Maritime Network Solutions White Paper

合集下载

关于物流的英语作文

关于物流的英语作文Title: The Evolution and Impact of Logistics in the Modern World。

Introduction。

Logistics plays a crucial role in the global economy, facilitating the movement of goods and services from producers to consumers efficiently and effectively. Over the years, logistics has evolved significantly, driven by technological advancements, globalization, and changing consumer demands. This essay explores the evolution and impact of logistics in the modern world.Historical Evolution。

The concept of logistics traces back to ancient civilizations, where armies organized supply chains to support military campaigns. However, modern logistics emerged during the Industrial Revolution when the need forefficient transportation and distribution systems became apparent. The invention of the steam engine revolutionized transportation, enabling goods to be transported over longer distances at a fraction of previous times.With the advent of the 20th century, logistics underwent further transformation with the introduction of assembly lines and mass production techniques. This period saw the rise of companies like Ford, which revolutionized manufacturing processes and supply chain management. The development of standardized containers in the mid-20th century revolutionized maritime transportation, further enhancing the efficiency of global trade.Technological Advancements。

绿色物流可持续发展外文翻译(节选)

绿色物流可持续发展外文翻译(节选)中文2600字，1600单词，9500英文字符文献出处：Fransoo J C. Green Logistics: Enablers for Sustainable Development [J]. Supply chain management: an international journal, 2021, 8(2): 122-131.原文GREEN LOGISTICS: ENABLERS FOR SUSTAINABLEDEVELOPMENTJan C. Fransoo1 INTRODUCTIONLogistics is the backbone of industry and commerce. As a discipline, it describes the management and coordination of activities along supply chains. These activities include freight transport, storage, inventory management, materials handling and related information processing. A large part oflogistics activities are often outsourced to specialized providers thatprovide cost- effective services. Research has shown that, at least in high income economies, the value of services is not assessed in monetary andservice quality terms alone. In making decisions, logistics professionals are increasingly taking into consideration external effects such as emissions, pollution, noise, and accidents.The last LPI report release in 2021, for instance, pointed out that in shipments to OECD countries, environmentally friendly solutions are considered far more often than elsewhere. Mounting regulatory pressure, together with changes in customer preferences, are the main drivers of this phenomenon. Oneof the more widely used terms to describe this set of preferences is green Logistics, especially when the activities of logistics service providers are concerned.Research, including a recent book by Alan McKinnon, has established that green Logistics is an emerging concern of private operators and providers and users of logistics. From a policy standpoint, and especially for the global environment, green Logistics is potentially a major topic as well: estimates vary, but about 15% of global greenhouse gas emissions (GHG) can be traced to logistics activities.Green Logistics may not be an independent policy area. Rather, the supply chain perspective provides a framework to understand and deal with issues that are separate.but ultimately interrelated. Importantly, looking at supply chains helps policy makers understand the interests and actions of private sector operators. Green Logistics may therefore propose a number of tools and identify emerging sustainable solutions contributing to the overarching objective of green Growth.From a policy perspective, logistics cut across several areas and sectors. The performance of supply chains depends on areas or activities where government as regulator or catalyst of investment is critical, such as:Transport infrastructure: road and rail corridors, ports and airportsThe efficiencies of logistics services: services include not only modal freight transport, but also warehousing and intermediary services, such as brokers and forwarders, and related information-flow management. In modern economies, the trend is towards integration in multi-activity logistics providers (3PLs, 4PLs) to which industrial and commercial firms outsourcetheir supply chain activities. Understanding the regulatory dimension of services is becoming increasingly critical to the development of effective policies in areas such as:professional and operational standards, regulation of entry in market and professions, competition, enforcement.Procedures applying to the merchandise, such as trade procedures (customs and other controls).The soft infrastructure that supports information or financial flow associated with the physical movements along supply chains: IT infrastructure, payment systems.The concept of national logistics performance capturing the outcome of these policies is widely recognized by policy makers and the private sector worldwide as a critical contribution to national competitiveness. A key question for sustainable development is how to integrate supply chain participants concern with environmental sustainability with the concept of national logistics performance.Within logistics, transport creates the largest environmental footprint. But the volume of emissions can vary greatly, depending on the mode oftransport. The volume of emission per ton per km increases by an order of magnitude from maritime to land transportation and to air transportation. This is a key environmental aspect of logistics that is not taken into consideration by most supply chain operators. Logisticsexperts typically integrate freight modes and other related activities so that the transport and distribution network is used in the most efficient manner, which is important for keeping emissions in check, as well. Depending on the type of industry and geographical region, supply chain operators can place varying emphasis on the reliability of supply chains, as well. In summary, supply chain choices typically include multiple criteria and trade-offs, and this makes an analysis of their environmental impact complex; the most environmentally friendly choices do not only depend on mode of transportation, but also on other elements, such as efficiency and reliability.To reduce the environmental footprint of a supply chain, the focus should be on several dimensions and should select the best mode of transport,efficient movements, and innovation. Comprehensive work on greening individual modes of transportation is already available. Here, the key drivers have been energy efficiency and the urge to diminish various types of emission. Given the integrated nature of supply chains, however, the manner in which price signals and incentives catalyze supply chain structure is a rather intricate problem: lower- emission modes of transport (maritime, e.g.) are typically also less reliable or have other limitations (such as maritime access to a landlocked country). Such limitations may include the cost of such technologies, the temperature range within which they can be used or the availability of certain types of fuel. It is therefore critical to complement the current knowledge about emissions produced by different modes of transportation with an understanding of what drives the demand for Green Logistics within supply chains.The emerging response is likely to take the form of top-down policy, such as measures in the form of standards or taxes addressing emissions (GHG, SO2, NOx) by mode of freight. For instance, a cap on SO2 emissions on major maritime routes will go into effect at the end of 20212. At least as important is the response from the bottom up. These are supply-chain strategies coming from the private sector in response to policy or price changes, but also demand from consumers, clients and stake-holders. Green Supply Chain management has to be taken seriously by policy makers.An exclusive focus on price mechanism (including taxes), as is the current tendency, may miss some of the major driver of changes in supply chain management. Another complication, at least in the context of international trade, is that the focus on the impact on international logistics does not capture the footprint of production processes. These processes may have different impact than the supply chain itself, as in the case of food production.There is also evidence that much of the environmental footprint of logistics operations is tied to short distances and distribution. Green Logistics is intimately linked with concerns such as urban congestion, and innovations in Logistics are critical to sustainable supply chains. Grassroots innovations in Logistics have recently flourished, often producing win-win solutions in terms of jobs and the environment. More generally, there is increasing awareness that green supply chains can be also competitive, either because the awareness of the environment helps productivity or because consumers expect it, particularly in wealthy countries.A concrete case in point is also the so-called sculpture emission regulation by IMO that enters into force on January 1, 2021 in most of North Sea, Baltic Sea and along west and east coasts of US & Canada (bar Alaska). Ships have to go over from fuel with 1.5 % sculpture to 0.1 % sculpture or invest in so-called scrubbers, that absorb the sculpture from exhaust gases; technology that is still nascent in the maritime context. Scrubber investment per cargo ship is USD 2 million and no with multiples as the ship engine size increases, with annual maintenance cost approx..7-10 % of investment. This seemingly innocent and rather technical change is going to have a huge impact on shipping and the spillover effect to other modes & Supply chains are going to be significant Green Logistics also encompasses potentially longer-term concerns. A green focus within logistics analysis could examine a supply chain vulnerability to climate events or to large swings in the price of transport inputs, for instance. A recent volcanic episode in Iceland showed the vulnerability of one specific supply chain that relies heavily on air freight fresh produce coming from Africa spoiled when flights were cancelled because of the volcanic ash. Resilience concerns and other form of uncertainty are likely to shape supply chain choices by regional and global operators.Given the importance of trade in components and intra-firm trade, how large operators develop green supply chain strategies will have profound economic impact. Resilient and greener supply chains are likely to be lessextended and leaner, for example, though the consequences for trade and integration of low income economies cannot be treated fully here.Policy makers should be concerned by both the supply and demand aspects of logistics environmental dimensions. So far, the policy focus has been on modal footprint and has not taken into account a supply chain perspective. There have not been major initiatives in Green Logistics, even in the countries most sensitive to the issue, such as those in Northern Europe. Rather the most important changes have occurred as a combination of largely uncoordinated public and private initiatives: voluntary behavior by shippers, innovation in terms of technology, information (environmental logistics dashboard) or services, or common public-private objectives such as in modal shifts.2 DEFINING GREEN LOGISTICS AND GREEN SUPPLY CHAIN MANAGEMENTThere are many variations in the terminology regarding green logistics and green supply chain management. This section aims at providing a brief overview on some of the key terms used in the literature.Green logistics refers mainly to environmental issues related to transportation, material handling and storage, inventory control, warehousing, packaging, and facility location allocation decisions (Min & Kim, 2021). Gonzalez-Benito and Gonzalez-Benito (2021) use the term environmentallogistics to describe logistics practices that are divided intosupply/purchasing, transportation, warehousing and distribution, and reverse logistics and waste management. Although distribution is considered to be one of the interrelated areas of supply chain management, the term green distribution has also been used to describe the whole process of integrating environmental concerns into transportation, packaging, labeling and reverse logistics (Shi et al., 2021).Reverse logistics is often used as a synonym to efforts to reduce the environmental impact of the supply chain by recycling, reusing and remanufacturing.译文绿色物流:促进可持续发展贾恩. 法兰斯1. 引言物流是工商业的支柱。

MKS White Paper - 软件配置管理中的影响分析说明书

What is Impact Analysis?The concepts behind impact analysis have been around for a long time and are not limited to computer software. For years, parents have taught valuable life lessons to their children about the consequences of their actions: “Share the toy or I’ll take it away” or “If I have to ask you again…” In short, every action has a consequence, negative or positive.Impact analysis for computer software is much the same: “If I redefine this variable, what will be the effect?” If software developers cannot answer these simple ‘What if…?” questions, then they should not be making the change.A more formal definition of Impact Analysis is:“Software change impact analysis, or impact analysis for short, estimates what will beaffected in software and related documentation if a proposed software change is made.”[Arnold 1996]As simple as this definition sounds, some software tools that claim impact analysis functionality miss the mark and are incomplete. Their impact analysis functionality is limited to file dependency checking (e.g., foo.c depends on foo.h) which has been around a while in the form of makefiles.Many more meaningful questions can be answered, however, if you reduce the granularity from files to programming constructs or “tokens” that are parsed1 [Parr 1997] from source code: “Where is this variable referenced?”, “Why is this function so complex?” and “If I add a parameter to this function, what else is affected?” These are all excellent questions, which illustrate the various aspects of impact analysis. Referenced variables indicate code navigation functionality. Complexity measurement leads to source code comprehension functions. Therefore, cause and effect analysis of proposed changes is at the core of impact analysis.Figure 1: Impact Analysis Functionality1 Excerpt from reference found at: /Articles/langparse.htmlOf course, tools alone will not solve the “significant technical challenge” of automated impact analysis. [Arnold 1996]What is SCM?The day the first software program was created there was a need to change it [csc-m 2002]. There is a vast body of knowledge available that addresses this very issue as well as the approaches, hurdles, and successes involved in implementing SCM systems. Of all of the definitions that can be found, no definition has captured its essence better than the following:“SCM is the discipline of controlling the evolution of software systems.”2The main principle that stands out is “controlling”. You certainly don’t want to prevent the evolution of software but you do need a mechanism for managing and approving proposed changes. You can imagine the chaos that would follow if QA engineers were expected to test software systems where developers had changed the software without adjusting the requirements.Software development is a complex task. Applying tools and processes (SCM) helps to streamline the effort, ensure repeatability and will lead to productivity and quality improvements.Managing ChangeSCM helps with how changes are made to the system; Impact Analysis helps answer these other important questions:Who is affected by the changes?Where in the source code do changes need to be made?What else is affected by these changes?Why do we need to make all of the changes?When should all of the changes be made?The reasons for changing software can usually be narrowed to one of a few key reasons:1. Software Defect – As much as we’d like to believe our software is defect-free, bugs doexist.2. Enhancement– A new feature or a change to an existing feature is requested (hopefullyleading to a product improvement).3. Developer Innovation – This is an often-overlooked aspect of software developmentprojects. Software is changed in subtle ways, often for the better, without an approvedchange request.To be sure, fixing known bugs is desirable, but you do not want to fix one bug only to introduce another undetected bug(s). It is critical that you are aware of the impact or consequence of “fixing” the defect.For similar reasons, you want to be careful about adding new features that may conflict in unknown ways with existing features or other proposed new features. An example of this can be found in Microsoft’s Active Desktop feature — it’s nice to have, yet it seems to conflict with your2 Paraphrased from "Tools for Software Configuration Management", Proceedings of the 2nd International Workshop on Software Version and Configuration Control, Walter F. Tichy, 1988.tropical beach wallpaper image. To see this yourself, right-click on your desktop, select the properties menu item, then choose a background image ensuring that it is stretched to cover your entire desktop. Then right-click on the desktop again and select the “Customize my desktop” menu item. In the dialog box that appears in the “Web” tab, check the “Show Web Content…” checkbox and select “My Current Home Page” from the list. You will notice that your home page now covers your original background image. You can of course resize and reposition your home page but it still covers some of your background image.Of course not every change made to software is approved or desirable. The “feature creep” that inevitably happens to applications can offer wonderful surprises for users, but at the same time cause Product Managers endless grief. The extras added by developers may not allow for adequate testing; delay release cycles; misalign with the strategic direction; cause conflicts with other features; or, at worst, violate contractual obligations. The product must be improved, but always in a controlled manner.The following is a basic process for managing software changes with SCM and Impact Analysis tools.Step 1: Understanding the Change RequestThe initial steps of any process are often the most critical. When a software change request is received it is important to fully understand the request before proceeding. The expensive cycle of coding-testing-launching-recoding-retesting can be avoided if you understand the requirements correctly the first time. A mechanism (i.e. MKS Integrity Manager) to capture sufficient details such as: time request was made, expectations for completion, categorization of request, detailed explanations, is invaluable. If a request is not understood, the mechanism should also be able to handle and capture clarification requests and updates to the original change request.Step 2: Planning ChangesOnce the request is fully understood and documented, developers begin the investigation phase by attempting to pinpoint that exact code and locations within the source code that will be affected by the implementation of the change request. In large applications (10 million+ Lines of Code) this can require significant effort. Tools to assist navigation, searching and providing graphical representations of source code can speed up the investigation phase greatly. A sound principle developers should follow in this phase is: “Don’t change source code if you don’t understand it.”Step 3: Assessing Impact of Proposed ChangesAssuming the code is well understood and the developer has a plan by which coding changes are made, another highly recommended principle is: “assess the impact of proposed changes BEFORE they are made”. Often, dependencies between source code objects are not obvious and forging ahead with coding changes can lead to “breaking the build”; defects being found in testing requiring refixing/retesting; or application feature conflicts discovered by users.Step 4: Approving ChangesOnce the full impact of proposed changes is clear, the decision to approve changes can be made with confidence. In some cases, impact analysis reports will indicate a change in the approval due to the fact that the proposed changes cause too much of a “ripple effect” or are too costly to implement.Step 5: Making the ChangesProceeding with the approved changes leads into the common developer cycle of Check-out — Edit — Check-in. Additional value can be gained by using this process if the impact analysis tools and the SCM tools are integrated. The impact analysis tool should identify which source files are flagged for modification and then inform the SCM tool to check-out all files in batch mode. This saves the developer the manual effort of identifying the list of files required in the “change package3. Ideally, the impact analysis functionality and SCM functionality can be accessed through the Integrated Development Environment (IDE) that the developer is already familiar with.Step 6: Assessing QualityAfter all the changes are made, the last step is to ensure that the quality of the source code has not degraded. A tool to measure quality before and after coding changes is valuable for this. Identifying and correcting quality issues in source code can bring higher quality applications, leading to lower maintenance costs the next time the code needs to be assessed and changed.MKS SolutionSince 1984, MKS has produced high quality software development tools known for their technical innovation and powerful functionality. While other vendors provide complicated framework solutions that address all facets of the application development lifecycle, MKS is focused on excellence in one area: software development. This enables MKS to deliver products that meet or exceed the needs of the most demanding enterprise software development organization. With solutions for software configuration management (SCM), process and workflow management, source code comprehension and analysis, and UNIX/NT interoperability, MKS helps organizations achieve their quality goals while increasing productivity and reducing costs.MKS Integrity Manager is the most scalable and flexible process and workflow management solution available today for connecting distributed development teams across the enterprise. Integrity Manager allows development teams to implement processes that are as complex or simple as their individual needs or project requirements dictate.MKS Source Integrity Enterprise Edition is the enterprise choice for comprehensive, cross-platform software configuration management. Its platform transparent, advanced multi-tier architecture provides scalability and security in local and distributed environments while maintaining ease of use and low cost of ownership.MKS Code Integrity helps software development organizations comprehend complex software systems constructed by the enterprise over time, assess the impact of changes to code before they are implemented, and ultimately improve the quality of software through coding standards automation.3 “A change package allows you to specify groups of members that are affected by an issue. For example, a solution’s change package might contain files that need to be changed in order to satisfy a problem.” – MKS Integrity Manager User Guide.ConclusionsBoth SCM and Impact Analysis tools are invaluable for creating and managing the evolution of quality software. It is the process under which they are employed, however, that exposes their true capabilities. Therefore, when used together in your environment in conjunction with a flexible process these tools will:1. Lower software development costs2. Improve application reliability3. Support collaboration throughout the enterpriseReferences[Fowler 1999] ‘Refactoring: Improving the Design of Existing Code’, MartinFowler et al, Addison-Wesley, 1999, ISBN: 020*******[Arnold 1996] ‘Software Change Impact Analysis’, Robert S. Arnold, IEEEComputer Society Press, 1996, ISBN: 0818673842[csc-m 2002] ‘comp.software.config-mgmt FAQ: General Questions’,/faqs/sw-config-mgmt/faq/, 2002[Parr 1997] ‘Language Translation Using PCCTS & C++’, Terence J. Parr,Automata Publishing Company, 1997, ISBN: 0962748854MKS and design, MKS Code Integrity, MKS Engineer Integrity, MKS Impact Integrity, MKS Integrity Manager, MKS Source Integrity, MKS Toolkit, CodeRover, Discover, Implementer, NuTCRACKER, SDM and Software Manager are trademarks or registered trademarks of MKS Inc. All other trademarks acknowledged. © 2003. All rights reserved.CIE0203WP。

catti二三级通用中英对照翻译：中欧班列

Catti二三级通用中英对照翻译：中欧班列The launch of a rail freight service from the Chinese city Chongqing via the Alashankou border crossing in Xinjiang through Central Asia to Europe in March 2011 ushered in a new era for freight on rail as an alternative to shipping by sea or air. China-Europe rail cargo transport has subsequently gained rapid traction, fueled by the rollout of the Belt and Road Initiative.2011年3月，自重庆出发的首趟中欧班列从新疆阿拉山口口岸出境，标志着铁路开始成为海运、空运之外连接亚欧大陆的第三条运输大道。

此后，在“一带一路”倡议的推动下，中欧班列进入高速发展期。

The importance of China’s rail link to Europe was highlighted in a white paper issued by the Chinese government in March 2015 entitled Joining Hands to Build a Silk Road Economic Belt and a 21st-Century Maritime Silk Road –Vision and Actions. The name “China Railway Express”was formally introduced on June 8, 2016, for all Europe-bound trains.2015年3月中国发布的《推动共建丝绸之路经济带和21世纪海上丝绸之路的愿景与行动》，明确将中欧班列建设列为国家发展重点。

红海事件对航运的影响英语作文

全文分为作者个人简介和正文两个部分：作者个人简介：Hello everyone, I am an author dedicated to creating and sharing high-quality document templates. In this era of information overload, accurate and efficient communication has become especially important. I firmly believe that good communication can build bridges between people, playing an indispensable role in academia, career, and daily life. Therefore, I decided to invest my knowledge and skills into creating valuable documents to help people find inspiration and direction when needed.正文：红海事件对航运的影响英语作文全文共3篇示例，供读者参考篇1The Impact of the Suez Canal Blockage on Global ShippingIn late March 2021, one of the most significant maritime incidents in recent history occurred in the Suez Canal, a crucial global trade route connecting the Mediterranean Sea and theRed Sea. The Ever Given, a colossal 400-meter-long container ship, became wedged diagonally across the narrow canal during a sandstorm, entirely blocking the vital waterway for six days. This event, now infamously known as the "Suez Crisis" or the "Vessel-Stuck Incident," sent shockwaves through the global shipping industry and exposed the vulnerability of the world's supply chains.As a student of international trade and logistics, I found this incident both fascinating and concerning. The Suez Canal is one of the world's most critical maritime chokepoints, with approximately 12% of global trade transiting through its waters annually. The blockage caused a massive traffic jam, with over 300 vessels forced to wait at the canal's entrances, unable to pass through. The economic ramifications were immediate and severe, with estimates suggesting that the crisis cost global trade over 9 billion per day.The impacts of the Suez Canal blockage rippled across various industries, from consumer goods to energy. Container ships carrying everything from furniture to clothing were halted, disrupting supply chains and threatening product shortages in various markets. The energy sector was also hit hard, as oiltankers were unable to transit the canal, leading to concerns about potential fuel supply disruptions and price hikes.Beyond the economic toll, the environmental consequences of the incident were also significant. Ships waiting to transit the canal were forced to burn extra fuel, increasing their carbon footprint and contributing to air pollution. Additionally, the efforts to dislodge the Ever Given, which involved dredging vast amounts of sand and sediment, likely had detrimental effects on the local marine ecosystem.The Suez Crisis also highlighted the fragility of the global shipping network and the potential risks associated with relying heavily on a few key maritime chokepoints. With over 80% of global trade by volume transported by sea, even a temporary disruption in a crucial waterway can have cascading effects on supply chains worldwide.In the aftermath of the incident, questions were raised about the need for more robust contingency plans and alternative shipping routes. The crisis also reignited discussions about the future of global trade and the potential impact of disruptions caused by factors such as climate change, geopolitical tensions, or even future pandemics.As the world continues to grapple with the far-reaching consequences of the Suez Canal blockage, valuable lessons can be learned. The incident underscored the importance of investing in the resilience and redundancy of supply chains, as well as the need for better risk management strategies in the shipping industry.Governments, companies, and organizations worldwide must collaborate to develop contingency plans and explore alternative shipping routes to mitigate the impact of future disruptions. This could involve expanding existing infrastructure, such as the Panama Canal or the Arctic shipping routes, or investing in entirely new transport corridors.Additionally, the shipping industry should prioritize the adoption of advanced technologies and digital solutions to enhance visibility, efficiency, and real-time decision-making capabilities. Innovations such as blockchain-enabled supply chain tracking, autonomous vessel operations, and predictive analytics could help identify potential bottlenecks and facilitate more agile responses to disruptions.Furthermore, this incident has highlighted the need for greater environmental stewardship in the maritime industry. As global trade continues to grow, it is crucial to address theenvironmental impacts of shipping activities, such as emissions, pollution, and biodiversity loss. Investments in sustainable shipping practices, alternative fuels, and environmental protection measures should be prioritized to ensure thelong-term viability of the industry and the preservation of our planet's ecosystems.In conclusion, the Suez Canal blockage of 2021 was a wake-up call for the global shipping industry and a stark reminder of the interconnectedness and vulnerability of our modern supply chains. While the immediate crisis was resolved through extraordinary efforts, the incident exposed systemic weaknesses that require comprehensive solutions. By learning from this event and implementing proactive measures, we can enhance the resilience of our global trade networks, mitigate the impact of future disruptions, and promote more sustainable and responsible shipping practices. As future professionals in international trade and logistics, it is our responsibility to contribute innovative solutions and drive positive change within this vital industry.篇2The Closure of the Suez Canal: A Student's Perspective on the Impact of the Red Sea Crisis on Global ShippingIn the summer of 1967, a geopolitical storm brewed in the Middle East, threatening to disrupt the intricate web of global maritime trade. The Six-Day War between Israel and its Arab neighbors culminated in the closure of the Suez Canal, a vital maritime chokepoint that had served as a crucial artery for international commerce. This event, known as the Red Sea Crisis, sent shockwaves through the shipping industry, forcing vessels to navigate alternative routes and grapple with the logistical challenges posed by this unexpected disruption.As a student fascinated by the interconnectedness of the global economy, I found the Red Sea Crisis to be a captivating case study in the vulnerabilities of the maritime transportation system. The Suez Canal, a man-made waterway spanning 193 kilometers, had long been a strategic linchpin, linking the Mediterranean and Red Seas while offering a shortcut between Europe and Asia. Its closure, which lasted from June 1967 to June 1975, had far-reaching implications that rippled across the world's oceans.One of the most immediate consequences was the rerouting of vessels around the southern tip of Africa, a detour that added thousands of nautical miles to their journeys. This not only increased transit times but also amplified fuel consumption,operating costs, and environmental impact. The additional distance and time required for ships to circumnavigate the Cape of Good Hope posed significant challenges for the shipping industry, which had grown accustomed to the efficiency and convenience of the Suez Canal route.The closure also revealed the vulnerabilities of supply chains, as delays and disruptions threatened the timely delivery of goods. Industries reliant on just-in-time logistics, such as manufacturing and retail, found themselves grappling with inventory shortages and production bottlenecks. The ripple effects extended beyond the maritime realm, impacting global trade patterns, commodity prices, and the flow of energy resources.Moreover, the Red Sea Crisis prompted a reevaluation of maritime security and highlighted the need for contingency plans to mitigate the impact of future disruptions. Shipping companies and governments alike recognized the importance of diversifying trade routes, investing in alternative modes of transportation, and fostering international cooperation to ensure the uninterrupted movement of goods.As the crisis unfolded, I witnessed firsthand the resilience and adaptability of the shipping industry. Vessel operators andmaritime logistics companies swiftly adjusted their operations, exploring alternative routes and implementing strategies to minimize the disruption. The Cape Route, once a footnote in maritime history, witnessed a resurgence as ships traversed the treacherous waters around the southern tip of Africa, reminiscent of the age of exploration.The Red Sea Crisis also served as a catalyst for innovation within the shipping industry. The pursuit of more efficient and cost-effective solutions led to the development of larger vessels capable of carrying greater cargo volumes, as well as advancements in ship design and propulsion systems. Additionally, the crisis highlighted the importance of risk management and contingency planning, prompting the industry to adopt more robust strategies for navigating future challenges.As a student of global affairs, the Red Sea Crisis reminded me of the intricate interdependencies that bind nations together through the flow of trade and commerce. It underscored the vital role that maritime transportation plays in facilitating economic growth and global integration, while also exposing the vulnerabilities that can arise from geopolitical tensions and conflicts.In the aftermath of the crisis, the world witnessed a renewed appreciation for the strategic importance of maritime chokepoints and the need for robust international cooperation to ensure the free flow of global trade. The lessons learned during this tumultuous period continue to shape the shipping industry's approach to risk management, contingency planning, and the pursuit of resilient supply chains.As I reflect on the Red Sea Crisis, I am reminded of the enduring relevance of studying historical events through the lens of global interconnectedness. By understanding the ripple effects of such crises, we can better prepare for future challenges and work towards building a more resilient and sustainable global maritime transportation system – one that can withstand the shocks and disruptions that inevitably arise in ourever-changing world.篇3The Inconvenient Blockage: How the Suez Canal Crisis Crippled Global Supply ChainsIn late March 2021, one of the world's most critical maritime chokepoints ground to a halt as the massive container ship Ever Given became wedged across the Suez Canal. This unforgettableevent, now known as the "Suez Crisis" or the "Suez Blockage," paralyzed maritime trade routes for nearly a week, sending shockwaves through already strained global supply chains. As a student witnessing these events unfold, I was awestruck by the far-reaching ramifications of this singular incident.The Suez Canal is an indispensable maritime artery, facilitating the movement of over 12% of global trade each year. Stretching 193 kilometers across the Egyptian isthmus, it provides the shortest sea link between Asia and Europe, saving vessels from the vastly longer journey around the Cape of Good Hope. The Canal's locations render it a strategically vital passage for oil tankers transporting crude from the Persian Gulf region. On March 23rd, this crucial thoroughfare became impassible when the 400-meter-long, 200,000-ton Ever Given ran aground during a sandstorm, becoming lodged sideways across the southern end of the Canal.Almost immediately, a maritime traffic jam began to form, with over 300 ships stalled at entry points and mid-passage. Each day of the blockage inflicted hundreds of millions of dollars in losses and delays across a vast tapestry of international industries and supply networks. According to researchers at the German insurer Allianz, the grounding held up almost 10 billionworth of trade each day it endured, with the total hit exceeding 1 billion by the week's end. This staggering economic toll reflected not just the considerable worth of freight immobilized in transit, but also the cascading effects of delayed shipments further down complex global supply chains.The impacts reverberated far beyond the shipping industry alone. Global manufacturers, already grappling with pandemic-induced supply shortages, found themselves deprived of vital components and raw materials as cargo ships idled in the Canal's queue. From agricultural exports to semiconductor chips, a startling array of products stalled en route from their points of origin. Major corporations like Ikea were forced to weigh pricey air freight alternatives to bypass the blockage. The world's largest bunkering hub abruptly gasped for fuel supplies. Even small businesses soon found their inventories of goods running dry, as items originating from Asia's export powerhouses like China slowed to a trickle. Truly, the event showcased how even the most isolated of disruptions could quickly escalate into systemic breakdowns given our era's densely interwoven commercial networks.Oil prices immediately spiked as energy traders speculated on the ramifications of a prolonged stoppage for Suez-bornepetroleum flows. The Canal is a critical vector in maritime oil transit, annually accommodating over 600 tankers hauling some 1.74 million barrels per day of Middle Eastern crude and refined products toward European markets. With nearly 20 tankers stalled at the start of the crisis, concerns mounted over supply gaps for energy-hungry markets. Both Brent crude futures and U.S. gasoline futures soared by 6% before stabilizing after reassurances that ample strategic reserves could offset shortages. Even so, analysts cautioned the markets about persistent risk from this "worst-case scenario" for the industry. The situation highlighted the global energy system's Achilles heel: an overreliance on maritime bottlenecks for satisfying fuel demand.As the blockage persisted into a fourth day, dreadful scenarios multiplied with no clear solution in sight. Naval architects contemplated an audacious plan to lighten the Ever Given by offloading some 20,000 containers, a process that could span months and cost over a billion dollars. Salvors also considered the nuclear option of breaking up the hull and removing the vessel in pieces. The Suez Canal Authority even began digging a new channel to reroute traffic, while equipment from the Netherlands and Japan slowly converged to aidrefloating efforts. The predicament was like nothing witnessed in the Canal's century of operations.Finally, after six agonizing days, salvage teams managed to dislodge the Ever Given on March 29th by deploying a armada of diggers, dredgers, and specialized tugs. The backlog of ships could at last start funneling through the reopened waterway. However, the crisis exposed critical vulnerabilities that underscored a dire need for maritime infrastructure reforms and resiliency planning. A single mishap had nearly shattered the pivotal node connecting Asia's manufacturers with European consumer markets. With the disruption's full costs still being tallied, industry experts began advocating strategies to increase shipping capacity, modernize canal facilities, and construct alternative regional transit corridors.The Suez saga served as a wake-up call that the global economy had perhaps become too reliant on interdependent shipping routes and just-in-time logistics models that left supply chains vulnerable to isolated failures. As a student, witnessing this event brought into stark clarity the fragility of the maritime networks underpinning our modern world. The prolonged blockage of a single canal inflicted debilitating shocks across continents, demonstrating how systemic weaknesses couldrapidly cascade into crippling breakdowns. Ultimately, the crisis highlighted an overdue need to reimagine our supply chain infrastructures and logistical frameworks to be more robust and decentralized against future disruptions. After all, our global interdependence had made us prosperous, but also precariously exposed us to maritime chokepoints that could disrupt the world's circulatory system. The Ever Given's plight was a sobering lesson that systems boundaries, buffers, and redundancies are vital to tempering risks in the age of economic globalization.。

Eltorque 海上解决方案：安全和无迹可追的阀门控制、巡航和旅客解决方案说明书

2CRUISE & PASSENGER SOLUTIONS |3BON VOYAGEWe deliver a fully customizable and robust, yet simplistic flow control solution. The Eltorque system complies with the high demand Cruise& Passenger segments.With redundancy from top level down to the actuator/sensor levelELTORQUE MARITIME SOLUTIONS | 34more than 85 000 full electric actuators in relevant safety requirements.• Fully electric andserial connected • Real-time feedback on valves• Maintenance free • Fire resistant• Several failsafe and redundancy optionsTHE ELTORQUE SOLUTION6CLEANESTSMARTESTEltorque actuators and control system functionality include remote and local controlTHE SMARTEST, SAFEST AND CLEANEST VALVE CONTROL SOLUTIONFrom inception, Eltorque has focused on developing electric actuators. Such actuators have many benefits compared to other valve control technologies, especially related to functionality, maintenance, system footprint, and lifetime cost.SAFE ANDREDUNDANTVALVECONTROL INTEGRATEDAUTOMATIONSYSTEMMODBUSRS485/EthernetExternal PowerExternalPower LOCAL CONTROLCABINET (MAIN)LOCAL CONTROLCABINET (BACKUP)Hybrid CableCANopen PowerFAILSAFEACTUATORELECTRICHYDRAULICACTUATORDigitalLocalcontrolPermanently submerged 24 V DCPowerBack-upVoid spaceTempsensorPressuresensorLevelsensorMEDIACONVERTER4-20 MAENHANCING SAFETYEltorque actuators support safety features outlined inthe IMO convention Safety Of Life At Sea (SOLAS). TheEltorque actuators comply with Safe Return to Port(SRtP) requirements applicable to larger passenger andcruise ships.REDUNDANT COMMUNICATIONPOWER REDUNDANCYMANUAL OPERATIONvessel’s void space.8ELTORQUE MARITIME SOLUTIONS | 9OTHER SYSTEMFEATURESSPECIAL PURPOSE ACTUATORS ArrayHYBRID CABLE FOR POWER AND CONTROLSENSORS10EXAMPLES OF SYSTEM APPLICATIONSTANK GAUGING SYSTEMFLOODING DETECTION/WATER INGRESS MONITORING INDEPENDENT HIGH-LEVEL ALARMTEMPERATURE MEASUREMENTrelevant actions.PUMP CONTROL。

Moxa 网络监控移动能力启用白皮书说明书

WHITE PAPEREnabling Mobility in NetworkMonitoringYiwei ChenMoxa Product ManagerIntroductionEngineers face different challenges during each stage of the industrial network management lifecycle. During the installation stage, manual device configuration and testing is time consuming and prone to human error. During the operation stage, engineers are required to monitor network status in real time and minimize system downtime. During the maintenance stage, engineers often face long labor hours doing firmware upgrades or configuration changes on multiple devices. During the diagnostics stage, being able to quickly identify where critical network issues occur is essential. To help minimize the total cost of ownership, engineers are always on the lookout for new industrial network management tools that can help them overcome all of these challenges.Industrial network management software is usually installed in the control room, or is sometimes integrated with an existing SCADA system. But when you’re out of the co ntrol room or on the move, you could miss important messages such as network changes or errors, and fail to respond quickly enough. With the number of devices connected to industrial networks continually increasing, the ability to monitor and maintain your network—anytime, anywhere—is becoming more crucial than ever before to ensure that your operation is reliable and runs smoothly.Current statistics show that globally, the number of mobile users is now greater than the number of desktop users, and we can expect this global trend to expand into the industrial automation workplace. In fact, since engineers joining the workforce today are accustomed to using mobile devices in their private life, it is only natural that they would want to use the same devices to simplify their work life.In this white paper, we discuss the challenges in industrial network management and show how a mobile monitoring tool can help keep you informed of network status, even when you’re on the move. In addition, we’ll share experiences we’ve had helping customers from the rail industry reduce system downtime by utilizing the right mobile tools to quickly respond to network changes.Released on October 7, 2015© 2015 Moxa Inc. All rights reserved.Moxa is a leading manufacturer of industrial networking, computing, and automation solutions. With over 25 years of industry experience, Moxa has connected more than 30 million devices worldwide and has a distribution and service network that reaches customers in more than 70 countries. Moxa delivers lasting business value by empowering industry with reliable networks and sincere service for automation systems. Information about Moxa’s solutions is available at . You may also contact Moxa by email at *************.How to contact MoxaTel: 1-714-528-6777Fax: 1-714-528-6778Major Challenges in Industrial Network ManagementManaging a network can be a complex and often extensive operation, especially for industrial networks, and being able to monitor and manage devices is essential to ensuring that the network is running smoothly. However, with evolving business operations, administrators are often on the move, making it difficult to stay informed of or quickly respond to status changes in the network.When doing regular maintenance or troubleshooting at a field site where many network devices are deployed, engineers often face the daunting task of identifying specific devices hiding among a multitude of identical devices. Even with proper labeling and hardware placement, it can still take time to obtain the status information of a specific device onsite. As a result, faulty devices cannot be swapped out quickly enough to ensure that your operation runs smoothly.With the development of mobile networking tools, engineers can now improve operational efficiency and maximize network availability.Why Mobile Network Monitoring?Like their enterprise counterparts, automation engineers can now access their operational applications from mobile devices by installing an appropriate network monitoring app. The mobile network monitoring app is usually a client software tool designed to work in tandem with the network management software installed in the control room.The following diagram illustrates how a typical mobile app for network monitoring works to keep users informed of the ir network’s status. The app connects to the software server over an intranet or the Internet to access network status in real time. In addition, if the network is updated, the network management software server will send a push notification via the Apple cloud or Google cloud to alert the app user.A mobile phone app for network monitoring usually works as the client of the main network management software. Through the app, engineers can access the network status anytime,anywhere.How Mobile Networking Empowers Network OperatorsA mobile network monitoring app should support the following three features to ensure that monitoring a network from a mobile device is worth the effort.1.Sending Real-time AlertsWith a mobile network monitoring app, administrators can receive notifications of events pushed to their mobile devices. These real-time alerts allow administrators to take action immediately in response to critical events, even when they are out of the control room. For example, once an alert is received, they can contact maintenance engineers to do onsite troubleshooting and consequently reduce system downtime.2.Allowing Instant Network ChecksA mobile network app allows users to check the status of a network in real time. After youlog in to the app, it will inform you whether or not the network is operating normally. The app will also display detailed information of a specific network device, keeping network administrators in the know while they are on the move or out of the control room.Information, such as a device’s IP address, MAC address, location, and firmware version can be viewed from the app. For example, if an engineer receives an alert for a link-down event, they can readily access the information needed to determine which port is faulty.3.Finding Field Devices QuicklyIn certain scenarios, it could take a long time to manually search for a specific device from racks and racks of similar devices. Moreover, if automation engineers need to access the parameters or settings of a specific device for onsite troubleshooting, they would need to physically connect the device to a laptop computer using a web console or CLI (command line interface), or physically read the MAC address or serial number printed on the device, and then check the information with the computer. Either way, the engineer could end up spending much more time than would be necessary if the same information could bechecked using a mobile device.To make the task easier and more efficient, mobile network monitoring apps now usually come with a function that allows users to quickly find a particular device, and even view detailed device information.For example, each network device could be encoded with a unique QR code based on its MAC address. If the mobile phone app supports a built-in QR code scanner, engineers can scan the device’s QR code onsite to pull up information about that device, without needing to boot up a laptop computer or entering a device ID manually.With Moxa’s MXview ToGo app, users can not only scan the device to get detailed information, they can also activate the Device Locator function to find the device—which works by causing the device’s LED to blink in a way that is easy to recognize.Success StoryDeploying a Server/Client Solution for Industrial Network MonitoringTo ensure that a network operates reliably, industrial network management software is usually installed in large-scale networks in mission-critical industries, such as transportation, mining, and oil & gas. In this section, we share a success story from a railway application that uses a fiber Ethernet backbone built for data transmission between several stations located across a wide area. Since the application involves multiple control rooms spread over a wide area, the industrial network management software and the mobile phone app can help engineers access network status in real time and then respond quickly, thereby greatly reducing system downtime.This high-speed railway operator built a fiber Ethernet backbone for data transmission between its Operation Management Center and other railway stations to ensure high network availability. The customer used about 30 Moxa industrial rackmount switches (IKS-G6524) to connect to the pre-existing Layer 3 networks, and used the MXstudio industrial network management suite across the network management lifecycle, including for installation, operation, maintenance, and diagnostics. The MXstudio suite includes the MXview industrial network management software, MXconfig industrial network configuration tool, and N-Snap network snapshot tool.The railway operator’s network administrators recounted that they sometimes needed to leave the control room for patrol inspections within and around the station. Since MXview was already installed in the control room, they could install Moxa’s MXview ToGo mobile app, which works as a client of MXview, and then easily check the latest network status from their mobile phones. The dashboard design of the app makes it easy for engineers to tell whether the network is operating under Normal, Warning, or Critical conditions. In one notable incident, an IT engineer received a push notification about a downed link, used the app to determine wherethe broken link was located, and also connected to the MXview server to determine the cause. After determining the cause, the engineer contacted onsite staff immediately, allowing them to get the network link back up and running in no time.The diagram shows that engineers on the move can still get real-time network status with themobile app.ConclusionThe use of effective network management applications can help network administrators accomplish tasks efficiently during different stages of the network management lifecycle. With the changing business environment and improvements in mobile device technology, a mobile app for network monitoring allows administrators to be efficient, effective, and responsive when monitoring and maintaining an industrial network.Using a mobile app for network monitoring, administrators can view device and network status and receive real-time alerts from their mobile devices while on the move. In the field, administrators can quickly search for any device and view that device’s detailed configuration parameters with the click of a button.∙Learn more about Moxa’s MXview ToGo mobile app here:/MXview_ToGo∙Scan the following QR code to download the MXview ToGo app:iPhone OS Android OSDisclaimerThis document is provided for information purposes only, and the contents hereof are subject to change without notice. This document is not warranted to be error-free, nor subject to any other warranties or conditions, whether expressed orally or implied by law, including implied warranties and conditions of merchantability, or fitness for a particular purpose. We specifically disclaim any liability with respect to this document and no contractual obligations are formed either directly or indirectly by this document.。

LogisticsparkDevelopmentinSlovakRepublic外文翻译（可编辑）

Logistics park Development in Slovak Republic外文翻译外文翻译原文Logistics park Development in Slovak RepublicMaterial Source: //.u.lt Author: Marian SulganAbstract: The paper deals with the actual situation in the Slovak Republic concerning the logistics parks development. It presents the theoretical base of the logistics park development, i.e. the comparative analysis, SWOT analysis, transport infrastructure survey, marketing study and marketing plan for logistics park. It also presents the basic characteristic of logistics park, logistics chains and activities connected with the transport, logistics and goods distribution.Keywords: transport, logistics, logistics park, logistics centre, freight transport.IntroductionNowadays, we are witnessing the deep structural changes in Europe. Globalization processes determine not only transport but also all human activities. The objective of the Europe Commission’s White Paper“European transport policy for 2010: time to decide” is to refocus Europe’s transport policy on the demands and needs of its citizens. The White Paper proposes more than 60 measures to meet this challenge. The first of these measures is designed to shift the balance between modes of transport by 2010, by revitalizing the railways, promoting maritime and inland waterway transport and linking up the different modes of transport. The principal objective of the EU’s regional policy is to eliminate regional disparities and to promote integration and social cohesion. The Union seeks to use the policy to help the lagging regions to catch up, restructure declining industrial regions, diversify the economies of rural areas with declining agriculture and revitalise decling neighborhoods in the cities.Transport policy plays a major role in strengthening the economic and social cohesion of the European Union. Firstly, it helps reduce regional disparities, particularly by improving access to island and peripheral regions. It also has a beneficial effect on employment, by encouraging investment in transport infrastructure and assisting workers’ mobility.Zilina University together with the Zilina Municipality are involved in solving objectives of the international REDETRAL project Regional Deve-lopment and Transport Logistics ?European best practice in the development of logistics parks. The project is financed by theEuropean Union under the ERDF-Interreg IIIC East Community Initiative.The overall objective of REDTRAL “is to develop a European Best Practice Approach to the development of logistics parks in view of the importance of sustainable traffic and transport solutions in the framework of regional development”.In the Slovak Republic, freight transport has changed rapidly and there are a lot of new logistics parks in the regional developing aims. The new logistics activities are presented as subsystems of corporate or logistics system of business association. The logistics structure contains bookings, material handling, spacing, stocks, storages, packing activities, customer service, transport, informational systems, etc. From the analysis of logistics companies the development in developed European countries resulted when attention was initially set on raw material deliveries in order to limit and minimize stocks, transfer of production from buffer stores to trading partners and consumers Activities enabling the formation of present complex logistics chains were gradually assigned. Each transport Chain can be the element of certain logistics chain thus becoming the organized sequence of procedures. Forwarding, which represents an important element of future logistics Chains and enables the development of combined transport, plays an important role nowadays. It should be also understood that this new stage, which is directed at transmodality, is based on logistics.Logistics park development-theoretical baseThere are a few steps in the beginning of the logistics park development. The first step is to create the Comparative Analysis profile of the region. Each REDETRAL partner had to complete a questionnaire regarding their respective region that sought data and information under a number of headings. A copy of the Comparative Analysis questionnaire was issued to each partner organisation. The important part of the Comparative Analysis are the Socio-Economic Indicators-areakm2, population, unemployment rate, principal economic sectors, ect. The next part of the Analysis is the SWOT Analysis-the sheet for each region was made with the main information about the Strengths, Opportunities, Weaknesses and Threats in the region. The final part of the Analysis is the Transport Infrastructure Survey-the transport netwok, motorwayskm, railwayskm, airports, international corridors, intermodal terminals, sea ports, ect.The next step is to create the Marketing study of territory, based on effective approach including phases:Audit of territory;Determination of vision and objectives;Marketing strategy;Plan of implementation;Implementation and control. Marketing plan for logistics park includes;Situation analysis of region-territory orientated for transport and logistics;Marketing objectives of transport and logistics solution: positive image, competitive advantage of region, attractiveness of regional labour market , development of new transport projects for new industrial parks, increasing of transport accessibility and transport quality, creation of logistics chains, ect.;Selection of segments for logistics solution: population of region, institutional units, industrial subjects, export markets, visitors of region;Elaboration of marketing plan-marketing mix of logistics park.Among the key regional conditions for the development of logistics park we can rank the transport and infrastructure level, telecommunicationsdevelopments in information technology are seen as critical in the development of European logistics, energy costs and the likelihood of shortage, social infrastructure, labour force, markets, environmental issuesincreasing attention to environmental issues in response to public concerns, land using and spatial planning.Regional conditions dealt with at present have concentrated on those infrastructal items that “directly” impact on the successfuldevelopment of logistics parks. However, perhaps equally as important are “quality of life ”conditions that also determine the attractiveness of locations. People and, by association, companies and investment development are often attracted to areas and regions where there is a vibrant social and cultural life, coupled with a wide range of services and cultural life, coupled with a wide range of services including education, healthcare and childcare facilities and ready access to entertainment and amenity facilities.Logistics park should encourage intermodal transport. Intermodal transport involves the movement of goods in one and the same loading unit or vehicle that successively uses several modes of transport without handling of the goods themselves in changing modes.Basic of Logistics ParkLP characteristic:Point of the concentration of logistics flows and logistics operations;Concentrative node of the traffic flows;Centre of the customer supplier chains effectively managed.Logistics park is an exactly delimited domain including the activities connected with the transport, logistics and goods distribution. There is a working area for operators, traffic and logistics companies, the place for buildings and facilities within the logistics park, there is a concentration point of public facilities, services and access forall relevant companies. LP supports the multimodal transport and is established and managed by the one company.Industrial production analysis and opportunities of logistics services brought information about the foods, beverages, textiles, footwear, electronics, white technicals fridges, washers, cook ranges, etc., tyres and machine products which are the most suitable piece-goods for logistics produced and manufactured in the Slovak Republic Demand for transport services results from commodity demand. Goods and commodity movement are characterized by freight transport principles, which are realized form manufacturers to dealers or consumers in required quantity, quality and delivery terms Growth of customer demand for various kinds of goods creates pressure onto shopkeepers and requires to find optimal goods delivery chains by appropriate logistics solutions including freight transport services.Logistics park allows the incoming of carriers, forwarders, logistics service, logistics industry, business organizations, governmental agencies, financial and insurance companies and other businessmen.LP allows the connection of at least two modes of transport, and supports the synergetics effects by the cooperation projects of participating firms. The most significant clients of the logistics parks are the car production plants, the supermarket and hypermarket chains,the electronic industry and information technology industry.There are a lot of differences among the LP conception, importance, range and characteristic features within Europe and also among the names of LP. For example there is a Freight Village in Great Britain, a Plate Forme Logistique in France, a Guterverkehrszentrum GVZ in Germany, an Inter-porto in Italy, a Logistics Centre and Cargo Centre in Austria, etc.Logistics parks in the Slovak RepublicLogistics parks in the Slovak Republic are displayed in Table 1. There is only one LP in operation. The other planned parks can exploit a lot of new in-ternational experiences according to the REDETRAL project. The strategic investors Volkswagen, KIA Motors, etc. need to have the modern and efficient Logistics parks.Table 1. Logistics parks in the Slovak RepublicLocality name Total areaBratislava-Raca 66600m2Bratislava Logistics Park 300000 m2Devinska N.Ves Logistics Park 200000 m2Logistics Park Trnava 500000 m2Logistics Park Trencin 1000000 m2Euro Logistics Park Lozorno in operation 100000 m2ConclusionsLocality relationship with the technical infrastructure networks must evaluate the traffic connections with the road and railway network, the existence of the build up of the duct, the build up of the sewarage, proximity of the gas line and the energetics network.Further influences on the locality selection are the limits of the environment, strong points and weakness of the locality, possibilities of the locality potential, constraint and risks.There are a lot of opportunities for logistics centre and logistics services development in the Zilina region because this area is characterired by a huge industry development existing machineries, chemical and textile enterprises, KIA Motors car factory and a lot of subsuppliers factories and by increasing of the customers demand.The European best practice approach to the development of logistics parks and know-how obtained by building logistics centres in the Slovak Republic should be utilized in building the Zilina Logistics centre. Reorganization of the freight transport is one of the important instruments for practical realization of logistics goals.译文斯洛伐克共和国物流园区发展资料来源: //.u.lt 作者:Marian Sulgan摘要:本文主要是关于斯洛伐克共和国物流园区发展的实际情况。

1、下载文档前请自行甄别文档内容的完整性，平台不提供额外的编辑、内容补充、找答案等附加服务。
2、"仅部分预览"的文档,不可在线预览部分如存在完整性等问题,可反馈申请退款(可完整预览的文档不适用该条件!)。
3、如文档侵犯您的权益，请联系客服反馈,我们会尽快为您处理(人工客服工作时间：9:00-18:30)。

2114 West 7th StreetTempe, AZ 85281 USAVoice +1.480.333.2200E-mail sales@Web Maritime Network SolutionsFebruary 2008© 2008 Comtech EF Data CorporationAbstractThe maritime market is primarily defined by four key application use areas; commercial shipping, cruise ships, offshore gas / oil exploration and development, and military. All of these markets have the same requirements for ubiquitous service independent of their vessels’ locations. Commercial shipping of container, liquid, and bulk carrier deliveries require hemispheric or global coverage for office and crew communications. Cruise ships are focused on providing higher data rate services for their passengers with full Internet access and real-time interactive services such as VoIP and video. Offshore exploration and development require office communications with occasional bursts of large amounts of data gathered during exploration. Users within the military require higher data rate services for access to their online databases and synchronization between other departments and organizations within multiple regions. The currently available low earth orbit (LEO) service available to these markets follows a usage-based price model for relatively modest bandwidth, resulting in fluctuating and extremely high operational expenses, making the estimation of monthly costs impossible or rendering users of the technology hesitant to use it.The currently available geosynchronous earth orbit (GEO) Ku- or C-band satellite TDMA-based solutions require high initial and ongoing capital expense investments to launch and maintain services. These services are limited by the inherent drawbacks of using the TDMA technology with low-powered global satellites. Operating a TDMA-based platform within a mobile environment exacerbate the limitations of this solution.In addition, the bandwidth requirements of the growing array of applications for this market no longer allow service providers to be able to offer a highly oversubscribed service, which is the key advantage of both the LEO and GEO TDMA solutions. These limitations with required services can have a secondary impact with the costs of staff retention, recruiting, and new employee training. Crews are now typically out to sea for months at a time with little or no port call ability. Internet access, telephone calls home, and video entertainment enable the ships to provide a better quality of life for the crew and thus lower these secondary costs.Service providers are moving in the direction of offering a higher, “premium” level of service to remain competitive and differentiate their services from the many players providing best-effort services to the market. The Comtech EF Data solution allows a service provider to offer this premium level of service while keeping both capital expense and operating expense at a minimum.IntroductionComtech EF Data has developed Satellite On The Move (SOTM) technology that provides a method of global satellite coverage maintaining communications between different satellite transponders, beams, satellites and teleports within a Vipersat network. This method allows a shipboard satellite terminal to transition between satellite or hub coverage connections with minimal service interruption. The key components to this technology are hub and remote satellite modems, a stabilized mobile antenna system for tracking GEO satellites, a central management system maintaining the remote satellite network communication links, and a mobility controller that maintains the connectivity across multiple satellite service areas.Though all of the unique considerations when deploying maritime solutions are addressed, the Comtech EF Data maritime solution is also designed to address any network requirement with a non-fixed endpoint. These include communications on the move, flyaway remote earth station platforms, and airborne applications, in addition to maritime. Services built on this solution can provide immediate network access at DSL data rates or higher.The solution consists of a single platform that delivers seamless connectivity for all IP-based applications, including VoIP, video teleconference, file transfers, internet/intranet, and e-mail. It provides the ability to allocate bandwidth dynamically to mobile vessels based on traffic flow, including changes in the numberof types of applications being served. At the same time it is prioritizing by traffic types and maintaining roaming IP network connectivity.Comtech EF Data can provide this cost saving solution by the company’s strengths in all aspects of SCPC technology. Comtech’s array of modulation and FEC methods allows the utilization of small aperture, low profile antennas that are desired due to mobile platform constraints. Our use of our SCPC technology minimizes the effects of Doppler shift that occurs with changes in the speed of a vessel while also allowing quick re-acquisition of the signal after a blockage condition occurs. Rounding out this solution is the automatic roaming function of the Vipersat product providing automatic and rapid beam-to-beam, satellite-to-satellite, or teleport-to-teleport transitions.Desired Network AttributesThe maritime market has several desired network attributes for communication solutions: •Service providers must be allowed to provide flat-rate services.•Above-deck real estate constraints and pressure to reduce capital expense drive antenna size toa minimum.•Global coverage considering that vessels are moving through multiple beams and satellites.• A high level of network connectivity maintained with the highest availability possible regardless of where the vessel is located within a satellite footprint.•Remote beam switching intelligence must be distributed to the vessels to eliminate a single point of failure.•New high bandwidth and real-time interactive application services must be supported, such as full Internet access, VoIP telephone calls, video services, and vessel-to-vessel communications.Comtech EF Data’s maritime solution provides for these requirements with our existing bandwidth optimization and on-demand capabilities and enhances it with the addition of an integrated location server as the interface between the modems and the Antenna Control Unit (ACU).Comtech EF Data Products for Maritime Network Solutions Comtech EF Data’s line of IP-enabled modem products and network control products provide the building blocks necessary to achieve a differentiated maritime solution. CEFD’s family of IP-enabled modem products includes:•Modems – the CDM-570 & SLM-5650•Dual Demodulator – the CDD-562•Quad Demodulator – the CDD-564All are packaged in rack-mountable 1U enclosures. Each product is available in either L-Band or 70/140 Megahertz (MHz) and feature data rates from 2.4 kbps to 9.98 Mbps per second (the CDM-570), or up to 155Mbps (the SLM-5650 modem). These have fast acquisition, use second generation Turbo Product Coding (TPC) and a variety of modulation techniques. Featured modulation techniques include BPSK, QPSK, 8-PSK, 8-QAM and 16-QAM, with code rates spanning from Rate 5/16 through Rate 0.95. Designed with IP networking in mind, these robust products optimize satellite communications and provide many of the advanced features and data rates previously available only in higher-end modems.Flexibility and cost-effective performance are integral to these offerings. The CDD-562L Dual Demodulator and CDD-564 and CDD-564L Quad Demodulators are ideally suited for star, partial mesh or full mesh topologies, reducing both the equipment cost and rack space requirements at the hub. All demodulators within a unit are fully programmable and independent. Each modem contains a high performance, feature-rich IP routing engine.Vipersat Management System (VMS)VMS is a feature-rich, capacity and network management system with an intuitive, user-friendly GUI and a high degree of configuration automation. VMS is designed to enable network administrators and satellite service providers to easily configure their networks and rapidly and effectively respond to network anomalies. Much more than just a network monitor and control platform, VMS automates the carrier switching and spectrum management processes within the satellite network. These capabilities allow SCPC carriers to be resized automatically based on a variety of user-defined policies, providing on-demand services and unparalleled space segment savings.For the mobility market, the VMS topology display of the managed system has been enhanced with a 3D globe view of the network, Figure 1. Globe view displays the real-time status and operation of the network dynamically. Satellite terminals are automatically populated onto the global network and their location, heading, and actual movements are dynamically tracked and displayed on the globe map. The globe map display size, terminal location, rotation, and lighting source are customizable by the operator. Some customers may not want the location of their remote sites to be transmitted over the network. For this reason we have made it an optional feature, so that location information can be suppressed.Figure 1: VMS Globe view of network topologyKey features of the VMS include:•Centralized network and capacity management•Dynamic SCPC (dSCPC) carrier allocation and true bandwidth on-demand capability•Automation of space segment capacity efficiencies•User-defined policies for upstream carrier switching•Star and mesh capabilities using Dynamic Mesh•Redundancy configurations for hub and remote hardware•Use of higher order modulation and Forward Error Correction (FEC) techniques•Site distribution list in multi-point automatic policy-based switching for IP multicast and mesh topologies•Switching protocol enabling external messaging to switch carriers to multi-point destinations •Operates over multiple transponders and satellites•Scalable from small to large networks•Auto detection of new nodes•Detailed event logs able to be filtered and exported•Ability to generate SNMP traps can be forwarded to hierarchal NMS management platforms •Complete IP based digital services over satelliteRoaming Oceanic Satellite Server (ROSS)The Roaming Oceanic Satellite Server (ROSS) is an integrated location server that works in conjunction with our Vipersat Management System (VMS) to facilitate on-the-move satellite communications for oceanic vessels or other mobile platforms. ROSS enables remote modems to interface with stabilized, auto-tracking antennas, maintaining connectivity as vessels move through footprints of different satellites. Vessel position data, satellite signal and management status are constantly monitored to determine when satellite handoff is necessary. It is important to note that this decision is made by the vessel and not by a map server located at a central site. This significantly increases the availability of a service in two ways. First, a solution that requires a centrally located server to make a beam switch decision for a remote inserts a single point of failure. Should this server go down, all remotes will eventually lose synchronization, possibly in as little as 4 hours at maritime vessel speed. A remote that is intelligent enough to make its own beam switching decisions does not suffer from this “dead server” since it maintains this information locally. Second, under blockage conditions, either due to link fade or physical obstruction, remotes lose communications with the central site. The modem itself may not understand the reason for blocking and therefore may re-point to a different satellite inadvertently.ROSS stores the operational and configuration information on-board remote terminals, including satellite footprint maps, shoreline contour vector maps, exclusion areas, link budget information, multiple modem configurations and other administrative information. ROSS is implemented in the remote terminals in a fully distributed architecture, eliminating a potential single point of failure in the mobility system. It is the ideal complement to Comtech EF Data’s Vipersat Management System and bandwidth-efficient modems. Key features of the ROSS include:•Link budget mapping•World vector shoreline database•Antenna Control Unit interface•Event log capable of storing system events identified with category type and time stamp•Tracking log capable of storing 450+ days of vessel position, frequency, transmit status, data rates, and modulationThe ROSS server operates as an intermediary device between the Satellite Modem and ACU subsystem. Its primary role is to poll information from third party devices, determine the current location and push the appropriate command files setting of new communications parameters. The ROSS unit communicates to modem and ACU/PCU on an Ethernet LAN interface connection using SNMP or proprietary IP protocols. Each unit’s IP address is programmed into ROSS starting a poll process that gathers location, status and current configurations. As each unit responds to the queried messages, the ROSS compares the received information to set database files making decisions to mute carrier, change service area or continue to operate without interruption within the current service area.The ROSS hosts a set of configuration, database, and map files that are used for controlling satellite communications for the local remote terminal. This data provides the required reference points for managing satellite handoff operations and for enabling/disabling the remote modem transmitter. Shoreline boundaries provide a demarcation point for muting the modem transmitter to prevent potential interference with fixed terrestrial systems. This Coordinated Area Map (CAM) can be updated either over the satellite, or locally.Service Areas are fundamental to the overall operation of ROSS logic as they contain control logic and are associated to three separate database/configuration files. Each service area is configured with ACU set controls and linked to a modem parameter file, which are bound together through geographical operational binding. The third element is the coordination area(s) that is referenced and used by all service areas. The overall binding is geographical longitude/latitude coordinates combined to create a closed polygon that in turn forms an operational area or handoff boundary. Through the polling of coordinate (GPS) information from the ACU/PCU the ROSS process hundreds of checks per minute, first against the contour (Shoreline) database, second against coordination areas, and third against the current service area. If anyone or all represent a change of shoreline, coordinated or service area, the ROSS initiates the proper action.The Service Area as previously described is the foundation of each sublevel component. It is comprised of all the elements necessary to calculate coordinates, determine operational or non-operational areas pushing updates and controls to transmission equipment. Simply described, it is a container holding the necessary pieces to construct the transmission configurations. Each unique service area with associated files is generated through uploaded information from the ROSS configuration editor. The editor consolidates database elements into a single structure that is uploaded to the ROSS file manger. The file manger labels each file element through logical renaming appending each with the same sequential number grouping them all into a service area. As an example, the ACU command information sets the base reference with modem configuration file and Service Boundaries added to the group. The service area number is irrelevant to the user as it is assigned at the time of reception during uploads to ROSS. The number assignment is only relevant to ROSS as grouped database information.The ROSS server has multiple communications paths for configuration management. These connection paths can be established locally via RS-232, LAN-based or over the satellite transmission link. All access the same application interface that provides menu driven configurations and upload/download exchange of parameter files. The ROSS client connections are accessed by an open source Telnet application, configurable for serial or LAN-based IP communications. It is a small, Windows-based application that provides a user-friendly graphical user interface that establishes local connections to the ROSS. ConclusionComtech EF Data’s maritime solution is a new option for satellite service providers with customers in the maritime industry or that have mobile platform requirements. As a service provider you are faced with delivering communications to ships that are transiting between satellite or hub coverage connections and doing so with minimal service interruption. Comtech EF Data’s maritime network solution provides unique benefits in combining the best satellite network efficiency optimizations with an enhanced integrated location server for continuous communications to and between remote vessels on the move.The office environment is extended enabling seamless connectivity between applications like telephone calls, Internet access, video entertainment, data communications, streaming video, web surfing, etc.. There are multiple modulation and FEC rates available allowing users to choose the best fit between bandwidth, data rate, and mod/FEC rates to maintain communications when the vessel is at the edge of a satellite footprint. The use of dynamically managed SCPC (dSCPC) links provides low latency and low jitter connections for real-time applications such as VoIP and VTC. Bandwidth is automatically provided based on application, load, QoS rule, schedule, or manual set-up.The intelligence required to make these decisions is distributed to the remote sites facilitating a faster decision making process. The remotes can operate independently of the hub resources thus eliminating any single point of failure.End users benefit from Comtech EF Data’s maritime solution from its ease of use in not requiring manual satellite handoff coordination. Remote vessels can experience greatly reduced standard satellite equipment size and the corresponding required real estate. In addition, operating expenses and capital expenses have substantial savings realized through the use of the Comtech EF Data mobility solution when compared with TDMA solutions. Enhanced reliability and quality of the service offerings can limit the need for any oversubscription requirements as well.The net result of utilizing Comtech EF Data’s maritime network solution is realized by service operators and their customers by the ability to launch new enhanced high bandwidth services across all of their service regions, while simultaneously reducing network capital expense and operating expense when compared to other solutions previously available.Additional ResourcesRelated White Papers from the Comtech EF Data Web site:•“Solutions for Flexible, Efficient and Secure Satellite-based IP Networks”•“Implementing Satellite VoIP Network”•“Optimizing Cellular Solutions”Please contact Comtech EF Data Sales for more information about this innovative technology.Voice: 480.333.2200Fax: 480.333.2540Email: sales@On the Web: 。