Periodic Reporting for period 1 - DYNAPORT (Dynamic navigation and port call optimisation in real time)
Période du rapport: 2024-01-01 au 2025-06-30
DYNAPORT develops new optimization and coordination tools for ports and ships that reduce the ship's fuel consumption and increases port efficiency with at least 10% and ensure implementation by relying on internationally accepted information sharing standards.
Whatever the pathway for a sustainable transition towards net zero emissions from shipping by 2050, more energy-efficient operations remain a prerequisite. This applies to the ship sailing as well as the port call processes. Today, up to 15% of GHG emissions from shipping occur in port area, while a potential saving of around 20% of emissions at sea remains unleashed. This calls for integrated planning and coordinate actions between ports and ships to enable just-in-time (JIT) arrival, minimizing unnecessary and wasteful fuel, time and resource use.
Efficient optimization of the voyage requires that planned arrival time in the next port, and as quickly as possible to the berth, is known as early as possible and preferably before departure from the previous port. This requires better coordination between the parties involved in passage planning and the port call process, and removal of important barriers such as inadequate contracts and lack of risk sharing, lack of transparency, inefficient information sharing. Improved efficiency in the port call process also has the potential to increase utilization of the port resources, including anchorages, berths, tugs, pilots, and other assets. Reduced time at anchorage, and more efficient traffic management, can also significantly reduce negative societal impacts from the port due to reduced area use and noise, in addition to reducing greenhouse gas (GHG) emissions. Furthermore, sharing the information regarding the agreed planned arrival dates and times at port and berth with wider supply chain stakeholders and hinterland logistic service providers, will enable much better synchronization of the hinterland activities with the vessel operations. This will help to further decrease the GHG emissions of transport operation in and around the port.
The goal of DYNAPORT is to develop new optimization and coordination tools for ports and ships that both reduce the ship's fuel consumption and increases port efficiency with at least 10%. KPIs will be developed to quantify and measure these savings. The tools will be built on information sharing through internationally accepted protocol standards and communication systems to ensure the uptake of DYNAPORT’s solutions internationally. To improve port efficiency as well as port approach safety, the system will integrate the port VTS in arrival and departure planning and execution.
DYNAPORT’s objectives:
O1: Port processes and business models. Enable timely, reliable, and efficient information sharing.
O2: Voyage optimisation. Enable dynamic operation planning, improving voyage and port call efficiency.
O3: Improved nautical safety. To optimise safe sailing without disturbing commercial schedules.
O4: Shipping business models & contracts. Better cooperation for JIT arrival/departure, without undue risk for any partner.
O5: Communication standards. To allow cooperation on agreed-on departure and arrival planned times.
O6: Cyber-secure communication. Develop and demonstrate cyber-secure & trusted communication solutions.
O7: Develop KPIs and measure the effectiveness and efficiency of DYNAPORT’s improvements.
O8: Business plans for upscaling.
DYNAPORT's goal is not new and has been addressed through several previous EU projects, making important contributions in the area, but generally failed to establish new international agreements on how to improve coordination in ports and between ships and ports. However, IMO has strengthened its efforts to reduce GHG emissions and are also addressing the cooperation between ports and ships to optimise voyages and JIT arrival. The International Taskforce on Port Call Optimisation was established by several large shipping lines and ports more than 10 years ago to improve and standardize the exchange of nautical, administrative and operational data between ship and shore to facilitate port call efficiency. Many of its results have been accepted into primary documentation of the IMO, IHO, BIMCO, IAPH, IHMA and other leading maritime organisations and in ISO standards.
Whatever the pathway for a sustainable transition towards net zero emissions from shipping by 2050, more energy-efficient operations remain a prerequisite. This applies to the ship sailing as well as the port call processes. Today, up to 15% of GHG emissions from shipping occur in port area, while a potential saving of around 20% of emissions at sea remains unleashed. This calls for integrated planning and coordinate actions between ports and ships to enable just-in-time (JIT) arrival, minimizing unnecessary and wasteful fuel, time and resource use.
Efficient optimization of the voyage requires that planned arrival time in the next port, and as quickly as possible to the berth, is known as early as possible and preferably before departure from the previous port. This requires better coordination between the parties involved in passage planning and the port call process, and removal of important barriers such as inadequate contracts and lack of risk sharing, lack of transparency, inefficient information sharing. Improved efficiency in the port call process also has the potential to increase utilization of the port resources, including anchorages, berths, tugs, pilots, and other assets. Reduced time at anchorage, and more efficient traffic management, can also significantly reduce negative societal impacts from the port due to reduced area use and noise, in addition to reducing greenhouse gas (GHG) emissions. Furthermore, sharing the information regarding the agreed planned arrival dates and times at port and berth with wider supply chain stakeholders and hinterland logistic service providers, will enable much better synchronization of the hinterland activities with the vessel operations. This will help to further decrease the GHG emissions of transport operation in and around the port.
The goal of DYNAPORT is to develop new optimization and coordination tools for ports and ships that both reduce the ship's fuel consumption and increases port efficiency with at least 10%. KPIs will be developed to quantify and measure these savings. The tools will be built on information sharing through internationally accepted protocol standards and communication systems to ensure the uptake of DYNAPORT’s solutions internationally. To improve port efficiency as well as port approach safety, the system will integrate the port VTS in arrival and departure planning and execution.
DYNAPORT’s objectives:
O1: Port processes and business models. Enable timely, reliable, and efficient information sharing.
O2: Voyage optimisation. Enable dynamic operation planning, improving voyage and port call efficiency.
O3: Improved nautical safety. To optimise safe sailing without disturbing commercial schedules.
O4: Shipping business models & contracts. Better cooperation for JIT arrival/departure, without undue risk for any partner.
O5: Communication standards. To allow cooperation on agreed-on departure and arrival planned times.
O6: Cyber-secure communication. Develop and demonstrate cyber-secure & trusted communication solutions.
O7: Develop KPIs and measure the effectiveness and efficiency of DYNAPORT’s improvements.
O8: Business plans for upscaling.
DYNAPORT's goal is not new and has been addressed through several previous EU projects, making important contributions in the area, but generally failed to establish new international agreements on how to improve coordination in ports and between ships and ports. However, IMO has strengthened its efforts to reduce GHG emissions and are also addressing the cooperation between ports and ships to optimise voyages and JIT arrival. The International Taskforce on Port Call Optimisation was established by several large shipping lines and ports more than 10 years ago to improve and standardize the exchange of nautical, administrative and operational data between ship and shore to facilitate port call efficiency. Many of its results have been accepted into primary documentation of the IMO, IHO, BIMCO, IAPH, IHMA and other leading maritime organisations and in ISO standards.
The first half of the project period has been fruitful and with constant activity. The project kicked-off at Month 2, and the Consortium and technical team was established during M1-3, together with working protocols, contact lists, doc sharing platform etc. Altogether enabling the technical work to start as planned.
Regular meetings, workshops, consortium meetings, exchange of internal documents, but also a clear involvement from all project partners, both Beneficiaries and associated partners, has enabled work to progress according to plan. Active work to disseminate and connect with external initiatives, stakeholders, industry experts has helped to set the stage for ensuring impact from the project outcomes.
Particularly the collaboration with EU-funded MISSION project and involvement with the PCO network initiative has made DYNAPORT a relevant project, with an aim to collaborate, build on valuable historic efforts, and increase the project’s contribution. All in all of key importance considering successful deployment of the DYNAPORT solutions.
All deliverables and milestones planned have been achieved, in respect of their objectives, although some delays in the submission timeline can be noted. So far this has not hindered the progress of the work. Along the way, efforts have been made in technical coordination within and across WPs. WP leaders, Task leaders and participants have actively ensured cross-fertilisation of results, also contributing to a common understanding, including the removal of potential doubts and unclarities about the planned work.
In terms of main contributions per WP from phase one, please see chapter 1.2 for details, however – some selected results are:
• WP1: Ensuring technical coordination and cross fertilisation of work across WPs and tasks, also securing input from advisory board members.
• WP2: Draft version of the DYNAPORT Blueprint, presenting a set of standardised port call processes.
• WP3: In support of end-to-end voyage optimisation, development of contractual solutions and planning tools.
• WP4: Successful completion of demonstration activity DA, port call planning on ship
• WP5: Development of nautical and operational standards, respectively ISO 28005 and relevant S-100 standards.
• WP6: Developed a comprehensive system definition that provides a structured representation of the port call process and serves as the basis for subsequent simulation and evaluation activities.
• WP7: Extensive dissemination and communication activity not covered by other technical WPs through securing presentation of results at main events (e.g. MTEC/ICMASS 2024, Waterborne Days 2025, Nor-Shipping 2025, numerous Linked-In updates, etc.).
Regular meetings, workshops, consortium meetings, exchange of internal documents, but also a clear involvement from all project partners, both Beneficiaries and associated partners, has enabled work to progress according to plan. Active work to disseminate and connect with external initiatives, stakeholders, industry experts has helped to set the stage for ensuring impact from the project outcomes.
Particularly the collaboration with EU-funded MISSION project and involvement with the PCO network initiative has made DYNAPORT a relevant project, with an aim to collaborate, build on valuable historic efforts, and increase the project’s contribution. All in all of key importance considering successful deployment of the DYNAPORT solutions.
All deliverables and milestones planned have been achieved, in respect of their objectives, although some delays in the submission timeline can be noted. So far this has not hindered the progress of the work. Along the way, efforts have been made in technical coordination within and across WPs. WP leaders, Task leaders and participants have actively ensured cross-fertilisation of results, also contributing to a common understanding, including the removal of potential doubts and unclarities about the planned work.
In terms of main contributions per WP from phase one, please see chapter 1.2 for details, however – some selected results are:
• WP1: Ensuring technical coordination and cross fertilisation of work across WPs and tasks, also securing input from advisory board members.
• WP2: Draft version of the DYNAPORT Blueprint, presenting a set of standardised port call processes.
• WP3: In support of end-to-end voyage optimisation, development of contractual solutions and planning tools.
• WP4: Successful completion of demonstration activity DA, port call planning on ship
• WP5: Development of nautical and operational standards, respectively ISO 28005 and relevant S-100 standards.
• WP6: Developed a comprehensive system definition that provides a structured representation of the port call process and serves as the basis for subsequent simulation and evaluation activities.
• WP7: Extensive dissemination and communication activity not covered by other technical WPs through securing presentation of results at main events (e.g. MTEC/ICMASS 2024, Waterborne Days 2025, Nor-Shipping 2025, numerous Linked-In updates, etc.).
Refering to section project results and impact.
Key needs for futher uptake to be handled during period M30-36, based on recommendations from Deliverable D7.3
Key needs for futher uptake to be handled during period M30-36, based on recommendations from Deliverable D7.3