research project the sustainable waterfront
Lisa Burge Elly Eaton Trina Jashari Victoria Northfield Jane Rumble
Early History 1300 Maori settled in Tamaki Makaurau and the shores of the Waitemata served as a hub for people and goods for hundreds of years 1840s Port of Auckland officially established 1843 Over 3,000 people were living in Auckland, and most of them depended on the port to provide them with a living either directly or indirectly. 1851 Wynyard Pier in Official Bay was completed (500m long) 1852 Queens wharf development began 1858 London shipping, Shaw and Savill and Company began trade with New Zealand. The first ship taking 94 days to reach Auckland 1863 The HMS Orpheus of 1,700tonnes crashed into the middlebank at Onehunga, where only 70 out of 250 of the crew on board survived. This indicated the limitations of Onehunga as a viable port. 1871 An Auckland Harbour board was established for a board of 13 members after the Provincial Council passed the Auckland Harbour Act 1873 To create competition with major traders Albion and Shaw, Savill, The New Zealand Shipping Company was formed
1875 The Auckland Harbour Board were given over 5000acres of Waitemata harbour bed when the Auckland Harbour Foreshore Act 1882 First shipment of frozen mutton successfully reached London on Albion Line’s ship. This started revolution in the sheep farming industry and developed the frozen meat export industry
1884 proposed wharves
1867
1842
1886 pictorial
1886
Fort Britomart 1899
1867: Freemans bay natural shoreline, “The wharf� and breakwater on Fort Britomart
1866: Fort Britomart
1886 Point Britomart was completely dug away as the reclamation between Custom House Street and Quay Street was completed 1888 Callipoe Dock was opened on the North Shore for large vessels; up to to 500feet. It was the largest dock in the southern hemisphere and took three years to finish 1901 Reclamation at Freemans Bay was completed; and the area (23 acres) was leased to the City Council, who developed it into the recretion ground of Victoria Park.
historic reclamation
1904 Mr W. H. Hamer submitted a plan for the future, including reclamations of west Queen Street and westward to Point Campbell. He proposed that the old timber wharves be replaced by concrete ones. A loan of 1.5million pound began constructio 1907 Ferry jetty complete and in use 1908 Walls of Freemans bay reclamation, north of Victoria Park were completed. First electric crane erected on Railway Wharf.
1912 Ferry building was built 1913 Auckland Harbour Board claimed responsibility from the Marine Department of the Manukau Harbour and the Port of Onehunga 1913-1923 “Red Fence� was constructed for added security
1921 Construction started on Princes Wharf 1922 Captain Cook wharf built
1900s Showing original coastline of 1841
1933 Original coastline and reclamation
historic railway
1909 Railway Plan
1911 Railway Plan
1920 Railway Plan
1905
historic railway
1890s Railway onto wharves
1924-31 1925 Railway from Auckland to Whangarei was completed, accompanied by the completion of the Tauranga line. This created a drop in passesngers and cargo being transported by coastal vessels 1931 Extension of Western Wharf and Western Reclamation completed
historic ferry routes
1946
1937-1948 Bledisloe Wharf constructed, originally for the export of frozen goods 1943 Over 100 warships and 250 transporters called into Auckland ports, requiring more storage facilities 1950s Introduction of Pallet boards to make cargo handling easier. Cargo was placed on the pallets and lifted to the wharf, where a fork would lift the pallets to suitable areas. Consequently, Small, regular sized containers were developed; known as “units� 1950 Import Wharf (opposite to export wharf) was constructed (after the Auckland Harbour Board called for tenders). As a fully operational wharf, the Import wharf used 17 five-ton cranes. Import wharf is now known as Jellicoe wharf
Historic railway 1950
1961 The Freyberg Wharf was completed 1963 Delivery of the floating crane: Hikinui
1948 Railways on the wharves:
direct link between ship-rail
historic aerials
1946
1960s-1970s The sea freight business began to change dramatically, from a labour-intensive operation towards one dominated by machines and new technology 1971 The Fergusson Container Terminal (Axis fergusson) When British P& O announced it would begin to ship cargoes in containers (about 6.1m by 2.4m by 2.4m). The first container vessel arrived in Auckland in June 1973, it was unloaded using ‘A Crane’, the first ship-to-shore container crane in New Zealand 1980s Calliope dry dock responsibility was taken over by royal New Zealand Navy 1982 A container terminal was opened at Onehunga 1985 The Bledisloe Wharf container terminal (now Axis Bledisloe) was created when the Bledisloe and Kings wharves were amalgamated. 1988Ports of Auckland bought Auckland Harbour Board’s land assets for cash and equity (about $250million worth). 100% of POAL’s shares were listed on the NZSE, where 80% was held by Auckland Regional Authority and 20% was held by Waikato Regional Council. 1989 Over 130,000 containers were handled by the Fergusson Container terminal annually. The Waterfront Industry Restructuring Act and Waterfront Industry Reform Act were passed 1992 Larger ships were able to enter Onehunga Port as dredging began in Manukau Harbour 1996 Onehunga Port becomes a 24 hour operation 1998 ARC’s investment portfolio under new management: Infrastructure Auckland, including Ports of Auckland shareholding and other funds and assets, held previously by ARST 2001-2006 new container cranes 2002 Inland Port of East Tamaki was opened for supply efficiency 2004 A project to dredge up one million cubic metres from the commercial shipping lane in Rangitoto Channel was commenced by Ports of Auckland. This widened the tidal window for new, deeper-draught container ships 2005 Ports of Auckland opened the inland port of Wiri 2007 Stage one of the Ferguson extension completed
historic aerials
1968
1966
1974
1974
ports of auckland location
scale 1:100000
AUCKLAND PORT
ONEHUNGA PORT
WIRI INLAND PORT
ports of auckland wider context
scale 1:100000
Port of auckland in context
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port of auckland
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ports of auckland
Queens Wharf
scale 1:5000
Bledisloe Wharf
Fergusson container terminal
Captain Cook Wharf Jellicoe Wharf Marsden Wharf
Fryberg Wharf
views DEVONPORT
PUBLIC/PRIVATE INTERFACE access
Heritage
INDUSTRIAL
WAITEMATA
CARs
CARGO
BULK CARGO
GYPSUM
REFRIGERATed CONTAINERs
TIMBER
FRUIT CONTAINERs
INFRASTRUCTURE & TECHNOLOGY
CONTAINER cranes
reach stackers
BUILDINGS/sheds RAIL LINK
STRADDLE CARRIERS
TRUCKS
CURRENT INFRASTRUCTURE + ORGANISATION PORTS OF AUCKLAND
Ports of Auckland Limited (POAL) operates two seaports, one is located in central Auckland (International Port) and the other is in Onehunga (Regional Port). POAL also owns an inland port at Wiri, South Auckland, and land at Gabador Place which is used as a bulk liquid handling facility on the Tamaki River. Ports of Auckland Limited (POAL) was formed in 1988 and is today 100% owned by Auckland Regional Holdings, a statutory investment entity accountable to the Auckland Regional Council. The ports operates 24/7, 365 days of the year (POAL 2009). Employs 500+ staff, receives 1600 plus ship calls per year and 4-5 ship calls per day. Auckland Port is New Zealands largest container Port, vehicle import port and exchange port for cruise ships. The port is situated on the eastern side of the Auckland Isthmus in the Waitemata Harbour, and occupies less than 2km of the coastline. It is linked to the regional railway and is within 1km of state highway 1. The port operates on the eastern part of the CBD waterfront, and currently occupies 82 hectares of land and wharves from Captain Cooks Wharf in the west to Fergusson Container Terminal in the east (POAL 2008). An inland port is located off Wiri Station Road in South Auckland. The 15-hectare depot is close to the major freight routes of State Highway 1 and State Highway 20 (POAL 2008). POALs aim is to reduce the number of truck movements throughout central Auckland by 100,000 trips per year. The Wiri Inland Port holds great potential for the future of Auckland Port, and will increase efficiency, speed & flexibility while reducing congestion. Auckland Port currently handles more than 840,000 container units per year. The port also handles non-containerised goods such as timber, metal and gypsum. Auckland port can currently receive shipping vessels with a capacity of up to 4100 TEU (Panamax vessels) Current infrastructure and assets include: • Around 105 hectares of cargo handling space across three port locations. • Three container ship berths, currently capable of servicing ships with a draft of up to 13.9m • 4 parallel rail lines, each 650m long, with a combined capacity for 128 rail wagons
• 8 container cranes (Large gantry crane specially designed to load and unload containers from a ship), with 3 capable of servicing bigger ships (ZPMC cranes- the biggest in the country). • 44 straddle carriers (large machines that straddle, lift and move containers within a container yard), with most of them being new hybrid diesel electric models worth approximately $2 million each • 17 hoists, fork-lifts and reach stackers (Machines used for lifting and stacking containers and cargo) • 5 tugs and 2 pilot boats (POAL 2009). Stakeholders (a person, group, organization, or system who affect or can be affected by an organization’s actions): 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
Ports of Auckland Employees Auckland Regional Council Auckland City Council Local Iwi (Ngati te Whatua O Tamaki) Ministry of Agriculture and Fisheries (MAF) Customers Suppliers Port users and lessees Fisheries Tourists The wider Auckland community
FUTURE INFRASTRUCTURE + ORGANISATION PORTS OF AUCKLAND Ports are continually required to respond to growth by developing economic methods of moving cargo, and one of the major requirements of a port is its capacity and infrastructure. Long-term port planning is currently uncertain as future predictions are likely to change. The future capacity of Auckland Port is dependent on factors such as trade and economic growth rates, trade characteristics and market share along with changes in available technology (POAL 2008). The ports of Auckland are changing at a relatively quick pace. Further reclamations are being planned at Auckland Port that aim to shift harbour operations further east. This is aimed to both accomodate future capacity needs of the port as well as the plans for a more accessible Auckland waterfront (POAL 2008) POAL predicts that in 2040 port demand will meet capacity. Ultimate port footprint capacity using higher stacking plant/systems, 4 million TEU pa, plus breakbulk trades (POAL 2008). Preferred options for further expanding the capacity of the port: • New terminal operating plant/systems • Incremental reclamation using dredging These may be supplemented by: Car stackers or carpark buildings, inland ports At present, rail volumes represent 10% of Ports of Auckland’s total landside moves. With the introduction of a rail connection at Wiri, and other initiatives to promote rail uptake, the aim is to increase the proportion to 30% over time (POAL 2008). Future rail operations aim to reduce the turnaround time at the port through the use of new signalling system such as in-cab signalling (POAL 2008).
At present, the largest shipping vessels being used for international trades have a capacity of 12,000+ TEU. According to POAL (2008) vessels of this size are not expected to service New Zealand trades in the foreseeable future. According to Volovic (2001) the global use of container vessels with capacity to carry up to 15,000 TEU may well be a possibility in future (Volovic 2001). However, as larger vessels are introduced onto major global trade routes, it is predicted that many vessels within the capacity range of 4-7,000 TEU could become displaced and redeployed to other trade routes, potentially including New Zealand (POAL 2008)
future reclamation Future ports of Auckland Infrastructure
scale 1:20000
Existing Port Layout
Fergusson Container Terminal has been extended by 5.8 ha. The Port occupies 82 ha and wharves from Queens Wharf in the west to Fergusson Container Terminal in the east. (POAL 2008). The ports current capacity, based on existing infrastructure and organisation, is estimated to be 950,000 TEU pa, plus breakbulk volumes. This capacity includes the Port of Onehunga and the operation of the Wiri Inland Port.
Medium Term Fergusson Expansion + Berth Deepening
Consents are in place for the Fergusson expansion Stage Two, to be completed over approximately eight years to 2016, comprising a total of 4.6ha including a new deep water berth(POAL 2008)
Medium Term: Bledisloe North
The next likely reclamation development is Bledisloe North comprising 7.5ha of surface area with additional berth length
Long term: Proposed Ultimate Port Layout
The ultimate port footprint includes further reclamation between Bledisloe and Fergusson, generally within PMA 1A of the Regional Plan: Coastal. The total port area to=115 ha. prox m ap 0.7 k
2040- Demand Meets Capacity
1.2km
1.7km
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contours
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Catchment Delineation
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Piped streams Basin Delineation Contours/landform Catchment Boundaries
storm water
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Drainage Outlet Gravity Pipe Watermain Catchpits Manhole Soakhole
impervious surfaces
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P
wind
Wind Zone A Wind Zone B Wind Zone C Wind Zone D
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Predominant Westerly Winds
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Fire risk
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Fire Zone A Fire Zone B Fire Zone C Fire Zone D
solar radiation: Summer
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Value
High: 2333.74
solar radiation: winter
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Value High: 1079.76
vegetation in regional context
vegetation 1:50000
open spaces
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Open Space Residential Buildings Public Buildings
soil types
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soil stability
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shipping lanes 1:50000
shipping lanes 1:15000
Commercial harbour nautical information
regional transport
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To Gulf Harbour
To Outer Islands
To Half Moon Bay
Onehunga Port
To Wiri
transport context West Harbour
Birkenhead
Northcote
Bayswater Sytanley Bay
Gulf Harbour Great Barrier Is. Rangitoto Is. Matiatia Devonport
Pine Harbour Half Moon Bay
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To Wiri
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transport close up
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pedestrian access
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Precincts and Quarters
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height controls
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LAND OWNERSHIP
LATEST INNOVATIONS IN PORT DEVELOPMENT INTRODUCTION In the years ahead, ports will have to deal with vigorous container cargo growth at their facilities, which have limited physical expansion capabilities. Currently, Auckland City has a capacity of 840,000 TEU+ and is looking to expand its ports to accomodate over 4 million TEU`s in the next 30-40 years , US ports have capacities of approximately 4,000,000 - 7. TEU p/y, while ports in Asia and Europe are well over 12,000,000 TEU p/y. Space is limited, and the question is not if they are going to run out of space, but rather when. In the last five years, many ports have taken steps to increase the capacity of their ports, but not to maximize the capacity. If we consider the limits in physical growth, ports should take the necessary steps to densify their properties and implement solutions that will maximize its capacity.
US ports
Dubai Ports World
Voltri Terminal, Genoa, Italy
Euromax Terminal, Rotterdam
ECT Delta Terminal, Rotterdam
Rauma Stevedoring, Finland
(Conference Proceeding Paper - Milan B. Lazic, Densification is the Only Solution to Increase the Port Capacity in US)
Kalmar Terminal Development have deployed and operational scheme that offers operational simulation services for ports, rail terminals and distribution centers. “Port optimizer® / Yard Optimizer™ is a direct event based simulation tool, especially designed for modeling logistics in different container terminals and distribution centers. Simulation tool platform consists of several modules to model different kinds of handling systems and layouts. (http://www.kalmarind.com/show.php?id=1189178)
In this objective, the prime goal is to achieve the most economical options and operational schemes that will facilitate full flexibility to the operator. The densification will create benefits but in the same time impact labor. For example, a fully automated operation will maximize utilization and capacity, and improve productivity and efficiency of ports, but may reduce the labor requirements. This challenge will require teamwork from all parties involved in finding best solutions besides just increasing the port’s capacity. Also, the port densification process needs to be paired with the implementation of modern technologies and solutions to reduce air emissions and water pollutions to make existing ports to become environmentally, friendly ports .
AUTOMATED PORTS Automation Automation can result in significant savings in overall costs and improved profi tability. Automation also makes it possible to go into 24 hrs / 7 days operation at very low or no incremental costs. Low labour costs is also an advantage, as with automation only need a few people to control machines. Automatic stacking cranes are easy to automate and are already widely used in container handling. When combined with Shuttle Carriers/ Straddle carrier, they give high vessel productivity and high storage capacity at very low labor costs. Automatic stacking cranes can also gradually be introduced to an existing straddle carrier operation. Another attractive and cost effective alternative is Autostrad automated straddle carrier operation, with even higher operational fl exibility. Automation can be applied in many cases also to the existing straddle carriers. • Straddle carriers are fully automated, combined semi-automated and remote control used for loading and unloading of road trucks. • Automatic stacking cranes are fully automated, except loading and unloading of road trucks via remote control • Shuttle Carriers® can be manual or automated By introducing automation, it is possible to reduce overall operating costs and increase the utilisation rate of equipment. ASC systems are gaining popularity as they offer high stacking density with low labour usage. Main Steps to Automation • Select a handling system that can be automated • Make sure your layout is designed so that automation will be possible • Make a study including a cost impact analysis before starting Simulation tools Kalmar Terminal Development® offers operational simulation services for ports, rail terminals and distribution centers. Port optimizer® / Yard Optimizer™ is a direct event based simulation tool, especially designed for modeling logistics in different container terminals and distribution centers. Simulation tool platform consists of several modules to model different kinds of handling systems and layouts. Unmanned container handling - brocuhre PDF http://www.kalmarind.com/show.php?id=1020894
TECHNOLOGICAL INNOVATIONS AUTOMATIC STACKING CRANE (ASC) – MAXIMISING CAPACITY Automatic stacking cranes (ASC) are rail-mounted cranes used for yard stacking and in-stack transportation of containers in the storage area. ASCs deposit and pick up containers from dedicated transfer areas at both ends of the stack. Straddle carriers, Shuttle Carriers, trailers or AGVs can be used to transport containers between ship-to-shore cranes and the front-end of the stacks. Road trucks can be directly loaded/unloaded by remote control operators or by Shuttle Carriers® or straddle carriers. Control and monitoring systems provide an optimized operation enabling constant quality and throughput. (RTGs ,Improvements In The Rubber Tired Gantry Crane By: Martin C. Pilsch, Equipment and Port Development)
• Cost effective • High storage capcity, maximum land use ( up to 10- wide containers can be maintained) • Housekeeping can be done effectively during off peak hours maximising throughput at peak hours. • Environmentally friendly • ASCs produce very little noise and low emissions per a handled container as the cranes themselves do not emit exhaust or evaporative emissions. • ASC systems minimise usage of diesel powered equipment to be used for additional stacking as they take care of the in-stack transportation of the containers within the terminal Typical characteristics ASC • Railspan. . . . . . . . . . . 6-10 containers wide • Stacking height. . . . . . 1-over-6 containers • Hoisting speed. . . . . . . . . . . . . 45-90 m/min • Trolley speed. . . 60-90 m/min • Gantry speed. . . . . . . . . 180-270 m/min ( ASC- Systems 09, Kalmarind.com)
DIFFERENCE BETWEEN ASC AND RTG ( AUTOMATIC STACKING CRANE VS RUBBER TYRED GANTRY) • ASC operating cost is lower because they require less labour and less maintenance. • The productivity per machine is better – 16-18 moves per hour, compared with 10-12 moves per hour for an RTG. • Gantry speed is a crucial factor that impacts on the productivity of yard cranes. • The new generations of ASC are expected to exceed the typical RTG gantry speed by two-and-ahalf times. • RTG can achieve 120 meters/minute, high speed ASC can reach 270-300 meters/minute. • Storage capacity of terminals using ASC is around 15% higher than RTGs. • Units span a wider and higher stack, and loading lanes alongside are not required. (Container handling systems brochure, Kalmarind.com)
STRADLE CARRIERS ‘Some terminals are situated near cities and housing areas. The new option for Edrive® makes the new ESC W very environmentally friendly with full AC drives and enables the regenerative power distribution between host and drive functions.Excellent fuel economy and reduced environmental impact help in protecting the environment while the AC drive system guarantee excellent performance and productivity. • Full electric SC, least amount of hydraulics and low hydraulic oil volume • New brakes with smaller oil volume and oil cooler • Latest Tier 2 electronically controlled engine with extremely low exhaust emissions and low fuel consumption • Low noise level RUBBER TIRED GANTRY CRANES Rubber tired gantry (RTG) cranes are often used in large and very large terminals. RTG crane system gives very high stacking density because of high stacking capability and block stacking. Efficient Block Stacking RTG cranes are an efficient way of handling high block stacks as work cycle times are short when moving containers. Kalmar RTG crane is available for up to • 1 over 7-high stacking with either single or twin-lift spreader. • E-One features a low-emission diesel engine and is fitted with electric trolley, wheel turning andspreader. • Fewer critical mechanical components and therefore provides less opportunity for mechanical failures. • E-One features an impressive service interval of up to 1,000 hours for both the crane and the engine. • Zero emission model with no diesel engine is available. The fastest choice for medium-size terminals handling between 100,000 and 4,000,000 TEU a year is a systems based on straddle carriers. The straddle carriers functions as a independent system.
(Yard Optimizer - presentaion PDF) (Port Optimizer - presentation PDF) (Terminal Development- presentation PDF) (Unmanned container handling - brocuhre PDF)
(http://www.kalmarind.com/show.php?id=1020894)
TERMINAL DEVELOPMENT TOOLS TERMINAL DEVELOPMENT PROGRAMES ® ( PORT AND YARD OPTIMISER TOOLS) Design of terminal outcomes • Equipment Requirements • Layout definition in detail - E.g. reefer facilities, transfer zones •Assist customers and port consultants in developing new container terminals •improving existing container terminals •Define goals of the simulation: •focus on essential issues (20/80) •define which reports are needed •Wide customer base •constant feedback about operational issues •including what works and what doesn’t • Automated grounding decisions • Automated ASC dispatching rules • Control mechanisms and collision control rules for ASCs ( Terminal development summary 2009, HIAB, KALMAR,MACGREGOR) YARD OPTIMIZER® SIMULATION TOOL
•PORT OPTIMIZER® SIMULATION TOOL
•Landside service level •Size of Distribution Center •Small •Medium •Large •Trailer volume sequence •Type of road trucks & trailers •Number of loading bays and parking slots •Equipment specifications (Joint development 2007-2008 with Wincanton , Kalmar ,Cybercube
Main focus on container handling projects •Any handling system and layout configuration possible •Size and type of vessels •Vessel loading and unloading sequence •Number of ship-to-shore cranes and yard equipment •Single or dual trolley, single lift, twin lift or tandem lift •Yard equipment pooling •Equipment specifications
Costumer outcomes •Easy visualisation •Test new concepts •Find bottlenecks •Lower cost of testing
KEY PERFORMANCE INDICATORS •Vessel productivity •Ship-to-shore crane and yard equipment productivity •Equipment utilization •Storage capacity usage
(Yard Optimizer - presentaion PDF) (Port Optimizer - presentation PDF) (Terminal Development- presentation PDF) (Unmanned container handling - brocuhre PDF) (http://www.kalmarind.com/show.php?id=1020894)
PORT OPTIMIZER
YARD EQUIPMENT PRODUCTIVITY ( MOVES & CONTAINERS PER HOUR
SHIP-TO-SHORE CRANE PRODUCTIVITY ( MOVES AND CONTAINERS PER HOUR
YARD OPTIMIZER
LAYOUTS AND TECHNOLOGIES CASE STUDIES: TERMINAL SIZE OF PORTS: In terms of configuration of space, through the help of technological innovations AUCKLAND 843,590 TEU 115 HECTARES ( PHASE THREE FERGUSSON PORT DEVELOPMENT)
100 HECTARES VOLTRI TERMINAL ( OVER 1,800,000 TEU ) Voltri port has been defined has the greatest engineering work all over the basin of Mediterranean sea. The total surface is 2,2 millions of sqm, Berthings for 1400 m and a capacity to receive 3 former container ship post panamax. 10 quay cranes 32 reach stacker Good connection to rail tracks and toll road. Depth of 15 m PLANS TO EXCEED 10,000,000 + TEU`S has been discussed in the DRYPORT Conference Gothenburg, 05/09/2008 - Genoa: a study for the development of the Voltri container port with a dryport beyond the Apennine Mountains A dry-port will be located North of the mountains that enclose Genoa to overcome the space constraints they impose. Seaport operations change: the Voltri quays will only accommodate loading/discharging of containers directly between ships and special rail shuttles. The rail shuttles will be fully automated, carry double stacked containers, and run through a dedicated tunnel thus linking directly the foot of the ship to shore cranes to the dry-port. At the dry-port the containers will be stored, sorted, sent or received from the seaport on the shuttles, and received or distributed to the port’s hinterland via rail and road connections. Genova Terminal, Voltri Italy, Official website http://www.porto.genova.it/uk/porto/terminal/vte.asp
100 HECATRES ROTTERDAM - APM TERMINAL APM Terminals Rotterdam, one of the busiest terminals in Europe, and the APM Terminals Global Terminal Network, has a throughput capacity of 2.7 million TEUs annually. Terminal Size: 100 Hectares Capacity: 2.7 Million TEU capacity Berth length: 1,600 meter Quay Water depth: 16 meters alongside Ship to shore cranes: 14 Post panamax (23 containers across reach) Barge crane: 1 Straddle carriers: 81 Empty handlers: 3 Boom lifts: 3
EUROPAHAVEN / AMAZONEHAVEN – ROTTERDAM 265 HECATRES Throughput in 2006 4,3 million TEU Total area 265 ha Quay length 3,6 km Depth Max. 16,6 m Inland shipping Total area 7,2 ha Throughput in 2006 1.067.000 TEU Quay length 0,37 km 3 inland shipping cranes *Part of the inland ships is being handled at the deep-sea quay, another part at the inland shipping terminal. Rail Total area 18 ha Throughput in 2006 525.000 TEU 4 rail cranes Equipment 36 container cranes 2 inland shipping cranes at deep-sea quay 39 straddle carriers 24 multi trailer tractors 124 multi trailer trains 9 terminal tractors 5 reach stackers 265 automated guided vehicles (AGV) 136 automated stacking cranes (ASC) 3.250 reefer connections APM terminals, Europe, Rotterdam
http://www.apmterminals.com/europe/regionalorganization.aspx?id=14151
ECT EUROMAX TERMINAL PHASE 1, YANGHTZEHAVEN Starting date 2nd half 2008 Capacity 2,3 million TEU Total area 84 ha Quay length 1,5 km Depth 19,5 m Equipment 12 quay cranes 4 barge/feeder cranes 124 terminal chassis 6 forklifts 2 rail cranes 96 automated guided vehicles (AGV) 58 automated rail mounted gantry cranes (ARMG)
18 terminal tractors 3 reach stackers Other site characteristics Optimum nautical accessibility Water depth of 16.65 m, expandable to 19.65 m if necessary Width of Yangtze harbour: 350-600 m Quay structure capable of carrying 23-wide gantry cranes On-dock rail facility and connection to rail-infrastructure Good accessibility for feeder, barge and truck Rotterdam ports, ECT terminals.
http://www.portofrotterdam.com/en/about_port/port_maps/index.jsp HPH holdings, Innovations technology-intensive. http://www.hph.com/globalbusiness/business.aspx?gid=180 Rotterdam ECT terminal future development.
http://www.maasvlakte2.com/en/index/show/id/207
AUCKLAND’S FUTURE DEVELOPMENTS Ports of Auckland’s hybrid straddle carriers use 90% less fuel than older diesel models. For example, ongoing fuel efficiency is being provided by the Port’s 35 hybrid diesel-electric straddle carriers – the most sophisticated in New Zealand. • 90% fewer particle emissions • 20% less fuel and make less noise than older diesel-only models. Ports of Auckland’s total emissions for 2008 were down 17.4% from 2007 to an estimated 24,456.5 tonnes of carbon dioxide equivalent (CO2e, a composite measurement of the six gases listed in the Kyoto Protocol). The majority of emissions are directly related to diesel and electricity use. Three of the largest en ergy users are our marine floating plant, such as tugs and pilot boats, our cargo-handling machines – cranes and straddle carriers – and refrigerated containers, many of which carry important New Zealand exports. However, continued efforts to reduce diesel and electricity use are paying off, with consistent improvement in key indicators. Auckland Ports, need to seek enriomentally friendly technologies Eg. ASC & RTG for sustainable future terminal development if they plan to expand their TEU capacity. 2010.02.17_InterimResulttoDec2009 www.arh.co.nz www.poal.co.nz/community.../environmental_management.htm
POSSIBLE AUCKLAND TECHNOLOGIES: 115 Hectares in space. Quay lengh 1400 m x 800 m 48 RTG/ ASC. Capabilty of 1 over 6 containers and up to 10 containers wide. (6 x 10) x 6 = 600 TEU`s in one block 600 TEU x 4 = 2400 TEU in one line Over 50,000 in Storage capacity
POSSIBLE AUCKLAND PORT LAYOUT 600 TEU x 4 = 2400 TEU in one line
Approx : Over 50,000 TEU Storage capcity
CONTEMPORARY ENVIRONMENTAL ISSUES Water Quality + Bottom Contamination
Fuel/ oil spills, Runoff / stormwater disposal / wastewater overflows / dredging Ports can have adverse effects on the water quality within their harbours. Most ports are required to comply to regulatory controls on water quality, often governed by the local authority. Many city-based ports receive stormwater/wastewater from the surrounding watershed. Management of stormwater runoff requires systems that trap not only floating rubbish but clean the water of heavy metals (i.e. mercury and zinc), nutrients (i.e. nitrogen and phosphorous) and hydrocarbons (free floating oils). (UK Marine Special Areas of Conservation) The stormwater runoff from ports not only contains contaminants from port vehicles but residual material from spills and bulk goods. “Some dry bulk cargoes have high concentrations of organic material and/or nutrients, such as fertilizers and animal feed, with high biological oxygen demands, large spillages of these may cause localized nutrient enrichment and oxygen depletion. This may result in the suffocation of marine life in the vicinity.” (http://www.ukmarinesac.org.uk/activities/ports/ ph3_2.htm) Ongoing water quality tests are undertaken and measure dissolved oxygen, temperature, salinity and transparency of the water as well as other variables. The improvement of water quality not only benefits the environment but the community has much to gain with non-polluted waterways and beaches, and healthy ecological systems able to support fish stocks and birdlife. (Barcelona Port Authority) Dredging is required in most ports because of sediment movement and run-off from surrounding land areas and city streets. It ensures that ships can navigate and berth safely (POAL). Dredging is beneficial in that it removes contaminated areas of the seabed. However, the process disturbs the marine environment by exposing anaerobic layers of sediment & remobilising toxic sediment. The dredge material is often used for reclamation in port development. Mudcrete, a mix of concrete and dredged material, locks away contaminants and is instrumental in port reclamation work. Port expansion and adaptation to larger cargo carriers who require a deeper berth has seen more ports dredge to deeper levels at port and in shipping channels. (Port of Los Angeles) The environmental safety net for landside dredging is the Silt Curtain. To reduced sediment contamination whilst dredging silt screens are spread around the area until sediment settles. (Bottom Contamination & disturbance – Dredging) Many small oil spills take place at ports around the world. Operational accidents such as those that might occur during loading, discharging, and bunkering are often responsible. The disposal of bilge waste has a negative impact on water quality. The liquid residue is generated in normal ship operations, and is a very oily substance containing pollutants. (UK Marine Special Areas of Conservation)
CONTEMPORARY ENVIRONMENTAL ISSUES Noise + Light Pollution: Ports by nature are 24hour operations. Noise and light produced often cause nuisance to nearby communities. Ports are addressing light pollution by upgrading lighting technology, cutting excess use and utilizing shades, for many it is a part of their environmental and/ or sustainable policy in energy use reductions. Noise tolerance has no noted effects on the natural environment. With the exception of wildfowl and wader species, most wildlife is adaptable and can accommodate regular disturbance events, becoming tolerant over a short period. The humans find noise more disturbing, especially during the night. These communities traditionally have not existed within the proximity of the port, but recent trends in waterfront development and higher density housing in CBD zones has hastened this encroachment. (UK Marine Special Areas of Conservation)
Air Quality:
Affected by cargo handling, construction works and related road transportation. Emissions from shipping vessels, vehicles and other equipment. Reducing emissions is not only a gain for the environment, as measures to reduce these often involve systems that improve the functionality and efficiency of ports. The reduction of greenhouse gas (carbon) emissions according to the Kyoto Protocol has been taken seriously by ports globally and is a key feature in their environmental policies. Inland ports have proven efficient in reducing truck movement in city areas. Containers are loaded on to rail and transported to the inland port for distribution. The proximity of rail to ports aids faster turnover time and fuel efficiency. Globally ports that are serviced by rail are more likely to keep up with carbon emission reductions and increases in cargo, therefore ensuring their future.( Port of Los Angeles)
Increased Biosecurity Threats: Security process that involves the prevention, detection and control of unwanted pests and diseases. The Ministry of Agriculture and Forestry (MAF) is responsible for leading and cocoordinating the biosecurity system – including pest management – in New Zealand. Some of the major challenges predicted for the future of pest management in NZ will be driven by increased trade and tourism and by climatic changes. “With a change in climate and trade over the next hundred years, New Zealand could become a high-risk area for dengue fever,” Professor Woodward warned. (Biosecurity NZ 2008).
Auckland Port Lights After
Auckland Port Lights Before
CONTEMPORARY ENVIRONMENTAL ISSUES Sea Level Rise:
Over the next 100 years it is predicted that sea level will rise up to one metre above the current level. This has been accelerated by Climate Change, resulting in the warming of the oceans and glacial and ice sheet melting. Sea level rise threatens to flood low lying land, accelerate coastal erosion, and encourage saltwater intrusion into freshwater aquifers. Increasing sea surface temperatures and sea water acidity will have major consequences on marine ecosystems. The Netherlands is a country which is 27 % under sea level and predominately flat. The landscape is managed by the Flood Protection system, but strong weather events in the future could cause major damage and loss-of-life. (Netherlands and Sea Level Rise). A case study on Copenhagen by the OECD has found that its current man-made defences are inadequate for significant sea level rise, and urges upgrades in the harbour and historic city. These upgrades need to be anticipated well in advance. (OECD Environment Working Paper 2008). The Mid-Atlantic Coastal states of USA will experience increased storm surge flooding and coastal erosion because seawalls and drainage systems were designed without taking into account sea level rise. (CA Ports Not Prepared for Sea Level Rise from Climate Change). This will be played out across the world. According to a report released by WWF and financial services Allianz, a possible sea level rise of 0.5 meters by 2050 could risk “$28 trillion worth of assets in the world’s largest coastal cities”. (Peter Wilkinson) The Port of Wilmington in Delaware would loss 70% of its port property would be affected from sea level rise and climate related events. Throughout California State many of the 40 ports are unprepared for “sea level rise, including impacts to hydrology, soils, geology, transportation, recreation, and other resource categories in all environmental determinations”( http://2sustain.com/2009/12/1017-ca-ports-not-prepared-for-sea-level-risefrom-climate-change.html). Mitigation International efforts are being undertaken to find innovated mitigation measures and solutions. Some of the more important aspects to consider are: Planning adaptation strategies for projected sea level rises of 41cm and 140cm Barriers: Dam, gate or lock for the management of tidal flows. For example the Maeslant Barrier, a set of horizontal, pivoting gates on the Rhine River at the Port of Rotterdam, Netherlands, and the Thames Barrier, a series of river gates. Barriers could protect a large area of land in a single sweep Barriers are expensive to construct. Barriers are also ecologically damaging. The BCDC’s study also found that a barrier would affect the Bay’s salinity, sedimentation, wetlands, wildlife and endangered species. It also would affect sedimentation, likely making parts of the Bay shallower, while increasing coastal erosion.
Coastal Amouring: levees and seawalls, that fix the shoreline in its current place. The Hard approach included concrete seawalls and bulkheads, for on shore wave action, but can lead to beach erosion. Earthern levees for low lying land. A soft form is beach nourishment, the adding of sand to the shore, and off shore breakwaters and groins (riprap walls). Elevated development. By reclamation, and elevated pole houses. Floating Development. Floating homes moored in quiet waters, and/or anchored to the sea floor.
Floodable Development. Structures that are designed to withstand flooding or to retain stormwater, such as flood parks. Living Shorelines. Wetlands are the natural form of our shoreline. They absorb floods, slow erosion and provide habitat. Such habitats are of benefit to society as light recreation areas but require time and space to develop. This environment would need constant restocking of sediment and the space to migrate inland and adapt to new sea levels. (Strategies for managing sea level rise).
sea level rise year 2100
Predicted Sea-Level Rise 2100
0.18 - 0.59 m predicted sea level rise (NZ Govern 2008)
scale 1:15000
Storm surge range year 2100
Predicted Sea Level Rise + Potential Storm Surge Levels 2100
Map indicates possible areas affected by storm surges along with the predicted sea level of 2100.
Sea-Level Rise + Potential Storm Surge Range 2.59-2.99 STORM SURGE RANGE - HIGH 2.58-2.59 2.18-2.58 0.59-2.18 STORM SURGE RANGE - LOW PREDICTED SEA LEVEL RISE 0.18-0.59
scale 1:15000
sea level rise beyond 2100.. beyond 2100..
The complete melting of the Greenland Ice Sheet and the West Antarctic ice sheet would lead to a sea-level rise of up to 7m. There is medium confidence that at least partial deglaciation of the ice sheets may occur over a period ranging from centuries to millenia for a global average temperature increase of 1-4 degrees celcius (relative to 1999-2000). (NZ Govern 2008)
Predicted future sea-level rise of up to 7m
scale 1:15000
SUSTAINABILITY DEFINITION What is sustainability?
Systems of the planet President’s Council on Sustainable Development, 1996 Around the world the issue of sustainability define goal setting for future emission rates, better business practice and future targets. It also ties in with future planning around Climate Change and what actions can be taken to mitigate effects, although not all nations have committed to future planning.
Port of Portland sustainable development definition (Degens, 2008): “Economic growth that will benefit the present and future generations without detrimentally affecting the resources or biological”
AAPA Sustainability Task Force, March 2007AAPA
Port of Portland sustainability definition (Degens, 2008) “Business strategies and activities that meet the current and future needs of the port and its stakeholders, while protecting and sustaining human & natural resources”
Global Ports view of sustainability Sydney Ports (Sydney Ports 2009). As well as stating that sustainability is “integral to all business decisions” Sydney Ports insist that a “balance between short-term priorities and long-term benefits/impacts” must be met. Sydney Ports acknowledges “the quest for sustainable development goes beyond sectoral concerns such as environmental protection, social equality or economic growth. By emphasising all three in equal measure, sustainability requires an integrated and holistic approach.” Goals have been set out by Sydney Ports, such as: “To advocate and facilitate sustainable practices in the planning, development and operation of the port operators to conduct sustainable business.”
In Han Meyers article “Auckland could be a maritime jewel” he discusses the concept of a sustainable port as the need for a port to incorporate or create a new relationship with its city and its natural surroundings. Meyer (2010) states that ‘border zones’ between the port and a city or natural surroundings are important to address, and should include programmes that relate to and include both areas. How can Aucklands working port have a powerful relationship with the neighbouring commercial urban waterfront and the scenic and ecological asset that is the Waitemata harbour?
Sustainability is a broad concept and there are numerous definitions available. The World Commission on Environment and Development’s definition suggests that development is sustainable where it “meets the needs of the present without compromising the ability of future generations to meet their own needs.” (Our Common Future, UN Document).
SUSTAINABILITY DEFINITION The New Zealand Resource Management Act 1992, defines sustainability as:
a. Sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably foreseeable needs of future generations; and b. Safeguarding the life-supporting capacity of air, water, soil, and ecosystems; and c.Avoiding, remedying, or mitigating any adverse effects of activities on the environment. (seanet.org.nz)
SUSTAINABLE DEVELOPMENT
Legislation / Guidance
Applying such guidelines to business practice along with a dedicated commitment to the future of humanity and the planet would ensure that any enterprise functioned sustainably. Ports of Auckland’s view on sustainability Ports of Auckland (POAL) indicate the importance of sustainable practice to their method of operation. Sustainability has continued to be an issue discussed openly by Port’s of Auckland, with efforts to develop sustainably in annual publications. In 2004, POAL offered the components of operation; which they aim to carry out sustainably: “Ports of Auckland takes a broad view of sustainability, incorporating all aspects of business including financial and operational performance, economic contribution, and environmental, community and people, health and safety performance.” The latest report from POAL suggests a similar sustainable policy, customised for sustainable operation within the Auckland ports. More general than the 2004 version, Ports of Auckland insist that they are making “a sustained effort to improve environmental practices and reduce the impact of our operations on the environment.” Although POAL have stated the sectors in which they wish to address sustainability, they have not produced a firm definition or underlying sustainability goal. The aim currently is to ‘reduce’ the effects of non-sustainable operations. A more viable approach may be to look into alternative methods of operating and setting concrete figures to work towards. A sustainable waterfront must address the wider context by seriously researching and taking tangible action in efficient goods distribution, the issues of peak oil, climate change and sea level rise, marine biology, native vegetation and wildlife habitats, stormwater contamination, alternative energy sources and infrastructure and true social and community engagement. Long-term planning ensures better environmental practice and long-term financial savings in invested infrastructure and appropriate assets. Another point to consider is- can ports ever truly be sustainable? The inherent nature and ability of importing and exporting goods, especially non-necessity items such as plastic toys must have a significant ecological footprint that possible could never be outweighed. Perhaps it is just as important to address our cultural habits as it is too address physical infrastructure when approaching the concept of sustainability.
Management Issues at Ports
ABP Policy
Policy Objectives/Goals
Nature Conservation (Habitat etc.) Regulations 1994
Harbours Act 1964 and Transport & Works Act 1992
Food, and Environment Protection Act 1985
UK Government ‘Modern Ports’ Paper
Requires any port undertaking a development project that may have a significant effect on a designated European site to undertake an "Appropriate Assessment"
Any port undertaking a development project may require permission from the Department for Transport
Requires a FEPA licence to place structures on the seabed or to dispose of dredging arisings.
Port development should be in accordance with Modern Ports and UK sustainability objectives
Consideration must be given to beneficial use of dredged material
To look for opportunities to promote sustainable transport and distribution through the development of our business whilst ensuring that port developments contribute to sustainable development
To maintain an open and constructive dialogue with the main conservation bodies over the issue of port development
That any ABP port undertaking a development project fully assesses the impacts on the environment and incorporates mitigation/compensation measures that minimise any adverse impacts of development where necessary
That ABP identifies wherever possible new opportunities for promoting more sustainable transport networks
SUSTAINABLE DEVELOPMENT Issues regarding sustainable development in ports:
With increased stakeholder, public and government concern around sustainability and port development, to ensure that resources are protected for future generations, ever increasing methodologies, reports and interventions are appearing globally. One of the biggest issues is; however, how effective these methodologies really are in aiding a sustainable outcome. The availability of proven practical tools and methodologies for implementation is a problem for many ports around the world (including the Ports of Auckland). There are no sound solutions currently, only trial and error mitigations which may or may not stand the test of time. Another issue is the connectivity between policies and statements of intent provided by local councils, governments and Port corporations and actual environmental protection implementation (Naniopoulos, A, Tselentis, BS & CFWooldridge).
What is a sustainable port?
With regards to the definition of sustainability in general (as seen in the previous document), a sustainable port would encompass the provisions laid out in the definition, but be applied specifically to the geology, layout and system operations of a particular port site (Naniopoulos, A, Tselentis, BS & CFWooldridge). Every port around the world is different, each with a unique layout, water-depth, contextual relationship, relationship with surrounding city, environmental relationship, ecological relationship, energy-use, social interactivity. In aiming for sustainability, planners of port development need to ensure that they design for site-specifics. The methodologies implemented in ports around the world are certainly helpful in guiding new, more sustainable development, but only if they are modified to fit the site in question (Institute for infrastructure, environment and innovation 2006). Although officials have set up numerous foundations, such as ‘ecoports’ and PERS (Port Environmental Review System), which deal with European benchmarks for port performance, these guidelines are quite broad and do not provide site-specific guides (Naniopoulos, A, Tselentis, BS & CFWooldridge). It is therefore difficult to believe that such guidelines with sustainable intensions are generating a sustainable balance of development in ports, especially when it is generally the local city councils and port corporations themselves making decisions regarding efforts towards sustainability (with economic sustainability being the foremost of importance). The guidelines such as those of the European ports will however ensure that port development is heading in the right direction regarding sustainability (Institute for infrastructure, environment and innovation 2006).
San Francisco Ports
At Fishermans’ wharf in San Francisco’s ports, a new bilge water treatment system has been implemented (2006) to prevent water pollution. Waste oil recycling programs at Hyde Street Harbor and Fisherman’s Wharf Inner Harbor; Catch basin cleaning and investigation and mapping of sanitary sewer lines and pump stations in the vicinity of Fishermans’ Wharf have been incorporated. A storm water management plan has been initiated. This involved the construction of a landscaped storm water treatment swale for Amador Street (completed 2005). This development was planned to augment the recent wetland restoration at pier 94 (Moyer; M, 2006).
GLOBAL DEVELOPMENT EXAMPLES New England Ports, Canada
New England Ports have devised new sustainable developments, discussing these in tiers (EPA: Environmental Protection Agency New England 2008): Environmental: -Reduce Idling Time and Optimize Terminal Layout -Cleaner Fuels: Biodiesel, Emulsified Diesel -Environmental Management System (EMS) -Harbor Speed Limits/Marine Vessel Speed Reduction: lower emissions
Technological:
-Retrofit — Existing diesel engines can be retrofitted with EPA-verified advanced pollution control technology -Repair/Rebuild: prevent premature engine failure -Repower and on-dock supply options: replace a failing or very dirty old engine with a newer, cleaner diesel engine
Infrastructure:
-Intermodal shipping: switch from high-emission trucks to rail -Cold ironing: Providing shore power allows compatibly-equipped vessels to “plug in” to meet their energy needs in lieu of running their auxiliary engines while docked. Reduces air pollution.
Ports of Portland, USA
To create a more environmentally, economically and socially sustainable port operation, Portland ports have incorporated rain gardens and impervious surfaces into recent developments. The community and economy also benefit as new businesses have been developed in the Port’s terminal 6 (Public Works Magazine , 2007). Ports of Portland recently used porous pavement for much of its Terminal 6 expansion project. The October issue of Stormwater, the Journal for Surface Water Quality Professionals, offers a fascinating look at the in’s and out’s of the project which involved bioswales, raingardens, and porous asphalt to achieve 100% stormwater infiltration onsite (City of Portland, Oregon, 2010). Keeping stormwater out of drain pipes and the sewer system and letting it soak into the earth is a cutting-edge way to protect river health. The article details how the Port concluded that construction time savings (resulting from avoiding permit processes necessary in other alternatives), a similar construction cost, and significantly lower ongoing maintenance costs and reduced stormwater fees made porous pavement the preferred alternative (Matthew Rogers; W, P.E & Faha; M, ASLA, 2007).
GLOBAL DEVELOPMENT EXAMPLES Ports of Gothenburg, Sweden
Gothenburg port has developed ecologically and sustainably through implementing the following(Goteburg award...): • Vapour recovery unit • Onshore Power Supply • Heavy eco driving • Rail shuttles • Green bunkering • Waste and sludge management • Differentiated harbour dues • Emission control on all working vehicles • “Vision zero” at the Oil Terminal • Safer fairways • Electricity from wind power • Intermodal transport solutions “The Port of Gothenburg was the first in the world to let ships in port turn off their diesel motors and plug into the city’s electricity. Today all ships are connected.” (Port of Gothenburg, Goteburg, Sweden). The Port of Gothenburg is among ports of the Nordic Sea to be visited in an environmental study tour. A conference was held (February 2010) in conjunction with the study tour regarding Greenports, in association with EcoPort and ESPO (European Seaports Association), to discuss key environmental issues (Goteburg award...).
Port Botany, Sydney, Australia
At Port Botany, in Sydney, Australia, Sustainability promises have been met with the following initiatives (Sydney Ports, 2009): -Foreshore Beach upgrade and restoration (environmental and social sustainability) -Two new lookouts at the eastern and western ends of Foreshore Beach including a bird lookout at the western end (social sustainability) -A pedestrian/cycleway with rest areas (social sustainability) -A new boat ramp with four lanes, pontoons, parking and public amenities -A new pedestrian bridge over Foreshore Road linking Sir Joseph Banks Park with Foreshore Beach (social sustainability) -Improvement of the habitat for shore birds, providing a superior ecological area (environmental/ ecological sustainability) -Penrhyn Estuary environmental enhancement works -A dedicated road link from the new terminal directly to the heavy truck route on Foreshore Road, via a six span bridge (energy sustainability: lower emissions). (AECOM, 2010). Sydney Ports are also working on a climate change development plan in regards to future sustainable developments (Sydney Ports2, 2009).
ECO/SUSTAINABLE DEVELOPMENT Ports of Antwerp, Belgium
In terms of contemporary ecological development approaches to ports, many Cities are now beginning to look at the wider contextual picture concerning wildlife and vegetation. Ecological patterns and networks are becoming increasingly important to Port development, with the realization that in order to sustain wildlife into the future, indicators such as density of native and exotic vegetation patches, and permeability of the matrix between natural fauna habitats need to be investigated (Institute for infrastructure, environment and innovation , 2006). Example: Antwerp Ports have incorporated this thinking into contemporary port design, specifically in their attempt to provide habitat for an endangered frog. This was in accordance with the birds and habitats directive of the Flemish government. Studies regarding the Netterjack toad’s current habitats and ecological networks have been undertaken and modifications to the port to support the survival of the toad carried out. These include increased vegetation (similar to the natural habitat of the toad) and sloped banks for water access. Breeding ponds were also implemented into the ports area, with investigations into the relationship between the port area and ecological habitat networks (Alterra WageningenUR).
Antwerp: Port Length: 2-2.5 km, Port widths: 500m-1km, area of port: 14,055ha, average distance from viable habitat-port: 2km. In comparison to Auckland Ports: Port lengths: 500m-700m, Port widths: 50m-400m, area of port: 70ha, average distance from viable habitat: 1.5km. There is little-no ecological link between north shore (devonport and Auckland City).
The following eco/sustainable implementations were developed (Institute for infrastructure, environment and innovation , 2006).: -Intertidal mudflats and marshes -Ecologically valuable inundated area with broad borders Habitat Map -Longterm extensive management grassland reed and water -Fresh water creek with broad borders and reedbeds; longterm extensive management of grassland -Beach and area for seabirds and colonial breeder -Long term extensive management grassland & tidal creek
Population Map
The Port of Antwerp development displays insightful sustainability practice, with infrastructural development being justified with ecological compensations.
Habitat Networks
Persistence of Habitat Network
GLOBAL-LOCAL DEVELOPMENT Rotterdam, Holland, Netherlands
The Port of Rotterdams development objectives include care in dealing with materials, water, biodiversity, energy, mobility and space. Quality of life and opportunities for recreation are also a priority. In developing the Second Maasylakte port reclamation project, a demarcation line between the port and wildlife areas was reached. The new port is to be constructed as far north of the demarcation line as possible, minimizing effects of dune reserves and associated habitats. The development of this new port will damage natural resources; the Port of Rotterdam has devised mitigations to aid environmental and ecological sustainability (Institute for infrastructure, environment and innovation 2006). These mitigations include: -Construction of soft sea wall to compensate for losses in shallow coastal sea -Cause no additional damage to the dunes than the two northerly variants of the study designs -Operational design of reclaimed land must take extensive mitigating measures to meet the objectives of material, water, biodiversity, energy, mobility and space care (Institute for infrastructure, environment and innovation 2006).
The Ports of Rotterdam are also being developed in a way which deals with the effects of climate change and resulting sea level rise. With a history of flooding already, methodology in terms of sustainable port development encompasses the wider context of the city of Rotterdam (Molenaar; A, 2008). Methodologies include slowing down storm water (whilst cleansing it) through innovative storm water design, which also integrates social sustainability (interactive storm water systems).
Ports of Auckland
Auckland ports sustainable developments include -Reducing, Reusing and Recycling -Transport emmisions reduction -Footprint management -Spills reduction (POAL, 2009).
Although Ports of Auckland are aiming at sustainable outcomes (POAL, 2009), there are greater contextual aspects which could be integrated into port development to aid in the sustainability of both the ports of Auckland and the Auckland region. These could include: -Ecological incorporation to ensure habitat and species sustainability. -Social sustainability: integrating public and commercial space for a more vibrant waterfront. -Environmental mitigation to ensure spills do not occur and storm water/waste is not expelled into the harbour (possibly endangering marine life and the quality of the seabed) -Emission decrease: possibly through a re-think of transport modes (more intermodal development?) -Renewable energy sources: wind power
CONTEMPORARY WATERFRONTS Waterfront Development takes on many different faces across the world. The purposes behind the developments are often varied, ranging from sustainable and ecological improvement (www. waterfrontoronto.ca), rejuvenation to invigorating the economy of the area (Hudson River Park). In China and Bahrain developments often entail the creation of whole new cities, like Luchao New Harbour City, with intensive planning around waterfront recreational and resort facilities, with scenic parks and lookouts (www.tour-beijing.com) and in Bahrain, the Bahrain Financial Harbour Development Project which entails commercial, residential and recreational facilities in and around the waterfront, as well as whole new islands and causeways(www.bfharbour.com). Hamburg Copenhagen is one of Europe’s oldest ports with an industrial waterfront. Its rejuvenation has made the waterfront accessible via a scenic promenade linking the shore to downtown without interfering with economic activity of the waterfront (Great Waterfronts). In Amsterdam the old industrial areas are transitioning towards multiply use harbour areas. Spurned on by aging, accessibility issues, unappealing buildings and lack of public space, the area had lost appeal. The rejuvenation is an example of how port orientated economic activity is being replaced by city-orientated activity. In this case the development of the Rotterdam Ports has reduced the shipping volumes and cargo handling facilities required by the Amsterdam Port (Minerva Harbour). A vibrant waterfront development entails more often than not recreational facilities, connectivity, and tourism features. All these features aid the boosting of the local economy (www.pps.org). There is also a strong movement towards shore protection from climate change, and sustainable practices which aid and benefit the local wildlife, in many instances wildlife re-introduction into restored areas that have been void of any native fauna or flora (www.waterfrontoronto.ca). Hobart’s waterfront in Tasmania is to be a contemporary cultural hub that revitalizes the waterfront. Previously the connection between the waterfront and city has been under utilized. The Hudson River Park is an excellent example of contemporary waterfront development. The 13 kilometers of development has taken place over a number of years (1999-2009) and utilizes common design elements to tie each individually designed neighborhood segments together.
CONTEMPORARY WATERFRONTS The key features that contribute to successful and integrated waterfront development include: -Make Public Goals the Primary objective -Shared Community vision for the Waterfront -Create multiply destinations -Connect the destinations -Optimize Public Access -Encourage 24-hour activity by limiting Residential Development -Design and Program Buildings to engage the Public Space -Support multiple modes of transportation and limit Vehicular Access -Integrate seasonal activities -Make stand alone iconic buildings that serve multiple functions (www.pps.org) The reconnection of urban spaces in Rotterdam has highlighted that “having a sustainable green city is not an idealistic aspiration, it is an imperative, due to the fragmentation of urban sprawl” (Knuijt, 2008). Public space is no longer a productive space (markets, work, product sale) but a consumer space (shopping, entertainment, dwelling), but as communities develop the idea of productive and consumer space is blurred, like work and leisure, or public and private. It is the quality of life that is important for developing cities and attracting potential enterprise. The greatest threats to waterfront development are effects of climate change and bureaucracy. Aucklands supercity is an example of beauracracy gone mad in the eyes of sustainable and community orientated development. As explained Bernard Orsman, Council Controlled Organisations, with government appointed directors will have “free rein to come up and implement a new masterplan for the waterfront”, but more poignantly “the directors will not be obliged to listen to Aucklands, hold public meetings or front up when things go wrong”(Orsman 2010). This goes against worldwide practice where community input is essential in the implementation of good waterfront design. Globally waterfronts are being freed-up and becoming revitalized public spaces. Contemporary development is varied and diverse, providing a wide range of answers to todays development issues.
References: Historic Maps and images
The University of Auckland Business School. Ports of Auckland Business History Project. Sourced 28 February, 2010, from: http://www.businesshistory.auckland.ac.nz/ports_of_auckland/timeline.html Ports of Auckland, (2008). Ports of Auckland History. Sourced 28 February, 2010, from: http://www.poal.co.nz/about_us/history_auckland.htm Timespanner, (2009). Ports of Auckland Links. Sourced 28 February, 2010, from: http://timespanner.blogspot.com/2009/11/ports-of-auckland-history-links.html Historic Maps: Auckland City Libraries: E Resources. Sourced 25 February, from: http://www.aucklandcitylibraries.com/DigitalLibrary.aspx?Page=AZLIST Historic Photos: Main, W; (1977). Auckland Through a Victorian Lens. Millwood Press Ltd. Wellington. Reed, AW; (1955). Auckland: City of the Seas. A. H. & A. W. Reed. Wellington.
References: Part ONE: Current and future Links to Applicable Internet Sites:
1 Ports of Auckland Limited POAL (2008) Port Development Plan 2008. Ports of Auckland Limited. http://www.poal.co.nz/about_us/port_development_plan.htm 2 Ports of Auckland Limited POAL (2009) Facts and Statistics booklet. Ports of Auckland Limited. http://www.poal.co.nz/news_media/publications/POAL_information_booklet_2009.pdf 3 National Ocean Service: Sea-land service, inc: changing ship technology and port infrastructure implications http://oceanservice.noaa.gov/websites/retiredsites/ natdia_pdf/9vulovic.pdf 4 Climate change, trade and agriculture: Address to Federated Farmershttp://www.beehive.govt.nz/speech/climate+change+trade+and+agriculture+address+federate d+farmers 5 NZ Trade in great shape for the future http://www.stuff.co.nz/southland-times/opinion/from-the-beehive/3050108/NZ-trade-in-great-shape-for-the-future 6 Development with vision - council’s property role http://www.aucklandcity.govt.nz/council/documents/property/proposalb.asp References Volovic, R. (2001) National Ocean Service: Sea-land service, inc: changing ship technology and port infrastructure implications Retrieved: 02.03.10 http:// oceanservice.noaa.gov/websites/retiredsites/natdia_pdf/9vulovic.pdf Auckland Port of Choice. 2005. Ports of Auckland annual review.
References: Part Three: Contemporary Environmental Issues
Part Three: Links to Applicable Websites: Four Website Links
1 POAL Sustainability Review http://www.poal.co.nz/news_media/publications/POAL_sustainability_review_2009.pdf 2 Strategies for managing sea level rise http://www.spur.org/publications/library/report/strategiesformanagingsealevelrise_110109 3 Greenhouse Effect and Sea Level Rise: The Cost of Holding Back the Sea http://www.epa.gov/climatechange/effects/coastal/slrmaps_cost_of_holding.html 4 Sea level rise could cost port cities $28 trillion http://www.cnn.com/2009/TECH/science/11/23/climate.report.wwf.allianz/index.html References for Sea Level Rise Sea surface height Change image Image credit: NASA Earth Observatory. http://icons-pe.wxug.com/data/climate_images/globalssh_jsn_2007.jpg Uploaded 05-03-10, 3.38pm Sea level rise could cost port cities $28 trillion By Peter Wilkinson, CNN November 23, 2009 9:40 a.m. EST http://www.cnn.com/2009/TECH/science/11/23/climate.report.wwf.allianz/index.html Uploaded 06-03-10, 9.47pm Netherlands and Sea Level Rise http://www1.american.edu/ted/ice/dutch-sea.htm Uploaded 04-03-10, 8.51pm Government Reports Warn Planners on Sea-Rise Threat to U.S. Coasts By CORNELIA DEAN Published: March 12, 2008 http://www.nytimes.com/2008/03/12/science/12coast.html Upload 05-03-10, 10.22 CA Ports Not Prepared for Sea Level Rise from Climate Change December 14, 2009 http://2sustain.com/2009/12/1017-ca-ports-not-prepared-for-sea-level-rise-from-climate-change.html Uploaded 05-03-10, 10.29am Assessing Climate Change Impacts, Sea Level Rise and Storm Surge Risk in Port Cities: A Case Study on Copenhagen (2008) by Stéphane Hallegatte (1.2) ,Nicola Patmore (3), Olivier Mestre (2), Patrice Dumas (1), Jan Corfee Morlot (4), Celine Herweijer (3), Robert Muir Wood (3) http://www.oecd.org/document/10/0,3343,en_2649_34361_41454026_1_1_1_1,00.html Uploaded 05-03-10, 10.52am Rising Sea Level and More Severe Storms Threaten Eastern Seaboard http://www.sealevelreport.com/ Uploaded 05-03-10, 1058am. Sea level change, San Francisco Bay http://www.sfbg.com/blogs/politics/2009/09/more_on_sealevel_rise_in_the_s.html Uploaded 05-03-10, 11.16am UK Climate Impacts Programme http://www.ukcip.org.uk/index.php?option=com_content&task=view&id=409&Itemid=451 Uploaded 05-03-10, 10.27pm Strategies for managing sea level rise http://www.spur.org/publications/library/report/strategiesformanagingsealevelrise_110109 Uploaded 05-03-10, 11.27am References: Port of Gothenburg http://www.portgot.se/prod/hamnen/ghab/dalis2b.nsf/vyPublicerade/8D26E1B37942F6E6C12571940030F1A6?OpenDocument Uploaded 28-02-10 POAL Sustainability Review http://www.poal.co.nz/news_media/publications/POAL_sustainability_review_2009.pdf Uploaded 23-02-10 POAL –Environmental Management http://www.poal.co.nz/community_environment/environmental_management.htm Uploaded 23-02-10 Barcelona Port Authority http://www.portdebarcelona.es/wps/portal/portada-en/?WCM_GLOBAL_CONTEXT=/wps/wcm/connect/ExtranetAnglesLib/El%20Port%20de%20Barcelona/serveis/ Medi+ambient/El+Port+i+el+Medi+Ambient Uploaded 02-03-10 Long Beach Harbor Department Green Port Policy - “White Paper” The guiding principles of the new Green Port Policy, formally adopted by the BHC in January 2005 http://www.polb.com/civica/filebank/blobdload.asp?BlobID=2268 Uploaded 02-03-10
Sea level change, San Francisco Bay http://www.sfbg.com/blogs/politics/2009/09/more_on_sealevel_rise_in_the_s.html Uploaded 05-03-10, 11.16am UK Climate Impacts Programme http://www.ukcip.org.uk/index.php?option=com_content&task=view&id=409&Itemid=451 Uploaded 05-03-10, 10.27pm Strategies for managing sea level rise http://www.spur.org/publications/library/report/strategiesformanagingsealevelrise_110109 Uploaded 05-03-10, 11.27am Port of Gothenburg http://www.portgot.se/prod/hamnen/ghab/dalis2b.nsf/vyPublicerade/8D26E1B37942F6E6C12571940030F1A6?OpenDocument Uploaded 28-02-10 POAL Sustainability Review http://www.poal.co.nz/news_media/publications/POAL_sustainability_review_2009.pdf Uploaded 23-02-10 POAL –Environmental Management http://www.poal.co.nz/community_environment/environmental_management.htm Uploaded 23-02-10 Barcelona Port Authority http://www.portdebarcelona.es/wps/portal/portada-en/?WCM_GLOBAL_CONTEXT=/wps/wcm/connect/ExtranetAnglesLib/El%20Port%20de%20Barcelona/ serveis/Medi+ambient/El+Port+i+el+Medi+Ambient Uploaded 02-03-10 Long Beach Harbor Department Green Port Policy - “White Paper” The guiding principles of the new Green Port Policy, formally adopted by the BHC in January 2005 http://www.polb.com/civica/filebank/blobdload.asp?BlobID=2268 Uploaded 02-03-10 Ports of Virginia Water quality and Under Wharf Retention Basins http://www.portofvirginia.com/corporate/environment/air--water-quality.aspx Uploaded 23-02-10 Port of Los Angeles http://www.portoflosangeles.org/facilities/rail_intermodal_yards.asp Uploaded 03-03-10 UK Marine Special Areas of Conservation Article; Environmental impacts of port and harbour operations http://www.ukmarinesac.org.uk/activities/ports/ph3_2.htm Uploaded 25-02-10 Bottom Contamination & disturbance - Dredging http://www.ozcoasts.org.au/conceptual_mods/threats/dredging.jsp Uploaded 26-02-10 Bray, R N Environmental Aspects of Dredging http://aleph.library.tudelft.nl/F/?func=file&file_name=find-b&local_base=dredgeline Uploaded 27-02-10 POAL mudcrete, Beca http://www.beca.co.nz/Publications/~/media/Publications/Annual_Review/PDF/engineering_consultancy_2005.ashx Uploaded 25-02-10 Biosecurity Summit 2006: Climate Change and Biosecurity http://www.biosecurity.govt.nz/publications/biosecurity-magazine/issue-72/biosecurity-summit-2006 Retrieved 07.03.10
references: What is sustainability Resource Management Act 1991. New Zealand Government. http://seanet.org.nz/index.php?option=com_content&task=view&id=155&Itemid=54 (Uploaded 07-03-10, 3.00pm). Our Common Future, Chapter 2: Towards Sustainable Development. UN Documents, Gathering a Body of Global Agreements http://www.un-documents.net/ocf-02.htm#I (Uploaded 06-03-10, 10.00am). Auckland could be a maritime jewel. Jan 15, 2010. The New Zealand Herald. Degens, S; (2008). Sustainable Port Development: A practioner’s perspective. Sourced 28 February 2010, from: aapa.files.cms-plus.com/.../08FINANCE_Degens_Sebastian.pdf Sydney Ports, (2009). Sydney Ports: First Port, Future Port. Sourced February 26, 2010, from: http://www.google.co.nz/search?q=port+botany+sustainable+development&ie=utf-8&oe=utf-8&aq=t&rls=org.mozilla:en-US:official&client=firefox-a
references: ECO/SUSTAINABLE DEVELOPMENT
Naniopoulos, A, Tselentis, BS & CFWooldridge. Sustainable Development of Port Operations: the Role of Research Led Education. Sourced February 26, 2010, from:
http://www.ecoports.com/ContentFiles/KefaloniaEDUCATION06v2.pdf
Sourced February 26, 2010, from:
Institute for infrastructure, environment and innovation (2006). http://www.imieu.eu/index.php?option=com_content&task=view&id=47&Itemid=52
Moyer; M, (2006). Port of San Francisco SWMP . Sourced February 26, 2010, from: http://www2.alterra.wur.nl/Webdocs/PDFFiles/Alterrarapporten/AlterraRapport1376.pdf http://www.sfgov.org/search.asp?cx=001593663239517815061%3Acpwuhes7woa&cof=FORID%3A11&ie=UTF-8&hq=inurl%3APort_index%7CPort_page%7CPort_meeting%7CPort%7CPort_form&q=swales EPA: Environmental Protection Agency New England (2008). Sourced February 26, 2010, from: http://www.northeastdiesel.org/pdf/Green-Strategies-4-Sustainable-Ports.pdf Public Works Magazine . (2007). Sourced February 26, 2010, from: http://www.pwmag.com/industry-news.asp?sectionID=770&articleID=438448 City of Portland, Oregon. (2010). Port of Portland’s “Thirsty Asphalt” Gets Noticed. Sourced February 26, 2010, from: http://www.portlandonline.com/river/index.cfm?a=169278&c=39767 Matthew Rogers; W, P.E & Faha; M, ASLA, (2007). Port of Portland Terminal 6 Porous Pavement Project: Sustainable Design in a Light Industrial Environment. Sourced February 26, 2010, from: http://www.landandwater.com/features/vol51no1/vol51no1_2.html (pics for portland) Goteburg award for sustainable development. Goteborg is climate smart Sourced February 26, 2010, from: http://www.goteborgaward.com/en/informationssida/goteborg-tanker-klimatsmart.html Port of Gothenburg, Goteburg, Sweden. Sourced February 26, 2010, from: http://www.portgot.se/prod/hamnen/ghab/dalis2b.nsf/vyPublicerade/8D26E1B37942F6E6C12571940030F1A6?OpenDocument Sydney Ports. (2009). Sydney Ports: First Port, Future Port. Sourced February 26, 2010, from: http://www.google.co.nz/search?q=port+botany+sustainable+development&ie=utf-8&oe=utf-8&aq=t&rls=org.mozilla:en-US:official&client=firefox-a AECOM (2010). Port Botany Expansion Project, Sydney http://www.aecom.com/What+We+Do/Transportation/_carousel/Port+Botany+Expansion+Project,+Sydney Sydney Ports2. (2009). Sydney Ports: First Port, Future Port. Sourced February 26, 2010, from: http://www.sydneyports.com.au/community/expansionimprovements/port_botany Molenaar; A, (2008). Rotterdam 2 Waterplan transitions in urban water management, Public Works Water management Dept. Rotterdam. Sourced February 26, 2010, from: http://74.125.155.132/search?q=cache:nIwW-BZL02kJ:dutchdialogues.files.wordpress.com/2009/02/arnoudmolenaar_rotterdamwaterplan.pdf+rotterdam+port+stormwater&cd=5&hl=en&ct=clnk&gl=nz&client=firefox-a Institute for infrastructure, environment and innovation (2006). Sourced February 27, 2010 from:
http://www.imieu.eu/index.php?option=com_content&task=view&id=47&Itemid=52 Alterra WageningenUR, Port of Antwerp, Alterra-report 1376: Making the Port of Antwerp more natural; ecological infrastructure network for the natterjack toad (Bufo calamita) on the left bank of the Scheldt. Sourced February 2010 from: http://www2.alterra.wur.nl/Webdocs/PDFFiles/Alterrarapporten/AlterraRapport1376.pdf
Ports of Auckland (POAL), (2009). Sustainability Review:Contributing to our success. Insight Creative Limited. Auckland.
references: CONTEMPORARY WATERFRONTS Projects for Public Spaces http://www.pps.org/info/newsletter/february2007/waterfronts_overview Uploaded 07-03-10, 10.15pm
Water Front Toronto http://www.waterfrontoronto.ca/dynamic.php?first=43fa75b221b08&second=4b0edabb57224 Uploaded 07-05-10, 9.39pm Projects for Public Spaces How to Turn a Waterfront Around http://www.pps.org/info/newsletter/february2007/great_waterfronts Uploaded 07-03-10, 10.12pm Great Waterfronts http://www.pps.org/info/newsletter/february2007/great_waterfronts uploaded 07-05-10, 10.01pm The lockout of Auckland By Bernard Orsman http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10630595 Uploaded 08-03-10, 4:00am Hudson River Park http://www.hudsonriverpark.org/construction/index.asp Uploaded 07-03-10, 10.34pm Luchao Harbour, China http://www.tour-beijing.com/shanghai_attractions/hcg.jpg Uploaded 07-03-10, 10.47pm Minerva Harbour, Amsterdam http:// www.okra.nl Uploaded 07-03-10, 8.27pm Knuijt, Martin (2008). Article: The Connected City TOPOS #64, 2008 Hudson River Park http://www.hudsonriverpark.org/construction/index.asp Uploaded 07-03-10, 10.34pm Bahrain Financial Harbour www.bfharbour.com/ Uploaded 03-05-10, 3.41pm The lockout of Auckland By Bernard Orsman, 4:00 AM Monday Mar 8, 2010 http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10630595 Uploaded 08-03-10, 3.59pm
references: Part 2 : latest innovations in port developments
1. Technological Port supplier http://www.kalmarind.com/show.php?id=1020894 2. Italy Voltri port technology information http://www.porttechnology.org/static.php?id=28&issue=28 3. Automated Container Handling Systems Inoformation PDF http://www.freight-int.com/categories/automated-container-handling/automated-container handling.asp 4. Technological Innovations - Port everglades http://www.porteverglades.net/articles/index.cfm?action=view&articleID=856&menuID=998 5. Rotterdam Ports and information http://www.porttechnology.org/ 6. Port technology InternatIonal http://www.porttechnology.org/upload/files/PT44%20Contents.pdf 7. Port technology websites. Unitec Provided. http://aucklandsustainableport.ning.com/notes/Project_One 8. RTG and RMG container cranes http://www.wampfler.com/index.asp?id=53&e1=29&lang=E 9. Genova Terminal, Voltri Italy, Official website http://www.porto.genova.it/uk/porto/terminal/vte.asp 10. APM terminals, Europe, Rotterdam http://www.apmterminals.com/europe/regionalorganization.aspx?id=14151 11. Voltri Italy terminal, dryland-port investigation. PDF http://www.porto.genova.it/uk/traffico/intro/traffico.pdf 12. Rotterdam ports, ECT terminals. http://www.portofrotterdam.com/en/about_port/port_maps/index.jsp 13. HPH holdings, Innovations technology-intensive. http://www.hph.com/globalbusiness/business.aspx?gid=180 14. Rotterdam ECT terminal future development. http://www.maasvlakte2.com/en/index/show/id/207 15. Auckland Sustainable Port http://aucklandsustainableport.ning.com/main/authorization/signIn?target=http%3A%2F%2Fa ucklandsustainableport.ning. com%2Fnotes%2FProject_One%0CLatest%20innovations%20 in%20contemporary%20port%20developments 16. Poal sustainibility review http://www.poal.co.nz/news_media/publications/POAL_sustainability_review_2009.pdf 17. Yard Optimizer - presentaion PDF Port Optimizer - presentation PDF Terminal Development- presentation PDF Unmanned container handling - brocuhre PDF http://www.kalmarind.com/show.php?id=1020894 18. Wiri Inland port, Auckland - 090609_WiriRail_transcript_JM www.arh.co.nz 19. 2010.02.17_InterimResulttoDec2009 www.arh.co.nz 20. (Conference Proceeding Paper - Milan B. Lazic, Densification is the Only Solution to Increase the Port Capacity in US) www.pubs.asce.org/WWWdisplay.cgi?0704411
INDIVIDUAL WORK: LISA BURGE
Currently, there is mounting pressure for the development of alternative uses in areas which are obsolete for/underutilized by their original functions, particulary with ports which are surrounded by or involve an interface with the city. A ‘logic’ concerning the great amount of attention surrounding waterfront development projects has been triggered, this includes ongoing decline or migration, resulting in urban development opportunities.The question raised is:
What about harbour zones inside cities of which the port is still growing and valuable a valuable asset? What will happen to ports adjacent ro the inner cities, where ancient harbours have already become tourist attractions? Are these port areas going to be up for redevelopment next? If so, how does this process relate to the development of the port city and the port-city interface? How can we act; in an age of globalisation to prevent the rise of polarised and thus unsustainable portcity relationships? The concept of the port-city interface was introduced by Hayuth in 1982. He noticed that next to technological changes and the related modernisation of port operations, there was an increasing public concern over shoreline areas. These developments had accelerated the trend of ports abandoning the central areas of cities for sites downstream, which not only led to a loosening of the spatial and functional relationship between cities and ports, but also to a weakening of the traditional land-use characteristics of the urban waterfront. Hayuth (1982) observed that ports, due to the changing public opinions, had to increasingly compete for waterfront space. He concluded that not only the demand for waterfront space by other users (industrial, commercial, residential, and recreational) was growing, but also that the approval of port projects by various authorities had become a long and tedious process. The port-city interface became an important redevelopment opportunity in the 1970s, where old port sites on the waters edge which the city could turn into commodity. ‘The zones situated at the interface between the city and the port are changing and are the subject of strategies through which cities and ports often ignore each other and sometimes come to blows (ROTTERDAM, 2007). In this context is also important to investigate the contribution of the form of public spaces to a diverse, dense urban life as a whole. The thesis, in fact, is that to foster human exchanges in a public frame may result in fostering social cohesion, local identity, mutual aid and “natural surveillance”, public health, and even local economy.
Because there are no other feasible alternative sites for a deep water port within the Auckland Region, POAL, ARH and the Auckland City Council need to ensure that the ports develop in a sustainable way. Specifically, in a socially sustainable way: ensuring that the needs of the current public interest in Waterway development, whilst allowing for the continued function of the Ports operation.
CONTEXT/ INITIAL RESPONSE What? A more socially sustainable portcity relationship needs to be established.
Why? The current global trend may cause the migrtion of Ports of Auckland to another Auckland location, with increasing pressure for the availability of waterfront for urban redevelopment. This would be unsustainable, with the devastating environmental and ecological damages to the new port site as well as the need for essentially a new city with efficient infrastructure behind the ports. By strengthening the relationship between the ports of Auckland and the City through social sustainability, a compromise between the pressure for more waterfront land and the need for a functioning port system in its current position. How? Using the theory that conflict possibly creates more vibrant/ interesting social spaces. Therefore, the enhancement of conflict within the site through design could theoretically be of social interest long-term, ensuring social sustainability.
WATERFRONT
CBD
Scale 1:15000
PORTS
SOCIAL SUSTAINABILITY AND CONFLICT
Social Sustainability is the core element of Sustainability. Essentially sustainability is about creating and maintaining quality of life for people. Directly social sustainability involves protecting the mental and physical health of all stakeholders, encouraging community, treating all stakeholders fairly, and providing essential services. Social sustainability occurs when the formal and informal (Polèse, M; & Stren, R; 2000): • processes; • systems; • structures; and • relationships actively support the capacity of current and future generations to create healthy and livable communities. Socially sustainable communities are equitable, diverse, connected and democratic and provide a good quality of life. Because methodology for the implementation of social sustainability is vague and many sustainable designs focus instead on environmental sustainability, guidelines for a socially efficient port city are unclear and currently a trial and error basis. Most social sustainability reports indicate: 1. The importance of equality within a city (treating stakeholders fairly) 2. Connectivity 3. Compact, mixed-use environments 4. Mental and physical health of all citizens 5. The continuity of the transition from the more private to the more public spaces, the need for “anchor objects”, the need for integration rather than separation of different uses and users within the same urban spaces It is therefore important to ensure that in dealing with port-city social sustainability: mixed-use environments are linked and connected, transition zones (interfaces) provide compelling public/private links and the mental and physical health of all stakeholders/public is taken into account. Since there is a lack of cohesive methodology for physical urban forms which allow for the best socially sustainable development, the notion of conflict presenting vibrant/interesting social space may be implemented in a purely trial and error manner. According to leading theorists Bohigas, benach and Ferrando, conflict is “essential to the vitality of social space”. This vibrance and vitality is an important element of the Auckland City as it will ensure that urban developments provide a sense of ownership and identity with users. It is this sense of pride and belonging that gives social space a future and thus makes it sustainable. In order to design for social sustainability, the “observative” approach should be utilised: where social interactions and forms of conflict can be mapped, drawn, photographed at ground level. This allows the richness and diversity of daily urban life to emerge with all its connections with the configurations of the built environment. This technique will be carried out during the design stage to ensure that the resulting design development works with both social and physical elements of social sustainability. Only from the ground can true conflicts be mapped and drawn out into design. The focus of this report will therefore be on the development of the research question, the identification of broad conflict areas from an aerial perspective (as a staring point for the next phase of design work) and investigation into case studies and conflict inspirations.
MAIN CONFLICT/TENSION: PORT-CITY/WATERFRONT INTERFACE Possib
le glob
Either current public access or future proposed public access.
New urban development plans, high connectivity to the city. Socially sustainable. Blue arrows indicate pedestrian accessibility.
al migr
ation tr
end
water/ports integration. Mixed use of private/ public water transport. Water/ports conflict: no access
Conflict between public buildings and the private sector of the ports. The red arrows show the conflict between existing social spaces and the port relationship.
Global trend of port migration: releasing land for urban development. Auckland ports have followed this trend, releasing ports in the western area. With the new ‘Supercity’ structure looming, the future of the ports is unknown. Will the current ports remain or will there be a shift towards the global port migration trend?
Transport conflicts: trucks, trains, cars, cyclists, pedestrians.
New mixed-use development seperate from the port operations and developments. Environmental conflict. No pedestrian connection between city open space and port/waterfront.
Scale 1:15000
CONFLICT/ TENSION: OWNERSHIP Tensions and conflicts between land owners in terms of the development of transitional (interface) zones may indicate viable starting places for socially sustainable design. Exact locations of these ownership conflicts will need to be mapped in conjunction with design progression.
SUB CONFLICT/TENSION:STORMWATER, IMPERVIOUS
Broad environmental conflict/ tensions such as impervious surfaces and stormwater outlets creating heavy water run-off into the Harbour, could inform design decisions. As the aim is to create socially sustainable city-port relations, the enhancement (social awareness) of these sub tensions will revolve around social designs. Drainage Outlet Gravity Pipe Watermain Catchpits Manhole Soakhole
Scale 1:15000
SUB CONFLICT/TENSION: IMPERRVIOUS, SOIL STABILITY, VEGETATION Areas of soil instability or impervious surfaces could be utilised to create more vibrant social design. The environmenttal conflict of these areas in terms of physical attributes (eg water run-off speed) could become an engaging social design development.
Scale 1:15000
SUB CONFLICT/TENSION: ENVIRONMENTAL/COMMERCIAL Long Term Ports of Auckland plans: ␣␣ The ultimate port footprint includes further reclamation between Bledisloe and Fergusson, generally within PMA 1A of the Regional Plan: Coastal ␣␣ The total port area would comprise approximately 115 hectares ␣␣ Approximately 1700m of container- capable berthage would be available as (Fig 19) This reclamation would be an interesting point of conflict for social development. The conflict of vegetation/ ecology in the city may also be explored
Scale 1:50000
CASE STUDY: WAVE OF THE PRESENT
The wave deck comes as a complete surprise when approached for the first time. Being completely out of the ordinary, the wave deck encourages the question regarding what actually defines a public plaza (Arvidson; AR, 2010)? Could a plaza encompass different zones? City-WaterfrontWater? The wavedeck: Parliament will be a long boardwalk which collects and treats storm water. Windows in the boardwalk allow the public to view the process (Arvidson; AR, 2010).
Located in Toronto Harbour, The Wave Deck deals with the city-harbour interface. While providing social sustainability, through an integration of land use at the harbour, the project also explored the development of ‘biotopes’. The wave decks have the purpose of remedying pollution from storm water run off, boat emmisions/spills and sludge accumulation on the seabed. The lakebed was recontoured, and shoals built in the sea bed, habitat creation metting Torontos sustainability goals (Arvidson; AR, 2010).
These interventions occur at points of conflict. Perhaps not intentionally, but the wave deck was built at a point of public/private conflict, economic/recreation conflict and environment as well as ecological/built environment conflict. By developing for social sustainability at nodes of intensity (conflict), it seems that the site becomes a more vibrant, interesting area, with the mix people/environmental needs playing off each other.
CONFLICT INSPIRATIONS
The Olympic Sculpture Park has been developed in Seattles last undeveloped waterfront property. An arterial road and train tracks cut this industrial site into three seperate parcels. The conflict in the seperation of these parcels 9especially the overall waterfront/ urban-core relationship allowed for an inventive transitional zone. The design reaches over the existing infrastructure to connect the waterfront to the urban environment. It enhances the 12m drop from the hill top to the waters edge, through a varied topography (Kleus, 2007). Free pedestrian movement has been incorporated into the scheme, long denied between the urban center and waterfront of Seattle.
This swoop of urban garden in Bilboa illustrates “how nature can move in unconventional ways”. The design is called ‘The Garden that Climbs Stairs’ and provides the urban space, which overlooks the Nervion River. The sweeping imact of the sculptural intervention guides people movement, providing for environmental and social sustainability (if even at a small scale). The placement presents an interesting conflict regarding people flow (McIntyre, 2010).
This dramatic approach along the main interface of city-waterfront could be applied in Auckland to create a more sustainable integration between cityport (Kleus, 2007).
CONFLICT INSPIRATIONS
The Masterplan for the Sejong Public Admin Town has set out sustainable objectives for development. The overall aim of the project was to utilise waste as potential energy to re-use within the city. Processing of biogas, solar panels, roof gardens and stormwater management are to be implemented. This allows access to usually private areas in a dense cityscape pursuing conflict between public/private space
In north Zurich, an urban park design has been set up in an old industrial area: an engineering works building. The space was designed in the same dimensions pof the old building, with steel framework and climberscreating the walls and eventually ceiling of the park space. The conflicting new/industrial, building/open space create an interesting appeal within this design. Although transformed, the former conflict of the space remains (MFO Park, 2007).
Part of the Sejong Masterplan involves the creation of movable islands as a transition between public space and water. Some of these harness energy to power their programmes, others are selfpropelled through water turbines .The islands can float or dock to land where necessary, a transition at a point of social, economic and environmental conflict.
The Park ‘Da Juventude’ has to meet open space requirements for 2million people. Although the park is now bustling with people of the neighbourhood, the space used to be quite seperate. As a former prison with a bloody past, this park exemplifies how conflict or tension can create a space with more than just aesthetic qualities. Two prison compexes remianed open, lending to the conflictual nature of the park (Moll, 2008).
HAMBURG PORT-CITY INTERFACE Between the waterfront development initiatives of the famous ‘HafenCity’ adjacent to the city centre, and ‘Channel Harburg’ project in the most southern parts of Hamburg, the Senate concluded that it would only be logical to see how these could be spatially connected; this initiative would literally make the port-city of Hamburg ‘leap across the Elbe’, and would open the possibility to upgrade the area in the heart of the city-state adjacent to its large seaport. The area encompasses almost 1700 acres of port and industrial functions that are still generally successful. In the plans presented by the Chamber together with the South-Hamburg Business Association, most of the locations with economically healthy functions remain untouched. The general clarification needed for transitional areas of city and port over how a lasting coexistence between housing, workplaces and leisure can be achieved, is being effected’ (FHCH, 2005). In addition, the Port of Hamburg supports the possibility of restructuring Veddel and providing space for urban development in the Kleiner Grasbrook area. Development initiatives in the contemporary seaport-city interface, and more specifically on portcity development questions is now emerging in one of Europe’s largest seaport-city: Hamburg. Where similar development efforts in the past focused largely upon the redevelopment of waterfronts near or in the city centre, the current emphasis in these cities is on areas in the interface with their evolving seaport away from their historic cores. Next to other interpretations, the ‘waterfront redevelopment’ has become a tool for giving portcities a new economic and cultural impulse, and the exposure they need to take on an ever more global urban competition – a requirement and struggle already quite common to ports in their own right. City and port are thus engaged in a similar battle to attract people and businesses who might want to make use of what they have to offer. Ironically, in evolving port-cities, it are often their waterfronts where this battle materializes, creating competing space-use demands and a zone of conflict for urban and port authorities. In the end, true co-existence can only be achieved by co-operation in and co-production of a sustainable port-city territory. As Hamburg is exploring, Auckland could also design for social sustainability, with the “coproduction of a sustainable port-city territory.” (ROTTERDAM, 2007).
POSSIBLE INTERVENTION
The above case studes provide possible examples of the ways other landscape Architects have tackled the issue of interface or conflict and indicate general design intervention possibilities. Some of these design techniques could be utilised within the Auckland city/ Ports of Ackland interface and conflicts/ tensions. The case studies should only be used as a guide however and must work with the site specifics to achieve social sustainability and thus a more stable future for the Ports of Auckland.
Drainage Outlet Gravity Pipe Watermain Catchpits Manhole Soakhole
Possible development along ports side from the sea. Conflict of private/public access. Possible intervention in conflict cross-overs: storm water, unstable soil, sites of future dredging, public/ private interface.
Open Space Residential Buildings Public Buildings
Possible design to link mixe use developmenton/ public and residential buildings on one side of Quay Street with the ports side.
Scale 1:15000 These interventions are only general indications of porssible design development. In order to assess socially susatainable practce between the ports and city, in the most effective way, drawings, maps, photographs and general observation at ground level will be made in colloaboration with design development. These possible interventions indicate general places to start in terms of the issues of conflict discovered from an aerial mapping view. Social sustainability requires a physical and social investigation.
Possible design around conflicting weak/ stable ground/ vegetation and social/ private space
Possible design intervention between albert park and ports. Conflict area: chain of public space in area which is less pedestrian-friendly and area of owner conflict.
REFERENCES
Arvidson; AR, (2010). Wave of the Present. Magazine: Landscape Architecture. ASLA: Landscape Forms. Kleus; k, (2007). Olympic Sculpture Park Seattle, USA. Topos Magazine: Challenges. Volume 60. MFO Park, (2007). MFO Park, Zurich, Switzerland. Topos magazine: Challenges. Volume 60. Moll, C; (2008). Park Da Juventude, Sao Paulo. Topos Magazine: Transformation. Volume 63. ROTTERDAM (2007). Sourced March 2, 2010, from: http://www.enhr2007rotterdam.nl/documents/W19_paper_Daamen.pdf Polèse, M; & Stren, R; (2000). The social sustainability of cities: diversity and the management of change http://books.google.co.nz/books?id=KQOi063YxiAC&pg=PA176&lpg=PA176&dq=social+sustainability+in+ports&source=bl&ots=86JpolxQIN&sig=6ZdaTPik3R1Ls9gEePvOnTY_sG U&hl=en&ei=KseWS9z0HYvQtgP5sLnCAQ&sa=X&oi=book_result&ct=result&resnum=5&ved=0CB4Q6AEwBA#v=onepage&q=&f=false
What Why How Speculation:
Favourable long-term prospects for NZ argicultural trade
Research Question: How do we increase future agricultural exports through Auckland Port while addressing issues of environmental sustainability?
What Rapid industrialisation is occuring in East Why Asia, particularly China How Economic development in asia a fast growing population + urbanisation, electrification & refrigeration
a change in Chinas food consumption An increase in the demand for food production -especially dairy product
+ increased nutritional awareness +
What could this growth mean for NZ? Economic possibilities and a whole range of environmental issues NZ has a long history of sheep, dairy and beef export Dairy product is still a dominant component of NZ trade Opportunities Free Trade Agreement (FTA) signed in 2008 between NZ & China +reduced tariffs on NZ exports which makes us competitive in the Chinese market + An increase in the demand for our agricultural export + a requirement for competitiveness in a globalised world
NZ top
export trading partners 2009
Dairy Products $3.308b
Meat & Seafood Products $1.451b
Top export commodities
(POAL 2009)
Case Study: Australia - Mining Australia ‘avoided’ the economic recession by taking advantage of Chinas demand for their coal and iron ore Australia managed to export minerals to China efficiently Australia and China are a natural strategic fit (Mineral Council of Australia, 2005)
China is the: > largest consumer of copper, tin, zinc, steel, iron ore and coal; > second largest consumer of aluminium, petroleum and lead; > third largest consumer of nickel; and > the fourth largest user of gold (Mineral Council of Australia, 2005)
What could NZ provide for China? Food. Beef & sheep. Especially dairy product (liquid milk, powdered milk, casein, skim milk powder cheese, yoghurt, whey) We are a world-class agricultural player in a world that has to grow food supply by 50 per cent in the next 20 years (Roy 2009)
What Agricultural production already creates a range Why of environmental issues that haven’t been How resolved.. Current + Future locations for dairy + sheep & beef production Distribution of dairy cows in 2008/09
Predicted affect of climate change on
Decrease Increase
in short soil, water and biodiversity resources across New Zealand’s landscape are continuing to deteriorate (Ecologic Foundation)
production
A Changing climate: future agricultural issues The agricultural industry faces a wide range of environmental challenges. An energy problem + a changing climate that affects the availability of water for irrigation + a need to reduce the environmental impact of agricultural export + high import costs for fertiliser, fuel & farming equipment + increased risk of drought
BUT
If this future growth were to occur, what would it mean for the ports of auckland? Frozen & chilled cargo currently consumes around 2/3 of the companys power usage future growth in capacity and increase in refrigerated cargo
An increase in capacity “together with an increase in refrigerated cargo we anticipate the companys electricty usage will treble within 20 years” (http://www.electricitycommission.govt.nz/pdfs/submissions/pdfsecgeneral/big-picture08/PortsofAuckland-2.pdf)
As part of the supply chain, Ports of Auckland would have a responsibilty to uphold China’s view of NZ as a ‘clean and green’ environment- a view which currently gives us a competitive edge An existing energy problem + increased transportation requirements + a need for agricultural production with high environmental standards to meet emissions trading schemes
Electricity used by port operations in 2009= 23,010,339 (kWh)
x 3 = approx 70,000,000 (kWh) annually by around 2030??
an increased energy supply problem..
Why How
How could the port respond? Using the functions of the agriculture/ agricultural landscape to drive a design strategy that deals with the ports potential storage + energy issues temporary storage energy use + production cultivation transfer/exchange
At the recently completed Wiri Inland Port / by utlising areas of Auckland Port
Agriculture always has been, and will continue to be a significant aspect of NZ’s economy
How
The Rising Tide Sea level will continue to rise over the next 100 years. Climate Change has resulted in the trapping of heat in our atmosphere, which in turn is warming our oceans and contributing to extreme weather events. Mass floods throughout Europe, the UK and USA have dominated the news in the last year. This week severe storms in Melbourne, Australia produced golf ball size hail stones. Storm Surges posses the greatest threat to Ports.
Storm Surges - A storm surge occurs when low air pressure combines with strong winds. Low pressure causes the sea level to rise higher than normal and the wind will then push it onto the land. (http://www.shetland.gov.uk/conservation/FloodingandCoastProtection.asp)
As covered in this document earlier the Netherlands has invested in barrier protection to aid in the protection of 9 million out of its 16 million people from flooding caused by storm surges and extreme weather events. In London the Thames Barrier closed 14 times in 2003. Built in the 1970’s the barrier is only expected to last for another fifty years before sea level rise beyond its capabilities. (http://www.spur.org/publications/library/report/strategiesformanagingsealevelrise_110109)
Permanent tidal inundation of low-lying coastal margins will progressively take place, on the back of a rise in sea level, as extreme high tides routinely reach margins previously only flooded during storms (http://www.mfe.govt.nz/publications/climate/effect-coastal-sep01/effect-coastal-sep01.pdf)
Sea Level and Storm Surge
After analysis the variety of surge protection mechanisms, the styles most suited to the site are: -wave breaks, piles -soft barrier, beach-scape -groin like rip rap walls, accessible for fishermen and explorers. Such systems would reduce the impat of storm surge, dissapating the flow onto the port area.
Copenhagen, Peoples Pool.
Example of possibilities, beach, walkway, riprap walls, high tide pool.
RESEARCH TOPIC: Could Maori Kaupapa be utilised to design a sustainable development programme for the Auckland Port? SPECIFIC RESEARCH INVESTIGATION: Using Manaakitanga and Kotahitanga as a framework, i will explore how the Ports of Auckland could approach and build social sustainability.
DEFINITIONS: Social Sustainability - is the core element of Sustainability. essentially sustainability is about creating and maintaining quality of life for people. Financial and Environmental factors are important, but thay are both means to an end, rather than ends in themselves. (Greenwood, 2004.) Kaupapa - The term kaupapa Maori has been used to describe traditional Maori ways of doing, being, and thinking, encapsulated in the Maori world-view (Henry, 2001). Kotahitanga - In a design context kotahitanga refers to spaces and environments that are in unison and harmony with their surroundings. The design of physical space must link and connect people together but must also connect environments. Spaces should be inclusive of people (Awatere et al, 2009). Manaakitanga - Hospitalility and kindness extended toward neighbours and visitors. The ability of a host community to receive, provide, and welcome visitors. Manaakitanga implies a reciprocal responsibility upon a host, and an invitation to a visitor to experience the very best the host has to offer (Awatere et al, 2009).
Elly Eaton
How relevant is it to apply Maori kaupapa to the transformation of an industrial urban port operation? 1.Location and function of the Port of Auckland
New Zealand is a Bi-Cultural nation, and The Port of Auckland performs a major role in the front line for international trade relations and tourism.
2. Requirements of the RMA
Every person who exercises functions and powers under the Resource Management Act (RMA), 1991, is required to recognize and consult with tangata whenua and have regard for a number of matters including Maori relationships with taonga, kaitiakitanga and the principles of the Treaty (Boland, J. (ED). 1998). The purpose of the RMA is to promote sustainable management of natural and physical resources. New Zealand law requires that to achieve such a purpose we need to honor: - the relationship of Maori and their culture and traditions with their ancestral lands, water, sites, wähi tapu, and other taonga (section 6e); - kaitiakitanga (section 7a); and - recognition and protection of the heritage values of sites, buildings, places or areas (section 7e). Kiatiakitanga means guardianship, care and protection. It provides an approach to sustainably managing natural, cultural, and built environment for current and future generations (Te Ahukaramu Charles Royal, 2009). Kaitiakitanga is specific and relevant to the Port of Auckland and offers a value system to deal with any sustainability issue, such as water or air quality, biodiversity and social sustainability.
3. Requirements of signed International declarations
Principle 22 of United Nations Conference on Environment and Development states that: “Indigenous people and their communities and other local communities have a vital role in environmental management and development because of their knowledge and traditional practices. States should recognize and duly support their identity, culture and interests and enable their effective participation in the achievement of sustainable development.” (Rio Declaration on Environment and Development, 1992) Perhaps the value of utilising Maori kaupapa has been overlooked. Ports of Auckland have expressed a desire and a commitment to sustainability and therefore an opportunity exists for the company to explore what Maori kaupapa could offer this process. An obvious exploration would be to look at the environmental issues of the port in light of kaitiakitanga, but for the purposes of this research/design studio I will be focussing on Manaakitanga and Kotahitanga and the issues related to social sustainability.
Social Sustainability: Empowerment, participation and access, identity, sense of place and culture, health and safety, social mixing and cohesion, social capital, well being, happiness and quality of life. Sustainability Key Themes The social element of sustainability has a number of its own distinct criteria and is an emerging concept that is the least studied, and an often overlooked dimension of sustainable development. The common focus seems to be on the environmental and economic aspects of sustainability.
Social sustainability involves protecting the mental and physical health of all stakeholders, encouraging community, and providing essential services. A healthy society cannot be developed and maintained if the population is in poor health. Social sustainability incorporates practices that ensure the cohesion of a society and empowers an ability to work towards common goals (Greenwood, 2004.). (Colantonio, 2009)
How do industrial operations deal with Social Sustainability? How do the Ports of Auckland currently address Social Sustainability? There seems to be very little detailed research on Social Sustainability in regards to ports or industrial urban development. New methodologies, reports and interventions for Social Sustainability are appearing, however, no one knows how effective these methodologies really are in aiding a sustainable outcome. The availability of proven practical tools and methodologies for implementation is a problem for many ports around the world. “Ports of Auckland takes a broad view of sustainability, incorporating all aspects of business including financial and operational performance, economic contribution, and environmental, community and people, health and safety performance.” (POAL, 2008). Although POAL have stated the sectors in which they wish to address sustainability, they have not produced any firm definitions, or any clear (tangible) sustainability goals. However, Ports of Aucklands interest in community and social interaction is evident with initiatives such as free boat tours, The new waterfront walkway, SeaPort open days, and vintage tug boat tours as part of the Auckland Heritage Festival (POAL, 2008).
Has Maori kaupapa been used before to guide or inform sustainable urban development? Using Maori Kaupapa to design at a large industrial urban scale is, to the best of my knowledge, untested. Kotahitanga and Manaakitanga have been discussed as generic design principles in the exploration of Papakainga (Maori communal housing/subdivision in Oraki and Oikimoke Case Studies- Ngati Whatua land). This illustrates the use and integration of Maori concepts, models and values in contemporary design and development (Awatere et al, 2008.)
Kotahitanga and Manaakitanga as generic design principles for Papakainga PRINCIPLE
DESCRIPTION
PURPOSE
Kotahitanga
Collective cooperation & effective partnerships with community Acceptance & hospitality given to visitors, & protection & security of community
To encourage community unity & identity
Manaakitanga
To embrace & welcome all peoples, especially visitors & to provide a safe & secure community environment
POSSIBLE RESPONSE Community centre Amphitheatre Space that enables community to gather Restore and access traditional medicinal & food resources & use traditional palisade style structures to enhance community security
(Awatere et al, 2008.)
THE RED GATEWAY The Port of Auckland as a Sustainable Local, Regional, National and International Host To demonstrate what this concept of HOST means socially and spatially. Creating a vision for a potential and perhaps socially underutilized urban space, while maintaining a working port. ’ A new relationship of port, city and nature’ (Meyer, 2009). To find something out about the wharf by exploring Manaakitanga and Kotahitanga through drawing and collage... An operational approach that enhances typical site anaylisis..finding out how the site ‘works’, and hopefully uncovering or highlighting opportunities for design.
receive, reciprocal, provide, to welcome, invite, beckon with kindness, sharing, caring Kotahitanga: unity, link, connect, harmony, inclusive Manaakitanga:
I think this method best links/ ties in with exploring Maori kuapapa because it allows for, and can encompass a wholistic approach to design, an oportunity to identify unseen forces operating in landscapes.
“design should be as fluid and dynamic as the way we currently live and think” (Rahim, pg 6-8, 2000) I will also use mapping to explore the current social dynamics of the Port of Auckland and the CBD waterfront as a whole: - showing areas where design for social sustainability could occur within the port, and where design for social sustainability could be encouraged in the ‘grey zones’. -information transferal, people flow, access, points of intensity... who visits the waterfront? what sort of visitor? how long do they stay? why do they come? etc...
bluring the lines of functional space….
Possibly utilising walkways, boardwalks, viewing points, outdoor public forum space, a modern meeting house(traditionally used for formal welcomes to visitors), new business opportunities on port land or the adjacent Maori owned land (polluted railway yard- brown field).
Current access nodes to the Ports of Auckland and the CBD Waterfront
Harbour Bridge
Yachts
Locals Tourists Fisheries
Cruise ships Employees Tourists Yachts
Locals Tourists Customers Tourists Employees Locals Customers Tourists Locals
Ferrys Locals
National International ships
Tourists Locals Tourists
Visitors POAL Employees Suppliers MAF Customers Truck Drivers
National International ships Locals Tourists
Visitors Eastern Bridge POAL Employees Suppliers MAF Truck Drivers Customers
Less pedestrian orientated Pedestrian orientated Precincts Central area boundary Access Nodes Water Access
REFERENCES Awatere, S. & Rollerston, S. 2009. Nga hua papakainga: Habitation design principles. MAI Review, Article 2. http://ojs.review.mai.ac.nz/index.php/MR/article/view/241/241 Awatere, S., Hoskins, R., Pauling, C., Rollerston, S. & Wixon, K. 2008. Tu Whare Ora – Building Capacity for Maori Driven Design in Sustainable Settlement Development. Landcare Research Contract Report LC0809/039, prepared for the University of Auckland. Boland, J. (ED). 1998. Kaitiakitanga and Local Government: Tangata Whenua Participation in Environmental Management. Parliamentary Commissioner for the Environment, Wellington. Henry, E. 2001. The Challenge of Preserving Indigenous Knowledge. LIANZA Conference. URL:http://www.tepapa.govt.nz/NationalServices/Resources/MuseumInABox/Glossary/Pages/overview.aspx Rollerston, S. (2008). Maori Perspectives of Urban Design Preliminary Findings. Centre for Urban Ecosystem Sustainability, University of Auckland. Stephenson, J. 2007.The Cultural Values Model: An integrated approach to values in landscapes. Geography Department, University of Otago, Dunedin. Jefferies, R. & Kennedy, N. 2008. Viewing the World through a Wider Lens than that of Western Culture- A Kaupapa Maori Outcomes and Indicators Framework. A presentation paper to WINFO, International Global Change Institute. Resource Management Act.1991. New Zealand Legislation. URL:http://www.legislation.govt.nz/act/public/1991/0069/latest/whole.html#dlm231907 Te Ahukaramu Charles Royal. Kaitiakitanga - guardianship and conservation- Understanding kaitiakitanga. Te Ara- the Encyclopedia of New Zealand, updated 2-3-09. URL: http://www.teara.govt.nz/en/kaitiakitanga-guardianship-and-conservation/1 Rio Declaration on Environment and Development. 1992. The United Nations Conference on Environment and Development. URL: http://www.un.org/documents/ga/conf151/aconf15126-1annex1.htm Rahim, A. 2000. Systematic Delay: Breaking the mold in Architectural Design.Vol. 70, No 3, Academy Group Ltd, London. New Zealand Urban Design Protocol- 3 Key Urban Design Qualities- The Seven Cs. 2005. Ministry for the Environment. URL: http://www.mfe.govt.nz/publications/urban/design-protocol-mar05/html/page7.html Meyer, H. 2009. Auckland could be a maritime jewel. New Zealand Herald. Ports of Auckland (2008). Ports of Auckland Limited URL: http://www.poal.co.nz/community_environment/sponsorship_events.htm Greenwood, T. 2004. Social Sustainability. Sustainable Design Guide, ESP Design. URL: http://www.espdesign.org/sustainability-definition/social-sustainability/ Colantonio, Dr A. 2009. Social Sustainability: Linking Research to Policy and Practice. Oxford Institute for Sustainable Development (OISD), Oxford Brookes University.
PUBLIC
SPACE GENERATION TRANSPORT ORGANISATION
THROUGH
Issues:
Research objective:
Economical Growth : Port capacity With the growing demand of space within the ports, as the future shipping industries seek to enlarge their vessels, Auckland City ports face a problem to provide such facilities that accomodate such large vessels, whilst dealing with sustainability.
I will investigate different strategies that have been developed around the world that deal with some of the issues that Auckland faces. I will look at the latest developments of ports and their technological advances and how they may be able to deal with space. I will research their forms of transport and their abilities that have developed to accomodate economical growth and deal with high demanding industries, in a sustainable manner.
Social Stability: Cruise ship industries/tourists/social space As our cruise ship industries grow, tourists do too,and there is a need for social stability, therefore this creates another issue of public space and recreation near our ports. The population of Auckland is important too, as we grow there is a need for expansion and space. Aesthetic spaces are important to attract tourists and create viable relaxing atmospheres, therefore we need to create such an environment that is pleasing and attractive for the future of our people.
For social sability purposes I will look at the latest developements of public spces, analyse the interface of port industries and how they have dealt with the social aspect and intergration of the 2 high demanding priorities.
FUTURE OF AUCKLAND Ports are continually required to respond to growth by developing economic methods of moving cargo, and one of the major requirements of a port is its capacity and infrastructure. Long-term port planning is currently uncertain as future predictions are likely to change. The future capacity of Auckland Port is dependent on factors such as trade and economic growth rates, trade characteristics and market share along with changes in available technology (POAL 2008). The ports of Auckland are changing at a relatively quick pace. Further reclamations are being planned at Auckland Port that aim to shift harbour operations further east. This is aimed to both accomodate future capacity needs of the port as well as the plans for a more accessible Auckland waterfront (POAL 2008) POAL predicts that in 2040 port demand will meet capacity. Ultimate port footprint capacity using higher stacking plant/systems, 4 million TEU pa, plus breakbulk trades (POAL 2008). Preferred options for further expanding the capacity of the port: • New terminal operating plant/systems • Incremental reclamation using dredging These may be supplemented by: Car stackers or carpark buildings, inland ports At present, rail volumes represent 10% of Ports of Auckland’s total landside moves. With the introduction of a rail connection at Wiri, and other initiatives to promote rail uptake, the aim is to increase the proportion to 30% over time (POAL 2008). Future rail operations aim to reduce the turnaround time at the port through the use of new signalling system such as in-cab signalling (POAL 2008).
Auckland City Ports NOW
At present, the largest shipping vessels being used for international trades have a capacity of 12,000+ TEU. According to POAL (2008) vessels of this size are not expected to service New Zealand trades in the foreseeable future. According to Volovic (2001) the global use of container vessels with capacity to carry up to 15,000 TEU may well be a possibility in future (Volovic 2001). However, as larger vessels are introduced onto major global trade routes, it is predicted that many vessels within the capacity range of 4-7,000 TEU could become displaced and redeployed to other trade routes, potentially including New Zealand (POAL 2008) PORTS OF AUCKLAND
Auckland City Ports FUTURE
WIRI INLAND PORT CONLINXX Limited Ports of Auckland and the NZL Group have established a subsidiary company, CONLINXX Limited, to manage the Wiri Inland Port in South Auckland. CONLINXX Limited is a subsidiary company 70% owned by Ports of Auckland and 30% owned by NZL Group, a leading New Zealand-owned cargo handling and logistics service provider. FACILITIES CONLINXX is ideally located at Ports of Auckland’s Wiri Inland Port, South Auckland. 70% of all import and export containers handled by POAL are delivered and collected to customers within a 10 Km radius of the Wiri Inland Port. This exciting freight hub is designed to add value in the efficient cargo flow through the Auckland region and beyond. Import and export containers are shuttled by road or rail between Wiri and the seaport at night avoiding traffic congestion, removing trucks off the roads during the day time and reducing carbon emissions. Wiri Inland Port is situated on Wiri Station Road with excellent road connections including the future route of SH20 along its northern boundary. The main north/south rail line runs adjacent to the site. A dedicated siding with a large hardstand area is now ready for the dedicated train service. Following the issuing of these consents, two major container line customers announced their intention to introduce larger container ships to New Zealand trades. (http://www.poal.co.nz/about_us/container_terminal_extension.htm) Possible future problems as a leading NZ port : • Insufficient capability to transport the growing demands of TEU containers without traffic congestions • Seachange 08 suggests that ” Shipping is relatively more energy efficient than other transport modes in terms of tonne-kilometre freight movement, and makes a relatively small contribution to total CO2 emissions.” • If Auckland becomes a leading NZ port, it needs to forsee the future of other ports around NZ, because if Auckland ports can’t handle large container ships in the future, then neither can the smaller Ports around NZ.
WHANGAREI AUCKLAND TAURANGA
NEW PLYMOUTH
GISBORNE NELSON
WELLINGTON
CHRISTCHURCH TIMARU DUNEDIN
OTHER FORMS OF TRANPORT New Zealand’s domestic freight volumes are forecast to more than double by 2040. Even with massive investment in land transport this increase could not be accommodated by road and rail alone. By growing coastal shipping, New Zealand can take a load off the other transport modes and contribute to a more efficient land transport network. (Sea Change 2008 pdf) Present situation with the carriage of domestic freight by sea? It is estimated that 15% of New Zealand’s inter-regional freight is carried by seat (measured in tonne-kilometres). Ships carry freight and bulk cargoes (e.g. oil, cement, fertiliser) both along the New Zealand coast and between the North and South Islands. Why short sea shipping, and not other forms of transport? • • • • • •
In the strategy, it is proposed that by 2040 New Zealand will move 30 percent of its inter -regional domestic freight by sea, and 20 percent by 2020. In the next 30 years, the amount of domestic freight that will have to be moved around the country is expected to more than double. An unresponsive attitude has major implications for the New Zealand transport sector. International shipping grows a trend towards larger ships calling at fewer ports. Unless freight can be transferred to coastal vessels, this trend will add to the pressure on road and rail. Another factor is the high dependence of the transport industry on fossil fuels and the need to reduce greenhouse gas emissions.
What is the situation in other countries? • •
In Japan, which has similar geography to New Zealand,30% of their goods are carried by domestic sea freight which is more than twice the market share then here. In the European Union, the growth in freight moved by sea is expected to exceed the growth in freight moved by road within the next 10 years.
The development of Sea Change Roadways to Waterways in September 2006 Shipping Industry Review in December 2000.
Emission decrease: possibly through a re-think of transport modes (more intermodal development?) Over the next 15-20 years domestic cargo moving between Auckland and the South Island will double in volume, putting huge pressure on road and rail infrastructure and the environment. In addition, international shipping services will use large (6000 TEU plus) vessels for the New Zealand trade, effectively reducing the number and frequency of port calls for the country’s import and export cargoes. Pacifica Shipping’s goal is to develop and promote • •
Short Sea Shipping as a commercially acceptable, safe, secure and environmentally beneficial way to reduce congestion on an over-burdened land transport system. Building a reliable coastal shipping service to complement rail and road transport and meet the economic needs of New Zealand shippers and manufacturers.
International practice, particularly that in Europe, provides us with a useful template for application in New Zealand. A number of initiatives have potential relevance in the New Zealand context, in particular: • • • • •
the development of a coherent maritime strategy; the promotion of short sea shipping; coordination over competition; and improvements to ports infrastructure. better integration of national and regional surface transport policies;
• •
Incremental increase in the next 30 years in freight shipping which has many positives Domestic sea freight and other transport services, especially rail and road, will become integrated.
WHANGAREI AUCKLAND TAURANGA NEW PLYMOUTH
NAPIER
GISBORNE NELSON WELLINGTON WESTPORT PICTON GREYMOUTH CHRISTCHURCH TIMARU DUNEDIN INVERCARGILL
What impact will this initiative have on other transport modes?
AUCKLAND
GISBORNE NELSON WELLINGTON CHRISTCHURCH TIMARU
115 Hectares in space. Quay lengh 1400 m x 800 m 48 RTG/ ASC. Capabilty of 1 over 6 containers and up to 10 containers wide. (6 x 10) x 6 = 600 TEU`s in one block 600 TEU x 4 = 2400 TEU in one line Over 50,000 in Storage capacity
POSSIBLE AUCKLAND PORT LAYOUT: w/ technological advances
Port Botany, Sydney, Australia. 1.153 million TEU p/y Voltri Terminal, Genoa, Italy. 1.800 million TEU p\y
SHORT SEA SHIPPING MODELS For centuries sea and river dominated goods transport in Europe.In other places around the world the biggest problem is a lack of connection between the sea, inland water ways and land infrastructure. Sea transport is not just a means of carrying goods from one continent to another; it is a real competitive alternative to land transport. ROTTERDAM PORT AS A MODEL OF SHORT SEA SHIPPING PORT •
A huge number of regular short sea and feeder services to and from more than 200 European ports, and the number is still increasing.
•
Many destinations, including the United Kingdom, the Baltic, Scandinavia, the Ibe rian Peninsula and countries around the Mediterranean are served on a daily basis. Focus on transport over sea between European ports and are taking advantage of developed inland shipping (some 50 percent of all cargo is transported by inland vessels). Inland shipping is a reliable and inexpensive mode of transport; thanks to an exten sive network of rivers and inland waterways that link Rotterdam to destinations eg. Germany, Belgium, France, Switzerland, and Austria and beyond. Transit times vary from less than 1 day for destinations in Germany and Belgium to 4 days for destinations in Switzerland. The Rhine-Main-Danube Canal even makes Central and Eastern Europe acces sible for inland shipping from Rotterdam.
• • • •
UNITED STATES The U.S. Department of Transportation Maritime Administration (“MARAD”) have developed a robust SSS system to help reduce growing freight congestion on the US’s rail and highway systems. At the request of the maritime industry, MARAD has formed a private-public short sea shipping cooperative program. • • • •
Domestic waterborne transportation is regarded as a safe, reliable, efficient and an established mainstay of America’s national transport system. The domestic shipping operations provide services to 41 states reaching 90 per cent of the national population. This environmentally friendly transportation handles a combined total of over 1.1 billion tons of cargo, which is about 23 % of the ton-miles of all domestic sur face transportation traffic. Domestic waterborne transportation contributes $7.7 billion to the GDP annually.
An Example of a Short Sea Shipping Network. Centred on a Major International Port (Rotterdam) Coastal Service Network on the East Coast Hub and spoke pattern based on a Halifax hub. Potential Short Sea Shipping Network – Atlantica
Strong Republic Nautical Highway The Strong Republic Nautical Highway (SRNH), opened under the Gloria Macapagal-Arroyo Administration since April 12, 2003, is an integrated set of roads and ports that connects the three primary regions of the Philippines, which are Luzon, Visayas and Mindanao. The nautical highway offers an efficient and short way to travel to Visayas and Mindanao through the western seaboard. The route provides businessmen an alternative way to transport their cargoes from different parts of the Philippines. For tourists and travelers, SRNH allows them to hop from one island to another and enjoy the scenery of the country in the comfort of their cars. The 919 Kilometer SRNH is composed of three major routes. • • •
First is the Western Nautical Highway linking Manila and Dipolog connecting to the Central Nautical Highway in Cebu City. The Central Nautical Highway then links Pilar, Sorsogon and Balingoan. The last of the three major routes is the Eastern Nautical Highway, which is a link between the province of Biliran and Surigao City, connected to the Central Nautical Highway via Cataingan.
Its route covers the provinces and cities of Oriental Mindoro, Tagaytay City (Cavite), Marinduque, Romblon, and Batangas City in Luzon; Aklan, Antique, Iloilo, Capiz, Negros Oriental, Negros Occidental, Bohol, Cebu, Guimaras, and Siquijor, in the Visayas; and Misamis Occidental, Misamis Oriental, Lanao del Norte, and Dapitan City in Mindanao.[2] At least two bus companies, Bachelor Express and Philtranco, operate multiple daily bus trips over the SRNH between Manila bus terminals sited in Cubao and Pasay and Iloilo City, with connections available in Iloilo for onwards transportation. The SRNH segment between Manila and Iloilo runs by road to Batangas City, by ferry to Calapan, by road to Roxas, Oriental Mindoro, by ferry to Caticlan (gateway to Boracay, located in Malay, Aklan) and onwards by road to Iloilo City. Private van transport is generally available for hire over individual SRNH road segments, and the ferry segments accept walk-aboard passengers as well as vehicles.
MAASVLAKTE 2, ROTTERDAM A place for recreation Spending leisure time in the vicinity of port and industry. That is already possible on the current Maasvlakte and it will soon be possible on Maasvlakte 2 as well. The main thing is that the land reclamation is first and foremost a port and industrial area. But, wherever possible, there will certainly be a place for recreation. It is not without reason that one of the ambitions is for Rotterdam to be an attractive port. A new beach • ‘Compensating' for the lost beach when constructing Maasvlakte 2. • To protect it from the North Sea, Maasvlakte 2 will have a long stretch of soft sea defence. This automatically means a new stretch of beach. • The soft sea defence will be roughly twice as long as on the current Maas vlakte. • A metalled road and sufficient parking spaces - by car or cycle. • It will, however, be a place where people can enjoy the sea, sand, wind and peace & quiet. • Big waves off the Slufter Beach are a great attraction for kite surfers. In the ‘backyard' of port and industry • Recreational pursuits on the beach of Maasvlakte 2 will take place in the ‘backyard' of the port and industry. • Safety zones, prescribed by law, exist around port and industrial sites. • Roughly 1.5 times as long as the existing Slufter Beach and suitable for intensive recreation. • The more northerly, west-facing sea defence will only have a few parking spaces. Here, the beach will be much closer to the planned port and industrial sites. Viewing points • A viewing point has been planned on both the north and south side of • Maasvlakte 2. • At these points, it will be easy to drive your car onto the sea defence. • Views of the North Sea, shipping and the surrounding land.
PORT BOTANY-SYDNEY, AUSTRALIA
Port Botany, Sydney, Australia At Port Botany, in Sydney, Australia, Sustainability promises have been met with the following initiatives (Sydney Ports, 2009): -Foreshore Beach upgrade and restoration (environmental and social sustainability) -Two new lookouts at the eastern and western ends of Foreshore Beach including a bird lookout at the western end (social sustainability) -A pedestrian/cycleway with rest areas (social sustainability) -A new boat ramp with four lanes, pontoons, parking and public amenities -A new pedestrian bridge over Foreshore Road linking Sir Joseph Banks Park with Foreshore Beach (social sustainability) -Improvement of the habitat for shore birds, providing a superior ecological area (environmental/ecological sustainability) -Penrhyn Estuary environmental enhancement works -A dedicated road link from the new terminal directly to the heavy truck route on Foreshore Road, via a six span bridge (energy sustainability: lower emissions). (AECOM, 2010). Sydney Ports are also working on a climate change development plan in regards to future sustainable developments (Sydney Ports2, 2009).
NEW PUBLIC SPACE Potential for creating a water channel, for boats and people to utilise the water without being in touch with the port. Creating recreational spaces Links to Wynyard Quarter development
Port technological set up, Approx estimation of TEU income. Shipping facilities would be set up to shparound NZ
(http://www.poal.co.nz/about_us/container_terminal_extension.htm) The development of Sea Change Roadways to Waterways in September 2006 Shipping Industry Review in December 2000. Management company for the Wiri Inland Port in South Auckland http://www.conlinxx.co.nz/about-benefits/ SCENARIO ANALYSIS OF NEW MARITIME CORRIDORS ( European regional development fund 07 ) http://www.basim.org/documents/final/WP_3.9_Scenario_Analysis.pdf Pacifica Shipping - SHORT SEA SHIPPING http://www.pacship.co.nz/page1101522.aspx COMMISSION OF THE EUROPEAN COMMUNITIES Brussels “WHITE PAPER”- European transport policy for 2010: time to decide http://ec.europa.eu/transport/strategies/doc/2001_white_paper/lb_com_2001_0370_en.pdf IMPORTANCE OF SHORT SEA SHIPPING AND SEA MOTORWAYS IN THE EUROPEAN ANDSLOVENIAN TRANSPORT POLICY http://www.sebtrans.com/link/sidor/5.html The development of Sea Change Roadways to Waterways in September 2006 www.transport.govt.nz/about/publications/.../Sea-Change-2008.pdf Shipping Industry Review in December 2000. www.transport.govt.nz/about/publications/.../Sea-Change-2008.pdf Marine Highway Development. U.S department of transportation http://www.marad.dot.gov/ships_shipping_landing_page/mhi_home/mhp_map/mhp_ec-n_ map/mhp_ec-n_map.htm Port Botany, Sydney - Australia http://www.sydneyports.com.au/__data/assets/pdf_file/0019/11278/Port_Botany_Expansion_ Project_News_Issue_3_-_October_2009_.pdf