱船上航行了25年。
每家公司都已经这样做了。
然而，在真正的海洋上，天气和航行时间都是不可预测的。
你不能在9天航程的第一天就放慢速度，因为3天后的暴风雨可能会让你损失一整天。
在航行后期，如果天气可以预测，放慢速度是可行的。
更现实的解决方案是在每个货运循环中增加一艘船。
这样，你就可以安排船只以更慢的速度运行，而且你永远不必在船体和引擎的高消耗区运行。

@mikewax
what about the crew? they won't get any shore leave.

船员怎么办？这样一来他们就不会有任何能上岸修整的假期了。