Greenport Spring 2024

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EDITOR’S DESK

ANNE-MARIE CAUSER | Editor

A spotlight on port infrastructure

Just when we think we have done all we can with regards to risk assessment, resilience planning and crisis planning – an incident like the US Baltimore bridge collapse happens and we realise that we’re not as resilient as we thought.

One thing that the last four years has taught us is that planning and resilience is key when it comes to infrastructure, supply chains and cargo distribution – they are intrinsically linked with national and international economics.

The implications will be far reaching this spring, all of these consequences are caused by the resulting infrastructure failure from the incident - it just goes to show that ports need to have not one but numerous critical veins to get cargo there and away in case one of them is cut off.

In this issue there is a heavy focus on port infrastructure.

Dave MacIntyre, Australasia Shem Oirere, Africa

Michele Witthaus, Cruise

Contributors

Alex Bamberg, Aqua superPower

Richard Hepworth, Trelleborg Marine & Infrastructure

Gareth Prowse, Svitzer

Isabelle Ryckbost, ESPO

Belle Sierina, Port of Aberdeen

Dr Haoxin Xu, Ramboll Production

One thing that the last four years has taught us is that planning and resilience is key when it comes to infrastructure, supply chains and cargo distribution

We take a look at port planning and infrastructure courtesy of Ramboll, who talk about newer opportunities for port development such as alternative fuels, carbon capture and offshore wind.

We also hear from the UK’s Port of Aberdeen which is actively putting some of these practices into its own port development strategy – in particular with regards to alternative fuels and catering for the offshore wind market.

Not least we also hear from a company that has a mission to make port construction 100% sustainable using recycled concrete and how this can help ports achieve their environmental objectives.

You can’t talk about infrastructure development without talking about investment and there is clearly a gap there that needs to be filled if ports are to keep up with the new opportunities presented by the energy transition.

ESPO has a new report available soon on which is an update of its 2018 study looking into the investment needs and financing challenges of European Ports.

The new study, which will be officially presented during the ESPO Annual Conference in Paris on 26 April 2024, reveals that the total investment needs of European ports amount to €80 billion for the next 10 years (until 2034).

It also shows that investments in sustainability and energy transition are becoming the second most important investment category for port managing bodies. Basic infrastructure remains the most important category, but its share in the total is declining.

ESPO cautions that it will not be easy to ask for robust funding support for ports in the future, not if policy makers look to ports in their traditional role. So, it will be the job of the whole ports industry to explain the multidimensional and strategic role of Europe’s ports going forward.

Also in this issue, we talk to Svitzer which is about to separate from Maersk, its owner for the past 45 years.

Svitzer gives us an overview of lowering emissions in the towage sector. In particular, its development of a methanol powered tug, collaborating with ports and being an anchor client for suppliers in the port community.

Enjoy the issue.

Share your news with us by emailing editor@greenport.com or through social just search @greenportbiz

Forth Ports in the UK has placed an order for two newbuild clean green pilot boats which it will use to further decarbonise its fleet.

The pilot boats are 16.6 metres long and have an updated hull design and engines said to offer increased efficiency. They are alt fuel ready and will be capable of operating on HVO fuel which could result in a C02 emission reduction of up to 90%.

“The Rivers Forth and Tay are two of the largest and busiest waterways in the UK with thousands of vessels using the rivers each year, ranging from very large offshore drilling rigs in Dundee, to container vessels heading to Grangemouth and cruise liners sailing into both rivers,” said Alan McPherson, chief harbour master for Forth Ports’ Scottish operations.

“It is important that we invest in our marine fleet to deliver the best service for river users and at the same time, decarbonise our vessels using the very latest engine technology.”

Cleaner pilotage

The vessels will join the operator’s fleet on the Rivers Forth and Tay and will be used to transport pilots to help guide ships safely into port over an area of 280 square miles of navigable waters.

Pilot boats are important vessels on the river as they transport maritime pilots to the ships that need guided safely into port through the lock gates in Leith and Grangemouth, to a berth at a quayside in Dundee or Rosyth or to one of the

BRIEFS

Shoreside power

ABB has secured a contract to deliver shoreside shore connection installations for DEME’s diverse fleet at the Port of Vlissingen, the Netherlands. The shore connection technology will provide the flexibility required to adapt to changing grid capabilities.

“This project is part of DEME’s wider strategy to integrate its sustainable business goals with daily operations,” said Marc De Boom, department manager, DEME Base Vlissingen.

CLEANER GREENER PILOT BOATS FOR FORTH PORTS

deep-water anchorages in the River Forth.

As the statutory river authority for the Forth and Tay, Forth Ports marine team operate over an area of 280 square miles of navigable waters, so there’s huge potential to decarbonise with these vessels.

The two pilot boats have been designed in Scotland by Camarc Design and will be built this year by Holyhead Marine in Wales.

Forth Ports currently has five pilot boats and 11 tugs operating across the River Forth and Tay.

E-TRUCK CHARGERS COME ONLINE AT ROTTERDAM

The first charging station for electric trucks has opened at the Port of Rotterdam in the Netherlands.

Up to eight electric trucks can now repower simultaneously at the Bodaanweg truck park in the Waalhaven, using the five charging points installed by Truckparkings Rotterdam Exploitatie (TRE).

“Sustainable logistics is a key pillar of our strategy for a future-proof port with net zero CO2 emissions,” explained Boudewijn Siemons, interim chief executive and chief operating officer of the Port of Rotterdam Authority.

“Providing charging infrastructure for trucks can make the transport sector more sustainable. Electric cargo transport also contributes directly to better air quality in the port.” A 2022 study commissioned by the Port of Rotterdam Authority showed that around 2,000 electric trucks can be expected in the port area by 2030, requiring

Investing in cleantech

A new cleantech investment programme has launched to support businesses in England’s north east develop low carbon solutions for the port and maritime industry.

Venture Connect is being run by the 2050 Maritime Innovation Hub, based at the Port of Tyne. Alongside the port, collaborators include Connected Places Catapult, Barclays, North Star Ventures, Gresham House, Innovation Super Network and others.

Renewable energy

DP World has signed a partnership agreement with Abu Dhabi Future Energy Company to explore and implement renewable energy systems across its global port operations in the Middle East and Africa. “Our partnership with Masdar represents a significant step forward in our commitment to sustainable operations at our ports and terminals,” said Sultan Ahmed bin Sulayem, DP World Chairman and CEO.

around 50 charging points. Companies like Innocent Drinks and Den Hartogh began using 50-tonne electric trucks in Rotterdam in 2021 and in 2022 DFDS placed an order for more than 125 e-trucks in Europe, some of which will be deployed in Rotterdam.

No reservations are currently needed to access the charging points and e-trucks are also exempt from a parking fee and can instead use the facilities of the secure truck park without charge.

“Carriers can schedule smart combinations by, for example, charging their trucks while drivers stay in the truck park for mandatory rest,” said Ton Barten, director of TRE.

“It is a comfortable, safe and easy switch to sustainable transport without any loss of time.”

Greener corridors

The Port Authority of Bilbao and Portsmouth International Port are working together to contribute to the growth of freight and passenger transport between the two ports. A new MoU will see them exchanging information and taking actions jointly to provide sustainable, efficient and speedy multimodal port operations. The agreement will further inter-port cooperation with regard to onshore power supply to the vessels operating out of both ports.

n Boudewijn Siemons, interim CEO and COO of the Port of Rotterdam Authority and Vincent Karremans, alderman for Enforcement, Outdoor Space and Mobility of the Municipality of Rotterdam

Credit: Forth Ports

Credit: Kelly Alexandre

8 The operator’s new pilot boats will be HVO ready

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The Port of Bilbao said it will concentrate on its port extension and dock electrification plans in 2024 to meet both its business and sustainability goals.

Bilbao has continued to benefit from its multi-purpose nature over the last year and the intention is to continue this into the future, so it’s spending considerably on its infrastructure.

Total investment made by the port authority during 2023 amounted to €18.7 million. Foremost among this investment was the extension of Dock AZ1 (€4.3 million) which focuses on meeting demand for land to increase the port’s business activities.

Infrastructure spending

The investment forecast for 2024 is €77.8 million, a high figure due, amongst other things, to the final phase of works at the Outer Abra and the central breakwater which will provide 30 new hectares of space.

Works are expected to be put out to tender at Easter for an amount of €54.4 million with a completion period of 26 months.

At the same time, within the framework of the Port of Bilbao Energy Transition Plan, the port is focusing on meeting its

EXPANSION AND ELECTRIFICATION WORKS AT BILBAO

defined emission reduction targets.

Works on the electrification of the docks are being done so that ships can be connected to the onshore power grid and switch off their auxiliary engines, thereby reducing CO2 emissions and noise and vibration levels.

The BilbOPS initiative, which is expected to be operational in 2026, requires an investment of €78 million, of which €14.2

million will be subsidised by the European Commission under the CEF Transport 2021-2027 grant programme.

The project also entails that 20% of the power generated be from renewable sources, with the intention of increasing this figure to 50% by 2028.

ABP’S GREEN MASTERPLAN FOR NEWPORT

Associated British Ports (ABP) has announced its green plans for the Port of Newport, centred around renewables and alternative fuels.

This latest vision outlines the plan for Newport to build on its classic port business to become a clean-manufacturing and logistics growth cluster.

“This masterplan is a bold step towards a sustainable future.

Newport has a history of reinvention, and we are embarking on a journey to

position both the port and the city of Newport as key players in the evolution towards a decarbonised economy,” said Ashley Curnow, divisional port manager, ABP

“The masterplan foresees a decade-long investment boom, which will help provide superb service to customers, as well as delivering ABP’s commitment, as set out in our sustainability strategy – Ready for Tomorrow – to get our own operations to net zero by 2040.”

n ABP wants Newport to build on its classic port business to become a clean-manufacturing and logistics growth cluster

Energy transition

ABP’s visionary plans centre around renewable energy, including a focus on harnessing wind and solar sources, linked to hydrogen electrolysis and e-fuels manufacturing plants.

It is hoped that these facilities, along with carbon capture and heat networks, will underpin next-generation manufacturing and logistics, attracting a new cluster of businesses looking to future-proof their operations.

Development at the port will also be connected to the rail network and marine logistics, with the ambition of hundreds of highly productive jobs created at the resulting Newport clean growth hub. This will create benefits right across the city and beyond.

BRIEFS

Decarbonising Swedish shipping corridors

Ports of Stockholm, Port of Turku and Viking Line are creating a green shipping corridor between Turku and Stockholm, which will be fossil fuel-free by 2035. The partnership will act as an innovative platform to develop scalable solutions for phasing out fossil fuels and enable green shipping. It will also leverage the advances and solutions in the Decatrip project, a collaboration between Rauma Marine Constructions, Viking Line, Åbo Akademi University and Kempower.

Portsmouth gets better connected shoreside

ABB has been chosen to deliver a shoreside connection installation at Portsmouth International Port as part of its Sea Change decarbonisation project. The shore power project is all part of the port’s plan to rach its target of net-zero by 2030 and become the UK’s first zero-emissions port by 2050. Crucially, for the local community, it will also have a hugely positive impact on air quality in the port and surrounding areas.

APMT strengthens ties with Vietnam

APM Terminals and Hateco Haiphong International Container Terminal (HHIT) have teamed up to increase cooperation on terminal development in Haiphong in North Vietnam. The memorandum of understanding was signed during the first day of a Dutch trade mission to Vietnam that will focus on logistics, renewable energy and waste management.

n The Port of Bilbao will concentrate on its port extension and dock electrification works in 2024

Credit: Bilbao Port Authority

Credit: ABP

PEEL PORTS BRINGS E.ON ON BOARD IN NET-ZERO PUSH

Peel Ports has brought E.ON on board to install the UK’s largest roof-mounted photovoltaic plant at the Port of Liverpool, alongside a future project to replace wind turbines on the River Mersey.

This is the first stage of a 25-year agreement between the two companies which could see as many as 63,000 solar panels installed on 26 buildings across the port.

“This important project will revolutionise the Port of Liverpool’s energy system,” said Claudio Veritiero, chief executive, Peel Ports Group.

“Ports of the future need to become more sustainable environments and we must play our part in a greener supply chain.”

The solar array is expected to be the largest of its kind in the UK, generating up to 31MW of renewable electricity, enough to meet a quarter of the port’s annual needs and reducing greenhouse gas emissions by more than 6,500

tonnes each year.

More than 6,000 solar panels have already been delivered to the port ready to be installed on the new 240,000 square foot Alexandra Dock warehouse which is nearing completion.

The project is being financed and delivered by E.ON and is due to complete by mid-2026.

The second stage of the deal

n

will replace the five existing wind turbines at the port with four new, larger turbines generating close to 20MW. It is expected this phase could begin as early as 2027/28 following planning consent and consultation with the local community.

BUILDING NORWAY’S CARBON CAPTURE MARKET

The Port of Oslo is to play host to a new CO2 terminal for carbon, capture and storage (CCS) which wil enable it to support customers across the supply chain.

Aker Solutions has been awarded the engineering and design contract by Hafslund Oslo Celsio to develop the terminal at the Norwegian port which will see CO2 produced at Celsio’s waste-to-energy plant at Klemetsrud stored before export by ship to the Northern Lights terminal at Øygarden on the west coast.

The Celsio CCS project and the Northern Lights storage are part of Longship, the Norwegian government’s carbon capture and storage project, which will also include CO2 captured at Heidelberg Materials’ cement plant in Brevik.

“At Aker Solutions, we have a growing track record in supporting our customers across the entire CCS value chain,” said Henrik Inadomi, executive vice

president, new energies at Aker Solutions.

“We are proud to have engineered a cost efficient and effective layout which enabled Celsio to proceed with the next phase of this landmark development.”

Since April 2023, the Celsio carbon capture project has been through a cost reduction phase after the previous project cost estimate exceeded the

investment budget.

As part of this phase, new vendors were brought in to present alternative solutions that could lower costs. Based on the concept study conducted, Aker Solutions was chosen to perform the front-end engineering and design (FEED) for the CO2 terminal at Oslo port, with the possibility of a further engineering, procurement, construction, installation & commissioning contract.

“We are pleased to have Aker Solutions on board for the second phase of the FEED for our carbon capture project,” said Knut Inderhaug, managing director at Hafslund Oslo Celsio.

“Today’s announcement is a significant decision regarding transportation of our future captured CO2. However, it is not smooth sailing towards a new investment decision. We are still depending on improved framework conditions and income potential before the realisation of carbon capture in Oslo.”

BRIEFS

Itapoá electrifies its port fleet

Brazil’s Porto Itapoá is going electric with its port security fleet and decarbonising its operations at the same time. This strategic move will result in a significant reduction of over four tonnes of carbon emissions annually, equivalent to the distance covered by the vehicle in its annual 36,000-kilometre rounds. Porto Itapoá adapted the electric vehicles to carry out motorised security patrols on the terminal’s premises in partnership with the surveillance company Segurpro.

Hydrogen generator project

The Port of Gothenburg has entered into a hydrogen collaboration with Hitachi Energy and Skanska which aims to expedite its transition to alternative fuels. In recent weeks, emissionfree excavation work has been carried out in one of the Port of Gothenburg’s largest infrastructure projects ever, using a hydrogen generator with completely new technology piloted in the project.

Linking Singapore and Australia

A new green shipping corridor is set to be established between Singapore and Australia. Under the memorandum of understanding signed on 5 March, both countries will work with interested partners to develop zero or near-zero fuel supply chains, including building the necessary infrastructure, formalising standards, and developing and implementing training. The deal will also explore the use of digital information to manage port calls and vessel flows.

The Port of Liverpool will play host to the UK’s largest roof-mounted solar park

n CO2 from Celsio’s waste incineration plant at Klemetsrud will be stored at Oslo port

Credit: Peel Ports

Credit: Aker Solutions

BUILDING PORT RESILIENCE THROUGH EFFECTIVE BERTHING

In this article, Richard Hepworth, president of Trelleborg Marine & Infrastructure, shares his insight with Greenport on the touchpoints across berthing systems that can impact ports’ operations and efficiency

Fender systems are critical for safe, efficient and sustainable port operations. Despite their unassuming appearance, the failure of a single fender can have wide-reaching implications.

That is why taking the time and attention to develop an effective fender system is so important, especially if it is to perform for its entire lifespan which should be around 15 to 20 years.

There are several factors to be considered that might not be immediately obvious. For example, the rubber parts – the energy absorbers – need to be made of high-quality rubber that must be proven and tested to work for extended periods. The accompanying steel parts should also be designed to help properly absorb energy and spread the load endured by the fender. Environmental conditions, such as weather and climate have to be taken into account.

A robust fender system must be designed to meet the specific requirements of each port to withstand these various environmental conditions, while considering the design of vessels that will come into contact with the fenders. Regardless of environmental or operational exposure, prioritising the maintenance of fender systems is also an underlying part of avoiding potential disruptions in the future.

Quality assurance

We’ve been working hard for the last ten years to raise the standards of fender quality and set new industry benchmarks for fender systems.

This has been a priority, especially as we’ve seen fenders becoming commoditised. The emergence of low-cost suppliers in the market who aren’t experts in the design of fender systems, has made it more crucial to address this issue.

The reality is that it’s far more sustainable to install a product that’s durable and lasts for an extended period of time ‘‘

Although these products can look identical to premium fender systems, they are often not made of the right materials. As a result, they are sold at a significantly lower cost, sometimes even at half the usual price. This is a false economy as poor-quality fenders will inevitably fail to sustain their intended lifetime.

When this happens, berths are rendered inactive, which can lead to lost revenue, as well as inevitable additional costs to repair or upgrade the fender system to restore its functionality.

A sustainability issue also arises due to port operators replacing fenders that should last for 20 years, two or three times during that period. The reality is that it’s far more sustainable to install a product that’s durable and lasts for an extended period of time.

That’s why we believe that raising industry standards is critical. Fenders need to be designed and tested correctly.

The World Association for Waterborne Transport Infrastructure (PIANC) set guidelines for the design of marine fender systems, but they have become outdated over time. Trelleborg has been working closely with PIANC to develop a new set of guidelines which were published in March 2024.

These provide guidance on the design, manufacture, and testing of fender systems to ensure sufficiently safe installation and operation on both vessel and berth, with optimal TCO.

Docking and mooring

Meanwhile, and in addition to fender systems, Trelleborg has been adding to and perfecting its suite of products that work at the interface between the ship and the quay wall, including docking and mooring systems.

We also have control systems and safety systems, which, especially for LNG projects, help to ensure the safe and efficient transfer of LNG on or off the ship and onto the jetty – or vice versa.

There are also navigation guidance and piloting systems which very accurately guide ships into the port and ultimately onto the cable.

For the LNG sector, we’re providing a whole package of products. A proprietary berthing aid system offers very accurate positioning of the ship over the last 200-300 metres, using laser or GPS type monitoring and a large display board on the quayside.

More recently, on a recent project for Höegh LNG’s FSRU Liquified Natural Gas LNG terminal in Wilhelmshaven, we’ve provided our SafePilot solution. This navigation and piloting

n Trelleborg launched SafePilot P3, which was developed using its experience of working closely with the Panama Canal Authority

Credit: Trelleborg

solution, boasting accuracy to within one centimetre, assists the pilot of the ship in guiding the ship into port. They can then guide the vessel alongside the quay wall and line the ship up accurately with the LNG pipeline envelope outlet manifold.

We offer a full package of products centred around safety and efficiency. LNG terminals have a safety requirement that requires quick release systems in operation. Ships are moored with their nine or 12 mooring lines onto quick release hooks so that if there is a potential problem with the ship berthing, the mooring lines can be released quickly, enabling the ship to disembark swiftly.

This system includes a load monitoring system, which measures loads to ensure that mooring lines are not overtensioned, which is a crucial safety feature.

Sustainability focus

For Trelleborg, there are two main aspects to sustainability when it comes to our products and solutions. Firstly, we take pride in the way we develop our operations to be as sustainable as possible. For example, our factories and production methods now use renewable energy to reduce our CO2 footprint.

When it comes to producing rubber fenders, sustainability plays a key role in how we source our rubber and approach our manufacturing processes. Going forward, we will be placing greater emphasis on circularity to re-use materials where we can to minimise waste. By replacing traditional materials with greener alternatives as well as using more recycled materials in the future, we hope to continuously improve our environmental performance.

While we strive to improve our internal practices, we’re also committed to extending this approach to our product offering, so that our customers can meet their own sustainability goals. As well as being mindful of the sourcing of our products, we also look at environmental implications more broadly. For example, our SafePilot navigation and piloting system not only makes operations safer, it is also designed to improve the efficiency of vessels coming into ports.

As ports strive to become more efficient, competitive, and sustainable, many are turning to smart systems to drive these advancements. As a reflection, we are digitalising many of our processes and for the last four or five years we’ve been working on a solution called SmartPort. Having access to data plays an important role in the seamless functionality of our products. By using data insights, we can improve our customers’ experience. For example, we’re using sensors to collect data ethically and gaining insights, which is then shared with customers to help make their operations more efficient.

In addition, data allows us to offer lots of information to the customer about how long a fender is going to last or whether there’s an issue with a fendering system, or when a mooring system needs to be serviced.

Challenges and opportunities

Vessels have been getting larger for some time, reflecting the demands of maritime commerce.

The industry is experiencing a significant shift with container ship capacity rising from around 16,000 TEU to 24,000 TEU. This is requiring more ports to upgrade their facilities to accommodate larger ships and digitalisation is often an integral part of this.

Within this, we’re passionate about improving port safety. Data shared in early 2023 by ship vetting company Rightship, highlighted that half of maritime incidents occur in ports and terminals. This includes while at berth, waiting at anchorage, and transiting harbours. We recognise that accidents

frequently occur due to mooring line failures which is why we developed our Automated Mooring System which uses vacuum systems instead. Not only does it eliminate the need for mooring lines, but it can also speed up the process from one to two hours to 90 seconds, consequently minimising idling time, reducing fuel usage and costs and emissions.

The move away from traditional processes can be challenging as it is with any technology. But we’re starting to see increasing uptake of this new mooring system. We’ve seen particular traction in Scandinavia and other places in the Baltic Sea, where ports are experiencing the advantageous impact on their operations.

We also see big opportunities for growth in the navigation and piloting market for vessel positioning, whether that’s in port or helping ships come into the port.

When it comes to producing rubber fenders, sustainability plays a key role in how we source our rubber and approach our manufacturing processes ‘‘

One of the larger projects we’ve been working on in the last year involves new piloting regulations, coming into effect in the Panama Canal in October 2023. The regulations require all Neo Panamax ships to be fitted with permanent piloting hardware to improve the safety and efficiency of transiting vessels. Previously, the piloting system was carried on by the marine pilot when boarding the ship. To facilitate compliance with these regulations, we launched SafePilot P3, which was developed based on our experience of working closely with the Panama Canal Authority, and it has now been installed on more than 1000 ships.

Looking to the future, the growth of marine operations –and in turn, our own business – is going to be driven by our ability to adapt systems to support the use of cleaner energy. The use of new, alternative marine fuels such as methanol, ammonia, and hydrogen will create new customer requirements and open up new markets. Based on our experience, we’re already looking ahead at what these might be and getting ready to respond

n Richard Hepworth, president of Trelleborg Marine & Infrastructure

Credit: Trelleborg

SUPER POWERING THE ELECTRICAL TRANSITION

Alex Bamberg, CEO of Aqua superPower, talks to GreenPort about the company’s work to expedite the electrical transition of the marine sector

The transition to electric power in the marine sector has drawn valuable insights from the advancements in the automotive industry and roadside infrastructure since 2012.

Key takeaways emphasise the significance of robust chargers, a well-connected network and competitive pricing as pivotal factors expediting the shift towards electrification.

The establishment of technical confidence is paramount, necessitating standardised protocols between the charging network and vessels. In Europe, the CCS2 standard has been adopted, enabling fast charging within a 10-40 minute timeframe.

Aqua superPower is at the forefront of steering this transformation within the marine sector, aligning with the principles observed in the automotive sector. The incorporation of a widespread open public network is complemented by catering to commercial operators’ needs for high uptime and, at times, exclusive access to specific elements of the charging infrastructure.

In essence, the marine industry is echoing the successful strategies from the automotive field to propel the adoption of electric propulsion toward a more sustainable future.

Targeted audience

When we incorporated Aqua superPower, recreational vessels were causing a lot of excitement in the market.

We continue to deploy recreationally focused charging in many marinas in Europe, the US and the UK, however, the commercial workboat market has woken up to the significant benefits of electrification when dealing with repeated short route duty cycles.

Be it cross river, cross bay, port maintenance, mooring vessels and aquaculture, these vessels tend to be in the sub 30m market, where we feel the efficiencies of the electric drivetrain and the refuelling infrastructure has no sensible competition in terms of best-in-class decarbonisation, ease of use and whole life cost benefits.

Additionally, scaling of renewable energy and the infrastructure deployment is the least complex when compared to gaseous fuels with least energy loss when converting energy into motive power.

Where boat operators have fixed and multiple timed routes over 24 hours, they will require exclusivity in regard to being able to charge at specific times of the day. Because it is easier to forecast usage of these commercial operators, Aqua can provide off-peak charging price benefits and price the grid requirement uniquely to their circumstances and needs.

Where a commercial duty cycle is infrequent during a 24 hour period, Aqua can allow public access to the recreational side, securely managed via the Aqua cloud, allowing reservations and terminations remotely, subject to a commercial operator’s schedule.

Managed network

Aqua’s approach to providing efficient and cost-free charging infrastructure to ports and harbours is different.

The company’s business model, providing it can achieve medium to long lease periods for our infrastructure, is to own and operate the charging network. This eliminates the need for the operators and the ports to fund the infrastructure themselves.

Aqua has some 15 years’ experience in high power DC charging. Reliability and efficiency of the network, in part, is about choosing the correct hardware partners. This is in parallel with developing the in-house software that reports across the network 24/7. As briefly mentioned above, efficiencies cover uptime, effective competitive pricing, and balancing grid requirement with usage, especially where near or on-site renewables can be optimised.

In essence, the marine industry is echoing the successful strategies from the automotive field to propel the adoption of electric propulsion toward a more sustainable future ‘‘

Aqua remains focused on the sub circa 30m market, which includes port vessels, cross river and dedicated short ferry routes, here electrification is recognised as being the most efficient form of propulsion in regard to environmental impact, power, low maintenance and cost of life ownership.

These factors alongside government grants are driving the transition in conjunction with Aqua superPower’s high speed charging infrastructure at ports.

At the same time, prices of powertrains and batteries are reducing, making electrification even more attractive.

On the commercial front, Aqua has received financial

n Yacht Club de Monaco became the first marina in the world to equip its dock at Port Hercule de Monaco with two Aqua 200 HPC marine chargers

Credit: Aqua superPower

Aqua superPower’s business model, providing it can achieve medium to long lease periods for our infrastructure, is to own and operate the network

backing in the UK to enable the expansion of services to the unique requirements of commercial ports and harbours. This funding is in addition to that of the UK government for the Zero Emissions Network of Workboats (ZENOW).

The company is also playing a significant part in the investment upgrades required in a port which work to enable shore power.

When we include additional power for recharging motive power batteries, there is a sudden significant demand on the grid. Investment is required to upgrade these port power connections, be it new transformers, renewable energy generation and battery storage.

Aqua provides a fully funded turnkey solution, which includes upgrading grid connections, supplying and installing charging hardware and managing the customer journey –all of which are fundamental to electrical infratsructure project at a port.

Lessons learned

Charging infrastructure for ports is fortunate in that there have been many lessons learned when the first automotive and commercial chargers were installed.

These early infrastructure projects were fraught with power restraint, non-standard software communication, incompatibility between charging hardware manufacturers and vehicle makers. Other challenges include planning licences, planning restrictions, permitted development issues and other key investment restraints that slowed the market.

Aqua superPower’s senior team was directly involved in those early pioneering deployment challenges. The team then instigated partnerships and strong relationships between automotive manufacturers and charging hardware makers. From these key learnings and messages, Aqua is again instrumental in materially promoting these solutions in the port segment.

There are a number of key deliverables necessary to create a thriving marine market that can robustly transition to scale.

One of the first is marine charging protocols - there needs to be standardisation between marine powertrain manufacturers and boat builders. These include CCS1, CCS2, MCS. In addition, Charge Point Operators (CPOs) need to be penalised for low uptime of critical infrastructure.

There needs to be urgent assistance from government accelerating grid upgrade applications into ports. When state or regional government grants are involved, it is critical that quality standards are met and if they fall short there is an appropriate body with teeth to regulate.

In addition, there needs to be updated regional planning guidelines that allow grid upgrade and infrastructure deployment. Landlord, whether they are private or public owned, need to allow reasonable lease length for an appropriate ROI.

There also needs to be a sensible subsidy reduction on carbon fuels while supporting 100% renewable energy when delivered into vessels.

Lastly, there also needs to be compatible cloud-based backend services.

Only then can the final obstacles to achieving a full transition to electric and better fast charging networks at ports be removed.

Some first movers in the Aqua network

Aqua superPower has completed a nu,mber of commercial projects which are helping port and harbour operators realise the transition to fast vessel charging around the world.

Back in 2019 at Port Hercule de Monaco, France, Yacht Club de Monaco was the first marina in the world to equip its dock with Aqua’s 75kW DC marine fast chargers, paving the way for the adoption of electric boating.

The UK’s first e-marine hub of shore-side charging facilities for electric maritime vessels was switched on in Plymouth in 2022. A series of Aqua superPower’s high-power DC electric charging stations were switched on in prominent locations

along the perimeter of the Plymouth Sound National Marine Park. This includes the world’s first 150kW charging facility at Mount Batten Ferry Terminal, the UK’s first 75kW site at Queen Anne’s Battery and a 25kW installation at the Barbican landing stage.

In 2023 Aqua superPower partnered with YCM to deliver the biggest installation globally dedicated to public marine fast charging on a single pontoon. To meet the ever-evolving demands of the electric boat market, YCM became the first to install two Aqua 200 HPC marine chargers, transforming the charging experience for high-performance electric leisure and commercial boats. YCM’s status as a premium location on Aqua superPower’s

marine fast charge network, boasting the highest usage and daily charging sessions, makes it a vital showcase for the company’s innovative technology in the pursuit of clean electric boating.

The LHD Group is a French corporation that provides 24/7 services in the maritime, port and river sectors. The company is developing the first electric mooring boat for commercial port application, to be launched in the last quarter of 2024. It is partnering with Aqua Superpower on the fast-charging solution that will allow our vessel to recharge in less than one hour on a 400kW DC charger. The goal is to replicate the model to other mooring operators with predictable duty cycles.

n The Aqua 150kW marine rapid charging facility at Mount Batten Ferry Terminal, Plymouth UK

Credit: Aqua superPower

SPEARHEADING ASIA’S DECARBONISATION ROADMAP

A Q&A with Wei Siang New, director, maritime decarbonisation & net-zero pathways, Maritime and Port Authority of Singapore (MPA), in the run up to the inaugural GreenPorts & Shipping Congress

Can you outline MPA’s decarbonisation strategy?

In October 2022, Singapore raised its climate ambition to reach net-zero GHG emissions by 2050. Then in July 2023, the International Maritime Organization (IMO) revised its GHG Strategy at the 80th meeting of the Marine Environment Protection Committee (MEPC 80), increasing its ambitions for international shipping with the goal of reaching net zero GHG emissions by 2050.

At the heart of our mission is a commitment to support the global maritime sector’s transition towards a sustainable and low-carbon future. To that end, MPA’s decarbonisation strategy broadly covers multiple areas.

This includes transforming port terminals, greening our domestic harbour craft, supporting the multi-fuel transition for international shipping, encouraging green shipping practices, forging international collaborations and promoting green maritime finance.

How does the port work with stakeholders including the shipping/logistics operators to achieve its environmental objectives? Can you give an example of this good port/shipping line relationship in practice?

On the domestic front, harbour craft perform a range of essential marine services within the Port of Singapore, including the delivery of ship supplies and bunker as well as towage and launch services. MPA is committed to reducing emissions from domestic marine transportation with a progressive and phased approach in line with Singapore’s climate targets.

From 2030, all new harbour craft operating in the Port of Singapore will have to be electric, be capable of using B100 biofuel, or be compatible with net zero fuels such as hydrogen. The harbour craft sector (including pleasure craft and tugboats) will also be required to achieve net zero emissions by 2050.

To that end, MPA is working with industry stakeholders to develop cost effective, efficient electric harbour craft (e-HC) designs, establishing charging infrastructure, and providing green financing to support e-HC adoption. With regards to biofuels, blends of up to B30 are commercially available today. MPA is currently developing standards for biofuel blends up to B100.

On the shipping front, the Singapore Registry of Ships (SRS) is committed to working with ship owners and operators to achieve our environmental objectives –including meeting IMO GHG targets and adopting lowand zero-emission solutions – through the provision of recognition, incentives and technical guidance. For example, the SRS.

Green Notation is awarded to Singapore vessels that adopt green technologies and/or use low or zero-carbon fuels to reduce carbon intensity.

What about the port’s energy transition strategy, again how is it working with its stakeholders to achieve its goals?

Singapore’s port terminals will transit towards a low-carbon future, through the adoption of cleaner energy, automation, and digitalisation. By 2030, our port terminal operators, aim to collectively achieve at least 60% reduction of total emissions from port operations as

Credit: Maritime and Port Authority of Singapre (MPA)

compared to 2005 levels and to reach net zero emissions by 2050.

Port terminal operators (PSA and JPPL) have developed strategies that include the greening of port handling equipment, port vehicles and terminal buildings, as well as improving energy efficiency and adopting cleaner energy alternatives.

At the City and Pasir Panjang terminals, PSA has initiated projects to reduce GHG emissions, for example, by deploying equipment running on cleaner fuels, equipment electrification, and installing solar panels.

Then at JPPL, some initiatives include the electrification of port handling equipment, improving energy efficiency in buildings with LED lightings and harnessing solar energy on site.

With regards to alternative fuels, methanol, ammonia and hydrogen, please can you outline the port authority’s strategy there? Again how is it working with its stakeholders to achieve its objectives?

As the world’s largest bunkering hub, Singapore remains committed to providing lower zero-carbon fuels to meet the future energy needs of the global shipping industry, by building up the value-chain and required bunkering infrastructure for ammonia/hydrogen and methanol for international shipping.

In December 2022, together with our sister agency, the Energy Market Authority (EMA), MPA published an Expression of Interest (EOI) to develop a low- or zerocarbon ammonia supply chain for power generation or bunkering to anchor global value-chain stakeholders in our port and ensure Singapore remains as a top bunkering hub moving forward.

The EOI closed in April 2023 and six out of 26 submissions were shortlisted whose proposals will be further developed in a closed Request for Proposal

(RFP). This RFP is the next stage in the selection of a lead developer that the Government will work with to jointly develop the proposed end-to-end ammonia solution.

With regards to methanol, in December 2023, MPA issued an EOI to invite interested parties to submit proposals for the supply of methanol as a marine bunker fuel in the Port of Singapore.

The EOI focuses on three areas: (a) Methanol supply sources, (b) Methanol bunkering operational model at commercial scale in Singapore and (c) Alternatives to the physical transfer of methanol molecules to Singapore, such as mass balancing.

MPA is studying the returns from the EOI to help shape the methanol supply chain and development of methanol bunkering infrastructure for Singapore. In addition, MPA will enable the sector’s multi-fuel transition through safe and efficient bunkering operations and pilot trials.

In July 2023, Singapore’s first methanol bunkering operation involving a Maersk container vessel, Laura Maersk, was successfully completed at the Raffles Reserved Anchorage, with the support of MPA, government agencies and research institutes.

On ammonia, in March 2024, we successfully conducted the world’s first use of ammonia, in combination with diesel in the combustion process, as a marine fuel onboard the Singapore-flagged ammonia-powered vessel, the Fortescue Green Pioneer in the Port of Singapore.

The collective support provided for these trials demonstrates the facilitative regulatory environment, strong research and tripartite ecosystem in enabling the development Singapore’s multi-fuel bunkering capabilities.

MPA is involved in several collaborations with industry partners for R&D and trials to enable bunkering of low or zero- carbon fuels.

One example is the CASTOR Initiative, which is a multinational coalition that aims to design, build and commission the world’s first ammonia-fuelled deepsea

n Automated yard cranes, drones and electric and driverless automated guided vehicles will be deployed between the berth and yard

Credit: Maritime and Port Authority of Singapre (MPA)

Learn from C-suite keynote panel

Discussing Ports and Shipping - collaboration to achieve 2050 goals

Sponsored by:

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Gain insights from industry experts on: Green Shipping Corridors

Infrastructure Development

Future marine low and zero-carbon fuels

Bunkering infrastructure

Green Finance

Green Technologies

Maritime Digitalisation

Supported by: #GreenPortsandShipping

It is a must-attend event for policy makers, ports and terminal operators, shipping companies, shippers and logistics companies, fuel & propulsion providers, classification societies and associated decarbonisation clusters.

For further information about speaking, sponsoring or attending as a delegate, contact the Events team on:

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Media partners:

Media supporters:

Er Tham Wai Wah Chief Sustainability Officer The Maritime and Port Authority of Singapore (MPA)

Dr Sanjay Kuttan Chief Technology Officer Global Centre for Maritime Decarbonisation (GCMD)

Lars Robert Pedersen Deputy Secretary General BIMCO

Captain K Subramaniam General Manager Port Klang Authority

Antonis Michail WPSP Technical Director International Association of Ports and Harbours (IAPH)

Eva Liu Head of Shipment Product Oceania Market Maersk

energy to offset its electricity consumption.

In addition, PSA will also rely on electrified equipment for port operations and implement smart grid solutions and battery energy storage systems to optimise energy use.

The port will feature smart technology to make it more efficient, productive and sustainable. Automated yard cranes, drones and electric and driverless automated guided vehicles will be deployed to enable safer and more efficient transport of containers between the berth and yard.

These vehicles have a carbon footprint that is 25% smaller than the regular vehicles, making the port greener and more sustainable.

Furthermore, automated terminal operations are remotely controlled and monitored by smart computer systems from an operations centre, improving labour productivity and creating better jobs for port workers.

In your own words, why should people attend the GreenPorts & Shipping conference?

The maritime sector is working towards the IMO’s revised GHG emissions strategy to achieve net-zero by 2050.

As we work together towards the energy transition, it is crucial that all stakeholders in the maritime space convene to share insightful ideas and engage in constructive discussions to learn from each other’s experience and advance the deployment of zero and near-zero emission fuels and technologies.

MPA’s chief sustainability officer, Er Tham Wai Wah will join the Green Ports and Shipping Congress first day keynote panel together with BIMCO, IAPH, GCMD, Singapore, Port KLANG Authority and Maersk, discussing the port’s role in achieving IMO’s 2050 zero carbon shipping goals.

Mr Wei Siang New, MPA’s director of decarbonisation & net-zero pathways, MPA, will be presenting on green shipping corridor projects in the opening session of day two of the conference.

The Green Ports and Shipping Congress will take place from 8 to 9 May at Marina Bay Sand

Credit: Maritime and Port Authority of Singapre (MPA)

ENERGY TECHNOLOGIES IN PORTS

Join top specialists and authorities from the maritime-port sector as they unveil the latest advancements shaping the future of ports worldwide

NSW PORT AUTHORITY ADVANCES ITS SUSTAINABILITY JOURNEY

The move by the Port Authority of New South Wales to join the Blue Visby Consortium is the latest step on a journey of embedding sustainable practices and initiatives across all its

The authority manages the navigation, security and operational safety needs of commercial shipping in New South Wales, comprising Sydney Harbour, Port Botany,

With over 6000 visits from vessels each year, the authority’s task is to deliver safe and efficient marine services, including harbourmasters, marine pilotage, aids to navigation, vessel traffic services, emergency response, hydrographic surveying, port management, dangerous goods regulations and cruise

A framework for sustainable practices was set up by the four focus areas, namely communities and partnerships, environment and places, operations and “ways of working and our people”. All are aligned to the United Nations Sustainable

Targets have been set to achieve 75% reduction in Scope 1 and 2 emissions by 2030 and be Net Zero by 2040, as well as to collaborate and partner with key stakeholders to investigate

By July 2023, a range of initiatives had been undertaken to understand and address Scope 3 emissions, including setting an emissions baseline and working with stakeholders to

In a world first for a dry-bulk

Green initiatives

Other specific sustainability initiatives include a Safe and Sustainable Anchorages Project, an evidence-based approach designed to minimise impacts from anchorages on Port Kembla’s important rocky reef by at least 70%.

Controlling anchoring locations is not only providing safer anchoring but ensuring that seabed scouring is avoided completely in areas identified with the highest conservation value, promoting recovery outside of designated anchorages and prioritising areas most significantly impacted by decades of anchoring activity.

In a world first for a dry-bulk precinct and a first in the Southern Hemisphere for a cruise terminal, the authority is in the process of installing and supplying shore power in the Bays Port precinct, allowing ships to power down their auxiliary engines and reduce CO2 emissions, noise and air pollution.

As of January 1 this year, the authority delivered on its commitment to offset the electricity consumption at Bays Port in Sydney Harbour under a renewable power purchase agreement (PPA) for wind and solar power. This will achieve a reduction of up to 14,000 tonnes of CO2 emissions every year – equivalent to removing 4000 passenger vehicles off the road or planting over 70,000 trees every year.

The authority is on target to achieve a similar result statewide, offsetting all its electricity consumption with renewable generation under the PPA and, for small sites, via a 100% green energy option through the electricity retailer.

These are among several systems, technologies and upgrades aimed at improving efficiency and safety, mitigating new and potential risks, protecting the environment, and capitalising on future opportunities and growth.

An authority spokesperson told GreenPort that it aims to harmonise and improve efficiencies for all ports in NSW.

“We are focused on the future of port operations and as such we are implementing a state-of-the-art next generation port management system, called OnePort, now used by port users, vessel agents, towage and lines providers and Vessel Traffic Systems.”

The latest step on the journey is joining the Blue Visby consortium which includes advanced digital technology and a new algorithm to arrival times for groups of vessels travelling to the same port, thereby enabling vessels to reduce their speed and emissions while maintaining their scheduled arrival time.

n The authority’s operations team onboard a cutter at Sydney’s Port Botany

Credit: Port Authority of NSW

PORT PLANNING FOR CARBON CAPTURE PROJECTS

Dr Haoxin Xu, lead consultant department of waste-to-energy and carbon capture, Ramboll, tells GreenPort about some of the company’s latest energy transition projects

Ramboll’s ports and marine experts work at the forefront of the maritime sector on a broad range of projects in some of the world’s most demanding environments.

We have completed major port projects in more than 35 countries, including across the UK, Europe, Africa, the Asia Pacific and the Middle East. This includes feasibility studies, port planning and port design.

Ramboll also provides expertise in maintaining a healthy marine environment, including shoreline management, coastal defence, marine ecology and flood protection. Our understanding of complex port and marine requirements enables us to deliver projects of varying sizes and complexities anywhere in the world.

We are now taking part in the positive global Carbon Capture, Utilisation and Storage (CCUS) developments by assisting clients to assess and develop projects that involve carbon capture and CO2 transport, utilisation and storage.

Carbon capture

Ramboll provides management, commercial and environmental assistance to developers and governments in the development of overall strategies, business plans and environmental assessments and plans for CCUS projects.

Carbon capture technology aims to reduce carbon dioxide emissions from industrial processes, power generation, and other sources by capturing CO2 before it’s released into the atmosphere, and storing it underground or repurposing it.

The Northern Lights project in Europe is one of the most advanced CO2 sequestration projects on a major scale. The Northern Lights project is a joint venture between Equinor, Shell, and TotalEnergies and is a good example being primarily funded through a combination of public and private

investment. The project received significant financial support from the Norwegian government with Norway allocating funding from its national budget to support the development and implementation of carbon capture and storage (CCS) projects like Northern Lights as part of its commitment to reducing greenhouse gas emissions.

Additionally, private investors such as Equinor, Shell, and TotalEnergies contribute funding to the project as part of their commitment to advancing CCS technology and addressing climate change. These companies recognise the importance of investing in CCS infrastructure to reduce emissions from industrial processes and contributing to the transition to a low-carbon economy.

Future port infrastructure could play a role in carbon capture by facilitating the transport of captured CO2 for storage or utilisation. Ports could become hubs for CO2 transport, handling and storage, potentially enabling efficient and cost-effective deployment of carbon capture technologies on a larger scale. This integration could help mitigate climate change by reducing greenhouse gas emissions from various industries.

Ports can play a pivotal role in supporting the entire carbon capture value chain and developing viable business cases around it. By offering services like CO2 bunkering, ports facilitate the transportation of captured CO2, thereby enabling the growth of CO2 trading and credit markets.

Moreover, by serving as hubs for downstream carbon utilisation activities such as green fuel and e-fuel synthesis, ports contribute significantly to the decarbonisation of the maritime industry. Green fuels derived from CO2 as a feedstock offer a sustainable alternative to traditional fossil fuels, helping reduce emissions from ships and advancing the goals of the maritime green transition.

n The Northern Lights project is a good example being primarily funded through a combination of public and private investment Credit: Ramboll

In essence, ports not only support the deployment of carbon capture technology but also catalyse the development of a circular carbon economy where CO2 is viewed as a valuable resource rather than a waste product. This holistic approach underscores the critical role ports play in driving sustainability and innovation within the maritime sector.

We are currently working on Greensand, which is Europe’s largest carbon capture and storage project. The main partners, led by INEOS Energy in collaboration with Wintershall DEA, Maersk Drilling and the National Geological Survey of Denmark and Greenland, together with a consortium of 20 companies including Ramboll, are looking to validate the technical and commercial feasibility of reusing a depleted oil and gas field to store CO2 under the seabed.

The pilot test will be carried out at the Nini West platform in the Danish North Sea, where half a million tonnes of CO2 are expected to be stored by 2025. Ramboll also recently completed the Amager Bakke waste-to-energy facility in Copenhagen, which was established as a pilot plant for carbon capture. It is the first of its kind in Denmark. The primary purpose of the pilot plant was to test carbon capture technologies and optimise the energy integration with the district heating network.

Financial incentives

When it comes to financial incentives available for ports, there are plenty. There are a few ways that ports can generate revenue from their own carbon capture projects.

The Northern Lights project generates revenue from CO2 source providers, such as industrial facilities, that pay fees for the transportation and storage of their captured CO2 to the onshore receiving terminal in Norway. These fees contribute to the financial sustainability of the project.

Ports could become hubs for CO2 transport, handling and storage, potentially enabling efficient and cost-effective deployment of carbon capture technologies on a larger scale ‘‘

Meanwhile, the HyNet project in the UK aims to develop carbon capture and storage infrastructure in the North West of England. Ports in this region could potentially generate revenue by providing CO2 bunkering services to ships transporting captured CO2 to storage sites or utilisation facilities.

In addition there is often government support available.

For example, the Norwegian government provides financial support to the Northern Lights project as part of its commitment to reducing greenhouse gas emissions and promoting carbon capture and storage technology. This support includes funding from national budgets and participation in public-private partnerships.

The UK government has allocated funding and support for the HyNet project through various mechanisms such as the Industrial Decarbonisation Challenge and the Clean Growth Fund. This support includes grants, subsidies, and regulatory incentives to accelerate the deployment of carbon capture and storage infrastructure.

There’s also the opportunity to get involved with carbon pricing and credits.

The Northern Lights project could potentially participate in carbon pricing mechanisms or carbon credit markets by offering carbon capture and storage services. This could

PORT INFRASTRUCTURE

involve monetising CO2 storage activities and generating revenue from the sale of carbon credits.

HyNet aims to establish a carbon capture, utilisation, and storage (CCUS) network that could potentially qualify for carbon credits under emission reduction schemes such as the UK Emissions Trading System or the EU Emissions Trading System. Ports involved in CO2 transportation and storage could benefit from these carbon pricing mechanisms.

These examples demonstrate how the Northern Lights project and the HyNet project leverage various financial incentives, government support and carbon pricing mechanisms to develop carbon capture and storage infrastructure, including CO2 bunkering services at ports.

A case study in practice

One example of a CO2 handling port in Asia is the Tomakomai Port located in Hokkaido, Japan, which is associated with the Tomakomai CCS Demonstration Project. 1.

Tomakomai Port was selected as the site for the CO2 handling facilities due to its proximity to the Tomakomai CCS Demonstration Project’s CO2 capture site at the Tomakomai Thermal Power Station, as well as its access to maritime transportation routes for CO2 transport and storage.

The Tomakomai CCS Demonstration Project involved the construction of CO2 capture facilities at the Tomakomai Thermal Power Station to capture CO2 emissions from the

Lead consultant waste-to-energy and carbon capture,

The realisation of CO2 handling facilities at Tomakomai Port required regulatory approval from relevant authorities in Japan, including environmental permits, safety certifications, and compliance with maritime regulations for CO2 transport and storage activities.

The Tomakomai CCS Demonstration Project involved collaboration between industry partners, government agencies, research institutions, and local communities. Public-private partnerships were established to secure funding, technical expertise, and support for the project’s development and implementation.

The Tomakomai CCS Demonstration Project was initiated in the early 2010s, with various phases of development, construction, and operation. The CO2 handling facilities at Tomakomai Port were realised as part of the project’s overall timeline, with milestones for construction, commissioning, and operation.

In addition to the Tomakomai CCS Demonstration Project in Japan, another example of a CO2 handling port is the Gorgon Project in Australia. The Gorgon Project, operated by Chevron, involves the capture and storage of CO2 emissions from a liquefied natural gas (LNG) facility on Barrow Island, Western Australia.

The captured CO2 is transported via pipelines to a CO2 injection site offshore, where it is injected and stored deep underground in geological formations. While the CO2 handling facilities for the Gorgon Project are not located at a traditional port, they exemplify the realisation of CO2 transport and storage infrastructure in a maritime context.

Into the future

The Port of Singapore and other ports in the Asia Pacific can benefit from the carbon capture value chain in several ways.

Ports can diversify their services by integrating CCUS infrastructure, such as CO2 handling and bunkering facilities. This allows ports to offer new services to industries involved in carbon capture activities, thus expanding their revenue streams and enhancing their competitiveness.

In addition, ports that invest in CCUS infrastructure position

By offering services like CO2 bunkering, ports facilitate the transportation of captured CO2, thereby enabling the growth of CO2 trading and credit markets ‘‘

themselves as key players in the transition to a low-carbon economy. By providing essential services for CO2 transport, storage, and utilisation, these ports establish themselves as hubs for sustainable maritime activities, attracting environmentally conscious industries and shipping companies.

The development of CCUS infrastructure creates opportunities for job creation, technology innovation, and economic growth in port regions. Ports can stimulate local economies by attracting investment from CCUS-related industries and fostering collaboration between research institutions, businesses, and government agencies.

Ports that support the carbon capture value chain contribute to global efforts to mitigate climate change and reduce greenhouse gas emissions. By facilitating the deployment of CCUS technology, these ports demonstrate environmental leadership and promote sustainable practices in the maritime sector.

In addition, ports in Asia can benefit from international collaboration and partnerships with countries and organisations involved in CCUS initiatives. By sharing knowledge, best practice, and resources, ports can accelerate the development of CCUS infrastructure and maximise the benefits of carbon capture technology and the future carbon trading market.

In summary, port and terminal operators are encouraged to embrace the opportunity presented by CCUS and position their ports for sustainable growth in the transition to a lowcarbon future.

By investing in CCUS infrastructure, demonstrating environmental leadership, and fostering collaboration, ports can play a pivotal role in shaping a more sustainable and resilient maritime industry.

n Ports can play a pivotal role in supporting the entire carbon capture value chain and developing viable business cases around it

Credit: Ramboll

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NIGERIA INCHES CLOSER TO SMARTER PORTS

Nigeria is inching closer to achieving a zero-tolerance for non-compliance to the IMO Green House Gas emissions strategy with the government finalising its plan for the country’s port community system (PCS) writes Shem Oirere

In February 2024, Nigeria Ports Authority (NPA) submitted a report on the implementation of PCS in all the Nigerian ports to the Minister of Marine and Blue Economy, Adegboyega Oyetola, thus paving the way for the introduction of the new electronic data exchange procedures at all the ports in the West African country.

The report, which was prepared by NPA and the International Port Community Systems Association (IPCSA), a global organisation representing port community systems operators, maritime single window operators and port authorities, outlines the steps Nigeria should take in the short term to comply with IMO’s requirements on the Convention on Facilitation of International Maritime Traffic (FAL).

Unified approach

IMO spells out the Convention’s main objective to include prevention of “unnecessary delays in maritime traffic, to aid co-operation between governments and to secure the highest practicable degree of uniformity in formalities and other procedures.”

With the installation and utilisation of PCSs, Nigeria will not only ease the exchange of electronic information among maritime transport stakeholders but also ease intra-regional trade in West Africa ‘‘

The 2019 FAL Convention made it mandatory for ships and ports to exchange FAL declarations electronically in preparation for the enforcement of the single window approach this year.

The port community systems enable port operators to ensure accuracy of data provided by fleet operators and other supply chain players hence saving time and helping the maritime industry move more cargo with lower levels of emissions.

According to the World Bank, once the PCS has been implemented “ships will arrive just in time to pick up their goods, providing more efficient and seamless port operations and helping to decarbonise maritime transportation.”

NPA managing director, Mohammed Bello-Koko, says there is a deliberate government-driven campaign to fast-track the implementation of the PCS as well as locking out vessels that are not technologically equipped to reduce CO2 emissions.

Bello-Koko, who took up his NPA position in 2022, told Nigerian media the Authority is committed to a port modernisation programme and other maritime transport

reform initiatives in all its ports partly in response to the ongoing global energy transition, adding, “we have deliberately factored in measures that promote energy efficiency.”

Prior to the preparation of the PCS implementation plan, NPA had teamed up with IMO to carry out a detailed needs assessment at all the Nigerian ports in readiness for the new era of electronic data exchange among port stakeholders.

IMO’s involvement in Nigeria’s PCS project started in 2021 when it launched a sensitisation programme among major Nigerian maritime transportation stakeholders such as NPA, Nigeria Maritime Administration and Safety Agency, Customs Service, Immigration, Health services, Agricultural services, Ministry of transportation.

Other stakeholders taking part in the sensitisation were the port terminal operators, shipping companies, ship agents, importers and exporters.

With the submission to the PCS project implementation plan to the Ministry of Marine and Blue Economy, Nigeria now has a clear roadmap on how to improve the ports’ governance, business model and technology.

The plan also identifies existing gaps in the management of Nigeria ports and recommends measures that NPA need to take for seamless deployment of the PCS at the eight major ports spread along the country’s 750km coastline.

Nigeria, the largest ship owning country in Africa, is implementing the PCS project alongside other port improvement measures such as fixing aging port infrastructure, deployment of adequate state-of-the-art equipment by all terminal operators as well as enhancing the intermodal linkages with all the ports.

With the installation and utilisation of PCSs, Nigeria will not only ease the exchange of electronic information among the country’s maritime transport stakeholders but will also ease intra-regional trade in West Africa, as well as the across the continent.

n Nigeria now has a clear roadmap on how to improve ports’ governance, business model and technology

Credit: NPA

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A BIG VISION FOR HONG KONG’S AWARD-WINNING CRUISE HUB

Kai Tak Cruise Terminal has been providing a hub for sustainable cruise operations in Hong Kong and beyond since 2013, Michele Witthaus talks to managing director Jeff Bent about the terminal’s environmental achievements and plans

Built on the site of a former airport runway in Hong Kong’s Victoria Harbor, Kai Tak Cruise Terminal (KTCT) opened in June 2013. The design of the three-storey terminal building was conceived with a multifunctional space in mind.

Stretching 850m in length and 65m in width, the terminal provides restaurants, event spaces, and Hong Kong’s largest rooftop garden, in addition to the cruise facilities it houses.

The international cruise traffic that forms a vital part of KTKC’s business experienced significant impacts as a result of the Covid-19 pandemic and the terminal only resumed welcoming international cruise ships again in March 2023 for the first time in three years (local cruises having resumed after a one-year hiatus).

However, the terminal has bounced back strongly since the global shutdown of tourist travel. Within the first ten active months following the resumption of normal cruise business, WCT reported that the terminal reached 75% of pre-pandemic full year levels and retained local market share of over 90% of cruise passengers.

Community friendly

The social aspects of sustainability have been at the heart of KTCT’s ethos since inception, with a particular focus on making the terminal a community-friendly hub. Attractions include a central lawned area, fountain plaza and water garden, along with a viewing platform with vistas of Hong Kong Island and the Kowloon Peninsula.

“We reached throughput goals several years early,

committed to a barrier-free workplace, and maintain close ties with the community,” says Jeff Bent, managing director for Worldwide Cruise Terminals (WCT), which manages and operates the terminal.

“We continue to work on environmental goals. We have already reduced the terminal’s carbon footprint by 50% and continue to lobby for more alternative fuel bunkering options for visiting ships, so that the industry as a whole can improve its environmental performance.”

The social aspects of sustainability have been at the heart of KTCT’s ethos since inception, with a particular focus on making the terminal a community-friendly hub ‘‘

WCT has been recognised for its ESG efforts with many local and regional, private and public, awards and certificates and KTCT has amassed an impressive array of accolades since it opened for business. In 2023 alone, WCT collected 17 awards and certifications on behalf of the terminal.

These included the ISO 14001:2015 and ISO 45001:2018 certifications honouring the organisation’s commitment to environmental management and occupational health and safety standards. The terminal also received the ISO 9001:2015

n Cruise ships berthed at Kai Tak Cruise Terminal with the city in the background

Credit: Worldwide Cruise Terminals (WCT)

Quality Management System award, for which it has been certified since Nov 2015 and which is valid until Jan 2027.

Local commendations in 2023 include the HK Awards for Environmental Excellence (received in December for the 7th consecutive time), along with the HK Green Awards 2023’s Environmental, Health and Safety Award and 5 Years + Sustained Performance Award in November. The terminal also won a Wastewi$e Certificate (Good Level) presented by HKGO in November.

Other markers of success in the last year include a UNSDG Achievement Awards 2023 Recognised Organisation (second consecutive year), received 24 Aug 2023; an APEC Green Port Award 2023 issued by the APEC Port Services Network and an Indoor Air Quality Certificate (Excellent Class) 2023-2024, both received in October. The terminal also attracted an HSBC Living Business ESG Award (Certificate of Excellence) and a BOCHK Corporate Low-Carbon Environmental Leadership Award. Received 8 Aug 2023.

Decarbonising transport

These awards recognise HKCT’s sustainability endeavours on multiple fronts, with an emphasis on decarbonising transport in and around the terminal.

“WCT conducted the first LNG bunkering safety study in Hong Kong several years ago, which was circulated and discussed amongst government departments,” says Mr Bent.

“A local source of LNG has been available since 2023, the government will pass necessary legislation for LNG bunkering in 3Q2024, and it is likely that we will see LNG bunkering locally in Hong Kong in early 2025.”

Future fuels are readily accessible in the region. Hydrogen is readily available in Hong Kong, and there are already buses running on hydrogen. The city is also working on methanol bunkering.

Provision of shore power for visiting cruise ships is under consideration, but “may not be the best alternative for Hong Kong, until the power generation is significantly cleaner than the ships are since IMO2020,” adds Mr Bent.

The terminal building contributes to improving the sustainability of the wider port and of the city and region and boasts both a radar tower and a solar power system. “The KTCT is a showcase for environmental technologies,” explains Mr Bent.

“It is a BEAM platinum-class building, already very efficient, and WCT was able to further reduce carbon emissions by over 50%.”

Kai Tak’s green journey

With a steadfast commitment to reducing its ecological footprint, Kai Tak Cruise Terminal has emerged as a shining example of responsible tourism in Hong Kong.

From innovative green technologies to comprehensive waste management systems, the terminal has implemented a range of initiatives aimed at promoting environmental conservation.

In addition, by harnessing renewable energy sources and optimising energy efficiency, the terminal has significantly decreased its carbon emissions while enhancing operational sustainability.

Furthermore, Kai Tak Cruise Terminal has

The terminal building contributes to improving the sustainability of the wider port and of the city and region and boasts both a radar tower and a solar power system ‘‘

A broad range of local bus routes connect travellers to various metro stations. “KTCT contributes to the sustainability of the wider port and city by providing an electric bus charger, Hong Kong’s first Tesla superchargers since 2014, and additional standard chargers for users of the public car park,” says Mr Bent.

Development plans for KTKC are centred on ensuring sustainable cruise operations going forward. “Our goals are to continue to become more efficient on both a per passenger and absolute basis. There are always incremental improvements that can be found and made,” says Mr Bent.

The organisation works with partners and stakeholders, and other nearby ports, to ensure ‘joined-up’ sustainable cruise tourism. “Hong Kong’s Environmental Protection Department is very aware that air quality depends on all nearby cities coordinating efforts to reduce pollution,” he adds.

“They communicate closely, measure emissions, track sources, and tackle issues jointly.”

prioritised water conservation and quality improvement efforts, implementing advanced filtration systems and eco-friendly practices to minimise its impact on local water resources.

These initiatives not only benefit the environment but also contribute to the preservation of Hong Kong’s natural beauty and marine ecosystems.

Through ongoing community engagement and educational outreach programs, the terminal said it continues to inspire individuals and businesses alike to embrace environmentally responsible practices.

With a continued focus on innovation and collaboration, the terminal said it remains

n Jeff Bent, managing director, Kai Tak Cruise Terminal

committed to charting a course towards a greener, more sustainable tomorrow.

Interested in finding out about green shipping and ports and fostering good business relationships in Asia? GreenPort and Port Strategy are behind the inaugural Green Ports & Shipping Congress taking place from 8 to 9 May 2024 in Singapore.

The event will cover a range of topics addressing the aspects of energy transition plans and implementation as they affect port operations and ships, both in the container and cruise sectors. More information from https://www.portstrategy. com/green-ports-and-shipping

BUILDING PARTNERSHIPS TO LOWER TOWAGE EMISSIONS

Gareth Prowse, head of decarbonisation at Svitzer, talks about developing a methanol powered tug, collaborating with ports and being an anchor client for suppliers in the port community

The towage sector operates as a vital link in the shipping industry, ensuring the safe, efficient and cost-effective transport of vessels and their cargoes at the point where they arrive in and leave port.

As much as towage is important for the success of the shipping industry’s supply chain, it also has a role to play in delivering a successful transition to a decarbonised maritime industry. Despite being a central link in shipping, the towage sector is overlooked by the IMO’s revised GHG strategy set out in 2023, which applies only to ocean-going vessels.

This exclusion is realised in places such as the European Union’s Emissions Trading System (EU ETS), which has recently come in to force for vessels greater than 5000GT making port calls in European ports as part of their voyages.

The towage industry is subject to localised regulations and emissions control areas require operators in many areas to act to reduce local emissions such as NOx, SOx and particulate matter. But the broader stimulus to reduce greenhouse gases, provided by the actions of an international regulator setting out a strategy for tackling GHGs, is still missing for the sector. This means that the sector needs leaders to take action to develop projects that will support decarbonisation.

The complexity of bringing these projects to market means that the industry will need to work in partnership with experts up and down the value chain every step of the way – from naval architects, marine engineers and shipbuilders, to fuel suppliers, ports and the sector’s vessel owning and operating customers.

Pioneering methanol design

Since first announcing a project to explore the development of a methanol hydrogen fuel cell tug, Svitzer, along with Maersk and the naval architect Robert Allan Ltd, has conducted a review of technology to identify a combination of methanol fuel cells, batteries, storage/handling systems, electric drives and propulsion units. Combined, these technologies could operate as a carbon neutral alternative to the conventional fossil fuelled propulsion train of a tug.

The studies aimed at confirming the real-world feasibility of operating a tug using a combination of methanol fuel cells and batteries. It was essential to understand how a methanol hybrid fuel cell (MHFC) power train would perform specifically when delivering the power required by a tug to deliver an 80 tons bollard pull and the peak power often required in towage operations, without compromising safety or efficiency.

One of the key reasons for considering a hybrid drivetrain over pure battery power was the flexibility offered by methanol fuel cells with greater efficiency relative to traditional engines. The hybrid power unit will also deliver a self-sustained tug with longer endurance.

Throughout the project, Svitzer has focused on developing the valuable knowledge and experience that are essential to realising its ambition to lead the decarbonisation of towage and make an important contribution to the wider efforts to

develop and deliver a more sustainable maritime industry.

Satisfied with the feasibility of an MHFC-powered tug, Svitzer and Robert Allan Ltd moved on to the design phase of the vessel, completing a General Arrangement and sourcing potential suppliers for onboard equipment necessary to build the vessel. This second phase of the project concluded that whilst technically possible, the maturity of integrated methanol fuel cell systems, or modular fuel cell and methanol reformer systems, were insufficient to meet the operational requirements of the vessel.

‘‘

The towage industry is subject to localised regulations and emissions control areas require operators in many areas to act to reduce local emissions such as NOx, SOx and particulate matter

Such systems are still considered to be a year or two out from meeting Svitzer’s demanding operational requirements. With a commitment made to client to provide a vessel in 2025, this triggered a redesign – which involved increasing the size of the battery and generator sets on board to replace the fuel cell, whilst keeping to the methanol hybrid design philosophy.

Svitzer is currently looking for partners to help finalise the selection of onboard equipment, particularly batteries and methanol generators. Svitzer will soon go to market to identify partners to support with vessel construction.

n Svitzer is working towards providing a level of demand that supports the development and expansion of green methanol bunkering in the Port of Gothenburg

Credit: Svitzer

Our goal is to reduce the carbon intensity of our global fleet by 50% by 2030. Some of this will be delivered through methanol powered tugs, while we have also converted 70 tugs to operate on biofuels

Once in service, the emission reductions of the hybrid tug, fuelled by green methanol, are expected to exceed 1300 tonnes of CO2 annually, compared with similarly-sized conventionally-fuelled tugs that Svitzer currently deploys in its global fleet. The Methanol Hybrid project will use Svitzer’s TRAnsverse tug design as the basis for the vessel.

The TRAnsverse tug design, created in collaboration with Robert Allan Ltd, sets a new standard in tug efficiency, power and manoeuvrability. The new design is an essential element of delivering more sustainable towage services to our clients and in turn supporting a more sustainable sector. It will be more fuel efficient, delivering an estimated 10-15% reduction in fuel use across its operations. The new tug design has an omnidirectional hull form and a unique towing staple and propulsion system that provides superior towage capabilities. It maximises the forces necessary for braking and steerage during towage to ensure steady manoeuvrability, while maintaining the highest levels of safety – even at full speed.

Together, Svitzer and Robert Allan designed the TRAnsverse tug to operate in any harbour or terminal towage environment. In these complex environments, the tug design helps to reduce overall time taken for tug jobs and provides greater availability even in poor weather conditions.

Fuelling the change

Shipping is committed to an energy transition that is going to mean significant changes in the way the industry operates. It is recognised that alternative fuels such as green methanol are more expensive than traditional fuel oil. To mitigate this rise in costs, it is essential then that we invest in more efficient technology, such as the TRAnsverse tug. This will allow Svitzer to continue to deliver safe marine services to our clients, in a sustainable way – meaning not only reducing greenhouse gas emissions, but delivering cost effective towage services. The vessel design becomes as important as the fuel choice because the right vessel design means lower fuel consumption and lower overall fuel costs.

Svitzer expects to launch its Methanol Hybrid powered tug in the second half of next year – crucially, because the vessel will use a methanol power train, access to the fuel will be essential. To maximise the benefits of this system, a reliable supply of methanol is essential to effective operation and at this early point in the development of a low-carbon fleet of tugs for Svitzer, availability of fuel supply has strongly dictated the location of the operations for our first methanolfuelled tug.

The Port of Gothenburg has adopted a position as a leading supplier of green methanol as part of its ambitions to reduce shipping emissions in the vicinity of the port area by 70% by 2030. The Port Authority has taken a leading role in developing operating regulations for methanol bunkering, meaning it is ready to accept vessels looking to bunker green methanol.

On an ongoing basis, the supply and demand sides of the market need to work in partnership to develop the

VESSELS

infrastructure to support the supply, storage and bunkering of green methanol. From Svitzer’s perspective, as a vessel operator with a daily requirement for green methanol bunkering, this will mean being an anchor client to the supplier of green methanol as a marine fuel.

The security of supply will be important for the success of our vessel, and by working in partnership with green methanol suppliers, we expect to be able to provide a level of demand that supports the development and expansion of green methanol bunkering in the Port of Gothenburg.

As the shipping industry looks to accelerate its push to net-zero and the demand for low-carbon towage increases, we anticipate a growing fleet of methanol-fuelled tugs will be able to support methanol bunkering in more and more ports. Embracing our role as a leader in the sector, we have a responsibility to deliver the technology, products and services that mean we can continue to deliver safe towage services sustainably and with fewer carbon emissions.

Our goal is to reduce the carbon intensity of our global fleet by 50% by 2030. Some of this will be delivered through methanol powered tugs, while we have also converted 70 tugs to operate on biofuels, which helps to significantly cut our GHG emissions. On top of technology investment, we have driven behavioural change among our tug masters, which encourages mobilisation at 8 knots to save fuel consumption and reduce emissions.

Svitzer will be floated as an independent business on the Copenhagen stock exchange at the end of April 2024, separate from Maersk, our owner for the past 45 years. Yet, as we approach independence, Svitzer has experienced strong growth of 6% per year over the last five years and margins of around 30%.

This shows we are in a good position to continue to invest in and develop our strategy to deliver a low-carbon towage sector to sit alongside, and continue to support, the wider shipping industry as it strives for net-zero operations in 2050.

Credit: Svitzer

n Svitzer’s towage fleet operates as a vital link in the shipping industry worldwide

n Gareth Prowse, head of decarbonisation at Svitzer

Credit: Svitzer

EUROPEAN PORTS €80 BILLION INVESTMENT NEED

In 2018, we commissioned an extensive study looking into the investment needs and financing challenges of European Ports, writes Isabelle Ryckbost, secretary general, European Sea Ports Organisation (ESPO) and Dr Peter de Langen

It concluded that European ports had €48 billion investment needs for the period 2018-2028, with almost 4 out of 10 projects related to basic infrastructure (expansion of port basins, quays or terminals). Less than 10% of the projects were investments in infrastructure or services for the sustainable the transition of ports and shipping.

But since then, the world has been changing radically: The climate crisis and related Green Deal ambitions, Covid, the Russian invasion in Ukraine. All these developments have a major impact on ports.

Ports are in transition. From being mere multimodal hubs in the supply chain linking the sea with the hinterland, they are developing into hubs of sustainable energies and clusters of industry and circular economy.

On top of that, throughout the different crises Europe and the world are going through, ports have become important pillars of geo-political and geo-economic resilience. As such, they have becomecrucial in enhancing Europe’s energy independence and military preparedness. These new functions of ports come on top of their traditional roles.

So, what does that mean in terms of investments?

To find out, ESPO commissioned an update of the study of 2018.

It will not be easy to ask for robust funding support for ports, not if policy makers look to ports in their traditional role. It will however be our role to explain the multidimensional and strategic role of Europe’s ports

The new study, which will be officially presented during the ESPO Annual Conference in Paris on 26 April 2024 reveals that the total investment needs of European ports amount to €80 billion for the next 10 years (until 2034).

It also shows that investments in sustainability and energy transition are becoming the second most important investment category for port managing bodies. Basic infrastructure remains the most important category, but its share in the total is declining. Likewise, expected growth of volumes remains the most import driver, but it’s directly followed by decarbonisation.

Moreover, the survey shows that 85% of the projects have a positive environmental impact. This might imply that not only are the projects specifically aimed at the green and energy transition, but that the green and energy transition requires investments in other categories such as basic infrastructure.

Let us in that respect refer to another finding of the study. While the container segment continues to be an important

segment for port expansion, quite a lot of expansion projects in ports, in particular in comprehensive TEN-T ports, relate to breakbulk and general cargo. Wind turbines are being considered as breakbulk, this might explain the sudden expansion needs of breakbulk infrastructure and terminals.

Looking at the different types of investments planed, 0% of port managing bodies have plans to invest in the provision of shoreside electricity, which is of course quite normal given the binding targets for deployment of OPS in ports, foreseen in the new European Regulation, the so-called “AFIR”. But the study also reveals that one third of ports which provided data envisage investments in the production and use of clean energy in the port complex.

What lessons do we learn from this study? The €80 billion is a huge investment need. Not only in terms of overall budget needs, but it will be much more difficult to gather the necessary funding. Many investments in the green and energy transition are more risky, often without sufficient direct return on investment.

In a few month’s time, European elections will mark the start of a new Commission and Parliament. The new geopolitical and geo-economic context obliges Europe to prioritise resilience and competitiveness, while maintaining the green ambitions. Heads of State are discussing the need for defence budgets.

It will not be easy to ask for robust funding support for ports, not if policy makers look to ports in their traditional role. It will however be our role to explain the multidimensional and strategic role of Europe’s ports.

We must be clear: Ports are no more these mere nodes in the maritime supply chain. Without ports it is impossible to secure energy, realise the green transition, safeguard cohesion, have sustainable and competitive agriculture, or remain attractive for industry, in particular the new net-zero industries, or have strong military capabilities.

n Wind turbines may be fuelling expansion needs in break bulk handling

Credit: Port of Rotterdam

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NAVIGATING MARITIME DECARBONISATION IN ABERDEEN

In this article, Belle Sierina, environmental manager, Port of Aberdeen, discusses why the port is undertaking a multitude of decarbonisation projects to reach net zero

Reducing emissions from ports and shipping is key to achieving net zero targets, however, it’s a significant challenge with no single solution.

Shore power and future low or zero carbon fuels will require significant investment, in often aging port infrastructure. Who decides what’s needed and who foots the bill? Ports? Vessels owners? Industry? Government?

The reality is that close public and private sector partnership, investment, and alignment is required to deliver this transformational change.

Zeroing in on future sustainability

Port of Aberdeen launched its net zero strategy in April 2023 with the bold ambition to become the UK’s first net zero port by 2040, backed by up to £55 million of investment over the next ten years.

The strategy has three work streams – reducing emissions, facilitating future fuels, and supporting the energy transition – which guide the port’s projects, investment, and decision making. Aberdeen is currently unique in the context of UK ports, measuring and taking accountability of scope 1, 2 and 3 emissions.

To track its progress towards net zero, Port of Aberdeen is measuring it emissions against a 2019 baseline, with an estimated 44,000 tonnes of CO2 equivalent emitted. Notably, 97% of emissions were attributed to 9,500 vessel arrivals, recorded as scope 3 emissions.

The port recently expanded with its new £420 million South Harbour officially opened in September 2023 to support new operations in energy, trade and tourism. Built to accommodate longer, deeper, and wider vessels, a new emissions baseline will be established once South Harbour has been fully operational for 12 months.

Powering the port for a greener future

Shore power is considered the leading solution to reduce vessel emissions at berth, showcasing high technological readiness while ensuring adaptability for hybrid or fully electric vessels in the future.

In March 2022, the port published the results of its Department for Transport-funded Clean Maritime Demonstration Competition (CMDC) shore power study which found that that 78% of emissions were derived from ships using marine fuels while at berth.

Building upon the insights gained from the feasibility study, the port was awarded multi-million pound funding from DfT’s Zero Emissions, Vessels & Infrastructure (ZEVI) competition to design and develop Scotland’s large scale landside and vessel side shore power system.

The project partnership between Port of Aberdeen and Connected Places Catapult, DOF Subsea, Tidewater Marine UK Ltd, OSM Thome, The University of Manchester’s Tyndall Centre, is supported by major energy operators which are based in Aberdeen. Scheduled for completion by March 2025, it will introduce shore power facilities at seven berths in the port’s North Harbour, reducing emissions from vessels utilising shore power provisions by over 80% at berth compared to traditional marine fuel.

Another significant emissions reduction project will see the installation of shore power facilities at Port of Aberdeen for Serco NorthLink’s passenger ferries. This initiative, funded by Caledonian Maritime Assets Limited (CMAL) through a substantial seven-figure sum investment, will mitigate more than 1,300 tonnes of CO2 equivalent per year.

These two projects alone will deliver a tangible reduction in emissions in the coming years and pave the way for the wider roll out of shore power across the port.

n The port recently expanded with its new GB£420 million South Harbour officially opened in September 2023 Credit:

Port of Aberdeen

The high costs associated with implementing shore power at ports underscores the importance of collaborative efforts and financial support from both public and private sectors. These partnerships are essential for realising this initiative and amplifying emissions reduction efforts.

Future fuels

The integration of low and zero carbon fuels is critical in the journey toward decarbonising ports and shipping.

Port of Aberdeen has already taken sustained action to decarbonise the port by switching all company vehicles and port vessels to fully electric or running on Hydrotreated Vegetable Oil (HVO), reducing emissions from fuel use by 73%.

The port has also delivered an expansion of electric vehicle (EV) charging infrastructure in both North and South Harbours to reduce the demand for fuel usage and scope 1 emissions.

Additionally, the installation of service trenches along the entire 1.5km of quayside at South Harbour will streamline the installation of infrastructure for fuels and utilities. This will include power lines and data cables, supporting the expansion of the port’s EV charging infrastructure, shore power, and the low and zero carbon fuels of the future.

Decarbonisation through collaboration

As the only UK port participating in three out of ten ZEVI projects, Port of Aberdeen is at the forefront of collaborative efforts with both the public and private sectors.

Port of Aberdeen is supporting the Bibby Marine led consortium to build the world’s first zero emission electric Service Operation Vessel (eSOV). This vessel, equipped with a robust battery system and dual fuel methanol engines, underscores UK leadership in technology and design while significantly reducing emissions and costs. Additionally, the port is supporting Ocean Infinity’s project which will see conversion of an existing high horsepower marine engine to dual fuel methanol power.

In 2023, Port of Aberdeen secured government funding for a groundbreaking project involving the world’s inaugural liquid hydrogen autonomous vessel. The GB£5.4m project is expected to be delivered later in 2024 as part of a CMDC consortium led by zero emission vessel provider ACUA Ocean, in partnership with zero emission infrastructure provider Unitrove. The initiative aims to trial a domestic green shipping corridor between Aberdeen and the Northern Isles, with hydrogen powered autonomous ships being used to transport cargo.

Aberdeen’s ‘Port Zero’ CMDC feasibility study, developed in partnership with Energy Systems Catapult, Connected Places Catapult and Buro Happold, developed a roadmap for decarbonising operations at South Harbour. This strategic plan aligns with the port’s goal of promoting the use of low or zero carbon fuels across both landside and marine operations.

Offshore wind opportunity

According to Scottish Development International, Scotland has a project pipeline of more than 45 gigawatts and a report last year from the Floating Offshore Wind Taskforce found that initially, a minimum of three to five ports in Scotland will need to be transformed into new industrial hubs to ensure they are ready for the mass deployment of floating wind by the end of this decade.

It’s clear that harnessing the potential of offshore wind is complex, and it demands public and private sector investment and collaboration to avoid ports turning from a strategic enabler to a project bottleneck.

While much of Scotland’s existing port infrastructure is robust, it requires substantial upgrades to accommodate the scale and complexity of offshore wind operations.

With more than 160 floating wind turbine designs currently on the market, ports face the unenviable challenge of planning infrastructure investments to enhance their capacity and capability without clarity on what future projects will require in terms of quayside length, depth and laydown area.

Regulatory and planning must also be considered. Streamlined planning processes are essential to leverage the full potential of Scottish ports in the offshore wind sector. Bureaucratic hurdles and delays could dampen investor confidence and deter project developers, turning ports into impediments rather than key enablers.

The UK Government’s Floating Offshore Wind Manufacturing Investment Scheme, with its GB£160 million funding allocation, and the Scottish Government’s Strategic Investment Model (SIM), which facilitates collaboration between ports, developers, and government, are steps in the right direction. While three SIM projects have advanced, a further 30 are still under consideration, highlighting the huge demand.

Port of Aberdeen launched its net zero strategy in April 2023 with the bold ambition to become the UK’s first net zero port by 2040 ‘‘

In Aberdeen, our recent £420 million investment in the Aberdeen South Harbour expansion project underscores our commitment to this sector. An additional £25 million dredging project is poised to make us fully ready for floating offshore wind and it’s a tangible example of where industry and government cooperation is needed to support the North East’s Just Transition and the nation’s offshore wind ambitions.

It’s clear we’re in a pivotal moment for Scottish ports. With strategic investments, forward-thinking policies, and collaborative efforts, these ports can become powerful enablers of the next generation of offshore wind, driving Scotland towards a greener, more prosperous future.

However, without urgent action to address the existing challenges, these same ports risk becoming obstacles that stifle progress, resulting in key scopes, and jobs, being relocated overseas.

Navigating towards net zero

As the UK works towards achieving net zero emissions by 2050, ports are at the forefront of this journey, serving as the central point in the nation’s energy transition and shaping the broader landscape of the UK’s energy sector.

Port of Aberdeen’s journey towards a greener future is not merely a destination but a continuous evolution, defined by its landmark net zero strategy which embraces innovation, collaboration, and adaptation.

n The expansion underscores the port’s commitment to the offshore wind sector

Credit: Port of Aberdeen

PORT CONSTRUCTION USING RECYCLED CONCRETE

Sustainable technology firm, Recycl8, has completed its first commercial project in the ports sector, supporting Haventus with work at Ardersier Port in Scotland

Recycl8 teamed up with construction materials company Breedon Group, to pour 52 cubic metres of its sustainable, lower carbon R8 Mix concrete for a weighbridge project at the port.

“The last six months have been particularly exciting for Recycl8 with our first commercial pours in the housing and industrial sectors and now our first port project, marking another milestone for us,” said Mark Gillespie, CEO of Recycl8.

Recycl8 has a mission to reduce carbon emissions from concrete manufacture. It works closely with its partners in the waste

to energy and construction industries to build a more sustainable future for the planet

”We believe that our R8 mix technology is very much the future of the construction industry achieving sustainability goals and are delighted to be partnering once again with Breedon Group and also supporting Haventus, two companies who are very much aligned with our vision for what is possible in the industry, without compromising on performance.”

Sustainable construction

Recycl8 works in collaboration with the waste-to-energy and global construction industries to transform Incinerator

’Upcycled’ buildings

Concrete is the most commonly used man-made material on earth.

Recycl8 has a mission to reduce carbon emissions from concrete manufacture. It works closely with its partners in the waste to energy and construction industries to build a more sustainable future for the planet, it says that this isn’t green offsetting, but is part of a bigger solution for the circular economy.

The company’s markets include the construction sector, as well as marine and other marine civils projects including the renewables market and offshore windfarms. Offshore windfarms are a particularly interesting example.

Whether opting for concrete gravity base foundations, or modular floating semi-sub technology, designing a reliable, durable and

Bottom Ash (IBA) normally destined for landfill into a highperforming, lower carbon concrete solution.

The project at the port used Recycl8’s R8 mix, which is made from recycled materials, in combination with the Breedon Balance range of products, already known for their performance and commitment to sustainability.

“Working in conjunction with Recycl8 and Haventus is a great platform to show how we can design and produce low carbon concrete as part of our Breedon Balance range,” said Craig Godsman of Breedon Group.

”With Recycl8’s mix along with low carbon cement replacements, we are able to produce high quality concrete suitable for all kinds of environments with lowered CO2 values.”

Credit: Recycl8

cost-effective floating substructure has always proven challenging in the offshore sector. Lowering the CO2 footprint of the project adds another dimension of complexity.

Ironically, the global surge in windfarm construction fuelled the demand for concrete and in turn driven CO2 emissions.

n Recycl8 teamed up with the Breedon Group to pour 52 cubic metres of its sustainable R8 Mix concrete for a weighbridge project at the port

n Recycl8’s patented technology takes incinerator bottom ash and transforms it into a low carbon additive for concrete manufacture

Recycl8 says that by using its sustainable concrete, the service life of a concrete structure can be several times longer than similar steel constructions, despite the marine corrosive and erosive environment offshore.

Its patented technology takes incinerator bottom ash from waste to energy operators, often destined for landfill, and transforms it into a low carbon additive for concrete manufacture.

In addition, the strong chemical bonds within the cement fortify it against water, heat and erosion, preserving its lifespan as a building material. Heavy metals are also prevented from leaching both during construction and in the future.

Wärtsilä and US naval architect, Elliot Bay Design Group (EBDG), have teamed up to further develop a zero-emissions floating mobile power platform.

EBDG’s Clean Harbor Alternative Mobile Power (CHAMP) barge will feature Wärtsilä’s methanol engine technology to create a costeffective way of reducing emissions from large vessels where shore-based power is not available.

“The CHAMP barge project represents a significant stride toward tackling the most daunting challenges in curbing port emissions, all while offering the adaptability of multimegawatt power solutions,” said Mike Complita, principal in charge at EBDG.

CHAMP will use methanolfuelled power generated by the Wärtsilä 32 Methanol engine, complemented by Wärtsilä’s complete methanol fuel handling system, Wärtsilä MethanolPac, as well as its emission after-

The French government has granted Lhyfe €149m in funding to develop large-scale production of green hydrogen near Le Havre.

It’s the latest project for the company which will build a plant with an installed electrolysis capacity of 100 MW, capable of producing up to 34 tonnes of decarbonated hydrogen per day.

“This a concrete expression of the decarbonisation policy France has been pursuing for several years,” said Matthieu Guesné, founder and chief executive Officer of Lhyfe

“It is towards this greener horizon that this plant is leading us. The region’s needs are present and massive, and we can meet them right now with a clean, mature and appropriate technology.”

Forward thinking

The plant will be built near the Grand Canal du Havre, one of Europe’s largest industrial port areas.

Mr Guesné said that this support from the French government confirms Lhyfe’s status as a key player in the renewable hydrogen industry and its confidence in the know-how

WÄRTSILÄ’S METHANOL FUELLED POWER BARGE

treatment system, Wärtsilä NOx Reducer.

It will generate power from 6 to 16 MW using green methanol, providing emissions-free energy for vessels in US harbours for up to two weeks.

“Wärtsilä’s experience with methanol-fuelled marine engines is unmatched, and we continue to develop future-fuel capabilities to accelerate the decarbonisation of maritime operations,” said Joel Thigpen, general manager, new build, Wärtsilä Marine.

THE EXPANSION OF GREEN HYDROGEN ACROSS EUROPE

and expertise of its teams. The site is close to the Yara plant in Le Havre, it’s decarbonisation roadmap includes the use of green hydrogen.

Yara is interested in and supports Lhyfe’s project and said it will explore with Lhyfe all possible collaborations to decarbonise its industrial process.

The Lhyfe production site, to be located on a 2.8-hectare plot of land in Gonfreville-l’Orcher, is scheduled to be operational by 2028.

This project has been selected by the French government as

n Lhyfe has hydrogen production sites across Europe, including this one in Denmark

part of the third wave of the IPCEI hydrogen program approved by the European Commission.

Implementation of this project is subject to the granting of operating authorisations, construction permits as well as final financial investment decisions by Lhyfe and its main partners

In February, Lhyfe announced expansion into Germany making the Niedersachsen Ports in Brake the first in Lower Saxony to make green hydrogen widely available.

BRIEFS

Go-ahead for ammonia bunkering barge

Credit: Lhyfe

Credit: Wärtsilä

The Norwegian Directorate for Civil Protection has given the go-ahead for an ammonia bunkering facility at Fjord Base in Florø, Norway. Once complete the floating stationary barge –constructed by Yara Clean Ammonia and Azane – will have a capacity of 1,000 cubic metres (650 tonnes) of low-emission ammonia. The directorate’s permit allows for up to 416 operations annually, many of these expected to be bunkering operations for offshore supply vessels that regularly call at Fjord Base in Florø.

A jettyless terminal for delivering e-fuels

The ECOnnect IQuay C-class System has been chosen to ensure the environmentally-sound export of methanol and green ammonia produced at an e-fuel production site in Africa. Norway’s ECOnnect Energy is a key partner in Project Green, an ambitious initiative led by Alternative Petroleum & Power Limited (APPL) to establish itself as a leading supplier of clean e-fuels.

Ireland launches alternative fuels drive

A new initiative has launched in Ireland to help transition the shipping industry from fossil fuels to greener alternatives. Funded by the Sustainable Energy Authority of Ireland, the ‘ShipFuel’ research project is a collaboration between MaREI, the SFI Research Centre for Energy, Climate and Marine and renewable energy consultants Gavin & Doherty Geosolutions.

n The CHAMP barge provides methanol to vessels in US harbours

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• Conference Dinner (Premium Package)

• Presentation download (Premium Package)

2024 Programme and Topics

Short Sea Shipping - how the market is adapting  Advancing supply chain resilience with modal shift Smart operations - Digitalisation, Automation, & Innovation

Coastlink is a neutral pan-European network dedicated to the promotion of short sea shipping and intermodal transport networks. Learn from and network with international attendees representing shipping lines, ports, logistics companies, terminal operators, cargo handlers, and freight organisations.

For more information on attending, sponsoring or speaking contact the events team: visit: coastlink.co.uk contact: +44 1329 825335 or email: info@coastlink.co.uk

#Coastlink

Ports - Enabling the Energy Transition Green corridors - collaboration to drive sustainable growth Gold Sponsor

Date for your diary in 2024

Join the world’s leading conference on balancing environmental challenges with economic demands

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

tel: +44 1329 825 335

email: congress@greenport.com