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2021 m. rugsėjo 30 d., ketvirtadienis

We don’t have tanks, but we poop a lot and stink all over the world

 

"VILNIUS, Lithuania — It was never a secret that China tightly controls what its people can read and write on their cellphones. But it came as a shock to officials in Lithuania when they discovered that a popular Chinese-made handset sold in the Baltic nation had a hidden though dormant feature: a censorship registry of 449 terms banned by the Chinese Communist Party.

Lithuania’s government swiftly advised officials using the phones to dump them, enraging China — and not for the first time. Lithuania has also embraced Taiwan, a vibrant democracy that Beijing regards as a renegade province, and pulled out of a Chinese-led regional forum that it scorned as divisive for the European Union.

Furious, Beijing has recalled its ambassador, halted trips by a Chinese cargo train into the country and made it nearly impossible for many Lithuanian exporters to sell their goods in China. Chinese state media has assailed Lithuania, mocked its diminutive size and accused it of being the “anti-China vanguard” in Europe.

In the battlefield of geopolitics, Lithuania versus China is hardly a fair fight — a tiny Baltic nation with fewer than 3 million people against a rising superpower with 1.4 billion. Lithuania’s military has no tanks or fighter jets, and its economy is 270 times smaller than China’s.

But, surprisingly, Lithuania has proved that even tiny countries can create headaches for a superpower, especially one like China whose diplomats seem determined to make other nations toe their line. Indeed, Lithuania, which does little trade with China, has caused enough of a stink that its fellow members in the European Union are expected to discuss the situation at a meeting next week. Nothing could be worse for Beijing than if other countries followed Lithuania’s example.

Lithuania’s small size, the foreign minister lamented, “made us an easy target” for China because “their calculation is that it is good to pick enemies way, way, way below your size, draw them into the fighting ring and then beat them to pulp.”

Despite its puny size, Lithuania looms surprisingly large in Chinese calculations, said Wu Qiang, a political analyst in Beijing, partly because of its role as a transit corridor for trains carrying goods from China to Europe.

 “China regards Lithuania as a museum to save itself from a Soviet-like collapse,” Mr. Wu said

But it also reflects a wider backlash against China’s aggressive “wolf warrior” diplomacy across Europe and disenchantment with soaring Chinese exports that left imports from Europe trailing far behind.

In recent years, China has created resentment through hectoring behavior that reminds many in Lithuania of past bullying by Moscow. In 2019 Chinese diplomats organized a belligerent protest to counter a rally by Lithuanian citizens in support of Hong Kong’s democracy movement. The Chinese intervention led to scuffles in Cathedral Square of Vilnius, the capital.

From China’s perspective, last week’s release of a report on the Chinese-made cellphones by Lithuania’s Defense Ministry Cyber Security Center was yet another provocation. The hidden registry found by the center allows for the detection and censorship of phrases like “student movement,” “Taiwan independence,” and “dictatorship.”

Tired of being pressured by Beijing, prominent politicians joined a Taiwan friendship group in Parliament and attended a Taiwan national day celebration in Vilnius last October.

Not everyone supports the government’s policy. Linas Linkevicius, a former foreign minister, notes that Lithuania already has daggers drawn with Russia and neighboring Belarus, whose exiled opposition leader, Svetlana Tikhanovskaya, operates from Vilnius.

“We are exposed on too many fronts,” he said.

Opinion surveys by the European Council on Foreign Relations indicate that most Europeans don’t want a new Cold War between the United States and China. But they also show growing wariness of China.

“There is a general shift in mood,” said Frank Juris, a researcher at the Estonian Foreign Policy Institute who tracks Chinese activities in Europe. “Promises have not materialized and countries are tired of being constantly threatened with the whip.”

That whip is now being brought down hard on Lithuania, a member of the European Union and also NATO.

Particularly galling for Beijing was Lithuania’s announcement in July that it had accepted a request by Taiwan to open a “Taiwanese representative office” in Vilnius.

China’s foreign ministry accused Lithuania of crossing a “red line,” and urged it “to immediately rectify its wrong decision,” and “not to move further down the wrong path.”

Many countries, including Germany and neighboring Latvia, have similar Taiwanese offices but, to avoid angering Beijing, they officially represent Taipei, Taiwan’s capital, not Taiwan itself.

And in May, Lithuania withdrew from a diplomatic forum grouping China and 17 countries in East and Central Europe that promotes Mr. Xi’s Belt and Road initiative, a multi-billion-dollar infrastructure program.

 

The blacklist, which updates automatically to reflect the Communist Party’s evolving concerns, lies dormant in phones exported to Europe but, according to the cyber center, the disabled censorship tool can be activated with the flick of a switch in China.

The registry “is shocking and very concerning,” said Margiris Abukevicius, a deputy defense minister responsible for cybersecurity.

The maker of the Chinese phones in question, Xiaomi, says its devices “do not censor communications.”

In addition to telling government offices to dump the phones, Mr. Abukevicius said in an interview that ordinary users should decide “their own appetite for risk.”

The Global Times, a nationalist news outlet controlled by the Chinese Communist Party, derided the Lithuanian report as a “new trick” by a small “pawn” in Washington’s anti-China agenda.

China has steadily ramped up pressure on Lithuania, last month recalling its ambassador from Vilnius and urging Lithuania’s envoy in Beijing to go home, which she did. It halted a regular cargo train to Lithuania, though it still lets other trains transit through the Baltic country filled with Chinese goods destined for Germany.

While not announcing any formal sanctions, China has added red tape to block Lithuanian exporters from selling goods in China.

Lithuania’s economy minister, Ausrine Armonaite, downplayed the damage, noting Lithuania’s exports to China accounted for only 1 percent of total exports. Losing that, she said, “is not too harmful.”

A bigger blow, according to business leaders, has been the disruption in the supply of Chinese-made glass, electronic components and other items needed by Lithuanian manufacturers. Around a dozen companies that rely on goods from China last week received nearly identical letters from Chinese suppliers claiming that power cuts had made it difficult fulfill orders.

“They are very creative,” said Vidmantas Janulevicius, the president of the Lithuanian Confederation of Industrialists, noting that the delays were “targeted very precisely.”"


2021 m. rugsėjo 28 d., antradienis

Ilgas kelias klimatui neutralaus laivo link

 

"Gamtosauginė organizacija Naturschutzbund Deutschland (Nabu) paprastai skelbia savo kruizų reitingą kiekvieną rugsėjį. Efektyvi žiniasklaidos priemonė, išduodant sertifikatus kruizinėms linijoms. Išskyrus kelias išimtis, tvarumo ir klimato apsaugos pažymiai dažniausiai buvo nepatenkinami. Šiais metais „Nabu“ nereitinguoja, o į diskusiją pakvietė svarbiausius Vokietijos rinkos dalyvius - „Aida“, „MSC“, „Tui Cruises“. Tema: „Kruizinių laivų linijų ateitis pandemijos ir klimato krizės laikais“. Ar staiga atsiranda harmonija tarp buvusių priešininkų?

„Ne, mes esame ir liksime svarbūs besiginčijantys kompanionai, tačiau pramonė buvo maksimaliai sukrėsta pandemijos, todėl vargu ar atsirado naujų laivų“, - sako Malte Siegert iš „Nabu Hamburg“. Vietoj reitingo „Nabu“ pateikia plataus užmojo tvarkaraštį kelyje į klimato neutralumą 2050 m. Be kita ko, jis ragina nedelsiant nutraukti mazuto naudojimą, nevaržomai įrengti azoto oksido katalizatorius ir suodžių dalelių filtrus - iki 2023 m.

Laivybos kompanijų pažadai nebuvo ištesėti, kai jie norėjo atsisakyti mazuto

Kalbant apie tikslą, laivybos kompanijos demonstruoja vienybę. Kita vertus, tvarkaraštis yra ginčijamas. Ir kaip, sako Christianas Heinas, Vokietijos MSC laivybos bendrovės generalinis direktorius. "2050 m. Mes būsime neutralūs klimatui. Tai tikrai žinoma. Mes tiesiog nežinome, kaip tai padaryti šiandien." Bet kokiu atveju dalyvaukite dabartiniuose pokyčiuose. Pramonė pripažino laikmečio ženklus, Europos tiekėjai yra įsipareigoję laikytis Paryžiaus klimato apsaugos susitarimo, apriboti visuotinį atšilimą iki 1,5 laipsnio Celsijaus ir ES tikslo iki 2050 m.

Laikas parodys, kaip tai rimtai pasakyta, sako Malte Siegert, tačiau jis pripažįsta, kad Europos rinkos tiekėjai yra jautrūs šiai temai. Siegerto kolega Nabu Sönke Diesener yra atsargiai optimistiškas; tonas tarp šalių tapo konstruktyvesnis, tačiau jis taip pat sako, kad kruizų pramonė jau davė daug pažadų dėl mazuto naudojimo, kuris, žvelgiant retrospektyviai, buvo plepalai.

Vokietijoje rinkos lyderė „Aida“, priklausanti didžiausiai pasaulyje kruizų kompanijai „Carnival“, parodo, kaip galėtų atrodyti kelias į klimato neutralumą. Taip viskas buvo padaryta su suskystintomis dujomis varomais SGD laivais, sako Hansjörgas Kunze, „Aida“ komunikacijos vadovas. į rinką atėjo vis daugiau SGD laivų. Tačiau „Aida“ laivyne tik vienas iš 13 laivų plaukioja SGD. Dar vienas SGD laivas „Aida Cosma“ planuojamas pradėti eksploatuoti gruodį.

2030 m. turėtų būti CO2-neišmetančių laivų. Bet ar data reali?

„Nabu“ atstovas Siegertas į SGD laivus bet kokiu atveju žiūri tik kaip tilto technologiją. Dujos dega beveik be teršalų, tačiau faktas lieka faktu, kad tai yra iškastinis kuras ir išskiria CO2. Ateityje šiuos laivus taip pat galima papildyti sintetinėmis suskystintomis naftos dujomis, jei jų galima pagaminti dideliais kiekiais, naudojant atsinaujinančią energiją.

„Aida“ nori pradėti eksploatuoti pirmąjį nulinės emisijos laivą 2030 m., pranešė Kunze. Lenktynės prasidėjo, visi nori būti pirmieji. „Lenktynės į viršų“ taip vadina Lucienne'as Dammas. Ji yra „Tui Cruises“ aplinkosaugos vadybininkė, anksčiau dirbo „Nabu“, o dabar rengia „Tui Cruises“ erai po anglies dvideginio. „Tui Cruises“ nori pasiūlyti klimatui neutralias keliones 2030 m., skelbia „Damm“.

Tačiau visų pirma svarbu daryti tai, kas įmanoma, būtent, pakeisti esamą laivyną. Varikliai turi būti pritaikyti naujiems degalams, tam reikalingas variklio gamintojo sutikimas. Be to, reikėtų padidinti esamų laivų energijos vartojimo efektyvumą ir išnaudoti galimas sutaupytas degalų sąnaudas. „Tai gali atrodyti ne taip seksualiai“, - sako Lucienne'as Dammas, tačiau tai jau sutaupo daugiau nei 20 proc. energijos, o tai labai prisideda prie klimato apsaugos. 

 

Paprastai lėtesnis plaukimas ir protingas maršrutas - optimizuojamas maršrutas ir išvengiama audrų, žymiai sumažėja degalų sąnaudos.

 

MSC kartu su Italijos laivų statykla „Fincantieri“ kuria vandeniliu varomą vandenyno laivą. Bet ar tai bus paruošta veikti iki 2030 m... Tiesiog yra per daug nežinomųjų, aiškina MSC darbuotojas Heinas: Alternatyvių degalų prieinamumas, įgyvendinamumas, infrastruktūra ir būsimas techninis standartas vis dar yra neaiškūs.

Sintetinis kuras yra kilnus tikslas. Uosto kranto elektros sistemas galima pasiekti greičiau

„Aida“ jie dirba su didžiulėmis laive esančiomis baterijomis, kurios gali išmesti ir kaupti energiją, priklausomai nuo vairavimo situacijos. Šiais metais „Aida Nova“ bus su didžiausiu kuro elementu, kada nors buvusiu keleiviniame laive, kurio galia yra 200 kilovatų. Iš kur bus gaunama visa elektros energija, kad būtų atliktas dekarbonizavimas, nežinoma. Tačiau aišku, kad Vokietija negalės to pagaminti pakankamu kiekiu. Dėl alternatyvių ekologiškų degalų, tokių kaip vandenilis, arba sintetinių produktų, tokių kaip metanolis ar amoniakas, platinimo kova jau vyksta tarp pramonės, aviacijos ir palyginti mažos kruizinių laivų pramonės. Malte Siegert mano, kad tai yra perėjimo prie ekologiškos kruizų pramonės esmė. 

 

„Sintetinio kuro gamybai elektros energija turi būti tiekiama iš šalių, kurios turi daug vėjo ir saulės energijos potencialo“, - aiškina Siegert. Pajėgumai, kurie dar turi būti sukurti, elektros linijos, kurias reikia nutiesti pirmiausia.

 

Taigi iki klimato neutralumo dar reikia daug nuveikti. Tačiau Vokietijos uostuose netrukus turėtų būti patobulinta: Rostokas-Varnemindė neseniai turėjo kranto elektros energiją, dar sistema buvo atidaryta ir Kylyje. Dėl įrenginio buvo nuspręsta Bremerhavene. O Hamburge, kuris iki šiol Altonoje turi tik retai naudojamą kranto elektros sistemą, bus nuo 2023 m. Net jei tai tik menkas indėlis į pasaulinę klimato apsaugą: Vokietijos uostamiesčių gyventojai netrukus turėtų kvėpuoti daug geresniu oru. „Visi laivai, statyti nuo 2007 m., gali naudoti krantą, daugelis jų jau yra įrengti“, - sako Sönke Diesener. - Dabar laivai taip pat turi būti prijungti prie kabelio."

Jei kruiziniai laivai, kuriems gręsia vartotojų boikotai, taip ilgai krapštosi, tai ką bekalbėti apie krovininius laivus.



The long way to a climate-neutral ship

 

“The Naturschutzbund Deutschland (Nabu) normally publishes its cruise ranking every September. A media effective means of issuing certificates to the cruise lines. With a few exceptions, the grades for sustainability and climate protection were mostly unsatisfactory. This year, Nabu is not ranking and has instead invited the most important participants on the German market - Aida, MSC, Tui Cruises - to a panel discussion. Topic: "The future of cruise lines in times of pandemic and climate crisis." Is there suddenly harmony between former opponents?

"No, we are and will remain critical companions, but the industry has been shaken to the max by the pandemic and that is why hardly any new ships have come onto the market," says Malte Siegert from Nabu Hamburg. Instead of the ranking, Nabu presents an ambitious timetable on the way to climate neutrality in 2050. Among other things, it calls for the immediate stop of the use of heavy fuel oil, the unrestricted installation of nitrogen oxide catalysts and soot particle filters - by 2023.

The shipping companies' promises were not kept when they renounced heavy fuel oil

As far as the goal is concerned, the shipping companies are demonstrating unity. The schedule, on the other hand, is disputed. And the how, says Christian Hein, Germany managing director of the MSC shipping company. "In 2050 we will be climate neutral. That much is certain. We just don't know how to do it today." In any case, participate in the current developments. The industry has recognized the signs of the times, the European suppliers are committed to the Paris climate protection agreement, to limit global warming to 1.5 degrees Celsius and to the EU's goal of becoming climate-neutral by 2050.

Time will show how seriously this is meant, says Malte Siegert, but he recognizes that providers on the European market are sensitized to the topic. Siegert's Nabu colleague Sönke Diesener is cautiously optimistic; the tone has become more constructive between the parties, but he also says that the cruise industry has already made many promises about the use of heavy fuel oil, which in retrospect would have turned out to be lip service.

In Germany, the market leader Aida, part of the world's largest cruise company Carnival, shows what the path to climate neutrality could look like. This is how things have been done with the LNG ships that are powered by liquefied gas, says Hansjörg Kunze, Head of Communications at Aida - with a signal effect for the industry: since the first LNG ship Aida Nova went into operation in December 2018, more and more LNG ships have come on the market. In the Aida fleet, however, only one of the 13 ships runs on LNG. Another LNG ship, the Aida Cosma, is scheduled to go into service in December.

In 2030 there should be zero-emission ships. But is the date realistic?

Nabu man Siegert sees the LNG ships only as a bridge technology anyway. The gas burns with almost no pollutants, but the fact remains that it is a fossil fuel and emits CO2. In the future, these ships could also be refueled with synthetic liquefied petroleum gas, if this can be produced in such large quantities with renewable energies.

Aida wants to put the first zero-emission ship into operation in 2030, Kunze announced. The race has started, everyone wants to be first. "Race to the top" is what Lucienne Damm calls it. She is environmental manager at Tui Cruises, previously worked for Nabu and is now working on preparing Tui Cruises for the post-carbon era. Tui Cruises wants to offer climate-neutral travel in 2030, announces Damm.

First of all, however, it is important to do what is feasible, namely to convert the existing fleet. The engines have to be made fit for new fuels, this requires the consent of the engine manufacturer. In addition, the energy efficiency of the existing ships would have to be increased, and potential savings in fuel consumption would have to be used. "That might not sound so sexy," says Lucienne Damm, but this already saves more than 20 percent energy - a considerable contribution to climate protection. 

 

Generally slower driving and smart routing - route optimization and avoiding storms, significantly reduced fuel consumption.

 

MSC is developing a hydrogen-powered ocean-going ship with the Italian shipyard Fincantieri. But is this ready to go by 2030? There are simply too many unknowns, explains MSC man Hein: The availability of alternative fuels, feasibility, infrastructure and the future technical standard are still completely unclear.

Synthetic fuels are a noble goal. Shore power systems in the ports can be reached more quickly

At Aida, they work on huge batteries on board that can emit and store energy depending on the driving situation. Aida Nova will have the largest fuel cell ever on board a passenger ship this year with an output of 200 kilowatts. It is not known where all the electricity will come from to achieve decarbonization. What is clear, however, is that Germany will not be able to produce this in sufficient quantities. For alternative, green fuels such as hydrogen or synthetic products such as methanol or ammonia, a distribution battle is already emerging between industry, aviation and the comparatively small cruise industry. Malte Siegert considers this to be the crux of the energy transition in the cruise industry. 

 

"The electricity for the production of synthetic fuels has to come from countries that have a lot of potential for wind and solar power," explains Siegert. Capacities that have yet to be built up, power lines that have to be laid first.

 

So there is still a long way to go towards climate neutrality. In German ports, however, there should soon be improvements: Rostock-Warnemünde has recently had shore power, and a system was inaugurated in Kiel. The facility has been decided in Bremerhaven. And in Hamburg, which so far only has a rarely used shore power system in Altona, there will be shore power at all cruise terminals from 2023. Even if this is only a tiny contribution to global climate protection: The inhabitants of the German port cities should soon breathe much better air. "All ships built from 2007 onwards are capable of shore power, many are already equipped," says Sönke Diesener. "Now the ships also have to be connected to the cable." ”