Wednesday, November 13, 2024

A fully autonomous roboship? Really?

The fully autonomous merchant ship is making its cautious entrance; the trend of its adoption is increasing and the ship will be with us before too long. 

Technology is already here to support further development, including autonomous navigation systems (GPS, INS); advanced sensor technology (RADAR, AIS, LIDAR, IR camera, high-resolution sonar, wind, and pressure sensors); digital twins; intelligent maintenance; and monitoring and control systems automation. 

With the use of AI in the management of integrated big data platforms (shipping; ports; inland transportation), remaining challenges are being addressed too, including the establishment of advanced Remote Operation Centres (ROCs) in ports. 

However, similarly to the introduction of each and every new technology since the industrial revolution, like that of modern, fully automated, container terminals, the effects on sea-going labour are obvious. Resolving the ‘human challenge’ won’t be easy but nautical schools, academies and universities should already start developing their long-term plans for the ‘cyber-farer’ of the 'roboship'. HH

(open access: https://authors.elsevier.com/sd/article/S0308-597X(24)00482-2)

(I thank my coauthors -see photo- for the excellent and most enjoyable cooperation)

Friday, November 1, 2024

A NEW ROLE OF DISTANCE IN INTERNATIONAL TRADE

 

In our new work, we enhance the New Keynesian Dynamic Stochastic General Equilibrium Model (DSGE) by incorporating a distance shock parameter into the transaction costs function. We show that distance does not impede trade, as conventionally assumed in gravity-based trade models. Rather, we show that a country’s economic benefit from trade depends on the length of time its main macroeconomic variables (gross domestic product, consumption, capital accumulation, investment, real money balances, and inflation) react to a distance shock, likely caused by today’s global economic uncertainty: i.e., what Jeffry Sachs of Columbia University has called ‘man-made supply shocks’.

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Globalization, trade liberalization, information technologies and low transport costs have all shrunk distances leading us into the global ‘village’. Geographical distance has become largely irrelevant in trade models, replaced by economic distance as this is represented by the low transport costs of large ships. This, for instance, allows China to import iron ore from Brazil, three times the distance of its neighboring Australia.

Recently, this reality has started to change, together with the emergence of the term de-globalization. Global economic uncertainty (GEA), deriving from trade frictions, inflation, embargoes, wars, strikes, etc. --what Jeffry Sachs of Columbia University has called man-made supply shocks--, is shortening global supply chains, giving rise to nearshoring, friendshoring, 3D printing, etc.. Interestingly, GEA creates regional distribution hub-countries, if one were to just look at Chinese investments in Mexico (for USA) and Turkey (for Europe)[1].

What we show in our work is that GEA changes distance from a geographical constant to an economic ‘shock’ variable, with asymmetric effects. With the use of Iran as an example, we show that the country’s economic benefit is far greater by joining the Shanghai Cooperation Organization (SCO), despite the much longer distances from SCO countries, rather than the International North-South Trade Corridor (INSTC) of Russia. Again, the distance of economic interaction plays a less significant role in advancing economic welfare, depending on the reaction time to distance of main macroeconomic variables such as gross domestic product, consumption, capital accumulation, investment, real money balances, and inflation.

HH



[1] China was given one billion euro to Turkey, to develop a production facility for its BYD electric car, thus bypassing EU’s recently established import duties on Chinese electric cars.