Auckland A Sustainable Port?

Auckland A Sustainable Port?

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Port of Auckland Infrastructure Port of Auckland Ownership & Management Governance/Legislation/Ownership Environmental Port Development Environmental Problems/Issues Innovative and Eco/Sustainable Contemporary Ports Innovations Eco/Sustainability Contemporary Waterfront Developments Comparisons of international waterfront developments Sustainability definition Identity of City & Port Shaun Komene Vein or Membrane?

Eva Zombori Sustainable Energy Solutions Helen Bowen Stormwater Issues Jason O’Toole Bibliography

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1 Port of Auckland Infrastructure Ports of Auckland Present: At present the Ports connect New Zealand products to 164 ports in 67 countries.

Ports of Auckland occupy 77 hectares of waterfront land when in 1996 they owned 140 hectares more waterfront land than they do today. The land that they have released includes the Westhaven Marina, the Viaduct, the Wynyard Quarter Tank Farm, Princes Wharf and Queens Wharf.

Future: The Ports of Auckland are working to enable public access to the 2.1 ha Captain Cook Wharf in the future. The ports are also looking to increase the size of the reclaimed land that they already own. They want to fill in the space between Bledisloe Wharf and Ferguson Container Terminal. This will give Ports of Auckland 115 hectares of reclaimed land to use for cargo holding.

Ships Present: At present the Ports of Auckland cater to a wide range of different sized cargo ships with the largest being the “Panamax” and they are capable of carrying 4100 TEU. Smaller cargo ships also dock at Ports of Auckland and

drop off imported cargo. Around 215 cargo ships come into the Ports of Auckland every year. There are also cruise liners that dock at Auckland waterfront. Around 70 cruise liners make port every year and each of those liners brings up to $2 million each into the Auckland City.

Future: The Ports think that in the next five years that it is possible for cargo ships as large as 6 to 7000 TEU. The biggest cargo ship is named the “Knock Nevis” and it carries 15,000 TEU but this size ship could never dock at the Ports of Auckland. In the long term to manage the influx of cruise ships to Auckland, three berths need to be made available. Advised locations are to keep the current Prince’s Wharf, Queen’s Wharf and a possible third berth as a back up at Wynyard Quarter. A building needs to be built at Queen’s Wharf to process passengers. (PDP 08, 11.1 Economic Impact).

Cargo Present: Today the Port is New Zealand’s largest container port; they handle more than 840,000 20-foot equivalent container units (TEU) per annum. The Ports are also the country’s primary import destination for vehicles and handle a wide range of other non-containerised cargo including cement, wheat, steel, sand and wood. But the number of containers moved after hours decreased 39% in 2009 from the amount of cargo moved after hours in 2008. This is not a good thing for the Ports of Auckland because moving more cargo after hours takes more cargo off the roads in peak hours. In 2009 the Ports of Auckland serviced 61% of the total upper North Island container trade. They also handled the amount of cargo that is the equivalent to 15% of New Zealand’s GDP. This figure is twice as much as any other port in New Zealand.

Future: The Ministry of Transport estimate that the whole of New Zealand’s ‘freight task’ would increase by up to 75% over the next 25 years. The Port of Auckland is looking to expand on the amount of land that they have at present so they can accommodate to more

container units per annum and keep up with the demand of imports that New Zealander’s want.

The year when the Ports of Auckland meet total capacity is in 2040.

Buildings Present: At present in the Port there are large tin shed buildings that look like they are rusting. There is a large Toyota Car building on the east side of Bledisloe Wharf. There is also a large Concrete mixing building that has just recently been remodeled that is located at the Tinley Street entrance.

Future: In the future there is potential for creating newer, better looking and more sustainable buildings that will accommodate the Port, the public and the environment.

1 Infrastructure Trucks Present: The ports of Auckland have over 1,500 truck moves per day on average. The road exchanges serve terminal and general wharf customers, as well as on-wharf empty depots and vehicle imports. The vehicles on the two Ports of Auckland container terminals use a system called VBS (Vehicle Booking System) and this creates a fast, streamlined truck/ship transfer. Only 25-30% of trucks servicing the Ports of Auckland carry cargo in and out in the same trip to the Port.

Future: The Ports of Auckland in the future are looking to take some of their truck off the road and to use the rail system more efficiently.

Trains Present: The Ports of Auckland have now moved its first lot of cargo to the Wiri inland port using the newly completed $9 million rail link. This new rail link to the port of Auckland will allow exporters to drop off their cargo to Wiri, rather than drive through the city. This is saving around 2.5 million truck kilometres per annum; this is the equivalent of 100,000 central city truck trips.

Also by the Wiri inland port being up and running the businesses close to the inland port can reduce the carbon emissions of transporting their containers by up to 25 percent. At the moment there are 4 services of 23 wagons a week in each direction between Wiri and Auckland seaport.

Walkways and Cycle ways Present: Today there is public access at Wynyard Quarter, Viaduct Basin and Princes Wharf and the public is able to walk around freely. There is also a single walkway on the Far East side of the Fergusson Container Terminal.

Future: In the future to increase the Ports rail capacity, in-cab signalling will be used. This allows trains to travel much closer to those in front and behind. In terms of rail capacity the existing port rail exchange is approximately 650,000 TEU per annum. But interestingly the ports rail volumes at present are only around 100,000 TEU per annum.

Future: In the future the Ports are looking to open up Queens Wharf and Captain Cook Wharf to the public, which will create more positive foot traffic down and around the Ports.

The Auckland City Council are also looking into creating inner city walkways that link up with the newly wharves.

Buses Present: The only buses that stop near the Ports at present are the buses that stop outside the ferry building.

Future: There is an opportunity when the other wharves are open and developed for buses to run past or even through them. This would create more people flow down in the waterfront.

Stormwater Present: The port catchment is some 80ha. The CBD catchment is 700ha. It is estimated that some 200 tone of sediment washes in to the harbour via the stormwater system each year from the CBD, and the POAL proportion is around 20 tons per year, i.e. the POAL portion is relatively minor. The Auckland City Council is responsible for managing stormwater flow and stormwater quality from the city.

POAL is responsible for managing

stormwater flow and stormwater quality from the port. POAL has 30 stormwater outfalls within the port, and the Auckland City Council (ACC) has a further 15 (some of which solely drain the CBD and some of which also drain the port).

Future: POAL has recently been granted an Industrial or Trade Process Consent by the ARC. POAL manages the port to minimize sediment runoff in to the harbour. For example sweeper trucks regularly sweep the pavements to remove debris / dirt. We also have spill response procedures in place in case of a spill.

POAL also provides some civic good by dredging the port basins, thus a significant amount of sediment runoff (and associated contaminants attached to the particles) is dredged form the harbour by POAL. Most of the material originates from the CBD.

1 Infrastructure Dredging Present: At this time the Port of Auckland dredge around their wharves every year or two depending on how much sediment buildup there is. There has also been dredging in the harbor channel. They dredged the harbour channel to the minimum channel depth which is 12.5m at the lowest tide. The Ports of Auckland is favoured because it has a significantly greater tidal range than most New Zealand ports, allowing substantial flexibility within tidal windows.

Future: With the proposed new wharf that will fill in a large amount of space where the Ports now dredge, so they will now have to dredge only along the proposed new container terminal to 14m deep to cater to the bigger cargo ships.

Reclamation Present: To this day the Ports of Auckland have reclaimed at least 140 hectares of land but have released almost half of that reclaimed land back to the public. A combination of reclamation (improves Quayside (berth length and depth) and Landside capability) and

dredging (allows for greater channel depth) will see POAL being able to accommodate larger container vessels in the future.

Future: Port of Auckland are planning to reclaim a further 38 hectares that they plan to use for an enlarged container terminal that they think will be world class.

Power Present: At present the Ports of Auckland are the second biggest power users in the Auckland region using 28 million kilowatts per annum.

The POA get their energy supply from Genesis Energy. The electricity used by POA was reduced by 16% in 2008 by the Auckland port operations. The Ports of Auckland also only use electricity and diesel powered machinery.

The electricity users are cranes, lighting and refrigerated containers. The diesel using machinery is the Straddles, etc.

Future: Port of Auckland, are looking to use more sustainable energy sources and become more environmentally friendly and socially aware in terms of power usage.

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Port locations around the world

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Major New Zealand ports

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Auckland Isthmus showing the location of the Auckland Waterfront

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1 Residential Auckland CBD

Building Infrastructure

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Ferry Routes Railway Motorway Roads

Transportation Routes

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Public Walkways

Public Waterfront Walkways

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Catchpit Inlet / Outlet Lamphole Manhole Pump Pump Station Soakhole Treatment Device Gravity Pipe

Stormwater

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Dredging depths

1 Fergusson reclamation expansion Stage 1

Fergusson reclamation expansion Stage 2

Bledisloe North Reclamation

Ultimate Port Layout 2040

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2 Port of Auckland

Organisation & Management

Governance/Legislation/Ownership Governance structure The diagrams show the governance structure which existed until 2009. Last year, at the recommendation of the Royal Commission, the formation of the ‘Auckland Super City’ started.

The new structure will amalgamate the existing eight councils of the region.

The Local Government (Tamaki Makaurau Reorganisation) Act 2009 establishes a single unitary authority for the Auckland Region - the Auckland Council - to be elected in October 2010. The Auckland Council will take over from the existing local authorities in the Auckland Region. The new Auckland Council will have one mayor for Auckland, elected by the region’s residents and ratepayers. Established by the Government, the Auckland Transition Agency is responsible for amalgamating the councils across the Auckland Region into the new Auckland Council by October 2010.

The Local Government (Auckland Council) Act 2009 sets out details of the structure, functions, duties and powers of the Auckland Council. It also requires the Local Government

Commission to determine the representation arrangements for the council and a second tier governance structure of local boards. These boards will share decision-making with the Auckland Council.

Legislation Over the last 10 years the Auckland region has developed an array of strategic policies covering a wide range of subjects. There are also a number of national strategic policies that are relevant to the Auckland region including economic transformation, tourism, transport and others. The number and extent of these strategies and policies provides an indication of the many and varied challenges facing the Auckland region. There is a concern that there are too many strategies in Auckland and that the various strategies may lack coordination and struggle to achieve what is needed for Auckland. However, these frameworks and strategies are designed to “address urgent issues for the region and seek to define agreed ways forward”.

Within this policy context, the diagram illustrates the key linkages of the objectives and directives of the relevant national and regional strategies to the Auckland CBD Waterfront (the Waterfront). A simplified conceptual illustration of the big picture policy context as it relates to the Waterfront is shown on the next page.

Land ownership The area of Auckland waterfront has six different owners: Auckland Regional Council, Auckland Regional Holding, Auckland City Council, Auckland Regional Transport Agency, Ports of Auckland, the New Zealand Government and Sea+City Projects Ltd. The establishment of Sea+City Project Ltd. is an exemplary initiation.

A contractual framework has been agreed between Auckland Regional Holding (ARH), Auckland City Council (ACC) and Ports of Auckland (POA) in June 2007, which governs funding, roles and terms under which the development of the Wynyard Precinct project will be implemented by ARH and ACC. It appears to be unique internationally as it was achieved without the need for legislative

intervention. This was recognised by the award it received at the 2008 ALB Australasian Law Awards in Sidney. The agreement was achieved in a collaborative manner by way of contract, as opposed to the need for special-purpose legislation – which often happens with similar projects internationally.

This approach is consistent with the findings based on international examples that the use of agreements between governments and their agencies can be used to ensure alignment and commitment to the comprehensive plan for waterfront revitalisation.

Following the example of Sea+City Project Ltd. A similar kind of organisation could be established to ensure the comprehensive sustainable development of the whole Auckland Waterfront.

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Port of Auckland (ARH part of the ARC group) Queen’s Wharf - Auckland Regional Council & NZ Government Auckland Regional Transport Agency Princes Wharf - St Lawrence Ports of Auckland Auckland CityCouncil Tank Farm - City & Sea City Projects Ltd (ARH part of the ARC group)

Land ownership

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Heritage

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3 Environmental Port Development

Environmental Problems/Issues Port environmental management is concerned with organising activities and operations with the specific goal to attain the “highest standard” of environmental protection and sustainable development.

Environmental protection is easily defined in facts, figures and measurements of ecological substances such as water, air, landscape etc.

The definition of sustainable development, however, is a blurry one with no fixed parameters to measure against unlike environmental factors and can be derived from many perspectives ranging from the landscape architect, architect, ecologist, engineer to the politician. There are of course issues to address and be ‘aware’ of but how we deal with these issues is perhaps not well understood by some looking to develop city and urban waterfronts and probably with weak prescience, as time factors are hard to shape into some measurable form. The use of the ‘Ecological Footprint’ as a measure is may be inaccurate as the information becomes outdated before it is able to be translated into any feasible, current design.

Natural Environment United Nations Economic and Social Commission for Asia and Pacific (UNESCAP) report on ‘Environmental Impacts of Port Development’ inform us that there are three ways in which the environment is effected by port development. Firstly, the location of the port, secondly, port construction and thirdly port operations, for each of which are laid out against nine more specific categories of impacts which, for frugalities sake will not all be fully defined and explained but should be noted, are: (1) water quality; (2) coastal hydrology; (3) bottom contamination; (4) marine and coastal ecology; (5) air quality; (6) noise and vibration; (7) waste management; (8) visual quality; and (9) socio-cultural impacts.

Water quality, coastal hydrology, bottom contamination, marine and coastal ecology are obvious areas of concern as port operations and constructions will always impact on the coastal environment. Spills of oil, grease and fuel from shipping transport are directly littered into the harbour whilst wharf spillages are washed away into the sea by rainwater. Large spills near the port itself can also hinder progress

of transport infrastructure of incoming and outgoing goods. During the year of 2009 there were 3 major spills each a minimum of 100 litres. These were done during bilge discharge and fuel bunkering.

Structures built into the water such as piles shade the bottom and affect the natural habitation of the sea floor. These solid formations including land from reclamation, can also change the natural coastal hydrology of existing current patterns, tides, erosion processes usually forming stagnate water behind these structures often resulting in discolouration of the seawater and unpleasant odour especially in combination with tonnes of waste water and storm water discharge that flows into the harbour on a daily basis. Solid wastes and reclamation suffocate sea bed existence and can also change temperatures, salinity, colour transparency oxygen levels and other specific factors Historically these places had environments with native flora and fauna. Coastal organisms relied on these environments for life, all of which have been replaced with inanimate

structures no good to animal life other than a high perch for a wondering bird. Even then the noise produced my working machinery may be undesirable for dwelling.

Vegetation is obviously scarce within the water front. Green space in the urban environment closet to the water front are Pt Erin park in Westhaven, Vitoria park just to the south of the Wynyard precinct, Albert Park in the CBD, The Domain and Dove Meyer Robinson Park just near the port.

Political Environment Due to one nation actions being trans-boundary in relation to the impact produced by it, the quality of our air has been at the forefront of international political discussion and concern for over a decade now in the topic of climate change. Specifically, nowadays, port agendas have been filled with ‘green’ and sustainability items.

3 Environmental Problems/Issues Political debates and agreements have occurred to investigate and mitigate such issues of climate change, due to air pollution, such as the United Nations Framework Convention on Climate Change (UNFCCC or FCCC) establishing the Kyoto Protocol entered into force 2005 discussing hugely the measuring of carbon emissions produced and released into the atmosphere by industries within a nation.

These strategies are of large significance to port development and operations because they directly wane their ability to develop if the plans for development are deemed incoherent to any rules and regulations adopted from the protocol by a nations legislation.

At one point in time POAL were close to exempt from any governmental approval when reclaiming land and physical port expansion.

Michelle Adams from the Dalhousie University even tells us that internationally shipping and ports were not under the “environmental radar” for a while, but have been in recent times, and are definitely now.

In the future sea level rise is an incremental problem due to climate change, again vast

amounts of discussion has occurred however with much more controversy. This is because research findings have been in conflict from around the world. Current sea level rise has occurred at a mean rate of 1.8 mm per year for the past century, yet in 2004 the mean sea level rise was 1.4mm. At 1.8mm, it is only an increase of 54mm in the year 2040. But that is at the present time, this figure may significantly rise at a 50 – 100 year forecast, as has been the case in previous years. Ports are obviously at the physical forefront of sea level rise, however, another reason for the disagreements is because economic commercialism, like POAL, seem to disregard these measurements as ‘slightly insignificant’ and therefore have made little or no plans for this issue. POAL feel that the current heights of the wharfs in operation are at a safe level.

Environmental Port Competitiveness Of course, ports would need to adhere to environmental laws set by the government and pressures from society would agree with that direction. Business attitudes may also comply with these types of facets for various reasons.

A port entity may invest in an environmentally

friendly approach to generally gain a competitive edge over other related industries or purely to improve system operations.

Another reason could be to respond to public pressures and perhaps enjoy the economic benefits from the public.

In 2009 the amount of complaints rose from 29 to 55. This is most probably due to a new public feedback system implemented by POAL. The complaints included topics of noise, emissions, cruise ship traffic and parking at princess wharf.

Social-Cultural Environment The matter of socio-cultural environment is an interesting one. Perhaps it is the underlying concern and even solution to a sustainable ‘working’ port in Auckland. It is certain that it is not the underpinning notion to strategic planning towards environmentally friendly development as economic value dominates any discussion from the POAL or ARH. Yet the major concern that they face is public acceptance and perception of the port and waterfront itself. The public will voice whether or not extending port development is acceptable. Also if they perceive the visuality and noise of cranes, containers and lights as an iconic integral view of Auckland city or just a view blocker to Auckland’s beautiful harbour and gulf.

Section 14.8.8 “Rules – Noise” of the Auckland City District Plan give the levels of noise permitted from the port and states: Noise arising from any activity (except construction or blasting activities) within the Port Precinct shall not exceed the following levels: a) Measured noise levels shall not exceed the following: i) when measured 1m from the facade of any building on the southern side of Quay Street: On all days 11pm to 7am L10 60dBA Lmax 85dBA ii) when measured at or within the boundary of any property subject to the Auckland City Operative District Plan 1999 (Isthmus Section) with a residential activity zoning: On all days 7am to 11pm L10 55dBA On all days 11pm to 7am L10 50dBA Lmax 75dBA

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Mangroves Exotic Vegetation Deciduous Vegetation Indigenous Vegetation Broadleaf Vegetation Urban Open Space

Vegetation

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Natural Water Flows Open Esturine Water Lakes Impervious Surfaces Motorway

Hydrology

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Filled Weak Ground Unstable/Suspected Ground Refuse Tip Sites/Weak Area Coastal Sand/Gravel

Soil Types

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High Medium Specific Design Very High

Wind Zones

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View Shafts

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0-2.04 2.04-5.46 5.46-9.90 9.90-15.71 15.71-22.89 22.89-31.77 31.77-43.04 43.04-58.76 58.76-87.12

Slope Analysis

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Flat North NorthEast East SouthEast South SouthWest West NorthWest North

Aspect

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4 Port Innovations & Eco/Sustainability

Innovations

There are risks and costs to a programme of action. But they are far less than the long-term risks and costs of comfortable inaction.” (John F. Kennedy). The Ports of Auckland (POA), faces the same challenges as all major ports around the world namely increasing freight and passenger carrying capacity and projecting a sustainable image to the general public. This has stimulated innovative methods usually associated with improved operating plant and terminal systems and creating more land area and deeper sea channels through dredging. The two main obstacles are the costs of change and gaining political support to get changes made.

Innovations: Containers single most significant cargo handling innovation that has revolutionised import/export systems at ports. Cargo is presorted and pre-packed into containers enabling goods to be delivered more quickly and in greater quantity to their destination by truck or rail “door-to-door.” It is a method that has revitalised ship-to-rail routes as a cargo transporter. Dedicated and huge container ships are a brand new way to ship freight on open decks. The “look” of cargo ships and ports was

dramatically changed by containers becoming the new way of handling cargo in quantity.

It necessitated the invention of new handling equipment (RMGs & RTGs etc.), new methods of arranging goods on the portside (stacking) and led to the setting up of Inland Ports.

These ports e.g. Wiri, in Manukau City, are an operational innovation to increase the handling capacity of ports. Containers are moved to the inland site to clear goods from the main port precincts and are distributed from the inland port usually by rail but also air and road. Inland ports are an answer to the need for more port space and the need to keep goods moving quickly.

Robotics is an unmanned system that can undertake two main tasks, automatically hauling containers from the yard to ship side and vice versa and also handling berth scheduling and dispatch. At the Port of Hamburg, automated stacking cranes move the container to the truck and this “eliminates the straddle carrier for a saving of 70 to 80%.”

The Port of Rotterdam, which pioneered robotic port technology, is now using second generation software to eliminate some of the

teething problems experienced with earlier systems and is expanding computerised systems to include other logistical tasks including security, port access and co-ordinating cargo reception and distribution. A control tower clerk alone co-ordinates automatic equipment. Fully automated systems are also used to process passenger vessels and private yachts, etc.

The Port of Shanghai has unmanned automatic container yards which can handle 21,685 TEU (20ft equivalent unit) and the Port of Singapore, which is the largest and busiest in the world tranships a fifth of the world’s shipping containers using automated cranes and digital operating and management systems. Some ports such as Dubai have airports as freight partners on the same site.

Most major ports are now using Rail Mounted Gantry (RMG) Cranes and Rubber Tyred Gantry (RTG) Cranes that automatically move containers. (See Fig RMG & RTG). The gantry cranes are used in conjunction with whole-site robotic systems at Rotterdam and Hamburg, Shanghai and Singapore. Ports of Auckland say they will gradually purchase gantry cranes

over the next 15 to 20 years and by also reconfiguring terminal stacking operations will increase terminal capacity by 250%. The Port of Tauranga are purchasing RMG cranes to load trains at portside rail sidings taking freight to and from Auckland.

Digital technology is starting to play a major role in all aspects of port operations for example at the Port of Hong Kong and Shanghai intelligent video systems have been integrated through the terminals to provide safety and security and to manage the complex sites more efficiently. Part of the system includes x-ray screening of cargo containers as an important security initiative. Digital technology is contributing to streamlining logistic chains of cargo movement and distribution. POA uses an x-ray machine to screen incoming containers on trucks.

In Rotterdam automatic water level gates protect the delta from flooding and are one of several innovations at the port to get it ready for rising sea levels. The gates automatically close when sea levels rise more than normal and protect the delta and port from storm surges.

4 Innovations At the moment they are not much used but will be ready when needed over the next 50 years.

The land at POA is disproportionately used to park imported cars while they wait to be picked up and distributed. The Port Authority plan to build car park buildings, or small scale 3 or 4 level stacking racks, so that less area is dedicated to cars. The VW company in Germany uses silo-style, glass-clad buildings to store new cars at their factory. The silo stack is fully automatic and a single car can be selected and brought to the customer with zero kilometres on the clock. Hundreds of cars are stored this way in two buildings. This innovation could work well at ports or inland ports.

Pressure to save energy has been the catalyst for innovations in transport and energy reduction including equipping sail-assisted cargo ships. A German company SkySails is already fitting merchant and fishing vessels with high flying kites that save10 to15% fuel.

Some innovations are adaptations to specific port situations. For example in Rotterdam there

are specialist terminals dedicated to one cargo type e.g. chemicals, ore, liquid bulk, dry bulk, vehicles and perishables.

Instead of goods making their way to the port, industries are based alongside port terminals.

In the huge Port of Busan in South Korea large areas are focused on the local marine market with the Busan Cooperative Fish Market on the port and accounting for 30% of South Korea’s volume of marine product sales.

The Port of New York is planning a dense network of piers, wetlands and oyster beds that will project out into the Harbour from the waterfronts on all sides, and together with an archipelago of small finger like islands planned for the centre of the Harbour are designed to protect the port by breaking up storm surges.

It is also planned to dump old subway cars into the water to form reefs for marine life and to buffer storm surges. The obsolete cars are already used for artificial reefs in Virginia to protect the coastline.

Dubai Port Rashid has separated its port operations by building the world’s largest man made port in Jebel Ali to handle all cargo

operations. Port Rashid has become a cruise terminal and mixed use urban waterfront.

Jebel Ali is linked directly by rail to Dubai international airport where there is a specially constructed cargo village. This innovative separation of port tasks has streamlined freight handling and boosted tourism.

Mudcrete is an innovative way of utilising sea bed material that is the result of harbour dredging. It is used to create areas of reclaimed land e.g. POA’s Eastern Viaduct Basin.

Cement is mixed with dredged sludge which stabilises the marine mud and makes it strong with minimal leaching of contaminants. The flushing action of the sea at the America’s Cup precinct is also preserved by the construction of wave panels that can slot into the pier piles.

They present a wall to the sea but, as the panels alternate, they create a wave baffle and prevent damage to yachts while still allowing normal contaminant flushing by the sea. Port of Tauranga dredge relatively ‘clean’ sand from their channel that may be able to be sold on.

Management innovations that divide work into categories, each with its special team of managers and committees to manage

environmental issues have been set up at ports including Port of San Diego as catalysts for change and to access new technology e.g. the partnership between Rotterdam and TU Delft University. They liaise with the community, port staff and government departments to get as much assistance and support as possible for technological advances that will future-proof ports and increase efficiency and therefore profit.

Management methods can give ports a competitive edge by improving port operations and encourage investment from government and the major players in the import/export business sphere, e.g. Fonterra’s commitment to the Port of Tauranga and Maersk’s commitment to POA. The inclusion of sustainable aims adds to a favourable public perception of ports that are often seen as “dirty, polluting, noisy and an obstacle to reaching the water’s edge.” Ports go to a lot of effort to improve their public image.

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4 Eco/Sustainability Sustainability Running a port is energy intensive. It involves moving cargo by sea, rail and road as well as operating a business with its own infrastructure to support. Ports everywhere are trying ways of doing things differently to save energy, reduce costs and contribute to the sustainability of their region by using new sources of energy, maintaining clean air and water and reducing all types of pollution including noise and dust.

The first step in port sustainability studies is measuring and monitoring energy, water and equipment use, air and water quality and a range of other measurable parameters.

It has been estimated that ships use twice the energy and produce twice the pollution of equivalent air transport so efficiency and cleaner processes are an urgent requirement.

Most ports have commissioned sustainability auditing including their carbon footprint. POA had an independent audit completed in 2008 that was the first in the port sector. In 2009 POA received a Green Ribbon Award from the Ministry for the Environment for achieving a reduction in energy use (17.4%) and for the high standard of their environmental

management. An important component of POA sustainability is a recycling drive that includes paper, cans, plastic, glass, oil, scrap metals, dredgings and pavement.

At almost any major port the same array of sustainable methods can be found. For example the Port of Gothenburg in Sweden provides an onshore power supply so that vessels switch from their own diesel engines when in port to shore supplied electricity – a clean-air power source. The Port of San Diego has installed state of the art photovoltaic solar arrays to supply a clean-air electricity supply to port buildings and to supplement main electricity supply at peak times. It has been so successful they are looking at extending the panels wherever possible.

All trucks entering Gothenburg must be model year 1994 or newer. The Port of Seattle has extended this clean-truck programme by buying back and scrapping pre-1994 trucks and using the metal as wave breaks and fill.

Seattle and Vancouver provide an at-berth programme with a cash incentive to vessels using 0.5% sulphur fuel while in the Harbour and they also enforce a 12 knot speed limit within the Harbour to cut carbon emissions.

Vancouver also forbid waste discharge from vessels into the Harbour, ships are required to connect to Metro Vancouver’s sanitary sewer and pump barges to dispose of liquid waste and solid waste must be removed and disposed of without using the ships’ on-board incinerators.

During the Winter Olympic Games, Metro Vancouver had passenger liners berthed to accommodate staff and visitors. Auckland will do the same for the Rugby World Cup. Ports are increasingly requiring tenants who lease space from the authority to meet sustainable guidelines by collecting rain water, installing solar panels, constructing new buildings oriented to the sun for passive energy and light harnessing, etc as part of their reduce, reuse, recycle drive.

Many port authorities have ‘green’ vehicle fleets, use hybrid or bio-fuels and are sourcing electricity supply from companies using wind turbines.

In Vancouver an iconic building, the Vancouver Convention Centre, on the edge of the harbour has 6 acres of green roof. The roof has 400,000 native plants and grasses as natural habitat to birds, insects and small mammals it provides insulation for the building. Part of the building under the water is an artificial reef that forms the foundation of the building. Barnacles, mussels and seaweed grow on the foundations and it is home for crabs and fish species.

A water management plan to reduce potable water use by 60 to 70% by treating black water and desalinising sea water has been installed.

Heating and cooling is through chilled water pipes with warmer sea water used for heating.

The port also practices buying locally so all construction materials come from local companies to reduce transport pollution, e.g. local Douglas Fir timber.

4 Eco/Sustainability The Port of Brisbane operates within strict environmental guidelines. Stormwater quality is improved by using gross-pollutant traps, grass swales and retention ponds. In Auckland as part of the proposed development of the Wynyard Quarter, stormwater will be similarly treated by draining into a retention pond and surrounding wetland at the end of Jellicoe Street.

Brisbane also has installed systems to capture rain water and port tenants are encouraged to do the same. Brisbane has built a green office building (Central 1) that won a five star green rating for design and the Port is testing the feasibility of using compost toilets throughout the site. The first facility is in operation and supplies clean water for irrigating plants.

Brisbane is committed to supporting the adjacent 12ha Moreton Bay Shorebird Roost which is fully funded by the Port. The sanctuary has mixed habitats and predator protection built into the design e.g. moats around dry ground habitat and annual pest culling programmes.

Plants on site are also chosen for their low maintenance and they don’t require extra watering.

Like California’s San Diego and San Pedro Bay Ports, Brisbane is using low powered lights for buildings and streets and buying power from wind powered sources. Brisbane also is recycling waste oil into bio-fuel, purchasing products and equipment with low environment impacts and off-setting petrol and diesel use from their dredging fleet and corporate cars.

San Pedro Bay Ports are two other sites looking at ways to use solar and wind energy sources. At Long Beach a solar car canopy generates clean power for electric vehicles.

The Port is also identifying port equipment, vessels, trucks and trains to reduce emissions e.g. all new trains automatically shut down to prevent unnecessary idling and run on emulsified diesel and some on diesel hybrid or liquefied natural gas. All vessels meeting the 12 knots or less speed limit within the harbour are rewarded with reduced dockage fees.

Cargo handling equipment has diesel oxidation catalysts installed which reduces emission particles by 25% and all port vehicles have been retrofitted to use hybrid gas or compressed natural gas. New filtering equipment has reduced petroleum coke dust at the Port by more than 80%.

All of these practices are gradually becoming standard at ports worldwide and POA has most of them mentioned in its Port Development Plan 2008. The constraint for POA will be raising finance to implement the changes.

The willingness of ports to make sustainability part of their agenda is a reflection of public awareness of pollution, waste and resentment of the occupation of prime sites by industry.

The public is beginning to demand sustainability from government and big business. Sustainability is seen as part of a business package that has interrelated environmental, social and governance values.

It now makes financial sense to embrace sustainable values

“An investor wants the company it has invested in to be sustainable, i.e. that the company will have good business practices, including ESG (Environment, Social, Governance) practices, so that the company is positioned for survival into the future and the investor can receive a return on its investment.” Kellie Maitland, Auckland Regional Holdings.

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5 Contemporary

Waterfront Developments International Waterfront Developments

Many waterfronts around the world have undergone revitalisation during the last 2-3 decades, and this process is ongoing in numerous other sites internationally.

This is due in large part to changes in economic and social factors, as well as changes in technology. This process of change typically has a dual nature: cities reclaim more and more land from the waterfront areas for public use; and working ports shift away from those areas close to the CBD or contract into smaller operational sites.

There is also a growing demand worldwide that these waterfront developments and port operations are sustainable. These redevelopment projects are inevitably largescale and expensive. The two key factors which contribute most to the success of these projects are: clear and logical staging of the development over a given period; smooth running financial and operational governance.

If these key factors are lacking there is a high risk of complete or partial failure of the project.

An example of a so far unsuccessful project is Dongtan, which was intended to be a sustainable city but which, due to funding

difficulties, does not include any of the anticipated sustainability features.

Ports are generally integrated parts of the waterfronts. International examples show us that the ports have to remain close to the CBDs because of the existing infrastructure there.

However, ports do not make good neighbours.

In order to remain part of an attractive and functioning CBD they need to adopt the latest green technologies and apply sustainable principles in their operations.

Bremen, Germany In Bremerhaven, the Old and New Harbour has lost its former significance. The locks were closed und filled up, most of the buildings became useless and were demolished.

The spatial, ecological and technical renewal of these areas aims to re-connect the river Weser and the city centre and to become the core of a new town quarter - with residential and recreation areas of high quality, with public squares and promenades, a marina with boat yard and sports boat lock. Existing attractions will be combined with new touristic,

entertainment and cultural facilities as well as with exhibition and trading zones: a complex structure, both town and landscape, building and open space, harbour and park.

Client: BEAN Development Company Old/ New Harbour, Bremerhaven Total surface: 20 ha, open space 9,5 ha Planning and realization: 2001 - 2009 Estimated costs open space: 22 millions Euro Cork, Ireland The South Docks, formed from land reclaimed from the river, covers approximately 190 hectares and includes about 4km of waterfront.

The area is thus about 2.5 times larger than the nearby city centre ‘island’. In the last 100 years, uses of the area have been for portrelated and industrial activities. Consequently, the South Docks has played an important role in the economy of Cork, providing facilities and employment. It has also had an important cultural and social role, through the Showgrounds and Pairc Uí Chaoimh, whilst the Marina is used for passive recreation.

The South Docks area is bounded to the north by the River Lee, to the south by lands adjoining Monahan’s Road,

the Marina Parklands to the East and Victoria Road and North Albert Road to the West.

The changing requirements of the port, with the consequent relocation of many activities downstream, together with the associated decline of some traditional industries, presented a unique opportunity to redefine the role of the South Docks area and to develop it as a large, highly accessible site relatively close to the city centre. This is especially important because the city has been losing population during the last decade due to the lack of affordable and varied sized residential housing within its central area.

London Docklands, U.K. Docklands is the semi-official name for an area in East and South East London, boroughs (Southwark, Tower Hamlets, Newham and Greenwich). The docks were formerly part of the Port of London, at one time the world’s largest port. They have now been redeveloped principally for commercial and residential use.

Between 1960 and 1980, all of London’s docks were closed, leaving around eight square miles (21 km²) of derelict land in East London. In 1981 the Secretary of State for the

5 International Waterfront Developments Environment, Michael Heseltine, formed the London Docklands Development Corporation (LDDC) to redevelop the area. This was a statutory body appointed and funded by central government, with wide powers to acquire and dispose of land in the Docklands.

It also served as the development planning authority for the area. Another important government intervention was the designation in 1982 of an enterprise zone, an area in which businesses were exempt from property taxes and had other incentives, including simplified planning and capital allowances. This made investing in the Docklands a significantly more attractive proposition and was instrumental in starting a property boom in the area.

LDDC was controversial - it was accused of favouring elitist luxury developments rather than affordable housing, and it was unpopular with the local communities, who felt that their needs were not being addressed.

Developers found themselves saddled with property which they were unable to sell or let.

The Docklands historically had poor transport connections. This was addressed by the LDDC with the construction of the Docklands Light Railway (DLR), which connected the

Docklands with the City. It was a remarkably inexpensive development, costing only £77 m in its first phase, as it relied on reusing disused railway infrastructure and derelict land for much of its length. (LDDC originally requested a full Tube line, but the Government refused to fund it.)

Lyon. France At the southern edge of a new town quarter in Lyon, the former loading and store areas of the Port Rambaud harbour site with ist historic functions, its materials and its formal expression become the basis of a new characteristic and complex open space.

Former store houses made of concrete will be transformed into pergolas. With a new interpre-tation, existing store terraces will offer manifold possibilities of utilization.

Industry will not be replaced by a park, but industry becomes a park.

Planning 2005 - 2007, together with egis aménage¬ment, Sol Paysage, Techni‘cité, pfarré lighting design Realisation 2008 - 2009, complements until 2012 Client: S.E.M Lyon Confluence; Masterplan: 6,3 hectares

Open spaces: 5 hectares Costs open spaces: approx. 5,8 millions € Forum 2004, Barcelona, Spain Barcelona’s waterfront consists of the Esplanade, the Bathing Area and the Solar Panels. It was completed in 2004. The waterfront is a direct continuation of Diagonal Mar, a retail and residential complex centered on a public park. The bathing area completes Barcelona’s urban beachfront revitalization which begun in 1989 for the Summer Olympic Games. Working with Robert A.M. Stern Architects and Spanish architect Enric Miralles, EDAW developed a master plan for the entire development. Ecology played a meaningful role in the park’s design. Porous pavements minimize stormwater runoff. The use of native plant materials allows for reduced irrigation and pesticide use. A regional retention pond and sections of shoreline edged with aquatic plants provide first flush cleansing of stormwater, as well as a habitat for indigenous marine and bird species.

Project: Bathing Area - Forum 2004 Landscape Architecture: Beth Galí Location: Barcelona, Spain

Area. 17,000 m² Budget: 5.910.00 € Project: 2000 Construction: 2002-2004 Ponte Parodi /Green Roof, Genova, Italy Design: UNStudio Client: Porto Antico di Genova Spa/ ALTAREA Italia Progetti S.r.l.

Location: harbor Genoa / Italy Building area: 76.000 m2 Program: 3 dimensional Piazza/ cruise terminal/ wellness Status/phase: design development phase The Ponte Parodi project establishes a new city attractor based on the proliferation of experience. A three dimensional plaza located on the waterfront combines a variety of programs including a cruise terminal, wellness, cultural and leisure program, all of which bring liveliness to the old harbor. With its low-slung, undulating outlines the piazza provides a park with sport fields, beaches and other public functions while emphasizing the view of Genoa and its Alpine setting.

5 International Waterfront Developments Melbourne Docklands, Australia Melbourne Docklands is a unique waterfront development in the heart of Melbourne comprising around 200 hectares of land and water and seven kilometres of waterfront. By 2020, Melbourne Docklands is expected to become home to 17,000 people, workplace to 40,000 people and destination for 55,000 visitors per day. It is located in the heart of Melbourne, 2 kilometres far from the CBD on a 3km2 area , at the western edge of the central business district with which it is rapidly integrating. Its’ central location makes it easy to get to by car, train, tram, ferry, and bike or on foot.

Melbourne Docklands is being developed in stages to create a sustainable, mixed use community where people can live, work, invest and visit. It is being developed in partnership between the government and the private sector.

Although Docklands is state-owned land, its development is being funded by private companies. The Victorian government lends VicUrban the finance to build roads, bridges, tramlines and wharves to help attract private developers.

VicUrban is taking a leading role with developers to incorporate principles of ecologically sustainable development (ESD) within Melbourne Docklands. Melbourne Docklands is one of Australia’s best examples of applying Water Sensitive Urban Design (WSUD) principles to connect the community with their environment in a sustainable way.

Docklands has already set new standards for sustainability through its Melbourne Docklands ESD Guide, a first in Australia. Developed in 2002, the Guide raises the standard for ecologically sustainable development and provides clear expectations, standards and references for developers.

Toronto, Canada The Toronto waterfront is the lakeshore of Lake Ontario in the City of Toronto, Ontario in Canada. It spans 46 kilometres between the mouth of Etobicoke Creek in the west, and the Rouge River in the East.

Waterfront revitalization has been a hot topic of debate in Toronto for decades. In 1972, the federal government established the “Harbourfront Project” which converted part of the central waterfront from industrial

uses to cultural, recreational and residential uses. Harbourfront Centre and Queen’s Quay Terminal are legacies of that revitalization effort. In 1999, the City of Toronto and Canadian governments established a Toronto Waterfront Revitalization Task Force to develop recommendations and a business plan for revitalization. In the fall of 2001, following the recommendations of the task force, the federal, provincial and municipal governments established the Toronto Waterfront Revitalization Corporation (now known as Waterfront Toronto), to lead and manage a comprehensive, integrated approach for renewal of Toronto’s waterfront. The three levels of government also committed $1.5 billion to launch the redevelopment initiative.

Waterfront Toronto is overseen by a 13-member government appointed Board of Directors.

Waterfront revitalization is concentrated on Toronto’s central waterfront, an area that extends from Dowling Avenue in the west to Coxwell Avenue in the east. The revitalization of Toronto’s waterfront is one of the largest urban redevelopment project currently underway in North America with 800 hectares (2000 acres) of largely underutilized, derelict

land located steps away from Canada’s largest financial and cultural urban core. Full revitalization is projected to take 25 to 30 years and an estimated $17 billion in public and private funds to complete.

According to Waterfront Toronto’s master plan, once fully developed, Toronto’s waterfront will include 40,000 new residences (20% of which will be affordable housing), 40,000 new jobs, new transit infrastructure and 300 hectares (740 acres) of parks and public spaces.

Waterfront Toronto’s plans identify public accessibility to the waterfront and the development of parks and public spaces as major priorities. A variety of waterfront public space projects have already been completed by the organization including York and John Quay Promenades, improvements to Cherry Beach, the Western Beaches Watercourse, Marilyn Bell Park improvements and expansion of the Martin Goodman Trail from Marilyn Bell Park to Ontario Place and the completion of phase one Port Union Waterfront Park. The first phase on construction of the Central Waterfront and Mimico Waterfront Park were complete summer 2008.

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Forum 2004, Barcelona, Spain

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Genova, Italy

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6 Sustainability Definition Sustainability Sustainablity The idea of sustainability rests upon: 1. economic sustainability 2. social sustainability 3. environmental sustainability These interact, overlap and impact each other.

The most well known definition of sustainability is: sustainable development is development that meets the needs of the present without compromising the ability of future generations to meet their own needs.

With a slightly different definition sustainability is the strategy by which communities seek economic development approaches that benefit the local environment and the quality of life. The plan seeks to embed consideration of economic, social and environmental factors into a comprehensive planning process. A comprehensive sustainable approach considers green buildings, green municipal services, integration of active transportation and eco-tourism/sustainable tourism, awareness and appreciation of natural resources and what a community wants and needs with its financial realities.

The negative environmental impacts of New Zealand’s built environment are immense.

The challenge is to create a built environment that has environmental, social and economic benefits. Our current move to eco-efficiency practices is an important first step towards achieving a short-term sustainable built environment, but is not sustainable in the long term.

Regenerative development departs from the thinking that the best a built project can be is environmentally neutral. In regenerative development, the built environment becomes a conduit for producing resources and energy, improving physical and psychological health, remedying past pollution, and transforming and filtering waste into new resources. It represents a fundamental rethinking of architectural and urban design.

Central and local government is responsible for approximately 30 per cent of all construction in New Zealand.

By changing the approach to one focused on long-term sustainability, the country has a great opportunity to make meaningful and tangible changes to the way we plan, design, construct and use New Zealand’s built environment.

Regenerative development: • is a positive contributor to the living systems (human and biotic) in which it occurs • is a means of achieving sustainability.

By regenerating and integrating with living systems it enables the possibility for continual adaptation and growth • leads to a source of deeper meaning and significance for all involved.

In 2003, the United Nations warned that if current patterns did not change, the expansion of the built environment would destroy or disturb natural habitats and wildlife on more than 70 per cent of the Earth’s land surface by 2032 (UNEP Industry and Environment, 2003).

In 2005, the Millennium Ecosystem Assessment warned that human activity was putting such a strain on the natural functions of the Earth that the ability of the planet’s ecosystems to sustain future generations could no longer be taken for granted (MEA, Living Beyond Our Means, 2005).

It has to be noted here that more research is needed to quantify the environmental impacts associated with raw material extraction, manufacture and transport.

Awareness is growing, particularly over the last five years, of the importance of a sustainable built environment that addresses these negative impacts and increases the quality of the built environment. This awareness is reflected in initiatives, including the New Zealand Urban Design Protocol, the New Zealand Green Building Council and the Green Star environmental rating scheme for buildings, the Building Code review, and built environment sustainability research consortiums, such as Beacon Pathway.

6 Sustainability Regenerative development leaves behind the idea that the best built projects can be is neutral in relation to the living world. It acknowledges humans, our developments, social structures and cultural concerns are an inherent and indivisible part of ecosystems.

In relation to the sustainable waterfront and port development in Auckland one concerning factor is the establishment of a waterfront agency within the new Auckland Council structure. This would be one of the seven planned Council Controlled Organizations (CCO) - which would run by directors appointed by the Government with no input from local leaders – and which would be responsible for the whole waterfront area from Teal Park to the Westhaven Marina, excluding Ports of Auckland Property.

Under the Government’s plan, unelected directors will have free reign to come up with a new masterplan for the waterfront and implement it. These directors will not be obliged to listen to the public. It will reduce the ability of the Super City Mayor to deliver the vision and policies he or she was elected to deliver. This arrangement could work only if the Government fully adopted sustainable principles for urban regeneration projects – which is sadly not the case yet.

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identity

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sustainable?

7 “Auckland shows what in many port cities has become invisible. First, the city still looks like a port city...It has marinas, ferry services, cruise boats and the largest container port in the country.�

Han Meyer, NZ Herald.

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Importance of City identity Ports as an identity to a city The Waterfront: Case Studies Design Methodology – connecting city, port and nature

Why ask the question of identity?

Rodger, R (2007) explains that because of the naturally occurring development of the urban dimension, or what has been referred to as urban ‘sprawl’, fragmented places within the city may conjure social concern with which direction they may be heading as a community or city.

He also explains that there is a moral demand that all those who share in the complex space of a city should be able to enter a public environment or space and engage in some sense of unity of values and beliefs, even if those values are tentative or unsure.

Generally communities of a city are heavily influenced by the central part - the city - because it is the symbolic heart of the area (www.richmondindiana.gov).

The image of a city can transcend beyond its physical boundaries creating a highly mobile and complex system of connections through its identity.

The identity and image of a city creates a social pride of residence, along with giving people a sense of place and belonging. These may arise from facets of the cities heritage, people, community, culture, traditions, and its space as a whole (Braun, 2008).

For cities in transition, perhaps much like Auckland, who are intending to design new spaces or strategies, designing public spaces are a good way to improve the unity of image and identity (Braun, 2008).

Within the next 35years it is expected that there will be one hundred percent increase of the population living in cities all over the world (Cohen, P & Rustin, M 2008).

How can the notion of ‘identity’ deal with intensification and the new communities that will form in the high density arena of the city?

This idea is not new, cities have been dealing and using it for centuries to improve their status in the world, to attract tourists, investors and citizens all of coarse for the aim of increasing economy and economic value.

Focusing on identity is a crucial part of creating a successful attractive city (Braun, 2008).

“More than ever coastal zones – and especially

port-cities – are the back bone of economic traffic and urban development all over the world” (Meyer ,2008).

The development of a port city can be one of the most visible examples of how a city has progressed itself because of the ever changing factors globalisation and modernisation.

Modernisation is the process of balancing globalisation and social desires to improve the circumstances of everyday life (Meyer ,2008).

Port cities have a unique values attached to them and are now in the process of reinventing themselves as iconic entities at local or global scale. Historically these places may have been undesired as being part of the city itself because of the ‘lower working class’ environments (Meyer ,2008).

Nowadays, Ports like Seattle, Hong Kong, Rotterdam and Barcelona are now strengthening relationships between public, environment and city resulting in unique positive identities for the city (Braun, 2008).

A port entity may invest in an environmentally friendly approach to generally gain a competitive edge over other related industries or purely to improve system operations.

Another reason could be to respond to public pressures and perhaps enjoy the economic benefits from the public (citt.mangement.dal.ca).

“Auckland has a fantastic opportunity to emphasise the uniqueness of the exemplary coincidence of the city, port and nature. It can be regarded as a trendsetting example of a sustainable port city.�

Han Meyer, NZ Herald.

Even on a blustery day, the seafront in Brighton, England still draws a crowd because of its flexible design and destinations that are open all year round.

Buildings on the harbor in Auckland, New Zealand encouraged public activity by having uses on the ground floor.

Brooklyn Bridge Park uses fun public art to teach people what’s special about the place.

Brooklyn’s Coney Island has developed its own unique image over the years attatracting millions throughout the year.

“...where bodies constituted the biological core of an ecosystem.�

A.F.McEvoy (1997), Amsterdam.

Considering humans as a part of nature, how can we emphasisie the intergration of city, port and nature (public) by using the idea of identity?

The urban environment

consists of a variety of functional spaces and needs, but explains that only very rarely have urban and social historians have focused on bodies as the biological core of an ecosystem (A.F.McEvoy,1997).

Using this notion, I feel that any design, be it sustainable or otherwise, should have humans as the basis of a design to improve the ecology or environment of a place.

Design strategies are usually fixed from an initial process of governmental policy based strategies that typically creates an ‘umbrella’ brief for designing.

The challenge, however, is transitioning these “conceptual strategies into practical applied environmental management”.

A design is usually in response to a principle or factor underpinned by social-cultural desire or existence within the landscape, yet can be unrecognised and therefore not translated as motive for design or remembered as a design is unfolded to an end product. We may assume what is wanted by societal communities without deep analytical processes, instead we might use the ‘hot topics’ currently circulating, such as sustainability, and implement them onto a given site in the landscape.

What? : Increasing public connections by strengthening the identity of Auckland as a port city. This in turn may create an attractive place to people locally and internationally helping boast economy also.

Why? : Professor Han Meyer tells us in the article ‘Auckland could be a maritime jewel’ for the New Zealand Herald that Auckland has an opportunity to “emphasise the coincidence of the city, port and nature” saying that Auckland is unique in its identity because it still looks like a port city. This emphasise could be an example to other ports of a sustainable city.

How? : Professor Han Meyer also explains that the ‘boarder zones’ or ‘grey areas’ should get extra attention in improving public connection with city, port and nature. In these places, he suggests that programmes such as an “educational centre of shipping and transport”. The grey zones between city and port would be places such as Quay street, Captain Cook and Queens Wharf.

“The border zones between the port and city should get extra attention. Here programmes should be developed which are fruitful for the city as well as for the port, like, for instance, an educational centre of shipping and transport.�

Han Meyer, NZ Herald.

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8 Vein or Membrane?

How to reconcile Quay Street’s dual role as connecting space between the waterfront & the CBD & dividing element as a main route for transport.

Quay Street The building of Quay Street on reclaimed land from Commercial Bay started in 1879. The Government of the time needed land for rail to transport goods from the port. The project was delayed and difficult. The Harbour Board finished the work in 1886. Its function was to provide connection between the port and other parts of the city and region as well as providing access for people and transport.

The topography of the street is level due to the fact it is on reclaimed land. It is located 4.5m above high tide sea level and runs between the Viaduct Harbour and The Strand and has a 1.8 km length. It was a straight street until the 80’s when the Port bought some of the land for storage and diverted the street around it.

The street runs in an East – West direction.

At its Western end the street is 25m wide with four traffic lanes and pedestrian promenade on both sides. At its Eastern end it is 37m wide with seven traffic lanes and pedestrian walkways on both sides. There are median strips between some of the intersections. Some are vegetated and some are only painted on the road surface.

The street has nine intersections; seven of them have traffic lights for pedestrians and vehicular traffic. The average distance between the intersections is 150m except on its Eastern end. This provides a comfortable walking distance between the urban blocks which is characteristic of urban fabrics of the 19th century.

Quay Street is located between Auckland CBD and the waterfront. The CBD side has numerous heritage buildings intertwined with some modern high rise buildings.

The originally mixed use buildings were transformed into business use only during the 20th century. The last decades bought upon the increase in numbers of residential dwellings along the street. These apartment blocks sprung up in the immediate vicinity of the old buildings from Britomart Street to the East.

Because of the rising number of residents in the area a new supermarket opened along Quay Street in 2004. Next to this supermarket is located the newly completed Vector Arena.

On the waterfront side of Quay Street Princes Wharf , Queens Wharf, Captain Cook Wharf,

Marsden Wharf and the wharfs of Ports of Auckland are located.

The street obviously divides the CBD area from the waterfront but at the same time it connects them too. This dual function is a main characteristic of streets in an urban environment. To investigate it further, I made a diagrammatic representation of Quay Street and compared it to other streets of similar position of the international examples we used in this research report.

The diagrammatic representation of international ports reveled the following findings: •many waterfronts tend to have the working port further away from the new waterfront developments; •every waterfront has at least one street which is located between the waterfront and the existing old city fabric; •many waterfronts are divided even further by more streets running between the city and the waterfront; •in Europe the existing urban fabric adjacent to the street is mixed-use, while in Canada, the

United States and New Zealand it is a businessuse only area; •the presence of the port nearby to the new waterfronts means that the existing road// motorway/rail infrastructure is located by the waterfront; •new developments aim to connect between waterfront and existing city The waterfront of Auckland has some characteristic differences compared to other examples. There is only one relatively narrow street (Quay Street) between the CBD and the waterfront. There is no mixed-use area directly adjacent to this street. This is because of the zoning system: it is either business or residential area. Therefore residential apartments are located outside of the CBD, right behind the Port. This is not a very fortunate location for them. Vector Arena is located close to the CBD, right in front of the new residential buildings, behind the Port. This enlarges the area of public use but the presence of the Port restricts further expansion of such areas.

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9 Sustainable Energy Solutions What’s the problem?

Ports of Auckland (POA), like most ports in the world, is gradually adopting energy-efficient power sources and energy-conserving systems because traditional fossil fuels are getting more expensive and scarce. POA still uses a high amount of non-renewable resources and has outdated building infrastructure, plant and machinery. Most machinery runs on diesel and hundreds of imported cars are driven around the site, adding to air and water pollution.

The public is aware of the problems of water, air and soil pollution and the waste associated with ‘old’ energy sources and wants more responsible power usage from companies. We all know about Global warming and how it is affecting temperatures, rainfall and other changes in climate (including more cyclonic storms) and hope a change to renewable ‘clean’ technologies may help mitigate effects such as a rise in sea water (a major problem facing ports), droughts and flooding.

POA is constrained by the cost and absence of strong political backing for port renewal

and upgrades, despite an undeniable economic benefit to the Auckland region and the North Island of New Zealand.

Sustainable Solutions: Unfortunately most renewable energy is expensive to install. Solar energy can only contribute a fraction of the energy needed to replace hydroelectricity and fossil fuels, although it can be installed unobtrusively on rooftops, etc. Wind turbines provide more electricity but installation costs are high and dependent upon reliable, steady winds.

POA has made efforts to improve energy use with energy-saving methods including improved workshop lighting and compressed air systems; buying hybrid diesel-electric straddle carriers (10 in 2008) and saving 20% on fuel. A partnership with Genesis Energy has led to a reduction in the number and increased efficiency of floodlights, reducing from 1300 x 1kW lights to 650 (saving $300,000 p.a.).

POA was also able to increase the number of reefers (refrigerated containers) per 750kVa transformer from 90 to 150 by corrections to site power.

Gradually shedding under-utilised and obsolete wharves has also brought in cash and handed the running costs to new owners/tenants.

The global recession and the combined problems of climate-change and diminishing fossil fuel reserves gives an urgency to finding alternatives and making existing new technologies better. Energy intensive ports are among the first trying new energy sources and energy-saving technology.

Case Studies Solar Energy: Students at Toronto University devised a plan for the Port of Toronto. By orienting built infrastructure to the south, buildings maximise the benefits of passive solar energy and can install solar arrays to the best advantage. Most new designs recognise the benefits of free, clean solar energy but it cannot yet generate enough heat for large scale sites like ports.

As part of a Los Angeles-wide programme to construct a 1.3 gigawatt solar power network, the Port of San Pedro has installed 71,500

square feet of solar panels on its World Cruise Centre rooftop that delivers 1 megawatts of power. This is the first phase of a $9 million phase to generate 10MW of power with the eventual construction of 1.16 million square feet of panels (enough power for 2,500 homes but only enough to power 10% of the Port).

The San Diego Naval Base has built a unique solar electric carport using existing parking space. Two contiguous solar arrays stretch for half a mile producing 750kW of solar electricity – enough for 935 homes but also only 10% of the naval base requirement.

A relatively small area of 1,000 square metres of solar panels on the roof of the Visitors’ Centre building at the Port of Brisbane fully supports hot water and water heating systems in the building and these smaller scale projects are common and are a contribution to reducing carbon-emitting fuels.

Other ports such as Sydney and San Francisco use solar energy to power LED lights for mooring and berthing and for harbour guidance lanterns. In Portugal’s port, Viana do Castelo

9 Sustainable Energy Solutions solar-powered lamps mark the channel and flag an artificial reef off Madeira Island.

Cargo ships too have installed solar panels.

The MV Auriga Leader has 328 panels and they supply 10% of the ship’s total usage and the power is used exclusively while the ship is in port to save energy and use clean power.

POA would need many hundreds of square metres of solar panels to meet its power requirements (approx, 24,000,000 kW p.a.), however, solar power can be harnessed and used for smaller scale projects such as water heating, lighting, pumps, etc which may all add up to significant power cost reductions. Solar panels are expensive to install but then need little capital for approximately 25 years. It is a clean, reliable power source in New Zealand’s sunny climate.

Wind Energy: Wind turbines can produce a lot of energy per unit – 1MW turbine operating at 45% production will generate 3.9 million kW of electricity per year – but they get a bad public reaction due to perceived visual and noise

pollution and a ‘not in my backyard’ attitude and desire to preserve ‘views’. To some extent their efficiency depends upon a constant supply of wind although energy can be stored in batteries and used during low wind times.

Many governments are funding wind farms and research into floating and off-shore/on-shore turbines. A scheme has just been announced in Europe where a North Sea wind turbine farm will supply energy for approx. half of Europe’s power needs. Europe is building wind farms everywhere, including ports, perhaps because of a tradition of wind power used in windmills to generate power.

Experiments with the world’s largest 5MW turbines have been successful at Cuxhaven in Germany and can generate 19million kW each turbine per year.

The Port of Bristol has 3 wind turbines that supply electricity for the entire port site (15 million kW per year). The turbine blades have 83m rotor diameter, 6MW capacity and make a carbon savings of 15,500 tonnes per year.

Small harbour/port projects such as Redcliffe Wharf, also at Bristol, include one or two wind turbines calculated to supply power for the whole site.

The Port of Rotterdam has a cluster of 30 turbines that feed into the Port supply and provides overflow capacity to the Netherlands’ national grid. POA would need power supply from up to 10 wind turbines to meet their power requirement for 23,000,000 kW per year, well within the realms of possibility. However, a wind study would be needed to select a site where winds are dependable and of the necessary velocity year round, maybe a hard call in Auckland.

The main disadvantages of wind power technology at this stage is that it cannot be boosted to match demand, it is unreliable as it depends upon a constant wind supply and ideally should be used close to where the turbines are located to keep connection expenses down. Electricity generated by wind turbines can produce hydrogen and be stored in a fuel cell and used later to provide electricity when needed.

Although wind turbines are expensive to install they need no maintenance or upkeep for approximately 20-30 years, so they become cost efficient over time. One or two turbines could contribute 3 to 7million kW energy per year to the POA. Another significant energy source used in other countries is nuclear power but it is not used directly by ports. However, many ports purchase power from companies that create power supply using ‘clean’ energy that could include nuclear – although not in New Zealand.

Wind energy appears to be a ‘clean’ power source but the turbines, especially the huge concrete and steel designs, are carbon wasteful when they are constructed.

Experimental Energy: Algae Biofuel Algae are only one of a group of plants that can be used to produce oil that can be used as a fuel. The most common and controversial is palm oil that needs a lot of acreage to produce a commercial oil product and is often replacing

9 Sustainable Energy Solutions natural rainforests because of the lucrative trade it can provide.

Algae farms have been trialled and it seems that much more oil can be produced than from any other plants source (at least twice to four times as much as palm oil). Algae bioreactors have been designed that are long glass tubes.

The algae grow inside and photosynthesise using waste water and quite often nutrients from the sewage system to produce oil.

The bioreactor system saves space as the tubes may be stacked vertically. The other method of growing algae in raceways needs extensive area and the process is very smelly when the algae are grown in the open. The apparatus and nutrient provision can be expensive and the process still needs to be fine tuned.

Carbon T.A.P. Tunnel Algae Park, the winning proposal of the student competition organised

by UCLA’s cityLAB has designed algae pontoons to use CO2 emissions along New York’s roads and convert them into biofuel.

The Port of Venice has chosen a design ‘Drip Fed’ to be built in the lagoons in the harbour.

The design features rows of long glass tubing, (bioreactors). Public space is created both above and below the bioreactors – including a bowling alley, bars and restaurants. Venice expects the algae oil to satisfy 50% of the city’s energy needs and will run a 40MW turbine.

Rotterdam and other European ports have begun test programmes hand in hand with local University researchers. The Port of Rotterdam wants to construct an algae factory at the port to supplement the wind turbine system they have already established.

Wave Energy Energy using the natural energy of wave action can be of two main types, either floating turbines that operate using either revolving buckets or blades to generate energy. The turbines are fixed onto the seabed and float at the surface where wave energy is greatest and the waves move the blades and create energy that is captured and used. Or there are fixed air compression systems of all sizes that can be attached to piers, reefs, shorelines or even large ships where the air compression is achieved by capturing waves and forcing water through a confined space and creating energy that way.

There is a proliferation of turbine designs, some attached to the seabed by magnets instead of fixed anchors. They are still at an experimental stage and expensive but they are designed to use a constant source of free energy and may become more important in the future.

Tidal Energy The energy created by rising and falling tidal water is similar to wave power and can be created anywhere where the tidal turbines can be strung. Like wave air compression turbines they can be attached to wharves or ships and are fairly small units. The water is captured in the same way as the wave air compression systems to generate electricity by forcing water through a confined space.

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