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.
"Adapting to changes; ships using LNG as fuel, reporting through a Single Window"
Andreas Mai has hosted a triple E-event in which one day knew the EHMC seminar, a second day was dedicated to the Green Efforts project and a third day to an ESPO MAS meeting. The EHMC Seminar was about;
"The Safe Port; information and education"
When and how can Harbour Masters consult the SafeSeaNet system?
UK Certificate of Competency for Harbour Masters
Bachelor and Master degree for ex-seafarers aiming at a higher university degree
EHMC and the ESPO Maritime Affairs & Security Committee
European Nautical Platform
EHMC film on Safe Mooring “the Missing Link, improving the mooring process"
IHMA Nautical Port Information Project
"Extreme Weather Decisions"
Practical experience of Ports on the West Coast of Ireland resulting from the increasing number of violent winter storms Introduction
EHMC video project, dealing with all issues related to the ship-shore interface
EBA: “Mooring instructions in extreme weather conditions”
CESMA; “Who in the end is responsible for admission decision when entering a port with storms of over force 8”
Maritime Safety and Security Information Exchange Systems
"Beyond ISPS; further enhancing port security"
The Danish approach to security
Maritime and port security in the EU: any need for a single and simpler legal instrument?
VTMIS – How a vertical VTMIS can enhance security in the port
New Developments in Maritime Safety and Harbour Security Systems
A day in the life of a Harbourmaster enforcing the ISPS code and Port Directive
Information sources related to compliancy of port facilities
"Safe Seas, Safe Ports"
the different roles of the Harbour Master
The regulatory side of Safe Sea Net
Preventive and safety related information management
The progress of Safe Sea Net
Acceptance in ports of ships in distress
Breakdown and blackouts
Developments in ship design and construction
"How do we handle ship waste in Europe? Implications of
regulations and practices"
"The future of vessel traffic management in concept and
A ship’s voyage visiting the port of Rotterdam in the near future
Investigating the boundaries of VTM in European harbours
VTM as a calamity abatement tool, now and in the future
Calamity abatement fully under control? Close co-operation in the safety chain
Dangerous goods incidents; Prepared and under control
Presentation Dynamic Harbour Chart
French container carrier, CMA CGM has announced its intention of launching a new product called Round the Africa (RTA) service to add to and complement the current 31 CMA CGM services already operating to sub-Saharan Africa.
A bit of a misnomer, the service is unique in terms of providing a direct service from Asia to Senegal and Sierra Leone along with best transit times, as well as calls to other selected West African ports.
Dakar is reached weekly from Ningbo in 35 days, from Nansha in 32 days. Freetown (Sierra Leone) is reached in 35 days from Nansha. The service offer to Tema (Ghana) is improved with three weekly departures.
‘Our exporters from West Africa will benefit of excellent transit time and direct service to China. Shanghai is reached in 29 days from Abidjan, 31 days from Tema, 36 days from Freetown and 39 days from Dakar,’ says the line in a statement.
One is left to assume the Round Africa part comes from the ships returning to Asia via the Cape of Good Hope.
Round the Africa service rotation is as follows:
Shanghai – Ningbo – Nansha – Singapore – Malta – Tanger – Dakar – Freetown – Tema – Abidjan – Port Kelang – Shanghai
In the current context, marked by the effects of the Covid 19 pandemic, terminals are showing a considerable drop in overall port volumes. This is associated with a decline in economic activity, and with a large number of blank sailings due to shipping lines’ attempts to align capacity with existing demand.
However, the paradox is that despite the fact that calls and volume arriving at the Port of Barcelona's BEST terminal have decreased, moves per call have significantly increased. This was reported from the port on 29 June.
During week 23 (1-7 June), BEST terminal welcomed the largest vessel to call at the Port of Barcelona, MSC Sixin, with a capacity of almost 24,000 TEU.
Subsequently, similar ships from the 2M alliance (Maersk + MSC) have been arriving on a recurring basis on passage between the Far East and Europe, grouping together all the moves that a few weeks ago were made between different services of the same alliance and which were cancelled due to the exceptional situation currently experienced.
During May and June, BEST terminal saw how the number of moves per call had broken all existing records in the Port of Barcelona – starting with almost 8,000 moves in week 22, all move records broken to reach almost 8,500 moves in week 24.
This change in demand, with large cargo concentration peaks on large deep sea vessels and a smaller number of calls, directly impacts on the way terminals must approach the services they offer.
It was found that the way to put forward a valuable proposal to shipping lines with these types of calls, is to offer productivity per call that exceeds by far the average efficiency in container terminals. With this in mind, it is important to highlight the relevance of the important investments made by BEST, both in the number of cranes capable of operating these types of ship, and in the terminal operating system (TOS) at all levels.
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