Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
On 2 December the European Sea Ports Organisation (ESPO) welcomed the European Parliament’s own-initiative report on the revision of the Trans-European Transport Network (TEN-T) guidelines by rapporteur Jens Gieseke (German, EPP), which was adopted on 1 December.
In the words of ESPO’s Secretary General Isabelle Ryckbost: ‘I would like to congratulate the rapporteur and the Transport MEPs for the work on this important own-initiative report. The report very well caters to the points to be addressed in the review.
‘We are happy to see that the strategic and complex role of seaports is well recognised, that the need to level the playing field between Motorways of the Sea and other land-based modes in the setting of requirements is addressed and that the need for synergies between the TEN-T and TEN-E policy is put forward.
‘Finally, we appreciate the paragraphs campaigning for sufficient funding to complete Europe’s Transport Infrastructure Network. One should consider an efficient, sustainable and resilient Transport Infrastructure Network as an important enabler of Europe’s Recovery Strategy. We do hope this report will be taken into account for the preparation of the new TEN-T proposal.’
ESPO especially welcomes that the strategic role of European maritime ports has been recognised by many members of the Committee during the compromise negotiations and is well reflected in the final voting result.
The report further underlines the need for sufficient EU funding to complete the TEN-T network, regretting the recent cuts to the Connecting Europe Facility, decided by the Council.
In the framework of modal shift, as one of the tools to decrease emissions from the transport sector, ESPO especially values the fact that the report underlines the importance of Motorways of the Sea (MoS) and short-sea shipping (SSS) as a sustainable mode of transport. The call for a simplification of the MoS requirements in order to create a level playing field with the land-based modes is fully in line with ESPO’s position on the TEN-T revision, it is reported.
The report properly reflects the complex nature of European maritime ports by stressing that ports are not only a component of maritime transport, but increasingly clusters of all modes of transport, energy, industry and blue economy, by highlighting the cross-border dimension of maritime ports and by recognising the necessity to increase synergies within ports between transport, energy and digital infrastructure.
ESPO also welcomes that the news that the Transport Committee recognises the continued importance of capacity-ensuring measures to remain competitive transport nodes. Despite the diversity of European ports’ investment needs, investments in basic infrastructure and maritime access infrastructure make up a large share of the planned projects.
Moreover, ESPO supports the promotion of better connectivity with third countries, including transport connections to candidate countries, the Western Balkan, as well as countries of the Southern Mediterranean and Eastern Partnership.
In the light of the withdrawal of the UK from the Union, the report rightly stresses the effective connection of Ireland with mainland Europe with particular attention for the maritime routes as crucial.
ESPO hopes that the report will be largely supported in the plenary vote and will serve as an important input to the European Commission in the preparation of the legislative proposal for the revision of the TEN-T guidelines.
For the report The Infrastructure Investment Needs and Financing Challenge of European Ports by ESPO readers are invited to see here: https://www.espo.be/media/Port%20Investment%20Study%202018_FINAL_1.pdf
Aids to Navigation (AtoN) have evolved over time.
As new technology emerges, asset managers have a large range of options and features to consider. This document identifies how clever AtoN design and functionality can help authorities reduce operational costs and improve the visibility of their connected devices.
Aids to Navigation (AtoN) play a pivotal role in maritime safety and extend much further than being the traffic lights of the sea.
We are a long way from the days of a traditional lighthouse whose kerosene lamp served as a simple warning of danger ahead.
The navigational tools available to mariners today are vast and they continue to evolve as new technologies are realized.
Types of AtoN
Congestion within the world’s ports and shipping channels continues to grow, with the maritime industry relying on AtoN to ensure navigational safety and to manage traffic conditions.
On 2 March the (UK) Maritime & Coastguard Agency issued the eleven-page document entitled: MIN 656 (M): Understanding the long-term impacts of the COVID-19 pandemic on seafarer wellbeing.
This Marine Information Note (MIN) provides guidance for ship owners on the stressors which have been created or exacerbated by the conditions throughout the COVID-19 pandemic and provides some mitigating strategies.
The document provides information on the potentially long-lasting and far-reaching impacts of the COVID-19 pandemic on seafarer wellbeing. It provides guidance for ship owners on the stressors which have been created or exacerbated by the conditions throughout the pandemic and provides some mitigating strategies.
In this document the term ship owner is used in the sense that it is used in health and safety regulation, as the person responsible for the operation of the ship.
This is often the same organisation as the ‘company’ referred to in the ISM code.