Greenport Spring 2019

SPRING 2019

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Partnerships | Hydrogen power | Innovative recycling | Pollution control

SUSTAINABILITY REPORTING Good news for port habitats

CONTENTS NEWS

6

16 Global Blue hydrogen, LNG impacts, methanol

19 Product news Hybrid vehicles, port waste management, electrification

What the UK Clean Air Strategy 2019 means for the design of new hybrid vessels

23 Europe Viewpoint Chloe Farand reports on how a new programme encourages port cooperation on the SDGs

9

24 Australasia Viewpoint Australian ports have cooperated to produce a joint sustainability report, says Dave MacIntyre

22 Pollution How a Brazilian grain terminal is leading the way with dust suppression technology

28 Recycling The self-contained anaerobic digestion system helping ports recycle more

Isabelle Ryckbost considers how the costs of pollution should be allocated

Rarotonga in the Cook Islands has launched a carbon assessment programme to reduce GHGs

14 Port performance

16 Vessels

11 Opinion

18 Cruise Focus

FEATURES Canada’s Vancouver Fraser Port has launched several environmental initiatives

REGULARS

11 24

26 Africa Viewpoint Shem Oirere explores how water hyacinth weed and siltation are affecting ports on Lake Victoria

26 For the latest news and analysis go to www.greenport.com/news101

SPRING 2019 | 3

EDITORIAL & CONTENT Editor: Anne-Marie Causer editor@greenport.com Acting Editor: Michele Witthaus editor@greenport.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com

EDITOR’S DESK

In recent months there has been a flurry of collaborative activity amongst ports, with the establishment and expansion of various groups

MICHELE WITTHAUS ❘ Acting Editor

Correspondents Michele Witthaus, cruise Chloé Farand, Europe Dave MacIntyre, Australasia Shem Oirere, Africa

Partnerships in focus

Contributors Andy Page Fosca Poltronieri Christine Rigby Isabelle Ryckbost Rodrigo Trevenzolli

In this issue of GreenPort, we look at a range of initiatives that are improving the environmental profile of ports. In each case, what is striking is the level of cooperation that is required – and achieved – to make these changes happen.

Partnerships between governments and private organisations are not always straightforward, with both sides having to take account of very real pressures that are often incompatible with the goals they are trying to achieve together. But sometimes, cooperation really takes off, leading to substantial changes that can boost a port’s environmental profile. In recent months there has been a flurry of collaborative activity amongst ports, with the establishment and expansion of various groups aiming to enable particular aspects of port sustainability. Several articles in this issue consider aspects of about what these alliances could mean for the environmental goals of ports.

International collaboration is taking place on ship emission reductions in a project led by the Port of Vancouver in Canada, using incentive programmes and other tools to encourage ports to join in.

Of course, for any partnership to succeed, there has to be clarity about who will bear the costs of collaboration. On page 11, ESPO’s Isabelle Ryckbost considers the issues around the internalisation of external costs of transport, and how this affects ports.

Certainly, managing the costs – both financial and environmental – of waste materials is a matter of growing importance to ports. While sophisticated port reception facilities are a distant dream for smaller ports, interest in smart, adaptable shoreside solutions is on the rise. We hear from one such venture in our Recycling feature on page 28.

‘Cooperation’ is definitely not a word that springs to mind to describe the many months of uncertainty leading up to Britain’s exit from the EU. The impact of Brexit uncertainty on UK ports’ partnerships with neighbouring countries and trading partners – not just those close to home, but in many parts of the world – will continue to be felt for a long while after any final decision is made. It will be incumbent upon all ports affected to ensure that sustainability remains high on the agenda.

The UK’s Clean Air Strategy 2019, which will place stringent demands on ports in the coming decade, will ensure that the country takes an ambitious approach to emissions reduction, regardless of changes to other regulatory matters. See page 16 for more on how businesses and ports are planning to implement the strategy. Staying on the subject of clean air, our Cruise Focus feature looks at how public-private cooperation is succeeding, with a project at the port of Rarotonga to measure and reduce emissions in port.

I HOPE YOU ENJOY READING THIS ISSUE OF GREENPORT Michele will be editing GreenPort while Anne-Marie Causer is away on maternity leave. She can be contacted on editor@greenport.com

For the latest news and analysis go to www.greenport.com/news101

Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Media Sales Manager: Tim Hills thills@greenport.com Chief Executive: Andrew Webster awebster@mercatormedia.com Published quarterly by Mercator Media Ltd, Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD Tel: +44 1329 825335 Fax: +44 1329 550192 E-mail: sales@greenport.com Website: www.greenport.com Registered in England Company Number 2427909 Registered office address: c/o Shoosmiths, Witan Gate House, 500-600 Witan Gate West Milton Keynes MK9 1SH Printed by: Holbrooks Printers Ltd Hilsea, Portsmouth, Hampshire PO3 5HX Subscription Rates: £77.00 pa For subscriptions contact amccartney@mercatormedia.com ©Mercator Media Limited 2019 ISSN: - 2045-6085 Printed in the UK by Holbrooks Printers Ltd on paper produced from elemental chlorine free pulp sourced from sustainable managed forests

Cover image: Pic credit: Newcastle Ports, Australia

SPRING 2019 | 5

GLOBAL BRIEFING

Second LNG FRSU for Bangladesh Excelerate Energy’s floating storage regasification unit (FSRU) Excelerate underwent maintenance work before travelling to Moheshkhali Floating LNG terminal in the Bay of Bengal. While the 138,000 cubic metre LNG capacity unit was at the Erhama Bin Jaber Al Jalahma Shipyard, Nakilat-Keppel Offshore & Marine (N-KOM) carried out routine drydocking and repairs, as well as modifications and retrofitting of several new systems, including the installation of a ballast water treatment system.

Polish LNG bunkering begins Grupa LOTOS and PGNiG have carried out the first LNG bunkering operations in the Polish ports of Gdańsk and Gdynia and helped promote the use of LNG in the Baltic Sea. On 13 March, 54t (32,000 Nm3) of LNG were pumped into Fure Valo, owned by Gothia Tankers, which plans to increase its LNG-powered fleet to six such vessels by the end of the year. On 18 March, 18t (10,800 Nm3) of LNG were loaded into JT Cement’s Ireland, from a single container.

ROTTERDAM EXPLORES BLUE HYDROGEN The Port of Rotterdam Authority has teamed up with 15 companies on a study to explore the large-scale production and application of blue hydrogen in the Rotterdam industrial area..

The ‘H-vision’ study aims to enable the supply of decarbonised energy by replacing natural gas and coal with blue hydrogen. The project partners will also study how residual gases from the refining and chemical industry can be utilised to further enhance sustainability.

SIGNIFICANT CO2 REDUCTION “Blue hydrogen will enable the industry to deliver a substantial reduction of CO2 emissions and help achieve the Dutch climate goals with a step change in the energy transition before 2030,” said the port, adding that it expects to achieve CO2-emissions reductions of 2 megatons per annum in 2025, rising to 6 megatons per annum in 2030. Blue hydrogen is obtained from natural gas or industrial residual gasses by splitting them into hydrogen (H2) and carbon

Credit: Pixabay

BRIEFS

8 The initiative aims to reduce CO2 emissions

obtained from water using solar and wind-energy driven electrolysis,” noted the port.

Alongside the Port of Rotterdam Authority, the companies involved in the study include Deltalinqs, TNO, Air Liquide, BP, EBN, Engie, Equinor, Gasunie, GasTerra, Linde, OCI Nitrogen, Shell, TAQA, Uniper and Koninklijke Vopak.

dioxide (CO2). The captured CO2 will be safely stored in empty gas fields in the North Sea or re-used as chemical building blocks.

“Blue hydrogen infrastructure and installations are also future proof for a hydrogen economy based on green hydrogen,

IMPACT MITIGATION VITAL FOR LNG TERMINAL

The Port of Antwerp is leading a new pilot project which aims to produce 4,000-8,000t of sustainable methanol per year. "In practical terms we will produce methanol from waste CO2 and sustainably generated hydrogen," explained Didier Van Osselaer, project manager at Port of Antwerp. "The waste CO2 will be collected by a new process called Carbon Capture and Utilisation (CCU). “This CO2 is then combined with hydrogen generated on a sustainable basis using green energy in a new electrolysis plant.”

6 | SPRING 2019

Credit: Port of Brownsville

Sustainable methanol

A proposed US LNG terminal with "adverse environmental impacts" could go ahead if impact avoidance, minimisation and mitigation measures are implemented.

The Federal Energy Regulatory Commission (FERC) said that while Texas LNG Brownsville, LLC's project to site, construct and operate an LNG terminal at the Port of Brownsville in

8 Port of Brownsville – for Impact mitigation vital for LNG terminal Yard cranes at Oakland

Texas "would result in adverse environmental impacts", Texas LNG's environmental initiatives, alongside additional measures recommended by FERC, would be enough to make the impact insignificant.

The impact assessment determined that the project,

combined with others, "would result in significant cumulative impacts from sediment/turbidity and shoreline erosions within the Brownsville Ship Channel during operations from vessel transits; on the federally listed ocelot and jaguarundi from habitat loss and potential for increased vehicular strikes during construction; on the federally listed aplomado falcon from habitat loss; and on visual resources from the presence of above ground structures.”

Alongside the project's impact avoidance and mitigation measures, other factors considered by FERC included that the LNG terminal would be constructed in an area currently zoned for commercial and industrial use, along an existing, man-made ship channel; and that the US Coast Guard issued a Letter of Recommendation indicating that the Brownsville Ship Channel would be considered suitable for the LNG marine traffic associated with the project.

A final decision on the project is expected later this year.

For the latest news and analysis go to www.greenport.com/news101

GLOBAL BRIEFING

BRIEFS

ECOLOGICAL MONITORING FOR PROJECT

A marine biosecurity surveillance programme that helps protect the natural environment and flora and fauna at ports in Australia has received an Australian Biosecurity Award. The State-Wide Array Surveillance Program (SWASP) takes samples of marine growth from settlement arrays deployed at ports across Western Australia, extracts their DNA and compares them against a reference library of DNA from known marine pest species. SWASP achieved a joint win in the industry and government categories of Australian Biosecurity Awards.

EPA grant for New Orleans retrofit The US Environmental Protection Agency (EPA) has awarded a National Clean Diesel Funding grant to the Port of New Orleans (Port NOLA) and project partner, the New Orleans Public Belt Railroad (NOPB) to cover 40% of the cost of retrofitting the engine of a conventional diesel locomotive for a lowemission output beyond current requirements. This eco-locomotive will meet ultra-low emitting standards (Tier 4) and reduce ozone precursors, diesel particulate matter, and fuel consumption alongside corresponding greenhouse gas emissions.

Abu Dhabi recycles sea debris Abu Dhabi Ports subsidiary Safeen collected over 120t of sea debris in Abu Dhabi waters last year and recycled more than 10t of the collected material. The debris, which includes plastic, wood, ropes and fishing nets, is gathered using a boat designed by the environment and anti-pollution department at Safeen.

8 | SPRING 2019

Credit: Thomson Environmental Consultants

Biosecurity programme award

Thomson Environmental Consultants has been contracted

by London Gateway Logistics Park Development Ltd (DP World London Gateway) to undertake ecological monitoring surveys.

As part of the ongoing project to enable the development of a modern new port and logistics park on the banks of the Thames Estuary, teams from Thomson will be undertaking surveys for reptiles and great crested newts as well as aquatic habitat monitoring and removal of predatory fish at DP World London Gateway’s ecological receptor sites, where a long-running mitigation scheme is being monitored.

Tom Coulter, environmental advisor at DP World, said: “Thomson

have worked with us on the design of habitat compensation and protected species receptor sites for the London Gateway development , helped us in getting our mitigation licences from Natural England.

“It is great to have them on board for the habitat and population monitoring required under those licences.”

Thomson first worked on the project back in 2008, completing the early stages of this project over a four-year period. Work included carrying out many of the initial ecological surveys, preparing management plans, liaising with Natural England on protected species licensing, creating 50 new ponds for great crested newts and 70 hectares of new terrestrial

8 DP World London Gateway – for Ecological monitoring for project

habitat, and translocating several thousand animals, for the largest ecological mitigation project in Europe at the time.

The ecological receptor sites have been monitored every year since their creation to ensure that the grassland, scrub and pond habitats are providing optimal conditions and that the translocated great crested newt and reptile populations are thriving. The results of the ongoing monitoring will be used to inform future habitat management and will be reported to Natural England as part of the protected species mitigation licence requirements.

BARCELONA ELECTRIC CAPACITY BOOST APM Terminals Barcelona has increased its electrical capacity, which it estimates will reduce CO2 emissions by 600t per annum.

The terminal has invested in an additional indoor substation to increase its central electricity supply and power new reefer racks.

The increased electrical capacity means that “over-capacity reefers no longer need to rely on diesel gensets”, enabling the terminal to cut CO2, said APM Terminals.

“Connecting to the electricity supply network also reduces

localised pollution in the terminal environment,” the organisation added. An additional 152 reefer plugs have been installed at the terminal, raising the total to 677 and increasing reefer capacity by 31%. New reefer racks enable reefers to be stacked up to four containers high, compared with three on current racks.

The modern design also improves safety for employees carrying out repairs and maintenance.

As part of the Port of Barcelona’s programme for alternative fuel

use, APM Terminals is also working with LNG services provider HAM, technology provider IDIADA and Naturgy Iberia, on a pilot to convert an existing straddle carrier to natural gas.

The straddle carrier’s two 150 kW diesel-based motor engines are currently being converted to natural gas, with the expectation that the straddle carrier will maintain the same level of performance and efficiency.

The pilot is scheduled for October this year.

For the latest news and analysis go to www.greenport.com/news101

PRODUCT NEWS

Corvus Energy will supply the energy storage system (ESS) for 20 battery-hybrid RTG cranes designed by CCCC Shanghai Equipment Engineering (CCCCSEE) and to be used in Chinese ports.

The hybrid cranes have been ordered for various retrofit and newbuild deliveries by ZPMC in Chinese ports. They will be powered primarily from the Corvus battery package, resulting in fuel savings of up to 65%. Other benefits include reduced operating costs, reduced greenhouse gas emissions and lower noise levels at the terminal.

"Corvus Energy has definitely shifted the economics and viability of converting diesel port equipment to battery-hybrid electric with their Orca Energy systems,” said Gao Jianzhong, chief engineer at CCCCSEE. “The design and performance of Corvus Orca Energy enables the ESS to support aggressive load

BATTERY-HYBRID RTGS FOR CHINA 8 RTG crane – for hybrid cranes energy storage

Credit Corvus Energy

profiles with a significant reduction in cost,” added Pradeep Datar, VP of sales at Corvus Energy Asia.

The Orca Energy ESS stores regenerative braking energy captured as the RTG crane lowers a container – a high-current charge that most battery systems cannot sustain. The stored energy is used to power the RTG crane during operations such as trolley and gantry movement, allowing the diesel engine to be shut off when it would traditionally be idling or operating inefficiently at low loads. The generator can be smaller and its operation optimised for fuel efficiency.

Corvus Energy has previously supplied 48 RTG cranes through CCCCSEE. This is the first order for the new Corvus Energy Asia office located in Singapore.

HYBRID CRANES HELP FIGHT OAKLAND POLLUTION

Credit Port of Oakland

8 Yard cranes at Oakland

Port Saïd tackles waste Ecoslops and the Suez Canal Economic Zone have formed an agreement to establish a collection, reception and treatment unit for maritime oil waste in Egypt’s Port Said to help tackle ship pollution.

The MARPOL Port Reception Facility project includes the deployment of a collection vessel as well as the construction of a reception and treatment facility in the new port area in East Port Saïd.

The Port of Oakland’s largest container terminal is converting 13 diesel-powered yard cranes to hybrid power with the aim of cutting 45t of diesel-related air pollutants annually.

Each 50t lift capacity Rubber Tired Gantry (RTG) crane is being equipped with batteries and new, smaller diesel backup engines.

The port said the first hybrid crane began service on 5 March at Oakland International Container Terminal. It added that the rest of

Electric vehicles for PSA VDL Automated Vehicles will supply at least 80 electric and automated vehicles to port group PSA International, to drive down emissions at the new Tuas Terminal.

The automated guided vehicles (AGVs) will transport containers 24/7 from 2021-2023 as part of the terminal’s container terminal logistics. VDL Containersystemen in Hapert, whose products include spreaders for ports, supplies the modules.

For the latest news and analysis go to www.greenport.com/news101

the terminal’s retrofitted fleet will be operational by next year.

“This is the Prius of cargohandling equipment,” explained Port of Oakland environmental planner Catherine Mukai. “We’re gratified that our partners at the terminal are taking this step to help clear the air.”

In July 2018, the Bay Area Air Quality Management District awarded the terminal operator, SSA Terminals, a US$5m grant for the hybrid project through its Community Health Protection Grant Program. SSA Terminals is

spending about US$1m more to retrofit its cranes. According to the port, the terminal operator could recoup its cost within two years, thanks to fuel savings.

“We depend heavily on this equipment to keep cargo flowing smoothly,” said Jim Rice, general manager at Oakland International Container Terminal. “We’re pleased to find a solution that makes us more efficient and at the same time benefits the environment.”

Electrifying Montreal

Eco machines for Australian terminals

The Port of Montreal’s Viau Terminal will explore equipment and infrastructure electrification to improve its efficiency and reduce emissions. Montreal Port Authority (MPA) announced the initiative as it confirmed that the terminal would undergo a new construction phase.

The work will take place from September 2019 to December 2020.

The construction project is being undertaken by MPA in partnership with LOGISTEC through the terminal operator Termont Montreal.

BRIEFS

Kalmar will supply 12 dieselelectric straddle carriers to Patrick Terminals. The order comprises eight automated Kalmar AutoStrad (TM) units and four manually operated Kalmar Straddle Carriers. Four of the AutoStrads will operate at Brisbane AutoStrad Terminal and four at Sydney AutoStrad Terminal, while the manual straddle carriers will operate at East Swanson Dock Terminal in Melbourne.

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OPINION

SHOULD THE USER/POLLUTER PAY? A new study on transport infrastructure charging, due this summer, tackles the thorny question of how to allocate the costs of pollution in European ports. Isabelle Ryckbost considers its implications

8 The European Commission is considering transport infrastructure charging models

In May this year, the Commission is expected to publish the final results of a study that was launched at the end of 2017 on ‘Sustainable Transport Infrastructure Charging and Internalisation of Transport Externalities’.

Some of the main preliminary findings of the study, which is being carried out by a consortium led by the consultancy CE Delft, were presented last December at a special event organised by the Commission. It was revealed that the total external costs of transport amount to the equivalent of around €1,000 billion annually, which corresponds to almost 7% of EU28 GDP. The main contributors to this are environment (carbon, noise and pollution), accidents and congestion. Road is the largest contributor, accounting for 75% of the total external costs (with accidents as the maior cost) in absolute terms. For all transport modes, the total costs (external and infrastructure) are substantially higher than what the user pays. With regard to the maritime sector, the study has selected a mix of 34 large and small ports and has extrapolated the costs on the basis of this sample. The makers of the study pointed out that they have faced limitations with regard to maritime transport data and the extrapolation is more uncertain for this sector than for the other modes. It was also said that there were many data gaps for infrastructure costs that have been filled by extrapolation.

EVIDENCE THAT CAN’T BE IGNORED The final study, which is expected to be made available at the end of April or the beginning of May, will include a break-down of the costs per Member State and per mode and will also list all possible policy options. It will certainly open – or to put it more accurately, re-open – the debate on the ‘user and polluter

pays’ principle and is expected to be one of the big files which will be waiting on the table of the new Parliament and Commission after the EU elections in May. Awaiting the final results of the study and without of course anticipating the debates among our members, I would like to make a few observations.

Primarily, the preliminary results show that the externalities of transport are high. We cannot put these figures aside. It is clear that transport, as an important pillar of the economy and of society, must become safer and more sustainable. It is also clear that it must decarbonise.

‘‘

Any policy on internalisation of external costs should target the polluter at the source and cannot lead to an obligation for ports to punish for externalities or reward environmental performance

BENEFITS AS WELL AS COSTS Secondly, the infrastructure and external costs are high, but what about the benefits? Based on other EC studies and reports, transport accounts for more than 9% of the EU Gross Value Added – and who is the beneficiary? Is it only the consumer, the commuter, the tourist, the producer? I believe that the beneficiaries of a well-connected, smart, efficient, sustainable EU transport network are to a large extent the 500 million Europeans.

For the latest news and analysis go to www.greenport.com/news101

SPRING 2019 | 11

OPINION

Transport is an enabler. Taking away this connectivity and mobility comes at a higher cost in terms of growth and cohesion.

Thirdly, what about ports? Ports are engines of growth. They are much more than loading and unloading places where the maritime connects with the hinterland. They are multimodal nodes of transport, energy, clusters of industry – which helps avoid unnecessary transport. Ports are also nodes of the blue economy as well as being digital hubs. They are an economic ecosystem at the service of the region and the wider community. As stewards of sustainable growth, ports care about their externalities and those of their stakeholders. They monitor, develop strategies and invest to mitigate the externalities. Here also, given their complexity, it is very difficult to split the bills, or to attribute every cost to a user.

DON’T PLACE THE BURDEN ON PORTS In addition, we must avoid a situation in which ports, which are to become more and more financially autonomous, are being used in that debate as the convenient tax collector. If the external costs of transport are to be internalised, it should be done in the right places. Even if port managing bodies decide, on a voluntary basis and as part of their business strategy, to apply rebates for certain traffic and certain categories of green ships, any policy on internalisation of external costs should target the polluter at the source and cannot lead to an obligation for ports to punish for externalities or reward environmental performance. We shouldn’t deprive ports of the limited resources they have available to build the necessary infrastructure and boost economic growth at national and local level.

8 Isabelle Ryckbost

I believe that the reduction of externalities must be at the core of the upcoming debates and must drive any forthcoming policies. Support for investments in new clean technologies and infrastructure and clear targets and standards must come first.

For instance, the introduction of the 0.1% sulphur limit on marine fuel in the Baltic and the North Sea in 2015 has resulted in tremendous emission reductions in the area, often up to 80%.

This could never have been achieved through environmental discounts. Price mechanisms can work to some extent, but are in themselves not enough. However, increasing transparency and awareness of the environmental footprint of the supply chain might have tremendous potential to change behaviour and lower the transport externalities. It is thus time to take the shipper on board in the debate.

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PORT PERFORMANCE

GLOBAL COLLABORATION TO REDUCE SHIP EMISSIONS Canada’s Vancouver Fraser Port has launched several environmental initiatives.

Christine Rigby, Environmental Specialist-Air Emissions at the port, explains what’s driving them

8 An aerial view of the port

Vancouver Fraser Port Authority is responsible for the stewardship of the federal port lands in and around Vancouver, British Columbia and is federally mandated to facilitate Canada’s trade objectives while protecting the environment and considering local communities.

The port authority manages the Port of Vancouver, which is Canada’s largest port and the third largest tonnage port in North America, a dynamic gateway for domestic and international trade and tourism, and a major economic force that strengthens the Canadian economy.

ECOACTION PROGRAM A number of environmental initiatives have been put in place by the Vancouver Fraser Port Authority in order to reduce the impact of port activities on the environment and the communities in which we operate. One of these initiatives is the port-led EcoAction Program. Launched in 2007, it recognises a variety of fuel, technology and environmental management options that make ship operators eligible to receive discounted harbour due rates. It focuses on vessel incentives to reduce emissions, offering fee discounts of up to 47% to vessels going beyond requirement.

With the advent of the North American Emission Control Area, the EcoAction Program has shifted from emphasising low sulphur fuels, to increasing focus on vessel efficiency, and greenhouse gas and underwater noise reductions. It relies heavily on third-party rating systems, including the Environmental Ship Index, the Clean Shipping Index, RightShip, Clean Cargo Working Group, Green Award and Green Marine, to identify environmental leaders in the shipping industry.

14 | SPRING 2019

COLLABORATION ON SHIP EMISSION REDUCTIONS Led by the Vancouver Fraser Port Authority, a group of international ports, governments and non-governmental organisations are exploring the potential for international collaboration to support improved environmental performance in shipping.

More than 50 ports and growing around the world offer incentives to vessels that go beyond regulatory requirement to reduce environmental impacts such as those relating to air emissions and underwater noise. Likewise, the number of ports offering environmental infrastructure such as shore power is on the rise. Incentives may be based on any one of a number of criteria such as: 5 Third-party environmental rating systems 5 Energy Efficiency Design Index 5 Lower emission fuels and technologies 5 Technologies to reduce underwater noise 5 Ship classification society notations/designations Each port develops its incentive programme and promotes its environmental infrastructure in relative isolation, which makes for a fragmented patchwork of opportunities that marine carriers have to then navigate. With the number of ports offering incentives and environmental infrastructure on the rise, amidst a growing number of priorities locally, regionally and globally, it’s becoming increasingly challenging for them to do so.

Given the evolving nature of incentive programmes, we want to make it easier for marine carriers to take advantage of portbased financial incentives; for ports to offer incentives to environmentally-friendly vessels; and for other industry stakeholders to become involved, increasing the potential for

For the latest news and analysis go to www.greenport.com/news101

PORT PERFORMANCE

incentive programmes to result in greater benefits. We also want to maximise use of environmental infrastructure.

THE BENEFITS OF WORKING TOGETHER When incentive programmes are looked at as part of a larger, globally interconnected system rather than on an individual port or region basis, the potential for efficiencies and synergies becomes increasingly clear. By working together, a cohesive approach that both allows for differing contexts and priorities while simultaneously making it easier to participate on a large scale becomes a possibility.

Bringing together the many existing ideas on how to improve this space is a key aspect of the International Collaboration on Ship Emissions Reduction Initiative. Over the past two-plus years, through individual discussions and hosting of a quarterly global discussion forum, the goals of this international collaboration have evolved. Given the evolving nature of incentive programmes, the aim is to make it easier for marine carriers to take advantage of port-based financial incentives; for ports to offer incentives to environmentally-friendly vessels; and for other industry stakeholders to become involved. This will increase the potential for incentive programmes to result in greater benefits and better use of environmental infrastructure.

Feedback to date suggests creation of a joint web-based platform, to act as a one-window portal for marine carriers, ports and other stakeholders. Here, marine carriers could go to learn about and participate in multiple incentive programmes around the world, and ports could access information needed to provide incentives. It would also provide opportunity for other stakeholders to become involved, adding further value to the system. The one-window approach is becoming common practice in web services, with booking of flights and hotels being

‘‘

Feedback to date suggests creation of a joint web-based platform, to act as a one-window portal for marine carriers, ports and other stakeholders’ CHRISTINE RIGBY a common example.

Specific aspects of the web-based portal may include: 5 Marketing and communications platform – to jointly promote port incentive programmes and environmental infrastructure around the globe in one easy-to-access location 5 Incentive calculator – to allow shipping lines to enter a route and high-level environmental data (e.g. final scores in third party rating systems, engine tier) and easily assess potential cumulative incentives available across all ports on a route by vessel 5 Incentive application portal – to allow ports to access information entered centrally by shipping lines, to simplify and even automate the application and administration process for discounts 5 Information management system – tools to raise awareness and facilitate coordination and management of information related to incentive programmes The proposed web-based portal does not attempt to replace existing incentive programmes or third-party environmental rating systems, nor does it propose to make incentive programmes mandatory or to harmonise the criteria that incentives are based on. The proposed website would, however, make it easier to offer, learn about and participate in incentive

programmes worldwide. It would also facilitate tracking of the cumulative benefits, both financial and environmental, of these opportunities, as well as support the development of partnerships and identification of synergies, adding value to participation. The website may have additional co-benefits such as increasing use of environmental infrastructure at ports, by helping marine carriers understand where, for example, shore power or LNG bunkering services are available, and by increasing confidence in compatibility of the systems/infrastructure.

8 Potential impact of the proposed web aggregator

HOW PORTS CAN PARTICIPATE On 20 February 2019, with the help of Project Team members from the Port of Gothenburg, Port of Long Beach, Port of Los Angeles, China Waterborne Transport Research Institute, Natural Resources Defense Council (China), Transport Canada and the United States Environmental Protection Agency, the Vancouver Fraser Port Authority launched a set of surveys to gather broad stakeholder input on this approach. Surveys have been developed for marine carriers and related associations; ports and related associations/governments; and other stakeholders.

The surveys are intended to improve understanding of the current situation in relation to both incentive programmes and environmental infrastructure, as well as to gather feedback on the proposed approach and gauge interest and support for development of an international collaboration.

While surveys completed by April 3 will be used to develop the preliminary analytics for this initiative, the surveys will remain open to facilitate gathering of feedback from as many stakeholders as possible to ensure the initiative is well-informed going forward.

NEXT STEPS The results of the surveys will be analysed and compiled by Eastern Research Group and Energy and Environmental Research Associates along with the Project Team, and used to refine and validate the proposed approach.

These results will then be taken back out to stakeholders for comment before a final report is developed in Summer 2019.

Pending a positive outcome from this first engagement-focused phase, a second phase would be launched later in 2019 focusing on development of a business plan, including operational and financial models.

For the latest news and analysis go to www.greenport.com/news101

8 Christine Rigby, Environmental Specialist-Air Emissions, Vancouver Fraser Port Authority

SPRING 2019 | 15

VESSELS

PREPARING FOR THE HYBRID BOOM The Government’s Clean Air Strategy 2019 – launched earlier this year – identifies maritime transport as a key contributor to harmful emissions in the UK. In itself, this fact is hardly newsworthy for maritime firms – but a clear political emphasis on tackling emissions suggests that opportunities are on the horizon for innovative businesses and ports with a focus on sustainable operation.

Indeed, the drive to standardise environmental regulations for UK ports will serve as a catalyst for the industry’s progress in developing an environmental standard for maritime operations. In order to meet emissions reduction objectives, substantial innovation in vessel design and onboard propulsion & power systems will be required. In turn, this may present huge commercial opportunities for UK operators, naval architects and shipyards – and the UK maritime sector more broadly – to set itself apart in supporting the sustainable development of a thriving global market.

Emissions legislation throughout Europe, the US and Asia is driving increased scrutiny on vessel design, and it is in the collective interest of the UK sector that new bodies such as the Clean Maritime Council deliver on their promise to create clean growth opportunities.

‘‘

With a number of hybrid boats now in testing or entering service, it is clear that the market is starting to realise the commercial opportunity inherent in emissions and pollution reduction

Across the pond, US Environmental Protection Agency (EPA) tier constraints require vessels in the US to be compliant with a number of environmental regulations. The introduction of increased environmental constraints in the US acts as a key driver in the design of vessels entering the market. For example, for Crew Transfer Vessels (CTVs) in the emerging offshore wind sector, the need to meet EPA Tier 4 air quality requirements is driving the crucial development of cleaner propulsion solutions such as hybrid propulsion.

Elsewhere, countries in Asia, such as China, where shipping has been identified as a major source of emissions in port cities, have pledged to significantly reduce their carbon emissions.

For example, the Chinese Ministry of Transport’s Action Plan to Control Air Pollution from Ships and Ports aims to reduce shipping air pollution in three coastal port clusters by up to 65% by 2020. Furthermore, offshore wind in Taiwan is growing rapidly, and vessels must adhere to local requirements.

Similarly to shipping, ports and harbours have a responsibility to protect the environment. While pollutants have been found to be reducing from land-based sources, those from maritime operations are increasing.

16 | SPRING 2019

Courtesy of Richard Matthews, The Tamarindo Group

UK ports must seize the vessel hybridisation opportunities presented by the UK Clean Air Strategy 2019, says Andy Page, Naval Architect and Managing Director at Chartwell Marine

Ports are polluted not only by sources such as chemical industry, auto transport and others, but also by vessels and specific harbour activities such as ship movement and idle or loitering boats. It has been found that maritime emissions of NOx in some regions have increased the ground level of ozone concentration. NOx levels in ports are influenced mainly by vessel engine design, which further supports the argument for the application of alternative propulsion.

8 Chartwell Marine’s Chasewell hybrid vessel design

TAKING A LEAD IN HYBRID PROPULSION This global shift towards sustainable development of maritime and push for the sector to reduce carbon emissions presents a real opportunity for UK firms. The drive towards greener ports will provide impetus to the development of new propulsion systems and energy storage solutions – which in turn, will be supported in growing maritime sectors such as offshore wind.

As readers of GreenPort will no doubt recall, in 2018, the British Ports Association (BPA) committed to support ports in the development of new air quality plans to reduce emissions.

This is being achieved not only by the BPA installing shoreside power for smaller vessels such as fishing boats and leisure craft, but also by adapting vessel designs for time spent in port.

Using a hybrid system allows a vessel to operate using electrical propulsion when in port travelling at lower speeds or when it is idle. There are numerous potential fuel/energy supply options for hybrid vessels, operating using liquefied natural gas or hydrogen, or battery energy storage systems.

In line with the UK Government’s plans for reduced emissions, hybrid-ready vessels are also increasingly going to become the preferred design for vessel operators in offshore wind operations. Hybridisation has the potential to offer important advantages to support vessels in this sector, which often spend as much as half their day loitering. Moreover, driven not only by the Clean Air Strategy 2019 but also by organisations such as the Carbon Trust, systems are being designed to allow hybrid and electric vessels to charge on site from the power generated by the turbines.

For the latest news and analysis go to www.greenport.com/news101

VESSELS

Despite these promising applications, effective hybrid and electric propulsion is not as straightforward as swapping a diesel engine for an electric motor, and the R&D budget assigned to creating innovative new vessel designs will need to be extensive.

Electric and hybrid vessel designs must be flexible and adaptable to the needs of the operator, allowing for a wide range of markets to operate in a ‘cleaner’ way. However, this also means that there are a range of design configurations and as the industry sees increasing demand for hybrid-ready vessels, such as CTVs and pilot craft, budgets for research and rigorous testing will be required to develop the most efficient configurations for each industry.

In particular, hull designs are inevitably going to need more in-depth thinking to create a boat that performs efficiently at all speeds and under both conventional and electrical propulsion.

Modifications may have to be made to hull forms to reduce drag at low speeds, especially for vessels in ports which spend a lot of time loitering and travelling at low speeds. Ultimately these hull forms, optimised through extensive computational flow dynamics (CFD) testing, must allow an operator to maximise time spent on electrical power, producing substantial advantages when it comes to reducing total emissions.

GOVERNMENT SUPPORT It is important that the Government now clearly outlines how it is going to help the industry tackle the issue of emissions at UK ports and meet the agreements put in place in conjunction with the International Maritime Organization.

Furthermore, the emphasis is now going to be on the Maritime 2050 and UK Clean Maritime plans to deliver coherent strategies for meeting these goals. In particular, funding and incentivising research into alternative vessel propulsion is going to be critical for ensuring that a focus on emissions reduction doesn’t come at the expense of a thriving UK maritime sector. The Government must now detail the budgets that are to be assigned to the development of technology to support the Maritime 2050 strategy. Vessel builders and operators need to trust that there will be financial support for the industry as they invest in R&D. In the meantime, UK ports and maritime firms should take the initiative – rather than simply waiting around for funding and incentives to be announced. The UK maritime industry must ensure that it is amongst the first to pioneer effective hybrid and electric designs – and, in doing so, take advantage of opportunities available in the global market.

Port authorities with green ambitions are well-placed to support this market growth by investing early in hybrid and electric vessel designs being pioneered by UK naval architects and shipyards.

With a number of hybrid boats now in testing or entering service, it is clear that the market is starting to realise the commercial opportunity inherent in emissions and pollution reduction, and is poised to adopt the technology on a broader scale.

In the same way that UK designers and boat builders took a leadership position in offshore wind vessels and are now able to start exporting those designs worldwide, by acting now, the market can prepare itself to lead the way in sustainable maritime operations.

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SPRING 2019 | 17

CRUISE FOCUS

CARBON NEUTRAL IN THE COOK ISLANDS

Source: CMS

The Ports Authority of Rarotonga has begun a carbon assessment programme to reduce emissions. Michele Witthaus finds out what this means for sustainable cruising at the port

The Cook Islands in the South Pacific Ocean contribute only 0.00012 percent of the world’s carbon emissions, yet the Government has committed to moving from fossil fuel energy generation to renewables, with a target of 100% renewable energy by 2025. Progress toward this goal includes investments in solar energy and battery storage. Wind energy investments are also being considered, while the outer islands are already 100% carbon neutral, having deployed solar panels (except Aituitaki, where physical installation is underway). Now Rarotonga, the main island, is moving in the same direction.

The Board of the Ports Authority of Rarotonga engaged New Zealand carbon advisory specialist Carbon Market Solutions to carry out a carbon assessment, which ran from November 2018 to February 2019. The aim of the assessment was to enable the port to begin to address those areas where emissions reflect higher cost implications, such as in power usage or fossil fuel usage. The project involved working on site to collect data related to Scope 1, 2 and 3 emissions and then undertaking an assessment of the various greenhouse gas abatement options that could be implemented, going forward, to reduce greenhouse gas emissions.

The carbon assessment project is significant for the country because not only is this is the first carbon assessment carried out by the Ports Authority, it is also the first to be carried out by a Government organisation in the Cook Islands.

The Ports Authority Board approved the carbon assessment late in 2018 and it was carried out in early 2019. The CEO of the

18 | SPRING 2019

8 Avatiu Harbour

authority, Nooroa (Bim) Tou, said: “This is a good start for us to understand our carbon footprint in the Cook Islands, although this first exercise is focused only on the main port at Avatiu. We have not yet looked at the footprint from our operations on the island of Aitutaki but we now have a pretty good idea about where the majority of our greenhouse gas emissions are coming from.”

MAKING SENSE OF DATA The major takeaways from the assessment so far are that the overall carbon footprint of Scope 1 (mainly from diesel usage from heavy equipment) and Scope 3 greenhouse gas emissions (from staff travel, including international air travel) are the most significant and that Scope 2 emissions, from use of electricity, are very small, making up only 5 tonnes of CO2e per year.

Primarily, this is because the usage of electricity in port operations is limited to mainly lighting and use of appliances such as air conditioners, with heavier use of power consumption for reefer containers often for less than 24 hours and only a few days per month. In addition, reductions of Scope 2 emissions will occur naturally over time as the grid mix of Rarotonga moves away from diesel and towards renewable energy (in particular solar PV), moving from its current status of 76% diesel energy generation towards a goal of 100% renewable by 2025.

Tourism is the number one revenue generator in the country, with at least 10-12 times the population visiting the country by air, and utilising goods and services, thus placing strain on the country’s infrastructure and even services such as fresh food

For the latest news and analysis go to www.greenport.com/news101

11

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Source: Ports Authority

CRUISE FOCUS

READY FOR CRUISE GROWTH The cruise industry currently does not account for a high proportion of the total tourism component of Rarotonga’s emissions, with most cruise ships conforming to a pattern of short-term stays in port. This is dictated by the lack of infrastructure available for longer-term berthing, which means that typically in the Cook Islands and the two main ports on Rarotonga and Aitutaki, ships are only berthed for one day.

Consequently, the impact of cruise tourism on the carbon profile is small compared to other activities, but further growth is expected over time. The Port Authority says that the carbon assessment fits within the overall operations of the entire port itself, including cruise ship visits, and that it will assist with the promotion of such visits in future.

Markus Vencatchellum, a research analyst at Carbon Market Solutions Ltd, said: “We are pretty excited to have carried out the first carbon assessment ever of a Government organisation in the Cook Islands and help them as they move towards going carbon neutral. This shows a strong vision and commitment on behalf of the management of the Ports Authority and we are very pleased to have been involved.”

In order to track emission reduction trends over time, the Port Authority is keen to repeat the carbon assessment process on an annual basis, especially given that costs should be significantly reduced as data collection improves. In general, measures to reduce greenhouse gas emissions such as installing solar panels on the roof tops of port buildings should mean that there is a downward trend for greenhouse gas emissions.

A SOLAR-POWERED FUTURE The assessment of various greenhouse gas options for the Ports Authority revealed that there were several actions the Ports Authority could take to speed emissions reductions. These include investing in roof top solar PV with battery storage on unused shed space owned by the Ports Authority and installation of shore power facilities.

Shore power is likely to be implemented at the same time as the Ports Authority invests in and installs rooftop solar power systems. The goal is to be ready for future regulations that may

20 | SPRING 2019

require all ships berthed in port to turn off their diesel generators and to connect to land based power for electricity. For cruise ships equipped for shore power connection, this will be good news, made even better by the fact that the source of the electricity will be zero-emission solar power. The corresponding decrease in the consumption of diesel will in turn lead to decreased greenhouse gas emissions.

In future, once it has implemented priority options to reduce greenhouse gas emissions, the Ports Authority will explore offsetting its carbon footprint by purchasing verified carbon units (VCUs) for recognised registered projects.

Overall, the Government is ensuring climate change is an integral part of the policy settings for its development agenda.

The country’s Climate Change Policy outlines how all stakeholders can address climate change in the context of mainstreaming, but also within the context of ‘climate-proofing’ the country’s critical infrastructure assets, such as ports, airports, roads and buildings, with the goal of developing more climateresilient infrastructure. The Government of the Cook Islands is currently working with the Green Climate Fund (GCF) to develop new project ideas that deal with climate change adaptation and help to address the risks and sustainability challenges posed by rising sea levels, coastal erosion, and extreme weather patterns.

As part of its overall efforts to address climate change adaptation issues, the Ports Authorities is looking at installing gutters on the rooftops of all Ports Authority buildings and sheds to direct rainwater to water storage tanks (4 x 25,000-litre units).

This water will then be collected and purified and placed in storage tanks with a total capacity of at least 100,000 litres. This water can then be used by the Ports Authority for its own needs and in times of drought.

“It is the intention of the Ports Authority to repeat the assessment of the carbon footprint, once per year, in order that it will be possible to view how, with the measures being implemented by the Ports Authority, it is reducing over time.”

8 Port of Avatiu Harbour, Rarotonga

Source: CMS

supplies, waste and sanitation. Acknowledging that carbon neutrality is something that can be used to promote tourism, the Ports Authority will market its efforts in going carbon neutral with the goal that the private sector and other government agencies in the Cook Islands (including the Cook Islands Tourism Corporation) will follow suit.

8 Aerial view of Avatiu Harbour

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POLLUTION

IMPROVING AIR QUALITY AT BRAZIL’S BUSIEST PORT Rodrigo Trevenzolli, Engineering Manager, Martin Engineering Brazil, explains how a major agricultural terminal solved its dust problem

PARTICLES AND PEOPLE Transfer points for grain at T-Grão range from 10-15m in height.

As dry organic material was dropped from one belt to the next, the impact created turbulent air pressure that forced dust out of openings in the chute. The fugitive emissions significantly lowered air quality and visibility in the immediate work areas, forcing workers to wear protective masks when working around any part of the conveyer system. The dust often travelled beyond the site line due to exposure to prevailing winds.

‘‘

Our dust control efforts have set an example that is now being considered by terminals up and down the port

“Complaints were fairly common, and our proximity to the port authority allowed an immediate response from inspectors,” Pina says. “When we received a complaint, we acted to address the issue right away, but we needed a long-term solution.”

Operators first sought an answer to the dust by bringing in an equipment manufacturer that installed a transfer chute. This was intended to contain dust from the discharge flow as it fell onto the belt. What it did not do was control emissions at the loading zone, where the impact would cause plumes of dust to escape. The dust filtration system attached to the settling zone chute was inadequate, due to the volume of emissions and a poor chute design.

“In any given week, the dust system required maintenance one day and broke altogether the next,” explains Pina. “At one point, a breakdown caught us unprepared at a critical moment and resulted in costly unscheduled downtime.”

RETHINKING THE TRANSFER POINT With complaints still periodically coming in from neighbours and ongoing internal air quality issues, T-Grão turned to three suppliers to propose solutions. Technicians from Martin

22 | SPRING 2019

Credit: Rodrigo Trevenzolli/Martin Engineering Brazil

Regulations on fugitive dust emissions in Brazil can be strict, particularly in high-traffic or densely populated area. In addition, agricultural grain dust emissions possess allergenic properties over and above the common air quality concerns.

T-Grão Cargo, located at the busy Port of Santos in São Paulo, Brazil, processes more grain (malt, wheat, soy and maize) per square metre than larger competitors, making it the most efficient operation of its kind in the country. “As our production has increased over the years, so have fugitive dust emissions,” says Vinicius Pina, Operations Director for T-Grão. “We have a complicated geographic position, because we are between a passenger terminal to the north and the Brazilian Navy to the south, and across the street from the port authority. We’ve worked closely with regulators and neighbors to address air quality issues.”

Engineering examined every component of the conveyor system, from efficiency to safety, and discovered that, due to the height of the transfer chute, dust created by the impact of material was most turbulent at the loading zone.

Technicians made a series of transfer point recommendations for controlling air flow and reducing carryback, which is essential for decreasing dust emissions. Following a detailed report and proposal, T-Grão managers agreed that a total transfer point solution was needed. Beginning with a tail sealing box, the solution included a skirt board cover, dust bags, impact cradle, slider cradles, track-mount idlers and a belt tracker, completed by a heavy-duty belt cleaner.

When the system was activated, operators immediately observed significant results. As material moved through the system, particulates remained within the enclosure and either collected in the dust bag or settled back into the cargo flow.

Along with less carryback on the return side of the belt, dust was drastically reduced in the immediate area around the conveyor system at both the loading and discharge zones.

“It was a substantial improvement over the previous design,” Pina says. “The staff no longer needs to wear protective gear just to enter the area, and visibility is improved.”

After a lengthy observation period, operators report that there has been less downtime for cleanup and maintenance, as well as improved workplace safety. In addition, managers have enjoyed a reduction in complaints from neighbors and less scrutiny from authorities inspecting the port for air quality.

“Our dust control efforts have set an example that is now being considered by terminals up and down the port,” Pina concluded. “We are now planning to install a similar design on several of our other transfer points.”

8 Wearing a protective mask, a worker inspects the outer transfer chute

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EUROPE VIEWPOINT

COOPERATION ON CLIMATE ACTION

Photo credit: Shell

Port authorities are waking up to the need to collaborate on sustainability.

Chloé Farand reports on a new programme with big ambitions

At the Global Climate Action Summit, held last September in San Francisco, seven of the world’s biggest ports, including the European ports of Rotterdam, Antwerp, Barcelona and Hamburg, launched the World Ports Climate Action Programme (WPCAP).

The programme is a joint pledge to facilitate emissions reductions from the ports’ supply chains and their larger geographical area.

With emissions from shipping omitted from the Paris Agreement and with the International Maritime Organization’s agreement to halve emissions by 2050 falling short of the science, further steps to ramp up ambitious climate action in the maritime sector is much needed.

Under the WPCAP, ports have set up five working groups targeting specific action to accelerate the reduction of CO2 emissions. These include: low-carbon maritime fuels, decarbonising cargo handling facilities, power-to-ship solutions, increasing efficiency of supply chains using digital tools, and advancing common and ambitious policy approaches to reduce emissions within larger geographical areas.

INCENTIVES FOR EMISSION REDUCTION At the end of January, the Port of Rotterdam opened a €5m incentive scheme for shipping companies, fuel manufacturers, engine manufacturers and service providers to promote projects that make use of low- or zero-carbon fuels. The scheme only applies to projects that reduce CO2 emissions by more than 50% and will run until the end of 2022.

Ports are also pushing for further liquefied natural gas (LNG) uptake as an alternative to heavy fuel oil. Recent figures from the Port of Rotterdam show the sale of heavy fuel oil decreased by 400,000 m3 in 2018 while LNG sales increased more than sixfold.

In Barcelona, the port authority has also partnered with a range of stakeholders to measure the efficiency of LNG as an alternative fuel on land and at sea with the intention to become

8 Dual-fuel Aframaz tanker Gagarin Prospect bunkers in the port of Rotterdam

a top destination for the next generation of LNG-powered ships and ferries.

Isabelle Ryckbost, Secretary General of the European Sea Ports Organisation (ESPO), praised the involvement of European ports in the WPCAP and encouraged others to follow their lead.

“I don’t know of any other proactive programme that links different European and global ports towards decarbonisation,” she said. Ms Ryckbost added that the programme’s very public launch last September will see ports come under heavy public scrutiny to ensure their pledge is followed by concrete action.

“If you announce something you have to do it,” she said, adding that the programme will create a positive environment for ports to “learn from each other’s experiences”.

Sjaak Poppe, spokesperson for the Port of Rotterdam, which initiated the programme, said collaboration between ports is “the most effective” way to reduce emissions from the maritime sector in line with the Paris Agreement. “Committing to collaborative projects with other leading ports sends out a clear signal to the shipping industry, other ports as well as governments and regulators”, he said.

Laura Domingo, spokesperson for the Port of Barcelona, agreed that “cooperation amongst international ports is instrumental to tackle the big climate and clean air challenges that the maritime industry is facing globally”.

Although European ports are all operating under different national climate frameworks, port authorities have an opportunity to drive and facilitate the decarbonisation of the maritime sector by connecting stakeholders and ensuring economic growth goes hand in hand with reducing emissions.

The conversation that follows from programmes like the WPCAP is necessary for ports and stakeholders to share sustainable solutions that deliver on the goals of the Paris Agreement. Only by putting words into action and encouraging such collaboration will ports become frontrunners in green shipping.

For the latest news and analysis go to www.greenport.com/news101

SPRING 2019 | 23

AUSTRALASIA VIEWPOINT

AUSTRALIAN PORTS GET BEHIND SUSTAINABILITY REPORTING ‘Ports and a Sustainable Australia’ is the title of the joint report, which forms part of Ports Australia’s contribution to the World Ports Sustainability Program (WPSP) library of collaborative efforts to enhance and coordinate future sustainability worldwide.

Ports Australia officially became a partner of the WPSP in September last year and has been guided by the United Nations Sustainable Development Goals (SDGs) in producing the document.

The report cites case studies of work done by ports around Australia that improve the sustainability of their local environments and communities and which fit in with the SDGs. Under the theme of ‘Environment, Climate and Energy’, it highlights the restoration of 28 hectares of shorebird habitat by the Port of Newcastle, restoring saltmarsh and mudflats from invasion by mangroves.

The Port of Brisbane is one of several ports moving towards renewable energy, beginning a first phase of solar panel installations and partnering with port tenants to assist them in installing their own solar panels. The precinct now produces 182 kilowatts of energy from its combined panel system with plans to bring more online.

The theme of ‘Resilient Infrastructure’ includes information on how New South Wales Ports is using steel furnace slag, a byproduct of local steel-making industries, as aggregate for concrete blocks to be used in breakwaters.

Flinders Ports and the City of Port Lincoln have worked together to salvage timber from an old wharf which was dismantled. The old timber has been reconditioned and used to commission four public art bench seats in the town, which have become popular with tourists.

‘‘

The report cites case studies of work done by ports around Australia that improve the sustainability of their local environments and communities and which fit in with the SDGs

In the ‘Health, Safety and Security’ category, a highlight is in Tasmania, where proactive management of firefighting foams is being undertaken. Per- and poly-fluoroalkyl substances (PFAS) materials in some foams are persistent organic pollutants. All PFAS firefighting foams have been successfully removed from Tasmanian Ports and destroyed. Australian Ports are collectively working to safely destroy all remaining supplies of PFAS foam they may have onsite.

Other areas of sustainability initiatives being undertaken by Australian ports come under the themes of ‘Governance and Ethics’ and ‘Corporate Citizenship’.

In its report, Ports Australia acknowledges that it has more to

24 | SPRING 2019

Pic credit: Newcastle Ports, Australia

Australian ports have cooperated to produce a report which showcases the sustainability initiatives taken by a number of local port companies. By Dave MacIntyre

do in future in order to create value for local business and communities while protecting the environment, and has therefore targeted five goals, namely to: 5 continue to raise awareness of the key freight-enabling role Australia’s ports play 5 analyse the factors that may affect the resilience of the ports industry 5 enable community engagement in planning for future sustainable port activities 5 recognise key community values 5 undertake effective commercial operations that incorporate positive societal values while future-proofing the industry against factors that will affect its resilience.

Ports Australia Chief Executive Mike Gallacher says that in an island nation, Australia’s ports work with their communities and environments as a matter of day-to-day business. “The sustainability work our ports do complements the varied size and mixture of their local communities and environment but all with the purpose of addressing the challenges of securing a sustainable future for Australia and Australians. Ports Australia wanted to capture these efforts in a single document as a reference point for port communities around the world as part of our obligation to the World Ports Sustainability Project.”

Mr Gallacher says Australia’s ports operate in some of the most beautiful natural environments in the world. “They are also main sources of employment in regional areas and keystones of those communities. This position comes with a degree of responsibility. This body of work captures ports’ recognition of this responsibility.”

On an international scale, he adds, Australia’s ports are innovators in biosecurity and community initiatives. “It is important we share these innovations with the rest of the world.

The Australian Government is weaving the United Nations Sustainable Development Goals into its policies and planning.

Therefore, it is vital that as facilitators of Australia’s economy, our ports can articulate how they are contributing to the nation’s sustainability efforts.”

8 Shorebird habitat is being restored at the Port of Newcastle

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INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

AFRICA VIEWPOINT

MITIGATING WATER HYACINTH IN EAST AFRICA

Photo courtesy NMG

Industrial pollution and siltation on Lake Victoria in East Africa are fuelling the spread of the water hyacinth weed. Shem Oirere looks at how ports are coping

The proliferation of water hyacinth is hampering water transport and growth at inland ports on Lake Victoria, which has a mean depth of 40m and covers 69,500km2.

Limited lake transport has reduced the business potential of the ports of Kisumu in Kenya, Bukoba, Entebbe, Port Bell and Jinja in Uganda and Mwanza in Tanzania, although each of the three countries has launched interventions to secure the lake's transport connectivity and sustainability.

In Kenya, the government-run ports operator, Kenya Ports Authority (KPA), has launched a long-term plan to expand the port of Kisumu, which currently operates at 20% of its expected capacity with infrequent transport operations because of the widespread water hyacinth weed and lack of requisite port facilities.

“There is a lot of dumping on Lake Victoria, which pollutes the environment and attracts the water hyacinth weed,” says Raila Odinga, the African Union High Representative for Infrastructure in January.

Not only has Lake Victoria's gulf become very shallow, but the effect of the shallowness has been exacerbated by the construction of the Mbita causeway on the Kenyan side that has long blocked the flow of water in the lake's main route. Although a new bridge has been constructed at the Mbita location on the lake, boulders still lie underneath, hampering the free flow of water.

Kisumu is the biggest inland dry dock in Africa and to restore port operations and boost transport services, KPA has launched the first phase of the rehabilitation project targeting the removal of the water hyacinth. Successful removal of the weed will pave the way for the actual construction work on the port's pier and extension of its quayside, according to KPA managing director Dr Daniel Manduku.

Earlier in 2015, Kenya picked Maritime & Transport Business Solutions (MTBS) of the Netherlands as an advisor on the Kisumu port expansion project, which is estimated to cost US$220 million. The project, to be preceded by removal of the water hyacinth and some dredging works, is part of KPA's long-

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8 A cargo ship attempting to dock at the water hyacinth-filled port of Kisumu

term strategy to upgrade and expand small ports in Kenya such as Lamu, Shimoni, Kilifi, Malindi, Ngomeni, Mtwapa and Kiunga.

Meanwhile, in a related development, studies have been launched on Lake Victoria, which is shared by Tanzania, Uganda and Kenya with a land mass of 49%, 45% and 6% respectively, to ascertain the future impact of climate change on Lake Victoria water levels. The findings will have a direct bearing on the operations of the ports situated on the lake in Tanzania, Uganda and Kenya.

The study, the HyCristal Transport Pilot Project, which is financed by the UK's Department for International Development, through the Corridors for Growth Trust Fund administered by the World Bank, is being undertaken by the UK's Centre for Ecology and Hydrology and North Carolina State University. The studies are being carried out in each of the three East African countries separately.

The intended interventions on Lake Victoria to support realisation of efficient transport connectivity within East Africa – and specifically at the ports anchored on the lake – will be supplemented by a review of mitigation measures against anticipated adverse social and environmental impacts.

The World Bank identifies some of the likely impacts of the Lake Victoria transport upgrading project as including “hydromorphological pressures relating to dredging works, channelisation and bank stabilisation to ensure better navigability conditions on the lake.”

The construction of the port of Kisumu and the increase in port and inland waterways operations – such as cargo handling and ship lifts – mean that water pollution, noise pollution and accidents are likely to have an environmental impact on and around the lake, according to the Bank.

For the East African countries of Kenya, Tanzania and Uganda, expansion of ports on Lake Victoria, such as Kisumu port, must be properly balanced between the need for effective inland water transportation and increasing pressure for sustainable environmental conservation.

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RECYCLING

TURNING FOOD WASTE INTO VALUE, ON SITE With the pressure to go green, ports worldwide urgently need smart solutions. Although waste management is a priority in itself, its impact is interlinked. Smart waste-to-value solutions can equate to improvements in air quality, green energy production, noise reduction, improved community relationships and water savings, while supporting the push for a happier planet.

The challenges are many, from contaminated waste that cannot be accepted for recycling, to legislative barriers blocking the road to innovation, or a lack of facilities or established contractual margins with waste treatment providers.

On board cruise liners worldwide, crew follow MARPOL standards which require strict separation of waste. But it is challenging for anyone to follow separation schemes, and waste treatment companies collecting in ports are sometimes faced with contamination. The diversity of materials (plastics, tetrapaks, etc.) and the knowledge that waste cannot always be recycled leads to understandable frustration. How can one be motivated to separate if the end result doesn’t always merit the effort?

The issue becomes even more of a challenge when each port of call has a different legislation. Even when cruising between two ports of the same country, a standard procedure for waste collection and treatment is rare. One port may take food waste only or nothing at all, another hazardous waste, while another will only allow a certain amount of waste.

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Ships calling in port can deliver organic waste to a Waste Transformer, diverting it from dump, landfill and incineration, and generating clean energy Out of all the waste streams, food waste is generally the biggest issue. Produced in large quantities, waterlogged and odour-emitting, it can also be one of the most expensive waste types to treat. Cruise lines worldwide are doing what they can to reduce, but how much can we expect them to reduce waste when consumers, cross-culturally desire abundance? Eating from a bread basket that is full and diverse will usually provide a better experience than a single roll on a bare plate.

The Waste Transformers, a Dutch company based in Amsterdam, provides solutions to these challenges. It provides on-site containerised anaerobic digesters, which transform organic (food) waste streams into energy, heat and a high-quality natural fertiliser. With a range of projects around the world on land, the company is now gaining momentum in ports as well.

“A Waste Transformer, modular and scalable, is a smart technology, with a healthy business case,” says Lara van Druten, the founder and CEO, who leads the company with a mission to transform end-of-pipeline food waste into value on-site, in ports,

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Photo: Coen Bakker | The Waste Transformers

Fosca Poltronieri, Operations Manager of Amsterdam-based company, The Waste Transformers, explains how smart on-site solutions can help ports

for ports and their surroundings. Ms Van Druten says the solution her company has developed has the potential to meet the needs of stakeholders across the value chain: “It is a low risk, high impact on-site organic waste solution. It ticks all the right boxes and everyone wins”.

The first port project in Europe is being explored with the Port of Rotterdam, with a focus on the legislative challenges that regulate animal by-products in food waste and international catering waste. With the help of Senior Policy Advisor Ron Van Gelder, The Waste Transformers are working closely with local Dutch authorities to transform food waste into value on-site, from cruise ships calling in port, while remaining within the legal boundaries established by the EU. It’s a significant step towards a greener future. Ships calling in port can deliver their waste to a Waste Transformer, directly in port and this waste will be diverted from incineration and converted into real green energy, on-site.

A Waste Transformer eliminates the need for polluting diesel waste trucks transporting waste over long distances, while recovering nutrients and generating revenue. For ports outside the EU that are not bound by International Catering Waste (ICW) laws, the nutritional value from the food waste can also be extracted and provided in the form of high-quality, nutrient-rich fertiliser and soil-enhancing compost.

The first port showcase for the Americas is being planned with the support of the Inter American Committee on Ports of the Organization of American States, with the Port of Barbados as the first potential showcase. This will be an important first step towards creating a more circular Caribbean cruise experience, relieving the ships and empowering ports.

8 The Waste Transformers equipment used in ports

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