document no: stm validation 5.3.5. title: vessl ... · this database provides an important value as...

Document No: STM_Validation_5.3.5. Title: VESSL - Fundación Valenciaport

European Short Sea Shipping Lines Database

Date: 2019-06-30

STM VALIDATION – VESSL 2

DOCUMENT STATUS

Authors

Name Organisation

Jorge Miguel Lara López Fundación Valenciaport

Mark Tanner Fundación Valenciaport

Lucía Calabria Tasa Fundación Valenciaport

Julián Martínez Moya Fundación Valenciaport

Amparo Mestre Alcover Fundación Valenciaport

Josep Sanz Argent Fundación Valenciaport

Review

Name Organisation

José Andrés Giménez Maldonado Fundación Valenciaport

Approval

Name Organisation Signature Date

Document History

Version Date Status Initials Description


Table of contents

Index of Figures..................................................................................................................... 4

Index of Tables ...................................................................................................................... 5

1. Introduction .................................................................................................................... 6

2. Definition of Objectives ................................................................................................... 8

3. Methodology ................................................................................................................... 9

4. Structure .......................................................................................................................14

5. Fields ............................................................................................................................15

6.1 Services .................................................................................................................15

6.2 Ports ......................................................................................................................18

6.3 Vessels ..................................................................................................................20

6.4 Masters ..................................................................................................................30

6. Calculations ...................................................................................................................43

7. STM macro-results ........................................................................................................47

8.1 Impact of the potential improvement in the port call phase .....................................54

8.1.1 Potential Time Savings at Ports ..........................................................................55

8.1.2 Potential Fuel Consumption and GHG Emission Savings at Ports ......................55

8.2 Impact of the potential savings in navigation phase ................................................57

8. Conclusions ...................................................................................................................60

9. Reference Material ........................................................................................................61


Index of Figures

Figure 1. Functional Layer of Data Analysis supported by VESSL Database ......................... 6

Figure 2. Comprehensive and core port network ................................................................... 9

Figure 3. TEN-T Core Network and corridors .......................................................................10

Figure 4. VESSL Logo ..........................................................................................................11

Figure 5. Methodology scheme ............................................................................................13

Figure 6. VESSL Database figures .......................................................................................14

Figure 7. VESSL Database front-end ...................................................................................14

Figure 8. Example of service sheet in VESSL ......................................................................16

Figure 9. Example of Itinerary sheet in VESSL .....................................................................17

Figure 10. Example of Ports sheet in VESSL .......................................................................19

Figure 11. Number of ships according to the year of build in VESSL ....................................21

Figure 12. Example of number of containerships according to the year of build in VESSL ...21

Figure 13. Example of Vessel sheet in VESSL .....................................................................26

Figure 14. Average SFOC of Main engines collected in VESSL ...........................................28

Figure 15. Average SFOC of Auxiliary engines collected in VESSL .....................................29

Figure 16. Example of Engine Design sheet in VESSL .........................................................29

Figure 17. Example of Masters Sheet in VESSL ..................................................................30

Figure 18. Number of services per service type ....................................................................31

Figure 19. Number of services per type of traffic ..................................................................31

Figure 20. Example of Sea Carrier sheet in VESSL ..............................................................33

Figure 21. Number of ships operating at regular services per ship type ................................35

Figure 22. Example of Fuel sheet in VESSL .........................................................................35

Figure 23. Example of segmentation sheet in VESSL ..........................................................36

Figure 24. Example of Segment Scrubber in VESSL ............................................................36

Figure 25. Number of ports according to the continent location ............................................39

Figure 26. Example of distances Sheet in VESSL ................................................................39

Figure 27. Baseline data in VESSL used to extract STM Macro Analysis Results (2017) .....48

Figure 28. Top-25 raking of country flags per number of services included in the macro-analysis .........................................................................................................................48

Figure 29. Example of calculation of distances navigated for some ships in VESSL .............50

Figure 30. Example of correspondence of use cases for each ship included in VESSL ........53

Figure 31. Example of navigation and port time of ships included in VESSL ........................54

Figure 32. Fuel and emissions, in tons, of all VESSL ships during port calls included in the STM analysis .................................................................................................................54

Figure 33. Example of port consumption and emission calculations of ships included in VESSL ..........................................................................................................................55

Figure 34. Example of navigation consumption and emission calculations of ships included in VESSL ..........................................................................................................................57

Figure 35. Fuel and emission tons of the whole VESSL ships during navigation included in the STM analysis ...........................................................................................................58


Index of Tables

Table 1. Top-20 ranking of shipping operators according to the number of ships operated ..23

Table 2. Number of ships according to the Classification Society certifier ............................24

Table 3. Top-10 ranking of shipyards according to the number of ships included in the DB ..25

Table 4. Ranking of top-10 Main Engine Manufacturers of the ships registered in VESSL ...27

Table 5. Ranking of top-10 Auxiliary Engine Manufacturers of the ships registered in VESSL ......................................................................................................................................28

Table 6. Top-20 raking of sea carriers per number and percentage of services ....................32

Table 7. Top-20 raking of country flag per number of ships ..................................................34

Table 8. Number of ports classified by belonging seas around the world ..............................37

Table 9. Total number of ports according to their geographical region location ....................38

Table 10. Total number of ports per TEN-T corridor .............................................................40

Table 11. Top-20 ranking of countries per number of ports ..................................................41

Table 12. Number of EU ports per country (outermost ports are included) ...........................42

Table 13. Heating values of the fuels ....................................................................................45

Table 14. Emission Factors of the fuels ................................................................................45

Table 15. Emission factors for NOx .......................................................................................46

Table 16. Emission factors for PMx .......................................................................................46

Table 17. Top-25 ranking of sea carriers per number of services included in the macro-analysis .........................................................................................................................49

Table 18. Correspondence between use cases and segmentation in VESSL .......................50

Table 19. Time saving in port estimation ..............................................................................55

Table 20. Tons savings at ports ............................................................................................56

Table 21. Monetary savings in ports estimation ....................................................................57

Table 22. Use Cases Aggregated Fuel Savings for each Scenario .......................................57

Table 23. Savings in Navigation estimation ..........................................................................59

Table 24. Monetary savings in Navigation estimation ...........................................................59


1. Introduction

This document contains information about the tool Fundación Valenciaport European Short Sea Shipping Lines Database, hereinafter VESSL, developed during the Sea Traffic Management Validation Project within the framework of the Trans-European Transport Network, CEF Programme. This tool, created by the Valenciaport Foundation, has been adapted for use in the analysis and evaluation of the project and designed to carry out the macro analysis that could provide data at European level on the impact that the implementation of the STM concept would have on all the regular lines operating in European waters.

Figure 1. Functional Layer of Data Analysis supported by VESSL Database

This database provides an important value as it offers real information on Short Sea Shipping, Cruises, Deep Sea and cabotage services of the main European ports which is collected daily and used by the Valenciaport Foundation for data analysis

This report aims to explain the tool at a conceptual, quantitative and qualitative level throughout the different sections of the document. The structure is as follows:

Origin of VESSL

Definition of Objectives

Methodology

Structure, Fields and Definitions o Services o Ports o Vessels o Masters

STM macro-results

Conclusions

Hereunder are some of the needs that have been attempted to address:

To know the offered capacity of the services and to be able to contrast it with the Customs information (export/import).

To have real information of the ships that operate these services


Precise information to make traffic forecasts for the Port Authority of Valencia, Sagunto and Gandía

Calculation of a connectivity index for container traffic

Calculation of fuel consumption by ships. This has required the collection of information on both main and auxiliary engines.

Calculation of emissions from such ships for specific routes

Identification of the Motorways of the Sea

Identification of transport flows with Northern Europe

Information about the navigation and port times used to calculate the carbon footprint in ports and the impact of GHG emissions on the environment.

In the following sections, all these key aspects are developed in greater depth to understand how the tool works.


2. Definition of Objectives

VESSL was born from the need to have a tool capable of providing real, accurate and standards-based information about the regular lines operating in the European Union. In addition, it provides alternative information capable of satisfying the needs of the different port clusters as it provides continuously updated data on regular services operating in their areas of interest.

The tool attempts to meet the following objectives:

To have updated information on the regular routes offered by shipping companies in the main ports of the European Union.

To standardize and to give uniformity to the information of the schedules of the shipping companies, that do not follow defined patterns.

Collect contrasted information from different specialized sources of the sector, stakeholders involved in the operations, etc. giving solution to the lack of available information that currently exists in this sector.

To offer a tool that not only gathers information but also is capable of calculating important variables for the different projects it serves.

Provide content to a tool capable of providing inputs for reports at European Union level, analysing the impact of project activities in the sector.

It offers accurate and reliable information that can be used to make decisions at a strategic level for some of the actors in the port sector.

Collection of historical data to establish comparative evolution bases of regular traffic.

Data on ships calling at European ports for decisions in matters of energy, logistics, operations, etc.


3. Methodology

The planning methodology for the Trans-European Transport Network (TEN-T) structures a double layer network architecture, establishing a comprehensive and a core network. As the multimodal basic level of the TEN-T includes all transport modes, for instance, maritime as well as their connecting points and their corresponding traffic information and management systems.

Figure 2. Comprehensive and core port network

The comprehensive network arises from updating and adjusting the TEN-T defined in Decision Nº 661/2010/EU of the European Parliament and the Council of 7 July on Union guidelines for the development of the trans-European transport network. The European Union selected those seaports, which are open for commercial traffic under the following criteria:

Passengers – ports connected to the land component of the comprehensive network with an annual traffic volume exceeding 1‰ of the total annual EU maritime passenger traffic (calculated with average data from all Member States using EUROSTAT 2009, 2010 and 2011).

Freight – ports connected to the land component of the comprehensive network with an annual traffic volume – either for bulk or non-bulk cargo handling – that exceeds 1‰ of corresponding total annual cargo handled in EU ports (using the same EUROSTAT statistics that represents 2.22 million tons per year for bulk cargo and 1.27 million tons per year for non-bulk cargo).


Seaports located on islands, on condition that they provide accessibility at NTUS 3 or archipelagos level.

Seaports located in outermost regions or peripheral areas provided their road-distance from another TEN-T port, is at least 200 km on road.

The core network is a subset of the comprehensive network. While for inland waterways the core network is identical to the comprehensive network, the following criteria apply on road and rail, only. The land-based core network links are complemented by the “Motorways of the Sea” to give due access to the insular Member States and to shortcut connections to or between peninsulas.

Figure 3. TEN-T Core Network and corridors

The connections between ports are not foreseen, but may be result from the overall itinerary of a core network link. VESSL provides a solution to this lack of maritime connections compiling that regular services calling at this comprehensive network.

Core network corridors were introduced to facilitate the coordinated implementation of the core network. The main challenges are:

Remove bottlenecks

Build missing cross-border connections

Promote modal integration and interoperability

They also aim at:

Integrating rail freight corridors

Promoting clean fuel

Foster innovative transport solutions


Advancing telematics applications for efficient infrastructure use

Integration of urban areas into the network

Enhancing safety

Nine core network corridors are identified in the annexe to the CEF regulation1 based on their benefit for TEN-T development. These are Scandinavian-Mediterranean, North Sea-Baltic, North Sea-Mediterranean, Baltic-Adriatic, Orient/East-Med, Rhine-Alpine, Atlantic, Rhine-Danube and Mediterranean corridors.

The use of core and comprehensive ports as a selection criterion for the regular lines guarantees that data are representative and describe the current situation along Europe, as long as the network of core ports accounts for the majority of transport flows.

Figure 4. VESSL Logo

The scope of this database is to compile the information of the regular services along the Mediterranean and North Europe sea area that comply with the criteria used to define Short Sea Shipping. Short Sea Shipping is defined as ‘the movement of cargo and passengers by sea between ports situated in Europe or between those ports and ports situated in non-European countries which have a coastline on the enclosed seas bordering Europe’ (on the Mediterranean and Black Seas, etc.). As a result, short sea shipping also includes feeder services: a short-sea network between ports with the objective of consolidating or redistributing freight to or from a deep-sea service in one of these ports, the so-called hub port. The database also includes national services named “cabotage” for all the core ports in the European Union.

Thousands of data are being collected and compiled from different sources such as the different agents implied: Sea Carriers, Shipping Agents, Port Authorities, Specific Press, Private Databases, etc. Data accuracy is continuously verified with updated information provided by the actors concerned along the transport chain. The main groups of data are:

Regular Shipping Services Data: name of the service, sea carrier, actual schedule, itinerary of ports, main ships operating the service, type of traffic, number of port calls, number of different countries where the service is being provided, frequency, seasonality, etc.

Ports Data: The ports included in the different itineraries are characterised in detail by country, sea, coordinates, continent, geographic area, TEN-T Corridor comprised, UN LOCODE, among other details.

Ships Data: IMO number, name of the ship, ship type, ship operator, shipyard, MMSI number, flag, GT (Gross Tonnage), DWT (Deadweight Tonnage), year of build,

1 European Commission. Commission Staff. The planning methodology for the trans-European transport network (TEN-T) accompanying the document Communication from the Commission “Building the Transport Core Network: Core Network Corridors and Connecting Europe Facility. COM (2013) 940 final. Brussels, January 2014 SWD (2013) 542 final.


dimensions, cargo capacity, total power, group of engines configuration, service speed, fuel consumption, etc.

Distances Data: port-to-port distance for every two ports in a service is calculated and registered. A smart selection of waypoints to cover the distance from port-to-port is included in the database.

Times Data: figures like the navigation time, port call time, etc. are calculated and registered.

Engine characteristics Data: data from prime and auxiliary engines of the ships operating in regular services are collected and registered.

Bunkering Data: related to the ports and estimating the market price of the different fuels including LNG (Liquefied Natural Gas), HFO (Heavy Fuel oil), MGO (Marine Gas oil), MDO (Marine Diesel oil), etc.

The type of services has been categorised based on the cargo transported by each service and the characteristics of the vessels used. According to these criteria, services have been classified as car carrier, container, passenger, cruises, Ro-ro and Ro-pax services.

VESSL has continuously collected a huge variety of information for more than 200 core and comprehensive ports in 23 Member States (Bulgaria, Cyprus, Croatia, Greece, Spain, France, Italy, Malta, Portugal, Romania, Slovenia, Belgium, Germany, Denmark, Estonia, Finland, Ireland, Lithuania, Latvia, Netherlands, Poland, Sweden and United Kingdom).

Collecting and validating information about regular services and their fleets operating for their inclusion in this tool is a complex and labour-intensive task because of the lack of uniform and comprehensive information. Data about the different aspects of SSS and cabotage is available from different sources, but this information is often incomplete and outdated.

The following search procedure has been followed:

1. Search on websites related to the ports under study: Port Authorities, Port Terminals,

Shipping Agents, National Maritime Administrations, research studies, UNCTAD

reports, etc.

2. Port-to-port monitoring of vessel movements using AIS (Automated Identification

System) information, since AIS is compulsory standard for all vessels that are part of

the SOLAS Convention

3. Search for information on specialized ferry and containership websites, maritime press,

etc.

4. Identification of ships, sea carriers and ship owners. Where ships are allocated to

specific services by monitoring their movements and contrasting this information with

the official players. Specific datasheets for each vessel are elaborated using search

engines, publications from several maritime entities, Equasis database, IHO Fairplay,

classification societies’ information, etc.

5. Identification of the sea carrier and downloading or requesting of the updated services’

schedules. This information is treated, prepared and analysed to find out the way of

modelling into the database. When the shipping companies share their services

publicly and once the operator is identified, the most complete and reliable source of

information is chosen and accurate information is collected.

The large number of ports under study and the vast amount of information and variables to be considered in the database has resulted in an exhaustive monitoring process of information, which is essential in terms of future evaluation, meeting the expected analysis objectives. The


information is continuously updated, validated and standardised in parallel to the search for information.

Figure 5. Methodology scheme

The result of this compilation of data is a SQL database containing essential information about the morphology of the Short Sea Shipping situation in the European Union. It will permit to extrapolate the data extracted in STM test beds into a macro level and that will permit to provide general results of the potentiality of applying STM.

Potential reductions in both port call and navigation times, fuel consumption and consequently, GHG emissions will be calculated during the analysis and its consequences analysed both for the society and for the environment in the whole European Union.

The verified results obtained will provide criteria for the shipping actors to make decisions regarding their business models and the adaptation towards the future by adopting STM concept. Decisions such as fleet management, resources utilisation, and optimised strategic voyage plans could be enhanced by the use of this smart tool: Fundación Valenciaport Short Sea Shipping Lines Database (VESSL).

VESSL tool

Port Authorities

Sea Carriers Shipping Agents

Specialised Press

Databases (Fairplay, Ocean Schedules)

Fieldwork with Shipping Agents

Schedules + Additional

data


4. Structure

The structure starts from a database in SQL language and with front-end in Microsoft Access where several fields are interrelated. In order to create this structure, the type of data that could be collected and the quality of the data and its format were taken into account in order to be able to collect them correctly and to be able to conserve the historical data.

Figure 6. VESSL Database figures

For the collection of information, several templates were designed to help in the processing of standard information. The following figure shows the front-end interface via Access at user level.

Figure 7. VESSL Database front-end

As shown in the previous section, the structure is divided into services, ports, vessels, engines and masters.

connect

1200+ Ports, including:100+ CORE Ports100+ COMPREHENSIVE Ports

4100+ Legs (nautical miles)

covered by

2900+ Ships

that navigate

570+ Engines

960+ Maritime Services

separated by

powered by

To obtain:

Fuel consumption Emissions Time navigating

and time at port


5. Fields

6.1 Services

A service is a maritime connection that connects one or more ports and it is designed according to the goods to be transported or according to a Schedule to be followed.

The services section contains information on the following items:

Id Service – It is used to identify by means of a unique internal numbering for each service. Each service may have several itineraries associated with it, so there will always be one service identifier and one itinerary identifier. In this way, it is possible to identify each of the itineraries unequivocally. At present, 961 services have been collected.

Service name – This is a field that identifies the name of the service internally. Sometimes it coincides with the commercial format provided by the shipping company or the ship operator. This is because most services have different names depending on the consulted source.

Start Date – Starting date of the service, which is approximated according to the information provided by the shipping company in its schedule or the press, specialized in this kind of information.

End Date – End date of the service, taking into account that this service never operates again with these characteristics

Service Update – This field is used to record when the service has been updated with new information or changes to information already collected.

Comments to the service – Many of the services require modelling due to their complexity in standardising information. Sometimes there are changes in the names of the services or the services become operated by more than one shipping company or shipping operator, etc. All these characteristics are included in this field.

Service features – it offers information regarding the following fields:

Service Type – It helps to specify if the service is deep-Sea, Short Sea Shipping, cabotage and tramp traffic. Therefore, information about the characteristics of the service can be readily available to help understanding the information.

Traffic Type – It is related to the cargo being transported and not with the type of ship although sometimes it is directly related. The types of service included are Car Carrier, Container, Cruise, Pax, Ro-Pax, Ro-Ro, Con-Ro, Mixed Container and Ro-Ro, Mixed Pax and Ro-Pax and Tramp.

MoS - SSS services that are defined as follows: minimum frequency of 3 departures per week and 3 maximum number of calls. Two geographical areas are considered

o Western MoS: SSS services competitive with road haulage established in the Western European corridor connecting the ports on Spain’s Atlantic coastline with the North Sea and the Irish Sea, considering the port of Hamburg as the Eastern boundary of the motorway.

o South-West MoS: SSS services competitive with road haulage established in the South-West European corridor connecting ports along the Spanish Mediterranean coastline to the Mediterranean coast of France, Italy and Malta.


Sea Carrier Service Features – It specifies information about the service operators. In many situations, these are shared services between several shipping companies, vessel sharing agreements, and in other occasions one shipping company provides the ships and another shipping company reserves a number of slots for its cargo, etc.

Sea Carrier name – Commercial name of the shipping company or shipping operator

Start Date of the sea carrier in the service – Sometimes shipping companies join services already created in a moment of time because of agreements between them. This field tries to collect the date in which the shipping companies begin to cooperate or when there has been a change of commercial name of the shipping company or the disposal of the service for another shipping company due to competition issues to be exploited.

End Date of the sea carrier in the service – Analogously to the previous item, it collects information about when a shipping company stops operating the service.

Schedule web link – Web link that allows access to the information where the Schedule used to collect the data has been extracted.

Commercial Name – Commercial name of the service operated by the shipping company. Several shipping companies can operate a service and each one has a different commercial name for the same service.

Comments – General aspects collected in this field relating to shipping companies and their maritime services.

Figure 8. Example of service sheet in VESSL

Itinerary Features – Within a same service there may be several itineraries that provide service to a particular area or serves ports belonging to a region or a group of islands. Therefore, possible routes within the same service have been taken into account in order to reflect the peculiarities of certain services.

Itinerary – It lists the ports in chronological order by port call and the associated countries to which they belong.

Frequency (weekly) – Planning in time of the port calls that constitute a service. It is measured in weeks and it reflects the frequency of call at a given port on the route. This is used to make calculations related to the capacity offered, etc. The frequency can also vary significantly between the seasons so that each itinerary has a frequency


associated with it and has a strong involvement in the number of ships needed to cover that service.

Date of the Itinerary – Start date of operations of a specific itinerary

End Date of the Itinerary – End date of operations of a specific itinerary.

Closed loop feature – Some itineraries do not start and end at a fixed port but are made up of a specific number of ports depending on the cargo without the need to carry out the itinerary in a cyclical way. This characteristic is collected here.

Seasonal – This characteristic includes whether the itinerary or the service in general operates only at a particular season. It is the example of services with national islands during the summer that activate itineraries to meet the demand for the service and that during the winter do not have sufficient demand to maintain the route.

Vessels per Itinerary – It is usually dimensioned in relation to the number of port calls, the frequency and the distance to be navigated. If slow steaming is applied, it may require a greater number of ships to handle the schedule. It also serves to assign number of voyages for each ship in a roundtrip so it is possible to know how many times the same ship is calling at a specific port.

Figure 9. Example of Itinerary sheet in VESSL

Vessels in itinerary – o Vessel name – This name is changeable from time to time. The information is

always linked to the IMO number. o IMO number - The International Maritime Organization (IMO) number is a

unique reference for ships, registered ship owners and management companies. They consist of the three letters "IMO" followed by unique seven-digit numbers, assigned under the International Convention for the Safety of Life at Sea (SOLAS).

o Start date of the vessel in the itinerary – When the ship starts operating the itinerary.


o End date of the vessel in the Itinerary – When the ship stops operating the itinerary.

Port Calls – It collects the port sequence in order of port call. This information is collected directly from the schedules or with historical information from AIS data (Automatic Identification System).

6.2 Ports

This section collects static and dynamic (i.e. bunkering costs, Total GT, etc.) information on ports, which is used to establish the services and itineraries of the shipping companies. This information is also used to define specific areas of study by selecting several variables in the projects.

The Port section contains information about the following items:

Name of the port – The selected language is English although some ports keep their original name due to the tradition, as is the case of Livorno in Italy.

UN/LOCODE - The "United Nations Code for Trade and Transport Locations". Initiated within the UNECE Working Party on Trade Facilitation, UN/LOCODE is based on a code structure set up by UN/ECLAC and a list of locations originating in UN/ESCAP, developed in UNCTAD in co-operation with transport organisations like IATA and the ICS and with active contributions from national governments and commercial bodies. Its first issue in 1981 provided codes to represent the names of some 8.000 locations in the world. Currently, UN/LOCODE includes over 103,034 locations in 249 countries and installations in international waters. Most major shipping companies use it, by freight forwarders and in the manufacturing industry around the world. It is also applied by national governments and in trade related activities, such as statistics where it is used by the European Union, by the UPU for certain postal services, etc.

Latitude - the angular distance of a place north or south of the earth's equator, or of the equator of a celestial object, usually expressed in degrees and minutes

Longitude - is a geographic coordinate that specifies the east-west position of a point on the Earth’s surface, or the surface of a celestial body.

Sea – It collects information on 28 different seas around the world using the "Lloyd's Maritime Atlas of World Ports and Shipping Places" as a reference.

Geographic Area – These are the regions in which the world is divided and where the ports are located. It is important the a port is associated to its corresponding country as there are ports that have the same name and it is a way to differentiate them. The UN classification used for its statistical bulletins is collected: https://unstats.un.org/unsd/methodology/m49/ (Geographic Regions)

Country – Always associated to the ports

Continent –any of the world's main continuous expanses of land (Europe, Asia, Africa, North and South America, Australia, Antarctica) in where the registered ports are located.

Core Port/Comprehensive Port – Main ports of the TEN-T and secondary ports respectively that constitute the network of ports selected by the European Union as the key to the


development of trade and the structuring of the regions. Of the total port of the European Union, 109 ports are core, 226 are comprehensive, representing almost 50% of the EU ports included in the database.

ECA port – It identifies those ports within the Emission Control Areas (ECAs), or Sulphur Emission Control Areas (SECAs) which are sea areas in where stricter controls were established to minimize airborne emissions from ships as defined by Annex VI of the 1997 MARPOL Protocol. There are 306 ports with this characteristic of a total of 1,200 ports.

Pseudo Port – It identifies those geographical accidents, which, being not a port, behave accordingly. Ships must await some time to cross them. Examples would be Panama Canal, Bosporus channel, Suez Canal, Kiel Canal, etc.

Figure 10. Example of Ports sheet in VESSL

Competitive to road transport - SSS alternative to road: this category includes containerised or roll-on roll-off maritime services considered as an alternative to road transport. Traffic between Spain and countries or archipelagos not accessible by land*, as well as bulk and vehicle traffic and interoceanic services, have therefore been excluded from this category. Such traffic presents a series of logistical specificities that make its transport by road not feasible or competitive, and can therefore be considered, in a certain way, captive maritime mode traffic. *This excludes connections whose ports are located in Malta, Cyprus, Iceland, Corsica, Sardinia, the Balearic Islands, the Canary Islands, Ceuta and Melilla.


TEN-T corridor – Explained in the methodology. Each port can belong to up to three different corridors.

Alternative port name – In many cases, ports have different local names or in different information sources are called differently, e.g. Turkish ports (Golcuk – Autoport – Yenikoy)

Fuel Price – It collects information on the fuel prices offered in these ports.

Date – Collects the date on which the information was obtained.

IFO380 - (Intermediate Fuel Oil): it is a mix of 88% of residual oil and 12% of distillate oil. Due to the higher content in distillate oil, IFO 380 is more expensive than IFO 180.

IFO180 - (Intermediate Fuel Oil): it is a mix of 98% of residual oil and 2% of distillate oil.

MGO - (Marine Gas Oil): it is pure distillate oil and has the lowest sulphur content.

MDO - (Marine Diesel Oil): it mainly consists of distillate oil and has a lower sulphur content than others.

LNG - is a composition of methane and some mixture of ethane used to convert natural gas to liquid form for ease and safety of storage transport.

LSFO - (Low Sulphur Fuel Oil) is the heavy fuel oils with a low sulphur content (below 1%).

Cost Factor – Collects information about the logistical costs of bringing LNG to a port for its use as marine fuel.

Port GT (Total/Year) – This indicator is used to calculate the bunkering index made by the Valenciaport Foundation to prioritize bunkering by ports according to size and characteristics.

6.3 Vessels

This section contains basic information on the ships that operate the services of the shipping companies. This information has been collected from a total of 1,204 ports from around the world. The ship information gathered in this section is:

Vessel Name – This is the commercial name used to identify the ship. This name can change during the lifespan of the ship. The Shipowner must register the ship name under the flag of the corresponding Authorities

IMO number - The International Maritime Organization (IMO) number is a unique reference for ships, registered ship owners and management companies. It consists of three letters "IMO" followed by seven digits, assigned under the International Convention for the Safety of Life at Sea (SOLAS). A unique seven-digit number that remains unchanged during the life of the ship. [The IMO (International Maritime Organisation) identification number was adopted on 19th November 1987 in IMO Resolution A.600 (15) and remains constant in the event of rebuilding or ship type conversion. This unique number is assigned to the total or greater portion of the hull enclosing the machinery space and is the determining factor should additional hull sections be added. The LR/IMO Number is never reassigned to another vessel. This number is also utilised in respect of SOLAS XI 1/3 and 1/5. (Important notice - IHS – Fairplay Ltd. is the sole authority for identifying and assigning an LR/IMO number).

Vessel Type – Classification of the type of ship that is usually associated with the type of goods being transported. A Classification Society based on construction standards certifies this classification. A total of 25 types of ships have been identified


Year of Build – Year in which the vessel is finally built in the shipyards and made available to the owner.

Figure 11. Number of ships according to the year of build in VESSL

Figure 12. Example of number of containerships according to the year of build in VESSL

3 1 1 1 1 1 3 3 4 2 4 25

9

17

105 6

913

20

11 1013

811

2326

2327

23 2528

4236

59

74 72

103

9399

117

94 94

109

134

186

178

202

121

136

129

110

71

80

97

69

35

15

10

10

20

30

40

50

60

70

80

90

100

110

120

130

140

150

160

170

180

190

200

210

Year of build of VESSL ships

4 2 2 2 2 4 5 6

139

24

32

24

50

21

41

67

5246

67

87

131

121

143

7277

74

66

49 51

74

40

18

11

0

10

20

30

40

50

60

70

80

90

100

110

120

130

140

150

19

80

19

82

19

83

19

84

19

85

19

86

19

87

19

88

19

89

19

90

19

91

19

92

19

93

19

94

19

95

19

96

19

97

19

98

19

99

20

00

20

01

20

02

20

03

20

04

20

05

20

06

20

07

20

08

20

09

20

10

20

11

20

12

20

13

20

14

20

15

20

16

20

17

20

18

20

19

Year of build for Containerships


Comments – Collects information such as the change of name of the ship during its lifetime.

Retrofitting year –If the ship has undergone a major transformation in terms of engines due to restrictive regulations on the consumption of pollutant fuels to the environment, the year in which this transformation took place is recorded.

End date – Date on which the ship is decommissioned for various reasons including scrapping

Vessel Features

DWT - Deadweight tonnage (also known as deadweight; abbreviated to DWT, D.W.T., d.w.t., or dwt) or tons deadweight (TDW) is a measure of how much weight a ship can carry, not its weight, empty or in any degree of load. DWT is the sum of the weights of cargo, fuel, fresh water, ballast water, provisions, passengers, and crew. The weight in tons (1000 kg) of cargo, stores, fuel, passengers and crew carried by the ship when loaded to her maximum summer Draught

GT - Gross tonnage (often abbreviated as GT, G.T. or gt) is a nonlinear measure of a ship's overall internal volume. Gross tonnage is different from gross register tonnage. Neither gross tonnage nor gross register tonnage should be confused with measures of mass or weight such as deadweight tonnage or displacement. Gross Tonnage is a function of the moulded volume of all enclosed spaces of the ship as per the 1969 International convention on tonnage measurement of ships. Some older domestic trading vessels may still show pre 1969 GRT values

Flag - The flag state of a merchant vessel is the jurisdiction under whose laws the vessel is registered or licensed, and is deemed the nationality of the vessel. ... Normally the nationality (i.e., flag) of the ship determines the taxing jurisdiction. Indicates the flag country for the registry under which the vessel operates. Vessels may appear in more than one registry (parallel registry) although only one may be active at any one time

Operator – is the Company responsible for the commercial decisions concerning the employment of a ship and therefore who decides how and where that asset is going to be employed. The direct beneficiary of the profits from the operations of the ship, this company may also be responsible for purchasing decisions on bunkers and port services. A medium to long-term time charterer is considered the commercial operator of the ship while a medium to long-term bareboat charterer may sometimes be considered the commercial operator of the ship. Companies heading operator pools are the commercial operators of the ships in the pool. In Shipping Circles, the Commercial Operator may often be referred to as the Disponent Owner of the ship. N.B. In the absence of an authoritative source for the Operator of the ship, the Commercial Ship Manager will be used as a default until the identity of the Operator is substantiated. The Ships Operator is a technical management position within a shipping company. As a Ships Operator, the actual ship could employ it by owning company, or a company who contracts out this technical role to the shipping owner may employ you.


Table 1. Top-20 ranking of shipping operators according to the number of ships operated

SHIPPING OPERATOR NUMBER OF SHIPS

MSC MEDITERRANEAN SHIPPING CO 281

MAERSK LINE A/S 223

CMA CGM SA THE FRENCH LINE 151

HAPAG LLOYD 60

COSCO SHIPPING LINES CO LTD 59

NYK LINE 58

MSC MEDITERRANEAN SHIPPING 54

EVERGREEN MARINE CORP 53

GRIMALDI GROUP SPA 41

HOEGH AUTOLINERS AS 36

HAMBURG SUDAMERKANISCHE 32

KAWASAKI KISEN KAISHA LTD 32

JADROLINIJA 31

UNIFEEDER A/S 30

HAPAG-LLOYD AG 30

WALLENIUS WILHELMSEN LOGISTICS 29

ARKAS DENIZCILIK VE NAKLIYAT 28

DFDS A/S 26

YANG MING MARINE TRANSPORT 24

UNITED ARAB SHIPPING CO LTD 23

TOTAL 1,301

Classification Society - is a non-governmental organization that establishes and maintains technical standards for the construction and operation of ships and offshore structures.


Table 2. Number of ships according to the Classification Society certifier

CLASSIFICATION SOCIETY NUMBER OF SHIPS

DNV-GL 1,101

BUREAU VERITAS 418

REGISTRO ITALIANO NAVALE 385

LLOYD'S REGISTER 367

AMERICAN BUREAU OF SHIPPING 219

NIPPON KAIJI KYOKAI 163

NOT CLASSIFIED 105

KOREAN REGISTER OF SHIPPING 49

CROATIAN REGISTER OF SHIPPING 37

CHINA CLASSIFICATION SOCIETY 23

RUSSIAN MARITIME REGISTER 22

POLSKI REJESTR STATKOW 16

TURK LOYDU 11

BULGARSKI KORABEN REGISTAR 5

HELLENIC REGISTER OF SHIPPING 4

ALBANIAN REGISTER OF SHIPPING 3

RINAVE PORTUGUESA 2

POLISH REGISTER OF SHIPPING 2

UKRAINE SHIPPING REGISTER 1

MARITIME BUREAU OF SHIPPING 1

INTERNATIONAL REGISTER 1

INDIAN REGISTER OF SHIPPING 1

BULGARSKI KORABEN REGISTRAR 1

TOTAL 2,937

Shipyard – (also called a dockyard) is a place where ships are built and repaired. These can be yachts, military vessels, cruise liners or other cargo or passenger ships. Shipyards are constructed near the sea or tidal rivers to allow easy access for their ships.


Table 3. Top-10 ranking of shipyards according to the number of ships included in the DB

SHIPYARDS NUMBER OF SHIPS

HYUNDAI HEAVY INDUSTRIES CO LTD 244

DAEWOO SHIPBUILDING 199

SIETAS KG 133

SAMSUNG HEAVY INDUSTRIES CO LTD 125

FLENSBURGER KG 41

HANJIN HI & CONST - BUSAN 40

GDYNIA STOCZNIA SA 40

ODENSE STAALSKIBS - LINDO 38

HYUNDAI MIPO DOCKYARD 36

SZCZECINSKA NOWA STOCZNIA 33

TOTAL 929

HSC - include, among others, air-cushion vehicles (such as hovercraft) and hydrofoil boats. With the development of many new types of HSC in the 1980s and 1990s, IMO decided to adopt new international regulations dealing with the special needs of this type of vessel. In 1994, IMO adopted the International Code of Safety for High-Speed Craft (HSC Code) (resolution MSC.36 (63), which was developed following a revision of the Code of Safety of Dynamically Supported Craft (resolution A.373(X)). 138 HSC ships have been identified out of the total of 2,937 ships included in the database.

Segmentation – Classification of ships with respect to their engines and navigational needs to calculate investments in LNG tanks or other alternative fuels. The Fundación Valenciaport has designed this taxonomy after a profound fieldwork with engine manufacturers.

STM Data – Specific information needed during the STM Validation Project. o Manufacturer It refers to the manufacturer of the ECDIS of the STM ships

operating in the test-beds o MMSI - A Maritime Mobile Service Identity (MMSI) is a series of nine digits that

are sent in digital form over a radio frequency channel (VHF) in order to uniquely identify ship stations, ship earth stations, coast stations, coast earth stations, and group calls. The first three digits denote the country of registry. When a flag change is effected, this number will also change.

Dimensions

o Length - Length Overall, else Between Perpendiculars else registered length.

o Breadth - Breadth in metres. Best value using moulded otherwise extreme breadth.


o Draught - This is the height from the lowest point on the keel to the uppermost continuous deck

Capacities o TEUs - TEU (20 Foot Equivalent Unit) Capacity. This is recognised as the

standard Container unit. o Reefer TEUs – Those that need to be connected to carry a cargo that must be

transported under certain temperature conditions. o Passengers (not crew) - Number of passengers with an allocated berth o Cars - Car carrying capacity measured in the number of cars the ship is

designed to carry. o Lanes (m) - Total Length of Ro-Ro lanes. o Platforms/trailers – Number of lorries that the ship can allocate in their decks. o Grain capacity - Volumetric measure of the capacity in cubic metres of cargo

holds measuring to the side plating outside frames and bulkheads. It represents the capacity of a 'free flowing' cargo such as grain.

o Liquid Capacity - Capacity of unspecified liquid cargoes in cubic metres. This is recorded as 98% of the total volume of the cargo carrying capacity, allowing 2% for expansion where known.

o Liquid Gas Capacity - Capacity in cubic metres of liquefied gas cargo, this is recorded as 100% of the total volume of the cargo carrying capacity

Figure 13. Example of Vessel sheet in VESSL

Machinery overview - The total number of prime movers, gearing description, and the total number and type of propellers, and propeller rpm are summarised, together with the maximum continuous rating, continuous service rating (kW and hp or horsepower) and speed (maximum and service). Where applicable, the number and power of main generators and electric motors are also recorded.

o Max Speed (Knots) - The maximum speed attainable by a displacement hull vessel, a function of its shape, waterline length, displacement and drag. Adding additional power beyond this speed may increase the speed by a small increment, but is not economical.

o Service Speed (Knots) - the average speed maintained by a ship under normal load and weather conditions

o Total Power (kW) – Total power related to the engines during navigation

Vessel Engine


o Main/Auxiliary - For each prime mover, or group of prime movers, the number of engines, the design, builder, designation, power and rpm are provided. The information displayed also includes, for oil engines only, the stroke type, cylinder formation, number of cylinders, bore and stroke. Re-engining dates are included where applicable. For each auxiliary engine or group of engines, the design, engine builder, designation, stroke type, number of cylinders, bore, stroke and output are listed.

o Total number of Engines – for different configurations o Engine Model - This is the designer’s engine designation such as, for example,

a Wärtsilä designed engine with a model: 16V46C. We usually include the number of cylinders that in the example, is given as 16. The model sometimes gives an indication of the type of installation, in this case the V indicates, a Vee configuration.

o Power per Engine - Power output of the main engines in KW. o Navigation engines configuration – configuration of main and auxiliary engines

during navigation o Port engines configuration - configuration of main and auxiliary engines during

a port call

Tank Capacity (bunkers) - Bunker capacities (in tons), heating coils and consumption per day are recorded, where known.

o Residual fuel o Distillate fuel o LNG

The engine section contains information about the following items:

Manufacturer – The engine builder

Table 4. Ranking of top-10 Main Engine Manufacturers of the ships registered in VESSL

ENGINE MANUFACTURER MAIN ENGINES INSTALLED

MAN-B&W 1,365

MAK 374

SULZER 366

WARTSILA 293

MTU 123

MITSUBISHI 74

S.E.M.T. PIELSTICK 51

CATERPILLAR 47

GMT 21

RUSTON 14

TOTAL 2,728


Table 5. Ranking of top-10 Auxiliary Engine Manufacturers of the ships registered in VESSL

ENGINE MANUFACTURER AUXILIARY ENGINES INSTALLED

MAN-B&W 910

CATERPILLAR 233

HYUNDAI HIMSEN 224

WARTSILA 175

DAIHATSU 155

MAN 83

VOLVO PENTA 81

MAK 75

YANMAR 74

MITSUBISHI 66

TOTAL 2,076

Specific Fuel Oil Consumption (SFOC) – Specific fuel oil consumption (SFOC) can be defined as fuel consumption in grams for unit power developed in unit time.

Figure 14. Average SFOC of Main engines collected in VESSL


Figure 15. Average SFOC of Auxiliary engines collected in VESSL

Strokes - This search field allows you to search for ships fitted with either 2 stroke or 4 stroke engines. There is a drop down list to enable you to make your selection.

Comments – Additional information about the engines

Figure 16. Example of Engine Design sheet in VESSL


Source – Information of datasheet in which the information has been extracted.

Last Update – date when the information was last updated

Cylinders – number of cylinders per engine is collected

Cy Layout – The cylinder configuration can be VEE or IN-LINE

Engine Name – VESSL engine name format which identifies the number of cylinders with the manufacturer’s commercial engine name.

6.4 Masters

Finally, a series of Masters have been identified that feed and characterize all services, ships and ports. The information collected is as follows:

Figure 17. Example of Masters Sheet in VESSL

Service

Service Type


Figure 18. Number of services per service type

Traffic Type

Figure 19. Number of services per type of traffic


Sea Carrier -273 sea carriers identified

Table 6. Top-20 raking of sea carriers per number and percentage of services

SEA CARRIERS NUMBER OF SERVICES OPERATED

PERCENTAGE OF SERVICES OPERATED

CMA CGM 108 7.65%

MSC 96 6.80%

MAERSK 47 3.33%

SEAGO LINE 37 2.62%

EVERGREEN 32 2.27%

HAPAG LLOYD 31 2.20%

JADROLINIJA 25 1.77%

XPRESS FEEDERS 25 1.77%

GRIMALDI 24 1.70%

COSCO 22 1.56%

ZIM 21 1.49%

ARKAS 20 1.42%

CORSICA &SARDINIA FERRIES

19 1.35%

UNIFEEDER 19 1.35%

BALEARIA 18 1.28%

STENA LINE 18 1.28%

TRASMEDITERRANEA 17 1.20%

HELLENIC SEAWAYS 16 1.13%

NAVIERA ARMAS 15 1.06%

DFDS SEAWAYS 14 0.99%

TOTAL 624 of 961 44.22%


Figure 20. Example of Sea Carrier sheet in VESSL


Vessel

Flag

Table 7. Top-20 raking of country flag per number of ships

COUNTRY FLAG NUMBER OF SHIPS PER

FLAG

LIBERIA 277

PANAMA 261

MALTA 232

ITALY 226

PORTUGAL 167

CYPRUS 132

DENMARK 123

ANTIGUA AND BARBUDA 121

SINGAPORE 120

GREECE 116

HONG KONG, CHINA 108

SWEDEN 94

NETHERLANDS 92

MARSHALL ISLANDS 85

NORWAY 80

UNITED KINGDOM 80

GERMANY 74

TURKEY 71

FINLAND 63

BAHAMAS 62

TOTAL 2,584 of 2,961


Vessel Type

Figure 21. Number of ships operating at regular services per ship type

Fuel

Figure 22. Example of Fuel sheet in VESSL


Segment

Figure 23. Example of segmentation sheet in VESSL

Segment Scrubber

Figure 24. Example of Segment Scrubber in VESSL


Scrubber

Port

Sea

Table 8. Number of ports classified by belonging seas around the world

SEA NAME NUMBER OF PORTS

MEDITERRANEAN SEA 411

ATLANTIC OCEAN 217

BALTIC SEA 114

NORTH SEA 111

PACIFIC OCEAN 75

CARRIBEAN SEA 45

NORWEGIAN SEA 39

ARABIAN SEA 35

INDIAN OCEAN 27

SOUTH CHINA SEA 24

BLACK SEA 20

IRISH SEA 16

CANTABRIAN SEA 8

CORAL SEA 8

CELTIC SEA 7

TASMAN SEA 7

RED SEA 6

YELLOW SEA 5

JAVA SEA 5

EAST CHINA SEA 4

ANDAMAN SEA 4

GREENLAND SEA 4

SEA OF JAPAN 3

BARENTS SEA 2

KIEL CANAL 1

ARAFURA SEA 1

SALOMON SEA 1

FLORES SEA 1

TOTAL 1,201


Geographic Region

Table 9. Total number of ports according to their geographical region location

GEOGRAPHICAL REGION NUMBER OF PORTS

SOUTHERN EUROPE 385

NORTHERN EUROPE 268

WESTERN EUROPE 94

NORTHERN AMERICA 58

WESTERN ASIA 56

SOUTH AMERICA 40

EASTERN ASIA 37

NORTHERN AFRICA 35

AUSTRALIA AND NEW ZEALAND 34

CARIBBEAN 33

EASTERN EUROPE 33

CENTRAL AMERICA 26

SOUTH-EASTERN ASIA 24

WESTERN AFRICA 19

SOUTHERN ASIA 14

EASTERN AFRICA 12

MIDDLE AFRICA 10

POLYNESIA 10

MELANESIA 6

SOUTHERN AFRICA 6

TOTAL 1,200


Continent

Figure 25. Number of ports according to the continent location

Distances – 4,127 different distances y 1,248 ECA distances for those distances that include navigation through ECA waters.

Figure 26. Example of distances Sheet in VESSL

778

157 129 87 500

100

200

300

400

500

600

700

800

EUROPE AMERICA ASIA AFRICA OCEANIA

No. of ports per continent


TEN-T Corridor

Table 10. Total number of ports per TEN-T corridor

TEN-T CORRIDOR NUMBER OF PORTS

SCANDINAVIAN - MEDITERRANEAN 29

NORTH SEA - MEDITERRANEAN 24

NONE 24

NORTH SEA - BALTIC 17

MEDITERRANEAN 12

ORIENT - EAST MED 10

RHINE - ALPINE 9

ATLANTIC 8

BALTIC - ADRIATIC 8

RHINE - DANUBE 2

TOTAL 143


Country

Table 11. Top-20 ranking of countries per number of ports

COUNTRY NUMBER OF PORTS

GREECE 119

ITALY 95

NORWAY 70

UNITED KINGDOM 70

CROATIA 66

SPAIN 60

FRANCE 50

USA 41

PORTUGAL 32

SWEDEN 31

FINLAND 28

TURKEY 26

DENMARK 26

AUSTRALIA 24

GERMANY 23

BRAZIL 20

NETHERLANDS 16

CHINA 15

JAPAN 14

ICELAND 12

TOTAL 838 of 1,200


Table 12. Number of EU ports per country (outermost ports are included)

COUNTRY

NUMBER OF PORTS

GREECE 119

ITALY 95

UNITED KINGDOM 70

CROATIA 66

SPAIN 60

FRANCE 50

PORTUGAL 32

SWEDEN 31

FINLAND 28

DENMARK 26

GERMANY 23

NETHERLANDS 16

ESTONIA 11

IRELAND 7

POLAND 6

ROMANIA 5

BULGARIA 5

LITHUANIA 4

MALTA 4

BELGIUM 4

LATVIA 3

FRENCH GUIANA 2

CYPRUS 2

GUADELOUPE 2

SLOVENIA 2

MARTINIQUE 1

REUNION 1

SINT MAARTEN 1

TOTAL 676 of 1,200


6. Calculations

The VESSL tool is capable of calculating consumptions and emissions for the ships that operate the services included in the database. These calculations require certain assumptions and reference values shown below.

The fuel cost can be calculated directly from the fuel consumption of the period by the fuel price. The consumption, in turn, depends on the distance covered, the power required to make that voyage, the navigational speed of the ship for the route and the specific consumption of the engine. The following assumptions are taken into account for the calculation of total consumption per vessel and period:

If the service is considered active, the frequency in the active period is calculated.

The distance navigated by itinerary and then aggregated by service is calculated,

taking into account all proportional port calls made by ships by itinerary.

The average consumption of the set of engines is calculated (they may include different

engines with different specific consumptions).

The time management in navigation and at ports has into account three stages for voyage time

calculation:

Laden passage

Loading and discharging at ports and delays while passing the canals

Ballast passage

Calculation models assumes that the ship is operating on a certain route during the year. The

duration of the laden navigation is defined as the ratio of the distance between the ports (by

sea) to the speed of the laden ship of a certain type. Moreover, the final customer must add

certain percentage of days of adverse weather (as weather conditions are normal, this value

has been estimated in 5% of the estimated voyage time). The formula used for the calculations

has been:

𝑡𝑠𝑒𝑎 = (1 +

𝑤𝑑100%) 𝑑

24𝑉

Where

d = distance between the ports

V = speed of the ship

wd = percentage of days of adverse weather conditions

Moreover, the following variables for each ship are calculated:

Total amount of fuel consumed. This value depends on the nature of the fuel, so it

would be calculated for the different possible fuels

o HFO

o MDO/MGO

o LNG

o Etc.

All emissions that can be calculated by multiplying the amount of fuel used by an

emission factor (EF). The emission factor generally depends on the pollutant to which

it refers and on the nature of the fuel, although in some cases it will also depend on

some engine characteristics (year of construction, number of times and total power). In

all cases, some calculated in the initial consultation (consumption, year of construction

and power) will be taken as a starting point and the calculation will be made using a

constant stored in a table. The following emissions have been included:


o CO2 - Emission factor constant for each fuel

o SOx - Emission factor constant for each fuel

o NOx - Emission factor depends on the engine power, number of strokes, Year

of build and the total consumed fuel by the ship

o PMx - Emission factor depends on the engine power the total consumed fuel by

the ship.

Fuel and emission factor costs. By assigning a price to all the variables indicated above

(tonnes of fuel consumed and tonnes of pollutants emitted), the total cost of the

resulting concepts can be calculated.

The Emission factors (EF) are defined as the amount of a substance released in the exhaust

gases per amount of fuel burnt; and are measured in kg of the compound per kg of fuel.

Emission factors for four compounds are used in this work: two of them depend exclusively on

the composition of the fuel (CO2 and SOx) and the other two depend on the operating

conditions of the engine (NOx and PMx)

Regarding the consumptions, the conventional ships are fuelled by HFO while High-Speed Crafts are propelled by MDO. It is assumed that a vessel crossing an ECA area is fuelled by MGO

The type of ship according to engine: High-Speed Crafts are defined according to SOLAS Chapter 10, Reg 1.3, as ships that are capable of sailing at a maximum speed, in meters per second (m/s), equal to or exceeding:

𝑣 = (3.7 ∗ 𝛻)0.1667

Where

𝛻~∆

1.025

𝛻 = 𝑣𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑑𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡 𝑖𝑛 𝑐𝑢𝑏𝑖𝑐 𝑚𝑒𝑡𝑒𝑟𝑠 −→ 𝑑𝑒𝑠𝑖𝑔𝑛 𝑤𝑎𝑡𝑒𝑟𝑙𝑖𝑛𝑒

Considering that the displacement is unknown, it has been estimated using the following approximation

𝛻1 =𝐷𝑊𝑇

1.025 On balance comparing both values results 𝛻1 < 𝛻

The fuel consumption in tons is calculated according to the following formula:

𝐹𝐶 (𝑡𝑜𝑛𝑛𝑒𝑠

𝑑𝑎𝑦) = 𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝐹𝑢𝑒𝑙 𝑂𝑖𝑙 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 (

𝑔

𝑘𝑊ℎ) ∗ 𝐸𝑛𝑔𝑖𝑛𝑒 𝑝𝑜𝑤𝑒𝑟 (𝑘𝑊) ∗

24

106

The Engine power values and service speed of the vessels have been collected from IHS Fairplay. The SFOC of the engines have been collected from datasheets of the manufacturers (reference fuel is MDO). The SFOCs for HFO, MGO and LNG have also been taken into account. Lower Calorific Values of each fuel have been used:


Table 13. Heating values of the fuels

FUEL REFERENCE NET CALORIFIC VALUE (kJ/Kg) 42,700

HFO Net Calorific Value (kJ/kg) 40,000

LNG Net Calorific Value (kJ/kg) 49,000

MGO Net Calorific Value (kJ/kg) 42,700

The Engine power correction factor: 85% correction in the engine power was defined, based on the assumption that vessels do not employ their total power during the whole voyage. The average number of days per voyage (days): The average distance covered in each voyage (D) in nautical miles, and the average speed of each service (v) in knots, have been estimated using both parameters.

The emissions have included the following assumptions:

• Four different types of fuel:

o HFO (Heavy Fuel Oil) – Standard ISO 8217. Its amount of Sulphur is limited, according to the Annex VI of the MARPOL regulation, to 3.5% in mass value

o MDO (Marine Diesel Oil) – The amount of Sulphur for this fuel according to Directive 2012/33/EU has been assumed to be 1.5%

o MGO (Marine Gas Oil) – Limit of Sulphur content to 0.1%

o LNG (Liquefied Natural Gas) – For dual fuel engines, the source of ignition will be a pilot injection of MDO → LNG composition = 97% LNG / 3% MDO, leading to a concentration of Sulphur of 0.045%

o EF(CO2) and EF(SOx) of the selected fuels.

Table 14. Emission Factors of the fuels

FUEL EF(CO2)

(kg/kgFUEL)

EF(SOX)

(kg /kgFUEL)

HFO 3.151 0.070

MDO 3.206 0.030

MGO 3.206 0.002

LNG 2.764 0.001

Two strokes engines have been assumed to work at 90 rpm and 4 strokes engines at 600 rpm. NOx emissions equal to MARPOL limits (< 2000 → estimation based on the technology development).

𝑆𝐹𝑂𝐶𝑓𝑢𝑒𝑙 = 𝑆𝐹𝑂𝐶𝑅𝑒𝑓 ·NCV𝑅𝑒𝑓

NCV𝑓𝑢𝑒𝑙


Table 15. Emission factors for NOx

STROKES YEAR OF BUILDING EF(NOX)

(g /kWh)

2T

<2000 20.0

2000-2010 17.0

2011-2015 14.4

>2015 3.4

4T

<2000 14.0

2000-2010 12.52

2011-2015 10.10

>2015 2.5

The particulate matter production has assumed:

• Liquid fuels → depends on the amount of sulphur expressed in % (S)

Table 16. Emission factors for PMx

FUEL EF(PM)

(G /kWh)

HFO 1.805

MDO 0.613

MGO 0.269

LNG 0.02

EF(PM) (g/kWh)= 0.26+0.081·S+0.103·S2


7. STM macro-results

The large number of ports under study and the vast amount of information and variables to be considered in the database has resulted in an exhaustive monitoring process of information, which is essential in terms of future evaluation, meeting the expected analysis objectives. The information is continuously updated, validated and standardised in parallel to the search for information.

The result of this compilation of data is a SQL database containing essential information about the morphology of the Short Sea Shipping situation in the European Union. It has permitted to extrapolate the data extracted in STM test beds into a macro level which permits to provide general results of the potentiality of implementing STM.

Potential reductions in both port call and navigation times, fuel consumption and consequently, GHG emissions have been calculated during the analysis and its consequences analysed both for the society and for the environment in the whole European Union.

The verified results obtained provide criteria for the shipping actors to make decisions regarding their business models and the adaptation towards the future by adopting STM concept. Decisions such as fleet management, resources utilisation, and optimised strategic voyage plans could be enhanced by the use of this smart tool.

Taking into account the results from the previous analyses, the percentages obtained have been extrapolated to apply to global fuel consumption and GHG emissions, calculated using the VESSL database, which estimates the potential impact of STM at the European level. This unique, tailor-made tool, code-named VESSL (Valenciaport Short Sea Shipping Lines database), features detailed and reliable information about all the regular services calling at all Core Ports and Mediterranean Comprehensive Ports of the Trans-European Transport Network in the European Union (TEN-T Network). The focus has been on these SSS regular lines and cabotage since these could be potential beneficiaries in the implementation of STM. Thousands of data have been collected, compiled and validated from the various sources of the different agents involved in the maritime business. The types of services have been categorized based on the cargo transported and the characteristics of the ships used. According to these criteria, regular services have been classified as car carrier, container, passenger, cruise vessels, Ro-ro and Ro-pax services. The large number of ports studied and the vast amount of information and variables to be considered in the database have resulted in an exhaustive information-monitoring process, which is essential for a reliable evaluation, and for meeting the expected objectives of the STM Validation Project. The results of this data compilation are based on a SQL database containing essential information about the morphology of the Short Sea Shipping situation in the European Union. The basis for calculations using VESSL, from which the main results of the project have been extrapolated, is delimited and shown in the following figure (2017):


Figure 27. Baseline data in VESSL used to extract STM Macro Analysis Results (2017)

The assumptions for the calculation of savings derive directly from the results obtained in the use-cases, which also take into account some of the findings from the various results of the project, in line with conservative criteria.

Figure 28. Top-25 raking of country flags per number of services included in the macro-analysis


Table 17. Top-25 ranking of sea carriers per number of services included in the macro-analysis

SEA CARRIER NAME NUMBER OF SERVICES

CMA CGM 62

MSC 61

SEAGO LINE 35

JADROLINIJA 25

GRIMALDI 23

EVERGREEN 22

XPRESS FEEDERS 20

CORSICA&SARDINIA FERRIES 19

UNIFEEDER 18

STENA LINE 17

ARKAS 16

HELLENIC SEAWAYS 16

TRASMEDITERRANEA 16

BALEARIA 15

DFDS SEAWAYS 14

MAERSK 14

TIRRENIA 13

HAPAG LLOYD 12

MOBY LINES 12

NAVIERA ARMAS 12

OPDR 12

WEC LINES 12

ZIM 12

CLDN 11

BLUE STAR FERRIES 10


Figure 29. Example of calculation of distances navigated for some ships in VESSL

The correspondence of STM regular line use cases with specific segmentation explained in this methodology. Each type of traffic and ship in the database can be classified within a specific segment.

Table 18. Correspondence between use cases and segmentation in VESSL

USE CASE

TRAFFIC TYPE VESSEL TYPE HSC UNIT From To Range

CS1 CONTAINER CONTAINERSHIP N TEU 0 999 <=999 TEU

CS1 CONTAINER CONTAINERSHIP N TEU 1000 1999 1000 - 1999 TEU




CS3 CONTAINER CONTAINERSHIP N TEU 10000 > 10000 TEU

CS1 CONTAINER GENERAL CARGO N DWT 0 4999 <= 4999 DWT

CS1 CONTAINER GENERAL CARGO N DWT 5000 9999 5000 - 9999 DWT




CS1 CONTAINER GENERAL CARGO N DWT 30000 > = 30000 DWT

CS1 CONTAINER RO-RO N Lane Meters 0 499 <= 499 lane metres

CS1 CONTAINER RO-RO N Lane Meters 500 999 500 - 999 lane metres





CS1 CONTAINER RO-RO N Lane Meters 3000 >= 3000 lane metres

RPX1 RO-PAX RO-PAX N GT 0 9999 <= 9999 GT

RPX1 RO-PAX RO-PAX N GT 10000 19999 10000 - 19999 GT



RPX3 RO-PAX RO-PAX N GT 70000 >= 70000 GT

RPX1 RO-PAX RO-PAX Y GT 0 9999 <= 9999 GT

RPX1 RO-PAX RO-PAX Y GT 10000 19999 10000 - 19999 GT



RPX3 RO-PAX RO-PAX Y GT 70000 >= 70000 GT

RO1 RO-RO RO-RO N Lane Meters 0 499 <= 499 lane metres

RO1 RO-RO RO-RO N Lane Meters 500 999 500 - 999 lane metres




RO3 RO-RO RO-RO N Lane Meters 3000 >= 3000 lane metres

RO1 RO-RO GENERAL CARGO N DWT 0 4999 <= 4999 DWT

RO1 RO-RO GENERAL CARGO N DWT 5000 9999 5000 - 9999 DWT




RO3 RO-RO GENERAL CARGO N DWT 30000 > = 30000 DWT

RO1 RO-RO RO-PAX N GT 0 9999 <= 9999 GT

RO2 RO-RO RO-PAX N GT 10000 19999 10000 - 19999 GT



RO3 RO-RO RO-PAX N GT 70000 >= 70000 GT

RO1 RO-RO CAR CARRIER N Cars 0 499 < 500 cars

RO1 RO-RO CAR CARRIER N Cars 500 999 500 - 999 cars






RO3 RO-RO CAR CARRIER N Cars 4000 >= 4000 cars

PAX1 PAX PAX N

Passengers 0 199 < 200 passengers

PAX1 PAX PAX N

Passengers 200 499 200 - 499 passengers

PAX1 PAX PAX N


PAX1 PAX PAX N


PAX1 PAX PAX N

Passengers 2000 > 2000 passengers

PAX1 PAX PAX Y


PAX1 PAX PAX Y


PAX1 PAX PAX Y


PAX1 PAX PAX Y


PAX1 PAX PAX Y


RO1 CAR CARRIER CAR CARRIER N Cars 0 499 < 500 cars

RO1 CAR CARRIER CAR CARRIER N Cars 500 999 500 - 999 cars





RO3 CAR CARRIER CAR CARRIER N Cars 4000 >= 4000 cars

PAX1

MIXED PAX AND RO-PAX PAX N


PAX1



PAX1



PAX1



PAX1



PAX1

MIXED PAX AND RO-PAX PAX Y


PAX1



PAX1



PAX1



PAX1




RPX1

MIXED PAX AND RO-PAX RO-PAX N GT 0 9999 <= 9999 GT

RPX1

MIXED PAX AND RO-PAX RO-PAX N GT 10000 19999 10000 - 19999 GT

RPX2


RPX3


RPX3

MIXED PAX AND RO-PAX RO-PAX N GT 70000 >= 70000 GT

RPX1

MIXED PAX AND RO-PAX RO-PAX Y GT 0 9999 <= 9999 GT

RPX1

MIXED PAX AND RO-PAX RO-PAX Y GT 10000 19999 10000 - 19999 GT

RPX2


RPX3


RPX3

MIXED PAX AND RO-PAX RO-PAX Y GT 70000 >= 70000 GT

Figure 30. Example of correspondence of use cases for each ship included in VESSL

The most significant results of the extrapolation of STM findings using VESSL are shown below, structured as savings in time, fuel consumption and GHG emissions for ports and navigation phases. The calculations are expressed in a MGO 2020 scenario that will comply with the 0.5% of Sulphur content of fuels used in maritime sector recently approved by the IMO.


8.1 Impact of the potential improvement in the port call phase

The estimation of potential savings during port calls for the various types of ships analysed has been extracted from the results of the project. However, a more conservative percentage has been taken for the extrapolation of results. Thus, a 1% time saving in ports resulting from the implementation of STM concept has been established as the pessimistic scenario, a 5% saving as the moderate scenario and a 10% saving as the optimistic scenario.

Figure 31. Example of navigation and port time of ships included in VESSL

CONSUMPTIONS AND EMISSIONS OF VESSL SHIPS IN PORT CALLS

USE CASE Fuel

consumption(t)

CO2

Emissions(t)

SOx

Emissions(t)

PMx

Emissions(t)

NOx

Emissions(t)

CAR CARRIER 56,953.20 182,591.97 113.91 74.66 3,998.74

CONTAINERSHIP 411,145.80 1,318,133.45 822.29 557.60 26,981.72

GENERAL CARGO 14,130.10 45,301.11 28.26 18.19 814.19

PAX 45,357.61 144,573.61 88.81 54.37 2,520.61

RO-PAX 598,353.18 1,917,781.93 1,195.49 770.84 36,694.42

RO-RO 120,868.75 387,505.21 241.74 161.58 7,470.80

TOTAL 1,246,809 3,995,887 2,490 1,637 78,480

Figure 32. Fuel and emissions, in tons, of all VESSL ships during port calls included in the STM analysis

Consequently, the global results are obtained from a total of 217,127 hours at ports for 1,097,544 port calls analysed, operated by 1,451 different ships included in the database and applying the percentages already mentioned.


Figure 33. Example of port consumption and emission calculations of ships included in VESSL

8.1.1 Potential Time Savings at Ports

In the moderate scenario, the average time saved in minutes per port call would be 7.5 minutes as a result of the total time saved in minutes (Table 19) divided by the total of 1,097,544 port calls. However, it is important to note that the potential savings in time at port for container ships, general cargo and car carriers are superior to the time savings of passenger-related traffic, due to the latter’s priority access to the port. The results are expressed in days, hours and minutes for all the scenarios, as follows:

Table 19. Time saving in port estimation

Time Saving for 1,097,544 port calls (2017)

Pessimistic scenario

Moderate Scenario Optimistic Scenario

Total Time saving (days) 2,169 5,730 10,183

Total Time saving (hours) 52,056 137,520 244,392

Total Time saving (minutes) 3,123,360 8,251,200 14,663,520

8.1.2 Potential Fuel Consumption and GHG Emission Savings at Ports

As a result of the reduction in time at port, there is a consequent reduction in fuel consumption and GHG emissions. The following tables summarize the potential fuel savings in the different scenarios on the basis that the total consumption of all ships included in the database amounts to 1,246,809 tons of MGO; 3,995,887 tons of CO2; 78,500 tons of NOx; 2,500 tons of SOx and 1,637 tons of PMx at ports. As observed in Table 20 the moderate scenario adds up to savings of more than 100,000 tons of GHG, while in the most optimistic scenario it amounts to more than 180,000 tons of GHG.


Table 20. Tons savings at ports

Savings in Ports Pessimistic

scenario Moderate Scenario

Optimistic Scenario

Tons of Fuel (MGO) saving in Ports 12,468 31,757 55,869

Tons of CO2 saving in Ports 39,945 101,743 178,990

Tons of NOx saving in Ports 976 2,486 4,374

Tons of SOx saving in Ports 25 63 111

Tons of PMx saving in Ports 19 47 83

The second table rates the GHG emissions based on the following reference values:

The monetary value in Euros of fuel (MGO) is based on the spot price in the Mediterranean, which amounts to €568/ton (Piraeus bunkering price, 2019 according to estimated values in www.bunkerindex.com)

CO2 emissions - €25.89/ton (reference according to the estimated costs included in the Cost Benefit Analysis of Investments Projects Guide (Sartori, Davide, et al., 2015)

NOx emissions - €3,790/ton (average damage cost per ton for maritime transport included in the Update of the Handbook on External Costs of Transport (Gibson G., et al, 2014)

SOx emissions - €17,240/ton (Gibson G., et al., 2014)

PMx emissions- €6,080/ton (Gibson G., et al., 2014) In the moderate scenario, the estimated potential value of the tons of MGO fuel saved in port for the total calls amounts to €18 million, with €13.43 million of GHG emission savings valued according to the reference values in the previous section for the same scenario. The potential emission savings at ports in the optimistic scenario would double the figures mentioned above.

http://www.bunkerindex.com/


Table 21. Monetary savings in ports estimation

Monetary Savings in ports Pessimistic

scenario Moderate Scenario

Optimistic Scenario

Amount of Fuel saving in Ports 7,081,873 € 18,038,119 € 31,733,425 €

Amount of CO2 saving in ports 1,034,171 € 2,634,120 € 4,634,056 €

Amount of NOx saving in ports 3,699,138 € 9,422,013 € 16,575,605 €

Amount of SOx saving in ports 428,813 € 1,092,221 € 1,921,482 €

Amount of PMx saving in ports 113,224 € 288,391 € 507,349 €

Amount of GHG saving in ports

5,275,346 € 13,436,745 € 23,638,492 €

8.2 Impact of the potential savings in navigation phase

In this section, the results obtained in the use-cases have been extrapolated to the VESSL database. For this purpose, we have used the time and fuel savings estimations for the five given scenarios.

Figure 34. Example of navigation consumption and emission calculations of ships included in VESSL

Table 22 have been applied, the following figures are the MGO fuel and GHG emissions valued in tons that can be potentially saved with the progressive implementation of STM.

Table 22. Use Cases Aggregated Fuel Savings for each Scenario

USE CASE Scenario 1 Scenario 2 Scenario 3

Low Scenario 3

Med Scenario 3

High

CS1 7.10% 9.10% 16.19% 6.56% 1.12%


CS2 19.62% 21.87% 22.66% 12.82% 1.24%

CS3 -0.90% 2.03% 20.00% 3.99% -8.12%

PAX1 14.33% 16.10% 18.42% 18.84% 17.41%

RPX1 2.86% 7.14% 8.49% 4.67% 1.35%

RPX2 2.41% 6.53% 9.34% 3.57% -1.67%

RPX3 5.62% 8.32% 10.05% 4.17% -1.95%

RO1 9.03% 13.03% 13.50% 7.78% 2.91%

RO2 5.53% 8.14% 12.18% 5.24% -1.95%

RO3 12.47% 16.94% 18.42% 8.15% -1.71%

CONSUMPTIONS AND EMISSIONS OF VESSL SHIPS IN NAVIGATION

USE CASE Fuel

consumption(t)

CO2

Emissions(t)

SOx

Emissions(t)

PMx

Emissions(t)

NOx

Emissions(t)

CS1 3,551,231.63 11,385,248.61 7,102.46 5,385.16 297,483.99

CS2 1,982,075.03 6,354,532.54 3,964.15 3,109.99 192,953.94

PAX 98,430.03 314,401.09 194.22 124.32 5,901.03

RO1 115,252.77 369,500.38 230.51 169.16 9,803.85

RO2 659,896.05 2,115,626.74 1,319.79 981.49 50,657.23

RO3 2,522,010.93 8,076,951.30 5,024.53 3,777.24 192,420.10

RPX1 1,025,889.86 3,289,002.89 2,051.78 1,431.73 70,027.13

RPX2 4,103,057.27 13,131,379.75 8,154.03 6,016.96 288,066.11

RPX3 617,353.87 1,979,236.49 1,234.71 922.85 41,489.50

TOTAL 14,675,197 47,015,880 29,276 21,919 1,148,803

Figure 35. Fuel and emission tons of the whole VESSL ships during navigation included in the STM analysis

As can be seen, scenario 3 Low yields the most favourable results, accounting for 2.1 million tons of MGO and 6.8 million tons of CO2 in potential savings. These amounts express the greatest potential for implementation of the STM concept in Short Sea Shipping and cabotage navigation across the European Union, taking into account the data for the base-year, 2017.


Table 23. Savings in Navigation estimation

Savings in Navigation Scenario

1 Scenario

2 Scenario 3

Low Scenario 3

Med Scenario 3

High

Tons of Fuel (MGO) saving in Navigation

1,179,439 1,660,993 2,135,070 974,828 -37,862

Tons of CO2 saving in Navigation

3,778,646 5,321,430 6,840,262 3,123,120 -121,302

Tons of NOx saving in Navigation

92,329 130,026 167,137 76,311 -2,964

Tons of SOx saving in Navigation

2,353 3,314 4,259 1,945 -76

Tons of PMx saving in Navigation

1,762 2,481 3,189 1,456 -57

Table 24 summarizes the monetary value in Euros of the MGO fuel, based on the spot price in the Mediterranean, as noted above. In Scenario 3 low, the estimated potential value of the tons of MGO fuel saved in navigation amounts to €1,212 million, with €903 million of GHG emissions savings, valued according to the reference values in the previous section for the same scenario.

Table 24. Monetary savings in Navigation estimation

Monetary Savings (€) in

Navigation Scenario 1 Scenario 2

Scenario 3 Low

Scenario 3 Med

Scenario 3 High

Amount of Fuel (MGO) saving in

Navigation 669,921,549€ 943,443,891€ 1,212,719,733€ 553,702,303€ -21,505,761€

Amount of CO2

saving in Navigation

97,829,149€ 137,771,823€ 177,094,378€ 80,857,565€ -3,140,502€

Amount of NOx


349,926,143€ 492,797,526€ 633,450,797€ 289,220,300€ -11,233,297€

Amount of SOx


40,564,238€ 57,126,215€ 73,431,064€ 33,527,078€ -1,302,189€

Amount of PMx


10,710,603€ 15,083,636€ 19,388,777€ 8,852,507€ -343,831€

Amount of GHG


499,030,134€ 702,779,201€ 903,365,015€ 412,457,451€ -16,019,820€

The implementation of the STM concept across the European Union would contribute to meeting the European Commission’s goals regarding environmental issues in the maritime sector. This would offer a feasible solution to some of the concerns related to growing intra-European and international trade and the impact of shipping on climate change and society.


8. Conclusions

This document summarizes the work carried out for the development of the VESSL database in order to calculate macro results for the STM Validation project. A view of the methodology, structure, fields and calculations has been meticulously detailed and gives an idea of the amount of accurate and reliable information that has been collected throughout the project. In addition, it has enabled to demonstrate the potential impact on navigation and ports in terms of savings in time, consumption and emissions that could result from the implementation of the STM concept throughout Europe. Finally, VESSL is useful for:

Those responsible for transport policies in Europe: the tool will provide them, in addition to a detailed view of the configuration of the SSS and cabotage offer at any given time, with information on the evolution of this offer over time.

Port Authorities: allows them to obtain detailed information on the SSS and cabotage services offered from other ports and on the trends characteristic of their respective areas of action.

Shipping Companies and Shipping Agents: the high detail of the data provided in VESSL will allow them to obtain a clear vision of the level of service offered and identify market niches.

Users of SSS and cabotage: concrete and updated information on operational services in Europe.

Consultancies, research groups and specialized press: information in a fast and systematized way, information until now non-existent on an essential aspect of cargo transport.


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38 partners from 13 countries,

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Demonstrating the function and business value of the Sea Traffic Management concept and its services.

Seaing is believing!

SAFETY - ENVIRONMENT - EFFICIENCY

Swedish Maritime Administration ◦ SSPA ◦ Viktoria Swedish ICT ◦ Transas ◦ Chalmers University of Technology ◦ The Swedish Meteorological and Hydrological Institute ◦ Danish

Maritime Authority ◦ Navicon ◦ Novia University of Applied Sciences ◦ Fraunhofer ◦ Jeppesen ◦ Carnival Corp. ◦ Italian Ministry of Transport ◦ SASEMAR ◦ Valencia Port Authority ◦

Valencia Port Foundation ◦ CIMNE ◦ University of Catalonia ◦ Norwegian Coastal Administration ◦ GS1 ◦ Cyprys University of Technology ◦ Port of Barcelona ◦ Costa Crociere ◦ Svitzer ◦ OFFIS ◦ Finnish Transport Agency ◦ Southampton Solent University ◦ Frequentis ◦

Wärtsilä SAM Electronics ◦ University of Flensburg ◦ Signalis ◦ Maritiem Instituut Willem Barentsz ◦ SAAB TransponderTech AB ◦ University of Oldenburg ◦ Magellan ◦ Furuno

Finland ◦ Rörvik ◦ University of Southampton ◦ HiQ

www.stmvalidation.eu

http://www.stmvalidation.eu/