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.
Following a successful Industry Input Workshop in May 2018, on 29 November the second Industry Input Workshop was held to discuss and agree on global data standards (GDS) for port call data, allowing machines to understand each other. E.g. to connect the berth planning of the terminal to the navigation information of the ship. Earlier, in September 2017, the United Kingdom Hydrographic Office [UKHO] and the International Harbour Masters Association [IHMA] released an intermediate publication for the functional definitions for port call data, allowing humans to understand each other.
The scope of port call data includes vessel – berth compatibility (safe port) information, and information related to availability of berth, fairway, nautical and vessel services, with the aim to bring existing international industry standards together, allowing for quick endorsement and implementation.
Some 80 attendees attended the workshop representing shipping, ports, suppliers of navigation systems and terminal operating systems as well as representatives of relevant international maritime organizations. This workshop was only the second of its kind in a 5,000-year-old industry.
For port call optimization it’s fundamental to have standardized digital data available, allowing for real time updates in the port call process. Therefore, it’s imperative to agree on global digital data standards first.
The need for port call optimization is increasing day by day, especially with the commitment of the IMO to reduce emissions caused by shipping with 50% by 2050. Many articles in various maritime industry magazines have already pleaded for international standards – and now we can see the first tangible results.
Captain Ben van Scherpenzeel, Chairman of the International Taskforce Port Call Optimization: all participants agreed that there is a need to digitize, simplify and optimize the maritime industry, to meet current challenges like reducing emissions of shipping. Only moving forward together with a robust set of globally agreed port call standards will assist all parties to invest into solutions.
Captain Andreas van der Wurff, Maersk Line: the use of agreed global standards is essential for optimizing the port call process and will enhance collaboration between the key stakeholders in a port environment.
Per Setterberg, STM Validation Project Manager: Digital standards are a pre-requisite, but commercial contracts might be a hindrance to more efficient operations. That is why it is so important that BIMCO could present another step forward at the workshop - the STM clause for standard contracts that can be used to split benefits of just-in-time arrivals. 85% of world trade is using BIMCO standard contracts.
EHMC, UKHO, GS1, International Taskforce Port Call Optimization, STM, SMART and SESAME organized the first workshop on 24 May 2018, to demonstrate the different initiatives are moving towards the same solution. It was attended by more than 50 people. The first findings identified the need to spend more time to investigate the currently available options for e.g. identifiers of berths and terminals. Action items were addressed by two small expert sessions. In the 29 November workshop the wider industry stakeholders validated and endorsed the outcome of these expert sessions.
Concrete outcomes of the workshop:
There was little discussion about the proposed standards as most of them are based on existing ISO or branch standards. Importance of ISO standards is that they’re well maintained by a robust organization. Next step forward is to carry out a GAP analysis which proposed standards are not yet maintained by ISO. Another step forward is to realize that having standards only is not sufficient; guidance is needed for ports and terminals how to apply the standards.
Discussion was held regarding standard API’s – allowing platforms to connect to one another. Not a concrete outcome yet, but setting the scene of what the ambition of the marine industry should be.
Results will be available in 2 weeks’ time on www.portcalloptimization.org
With ABB’s shore connection technology, three Corsica Linea ferries will cut emissions and noise pollution when berthed in the Port of Marseille, France.
Instead of running diesel-fuelled auxiliary engines the ferries Paglia Orba, Jean Nicoli and Pascal Paoli will use electricity for power at the berth. Each of the three vessels is being modified to feature ABB’s power compensation device Dynacomp, which allows electricity available from the local grid in Marseille to be stepped down to 11KV in order to take care of ship power needs while in port.
Jean Nicoli is illustrated here with the kind assistance of Corsica Linea / ABB ©.
In the words of Ludovic Amouroux, Project Manager, Corsica Linea: ‘ABB shore connection technology enables the type of emissions-free ship power that regulators, ports and local residents increasingly demand. With ABB’s proven technology, Paglia Orba, Jean Nicoli and Pascal Paoli will be emissions-free when berthed in Marseille. We estimate we will use between 7MWh and 11 MWh of zero-emission power per call, depending on the vessel.’
Jyri Jusslin, Head of Service, ABB Marine & Ports added: ‘Decision-makers in the ferry sector like Corsica Linea continue to lead on zero-emission shore power, proving that existing vessels can significantly reduce environmental impact with technology that is available to shipowners today. We are delighted to offer our turnkey shore connection solution to meet Corsica Linea’s shoreside power needs.’
This second volume in the Collecting Maritime Evidence series has a special focus on electronic evidence – what it is, how to preserve and collect it, and how it can be used to understand the circumstances that led to a maritime incident.
While not completely replacing traditional records such as hard-copy logbooks, data from electronic sources such as ECDIS, VDR and AIS is vital for the investigator. Admiralty Judge Mr Justice Teare points out that the great benefit of such evidence is that “electronic or digital records cannot lie or have a faulty or imperfect recollection. They will be the best evidence of what happened.”
The book’s expert contributors are drawn from a wide range of disciplines. Among the subjects they discuss are the roles of the average adjuster and the mariner lawyer, evidence collection from the P&I perspective and that of the naval architect, and fire, deterioration of agricultural cargoes, machinery failure and surveying.
Introducing the volume, Captain Ian McNaught CVO MNM FNI, Deputy Master of Trinity House, emphasises, “It is imperative that seafarers understand the need for accurate evidence after an accident on board ship.” The expert advice contained here and in Volume 1 will enable seafarers to protect themselves and defend their actions through the production of such evidence.