Greenport Autumn 2019

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AUTUMN 2019

GreenPort Congress | Renewables | Efficiency | Monitoring

GREENPORT CONGRESS 2019 Ports community meets in Oslo

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CONTENTS NEWS 16 Global Briefing Port call optimisation, Mumbai Hyperloop

REGULARS

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14 Cruise focus Ege Port Kuşadası has become the first cruise port to be granted Ecoports certification

10 Product News Automated mooring, electric charging, zero-emission tug

21 Opinion Isabelle Ryckbost looks at an important document affecting the European ports community

12 GreenPort Congress preview An overview of the topics up for discussion at this year's event at the Port of Oslo

30 Europe Viewpoint Nicholas Newman finds out how the Port of Gdańsk is using the IoT to fight air pollution

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FEATURES 18 Renewables Gavin Allwright of the International Windship Association looks at developments and opportunities in the wind-powered sector

24 Efficiency How a new digitalised terminal operating system from Hogia Logistics Systems AB will benefit Portsmouth international Port

32 Africa Viewpoint Studies show sand dredging is threatening sensitive ecosystems around Kenya's ports, reports Shem Oirere

34 Australasia Viewpoint

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David McIntyre learns how the New Zealand Port of Gisborne is cleaning stormwater runoff

36 Asia Viewpoint An overview of a report on the potential for Japanese ports to become LNG hubs

28 Monitoring Shaun Skilton of Parker Kittiwake looks at the sulphur compliance challenges and options facing the shipping industry

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

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

EDITOR’S DESK MICHELE WITTHAUS ❘ Acting Editor

Shared challenges and collaborative solutions

GreenPort Congress is set to showcase the very best practices in a range of areas of activity, from new ‘smart port’ technologies to sulphur compliance and waste management

It’s that time of year again and GreenPort Cruise and Congress will take place at the Port of Oslo from 16-17 October.

Not only will delegates benefit from spending time in one of Europe’s most sustainable ports, but the event itself is taking a more integrated approach than in recent years.

Cruise and Congress streams will run concurrently across the two days, allowing all delegates to take advantage of the full range of subjects under discussion. For those attending, it will mean a more focused experience and better opportunities for networking across different interest areas.

After all, the port sector has many shared challenges, whether or not passenger shipping is involved.

The event is set to showcase the very best practices in a range of portrelated areas of activity, from new ‘smart port’ technologies to sulphur compliance and waste management. As has been a theme in recent years, audience participation is a key part of proceedings, so expect stimulating debate as the industry gathers to tackle the big issues.

In this issue of GreenPort, we take a look at the current state of renewables, with an article from Gavin Allwright of the International Windship Association (IWSA) about the impact on ports of the growing buy-in to zero-carbon sailing ships and other emissions-busting vessels.

Ports are under ever-greater pressure to show results in the drive for efficiency and we hear from Hogia about how the Port of Portsmouth has undertaken a digitalisation project that is making it far more efficient. In our regular feature on monitoring, Shaun Skilton of Parker Kittiwake explains how fuel monitoring systems can help ports comply with the new sulphur regulations. And our Cruise Focus documents a groundbreaking achievement for Turkey’s Ege Port Kuşadası, which recently received the first ever cruise port certification from Ecoports.

Globally, developments are underway at many ports to tackle longstanding challenges using innovative technology. The Polish port of Gdansk’s IoT solution is just one of these initiatives, as is the Australian port of Fremantle’s port water treatment system. We look at both ports’ experiences with targeted green technologies in this issue of the magazine. Kenya’s port of Mombasa is feeling the effects of an ongoing battle against the effects of large-scale dredging for sand on nearby beaches and Shem Oirere explains how mitigation measures are improving the outlook. And last but not least, the growing appeal of LNG hubs is in focus as Japan eyes the opportunities in a region facing major challenges as the demand for cleaner shipping continues to grow.

Correspondents Michele Witthaus, cruise Nicholas Newman, Europe and Asia Dave MacIntyre, Australasia Shem Oirere, Africa Contributors Gavin Allwright Ulf Hille-Dahl Shaun Skilton Isabelle Ryckbost Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Media Sales Manager: Tim Hills thills@greenport.com Media Sales Executive: Hannah Bolland hbolland@greenport.com Chief Executive: Andrew Webster awebster@mercatormedia.com Published quarterly by Mercator Media Ltd, Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD Tel: +44 1329 825335 Fax: +44 1329 550192 E-mail: sales@greenport.com Website: www.greenport.com Registered in England Company Number 2427909 Registered office address: c/o Shoosmiths, Witan Gate House, 500-600 Witan Gate West Milton Keynes MK9 1SH Printed by: Holbrooks Printers Ltd Hilsea, Portsmouth, Hampshire PO3 5HX Subscription Rates: £77.00 pa For subscriptions contact amccartney@mercatormedia.com ©Mercator Media Limited 2019 ISSN: - 2045-6085 Printed in the UK by Holbrooks Printers Ltd on paper produced from elemental chlorine free pulp sourced from sustainable managed forests Cover image: The Port of Oslo.

Credit: Yilport, Port of Oslo

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AUTUMN 2019 | 5

GLOBAL BRIEFING

BRIEFS

PORT CALL OPTIMISATION VENTURE LAUNCHES

Long Beach cuts congestion

The Marseille Fos Port Authority aims to cut emissions by spending €20m over the next six years to extend shoreside power for berthed vessels to every ferry, cruise ship and repair quay within the Marseille eastern harbour. Already available on the Corsica ferry quays, the network will be expanded in two phases to cover North Africa ferry quays and the ship repair hub by 2022 and the cruise terminal between 2022 and 2025.

Electric first for PANYNJ Best Transportation is the first trucking company to move a container from the Port of New York & New Jersey (PANYNJ) using an electric vehicle. The company, headquartered in Port Newark, New Jersey, picked up a container in Maher Terminal, also headquartered in the port, and delivered the container to a Costco Wholesale location within New Jersey without incident. This was the first time the zeroemission vehicle had been used by Best Transportation and marks the first step in the company’s plan to increase the number of electric vehicles in its fleet.

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A new port company seeking to improve port call efficiency and help shipping companies reduce vessel emissions will offer a digital shipping app which optimises port call management.

Available through the Port of Rotterdam Authority’s recently launched PortXchange company, Pronto is a joint platform that can be used by shipping companies, agents, terminals, port authorities and other nautical service providers to optimally plan, execute and monitor all activities during a port call, based on the

8 Pronto optimises port call management with just-in-time sailing

exchange of standardised data. In addition, Pronto enables just-intime sailing, which helps reduce carbon emissions.

“By making our application available to ports across the world we can optimise the potential of digital solutions,” said Allard Castelein, CEO of the Port of Rotterdam Authority. “The more ports use smart solutions, the more valuable these become.” The establishment of a separate company is designed to enable partnerships with a variety of global players and the first

PortXchange partnerships have already been signed, with Shell and A.P. Moller - Maersk.

“Pronto will be offered in several ports in Europe and the US before the end of the year,” said Mr Castelein. “The ambition for the years ahead is to make Pronto available to ports worldwide.

Partnerships with major international players like Shell and Maersk play a crucial part in making Pronto a global success.”

ELECTRIC HYPERLOOP SPEEDS MUMBAI TRANSIT

Credit: Virgin Hyperloop One

Marseille Fos shoreside power

Credit: Port of Rotterdam

The Port of Long Beach has selected HDR to undertake the final design of its US$870m Pier B On-Dock Rail Support Facility Project, which is expected to expand the port’s capability for loading shipping containers directly on rail cars instead of trucks. The expansion and reconfiguration of the existing Pier B railyard will create a staging area for loading freight trains nearly 2 miles long, eliminating thousands of local truck trips.

An electric hyperloop project linking central Pune to a Mumbai port will help cut emissions, take trucks off the road and speed up port operations.

India’s Government of Maharashtra has approved the Virgin Hyperloop One-DP World (VHO-DPW) Consortium as the Original Project Proponent for the

8 The hyperloop project is designed to have zero direct emissions

all-electric Pune-Mumbai hyperloop project. This will link Pune to the Jawaharlal Nehru Port in under 35 minutes, as opposed to the current 3.5+ hours by road, and could be operational by 2025.

“Support for hyperloop

transportation systems is mounting across the world and India has led the charge to bring hyperloop to fruition since the early stages of development,” said Sultan Ahmed bin Sulayem, group chairman and CEO of DP World and chairman of Virgin Hyperloop One. In addition to offering a sustainable form of mass transportation with zero direct emissions, the hyperloop project is anticipated to generate hundreds of thousands of new high-tech jobs, create over US$36bn in wider socio-economic benefits, and create new hyperloop component and manufacturing opportunities for Maharashtra to export to India and the rest of the world.

DP World is set to invest US$500m in private capital to complete Phase One of the project.

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

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GLOBAL BRIEFING

BRIEFS Climate Action Congress plans xx Plans for the first World Ports Climate Action Programme (WPCAP) congress are underway and being led by the Port of Rotterdam Authority. The congress next May will involve 11 European and US ports affiliated with WPCAP. The ports are working on plans to reduce CO2 emissions from shipping and ports and improve air quality. Five WPCAP working groups are examining topics including vessel turnaround time efficiency, making loading and unloading of vessels climate neutral, shore power, and alternative fuels.

Zero-emission goal for Oslo The Port of Oso has signed a cooperation agreement with the environmental non-profit Bellona Foundation to help it become emission-free.

Emissions in the port are anticipated to be reduced by 85% by 2030 and gradually reduce until they are eliminated. “The Port of Oslo is in full swing with the green transition, and has begun the phasing in of emissions-free solutions,” said Port of Oslo chairman, Roger Schjerva.

Bellona will share the lessons learned from this project.

Ports will lead on 5G development Ports will lead other industries in the development of 5G solutions which will be used for specific solutions including environmental protection, the Port of Riga has predicted. The port is currently testing a drone with artificial intelligence to determine pollution. The project uses a nascent drone traffic management platform being developed by LMT and Lufthansa Systems.

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GUIDE TO “KICK-START” SUSTAINABILITY REPORTS The “first sector-specific” Maritime Sustainability Reporting Guide has been launched by the Maritime and Port Authority of Singapore (MPA) to “kick-start” maritime sustainability reporting.

MPA’s guide provides a practical framework, including best practices for creating a maritime sustainability report, for both listed and non-listed maritime companies.

“We hope that this Guide can help kick-start many more Sustainability Reporting journeys in the maritime sector,” said Quah Ley Hoon, chief executive of MPA. “I understand that this is the first sector-specific Guide developed since SGX introduced the “comply or explain” sustainability reporting requirements for publicly listed companies in 2016. It signals the commitment of the maritime industry to do our bit for the environment.”

Ms Ley Hoon explained: “The Guide attests to MPA’s efforts to champion sustainability reporting for the maritime industry and

serves as a platform to reach out to the maritime community on sustainability. It is also aligned with MPA’s efforts to serve the needs of our customers, create stronger partnerships in the new world and build a more sustainable future for Singapore and the region.”

The need for the guide was spurred by industry feedback on

8 MPA’s guide provides a practical framework

the growing need for sustainability reporting guidelines, said MPA, which began its own sustainability reporting in 2014. The guide features MPA’s sustainability reporting as a case study, including its internal sustainability initiatives through the years.

EMISSIONS TARGET SET FOR NSW PORTS NSW Ports has a launched a Sustainability Hub and 2019 – 2022 Sustainability Plan aligned with the United Nations’ Sustainable Development Goals framework.

NSW Ports, which includes Port Kembla and Port Botany, was

acquired by an IFM Investors-led consortium in 2013 and is one of several subsidiary organisations that has set emissions reduction targets through to 2030 and beyond. NSW Ports aims to reduce emissions by 20% by FY24.

Marika Calfas, CEO of NSW

Ports, said: “We recognise that we have a responsibility to enact sustainable environmental, social and governance measures which minimise the impact we have on the natural environment and the communities in which we operate, and our 2019 plan highlights our achievements and actions for each of these areas.”

The plan is divided into business, environment, community and people. As part of the environment element of its plan, NSW Ports is working to actively reduce the intensity of energy and water use at its assets, through transition to energy efficient lighting, plant and equipment and renewable energy sources and supply. It said it has achieved a 20% reduction in greenhouse gas emissions since FY15.

NSW Ports maintains an environmental management system for compliance which includes an overarching Environmental Management Plan (EMP) at each of its sites.

8 NSW Ports aims to reduce emissions by 20% by FY24

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

PRODUCT NEWS

AUTOMATED MOORING FOR ESTONIAN PORTS

BRIEFS Electric tug for Ports of Auckland Ports of Auckland has signed a contract with Damen Shipyards to buy the Damen RSD-E Tug 2513, the world’s first fully-electric ship-handling tug. Featuring a 70t bollard pull, it is designed to be fuel-efficient and IMO Tier III ready. “In 2016 we set ourselves the goal of being zero emission by 2040,” said Tony Gibson, CEO of Ports of Auckland.

Concrete tide pools for coast A new design of concrete tide pools will be tested by the Port of San Diego to assess their ability to aid shoreline stabilisation, help guard against coastal flooding and support local ecosystems.

At the start of its three-year pilot project with the port, ECOncrete will install 72 of its Coastal Star tide pools across three sites along the shoreline of Harbor Island, part of the port. The tide pools are designed to interlock with other Coastal Star tide pools, potentially serving as a replacement for traditional riprap while providing environmental benefits by mimicking natural rock pools.

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Two companies have won mooring equipment contracts to help Finnish ports improve their operational efficiency and reduce emissions.

Cavotec will design, supply, commission and service two multi-unit MoorMaster automated mooring systems at Estonia’s Port of Tallinn. The systems, to be used at two passenger ferry berths, will moor large ro-pax vessels that make several daily crossings between Tallinn and the Finnish capital Helsinki, where MoorMaster systems have been in use since 2016. “We’re delighted to work with the Port of Tallinn to achieve the safety and operational

efficiency improvements that MoorMaster offers,” said Patrick Mares, president of Cavotec ports & maritime.

In June, Finland’s Port of Turku confirmed it would install a multi-unit MoorMaster system at the Viking Line ferry berth. Due to be delivered in 2020, the system will moor the 218m long passenger and vehicle ferries Grace and Glory.

Meanwhile, Trelleborg has won a contract to install six units of its AutoMoor T40 Twin Arm mooring solutions at Tallinn’s Old City Harbour Berth 13 cruise ferry wharf to facilitate faster berthing processes and improve safety levels within the port environment.

8 Port of Tallinn's Old City Harbour Berth 13 cruise ferry wharf

Peeter Nogu, chief infrastructure development officer at the Port of Tallinn, said: “Berth 13 will service large cruise ferries from Finnish shipping companies including Viking Line and Eckero Line, on the Tallinn to Helsinki route across the Gulf of Finland, our busiest route. As a result, it was vital that we upgraded the berth to ensure a high vessel throughput. With that in mind, it was essential that the upgrade saw the adoption of automated mooring systems to facilitate quick, safe and reliable mooring operations.”

RECORD-BREAKING ELECTRIC CHARGING FOR LONG BEACH SSA Marine, Tritium and Stäubli Electrical Connectors are teaming up to provide automatic charging stations for over 30 newly electric terminal tractors at the Port of Long Beach in California.

The tractors are being refitted to electric operation to create the largest automated electric vehicle charging programme of any port in the US. A total of 33 diesel-powered tractors will be retrofitted with allelectric drivetrain systems by SSA Marine, which manages the

Credit: Stäubli

A fleet of diesel-electric straddle carriers will help a Spain-based terminal operator reduce its environmental footprint. The delivery of 29 diesel-electric Konecranes Noell Straddle Carriers, all equipped with the Konecranes Noell twin-lift spreader to APM Terminals Barcelona, will help the terminal reduce its CO2 emissions while maintaining efficiency. APM Terminals Barcelona already operates Konecranes Noell Straddle Carriers.

Credit: Trelleborg

Barcelona gets straddle carriers

terminal at the Port of Long Beach.

Tritium will install its Veefil-PK 175kW DC High Power Chargers (HPCs) to power the fleet.

FUNCTIONAL DESIGN Stäubli’s QCC system features an enclosed pin-and-socket design that is self-cleaning, touchprotected on both sides of the

8 OStäubli’s Quick Charging Connector (QCC) is a rapid charging system

connector and easily corrects for misalignment. It will enable the automatic connection of Tritium’s chargers to the electric receptacle that has been retrofitted on each port vehicle, creating a zero-touch charging experience for terminal tractor operators.

Installation of the chargers is scheduled to begin this year, while deliveries of the converted vehicles are scheduled to begin later this year until October 2020.

The project with SSA Marine is part of the US$50m Port of Long Beach grant obtained from the California Air Resources Board’s (CARB) Zero and Near Zero Emission Freight Facility (ZANZEFF) programme.

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CONTAINER CO ON TAIN ONT A IN NER BLENDING BLEN NDING FLOW F CHART C 2

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1. The product is loaded at the mine site then sampled in the conventional manner and the containers are sealed.

Each container holds around 30 tons of product.

2. The sample is graded then placed into the computer system. The containers are fitted with RFID tags so they can be tracked and stacked in grade blocks at the port.

3. The containers are transported via road or rail and then stored at the port.

4. From the database a report is generated using a simple algorithm to determine a precise mix for the ships hold.

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5. At the port the containers are blocked stacked in their grade ratings awaiting the bulk ship to arrive.

6. When the ship arrives the product is tipped into the ships hold in the forecasted sequence to maintain the mix required using a layered system (ie) (200 B grade 300 A grade and 100°C grade ETC).

7. The bulk ship departs with your blended product on board and the containers are returned to the mine site to start the cycle over again.

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Meet Garry Pinder at stand D14 at the TOC in Cartagena

GREENPORT CONGRESS PORT PREVIEW

NEW CONGRESS FORMAT AT THE PORT OF OSLO In recent years, GreenPort Cruise and GreenPort Congress have been held as separate events, the cruise module taking place a day before the main Congress. This year, however, delegates will have the opportunity to enjoy both events over a two-day period (16-17 October), with simultaneous sessions available in the Cruise and Congress streams.

The new format will bring benefits of synergy, as it acknowledges the many shared challenges experienced by cruise and cargo ports. For those attending, it also means only two full days out of the office rather than three. There will still be an additional final day devoted to a port tour, as usual, for those who are able to stay on and participate.

Ingvar Mathisen, Port Director, Port of Oslo, will kick off proceedings on Wednesday 16 October, introducing the keynote address by Sveinung Oftedal, Norwegian Negotiator at the International Maritime Organization (IMO). This will be followed by an address by Torstein Hagen, Founder and Chairman of Norway-based Viking Ocean Cruises.

Magnus Strandmyr Eide from the Green Coastal Shipping Program at DNV GL and Julia Manning of the European Bank for Reconstruction and Development will address issues around emissions reduction in the maritime and logistic sector.

A Q&A on Norwegian ports’ approach to legislation and cooperation will include a look at Oslo’s Zero Emissions Action Plan, which uses carbon budgets with a view to becoming carbon neutral by 2030. Speakers include the Governing Mayor of Oslo and representatives of Zero Emission Resource Organisation and the Norwegian Maritime Authority.

This year's event will bring many benefits of synergy, as it acknowledges the many shared challenges experienced by cruise and cargo ports The challenges of sustainable cruise will be examined by Christina Ianssen of Bellona Foundation, an organisation which has been dubbed ‘the Norwegian Greenpeace’. Tourist saturation in cruise ports will also be in the spotlight along with climate action plans.

Speakers from the cruise lines include Tor Svensen, Vice President Maritime Technology, Royal Caribbean Cruises Limited, and Tom Strang, SVP Maritime Affairs, Carnival.

Following the introduction by AIDA Cruises of the world’s first LNG-powered cruise ship, the brand’s Chief sustainability Officer Monika Griefahn will talk about the implications for cruising’s impact on ports. Also on the subject of emissions-busting ships, Peace Boat founder Yoshioka Tatsuya will share insights into his organisation’s ambitious newbuild.

Nils Kemme, Associate Partner, HPC Hamburg Port Consulting GmbH, and Bent Martini, COO, Hurtigruten, will discuss the possibilities of battery power. Helge Otto Mathisen of Color Line will show the new standards ushered in by the world’s largest plug-in hybrid ship.

12 | AUTUMN 2019

Credit: Port of Oslo

The Port of Oslo is preparing to welcome delegates to GreenPort Cruise & Congress in a combined event that offers more choice than ever

Looking at how city ports increasingly act as energy hubs in the circular economy are BKK’s Pål Tveitevåg, who will explain how Europe’s biggest shorepower facility operates, and Emilie Dehu from Eco Slops, who will outline how the circular economy can bring profit to ports.

Synergy between port and city for green charging services and environmentally friendly waste disposal is crucial. Heidi Neilson, Head of Environment, Port of Oslo, will be one of the speakers on this topic. Petra König, Environmental Manager, Copenhagen Malmö Port (CMP), will talk about how the port is meeting the need for efficient and sustainable charging services.

Isabelle Ryckbost, Secretary General, ESPO, will address the UN Sustainable Development Goals in the business strategies and governance of ports, while Antonis Michail, Technical Director, World Ports Sustainability Program, IAPH, will report on developments in his organisation.

The much-anticipated energy transition is now a reality for ports chasing challenging new targets. Representatives of Port of Seattle, Port of London Authority, Port of Genoa and Port of Vancouver will tackle topics around the energy transition and other pressing issues. Malte Siegert, Head of Environmental Policy, NABU will introduce Hamburg’s Air Quality-MeasurementNet at Northern Elbe Banks.

Hybrid and smart port solutions, emerging technologies and AI are also increasingly in the news. Companies including ABB, Wärtsilä, Envirosuite, Kalmar Skeleton Technologies and Inform will explain what they are doing to harness the new technologies. Willem Nieuwland of Hyster Europe will present a session on alternative energy sources for mobile plant equipment, focusing on the zero-emission Container Handler projects underway at the Port of Los Angeles in the US and Port of Valencia in Spain.

The final session of congress will be the now-traditional interactive roundup of themes touched on during the two days of Congress, moderated by Chris Wooldridge.

8 Aerial view of the Port of Oslo

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PORT OF

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CRUISE FOCUS

TURKISH PORT WINS CRUISE SUSTAINABILITY FIRST Ege Port Kuşadası has set a new benchmark by becoming the first cruise port to be granted Ecoports certification. Michele Witthaus finds out more

8 Ege Port Kuşadası is a busy cruise port for ships on Aegean itineraries

Ege Port Kuşadası operates the Port of Kuşadası on the west coast of Turkey, serving cruise ships on Aegean itineraries. In 2003, the port earned the distinction of being Global Ports Holdings’ first acquisition. The deal included pilotage, tugging, mooring, sheltering, security, fresh water supply, waste collection, passenger terminal services, and diving and bunkering services to cruise ships and ferries visiting the port.

A big part of the attraction of Kuşadası for tourists is its close proximity to the ancient city of Ephesus. Thanks to development works completed in 2011, resulting in pier improvements that allow it to accommodate even the largest Oasis-class ships, Ege Port is now a firm fixture on an increasing number of cruise itineraries and has become the busiest cruise port in Turkey. The two finger piers can berth up to four large vessels, or four smaller and two large vessels.

Ege Port is no stranger to sustainability, having attained several major certifications in the past few years. Aziz Güngör, East Med Ports Regional Director at Global Ports Holding and General Manager at Ege Port Kuşadası, explains the background to the port’s pursuit of environmental compliance and best practice.

“Since 2004, Ege Port Kuşadasi is ISO 14001 Environmental Management System certified by international institutions without interruptions where independent audits are conducted every year. Ege Port is also certified with, ISO 9001 Quality Management System and BS OHSAS 18001 Occupational Health and Safety Management Systems. We call this a triple management system; an integrated management system. In addition to all these as of

14 | AUTUMN 2019

2015, through annual audits, Ege Port is Green Port certified by the Ministry of Transport & Infrastructure and TSI (Turkish Standards Insititution).”

In July 2019, the port chalked up another first by winning Ecoports certification, becoming the first cruise port in the world to do so. “We are delighted that Ege Port Kuşadası has been recognised in this way and this is just the first step as we look to apply environmental best practice to our global portfolio of cruise ports,” says Emre Sayin, Global Ports Holding CEO. “We recognise the improvements that cruise ports can make to become more sustainable and as the world’s largest cruise port operator we are keen to play our part.”

“Our highest motivation was to become the first cruise port to be certified by Ecoports Port Environmental Review Systems (PERS),” Mr Güngör says: “Our company culture, long-term plans and the experience that we have gained in the integrated management system since 2004, have brought us to the certification process with Ecoports PERS. We have successfully completed the process in a 6-month period.”

He sees the Ecoports certification as “a best practice sharing.

Ecoports sharing best practices with the ports around the world helps follow the new environmental approaches globally.

Besides, Ecoports brings some innovative approaches while reducing the operating costs of ports. While using these innovations, you can also use ready-made approaches to quickly reach your goals. All of these contribute to the sustainability of cruise ports within the ecoports project.”

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

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CRUISE FOCUS

It helps that the port has a long-established sustainability culture , says Mr Güngör. “We have already adopted important environmental policies within the scope of the Green Port certificate, under the accreditation of ISO 14001 Environmental Management and Turkish Standards Institute, long before the Ecoports certification. In this respect, being an environmentalist port was already a company culture for us.”

Besides the Ecoports programme, Ege Port is taking a variety of other steps to ensure all activities at the cruise terminal are environmentally friendly. “In this context, we are making significant investments in our Waste Reception Facility. Within the port, we operate a facility for the dewatering of oily liquid wastes such as sludge and bilge water received from cruise ships. We provide 100% recycled waste oils that have been dewatered, while the chemically and biologically treated water can be used in garden irrigation. We also save energy in our port through the usage of LED technology in all our illumination systems.

“Moreover, some of the energy sourced is through solar panels. In the coming years, we are working to prevent the emission of exhaust emissions generated by parked tour buses (running their engines for air conditioning purposes). This project will be brought to life soon.” In addition to these initiatives, the port is working to reduce the impact of solid waste. “Efficient segregation of ship-based solid wastes is ensured and an appropriate recycling process is carried out for each different type of waste. Our ultimate goal is to become a port that produces zero waste.”

Our highest motivation was to become the first cruise port to be certified by Ecoports Port Environmental Review Systems (PERS) The port is also investigating the possibility of investing in shorepower, although there is some caution in this regard due to the practicalities of running this type of infrastructure. “We are doing various studies to feed the cruise ships with alternative energy sources such as onshore power systems that will stop the use of gensets while the ship is in port,” explains Mr Güngör. However, the realisation of this project brings some infrastructure problems. “Cruise ports located in city centres – like us - are facing big challenges in this matter. An averagesized cruise ship needs approximately 10 megawatts of installed power. For a port capable of berthing four ships at the same time, it would need a total of 40 megawatt power, which is the equivalent of an amount that can feed a city network of considerable size. Along with the investment, some legal regulations need to become appropriate as well. In order to evaluate this issue, we continue our joint evaluations and work with the Turkish Ministry of Transportation & Infrastructure.“ Looking forward, the prospects for strong cruise growth at Ege Port mean that the sustainability measures at the port will be tested and will need updating over time. Mr Güngör notes: “Kuşadası is an extremely popular cruise destination. In this respect, the number of passengers will continue to increase. The most important long-term goal is to manage the environmental impacts that this growth will create on the environment in the most accurate way; supply renewable energy to the ships during the period that they are in the port.”

The growing number of vehicles that converge on the port during busy cruise periods is another concern. “An average of 70 tour buses are parked in our facility whenever there is a cruise call. In hot climatic conditions like we have, the engine has to run 30 minutes before passengers arrive in order to cool the bus.

We are working to collect all these exhaust emissions at a single point and eliminate them during the operation.

16 | AUTUMN 2019

“The most significant environmental impacts arising from cruise operations are the emissions. We are trying to reduce emissions as much as possible with the targets we have set.

Again, separating the waste that is sourced from both the port facilities and the ships, and recycling it to create zero waste is among our biggest targets.”

Good partnerships with stakeholders are crucial to the success of sustainability initiatives at any busy cruise port. This is especially the case for a port set in a country such as Turkey, which welcomes the sixth highest number of tourists in the world. “The Ministry of Environment & Urbanization, the Ministry of Culture & Tourism, and the Ministry of Transport & Communications are in intense interaction with the entire sector in order to ensure the sustainable growth of the tourism sector,” says Mr Güngör.

“The ‘Zero Waste’ project that was launched in Turkey as of 2019 received great support. Through the synergy of this project, all institutions and stakeholders in which Ege Port interacts closely, are working together. Locally, our port works closely with non-governmental organisations such as Aydın Metropolitan Municipality, Kuşadası Municipality, Provincial Directorate of Environment of Aydın Governorship and TURMEPA (Clean Seas Association).”

8 A view of Ege Port Kuşadası

8 Aziz Güngör, East Med Ports Regional Director at Global Ports Holding and General Manager at Ege Port Kuşadası

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WIND-POWERED PATHWAYS TO DECARBONISED SHIPPING Carbon-neutral fleets run entirely on renewables are no longer a pipe dream but are already on the way, says Gavin Allwright, Secretary General of the International Windship Association The last 18 months have been quite transformational for the shipping industry as it struggles to get to grips with low carbon solutions for shipping. April 2018 was something of a watershed, with the much-heralded IMO initial strategy of ‘at least’ 50% GHG reduction target. In September, that was boosted by the wake-up call from the IPCC 1.5C report. Then at the tail end of 2018, Maersk stepped in front of the IMO pledge by declaring it will have a fully carbon neutral fleet by 2050.

How attainable are these targets? What do these commitments mean for ports? Do we have a basket of technologies to get us there and what are the implementation pathways for policy and regulation, future fuel costs and carbon price?

None of us have a crystal ball but one thing is certain: the vessels we are designing and building today will be operating in a net zero emissions environment before the end of their commercial life. That is a huge challenge, compounded by the fact that this makes financing new vessels problematic when banks are anxious about investing in stranded fossil-fuel dependent assets. A basket of technologies will be required to propel the fleet; there is no silver bullet, no ‘one size fits all’.

The development of wind-powered and wind-assisted ships is making waves at the moment, as a critical part of an integrated 100% renewable-powered propulsion solution for the future.

With fuel savings of 5-20% for retrofit systems and the potential to reach 30% and then significantly higher savings when wind propulsion solutions are integrated into optimised newbuild designs, these savings can’t be ignored. In addition, reducing the need for bunkering makes primary renewable propulsion like wind attractive as it increases the utilisation of the asset and helps deliver improved long-term energy security.

This technology poses a number of questions for ports and could offer some immediate and longer-term sustainability benefits. On the emissions levels, a significant reduction of fuel use would naturally lead to immediate benefits for air quality and carbon footprint but what would a decrease of 30% in bunkering requirement mean for ports?

As the fuel requirement is reduced along with the associated OPEX, this could lead to new routes and trades becoming viable.

However, the question would therefore be what size of vessels would we be seeing built and operated? Will these be smaller, more versatile (primarily wind-powered) vessels visiting smaller entrepreneurial ports, closer to the point of product supply and delivery?

On port operations, how will wind-powered vessels affect stevedoring? Will there be knock-on concerns around safety?

Or are these simply problems of image and perception?

Regarding infrastructure, do we need to be factoring in increases of air draft, etc.?

THE BIGGER PICTURE There are wider issues of sustainable development in the port, port city and surrounding region. New technology and installations can mean new business for regional shipbuilders, engineering companies and suppliers. Several of the wind propulsion systems under development are modular,

18 | AUTUMN 2019

containerised systems that could lead to new business activity and opportunities in ports as these are leased or rented to ship operators. The uptake of wind propulsion reduces the need for fuel, so potentially reducing the cost of alternative propulsion systems such as hydrogen, batteries etc. with less onboard storage and installed power required. This could make these systems more affordable, increase uptake and tie in with landbased renewable energy development.

Large industry players and cargo owners have already started embracing wind propulsion. Maersk and Viking lines have both fitted rotor sails to vessels recently and Scandlines will soon follow. Samsung and Hyundai Heavy Industries have both released designs for rotor-assisted VLCCs. Chantiers de l'Atlantique (formerly STX Europe) has a primary wind propulsion cruise vessel product range and Airbus spin-off, Airseas, has logged orders for its kite systems from Louis Dreyfus Armateurs and K-lines. Renault Group has signed a cargo agreement backing the build of two primary wind ro-ro vessels for crossAtlantic car deliveries with the Nantes-based Neoline.

Meanwhile, MOL is leading a rigid wing sail project in Japan and Wallenius Marine announced in December it will build a primary wind propulsion car-carrier in 2021 in collaboration with Becker Marine in Germany.

8 Anemoi installed movable Flettner Rotors on the weather deck of the geared bulk carrier, the 64,000 dwt MV Afros, named ‘Ship of the Year’ at the Lloyd’s List Greek Shipping Awards 2018

SIZING UP THE MARKET So, what is the potential size of the market for these technologies? An EU-commissioned report studying the market potential of wind propulsion concluded: “Should some wind propulsion technologies reach marketability in 2020, the market

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RENEWABLES

potential for bulk carriers, tankers and container vessels is estimated to add up to around 3,700-10,700 installed systems until 2030.”

This level of market growth is forecast to continue, with the UK Government’s recent Clean Maritime Plan (July 2019), looking at the global market potential for wind propulsion systems growing from around £2 billion a year in the 2050s.

Flettner rotor wind propulsion systems are already entering the market with six vessels in operation and 14 rotors installed, including installations by Finland-based Norsepower on the Maersk Pelican, a 109,000 dwt LR2 product tanker, a ferry/cruise vessel and a ro-ro vessel. Two other general cargo vessels have been fitted with rotors and four Anemoi Marine Technologies’ Flettner Rotor systems have been installed on a geared bulk carrier, the 64,000 dwt MV Afros.

Windship Technology has developed a ‘carbon neutral’ concept newbuild vessel which is also turning heads in the industry. The company’s wing sail technology can deliver 30% savings, linked with similar savings from permanent reduced engine revolutions and coupled with significant savings from ship design and voyage optimisation, leaving 20% supplied by carbon-neutral biofuel derived from waste. These are all solutions that we have available today.

PORT INFRASTRUCTURE What of the issues raised around infrastructure and operations in port? Technology providers are building in solutions in these areas, ranging from hinged rigs to fully collapsible and containerised systems to tackle air draft restrictions.

Cargo handling is another area where innovative approaches are being developed. The MV Afros bulker features rotors that are fitted onto movable base mounts, allowing the geared vessel to load without obstruction. The Smart Green Shipping Alliance (SGSA) sees ports as the critical interconnectors between international maritime and national infrastructure and

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crucial in the development of zero-carbon shipping innovation.

In pursuit of a workable solution, SGSA’s partners at Drax arranged for the SGSA team to visit ABP Hull to get a good grip of the loading and discharge systems for biomass and to meet the Master and crew of one the vessels delivering this renewable fuel. This led directly to design changes to meet the challenge of accommodating intrusive structures like masts around established discharge systems.

With the level of fuel savings being projected, many of our members’ interactions with port operators have been positive.

Concerns over safe cargo handling, air draft, operational restrictions etc. are all deemed to be manageable.

The final question that needs asking is: Will ports embrace this significant change in the industry and help incentivise this low-

carbon technology? A primary renewable energy, delivered at the point of use with no emissions, a ship propulsor that is abundantly available, harnessed with today’s technology without the need for expensive infrastructure investment. As shipping turns its collective attention towards decarbonisation, wind propulsion providers are ready to supply tried and tested solutions to support shipping in its quest to be zeroemission as soon as possible. We hope that ports harbour the same ambitions.

8 Gavin Allwright, Secretary General of the International Windship Association

The International Windship Association The International Windship Association (IWSA) was formed in 2014 with 12 founding members to bring together the key market players, create a stable support network for technology developers and promote the credibility and viability of wind propulsion systems.

The membership has since grown to over 50 members from technology providers,

green shipping projects and R&D, shipbuilding, ship operators and class along with an extensive supporter network.

IWSA has been developing wind propulsion hubs around the world, the first having been established last year in Nantes, France, and already more than 60 companies are engaging with IWSA Europe – Atlantic. The foundations for hubs in the North Sea & Baltic

and Oceania regions are currently being laid and groups in North America and Asia will be formed over the next year. IWSA is also engaged in areas of policy and regulation in the IMO, EU and industry, third-party validation of performance and fuel savings, and in the development of ‘Pay as you Save’ finance models, transferring CAPEX to OPEX. Further projects are in the pipeline.

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OPINION

STRIVE FOR MORE AT HOME TO LEAD IN THE WORLD ESPO Secretary General Isabelle Ryckbost shares an important new European Commission document and see what is in for ports In mid-July, the European Parliament confirmed the candidacy of the President-elect of the European Commission Ursula von der Leyen and gave support to her agenda and priorities, which are brought together in a document entitled ‘A Union that strives for more’.

This agenda must be seen as the basis for the new Commission and its team, and will steer the content of the mandate letter each candidate Commissioner will receive to prepare for the Parliament hearings and their mandate as such.

It must not come as a surprise that reaching “a European green deal” comes as a first of six headline ambitions of Mrs Von der Leyen. Her ambition in that field is high: the Presidentelect wants a proposal for a European green deal within the first 100 days of office and wants to enshrine the 2050 climateneutrality into law. Europe must be the first climate-neutral continent. Moreover, Europe needs to move towards a zeropollution ambition.

Emissions must be reduced by 55% by 2030 (instead of the foreseen 50%). Carbon emissions must have a price: every sector and person will have to contribute. The new Commission also believes that the Emissions Trading System (ETS) must cover the maritime sector. The document further suggests the introduction of a Carbon Border Tax to avoid carbon leakage.

IMPLICATIONS FOR PORTS The review of the energy taxation directive is also on the agenda. ESPO hopes that such a review can take away the current disadvantage for the use of onshore power supply (OPS), by providing OPS the tax exemption that currently applies for electricity generated onboard vessels.

ESPO hopes that this review can take away the current disadvantage for the use of onshore power supply by providing the tax exemption that currently applies for electricity generated onboard vessels Mrs Von der Leyen’s agenda has also some concrete ideas on how to achieve the climate targets. The paper states that not everyone starts from the same point and therefore suggests the creation of a Just Transition Fund to support people and regions most affected in meeting the climate change challenge. On top of that, a European Climate Pact should be set up to change behaviour. Moreover, first movers must be rewarded by investing record amounts in cuttingedge research and innovation. Additionally, private investment has to be used: parts of the European Investment Bank (EIB) must turn into a ‘Europe’s Climate Bank’. The actual 25% of EIB spending on climate investment must be doubled by 2025.

The environmental agenda of the President-elect does not limit itself to climate. Mrs Von der Leyen wants the new

8 Isabelle Ryckbost

Commission to present a biodiversity strategy for 2030, including the conservation and protection of our seas and oceans. The President-elect further believes that Europe needs to move towards zero-pollution with cross-cutting strategies addressing, amongst others, air and water quality, hazardous chemicals and industrial emissions.

She aims at presenting a new Circular Economy Action Plan, focusing on resource-intensive and high-impact sectors, and believes that Europe must take the lead in the issue of singleuse plastics. Micro-plastics must also be tackled.

In the other five pillars of her agenda, there are also references to environment and sustainability. As concerns trade agreements, for instance, every new trade deal must have a dedicated sustainable development chapter and the highest standards of climate, environmental and labour protection with a zero-tolerance on policy on child labour.

If this agenda is really to be seen as the reference for EU decision making for the next five years, Europe is really going to play a front-runner role on climate and environment. It remains to be seen what this will imply in concrete proposals and transport policy.

But to me, the core message in the paper is “to strive for more at home in order to lead in the world”. This is exactly what we should be ambitious for, but that is also exactly what we have to keep in mind when designing the path to achieve ambitious goals. We must deliver, but must do it in the right way in order to attain promising results, both for the environment and the people’s well-being, but also for the future of Europe’s ports and Europe’s economic and sustainable leadership in the world.

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

AUTUMN 2019 | 21

CHELSEA TECHNOLOGIES

ADDRESSING WASH WATER MONITORING COMPLIANCE A catalyst for significant debate, scrubber wash water is frequently under the microscope, in every sense of the word, writes Emma Johnson, Chelsea Technologiesâ&#x20AC;&#x2122; maritime manager Steps are being made to ensure regulatory guidelines are clear and consistent, however there is still uncertainty which stems from the lack of data from long-term testing available on the impacts of wash water on the marine environment.

With compliance and environmental sustainability at stake, it is vital that the maritime industry works together to ensure a unified approach when it comes to the management and monitoring of scrubber wash water.

2018 played host to a surge in scrubber demand and uptake, with the Exhaust Gas Cleaning Systems Association (EGCSA) estimating that by 1 January 2020, there could be operational units in as many as 4,000 vessels. With the compliance deadline firmly on the horizon, and scrubber popularity showing no signs of slowing, the economic argument for scrubbers appears particularly persuasive. As 2019 gives way to a broadening market for scrubbers, with uptake opening up for bulk, tankers and containers, along with cruise and ferry early adopters, some trading streams cite scrubbers as the difference between business continuity or a switch to road trade.

Taking a more holistic look, global reception has been mixed.

Reacting to the currently unknown impacts of scrubber wash water on the marine environment, significant shipping nations have publicly closed their doors to open loop scrubbers including Singapore, China and Fujairah in the UAE. Despite the recently submitted Environmental Impact Assessments to MEPC 74, courtesy of the Japanese Transport Ministry and welcomed by the Clean Shipping Alliance as an invitation for future research, there are still concerns surrounding wash water that are as yet to be assuaged.

This uncertainty has prompted the EU to call for a scientifically informed global policy harmonisation, in the hope of empowering the IMO to align signatory states in to one unified policy approach. However, as is all too familiar in shipping, this is unlikely to happen overnight. With this in mind, preventative action to mitigate non-compliant discharges now, and in the future, will prove vital for ship owners and operators to avoid costly penalties and potential damage to the marine environment. It is for this reason that wash water monitoring based on a reliable, proven methodology is becoming ever more essential.

The IMO has provided guidelines for methodology and monitoring across almost all aspects of wash water effluents, with one notable exception, PAH. While accurate monitoring of PAH levels is crucial for environmental compliance, there is yet to be an agreed methodological standard. This presents a challenge for scrubber manufacturers, who are required to prove that their systems act as advertised through accurate and consistent monitoring in order to reassure shipowners of achievable and future-proof compliance. And for the shipowner who is required to select and invest significant capital, the lack of clarity does little to guide in their decision. When PAH measurement methodologies are ratified, wash water monitoring technologies need to be of sufficient levels of accuracy in order to support compliance.

The technology and capability required in order to accurately

22 | AUTUMN 2019

8 Sea Sentry wash water monitor for ship exhaust gas cleaning systems

monitor scrubber wash water is available today, including Chelsea Technologiesâ&#x20AC;&#x2122; Sea Sentry. A fully autonomous wash water monitoring system, Sea Sentry monitors both the water inlet and outlet of wet scrubber systems, providing the full range of analysis as required by the IMO: PAH, pH, turbidity (to ISO 7027: 1999), and temperature. It has been awarded type approval by DNV-GL alongside accreditation from both DNV GL and ClassNK. Working closely with leading global scrubber manufacturers, Chelsea Technologies has significant direct experience with compliance testing and is fully versed in the complex and stringent regulatory standards.

As everyone is acutely aware, there are only a few months to go until the sulphur cap deadline, and shipowners will be on the front line when it comes to proving compliance.

Futureproofing now with advanced monitoring technology acts as a protection to investment and a safeguard for predicted future regulatory mandates.

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AUTUMN 2019 | 23

EFFICIENCY

DIGITALISATION OF PORTSMOUTH INTERNATIONAL PORT

Photo credit: Portsmouth International Port

A new terminal operating system will improve efficiency at Portsmouth International Port, says Ulf Hille-Dahl, Sales Executive International Market at Hogia Logistics Systems AB

Portsmouth International Port on the south coast of England is the second-largest cross-channel port in the UK, and offers more ferry routes than any other UK ferry port, serving popular destinations in France, Spain and the Channel Islands. The port's ferry customers, Brittany Ferries and Condor Ferries, transport over 250,000 freight units through the terminal each year.

The Port provides the Gate-In and Gate-Out function on behalf of its two ferry customers. The freight terminal is open and operational 24/7 and the Port is responsible for the security of the freight terminal, including access not only by hauliers, but also contractors working within the terminal, as well as other visitor types.

Portsmouth International Port awarded to Hogia the contract to supply a terminal operating system to digitalise the management of freight transport through the terminal thereby increasing the terminal’s efficiency.

Hogia started working on the digitalisation project with Portsmouth International Port in December 2018. The Port had embraced digitalisation as one of its key strategies and was ready to take the first step towards digitalisation for the terminal operations. Hogia, which has helped digitalise and increase efficiency in other ports, was geared to the needs of the Port. By March 2019, Portsmouth International Port was using the new terminal operating system (TOS) from Hogia.

A SHARED PLATFORM Hogia's TOS is a standard system that provides a shared platform for port staff and ferry operators, enabling the terminal

24 | AUTUMN 2019

8 Ferries at Portsmouth International Port

operations to be managed digitally. It has an open interface and is easily integrated with third-party applications, such as the shipping companies' own booking systems. The information held in TOS makes it easy to identify freight units arriving at the terminal gate and to assign the units to a known location on the terminal, the information being available, if desired, to port operations staff as well as to the ferry operators.

There were two primary factors for Portsmouth International Port to implement a new terminal operating system. Firstly, Brexit may require ports serving European destinations to have the capability to manage the throughput of freight digitally in order to maintain and expand the Port’s current freight capacity, including the ability to handle additional customs and border checks. Secondly, the Port’s existing terminal management system did not meet its developing operational and business management needs.

MULTIPLE BENEFITS While addressing the immediate need to provide a modern and fully maintainable solution for Gate-In/Gate-Out and Yard Check purposes, the implementation of Hogia's TOS delivers several short-term and long-term efficiency benefits.

TOS enables the manifest data for vessels arriving and departing the port to be imported electronically into TOS, thereby saving operational staff several hours of manual data entry, and at the same time reducing the likelihood of error during the data entry process.

The Yard Check function also simplifies the task of checking

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and verifying unit locations on the terminal. In the past this was done through a manual reconciliation with the terminal operating system on completion of rounds. With TOS, operational staff check, validate and confirm unit locations via a portable hand-held device. The reconciliation with TOS is performed automatically, saving operational staff a significant amount of time.

TOS has also been integrated with the operator’s own booking system, enabling key Gate-In data to be presented to the ferry operator’s check-in staff, lowering the risk of error and reducing the check-in time.

The time that units spend on the terminal can be accurately measured, enabling the Port to levy parking charges against long-standing units, encouraging unit owners to collect their units promptly, thereby freeing up terminal space for other units.

‘Free-parking’ of both units and tractor units is also discouraged, thereby maximising the Port’s real-estate for the efficient throughput of freight.

Existing users of Hogia TOS have reported that once staff become familiar with the system, their job satisfaction increases, as the drudgery of data entry and error finding and correction is significantly reduced, giving them time to focus on the important customer-facing aspects of their roles.

In the long term, there is the opportunity to extend TOS to provide further sustainable efficiency benefits. Through fuller integration of TOS with the ferry operator’s own booking and unit handling systems, data can be shared regarding the location of units on the terminal, thereby saving hauliers and stevedores time, fuel, engine & tyre wear, and frustration in locating units for pick-up or loading onto vessels.

Through integration with Border Control and Customs & Excise systems, units placed on hold by these organisations via

The Terminal Operating System gives us more flexibility, paving the way for the future and securing the capacity we need to meet the growing demand for freight transport their own systems can be instantly highlighted to the Gate-Out staff via TOS, without the need for physical paperwork transactions, thereby reducing the opportunity for errors and expensive delays to hauliers wanting to depart the Port.

Through integration with hauliers’ own management systems, TOS can deliver additional efficiency benefits. It can advise hauliers when units have arrived on the terminal, and when they are cleared by Customs and available for collection. This reduces the amount of time and therefore money that hauliers spend on the terminal waiting for units to be disembarked and cleared through customs, as well as facilitating the prompt collection of units from the terminal, thereby contributing to the maximising of freight throughput through the Port.

Conversely, hauliers can pre-advise the Port of when units will arrive at the terminal, including essential information such as whether a unit is carrying hazardous goods. On arrival at the terminal, the driver can use a barcode or QR-code sent to a mobile device to gain automatic access to the terminal via an automated barrier, or alternatively through entry of a key code provided to the driver on paper, or through the presentation of either electronic or paper-based ‘paper-work’ to Gate-In staff.

Hogia TOS will also enable the Port to more closely monitor its operations in real time through a variety of real-time effectiveness monitoring and reporting dashboards, such as: 5 Number of trucks/units on the terminal now 5 Total number of trucks/units on the terminal today 5 Average turnaround time of trucks per day

26 | AUTUMN 2019

8 Ulf Hille-Dahl, Sales Executive International Market at Hogia Logistics Systems AB

5 Average turnaround time of trucks in the last hour 5 Average turnaround time of trucks in the last month.

This gives the Port’s management and operations staff greater visibility on the daily effectiveness of terminal operations, and allows early intervention to prevent problems that would otherwise result in delays to hauliers and freight movements, port and port hinterland congestion, and delays to vessel sailings, all of which impact on the environment and safety.

EFFICIENCY GAINS Although the Port is on the edge of the City of Portsmouth, with direct access to the strategic national road network, there is limited space for queuing heavy goods vehicles (HGV) both at Gate-In and Gate-Out. At Gate-In, even a small delay in HGVs gaining entry can result in queues developing back onto the main M275 motorway, causing disruption to the highway network.

As a result, an efficient and reliable Gate-In process is essential, and is now successfully underpinned by the current implementation of TOS, with the potential to further improve efficiency through the expansion of the system in the future.

Other efficiency benefits of TOS include a reduction in the time HGVs spend idling in queues, lowering emissions from the Port, which will benefit its neighbours and the wider city. In addition, fewer unit, tractor and tug movements are needed as a result of deploying TOS, which increases safety at the terminal, alongside reducing the amount of fuel used and resulting in less tyre and engine wear.

Existing users of Hogia TOS have recorded up to a 33% reduction in fuel use, while at the same time achieving increased terminal throughput.

We are looking forward to helping Portsmouth International Port to further expand the digitalisation of its port operations through creating automatic workflows, thereby increasing efficiency and throughput, enabling the Port to develop and grow its business.

Mike Sellers, Portsmouth International Port’s director, says: “Using Hogia's terminal operating system (TOS) is the first step towards digitalisation for our terminal operations. It will make terminal operations more efficient, enable us to provide a higher quality of service for our customers, and provide a more competitive edge. Importantly TOS gives us more flexibility, paving the way for the future and securing the capacity we need to meet the growing demand for freight transport.”

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IS SHIPPING READY FOR THE 0.5% SULPHUR RULE? Shaun Skilton, Product Manager, Parker Kittiwake, looks at the compliance challenges facing the shipping industry as the sulphur emissions deadline draws closer With only a matter of weeks to go until 1st January 2020, the shipping industry continues to be inundated with more questions than answers on the effective enforcement of the global sulphur cap regulation. Furthermore, the lack of robust enforcement mechanisms is giving rise to widespread concerns – and rightly so, given the inevitable increase in costs.

There are cost implications and risks associated with noncompliance. According to shipping giants Maersk and CMA CGM, it will cost them as much as US$1.5 billion and US$2 billon respectively to adopt the necessary measures to ensure compliance, figures that present a genuine risk to the profitability of future operations.

Significant investment will be required to ensure compliance, no matter which solution is employed, so much so that OPEC’s World Oil Outlook predicts that only 70% of vessels will be ready to comply with the regulations by January 2020, with the other 30% remaining a concern for rule-abiding shipowners alarmed by the prospects of a two-tier market that offers financial incentives for non-compliance.

Effective enforcement is essential in ensuring a level playing field for the global shipping industry. Given the significant capital shipowners are having to invest to ensure compliance, the absence of robust enforcement mechanisms and the variance in fines handed out to shipowners for non-compliance with existing sulphur regulations only serves as an incentive for deliberately evading the rules, which – come 2020 – will leave law-abiding shipowners at a significant financial disadvantage.

Fines and penalties for non-compliance in existing Emission Control Areas (ECAs) vary significantly. For example, the highest fine in Denmark is currently US$60,000 for vessels operating within the ECA, whereas in Belgium shipowners could face fines of US$7 million as a result of non-compliance.

To ensure effective enforcement and to drive widespread compliance of the rule, the Maritime and Port Authority of Singapore (MPA) announced its intention to impose severe penalties for breaching the sulphur cap regulation, which could even result in a prison term of up to two years for deliberately non-compliant shipowners.

From January this year, China tightened its sulphur restrictions for ships by imposing a 0.5% sulphur limit along its entire coastline, with Hong Kong and Taiwan implementing similar restrictions. Separately, Denmark is moving forward with a proposal to publish the names of repeat violators of its sulphur emissions cap, where the sulphur content of emissions has been limited to 0.1% since 2015 under the current ECA. As a direct result of being subjected to public scrutiny, customers may not be willing to associate themselves with an offending shipowner and could stop conducting business with them; an act that has not only a commercial impact for the owner, but also a severe reputational one. Conversely, the Indonesian Ministry of Transportation announced that Indonesia will not implement the 2020 sulphur cap regulation on its domestic shipping fleet sailing in Indonesia’s territorial waters because of the expense of the cleaner fuel, which raises concerns for wider non-compliance.

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8 A fuel compatibility tester used to ensure compliance with the new sulphur regulations

FUEL SAFETY AND QUALITY Alongside the enforcement challenges, shipowners and operators are faced with fuel compatibility and stability issues. With the majority of shipowners likely to opt for low-sulphur fuels for compliance, the expected surge in demand for compliant fuels is resulting in the introduction of new blended fuels to the market.

Major fuel suppliers have pledged to supply the market with compliant fuel in time for the 2020 regulation, with oil major BP recently announcing that it will begin to sell very low-sulphur fuel oil with a maximum sulphur content of 0.5%, following trials in Amsterdam, Rotterdam, Antwerp and Singapore. ExxonMobil, Shell, Total and Neste have already disclosed their initial plans for the availability of 0.5% sulphur fuel, yet it is still unclear if the compliant fuel oil supplied will be compatible across different fuel suppliers and ports.

Currently there is little standardisation on a global basis regarding the composition and quality of low-sulphur fuels.

This gives rise to concerns of compatibility and stability issues, including increased levels of cat fines in the fuel, and differing parameters regarding viscosity, flash point and pour point.

As witnessed by the shipping industry in March 2018, over 100 ships were affected by contaminated marine fuels that were bunkered in the ports in Houston, Panama and Singapore, with further reports of a recent spread to China. Vessels suffered mechanical issues ranging from clogged pipes and filters to engine breakdown and power loss, leading to insurance claims worth millions of dollars. This has also resulted in the loss of confidence in the quality of fuel bunkered in Panama. Without proper checks in place, the sharp rise in bunker quality issues seen in recent months could be an indicator for what may lie ahead when the 2020 sulphur cap comes into effect.

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MONITORING

8 Shaun Skilton, Product Manager, Parker Kittiwake

PREPARING WITH ONBOARD TESTING With so many variables influencing fuel quality and the resulting impact on combustion and engine damage, effective and reliable testing and proactive monitoring become critical to ensuring the safety and operational efficiency of the vessel.

Onboard testing gives shipowners, operators and authorities quick and easy access to the information they need.

If left unchecked, fuel instability can cause severe problems including sludging of the fuel tanks, filter blockages and excessive sludging of the purifier. In the worst cases, this can lead to a loss of propulsion and power. Parker Kittiwake has designed a range of tools to support shipowners and operators in ensuring that compliance is navigated safely without impacting operational efficiency, and without creating additional requirements for training or implementing complex new operating practices.

One example is Parker Kittiwake’s Compatibility Tester which provides shipowners and operators with the ability to regularly test fuels on-site, providing a quick indication of potential fuel stability or compatibility problems. This allows operators to identify any potential issues before the fuel enters the system, creating a simple mechanism to mitigate the risks associated with costly engine damage and unplanned downtime.

While the IMO continues to address the uncertainties around enforcement and compliance in the industry, it is key to provide Port State Control inspectors and shipowners with access to readily available technology to test fuel onsite and check for compliance whilst ensuring the effective policing of the regulation and a level playing field for the global shipping community.

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AUTUMN 2019 | 29

EUROPE VIEWPOINT

GDAŃSK PARTNERS WITH IOT START-UP TO IMPROVE AIR QUALITY The Polish Port of Gdańsk is using sensors to identify and measure air pollution.

Nicholas Newman finds out what this means for sustainable operations in the Port Poland’s Port of Gdańsk handles more than 37 million tons of trans-shipments, making it the largest container terminal in the Baltic Sea but also a major source of harmful air pollution.

Gdańsk port accounts for an estimated 7.3 percent of the city’s air pollution, affecting half a million people. With support from the EU’s smart cities initiative, the Gdańsk region and Internet of Things (IoT) start-up Feature Forest are actively identifying and measuring the various sources of its air pollution with sensors connected to the IoT. Shipping is a major source of air pollution, responsible for around 2.1 percent of global CO2 and up to 4 percent of sulphur emissions in 2014. As the EU’s Clean Air in Ports Project makes clear, ships with diesel engines are responsible for emitting a cocktail of noxious substances including sulphur dioxide (SO2), nitrogen oxides (NOx ) and particulate matter (PM), all of which are dangerous for human health, the environment and the climate.

For example, a large container ship of around six football pitches in size emits 3 grams of CO2 per tonne/kilometre. To put this in perspective, just 15 of these mega ships emit as much as all the cars in the world. And if the shipping industry were a country, it would be ranked between Germany and Japan as the sixth-largest contributor to global CO2 emissions.

SENSOR SOLUTION To reduce the harm to townspeople and the environment, the Port Authority of Gdańsk, with finance from the European startup Space3ac Intermodal Transportation Accelerator, is jointly piloting the ‘fPerception’ app, produced by Polish organisation, Feature Forest.

The fPerception system incorporates an integrated wireless sensor network based on Libelium technology, which facilitates detection of hazardous chemical compounds. The sensors are now installed throughout the port and the findings are displayed on the proprietary app. Port staff can view the amount of air pollution in real time from any location where there is a sensor .Moreover, the fPerception app is able to compare the actual level of air pollution with expected norms and generates alerts if they are exceeded.

The fPerception system measures: air temperature; relative humidity; air pressure; ammonia (NH3); hydrogen sulphide (H2S); phosphine (PH3); wind speed; wind direction and rain fall.

Libelium Wasp mote Plug & Sense sensor nodes collect these measurements and transmit the information via a 4G wireless communication protocol to the Meshlium Gateway 4G 802.15.4 AP 868 EU. Once the information is received, Meshlium sends the data in MQTT (Message Queuing Telemetry Transport) for processing on the company’s proprietary hardware and the information is displayed on a dashboard.

Gdańsk-based Feature Forest specialises in developing software solutions for the Internet of Things. The company, together with 15 other start-ups, has completed the Space3ac Acceleration Program, which is dedicated to minimising the negative impact of port activity as well as solving transportation issues in the surrounding areas of the Gdańsk port.

The solution aims to distinguish the contribution of different

30 | AUTUMN 2019

activities in the port, ranging from berthing of vessels, heat and power plants and cargo handling activities in the port itself to surrounding industry and road and railway transport. The app’s sensor nodes are located close to these sources of pollution, and the information on gas concentration is correlated with wind direction and speed.

8 The Port of Gdańsk is part of an initiative to measure air pollution

The app’s sensor nodes are located close to these sources of pollution, and the information on gas concentration is correlated with wind direction and speed Feature Forest clients, including the Gdańsk Port Authority, are now able to obtain an up-to-date, accurate picture of the state of the air in and around the port and an early warning of potential pollution hazards. This allows the port to comply with air pollution regulations and provide a safe environment for its workers and the townspeople.

Commenting on the value of the fPerception system, Magdalena Korpalska, Chief Environmental Specialist of the Port of Gdańsk remarked: “The Port of Gdańsk Authority S.A. believes that constant monitoring and evaluation of the pollution emissions from the shipping operations are important aspects that must be studied. The fPerception system…gives us really important knowledge about relative contributions of air emissions from various sources…related to commercial port activities.”

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BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS

AFRICA VIEWPOINT

DREDGING FOR SAND THREATENS COASTAL ECOSYSTEMS IN KENYA Kenya Ports Authority (KPA), the ports operator in Kenya, is undertaking a multimillion-dollar New Container Terminal Modernization project. However, the seabed sand harvesting activities that support the construction works of the threephase landside maritime infrastructure scheme are causing discomfort among environmental groups and communities along the country’s coastal region.

The project, which was launched in 2010 and is expected to be completed in 2020, entails the construction of three berths at the new container terminal in Mombasa, which, when fully complete, will create an additional capacity of 1.2 million TEU. Part of the three-berth construction plan involves the reclamation of 100 ha from the sea to create the terminal, with the berths having depths of 15 metres, 12 metres and 11 metres respectively. Two of the berths will accommodate Panamax and Post-Panamax container vessels of 20,000 tons and 60,000 tons respectively, according to KPA. During the first phase, berths 20 and 21 were successfully completed and handed over to KPA in 2016. An estimated 7.5 million cubic metres of sand was needed for their construction.

KPA proposed a further harvest of 8 million cubic metres of sea sand for the construction of phases two and three, dredged from the same offshore location near Shelly Beach in Lamu for developing berths 22 and 23 respectively.

Although KPA initially pledged to “ensure minimal environmental impacts to the rich coastal ecological belt in Mombasa”, concerns have been raised regarding the likely impact of the project on marine flora and fauna and famous coastal beaches.

The South Coast Residents' Association (SCRA), which promotes the interests of residents and owners of property on South Mainland Mombasa, has previously said sand harvesting in Kenya’s coastal area is not only threatening the tourist beaches but also could deny fishers the right to access fishing sites.

ECOSYSTEM IMPACTS In its Environmental and Social Impact Assessment (ESIA), KPA has identified the likely impact of the sea bed sand harvesting to be the loss of bottom habitat, shell fisheries and fisher food sources, water column turbidity, disruption of fishing activities and migration of sea turtles.

However, despite the concerns raised by SCRA, KPA said that since the launch of phase one of the container terminal construction, sand harvesting “has been carried out within the borrow pit boundaries which does not contain rich bottom habitat seaweeds and harvesting is done at sea depths greater than 30 metres.”

The Port Authority added: “Sand extraction with Trailing Suction Hopper Dredger involves sea-going self-propelled vessel equipped with a suction pipe and designed to trail over sides of the vessel and the method results in minimal turbidity as high concentration of loose material is lifted by the suction head.”

In fact, KPA argued that the sand harvest activity leads to “agitation of bottom habitat that increases the number of fish in the area (harvested area) due to suspension of plankton.”

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Photo credit: Wikipedia

Concerns have been raised about the impact of sand harvesting on Kenya coastal beaches and marine ecosystems. By Shem Oirere

However, KPA admits the sea bed sand harvesting could have some impact on turtles because of the likelihood of encountering them during their migration “on their way to nesting grounds in the region.” But the port operator rules out disturbance of the turtles’ nesting grounds on sandy beaches because “sand is harvested from the seabed…The likelihood of interference with these migration routes is insignificant due to rarity of sightings in the area and the location of the nesting grounds in relation to sand borrow pit area where the vessel will be operating.”

8 Diani beach in Mombasa

The harvesting is interfering with the marine ecosystem and we fear in future, the sandy beaches we have will no longer be there SCRA had previously raised the alarm regarding dredgers encroaching on sand beaches for the construction material. This position was backed by the Coast Beach Management Units (CBMU) in Kwale County near Mombasa, when they claimed KPA had violated the rights of local communities by going on with the sand harvest without compensating them and cushioning them from the likely adverse effects.

“The harvesting is interfering with the marine ecosystem and we fear in future, the sandy beaches we have will no longer be there,” said Mgandi Kalinga, a Trustee of the CBMU. These concerns are shared by the Nairobi-based United Nations Environment Programme, which said in a statement to Kenyan media in April 2019: “We are spending our sand ‘budget’ faster than we can produce it responsibly (but) by improving the governance of global sand resources, we can better manage this critical resource sustainably and truly demonstrate that infrastructure and nature can go hand in hand.”

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AUSTRALIA VIEWPOINT

PORT’S STORMWATER IS CLEAN ENOUGH TO DRINK Dave MacIntyre finds out how a New Zealand port is treating its stormwater runoff to produce clean results, even after heavy rain The stormwater treatment process at the North Island port of Eastland, in Gisborne, is believed to be a world leader in ports associated with the export of logs, and has also achieved external recognition by winning the Eastland Wood Council Environmental Management Award.

Contracts project manager Mark Richards and project assistant Matt Schmelz have dedicated the past two years to ensuring the efficiency of the port’s stormwater treatment system upgrade, checking in whenever rain events trigger the plant to treat water, and poring over the nuances of how to make dirty water cleaner.

Eastland Port’s innovative stormwater treatment system was installed in the upper log yard in 2018 and uses technology and processes more commonly found in town drinking water processing to clean its stormwater. Port staff are pretty sure they’re the only ones worldwide adapting the technology for log-yard stormwater treatment.

“We’re writing the operations manual as we go,” says Mr Schmelz. “But in this day and age, like everyone else, Mark and I worry about the effects of industry on our neighbours. It’s part and parcel of working in the marine environment.”

Twelve hours of steady rain isn’t a problem for the system, but an hour of torrential rain from a thunderstorm adds challenges for the team. “In just one hour you can get a hell of a lot of water rushing along the ground and so we get that pump shifting up to 50,000 litres of water an hour through the plant,” says Mr Schmelz.

“A rain event like that will be smashing into other streets around us, not just the port, and when that happens everyone’s

Photo credit: Strike Photography

We’re writing the operations manual as we go. But in this day and age, like everyone else, Mark and I worry about the effects of industry on our neighbours. It’s part and parcel of working in the marine environment

stormwater starts pouring into the stream. All our trials and tests mean we are getting better at what we’re doing and the testing shows there’s much cleaner water from our pipe disappearing into the stream.”

Mr Richards says: “At the start of the project, we discussed quantifiable measures for success and we decided that one of them should be that we would all drink water from the treatment system at some point. We knew stakeholders like Gisborne District Council would ask the question.so we did it!”

Mr Schmelz adds: “I’ve taken a glass with me to the upper log yard and filled up with complete confidence.”

The innovative water treatment system is to be replicated in the port’s wharfside log yard currently under construction, and later in the existing southern log yard.

8 Matt Schmelz and Mark Richards from Eastland Port show the difference lamella clarifiers are making to stormwater coming off a log yard

How it works Turning log yard run-off into cleaner water involves a number of steps. First in are the log yard sweepers – loaders with imported front-end units from Europe. They recover up to 45,000 cubic metres of bark and wood debris a year. The sweepers can’t get everything, so sprinklers used to suppress dust help flush the remaining debris across the yard into gully traps, and a 200-metrelong, two-metre-deep swale (basin) sunk into the ground to one side.

34 | AUTUMN 2019

Natural settlement then occurs in the deep, swimming pool-sized swale. Heavier particles fall to the bottom as the water passes through, then the residuals are scooped or sucked out and reused for compost or taken off-site to consented clean landfills. Meanwhile, the chocolate-coloured water from the swale is pumped through two lamella clarifiers at around 24,000 litres per hour.

Angled plates catch floating particles from the incoming water and they accumulate at

the bottom of the clarifier as sludge.

Flocculant and coagulant agents are added to the stormwater prior to it passing through the clarifiers to help the clumps form up and drop.

The recovered sludge is pumped into reusable geo-bags to dry out. What’s left dries to a soil consistency and is taken to a clean fill.

The clarified water exiting the treatment plant at the top goes over a weir, disappears via a pipe under the road, and spills into the nearby stream and eventually into the harbour.

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ASIA VIEWPOINT

JAPANESE PORTS: A POTENTIAL LNG BUNKERING HUB? A recent report from the International Transport Forum (ITF) suggests that Japan has the potential to become a major international LNG bunkering hub. Nicholas Newman reports Japan could become a key refuelling stop on the world’s most important trade route, that between East Asia and North America, according to the ITF report ‘Fuelling Maritime Shipping with Liquefied Natural Gas: The Case of Japan’. The report focuses on the leading ports of the Tokyo Bay area including the Port of Yokohama, the Port of Chiba, the Port of Tokyo, the Port of Kawasaki, the Port of Yokosuka and the Port of Kisarazu.

Shipping has been identified as a major source of air pollution.

In response, the International Maritime Organization is spearheading the clean-up of the industry with a target to halve 2008 levels of greenhouse gas emissions by mid-century. LNG could become a major beneficiary since it can reduce emissions of NOx, SOx and particulate matter by up to 85%, 95% and 100% respectively, compared with traditional fuels.

Since a tidal wave struck the nuclear power plant of Fukushima in 2011, Japan has turned to imports of natural gas to make good the loss of energy from the subsequent closure of all nuclear plants. To fill the gap between supply and demand for power, Japan has become the world’s largest buyer of LNG, importing some 7.35 million tonnes at a cost of US$4.18 billion in February 2019, according to Ministry of Finance data.

Due to the restarting of some Japanese nuclear plants and investment in renewable energy, Japan’s purchases of LNG are expected to decline in the coming years, enabling China to become the world’s leading buyer of LNG in the years to come.

However, because Japan makes a convenient stop-over point for ships traversing the trans-Pacific routes linking ports in East Asia and North America, it is ideally placed to become East Asia’s leading LNG bunkering facilities provider.

Government policies are supportive: in 2017, Japan’s Ministry of Economy, Trade and Industry (METI) made available around US$10bn of joint public and private funding to promote Asian LNG demand, alongside a pledge to provide skills development for at least 500 to work in the LNG sector. To ensure future supplies, Japan has also announced an interest in developing new LNG export projects in both Russia and Africa. In June, Japan received its first LNG cargo from Novotek’s Yamal LNG export port as part of a long-term agreement with the company.

SLOW GROWTH OF LNG ADOPTION As of April 2019 there were just 154 LNG-fuelled vessels and 146 on order compared with a total merchant fleet of some 53,045, according to DNV GL. The main constraint to widespread adoption of LNG-fuelled shipping is the scarcity and uneven spread of onshore or mobile LNG bunkering facilities. Currently northern Europe leads with 11 onshore LNG bunkering facilities including GATE at Rotterdam, Hamburg in Germany and the Isle of Grain in the UK. Outside Europe there are around 12 LNG bunkering ports in North America and South and East Asia including Montreal, Kochi and Yokohama. Worldwide there are around 30 such hub projects at various stages of development.

In addition, there are currently just nine LNG bunkering vessels in operation including LNG London and FlexFueler001, and an expected 30 such vessels in 5 years’ time to cover Asia,

36 | AUTUMN 2019

Europe, the Middle East and North America, according to SEA/LNG forecasts.

As a leading exporter and market, Japan is a major destination, originator and stop-over for container ships, tankers, and car and grain carriers traversing the Pacific. Tokyo already has five LNG facilities and has ordered its first LNG bunkering vessels for 2020.

In total Japan has 40 international import LNG terminals, of which four are currently under construction. In addition there are eight secondary LNG terminals dedicated to domestic vessels. Japan has also emerged as a key cruise destination, thereby strengthening the case for LNG refuelling facilities.

8 Aerial view of the Port of Tokyo.

Credit: ©Bureau of Port and Harbor, Tokyo Metropolitan Government

As a leading exporter and market, Japan is a major destination, originator and stop-over for container ships, tankers, and car and grain carriers traversing the Pacific. Tokyo already has five LNG facilities and has ordered its first LNG bunkering vessels for 2020 The ITF report forecasts that Japan and Singapore could become Asia’s leading LNG hubs as the region’s demand for LNG would reach over one trillion cubic metres by 2035. Singapore could become a key LNG bunkering hub for Southeast Asia or Europe-bound trade whilst Japan could become the hub for East Asia and North America-bound trade.

In the short term, development of LNG bunkering in the Tokyo Bay area could cut air pollution in time for the Tokyo Olympics in 2020.

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E LECTRIFICATION SOLUTIONS

C ONTAINER HANDLING SYSTEMS

The Universal Cargo and Docking System is THE solution to many problems facing the cargo shipping industry. Port congestion is minimised with quicker turnaround times.

Operating the UCS will shorten the supply chain significantly.

FREBS Marine International Ltd 22 Alfred Rd, Stubbington Fareham Hants PO14 2QY +44 (0)1329 314904 info@frebsmarine.com www.frebsmarine.com

VAHLE PORT TECHNOLOGY

Hyster Europe “Strong Partners Tough Trucks” Hyster is the leading global supplier of materials handling equipment, from 1t warehouse trucks to 52t container handlers. With a network of independent, experienced dealers providing sales & service support worldwide, Hyster delivers tailored, innovative, cost-effective solutions for a vast range of demanding applications. https://www.hyster.com/

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

FASTER + GREENER CONTAINER HANDLING Multiple container handling means: • Faster vessel turn around • Speeds up empty and laden handling

• BLOK Trailer

• Fewer vehicle and crane movements • Improved safety

• BLOK Spreader • BLOK Rig

4 or 8 TEU jigged/moved as one

2 or 4 empties in one lift

4 or 8 SATS/FATS automatic twistlocking in seconds

Blokcontainersystems.com

Call today: 0044 1926 611700