1. Natural Language Processing
The branch of artificial intelligence that helps computers understand human speech and writing patterns, natural language processing was predicted to rise from the least funded subcategory in 2018 to the highest funded in 2021. While it didn’t get the top spot for all of 2021, it did get there for a short while in Q3 and managed to raise $5 billion throughout Q1 to Q4.

2. Special-Purpose Acquisition Companies (SPACs)
SPACs saw a huge rise—double that of 2020—with more than 500 companies going public in this way, including Aurora Innovation, the $2-billion SPAC run by former Google and Tesla executives. They’re working to revolutionize the future of transportation with innovative self-driving technology.

Due to the boom in work-at-home life, cyberattacks were rampant. Investing in cybersecurity training for employees, as well as top cybersecurity programs for all employee devices, is now imperative. The prediction of the surge in cybersecurity training was spot on, with a 53% increase from 2020.

4. The Cloud
Using desktop apps like Word in the cloud is now the way of the world. This magic cloud has become the biggest thing in desktop applications, and according to Gartner, is expected to continue growing to reach $482 billion in 2022. In addition, more cybersecurity monitoring tools will also be moving to the cloud to become less prone to hacking.

Source: www.inboundlogistics.com

Image: www.pexels.com

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Whether you anticipate a retail demand surge or it happens unexpectedly, you need to be able to manage that sudden order spike in ways that don’t harm customer relationships or your bottom line.

Here are nine ways companies across the retail supply chain capture and fill orders when demand surges.

1. GO DEEP WITH SUPPLIERS.

Have “what if” conversations with suppliers. Identify the products that are likely to experience a spike, and pose surge scenarios to suppliers and manufacturers to learn how—or if—they can meet increased demand levels.

“Any company that buys anything should have conversations about what happens if demand doubles or halves,” advises Michael Zimmerman, partner and analytics practice leader at consulting firm Kearney. The solution might involve a financial investment to guarantee capacity or contracting product manufacturing elsewhere so you have options.

2. MAKE DECISIONS AT THE FACTORY.

Consider committing to factory capacity before you need it. That’s what Mark Burstein, industry principal at supply chain technology provider Logility recommends. If, for example, the manufacturing timeline for a product is three to four months, he says, a retailer might not receive a surge order until 150 days later. Booking capacity early moves your surge order ahead of others who haven’t ensured that protection.

At the same time, Burstein encourages retailers to forecast demand not just for products, but for raw materials as well, and to position those materials at the factory early. “With the materials in place, you can direct them to both high demand and most profitable products,” he says.

He also recommends saving time and touches by shipping finished goods directly from the factory, bypassing distribution centers completely.

3. PRE-SELL TO CUSTOMERS.

Taking a page from book publishers that have long used pre-orders to gauge demand for a book and determine how many copies to print, retailers of other types of products are now surveying customers to determine interest in a product.

“Retailers are getting smarter, thinking about how they can start to pre-sell and put customers in line to buy products ahead instead of waiting for a Cyber Monday surge,” says Troy Graham, vice president of business development at e-commerce solutions company Descartes Systems Group. This approach also assures customers that they will get the product, he adds.

4. PUT SOME OF THE ONUS ON THE CUSTOMER.

Third-party logistics provider Flexe is seeing results with brands that advise customers to “get it while you can.” Flexe clients using this scarcity strategy to manage demand spikes are better able to promise and then meet a customer delivery date.

“This strategy allows brands to get items to the customer quickly, but it’s also on the customer to make that happen by heeding the ‘while supplies last’ messaging,” says Megan Evert, senior vice president of operations, Flexe.

5. OUTSOURCE SURGE FULFILLMENT.

Flexe offers a launch fulfillment service designed to handle surges inherent with product introductions. Typically, the manufacturer ships inventory to Flexe facilities in multiple markets selected for their proximity to anticipated demand. “When the brand knows it will have a severe spike, we can partner and distribute the inventory appropriately so that no one site has to ship 300,000 orders overnight,” Evert says.

Outsourcing surge fulfillment makes sense for other types of situations, too. “We’re not saying outsource your entire fulfillment,” she adds. “This is a way to respond to the dynamic situation we’re all experiencing. Don’t make it harder by trying to do all of this yourself.”

6. IMPROVE DELIVERY TIME BY FILLING ORDERS FROM THE BACK OF THE STORE.

Increasingly, retailers looking for ways to get high-demand orders to customers more quickly are using a micro-fulfillment model that involves filling orders from the back of brick-and-mortar stores.

That’s what one of Pat Fitzpatrick’s outdoor action sports clients does. “A small warehouse keeps enough inventory for three to four days, but pushes everything out to stores for fulfillment,” says Fitzpatrick, vice president of sales and marketing for commercial storage solutions company McMurray Stern.

Companies can use this approach strategically according to demand locations, he says, or to improve delivery times in areas farther from a fulfillment center but closer to a store.

7. RAMP UP REVERSE LOGISTICS.

Graham sees an increased focus on reverse logistics. “As we think about spikes in volume and limited inventory, retailers are looking at returns and asking, ‘How do we get them inspected and back to sale quickly?'” he says.

Micro-fulfillment makes that easier. “If you take returns in the store, you can get the product back into inventory much quicker,” Fitzpatrick says.

8. CARRY MORE INVENTORY THAN YOU’D LIKE.

Many retailers have gone from “just in time” inventory management to “just in case,” stocking excess inventory of products most likely to benefit from a demand surge.

“The volatility and unavailability of some products has led retailers and consumer packaged goods companies to emphasize inventory over anything else,” says Zimmerman. “They want more to sell and they will pay extra for it and store more of it.”

Short-term warehouse space marketplace Chunker helps companies do that by connecting them with temporary surge storage capacity. Operating like “an Airbnb for warehouse space,” Chunker provides a buffer that lets retailers and brands stock up on inventory without committing to a long-term lease.

“Warehouse space comes with risk when companies have to sign a lease,” says CEO Brad Wright. “Shorter-term, more agile storage lets them flex their storage up and down.”

9. LET GO OF BEST PRACTICES.

Increasing inventory carrying costs and other recent survival strategies are counter to pre-pandemic best practices. “But perfection is not the goal here,” says Evert. She recommends being thoughtful about what you can do to increase the chance that the product will get to the consumer. When the best practice approach isn’t an option, consider alternatives.

“Without that, you’re losing demand,” she says. “In the worst case, you fail to realize you have to move faster and to save pennies, you lose the whole sale.”

Source: www.inboundlogistics.com

Image: www.pexels.com

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Global supply chain executives responding to the survey cite poor data quality, siloed materials data, and legacy software systems as the main causes of poor materials management and supply chain planning. The report reveals:

• 43% of executives say they intentionally inflate their inventories to protect against further disruptions, raising their cost structures
• 90% are focused on cost reduction and 75% are focused on operational risk reduction as their top procurement and sourcing strategies; however, these areas often conflict with one another.
• 65% of businesses’ materials management strategies haven’t changed since the beginning of the pandemic.
• 42% of executives say a one-off data cleanse project is still the leading approach to improving their data.
• 37% say they still use common tools, such as manual spreadsheets, to optimize materials management.
• 65% cite a lack of resources as the greatest barrier to digitizing materials management.
• 81% of respondents incorrectly believe it would take more than one year to implement an artificial intelligence-driven materials management solution.

Source: www.inboundlogistics.com

Image: www.pexels.com

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SIM is a technology with the potential to make a significant contribution to maritime decarbonization, writes Patrick Ryan, ABS
One of the biggest problems for shipowners seeking to understand how environmental regulation will impact the performance of their fleets in future is uncertainty. While the regulatory framework is in place, changes that tighten the requirements, or new regional rules have the potential to disrupt investment decisions.

Owners want to know their options, whether for regulatory compliance or conformance with voluntary market measures. And they also need to understand when new fuels or technologies will enable them to safely comply and keep their vessels competitive.

But whereas even a few years ago, the technology needed to make such judgements was incomplete or unreliable, vessel operators these days have much more information at their disposal. What they need is the means to turn data into decisions.

Understanding Simulation

Data’s value is sometimes likened to gold or is described as ‘the new oil’, but we should really think of data as potential energy. The tool that turns it into usable kinetic energy, so it can be put to work on the toughest challenges facing the industry is Simulation.

Simulation technology (SIM) is the application of multi-physics models, in sometimes quite simple form and is a technique already well-established in other industrial applications. It is used in automotive design to create greener vehicles and it offers the potential for new ways of working to advance innovation for cleaner vessels too.

For newbuildings, SIM-based energy efficiency evaluation supports optimization of the propulsion system, provides system level assessment of fuel consumption and supports life-cycle cost analysis as well as detailed design comparison and optimization of equipment parameters. For existing vessels, the service assists with evaluating the retrofitting options and operational changes to reduce fuel consumption and maintain compliance with regulations.

Simulation provides a faster, more efficient and more comprehensive way of performing the calculations necessary to understand EEXI and CII compliance requirements than a traditional spreadsheet-driven approach. SIM can be used to create a library of inputs that can be applied by sustainability professionals to build a complete analysis of vessel performance.

Realizing the Digital Twin

Simulation can also been seen as a means to ‘close the loop’ on the Digital Twin concept. Digital Twins hold out the potential to provide owners with a data-driven view of vessel performance but there is a need to extend the concept to decarbonization.

The data required can be sourced from both the EU/UK MRV and IMO DCS data collection programmes and create an emissions profile, using SIM to validate performance models and explore options for improvement.

The next stage could be to use SIM to tie this emissions data into real time voyage information, making it possible to predict emissions of future voyages and further expand the Digital Twin concept.

The results can be displayed as performance insights within the ABS My Digital FleetTM platform and users don’t have to get involved in the complex calculations behind the scenes since all the information is displayed via an intuitive interface. Variables can easily be introduced into performance models to build scenarios that can provide responsive solutions to changing regulations.

This includes real performance data on engine behaviour or the effectiveness of energy efficiency devices, making it possible to judge their downstream impact on emissions.

Putting it into Practice

ABS has launched a new service using SIM technologies to assess the impact of decarbonization technologies at the newbuilding design stage and for existing vessels. The SIM-based Energy Efficiency Evaluation Service will allow both planned and existing vessels to compare different design and operational options and evaluate the performance impact of adding new fuels and energy efficiency technologies.

As well as enabling ship owners and shipyards to make more informed decisions about their options, the service can support compliance with EEXI and CII regulations and conformance to voluntary market measures. The capability for benchmarking, feeding the SIM software with vessel information and different performance parameters can help owners to understand what changes are needed and when. The SIM tool has been incorporated in the already wide range of services ABS Sustainability Centres have launched to support shipowners in this field.

To provide wider access to the technology, ABS has opened a series of global simulation centres, in Singapore and Houston with another Athens to follow in January 2022, to bring SIM further into shipping. One of the first projects managed from Singapore will see ABS, Hudong–Zhonghua Shipbuilding and Wärtsilä use advanced multi-physics modelling and simulation to develop a flexible, future ready and modular concept for a future multi-fuel electric Liquefied Natural Gas carrier.

The joint development project will apply various decarbonization technologies and solutions to the vessel design and operation models to investigate its performance against the IMO’s Carbon Intensity Indicator CII up to at least 2050.

Source: www.marinelink.com

Image: www.pexels.com

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Airseas said it has installed its Seawing system on the vessel Ville de Bordeaux owned and operated by Louis Dreyfus Armateurs. The ship, which is chartered by Airbus to transport major aircraft components between France and the U.S., will deploy the 500-square meter Seawing on its monthly transatlantic journeys from January 2022, conducting six months of sea trials and testing ahead of its full operation.

Airseas has received formal approval from classification society Bureau Veritas to begin operations at sea, following three years of close collaboration on the development and early trials of the Seawing.

According to Airseas, a French company founded in 2016 by former Airbus engineers, its Seawing system combines kite technology with an automated flight control system and can be safely deployed, operated and stored at the push of a button. It can be retrofitted on a ship in two days.

Airseas’ full size Seawing is a 1,000-square-meter parafoil which flies at an altitude of 300 meters, capturing the strength of the wind to propel the vessel. Based on modeling and preliminary testing on land, Airseas estimates that the Seawing system will enable an average 20% reduction in fuel consumption and greenhouse gas emissions, the company said.

Vincent Bernatets, CEO and Co-Founder of Airseas, said, “A decade ago, we embarked on the ambitious project of channeling our unique aviation expertise towards creating a cleaner and more sustainable shipping industry. Today, I am beyond proud to see that vision becoming reality, with our first Seawing ready to make a tangible difference for our planet. This first installation marks a significant milestone not only for Airseas, but also for wind and other renewable propulsion technologies in general. Given the urgency of the climate crisis, the world needs to see a drastic reduction in carbon emissions now. In shipping, we can achieve this by using the full set of tools we have available to us today. Wind propulsion is one of these and will play an essential role in helping shipping achieve its much-needed decarbonization transition.”

Laurent Leblanc, Senior Vice President Technical & Operations at Bureau Veritas Marine & Offshore, said, “This important milestone follows three years of close and fruitful collaboration on the development and early trials of the Seawing, supporting Airseas’ safety-first approach and validating the reliability of the system. As a class society, Bureau Veritas has a key role to play to support safe innovation, and this is why we have developed comprehensive rules on wind propulsion systems earlier this year. At BV, we are dedicated to help the maritime sector navigate the challenges of the energy transition, and we fully believe that wind propulsion technology represents a key opportunity to start decarbonizing the maritime sector immediately.”

Source: www.marinelink.com

Image: www.pexels.com

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Skyport processes more than half of the cargo moving through Prague Airport (PRG), where it operates an 8,300-square-meter, semiautomated facility with a 100,000-tonne cargo capacity. The handler was acquired in April by airfreight infrastructure investment firm Ventus and Sky Logistica, providing new funding for additional technology developments. In addition to PRG, Skyport also has handling operations in Slovakia at Bratislava Airport (BTS) and Kosice (KSC).

Air Cargo World spoke with David Adamek, chief executive officer at Skyport, about changes in passenger and cargo operations, future goals and expansion, and how the handler has navigated labor challenges throughout the pandemic.

Air Cargo World: With the recent acquisition of Skyport by Ventus and Sky Logistica, what improvements are in the works? Do you expect to expand to any additional airports?

David Adamek: We have focused on digital initiatives that will help to improve processes and adapt to the present requirements from airline customers, in particular concentrating on artificial intelligence, the digitization of the physical space and blending with existing software systems. We have overhauled a very traditional industry and digitised the entire process of moving a box from A to Z, with the help of our unique software platform.

As Ventus, we have an in-house technology team, which is mostly based on artificial intelligence technologies, and Skyport continues to nurture relationships with technology partners, too.

As far as additional markets are concerned, we will focus on improving what we have rather than expanding.

ACW: Many cargo handlers have experienced problems around labor shortages and high turnover. What has Skyport done to avoid or address those issues?

DA: Throughout the COVID-19 crisis, Skyport has retained its entire team and we focused on training to provide the additional skills that were required in the crisis.

We were lucky to have a robust team and robust infrastructure that allowed us to adapt swiftly to coping with volatility in cargo flows, where we had to adapt almost daily to erratic flight schedules and ever-expanding trucking volumes.

ACW: Have you added any carriers this year apart from Finnair Cargo? Do you expect to do so in the next year?

DA: Winning Finnair was a great achievement for us. With its existing air cargo infrastructure, Prague (PRG) airport can handle in excess of 200,000 tonnes of cargo a year and we are available to support the airport in attracting more traffic that will help to maximize this capacity.

Currently, the airport is operating at around 50% capacity, but it is not actively promoted as a cargo-friendly hub. We would like to put Prague on the map as a cargo hub and we’re available to work with all the stakeholders to achieve this, and to bring in more contracts like Finnair.

Source: www.aircargoworld.com

Image: www.pexel.com

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Autonomous transport in the world

Several countries in Europe and elsewhere in the world have embarked on a path towards autonomous freight transport. The first autonomous caravans appeared in Europe last year, when they started running on German roads. Such a caravan consists of two trucks traveling in a column one after the other. The first is controlled by a human, and the second by a robot. The United States, on the other hand, has taken a step further in using autonomous trucks, not only by testing them, but also by actively using and expanding them. For example, TuSimple plans to increase its fleet of autonomous cars to 50 vehicles this year.

In the world of maritime transport, too, autonomous transport is slowly beginning its winning streak. The Japanese and Chinese at the forefront of technology plan to launch their first autonomous ships on the high seas in November this year and February 2022. However, sea carriers are also trying to go a step further by making autonomous vessels more environmentally friendly. For example, the Norwegian company Yara International has created a zero-emission vessel capable of carrying cargo without a crew.

Benefits of autonomous transport

There are several reasons why the world of freight transport is moving rapidly towards autonomous vehicles. One of them is work efficiency – with the help of autonomous vehicles or ships, it is possible to employ your cargo carrier without interruption – 24 hours a day, which is not possible if the ship or truck is driven by a person. Autonomous lorries also allow companies to circumvent many of the conditions in the Mobility Package, such as drivers having to return home every four weeks. Security is also an important aspect. Data from the study “The human factor and maritime safety” show that about 70% of accidents at sea are caused by human error. Autonomous vessels controlled by robots would make it possible to reduce these harsh statistics.

The challenges of autonomous transport

The above benefits and the acceptance by many technology experts, as well as sea and land freight experts, that autonomous transport is our future are creating a pink spectacle effect for the forthcoming technology boom. It is rarely said that autonomous technology experts have not yet been able to solve a number of problems. As machines become more complex, the risk of technical problems will inevitably increase. Cyber-attacks, hackers that can break into a system and cause a ship or vehicle to change course or even cause an accident, weather conditions – heavy snowfall, heavy rain, wind or storm, calculation of stopping distance on various surfaces, including slippery surfaces – these are just a few from the challenges that technology experts need to be able to find solutions to build people’s confidence in autonomous transport.

Another topical question is whether countries are ready to introduce autonomous transport. Unfortunately, the answer is ambiguous, as while European powers such as Germany are planning to change their legislation to allow cars with electronic steering to participate in traffic, one of the most influential maritime associations in the United States, the International Longshoremen’s Association, said its members would not serve ships without crew. The association has already shown strong resistance to all forms of automation in the maritime world. Another important aspect is that international shipping law currently requires all cargo ships sailing in international waters to be manned. This means that fully automated vessels are not allowed to sail outside their national waters.

There are countries that are not ready not only for autonomous sea but also for land transport. It is considered that, for safety reasons, virtual haulers need at least two lanes of carriageway in each direction of travel along the entire route, separated from the carriageway of the opposite direction. However, the road infrastructure of many countries does not currently provide for such roads, which means that autonomous land trucks would not be able to enter these countries at all for safety reasons.

Undoubtedly, autonomous control systems go hand in hand with the endless development of technology, as a result of which they will enter the world of freight transport more and more rapidly. The car and ship industry will also sooner or later solve all the above problems, but we will have to wait a long time before autonomous goods vehicles can travel safely on land and water. And to the question of whether the future of computer-controlled vehicles is as bright as it seems, the most accurate answer seems to be – time will tell!

Author: Roland Peterson, logistics expert

Image: www.pexels.com

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Turkish marine operations company, ARAS Marine will use the Falcon to support the wide range of projects it undertakes in both International and Turkish territorial waters. These projects range from marine construction and offshore supply services, to seismic research support, emergency response and salvage and wreck removal.

“Equipped for the wide array of tasks ahead, ARAS’s 1000m depth-rated Falcon comes complete with a fibre optic upgrade, manipulator, soft rope cutter, cameras, Tritech sonar and Applied Acoustics’ USBL system,” said Saab Seaeye.

Modular functionality

ARAS can add further systems any time as the Falcon can handle an array of cameras, sensors, tooling and complex systems typically found on much larger robotic vehicles.

The ease of adding systems comes from the Falcon’s iCON intelligent distributed control architecture. Module-focused iCON provides each device with its own microprocessor for individual control – a concept that also makes it future-flexible for evolving technologies.

The Falcon’s 20-year success comes from being a portable, metre-sized, intelligent, powerful, five-thruster, highly manoeuvrable, multi-tasking, easy to use vehicle, depth rated to 1000 metres.

With a reliability record covering over a million hours underwater, including deep tunnel work, the Falcon can remain stable in turbulent waters and strong currents whilst undertaking both robust and precision tasks.

The contract was negotiated through Saab Seaeye’s Turkish distributor, Aspiro.

Source: www.maritimejournal.com

Image: www.pexels.com

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Subsea technology specialist Seatronics has purchased the world’s smallest hybrid acoustic-inertial navigation instrument for its VALOR remotely operated vehicle (ROV), itself designed to be the smallest, most powerful and capable inspection class ROV in its category.

Derek Donaldson, Seatronics’ Group managing director, said: “Specifying payload sensors for a vehicle like VALOR often requires a trade-off between accuracy, performance, price and ownership. SPRINT-Nav Mini offers both the survey positional accuracy our clients are looking for, and a small form factor that we can fit and put straight to work.

“Another key reason for investing in SPRINT-Nav Mini is our ongoing relationship with Sonardyne. We knew that we would be fully supported in our concept to push the boundaries of remote operations from a small ROV solution by the Sonardyne team. This is critical when adopting new technology for a new platform.”

Precise navigation

Launched this month, the SPRINT-Nav Mini navigator will provide VALOR with accurate, precise and robust navigation and control.

SPRINT-Nav Mini combines an INS, AHRS, pressure sensor and DVL in a single subsea housing depth rated to 300m or 4,000m and weighs as little as 3.6kg in air. The new Navigator variant extends the capability of the Guidance model, introduced in 2020, by calculating and providing the position of a remote, autonomous or piloted underwater vehicle, or uncrewed surface vehicle, in addition to its velocity, depth and attitude.

VALOR already offers an advanced capability for its size, with a 40Gbp MUX capacity allowing it to accommodate the most modern, high bandwidth survey sensors. Equipping it with the SPRINT-Nav Mini navigator further differentiates it from similar-sized platforms, providing a significantly more flexible, configurable inspection platform that can undertake a variety of tasks that would typically be associated with much larger ROV systems.

Source: www.maritimejournal.com

Image: www.pexels.com

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The new solution uses LR Remote, a specifically engineered application for remote inspection that enables crew members to livestream video, photos and audio from on board a ship to an LR technical specialist located elsewhere and will be empowered by Inmarsat’s Certified Application Provider (CAP) dedicated bandwidth service called Fleet Connect, available on the Fleet Xpress digital platform.

Fleet Connect provides an uninterrupted dedicated satellite link between vessels and seafarers, offering users function-specific bandwidth that is independent of business-critical vessel operations or crew communications. With no additional communication hardware required to run this application, the separation allows LR Remote to be enabled remotely without any intervention on-site.

Fleet Connect provides dedicated bandwidth which is secure and reliable, meaning it can increase the potential of remote surveys on vessels where connectivity restraints have previously limited its use. This approach provides flexibility and 24/7 availability which enables surveyors to perform surveys efficiently using a blend of techniques, reducing the impact of unexpected situations on vessel operations, where surveyors and crew can quickly navigate problems using remote technology.

“Connectivity is a significant enabler in the digitalisation of the maritime industry. Both Lloyd’s Register and Inmarsat have a mutual goal of unlocking the true potential of technology, thereby transforming remote compliance and enabling digital class. This collaboration ensures our vast certification expertise is accessible anywhere it is needed and demonstrates Lloyd’s Register’s commitment to our clients and to the wider industry in safely navigating shipping’s digital transformation,” said Mark Darley, LR Marine and Offshore Director.

This collaboration follows increased uptake in remote services throughout the COVID-19 pandemic as access to ships and assets became more challenging. LR has offered remote survey capability for many years, and now, 1 in 3 of the 30,000+ surveys LR performs each year is completed remotely. Subsequently, in May 2020, LR introduced a team of a global team of remote survey champions to support remote surveys within the marine and offshore industries.

Source: www.maritimejournal.com

Image: www.pexels.com

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