BOLETIN INE PORT 11 ING - Fundación Valenciaport

11
January-June 2014
Newsletter
Line
Port
Front
page news
page news
Front
MONALISA 2.0 – taking maritime transport into the digital age
The MONALISA 2.0 project aims to tackle one of the main challenges facing the European Union in terms of transport,
i.e. making shipping safer, more efficient, and more environmentally friendly. The project has 39 partners from 10
different countries, including the Valenciaport Foundation, and aims to further develop the Motorways of the Sea
concept by implementing a series of technological, operational, and organizational initiatives, which are aligned with
the European Commission’s needs and recommendations on maritime safety. Magnus Sundstrom, the Monalisa 2.0’s
Project Manager, and Ulf Siwe, the Communication Manager, have participated in this edition of the LinePort newsletter,
presenting the project and its objectives, as well as the expected results, which will subsequently become new tools
for improving Short Sea Shipping.
“The vision is to shake up and sharpen the whole
transport chain by making real-time information available to all interested and authorised parties. It is
called Sea Traffic Management (STM) and it will
change the maritime world. It is like introducing the
Smartphone, at first no one really knows what they
need it for, and then they cannot live without it, “says
Magnus Sundström. He is the project manager, and is
building on the success of previous projects. “The
short term benefits of MONALISA 2.0 are improved
safety, environment and efficiency. Safety is improved
by concrete initiatives on board ships, e.g. indoor
positioning, and on shore, e.g. mass evacuation in
port. We want to give the industry tools to avoid
incidents and better handle the ones that occur. We
believe that mariners, passengers and goods deserve a
safer and more efficient journey.”
Another thought that emerged was information
sharing on a large scale. To develop a functionally
demonstrative system defined both technically and
procedurally, with the final objective being to extend
the sharing of maritime information on to a global
scale.
And then the Costa Concordia sank.
Background
The STM part of MONALISA 2.0 builds on experiences
and results from an earlier MONALISA project where
Route Exchange was demonstrated.
Today, ships know their own routes. Captains use
service providers to optimize their route based on
ship, sea and weather data. But the detailed route
information stays with the ship. When vessels meet
today, they have good AIS-data: position, speed, final
destination, etc. By adding route exchange, vessels
will also know the intentions of other vessels nearby.
The anti-collision tools can give warnings if any vessel
nearby is leaving their intended route. All this will
help deck officers plan ahead, foresee possible
incidents, and thus avoid dangerous situations.
The accident demonstrated the existing gaps and
failures in maritime transport safety, from the ordinary navigation watch keeping and navigational tasks,
to the safety management after an accident occurs.
Even though the technology available is highly developed in terms of equipment, manning, communications, etc., its misuse, the lack in the decision making
processes supported by proper risk assessment tools,
the crisis management deficiencies from the ship side
and the difficulties in coordinating the response
actions between the Coast Guard services and the
crew, proves that technology is the least problem.
© Copyright. 2009 Fundación Valenciaport.
F U N D A C I Ó N
valenciaport
11
Front page news
Human interaction with the advanced technology and
procedural support for human actions are areas which
often are overlooked. MONALISA 2.0 was asked to
investigate measures to avoid and reduce the impact
of accidents.
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and all have agreed on the format which has been
submitted to the relevant international standardisation
bodies and is expected to be fully accepted in 2015.
Except of route format
Scope and objective
The MONALISA 2.0 project is a large EU-supported
project, including 39 partners in 10 countries evenly
split by public bodies, private companies and the
academia, and also has the support of NGOs. The
project is focusing on improving Safety, Efficiency and
Environment.
The project will make use of relevant results from
earlier Motorways of the Sea and maritime R&D
projects, and re-use best practices from other areas
in an effort to bring these further towards deployment in the maritime sector. The demonstrated
results of from the earlier MONALISA project will be
taken further towards deployment through:
·
testing of concrete applications and services which
would allow rapid commercial deployment;
·
integration of route planning tools with additional
maritime spatial planning data for the purpose of
improving maritime safety and environmental
protection;
· joint private-public action to elaborate better stan-
dards for route information exchange through a
common interface and common data format
allowing equipment from all manufacturers be used
for Sea Traffic management;
·
The European Maritime Simulator Network has performed the first successful tests. A technical platform
makes it possible to connect simulators spread
geographically and of different brands. The network
is a prerequisite to test STM scenarios involving many
vessels in a safe manner. It will also directly identify
cultural differences and similarities. The possibilities
for future research and training are enormous we
believe that a number of new services will be established in the simulator network.
demonstrating concrete/hands-on services using
new technology to enhance maritime safety,
making Search and Rescue and mass-evacuations
more efficient than today and by addressing the
urgent issue of safety in ports;
· take inspiration from previous EU investments in Air
Traffic Management when developing concepts for
the maritime domain
Results – achieved and expected
The standard route format has been developed by the
project industry partners representing the vendors of
navigational systems (ECDIS). The majority of the other
vendors are being part of the Technical Advisory Group
The Transas simulator in Gothenburg, Sweden, overtaking a vessel controlled by the Kongsberg simulator in
Gijon, Spain.
One function in the future is the Sea Traffic Coordination Centres (STCC). They will monitor traffic and
assist the vessels with up-to-date local information
helping the vessels keep safe by detecting navigation
outside intended routes and by suggesting alternative
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Front page news
routes to avoid containers adrift or traffic congestion.
Environmental efficiency is obtained by helping
vessels avoid Particularly Sensitive Sea Areas, or not
avoiding them, if they are seasonal. By suggesting
alternative routes STCC can help ships using less fuel,
saving time, environment and money. MONALISA 2.0
will demonstrate services and develop procedures for
the interaction between ships and STCCs. In fact the
first tests have already been performed in simulators
as well as live in the Baltic Sea, where some ships and
a land based SRS centre are exchanging routes and
adding local knowledge. Integration of maritime
spatial planning and a first concrete Shore Based Deep
Sea Assistance service will be developed during 2015.
MONALISA 2.0 is also trying to define STM on conceptual level. How would the ideal maritime transportation function in the future? What needs to be added,
in which order should things be implemented? What
stakeholders, contracts, authorities and laws need to
change?
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gy similar to the internet or a cloud. The information
is stored in a distributed fashion. Only the location of
the information and the access rights are stored
centrally. Instead of asking for information, all
relevant information is shared and published. The
publisher controls which recipients have access to
the data. The recipient can look for data but it is
even smarter to subscribe to all relevant data.
These concepts and ideas will be defined in more
detail and some will even be demonstrated in real life
in order to be verified and further enhanced. The
roadmap on how to achieve these concepts will also
be defined as well as the KPI measures for tracking
the effects of future changes.
Besides STM, MONALISA 2.0 is also investigating in
other safety related solutions.
·
Two enhancing the voyage of the individual ship,
one concerning planning and the other actual
operations
The newest communication technologies on board
ships are being investigated with the aim of improving
safety by addressing “soft” (human related) rather
than “hard” (equipment related) issues. Methods and
tools used in other industrial sectors to promote safe
behaviour among the workforce at all levels provide
best practice examples that are ready to be transferred and/ or adapted to the maritime environment.
·
One optimising traffic flow in congested areas and
The Italian Ministry of transport is coordinating this
part of the project:
·
One improving the efficiency of ports in collaboration with the ships
·
Behaviour Based Safety (BBS) approach in the maritime sector.
·
Pilot application of a new system of chart engines
and displays integrated in order to share information and search patterns among all participants,
including shore units, in the event of a SAR operation. Will be operational early 2015.
·
Networked vessel – demonstration of a new RFIDbased indoor positioning system and simplifying
decision making and guidance in an emergency
situation. Has been turned into a commercial
product in 2014.
·
Evacuation systems effective and operational in
extreme conditions.
Four functional concepts have been identified.
Sea Traffic Management Processes
They all rely on two more technical ideas:
·
Voyage id. The unique identifier of all data connected to a ship from one destination to another
·
System Wide Information Management. A technolo-
Another part of the project, coordinated by the
Spanish Maritime Safety Agency (SASEMAR), is focusing on different aspects of operational safety in ports
and in coastal waters. The purpose is to contribute to
introduce mature innovations, to improve efficiency
in search and rescue (SAR) operations and crisis management, and at the same time, updating the qualifi-
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Front page news
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cations of personnel involved in SAR, evacuation and
in port contingency plans. In this sense, the definition
of specific and dedicated training exercises and the
deployment of information systems and technologies
employed to support SAR, evacuation, first aids and
ship recovery is crucial.
will also develop dedicated training programmes for
the different aspects of maritime safety which will be
elaborated and tested with the aim of improving the
level of performance of human resources involved in
such activities with the novel technology implementation carried out in the project.
MONALISA 2.0 will contribute to improving interoperability among SAR services, passenger ships, VTMIS and
Mission Control Centres. Technological innovations
include on-board life rafts recovery systems (OLRS),
information exchange between land, SAR instruments, ships and other information sources; the
dimension of information exchange of real time data
is a success factor when the operational safety units
must be deployed. Supported by STM infrastructure
information exchange, contingency and rescue operations will be improved because of the availability of
data, procedures, accidents/incidents case studies,
decision support tools and people trained and ready
to act.
The first versions of the risk assessment and risk
management guidelines, as well as of the more physical on-board life raft recovery system, have been
produced. But they and the other solutions will be put
to the final test in a large SAR exercise in Valencia in
2015 involving a large cruise ship.
Another achievement is to provide an instrument for
risk analysis to support tactical decisions by means of
intelligent tools and decision-making systems. Such
instruments will support the analysis of behaviour,
reactions and the chain of responsibility during SAR
operations. The introduction of novel Safety Information Systems and the improvement of existing ones,
making them interoperable, will encompass tests and
demonstrations. As a complementary and obliged
improving tool in operational safety, MONALISA 2.0
Project manager Magnus Sundström concludes: “I
believe that Sea Traffic Management will revolutionise how information and communication are used in
the maritime industry. All parties are affected, and all
parties are welcome to take share and further develop the concept. It's all about sharing!”
Magnus Sundstrom
MONALISA 2.0 Project Manager
Ulf Siwe
MONALISA 2.0 Communication
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4
11
Global indicators
indicators
lobal indicators
GGlobal
Line
Port
Lines
No. lines
No. of shared
lines
No. of ocean
carriers
Average
frequency
62
78
1.79 weekly
departures
148
Ports
No. of destination
ports
No. of ports with
direct connections
Average no. of ports
connected per line
122
71
4
Vessels
No. of
vessels
Container
Ro-ro
GT
Total
TEUS
6,374,065
Ro-ro
19.9
knots
20.6
knots
Adjusted
70,618,035 10,207,706 79,136,477 68,050,098
Total
Container
GT
Adjusted
Total
659
Average speed
Capacity offered
Lane metres/
Swap bodies
Adjusted
Total
Adjusted
957,622
5,406,586
/ 386,185
4,468,202
/ 319,157
Indicator calculations are detailed in the section entitled 'Methodological Notes'
Line
Port
5
11
Global indicators
Lines
Lines
Line
Port
TOTAL LINES BY PORT OF ORIGIN - TYPE OF FREIGHT
()*+,-./)"01+2"
SSS
:7?"
*7
?7 A7:)
8(
7:,
<( 7?"+9"
7> 7: *7
7< >87<"
9< )9 <( >,B (7887 +9 *7<7
6,:67 *7?(9 7:>9* =7:9< 678*9
7" 8C7" 9" @<">;<7" 8" 8,7" =,>;" ;" ::@<" ,87?" *,7" :;<7"
()*+"
Barcelona
()*+,-./)"34567896:4;9<"
Interoceanic
?7
<(
7"
*8
EF"
+9"
=,:
78 7" ?7
(9
*9 <9
7> ?9 ) G9 89 *; >E A7 ) )9
78 =,: 78C 88 *,G 8E <( ?7B ;( :,: *D E( 8,G )D:7
*C7":7" <" ;:" 9" H7" ;" 9?" 8,:" :7"+,F" 7" 9" >7"
,-./012/3-425"
=)-,/+3)"01+2"
SSS
()*+"
Valencia
=)-,/+3)"34567896:4;9<"
Interoceanic
,-./012/3-425"
)->,+3*)?"01+2"
SSS
()*+"
Algeciras
)->,+3*)?"34567896:4;9<"
Interoceanic
,-./012/3-425"
+)?0,--@/"01+2"
SSS
()*+"
Castellón
+)?0,--@/"34567896:4;9<"
Interoceanic
,-./012/3-425"(3-()."01+2"
SSS
Bilbao(3-()."34567896:4;9<"
()*+"
Interoceanic
,-./012/3-425" =3>."01+2"
SSS
Vigo ()*+"
=3>."34567896:4;9<"
Interoceanic
,-./012/3-425"
-)?"A)-1)?"2,">*)/"+)/)*3)"01+2"
SSS
Las Palmas G.C.()*+"Interoceanic
-)?"A)-1)?"2,">*)/"+)/)*3)"34567896:4;9<"
,-./012/3-425" >3B@/"01+2"
SSS
Gijón>3B@/"34567896:4;9<"
()*+"
Interoceanic
()*+"
?)>C/0."01+2"
Sagunto
SSS
,-./012/3-425"
?)/0)/2,*"01+2"
Santander
SSS
)-3+)/0,"01+2"
Alicante ()*+"
SSS
)-1,*D)"01+2"
Almería ()*+"
Interoceanic
SSS
S. C.?)/0)"+*CE"2,"0,/,*3F,"01+2"
Tenerife ()*+"
()*+"
0)**)>./)"01+2"
SSS
Tarragona
()*+"
0)**)>./)"34567896:4;9<"
SSS
,-./012/3-425"
+G23E"01+2"
Cádiz
SSS
()*+"
+)*0)>,/)"01+2"
Interoceanic
Cartagena
SSS
Motril ()*+"1.0*3-"01+2"
SSS
Huelva ()*+"HC,-=)"01+2"
1,-3--)"01+2"
SSS
Melilla ()*+"
A)?)B,?"01+2"
SSS
Pasajes ()*+"
)"+.*CI)"01+2"
()*+"
SSS
A Coruña
SSS
Ceuta ()*+"+,C0)"01+2"
SSS
Ferrol ()*+"F,**.-"01+2"
>)/23)"01+2"
SSS
Gandía ()*+"
1G-)>)"01+2"
SSS
Málaga ()*+"
SSS
Sevilla ()*+"?,=3--)"01+2"
=3-)>)*+D)"01+2"
SSS
Villagarcía ()*+"
()*+"
!"
!"
#"
#"
$!"
$!"
$#"
$#"
+)*J+)**3,*"
%!"
A.*0)+./0,/,2.*"
*78I*788,98"
CONTAINERSHIP
A;8(7*;<(9<9+;8"
%!"
%#"
%#" *.JA)K"
8;IA7J"
&!"
&!"
*.J*."
&#"
&#"
8;I8;"
PORT OF ORIGIN
SSS
INTEROCEANIC
TOTAL
Barcelona
39
14
53
Valencia
36
17
53
Algeciras
19
13
32
Castellón
17
1
18
Bilbao
11
1
12
Vigo
10
2
12
Las Palmas G.C.
5
3
8
Gijón
6
1
7
Sagunto
5
-
5
Santander
5
-
5
Alicante
4
-
4
Almería
4
-
4
S.C.Tenerife
4
Tarragona
3
1
4
Cádiz
3
-
3
Cartagena
3
-
3
Motril
3
-
3
Huelva
2
-
2
Melilla
2
-
2
Pasajes
2
-
2
A Coruña
1
-
1
Ceuta
1
-
1
Ferrol
1
-
1
Gandía
1
-
1
Málaga
1
-
1
Sevilla
1
-
1
Vilagarcía
1
-
1
Vilagarcía
'!"
'!"
4
Line
Port
6
11
Global indicators
Capacity
Capacity
Line
Port
TOTAL CAPACITY OFFERED BY PORT OF ORIGIN - TYPE OF FREIGHT - GT
)*+,-./)0"12-3"
SSS
)*+,-./)0".4567896:4;9<"
Interoceanic
=)*,>-.)"12-3"
SSS
Valencia
Interoceanic
=)*,>-.)".4567896:4;9<"
SSS
?)/-,*@>)"12-3"
Barcelona Interoceanic
?)/-,*@>)".4567896:4;9<"
SSS
*)0"A)*2)0"3,"+/)>"-)>)/.)"12-3"
Las Palmas G.C. Interoceanic
*)0"A)*2)0"3,"+/)>"-)>)/.)".4567896:4;9<"
SSS
Santander 0)>1)>3,/"12-3"
SSS
?.*?)@"12-3"
Bilbao Interoceanic
?.*?)@".4567896:4;9<"
SSS
=.+@"12-3"
Vigo
Interoceanic
=.+@".4567896:4;9<"
SSS
+.BC>"12-3"
Gijón
Interoceanic
+.BC>".4567896:4;9<"
-)01,**C>"12-3"
SSS
Castellón
-)01,**C>".4567896:4;9<"
Interoceanic
SSS
Almería )*2,/D)"12-3"
2@1/.*"12-3"
SSS
Motril
1)//)+@>)"12-3"
SSS
Tarragona
1)//)+@>)".4567896:4;9<"
Interoceanic
A)0)B,0"12-3"
Pasajes Interoceanic
SSS
Sagunto 0)+E>1@"12-3"
SSS
Alicante )*.-)>1,"12-3"
S.C.0)>1)"-/EF"3,"1,>,/.G,"12-3"
Tenerife
SSS
Cádiz
-H3.F"12-3"
SSS
Málaga 2H*)+)"12-3"
SSS
Cartagena -)/1)+,>)"12-3"
SSS
G,//@*"12-3"
Ferrol
SSS
Vilagarcía =.*)+)/-D)"12-3"
SSS
2,*.**)"12-3"
Melilla
SSS
IE,*=)"12-3"
Huelva
SSS
0,=.**)"12-3"
Sevilla
SSS
A Coruña )"-@/EJ)"12-3"
SSS
+)>3.)"12-3"
Gandía
SSS
-,E1)"12-3"
Ceuta
SSS
Algeciras
!"
#$!!!$!!!"
%!$!!!$!!!"
%#$!!!$!!!"
&#$!!!$!!!"
A@/1)-@>1,>,3@/"
CONTAINERSHIP
TOTAL CAPACITY OFFERED IN
TEUs - CONTAINER
'()*"
+,-./01.2,314"
+,-./01.2,314"
SSS
'()*" '()*+,-("./,0"
Valencia Interoceanic
'()*"
'()*+,-("-123456371869"
+,-./01.2,314"
SSS
:(;,*)<+("./,0"
+,-./01.2,314"
'()*"
Barcelona
Interoceanic
:(;,*)<+("-123456371869"
'()*"
+,-./01.2,314"
SSS
()=*,-;(>"./,0"
+,-./01.2,314"
Algeciras
'()*"
Interoceanic
()=*,-;(>"-123456371869"
'()*"
+,-./01.2,314"
)(>"?()/(>"0*"=;(+",(+(;-("
SSS
Las +,-./01.2,314"
Palmas G.C../,0"
)(>"?()/(>"0*"=;(+",(+(;-("
'()*" Interoceanic
-123456371869"
SSS
'()*" ,(>.*))@+"./,0"
+,-./01.2,314"
Castellón
Interoceanic
,(>.*))@+"-123456371869"
+,-./01.2,314"
'()*"
SSS
:-):(<"./,0"
Bilbao
'()*"
+,-./01.2,314"
Interoceanic
:-):(<"-123456371869"
+,-./01.2,314"
'()*"
SSS
'-=<"./,0"
Vigo
'()*"
Interoceanic
+,-./01.2,314"
'-=<"-123456371869"
+,-./01.2,314"
SSS
'()*".(;;(=<+("./,0"
Tarragona
Interoceanic
'()*"
.(;;(=<+("-123456371869"
+,-./01.2,314"
SSS
=-A@+"./,0"
+,-./01.2,314"
'()*"
Gijón
Interoceanic
=-A@+"-123456371869"
'()*"
'()*"
S.C.>(+.(",;BC"0*".*+*;-D*"./,0"
Tenerife
SSS
'()*"
'()*"
SSS
,E0-C"./,0"
Cádiz
'()*"
'()*",(;.(=*+("./,0"
SSS
Cartagena
'()*"
SSS
'()*" '-)(=(;,F("./,0"
Vilagarcía
SSS
'()*"
Melilla
'()*" /*)-))("./,0"
SSS
()-,(+.*"./,0"
'()*"
Alicante
'()*"
SSS
GB*)'("./,0"
Huelva
'()*"
'()*"
SSS
>*'-))("./,0"
Sevilla
'()*"
'()*" (",<;BH("./,0"
SSS
A Coruña
'()*"
'()*" ()/*;F("./,0"
SSS
Almería
'()*"
SSS
Motril
'()*" /<.;-)"./,0"
SSS
'()*"
Gandía
'()*" =(+0-("./,0"
SSS
Sagunto
>(=B+.<"./,0"
'()*"
'()*"
SSS
Ceuta
,*B.("./,0"
'()*"
!"
#!!$!!!"
!"
!"
#!!$!!!"
'!$!!!$!!!"
/@KA)L"
'#$!!!$!!!"
(!$!!!$!!!"
(#$!!!$!!!"
/@K/@"
TOTAL CAPACITY OFFERED IN
LANE METRES - RO-RO
'()*+,-'."/0+1"
SSS
Algeciras
<6:*9 6789*,
?679>*,6" 7=>6" :6;"
'()*"
'()*"
+,-./01.2,314"
+,-./01.2,314"
'()*"
&!$!!!$!!!"
()*+"
2'-+*(34'"/0+1"
SSS
Barcelona
()*+"
5'(*4+,'"/0+1"
SSS
()*+"
Valencia a
Interoceanic
,-./012/3-425"
5'(*4+,'",6789:;8<6=;>"
76;"
D67)6
;"+9"
8:6>"
(6::6 *6>6 )F76 *6:(6 *6;(9 E9::= D6;6A9
;68C )=(:,
67,*6 67)9 ;6>(6 <,7<6
8=>6" :,6" 86" 89>6" 77B>" 7"
;" ?,8=" >(="
7" 8,AB>" >(9" :@6" >+9:" ="
>69>69
'6" '6"
76>"76>"
);B);B
?67(6>"
?67(6>"
C" C"
6" 6"
5+7 5+7
*8"*8"
*8"*8"
)<;)<; 67+ 67+
6= 6=
=;69"
=;69"
=6 =6
)6;)6;
67 67 '89'89
9*+9*+
)69)69
'6='6=
(8(8
8;+D8;+D
HB8HB8
(6(6
>85+>85+
(<(<
(87(87
)E*)E*
'6;;6=
)6>'877
67=8)+;
:6;)87
56789)+
'6;;6=
)6>'877
67=8)+;
:6;)87
56789)+
BGBG
6;)6;)
)696;+
)696;+
756"756"
;F9";F9"
';+7"
+C" +C"8" 8"=+A@9"
';+7"
<96" @9"@9" 5+=<"
<96" 6" 6"
6" +776"
F6" F6"
6" +776"
:+7:6<"
=+A@9"<96"
5+=<"
:+7:6<" 6" 6" 6>" 6>" <96"
6" 776"
'8" '8"
896"
;F6";F6"
6" 776"
896"
-)/K-)//.,/"
()*+"
Santander
.'4/'41*-"/0+1"
SSS
()*+"
SSS
Bilbao 2,(2'3"/0+1"
Gijón
()*+"
SSS
),?@4"/0+1"
()*+"
Almería'(0*-A'"/0+1"
SSS
()*+"
()*+"
Motril03/-,("/0+1"
SSS
()*+"
Alicante
'(,+'4/*"/0+1"
SSS
()*+"
Sagunto
.')B4/3"/0+1"
SSS
()*+"
PasajesC'.'?*."/0+1"
SSS
()*+"
FerrolD*--3("/0+1"
SSS
()*+"
Vigo
()*+"
5,)3"/0+1"
SSS
()*+"
Castellón
+'./*((@4"/0+1"
SSS
()*+"
Cartagena
+'-/')*4'"/0+1"
%$!!!$!!!"
%$#!!$!!!"
&$!!!$!!!"
#!!$!!!"
%$!!!$!!!"
%$#!!$!!!"
&$!!!$!!!"
%$!!!$!!!"
%$#!!$!!!"
&$!!!$!!!"
?<;'6)<9'898*<;"
?<;.(,<+.*+*0<;"
CONTAINERSHIP
?<;'6)<9'898*<;"
&$#!!$!!!"
&$#!!$!!!"
&$#!!$!!!"
SSS
()*+"
!"
!"
#!!$!!!"
#!!$!!!"
%$!!!$!!!"
%$!!!$!!!"
%$#!!$!!!"
%$#!!$!!!"
-3EC'F"
:=GD6H"
&$!!!$!!!"
-3E-3"
&$!!!$!!!"
&$#!!$!!!"
&$#!!$!!!"
'$!!!$!!!"
:=G:="
Line
Port
7
11
Global indicators
Line
Port
Zones
Zones
TOTAL LINES BY PORT OF ORIGIN - TYPE OF FREIGHT - DESTINATION ZONE
Container
)*+,-./)0"-123424516"
Ro-Ro
)*+,-./)0"-7687"615757"
-)09,**:;"-123424516"
Container
Castellón
-)09,**:;"-7687"615757"
Ro-Ro
<)*,;-.)"-123424516"
Container
Valencia
<)*,;-.)"-7687"615757"
Ro-Ro
=)/-,*>;)"-123424516"
Container
Barcelona
=)/-,*>;)"-7687"615757"
Ro-Ro
=.*=)>"-123424516"
Container
Bilbao
=.*=)>"-7687"615757"
Ro-Ro
-)/9)+,;)"-123424516"
Container
Cartagena
-)/9)+,;)"-7687"615757"
Ro-Ro
?,//>*"-7687"615757"
Ferrol
Ro-Ro
+.@:;"-123424516"
Container
Gijón
+.@:;"-7687"615757"
Ro-Ro
*)0"A)*B)0"C,"+/);"-);)/.)"-123424516"
Container
Las Palmas G.C.
B,*.**)"-123424516"
Container
Melilla
B>9/.*"-123424516"
Container
Motril
B>9/.*"-7687"615757"
Ro-Ro
0);9)"-/DE"C,"9,;,/.?,"-123424516"
S.C. Tenerife
Container
0);9);C,/"-7687"615757"
Santander
Ro-Ro
<.+>"-123424516"
Container
Vigo
<.+>"-7687"615757"
Ro-Ro
)*.-);9,"-123424516"
Container
Alicante
)*.-);9,"-7687"615757"
Ro-Ro
Container
Cádiz-FC.E"-123424516"
GD,*<)"-123424516"
Container
Huelva
A)0)@,0"-7687"615757"
Ro-Ro
Pasajes
0)+D;9>"-123424516"
Container
Sagunto
Ro-Ro
0)+D;9>"-7687"615757"
Container
0,<.**)"-123424516"
Sevilla
Container
)"->/DH)"-123424516"
A Coruña
Container
)*B,/I)"-123424516"
Almería
Ro-Ro
)*B,/I)"-7687"615757"
Container
-,D9)"-123424516"
Ceuta
Container
+);C.)"-123424516"
Gandía
Container
9)//)+>;)"-123424516"
Tarragona
Container
Vilagarcía
<.*)+)/-I)"-123424516"
Algeciras
!"
#"
B)/")C/.F9.->"
ADRIATIC SEA
$!"
$#"
B)/"=F*9.->"
BALTIC SEA
%!"
%#"
&!"
&#"
'!"
'#"
#!"
##"
(!"
B)/"C,*";>/9,"
B)/",+,>"
B)/"B,C.9,//F;,>"
B)/";,+/>"
>-J);>")9*F;9.->"
NORTH SEA
AEGEAN SEA
MEDITERRANEAN SEA
BLACK SEA
ATLANTIC OCEAN
LINES BY DESTINATION ZONE ATLANTIC COASTLINE ORIGIN
LINES BY DESTINATION ZONE MEDITERRANEAN COASTLINE ORIGIN
MEDITERRANEAN SEA
,-.",86328..0785"
ATLANTIC OCEAN
,35(-,"(10/-123,"
ATLANTIC OCEAN
54:-75"-21072345"
NORTH SEA
'()"4*0"-,)1*"
NORTH SEA
,-."681"75.28"
MEDITERRANEAN SEA
'()"'*421*))/-*,"
AEGEAN
SEA
,-."8985"
BALTIC SEA
'()"./0123,"
BLACK SEA
,-."789.5"
BLACK SEA
'()"-*+),"
,-."-6.302345"
ADRIATIC SEA
AEGEAN
SEA
'()"*+*,"
,-."/012345"
BALTIC SEA
0!"
5#"
1$!"
0
SSS
1$#"
5
20
%!"
Interoceanic
1'34"
26789:;8<6=;>"
25
%#"
30
&!"
35
&#"
!"0
10
#!"
20
$!"
30
%!"
SSS
40
&!"
2,46"
50
'!"
60
(!"
70
)!"
80
*!"
90
+!"
Interoceanic
3;<=>?@=A;B@C"
Line
Port
8
11
Global indicators
Atlantic Coastline
Mediterranean Coastline
Lines
Lines
No. of lines:
No. of shared lines:
No. of ocean carriers:
Average frequency
(weekly departures):
No. of lines:
No. of shared lines:
No. of ocean carriers:
Average frequency
(weekly departures):
39
20
27
1.3
Ports
117
50
69
1.9
Ports
No. of destination ports:
No. of ports with direct connections:
Average no. of ports
connected per line:
52
32
102
No. of destination ports:
No. of ports with direct connections: 57
Average no. of ports
4
connected per line:
4
Vessels
Vessels
Container
92
No. of vessels:
Capacity offered
-Total
11,225,251
GT:
1,052,757
TEUs:
Lane metres:
Swap bodies:
-Adjusted:
2,484,232
GT:
237,558
TEUs:
Lane metres:
Swap bodies:
156.9
Average length (metres):
23.9
Average beam (metres):
8.6
Average draught (metres):
18.6
Average speed (Knots):
9.5
Average age (years):
Container
Ro-Ro
22
12,285,427
879,553
62,825
9,708,823
38,138
717,258
51,233
178.2
25.2
6.9
22.9
9.7
Ro-Ro
No. of vessels:
460
74
Capacity offered
-Total
GT:
63,108,842 66,851,050
TEUs:
5,670,341
Lane metres:
4,527,033
Swap bodies:
323,360
-Adjusted:
GT:
8,649,500 58,341,275
TEUs:
808,453
24,796
Lane metres:
3,750,944
Swap bodies:
267,925
Average length (metres):
201.9
146.5
Average beam (metres):
23.7
29.0
Average draught (metres): 10.4
5.8
Average speed (knots):
19.8
20.2
Average age (years):
16.5
11.1
Line
Port
Line
Port
24/25
29/24
10/6
9/7
157/178
Container/Ro-Ro
Line
Port
202/147
Container/Ro-Ro
Line
Port
9
11
SSS alternative to road transport
Lines
Vessels
No. of lines:
No. of shared lines:
No. of ocean carriers:
Average frequency
(weekly departures):
65
30
44
1.3
Ports
No. of destination ports:
No. of ports with direct connections:
Average no. of ports
connected per line:
96
46
5
Atlantic Coastline
Ro-Ro
155
63
15,903,149
1,471,743
33,195,357
4,799,129
452,833
22,867,173
158.6
23.8
8.8
18.7
11.1
2,540,178
181,44
1,635,548
116,824
191.2
26.6
7.2
21.7
8.5
Mediterranean Coastline
Lines
Lines
No. of lines:
No. of shared lines:
No. of ocean carriers:
Average frequency
(weekly departures):
No. of lines:
No. of shared lines:
No. of ocean carriers:
Average frequency
(weekly departures):
26
14
22
1.46
Ports
42
19
32
1.23
Puertos
No. of destination ports:
No. of ports with direct connections:
Average no. of ports
connected per line:
Vessels
No. of vessels:
Capacity offered
-Total
GT:
TEUs:
Lane metres:
Swap bodies:
-Adjusted:
GT:
TEUs:
Lane metres:
Swap bodies:
Average length (metres):
Average beam (metres):
Average draught (metres):
Average speed (knots):
Average age (years):
Container
Line
Port
Container
48
No. of vessels:
Capacity offered
-Total
GT:
4,411,304
428,883
TEUs:
Lane metres:
Swap bodies:
-Adjusted:
GT:
1,773,230
172,917
TEUs:
Lane metres:
Swap bodies:
141.1
Average length (metres):
Average beam (metres):
21.7
7.9
Average draught (metres):
18.0
Average speed (knots):
9.6
Average age (years):
37
24
No. of destination ports:
No. of ports with direct connections:
Average no. of ports
connected per line:
4
Ro-Ro
18
11,990,346
851,797
60,843
9,515,222
699,502
49,964
179.7
25.3
7.0
23.4
9.5
Buques
Container
No. of vessels:
121
Capacity offered
-Total
GT:
12,491,828
TEUs:
1,141,001
Lane metres:
Swap bodies:
-Adjusted:
GT:
3,517,311
TEUs:
328,119
Lane metres:
Swap bodies:
Average length (metres):
169.6
Average beam (metres):
25.1
Average draught (metres):
9.3
Average speed (knots):
18.0
Average age (years):
12.1
76
30
6
Ro-Ro
45
21,205,011
1,688,381
120,599
13,351,951
936,046
66,860
200.4
27.7
7.3
23.4
7.7
Line
Port
10
11
Motorways of the Sea (MoS)
Western MoS
Line
Port
South-West MoS
ROUTE
ROUTE
TRANSIT TIME
Nº VESSELS
6xweek
12/20h
2
RO-PAX
3xweek
14h
2
GRIMALDI
RO-RO
5xweek
26/46h
GRIMALDI
RO-RO
6xweek
36/51h-32/47h
SWAP BODIES
CAP.
TEUS CAP.
ROUTE
OCEAN CARRIER
TRAFFIC
BARCELONA-PORTO TORRES-CIVITAVECCHIA
GRIMALDI
RO-PAX
GIJÓN-SAINT NAZAIRE
LD ATLANTIQUE
SUARDIAZ
VALENCIA-CAGLIARI-SALERNO
VALENCIA-BARCELONA-LIVORNO-SAVONA
ROUTE
GT
LANE METRES
FREQUENCY
5
3
PASSENGER
CAP.
BARCELONA-PORTO TORRES-CIVITAVECCHIA
54,310
3,050
187
-
2,140
GIJÓN-SAINT NAZAIRE
27,159
2,252
155
-
865
VALENCIA-CAGLIARI-SALERNO
32,642
3,810
277
-
-
VALENCIA-BARCELONA-LIVORNO-SAVONA
32,647
3,813
277
-
-
ROUTE
YEAR BUILT
SPEED
(Knots)
LENGTH
(metres)
BEARN
(metres)
DRAUGHT
(metres)
BARCELONA-PORTO TORRES-CIVITAVECCHIA
2008
25.0
225.0
30.4
7.0
GIJÓN-SAINT NAZAIRE
2008
23.5
186.5
25.6
6.7
VALENCIA-CAGLIARI-SALERNO
2011
22.3
200.7
25.3
7.5
VALENCIA-BARCELONA-LIVORNO-SAVONA
2011
22.3
200.7
26.5
7.5
Line
Port
11
11
Markets
Line
Port
Ranking destination conutries by vessel characteristics
in SSS services (interoceanic services not included)
Ranking container services
GT Capacity
Length (metres)
Alemania
243
Alemania
40,758
Bélgica
218
Bélgica
33,628
Siria
54,502
Egipto
24,396
Líbano
38,391
Grecia
193
Speed Service (knots)
Engine Power(KW)
Alemania
22.1
Alemania
41,789
Bélgica
32,920
Bélgica
21.0
Siria
23.5
Chipre
20.1
Líbano
21.1
The vessel characteristics represent the average values of the period.
Grecia
26,432
Line
Port
12
14
11
Markets
Line
Port
Ranking ro-ro services
GT Capacity
Length (metres)
Finlandia
188
Irlanda
186
Alemania
36,366
Reino Unido
178
Países Bajos
33,300
Turquía
37,159
Italia
40,593
Italia
206
Speed Service (knots)
Irlanda
23.5
Engine Power(kw)
Irlanda
21,600
Reino Unido
22.9
Reino Unido
25,488
Francia
22.1
Italia
22.9
The vessel characteristics represent the average values of the period.
Italia
32,778
Line
Port
13
14
New personalized enquiry
service
Specific analysis of business cases
Supply
Demand
Costs
Growth Potential
Sectorial Opportunities
Economic Situation
Extensive database
for analyzing the
supply of SSS
services in Spain
Pioneering database
for analyzing the
supply of rail freight
services in Spain
Trade and Transport
flows between
Spain to the rest
of the world
11
Methodological notes
Line
Port
notes
ethodological notes
MMethodological
This section details the methodology used to calculate the indicators published in this Newsletter and is
structured as follows:
Classifications defined in the LinePort database
Calculation of indicators
Abbreviations used
Information updating and validation
CLASSIFICATIONS DEFINED IN THE LINEPORT DATABASE
Ports studied
Origin
The map below shows the Spanish ports studied by the LinePort database:
Spanish ports studied
Avilés
Santander
Ferrol-S.Cibrao Gijón
A Coruña
Pasajes
Bilbao
Vilagarcía
Marín y Ría de Pontevedra
Vigo
Barcelona
Tarragona
Castellón
Sagunto
Valencia
Gandía
Alicante
Huelva
La Línea
Ibiza
La Savina
Arrecife
Motril
Bahía de Algeciras
Ceuta
Palma
Almería
Málaga
Tarifa
Mahón
Cartagena
Sevilla
Bahía de Cádiz
Alcúdia
Melilla
S. C. de la Palma
S. C. de Tenerife
La Estaca
Las Palmas
Los
S. Sebastián Cristianos
Salinetas
de la Gomera
P. del
Rosario
Source: Own elaboration
Line
Port
15
11
Methodological notes
Line
Port
The following classification is obtained using the location of the Spanish ports as a basis:
Atlantic Coastline: Includes the Spanish ports on the coast of the Atlantic Ocean and the Cantabrian Sea
along with the Canary Islands.
Mediterranean Coastline: Includes the port of Algeciras Bay, the Spanish ports on the coast of the
Mediterranean Sea and the Balearic Islands.
Atlantic Coastline
Mediterranean Coastline
Source: Own elaboration
Destination
The ports included in the LinePort database are located in geographical Europe or in non European
countries having a coastline on the enclosed seas bordering Europe. The map below shows the countries
considered by geographical region according to the following classification:
Balt
ic S
ea
Countries studied
North
Sea
Adriatic Sea
Baltic Sea
North Sea
Aegean Sea
Mediterranean Sea
Atlantic
Ocena
Black
Ad
Mediterranean Sea
Source: Own elaboration
ria
tic
Se
a
Ae
ge
an
Se
Sea
Black Sea
Atlantic Ocean
a
Line
Port
16
11
Methodological notes
Line
Port
Classification of lines
Type of line
The classification below was undertaken according to the route followed by the maritime services studied:
1. INTEROCEANIC: Interoceanic maritime transport services that accept freight bound for destination
countries studied by the LinePort database.
2. SSS: Commodity and passenger transport services by sea between ports in geographical Europe or
between those countries and others situated in non European countries having a coastline on the enclosed
seas bordering Europe - in keeping with the definition of SSS by the European Short Sea Network (ESN).
ESN Definition of SSS
MAR
DEL
NORTE
OCÉANO
ATLÁNTICO
MA
Es TMCD
No es TMCD
E stado Miembro de la UE
E
RN
GR
O
Países terceros
Source: Own elaboration
SSS alternative to road transport
2.1. SSS alternative to road transport: this
category includes maritime container or ro-ro
services that we believe represent an alternative
to overland transport. The traffic between Spain
and countries or islands not accessible over land*
(except Ireland) have therefore been excluded
from this classification, along with bulk and vehicle
freight and interoceanic services, as they are
considered to have a series of logistical features
that make road transport unfeasible or
uncompetitive and can consequently be
considered, to a certain extent, a captive market
of maritime transport.
*The routes with ports in Malta, Cyprus, Iceland,
Corsica, Sardinia, the Balearic Islands, the Canary
Islands, Ceuta and Melilla are therefore excluded.
Source: Own elaboration
Line
Port
17
11
Methodological notes
Line
Port
2.1.1. Motorways of the Sea:
Western MoS
South-West MoS
Source: Own elaboration
Source: Own elaboration
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.
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.
*The criteria used to select the MoS services are as follows:
- Minimum frequency: 3 departures per week
- Maximum number of calls: 3
*The port of Algeciras is deemed capable of offering MoS services in both the Western and South-West corridors.
Type of line
The type of line was decided on the basis of the freight transported by each service and the characteristics
of the vessels used. Adhering to these criteria, lines can be classified as:
Container: includes pure maritime container services and general freight services that accept containerised
cargo.
Reefer: includes maritime services that exclusively transport containers with refrigerated products. If
the vessel operating on the route of a given line transports both reefers and containers with non
refrigerated goods, the line will be classified as a container service.
Ro-Ro
Ro-Pax Ro-ro Freight
Ro-Lo
Car carrier
General Freight
Dry Bulk
Oil Tanker
LNG Carrier
Rest of liquid bulk
Line
Port
18
11
Methodological notes
Line
Port
CALCULATION OF INDICATORS
Indicators have been calculated on a half-yearly basis, coinciding with the issue of the newsletter. For
example, the sample period for the first issue of the newsletter dates from January to June, 2009. In light
of the fact that not all the lines included in LinePort have been operative throughout the entire period,
calculations have been made taking into account the period each line has been operative. For example, a
line may have provided services from January to March, but not been operative since then. The average
indicators for this line will be calculated over the period the line was operative (3 months).
The methodology employed to calculate the indicators in this newsletter is explained below.
Lines
Total no. of lines: total number of lines in the LinePort database during the sample period, including both
SSS and interoceanic services.
No. of shared lines: total number of lines operated by more than one ocean carrier.
No. of ocean carriers: total number of ocean carriers that provide services over the sample period.
Average frequency: average frequency of all lines, calculated as the number of departures per week offered
by the lines during the period they are operative.
Total lines by port of origin and type of freight: total number of operative lines during the sample period
broken down into Spanish load ports, grouped according to type of line (SSS or interoceanic) and the type
of freight defined previously. The aggregate of this classification differs from Total Lines as one same line
is accounted for in all the Spanish ports it calls at where goods can be loaded.
Total lines by port of origin, type of freight and destination zone: total number of operative lines in the
sample period considered for each Spanish load port, grouped according to type of freight (container or
ro-ro) and destination zone (Adriatic Sea, Baltic Sea, North Sea, Aegean Sea, Mediterranean Sea, Black Sea
or Atlantic Ocean). The referred graph indicates that the top ranked port of origin will be connected with
the highest number of destination zones. This does not mean the port in question offers the largest number
of maritime connections. As in the previous case, the aggregate of this classification differs from Total Lines
and Total Lines by Port of Origin grouped according to type and freight.
Ports
No. of destination ports: total number of foreign ports of destination connected with Spanish ports.
No. of ports with a direct connection: total number of foreign ports of destination connected with Spanish
ports without calls at other ports en route.
Average no. of ports connected per line: average number of calls for all lines, considering all Spanish and
foreign ports where the vessel calls.
Vessels
No. of vessels: total number of vessels deployed for all the lines that are operative during the period under
consideration.
Line
Port
19
11
Methodological notes
Line
Port
Average speed: average maximum speed of the vessels that operate on each line in knots, distinguishing
between maritime services for containerised transport and lines for ro-ro freight.
Effective speed: average real speed of the vessels that operate on each line in knots, calculated using the
real average distance covered and average transit time as a basis and distinguishing between maritime
container and ro-ro services. Real distance in nautical mile specifies the distance actually covered by a
vessel between the port of origin and the port of destination that the freight is bound for. This calculation
therefore includes the distance covered by the vessel throughout the entire voyage, including any calls
made at ports en route.
Total and adjusted capacity: calculated bearing in mind the frequency of the line and the characteristics
of the vessels that operate on the route. Due to the fact that the load capacity allocated to a port does not
coincide with the maximum capacity of the vessel on certain routes, the concept of adjusted capacity has
been used. This figure is the result of applying a weighting factor to the total capacity of the vessel. The
factor will only be applied to the maritime services that make more than two calls in total.
Total capacity offered in GT: total GT offered by each line.
Total capacity offered in TEUs: total TEUs that can be transported by container and reefer carrier lines.
Total capacity offered in LANE METRES: total lane metres of capacity that ro-ro lines can offer.
Total capacity offered in SWAP BODIES: estimate of the total number of swap bodies that can be
transported by the vessels that operate on all ro-ro lines. The estimate was calculated by dividing lane
metres by a conversion ratio of 14.
Adjusted capacity offered (GT, TEUs, LANE METRES and SWAP BODIES): calculated using total capacity
offered as a basis and applying an adjustment factor:
- SSS Lines: the adjustment factor is calculated on the basis of the Spanish ports that intervene
on the route of the vessel for a given maritime connection and the total number of calls.
Adjusted SSS capacity = Total capacity * (No. of Spanish ports/Total no. of calls)
- Interoceanic lines: as the ultimate purpose of these lines is to transport freight between large
geographical regions (e.g. Far East-Mediterranean line), a correction factor of 0.1 is added to the
foregoing adjustment ratio to calculate adjusted capacity. The correction factor stems from the
hypothesis that only 10% of freight will be bound for the ports studied by LinePort.
Adjusted INTEROCEANIC capacity = [Total capacity * (No. of Spanish ports/Total no. of calls)]*0.1
GT capacity by port of origin: sum of total capacity offered by each Spanish port of origin according to
the type of line and freight. Once again, the aggregate of this classification will differ from the general
total.
TEUs by port of origin: sum of total capacity in TEUs, broken down into Spanish ports of origin that offer
maritime container and reefer services.
LANE METRES by port of origin: sum of total capacity in lane metres broken down into Spanish ports of
origin that offer maritime ro-ro services.
Average length, beam and draught: average characteristic dimensions of the vessels in metres,
distinguishing between vessels used for container cargoes transport and those used for ro-ro freight.
Average age: average age of vessels that operate on each line in years. This figure is obtained by
subtracting the year the vessel was built from the current year.
Line
Port
20
11
Methodological notes
Line
Port
ABBREVIATIONS USED
ESN: European Short Sea Network
GT: Gross Tonnage
MoS: Motorway of the Sea
RO-LO: Combination of roll-on/roll-off and lift-on/lift-off
RO-PAX: Ro-ro vessel used for ro-ro freight and passenger transport
RO-RO: Roll-on/roll-off
SSS: Short-Sea Shipping
TEUs: Twenty-foot Equivalent Units
DATA UPDATING AND VALIDATION
LinePort is a database that is constantly updated. The information contained in LinePort has been validated
by representatives of the lines following a quality control programme. Please do not hesitate to contact us
if you require any further information in relation to the content of the Newsletter or the LinePort database.
We would be grateful for any comments or information about changes in services or new lines set in motion.
You may contact us by e-mail at the following address: lsaez@fundacion.valenciaport.com.
Acknowledgements and collaborators
Editing:
Lorena Sáez
Front Page news:
Magnus Sundstrom
Monalisa 2.0 Project Manager
Data processing and analysis:
Jorge Arroyo
Amparo Mestre
Eva Pérez
Lorena Sáez
Vanessa Sánchez
ulf Siwe
Monalisa 2.0 Communication
The authors would like to thank the Port Authority of Valencia for the grant awarded to implement
the project entitled “Trade and Transport Observatory” in 2013.
F U N D A C I Ó N
valenciaport
Fundación Valenciaport
Nueva Sede APV (Fase III), Avda. del Muelle del Turia, s/n · 46024 · Valencia · Tel. 96 393 94 00 · Fax: 96 393 94 61
info@fundacion.valenciaport.com · www.fundacion.valenciaport.com