According to the UKHO, today, S-57 data is used by approximately 50,000 vessels. In some cases, it provides resolutions comparable to S-100 standards. However, S-57 lacks integration with other contextual data. For instance, while high-definition ENCs may offer resolution comparable to S-102, they do not allow integration with S-104. This limits mariners’ access to real-time information, preventing a complete view of their dynamic environment in a single interface. As a result, mariners may struggle to adjust for tidal shifts or surface current changes that could impact their route or manoeuvring, reducing the safety of navigation and creating uncertainty in planning routes and managing ETAs.
This lack of integration affects not only navigation but also leads to inefficiencies in operational practices, such as the “Sail Fast Then Wait” (SFTW) approach. Without the ability to integrate real-time data in voyage planning, operators often increase vessel speed in the hope of securing a berth when they arrive. However, upon arriving at their destination, vessels may find no available berths, forcing them to wait in an already congested port. Recent data shows that global port congestion has reached an 18-month high, with 60% of container ports experiencing an increase in port congestion between May and June 2024. With more than 79,000 ships are expected to be in operation by 2026, this problem is likely to worsen.
One contributing factor to this scenario is the lack of real-time data provided by S-57. Unlike S-100, which integrates bathymetric data and water level data, S-57 does not provide vessel and port operators with an up-to-date picture of the navigational environment. Decision makers rely on static data and manual updates, making it very difficult for them to make decisions that would optimise traffic flow and berthing capacity, and better synchronise port operations and vessel traffic.
The financial impact
The financial impact of port congestion is huge. There are daily operational costs for the vessel, which can range from $10,000 to $100,000 or more due to additional fuel burn, crew payments, and maintenance costs. Fuel costs for large vessels like tankers or container ships can be between $50,000 and $100,000 per day when idling.
A recent study even found that ships idling at congested ports are at a heightened risk of biofouling, which reduces fuel efficiency and increases emissions of the vessel. If the vessel is on a time charter and the ship is delayed, the Time Charter Equivalent (TCE) rate decreases, leading to lost revenue opportunities.
Furthermore, if a vessel or cargo overstays its contracted laytime in a port or terminal, the charterer may face a financial penalty. This is known as demurrage and originates from the French term “demeurage”, meaning to linger. The demurrage fee may vary. Sometimes, several free days can be negotiated in the contracts between the shipping line and the charterer or shipper. After an agreed number of free days, the cost may rapidly rise.
During the congestion crisis at the ports of Los Angeles and Long Beach in 2021, ships were frequently delayed for several days before they could be unloaded. Shipping lines were reported to charge demurrage fees ranging from US $100 to $200 per container per day. For ships staying at the Port of Long Beach, the average payment after two weeks was US $2638.
Ships that experience significant delays in their ETAs may skip scheduled port visits, resulting in containers being delivered to the wrong location. This leads to logistical complications and financial burdens as the cargo must then be rerouted to its intended destination.
To learn more about the challenges discussed in this article, download our thought leadership report ‘New Waters’, created in partnership with the UK Hydrographic Office. Based on the findings of a comprehensive maritime research project, this report explores the five key steps to supporting the successful adoption of the International Hydrographic Organization’s (IHO) S-100 data framework.
