World Port Profiles: How to Read a Port Card

A port profile is the one-page answer to a single operational question: can my ship call here, and what happens to my cargo when it does. Before a chartering desk fixes a voyage or a master accepts an order, someone checks the port against the ship, the channel depth against the laden draft, the quay length against the length overall, the crane outreach against the beam, the throughput and connectivity against where the cargo has to go. This hub explains what each field on a port card means, how the fields constrain each other, and then organizes the site’s port cards by region so you can find the right one fast. The per-port arithmetic of a call, the dues, the turnaround, the tide window, sits on the individual port calculators; this page is the index and the reading guide for the whole set.

The site carries a port card for 84 ports, from Shanghai at 51.5 million TEU a year down to feeder and niche bulk ports handling a fraction of that, plus five environmental and fee-index calculators that score a ship against the schemes port authorities use to set rebates. The cards are deliberately uniform in their field structure, so a reader who learns to read one can read all of them, and they link down to the terminal-level detail at container and bulk terminals and up to the system view at ports and terminals overview.

What a port profile records

A port profile is a structured set of fields, not a brochure. Each field answers a specific operational question, and the value of the card is that it puts those answers in one place rather than scattered across a port authority’s website, a pilot’s notes, and a chartfolio. The fields below are the ones that decide whether a call is feasible and what it costs.

Location and approach

The first block fixes the port in space and on the chart. It gives the coordinates and the harbor’s position relative to the open sea, the approach channel and its length, the pilot boarding ground where the harbor pilot embarks, and the navigational constraints on the way in: the channel’s dredged depth, any bends or width restrictions, the bridges or locks that cap air draft or beam, and the tidal regime that opens and closes the deep-water window. A port 40 nautical miles up a river behind a tidal bar is a different proposition from a deep-water port on the open coast, even if both quote the same berth draft, because the river port’s real constraint is the bar at low water, not the quay. The approach also sets the steaming time from the pilot station to all-fast, which feeds the laytime clock and the port turnaround time calculator.

The size envelope: LOA, beam, and draft

The size block is the hard gate. It states the maximum length overall (LOA) the port can accept, the maximum beam, and the maximum draft, and the three bind independently. LOA is limited by the quay length and the turning basin, the circle of water a ship needs to swing before backing onto the berth. Beam is limited by the channel width, any locks, and the crane outreach if cargo has to be worked across the full breadth. Draft is the one operators watch hardest, because it caps how much cargo a ship can load: it is set by the dredged channel depth and the berth depth, less an under-keel clearance allowance, and at a tidal port it varies through the day. A 400-meter, 24,000-TEU container ship needs roughly 16 meters of draft fully laden, which is why only a short list of deep-water hubs can take the largest boxships at full load. The card should state whether a draft is a salt-water, fresh-water, or tidal figure, because a river port quoting a fresh-water draft gives a ship slightly less margin than the same number in salt water.

The three limits interact in ways that catch out a planner who reads them in isolation. A ship can satisfy the LOA limit and fail the beam limit at the same berth: the 24-meter beam of a neo-Panamax ship cleared the old Panama Canal locks only after the 2016 expansion built new chambers 55 meters wide, and many older terminals were laid out for the 32.3-meter limit of a Panamax ship and have crane rails set accordingly. Draft and beam together set the ship’s loaded displacement, so a port that quotes a generous draft but a tight beam still caps the cargo a wide ship can land. The under-keel clearance allowance, usually a percentage of draft or a fixed margin set by the harbor master, is the safety buffer between the keel and the seabed at the lowest expected water level; a port quoting 16 meters of channel depth may permit only 14.5 meters of draft once that margin and the squat a moving ship generates are subtracted. Squat, the bodily sinkage a ship develops as it makes way through shallow water, can run to a meter or more for a large ship in a narrow channel and is the reason deep-draft arrivals are timed to the tide and slowed to a crawl.

Air draft is the limit that does not appear on every card but stops a call when it binds. It is the height of the highest fixed point of the ship above the waterline, and it has to clear every bridge, gantry, and power line on the approach. The Bayonne Bridge over the Kill Van Kull into New York’s Newark and Elizabeth terminals had a 46-meter clearance that blocked the largest container ships until the deck was raised to 65 meters in 2017; ships calling Hamburg, Antwerp, and several Asian river ports check air draft against named bridges before fixing. A card that serves container ships should state the controlling air draft and the structure that sets it.

Berth count and quay length

Berths are where the ship actually lies, and the count and total quay length tell you the port’s capacity to handle ships in parallel and how long a ship it can fit alongside. A container terminal with 2,000 meters of continuous quay can berth four 350-meter ships at once and work them simultaneously; a single 300-meter berth can take one and queues the rest. The card pairs berth length with the cargo type each berth handles, because a port’s container quay, its dry-bulk jetty, and its liquid-bulk berths are separate facilities with separate depths and separate equipment.

Cranes and cargo-handling equipment

The handling block is what turns a berth from a parking space into a working terminal. For a container terminal the key figures are the number of ship-to-shore (STS) gantry cranes and their outreach, the distance the spreader can reach out from the quay across the ship’s beam. A crane rated for 24 container rows across can work the widest ULCVs; an older crane reaching 18 rows cannot fully serve a 24-wide ship without re-stowing. The card also notes the crane lift height and twin-lift or tandem capability, because those set the moves-per-hour rate. For a dry-bulk terminal the equivalent figures are the grab-unloader or continuous-ship-unloader capacity in tonnes per hour and the conveyor and stockyard capacity; for a liquid-bulk berth, the loading-arm count and pumping rate. The deeper treatment of the equipment, and how moves-per-hour turns quay length into annual throughput, is in container and bulk terminals.

Annual throughput

Throughput is the headline number, and it is the field most readers check first. For a container port it is quoted in TEU (twenty-foot equivalent units) per year; for a bulk or general-cargo port, in tonnes. Throughput measures scale, not efficiency: Shanghai’s 51.5 million TEU says the port moves an enormous volume, but the World Bank Container Port Performance Index measures something different, how fast a port turns a ship round, and the two rankings do not match. A port can have high throughput and slow turnaround, or modest throughput and best-in-class efficiency. Both numbers belong on the card, and the World Bank and S&P Global Container Port Performance Index 2023 ranked the efficient operators, with China’s Yangshan terminal and Oman’s Salalah at the top, separately from the volume league.

Hinterland and connectivity

A port is only as useful as the network behind it. The connectivity block records the rail links (how many tracks, whether on-dock rail lets a train load at the quay or whether boxes truck to an inland yard first), the motorway connections, the inland-waterway or barge access, and the inland intermodal terminals the port feeds. Rotterdam’s reach into the German Ruhr by Rhine barge and rail is the reason it is northern Europe’s gateway despite Antwerp and Hamburg being closer to some of that cargo. A port with deep water and big cranes but a single congested road out is a bottleneck waiting to happen, which is why the connectivity field carries real weight in a gateway port’s profile, less so in a pure transshipment hub where the boxes never leave the port.

The modal split a port can offer changes its economics as much as its physical size does. On-dock rail, a rail head inside the terminal where a train loads directly under or beside the quay cranes, removes a truck drayage leg and is what lets a US west-coast port move a box to Chicago competitively; a port that has to truck boxes to a near-dock or off-dock rail yard first adds cost and a congestion point. Barge access does the same job by water: a single Rhine barge carries the boxes of dozens of trucks, and Rotterdam and Antwerp move a large share of their hinterland volume by barge, which keeps the motorways clear and the unit cost low. The connectivity field also records the standard-gauge or break-of-gauge issue inland, the rail gauge changes at borders in parts of Africa and Asia that force a transfer, because a port’s effective reach stops where its rail cannot run through.

Status flags: free-trade zone and port type

The last block carries the legal and commercial status. A free-trade-zone (FTZ) or free-port designation lets cargo enter, be stored, processed, or re-exported without clearing customs or paying duty until it leaves the zone for the domestic market, which is the engine behind the big Gulf and Asian transshipment hubs. The card also flags whether the port is primarily a gateway (importing and exporting for its own hinterland) or a transshipment hub (relaying boxes between ships), because that single distinction explains why Singapore at 41.12 million TEU dwarfs the trade of its small home market while Los Angeles at 10.3 million TEU roughly tracks the US west-coast import flow it serves.

How to read a card against your ship

The fields are not a list to admire; they are a sequence of go or no-go checks. Take the laden draft first and compare it to the port’s maximum draft at the tide you will arrive on, because draft is the constraint that most often kills a call outright. Then check LOA and beam against the berth and channel limits. Then look at the handling equipment: a 24-wide ship at a terminal whose cranes reach 18 rows will work slowly and cost demurrage. Only after the ship physically fits does throughput and connectivity matter, and those decide whether the port is the right place for the cargo rather than merely a possible one. A common error is to read throughput first and treat a big number as proof a port can take your ship; a 50-million-TEU port can still refuse a deep-draft bulker if its bulk jetty is dredged to 14 meters.

The tide turns several of these checks from static to dynamic. At a port with a large tidal range, the deep-water window opens and closes twice a day, and a deep-draft ship has to arrive, transit the channel, and sometimes sail again all inside the high-water slot. The card’s draft figure may be the spring-tide maximum, achievable only on the highest tides of the fortnight, with a lower figure on neaps; reading the wrong one books a ship into a berth it cannot reach for two weeks. The handling check has a parallel subtlety: a terminal’s crane count tells you how many cranes exist, but the number that can work one ship at once depends on the berth length and the crane spacing, because two cranes cannot occupy the same few meters of rail. A 350-meter ship at a 400-meter berth might be worked by four cranes; the same ship at a 350-meter berth shared with another vessel might get two. The moves-per-hour rate that sets the time alongside, and through it the demurrage and the berth-occupancy charge, is the product of the per-crane rate and the cranes actually deployed, which is why the equipment field has to be read with the berth-length field, not on its own.

The reading also runs the other way for a planner choosing among ports. Given a ship and a cargo, you filter the cards by draft and LOA to the set that physically work, then rank that set by turnaround efficiency, dues, and hinterland fit. The individual port calculators carry the dues and tide arithmetic; this hub carries the fields that let you shortlist before you compute.

A worked card-against-ship check

Take a concrete case. A 366-meter, 49-meter-beam neo-Panamax container ship arrives laden to 15.0 meters at a port whose card quotes a channel dredged to 16.0 meters and a berth depth of 16.5 meters, with an under-keel-clearance policy of 10% of draft in the channel. The static draft of 15.0 meters needs 1.5 meters of clearance under that policy, so the ship needs 16.5 meters of water in the channel to satisfy the rule, against the 16.0 meters dredged. On the card alone the call fails by half a meter. It only works if the tide adds at least 0.5 meters over chart datum through the transit window, which is why the deep-draft arrival is timed to the rising tide and the card’s draft figure has to be read together with the tidal range, not on its own.

Now flex the same ship against the handling and berth fields. The card lists eight ship-to-shore cranes across a 1,200-meter quay rated to 24 rows across. A 49-meter-wide ship is 20 to 21 container rows wide, so the cranes reach across it with room to spare, and at a 1,200-meter quay the 366-meter ship can be worked by four cranes at once rather than the two it would get sharing a 700-meter berth. Four cranes at 30 moves an hour clear a 10,000-move exchange in about 83 crane-hours, or roughly 21 hours alongside; two cranes double that to about 42 hours, and the extra day feeds straight into the berth-occupancy charge and any demurrage. The same card reads as a feasible fast call or a slow expensive one depending on which fields a planner reads together, which is the whole point of reading the card as a system rather than a list of numbers. The port turnaround time calculator runs the time-alongside arithmetic from the crane count and move total once the card has cleared the ship to berth.

The container-throughput league

Shanghai is the world’s busiest container port, handling 51.5 million TEU in 2024, and it has held the top position since 2010. The clearest way to place any other port is the same way, by container throughput, and the 2024 figures show how concentrated the top of the table is. Shanghai has led the world since 2010 and crossed 50 million TEU; Singapore crossed 40 million for the first time in 2024. Six of the top eight ports are in mainland China, and every port in the top eight is in East Asia. The table below gives the verified 2024 figures for the leading ports the site profiles, with the European and American gateways shown for contrast.

Source: 2024 calendar-year container throughput compiled from the named port authorities and UNCTAD’s Review of Maritime Transport; ranks are global 2024 positions. The top eight by 2024 throughput are Shanghai, Singapore, Ningbo-Zhoushan, Shenzhen, Qingdao, Guangzhou, Busan, and Tianjin; Qingdao (fifth) and Tianjin (eighth) are shown for a contiguous top thirteen but do not yet carry their own port card. The ranks above thirteen jump because only the gateways and hubs the site profiles are listed, not every port in the global table. The figures are container TEU only, so dedicated bulk giants such as Port Hedland, which moves more than 500 million tonnes of iron ore a year and almost no containers, do not appear in a TEU league at all and have to be read on tonnage instead.

Throughput tiers and what they mean

The league falls into bands, and the band a port sits in tells you more about its role than its exact rank does. The top tier above 30 million TEU is a handful of mega-hubs, all in East Asia, that combine a vast domestic trade with a transshipment role: Shanghai, Singapore, Ningbo-Zhoushan, Shenzhen, and Qingdao. The second tier, roughly 10 to 30 million TEU, holds the major regional gateways and hubs, Guangzhou, Busan, Jebel Ali, Port Klang, Rotterdam, Hong Kong, Antwerp-Bruges, Tanjung Pelepas, Tanger Med, and Los Angeles. Below that, from a few million up to 10 million, sit the national and large regional gateways such as Hamburg, Felixstowe, Valencia, Santos, and Durban, each dominant in its own market but not a global relay point. The feeder and niche ports at the foot of the table move the boxes that the hubs relay, on short sea routes to the mainline ships.

A port’s tier and its type, gateway or transshipment, are the two facts that frame everything else on its card. A high-tier transshipment hub lives or dies on its efficiency and its position on the trade lane, because the boxes it handles could be relayed elsewhere; a gateway’s volume is anchored by the trade of the region behind it and moves with that region’s economy. This is why the World Bank Container Port Performance Index matters more to a hub than to a gateway: a slow hub loses transshipment business to a faster neighbor, while a slow gateway mostly inconveniences its own importers.

Port profiles by region

The site’s 84 port cards group naturally by region, and within each region the spread runs from mega-hub to feeder. The selection below is a representative cut, not the full set; it covers every region and every throughput tier so you can see the range, and each named card links to the full profile and its call calculator.

East Asia and Southeast Asia

This is the center of gravity of container shipping, and the cards reflect it. The mainland Chinese hubs run the top of the league: Shanghai at 51.5 million TEU on the Yangtze delta with the deep-water Yangshan terminal offshore, Ningbo-Zhoushan just south at 39.3 million, Shenzhen at 33.4 million spread across the Yantian, Shekou, and Chiwan terminals, and Guangzhou at 26.1 million up the Pearl River. Hong Kong, once the world’s busiest, has slipped to 13.7 million as mainland ports drew traffic, but its deep natural harbor and Kwai Tsing terminals keep it in the top dozen. Singapore anchors Southeast Asia at 41.12 million TEU, about 85% of it transshipment on the Maritime and Port Authority of Singapore’s figures, the model the Malaysian hubs Port Klang and Tanjung Pelepas compete for on the Malacca Strait.

Northeast Asia adds the Korean, Japanese, and Taiwanese gateways. Busan handled a record 24.4 million TEU in 2024 and is the transshipment pivot for Korea and a relay for north China and the Russian Far East. Kaohsiung is Taiwan’s main box port, and Tokyo heads the cluster of Japanese gateways that also includes Yokohama and Kobe. The fast-growing Vietnamese and Indonesian gateways round out the region: Ho Chi Minh (Cat Lai) and the deep-water Cai Mep complex serve southern Vietnam’s manufacturing boom, while Jakarta (Tanjung Priok) is Indonesia’s dominant gateway.

South Asia and the Middle East

India’s container traffic concentrates on the west coast. Mumbai / Nhava Sheva, formally Jawaharlal Nehru Port, is the country’s largest container gateway, and the privately built Mundra port in Gujarat has grown to rival it on volume with deeper water and a large free-trade zone. Colombo in Sri Lanka is the South Asian transshipment hub, relaying boxes for the Indian subcontinent on the main east-west lane.

The Gulf and Red Sea are built on transshipment and free zones. Jebel Ali (Dubai) at 15.5 million TEU is the Middle East’s largest port, paired with the Jebel Ali Free Zone that turned Dubai into a re-export center for the Gulf, East Africa, and the Indian subcontinent. Khor Fakkan on the UAE’s east coast sits outside the Strait of Hormuz and serves as a deep-water relay that mainline ships can reach without entering the Gulf, while Sohar in Oman, built away from the Hormuz chokepoint as a deep-water industrial port, and the Saudi Red Sea gateway Jeddah, the kingdom’s largest container port on the route through Suez, handle the Arabian Peninsula’s growing volumes. The pattern across the region is the same: deep water, a free zone, and a position on or just off the main east-west lane, so that a hub can relay boxes for a hinterland far larger than its own country.

Europe

Northern Europe’s gateways are defined by their hinterland reach more than their throughput. Rotterdam at 13.8 million TEU is the continent’s largest, with the deep-water Maasvlakte 2 terminals built out into the North Sea and unmatched Rhine-barge and rail access into Germany and central Europe; its draft and quay length take the largest container ships afloat at full load, which few European ports can. Antwerp-Bruges at 13.5 million, formed by the 2022 merger of the ports of Antwerp and Zeebrugge, is the second gateway and Europe’s largest integrated chemical cluster, reached up the Scheldt with a tidal-window constraint on the deepest ships. Hamburg at 7.8 million reaches deep into central and eastern Europe by rail despite a long Elbe approach whose air-draft and tidal limits cap the largest arrivals. In the Mediterranean, Piraeus near Athens became a major hub after COSCO took a controlling stake, Valencia leads Spain’s container traffic and serves the western Mediterranean, and Tanger Med in Morocco, on the Strait of Gibraltar at the entrance to the Mediterranean, crossed 10 million TEU in 2024 and is one of the basin’s largest transshipment hubs and among the highest-ranked ports in the World Bank efficiency index. Felixstowe remains the United Kingdom’s busiest container port and its main deep-sea gateway.

The Americas

The US gateways split by coast. The San Pedro Bay pair, Los Angeles at 10.3 million TEU and Long Beach at 9.6 million, together form the largest container complex in the western hemisphere and the main entry for trans-Pacific imports. On the east coast, New York / New Jersey is the largest gateway, its air-draft once capped by the Bayonne Bridge until the deck was raised in 2017 to clear neo-Panamax ships. To the north, Vancouver is Canada’s largest and most diversified port, handling containers, grain, coal, and potash. In South America, Santos in Brazil at 5.5 million TEU is the continent’s busiest container port and the outlet for the Sao Paulo industrial region and the soy and sugar of the interior, while Panama (Balboa) on the Pacific side of the canal is a major transshipment point feeding the inter-oceanic route.

Africa and Oceania

Sub-Saharan Africa’s container traffic runs through a handful of gateways. Durban is the busiest container port in southern Africa and South Africa’s main gateway, Lagos (Tin Can / Apapa) is Nigeria’s dominant and chronically congested complex, and Mombasa in Kenya is the gateway for East Africa and the landlocked interior reached by the standard-gauge railway to Nairobi.

Oceania’s profile is split between container gateways and bulk-export giants. Melbourne is Australia’s largest container port and Auckland is New Zealand’s main box gateway, both modest by Asian standards but central to their domestic supply chains. The contrast is Port Hedland in Western Australia, which handles almost no containers but exports more than 500 million tonnes of iron ore a year, making it one of the largest bulk-export ports on earth by tonnage and a reminder that the TEU league misses an entire class of port.

The scoring and index calculators

Five of the cluster’s calculators are not port cards at all; they score a ship or a call against the voluntary environmental and fee schemes that port authorities use to set rebates. A cleaner ship pays less in dues at a participating port, so these are commercial tools as much as environmental ones.

The Environmental Ship Index calculator computes the ESI score that the International Association of Ports and Harbors maintains. The index scores a ship from 0 to 100 on its NOx and SOx emissions below the MARPOL Annex VI limits, its CO2 reporting, and its onshore-power-supply readiness, and incentive providers including Rotterdam, Antwerp-Bruges, Hamburg, and Vancouver convert a high score into a discount on tonnage dues. The Clean Shipping Index calculator computes the CSI, a cargo-owner-facing performance index that lets charterers reward cleaner tonnage. The Green Award calculator estimates eligibility for the Green Award certification, which covers sea-going ships and inland barges and unlocks dues discounts at participating ports and locks.

Two more calculators handle the commercial side directly. The port fee rebate calculator takes an index score and a port’s published rebate schedule and computes the actual discount on a call’s dues, turning the abstract score into money saved. The Sea Cargo Charter alignment calculator scores a charterer’s chartering activity against the Sea Cargo Charter climate-alignment trajectory, the cargo-owner counterpart to the lender-facing Poseidon Principles. Used together, the five let an operator see how a ship’s environmental performance translates into both reputation scores and a concrete reduction in port costs across a year of calls.

How the cards are built and kept current

Each card draws its fixed particulars (coordinates, channel and berth depths, quay lengths, crane reach) from the port authority’s own published figures and its navigational data from the official chart and pilot information, and its throughput from the port authority’s annual report or the compiled industry tables. The container-throughput figures on this hub are the 2024 calendar-year numbers, with Shanghai at 51.5 million TEU, Singapore at 41.12 million confirmed by the Maritime and Port Authority of Singapore, and the rest as compiled from the port authorities and UNCTAD’s Review of Maritime Transport. Port figures move year to year, and dredging projects, terminal expansions, and crane upgrades change the size envelope, so a card is a snapshot dated to its last update, not a permanent specification.

The efficiency ranking is a separate dataset. The World Bank and S&P Global Container Port Performance Index ranks ports on how long a container ship spends in port per call, drawn for the 2023 edition from more than 182,000 vessel calls; it is the tool to consult when turnaround speed, not volume, is the question, and it consistently ranks ports such as Yangshan, Salalah, Cartagena, and Tanger Med ahead of the volume leaders. Connectivity is a third dataset again: UNCTAD publishes a Liner Shipping Connectivity Index that measures how well a country and a port are plugged into the global liner network, by the number of services, the ships deployed, and the direct connections, and it is the measure that captures the hinterland-and-network value a single throughput number hides. A reader sizing up a port should hold the three apart: throughput for scale, the performance index for turnaround, and the connectivity index for network reach.

Equipment and depth figures age fastest. A terminal that upgrades its cranes to reach 24 rows, or a port that completes a dredging campaign to deepen its channel by a meter, changes its size envelope overnight, and the card has to follow. The fixed geography, the coordinates, the approach, the broad layout, is stable across years; the throughput, the crane fleet, and the dredged depth are the fields to re-check against the port authority before they go into a real voyage estimate.

Limitations

A port profile is a planning aid, not an authority for navigation or for a fixture. The maximum draft, LOA, and beam on a card are the published port limits; the figure that governs a real call is the depth and the tide on the day, the under-keel-clearance policy of that specific port, and the pilot’s and harbor master’s judgment, none of which a card can replace. Use the official chart, the current notices to mariners, and the port’s own arrival instructions for the navigational decision. The card narrows the field; it does not clear the ship in.

The throughput figures are container TEU for the latest full calendar year stated and are drawn from the port authorities and compiled industry tables; they are reported on slightly different bases (some ports count empties and transshipment moves differently), so small differences between sources are normal and a figure should be read to two or three significant figures, not to the last box. Bulk and general-cargo ports do not appear in a TEU league at all and must be compared on tonnage, by commodity, which is why a dedicated iron-ore port such as Port Hedland looks small on a container ranking and is in fact one of the largest ports in the world by mass moved.

The environmental-index calculators model the published scheme rules as they stand, but the rebate a port actually grants is set by that port’s current incentive schedule, which each authority revises on its own timetable. The score the calculator returns is the input to the rebate, not a guarantee of the discount; confirm the current schedule with the port before counting the saving in a voyage estimate. None of the cards or calculators replaces the disbursement account a local agent prepares for the specific call.

See also

• Ports and terminals overview: the system view of a port, harbor, approach, berths, terminal types, and the port-authority and terminal-operator split.
• Container and bulk terminals: the terminal-level equipment and layout detail that sits below the port card.
• Berthing operations and fender selection: the kinetic berthing-energy method and fender design for the berths a card lists.
• Port turnaround time calculator: computes the in-port time that links the approach, the berth, and the call cost.
• Shanghai port card: the world’s busiest container port, 51.5 million TEU.
• Singapore port card: the largest transshipment hub, 41.12 million TEU.
• Rotterdam port card: northern Europe’s largest gateway and its Rhine hinterland.
• Los Angeles port card: the largest US container gateway.
• Port Hedland port card: the iron-ore bulk-export giant that the TEU league misses.
• Environmental Ship Index calculator: the ESI score that drives port dues rebates.
• Clean Shipping Index calculator: the cargo-owner-facing clean-shipping score.
• Green Award calculator: certification eligibility and the dues discounts it unlocks.
• Port fee rebate calculator: turns an index score and a rebate schedule into money saved on a call.
• Sea Cargo Charter alignment calculator: scores chartering activity against the climate-alignment trajectory.