Greenport Autumn 2020

AUTUMN 2020

www.greenport.com

IAPH | Efficiency | Renewables | Cruise

RENEWABLES Opportunities abound

CONTENTS NEWS

6

46 Global Briefing

Mega battery, Top handlers, hybrid cranes and fuel project

REGULARS 23 Cruise

Tallinn has a new green terminal, writes Susan Parkers

48 Product News

25 Africa Viewpoint

FEATURES

29 Australasia Viewpoint

Lithium-ion truck, E-RTGs, anti-fouling, electric dredger

Shem Oirere tackles South African waste management

12 Post-pandemic recovery

29

GreenPort talks business to Patrick Verhoeven, MD of the IAPH

17 Green investment

The Vital Ports initiative helping ports fund green projects

NSW is spearheading recycled concrete, says Dave McIntyre

30 Cruise

Michele Witthaus updates on Hamburg’s onshore power project

12

33 Asia Viewpoint

Busan Port is cutting its fine dust levels

19 Optimised shipping

34 Opinion

26 Offshore wind

35 Future fuels

Isabelle Ryckbost, ESPO looks at how to increase uptake of sustainable fuels

How Hamburg is making the most of inland shipping GreenPort talks to Ørsted abouts its new O&M at Taichung

30

A round up of port focused future fuel stories from around the world

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

AUTUMN 2020 | 3

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

EDITOR’S DESK ANNE-MARIE CAUSER | Editor

A greener future

‘‘

The basic idea of Vital Ports is to bridge the gap between the many available solutions and the green investment community seeking such opportunities

One thing that is becoming ever apparent in the post-Covid world is that the pandemic hasn’t lessened the industry’s resolve in moving more towards green technology.

ESPO says that the current crisis will not overshadow the environmental ambitions of ports, but it will require ports to make the most effective investment choices to reach green targets.

But in a sense this was happening already, the pandemic has just accelerated the port industry’s need to be more efficient.

So the greener path is inevitable. The IAPH says that it will have to be in order to meet the IMO target of reducing the total annual GHG emissions by at least 50% by 2050 compared to 2008, while, at the same time, pursuing efforts towards phasing them out entirely.

This issue covers an interesting mix of how ports can try to make the most of a green recovery.

It looks at how one not-for-profit initiative is seeking to help port authorities fund their green port development projects.

The basic idea of Vital Ports is to bridge the gap between the many available solutions and the green investment community seeking such opportunities.

Importantly, the initiative looks at perhaps the most important hurdle in green investment - that many of the green port projects lack a robust identifiable revenue stream.

Meanwhile, we take a look at how Hamburg is realising the potential for highly efficient inland waterway traffic.

The waterways are important to the port’s business both from an economic and environmental perspective.

In addition to the 145,000 teu that were moved by inland waterway vessels in the Hamburg hinterland last year, a further 170,000 teu were moved by barge within the port. These container transports within the Port of Hamburg have replaced a total of around 120,000 truck transports and are a good example of a successful modal shift in freight transport in the Hanseatic City.

Hamburg wants to enhance inland shipping’s position as an effective and environmentally friendly mode of transport and to make use of its great potential as a key pillar of hinterland traffic. Inland waterway transport is reliable and independent of the traffic situation on the roads.

But above all it is environmentally friendly and thus offers good opportunities to reduce the ecological footprint.

Lastly, we take a closer look at how some ports are buying into the renewables market. We look at how Ørsted has selected The Port of Taichung as the most suitable O&M base for its construction of the Greater Changhua Offshore Wind Farms. Ørsted is modelling the project on its Grimsby operation in the UK where offshore wind operations have been evolving for more than ten years. As the central hub city in the Ørsted UK East Region, Grimsby is the best model to compare what the Port of Taichung may evolve and grow into.

The rise of ports as O&M bases for windfarm service and maintenance is another way that the renewables market is playing its part in greening the industry and will play an even bigger part in post-pandemic recovery.

Enjoy the issue.

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

Correspondents Dave MacIntyre, Australia Shem Oirere, Africa Susan Parker, Cruise Michele Witthaus, Cruise Contributors Dr Arjan Hijdra Gerald Hirt 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 Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD Printed by: Holbrooks Printers Ltd Hilsea, Portsmouth, Hampshire PO3 5HX Subscription Rates: £79.50 pa For subscriptions contact amccartney@mercatormedia.com ©Mercator Media Limited 2020 ISSN: 2045-6085 (print) ISSN: 2633-4488 (online) Printed in the UK by Holbrooks Printers Ltd on paper produced from elemental chlorine free pulp sourced from sustainable managed forests Cover image by Hans Braxmeier/Pixabay

AUTUMN 2020 | 5

GLOBAL BRIEFING

Hybrid cranes deliver savings

An American terminal operator has cut diesel emissions from all 13 of its yard cranes by 95% after retrofitting them with hybrid electric engines.

Terminal operator Stevedoring Services of America (SSA) at the Port of Oakland said that the project will ultimately eliminate about 1,200 metric tonnes of greenhouse gas emissions annually from each crane.

Jordan focuses on sustainability

Jordan’s only container port has released its ninth annual sustainability report, revealing its continued sustainability efforts to get more eco-friendly.

Aqaba Container Terminal’s (ACT) report reveals that in 2019, it managed to reduce its energy intensity by 13%, improve its water intensity by 9%, increase waste recycling by 5% and decrease its total Greenhouse Gas (GHG) emissions intensity by 13.5%.

Revolutionary fuel project

A British port facility is being developed as the first site for a revolutionary new alternative fuel project that will support ambitions to reduce landfill and carbon emissions in the UK. The new plant at AV Dawson’s port facility in Teesside will produce Waste Knot’s Green Knot branded pellets using non-recyclable waste otherwise destined for landfill or for another country’s waste facilities.

“This project is an exciting step forward in the expansion of our port facilities on the River Tees,” said Gary Dawson, managing director at AV Dawson.

6 | AUTUMN 2020

MEGA BATTERY BOOSTS SMART ENERGY PROJECT The delivery of a 20ft container sized battery to a UK port marks a key development in a new smart energy project that will drive down operational emissions.

With the ability to charge four electric cars simultaneously, the battery is the centrepiece of the Port Energy Systems Optimisation (PESO) project at Portsmouth International Port, which aims to be one of the UK’s first zero-emission ports. Led by Marine South East (Commercial) and supported by the port alongside Swanbarton and Energy Systems Catapult, the scheme will demonstrate how a port can operate as a smart energy network.

Mike Sellers, port director at Portsmouth International Port, said: “This initiative has the potential to have significant benefits for the port, and could also provide a solution to smart energy use that can be shared with the wider port industry.”

The new GS Yuasa dual chemical energy storage system comes in the form of a weatherproof shelter that will be able to supply 100kW of power. In real world terms, this means four

Photo: Portsmouth City Council

BRIEFS

mid-range electric cars could be charged at the same time using energy stored in the battery.

It uses lithium-ion technology as well as standard lead acid Yuasa ENL battery technology.

These batteries are manufactured at GS Yuasa’s Ebbw Vale factory in Wales where final assembly and integration of the entire system takes place. The system’s lithium batteries come from Japan.

The funding to develop and build the prototype system is coming from Innovate-UK’s ‘Prospering from the Energy Revolution’ fund. The system is

8 The 20ft battery will be used as part of the Port Energy Systems Optimisation (PESO) project at Portsmouth International Port

due to come into operation in early 2021.

The port already has significant energy generating capabilities from solar panels across the site, so the ability to store electricity and then use later at times of higher demand means that clean energy can be used much more efficiently.

It can also be used by the wider electricity grid to help smooth demand at peak times, or provide power for electric vehicle charging.

ZERO-EMISSIONS TOP HANDLER TEST SUCCESS Following successful testing, the world’s first zero-emissions top handlers are now being used in daily operations at the Port of Los Angeles.

The battery-electric top handlers are a key component of the port’s US$7.7 million Everport Advanced CargoHandling Demonstration Project which is funded with a US$4.5 million sustainability grant from The California Energy Commission (CEC).

“We are pleased with performance results that we are receiving from drivers, mechanics and Everport management as the equipment is tested daily in real-world conditions,” said Gene Seroka, exective director, Port of Los Angeles.

The two battery-electric top

handlers were designed and built in the US by Taylor Machine Works, Inc. a leading heavy-duty equipment manufacturer and the largest supplier of top handlers in service at the port.

Each runs on a one-megawatt battery designed to operate for up to 18 hours between charges and is equipped with a data logger for tracking hours of operation, charging frequency, energy usage and other performance indicators.

Mr Seroka pointed out that the port is doing everything possible to advance commercially feasible solutions to meet its goal of transitioning all cargohandling equipment to zero emissions by 2030.

The Everport demonstration is one of 16 projects in which the

port is either the lead agency or a participant working with multiple partners to test near-zero emissions and zero-emissions engines, emissions control technology and alternative fueling and charging stations.

In addition to the batteryelectric top handlers, the projects include testing ultra-low NOx renewable natural gas equipment and fully battery-electric fuel cell heavy-duty trucks; batteryelectric forklifts, yard tractors and rubber-tyred gantry cranes and emissions control equipment on large ships and harbour craft.

Eliminating tailpipe emissions from cargo-handling equipment is essential to achieving the Port’s larger goal of reducing greenhouse gases (GHGs) from all port-related sources.

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

GLOBAL BRIEFING

WORLD’S LARGEST SOIL-BASED VERTICAL GARDEN

New Zealand company Hanging Gardens and the components are manufactured in New Zealand as part of a Department of Corrections prisoner rehabilitation programme.

The garden has been planted

replacing its tugs by investing in more modern environmentally friendly tugs. Buying the two Damen tugs fits in this framework.

The new tugs have more fuel-efficient engines and a more efficient propulsion, which significantly reduces fuel consumption.

In addition, the port is developing two new prototypes for hydrogen and methanol propulsion. The RSD Tug 2513 is a dedicated ship-handling tug both compact and with 70 tonnes bollard pull - powerful. They will also be outfitted with FiFi 1

firefighting capabilities.

Antwerp selected to have the vessels fitted with Damen’s in-house developed, fully certified Marine NOX reduction system, making them IMO Tier III compliant.

“We are very proud to deliver the first Damen tugs and also the first azimuth driven tugs - to the Port of Antwerp to match their sustainable and operational ambitions,” said Vincent Maes, Damen area sales manager Benelux.

8 The Port of Antwerp will benefit from two greener RSD 2513 Next Generation Tugs

Damen has been awarded a contract by the Port of Antwerp to build two newbuild tugs with an emphasis on sustainability and efficiency.

The port said that the two RSD 2513 Next Generation Tugs are part of its plan to make the port’s vessel fleet greener.

“We attach great importance to creating a sustainable port,” said Celine Audenaerdt, technical manager, Port of Antwerp.

“In our role as operators we wish to set a good example by investing in greening our fleet.”

Ms Audenaerdt explained that the port is systematically

Electric vehicles tackle CO2 emissions

Spanish port looks to renewables

Waste tyre recycling investment at UK port

Embracing hydrogen

Photo: POAL

A New Zealand port operator has installed the world’s largest soil-based vertical garden on its premises to contribute to bio-diversity in the wider environment.

Ports of Auckland (POAL) installed the garden on its car-handling building currently being built on Auckland’s waterfront.

Tony Gibson, chief executive of Ports of Auckland, said: “This vertical garden is one of several design features of the new building that will improve the look of the port and better integrate it into the central city. As it grows, the vertical garden will help turn what could be a boring, functional building into a local landmark which increases bio-diversity and greens the central city.”

The unique soil-based vertical garden system was invented by

8 The soil-based vertical garden system was invented by New Zealand company Hanging Gardens

with 75% NZ native plants with around 40 species used, all chosen because they require less water and fewer nutrients.

Around 3800 plants have been used in the installation, pregrown in felt pockets by the team at Joy Plants.

It is the only vertical garden product which meets the Living Building Challenge criteria for sustainability. Everything used in the garden can be either re-used or recycled.

To ensure plant health - and minimal water use - sensorcontrolled drip irrigation has been installed.

This is the first time the vegetation like this has been allowed inside a New Zealand port, and special bio-security measures were required. These were approved by the country’s Ministry for Primary Industries and include the use of plants that don’t attract insects and other pests, as well as a comprehensive surveillance programme.

Photo: Damen

CLEANER TUGS FOR THE PORT OF ANTWERP

A US port has made an eco-investment in five electric vehicles and three charging stations in order to reduce CO2 emissions.

Port Houston’s investment in the Chevy Bolt electric vehicles and charging stations was made possible by a Houston-Galveston Area Council emissions reduction incentives grant of US$72,438, received last year.

A Spanish port has held its first roundtable addressing the future of marine renewable energy. Cádiz Port addressed the possibilities around development of the renewable energy industry in the area with its ‘Renewable Energies and the Industry of the Bay of Cádiz. A look at the future’ roundtable on 1 July. This is an initiative that forms part of the Neo Cádiz Bay project, formed by stakeholders associated with Cádiz-Port.

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

A Scandinavian recycling startup is opening its first waste tyre recycling plant at a UK port. Wastefront AS is opening its plant at the Port of Sunderland, where it will use new and existing certified technology to convert locallysourced end-of-life tyres (ELTs) into useful commodities, including liquid hydrocarbons and carbon black, in processes such as alternative fuel or ground rubber manufacturing.

BRIEFS A green hydrogen plant with storage, refuelling and distribution facilities will be constructed at a port in Europe that is embracing the energy transition. VoltH2 has signed a cooperation agreement with North Sea Port for development of the green hydrogen plant in Vlissingen, The Netherlands.

The agreement also provides for the possible construction of a pipeline to a tanker transfer point. A long-term concession contract is expected to follow.

AUTUMN 2020 | 7

PRODUCT NEWS

Electric RTGs aid modernisation project

A US port operator has taken delivery of five new KoneCranes electric Rubber Tired Gantry (RTG) cranes to strengthen operational efficiency and increase overall productivity as part of a modernisation project.

GT USA Wilmington, part of Gulftainer, will operate the RTG cranes at the Port of Wilmington in Delaware. Part of an initial investment of US$100m, the KoneCranes RTGs span 7 containers wide and 5 high and are expected to turn the current ‘wheeled’ yard system into an efficient stacking system to benefit gate and vessel operations.

Optimising the anti fouling process A simple rule has been identified to allow operators to reduce fuel wastage and emissions caused by a build up of hull fouling. A new white paper

by UK vessel performance optimisation software developer, GreenSteam, reveals that cleaning the vessel’s hull before it reaches a critical level of 10% fouling will result in fuel savings of around 40%.

Smart dieselelectric dredger for EU ports

An efficient dual-fuel dredger with a lower environmental footprint has gone into service at European ports.

The vessel, built by Thecla Bodwewes (TB) Barkmeijer Shipyard in the Netherlands, is operated by the Zealand based company De Hoop Terneuzen, a major supplier of building materials in Holland and Belgium.

8 | AUTUMN 2020

EMISSIONS-FREE LITHIUM-ION LIFT TRUCK LAUNCHES The industry’s first sit-down counterbalanced 15,500 to 19,000lb capacity lift truck with integrated 350-volt lithium-ion power has been launched.

Hyster has introduced the new Hyster J155-190XNL series. The J155-170XNSL, J175XNL36 and J190XNL provide a zero-emission alternative for heavy-duty, higher-capacity applications both indoors and out, avoiding the need to operate extra lift trucks only for certain environments. The J155-190XNL is the company’s second sit-down counterbalanced forklift with factory integrated lithium-ion power, joining the Hyster J50-60XNL. “While heavy-duty lifting applications have long relied on internal combustion engines (ICE), green initiatives and government regulations have made an electric option increasingly attractive,” said Martin Boyd, vice president, product planning and solutions at Hyster. “Lithium-ion power has key attributes that make it well-suited to electrify highercapacity trucks, allowing customers to get the performance they need and A port operator in South America will reduce its environmental impact with two large Liebherr electric rubber tyre gantry (RTG) cranes.

Port of Montevideo-based Montecon S.A.’s new RTGs will be the first Liebherr RTGs in Uruguay.

An active front end (AFE) and a CRD electric power supply eliminates emissions and reduces fuel consumption and noise.

Liebherr’s area sales manager for the Americas, Ray Cronin, commented: “Liebherr are pleased to sell our first two ERTGs to Uruguay. Montecon S.A. were impressed with the technological solution presented

by Liebherr. The inherent value found in the Liebherr design including Liebherr’s eight-rope reeving, simultaneous drive motion and the stiff and lightweight design provided an exceptional foundation on

Photo: Hyster

BRIEFS

meet sustainability targets.”

The high-voltage lithium-ion battery paired with efficient, high-power electric motors delivers performance comparable to an ICE, and maintains efficient, consistent power delivery throughout the full battery charge.

Fully sealed, the battery has no maintenance requirements, offering faster charging and a longer overall battery cycle life than typical lead acid batteries.

The battery can fully charge in less than 90 minutes using the

8 Hyster’s new J155-190XNL series is a zero-emission alternative for heavy-duty, higher-capacity applications

required charger and can also be opportunity charged, allowing operators to plug in whenever convenient to help increase truck run time.

Lithium-ion power means far fewer serviceable parts compared to ICE-powered alternatives, with no fluid, filters, spark plugs, belts or other powertrain items that require periodic service or replacement.

TACKLING FUEL CONSUMPTION

8 The zero-emission Liebherr RTGs also reduce fuel consumption and noise

which to build these modern, safe and environmentally friendly machines.”

Stacking ten containers and a truck lane wide and one over six containers high, the ERTGs are

ideal for maximising space utilisation as the port optimises an RTG operation that includes reefer handling.

The Liebherr RTGs include BTG Autosteering, stack and gantry anti-collision, and a truck anti-lift system. Embedded fibre communications and Liebherr’s open architecture ensures efficient communications and future proofs the machines for the coming decades.

Montecon already harnesses advanced technologies such as blockchain and is working to integrate 5G and process automation to maximise port productivity.

A fleet of seven Liebherr mobile harbour cranes are already in operation at the port.

The RTGs will be delivered to the port in early 2021.

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

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GREENPORT CONGRESS

PORT OF PIRAEUS: GREENPORT CRUISE & CONGRESS 2021 HOST The largest port in Greece, Piraeus Port Authority (PPA) S.A member of Cosco Shipping group, is to host the 16th Greenport Congress, due to take place from 20-22 October 2021

8 The Port Authority at Piraeus is to host Greenport Congress 2021

The Piraeus Port Authority (PPA) plays a crucial role in the development of international trade as well as the local and national economy. As one of the one of the largest ports in the Mediterranean Piraeus Port offers unique advantages because of its infrastructure and strategic position, at the crossroads of Asia, Africa and Europe.

Situated close to international trade routes, the port is a hub of international trade due to its status as the only European port in the East Mediterranean with the necessary infrastructure for the accommodation of transhipment cargo.

Piraeus Port connects continental Greece with the islands and is an international cruise centre with a commercial hub providing services to ships of any type and size. Situated on the outskirts of Athens it acts as the main gate for Hellenic imports and exports, and forms the perfect location for next year’s Greenport Cruise and Congress Officials at Piraeus Port said, “The Port of Piraeus, the Center of Mediterranean Cruise Experience welcomes GreenPort Cruise & Congress, which is expected to engage business, political, academic and other top experts in an effort to emerge sustainability issues, to influence the national and regional agendas and to promote socially responsible growth policies.”

The 2021 conference will cover a range of themes including the financial and technical challenges to onshore power supply, ports getting ahead for new fuels, collaborative community projects, sustainable transport and logistics in the hinterland connections of the port, eco-cruise ships and sustainable cruise initiatives in Europe.

Andrew Webster, chief executive of Mercator Media, organiser of the conference said, “GreenPort Congress is an

10 | AUTUMN 2020

established and relied upon event amongst port professionals. We are pleased to announce the 2021 host of the Congress and look forward to the crucial insight and knowledge that such a busy and influential port such as Piraeus will be able to bring to the discussion” GreenPort Cruise & Congress brings together the whole port community. In 2019 the conference welcomed 213 attendees from 28 counties in Europe, North America, Asia and Oceania. Conference attendees included 98 port authorities, as well as terminal operators, shipping lines, logistics operators and key cruise and commercial operators.

The Keynote session typically features a number of leading experts discussing high level policy developments, environmental legislation and emissions reduction milestones affecting professionals across the ports, logistics and terminals sector.

At the previous edition of the conference, the audience benefited from a joint opening session featuring the top issues facing both commercial and cruise ports. Speakers included local government, the Norwegian Maritime Authority, a shipowner’s association and a port director who were able to discuss the fine balance between legislation and cooperation. This led into an opening cruise panel featuring speakers from Royal Caribbean Cruises, Carnival, Hurtigruten and Viking Lines.

GreenPort Cruise & Congress provides a meeting place for attendees to both learn about and discuss the latest in sustainable development and environmental best practice to enable them to effectively implement the changes needed to reduce their carbon footprint and to be more sensitive to environmental considerations.

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

Piraeus2021

20OCT Piraeus 22 2021 Greece

GREENPORT Cruise Congress

TO

&

Host Port:

The Port of Piraeus welcomes you to Greece!

The 2021 host port welcomes all ports, terminals and logistics TVSZMHIVW [MWLMRK XS HMWGYWW WYWXEMREFMPMX] MWWYIW MRDZ YIRGI national and regional agendas and promote socially responsible growth policies.

The 2021 conference topics include: • Financial and technical challenges to onshore power supply • Getting ahead for new fuels • Collaborative community projects • Sustainable transport and logistics in the hinterland connections • Eco-Cruise ships and sustainable cruise initiatives in Europe

Get involved today!

• A range of sponsorship packages is available to suit any budget • 'IRIǰX JVSQ SZIV QSRXLW I\TSWYVI XS SYV RIX[SVO SJ port, terminal, equipment and logistics professionals

Meet and network with over 200 attendees representing port authorities, terminal operators and shipping lines.

For more information on attending, sponsoring or speaking contact the events team visit: greenport.com/congress contact: +44 1329 825335 or email: congress@greenport.com

Sponsored by:

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GREENPORT

BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS

IAPH

LAYING THE GROUNDWORK FOR POST-PANDEMIC PORT BUSINESS Anne-Marie Causer talks to Patrick Verhoeven, managing director, International Association of Ports and Harbors (IAPH) to find out where business is headed post-pandemic

8 Cybersecurity at the Port of LA

What are the current situations/challenges being faced by your members since the onset of the Covid-19 pandemic?

When Covid-19 started to spread beyond Asia, it soon became apparent that contagion would impact cargo supply chains as well as passenger movements by air, sea and land. Shortly after the lockdowns in Europe were declared, we put together a closely-knit group of fifteen port specialists from nine different members as well as inviting experts in trade facilitation and port economists in order to ask that same question.

The answer really fell into three broad categories, with a fourth added as the contagion gradually spread across the world. The most urgent focus on immediate measures to address port operations, governance and communication, where we called upon experience of some of our Asian colleagues who were ahead of the curve. Secondly, we simultaneously looked at measures to protect the business and financial returns as well as measures to support customers, stakeholders and community. When the first members began returning back to relatively normal operations as Covid-19 cases diminished, we put together guidance on back to work planning, which was based on experience already acquired both inside and outside the port industry.

The summary of this work led to the publication by our WPSP Covid-19 Task Force of the WPSP COVID-19 Guidance Document for Ports, which is readily available on our dedicated World Ports Covid-1919 Information Portal.

Q A

conference meetings, we were able to build up a pretty accurate picture of what was happening on the ground at ports around the world and what they needed in terms of support. We could rapidly consult ports in several regions for their input and could call in experts from organizations such as the World Bank to deal with specific issues.

Similarly the three coronavirus webinars we co-organised on “Business Unusual”, the Ship-to-Shore Interface and Digitalisation were highly successful, not just in terms of content and attendees, but also in terms of audience engagement with questions, remarks and feedback.

Since the pandemic, have ports been reporting dramatic decreases in emissions?

This question has not been one we have included in our eleven global port surveys for the WPSP Covid-19 Port Economic Impact Barometer. We did however ask ports eleven times on how they were faring with the number of vessel calls over the past week, compared to activity during

Q A

8 Ecowave at the Port of Gibraltar

Are there any positives coming out of the requirements to find new ways of working?

I think that as a start, the online work and collaboration between our WPSP Covid-19 Task Force members was phenomenal. Via weekly and then bi-weekly video

Q A

12 | AUTUMN 2020

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

IAPH normal conditions. So far, reports suggest that the levels of reduced vessel calls remain relatively high, so we can conclude that emissions have by and large decreased, with variations according to port size, vessel call type and location.

In addition, ports with industrial facilities reported a downturn in activities accompanied by a significant increase in demand for storage, especially of liquid bulk and chemicals. This was confirmed by answers by ports to the survey question about the week’s situation in terms of capacity utilisation, including warehousing and distribution activities in the port. We should also not forget the impact of reduced truck activity in and around ports, especially during lockdown periods.

Have decarbonisation efforts largely been set aside during the coronavirus crisis or have they been embraced?

I certainly would not say they have been set aside. In fact our work alongside organisations such as the International Chamber of Shipping and other vital port industry players to accelerate decarbonisation have gathered pace. The recent IAPH-led initiative to call to action to accelerate pace of digitalisation to cope with a post Covid-19 “new normal” is one such example. One of the major positive consequences of digitalisation is potential for open data sharing of “single truths” about anything from current port drafts to barge availability to estimated cargo loading time at berth. The practical use of common shared data using the same data sets and standards has, for example, the potential to simplify the highly complex choreography between the different players involved in the port call process. Improving that reduces waste, optimises vessel speed and energy use with the potential to reduce emissions. Reducing paper-based transactions, especially at the ship-to-shore interface will be vital in reducing the nervousness of port workers and crews at berth. Digitalisation is not just about efficiency and emissions reductions anymore; it’s becoming a critical safety issue.

Q A

How are ports laying the groundwork for postpandemic business?

As mentioned, we have worked very closely to put together guidance on back to work planning. Also of vital importance is assessing present and future financial risks, with mitigation actions worked out on the basis of the differing business model scenarios.

In addition, quite a bit of work has been done on interaction between ship and shore-based personnel. IAPH has been

Q A

cooperating with an initiative led by the International Chamber of Shipping (ICS) on Covid-19 related guidelines for ensuring a safe shipboard interface between ship and shore-based personnel.

Then there is the issue of crew changes, a subject we have also reporting on in our past two WPSPIAPH COVID19 Economic Impact Barometer reports. IAPH has participated in the formulation of a 12-step framework of protocols on crew changes compiled by ICS in coordination with the maritime industry and supported and published by the IMO. The IMO are formally distributing the e circular to member states as a recommendation.

In addition, several of our ports are actively addressing ressing the impact of Covid-19 on their local communities ies and society at large, in line with their corporate social responsibility programmes. This includes engaging ging on sourcing, distributing and donating medical supplies plies and products for fighting Covid-19 to health agencies and local authorities. Other initiatives include supporting ng local producers in finding alternative ways to selll their products, or partnering up with NGO’s to provide social support and infrastructure for health care and education programs to mitigate the spread of the virus. Some of our members have even been engaged in mass testing of the port communities.

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

8 Port of Helsinki mooring monitoring

8 Patrick Verhoeven

AUTUMN 2020 | 13

IAPH What are the main opportunities ports are being presented with to reinvent the way they do business?

I think the clue lies in the latter part of the answer on how ports are laying groundwork for the post-pandemic business. Port community needs are changing. This is not just about digitalisation and collaboration, but also about longterm risk mitigation and business resilience. In that respect I believe that port authorities need to consider a wider role in the business and communities they serve, well beyond the traditional landlord model and involving a much closer integration between nautical and physical supply chains for cargo and passengers alike.

Q A

How can technology (especially green technology) be accelerated to adapt to this new world?

In our World Ports Sustainability Program, we have collated over 120 examples of innovation, some of which deploy green, state-of-the-art technology, and others which address head-on issues of port governance, resilient infrastructure, safety and security, some without technology.

It is this integrated approach that will yield positive results rather than just focusing on issues in isolation such as alternative fuel provision, on shore power and electrification of materials handling equipment. We need to join the dots together to get technology to work for ports to achieve a sustainable future and not focus on technology per se.

Q A

How can small ports play a role in digital transformation and in the greening of the supply chains?

Whilst that is easier said than done, I have already seen encouraging examples from our member ports, both large and small, who are leading the way forward in terms of connecting innovative start-ups with port communities.

Recent efforts by organisations such as PortXL, the Maritime Port Authority of Singapore’s Smart Port Challenge and the Port of San Diego’s Blue Economy Incubator Program are fine examples of this. Small ports have already been used for trialing PortXL pilots, such as the wave energy pilot at the Port of Gibraltar.

The Port of Helsinki is pushing ahead with its plans for onshore power supply and automated mooring. The Port of Barcelona is also promoting innovation and Smart Ports via its digital knowledge hub. This are just a few of many examples we have come across.

Q A

Will the path ahead be greener in a post pandemic world?

I think this greener path is inevitable. It will have to be in order to meet the IMO target of reducing the total annual GHG emissions by at least 50% by 2050 compared to 2008, while, at the same time, pursuing efforts towards phasing them out entirely. For this reason IAPH intends to play its part in the adoption of climate and energy-related initiatives at industry level, starting with its joint submission of an IMO Resolution initiated with the Canadian government and co-sponsored by several other Member States and NGOs. This resolution MEPC.323(74) invites Member States to encourage voluntary cooperation between the port and shipping sectors to contribute to reducing GHG emissions from ships. The Resolution promotes regulatory, technical, operational and economic actions in the port sector, such as the provision of onshore power supply (preferably from renewable sources); safe and efficient bunkering of alternative low-carbon and zero-carbon fuels; incentives promoting sustainable low-carbon and zero-carbon shipping and support for the optimisation of port calls including facilitation of just-in-time arrival of ships.

Q A

What will the main challenges be to adopting green tech on a wider scale, have these remained the same as prior to the pandemic or have they changed?

The main challenges remain, whether they boil down to investments in climate and energy solutions as well as resilient infrastructure, building business resilience, improving safety, removing waste and encouraging the facilitation of trade and passenger services at ports. One critical factor IAPH has identified in this conundrum is cyber security and adequate awareness and training for port communities in the secure use of green tech and technology as a whole to innovate, improve efficiency and safety at the world’s ports. For this reason we put together a team of experts from inside and outside the port industry to offer port authorities and operators a white paper on port community cyber security. This document takes a practical, pragmatic approach on a high level in order for ports to have a starting point from which to work on their own cyber security strategy and awareness programs. There are highly sophisticated approaches by some of the world’s largest ports. However becoming a “smart port” need not imply multi-million dollar investments. A lot of the advice in the paper points towards a step-by-step approach, taking port colleagues every one of those steps of the way.

The other is the wider adoption of port community systems (PCS). Only a fraction of IMO member states have operational PCS’s. Working on this priority requires collaboration between maritime supply chain industry stakeholders and government. Above all, it calls for inter-governmental collaboration as the acceleration of digitalisation will require change management at local, regional, and national levels.

As mentioned, IAPH is heavily involved in kick-starting the process alongside ICS, IPCSA and other players to accelerate digitalisation and green technology.

Q

8 Seaweed cultivation at the Port of San Diego

A

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

AUTUMN 2020 | 15

EFFICIENCY

HELPING PORTS ATTRACT GREEN INVESTORS In this article, Dr Arjan Hijdra, founder of the not-for-profit initiative Vital Ports explains how port authorities can fund their green port development projects

8 Vital Ports wants to help ports attract green investors

The basic idea of Vital Ports is to bridge the gap between the many available solutions and the green investment community seeking such opportunities. By building green revenue streams, sustainability as a cost can be converted to sustainability as a source of revenues. Sustainable development becomes healthy business, which in its turn helps to accelerate the uptake of green projects and scaling.

As logical as this might seem, it still proves to be an open field where much work is to be done. The current circumstances caused by Covid-19 provides an extra trigger to explore this field. Green revenue streams diversify income for port authorities decreasing their economic vulnerability.

SCIENTIFIC RESEARCH LEADING TO PRACTICAL INITIATIVE The Vital Ports initiative can be seen as the result of journey from practice to science and back. After two decades in the field of port and waterway development, some fundamental questions became itchy for me. Many, if not most, of the projects followed a path of rich initial plans which gradually erode towards ‘bare to the basics’ cost efficient designs.

And yet, everyone can mention a few examples of exceptional infrastructural projects where people, planet and profits are being served together. So why is this? And why is this not scaling?

With these questions in mind I joined the research group of infrastructure planning at the University of Groningen (Netherlands) and started a research project in 2010. I investigated many port and waterway projects in the world, worked as a visiting scholar at MIT and at the US Army Corps of engineers. It brought fundamental insights on decision making and micro-economics mechanisms in port and waterway development.

These results were shared in various publications in the scientific community. However, the proof of the pudding

would be in applying those insights for real life impact. When discussing these results in a World Economic Forum working group things really started to accelerate. The Swiss MAVA foundation and the International Institute for Sustainable Development in Geneva jumped in as they were keen on new ideas on infrastructure and finance and showed interest in exploring the port sector for their sustainable impact potential. Both the financial sector and engineering sector are striving for ‘greenification’ but struggle to achieve real world impact at scale.

Ports appeared to be of particular interest as these are crucial for many economic systems. As a fragmented sector ports are largely overlooked by institutional investors. In other words; ports can be agents of change towards a green economy but need wind in the sails to live up to this potential.

The initiative of Vital Ports, a partnership a various organisations, was born, linking all scientific insights to a practical approach.

THE GREEN PORT INVESTMENT PARADOX In the Swiss conversations, both fund managers and infrastructure specialists sat together. A paradox became apparent. Plenty of proven sustainable solutions are readily available. At the same time institutional investors are searching for suitable investment opportunities but cannot find enough of them. It is like fuel and oxygen without a spark.

Ports happen to be one of the most outspoken examples of the available solutions and funding paradox. Trade dynamics, energy transitions, sea level rise, urbanisation; all are drivers for major port investments. Simultaneously improvements of air and water quality, coastal ecosystems, working and living conditions are needed. And even beyond the port area itself, ports substantially influence transport systems, urban systems, energy systems and coastal systems. This position offers great potential to generate

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

AUTUMN 2020 | 17

EFFICIENCY

8 Green opportunities for ports

societal value in line with the sustainable development goals. In short this means there is plenty of green progress to be made, but influx of capital is needed for change at scale.

HURDLES FOR GREEN INVESTMENT The discussions with various stakeholders, large capital owners amongst those, showed there are quite a few hurdles to address to accelerate green investments. First of all, outside the national or local public funding agencies, familiarity with the sector is low. Ports represent a fragmented sector with many small entities operating in many geographical setting under different regulatory regimes. Projects are diverse as well, ranging from breakwater expansion to land reclamation to hinterland connectivity. Lacking of a uniform widely acknowledged investment framework is not helping either.

This is needed to funnel capital to port assets and maybe even build an entire new asset class for investors.

Perhaps the most important hurdle is that many of the green port projects lack a robust identifiable revenue stream.

Investing in clean air is helpful for public health, but who is picking up the bill and can they expect a return on investment? As this is the first step to take, this is where the efforts of Vital Ports is focused on.

GENERATING GREEN REVENUES Without revenue streams, sustainable development remains tightly dependent on public funding, goodwill or internal resources. Flipping this mechanism to an investment driven healthy business primarily needs building revenue streams.

The Vital Ports initiative uses state-of-the-art economic and financial mechanisms to help out where needed. Impact is generated by providing easy to use guidance for sustainable port development through a simple philosophy; 5 Identify suitable proven solutions. All are characterised in terms of sustainable issue, SDGs, and nd benefits to society.

Through a free to use online tool port authorities can see which solutions provide the best fit for their ambition or situation 5 Linking the benefits to value e capturing mechanisms. Value from sustainable ble solutions can or cannot be captured dependent dent on the institutional setting of a port. A municipal cipal port has different options than a fully privatised ed port and a ns than a fullland-lord model has different options es ports service model. An online tool guides

18 | AUTUMN 2020

authorities through this process to get a first impression of the potential themselves.

5 Provide workshops to build a tailor-made plan for green revenues. If the former two steps triggered interest, a dedicated plan to generate green revenues can be made.

This is done by either an online workshop or, when circumstance allow this again, in a live workshop.

Interactively we build a tailor-made overview of the top green opportunities including the pathway to realise associated green revenues.

RE-USE OF DREDGED MATERIALS A good example of a green opportunity at ports is the portential re-use of dredged sediments. For many ports maintaining navigation depth in port areas require regular dredging. Disposing these sediments is environmentally challenging as it easily disturbs ecosystems. Reuse of these dredged materials, for instance by creating new bird islands or wetland restoration can be a desirable solution. However, extra costs have to be covered.

The value proposition in such cases can play out as follows. Re-use of the dredged material does provide a variety of societal benefits, but in terms of value capturing only a few are suitable for value capturing. Ecotourism might be one, but the highest value can be found in the increased attractiveness of the area having a small, but significant, influence on real estate value. If the port happens to be a municipal port, a direct effect will follow through real-estate taxes. If the port authority is institutionally isolated from such tax-streams, a dedicated arrangement with the municipality is needed to unlock this synergy and share revenues. Such arrangements in their turn open the door for outside investors attracted by a predictable return on investment.

KEY TAKE-AWAY Real green progress for ports can only be realised at scale on the foundation fou of healthy business. The secret to this is the application of state-of-the-art synergetic arra arrangements that utilise green societal value to build solid revenue streams to provide a return on investment. inves The Vital Ports Por initiative offers practical guidance for port authorities autho to carve out a pathway to generated such revenues, opening the door for inves green investments.

More info at vitalports.org

8 Dr Arjan Hijdra

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

MONITORING

OPTIMISING INLAND SHIPPING AT HAMBURG

Photo: HVCC

Hamburg is realising the potential for highly efficient inland waterway traffic, explains Gerald Hirt, managing director, HVCC Hamburg Vessel Coordination Center

The Port of Hamburg is traditionally a rail port with the rail share in hinterland traffic for container transport at over 46%. However, inland waterway transport as part of the transport mode mix is becoming increasingly important.

In 2019, Germany’s largest seaport was able to record over 145,000 teu in container transport by inland vessel, an increase of 13%. This is a share of 2.5% in the modal split. If project cargo and bulk cargo transports, which are particularly suitable for inland waterway vessels, are added, the share reaches almost 10%.

MODAL SHIFT The waterways are important to the port’s business both from an economic and environmental perspective.

In addition to the 145,000 teu that were moved by inland waterway vessels in the Hamburg hinterland last year, a further 170,000 teu were moved by barge within the port.

These container transports within the Port of Hamburg have replaced a total of around 120,000 truck transports and are a good example of a successful modal shift in freight transport in the Hanseatic City.

The aim is to enhance inland shipping’s position as an effective and environmentally friendly mode of transport and to make use of its great potential as a key pillar of hinterland traffic. Inland waterway transport is reliable and independent

8 HVCC coordinates more than 4,400 vessels with 7,300 terminal calls each year

of the traffic situation on the roads. But above all it is environmentally friendly and thus offers good opportunities to reduce the ecological footprint.

INTEGRATED INLAND WATERWAYS MONITORING For more than ten years, the HVCC Hamburg Vessel Coordination Center has been optimising vessel traffic in the Port of Hamburg as a central, neutral and cross company coordination point.

Initially, the focus was on feeder traffic, but as ship sizes increased, the coordination of large vessels followed. From these experiences the potential for inland waterway transport became clear. Raising this potential is a gain for the port, the terminals and inland shipping itself.

The planning of inland vessel arrivals in Hamburg, the coordination of rotation within the port as well as the assignment of berths and terminal handling will in future be digitalised with the help of the new inland shipping platform, making the processes more transparent and efficient at the same time.

The platform creates a synchronous planning basis between ship owners, ship management, terminals, authorities and HVCC and ensures a smooth data exchange between all parties involved. The HVCC uses synergies resulting from the planning of ship calls at the terminals at an

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

AUTUMN 2020 | 19

MONITORING

‘‘

The development of a central inland shipping platform for Hamburg is expected to improve planning and enhance the quality of handling

EMBRACING DIGITALISATION Digitalisation is not only of great importance in the current challenging situation, but of course it helps enormously in coping with scheduling tasks.

The Port of Hamburg works 24/7, 360 days a year. Ensuring efficient operations and reliably supplying the economy and population in Germany and Europe is always the focus. The Port of Hamburg has ensured this at all times, even during the Covid-19 pandemic and the HVCC has made its contribution.

Going digital is the decisive factor is how the HVCC can improve the ecological footprint of its customers and users.

With the help of our coordination services, inland shipping companies reduce their bunker consumption because they can optimally adapt their speed to the availability of berths.

At the same time, the inland vessel as a mode of transport becomes more attractive for forwarders and shippers, who can reduce their ecological footprint by shifting to the inland vessel.

The new waterways platform fits into the overall environmental strategy of the port.

In their coalition agreement, the governing parties in Hamburg have stipulated that the port should become CO2neutral by 2040. Against this background, the HVCC Hamburg Vessel Coordination Center is making an important contribution to reducing climate-damaging emissions.

In addition to the waterways platform, the HVCC has launched a highly innovative digitalisation project together with the maritime technology company Wärtsilä and the cruise group Carnival.

Photo: HVCC

early stage and thus optimises the overall port rotation. Thus, the new platform also changes the previous workflow and way of collaboration between stakeholders.

Digitalisation enables improved integration of the inland vessel in transport chains. The development of a central inland shipping platform for Hamburg is expected to improve planning and enhance the quality of handling.

The aim is to create more reliable ship arrivals, more efficient ship handling and port logistics, as well as reduced fuel consumption and emissions. The project partners developed and tested a worldwide unique digital solution for just-in-time ship arrivals. For the first time the direct, realtime data exchange under real-world conditions between port and ship was realised in order to enable a dynamically optimised Hamburg approach. The first live tests were carried out on the M/S AIDAperla and M/S AIDAsol - ships which regularly call at the Port of Hamburg.

Testing has found that continuous, dynamic, real-time data exchange improves coordination and allows speed modifications based on recommendations of the HVCC, if the conditions in the port and the navigation area are changing during the approach.

Following the successful tests in the cruise segment, there are now plans to expand into cargo shipping. With approximately 3,000 seaports and 100,000 commercial vessels around the world, the potential for further networking is enormous.

8 The transfer of containers by inland waterway ship requires a tremendous amount of coordination

8 HVCC’s digital inland shipping platform

20 | AUTUMN 2020

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

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CRUISE

MULTIFUNCTIONAL AND ENVIRONMENTALLY FRIENDLY

PORT CITY PARTNERSHIP The port is also collaborating with the City of Tallinn in implementing a joint project to implement an attractive walkway beginning at the cruise terminal promenade and following the seaside into the town.

This is an effort to encourage shore excursion companies to organise more walking tours instead of using buses and visit other attractions other than the Old Town.

The port’s strategy is based on the United Nation’s Sustainable Development Goals, the EU Green Deal and the Estonian government goals towards climate neutrality. These include: 5 Low energy label class (internationally known as NZEB/ nearly zero energy building), ie using the most energy efficient construction practice reasonable for the terminal building, having an energy efficiency number of no bigger than 130 kWh/(m2 y).

5 Energy efficient lighting (to reduce the electricity consumption and the need of cooling energy as the terminal is mostly used during the summer period) 5 Demand-based ventilation (the intensity of use of the building is very variable) 5 Passive solar shading (attention must be paid to the design of building facades reducing the cooling load and limiting/ preventing sunlight) 5 Local production of energy. Solar panels of 70kW will be used on the roof 5 Seawater-based building heating and cooling 5 Multifunctional use so the building can be used all year round whenever possible, not just in cruise season

of the waste received from ships will be recycled. The port’s goal is to direct 100% of the waste received from cruiseships to the circular economy.

“Ships entering the port are charged a compulsory environmental port charge, known as the waste fee, for reception of ship-generated waste. In return for the waste fee, the Port of Tallinn is obliged to accept bilge water, wastewater, refuse, waste containing petroleum products and oil and other ship-generated waste, excluding cargo residues. A 10% lowered rate for cruiseships applies to ships sorting garbage separately by types. Waste reception is organised by Port of Tallinn subsidiary AS Green Marine. In 2019, 93% of waste was recycled, reused and handled in an environmentally-sound manner,” explains Ms Berezin.

When it comes to reusing oil-containing waste (bilge, slops, sludge), for example, the port’s Mobile Technological Handling Station of oil-containing waste (MTS enables optimum handling of input waste which is cleaned and recycled without involving additional handing processes.

The treatment process yields a 100% reused REACH certified oil component. All sorted and recyclable wastes will be transported to a special sorting facility, where they are further sorted based on the type and quality of the material.

Then the waste will be packed and forwarded to the specified organisations to be reused, recovered or recycled.

WASTE FACILITIES Clean Baltic Sea is another priority. All the piers are now connected with direct wastewater reception facilities. Most

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

8 An overhead vision of the new cruise terminal

8 The new terminal will open up Tallinn’s seafront to the residents of the city

Photo: Port of Tallinn

Tallinn has seen a rise in cruise passengers over the years with 660,000 expected next year, Covid-19 permitting.

To meet this growing demand and offer visitors and operators alike the best possible reception, a 4,000m2 multifunctional cruise terminal is under construction for completion in summer 2021.

The terminal will serve as a gateway to the Hanseatic old town of Tallinn which is just 1km from the port. Both the interior and exterior design will be environmentally friendly.

“A part of sustainable business is caring for the needs of our visitors as well as local residents,” says Ingrid Berezin, business manager Port of Tallinn.

“With the new attractive terminal, we will also open up Tallinn’s seafront to the residents of the city. On the roof of the terminal, there will be a promenade and park open to everyone and during the off-season, the building can be used for various events or entertainment.”

The port is investing €13.7 million into the terminal, which will be able to handle 2,000 passengers. The double-sided finger piers consist of two of 421m in length and two of 339m.

There is also a smaller pier of 183m (No 17).

Photo: Port of Tallinn

The Port of Tallinn is catering for a growing demand in cruise by building a new green terminal writes Susan Parker

AUTUMN 2020 | 23

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AFRICA VIEWPOINT

SOUTH AFRICAN PORTS REORGANISE WASTE STRATEGY

Photo: PhilippN/Wikipedia CC BY-SA 3.0

Shem Oirere tackles the subject of waste management in South Africa’s ports

Transnet National Ports Authority (TNPA), a state owned subsidiary of Transnet, responsible for managing and governing eight of South Africa’s major seaports, has said it has further transferred the role of procuring waste handling services from individual ports to the company’s national office as part of the reorganisation of its waste management strategy.

“This is key for standardizing processes and improving efficiency,” the operator says in a recent company performance update. The reorganisation is seen as part of the company’s drive towards reducing costs and improving earnings through effective waste management procedures.

WASTE MANAGEMENT Port waste management in South Africa has largely been the role of terminal operators and tenants. They enlist qualified contractors for managing the waste including scrap metal and paper recycling respectively. The award of the contracts will now need to be sanctioned by TNPA after scrutiny of their compliance to a set of requirements such as the name of the contractor, submittal of a copy of a valid license or proof of registration, details of the nature of waste the contractor will be handling, an outline of the procedures the contractor will use in disposal and confirmation of the location of the waste disposal facility to be used.

TNPA says in 2019, the eight ports in South Africa generated an estimated 1060.8 tonnes of hazardous waste and spent US$383,287 on the waste management contractors.

In addition, 2118 tonnes of general waste was recycled at the ports of South Africa with TNPA receiving rebates of US$50,054 and US$67 for scrap metal and paper respectively.

Although scrap metal recycling is concentrated in the port of Durban and East London, TNPA says “the practice will be extended to other ports in the future.”

8 In 2019, the eight ports in South Africa generated an estimated 1060.8 tonnes of hazardous waste

TNPA has not provided a breakdown of the waste generated at each of its eight ports but according to the United Nation’s Economic and Social Commission for Asia and the Pacific (ESCAP) the volume of waste depends on the location of the port, recent or ongoing construction activities and level of operational activities such as “ship traffic and discharges, cargo handling and storage, and land transport.”

PROTECTING BIODIVERSITY Meanwhile, TNPA says the location of its eight ports Richards Bay, Durban, East London, Port Elizabeth, Mossel Bay, Cape Town, Ngqura, and Saldanha, makes them “very rich in biodiversity” which require protection from being destroyed by hazardous waste or other forms of pollution.

“Some ports have highly sensitive habitats and red data listed species that require the highest level of protection,” said TNPA’s performance update report.

The company cited port of Richard Bay’s wetland habitats, Durban port’s mangrove forests and the bird island of the port of Ngqura.

“Transnet’s project development framework ensures that ecological impacts and potentially fatal flaws in the proposed developments are identified,” added TNPA. Previously, TNPA had provided guidelines for the conducting of an inventory “to determine who is producing waste and the nature of waste being produced.”

Previous collected data identified dry and floating docks, ballast water, terminal operators and tenants, urban stormwater and shipping, including quayside maintenance as the other major generators of waste at the South African ports.

Going forward, TNPA says it is committed to timely interventions, whenever any changes are reported in the biodiversity in or around the company’s ports, through “extensive marine ecological monitoring.”

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

AUTUMN 2020 | 25

RENEWABLES

A TAIWAN CENTRE FOR RENEWABLES EXCELLENCE

Photo: Ørsted

In this Q&A, GreenPort talks to Christy Wang, general manager of Ørsted in Taiwan about its new Port of Taichung windfarm O&M base

Can you please explain the offshore wind development deal with the Port of Taichung?

In February 2020, Ørsted signed a wharf lease and a 20year operations and maintenance (O&M) lease with the Port of Taichung, managed by Taiwan International Ports Corporation (TIPC) and TIPC Marine Construction, respectively.

The Port of Taichung has been selected as the most suitable O&M base for the Greater Changhua Offshore Wind Farms due to its proximity to the sites, water depth, wharf facilities, navigational access quality and suitability for SOV. The Ørsted leased wharfs at the Port of Taichung will be upgraded to store heavy components and be utilised for the construction of the Greater Changhua Offshore Wind Farms. Ørsted is pioneering offshore wind in Taiwan by investing in the construction of a brand-new building, serving as the O&M base for Ørsted’s Greater Changhua Offshore Wind Farms from 2022 onwards.

Our investment in the Port of Taichung will help further develop industries related to offshore wind industry and create numerous local jobs. Furthermore, it enables the Port of Taichung to play an important role in the construction and operation of offshore wind farms.

Q A

Please outline Ørsted’s plans to install 1.82GW offshore wind capacity in Taiwan.

The Greater Changhua 1 & 2a Offshore Wind Projects is located 35-60 kilometers off the coast of Changhua County, with a capacity of approx. 900MW, enough to supply around 1 million Taiwanese households with green power.

The construction of the offshore wind farms will be finalized between 2021 and 2022. Ørsted is moving full speed ahead with the construction of

Q A

26 | AUTUMN 2020

8 Ørsted’s new O&M centre in the Port of Taichung will be a LEED-certified green building

the onshore substations and transmission system for the 900MW Greater Changhua 1 & 2a Offshore Wind Farms and is scheduled to commence the offshore construction work in 2021.

Moreover, Ørsted was awarded the right to build another 920MW offshore wind farms in Taiwan through its Greater Changhua 2b & 4 sites. The wind farms will be built in 2025, subject to Ørsted taking final investment decision on the projects in 2023.

How will the Ørsted wharfs at the port be upgraded to enable them to handle wind farm components? Ørsted will construct a total of 300,000m² of heavyduty pavement on Wharfs 36 & 37 to ensure its readiness to store heavy components such as pin piles, towers and blades.

Q A

Will the wharfs also house wind farm construction and service vessels plus refueling and repair facilities? Ørsted will use the wharfs to store heavy components, such as pin piles and blades, prior to and during the construction of the Greater Changhua Offshore Wind Farms.

The installation vessels will also be berthed there.

During O&M phase, the wharfs will be utilised by the Ørsted SOV on a bi-weekly or monthly basis, where the SOV will do port calls for change of offshore technicians crew and other logistic purposes.

Q A

The port expects Ørsted’s investment to help encourage other activities related to the offshore wind industry, can you give some examples? Ørsted will establish its O&M base at the Port of Taichung and its relevant supply chains will follow suit.

Q A

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

Photo: Ørsted

RENEWABLES

To name a few, Siemens Gamesa Renewable Energy (SGRE), will be the wind turbine supplier for the first 900MW Greater Changhua 1 & 2a Offshore Wind Farms. Because Ørsted is now building the wind turbine nacelle assembly plant in the Port of Taichung, the first of its kind outside of Europe, this means that all nacelles, the heart of wind turbines, for the Greater Changhua 1 & 2a Offshore Wind Farms will be assembled in Taiwan.

In addition, under a partnership between CS Wind and Taiwanese Chin Fong Machine Industrial, towers for the wind turbines will be manufactured locally by Chin Fong at the Port of Taichung facilities.

These are excellent examples of how Ørsted goes beyond Taiwan’s localisation requirements and it well demonstrates that Ørsted is not only building wind farms in Taiwan but also leading the creation of an offshore wind value chain. Ørsted’s decision to choose the Port of Taichung to support construction of the Greater Changhua Offshore Wind Farms and build its first O&M base in Asia Pacific enables the port to participate for the first time in a large-scale offshore wind farm construction process. This provides excellent opportunities for the Port of Taichung to better understand nderstand the needs of offshore wind developers and accumulate ccumulate experience to further expand its services.

In what ways will the new O&M building lding be environmentally friendly? Has construction begun?

The construction of the O&M building will begin gin in 2020 with expected inauguration in 2022.

Designed by the MAA Group’s local firm, this building uilding will be a green building with a gold rating from the Leadership dership in Energy and Environmental Design (LEED), making ng it the flagship O&M center for Ørsted Asia Pacific.

It will be constructed in accordance with similar European design principles and installed with various green solutions, such as recycling of rainwater, maximal application on of local green materials, solar panels and charging stations ations for electric cars and scooters.

These efforts are in line with Ørsted’s decarbonization bonization program and vision of creating a greener and more sustainable world.

Q A

8 Mock-up of the bespoke Service Operations Vessel to be deployed on Ørsted’s Greater Changhua Offshore Wind Farms

As part of its green commitment, Ørsted joins the global EV 100 initiative and targets to achieve a 100% electric vehicle fleet within five years through adoption of electric battery and plug-in hybrid vehicles.

Adopting the green building standards for the Ørsted flagship O&M base well demonstrate our carbon reduction efforts. We have reduced our carbon emissions by 86%, and by 2025, we’ll be carbon neutral in our generation of energy and its operations. Furthermore, Ørsted will work together with its suppliers to achieve the target of a carbon neutral footprint by 2040.

We have several partners working in the Port of Taichung and together we hope to form a strong partnership to spearhead more green initiatives in Taichung.

What other similar offshore wind operations does Ørsted have around the world? Will this new operation at Taichung be modeled on any of them?

Offshore Wind Operations in UK have been evolving for more than 10 years. y Grimsby y as the central hub city y in the Ørsted UK East Region is the best model to compare what the Port of Taichung may evolve and grow into. Strong operating regions have been established with central hubs, from where all operational management is anchored.

With our future O&M facility in the Port of Taichung, Ørsted will draw inspiration from Grimsby and be looking into opportunities to develop the Ørsted footprint in Taichung to include a range of services that will ensure the best O&M base for our Offshore Wind Farms. The Port of Taichung is well-positioned to become the central hub for Ørsted APAC Operations.

Q A

8 Christy Wang, General Manager of Ørsted in Taiwan

How is this operation demonstrative of a mutually beneficial partnership with the port and terminal operator? How does this type of relationship help elp ports to improve their own environmental objectives and green credibility? Ørsted is ranked as the most sustainable company ompany in the world in the Corporate Knights 2020 Global 100 index.

Q

A

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AUTUMN 2020 | 27

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AUSTRALASIA VIEWPOINT

NSW PROGRESSES SUSTAINABLE CONCRETE OPTIONS Innovative uses of renewable energy and making concrete out of waste products are helping spearhead New South Wales Port’s sustainability efforts, says Dave MacIntyre

more environmentally-friendly materials and waste products.

The UOW research thesis is investigating the effects of using unwashed sea sand in concrete as opposed to river sand, natural sand or manufactured sand. It is investigating and comparing the compressive strength and chemical composition of concrete cylinders made with sea sand and placed in the marine environment at Port Kembla.

The UNSW project is trialling the use of geopolymer concretes made with steel furnace slag. The growing demand to produce concrete for large-scale infrastructure places immense pressure on natural resources and an opportunity was identified to use the slag which is a byproduct of steel making. Concrete blocks produced in this manner have been placed at the Port Kembla breakwater and are integrity tested on an ongoing basis.

Other sustainability initiatives underway by NSW Ports include its Environmental Shipping Incentive introduced last year that rewards ships with higher standards of environmental emissions performance (SOx, NOx, CO2). A total of 574 visits by eligible vessels in FY20 were recorded by the scheme, which supports the World Ports Sustainability Program.

SUSTAINABLE CONCRETE NSW Ports is also participating in two research projects with local universities the University of Wollongong (UOW) and the University of NSW (UNSW) to trial the use of more sustainable concrete options for marine structures.

Both research projects are challenging the way nonrenewable resources are being used in maritime construction by aiming to identify less energy-intensive technology and testing the viability of more sustainable materials. The use of alternative concrete compositions will reduce energy consumption during the concrete-making process and use

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

8 Road bridge beams are being repaired for corrosion & CP anodes installed to extend the life of the wharf infrastructure

8 The layout of Port Botany’s Bulk Liquids Berth 1

Photo: NSW Ports

CORROSION PROTECTION Brotherson Dock is the main container terminal infrastructure at Port Botany and NSW Ports has launched a project to repair concrete damage and protect wharf structures. A cathodic protection (CP) system supplies electrical currents that suppress corrosion. A new system involves a hybrid CP system to protect the wharf face above the waterline with a one-off energisation phase (compared to the traditional CP system which requires a continuous power supply).

Electricity supplied to operate the CP system will be offset by renewable energy generation. The outcome will be sustainable protection systems for the wharf structures with net zero impact on greenhouse gas emissions. The project is expected to be completed in 2022.

Port Botany is also New South Wales’ primary bulk liquid and gas port and NSW Ports has commenced a two-year project to rehabilitate the Bulk Liquids Berth 1 (BLB1) which was opened in 1979. Use of the berth has significantly increased over the past decade and its structures need protection from concrete corrosion.

Similar to work being undertaken at Brotherson Dock, the BLB1 Rehabilitation Project involves the installation of a hybrid CP system within many pre-stressed beams and the pile headstocks of the various bridges and catwalks at BLB1.

Following charge-up of the system, the power source is removed and the system uses nearly 35,000 embedded anodes that are installed within the concrete to provide protection to the berth structures for a design life of 50 years.

Certification from a certified testing laboratory was required for the design, to ensure it is safe for use in the BLB1’s classified hazardous areas. The forecast completion of the project in mid-2021.

Photo: NSW Ports

The Australian organisation has a 30-year master plan blueprint which defines its priorities and actions to achieve sustainable and efficient port supply chains and last year released its second Sustainability Plan (2019 - 2022), aligning its sustainability performance, framework and actions to the United Nations’ Sustainable Development Goals.

While reporting for the first full year of the plan is still underway, key highlights include innovative techniques employed in the Brotherson Dock wharf project and in researching sustainable concrete with two universities.

AUTUMN 2020 | 29

CRUISE

HAMBURG SHOREPOWER EXPERIMENT COMES OF AGE

Photo: Hamburg Port Authority

The first European onshore power supply for cruise ships is showing positive results for Hamburg Port Authority, Michele Witthaus reports

Having welcomed 815,000 passengers and 210 calls in 2019, Hamburg is well established as a major European cruise port with its three urban cruise terminals. It is also one of the most environmentally advanced ports in the region and a groundbreaking shorepower installation is in keeping with this reputation. Having worked in partnership with Siemens and AIDA Cruises to test the provision of onshore power since an initial pilot project in 2016, Hamburg Port Authority can now offer a regular service of onshore connection to any cruise vessels calling at its Altona cruise terminal.

Carnival Corporation brand AIDA Cruises has been integral to the development of the onshore power project at Altona, with its ship AIDAsol calling at the terminal since April 2018.

AIDAsol was supplied with eco-friendly shorepower 13 times in 2019 and on nine of these occasions it received a full supply, drawing 566 MWh of electricity in the process (at 60 Hz and 11 kVA).

This meant that the ship’s own generators were shut down completely for the duration of the ship’s stay in Hamburg, receiving emission-free power from its berth. For the cruise line, this allowed for encouraging sustainability savings over the 22 planned calls. The port authority says other customers are also lining up to test the system with a view to future use.

FREQUENCY ADJUSTMENT One of the key benefits of the turnkey system is the ability to adjust the frequency of the local distribution grid to any ship’s electrical system. The power for the onshore facility at Altona is supplied by Siemens via its SIHARBOR shore connection, which allows berthed ships to draw the energy

30 | AUTUMN 2020

8 AIDAsol at Altona cruise terminal

they require while shutting down their generators. This allows them to chalk up solid wins when it comes to meeting their environmental commitments and enables the port to act as a leader regarding the current stringent regulations for air quality.

For cruise ships in particular, which can often be berthed in port for upwards of ten hours, the system, which provides a fast, simple and flexible connection to the ship via a cable management arrangement, represents a major improvement in portside environmental impact. This is no small thing at a time when cruise vessels are often viewed by port city stakeholders and others as very damaging to the air quality in the places they visit.

The onshore power supply at the Hamburg Altona cruise terminal is not only a game changer for the cruise business it is also the first European onshore power supply system of its type. Boasting a capacity of 12 megavolt amperes (MVA), it works with a patented, mobile robot arm designed specifically for the tidal range.

One of the most attractive aspects of the technology used is its adaptability to suit individual ships. A frequency converter with control software adjusts the frequency of the local distribution grid to the ship’s electrical system. The flexibility of the design is especially useful for cruise ships, with a specially developed cable management system providing quick, easy connection between the shore and the ship.

According to Siemens, the SIHARBOR system is designed with a view to managing the variety of different power requirements of port operators, shipowners, shipyards and power supply companies. “It can be installed at any port and

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

Photo: Hamburg Port Authority

CRUISE

adapted to any berth topology and power need,” says the company. “It can also supply all type of vessels, such as cruise liners or container ships and ferries.” Siemens highlights the scalability of the system, which allows the onshore power supply frequency to be adjusted to synchronise with the onboard frequency in port.

Ship operators using the system can expect to chalk up benefits from the economical and environmentally friendly power supply and the 100% CO2-free nature of the power provided. Ports, meanwhile, are able to take control of issues such as noise and vibration, which are major issues when ships stay in port while drawing power from their own engines.

CLEAN AIR ACTION PLAN As the port that has led the charge towards onshore cruise power, HPA benefits from a comprehensive clean air action plan for the city and is investing in pioneering technologies that can be implemented in the port. To date, HPA has devoted resources to integrating an LNG infrastructure, constructing onshore power stations and offering environmental port fee discounts (a practice that has been established within the clean air action plan for almost ten years), among other measures.

The shorepower project at Altona promises to continue with its early promise of significantly increasing the number of calls at the terminal. It is still unique as there is no other station like it in the world, meaning that the knowledge arising from the comprehensive and extensive test phase held great potential to provide guidance for future projects of this nature.

Tino Klemm, CFO of Hamburg Port Authority (HPA) has been quoted as saying: “For HPA, the operations of the onshore power station are a true story of success. With the installation of this station, we have successfully trod a new path of technology. In the meantime, we have been able to establish regular routine operations and are delighted about the ongoing demand. Thanks to the onshore power station, we have made an important contribution to making the Port of Hamburg even greener.”

The partnership with Siemens for the system is just one part of HPA’s broad approach to the elimination of emissions,

8 Altona cruise terminal offers an onshore connection to cruise vessels

with its definition of port power extending beyond the use of onshore power stations like at the Altona cruise terminal, and also including alternative power supply while at berth from fuels such as LNG. The focus is on cruise and container ships, which the port says it picked because of their high emissions.

A contract between HPA, HAMBURG ENERGIE city municipality and AIDA Cruises and HPA has provided for the required power supply from renewable sources for AIDA’s cruise ships since the inauguration of the Altona facility.

AIDA Cruises is also forging ahead with its sustainability mission using shorepower as a key component of its environmental programme. From the end of 2020, 12 of AIDA’s 14 ships will be able to use shorepower wherever it is available. Meanwhile, the company has stated that by the end of 2023, 94% of all its ships will be fully powered by LNG or, where possible, operated in port with green shore power.

It can safely be said that the partnership with AIDA Cruises has provided proof that the SIHARBOR system can work for the cruise sector. Because the power requirements of cruise ships are relatively small, supplying them with shorepower has no effect on the local grid in Hamburg, although this can differ in other cruise locations. Looking to the future, the port authority expects that other ships and cruise lines will take advantage of it in due course. Given that the system is designed to fit a wide variety of vessels, all the signs point to significant uptake over time. And that is good news, both for the port and the residents of the city, and also for the ships that plug in to the clean energy of the grid.

SIEMENS SIHARBOR The SIHARBOR installation at Altona has a capacity of 12 megavolts (MV) and works with input to 50hz medium voltage switchgear that feeds transformers that match the power supply to the individual ship.

A custom-built, mobile robot arm has been designed specifically to cope with the tidal range of up to 3.7 metres in the port. As part of the installation package, Siemens also provides enabling equipment for the ship-side acceptance of the grid power. The air-insulated MV switchgear is especially suitable for application on ships due to its compact design, high flexibility, and robustness.

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AUTUMN 2020 | 31

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ASIA VIEWPOINT

BUSAN CUTS HARMFUL DUST LEVELS

Photo: Busan Port Authority

Busan Port Authority (BPA) has taken steps to cut the fine dust level resulting from its port operations by investing further in green equipment

BPA said it has concluded a license agreement with Hyundai Materials in order to expand the supply of an exhaust gas after-treatment system that cuts exhaust gases released from (diesel) transfer cranes by 80%.

Nam Ki-chan, CEO of BPA, stated: “BPA will continue to work to improve Busan’s air quality and working environment for port workers by preemptively developing technologies so that Busan Port can be operated with green unloading equipment.”

In case of Busan New Port, all 239 cranes are powered by an electrical system, however, 37 out of 122 cranes in North Port still run on a diesel system and concerns have been raised about harmful exhaust gases (PM10, PM2.5, SOx, NOx, etc.) released from the cranes.

To address this issue, BPA developed an exhaust gas after-

8 Concerns have been raised about exhaust gases from diesel cranes in Busan’s North Port

treatment system, which collects and treats exhaust gases from diesel transfer cranes, together with the Korea Institute of Machinery & Materials and Hyundai Materials. The system was installed at Shin Gamman Pier in North Port as a pilot and was found to reduce 80% or more fine dusts and NOx. The port authority noted it will be costly to install the system for all 37 diesel transfer cranes operating in North Port, which is currently experiencing management difficulties.

It stressed that in order to expand the pilot project and to encourage active participation of pier operators, subsidy from local government according to Article 15 of the Special Act on the Improvement of Air Quality in Port Areas, etc. is essential.

The Port of Busan consists of four ports - North Port, South Port, Gamcheon Port, and Dadaepo Port.

Waste repurposed for terminal development Waste will be repurposed for a Chinese terminal’s development thanks to an environmentally friendly construction solution.

ReTo Eco-Solutions, Inc. will use its proprietary equipment, technologies and processes to convert solid waste into high-quality ground paving material at the Jiangsu Xinyi Port Terminal.

Li Hengfang, ReTo’s chairman and CEO, commented: “Our strategy of Technology Improves Ecology and our unique ability to provide a ‘one-stop’ solution for the entire

process of solid waste reduction, recycling, and mitigation in the field of ecological and environmental protection in China, gives us a powerful competitive advantage as we pursue an increasing number of opportunities to drive our growth.”

EXPANSION PROJECT The Jiangsu Xinyi Port Terminal is a major hub for commerce in China and internationally. The Jiangsu Xinyi Port currently allows 2,000-ton ships to reach Xinyi directly from the Beijing-Hangzhou

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

Canal, with an annual handling capacity of 4.5m tonnes. A nearly complete expansion project is adding an additional 800 acres with 19 2,000t berths.

The Jiangsu Xinyi Port is also transforming the combined road, rail and water transportation system to better optimise logistics and reduce costs, in order to generate development and economic advantages.

ReTo has begun installation of its proprietary equipment at the terminal. Upon quality control testing, ReTo will perform ongoing operating and management services.

AUTUMN 2020 | 33

ESPO

HOW TO SOLVE THE CHICKEN-AND-EGG DILEMMA? European policy makers have been trying to find a way to enhance the uptake of sustainable alternative fuels in the maritime sector, writes Isabelle Ryckbost, secretary general, ESPO On the one hand, shipping lines have said that they cannot shift to clean fuels if the adequate infrastructure in ports is not in place. On the other hand, ports are naturally reluctant to invest in clean fuel infrastructure if they do not have clients who will use the infrastructure. The issue of what must come first, supply or demand, has characterised every debate about greening the shipping sector. The question is whether this so-called “chicken-and-egg” dilemma can be solved and if so, who should solve it and how?

Lately, this discussion has become very timely and topical.

The Commission is currently drafting a legislative proposal to enhance the demand for sustainable alternative fuels. This proposal will be followed next year by a proposal to review the Alternative Fuels Infrastructure Directive from 2014, which regulates the supply of clean fuel infrastructure. It obliges, amongst others, Europe’s core TEN-T ports to have adequate LNG refuelling infrastructure by 2025. By then, ports should also have shore side electricity infrastructure in place unless there is no demand and unless the costs are disproportionate to the benefits, which include potential environmental benefits.

However, much has changed since the entry into force of the 2014 Directive. in 2018, the IMO Initial GHG Strategy set global targets for greening the shipping sector by 2050. Last December, Europe set out clear Green Deal ambitions, which should make Europe the first carbon-neutral continent in the world by 2050 and should achieve zero pollution over time.

As a part of the European Green Deal, it is to be expected that the current European system for emission trading will be extended to the maritime sector. Moreover, different other zero-emission propulsion technologies are under development; These include larger-scale green hydrogen, which enjoys strong support by European policymakers, as evidenced by the recently published EU Hydrogen Strategy.

In light of the new context created by these various policy developments, European ports have been contemplating the way forward.

The European Sea Ports Organisation (ESPO) welcomes Europe’s ambition to be the world’s first net zero emission area by 2050 and believes that the greening of shipping is undoubtedly a priority to deliver on this ambition. There is no time to waste.

Since there is currently no silver bullet to reduce shipping emissions, we believe that a goal-based and technologyneutral approach is best placed to facilitate the deployment of promising potential technologies, allow for innovation as part of a multifuel future and avoid stranded assets which can be the result if we put all eggs in one basket.

And what can legislation do? We believe that new legislation should facilitate the uptake of a variety of clean fuels that can deliver on the Green Deal ambitions by taking away the financial and non-financial barriers to enhance the use of certain technologies. The review of the Energy Taxation Directive must in that context provide for a permanent and EU-wide tax exemption for all clean fuels and clean sources

34 | AUTUMN 2020

‘‘

In light of the new context created by these various policy developments, European ports have been contemplating the way forward

8 Isabelle Ryckbost, secretary general, ESPO

of energy. Other financial incentives include providing dedicated funds under new and existing instruments for investing in both clean fuel infrastructure for shipping, the creation of clean energy hubs in port areas and clean energy grid connectivity. The deployment and use of infrastructures could also be encouraged using revenues generated by forthcoming market-based measures for shipping. At the same time EU legislation should aim at accompanying and encouraging promising technologies by stimulating innovation through investments in R&D. Such a stimulating and innovative legislative framework can only work if it is based on setting clear and ambitious goals, pushing the different stakeholders involved (shipping lines, ports, energy providers and cargo owners) to work together to achieve the emissions reduction targets.

The current crisis will not overshadow the environmental ambitions of ports, but it will require ports to make the most effective investment choices to reach the goals. There is no room for investments that look nice and green but create stranded assets. We we must avoid a situation where prescriptive and restrictive rules forces the uptake of a single technology everywhere, without engagements from the user, as well as avoiding a scenario where each port has to provide infrastructure for all technologies, even if only one is used. Overcoming the current impasse created by the chicken-and-egg-dilemma will require suppliers and users to engage together.

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

FUTURE FUELS

Plans are in place to develop an environmentally friendly container terminal in the south east of the US. An exclusive Letter of Intent (LOI) has been signed by Plaquemines Port Harbor and Terminal District (PPHTD) and several potential partners in relation to the development of the multi-modal container terminal in Plaquemines Parish, Louisiana.

The low-emissions terminal will be powered by a combination of LNG and electricity, while a proposed LNG terminal adjacent to the facility opens the door for large LNG-powered container ships in the US. Plaquemines Port executive director, Sandy Sanders, said: “This will be the Gateway Port on the Gulf Coast capable of taking full advantage of the distribution network on the Mississippi and tributary rivers while reducing road congestion in the region and accommodating LNG-powered vessels to enhance environmental sustainability.

The proposed container terminal will encompass up to 1,000 acres and 8,200 feet of Mississippi River frontage, 50 miles from the Gulf of Mexico.

Phase one of construction is expected to take as little as two years and will deliver the capability to handle 22,000 TEU class vessels with the ability to expand capacity if needed.

Once the terminal is operational, U.S. Midwest shippers will be able to containerise and export many agricultural products,

Photo: Google Maps

ECO CONTAINER TERMINAL PLANNED FOR US

8 The container terminal is due to be built at Plaquemines Parish, Louisiana

refrigerated cargo and chemical resins using a 2,375-TEU liner vessel provided by American Patriot Holdings (APH), one of the companies who signed the LOI. APH’s liner vessel will provide

Mississippi River transport as far north as Saint Louis, reaching upriver speeds of 13 mph.

APH’s hybrid vessels, with a 1,700-TEU capacity, will provide transport service in tributary rivers. The no-wake bow and exoskeleton structure, along with

LNG propulsion, are designed to reduce shipper transportation costs and improve reliability as they could potentially service inland container centres.

Louisiana 23 Development Company, LLC (Devco) was selected as the exclusive private development partner for Plaquemines Port in December 2019. Devco will provide financial solutions and funding alternatives to support the container terminal development. The company will be responsible for funding and constructing critical infrastructure including rail, warehousing and utility services.

The signing of the LOI kicks off a 6-month “due diligence” period during which the parties will conduct multiple studies prior to making a final investment decision.

HYDROGEN CAR PRODUCTION TO BEGIN IN OZ A hydrogen car manufacturer looks set to start producing vehicles from a new plant at Australia’s Port Kembla by 2025.

Australian company H2X is aiming to produce 20,000 hybrid vehicles from the new site at the port, which is yet to be confirmed, which will create around 5,000 direct jobs mostly based in the NSW Illawarra region “With the development of many Green Energy projects in Australia at the moment, we have a unique opportunity to bring a significant manufacturing operation back to the country,” said Brendan Norman, chief executive officer of H2X.

Mr Norman said the portfolio will include locally designed and built heavy and industrial vehicles, including tractors through to large marine and train applications, as well as a range of passenger cars.

Speaking at a recent Illawarra Innovative Industry Network (i3net) industry breakfast at the Novotel Northbeach, H2X Australia chief powertrain and production officer Peter Zienau said that once the H2X plant opens it will be the start of a continual improvement process to remain globally competitive in the production of hydrogen vehicles.

He added that the production of the first vehicles at Port Kembla in the second half of 2022 was timed to coincide with the roll-out of adequate infrastructure, ensuring that enough hydrogen is being produced and adequate refuelling capacity is in place for motorists driving hydrogen cars.

Mr Zienau said he is due to return to the port shortly to announce the preferred site for the hydrogen car factory.

H2X already has projects producing energy and hydrogen in Port Bundaberg, Port Kembla and in Dubbo in the NSW Renewable Energy Zone.

First port member for Hydrogen coalition A global coalition of companies that support the use of hydrogen in the energy transition has gained its first port member.

ReTo Eco-Solutions, Inc. will use its proThe Port of Rotterdam Authority has become the first port member of the Hydrogen Council, which launched in 2017 and now has over 90 members, mainly made up of energy and transport industry companies.

Allard Castelein, CEO of the Port of Rotterdam Authority, said: “Hydrogen is the energy carrier of the 21st century. The hydrogen economy is currently rapidly

emerging in Rotterdam through the development of a number of projects. As a member of the Hydrogen Council, we expect to be able to share our experiences, learn from others and help boost this climatefriendly fuel and raw material.”

The CEOs of the companies involved aim to accelerate their significant investment in the development and commercialization of the hydrogen and fuel cell sectors; and encourage key stakeholders to increase their backing of hydrogen as part of the future energy mix with appropriate policies and supporting schemes.

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

‘Policymakers, the business sector and investors worldwide consider hydrogen development indispensable for the recovery from the current economic downturn following the pandemic. The recently announced European, German and Korean hydrogen plans are clear examples of this,’ said Benoît Potier, CEO of Air Liquide and co-chairman of the Hydrogen Council.

Members of the Hydrogen Council include Air Products, Aramco, BP, Shell, Vopak, BMW, CMA CGM, Daimler, GM and Toyota. Large banks and investment companies are also affiliated.

AUTUMN 2020 | 35

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NEUERO Industrietechnik GmbH

MRS Greifer GmbH Grabs of MRS Greifer are in use all over the world. They are working reliably and extremely solid. All our grabs will be made customized.

Besides the production of rope operated mechanical grabs, motor grabs and hydraulic grabs we supply an excellent after sales service.

Talweg 15-17, Helmstadt-Bargen 74921, Germany Tel: +49 (0)7263 - 91 29 0 Fax: +49 (0)7263 - 91 29 12 info@mrs-greifer.de www.mrs-greifer.de

POWER TRANSMISSION

Fårtoftvej 22 7700 Thisted, Denmark Tel: 0045 72 42 24 00 holding@cimbria.com www.cimbria.com

GRABS

Cimbria design, develop, manufacture and install custom-built solutions, from processing lines to large turnkey projects. We possess in-depth specialist knowledge in every field of crops and products with project engineering and process control as particularly demanding fields of competence.

DUST SUPPRESSION

BULK HANDLING

A/S Cimbria

Conductix-Wampfler The world specialist in Power and Data Transfer Systems, Mobile Electrification, and Crane Electrification Solutions.

We Keep Your Vital Business Moving!

Rheinstrasse 27 + 33 Weil am Rhein 79576 Germany Tel: +49 (0) 7621 662 0 Fax: +49 (0) 7621 662 144 info.de@conductix.com www.conductix.com

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

HYSTER. HANDLING MORE FROM SHIP TO STORE. ®

Intelligent design for demanding applications.

Low cost of ownership through dependability and uptime.

Outstanding service support everywhere.

VISIT OUR WEBSITE TO FIND OUT HOW YOUR OPERATION CAN BENEFIT FROM LATEST INNOVATIONS.

WWW.HYSTER.COM HYSTER, the Hyster logo and STRONG PARTNERS, TOUGH TRUCKS.TM are registered trademarks, service marks or registered marks in the United States and certain other jurisdictions.

Sustainable power supply for eco-friendly ports Shore connection power supply system for ships: SIHARBOR

siemens.com/siharbor