Maritime Single Window (MSW)

• Find the vessel by its name. Typing a few letters shows matching ships from the registry; choosing one fills in the IMO number, call sign, flag, type and tonnage.
• Automatic checks on the IMO number and required fields.
• Drafts stay private: only the agent sees the notice until it is submitted.

Every declaration follows its official IMO layout. Ship and voyage details are filled in from the port call, so the agent never types them twice.

• The crew list is carried over from the previous call; the agent changes only what is different.
• Agents can upload a completed template instead of filling a form, or declare "nothing to declare" where it applies.
• Each authority sees only the declarations addressed to it, opens them in a review window, and approves, rejects or asks for a correction, with a reason.
• The harbourmaster decides last, once every other authority has approved. One rejection stops the chain and returns the file to the agent.
• Every action is recorded: creation, changes, submission and each decision, with the person's name, the date and time, and any comment.

• Four stages (pre-arrival formalities, arrival, operations and departure) and around twelve milestones, from the arrival notice to anchor raised and departure, each with its date and time.
• "Your next step" tells each user what to do now, and "Next actions" shows the agent which organisation must act and since when.
• A simple dashboard per user with three figures and a to-do list.

• Services: berth window, fresh water, bunkering and waste reception. Each is requested, confirmed after review, and recorded as done. Pilotage, towage and mooring come with each movement.
• Permits: hot work, diving and hull cleaning, and repairs that immobilise the engines, with the usual safety fields. Port security reviews first, then the harbourmaster decides.

Ports treat everything that moves the ship as one package. The system manages four kinds of movement.

• Background actions. Each approved movement automatically creates the jobs for the pilot station, the tug crews and the mooring team.
• Marine teamwork queues. Each team sees its jobs, accepts them (naming the pilot or the tugs used), records the real start time (pilot on board, tugs made fast, first line ashore) and the end (pilot disembarked, tugs released, all fast or all lines let go).
• Automatic status changes. When the three jobs of a berthing are done, the ship is recorded as berthed and cargo operations can start. When the three jobs of a departure are done, the ship is recorded as having left the berth and sailed, and the next port is notified.
• Billing. Pilotage, towage (per tug) and mooring for each movement are added to the port invoice.

• A map of the port and its approaches, open to every stakeholder: coastline, breakwaters, berths, anchorage zones, channel and fairway buoy, with latitude and longitude.
• Each ship is shown where it is now: expected, at anchor, moving along the channel during a movement, or alongside at its berth, with its coordinates.
• Filters by situation, a list of ships, and a detail card with the next planned movement. The map refreshes every minute. In the prototype, positions are simulated from the movements; live positions from ship tracking (AIS) are planned.

The berth conference is the daily meeting where the port and its users agree which vessel goes to which berth, and when. The system runs it live.

• Preparation: agents confirm their berthing requests (cargo, size, draught, expected duration, priority). The system proposes an allocation based on priority cargo, waiting time and berth compatibility.
• Session: invited organisations join; attendance is recorded. Everyone sees the day's plan by berth. Agents and terminals can contest an allocation with a reason and an alternative. The port operations department decides on each point.
• Report: a numbered, printable report is published to all, listing allocations, postponements, departures, objections and decisions, and who was present or absent. Berths are applied to each call, and the berthing movements are planned automatically, with their marine jobs. Later changes become dated amendments.

• A live view, open to every stakeholder, of vessels about to start, working, and finished. It can be shown as a list or as a timeline by berth.
• The terminal and the harbourmaster record delays with their cause (weather, equipment, waiting for cargo, and so on), who they are attributable to, and how long they lasted.

• One invoice per issuer. Each organisation sees only what it bills; the agent sees all invoices for the call.
• Certified invoices and payment by mobile money, bank transfer or any other method.
• The port can defer payment so the vessel can sail; the agent pays later.

• The agent sends an exit request with supporting documents, such as customs and immigration clearances, the port dues receipt or the waste delivery receipt.
• The harbourmaster checks four conditions on one screen: operations ended, invoice paid or deferred, no permit open, and the request received. The harbourmaster then issues an electronically signed port clearance.
• The agent then requests the departure movement; once the marine teams complete it, departure from the berth and final departure are recorded and the next port is notified.