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The European Sea Ports Organisation (ESPO) presented this week its ESPO Annual ESPO Environmental Report 2022 - EcoPortInsights.

The ESPO Environmental Report is part of EcoPorts, the environmental flagship initiative of ESPO and this 7th edition of the report is based on data from 92 European ports from 20 European countries, who filled in the EcoPorts Self-Diagnosis Method (SDM) To visit: www.ecoports.com.

The SDM is a free checklist of good practices that provides the database for the report.

The ESPO Environmental Report 2022 contains a number of positive trends amongst key indicators. For the first time since the start of monitoring, climate change has become the top environmental priority of ports. This underscores the value of the Environmental Report reporting on environmental performance of the sector. It provides ESPO and European policymakers with insights on the environmental issues that European ports are facing.

The other Top 10 priorities remain almost the same as for the past years, with air quality and energy efficiency joining climate change in the top three of port priorities.
In 2022, the report finds that ports continue to improve their environmental management, addressing their top priorities to a greater degree than in the past.

A growing share of ports are also getting certified with PERS, the only port-specific environmental standard on the market developed by ports, for ports.

Some key indicators such as environmental training programmes for port employees and monitoring of air quality saw slight downturns compared to last year, and will be followed up by ESPO ahead of next year’s report.

The ESPO Environmental Report strengthens the long-standing efforts of European ports to monitor and address high priority environmental issues, whilst communicating port efforts to key stakeholders.

“Since 2020, the world is going through never before seen crises and Europe’s ports are facing challenges they never had to face before. These challenges come on top of long-term efforts to move towards a more sustainable future in the maritime sector, with ports seeking to do their part in the decarbonisation of Europe. It is reassuring to see that the challenging period we are going through is not holding back ports to continue to engage towards their environmental goals and strategy. I hope this report is also a stimulus for ports to continue on this path,” says Isabelle Ryckbost, ESPO Secretary General.

“As the EcoPorts Network celebrates its 25-year anniversary, the 2022 Annual ESPO Environmental Report shows that European ports continue the good work with environmental monitoring and management. The 2022 Report highlights strengths to build on, and issues to address in the years to come. The work continues to make sure that the EcoPorts Network provides ports with essential tools to further engage in greening from the bottom up,” says Valter Selén, EcoPorts Coordinator.

Published in Ports & Shipping

The Half Ton Class was created by the Offshore Racing Council for boats within the racing band not exceeding 22'-0". The ORC decided that the rule should "....permit the development of seaworthy offshore racing yachts...The Council will endeavour to protect the majority of the existing IOR fleet from rapid obsolescence caused by ....developments which produce increased performance without corresponding changes in ratings..."

When first introduced the IOR rule was perfectly adequate for rating boats in existence at that time. However yacht designers naturally examined the rule to seize upon any advantage they could find, the most noticeable of which has been a reduction in displacement and a return to fractional rigs.

After 1993, when the IOR Mk.III rule reached it termination due to lack of people building new boats, the rule was replaced by the CHS (Channel) Handicap system which in turn developed into the IRC system now used.

The IRC handicap system operates by a secret formula which tries to develop boats which are 'Cruising type' of relatively heavy boats with good internal accommodation. It tends to penalise boats with excessive stability or excessive sail area.

Competitions

The most significant events for the Half Ton Class has been the annual Half Ton Cup which was sailed under the IOR rules until 1993. More recently this has been replaced with the Half Ton Classics Cup. The venue of the event moved from continent to continent with over-representation on French or British ports. In later years the event is held biennially. Initially, it was proposed to hold events in Ireland, Britain and France by rotation. However, it was the Belgians who took the ball and ran with it. The Class is now managed from Belgium. 

At A Glance – Half Ton Classics Cup Winners

  • 2017 – Kinsale – Swuzzlebubble – Phil Plumtree – Farr 1977
  • 2016 – Falmouth – Swuzzlebubble – Greg Peck – Farr 1977
  • 2015 – Nieuwport – Checkmate XV – David Cullen – Humphreys 1985
  • 2014 – St Quay Portrieux – Swuzzlebubble – Peter Morton – Farr 1977
  • 2013 – Boulogne – Checkmate XV – Nigel Biggs – Humphreys 1985
  • 2011 – Cowes – Chimp – Michael Kershaw – Berret 1978
  • 2009 – Nieuwpoort – Général Tapioca – Philippe Pilate – Berret 1978
  • 2007 – Dun Laoghaire – Henri-Lloyd Harmony – Nigel Biggs – Humphreys 1980~
  • 2005 – Dinard – Gingko – Patrick Lobrichon – Mauric 1968
  • 2003 – Nieuwpoort – Général Tapioca – Philippe Pilate – Berret 1978

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