port technologies

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SKEMA Consolidation Study SE-4.2 Port Technologies
Draft document - version v-1.0 Date : 17.05.2009
Contract No. TREN/08/FP7TR/........SKEMA
Sustainable Knowledge Platform for the European Maritime And Logistics Industry
FP7- SST.2007.2.2.4. Maritime and logistics co-ordination platform
Deliverable: D 2.4.2 SE4.2 Port Technologies
Project Start Date: Sep 1
st
2008 End Date: Sep 1
st
2011
Co-ordinator:
Deliverable No D2.4.2 Document type: D
SP No SP Leader:
WP No WP Leader: PORTEL
Due date:
Submission date:
Dissemination Level: PU Distribution Group: Consortium

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Document summary information
Authors and contributors
Initials Author Organisation
O D Oscar Díaz Portel S A
F F Fernando Fernández “
S A Sergio Aguado “
J M Juan Martínez “
M C Mònica Cano “
F C Fernando Casas “
P C Pablo de Castro Conceptual S L
Revision history
Rev. Who Date Comment
0.40 22.01.2009 Dublin Conference advance
0.90 12.03.2009
0.95 21.04.2009 With internal peer review comments
1.00 17.05.2009 First draft for internal consortium review
2.00 30.06.2009 Under review
Quality Control
Who Date
Checked by WP Leader
Checked by SP Leader
Checked by internal reviewer
Approved by project manager Under review
Disclaimer
The content of the publication herein is the sole responsibility of the publishers and it does not necessarily
represent the views expressed by the European Commission or its services.
While the information contained in the documents is believed to be accurate, the authors(s) or any other
participant in the SKEMA consortium make no warranty of any kind with regard to this material including,
but not limited to the implied warranties of merchantability and fitness for a particular purpose.
Neither the SKEMA Consortium nor any of its members, their officers, employees or agents shall be
responsible or liable in negligence or otherwise howsoever in respect of any inaccuracy or omission herein.
Without derogating from the generality of the foregoing neither the SKEMA Consortium nor any of its
members, their officers, employees or agents shall be liable for any direct or indirect or consequential loss
or damage caused by or arising from any information advice or inaccuracy or omission herein.

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SKEMA : SE5.2 Port Technologies. INDEX
1 General Introduction
2 SE-5.2.1 Cargo Handling advances and new facilities
GR1 Cereals
GR2 Containers
GR3 Dangerous Goods
GR4 Fruits and perishable goods
GR5 Liquid Bulk
GR6 LPG
GR7 Oil
GR8 Passenger
GR9 RoRo
GR10 Solid Bulks
AR1 ERP
AR2 Gate Systems
AR3 Handling Equipment
AR4 Infrastructures
AR5 Security Systems
AR6 Safety Systems
AR7 Telematics
AR8 Terminal Operation Systems
3 SE 5.2.2 Port Telematics
SE1 Booking and freight services
SE2 Cargo tracking facilities
SE3 Coordination of multi-actor activities
SE4 EDI message interchange
SE5 Interconnection with PSW & NSW
SE6 Message processing, dispatching,
SE7 Re-use of commercial & public data
SE8 Tracing of documents and services
SE9 Traffic statistics
SE10 Web applications for e-fulfilment
4 SE 5.2.3 Safety and security support systems
SF1 Maritime climate forecasting
SF2 Design, new materials & construction processes x infrastructure like breakwaters quays
SF3 Advanced decision systems for safe
SF4 VTS including Radar and AIS.
SF5 Automatic piloting and berthing.
SF6 Control and vessel guidance.
SC1 ISPS resources and planning
SS1 Port control centres:
SS2 Safety/Security resources planning
SS3 Coordination with SAR / Coast Guard.
SS4 Single window integration.
SS5 Passengers and vehicle Perimetral
SS6 Emergency planning and simulation.
SS7 Coordination with SafeSeaNet.
SS8 Dangerous goods treatment.
5 Annexes

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1. General Introduction
1.1 Objectives
Efficient transport networks are necessary instruments to generate wealth and employment for production,
commerce through integrated economic processes in modern economies. This is particularly important in
European ports that are the main modal connection for goods and also very important for people. In order
to improve this node function is necessary to review the technologies that are instrumental to this aim and
in particular:
• Efficient management of ships in and out of these physical infrastructures.
• Adaptation to the fast growth of vessel size and to the increasing requirements on safety, security
and environment.
• Improved intermodality for a quick handling and distribution of goods and passengers in and out of
ships and in and out of ports, with adaptation to the different cargo types and its unitization.
• Facilities for trade and logistic services which provide certain added value in ports, shifting from an
intermodal approach to a logistic nodal approach.
• Short sea links and train connections in ports as a mean to decongest roads in Europe, thus
leading to a sustainable transport system in Europe, under the umbrella of co-modality.
1.2 Targeted stakeholders
• Transport operators: shipping companies, ship agents, road transport operators, train operators.
• Transport agents: cargo agents, custom agents, freight forwarders.
• Port operators: terminals, stevedores, pilots, tugs, mooring companies, vessel suppliers
• Logistic operators: warehouses, distribution companies, import and export companies, shippers
• Policy makers: National Organizations, EU, International organizations (IMO, WTCO)
• Standardization organizations (UN/CEFACT, ISO)
• Others: consultancy firms, trade organizations
1.3 Approach
This study considers all technologies applicable to ports, and in general, to the maritime industry, for
facilitating vessel and cargo operations with regards to intermodality and co-modality.
The study will identify key surveys carried out recently for port technologies and will provide a practical
guide on how best to obtain information on port technologies.
The study will also arrange interviews with up to 3 ports (Dublin, Goteborg, Algeciras) to indentify recent
investments on innovative technologies and related results.

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1.4 Targeted technologies
code FILE THEME
CARGO HANDLING
GR1 Cereals
Groups
CARGO
HANDLING
GR2 Containers
GR3 Dangerous Goods
GR5 Liquid Bulk
GR6 LPG
GR7 Oil
GR8 Passenger
GR9 RoRo
GR10 Solid Bulks
AR1 ERP
Areas
AR2 Gate Systems
AR3 Handling Equipment
AR4 Infrastructures
AR5 Security Systems
AR6 Safety Systems
AR7 Telematics
AR8 Terminal Operation Systems
PORT TELEMATICS
Services
PORT
TELEMATICS
SE5 Interconnection with PSW & NSW
SE6 Message processing, dispatching,
SE7 Re-use of commercial & public data
SE10 Web applications for e-fulfilment
SAFETY & SECURITY
SF1 Maritime climate forecasting
Safety
SAFETY
&
SECURITY
SF2 Design, new materials and construction processes
SF3 Advanced decision systems for safe navigation
SF6 Control and vessel guidance.
SC1 ISPS resources and planning Security
Safety
&
Security
SS2 Safety/Security resources planning
SS5 Passengers and vehicle Perimetral control
SS7 Coordination with Safeseanet.

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1.5 Glossary of acronyms and terms
AEO Authorized Economic Operator,
AGV Automated Guided Vehicle
ASCII American Standard Code for Information Interchange
CAGR Compound Annual Growth Rate - year-over-year growth rate of an investment
CCTV Closed Circuit Television
CSS Customer Support Systems
CTPAT Customs - Trade Partnership against Terrorism
DG Dangerous Goods
Dry port Place not at seaside where finalize the maritime transfer to ground
EDIFACT Electronic Data Interchange For Administration, Commerce, and Transport
EILU European Intermodal Loading Unit
ERP Enterprises Resources Planning
EU European Union
Flo-Flo Float-on/Float-off - specialized Heavy Lift Ships or semisubmersible ships,
GPS Global Positioning System
HSS High Speed Sealift
ICT Information and Communication Technologies
IGC International Code for Ships Carrying Liquefied Gases
ILO International Labour Organization
IMDG International Maritime Dangerous Goods
IMO International Maritime Organization
ISO International Standardization Organization
IWW Inland Water Ways
LGC Large Gas Carrier
Lo-Lo Load On/Load Off
LNG Liquid Natural Gas
LPG Liquid Petroleum Gas
MARPOL Maritime Pollution
MAS Maritime Assistance Services
Mdwt Millions of dead weight tonnes
MGC Medium Gas Carrier Mid-sized 20-40,000 cubic meter LPG fleet
MIM Maritime Information Management
MOS Maritime Operational Services
MOS Motorway of the Sea
MRP Material Resources Planning
MTBE methyl tertiary butyl ether
Mtons Millions of tonnes
OCR Optical Character Recognition
OPR Oil Pollution Response
Piloting Systems Special systems used to help in the manoeuvre of piloting.
Port Place for passengers and cargo transfer from ship to ground.
PCC Port Control Centres – Integration of management, security, maritime traffic and
communications systems of a port.
PCS Port Community Systems – Solutions Business to Business promoted by the
Public Authorities for the interchange of documents in structured format
PSC Port Service Centres
REACH Registration, Evaluation, Authorization and restriction of CHemicals
RFID Radio Frequency Identification
Ro-Pax Mix transport vessel for Ro-Ro & Passengers
Ro-Ro Roll-on Roll-off
SAR Search and Rescue
SAR Synthetic Aperture Radar

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Security Systems Special systems that integrate all the areas about Safety and Security events
SMDG Shipping Maritime Dangerous Goods
SOLAS Save Our Lives at Sea
SS-XML Short Sea Extended mark-up language
Sto/ro Stow and roll.
TAV Total Asset Visibility
TEU Twenty-foot container Equivalent Unit
TOS Terminal Operation Systems
TWIC Transportation Worker Identification Credential
UKC Under keel clearance
ULCC Ultra Large Crude Carriers
UN United Nations
VLCC Very Large Crude Carriers
VTM Vessel Traffic Management
VTS Vessel Traffic System is a marine traffic monitoring system established by
harbour or port authorities, similar to air traffic control for aircraft
VTMIS Vessel Traffic Management and Information System
VTMIS Vessel Traffic Monitoring and Information Service
Wo-Wo Walk-on/Walk-off , commonest handling method for livestock carriers.
WTCO World Trade and Commerce Organization
XML Extended mark-up language

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2.- SE 5.2.1 Cargo Handling advances and new Facilities
Objectives.
The Cargo Handling facilities must be differentiated depending on type of cargo handled, infrastructures or
software required to manage the cargo during the process. The GROUPS must be defined including all
types of cargo handling, and it could be as follows:
GR1 Cereals
GR2 Containers
GR3 Dangerous Goods
GR5 Liquid Bulk
GR6 LPG
GR7 Oil
GR8 Passenger
GR9 Ro-Ro
GR10 Solid Bulks
The objective is to define and develop a study for all these groups focus on the study in some specific
areas to find the advances and new facilities related to the Cargo Handling.
The AREAS for studying must be:
AR1 ERP invoicing, services
AR2 Gate Systems OCR, RFID, magnetic cards, biometric readers
AR3 Handling Equipment cranes for vessel and terminal operations, terminal transport systems,
cargo handling equipment, such as straddle carriers, gantry cranes,
AGVs
AR4 Infrastructures depending on type of cargo, infrastructures used in the operation process
are different (berth lines, dangerous cargo facilities, inspection facilities,
quays, warehouses, fences, buildings
AR5 Security Systems CCTV, access control, video processing, perimeter protection
AR6 Safety Systems anti-fire systems, sensoring
AR7 Telematics EDI messages, B2B
AR8 Terminal Operation
Systems
vessel operations, yard operation, RFID, automation, GPS, gate
operations
Target stakeholders
• Ports
• Cargo handling suppliers.
• Port operators: terminals, stevedores, pilots, tugs, mooring companies, vessel suppliers
• Civil works suppliers and consultants.
• Maritime Authorities.

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Study Approach
This study looks for to identify and classify the technologies and theirs application areas. Technological
description and application areas should be done in general. We have to consider the following aspects
during the study:
• Scope
• Market Status
• Trends.
The 5.2.1 chapter describes the work performed and results developed by the research work on Port
Handling Technologies” for the Project SKEMA .It provides an evaluation of existing, emerging and
conceptual cargo handling technologies. The report emphasizes the qualitative assessment of the
performance of existing, emerging and conceptual, commercially developed
technologies for terminal operations and proposes concepts that employ advanced technologies for cargo
handling.
The competitive world economy and the increasing performance expectations of customers lead to a
demand for low cost, rapid and dependable shipping of cargo. The saturation of land usage in most ports
together with the competitiveness for higher capacity and efficiency put pressure on port authorities and
terminal operators to make existing port terminal facilities more efficient through the use of advanced
technologies.
The development of efficient, automated, high-tech loading/unloading equipment and associated cargo
handling and tracking technologies has the potential of considerably improving the performance of terminal
operations. The commercial sector is driving these developments in an effort to improve competitiveness
and provide additional services in operations associated with cargo handling.
The major categories of cargo handling technologies studied include storage and retrieval systems,
equipment tracking technologies, specific ship-loading technologies, multiple trailer systems, container
technologies, automated guided vehicles (AGV), linear motor conveyance systems, automated storage and
retrieval multi-story systems (AS/RS). For each category we examine 3 key features : SCOPE – MARKET
STATUS & TRENDS. The current and future technologies for terminal operations are also studied. The
main findings of this report are summarized as follows:
• The scarcity of land in most E.U. ports together with increasing demand for more capacity dictates the use
of advanced technologies to make existing port and terminal facilities more efficient. • The trend for using
advanced technologies and automation for terminal operations has already started in US, China and Asia.
Even though in the E U., labor agreements are a big obstacle to any type of automation that affects the
labor force, in the long run the trend for automation will prevail in order to deal with the problem of land
usage saturation and meet global competition.
• Advances in crane and cargo storage and retrieval technologies such as mega-cranes, robotic cranes,
smart spreaders, cell elevators and others that are in the experimental phase could have a significant effect
on the efficiency of terminal operations once properly implemented. Estimates of the expected throughput
of the most advanced cranes can be as high as 75 to 100 moves per hour compared with actual 50 – 6
moves.
• • The use of Total Asset Visibility (TAV) systems as core part of ERP systems to determine tracking and
location of the assets, identify the assets and to access and deliver the information about the assets will
play a significant role in improving the efficiency of commercial port operations. TAV is a rapidly changing
area in both technology and business environments. The wise use of ERP systems depends on a certain
amount of standardization, which is difficult to establish due to the volatility in the development of ERP
technologies.
• Automated guided vehicles (AGV) for terminal operations offer potential for improving throughput
considerably if properly used with other equipment. The interface of automated and manual operations may
introduce delays that could significantly reduce the benefits of automation. Linear motor conveyance

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systems that have been successfully used for non-port applications offer a strong potential for application
to container terminals.
• Automated storage and retrieval multi-story systems (AS/RS) for yard operations may be proven to be an
ideal solution to areas where land is very limited. They could be very practical and cost effective especially
if they are used to store empty containers or relatively lightweight cargo.
• The use of advanced technologies to automate all terminal operations could lead to significant
improvements in throughput. The use of automation in terminal operations will eliminate most of the
randomness due to manual operations and allow the use of optimization techniques to further improve
performance. The details of the above findings are presented in the following files.
Fig 1.1 .- Breakdown by handling method
Lo/lo stands for lift-on/lift-off The cargo is lifted in and out of the ship (loaded and unloaded) using on-board
lifting gear or loading gear, such as derricks, on-board cranes or gantries, or also on-shore lifting gear. This
is the traditional handling method and is used for most ships throughout the world.
Ro/ro stands for roll-on/roll-off, meaning that the cargo is moved on and off the ship on wheels. This is
achieved in various different ways. Loaded trucks drive on/off ship under their own power, the driver either
traveling with the truck and continuing onward carriage or leaving the truck to continue its journey
unaccompanied. In either case door-to-door transport is possible. The truck may travel unaccompanied
when driven by a driver under contract. Door-to-door transport is again possible. Trailers or chassis are
driven on board with special terminal tractors. Roll trailers are packed at the port of departure, hauled on
board with special ro/ro tractors, hauled off at the port of destination and unpacked there.
Sto/ro stands for stow and roll. In this case, the cargo is rolled on or off ship using one of the above
methods, but is conventionally stowed when on board, usually by means of forklift trucks. This method is
not used for container traffic.
Flo/flo stands for float-on/float-off. Other variants are possible. Floating goods or goods loaded onto
floating cargo carriers are floated in and out of dock-like holds in the ship. or Alternatively, the carrier vessel
semi-submerges, moves under the cargo, refloats and lifts the cargo into the predetermined stowage
space. The cargo is unloaded by performing the process in reverse. This method may be used for
container transport if floating cargo carriers, such as barges, have already been loaded with containers.
In the truck-to-truck method, the cargo is set down using ground conveyors, such as forklift trucks, onto
on-board lifts, raised/lowered to the appropriate loading level, where it is loaded using ground conveyors.
Discharge proceeds in the reverse order. This method is not suitable for container traffic.
In the lift-and-roll method, the cargo is lifted on board with on-board loading gear or winch platforms and
then rolled into place. This method is preferably used with a special type of barge carrier. This method is
suitable for container traffic if the containers have previously been loaded onto or into the barges. Wo/wo

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or walk-on/walk-off sounds comical, but is in fact the commonest handling method for livestock carriers.
The animals walk onto and off the ship or into the containers or CTUs. The same principle applies to all
passenger vessels.
Fig 1.2.- Overview of merchant ship types
There is another key piece in the Port Technologies nowadays, the ITS – Intelligent Transport System , EU
initiative. ITS approaches are being developed for the different transport modes and for interaction
between them (including hubs), with the strong support of the EU. However, in road transport the take-off
has been slow in spite of the rapid development and introduction of ITS applications, supported by inter alia
the Commission’s research and development Framework Programmes, eSafety, CARS21 and
EuroRegional TEN programmes and by the intelligent car initiative.
In many of these applications satellite navigation already is a key component or has the potential to be one,
and the Galileo programme provides the opportunity to integrate up-to-date technologies into these
systems. In addition it should be recalled that the ITS industry has strategic importance in its own right.
Car and truck manufacturers, transport operators and logistics providers all derive a competitive advantage
from integrating state of the art technologies into their products and services. European systems and
component suppliers play a leading role worldwide. Hence the present initiative will also take a role as a
"lead market" initiative as those undertaken in other areas of industrial policy. In particular, ITS will
contribute to launching a whole series of new services for better informed citizens on environment and
mobility: "information society" services.

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Fig 1.3.- Cargoes trade and transport modes
The introduction of ITS is moving forward in different ways, as a function of the requirements of the various
transport modes and of the degree of organization of the sector. The main elements in the provision of
transport are the vehicle, the infrastructure and the human elements and freight. For each of these
elements, ITS tools are available which can contribute to the objectives of realization of additional capacity
or reducing congestion (“Efficient”), improved safety (“Safe”) and in light of the concerns on global warming
and air pollution, minimizing the adverse impact of mobility on the environment (“Clean”).
The following table on the next page presents a first assessment by the European Commission services of
the potential contribution of the main Road Transport Systems and Services to the EU policy objectives,
A similar development should be made with the 43 Port Technologies developed in this report from an EU
Policies perspective.
Ref : 2008_03_26_its_roadmap_outline

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EU POLICIES AND ROAD TECHNOLOGIES

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EU POLICIES AND PORT TECHNOLOGIES
EU POLICY OBJECTIVES Transport
Efficiency
Safety
Security
Environment
Protection
Economy Access
CODE PORT TECHNOLOGY
CARGO HANDLING
GR1 Cereals x
GR2 Containers x x x
GR3 Dangerous Goods x
GR4 Fruits and perishable goods x
GR5 Liquid Bulk x x
GR6 LPG x
GR7 Oil x x
GR8 Passenger x x
GR9 RoRo x x
GR10 Solid Bulks x x
AR1 ERP x
AR2 Gate Systems x
AR3 Handling Equipment x
AR4 Infrastructures x x x x x
AR5 Security Systems x x
AR6 Safety Systems x x
AR7 Telematics x x
AR8 Terminal Operation Systems x x
Transport
Efficiency
Safety
Security
Environment
Protection
Economy Access
PORT TELEMATICS x
SE1 Booking and freight services x x
SE3 Coordination of multi-actor act x x x x x
SE4 EDI message interchange x
SE5 Interconnection with PSW & N x x
SE6 Message processing, dispatch x x
SE7 Re-use of commercial & publi x x
SE8 Tracing of documents and ser x x
SE9 Traffic statistics x x
SE10 Web applications for e-fulfilme x x
Transport
Efficiency
Safety
Security
Environment
Protection
Economy Access
SAFETY & SECURITY X
SF1 Maritime climate forecasting X x
SF2 Design, new materials & const X
SF3 Advanced decision systems fo X x
SF4 VTS including Radar and AIS. x X
SF5 Automatic piloting and berthin x X
SF6 Control and vessel guidance. X
SC1 ISPS resources and planning X x
SS1 Port control centres: x X x
SS2 Safety/Security resources pla X x
SS3 Coordination with SAR / Coas X
SS4 Single window integration. x X x
SS5 Passengers and vehicle Peri X x
SS6 Emergency planning and simu X
SS7 Coordination with Safeseanet. X x
SS8 Dangerous goods treatment. x x

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CARGO HANDLING FILES:
GR1
Cereals
Scope
The term "cereals" covers the grain fruits of cultivated grasses (wheat, rice, corn,
barley, millet, oats. As a rule, cereals are transported worldwide in bulk carriers, for
instance from the USA, Canada, Argentina, India, Indonesia and Australia. Seed and
malt are also transported by container.
The EU cereals industry is characterized by a very fragmented supply (farms) and
distribution sector (trucks) serving concentrated final users (animal feed
compounders, mills and maltsters). Cereal supply chains are generally not vertically
integrated and usually involve several links. Low margins are common throughout
the chain. Recent Value Chain Analysis studies have shown that the EU cereals
industry is inherently weak in its supply chain arrangements. More efficient
intermodal transport arrangements could save costs by a better forecasts of
consumer demand removing uncertainty and enabling production to be planned more
efficiently, lower stock holding across the chain and better equipment and vehicle
utilization.
High and consistent quality volumes and competitive prices are the main criteria for
many cereal buyers. Where competition is focused on price, as in cereals, it is very
difficult to foster closer collaboration within the industry. The demand for cereals is a
derived demand based upon the demand for a wide range of final products. These
range from bakery products, to alcoholic drinks, to sweeteners and increasingly to
bio-fuel industry, but a lower demand is forecasted for the coming years due to world
economy crisis.
Market status
World cereal production in 2008 is estimated at 2,244.8 million-ton ,and a
consumption of 2,200 million-ton with the global cereal harvest in 2008 hitting a new
record, a significant improvement in the global supply and demand balance for
cereals in the 2008/09 season is expected. After allowing for a forecast 3.4 percent
increase in utilization, larger than the estimated increase in the previous season, a
10 % increase in world cereal stocks could now be possible.
Transport, pure and simple, is almost always an adjunct to another level of the cereal
supply chain, undertaken as the responsibility of one of the participants between
whom the foodstuff is being moved. In the cereal supply chain, the participants may
operate their own transport facilities, for example, farmer’s own tractors, or buy in the
service from a specialist contract haulier. Due to the production characteristics of
cereal crops, most of the 3rd party cereal hauliers tend to be of small size and
operate on a local level.. They generally serve their local areas and operate in a very
competitive environment.
Trends
Future developments are expected in pneumatic and mechanical ship un-loaders,
mechanical ship loaders, and storage systems for bulk cereal grains, derivates, and
oilseeds.
• Cereal production is trending down
• Focus of the industry has largely been on food markets and exports
• Domestic feed supplies largely a consequence of:
– Unselected barley (Malt selector heaven)
– Poor harvests – reduced quality
• Industrial market (ethanol) is emerging - development is predicated on low
cost feedstocks.
References : http://www.ifpri.org/ International Food Policy Research Institute
http://www.fao.org/worldfoodsituation/en/ Food and Agriculture Organization

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GR2
Containers
Scope
Container traffic (data from ECSA Annual report, 2007)
Grows rapidly, at annual rate of 6% for some years and double-digit growth in last few
years, to triple in 20 years. Container trades, 2007: 134 million TEU*, 10.7% annual
Data for 3 main selected trades, world-wide (covers 1/3 of the whole trade, intra-Asia
nearly another third, RoW rest)
1. Trans-Pacific (East-Westbound) 14 Mteu (E) + 6 Mteu (W) =20 Mteu
2. Europe/Mediterranean-Far East 6 Mteu (E) + 10 Mteu (W) =16 Mteu
3. Trans-Atlantic 2.5 Mteu (E) + 3.5 Mteu (W) =6 Mteu
*TEU: Twenty-feet Equivalent Unit or 20-feet container (=35m3, 10-12 tonnes), 40
Containerization has grown remarkably since 2000. In 2007 approximately 50% of
10,000 millions tons seaborne cargo was carried out in containers . Among the
advantages of containerization is that containers come in standard forms and that only a
few types of handling equipment are needed, no matter what kind of cargo is carried
inside the container. With containerization many small packages are combined to a
larger unit to simplify the handling and reduce the handling costs. Moreover, it is also
likely that fewer damages occur, compared to non-containerized cargo and the
containerized goods are safe in the container during storage of the container in the
warehouse and during transportation.
Market status
The majority of containers used worldwide today comply with the ISO standard, with 20'-
and 40'-long containers predominating. For some years, the ISO standard has come
repeatedly under pressure. As stowage factors increase for most goods, many
forwarders want longer, wider and higher containers, preferably all at once. Some ship-
owners have given in to the pressure and containers of dimensions larger than provided
for by the ISO standard are now encountered distinctly more frequently. "Jumbo"
containers of 45' and 48' in length, widths of 8'6" (2.60 m) and heights of 9'6" (2.90 m)
have been in existence for some years. EU proposed in 2003 a 42’ container (EILU) still
under analysis. Efforts to build even larger containers, e.g. 24' (7.43 m) and 49' (14.40
m) boxes 2.60 m wide and 2.90 m high, are mostly confined to the USA. Even 53' long
containers have been approved for use for some time throughout the USA, while some
states will even allow 57'. Developing countries are understandably against changing the
standards. All-container ships are divided into generations depending upon their
container capacity. Roughly speaking, the generations can be divided as follows:
1st up to 1,000 TEU 4th more tan 4,000 TEU
2nd up to 2,000 TEU 5th more tan 5,000 TEU
3rd up to 3,000 TEU 6th more tan 6,000 TEU
Trends
Key Trends in Container Shipping:
•Increased cargo containerization: > 10% / year since 20000 due to:•Shift from transport
of raw materials to transport of processed & finished products
•Economics of scale in containerized transport
•Flexibility in intermodal & co-modal transport
•Combination of different commodities
•China as a stimulus of worldwide containerized traffic
•Continuing development of the excellence of hinterland industries
•Continuing development logistic centre’s of excellence integrating: Service, Logistics,
Industry, Financing,& Governance
•Increased decentralization of port management activities
•Increased Multi sectoral Public Private Partnerships and Port Landlord model
•Environmental constraints & Security measures Challenges

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GR3
Dangerous
Goods
Scope
The management of Dangerous Goods (DG) started with the development of the
IMDG Code dates back to the 1960 Safety of Life at Sea Conference, which
recommended that Governments should adopt a uniform international code for the
transport of dangerous goods by sea to supplement the regulations contained in the
1960 International Convention for the Safety of Life at Sea (SOLAS) all from IMO.
In accordance with the criteria for the selection of marine pollutants for the purposes
of Annex III of the International Convention for the Prevention of Pollution from Ships,
1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), a
number of dangerous substances in the various classes have also been identified as
substances harmful to the marine environment.
Other industrial reference is the SMDG, (Shipping Maritime Dangerous Goods) a
non-profit foundation, run by and on behalf of companies and organizations working
in the maritime industry, like container terminals, ocean carriers and related
companies and organizations dealing with DG. SMDG develops and promotes
UN/EDIFACT EDI-messages for the Maritime Industry and is an official Pan
European User Group, recognized by the UN/EDIFACT Board. Since its inception
the group has held numerous meetings across the globe. The first was held in
London in 1987, since then other locations have included Bremen, Rotterdam,
Hamburg, Felixstowe, Antwerp, Genoa, Malmo, Cardiff, New York, Southampton,
Helsinki, Salerno, Dubai, and Singapore. The SMDG meetings occur twice yearly in
April and October.
Market status
Since its adoption by the fourth IMO Assembly in 1965, the IMDG Code has
undergone many changes, both in appearance and content to keep pace with the
ever changing needs of industry. Current substances (including mixtures and
solutions) and articles subject to the provisions of this Code are assigned to one of
the classes 1-9 according to the hazard or the most predominant of the hazards they
present. Some of these classes are subdivided into divisions. These classes or
divisions are as listed below:
Class 1: Explosives
Class 2: Gases
Class 3: Flammable liquids
Class 4: Flammable solids; substances liable to spontaneous combustion;
substances which, in contact with water, emit flammable gases
Class 5: Oxidizing substances and organic peroxides
Class 6: Toxic and infectious substances
Class 7: Radioactive material
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances and articles
ISPS and Directive 65/2005 from EU are the current reference for Port Entities
regarding dangerous goods handling and management.
Trends
There are two key drivers areas that will become more restrictive in the near future
and will shape the handling and management of DG. By one side are the
ENVIRONMENTAL Policies, and by other side, there are the SAFETY & SECURITY
Policies .
Future developments go beyond EDIFACT format towards XML based application
dealing with DG, such as the emerging SS-XML (Short Sea)
Reference: http://www.smdg.org/

18
GR4
Fruits and
perishable
goods
Scope
The ATP – Agreement on the international carriage of perishable foodstuffs and on
the special equipment to be used for such carriage has been signed by almost all
Countries in Europe, by the USA and many other countries. It provides effective rules
for the certification of the refrigerated vehicles used for land and rail transport of
certain kinds of foodstuffs, with the purpose of ensuring their safety.
The Agreement on the International Carriage of Perishable Foodstuffs and on the
Special Equipment to be Used for such Carriage (ATP) done at Geneva on 1
September 1970 entered into force on 21 November 1976. ATP is an Agreement
between States, and there is no overall enforcing authority.
Perishable foods have long moved by rail truck or plane rather than vessels, with
improved technology ensuring quicker, cooler transportation of fresh fruits, flowers,
vegetables, vegetables, aromatics and herbs. Refrigerated boxcars also are used to
ship frozen commodities, such as french fries, meat, poultry, and dairy products.
Market status
There are several parts of the fruits and perishable goods transport chain that should
be taken into account:
• Insulated equipment
• Refrigerated equipment
• Heated equipment
• Tracing & tracking devices
Regarding the market size of perishable goods, there are two references for US and
EU, Both markets in 2007 reached about € 300,000 millions
Current refrigerated boxcars will be built with energy efficient cooling systems, GPS
tracking, fresh air exchange and the ability to remote monitoring the systems,
sometimes from thousands of km away on a network. RFID for tracking services are
the main support in management systems of perishable goods.
Trends
With coming vacuum cooling technology and additional cooling storage, service
providers will ensure longer lasting quality of perishable cargo from the world's
leading producers of perishable goods throughout different markets.
The lifetime of perishable goods is influenced by environmental conditions such as
temperature, relative humidity, and shock. Emerging Sensors technologies can
monitor these parameters and enhance logistic decision-making based on the actual
quality level of goods.
Another important issue will be related to environmental constraints for perishable
goods. The ecological side effects of the food supply are of major concern as well.
Between 20 and 30 percent of the carbon dioxide equivalent emissions in Europe are
caused by producing, transporting, preparing, and storing perishable food products
(European Commission 2006). Cutting down the wastage of such goods therefore
constitutes a considerable leverage for reducing the emission of greenhouse gases.
References: http://europa.eu/scadplus/leg/en/lvb/l06027.htm
http://www.unece.org/trans/main/wp11/atp.html

19
GR5
Liquid Bulk
Scope
Liquid bulks for the most of maritime cargo classifications. Include both LNG and Oil
but also liquid chemicals: acids, petroleum derivatives, methyl, ethanol, sulphur
products, vegetal oils, . When it comes to the seaborne trade the bulk volume is
dominate clearly, accounting for some ¾ of the tonnes of goods carried in deep sea
trade to Europe. Early estimates amount to about 6,900 Mtons carried in deep sea
trades 2007, whereof:
Liquid Bulks : 37.5% , Dry Bulks : 37.5% and General Cargo : 25.0%
The chemical tanker fleet usually is defined as both chem/oil ships and more
sophisticated pure chemical carriers. The reason for having them as one fleet is that
they overlap quite substantially in many sub-markets. The chem/oil ships also
overlap market wise with the product tankers already presented and given that it
comes as no surprise that this market is currently organized under Contract Shipping
model : Few suppliers, Economies of scale in fleet. Fairly homogenous service.
Liquid second-hand market and Close customer relations
Market status
The pure chemical tanker fleet transports highly sophisticated chemicals, like acids
and sulphuric products, which require that cargo-tanks built in non-corrodible
materials, which means that the vessels should be either IMO I or IMO II classed.
The chemical tanker fleet has seen tremendous growth between 2002 – 2007 to
58.8M dwt and 3,953 ships (of which 2,307 are smaller than 10,000dwt, equivalent to
11.1% annually. But if that fleet growth was extraordinary, 2007-11 will see even
higher growth, averaging an exceptional 12.3% yearly. Deliveries will amount to
43.4M dwt – fully 70% more than in 2001-06.
The chemical market has been one of the strongest growing markets between 2002
– 2007, 4.8% CAGR. After the Asian crisis in 1997, stable growth was disrupted and
the utilization of the majors’ fleets fell markedly. However, with the reclassification of
vegetable oils in 2007, the requirement for pure chemical tankers has shot up from
55M tonnes in 2005 to 145M in 2007.
Also refining and fuel regulations and the following industry responses have had their
impact on chemical and product tanker markets. The industry phase-out of MTBE
(methyl tertiary butyl ether) in the USA has been a contributory factor to high US
petroleum product imports. EU bio-fuels regulations are increasing demand for
transport of vegetable oils and ethanol.
China’s imports of liquid chemicals account for some 20% of the chemical tanker
market and have since 2001 grown each year by 17%. Now the 2008 Chinese
government’s decision to cut its export tax breaks for major chemical corporations
has led to a fall in imports of cargo.
Trends
• Liquid bulk seaborne trade the baseline growth forecast looks at an average annual
growth rate of 2% per annum.
• Russia and North Sea remain the main source of oil supply to Europe up to 2018.
• The average annual oil prices is parked at historically high levels.
• Inwards volumes will continue to dominate port handling in EU27.
• A more integrated view of the total business is emerging where short-sea
operations no longer stand in the shadow of the deep-sea operations, but a more
integrated view of the total business is emerging as an interesting strategy. Industry
leaders say that this may well indicate the beginning of a new area in chemical
shipping.

20
GR6
LPG
Scope
The LPG shipping market is the transport of many different products as ethylene,
ethane and polypropylene, plus liquefied petroleum gases (butane, propane or
blends thereof). Also LNG ships can carry LPG so competition from them is possible.
The LPG tanker market is a combination of the contract and industry shipping
markets. However, some of the LPG ships also trade on the spot market and they
also sometimes compete with product tankers for clean products
IGC Code from IMO sets the. Legislative framework for transport of liquefied gases
These technical norms and guidelines, tailored to the general legislative framework
of the country, are enforced through : General Port Regulations ( approved through
EU and National Decisions ) Approval of International Codes and Administrative
Circulars. The area of application of the above mentioned recommendations and
norms can be assigned to the following categories :
• LPG Loading / Unloading in ports / terminals
• Inspection of Gas Carriers
• Transfer of liquefied gases between Gas Carriers
Market status
Main actual technical recommendation for safety and security within LPG operations
are the following from ICS – International Chamber of Shipping and OCIMF – Oil
Companies Marine Forum.
• Safety Guide for Terminals Handling Ships Carrying LPG in bulk – OCIMF
• Safety in LPG Tankers – ICS
• Tanker Safety Guide – ICS
• Cargo fire-fighting on LPG Carriers – Gas tankers and terminal Operators Assoc.
Since year 2000 to 2008, seaborne LPG trade has increased 29%, mainly helped by
Indian and Chinese demand for LPG that stands for around half the growth. India is
the most important LPG shipping market as growth derives both from increased
imports and exports. In 2008, seaborne LPG trade is estimated at 57 Mt, the
ammonia trade at 19 Mt and deliveries to the petrochemical industry at 11 Mt, thus
totalling 87 Mt. Although the demand of LPG in India and China remains strong, the
LPG trade is adversely affected by an increase in imports of LNG into the region.
Imports to Japan, South Korea and the US have already slowed as a result. The
ammonia market has been the main driver of the MGC and LGC markets. The
petrochemical market in Europe and the US has also been strong, attracting tonnage
coming out from the Middle-East and South East Asia. The US is relatively new to
the international LPG trade, while Japan is one of the largest and oldest players.
Trends
In early 2008 rates dropped further and now barely cover operation costs. Although
supply and demand will increase, the fleet growth rate will be somewhat higher,
which will put continued further pressure on freight rates.
• With profitability margins set to decline, new vessels ordered at high prices will at
that time face problems in covering costs.
An LPG supply and export expansion is underway. Known forecast shows LPG
exports rising from 53 million tons in 2007 to 68 million tons in 2010 and 79 million
tons in 2015.
Changing demand patterns for LPG will result in a shift in LPG trade patterns. Five
years ago, the tilt was West-to-East; now it will be East-to-West. This LPG scenario
contrasts with the LNG picture where LNG supplies are tight and the trade West-to-
East.

21
GR7
Oil
Scope
A significant volume of oil is traded internationally by oil tankers and oil pipelines.
About two-thirds of the world's oil trade (both crude oils and refined products) moves
by tanker and, of that trade, about 43 million barrels per day is crude oil. Tankers
have made global (intercontinental) transport of oil possible, as they are low-cost,
efficient and extremely flexible. The world economy continues to rely on oil, so sea
freight and pipelines maintain their vital importance to supply. However, geography
dictates that the flow of traffic is not as smooth is we might hope.
World trade is essentially made by sea. Maritime concerns most of all EU’s external
trade and more than 40% of all intra-Community trade (in ton-miles). Oil is imported
in the EU mainly via oil tankers. Oil, its products and other raw materials account for
2/3 of world’s maritime trade in tonnage, share of manufactured goods in containers:
about 1/4. Main Commodities traded in the world by sea: (in billions of ton-miles,
2007 figures, source: UNCTAD).
- Crude oil . . . . . . .. . 9,800 (33%)
- Containers/other dry: . . 9,000 (30%)
- Oil products . . . . . . . 2,400 (8%)
- Iron ore . . . . . . . . . . 3,600 (12%)
- Coal . . . . . . . . . . 3,300 (11%)
- Grains, fruits . . . . . . . . . 1,500 (5%)
- Bauxite/alumina, 400 (1.3%)
Total: . . . . . . . . . . 30,000 bt
Market status
Large oil tankers by flag
1. Greece: 713 2. Norway: 376 3. Japan: 292
4. USA: 238 5. Russia: 134 6. Singapore: 132
7. Italy: 129 8. China: 116 9. Canada: 104
Oil tankers, kinds of ships (units in world fleet and average age in brackets, Dec.’07)
Total fleet of medium-large oil tankers: 3,225 ships (+ 475 on order), of which:
- Handysize (Medium): 25,000- 50,000 dwt (1,134 units + 237 ordered, 14 years)
- Panamax: 50,000- 80,000 dwt (694 + 72, 16 years)
- Aframax: 80,000- 120,000 dwt (550 + 141, 11.7 years) (650,000 barrels of oil)
- Suezmax: 120,000- 200,000 dwt (383 + 58, 9.8 years) (1.0 million barrels of oil)
- VLCC/ULCC*: > 200,000 dwt (494 + 67, 9.4 years) (2.1 million barrels of oil)
* Very Large Crude Carriers or VLCCs (200,000–300,000 dead weight tons) and
Ultra Large Crude Carriers or ULCCs (up to 350,000 dead weight tons).
Double hull: compulsory from MARPOL for all oil tankers of 5,000 dwt and above,
built from 1996 onwards. Oil transported by sea generally follows a fixed set of
maritime routes. Along the way, tankers encounter several geographic 'chokepoints',
or narrow channels :
Bab-el-Mandab Persian Gulf Malacca Indian Ocean
Bosporus Black Sea Suez Red Sea
Ormuz Red Sea
Trends
Single-hull phasing out for oil tankers, in EU waters and ports: ongoing, should be
completed by 2010.
Pipelines are the increasing mode of choice for transcontinental oil movements e.g
from Russia to Europe, from Algeria to Europe. Chokepoints are susceptible to
pirate attacks and shipping accidents of oil tankers.
Russia is a major supplier of crude oil and natural gas to Europe. All of the ports and
pipelines are operating at or near capacity, leaving limited alternatives if problems
arise at Russian export terminals. Transneft, the state oil transport monopoly, has
taken steps to upgrade the country's pipeline system, with an emphasis on building
new export pipelines to increase and diversify export routes for oil exporters. Nearly
80% of Russia's natural gas exports to Europe are routed through Ukraine.

22
GR8
Passengers
Scope
Passengers are carried all over the world most in ferries but also in cruise ships. The
ferries are life lines for many remote places and the transport work they do is thus
very important. The cruise passengers are more important for the communities that
they visit since the passengers tend to spend a good amount of there.
Passenger vessels can be further divided into two categories: Ferries and Cruise
passenger ferries where people are carried across relatively short bodies of water in
a shuttle-type service, and cruise ships, where passengers are taken on vacation
trips of various durations, usually over several days. The former tend to be smaller
and faster vessels, the latter are usually very large capacity ships having a full range
of amenities.
In 2007 , 350 million passengers pass through Europe’s ports to use ferry and cruise
services. Maritime takes in cruise ships about 12 million passengers/year (market
mainly US and UK passengers-dominated). 3.1 million Europeans took a cruise in
2007 of which 2.2 million sailed in European waters. The number of EU cruise
passengers was expected to increase to 4 million to 2012 years, according to the
European Cruise Council forecast of 2006, before the economic crisis of 2008.
Market status
The number of ferry passengers in Europe has been estimated by ESPO at about
400 million passengers/year (2007), out of an estimated 1.400 million ferry
passengers world-wide, according to Sweden's Ship Pax Information. 190 million
cars, 900,000 buses and 30 million trailers have to be added to the previous figure,
from the same source. Short-sea shipping lines and routes typically concentrate on
freight and ro-ro but very often take passengers as well. Use of flags EU in
SSS/ferries by main EU shipping companies, ferry-passenger and ro-ro lines
(companies with more than 3 ships, number of ships in brackets –flags EU vs total-,
source LR-Fairplay Jan.2007) : 700 / 800. Main links/departure places in EU for
ferry passengers (in Million Pass./Year):
Port - Port MPY Port - Port MPY
Dover (GB)-Calais (F): 16.2 Sta.Cruz Tenerife-Las Palmas(E 4.9
Helsingborg (S)-Helsingor (DK): 13.5 Copenhagen (DK - Danmark 3.8
Messina-Reggio Calabria ,Italy 11.9 Frederikshavn (DK)-Goteborg (S 3.7
Piraeus (EL) - Greece 10.2 Turku (FIN - Finland 3.5
Helsinki (FIN) - Finland 9.2 Portsmouth (GB) - Europe 3.3
Stockholm (S): 7.7 Piombino-Portoferraio , I): 3.1
Napoli-Capri/Porto d’Ischia (I): 6.7 Malmo (S)- Copenhagen (DK): 2.9
Puttgarden (D)-Rodvyhavn (DK) 5.4
Trends
Maritime traffic is dominantly focused on freight. Before the era of intercontinental air
transportation, transcontinental sea passenger services were assumed by liner
passenger ships, dominantly over the North Atlantic. Passengers are now a marginal
leisure function solely serviced by cruise and ferry shipping. Several oceanic ferry
services are also in operation over short distances, namely in Western Europe , the
Channel and; Baltic Sea).
• Passenger transport is diverse but smaller ferries fulfill an important short distance,
urban transport function – quite often for passenger transports only (without cars).
• Trend wise shift towards cargo in the ro-pax sector; particularly in North Europe.
• European cruises forecasted to expand strongly
References : http://epp.eurostat.ec.europa.eu/
Trends in the Transport Sector – 2008 Edition OECD Publishing

23
GR9
RoRo
Scope
A Roll-On/Roll-Off [RO/RO] ship is specifically designed to carry wheeled and
tracked vehicles as all or most of its cargo. Vehicles are driven or towed on and off
the ship by means of either the ship's own ramps or shore-based ramps. Because it
is designed to accommodate cargoes which cannot be stacked but which vary in
height, below-deck space and volume utilization is generally less efficient than on a
containership. RO/RO ships are thus commercially viable only in certain specialized
trades
A great deal of interest today in the cargo world is with high speed sealift (HSS). The
competitive world economy and the increasing performance expectations of
customers are causing the rise of JIT manufacturing, custom built orders, a desire for
freshness perishable goods and other time critical cargo. All of these parameters
lead to a demand for low cost, rapid and dependable shipping of cargo.
Market status
Analysis of the current Ro Ro services are is complex due to the diversity of the fleet
and as a result it is a difficult sector to define.
1
st
sector is the deep sea Ro Ro sector, serviced by specialist players on long haul
routes operating liner like services. These are generally with a dwt above 20,000 dwt,
lane metre capacity of around 2,500 and container capacity over 1,000 TEU.
2
nd
sector consists of smaller vessels operating on ferry / liner type services on short
haul routes such as Baltic, Mediterranean, US Gulf and Japan. It is difficult to make a
clear distinction between Ro Ro passenger ships and the Ro Ro operating in these
trades.
3
rd
sector is more spot or short term charter orientated. And purpose built vehicle
carriers have multiple decks (4-10+), high speed, roll on roll off discharging / loading
facilities and internal decks and ramps carefully designed to reduce damage and
speed up loading / discharge.
Certainly some of the HSS concepts will use ship-loading concepts that are similar to
those used today such as container cranes and roll on/roll off (RO/RO) ramps. But
even the methods that appear similar to today’s cargo handling are going to have to
improve in speed. Concepts such as the cell elevator, the robot -cranes, dual hoist
cranes, anti-sway devices, tele-working, machine vision, and crane automation will
increase throughput. In addition some high speed and high density methods to store
and retrieve the cargo at the port will be developed as they are critical components in
rapid loading / unloading of HSS and rapid storage and access in the yard.
Trends
Many of the HSS under consideration have RO/RO capability. In order to perform
rapid RO/RO a number of improvements over existing systems have been proposed.
Aside from the internal design of the RO/RO ramps to minimize bottlenecks, protect
cargo, provide ventilation, one of the most commonly suggested concepts is that of a
convoy or train of wheeled cargo. The concept is simply to have a cargo on wheels
(such as chassis) linked together to form a train-like string of cargo that can be pulled
or pushed by a powered vehicle. In this way several pieces of cargo can be taken on
or off the ship at once, presumably by a single operator driving a single hostler
(“locomotive”). A similar idea using “cassettes” of cargo is an emerging concept. A
cassette is a wheeled platform holding multiple units of cargo.
Some European suppliers have proposed a very sophisticated train type system for
pre-staging stacked containers in the terminal on specially designed flatcars and
loading cargo onto HSS. A number of innovations have been proposed for external
RO/RO ramps, primarily to allow them to rapidly interface with the ports, adjust for
tides and any relative motion between the ship and the dock. Other proposals
floating ramps that provide all weather RO/RO capability for almost any situation.

24
GR10
Solid Bulk
Scope
Overall solid or dry bulk commodities include the following; coal, iron ore & steel,
grains & cereals, sugar, oil seeds & soy beans, animal feed, bauxite, zinc, alumina,
nickel, aggregates, salt, phosphate & fertilizers, and scrap material.
• Far East continues to be main driver for global dry bulk trade.
• Ores and coal the largest bulk commodities.
• Americas are the largest sources for European imports.
• NW Europe largest import region.
China's astounding economic growth has recently and will continue to propel demand
for dry bulk products in the short to medium-term. The nation's growing construction
and energy demands make it a prime importer of major and minor bulk commodities,
including coal, iron ore & steel. However, many economists believe that China's
economy is unsustainable, so too is its past import growth for bulk commodities
Market status
The Bulk market top 10 shipping companies for bulk carriers, with Mdwt and fleet of
ships (Lloyd’s)
Company Mdwt (ships)
1. Cosco (HK) Shipping Co. Limited (Hong Kong) 4.6 (82)
2. Mitsui OSK Lines Ltd. (Japan) 3.9 (47)
3. Nippon Yusen Kaisha (Japan) 3.7 (38)
4. Qingdao Ocean Shipping Co. (Cosco Q.) (China) 3.3 (62)
5. Pan Ocean Shipping Co. Ltd. (Korea) 2.9 (51)
6. Asociated Bulk Carriers Ltd. (Monaco) 2.7 (17)
7. Marmaras Navigation Ltd. (Greece) 2.6 (36)
8. SA Monégasque d’Admin. Maritime (Monaco) 2.5 (29)
9. Cosco Bulk Carriers Co. Ltd. (China) 2.4 (34)
10. Hyundai Merchant Marine Co. Ltd. (Korea) 2.3 (18)
Total top-20 companies: 50.8 M dwt (17% world), or some 614 ships (10% world)
Bulk Carriers, kinds of ships:
- Handysize: 10,000-40,000 dwt
- Handymax: 40,000-60,000 dwt
- Panamax: 60,000-80,000 dwt
- Cape Size: >80,000 dwt (typically between 140-170,000 dwt)
Trends
Global dry bulk trade has enjoyed strong average annual growth in the past four
years at 6.0% (CAGR 2004-2008), thanks in part to strong demand for bulk
commodities in China's rapidly growing market. Growth in the solid bulk market will
slow to 3.1% growth in the next five years (2008-2012) before slowing about 2.3%
annual growth over the long-term forecast (2012-2018).
China was one of the largest bulk commodity importers from the world in 2007 and
despite expected slower growth from China and from the bulk shipping markets,
China will remain one of the largest importers in 2018. Japan, South Korea, the
United States and Taiwan are also among the top five bulk commodity importers in
the world.
Like China's imports, Brazil's exports are also expected to slow somewhat in the
medium to long-term. Between 2008 and 2012, dry bulk exports from Brazil are
expected to grow at 3.4% before slowing to 2.7% between 2012 and 2018.
On a commodity specific basis, global ore trade grew significantly at a compound
annual rate of 10.5% between 2004 and 2008, but is expected to see growth fall to
1.9% between 2008 and 2018.

25
AREA GROUPS
AR-1
ERP
Scope
Enterprise Resource Planning An integrated information system that serves all
departments within an industry or enterprise. Evolving out of the manufacturing
industry, ERP implies the use of packaged software rather than proprietary software
written by or for one customer. An ERP system can include software for
manufacturing, order entry, accounts receivable and payable, general ledger,
purchasing, warehousing, transportation and human resources. The main ERP
suppliers in 2008 was SAP, Dynamics-Microsoft, PeopleSoft, Oracle, Baan and J.D.
Edwards.
Market status
ERP calls for constant modifications and up gradations. ERP developers are facing
tremendous pressure both from vendors and companies. In this context it becomes
important to analyze the ERP's trends and modalities. There are 4 main features in
the current ERP industry
• Low Cost : ERP was initially a very costly affair. Thanks to the access to
internet and open source applications, it has helped S.M.E.'S to enter the market
of prospective buyers.
• Reduction in implementation time: ERP was discouraged by companies
because they took such a long time to get installed and set the whole process
into action.
• Open Source, Web enabled and wireless technologies : These are three
important elements that have rejuvenated the functioning of ERP. Open Source
ERP has done away with the hassles of paying license fees not only during
installation but also whenever a modification is made.
Technologies & Trends
Before speaking about the future of ERP it is important to remember the history of
ERP in order to keep a track on the developments that happened gradually. ERP
was launched in the 90’s and evolved from MRP -Manufacturing Resource Planning.
The functioning of ERP will gain more prominence and utility with the intervention of
next generation of web enabled and open source technologies. ERP-II, the latest
advancement in ERP technology will deserve special mention. In this context it will
frame the direction in which ERP is geared to progress or will ERP diminish in the
future.
ERP has undoubtedly become an important business application to all industries. It
has almost become a must for all organizations irrespective of the type of business
manufacturing or service, including port and transport entities. ERP will open
opportunities for many companies to trade with foreign counter parts in the name of
outsourcing, implementation and deployment of the existing services. It will
contribute lot to the economy recovery after 2008-09 crisis .Academics also boast its
own share of ERP relations. It will promote lot of employment and educational
opportunities. India may become one of the key beneficiary in this aspect.
With increasing pressure to reduce costs, companies are implementing new
technologies to reduce SG&A costs (Selling, General and Administrative) and
improve their asset utilization performance. In the course of this study, benchmark
partners highlighted a number of emerging trends that will alter performance
improvement management in the future. Increased Use of ERP Systems: ERP
systems were first created to manage and track inventory. Most companies that have
implemented ERP systems have generally seen improvements in their asset
utilization metrics. While ERP implementation requires great amounts of time, money
and effort, many companies have decided that the benefits of implementation
decidedly outweigh the costs. Since ERP systems have expanded into back office
systems (such as accounts payable, human resources, and order entry), the effect
on SG&A expense management is seen as well ...

26
AR-2:
Gate Systems
Scope
The European Directives 65/2004 and 59/2005 together the ISPS code, launched in
2005 a wave of initiatives to reinforce the efficiency and security of port gate
systems, to control de access of both vehicles and persons to port premises.
The identification of all people entering a port area is not a simple or easy task. The
same for what is included in the “port premises”, being the first point to solve the
different port property models in Europe, with Private and Public entities, and the
same for companies working within or just in the border of the port premises.
Another key issue to solve is to classify the different activities that justify people to
enter into the port area through a gate control. By one side there are permanent
needs, such as for port workers or other authorities such as maritime, custom and,
security bodies, or companies and industries with activities inside the port with long
term contracts.
Market status
Main current Port gate systems are addressed to identify first the vehicle ( truck or
train) entering the port via road, and the truck or car driver . The vehicle identification
methods are based on OCR, RFID, while the driver identification is supported by,
magnetic cards and biometric readers technologies RFID based Automatic
Equipment Identification Systems (AEI) for port Gate Systems is becoming widely
used for Vehicle ID.
By using Internet technology combined with a central data repository, Extranet allows
all community members to participate in and contribute to efficient Port operations. In
addition, the recommended solution adds value to those internal systems
implemented by stakeholders. All parties also acknowledged that business efficiency
would increase significantly from time-saving and cost benefits arising from the use
of electronic communications rather than telephone and fax. Some of the benefits
mentioned were:
• Increase in accuracy and timeliness of paperwork
• Decrease in gate dwell time for drivers
• Reduction in number of data entry points
• Improved operational efficiency through improved visibility of container status
• Improved planning and decision-making capabilities by all stakeholders
Gate systems are part of safety and security systems, an issue that always have to
form part of the port policy. There is always more that can be done and measures
already taken need to followed through and updated to face new challenges. Recent
studies made in Sweden on the ISPS-code show those regulations already in force
are complied with in different ways which thereby erode the safety as such, so it
should be reinforced in the near future. The main existing systems are used in USA:
TWIC : Transportation Worker Identification Credential - a biometric identification
credential issued by the US Department of Homeland Security (DHS).
• AlfaPass – a commercially available electronic identification card that is designed
to enable identification for frequent visitors and personnel of port facilities.
• XSKey PortKey - An identification credential which has been developed by the Port
of Rotterdam and Deltalinqs organisation. It is currently fully exploited by Secure
Logistics BV.. PortKey is an identity verification credential, which focuses only on the
authentication controls of a port facility. Thus, every infrastructure, which is
supported by it, must use its own logical and physical access control systems in
order to control the access to secure and sensitive areas.
• RHIDES -The Road Haulier IDEntity System , an identity verification system
currently applied to the port of Felixstowe for the truck/lorry drivers that need access
(frequent or rare) to certain facilities of the port.
• GAB - an access control system that was designed by the port of Ghent in order to
minimize the overhead of identification and authorization of each individual that
would require access to a restricted area of the port.

27
AR3 :
Handling
Equipment
Scope
The major categories of cargo handling technologies used currently are:
1. Storage and Retrieval Systems. including ship and yard loading/unloading cranes.
2. Equipment Tracking Technologies.
3. High Speed Sealift (HSS) Specific Ship-loading Technologies.
4. Multiple Trailer Systems.
5. Container Technologies.
6. Automated Guided Vehicles (AGVs) for Yard Operations.
7. Linear Motor Conveyance Systems for Yard Operations.
8. Automated Storage and Retrieval Multi-Story Systems (AS/RS) x Yard Operations.
Market status
The use of ERP systems to determine location of the assets, identify the assets and
to access and deliver the information about the assets plays a significant role in
improving the efficiency of commercial port operations. The minimization of sway in
most cranes has lead to significant improvement of loading/unloading operations.
Existing anti-sway control system based on nonlinear control techniques whose
performance is superior to old systems.
Today, more advanced material handling control systems provide an interface between
equipment and upper-level software applications. They facilitate the exchange of
information and data between material handling equipment with their data-rich controls to
the upper level software systems usually a warehouse management system (WMS),
manufacturing execution system (MES) and/or a legacy host system as a seamless
operation. These more-advanced material handling control systems are often called
warehouse control systems (WCS).
Advances in crane and cargo storage and retrieval technologies such as mega
cranes, robotic cranes, smart spreaders, cell elevators and others that are in the
design or experimental phase could have a significant effect on the efficiency of
terminal operations once properly implemented. Estimates of the expected
throughput of the most advanced cranes can be as high as 75 to 100 moves per hour
from actual 50-60.) The scarcity of land in most EU ports together with increasing
demand for more capacity dictates the use of advanced technologies to make
existing port and terminal facilities more efficient.
• The trend for using advanced technologies and automation for terminal operations
has already started in US and China. Even though, in the EU labour agreements are
a big obstacle to any type of automation that affects the labour force, in the long run
the trend for automation will prevail in order to deal with the problem of land usage
saturation and meet global competition.
As newer technology becomes available, expectations of speed and accuracy are
heightened. This increases the need for equipment that is flexible and that can
communicate in real-time, allowing for upstream and downstream communication,
and as a result, greater ROI for the whole. The manufacturing sector is increasingly
seeing WMS and TMS linked to each other and to higher level systems and material
handling control systems that link equipment and software, including traditional
program logic controllers (PLCs) and PC-based controllers. Most of these systems
can be linked into existing technology.
Today's material handling systems combine complex machinery and information
technology that can facilitate value-added operations and contribute to supply-chain
excellence. Systems need to be carefully integrated with one another and with other
parts of operations. Also, both information technology and physical systems have to
be flexible, scalable and easily updated.

28
AR4
Infrastructures
Scope
The Commission's Green paper on Seaports and Maritime Infrastructure (1998)
gave rise to a lively debate between the parties concerned and the European
Institutions. 3 key issues resulted from this debate:
• Integration of sea ports in the trans-European Transport Network
• Systematic approach to regulate access to the market of port services
• Public financing of sea ports and port infrastructures.
The port infrastructure sector is not easy to understand nor to classify due to
different legal and property models. The port infrastructures comprise a wide range
of sea and inland waterway related activities. In this study the port infrastructure
sector is defined as follows:
• Ports and Terminal facilities : docks, berths , breakwaters, harbours
• Docks dredging, harbours approaches, river jetties ,navigation channels.
• Construction of new reclaimed land in the sea.
• Coastal protection. waterways reconfigurations, barriers, walls
• Manufacturing, laying and maintenance of underwater cables.
• Maritime related construction: floating and off-shore structures.
In global terms, the value of the maritime works sector has grown rapidly over the
past decade.
Market status
The port market situation regarding infrastructures is a sector where there are not
dramatic changes from one year to another. The innovation is steadily
incorporated into docks, piers and berths.
Infrastructures. The Port, to be efficiently used, must have infrastructures such as
piers, basins, cranes and warehouses, representing an important accumulation of
capital. In turn, these infrastructures consume land which must be available to
insure port expansion. Keeping up with the investment requirements of modern
port infrastructures has become a challenge for many ports.
Land access. Access from the port to industrial complexes and markets insure its
growth and importance. This requires efficient inland distribution systems, such as
fluvial, rail (mainly for containers) and road transportation. The land access to ports
located in densely populated areas is facing increasing congestion.
Docks and Berth construction ; it is part of the traditional maritime works to
supply infrastructures and superstructures slowing the port to give their core
services for vessels, cargo and passengers
The ports infrastructures and access to Europe’s regions make them crucial for the
strategic supply of cargo, energy and raw materials required by EU industries and
citizens, and for the export of goods to Europe’s trading partners. The offshore
industry finds in between industry and special shipping – or rather a little of both.
How much will people travel in the future? Which modes of transport will they use?
Where will traffic be most intense? The answers are critical for planning port
infrastructures and for assessing the consequences of mobility. They will help
societies anticipate environmental problems such as GHG effects and global
warming, which are partially caused by transport emissions. These questions also
lie at the center of efforts to estimate the future size of markets for transportation
hardware : , vessels buses and trains.
Any analysis should be both long term and large scale because transport
infrastructures evolve slowly, and the effects of mobility are increasingly global
There is also an array of problems related to port infrastructures. Ports along rivers
are continuously facing dredging problems and the width of rivers is strongly
limiting their capacity since it provides constraints to navigation.

29
AR5
Security
Systems
Scope
The first step to the EU-wide electronic exchange of customs declarations was
established with NCTS - New Computerized Transit System started in 1997. As a
contribution to the "e-government" programme, in July 2003, the Commission
published its communication on a paperless environment for customs and trade
(COM/2003/452 of 24/07/2003) which provided a vision of a modern customs
service communicating electronically with trade.
Events such as the September 11, 2001 attack and the Madrid bombings of 2003
showed the vulnerability of the different logistic and transport chains to acts of
terrorism. One single attack using simple means can bring the economy of a
country or continent to a grinding halt. To prevent the use of containerized cargo
as (or for transport of) a weapon, it is extremely important to improve the overall
security efficiency and security transparency of the European main ports.
Market status
Under pressure by the expansion of the main port area with the “new Maasvlakte
II“ terminal, in 2007 Rotterdam Port Authority started to investigate the central gate
concept (“to be compared with the auto way toll plaza”), to channel all traffic
through a central gate, where all security functions (such as X-ray and Gamma-
ray, scanning, OCR and smart seal operations) were incorporated in one
operation. The state-of-the-art technology would allow trucks to drive through the
gate at a relatively high speed of 15 km/h.
Intelligent surveillance – system manufactures are continually improving the
analytical ‘brains’ of the modern surveillance system. Video analytics and graphical
user interfaces (GUI) provide invaluable enhancements to the traditional CCTV
monitoring system, reducing the ever increasing pressure on the CCTV operator to
dissect a scene for anything suspicious and to help make the decision on the best
response.. Technologies such as Radiation Portal Monitors (RPM) – detection
devices that provide passive, non-intrusive screening for radiation emanating from
nuclear devices or ‘dirty bombs’ and large scale Gamma/X-Ray imaging devices
allow security personnel to see inside containers in a fast and effective manner.
New sensors allowing the increase of efficiency, the security and surveillance level
as the same time, will contribute to the overall security objective of the EC, the
competitiveness of the European ports and transport sector
A major coordination amongst all relevant international organizations dealing with
transport security : EU-DG-TREN, World Customs Organization (WCO),
International Maritime Organization (IMO), International Labor Organization (ILO)
and G8). The paperless customs initiative by the EC under e-custom programme
was a direct result of the WCO framework publication
A future integrated security system will need to support the security managers,
officers and operators in all the supply chain. Training of personnel involved in
security chain is an essential part of the improved efficiency and security level in a
port.
These technologies can begin to mitigate the risk of harm to the Ports, and through
the appropriate use of these new technologies and existing policies and programs,
the EU can maintain the openness and speed of trade that have created
opportunities and economic strength. Since EU. security is so closely tied to
security measures at ports around the globe, the issue of worldwide partnership is
key. In maritime trade, as with rail and road transport, technologies that can help
detect threats without slowing the movement of goods will help not only the Port
economy but also the economies of its trading partners worldwide.

30
AR6
Safety Systems
Scope
Safety has very often a direct link to the human element. A general low level
of education and early promotion due to the lack of skilled seafarers may
result in an increased risk of accidents. This has a direct link to the driver on
the availability of crew. The ISPS and the scanning of containers is first and
foremost a security issue, but there are links to safety as well. ISM Code is another
cornerstone on port and maritime safety systems. Safety is a distributed system
based on different not connected services:
- Classification Societies
- Seafarers Training
- Maritime Security
- Ship Safety Standards
- Port State Control
- Accident Investigation
- Marine environment protection
- International maritime cooperation
In the EU there is the European Maritime Safety Agency (EMSA) who plays the
central role in the maritime safety system
Market status
Maritime transport is of fundamental importance to Europe and the rest of the
world. To put this in perspective, over 90% of European Union external trade goes
by sea and more than 3,700 MTon of freight a year are loaded and unloaded in EU
ports. This means that shipping is the most important mode of transport in terms of
volume. In this context, European citizens have the right to expect their maritime
passenger and goods transport to be safe, secure and clean. Several technology
based services to reinforce port and maritime safety has been implemented in EU
in recent years
The EMSA main objective is to provide technical and scientific assistance to the
European Commission and Member States in the proper development and
implementation of EU legislation on maritime safety, pollution by ships and security
on board ships. To do this, one of EMSA's most important supporting tasks is to
improve cooperation with, and between, Member States in all key areas. In
addition, the Agency has operational tasks in oil pollution preparedness, detection
and response.
The ISPS code system might be strengthened in case a new threat appears. Full
scanning of each and every box is not efficient. A new system might be developed
to separate and scan the containers according to the country of origin, enabling
intra European traffic not to be subject of scanning whilst external traffic may
subject to (partly) scanning.
SafeSeaNet is an improved data exchange service with better standardisation
and a profusion of transfer mechanisms – from phone or fax to EDIFACT).
SafeSeaNet contributes to the deploying of the EU maritime safety legislation.
Clean Sea Net: a satellite based monitoring system for marine oil spill detection
and surveillance in European waters. The service provides a range of detailed
information including oil spill alerts to Member States, rapid delivery of available
satellite images and oil slick position
LRIT: On 2006, the IMO adopted Resolutions of the Marine Safety Committee
which amended Safety of Life At Sea, 1974 (SOLAS) introducing the Long-Range
Identification and Tracking system (LRIT).
THETIS The Hybrid European Targeting and Inspection System. information
system which will support the new Port State Control inspection regime (PSC).
References: http://www.emsa.europa.eu/

31
AR7
Telematics
Scope
The European marine equipment manufacturers and suppliers represent a
cluster of companies with a very significant role in the European maritime cluster
• Direct employment in the maritime equipment sector is estimated at more than
284,000.
• Average yearly turnover is estimated at around €26 billion. The export share is
nearly 46%.
• The expected annual growth for the coming year is 2.5% in production, 1.5% in
added value and 1% in employment.
• The marine equipment sector is the third largest in the maritime cluster after
shipping and fisheries.
The marine equipment sector comprises all products and services supplied for
the building, conversion and maintenance of ships (seagoing and inland). This
includes technical services in the field of engineering, installation and
commissioning, and ship maintenance (including repair).
Market status
The production ranges from fabrication of steel and other basic materials to the
development and supply of engines and propulsion systems, cargo handling
systems, general machinery and associated equipment, environmental and
safety systems, electronic equipment incorporating sophisticated control
systems, advanced telecommunications equipment and IT.
Thus the maritime transport equipment industry supports the whole intermodal
transport value chain and stakeholders: from the port infrastructure and operation
to the ship/shore interface, shipbuilding and ship repair. European equipment
industries are world leaders in propulsion, cargo handling, communication,
automation and environmental systems.
Examples of external factors are fast transition to the use of electronic data
interchange (EDI), introduction of new EU policies, for example SSS-XML
development, or changes in trade growth and trade pattern.
Satellite container tracking and tracing, the use of RFID’s tags and other tracing
methods will be further introduced in the near future. Global satellite
communications leads to truly safe digital navigation and improved
communication between ship and shore-based administration.
The potential of ICT technology is underutilized because of lack of global
standards and adequate software solution development. There are many aspects
of ICT technology that could be triggers for port and transport services change. It
is believed that three main areas of technology development could be of
particular importance to the port and maritime industry. This could be of particular
importance to the shipbuilding sector.
- Massive ICT applications. The production strategies of global corporations
have revolutionized the structure of global port and container shipping industries
as both have adopted ICT technology to better articulate the spatial movement of
goods between the production and consumption regions.

32
AR8
Terminal
Operation
Systems
Scope
Main operations in a port terminal could be classified into following sub systems
as
• Vessel Planning; berth planning, stowage positions of the containers or
bulk cargo transported in the vessel and ship profile details.
• Yard Planning; container or cargo yard planning details such as container
stacking details, gate operations , bulk unloading etc.,
• Yard Operations; Stevedoring (loading and discharging of cargo or
containers) activities, Work instructions to cranes, work instruction to prime
move drivers or bulk un-loaders.
• Agent Billing; - Billing shipping agents for the services rendered to the
agent at the port.
Market status
Terminal operation systems main issues are to describe the characteristics of
terminals depending on the type of cargo, handling equipment in different
terminals, logistics services and value added services in terminals : traffic
management, materials handling, warehousing, controlling and tallying,
documentation, communication), ship services, vessel traffic services.
Organization and management structures of terminals: job descriptions and
specifications, productivity and efficiency for the terminal operations, terminal
information systems and EDI. Custom issues in international terminal business.
Few documents used are as follows:
• Bay plan, Stowage plan report
• Cargo or Container Discharged/loaded report
• Cargo or Container Gate In/Out report
• Vessel call information report
Information technology will increase its essential part of the rapid and accurate
transfer and processing of enormous volumes of data processed in terminals.
The bases for the internationalization of the port terminal industry are settled.
There will be important differences between EU and US. In Europe, the lead
actors will be companies that have arisen out of the industry itself, whereas in
North America, most of the new actors will come from shipping lines.
PORT PORT
FLOWFLOW
TERMINAL TERMINAL
- MODEL SCOPE
The organization of Ports in Terminals vary, which means that the term "Port"
is interpreted differently. Port organization range from "Landlord Ports" that only
own the land and let independent companies develop and operate terminals
and fairways, to "Port Authorities" which can own the terminal and its transport
infrastructure and manage the fairways to so called "Comprehensive Ports" that
own and manage all Port facilities including the terminal operations
(stevedoring).

33
References 5.2.1
2000 Ioannou, P. A., E.B. Kosmatopoulos, H. Jula, A. Collinge, C.-I. Liu, A. Asef-Vaziri andJr. E.
Dougherty , “Cargo handling Technologies”. Final Report, University of Southern California.
2001 Communication from the Commission to the European Parliament and the Council - Reinforcing
Quality Service in Sea Ports: A Key for European Transport [COM(2001) 35 final.
2001 JRC- :IPTS Study : European Policy for Technology Innovation in Transport: Finding the Right Role
and the Right Options . http://ipts.jrc.ec.europa.eu/
2005 Saanen, YVO., “Emulation for terminal operating systems”. Cargo Systems, November
2005 Directive 2005/65/EC of the European Parliament and of the Council of 25 October on enhancing port
security.
2006 MTCP Project (Maritime Transport Coordination Platform ) FP6 DG TREN, MTCP is a co-ordination
action in maritime transport. MTCP addresses the need to enhance the relevance of Europe’s maritime
research to matters of maritime policy related to sustainable surface transport, http://www.espo.be
2007 EFFORTS Project (Effective Operations in Ports) FP6 DG Research, aims to improve the
competitiveness of European port operations and the quality of the ports labor conditions.
http://www.efforts-project.org
2008 MARNIS Project FP6 DG TREN Maritime Navigation and Information Services
an Integrated Research Project in the 6th Frame Work Programme , to develop Information Services on a
pan – European basis. http://www.marnis.org
2008 OPTIMAR project – Study from DG-TREN
2009 TKRC – Transport Research Knowledge Centre, all FP6 Transport projects reference
http://www.transport-research.info/web/projects/

34
3.- SE 5.2.2 Port Telematics.
The port industry passes through a period of drastic changes. This new era forces the ports to operate like
enterprises, trying to reach maximum efficiency and competitiveness. In this context, ports need to
transform their product offerings using information and communication technologies (ICTs). The product
generated in modern ports is structurally complex, and multidimensional, furthermore it is, today, necessary
to approach the final port product and its composing constituents in the context of new ICTs that result in
augmented and innovative port services. The increasingly need for inter-organizational collaboration and
the provision of specialized services have introduced the possibility of an e-market model application for
the distribution of these services.
In this chapter, emergent Port Telematics e-services are classified, grouped into service bundles and
categorized by the type of functionality and level of integration and sophistication. Also Port Telematics e-
services are viewed as structural and supporting the physical, traditional operation of the port or added
value services addressing individualized port users’ needs. Port Telematics e-services are informational or
transactional depending on their functions and purpose of existence. A technological framework that
matches this description are the Semantic Web Services framework, employing technologies like UDDI,
SOAP and OWL to add semantics and improve the Port Telematics e-services expandability and
interoperability. Thus, in this chapter we offer a framework of analysis for modern port service provision in
the context of new ICTs capabilities and in particular a methodology based on a taxonomical analysis and
evaluation of emergent electronic port services. Usually, PORT TELEMATICS provide the following
SERVICES:
SE5 Interconnection with Port Single Windows and National Single Windows
SE6 Message processing, dispatching, validation, reformatting, merging
SE7 Re-use of commercial and public data for facilitating document fulfillment
SE10 Web applications for e-fulfillment and data consultation
Objectives
The objective of this chapter is firstly to record and analyze the electronic services provided by a modern
port organization as acquired through an exploratory research covering several ports and secondly to
devise a taxonomy towards a methodology for identification, assessment and selection of individual Port
Telematics e-services to be implemented by a contemporary and emergent port organization. A
technological framework is also proposed that facilitates and improves the e-port service provision, in
particular service expandability and interoperability.
Target stakeholders
The state of the art in the port sector establishes the significance and the applicability of advanced e-
service models. Considerable changes have led to port product variation and a conception of ports as
hybrid organizational forms. The presence of multiple service providers within the same port, and the
expanded range of services demanded increase the levels of uncertainty as regards transactions, and
result in the need for networking between members of port clusters, as supported, in particular, by
information and communication technologies
Approach
Emergent port Telematics e-services are identified . . Furthermore, the use of advanced technologies that
will facilitate the widespread, sophisticated and interoperable port e-services provision and will give the
opportunity even to small ports to offer similar services are discussed . In particular, the web services are
examined in the context of the new concept of e-port, as the center of the emerging e-services.
References
8
th
International Conference : ″Research and Development in Mechanical Industry″ RaDMI 2008
September 2008, Užice, Serbia

35
1- THE MODERN PORT PRODUCT AS SUPPORTED BY PORT TELEMATICS
Technological changes both in shipping and port operation (widespread development of unitization or
containerization), organizational changes in manufacturing (just-in-time manufacturing, logistics) and
multimodal transportation, have contributed to a complex transition of the port industry that is well
documented. Ports function now as industrial companies and also as service providers. The market share
of a port depends on the provision of multiple value-added services and port productivity is associated with
the upgrading of the total transport chain. All types of seagoing trade are integrated into inland freight
corridors and the necessary conditions and infrastructure for setting up networks dedicated to multimodal
freight transportation are developed. Complementary value-added port-related services, whose efficient
supply does not require the location of the production units within the port zone, are already supplied by
enterprises located in wider geographical areas.
The promotion of strong relationships with carriers and vendors becomes critical. Within the logistics
polarization, competitiveness is achieved through operational strategies that are associated with an
understanding of the entire supply chain. A modern port provides both generic services defined in advance
by the producer, or dedicated services, as a response to individual demands. Dedicated capital-intensive
terminals emerge, to fill the gap between the objectives of conventional port providers and shipping lines
and create a positive sum ‘win-win’ strategy for all those involved.
Specialization, based on the mobilization of specialized resources that reflect users’ demands, is part of the
scene, along with standardization. At the same time the bargaining powers of service providers and port
users are expanding, because of the options offered to them, at least due to technology developments. A
common adjustment strategy incorporates the design of flexible transportation and logistics systems based
on both economies of scale and variety, in order to serve long-term loyal port users. Ports search for
strategies implementing a fundamental re-engineering and redesign of their activities, having in mind that
contemporary users’ demand is characterized by high level of differentiation that is expected to increase in
the future. All these have further implications. First, the provision of a variety of services can be more
efficient when networks of port providers operate under the logic of different, or the same, modes of port
operation. Such multi-services provision strategies are beneficial due to the simultaneous presence of
dedicated and generic services, whilst allows for the essential organizational flexibility in the making of
critical decisions, i.e. whether to focus on transshipment or origin-destination traffic, or the choice of
whether to search for the benefits of aggressive competition, prefer co-operation, or even the desirable
mixture of these strategies , between ports or between users and services providers..
Operating within the principles of multi-service provision means that the comprehensive port model seems
to be outdated. Not surprisingly, a number of governments have divested themselves from direct port
services, transforming ports to hybrid quasi-public organizations, which function like businesses. Acting as
autonomous agencies, port authorities are expected to endorse business management techniques,
customer orientation strategies, and competitive market-like mechanisms. In particular, in quest of
“customer-centric” service provision, the promotion of broad cross-agency collaboration and alliances
between the public and the private sector can considerably advance the competitiveness of the
infrastructure and superstructure under consideration, a fact that consists a challenging reference
framework for efficient port management and operation.
2- PORT COMMUNITY SYSTEMS
The exchange of information has increased over the years and will increase even more, due to the fact that
international trade is growing. If ports want to be competitive they need to support this exchange of
information as efficient as possible. Therefore Port Community Systems (PCS) are set-up, because these
systems can take care of this exchange of information.
What is a Port Community System?
Before a definition of a Port Community System (PCS) is given, first a description of a PCS is given. In
Figure 2.1 a traditional communication pattern in the port is shown. Every party (every company) sends its
information to every party, who wants or needs the information. Means such as fax, email, Electronic Data
Interchange (EDI), and telephone can do this. So every party has its own bi-directional lines and sends the
same information to the ones who need it.

36
Fig 2.1 Traditional communication pattern in a Port
Figure 2.2 shows the ideal communication pattern when a PCS is used. Every party sends its information
to a central system and other parties get the information they need either through looking it up in the
system or the system sends the information to the party. This PCS improves the communication efficiency
and effectiveness in the port.
Fig 2.2 Communication pattern in a port with PCS
For every port the PCS is different, as the PCS’s functionality depends on the local situation of the port. In
other words, the PCS is determined by the function of a port and the function of a port is determined by the
location of the port and its hinterland. Furthermore, the functionality of a PCS depends on the initiators of
the system as they have a large influence on the development of the system. In short, a PCS can be
described as a central point for an organisation to deliver or receive information. A definition of a Port
Community System has been found. This definition is:
“Port Community Systems are centrally operated systems for transferring data and providing other
services with the help of this data, which can be used by any party who is interested in information
concerning sea born transport. A Port Community System avoids bilateral data transfer” [Grizell,
2001]

37
The question is now, does this definition still apply? Because why does it only apply to sea born trade? And
why does it avoid bilateral data transfer? Port Community Systems can also be used for inland shipping,
rail or other modes of transport, so it does not only concern sea born transport
Generations of Port Community Systems
Port Community Systems can be divided in first and second-generation community systems [Grizell, 2001]
(Figure 4 shows the structures of the two generations). The first generation is related to community
systems that transfers messages related to transport through a network. It exchanges messages
(information-exchange systems) and therefore has the post-box-principle. The second generation contains
of community systems that has a central (smart) database in which messages are structured (management
systems).
Every user accesses the database with a password and then sends its information to and extracts
information from the database. This central database that the second-generation community systems have,
can be used for additional services. In 2001, when the research of Grizell was done, the PCS of Antwerp
and DAKOSY were first generation Port Community Systems. The strengths of both systems were early
start, reliable, fast for experienced users, and standardized documents. The weaknesses were bilateral set-
up became attractive, limited added value (no intelligence of the system), and speed depended on
synchronization.
Fig 2.3 The IT structures of the two Generations of Port Community Systems
3. PORT E-MARKETS APPLICATION
The emerging hybrid form of port organization, involving a plurality of port actors provides a dynamic
sectoral paradigm that creates incentives for interorganizational collaboration and operational
synchronization. Specific e-market models can work towards this direction, whilst a public port authority is
situated in a central role for promoting in practice the efficiency of a port cluster.
An e-market is defined as a system that allows market participants to exchange information about product
offerings and price electronically and conduct business transactions . As Lee outline in a thorough overview
of concepts, taxonomies and possible instances of e-markets, e-markets are designed to exploit certain
market opportunities, while individual e-market types differ from one another offerings, value propositions
and provided functionality.

38
A port might benefit if the port authority employs new ICTs and operational models, in specific e-market
models and act as the ‘smart’ institution that governs the implementation of network organizational forms.
This development would redefine the operational framework and help to overcome inefficient operations,
and advance the cooperation of the several port stakeholders. Port-Authority-centered e-markets contribute
to overcome decisional and operating fragmentation and coordinate actions towards customer-oriented
structures of integrated port value chains.
The presence of multiple service providers leads to the expansion of the geographically concentrated,
mutually related, business units, associations and public-private organizations that are centered on a port
complex. Relationships become perplexing and port governance demands the management of numerous
(internal, external, public policy and community) stakeholders’ relations.
Port studies, in particular those examining port governance have recognized the importance of
stakeholders’ relations and the operation of networks arrangements among distinct but related firms as a
mean to promote the overall performance of the emerging port clusters. In this vein, scholars have
acknowledged the need for port-authority-centered strategies in order to promote stakeholders’
interactions, by expanding the efficiency and the effectiveness of the relevant coordination.
This is not least because coordination of actors in supply does not always arise spontaneously.
Overall, ‘networking’ as based on the advancement of a rational coordination, for operating and
strategically developing a port, with core features as outlined in the port-authority-centered e-market
paradigm, can revamp port authorities in a new blended virtual agency role, that is a combined physical
and electronic mode of operation. Based on the existing research, other studies postulate that port e-
markets can act as catalysts for efficient port product trading. The nature and complexity of the port
product, in terms of its high degree of variation and specialization, as well as its time, price and brand
sensitivity favor an e-marketplace appropriateness.
4. PORT TELEMATICS e-services
For the collection of data we used the websites of the selected commercial ports as well as the websites of
private companies providing port services wherever existed. The official websites of the ports were the
main source of information. The outcome of this research is a list of electronic services provided by ports.
Some of them were common while others were provided only by few ports. The study of the collected data
provided a list of “unique” electronic services provided by commercial ports, which is presented in the table
Table : List of Port Services
Provided Services
Port general information Port Facilities information Contact details
Port statistics Transportation services list Served lines list
Provided services list Provided maritime services
list
Provided cargo functions list
List of companies operating in
port area
Port operation rules Waste management
processing
VHF channels Navigation instructions Meteorological services /
Meteorological Charts
Current/wave information (live
feed/history)
Navigation charts Waste management
information
Emergency management
information
Port safety related
information
Port services price table
Port services fee calculator Port development plans Job offers information
Education related information Schedule of ships arrival History of departures and
arrivals
List of anchored ships Shipping Announcements Electronic transactions /
payments progress tracking
Virtual marketplace for goods
and services
Service orders/ reservations Pilot and tug reservations
Electronic negotiations /
auctions system
Telematics connection
between cargo stakeholders
with common use of data
Input and maintenance of
cargo bookings

39
Central interface for
processing and exchanging
data through terminals, agents,
shipping companies and
stakeholders
Railroad transportation
planning / processing
Road transportation
planning / processing
Cargo declaration - Internet Cargo declaration - EDI Customs procedures
management / monitoring
Dangerous cargo declaration /
approval
Veterinary cargo declaration Generation of cargo and
freight manifests
Real time ship arrivals and
departures information
provision via sms
Automatic generation of
sailing times
Automatic berth assignment
Ship arrival / departure
processing
Crew related documents
processing
Ship planning system
Cargo handling, stowing and
warehousing
Cargo / Container tracking Automatic cargo tracking
and equipment assignment
Provision of reliable maritime
transportation and international
commerce data and statistics
Conducting of market
research by order
Barge planning / processing
Transactions monitoring tool Management reporting tool Cargo related problem
solving with the use of port
related research data
Supplies orders Cargo transhipment
planning/ processing
Port state control
5. PORT E-SERVICES TECHNOLOGIES
In the following, specific ICTs are discussed as facilitating the above port e-service environment provision.
Ports must respond to the demand for sophisticated data communication solutions, both to drive
efficiencies in the exchange of information within the terminal and between all involved parties and to assist
in the security of global trade. It is no longer enough to just handle cargo in the most efficient manner; the
market increasingly expects ports to be sophisticated at handling data.
Allowing all parties to communicate transparently and efficiently, modern port community systems are
essential to maintaining competitiveness in a global market. Internet has been a key enabling technology,
allowing smaller companies to communicate electronically without the need for expensive IT investment.
The most successful web-based applications have been those pursuing business-to-business models, for
example there is a company integrated with a major port’s network.
Several new services aim to eliminate the use of paper documentation from operations such as mandatory
notifications of vessel and cargo declarations. An EDI link with customs planned for the near future will
make paper declarations obsolete. There are continuing improvements in technologies for terminal
operations, with the trend continuing to be towards greater integration between systems, for example
combining vessel track and port management systems. With trade volumes continuing to rise, many
terminals are facing problems of congestion and the need to utilise equipment and space as efficiently as
possible.
6.- WEB Technologies
The use of standardized technologies is crucial when providing an e- service platform. ICT standards use in
technological platforms ensures interoperability among various legacy systems (various organisations’
back-offices) that provide their services online through the particular platform.
Nowadays, the current trend in the ICT applications is moving towards open distributed and component
based systems (e.g. Enterprise Java Beans). The latest evolution in this category of systems is called Web
Services
Relevant technologies also include the eXtendible Markup Language (XML), the Resource Description
Framework (RDF). It is important to note that specific XML vocabularies/schemas are needed for
describing aggregate (business situations) services and simple public services in standard format, related
with the semantics of the particular application domain, namely port services and resources. The Web
Service Framework based on SOAP/UDDI/WSDL is utilized for the invocation of online services. More

40
specifically, Web Services are self-contained, modular applications, accessible via the Web, that provide a
set of functionalities to end users. What makes the Web Service vision attractive is the ability to discover
the Web Services that fulfil users’ needs, negotiate service contracts and have the services delivered
where and when the users need them.
Web Services are business process interfaces that are based on open Internet standards. They use
standard protocols like WSDL to describe themselves, UDDI to advertise/publish and SOAP to
communicate. They are created and exposed as parts (usually) of a larger Internet based application and
this can be accomplished using open standards so that newer applications can always collaborate and
build upon the existing ones. Moreover, this framework can be exploited over emerging, integrated fixed
and mobile environments, (i.e. beyond 3G systems, such as WLANs, UMTS systems).
The Web Service paradigm is the evolution from object-oriented systems to systems of services and
service-oriented architectures (SOA). As in object-oriented systems, some of the fundamental concepts in
Web Services are encapsulation, message passing and dynamic binding. However, the service-based
paradigm is further extended, as information related to what the service does, where it is located, how it is
invoked and the quality of service and security policy related to this service can also be published in the
service interface. The Web Service approach can be considered as the evolution of the component based
architectures (CBA) paradigm. Web Services are lightweight, loosely coupled, platform and language
independent components.
Web Services Model
Based on this technological infrastructure, e-port services thus can be composed of a set of services that
offer aggregation and integration of content and services from various port based public and private
authorities. These services are based on the concept of business situations, that can related to, for
example, cargo handling, customs services and legal consulting tasks.
The port hub functionality can be provided by using the Web Services framework, where the various port
services are described in WSDL, references to WSDL descriptions are stored in a UDDI directory, and RDF
metadata directory can be used for storing additional metadata descriptions of services. Because of the
WSDL’s limited expressibility W3 Consortium developed OWL (Web Ontology Language). OWL is a
ontological language for the web that can be used to ad semantics to web services. OWL is build to be a
language with attributes that facilitate the development of applications and services in Semantic Web. OWL is
created to operate in semantic web’s scale and to be distributed to many systems. It is based in xml, is well defined
and it is compatible with RDF.

41
Wireless communications
Radio data communications are widely used within the port environment today. Common use includes
communication from a central computer to mobile computers such as those that are hand held or fixed
which are used by personnel on site or drivers of trucks, cranes and straddle carriers.
The most widespread illustration of radio data communication is with straddle carriers. The significant
benefit from using radio data communication is that it allows transfers within the container terminal to
happen in real time, with the immediate updating of container movements. The central computer can
assign a carrier to do a particular job based on what equipment is most suitable, instead of previous
methods of assigning certain carriers to particular zones of the yard. The radio data communication link can
also be used to transmit sensor data from the container moving equipment to the central computer, for
example giving details about its location obtained using positioning techniques and satellite
communications. If a crane or straddle carrier is in an incorrect position, an alarm will be issued.
7.- PORT TELEMATICS SCENARIO
In the following, paragraph we will examine a Port Scenario to demonstrate the potentiality of ICT, and
more specific web services and wireless communication systems, application in port service provision.
A ship arrives at an EU Port to deliver a container to a logistics provider. We will not examine the
processes and technologies involved in ship’s approaching to the port of discharging or berthing. The
example involves the procedures where the agent arranges the cargo documentation, handling and pick
up from the logistics provider. An additional application is the arrangement of supplies for the ship. The
actors involved are: ship, agent, port authorities, customs office, stevedores and logistics provider. The
proposed system consists from a web based system enabled through web services and an inner port
management information system connected to the web based system supported by wireless
communications. The actors have access to the systems through portable devices (e.g. palmtop) or
desktop computers.
PORT TELEMATICS Scenario

42
The agent of the shipping company access the Web based system to prepare and sent the necessary
documentation to customs office and port authorities. The customs office receives through the web-based
system the documentation and processes it to provide customs clearance. Through the system the
customs office sends the clearance to the agent and the port authority. The port authority enters the cargo
data into the port management system which automatically assigns personnel and equipment to discharge
the cargo according to port’s current condition and shipping company’s needs. The system auto arranges
storage, if needed, and sends the data through the wireless system to stevedores and warehouse. The port
authority also forwards the information to the agent.
Through the web interface the agent tracks the procedures and the cargo current position with the use of
the port’s container tracking system. Through the web interface he contacts the logistics provider and
sends the information regarding the ships location as well as the necessary documentation. Through the
web interface the agent has access to a database of suppliers. Through the system he communicates with
the suppliers of his choice and requests their offers for the necessary supplies. He is able to negotiate with
the suppliers through the integrated auctioning/ negotiations system and choose the best offer. Then he
completes the transaction by paying the supplier and arranging the supplies delivery.
Cargo Procedures’ Sequence Diagram
Figure 3 presents a sequence diagram of the procedure from the cargo documentations arrangement to the
pick up of the cargo from the logistics provider. During the procedure we can see the interaction between
the various actors with the use of the two distinguished information systems. The web interface web
interface enables the shipping company agent to interact with the Port Authority, the Customs Office and
the logistics provider, while the integrated management system supports the port authority’s decision
making and communication with the stevedores (and the equipment) and the warehouse.
8. PORT E-SERVICES TAXONOMY
Port e-services can be categorized as based on the functionality offered, their integration/maturity level,
and their business and organizational sophistication. Regarding their integration and maturity level, port e-
services can be divided to transactional and informational. Transactional are the services that enable the
users to perform transactions, payments, bookings and to interact with the port authority or other port
service providers. Informational are the services that only provide information regarding the port and the
provided services.
The services can be further “functionally” distinguished to navigation, ship, cargo, logistics, business
intelligence, security and environmental safety related. Navigational services are the services that assist
the navigation of the ships to and from the port. Ship services help the communication of the ship with the

43
port authority and port service providers regarding ship and crew related documentation, supplies and
parts. Cargo related services concern cargo documentation and cargo handling/tracking. Logistics e-
services assist the connection with the logistics chain. E-services regarding business intelligence assist the
shipping companies’ and industry actors’ decision making, by providing information and management
supporting tools. Security and environmental safety related e-services provide information regarding
security and environmental safety matters in port area.
Based on their sophistication e-services can be categorized to core and value added. The critical e-
services are those that are provided by the total or the large majority of the ports, while value added are
considered the e-services that are not critical for the operations of a port but add value to them and further
enhance the port productivity and competitiveness. Table 5 provides taxonomy of port e-services as
recorded from the research. Services marked with a “c” are core services, while services marked with “v”
are value added services.
Table 5: Port electronic services taxonomy
Services
Functionality
Informational Transactional
Navigation related
• Provided maritime services list (c)
• Meteorological services /
Meteorological Charts(c)
• Navigation instructions (c)
• Navigation charts (c)
• VHF Channels (c)
• Vessel Traffic Management (c)
• Pilot and tug reservations
• Automatic berth assignment (v)
Ship related services
• Provided services list (c)
• Port services price table (v)
• Port services fee calculator (v)
• Ship arrival / departure processing
(c)
• Automatic generation of sailing
times (v)
• Crew related documents processing
(v)
• Supplies orders (v)
• Service orders/ reservations (v)
• Port state control (v)
• Electronic transactions / payments
progress tracking system (c)
• Virtual marketplace for goods and
services (v)
• Electronic transactions / payments
progress tracking (c)
• Electronic negotiations / auctions
system (v)
Cargo related services
• Provided cargo functions list (c) • Customs procedures management /
monitoring (c)
• Cargo declaration - EDI (v)
• Cargo declaration - Internet
• Cargo handling, stowing and
warehousing (c)
• Telematics connection between
cargo stakeholders with common use
of data (v)
• Input and maintenance of cargo
bookings (c)
• Generation of cargo and freight
manifests (c)
• Dangerous cargo declaration /
approval (v)
• Veterinary cargo declaration (v)
• Cargo / Container tracking (c)
• Automatic cargo tracking and

44
equipment assignment (v)
• Ship planning system (c)
• Barge planning/ processing (v)
Logistics services
• Transportation services list (c)
• Served lines list (v)
• Schedule of ships arrival (v)
• Real time ship arrivals and
departures information provision via
sms (v)
• Railroad transportation planning/
processing (v)
• Road transportation planning/
processing (v)
• Cargo transhipment planning/
processing (v)
Business Intelligence
• Port general information (c)
• Port facilities information (c)
• Contact details (c)
• Port statistics (v)
• List of companies operating in port
area (c)
• Port development plans (v)
• Job offers information (v)
• Education related information (v)
• History of departures and arrivals
(v)
• List of anchored ships (v)
• Shipping Announcements (
• Central interface for processing and
exchanging data through terminals,
agents, shipping companies and
stakeholders (v)
• Management reporting tool
• Cargo related problem solving with
the use of port related research data
(v)
• Conducting of market research by
order (v)
• Provision of reliable maritime
transportation and international
commerce data and statistics (v)
Security and
Environmental Safety
• Port operation rules (c)
• Emergency management
information (c)
• Port safety related information (c)
• Waste management processing (c)
Regarding technical change and organizational learning and growth. Also the leadership and management
of the port, in particular it’s orientation/ perception and intention regarding the selection of specific e-
services consists an evaluation dimension. The financial dimension in an evaluation/selection process is
also very important. Small or middle size ports lack the financial resources in order to provide e-services
that need considerable investments in terms of technologies and infrastructures. The use of new ICT
technologies, such as web services provides solution to this matter, offering the capability of innovative e-
services provision with competitive costs.
As recorded in the provided taxonomy, based on their sophistication, services can be core or value added.
Services characterised as core due to the necessity of provision or the industry common practices, are
most commonly the initially preferred implementation choice. The lack of these e-services can be a
disadvantage, while the provision of value added services can provide a strategic advantage, differentiating
the port and enhancing its competitiveness. The existence or not of ICT solution providers offering these
technologies are critical for the selection of specific e-services (ICT procurement). Finally, the stability,
maturity, and technical robustness of the considered technologies ate critical factors in an evaluation
process. A further elaboration, based on the provided taxonomy, would provide a detailed methodology for
identification, assessment and selection of individual port e-services, based on the above evaluation
dimensions, as initially set above. These evaluation criteria could be also assigned with weights/relevance
factors.

45
9.- MPOC & SPOC
The European Directive 2002/59/EC “Estabilishing a Community Vessel Traffic Monitoring and Information
System defined the following systems “
• Article 23 „Cooperation between Member States and the Commission“
• Article 14 „Computerised exchange of data between Member States“
• Article 29 „Compliance of Memberstates laws, regulations
Short-term objective :: To set-up a telematic network between the maritime administrations/bodies of
Member States in order to facilitate the implementation of EC maritime safety legislation
Longer-term objective : To set up a European platform for maritime data exchange making available to a
large number of maritime users all relevant information concerning ships movements and their cargoes
The main result of this initiative is the SAFESEANET, a European Platform for Maritime Data Exchange
between Member States' maritime authorities, is a network/Internet solution based on the concept of a
distributed database, which has analyzed the two system architectures : SPOC a6s MPOC to support the
data exchange between maritime authorities

46
There are several emerging concepts related to web-services or e-services and some of them will
consolidate in the coming years This diagram describes the relationship between all the port and maritime
e-services.
10. CONCLUSIONS
The growth of e-business is having major effects on the transportation industry including increasing
pressures for advanced integrated, intermodal transportation and logistics systems and technology
applications. The growth of business-to-business and business-to-consumer applications requires a highly
flexible, information-intensive and efficiently integrated transport systems. Key elements for developing
such systems are the development of integrated applications of Intelligent Transportation Systems and the
creation of electronic business applications for intermodal transport, with port being a major node the
transport value chain.
At the same time, ICT investments in European ports and terminals are becoming a key to absorb the
growth linked to world trade expansion, to accommodate trends in shipping (transshipment hubs, feeder
ports, new 'mega-vessels’) and enhance the use of the environmental friendly short sea shipping. The
ultimate aim is to achieve the integration of ports in logistics and intermodal transport systems.
With the advent of ICT enabled network business models, port product and processes are considered as
“augmented” products and processes, as their traditional, physical nature is overplayed with an
informational and electronic transactions component. Thus, inter-organisational network models provide a
great opportunity towards the ‘smart networking’ of the plurality of port actors, including public port
authorities, terminal service providers, shipping companies, logistics and transportation companies,
customs and other third parties.
Overall, ‘networking’ as based on the advancement of a rational coordination, for operating and
strategically developing a port, with core features as outlined in the port-authority-centred e-market
paradigm, can revamp port authorities in a new blended virtual agency role, that is a combined physical
and electronic mode of operation. Against this background, a taxonomy for systematic identification,
assessment and selection of individual port e-services is presented, as based on port e-service
categorization by the level of integration, sophistication and functionality. Furthermore additional evaluation
criteria are discussed towards a more comprehensive methodology for systematic identification,
assessment and selection of individual port e-services, towards port competitiveness and performance
enhancement.

47
PORT TELEMATICS FILES :
SE1
Booking and
freight services
Scope
Booking and freight services covers a wide range of technologies and
applications, usually connected to intermodal transport , that is recognised by the
EC as one of the most important tools to influence modal split towards more
sustainable transport modes such as Rail, SSS and IWW. However, Road
transport remains indispensable to offer high quality transport services. Besides ,
efficient transport management (i.e. organising and managing a shipment from
door to door) needs to be supported by traffic information (i.e. information about
the past, present and future utilisation of the networks). Traffic management is
often a public responsibility or at least the formulation of the rules which govern
the use of the networks. Three important domains influence logistics solutions
affecting booking and fright services:
• Transport infrastructure including public and private traffic management
networks and traffic information systems providing the physical systems
for executing a specific transport.
• Transport management including all commercial market players and
stakeholders involved in managing and carrying out the transport.
• Administration and legislation (here considered as e-government, covering
safety and security requirements, customs, etc.) providing the formal
framework for the use of the infrastructure, the transport of goods, the
relations between the parties involved.
State of the Art
A number of EU sponsored initiatives dealing with e-freight have been working
on improving the situation and several activities are on-going on the national,
European and global level with public as well as private funding. None however,
with the rather ambitious goal to align procedures and improve interoperability
between companies and integrate traffic information and reporting to/from the
public domain on a European level.
DG TREN, on behalf of the European Commission and in line with one of the
main measures of the 2007 Freight Transport Logistics Action Plan1, wants to
establish a roadmap for the development of an integrated ICT application that is
capable of following the movement of goods into, out-of and around the Union.
This concept is entitled e-Freight and will operate with booking and freight
services within and across modes.
The ITS initiative- “Intelligent Transport Systems” launched un January 2009
mean applying Information and Communication Technologies (ICT) to transport.
These applications are being developed for different transport modes and for
interaction between them (including interchange hubs). Examples of Intelligent
Transport Systems applications in road transport include urban and motorway
traffic management and control systems, electronic toll collection and route
navigation. But until now there has been no similar coherent European framework
for interconnection between road and the other transport modes
Technology used & Services Provided
The electronic Documentation (e-DOCs) initiative of the United Nation (UN) for
standardizing transport documents for those that are unable to use other forms of
Electronic Data Interchange (EDI) that has produced the new standard UN-
CEFACT. The XML: , Xtensible Mark-up language, Electronic Data Interchange
for Administration, Commerce and Trade (EDIFACT),
Booking and fright services are included in air transport, SESAR will be the

48
framework for the implementation of a new generation of air traffic management.
Inland waterways are introducing River Information Services (RIS) to manage
waterway utilization and the transport of freight. The railway network is gradually
introducing the European Rail Traffic Management System (ERTMS) and
Telematics Applications for Freight (TAF-TSI). Shipping has introduced
SafeSeaNet and Vessel Traffic Monitoring and Information Systems (VTMIS) and
is progressing towards an Automatic Identification System (AIS) and Long-Range
Identification and Tracking (LRIT).
Business Models & Best Practices
This issue is quite hard to write due to the diversity of legal systems in different
EU member states, as well as commercial practices. The following items
suggests business models and best practices dealing with both booking and
freight services
Transport Chain management Services (TCS) : Masterminding large scale
logistics chains is key to enabling significant modal shifts. It is also an activity
which requires control of substantial cargo flows, comprehensive modal and
intermodal know-how, a trusted position, significant IT resources and access to
data from all parties in a logistics chain.
Offering intermodal services rather than fragmented modal carrier or terminal
functions is a major step for promoting intermodal transport. Customers such as
the Transport Chain manager will not need to patch a transport chain together,
but can rely on at least partly integrated services. The related case category is
called Intermodal Link Services.(ILS)
Transport Integrating Services (TIS), For SME sized shippers and freight
forwarders, it is difficult to develop intermodal solutions, because they lack
market overview and only have limited access to the information. The TIS
provide a platform for access IT services, which provide market transparency ,
traffic information, access to certain transport service categories and the
necessary tools for planning and managing the resulting transport chain
Transport Hub Services (THS) Transport hubs such as dry or sea port terminals
are vital for the modal change. They are also gateways for reporting to different
authorities. Their ability to be efficient depends to a great deal on good planning.
In addition to proper internal routines, planning relies heavily on good contacts
with the customers and the traffic network operators. The related case category is
called THS.
Traffic Data Services (TDS) Management of freight transport must consider the
traffic conditions for planning and execution. Data is generally provided by public
organizations responsible for monitoring traffic on their networks. External
access to such data is not always easy, but especially for road traffic, there are
emerging TDS dedicated to provide traffic data to the users of specific networks.
Trends
• Business integration in transport planning and execution is not fully
achieved, in particular in intermodal transport. However, the growing focus
on the Supply Chain Management (SCM) concept indicates an increasing
understanding of the need for integration internally and across cooperating
companies in order to realise more of the synergies.
• There is little transport chain thinking, rather thinking in “modal islands”
and accordingly business process thinking in the context of a transport
chain is not yet commonplace
• The threshold of using ICT for Transport management in an intermodal
context is still too high for Small and Medium-sized Enterprises (SME)
both in term of costs and necessary know-how.
The automatic fulfilment of legal requirements, such as vessel reporting,
hazardous cargo reporting, customs information, is increasingly demanded.

49
SE2
Cargo tracking
facilities
Scope
Cargo and Vehicles Cargo Tracking Technologies include Bar Code with Laser
Readout, Magnetic Card and Strip Reader, Smart Cards, Radio Frequency
Cards, Transponders and Readers. Vehicle Tracking Technologies mainly
employ the use of the positional information from the Global Position System
(GPS) which provides real-time tracking of the vehicle and cargo.
Radiolocation or Navigational Systems have emerged with well developed
cellular or communication channels. This combines Automated Vehicle
Location(AVL) with paging, voice and data communication to a national or
regional dispatch and logistics node to improve cargo tracking services
A number of terminals are utilizing modern cargo handling and equipment
tracking technologies to improve efficiency and create additional capacity offers
cargo tracking facilities. These various technological solutions present the
capability to track, identify, and monitor cargo and equipment in real time. Real-
time equipment and cargo visibility allows for more efficient and reliable
operations. Manpower and equipment utilization can be scheduled and
deployed in relatively short order.
State of the Art
New cargo tracking technologies have clearly simplified the availability of certain
applications such as cargo location tracking and communications with trading
partners, inventory updates, equipment requests and electronic payments to
name just a few. Some of these applications are relatively inexpensive, while
other applications can be more costly. Cost of installing technology is not the
only consideration; there is the cost of upkeep both in terms of hardware/
software upgrading and the training of staff on new technology
Freight Tracking applications monitor, detect and communicate freight status
information to ensure containers remain sealed while en route. Advantage:
Improves customer satisfaction. Studies have shown that users find real-time
cargo shipment information over the Internet very beneficial. Asset Tracking
technologies monitor the location and identity of containers in real-time.
Advantage: Improves customer satisfaction.
Automated Equipment Identification (AEI) technologies are being used in
terminal yards to identify and track equipment and loads. AEI technologies
include radio frequency (RF) tags, smart cards, and satellite-based
equipment/cargo tracking. These are described in the following:
RF tags utilize radio signals to establish real time data exchange between the
RF tag and the tag reader. Data that is usually transmitted includes the rail car
number that can then be checked against train composition information in the
Port Management System.
Smart cards are being implemented for managing the entry and exit of vehicles
within the terminal yard. These wallet-sized cards with integrated circuits have
the ability to securely store and process information regarding the driver or the
cargo.
Satellite-Based Technologies provide the location of cargo/equipment to within
meters. Many of systems rely on the Global Positioning System (GPS) to
triangulate the position of equipment tagged with a transponder. GPS
transponders are self-contained, integrated units with the batteries and antenna
contained within a compact sealed unit.

50
Used in few locations, primarily due to cost, a GPS transponder is attached to a
straddle lifter where it transmits its ID to a series of satellites that relay the
transmission to a ground station. The ground station determines the asset's
position and forwards it to the operations center for delivery to the customer.
Using wireless communications, the operator of the straddle lifter then notes the
position of containers in a yard on a mobile data terminal. This information is
used to quickly locate the container at a future time.
A few of emerging business models and systems that will help improve cargo
tracking facilities as part of Intermodal Freight and Fleet Management
Operations in the future are :
•Intelligent Transportation System (ITS): It applies advanced and emerging
technologies in such fields as information processing, communications, control
and electronics to service transportation needs.
•Intermodal Container Technologies: It incorporates Standardization,
Modernization and Modularization of the container design for achieving easy
handling and increasing durability.
•Terminal Automation and Design: It calls for technology that promote efficient
handling of cargo at various ports and freight centers.
•Advanced Control and Communication for Freight trains and trucks: It exploits
technologies like tracking, control and communication to form integrated carriers
like FedEx.
Intelligent Transportation System (ITS) are a system that improves
transportation safety and mobility and enhances productivity through the use of
advanced ICT. ITS encompass a broad range of wireless and wire-line
communications-based information and electronics technologies. When
integrated into the transportation system's infrastructure, and in vehicles
themselves, these technologies relieve congestion, improve safety and enhance
productivity.
Trends
Some features that a cargo tracking facilities system should contain to satisfy all
stakeholders include:
• Internet accessibility – web services - with an intuitive user display
• Common data platforms for the various functional data being transmitted
• Data transfer must be highly or completely automated (little or no manual
interference, no repetition of data entry) and move data from one
intermodal database to another handling tracking inputs
• Low cost to enable rapid and wide spread cargo tracking services
• Functionality; the system must address integrated core data/information
transfer functions cargo tracking, bill of lading, invoicing, .)
• Cargo tracking system must be based on an open platform to allow
integration with other service platforms.
• ITS is one of the major emerging Intermodal Freight and Fleet
Management Operations technology. ITS offers the following benefits:
•Increase of operational efficiency and capacity of the transportation
system.
•Enhancement of personal mobility, convenience, and comfort.
•Improvement of safety of the transportation system.
•Reduction of energy consumption and environmental costs.
•Enhancement of the present and future economic productivity of
individuals, organizations and the economy as a whole

51
SE3
Coordination of
multi-actor
activities
Scope
Management and coordination of complex systems and services like those of
intermodal transport services usually has 3 objectives:
• ensure effective coordination of the implementation activities,
• monitor and evaluate these activities, and
• disseminate best practices and lessons learned from activities,
This activity are based on 3 functions:
• monitoring and evaluation
• information dissemination and
• coordination of multi-actor activities.
The emergence of data networks, such as PCS or PSW in port services
indicates an increasing interdependence of organizations and a search for
business solutions through information and communication technology (ICT), to
reinforce the service or commercial position competitive advantages.
There are several problem of coordination of multi-actor activities in the Port
Sector, being the first the legal and regulatory framework ruling the activities in
each Member State or even at a lower level of Lander, Region or Province.
The second challenge is technological, and is related with the interconnectivity
and interoperability of heterogeneous systems, with different ICT basis or
persona operating with different languages, like in vessels with international
crews. In case of incidents or accidents this coordination of utmost importance
State of the Art
Public organizations like Port Management Entities which are the focus of this
Study, have been pressured by the threat of increasing isolation and lack of
strategic relevance into the current transport chains, intermodal networks or port
clusters as components of the Trans European Transport Network (TEN-T).
The TEN-Twill comprise 89,500 km of roads and 94,000 km of railway tracks
by the year 2020. In addition, inland waterway networks will to be extended to
a total of 11,250 km, which encompass 210 inland ports and 294 seaports. For
the sector “air traffic”, the number of airports in the trans-European transport
network is estimated to rise to 366 airports by the year 2020. The network not
only focuses on traditional carriers but also on the development and extension of
traffic management systems as well as navigation and information systems for
users. Currently the trans-European transport network handles half of all goods
and passengers. Coordination of multi-actor activities is a must in the actual
network and will increase with the implementation of ITS – Intelligent Transport
Systems that are based on multiple and different actors.
Other actual cases of multi-actor activities coordination are technological
platforms such as Port Infolink a PCS with more than 30,000 users in Rotterdam,
that will merge another 7,500 users from Amsterdam. Services from EMSA like
SAFESEANET or CLEANSEANET also requires this coordination.
In the private commercial sector, there are two cases of multi-actor activities
coordination in the INTTRA and GT-NEXUS cargo tracing service, connecting
intermodal, larn and sea operators at international level
But the most clear example of the need for coordination of multi-actor activities is
in the case of vessels or oil tankers accidents like the cases of ERIKA,, BRAER
PRESTIGE or AEGEAN SEA, where hundreds of rescue and safety vessels may
work in a small area during the rescue or cleaning operations.
Technologies to coordinate multi-actor activities, and expected services are
multiple and should solve the next obstacles and challenges
i). External—factors that define the environment in which institutions operate and
that shape their ability to use ICT. _ Poor telecommunications infrastructure

52
_ In some cases like oil accidents , a hostile social climate and political instability
prevent opportunities of national/international collaboration and support.
_ Internet traffic congestion or saturation due to limited bandwidth.
_ Un-reliability of electricity supply.
ii). Internal - _ Poor and unreliable maintenance of ICT facilities.
_ Low level priority accorded by institutional leadership to ICT development and
applications.
iii). Human resources-related obstacles
_ Inadequate human resources base for implementation of technical tasks, due
to inadequate training and education programs for critical skills to manage and
support ICT functions, lack of recognition, inability to ensure the retention of
skilled staff .
It is the assertion of this research that the emerging inter-organizational networks
in dynamic environments require support to manage the complexity of the
implementation challenges, and additional complexity of the inter-organizational
setting, to implement operational systems. This support for the implementation of
inter-organizational service systems was proposed as ideal for the dynamic
context, because of the following reasons:
• We argued that by adopting repeatable processes for the implementation
of inter-organizational service systems, emerging collaborative networks
would reduce uncertainty in managing complex challenges caused by
dynamic scenarios.
• In addition, there is envisaged added value in the network collaboration
offered by increased opportunities through generation of new innovative
services and products, without having to change the focus of the core
service processes.
• Theory and empirical evidence shows that inter-organizational systems
are hard to design, implement and manage because they have multiple
actors, each with their own value systems and interest
For the purposes of this research, dynamic scenarios describe the impact of
external and internal factors in an organization, on the key implementation
elements that, adversely influences the realization of the critical success factors
for an implementation project.
Key Aspects of a service system. (Verbraeck and Van de Kar, 2005)
Trends
There is a need for innovative engineering approaches, including design theories,
design heuristics, modeling techniques and environments in which this new
organizational context for service delivery in coordination of multi-actor
activities can be tested and evaluated from a strategic, operational and
technological perspective.

53
SE4
EDI message
interchange
Scope
Electronic Data Interchange (EDI) refers to the structured transmission of data
between entities by electronic means. Currently it is more than a simple e-mail,
because it might covers commercial documents such as bill of lading , container
check lists or safety warnings with appropriate EDI messages. It also refers
specifically to a standards family, including the X12, ODETTE or EDIFACT., EDI
has pre-Internet roots, ( 1980...) and the standards tend to weight single messages
such as ASCII format rather than the whole sequence of conditions and exchanges
that make up an inter-organization business process like the intermodal services.
EDI is promoted by the UN before Internet technologies through the EDIFACT (ISO
9735) and after the Internet via the UN/CEFACT.
EDI implies a sequence of messages between 2 entities parties, either of them may
serve as originator or recipient. The data format representing the documents may
be transmitted via telecoms services or transported on a CD or USB or other
storage media. EDI means that the message processing is only by computer.
Human intervention is typically intended only for error detections, quality review,
and special situations. For example, the transmission of binary or textual data is not
EDI as defined here unless the data are treated as one or more data elements of an
EDI message.
State of the Art
EDI can be actually defined as 'The transfer of structured data, by agreed message
standards, from one computer system to another without intervention of persons'.
Most other definitions used are variations on this theme. Nevertheless, in the last
few years technologies such as XML, Internet, Web Services or WWW are
introducing old EDI applications in the Electronic Commerce applications in different
industries that has been using this technology, such as : transport, banking, car
manufacturing, pharmacy,.... There are four main sets of EDI standards:
• UN/EDIFACT the international standard and is predominant outside of USA
• US/ANSI ASC-X12 is the EDI standard in USA.
• TRADACOMS standard developed by the ANA (Article Numbering Association)
is dominant in the UK retail industry.
• ODETTE EDI standard used within the European automotive industry
All these standards appeared in the early 1980s. The standards prescribe the
formats, character sets, and data elements used in the exchange of business
documents and forms.
The EDI technology was designed to be independent of communication and
software technologies. EDI can be transmitted using any methodology agreed to by
the sender and recipient. This includes a variety of technologies, including
asynchronous, and bisynchronous modem, FTP, HTTP and e-mail. It is important to
differentiate between the documents and the methods for transmitting EDI. When
compared the bisynchronous 2.4 kbit/s modems, CLEO devices, and VAN’s used
to transmit EDI documents via the Internet, some persons compared the non-
Internet technologies with EDI and predicted that EDI would be replaced with the
non-Internet technologies. These non-internet transmission methods are being
replaced by IP ( Internet Protocols) such as FTP and e-mail, but the EDI
documents forms still remain.
The more trading partners use the Internet for transmission, the more standards
have emerged. In 2002, the IETF published a technical recommendation, offering a
standard method of secure transfer EDI data via e-mail. On 2005,IETF ratified a
recommendation for MIME-based HTTP EDI-INT transfers, and is preparing similar
documents for FTP transfers. While some EDI transmission has moved to these
newer protocols the providers of the VAN remain active.

54
Another interesting advance is the Short Sea –XML project ended in 2008
(http://www.shortseaxml.org/ ) related to both EDIFACT and UN/CEFACT Funded
by the EU Marco Polo programme, the Shortsea XML project supports a network of
shippers, carriers, ports, intermediaries and IT providers who are working together
to develop the new standard. Shortsea XML is a new message standard designed
to streamline the administration processes within a short-sea based logistics chain.
The standardized messages – based on XML technology – comprise the core
processes of scheduling, booking, operations and status. Implementing these new
standards within a supply chain will help to reduce costs, cut administration,
streamline process and, ultimately, improve the competitiveness of short-sea
transport.
Electronic commerce can be defined as comprising transactions of goods and
services between computers via computer networks, in respect of which payment
and/or delivery of the products in question is not necessarily carried out by
electronic means. Although companies had adopted electronic commerce as far
back as the early 1970s, using systems based on EDI (Electronic Data Interchange)
technology, it was the internet, more specifically the web, that strongly boosted its
development, making it one of the main aspects of the digital revolution now
affecting actual societies. There are 2 relationships using EDI technologies : B2A &
B2B
Business-to-Administration (B2A) this category covers all online transactions
between companies and public administration. This domain encompasses a large
number and range of services, namely in the fiscal, social security, employment,
registries and notary areas, etc. Although still in its early stages of development,
B2A is bound to grow rapidly, particularly due to public administration’s promotion of
electronic commerce and the latest developments in e-government
Business-to-Business (B2B) B2B this commerce encompasses all electronic
transactions carried out between companies and currently accounts for about 90%
of electronic commerce in EU. B2B commerce basically develops in three major
areas: the e-Marketplace, e-Procurement and e-Distribution.
Trends
• The far bigger trend in EDI for the coming years will be the EDI migration
over the Internet using the XML protocols
• Experimentation and deployment of Web Services and use of Web-EDI will
also increase over time, as manufacturers devise alternative ways to
incorporate the supply base into operational processes at lower costs.
• Increased support from EDI to RFID technologies is planned by both logistic
and intermodal operators.
• Multiple technology combinations supported without detrimental affect to
logistic and transport operations

55
SE5
Interconnection
with Port Single
Windows and
National Single
Windows
Scope
Future e-custom systems will support simplified paperless trade procedures,
prevent potential security threats and counterfeit tax related fraud while at the
same time insure interoperability with other e-custom systems within and outside
Europe. Accordingly “e-custom” 2002 and 2005 EU initiatives, there are two
different types of the Single Window services for the port and maritime community
Port Single Window (PSW) : a system which provides local level information
about the vessel to the authorities on a port level, • PSW has B2A character
(Business to Administration ) . The contact point for all local authorities
Example : PORTNET-Oslo in Norway
Port Community System (PCS) a tool to exchange messages in port
environment, having a commercial and logistic nature .• PCS has B2B character
(Business to Business) . Examples : PORT INFOLINK in Rotterdam, DAKOSY
in Hamburg and SEAGHA in Antwerp.
National Single Window (NSW) The central contact point for all national
authorities. The national gateway to SSN (SafeSeaNet). • The provider of
information to local authorities via PSW. • Link towards Commercial PCS
PORTNET in Norway
State of the Art
The PSW & NSW concepts have been mainly worked out in MARNIS project. (
2004 – 2009. Pre-Entrance/Pre-Departure Profiles : • Master/agent reports only
once to NSW. NSW compiles Pre-Entrance/Pre-Departure Profile – Messages.
NSW makes use of already available information at other authorities and
reference databases. NSW informs the other Authorities. Based on PEPs
Clearance will be given. (PDP – Pre Departure Profile)
• IMO FAL messages :
Overlap in information. Authorities select the information they need and ask
often for additional info.
• PEPs (Pre Entrance Profile)
Tailor made, directly linked to the tasks of the authorities
Cross Reference Checks

56
The focus on services provided is placed on the advantages of use of novel
technologies for the implementation of advanced e-custom systems including
PSW and NSW services. In particular we highlight the use of service oriented
architecture (SOA), Web Services and TREC (Tamper Resistant Embedded
Controller) devices in an integrated framework named EPCIS (Electronic Product
Code for Information Systems). Among the advantages of the presented solution
are: the ubiquitous access to the location of goods through its supply chain, the
provision of evidence for import/export, the notification through alerts in case of
exceptions (such as deviation from the planned trajectory, abnormal conditions
for containers).
EPCIS is a global standard designed to enable EPC-related data sharing within
and across enterprises, an initiative from a joint venture between EAN and UCC
(European Article Number and Uniform Code Council). It is an organization set
up to achieve world-wide adoption and standardization of EPC technology.
The main focus currently is to create both a world-wide standard for RFID ,
starting from EAN bar-codes and the use of the Internet to share data. E-custom
services rely on a standard and global cargo descriptors agreement
Business models and best practices can be explained only to PCS, that has been
in use since 2001. PSW and NSW concepts are too recent ( 2007) so still there is
not enough information and experience to define business models or best
practices for this two emerging tools.
Port Community Systems can be divided in 1
st
and 2
nd
-generation systems
[Grizell, 2001] . The 1
st
generation is related to PCS that transfers messages
related to transport through a network. It exchanges messages (information-
exchange systems) and therefore has the post-box-principle. The 2
nd
generation
contains of PCS has a central (smart) database in which messages are
structured (management systems). There are three e-collaboration models for
PCS:
• BIM - Bilateral Information Model . In this model information is
exchanged directly between the different actors on a bilateral basis.
• CIM -. Centralised Information Model . In this model data is stored at a
central information service provider. Information can be retrieved from
this central information service provider by trading partners that have the
right to do so.
• DIM - Decentralised Information Model . In this model data is stored and
controlled by each individual party. A broker service can help in retrieving
the information from the right source.
These three models are more or less extensions of the two generations described
in the previous paragraph, as BIM is more or less a successor of the first
generation, and CIM and DIM are an extension of the second generation.
Trends
More efficient communications. Master/agent will report only once
• Early reporting , • Separation of responsibilities
• Not restricted to Maritime Authorities
• Single window: info to and from Authorities
• Development of links towards SSN++
On customs area the NSW will link towards has adopted with other governmental
agencies : Veterinary authority, • Phytosanitary authority, • Agricultural agency, •
Statistical office, Tax authority and • Port Authorities

57
SE6
Message
processing,
dispatching,
validation,
reformatting,
merging
Scope
Message is any set of transmitted data. Just as a program becomes a job when it
runs in the computer, data becomes a message when it is transmitted over a
network. An enterprise messaging system (EMS) is a set of published
Enterprise-wide standards that allows organizations to send semantically precise
messages between computer systems. EMS systems promote loosely coupled
architectures that allow changes in the formats of messages to have minimum
impact on message subscribers. EMS systems are facilitated by the use of XML
messaging, SOAP and Web services
Messages within a company include its data stores, the applications that access
those data stores, and individual functions or methods within those applications.
These components can be connected together. Middleware is a class of software
that provides a transport mechanism between components. Messages needs
middleware to automate business processes. This technology targets only intra-
company business process support, not e-commerce or B2B-business connectivity
State of the Art
In the old days, the messages were more like large texts documents since
companies stored most applications and data on a single mainframe.
Management often decides on IT hardware purchases by adopting the latest
trends, with no regard to connectivity, and message processing, dispatching,
validation, reformatting, merging is based on enterprise intra-connectivity.
In addition to hardware and software variability, different departments within a
company have their own standards for data transfer. The more an integration
project automates business processes that span department boundaries, the more
difficult the integration challenge. These three factors – hardware, software, and
inter-departmental differences – form the basis of the challenges that integrators
confront. Middleware provided one of the first serious solutions to this challenge,
enabling components to exchange messages in an environment-independent
manner. No longer constrained by CPU manufacturer, operating system, or network
protocol flavour, companies could use message oriented middleware (MOM) to
achieve connectivity.
Business integration software :
• Message-oriented middleware and message brokers;
• Service-oriented architecture implementations;
• Enterprise service bus implementations;
• BPEL implementations;
• Enterprise application integration software
Some non-message oriented middleware types include direct database links,
Winsock connections, Remote Procedure Calls (RPC), Common Object Request
Brokers (CORBA), Microsoft’s Component Object Model (COM), and Enterprise
Java Beans (EJB). RPC allows programs to call procedures on other computers.
CORBA and COM also do this, but the components they wrap are more
sophisticated, often involving nearly complete applications, e.g., Microsoft’s
spreadsheet facilitates are available as COM objects. EJB provides both the reuse
capabilities of COM and CORBA and the platform flexibility of Java.
All of the aforementioned “middleware” uses Winsock or similar low- level network
programming at its core, with some level of protection for the programmer from
those low-level details. However, all of these technologies also assume perpetual
network connectivity: if a network connection is lost, the programs fail unless they
contain custom error-recovery code. Message oriented middleware (MOM) passes
messages from one component to another. Most MOM technologies would benefit
from a messaging standard (such as a standard based on XML).

58
When companies merge or acquire other businesses, it’s often necessary to
combine data stores and to utilize the services of other components. Data and
applications often exist on many different computers and in different databases.
Once a company decides to perform Message processing, dispatching,
validation, reformatting, merging I, the IT Department must understand the use of
middleware. Middleware is the glue that holds components together, and provides
the basic infrastructure for any Message Processing solution. By itself, middleware
facilitates transport of data between systems. Middleware is data driven. If used by
itself, with no level of abstraction on top of it, then data and process must be
completely separated.
The least efficient means of connecting components involves coding many custom
application-to-applications, point-to-point solutions. These solutions include
Winsock programming, reading and writing flat files, and various proprietary
solutions. A more advanced solution, using middleware, performs message-passing
functions in a way that insulates the developer from network and protocol issues but
not from message formatting and routing issues. The most elegant solution involves
canonical (non-proprietary, as far as the components are concerned) message
passing to a broker, which addresses the message formatting and routing concerns
as well as inter-component business logic.
Trends
The Message processing, dispatching, validation, reformatting, merging
requires considerable research and consulting with companies that possess
experience in message management implementations. Message technologies are
changing rapidly, and the “best” implementation at a given moment depends on
many trends. Some of the main include:
• Platforms ( HW/ SW)
• Performance measurement
• Reliability & security
• Maintenance complexity
• Scalability and reusability
• Asynchronous vs. synchronous capabilities
• Development ease
• Supplier support : · Cost for licenses and supporting hardware

59
SE7
Re-use of
commercial and
public data for
facilitating
document
fulfilment
Scope
( See SE10 : Web applications for e-fulfilment and data consultation
Effective fulfilment and distribution are essential elements of any document
management programme. An efficient supply chain is necessary to get the
documents into the hands of people who need them.
Document fulfilment and cargo distribution capabilities should deliver an efficient
and cost effective supply chain service. Order processing can be both manual
and online, enquiry handling, distribution of goods and stock transfers to replenish
local distribution centre can be outsourced, individually or in any combination.
.This service is intended for documents that needs to remain available for an
extended period but for which ongoing demand is uncertain.
Private commercial information is also or growing importance, but it poses
problems of concurrence and confidentiality, while public information diffusion is
limited by security restrictions
State of the Art
Directive 2003/98/EC of the European Parliament and of the Council of 17
November 2003 on the re-use of public sector information. The public sector
including port authorities, collects, produces, reproduces and disseminates a wide
range of information in many areas of activity, such as social, economic,
geographical, weather, tourist, business, patent and educational information, and
in this case, transport, import, export and related information.
There are considerable differences in the rules and practices in the Member
States relating to the exploitation of public sector information resources, which
constitute barriers to bringing out the full economic potential of this key document
resource. Traditional practice in public sector bodies in exploiting public sector
information has developed in very disparate ways. That should be taken into
account.
The definitions of "public sector body" and "body governed by public law" are
taken from the public procurement Directives (92/50/EEC(5), 93/36/EEC(6) and
93/37/EEC(7) and 98/4/EC(8)). Public undertakings are not covered by these
definitions.
One of the principal aims of the establishment of an internal market is the creation
of conditions conducive to the development of EU -wide services. Public sector
information is an important primary material for digital content products and
services and will become an even more important content resource with the
development of wireless content services.
Broad cross-border geographical coverage will also be essential in this context.
Wider possibilities of re-using public sector information should inter alia allow
European companies to exploit its potential and contribute to economic growth and
job creation.
The re-use of commercial and public data lays down a generic definition of the
term "document", in line with developments in the information society. It covers
any representation of acts, facts or information - and any compilation of such
acts, facts or information - whatever its medium (written on paper, or stored in
electronic form or as a sound, visual or audiovisual recording), held by public
sector bodies. A document held by a public sector body is a document where the
public sector body has the right to authorize re-use

60
Digital content plays an important role in this evolution. Content production has
given rise to rapid job creation in recent years and continues to do so. Most of
these jobs are created in small emerging companies
Regarding best practices, once a request for re-use has been granted, public
sector bodies should make the documents available in a timeframe that allows
their full economic potential to be exploited. This is particularly important for
dynamic content (e.g. traffic data), the economic value of which depends on the
immediate availability of the information and of regular updates. Should a license
be used, the timely availability of documents may be a part of the terms of the
license
The possibilities for re-use can be improved by limiting the need to digitize paper-
based documents or to process digital files to make them mutually compatible.
Therefore, public sector bodies should make documents available in any pre-
existing format or language, through electronic means where possible and
appropriate. Public sector bodies should view requests for extracts from existing
documents favorably when to grant such a request would involve only a simple
operation. Public sector bodies should not, however, be obliged to provide an
extract from a document where this involves disproportionate effort. To facilitate
re-use, public sector bodies should make their own documents available in a
format which, as far as possible and appropriate, is not dependent on the use of
specific software. Where possible and appropriate, public sector bodies should
take into account the possibilities for the re-use of documents by and for people
with disabilities.
Trends
Minimum harmonization of national rules and practices on the re-use of public
sector documents should therefore be undertaken, in cases where the differences
in national regulations and practices or the absence of clarity hinder the smooth
functioning of the internal market and the proper development of the information
society in the Community.
A general framework for the conditions governing re-use of public sector
documents is needed in order to ensure fair, proportionate and non-
discriminatory conditions for the re-use of such information. Public sector bodies
collect, produce, reproduce and disseminate documents to fulfil their public tasks.
Use of such documents for other reasons constitutes a re-use. Member States'
policies can go beyond the minimum standards established in this Directive, thus
allowing for more extensive re-use.
The decision whether or not to authorize re-use will remain with the Member
States or the public sector body concerned. This service should apply to
documents that are made accessible for re-use when public sector bodies license,
sell, disseminate, exchange or give out information.

61
SE8
Tracing of
documents
and
services
Scope
In logistics, Tracing and Tracking defines processes of monitoring the location and status of
property in transit. Tracing is and administrative service, using controls to follow the last
known checking point of the property in transit, while Tracking usually refers to ICT
instruments to provide actual and real-time geographical coordinates of the property in
transit. Particularly in international and intermodal services it is often necessary to trace
working or drafts documents, in order to get a clear view of how time and negotiations have
affected and changed the original draft of a document.
The status of these documents varies greatly between different countries and organisations -
while governments in some countries have long had a culture of openness, others have
always preferred secrecy. Another important factor is the technology and the language
supporting the document. All this factors make a complex scenario for tracing documents and
services or products they are producing.
State of the Art
A related concept is traceability. In logistics, traceability refers to the capability for tracing
documents or tracking goods along the distribution chain on a batch number or series
number basis. GS1 is a global organization dedicated to the design and implementation of
global standards and solutions to improve the efficiency and visibility of supply and demand
chains globally and across multiple sectors.
The GS1 System of standards is the most widely used supply chain
standards system in the world. GS1's main activity is the development of
the GS1 System, a series of standards designed to improve supply chain
management. The GS1 System is composed of four key product areas:
• Barcodes (used to automatically identify things: documents or cargo),
• eCom(electronic business messaging allowing automatic electronic transmission of
data),
• GDSN (Global Data Synchronization Network which allows partners to have
consistent item data in their systems at the same time) and
• EPCGlobal(which uses RFID technology to immediately track an item
GS1 was formed when the Uniform Code Council (UCC) and the Electronic Commerce
Council of Canada (ECCC) joined EAN International. UCC has become GS1 US and ECCC
has become GS1 Canada
The international standards organization EPC Global has ratified the EPC Global Network
standards (esp. the EPC Information Services EPCIS standard) which codify the syntax and
semantics for supply chain events and the secure method for selectively sharing supply chain
events with trading partners. These standards for traceability have been used in successful
deployments in many industries and there are now a wide range of products that are certified
as being compatible with these standards

62
Tracing Technologies from GS1
Traceability can be achieved with various business models and technologies. Depending on
the choice or constraints of each trading partner, items may be tracked and traced at different
levels of precision: generic, by batch or serialized. Barcodes and RFID can be used to
automate data capture. “One up, one down” is often considered as the information exchange
model to achieve full chain traceability yet some supply chains choose to go further because
of specific objectives. In this context of multiple technologies available, GS1 Traceability
Model enables each company to choose what is the most relevant in its environment. It is the
solution to ensure interoperability between all traceability systems and to facilitate the
implementation.
The GS1 Global Traceability Standard is a business process model describing the
traceability process independently from the choice of enabling technologies. It defines
minimum requirements for companies of all sizes across industry sectors and corresponding
GS1 Standards used within information management tools.
Trends
Tracing of documents and services is a fundamental business process in supply and
transport chains. It supports various actual business trends such as:
• complex regulatory requirements
• stiff consumer safety
• Industry recalls
• HACCP (Hazard Analysis and
Critical Control Points)
• product quality management
• patient safety in the healthcare
sector
• efficient logistics
• product authentication
• anti-counterfeiting policies
• waste management
• brand protection
• documents visibility

63
SE9
Traffic statistics
Scope
The primary goal of Traffic Statistics is to provide policy analysts and makers
with the capability to include the European dimension in monitoring developments
relevant for transport service and policy Several transport policy support tools
have been developed as part of the EU programmes, member state research
activities or initiatives in the private sector.
Such tools include models, evaluation methodologies and indicator frameworks,
all of which can provide useful input to the policy making process. However, two
important obstacles for the wider application of such tools are the lack of good
quality input data and the resulting discrepancy in starting assumptions that
different methodologies use. The objective of the Traffic Statistics should be to
develop a framework for the collection and dissemination of data and network
information related to transport and to provide a central repository to be used by
transport policy support tools at EU level.
State of the Art
During a long time European-wide statistics on maritime transport trade have not
been sufficiently detailed. The European Sea Ports Organization (ESPO) and 22
of its member ports gave statistical data to the Commission until 2000. This year
the Council Directive 95/64EC on maritime statistics fully come into effect.
There are about 350 ports providing detailed data under this Directive.
The information system can provide most of the data needed for Traffic Statistics
with the availability of data on “port-to-port” level. At the request of the Member
States, dissemination is limited to “port-to-maritime coastal area”. Nevertheless, it
will still take a few years for the Directive to produce data series for analyzing
trends.
The main aim of traffic statistics is to develop a database of transport data, traffic
counts and transport network information for all transport modes, covering the EU
and the main links with the rest of the world. Hence the technologies to be taken
into account are those related to Database design and management, Their
description is away from the scope of this work, and can be found in several ICT
The database should meet the needs of transport policy support tools and
especially models such as TRANSTOOLS, and meet the user requirements
identified in relevant EU R&D projects (ETIS-BASE, TRANSFORUM, REFIT.)
The Traffic Statistics service should also develop a process for the collection
and validation of data, including consultations with data providers, users and
policy makers. In addition, the traffic statistics should deliver clear mechanism to
the future management and update of the database.
Links with transport statistics in member states and other world regions, local
traffic counts and surveys, traffic statistics from private operators and information
from new IT applications in transport should be established and a framework for
data updates should be designed
Several traffic for transport models, and extensions to the models, have been
developed as part of the EU programmes. The input data needed for the
models/extensions are often collected on a one-off basis or potentially, and if
available, taken from the ETIS database. ETIS was developed in 2005 for DG
TREN with Year 2000 zones and definitions but it has not been updated since.

64
Despite the attempt of ETIS to
improve quality and quantity of EU
transport and traffic data available for
help development of transport
models, the current data situation
can be described as one of :
fragmentation of datasets and sources, missing data, lack of standardization/
harmonization between datasets and duplication of information collection making
it difficult to identify, access and use available data
ETIS European Transport Information System :
http://www.iccr-international.org/etis/etis.html
Trends
With a view to improving data quality and data availability for transport modeling,
there is a need for one single source of data. All existing and new models should
ideally be sourcing data from the database, and it should be continuously updated
and expanded to suit user needs and to provide the most reliable modeling
outputs
The task has multiple objectives. In terms of quantity of data, it is important that
the detail of transport and traffic data available is improved. Networks for all
transport modes and their corresponding real traffic volumes need to be
described in more detail (geographic as well as temporal
Data on variables that influence transport activity or result from it should be also
collected. Such data can be used as input to the models or for comparisons with
the output of the models. They should include socio-economic and demographic
indicators, changing mobility patterns, trade statistics, vehicle sales and stocks,
fuel consumption, prices and taxes,
Data and transport network information used in such an EU-wide database needs
to be reliable and compatible with the information used in member states. A
consensus between developers of evaluation methods and models on the format,
collection methods and validation of this information should be reached
A process for the future updates of the information should be also defined, ideally
one allowing some degree of automation.

65
SE10
Web applications
for e-fulfilment
and data
consultation
Scope
e-fulfillment is the application of e-technology to the elimination of slow manual
information flows. This can dramatically upset the cost/service equation and introduce
a competitive edge.
e-fulfillment facilitates the integration of innovative applications and e-services with
private and public information infrastructures, thus providing enterprises with a sound
basis to achieve higher levels of integration, efficiency and cost-effectiveness. The
reason for this integration is that the movement of materials and end products is not
executed by single divisional functions, but increasingly, through a single and
seamless cross-company process. The goal is to provide timely and adequate
information with a view to facilitating management of inventories and deliveries and,
thus, lowering overall costs and increasing customers’ satisfaction.
e-fulfillment is the crucial aspect of online ordering upon which the success of an e-
business is judged. e-fulfillment is the key to customer satisfaction in B2C e-
commerce -- and it is not just about delivering but also on goods stock management,
customer service and logistics.
State of the Art
The area of e-fulfillment includes the following logistics activities: customer service,
order processing, finished goods inventory management, outbound transportation
and sales forecasting. In short, e-fulfillment relates to all the demand- linked logistics
activities and, as such, is an important component of supply chain management
In all main e-services business to administration (B2A), business-to-business (B2B),
and business-to-consumer (B2C ) users expectations increase. The impact of the
Internet on the evolution of the European logistics business services is substantial.
Especially in comparison with the USA, European companies lag behind in the shift
from logistics to e-logistics. Consequentially, they are missing new business
opportunities and losing market share to their US competitors, which are more and
more active in the European market. The e-fulfillment services aims to help level that
playing field by focusing on a range of logistics activities with the aim to improve
supply chain management
There are 4 main areas :
- FRONT OFFICE
- BACK OFFICE
- WAREHOUSING & INVENTORY
- TRACING & TRACKING
Main Technologies for e-fulfillment services :
EDI (e.g. EDIFACT, TRADACOMMS, X.12) XML
Higher level XML-formats (e.g. eb-XML, SS-XML, CIDX, MTML)
Web Services, lower level XML-formats (e.g. XMLRPC, WDSL,UDDI)
Main Services provided in e-fulfillment:
• Electronic marketplace
• e-commerce
• digital certificates
• 3PL
• e-logistics

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Companies are becoming increasingly aware that e-fulfillment is a crucial part of their
supply chain models. However, e-fulfillment is a new area still requiring substantial
research efforts. The e-fulfillment services therefore aims to determine missing
research strands. The long-term goal of the services is to improve supply chain
management, increase the competitive position of the European industry and to
support the development towards sustainable mobility.
While applications for all the operational activities of logistics are already well
developed, the potential of e-fulfillment applications has not been exploited. e-
fulfillment has the largest gap between user expectations and market offer when
compared to other logistics activities. Outbound transport scores especially, are very
low. A new range of innovative and user centered applications must to be developed
Trends
System integration in e-fulfillment and standardization is still lacking some important
aspects and stand-alone solutions make it less attractive for the customer or
consumer
• Standardization of connectivity
• Build-up of further information on good practices in e-fulfillment (outside EU)
• Development of model SME-solution to lower barriers to entry
• Alignment of regulations within and outside EU
• Promote R&D and share technologies
• Address the issues of delivery (home, urban,…)
• Address customer expectations on speed of e-fulfillment deliveries

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References 5.2.2
1- Regulation (EC) No 1692/2006 of the European Parliament and Council
REGULATION (EC) No 1692/2006 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 24
October 2006 establishing the second ‘Marco Polo’ programme for the granting of Community financial
assistance to improve the environmental performance of the freight transport system (Marco Polo II) and
repealing Regulation (EC) No 1382/2003
2- CHINOS Project (FP 6) Container Handling in Intermodal Nodes http://www.chinos-rfid.eu/ : how to best
integrate technologies such as RFID transponders for container identification and electronic seals
combining the benefits of classical bolt seals with RFID capabilities.
3.- SECURCRANE project (FP6) : Design of an innovative system for the drive and control of port cranes
for safe remote operation.

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4.- SE 5.2.3 Safety and Security support systems
Objectives
Safety and security is a multitask and multi-agent activity that is usually supervised and controlled by in situ
Authority following internationally agreed methodologies in order to add every private agent participating in
the transport chain to fulfil a connected and common approach. In the case of cargo and passengers flow
in a port, its authority establishes the support regulation and frequently the equipment to support its
application. To this aim a review of TOOLS include:
A. Safety area: (SF)
SF1 Maritime climate forecasting and decision systems.
SF2 Design, materials and construction processes for infrastructure like breakwaters, quays
SF3 Advanced decision systems for safe navigation
SF6 Control and vessel guidance through measurement of under keel clearance.
B. Security area: (SC)
SC1 ISPS resources and planning
C.- Safety and Security area: (SS)
SS2 Safety/Security resources planning and management
SS5 Passengers and vehicle Perimetral and Access control.
SS7 Coordination with Safeseanet.
Target stakeholders
• Port management.
• Shipping companies.
• Ship agents.
• Technical consultants.
• Pilot corporations.

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Study Approach
In Europe, as in other markets, a strong emphasis has been placed on homeland security, transportation,
environmental safety and port infrastructure development. The European Union has adopted rules
regarding maritime safety and security to ensure quality shipping that respects the environment and
guarantees an optimal level of protection. The major focus is on environmental impact, safety and security,
and unification and simplification of procedures.
VTM support from ports introduce technologies applied to maritime vessels in the line airports have
introduced previously while adapting to the differences in the environment in this case. Develop a formal
and lasting structure to co-ordinate the definition and introduction of novel measurement, observation and
analysis technologies for hydrodynamic (scale) model testing environments.
Safety has very often a direct link to the human element. A general low level of education and early
promotion due to the lack of skilled seafarers may result in an increased risk of accidents. This has a direct
link to the driver on the availability of crew. The ISPS and the scanning of containers is first and foremost a
security issue, but there are links to safety as well. The ISPS code system might be strengthened in case a
new threat appears. Full scanning of each and every box is not efficient. A new system might be developed
to separate and scan the containers according to the country of origin, enabling intra European traffic not to
be subject of scanning whilst external traffic may subject to (partly) scanning.
The last 15-20 years have, however, given us a world of regional troubles and growth of terrorism that have
widespread effects in terms of peoples perceptions of safety and security. There are great uncertainties as
to how this will develop in the future, and terrorism and regional conflicts seem, therefore, unavoidable in a
scenario generation setting.
There is no doubt that environmental concerns are growing globally, and this will be a main area of
influence in the decades to come. This problem area has basically two dimensions. On the one hand the
facts and the perception of people of these facts as to the seriousness of the challenges facing mankind
and on the other hand what kind of policies and regulations that may be implemented to cope with the
problem. Changes in regulation regimes will primarily be closely connected to the area of environmental
concerns. There seems to be little uncertainty regarding whether we will see new regulations, but quite high
uncertainties as to the degree and seriousness of new regulations. An important fact is that port
development has faced serious delays due to environmental regulations, which relates to the imbalance of
port capacity in several European ports today.
VTS and its role in Global Traffic Monitoring is part of the actual the expanding role of VTS “beyond the
radar horizon, using LRIT - Long Range Identification and Tracking- , forward planning of vessel
movements and the emergence of regional and international traffic management regimes.
On-going legal issues should address contemporary issues such as the legal instruments required to
operate VTS in international waters and the role and legal obligations of a VTS entering into regional or
international agreements. The implications of VTS becoming an enforcement tool and the inclusion of VTS
in the IMO General Provisions on Ships Routing are of utmost importance.
A traffic organization service is a service to prevent the development of dangerous situations and to provide
for the safe ands efficient movement of traffic within the VTS area. Traffic organization concerns the
forward planning of movements and is particularly relevant in times of congestions or when the movement
of special transports may affect the flow of other traffic. Monitoring the traffic and enforcing adherence rules
and regulations are integral parts of traffic organization.

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Fig 3.1 MARNIS VTM & Port Data Module
The service may include:
• Establishing and operating a system of traffic clearances in respect of the priority of movements
• The allocation of space;
• The mandatory reporting of movements;
• Establishing routes to be followed;
• Speed limits to be observed;
• And such other measures as may be considered necessary and appropriate by the VTS.
• VTS sailing plans.
The main issues regarding Port safety and Security are the following :
Port Management (general)
Create the circumstances and provisions for minimising risk and maximising efficiency for shipping in the
VTM area on a (strategic) policy level. Defining and enforcement of rules and regulation are part of this
context. Planning of infrastructure and liaison with the public, politics are important elements as well.
Port Security
Contribute to maritime security for shipping and terminals in the port area by co-ordination of security
levels, support communication on security issues between ships, terminals and competent authorities,
intelligence services and police, exercise and enforce security plans and measures. Given the fact that
ships and terminals have to deal with security regulation the VTM authority can manage the procedures in
order to improve efficiency of security related administration.
Berth Management
Planning and co-ordination of berthing operations to reach efficient and optimum capacity utilization for
terminals in particular and the port in general.
Dangerous Goods management
Minimise the risk of transport of Dangerous Goods by monitoring, registration, inspections and enforcement
and strive for maximum efficiency in handling dangerous goods, despite all restrictions.
Allied Services
Minimise nautical risks and maximise efficiency of traffic by assisting ships by providing navigational
advice, local knowledge (pilotage) and by physical assistance while manoeuvring (harbour tug service).

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Lock management
Maximise efficiency by planning and co-ordinate movements in and out the locks in order to reach efficient
and optimum capacity utilization of the locks and hence optimise the traffic flow given a certain safety level.
Ship Operations
Safe and efficient navigation and management on board of ships and co-ordination of traffic in the smallest
domain around the individual ship by communication and co-ordination. Environmental protection Minimise
risk for the environment and habitat in or nearby the VTM area by defining rules and regulations,
inspections and enforcement.
Search and Rescue
Minimise the risk of loss of life in case of calamities like man over board and sinking by facilitate rescue
organisations, on scene commanders and other relevant actors with information and any other means.
Calamity Abatement
Minimise the risk of escalation case of calamities by facilitate rescue organisations, crisis managers and
other relevant stakeholders with information and any other means.
Hydrographical and Meteorological services
Minimise risk of navigation and traffic by informing traffic participants on actual and forecasted
hydrographical and meteorological circumstances in the area.
EMSA – European Maritime Safety Agency
The European Maritime Safety Agency, created in the aftermath of the Erika disaster, contribute to the
enhancement of the overall maritime safety system in the EU. Its goals are, through its tasks, to reduce the
risk of maritime accidents, marine pollution from ships and the loss of human lives at sea. In general terms,
the EMSA provides technical and scientific advice to the EC in the field of maritime safety and prevention
of pollution by ships in the continuous process of updating and developing new legislation, monitoring its
implementation and evaluating the effectiveness of the measures in place. EMSA officials closely
cooperate with Member States maritime services. Some of the key areas where the Agency is active are:
strengthening of the Port State Control regime; auditing of the Community-recognized classification
societies; development of a common methodology for the investigation of maritime accidents and; the
establishment of a Community vessel traffic monitoring and information system.
Fig 3.2 EMSA Webpage

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SAFETY AND SECURITY FILES
Safety Area: (SF)
SF1
Maritime
climate
forecasting
and decision
systems.
Scope
An oceanic climate or marine, coast climate or maritime climate is the climate typically
found along the coasts at the middle latitudes of all the world's continents. . Oceanic
climates are characterized by a narrower annual range of temperatures than are
encountered in other places at a comparable latitude, and do not have the extremely dry
summers of Mediterranean area..
Operational Oceanography can be defined as the activity of systematic and long-term
routine measurements of the seas and oceans and atmosphere, and their rapid
interpretation and dissemination. Important products derived from operational
oceanography are:
• nowcasts providing the most usefully accurate description of the present state of
the sea including living resources
• forecasts providing continuous forecasts of the future condition of the sea for as
far ahead as possible
• hindcasts assembling long term data sets which will provide data for description
of past states, and time series showing trends and changes
Operational Oceanography proceeds usually, but not always, by the rapid transmission of
observational data to data assimilation centres. There, powerful computers using
numerical forecasting models process the data. The outputs from the models are used to
generate data products, often through intermediary value-adding organisations. Examples
of final products include warnings (of coastal floods, ice and storm damage, harmful algal
blooms and contaminants, etc.), electronic charts, optimum routes for ships, prediction of
seasonal or annual primary productivity, ocean currents, ocean climate variability etc. The
final products and forecasts must be distributed rapidly to industrial users, government
agencies, and regulatory authorities.
State of the Art
At present the integration of the services provided by commercial satellite companies with
additional features made available by the joint participation of content and services
providers can supply a very powerful means to support most of the maritime climate
surveillance , forecasting and DSS.
A number of commercial satellite organizations provide services in the field of data
collection and location, mostly oriented to the Earth Observation (EO) products, with wide
range of resolutions, for applications to meteorology, and other related services : earth
resources monitoring, environment monitoring, cartography and fleet management.
Technologies are based on EO satellites constellations. A description of these exceeds
the limit of these reports. Please refer to MARNIS Deliverable D-2.3.C New Surveillance
Technologies. We have identified numerous sectors of the growing business of maritime
climate forecasting The final benefits accrue within individual industries and activities such
as: Offshore oil and gas, Fisheries, Climate Prediction, Defense, Ship Routing
Trends
• Worldwide coverage analysis for Earth Observation satellites;
• Performances analysis for integrated systems (Sat- Sat, Sat-UAVs);
• Analysis of expected benefit after COSMO-Skymed introduction.
• Set-up and performances analysis (real and fast time);
• Validation of integration of different surveillance technologies
• Post-processing data analysis of real data

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SF2
Design, new
materials and
construction
processes for
infrastructure like
breakwaters
quays.
Scope
Breakwaters are structures constructed on coasts as part of coastal defence or to
protect an anchorage from the effects of weather and long-shore drift..
Breakwaters and quays , reduce the intensity of wave action in inshore waters and
thereby reduce coastal erosion. They are constructed some distance away from the
coast or built with one end linked to the coast. The breakwaters may be small
structures, placed close offshore in relatively shallow water, designed to protect a
sloping beach. Breakwaters may be either fixed or floating: the choice depends on
normal water depth and tidal range. Breakwaters construction is usually parallel or
perpendicular to the coast to maintain tranquillity condition in the port. Most of
breakwater construction depends upon wave approach and considering some other
environmental parameters.
State of the Art
Actual breakwaters are constructed some distance away from the coast or built
with one end linked to the coast. Breakwaters may be either fixed or floating: the
choice depends on normal water depth and tidal range. A breakwater structure is
designed to absorb the energy of the waves that hit it. This is done either by using
mass (e.g. with caissons) or by using a revetment slope (e.g. with rock or concrete
armour units).
Rubble mound breakwaters use the voids in the structure to dissipate the wave
energy. Rock or concrete armour units on the outside of the structure absorb most
of the energy, while gravels or sands are used to prevent the wave energy
continuing through the breakwater core. The slopes of the revetment are typically
between 1:1 and 1:2, depending upon the materials used. In shallow water
revetment breakwaters are usually relatively cheap, but as water depth increases,
the material requirements, and hence costs, increase significantly
Caisson breakwaters typically have vertical sides and are usually used where it is
desirable to berth one or more vessels on the inner face of the breakwater. They
use the mass of the caisson and the fill within it to resist the overturning forces
applied by waves hitting them. They are relatively expensive to construct in shallow
water, but in deeper sites they can offer a significant saving over revetment
breakwaters.
In coastal engineering, a Tetrapod is a four-legged concrete structure used as
armour unit on breakwaters. The Tetrapod' s shape is designed to dissipate the
force of incoming waves by allowing water to flow around rather than against it, and
to reduce displacement by allowing a random distribution of Tetrapods to mutually
interlock.
Earlier barrier material used in breakwaters, such as boulders and conventional
concrete blocks, tended to become dislodged over time by the force of the ocean
constantly crashing against them. Tetrapods and similar structures are often
numbered so any displacement that occurs can be monitored through satellite
photographs.
Trends
New work methods for the construction of maritime structures, such as a
breakwater or a quay wall, to which building materials have to be supplied by
floating means. Advantages over conventional land based methods include the
reduction of equipment, speedier accomplishment of tasks and precision in
construction
A recognizable geographical development pattern can be detected in port
infrastructures construction, with the typical response of a port being to put pressure
on facilities from increasing cargo tonnage and larger vessels spreading the port
downstream, or away from its original urban nucleus, but with earlier facilities
continuing to occupy a place in port activity. The eventual abandonment of these,
together with the impact of containerization and bulk handling can be added as
further stages in this process of port expansion

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SF3
Advanced
decision systems
for safe
navigation
Scope
The core objectives of an advanced current decision system for safe navigation
concept should:
• Facilitate safe and secure navigation of vessels having regard to hydrographic
meteorological and navigational information and risks
• Facilitate vessel traffic observation and management from shore/coastal
facilities, where appropriate
• Facilitate communications, including data exchange, among ship to ship, ship to
shore, shore to ship, shore to shore and other users • Provide opportunities for
improving the efficiency of transport and logistics
• Support the effective operation of contingency response, and search and rescue
services
• Demonstrate defined levels of accuracy, integrity and continuity appropriate to a
safety-critical system
• Integrate and present information onboard and ashore through a human
interface which maximizes navigational safety benefits and minimizes any risks of
confusion or misinterpretation on the part of the user
State of the Art
The most advanced current decision system for safe navigation is e-Navigation
an (IMO led concept based on the harmonization of marine navigation systems
and supporting shore services driven by user needs. e-Navigation is currently
defined as: the coordinated collection, integration, exchange, presentation and
analysis of maritime information onboard and ashore by electronic means to
enhance berth to berth navigation and related services, for safety and security at
sea and protection of the marine environment.”
The systems and technologies that are being developed and used within ECDIS,
Integrated Navigation Systems (INS) and Integrated Bridge Systems (IBS) will
form key elements of the over-arching strategy for e-Navigation in order to
harmonize the collection, integration, exchange and presentation of maritime
information onboard and ashore
Advances in technology will make possible the detection, identification, and
precise tracking of vessels outside existing VTS areas. These will include Long
Range Identification and Tracking (LRIT) as well as terrestrial and satellite-based
reception of AIS signals
Trends
It is envisioned there will be at least three broad significant outcomes from
advanced decision system for safe e-Navigation that are currently being used as
the basis of establishing user needs. These are represented by ship based
systems, shore based systems and a communications infrastructure as outlined
here:
• Onboard navigation systems will be developed that benefit from the integration
of own ship sensors, supporting information, a standard user interface, and a
comprehensive system for managing guard zones and alerts. Core elements of
such a system will include high integrity electronic positioning, Electronic
Navigational Charts (ENC) and an analysis capability to reduce human error,
actively engaging the mariner in the process of navigation while preventing
distraction and overburdening.
• The management of vessel traffic and related services from ashore will be
enhanced through better provision, coordination, and exchange of comprehensive
data in formats that will be more easily understood and utilized by shore-based
operators in support of vessel safety and efficiency.
• An infrastructure designed to enable authorized seamless information
transfer onboard ship, between ships, between ship and shore and between
shore authorities and other parties with many attendant benefits, including a
reduction of single person error.

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SF4
VTS including
Radar and AIS.
Scope
VTS and its role in Global Traffic Monitoring, and the expanding role of VTS
‘beyond the radar horizon, and AIS centre, using Long Range Identification and
Tracking, forward planning of vessel movements and the emergence of regional
and international traffic management. There are also contemporary issues such
as the legal instruments required to operate VTS in international waters and the
role and legal obligations of a VTS entering into regional or
international agreements. IMO & IALA are the key regulatory bodies regarding
VTS, maritime radar and AIS.
State of the Art
VTS are maritime traffic monitoring system established by maritime or port
authorities Typical current VTS systems use based on radars, AIS, CCTV and
VHF to keep track of vessel movements and provide navigational safety in a
specific geographical area depending on radar coverage. There are 3 types of
VTS : Port , Coastal and Regional .
A modern VTS integrated all of the information in to a single operator working
environment for ease of use and in order to allow for effective traffic organization
and communication. IALA Recommendation V-103 is the Recommendation on
Standards for Training and Certification of VTS Personnel. There are four
associated model courses V103/1 to V-103/4 which are approved by IMO and
should be used when training VTS personnel for the VTS qualification.
Technology for Vessel Traffic Management systems (VTM) an extended VTS.
Accordingly MarNIS project should includes:
• Automatic Identification System (AIS), surface and satellite signal processing
• Long Range Identification & Tracking (LRIT) using Inmarsat and Internet
• Galileo (Position/Communications) compatible with GPS
• Synthetic Aperture Radar/Side-looking Airborne Radar/Satellite based sensors
These technologies will be coalesced into one operator facing system, currently
labelled the Maritime Operations Service (MOS) centre. The background of the
MOS concept is varied but a major goal is to avert past disasters such as
Braer/Erika/ Sea Empress/Prestige. Through use of new technology and the
breadth of experience, it is predicted that a new, more pro-active rather than
reactive VTM equivalent will avert such disasters. The intention is that a MOS
operator(s) can view and utilize information from specialized services at one
operator station, including: Coastal VTS, Oil Pollution Response, Search &
Rescue and Maritime Assistance Services (MAS).
The emerging concept of e-navigation will have an impact on VTS and the
interaction between VTS and its users. The latest technological advances in
sensors, communications, AIS and ECDIS will be relevant. as well as new skills
required by VTS Operators, expanding the surveillance role of VTS, and data
fusion.
Trends
Maritime Operational Services –MOS- concept describing the new VTS services,
such as:
• Identification of High Risk Vessels (HRV)
• Vessel Traffic Management in coastal waters
• Dynamic Routing of vessels
• Electronic transfer of data from one authority to another
• Use of LRIT
• Combined monitoring of SAR and Oil Pollution Response (OPR)
• Blending of existing SAR and OPR

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SF5
Automatic
piloting and
berthing.
Scope
One of the most difficult tasks a Pilot faces during an assignment is the actual
berthing of a ship alongside a dock. The sheer size of the ships makes them
extremely difficult to slow down or stop and this is made even more difficult by the
currents running along the face of the dock. Within limits related to a vessel's
maneuverability, the automatic pilot, in conjunction with its source of heading
information, shall enable a vessel to keep a preset course with minimum operation
of the vessel's steering gear.
Recently there are emerging systems of automatic piloting and berthing ( or
mooring) systems to help these operations. An automatic piloting system for the
automatic steering of a marine or other vessel along an intended course in which a
digital signal representing an intended course is processed to provide rudder
commands for steering the desired course.
State of the Art
The IMO Resolution "A.342(IX) Recommendation on Performance Standards for
Automatic Pilots" is the actual standard, that comes into force on 1
st
Sept. 1985
Ship berthing is one of the most difficult ship operations. In last years projects, the
artificial neural network approach has demonstrated to make it automatically.
Automatic berthing control is one of unresolved problems in ship control. Many
methods and theories were adopted to achieve the goal. A typical example is
feedback control, which has been used as a controller in some research. (K. Kose
et al.,1986). Even if conventional feedback controller is great tool, ship’s
berthing is so complicated that a lot of limitations still are found. Therefore many
studies (Koyama.1987, Yamato.1990&1992, Hasegawa.1993, Itoh 1998) suggest
other controllers such as fuzzy theory, neural network, and expert system
The evasive automatic pilot may be system of anti-collision control which warns
the ship captain about the proximity of the risk and, if there is no manual reaction,
it automatically acts on the ship controls to execute evasive maneuvers with the
sufficient time to avoid collision or stranding
Analogical signals coming from navigation elements: radar, sounding equipment,
anemometer, GPS… will be treated and processed with an algorithm which
determines a response signal Sounder, plotter, autopilot, transponder, laser
telemeter, tachometer, anemometer and wind vane to know the course, speed,
situation, depth, wind intensity and direction . Onboard radar to know the data
about the course, speed and situation of the other ship/s, structures or detected
coastline.
Trends
As it is stated in a long bibliography, human factor is the cause of most of
accidents of maritime navigation . Because of this reason, the assistance offered
by the automatic piloting systems will increase it use, and is of an undeniable
value with huge preventive possibilities.
A ship control method for berthing is not easy to construct the ship's motion
model in advance because it contains a lot of uncertain factors such as the
influence of its shape and environmental disturbances. The ship plans an
appropriate motion will be improved by genetic algorithms and neural networks
for motion planning. Minimum time-energy trajectory planning for automatic ship
berthing : Advanced control and signal processing for oceanic piloting applications
There is emerging a new-generation type navigation support system for automatic
piloting utilizing the AIS (Automatic Ship Identification System). This system
collects automatically various types of data transmitted from ships equipped with
the AIS and the control center on land adequately provides information required for
safe navigation.

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SF6
Control and
vessel guidance
through
measurement of
under keel
clearance.
Scope
The measurement of vessels behaviour in confined waterways is of utmost
importance, including ship sinkage, trim, heel and under keel clearance (UKC) for a
safety navigation. GPS are used for general geographic vessels positioning, and
DGPS for measuring ship vertical motion. UKC is an important information in largest
tidal ranges in ports. The Gross Under Keel Clearance is found by subtracting the
vessel draft from the amount of water available (depth + tide). Bottom Clearance
(BC) describes the clearance left from the Gross Under Keel Clearance after
subtracting ship motion caused by swell, squat and heel together with safety
allowances for siltation, survey tolerances and draft.
State of the Art
By monitoring individual vessel characteristics and sea conditions, vessel drafts and
tidal windows for harbor transits can be maximised. In order to achieve this, the UKC
systems determines the net UKC and maneuverability requirements for vessels
undergoing transits through shallow water. The factors considered by the system in
performing the real time analysis are vessel motion, tidal rise and fall, including
meteorological effect vessel squat and heel. Fixed allowances for siltation, survey
and draft tolerances are also catered for.
DUKC, standing for Dynamic Under Keel Clearance. It is a software programme that
dramatically increase efficiency in berthing operations. The DUKC system is a
predictive system. It can not be used to perform retrospective analysis. The system
makes predictions for Maximum Draft or Tidal Windows for vessel transits
The key variables relevant to Under Keel Clearance (UKC) are: 1. Tides 2. Vessel
Motions (caused by swell) 3. Squat 4. Heel. Information provided : Length
Between Perpendiculars LBP, Beam, Forward Draft, Aft Draft, Distance of Center
Of Gravity above Keel KG, • Metacentric Height
Trends
The next generation of ships will require deeper entrance channels to provide safe
navigation. Channel depth depends on vessel size, traffic flow, and environmental
conditions such as tides, water levels, winds, waves, and currents. Channel depth is
determined by ship draft and trim, and gross UKC allowances
The principal risk associated with the introduction of a real-time UKC system is a
vessel touching bottom or grounding as a result of inaccurate output data, improper
use of the system or failure of the system. Mitigation strategies for these risks should
be further developed.

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B. Security area: (SC)
SC1
ISPS resources
and planning
Scope
The International Ship and Port Facility Security (ISPS) Code is derived from
SOLAS Convention (1974 / 1988) on common security framework for Ships and
Ports. Additionally it covers some links to related Government agencies It come
into force in 2004 prescribing responsibilities to governments, shipping companies,
shipboard personnel, and port/terminals facilities personnel to "detect security
threats and take preventative measures against security incidents affecting ships or
port facilities used in international trade.
EU Directive Port Security EC n°65/2005, Based on the ILO/IMO Code of
Conduct. Security measures extended to the whole port area monitoring system
State of the Art
The ISPS Code is a 2-part document describing common requirements for Ships
and Ports security. The Part A provides mandatory requirements and the Part B
provides guidance for implementation. The ISPS Code applies to ships on
international voyages (including passenger and cargo vessels of 500 GT and
upwards, and also mobile offshore infrastructures like oil drilling units , besides the
Port facilities serving such ships. The main objectives of the ISPS Code are:
• To detect security threats and implement security measures
• To establish roles and responsibilities concerning maritime security for
governments, local administrations, ship and port industries at the national
and international level
• To collate and promulgate security-related information
• To provide a methodology for security assessments so as to have in place
plans and procedures to react to changing security levels
ISPS outlines a standardized, consistent framework for evaluating risk, enabling
governments to offset changes in threat with changes in vulnerability for ships and
port facilities. For Ships the services framework includes requirements for:
• Ship security plans
• Ship security officers
• Company security officers
• Certain onboard equipment
For Port facilities, the requirements include:
• Port facility security plans
• Port facility security officers
• Certain security equipment
Besides there are common requirements for ships in port facilities::
• Monitoring and controlling access
• Monitoring the activities of people and cargo
• Ensuring security communications are readily available
Trends
Tighter maritime security is being used as an excuse to impede shore leave, to
deny access to seafarers' welfare personnel and to discriminate against certain
ethnicities, like in air transport. It should be avoided in the short term . Other
identified issues to improve are the following :
- Better recognition and detection of weapons, dangerous substances and devices
- Advanced methods of physical searches and non-intrusive inspections
- Implementing and coordinating searches in cargoes
- Recognition, on a non-discriminatory basis, of persons with potential security risks
- Techniques used to circumvent security measures
- Crowd management and people control techniques

79
C- Safety and Security area: (SS)
SS1
Port control
centres:
Scope
The Port Control Centres (PCC) are emerging units responsible for monitoring
all ship movements in and around the harbour with the aim of further enhancing
the safety of vessel traffic using the port. Nevertheless, they are fully dependent
on the Port model in use in each Country. There are 2 large port models:
PUBLIC and PRIVATE. Within each of them there are 2 sub-models:
Public Entities : Port Authority and Port Administration
Private Entities : Port Company and Port Society
Depending on legal responsibilities and commercial interests, the Port
Management Entity can be or not interested to establish a PCC to improve
safety and security in case of public ports, to increase profit margins in case of
private ports.
State of the Art
Port safety and security presents unique area for PCCs go beyond the standard
issues associated with perimeter security. Land and water based vessels, foot
and vehicle traffic, the amount of critical assets and the sheer number of people
create a complexity of issues that must be resolved in order to provide a high
level of security to personnel and critical assets.
The variable weather conditions associated with a seaport generate additional
complexities. Security and surveillance hardware must overcome the rain, fog,
heavy mist and glare inherent to the land and water based security environment
of a seaport.
Most of the information used in VTS will be input for future PCC. For example,
the a Portable Pilot Unit (PPU) the POADSS - Port Operations and Approach
Decision Support System is augmented with a high precision system of
measuring the relative motions of the ship with respect under keel clearance.
Information to and from the POADDS will go to a special module that is coupled
to the Tactical Traffic Image of the VTS. Utilizing high-density charts, precision
motion detection and the latest information of surrounding traffic, the POADSS
will facilitate optimal use of the fairway
Trends
Once more time, MARNIS project (Maritime Navigation and Information
Services) an FP6 2005-2009 R&D project, has innovated in the proposal of
innovative concepts like the PCC, as part of a complex system that will enable to
manage more complex ports in the near future.

80
SS2
Safety/Security
resources
planning and
management
Scope
Safety has very often a direct link to the human element. A general low level
of education and early promotion due to the lack of skilled seafarers may
result in an increased risk of accidents. This has a direct link to the driver on
the availability of crew.
The ISPS and the scanning of containers is first and foremost a security
issue, but there are links to safety as well. The ISPS code system might be
strengthened in case a new threat appears. Full scanning of each and every
box is not efficient. A new system might be developed to separate and scan
the containers according to the country of origin, enabling intra European
traffic not to be subject of scanning whilst external traffic may subject to
(partly) scanning.
State of the Art
The 2004 International Ship and Port Facility Security (ISPS) Code is an
amendment to the 1988 SOLAS Convention on minimum security
arrangements for Ships, Ports and the related Administration agencies. It
prescribes responsibilities to governments, shipping companies, shipboard
personnel, and port/facility personnel to "detect security threats and take
preventative measures against security incidents affecting ships or port
facilities used in international trade
The last 15-20 years have, however, given us a world of regional troubles
and growth of terrorism that have widespread effects in terms of peoples
perceptions of safety and security. There are great uncertainties as to how
this will develop in the future, and terrorism and regional conflicts seem,
therefore, unavoidable in a scenario generation setting.
It is important to distinguish between two different concepts: piracy and
terrorism. Piracy is a robbery committed at sea (or sometimes on the shore),
while a terrorist act can happen anywhere and often has political aspirations.
The coast of Eastern Africa is quite known for the numerous piracy acts that
have taken place, even sometimes 60 miles away from the shore. Most of
these countries lack proper maritime coastguard systems making the piracy
an easy act.
The technologies giving services related to vessel control and tracking , most
of them related to EMSA, such as, CLEANSEANET, LRIT, SAFESEANET
and STIRES (SafeSeaNet Tracking Information Relay and Exchange System )
From the Port side, the X_Ray , Gamma-Ray , Infrared and Radioactive
detection technologies to scan cargo and containers, as well as people
scanning in passenger check points for Ferry and Cruise vessels
Trends
Positive: New regulations made in cooperative efforts with the shipping
: Shipping not a target for direct attacks industry, with limited cost driving
effects. Identifications of port of origin can structure container operations and
customs procedures including partly scanning more efficiently. Relieves for
Europe might free up some personnel and, on the margin, reduce the lack of
seafarers.
Negative: New, strict regulations with high direct and indirect costs (training,
etc) for shipping companies. Full scanning of all containers will not be
feasible in practice. Direct attacks on passenger ships with devastating
effects on cruise and passenger transportation, greatly increased security
measures implemented for all shipping activities. Cargo ships used as a
terrorist tool causing increased security measures. Port receptions facilities
will become in focus in the coming years, to support trade exchange with US ,
with a more restrictive policy towards incoming cargoes.

81
SS3
Coordination with
SAR / Coast
Guard
Scope
SAR operations are part of SOLAS chapter V Safety of Navigation requires to
fulfill the International Aeronautical and Maritime Search and Rescue (IAMSAR)
procedure, jointly published by IMO and ICAO. It provides guidelines for a
common aviation and maritime approach to organizing and providing search and
rescue (SAR) services. IAMSAR is divided into 3 parts:
1st , Organization and Management, discusses the global SAR system concept,
establishment and improvement of national and regional SAR systems and co-
operation with neighbouring States to provide effective and economical SAR
services.
2nd Mission Co-ordination, assists personnel who plan and co- ordinate SAR
operations and exercises.
3rd Mobile Facilities, is intended to be carried aboard rescue units, aircraft and
vessels to help with performance of a search, rescue or on-scene coordinator
function, and with aspects of SAR that pertain to their own emergencies.
Coast Guards stated mission is to protect the public, the environment, and the
EU economic and security interests in any maritime region in which those
interests may be at risk, including international waters and EU coasts, ports, and
inland waterways.
State of the Art
The 1979 Convention, adopted at a Conference in Hamburg, was aimed at
developing an international SAR plan, so that, no matter where an accident
occurs, the rescue of persons in distress at sea will be coordinated by a SAR
organization and, when necessary, by co-operation between neighbouring SAR
organizations.
Although the obligation of ships to go to the assistance of vessels in distress was
enshrined both in tradition and in international treaties (such as the International
Convention for the Safety of Life at Sea (SOLAS), 1974), there was, until the
adoption of the SAR Convention, no international system covering search and
rescue operations. In some areas there was a well-established organization able
to provide assistance promptly and efficiently, in others there was nothing at all.
Current SAR technologies includes EPIRBs,( Emergency Position Indicating
Radio Beacons, ) SARTs (Search And Rescue Radar Transponders) , AISs
(Automatic Identification Systems) , Infrared and Thermal image scanners and
Video cameras for surveillance of border lines
Another promising technology are the battery-powered robots for land SAR
surveillance truck, has TV cameras, ultrasonic sensors, a laser scanner, heat
sensors a small PC and GPS locator. It sits on wheels and navigates across
rough terrain, compiling a GIS map of the area with a scanner and marking the
locations of the victims it finds. Soon will be transferred to water environment.
Coast Guards bodies are using satellite image covering radar, infrared and
visible light ranges for different kind of images of persons or spills at sea
Trends
International Maritime Organization (IMO) and the Office of the United Nations
High Commissioner for Refugees (UNHCR) have jointly faced the problem of
illegal sea migration , what is foreseen to increase in the short and medium term.
It is intended for masters, ship owners, government authorities, insurance
companies, and other interested parties involved in rescue at sea situations. It
provides guidance on relevant legal provisions, and on practical procedures to
ensure the prompt disembarkation of survivors of rescue operations, and
measures to meet their specific needs, particularly in the case of refugees and
asylum-seekers.

82
SS4
Single window
integration
Scope ( see also SE-5 file Interconnection PCS – PSW)
Port Single Window (PSW) : a system which provides local level information
about the vessel to the authorities on a port level, • PSW has B2A character
(Business to Administration ) . The contact point for all local authorities. Example :
PORTNET-Oslo in Norway
National Single Window (NSW) The central contact point for all national
authorities. The national gateway to SSN (SafeSeaNet). • The provider of
information to local authorities via PSW. • Link towards Commercial PCS
PORTNET in Norway.
State of the Art
MarNIS Single Window concept consists of:
• Safe Sea Net ++ (SSN++) + NSW • PSW
SafeSeaNet nowadays
European Index Server; European Platform for Maritime Data Exchange
between Member States' maritime authorities based on the concept of a distributed
databases
collection, dissemination and harmonized exchange of maritime data
Prevention of accidents at sea and marine pollution
The focus on services provided is placed on the advantages of use of novel
technologies for the implementation of advanced e-custom systems including PSW
and NSW services. In particular we highlight the use of service oriented architecture
(SOA), Web Services and TREC (Tamper Resistant Embedded Controller) devices
in an integrated framework named EPCIS (Electronic Product Code for Information
Systems). Among the advantages of the presented solution are: the ubiquitous
access to the location of goods through its supply chain, the provision of evidence
for import/export, the notification through alerts in case of exceptions (such as
deviation from the planned trajectory, abnormal conditions for containers).
Trends
SafeSeaNet++
• Response and request server, Reference databases, e.g.:
Voyage history, e.g. last 10 ports, …
UN code tables Insurance info
Certificates of crew Route info Sirenac
• additional data available via SSN++, e.g.:
PEPs/PDPs information Alert messages from MOS
Voyage server info LRIT info + use of SSN++ by other Authorities

83
SS5
Passengers and
vehicle Perimetral
and Access
control.
Scope
See SC1 : ISPS resources and planning
The international port security regulations of the IMO , i.e. the ISPS code
(International Ship and Port Facility Security) entered into force globally on 1 July
2004. The purpose of the regulations is to enhance maritime security in ports and
on vessels. It is laid down in the regulations that effective access control should be
organized in port areas, including passenger and vehicles perimeter and access
control. Entry to the port areas takes place through supervised gates. Only
identified vehicles are permitted to access the port areas
State of the Art
A pass is always required when moving in the port area. The pass can be issued
to persons permanently employed in the port or constantly using port services.
Passengers identify with the boarding card for ferry / cruise passenger vessel.
The port pass is usually vehicle- or person specific. The pass is based either on
the vehicle’s license plate number, which is reported beforehand, or a remote
identifier attached to the vehicle.
The pass can be issued by the Port Management Entity or a Security Company
authorized by it. Persons moving in the port area must be prepared to explain their
presence in the area and prove their identity when asked. Identity can be proved
with any identity card that carries a photograph, such as driving license, or a
company identity card with photograph.
Closed Circuit TV -- The Port Management Entity will supplement both perimeter
and access control systems with new arrays of high resolution, low-light and/or
infrared closed circuit television (CCTV) cameras to determine the nature of any
alarm or intrusion and to guide response by law enforcement personnel. The
CCTV deployment will be extended to other perimetral sensitive locations in and
around the ports and will be fully integrated with Port operations and control
centers
Advance Perimeter Security Improvements -- The Port Entities will deploy a
combination of advanced security technologies to bolster surveillance of port
perimeters, to improve detection of unauthorized intrusions. This package of
technologies will include the innovative use of ground-based radar and state-of-
the-art motion sensors that will activate alarms at Port Security Centers, indicating
the specific location of a potential intrusion of persons or vehicles.
Trends
Air transport plans to dramatically improve security at airports has begun to
transfer to maritime transport, including new regulation to expand criminal
background checks for employees at airports and new security measures for
incoming passengers and vehicles
Develop advanced Port Police Capabilities – it is necessary to to ensure that
these officers have the training and tools to confront the new safety and security
threats. The Port Management Entity will therefore further develop its special
operations capability, improve its ability to deal with hazardous devices, and
bolster its waterside patrol.
Improve Access Control -- The Port Entities will also install new centralized access
control systems at passenger terminal doors and port security gates leading to
port areas and other secure nearby locations. These systems will employ cutting-
edge biometric technology, such as fingerprint, retinal, iris or facial scanning.

84
SS6
Emergency
planning and
simulation.
Scope
Ports are complex settlements having specificities that vary in a large range
depending on many parameters like Port typologies, cargo/ passengers,
geographical features, position and logistic chain and consequently different risk
exposure/ perception and related culture/ experience.
The emergency planning and accidents simulation are part of port safety and
security activities are regulated at International (IMO), European, national and
even regional or local level. This complex framework is difficult to comply with,
even more to integrate seamlessly into the basic port functions. Each port has to
put a lot of expensive resources to manage the regulatory framework and to deal
with safety and security issues and integrate them with their specific operations.
State of the Art
The port entities are focused to develop protection plans including safety
emergency plans and security plans in the framework of ISPS (International Ship
and Port Facilities Security) code implementation. Most of them have already only
safety / emergency plans that should be expanded to accommodate security /
environment. EU Research activities were developed
to assess safety critical functions associated with maritime traffic (SAFECO)
to provide maritime accident analysis and human factors (CASMET)
to provide the safety assessment and environmental assessment of ship
operations (FSEA)
to provide the risk assessment in navigational equipment (ATOMOS)
to apply the formal safety assessment process in high speed craft (TOHPIC)
to propose the FSA process in ship – port areas (THEMES)
to develop the risk assessment for tanker operations (POP&C PROJECT)
to develop the risk assessment for hazmat transportations (SEALOC)
to develop a Risk Assessement Framework for Port Oprerations (EFFORTS).
HAZID methodology is useful to deal with emergency planning and simulation.
This technology allows at making a review and synthesis about past incidents,
accidents, major crises in port operations: important delays, injured people, killed
people, damages, pollutant spills, etc. This work is carried out by means of
historical data collection, dedicated workshops, and expert judgments.
The analysis is focused on the consequences related to workers, passengers and
public including hazards for life, environment, health and economic activity
Specific risk indexes will be defined taking into account and comparing the risk
indexes already used for the vessel operations such as the severity classes
(minor, significant, severe, catastrophic) and frequency indexes (Frequent,
reasonable probable, remote, extreme remote) in order to give a robust
methodological framework for Emergency Planning and prepare Simulations. Risk
indexes can be defined considering people injured or killed, delays, unsafe
anchorages, environment damages, perturbation of traffic in port, pollution,
spilling.
Trends
The main trends or aims for improvement of port emergency planning and
accidents simulations are:
• to include all the stakeholders in the risk assessment framework, not only the
port entities but also the port users and customers (transportation companies,
logistic operators)
• to integrate the port protection plans with local regional, national and
European plans.
• to have a flexible protection plan able to include all the dynamic changes of
the port operations and regulations.
• to develop an integrated methodology covering both security and safety in this
way to deliver a tool/methodology to meet the needs of ports in future
legislative changes, including those required or desirable.

85
SS7
Coordination with
Safeseanet.
Scope
Following the loss of the tanker ERIKA off the French coast in 1999, the European
Union has adopted several directives aimed at preventing accidents at sea and
marine pollution. Directive 2002/59/EC adopted by the Parliament and the Council
on 27 June 2002 aims at establishing, within the Community a vessel traffic
monitoring and information system (VTMIS – Monitoring) “with a view to
enhancing the safety of efficiency of maritime traffic, improving the response of
authorities to incidents, accidents or potentially dangerous situations at sea,
including search and rescue operations, and contributing to a better prevention
and detection of pollution by ships. ”. This system is the main input of any vessel
traffic management and information service (VTMIS-Service
. This Directive requires Member States and the
Commission to co-operate to establish computerized
data exchange systems and to develop the necessary
infrastructure to this end. This directive is implemented
through the SAFESEANET service.
State of the Art
The implementation of Directive 2002/59/EC, as well as provisions contained in
other EC legislation, requires the collection and distribution of various kinds of
data. It concerns vessel traffic monitoring, dangerous cargo details, results of ship
inspections and information related to ship waste and cargo residue. SafeSeaNet
has improved data exchange with better standardization and a profusion of
transfer mechanisms – from phone or fax to electronic messages (often via
EDIFACT). SafeSeaNet will contribute to the efficient implementation of the EU
maritime safety legislation. In addition, SafeSeaNet has been designed to allow,
as necessary, additional services to be provided for a large community of users
with the objective of contributing to the implementation of other community policies
such as environment, security or immigration.
The SafeSeaNet System relies on a distributed architecture made of 3 levels:
• Local Competent Authorities (LCA)
• National Competent Authorities (NCA)
• The Central Index
The core of the SafeSeaNet architecture consists of the SafeSeaNet XML
Messaging System. It acts as a secure and reliable “yellow pages” type index
system and as a “hub and spoke” system for data transfer between data providers
and data requesters (including requests, notifications, responses, authentication,
validation, data transformation, logging…)
The currently planned EU LRIT Data Centre. The goal is to distribute LRIT reports
(collected from the EU LRIT DC) to the entitled users
The EMSA Geo-database system. The goal is to allow operators of the Maritime
Support Services of EMSA as well as entitled users from the Member states to
visualise the traffic in EU waters in near real time
Trends
Article 9 of the Directive 2002/59 requires MS to build up all necessary equipment
and shore-based installations and ensure that the appropriate equipment for
relaying the information to and exchanging it between, the national systems of MS
shall be operational by the end of 2008. In addition the IMO has adopted
amendments to the SOLAS convention in relation to LRIT. In addition to agreeing
the setting-up of a European LRIT Data Centre, the Council agreed a number of
actions related to AIS data and AIS system development including:
encouraging integration of AIS data into the LRIT system; and progressing
integration of LRIT and AIS information in the context of an EU AIS Master Plan.
The STIRES system is conceived as an enhancement to the SafeSeaNet system
for facilitating relaying and exchanging information between the EU Member
States, Norway and Iceland. In this respect STIRES will interface with several
existing and planned systems such as:

86
SS8
Dangerous
goods
treatment.
Scope
A Dangerous Good is any cargo ( bulk, liquid or gas) that can harm property people or
the environment. They are frequently under chemical regulations .A similar term, used
almost exclusively in the US is hazardous material ( HAZMAT).
Dangerous goods may have different nature : toxic,
corrosive, radioactive, flammable, explosive, oxidant
bio-hazard, pathogen, allergen or asphyxiant
Mitigating the risks associated with dangerous goods
cargoes may require application of safety measures
and precautions during it transport, storage, use and
waste disposal. Most countries regulate dangerous
goods materials handling by law, and they are
subject to several international treaties as well
State of the Art
Both EU and IMO produce the regulatory framework dealing with dangerous goods.
European law distinguishes clearly between the law of dangerous goods and the law of
hazardous materials. The first refers primarily to the transport of the respective goods
including the interim storage, if caused by the transport. The latter describes the
requirements of storage (including warehousing) and usage of hazardous materials. This
distinction is important, because different directives and orders of European law are
applied. IMDG The International Maritime Dangerous Goods (IMO) Code was
developed as a uniform international code for the transport of dangerous goods by sea
covering such matters as packing, container traffic and stowage, with particular
reference to the segregation of incompatible substances. Example of IMO and HNS list.
Material Convention Code
Liquid
Bulk
Chapt.17 of International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk
IBC
Gases Chapt.19 of International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk
IGC
Solids
Bulk
Appendix 9 of Code of Safe Practice for Solid Bulk Cargoes
also covered in packaged form by IMDG
BC
IMDG
Packages International Maritime Dangerous Goods Code IMDG
A special mention to SMDG – Shipping Maritime Dangerous Goods – an international
interest groups representing the users: Shipping Lines, Ocean Carriers, Stevedores,
Container Terminals, working on DG data standardization with EDI and XML.
Technology and services are closely linked to implementation of main regulatory tools
such as HNS, REACH, RHS, IMDG, BC,or IGC and cover a wide range of technologies
related to manufacturing, communications or surveillance such as EDI or XML
HNS A Hazardous and Noxious Substance is a term used to describe a substance other
than oil which, if introduced into the marine environment is likely to create hazards to
human health, to harm living resources and marine life, to damage amenities or to
interfere with other legitimate uses of the sea.
REACH Registration, Evaluation, Authorization and restriction of CHemicals (EC
2006/1907) REACH addresses the production and use of chemical substances, and their
potential impacts on both human health and the environment
RHS The Directive on the restriction of the use of certain hazardous substances in
electrical and electronic equipment 2002/95/EC / commonly referred to as the Restriction
of Hazardous Substances Directive, was adopted in February 2003 by the EU.
Trends
• New operational system based on regional responsibilities for the monitoring of
dangerous goods transportation in Europe. This concept, derived from the Air
Traffic Control domain, (MITRA system)
• A holistic approach for DG management, defined no only as an industrial or
transport issue, but a social, environment and sustainability case including
Regional, National , European and International authorities.

87
References 5.2.3
1- SECTRONIC Project (FP 7) http://www.sectronic.eu
The SECTRONIC initiative addresses observation and protection of critical maritime infrastructures;
Passenger and goods transport, Energy supply, and Port infrastructures. All accessible means of
observation (offshore, onshore, air, space) of those infrastructures are exchanged via an onshore control
centre.
2- AMASS Project (FP 7)
http://cordis.europa.eu/fetch?CALLER=FP7_PROJ_EN&ACTION=D&DOC=184&CAT=PROJ&QUERY=01
1aa1a05777:7c91:569ece09&RCN=86259
The Autonomous Maritime Surveillance System (AMASS) will be for the observation and security of wide
critical maritime areas in order to reduce actual and potential illegal immigration and the trafficking of drugs,
weapons and illicit substances. The surveillance system will consist of autonomous, unmanned
surveillance buoys with active and passive sensors.
3- OPTIPORT Project (FP 6) http://www.uk-isri.org/default.asp?id=539
improving the accuracy of calculation of under keel clearance UKC from 50 cm to 10 cm enabling more
ships to pass through the ports during a tide. The project will also increase real time ship movement
forecasting and position accuracy this will reduce accidents and groundings in narrow waters
4- PEARL http://www.pearl-project.eu/
Port EnvironmentAl infoRmation collector
5- HTA Hydro Testing Alliance
http://www.transport-research.info/web/projects/project_details.cfm?id=36158&page=outline
An alliance to enhance the maritime testing infrastructure in the EU
develop a formal and lasting structure to co-ordinate the definition and introduction of novel measurement,
observation and analysis technologies for hydrodynamic (scale) model testing environments.
6.- PORT TECHNOLOGY INTERNATIONAL
Several issues from 2006, 2007 & 2008

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