Greenport Summer 2023

Converting a conventional RTG into an electrical one (E-RTG) means to shut down the diesel generator and to power the RTG with electrical power only – the emission saving, sustainable basis for automation. This is possible with electric power solutions, including E-RTG auto-steering and positioning systems, developed by Conductix-Wampfler: Plug-In Solution, Drive-In Solution, Hybrid Solution, Full-Battery Solution and Motor Driven Cable Reel Solution with CAP - Cable Auto Plug-In.

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15 Australasia Focus Dave MacIntyre looks at Newcastle’s hydrogen drive

26 Cruise

Michele Witthaus talks to Alicante Cruise Port

25 Africa focus Kribi terminal is tackling dust, writes Shem Oirere

29 Opinion

Isabelle Ryckbost on the EU’s Nature Restoration law

31 Alternative fuels Ammonia bunkering; Geothermal energy

ANNE-MARIE CAUSER | Editor EDITOR’S

DESK

Success means courage in innovation

We’re a race of innovators aren’t we? Or that’s what we’re led to believe. And that doesn’t matter which sector you work in.

Meanwhile, back in the real world, there is the bottom line to contend with, return on investment, risk assessment, customer expectation.

Where do you put your money in this risk adverse, inflation hit, post-Pandemic world?

Thankfully, the tough times we all live through don’t totally put paid to innovation, which is of course what we need to progress, not least as we move towards a carbon neutral world.

The marine industry may move more slowly in some respects, but we’re still a community of innovators.

In this issue we celebrate the breadth of new equipment that is coming onto the market, all of which aims to make our jobs more efficient, cost effective and carbon neutral.

Take some innovators in the UK at Harwich, which as a small port authority, was being crippled by maintenance dredging costs. They took the decision to develop new technology themselves to do the same job, without compromising the quality of the work.

We also look at the move to alternatively fuelled port equipment which is reaching new heights this year. What we’re seeing is the culmination of years of research and work across multiple sectors to bring the technology to market.

Take cleantech company CMB.TECH, which is able to bring together its expertise across many markets including automotive and transport. It’s moving ahead as a pioneer in hydrogen powered port equipment as examined in this issue.

Across the board, the energy mix is growing, as is the realisation that it’s not a one size fits all approach. What works to fuel the short sea market may not work for cruise and that may not work on the quayside.

Port operators are looking more to the medium to long term, buying equipment that immediately reduces costs and emissions, but in the longer term can accommodate greener fuels.

We’re also spending to accumulate, in our case on the infrastructure needed to accommodate this energy transition.

Australia’s Port of Newcastle is a good example. It’s leveraging economies of scale by co-locating hydrogen producers, users and exporters in one location, while sharing infrastructure to drive down the cost of the fuel itself. It’s a model which is already working well to produce hydrogen corridors in Europe.

By next year I expect we’ll be looking at a very different world again, but the challenge will not be in making the transition, it will be in keeping up with the pace. And we can help that by having the courage to innovate. Enjoy the issue.

EDITORIAL & CONTENT

Editor: Anne-Marie Causer editor@greenport.com

News Reporter: Rebecca Strong rstrong@mercatormedia.com

Correspondents

Dave MacIntyre, Australasia Shem Oirere, Africa Michele Witthaus, Cruise

Contributors

Pål Lande, DNV Eglė Mikalauskienė, WBE Isabelle Ryckbost, ESPO Hafsa Shafiq, PTR Inc

Jake Storey, Haven Dredging Company

Production David Blake, Paul Dunnington production@mercatormedia.com

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Cover image: Haven Dredging

By next year I expect we’ll be looking at a very different world again, but the challenge will not be in making the transition, it will be in keeping up with the pace

The Port of Rotterdam has deployed new digital solutions to monitor and reduce emissions and facilitate just-in-time port calls.

The role of ports in reducing emissions as a key part of decarbonising the maritime industry is becoming increasingly clear as doubt is cast on the effectiveness of other measures, such as slow-steaming.

Recent studies by shipbrokers Simpson Spence Young and maritime consultancy Clarksons have suggested that the benefits of slow-steaming may have been overestimated as a result of unrealistic assumptions around fuel consumption and ship speed.

Instead, the role of ports in hitting both their own and shipping’s emission reduction targets is beginning to be recognised.

A key part of this is the need for quality data to provide baseline levels and inform effective measures for emissions reduction.

To overcome this challenge, the Port of Rotterdam has employed PortXchange Synchronizer developed by PortXchange, a spinoff of the Port of Rotterdam, a digital solution which allows communication between all stakeholders in a port call, and facilitates just-intime arrivals.

Data from the port has shown a 20% reduction in CO2 emissions and a 15% decrease in NOx from shipping emissions.

BRIEFS

Klaipėda energy port

The Lithuanian port of Klaipėda is working with the methanol supplier Proman to transition into an “energy port”.

The two parties are working together to help the port achieve its aim of becoming an energy centre, not just a cargo, shipbuilding and repair base.

Proman will help the port in the planning, design and implementation of future methanol bunkering and the potential development of a methanol-to-power project for shore side power.

ROTTERDAM GOES DIGITAL TO CUT EMISSIONS

The port has also launched EmissionInsider, again developed by PortXchange, to monitor and analyse transport-related emissions. This has given the port greater visibility of emissions, allowing it to standardise reporting and identify areas with the best potential for decarbonisation.

VANCOUVER TO USE HYDROGEN TRUCKS TO DECARBONISE

Funding has been granted to the Canada’s Port of Vancouver to give a boost to efforts to support the use of hydrogen for decarbonisation.

The Provincial Government of British Columbia is providing CAN$4 million financial support for a project which will help ween B.C.’s port industries off carbon by introducing hydrogen fuel-cell powered trucks.

“We’re working to reduce emissions in B.C.’s commercial transport sector, which accounts for about 60% of transport emissions and 25% of total provincial emissions,” Josie Osborne, Minister of Energy, Mines and Low Carbon Innovation, told North Shore News.

“Hydrogen will be essential in helping B.C. make the transition to cleaner energy solutions as we work toward meeting legislated greenhouse gas reduction targets.”

Estonian solar farm

HHLA TK Estonia has reportedly built the largest solar park at the Port of Muuga – with plans for further expansion.

The first phase of the new solar power park has been installed on top of two warehouses and is already in operation. On sunny days, its energy production fully covers the power needs of two warehouses’ cooling and ventilation equipment, as well as a nearby workshop and an office.  Surplus energy is used elsewhere in the port.

Hydrogen focus

Ms Osborne announced the funding as part of a regional drive to see reduce greenhouse gas emissions by 110 kilotonnes per year.

The money will largely go to a pilot project demonstrating the first fleet of hydrogen trucks to operate across the Port of Vancouver.

Four yard trucks will be put to work at the BC Ferries terminal and Tidewater Container Services’ facility. One of two drayage trucks will be used to haul shipping containers by Harbourlink from Delta Port to a distribution centre.

The other will be used by HTEC, the North Vancouverbased hydrogen firm leading the project, to move hydrogen from its Metro Vancouver production plants to its growing network of filling stations around B.C.

Hull onshore power

Associated British Ports (ABP) plans to install onshore wind turbines to supply energy at the Port of Hull.

Plans are being developed to install two turbines at Hull (up to 12MW). Consultations were also held recently for proposals to have onshore wind turbines at the ports of Grimsby and Immingham.

The Humber ports are already known for their important contribution to the UK offshore wind industry.

The trucks will be prototypes outfitted with fuel-cell engines, electric drives and hydrogen storage tanks, designed and assembled by Kelowna’s Hexagon Purus.

These first two vehicles are expected to arrive by the end of the year with remaining four coming in 2024.

Valencia shore power

The Port of Valencia is planning an ad hoc electrical network to supply energy to ships at dock as the first stage of its electrification project.

The announcement was made at the opening of the ‘Electrification of Ports: Projects in Development’ event held on International Environment Day on 5 June.

The first shore-based power project at the port is slated to cost €11 million and will see the electrification of the Costa-MSC Transversal quay.

n The Port of Rotterdam is digitalising services to help reduce emissions

n The Port of Vancouver has been given a funding boost

Source: The Port of Rotterdam

Source: Port of Vancouver

NEW SOLAR FARMS AT PORTS OF STOCKHOLM

Ports of Stockholm is building six new rooftop solar systems, increasing the company’s production by 55%.

The collaboration will focus on exThe operator currently has five solar cell system installations with a total production capacity of 995 MWh per year. The expansion will see the number of solar cell systems increase to eleven, with a total production capacity of 1,545 MWh per year.

Rooftop solar panels at a Stockholm port

“Ports of Stockholm’s investment in solar electricity is fully aligned with our environmental goals,” said Jens Holm, chair of the board of Ports of Stockholm.

“This decision means that in future almost one-tenth of the electricity we use will be generated by our own solar cell

systems,” he added.

The new installations are planned for rooftops at Frihamnen port, Värtahamnen port and Port of Kapellskär. Construction work is expected to begin during the first half of 2024 with the system up and running by the summer.

Ports of Stockholm is aligned

Methanol supply

The fuel supplier Bunker One has launched its first methanol-ready bunker tanker in the strait between Denmark and Sweden allowing for lastmile refuelling of ships.

with the City of Stockholm’s ambition to be fossil fuel-free by 2040. The company previously set a goal to increase the proportion of solar electricity by 50% by 2026. According to the time plan for the new solar cell installations, this goal will be achieved two years early in 2024.

TAURANGA TAKES THE HYBRID APPROACH TO GETTING GREENER

New Zealand’s Port of Tauranga has ordered four new Kalmar hybrid straddle carriers to help achieve its carbon neutral ambitions.

The port has invested significant capital in recent years to enable it to process the largest container vessels, while staying true to reducing its emissions.

”We aim to be carbon-zero by 2050 and to reduce our emissions by 5% per year relative to cargo volumes,” said Dan Kneebone, Property & Infrastructure Manager, Port of Tauranga.

“To achieve this target we need to renew our fleet with eco-efficient equipment. We’ve had great success with our three existing hybrids, which are around 25% more fuel efficient than our diesel-electric fleet.”

Reliable choice

Tauranga purchased its first Kalmar straddle carriers back in 2000 and those machines are still fully functional after 22 years. It

also added to the fleet with three hybrid models purchased in 2020.

“As a loyal Kalmar customer of over 20 years, Kalmar is very pleased to continue our collaboration with the Port of Tauranga” said Allan M. Baker, sales director, Asia Pacific, Kalmar.

”Our hybrid straddle carriers, which can cut fuel consumption by up to 40% compared to equivalent diesel-powered machines, will have an important

role in helping the port both meet its tough carbon-reduction targets and fulfil its ambitious growth plans.”

The Port of Tauranga, located on New Zealand’s North Island, is the country’s largest container terminal and its premier freight gateway, handling around 25 million tonnes of cargo and 1.2 million teu a year.

Delivery of the new hybrid straddle carriers is scheduled for the last quarter of 2023.

With its new long-term charter of bunker tanker MT NORE, Bunker One said it will cater for future methanol bunkering in and around Scandinavian waters and the Northwest European region MT NORE is the fourth bunker tanker in Bunker One Sweden’s fleet.

Net-zero plan

The Detroit Wayne County Port Authority has begun a year-long project to reach net-zero carbon emissions for port activities by 2040.

With Tunley Engineering providing consultancy on emissions, the project will initially calculate baseline measurements of port activities with respect to greenhouse gas emissions and other harmful emissions such as particulates.

Activities in scope include shipping, loading/ unloading, indirect energy and drayage. Electrification will also be explored.

UK emissions

Hutchison Ports has set a target of 2035 for its three UK ports to achieve netzero for scope 1 and scope 2 emissions.

The global ports group operates the Port of Felixstowe, Harwich International and London Thamesport.

The Port of Felixstowe has recently commissioned two new 11Kv high voltage substations to serve the charging infrastructure for its conventional electric tractor fleet.

Each substation will enable 20 vehicles to be charged at any one time at the port’s Trinity Terminal.

n Rooftop solar panels at a Stockholm port

Source: Ports of Stockholm

n New Zealand’s Port of Tauranga has ordered four new Kalmar hybrid straddle carriers to help achieve its carbon neutral ambitions

Source: Geysers Power Company

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KALMAR CHARGES AHEAD WITH ELECTRIC EQUIPMENT ROLL-OUT

Kalmar is securing more orders on the back of the launch of its Charge Family range, which comprises of comprises battery technologies, charging solutions and software.

A significant order from long-term customer DP World for eight fully electric Kalmar straddle carriers with highenergy batteries will be put into operation at the London Gateway logistics hub.

“Our new high-energy battery technology has been developed in response to customer demand for a battery-based solution that is more closely aligned with their operating patterns,” said Mikko Mononen, vice president, sales management, horizontal transportation, Kalmar.

We have been working with DP World London Gateway for many years on solutions to help them improve efficiency and reduce the impact of their operations on the environment.”

Fully-electric

Kalmar equipment and automation solutions are at the core of DP World London operations at London Gateway, with the terminal operating 60 Kalmar automatic stacking cranes (ASCs) and 40 Kalmar straddle carriers.

The electric straddle carriers with high-energy batteries will be capable of operating for up to four hours. Furthermore, no major

Shift Clean Energy has partnered with NYK Trading and Keihin Dock to develop a fully-electric demonstration workboat to help the decarbonisation of port services.

The 9m workboat, which will showcase Shift’s energy storage system technology, will be used be Keihin Dock to transport customers to new vessels in build, assist tugboats as they dock, supplying small equipment as required.

Signing ceremony between Keihin Dock, Shift Clean Energy and NYK Trading

Paul Hughes, Shift’s president, said, “This project is a great example of collaboration between

changes are required to the yard infrastructure as the charging stations will be located in parking areas outside operational hotspots.

The straddle carriers will also be fitted with a standard CCS2 charging interface that is compatible with any commercial charging station. DP World will also install two Kalmar FastCharge charging stations in the yard area that can be used to top up the machines’ batteries during shifts.

Delivery of the new machines will take place in the second quarter of 2024.

Kalmar’s Straddle Carrier Charge Family meanwhile, was introduced to the market at this year’s TOC Europe, as the latest addition to its rapidly growing portfolio of fully electric equipment.

The Charge Family comprises

battery technologies, charging solutions and software to support operators of both manual and automated terminals with their transition towards decarbonised operations.

Kalmar said that feedback from customers has shown that there is not only a need for alternative charging solutions, but also for supporting software solutions that allow efficient use of electrified equipment and identify areas for improvement through monitoring and data analysis.

So, the Electric Straddle Carrier Charge Family, enables Kalmar customers to choose the path to electrification that best fits their operational and strategic business needs.

Kalmar also recently introduced a new range of sustainability options for its eco-efficient electric reachstacker.

Customers now have the option of having their electric reachstacker constructed with 47% SSAB Zero steel, which is made from recycled steel and produced using fossil-free electricity and biogas.

Customers also now have the option to replace standard oil with PANOLIN biodegradable hydraulic oil and extend tire lifetime through eco driver training and a tire pressure monitoring system.

SHIFT TO POWER NEW ELECTRIC WORKBOAT

in this exciting venture.”

Shift’s ESS uses just 123kW of fully power the zero-emission workboat, reducing fuel and maintenance costs whilst improving reliability and safety of operations.

Methanol tug

Damen Shipyards and Boluda Towage have teamed up to launch the first newbuild methanolfuelled tug in Europe. The two are now working together to identify the best potential harbour, work which will have repercussions for how ports approach their infrastructure planning for the coming increase in alternative fuels.

The proposed tug - the RSD-E Tug 2513 – will be a completely new Damen design and the company reports it expects a number to be available in 2024/25.

Hydrogen tractor

Hyster has given a first glimpse of the zeroemission terminal tractor it’s developing with Capacity Trucks for Hamburger Hafen und Logistik AG (HHLA).

The machine is powered by Nuvera hydrogen fuel cells and run on hydrogen fuel produced locally at the HHLA Hamburg Green Hydrogen Hub.

Hyster is also currently testing the first real-world pilot of a hydrogen fuel cell-powered container handler at the Port of Los Angeles.

Fuel partners

Wärtsilä and the Maritime and Port Authority of Singapore (MPA) are collaborating to introduce the next generation of renewable fuels.

industry leaders to drive sustainable innovation forward. We are thrilled to be demonstrating the power of electrification, and we thank our partners NYK Trading and Keihin Dock for their support

Shinji Umehara, director, senior managing executive officer, NYK Trading said: “The Shift battery system for the Keihin Dock EV boat is our company’ s first domestic project, and we consider it a highly important project for future domestic sales promotion as well.”

Under a new MoU, the partners will explore renewable fuel technologies and seek partnerships with various stakeholders to develop new green fuel safety concepts going forward. The parties will also seek to make port operations more efficient through developing reliable, secure and cost-effective data exchanges.

n Kalmar has received a significant order from DP World for eight fully electric Kalmar straddle carriers

Source:

UNLOCKING THE POTENTIAL OF EMISSIONS MANAGEMENT

There is much potential for emissions management in the maritime industry, writes Pål Lande, principal consultant at DNV

n DNV has launched Emissions Connect, an innovative platform designed to transform the way emissions data is managed Credit:

The shipping industry is experiencing a transformative period as it confronts the pressing challenges of greenhouse gas (GHG) emissions and climate change. After years of relative inaction, maritime stakeholders are now intensifying their efforts to embrace decarbonisation.

The industry has seen several regulatory measures being introduced by the International Maritime Organization (IMO) and other bodies in recent years. It is therefore crucial that tools are created to facilitate the smooth adoption of new regulations and help the entire maritime industry to achieve its decarbonisation goals with minimal fuss.

Recognising this imperative, DNV has launched Emissions Connect, an innovative platform designed to transform the way emissions data is managed. This service offers a holistic approach to data handling, providing an integrated solution to streamline compliance, enhancing informed decision-making and supporting collaborative efforts across the industry.

Regulatory changes

Regulatory changes have surged forward, reminiscent of London buses arriving all at once after a period of inactivity. In 2023 alone, the IMO has introduced new carbon reduction regulations, including the carbon intensity indicator (CII), the energy efficiency design index (EEXI), and the ship energy efficiency management plan (SEMP III). These regulations aim to drive a 40% reduction in the carbon intensity of ships by 2030.

Carbon pricing has also become increasingly significant in the industry’s decarbonisation agenda, led by the European Union (EU). The EU has reached an agreement to include shipping in the EU emissions trading system (ETS), expected to take effect in 2024.

Moreover, the IMO is poised to make progress on its own carbon pricing scheme, likely through a bunker levy, at the

upcoming MEPC 80 meeting in July. However, full implementation of the scheme may not occur until 2027 or 2028, pending agreement on the finer details.

In 2025, the EU’s FuelEU Maritime regulation will come into effect, setting greenhouse gas (GHG) emission intensity requirements for energy used on board ships. This regulation compels the maritime industry to comprehensively assess shipping emissions from the entire supply chain, moving away from the limited “tank-to-wake” approach.

Emissions management

The emergence of these new regulations, particularly the CII and the EU ETS, highlights the growing importance of emissions management. The CII rating measures how efficiently a vessel transports goods or passengers while the EU ETS will require the Document of Compliance (DoC) holder - typically the ship manager - to surrender EU Allowances (EUAs) based on the annual level of emissions.

Compliance with these regulations necessitates accurate and reliable data collection, management and sharing. Additionally, the entire maritime value chain increasingly needs accurate data and control over emissions performance.

As a result, DNV launched Emissions Connect. The data verification engine and data management platform offer a range of valuable features to enhance emissions management.

Standing out from the crowd

What sets Emissions Connect apart is its inclusive and collaborative approach. Unlike conventional monitoring systems, this platform caters to all key maritime players, from ship managers and owners to operators, charterers and cargo owners.

By bridging the gap between data generation and consumption, Emissions Connect ensures the seamless flow

DNV GL

of verified data across the value chain, promoting trust and enhancing decision-making for all stakeholders.

Built on DNV’s Veracity Workbench, Emissions Connect offers valuable features for emissions management in the maritime industry. It provides a high-quality emissions data baseline with digitally verified operational vessel data (OVD) reports and automated quality feedback. Verified voyage statements serve as a trusted basis for emissions accounting and facilitate ETS allowance settlement.

The platform also enables emissions performance simulation and allows for full control and industry collaboration on a reliable data platform.

This empowers shipowners to make informed decisions about future operations, understanding the emissions impact and its financial implications.

Foundational philosophy

A core aspect of what makes Emissions Connect unique lies in its foundational philosophy. This is not a silo-based software product. Instead, connectivity and partnerships are its beating heart, allowing everyone to work on the same data without the need to replace existing systems. This critical attribute encourages widespread adoption, fostering an inclusive digital environment where data is easily accessed and shared.

Sharing of data can go beyond just regulatory compliance. High-quality emissions data, which is provided by shipowners and verified by DNV, can be accessed by customers, and used for the settlement of transactions, and exporting and secure sharing with partners and third parties, including banks and other institutions adhering to green financial schemes such as the Poseidon Principles.

Advantages for the ports and terminals sector

Although not the primary customer base, ports and terminals can also derive significant value from Emissions Connect. The platform provides these stakeholders with access to upto-date and reliable data on the emissions performance of incoming and outgoing vessels.

Such information plays a crucial role in assessing the emissions footprint of maritime activities within their facilities. This supports reporting requirements, aids in the measurement of ESG targets, and assists in planning future actions to reduce overall emissions.

By utilising the verified, up-to-date emissions data provided by the platform, ports can create data-driven strategies, enact effective green policies and potentially

‘‘

What sets Emissions Connect apart is its inclusive and collaborative approach. Unlike conventional monitoring systems, this platform caters to

maritime players,

ship managers and owners to operators, charterers and cargo owners

incentivise cleaner vessels. Furthermore, the platform could aid in the establishment of green corridors, contributing to broader sustainability goals.

While Emissions Connect is a fresh player in the market, and specific testimonials from ports and terminals are still forthcoming, there is anticipation that this tool will feature prominently in the sustainability narratives of ports and terminals soon. As these success stories unfold, DNV looks forward to sharing them with the maritime community.

The future for ports

As the maritime industry embraces stricter emissions targets, collaboration, transparency and data-driven decision-making become paramount. Tools like Emissions Connect empower ports and terminals to actively contribute to the global sustainability conversation. By utilizing accurate data to make strategic decisions, the port sector can leverage the ongoing digital transformation to achieve sustainable maritime operations.

Emissions Connect represents more than just an emissions data management tool, it embodies a comprehensive solution that benefits stakeholders throughout the maritime value chain. Collaboration and transparency are essential as we navigate the journey towards a cleaner, greener industry. The platform’s ability to integrate with existing systems and foster partnerships positions it as a catalyst for revolutionising emissions data management.

Although the path to a sustainable maritime industry is challenging and uncertain, tools like Emissions Connect will play a crucial role in keeping us on track. With its transformative capabilities, the platform promises to drive the industry towards a future marked by transparency, connectivity and trust in emissions data.

n What sets Emissions Connect apart is its inclusive and collaborative approachwhich caters to all key maritime players, including ports

all key

from

EMBRACING THE OPPORTUNITIES IN SHORT SEA SHIPPING

The changing market should be embraced along with the decarbonisation lessons learned over the last few years in order for the shortsea shipping sector to thrive

That was one of the take home messages from the 2023 Coastlink conference, which was held in May this year at Peel Ports Port of Liverpool.

It’s unsurprising that the main focus was on decarbonisation given that the pressure to decarbonise comes not only from current and future regulation but also from across the global supply chain – including industry, business, customers and end consumers.

”The industry is under huge pressure,” said Maurice Delattre, Area Manager, Port of Amsterdam International.

Amsterdam has been under extreme pressure to speed up its shift over from fossil fuel and transition to alternative fuels. The port has big ambitions to become a hub for alternative energy production, with 80 hectares earmarked for the development of bio/synthetic fuel and the circular economy,

“Why are we focusing on these activities? Because the key characteristics of our region mean an urgency to accelerate the energy transition,” he said.

Intermodal focus

This being Coastlink, there was also a focus on the intermodal transport networks through the ports that support the sector.

During his session, Geoff Lippitt, group commercial and strategy director, PD Ports, analysed how intermodal, shortsea shipping, ro-ro, lolo and last-mile delivery road

haulage can create resilience and improve capacity for ports and operators.

“The problems of tomorrow have to be dealt with well in advance of them being on your immediate horizon. Ports are about coping with change. In the last 50 years, Teesport has seen the rise and fall of oil – exploration, oil from the North Sea and decommissioning; the rise and fall of steel, twice;

offshore wind; the chemical industry fragmented; and the rise of container business, all as a result of the UK changing its markets.”

And he said, contrary to popular belief, these changes were not affected by Covid or Brexit but by market and global economic factors.

Rail was highlighted as a good way that a port can become

n The 2023 Coastlink conference was held in May this year at Peel Ports Port of Liverpool

The panel sessions were lively, especially surrounding the question whether government should mandate that goods only be delivered from their local regional hub port

Credit: Coastlink 2023

more competitive.

Justin Atkin, UK & Ireland Rep for the Port of AntwerpBruges, told delegates that every berth at Antwerp is rail connected.

The other key focus is on inland waterway freight, with Antwerp-Bruges handling 230 weekly container barges to more than 90 destinations in six countries.

The panel sessions at the conference prompted some lively debate, especially surrounding the question whether government should mandate that goods only be delivered from their local regional hub port, making better use of transshipment.

The consensus was that though sometimes deregulation is good when government takes a relatively hands-off approach.

But government could do better though when it comes to the role of ports in regional economies and how you facilitate that. Port connectivity is a key area, which the government could do more around, for example.

Stephen Carr, Peel Ports Group Commercial Director, Stephen said that What the government should do is tax those elements of transport that are not socially good. ”A way of nudging the market to a solution instead of forcing the market to a solution.”

It was mooted that in the end the EU and the UK will end up adding carbon costs to the supply chain. That is why the industry should be making the effort to make the first and last mile more efficient, by taking the long haul on to rail and coastal shipping.

FROM THE PORT’S PERSPECTIVE

One of the stand out sessions from the first day was by Michael Rosenkilde Lind, senior commercial manager, Port of Aalborg.

In his session called ’Building a case for a greener transport alternative for smaller cargo volumes – Short Sea Shipping and intermodal cargo flow’, he was brutally honest about how it has been for his port entering the ro-ro business, a new segment for Aalborg.

”We want to be really honest about our findings and what we’re looking into and also about the issues we’re having opening this new route from Aalborg,” said Mr Rosenkilde Lind.

Aalborg is the biggest inland port and the third largest port in Denmark. It stretches out over 4.1m sq metres, so there is plenty of space to offer the new service. It’s also well connected to other ports in Norway and Sweden by ferries and it has a good rail connection into Europe.

Over the last few years the port has seen a gap in the ro-ro market grow and develop providing an oportunity for it to become a connecting port through and into Europe.

The port already has the terminals available and the right infrastructure, it also has the grants in place to set up a ro-ro service.

But now it just needs the confidence of the marketnamely the shippers and the forwarders, to establish the new shortsea cargo route.

The challenge has been tryng to de-risk the route with the shipping lines who want a guarantee on investment. This is normally achieved by large production companies coming onboard with guaranteed volumes and time periods.

But in Aalborg, although there are multiple production companies, they are smaller ones, who cannot guarantee shipping volumes and put everything on bulk carriers. Plus, sometimes the shippers want to do what the forwarders are doing so there is a competition element involved. This is also true of road transport, with the highway sitting right next to the terminals.

All is not lost though. Mr Rosenkilde Lind said that everything is working in the port’s favour to establish the new route going forward.

“Everyone is looking for the next green solution,” he said. ”The government is really pressing manufacturers to choose greener solutions.”

Aalborg is also a partner in the EU Aegis project which

sees it conducting regular analysis of its costs, ship movements, ro-ro and cargo streams.

The port has years of experience in analysing its cargo streams and has been using digitalisation to create interactive cargo flow maps which it can then use to create a business case to the shipping lines.

“The maps have shown us that there is a lot of market potential in the ro-ro market, but it is local,” he said. The main potential lies in Denmark, Sweden and Norway.

But the maps have also revealed that the biggest challenge will be getting boxes off the roads.But even this is swinging in the ports favour as most of the bridges between the major islands are toll roads and these costs are rising.

Added to this, there is the continued difficulty of getting lorry drivers and ever increasing pressure on manufacturers to lower their emissions, especially when they use third party logistics firms.

“The cargo flow and infrastructure is already there so the project doesn’t require much investment from the port and forwarder side. But the big job is to convince all the parties involved of the benefits in setting up the route.”

”We’re willing to take the calculated risk to set up this route, we just need a shipping line to take that calculated risk with us,” said Mr Rosenkilde Lind.

n Aalborg has been busy building a case for a ro-ro route for smaller cargo volumes

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NEWCASTLE ACCELERATES PUSH TOWARDS CLEAN ENERGY

Australia’s Port of Newcastle has further increased its commitment to clean energy by joining the Platform Zero Global Partnership for Hydrogen Innovation, writes Dave

Craig Carmody, CEO and Simon Byrnes, CCO, signed a Memorandum of Understanding to join the collaborative global partnership for hydrogen innovation during the World Hydrogen Summit in the Netherlands.

“This partnership is another milestone of our diversification strategy. It puts Port of Newcastle at the table alongside likeminded global leaders in the sector, enabling us to work together to develop and scale innovative hydrogen technologies and overcome key bottlenecks to enable the hydrogen and clean energy transition and trade pathways,” says Mr Carmody.

Hydrogen transition

Newcastle is the only Australian port represented in the partnership, which seeks to accelerate the transition towards renewable energy.

Mr Carmody said the benefits of this virtual global innovation hub will be exponential, allowing Newcastle and its surrounding region to learn from international ports, researchers and clean energy producers.

As a finalist at the World Hydrogen 2023 Awards in the Port of the Future Award category, and being the designated hydrogen hub for the Australian state of New South Wales, Newcastle is looking to develop infrastructure to support storage, transportation and scaling of innovative hydrogen technologies that enable the clean energy transition.

MacIntyre

In May, Newcastle unveiled its blueprint for the Port of the Future, releasing artist’s impressions of Stage 1 of its future Clean Energy Precinct site.

A 220-hectare parcel of port land has been earmarked for development to position Newcastle and the Hunter Region as a leading production, storage and export hub for future clean energy products and technologies, including hydrogen and green ammonia.

The Clean Energy Precinct will leverage economies of scale by co-locating hydrogen producers, users and exporters in one location, while common-user shared infrastructure will drive down the cost of hydrogen.

Port infrastructure

Stage 1 of the project will comprise establishment of lead-in infrastructure including ancillary and civil works such as site buildings, offices and administration facilities, internal roads, car parking, warehousing, laydown areas, storage yards, staging areas and a clean energy storage facility with associated pipelines.

Electrical infrastructure will include grid connections, transmission infrastructure, a substation and switchyard. Water and wastewater infrastructure will include network connections and supply corridors.

Construction is targeted to commence in 2025, subject to relevant planning approvals, with the port aiming to have the Clean Energy Precinct fully operational in 2028.

Newcastle has worked for over two years to accelerate plans for hydrogen readiness, domestic decarbonisation and clean energy export. The Clean Energy Precinct is a cornerstone of that diversification strategy and is seen as a once-in-a-generation opportunity to reshape the Hunter region’s energy economy and drive the development of new trade flows and industries of the future.

“Through the Clean Energy Precinct, Port of Newcastle will support all hydrogen, and clean energy projects in the Hunter by providing land, utilities, storage, transport and export infrastructure and services – in turn generating over 5800 jobs, new educational pathways and expanded economic growth,” Mr Carmody says.

Minister for the Hunter and NSW MP for Newcastle, Tim Crakanthorp, says the benefits of the port’s Clean Energy Precinct for the region cannot be understated.

“The Hunter’s economy is changing, and the opportunities in this Clean Energy Precinct will be massive. As we diversify our skills, business and jobs market, the benefits of this precinct will be felt all across the Hunter.”

The landmark project has received a A$100-million Federal Government funding commitment.

n Artist’s impressions of Newcastle’s planned Clean Energy Precinct (CEP)

Newcastle has worked for over two years to accelerate plans for hydrogen readiness, domestic decarbonisation and clean energy export

Credit: Port of Newcastle

NAVIGATING THE COMPLEXITIES OF VESSEL CHARGING

The industry is transforming to meet the growing demand for emissions reduction. One significant advancement is shore power, writes Hafsa

In the past, ships lacked the necessary electrical infrastructure to utilise shore power, but this trend is shifting.

Nowadays, an increasing number of new ships are being equipped with shore power connections and older vessels are being retrofitted with this technology.

Additionally, with advancements in energy storage and power electronics, batteries are emerging as alternative maritime fuels, much like electric vehicles.

However, the widespread adoption of these solutions faces challenges such as the need for standardised approaches and suitable business models.

Strengths

The use of shore power offers consistent environmental benefits in terms of air pollution, surpassing regulatory requirements and alternative solutions.

By way of example, an analysis based on China’s Dalian Port revealed potential environmental benefits amounting to $128 million by implementing shore power facilities. If all ships adopted shore power in China, it could lead to substantial reductions in SO2, NOx, and CO2 emissions, improving air quality.

However, there are still challenges to address in the use of shore power, such as potential ship delays that can increase carbon emissions due to increased ship speed.

Nevertheless, it is believed that operational improvements and technological advancements can mitigate these shortcomings in a short period of time.

Challenges

At the national level, secure financing options and financial support are crucial, with standards playing a role in facilitating financing.

The main financial challenge for both charging station owners and vessel owners/operators arises from the substantial investment costs associated with electrical infrastructure.

Many emphasise the need for financial support or cost sharing to address these challenges. Some examples include ferries receiving funding for a portion of their costs and companies sharing the establishment costs of required grids.

Retrofitting existing vessels is more expensive than integrating equipment in newbuilds, but vessel lifespans pose additional considerations.

There is uncertainty regarding electricity prices versus fuel prices which complicates return on investment calculations for battery-propelled vessels.

Determining who should bear the costs of individual projects also remains unclear.

At the national level, challenges include power availability, ownership of charging infrastructure, unclear responsibilities, irregular usage and station availability.

On an individual project level, challenges arise from interaction with others, the risk of vandalism and the need for customised solutions.

The fundamental question of who owns the charging

Shafiq, analyst, PTR Inc

stations, how investment costs are distributed, and achieving profitability remains.

Discussions have also highlighted several challenges related to regulations.

Power availability and responsibility for providing infrastructure have been emphasised as crucial issues. Ports face limitations in recouping costs for charging infrastructure due to restrictions on charging extra for electricity.

The technology aspect also presents several challenges, many of which are international in nature and require attention at a global level.

Key challenges include issues related to the charging interface, such as water level considerations, galvanic corrosion risks, lack of standards, time limitations at the berth, offshore charging requirements and the need for safe handling.

The lack of standards, especially for DC charging in the marine context, is a significant technical challenge. Existing standards provide limited guidance on charging station properties and compatibility at different ports, leaving infrastructure decisions to investors and system providers.

Having standards that specify solutions would be beneficial in overcoming these technical challenges.

Tackling standardisation

The lack of consistent charging standards at a global level can be attributed to the diverse range of battery sizes and power needs associated with charging these vessels. This variation presents a challenge in developing standardised charging protocols for the maritime sector.

The existing technical standards for shore charging equipment in the marine context do not adequately address important issues. These issues, such as the lack of marine certification for the charging standard CCS-2, the absence of standards for marine DC charging and mooring, must be considered by international standard committees.

Limited knowledge exists regarding the design of earthing connections and galvanic corrosion protection for electric

n An increasing number of ships are being equipped with shore power connections

Credit: PTR Inc

DC supply, which may result in significant costs for charging station and ship owners.

A joint working group, including organisations like IEC, ISO, IEEE, ABB and port authorities, is currently developing standards for shore connections, particularly for DC charging, to ensure interoperability between ports. However, the process is slow and it may take several years to establish a new standard, with limitations on adopting proprietary connectors into international standards.

Achieving global standardization for shore-to-ship power charging demands a harmonious effort and synchronization among diverse stakeholders.

One example of the type of collaboration needed is the HYPOBATT (Hyper powered vessel battery charging system) initiative, which is a collaborative European project that brings together 18 key players in the maritime sector.

The project focuses on developing a fast-charging system for ships and demonstrating its effectiveness at selected locations. The initial focus is on electrifying the ferry service between Norddeich and Norderney in North Germany.

Additionally, the project seeks to standardise the fastcharging system for ferries and develop new business models for battery-powered boats, with the goal of making electric ferry operations safer, faster, and more sustainable in other locations in the future.

Spanning 42 months and receiving €9.35 million of funding under the HORIZON 2020 initiative, this project represents a significant step towards advancing the electrification of ships across Europe.

Overcoming capacity and grid problems

In the pursuit of efficient shore power systems, various alternatives have been explored beyond the conventional direct connection to the port’s grid. These alternatives include in-port battery storage, hydrogen energy storage with subsequent conversion to electrical energy, methanol energy storage with conversion to electrical energy and the utilisation of diesel, HVO, or DME as in-port energy storage with subsequent conversion to electrical energy.

The effectiveness and sustainability of these alternative systems are heavily influenced by the specific methods employed to deliver and store the energy resources at the port, ensuring their readiness for use. Both economic considerations

and environmental performance play crucial roles in determining the viability of these shore power solutions.

To address the challenges of fluctuating energy supply and ensure stable and cost-effective electricity provision, an effective solution lies in the establishment of a microgrid within the port premises. By integrating renewable energy sources, such as solar panels or tidal power, with energy storage systems, the port can effectively manage the variability in energy production and consumption.

This approach not only allows for greater control over electricity prices but also enhances the port’s resilience by providing a reliable and sustainable source of power. This is particularly useful as the world switches to electricity and the demand for electricity rises exponentially.

By approaching the implementation of shore-to-ship power with meticulous planning and strategic foresight, the challenges associated with this transition can be effectively surmounted.

Future outlook

In the realm of port operations, electrification stands as a pivotal force, intertwining with the rising tide of alternative fuels. Its role is multifaceted, encompassing the provision of hybrid solutions, facilitating infrastructure compatibility, bridging the transitional phase, fostering energy diversity and securing a sustainable path forward.

PTR Inc recognises the indispensability of both electrification and alternative fuels as interconnected elements within the maritime industry’s energy transition.

Their harmonious interplay contributes not only to the curtailment of emissions but also to the enhancement of air quality, forging a path towards a future characterised by sustainability and resiliency.

Case study: Port of Barcelona

The ‘Nexigen, Quality for the Air, Quality for the Port’ project aims to enhance the air quality in Barcelona’s port and city, staying true to its name.

This will be accomplished by implementing Onshore Power Supply (OPS) technology, establishing an electrical connection between the quay and the docked ships. Through this connection, ships

will be able to switch off their auxiliary engines while berthed, significantly reducing the emission of NOx and CO2 by 38%.

To make this vision a reality, the electrification of the docks is imperative. This intricate process entails various infrastructural components, including the provision of 100% renewable energy from an electrical substation through a 220 kV

high voltage line. Additionally, the installation of 240 kilometres of underground cables and the construction of 20.5 kilometres of pipes from the substation to the docks are necessary.

By electrifying the docks, the Port of Barcelona is taking a crucial step towards achieving its more ambitious objective, to become a climate-neutral port by 2050.

n European ports successfully offering shore power connections

In the realm of port operations, electrification stands as a pivotal force, intertwining with the rising tide of alternative fuels

PUSHING THE BOUNDARIES IN CLEANER WATERWAYS

GreenPort delves into why a new electric pusher vessel could help change the face of the inland waterways sector

Last year, Western Baltic Engineering (WBE) went into partnership to develop its electric ‘pusher’ vessel with AYK Energy.

The design partnership came at the same time as the EU was ramping up pressure on member states to shift cargo from road to eco-friendly vessels on Europe’s extensive inland waterways network.

WBE has big ambitions to supercharge the company’s drive to roll out different models of its Electric Eel vessel for use on Europe’s inland waterways and other major markets like the United States.

“The change cannot come a moment too soon,” says Eglė Mikalauskienė, head of sales & marketing, WBE.

“Eurostat statistics show that the inland waterways fleet is very old. For example, the Danube river cargo vessels fleet age was mostly built between 1981 and 1990. So, reducing the emission in the inland waterway industry is a must, whatever measures are taken.”

Ms Mikalauskienė points to other figures which show that there is a fleet of 332 diesel pushers on the Danube alone pushing more than 2000 non-propelled barges.

WBE has estimated that each of these vessels is emitting 196,317 KGs Tank To Wheel (TTW) of CO2, per navigation, while its electric pusher design emits zero CO2.

The waterways market is a ready one for electrification. Containerised solutions are particularly well suited to pusher boats because they negate the need for charging stations along the route and this type of battery powered technology has already been tried and tested across multiple sectors.

Clever and unique

So, what is unique about the Electric Eel, what does it do that others can’t that are already out there on the market?

One of the key features of the Electric Eel is its hull. We’ve all seen that water levels are at an all time low across Europe’s inland waterways. So, the fact that pusher boat has a shallow draft and comes in three versions at 1.26m / 2.5m / 2.6m makes it tailor-made to the sector.

The vessel has a modular battery solution, meaning the batteries can be easily swapped and the vessel doesn’t have to be berthed while the batteries are charged.

This solution also does not require any new or modifications to quayside infrastructure. As long as there is a crane available that can swap out the batteries, the boat can operate.

WBE’s Electric Eel vessel can operate at a range of 300km before needing to stop.

The 26m long vessel is powered by three DNV approved AYK made batteries with a combined weight of 74 tonnes, two held in teu containers on deck which can be replaced via crane at harbour and one permanent battery below deck which can be charged at quayside.

The vessel has a pushing capacity of 2000 tonnes and a top speed of 22Km/h downstream at 85% engine load. The electric batteries create an engine power of 500 HP/400 KW compared to a diesel equivalent which has 1000 HP/800 KW.

These deck mounted, container-based battery packs can be switched out with H2 fuelcells and tanks to provide a modular, future-proofed propulsion system.

A shortened version (20 m) has been developed for river use where manoevrability is key. This version is equipped with up to four battery containers to maximise range and pushing capacity. Carrying a crew of three, it features a telescopic wheelhouse and a methanol auxiliary engine for Safe Return to Port operation.

It also features a a 5kw wind turbine to provide power for non-essential systems.

There is also a 26m EE pusher/tug 26m specially designed for tidal estuaries. With capacity for 4 20’ battery containers, it has the power to push or pull two 1600 t barges for up to 375 km. Its 2.6 m draft ensures stability in strong tidal currents.

It carries a crew of four, and like the original Electric Eel, offers a future proof solution, easily adapting to H2 fuel cells or alternative, containerised power sources.

Captive market

WBE is currently working toward attracting the attention of pusher boat and barge operators in the Rhein river and Danube river basins.

“Cargo handling activity is very active in these regions and therefore we hope that EU legislation will soon give these owners bigger opportunities to replace their existing fleets,” says Ms Mikalauskienė

She says that figures from the Lithuanian Inland Waterways authority show that one pusher boat pushing a 2000 tonnes (90 teu) barge would give a saving of 5580t of CO2 and could replace 10,000 trucks per year.

“WBE strongly believes that decarbonising Europe’s inland waterways would contribute not only to CO2 emissions, but to populations wellbeing in general. All of the rivers are part of our cities, so the less ships pollute, the healthier environment we live in,” says Ms Mikalauskienė.

“The more such vessels operate, the bigger the battery supply and swap market becomes. The bigger the latter market becomes, the more shipowners will invest in newbuilds and scrap the vessels that are polluting the most.”

n Western Baltic Engineering (WBE) has gone into partnership to develop its electric pusher vessel.

OCT 2023 Lisbon Portugal

Port of Lisbon, Lisbon • Portugal

Host Port:

Conference Programme

Balancing environmental challenges with economic demands

Sponsored by:

Supported by:

Balancing Environmental Considerations with Economic Demands. The world’s leading conference on sustainable environmental practice comes to Lisbon.

Join us for two days of conference presentations and learn from the foremost experts in environmental technologies

visit: greenport.com/congress contact: +44 1329 825335 email: congress@greenport.com

Media Partners:

Tuesday 17th October 2023

Welcome Reception - Hosted by the Port of Lisbon

DAY ONE - Wednesday 18 October 2023

08:30 Coffee and registration

09:30 Opening by Chairman/Moderator

Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK

09:40 Welcome Address by Port of Lisbon

Keynote Panel

10:00 Climate Change: Energy efficiency, GHG emissions reduction & adaptation

-11:10 The risks to Ports, Shipping & the Logistics from climate change are increasing. This panel will discuss options available to combat these risks hearing from ports, shippers, and companies across the maritime industry. Confirmed panellists include Isabelle Ryckbost, Secretary General , ESPO; Nicolette van der Jagt, Director General, CLECAT; Isabel Moura Ramos, Executive Board Member, Port of Lisbon Authority

11:10 Coffee & Networking

11:30 Going Green: How can a Cruise Terminal be more sustainable

Duarte Morais Cabral, General Manager, Lisbon Cruise Port

11:45 Opportunities, Risks & Threats regarding “Cold Ironing” in Ports - “The case of Heraklion Port”

Minas Papadakis, CEO, Heraklion Port Authority

Cold ironing is the major way that ports can contribute to reducing shipping’s emissions. The administration of Heraklion Port has set the green transition as our top priority. The European program the “Electriport” was the result of our efforts towards a greener and sustainable port.

12:00

Shore-to-Ship Connection at Cruises and Cargo Terminals of the Lisbon Port

Armando Santos, Global Partner - Client Manager - Energy and Industry, Quadrante

11:30 The Port of Helsinki - A carbon-neutral port Andreas Slotte, Head of Sustainable Development, Port of Helsinki

11.45 Miguel Matias, CEO, KEME Energy, Lda

12.00 Carbon Capture in the green transitionPorts as the entry to make CCUS/CCS & transport feasible

Ralph Guldberg Bjørndal, Senior Chief Project Manager, Ports, Marine & Coastal, Ramboll Ramboll is conducting a pre-feasibility study, outlining how carbon capture facilities can be implemented, and how port facilities shall be established to support the shipping of CO2 to the final storage destination. Various shipping options are considered, together with an assessment of how the expected CO2 Hub system might evolve.

12:15

Transforming Cruise Infrastructure: Global Ports Holding’s Expansion while Developing Future-Ready CruisePorts

Stephen Xuereb, COO, Global Ports Holding

Discover Global Ports Holding’s (GPH) remarkable expansion in transforming cruise infrastructure and its commitment to developing future-ready ports. With a global network of 27 ports across 14 countries, GPH brings together years of experience, operational expertise, and collaboration to revolutionize the cruise industry. Join this session to gain valuable insights into GPH’s expansion and its strategies for developing future-ready cruise ports in shaping the cruise infrastructure of tomorrow.

12:30

Question & Answer Session

12:30

Question & Answer Session

12:45 Lunch & Networking

Session 1.1: Cruise Infrastructure Development

Session 1.2: Carbon Neutral Ports

Shore Power

14:10 Port of Toulon - utilizing energy storage

Luca Imperiali di Francavilla, Global Product Manager, ABB

The use of renewable energy sources at ports supports the Shore Connection when ships are connecting to it. We believe different shore connection applications will ultimately play a big role in decarbonizing the marine and ports industries. ABB will present to the audience a case example of Port of Toulon, one of ABB’s project deliveries, which is utilizing energy storage as part of shore connection.

14:25 What kind of options do ports have in their carbon neutrality journey?

Laurent Dupuis, VP Global Product Manager

Ports & Maritime, Cavotec

In this presentation, Cavotec will compare the emissions reduction potential of different solutions for several ports and terminal types (cruise, ferries, container) to shed some light on how ports can create the best journey towards carbon neutrality.

14:40 Reliability and availability return of experience, from years of power conversion in Vessel Electrical Conversion systems, and Oil and Gas systems.

Alex Lagarde. Conversion’s Energy Conversion Expert & Business Development Manager, GE Vernova

This presentation will explore reliability aspects of large power converter (range between 5MVA and 20MVA), based on more than 30 years of return of experience on critical electrical systems.

14:55 OPS and the strategic challenges for a port authority, the case of the sea cruise in Port of Amsterdam

Jan Egbertsen, Manager Innovation, Port of Amsterdam

OPS is in the clean shipping strategy of Port of Amsterdam one of the three pillars. The other pillars are the development of clean fuels in the shipping industry ad IT. Port of Amsterdam has already invested in OPS for barges and river cruises in the city area and is now building an OPS installation for the sea cruise terminal of Amsterdam. The development of OPS in a port asks for a close cooperation between the relevant terminals and the port authority.

15:10 Questions & Answers

15:30 Coffee & Networking

2.2 – Infrastructure Development for Ports

14:10 Bruno Vale, General Manager, YILPORT LISCONT

14:25 Energy Recovery & Storage for Ports –Where Energy Supply Meets Demand

Justin Hollingsworth, Business Development Manager, TMEIC

Energy storage systems (ESS) are a great asset when transitioning to renewable energy sources, and they also play a role in strengthening and managing demand on a local grid. This presentation will consider the benefits of ESS within a port and the use cases of distributed energy recovery and centralized energy storage.

14:40 H2PORTS Project: A First Operational Experience Using Hydrogen Powered Machinery at A Port Terminal

Aurelio Lazaro, R&D Engineer, Environmental Sustainability and Energy Transition, Fundación Valenciaport

This work will present the outcomes of the project that will include not only the feedback from this real operation experience but also the lessons learned during it development phase and the analysis of crosscutting aspects of the project such as legislation, replicability, market uptake and human awareness related with the use of hydrogen at ports.

14:55 Decarbonising terminal operations: Reaching a tipping point in battery-electric container handling equipment

Sahar Rashidbeigi, Head of Decarbonisation, APM Terminals

The global shipping industry needs to decarbonise container handling equipment (CHE) to meet emission reduction targets, address demand from customers, and deliver social benefits. Battery-electric CHE is the preferred option, but is still an early-stage market and needs action to reach a tipping point on affordability, attractiveness, and accessibility. This presentation will share which actions are needed for large-scale roll-out of decarbonised CHE.

15:10 - Question & Answers

Session

3.1 Port Endeavour Session 3.2 ESG - Environmental, Social and Corporate Governance Workshop

15:50 Faciliator: Antonis Michail, Technical Director, International Association of Ports and Harbors (IAPH)

Port Endeavor draws on real life examples from the 200+ strong IAPH World Ports Sustainability Program (WPSP) database of projects and best practices on how ports integrate the UN Sustainable Development Goals (UN SDGs) into their business models and operations. The aim of the game is to increase awareness among port management, staff and professionals working in port communities on how ports are already applying the UN Sustainable Development Goals to their business, to ultimately accelerate adoption of these measures in the port sector.

17:20- Day 1 Round up - Christopher Wooldridge

17:30 Conference Close

15:50 Workshop facilitator: Christopher Wooldridge (Cardiff University - UK)

The workshop will investigate: What are the benefits and value of ESG approach, How do you initiate ESG into your port’s management framework, How do you identify key components, how does it enhance decision-making and what are the links with sustainability?

7-10PM CONFERENCE DINNER – HOSTED BY THE PORT OF LISBON

DAY TWO - Thursday 19th October 2023

08:30 Coffee and registration

09:00 Opening by Chairman/Moderator

Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK

09:10 EXCLUSIVE LAUNCH - ESPO Environmental Report

Anaëlle Boudry, Senior Policy Advisor for Sustainable Development, Energy and Blue Growth, EcoPorts Coordinator, ESPO

09:30 EXCLUSIVE LAUNCH - ECO SLC Environmental Report

Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK

09:50 Ms. Lamia Kerdjoudj, Secretary General, FEPORT

10:30 Coffee & Networking

10:50 Faciliator: Antonis Michail, Technical Director, International Association of Ports and Harbors (IAPH)

Port Endeavor draws on real life examples from the 200+ strong IAPH World Ports Sustainability Program (WPSP database of projects and best practices on how ports integrate the UN Sustainable Development Goals (UN SDGs) into their business models and operations. The aim of the exercise is to increase awareness among port management, staff and professionals working in port communities on how ports are already applying the UN Sustainable Development Goals to their business, to ultimately accelerate adoption of these measures in the port sector

&

10.50 Wavec Offshore Renewables

11.05 Methanol as a Marine Fuel?

NABU study by Öko-Institut (Institute for Applied Ecology)

Malte Siegert, Head of Environmental Policy, Naturschutzbund Deutschland (NABU / Nature and Biodiversity Conservation Union)

NABU will present the major findings of the study “Methanol as a Marine Fuel” highlighting especially the environmental benefits of e-methanol.

11.20 EALING (European Flagship Action for Cold Ironing in Ports) Project

Rocío García Molina, Innovation & Port Cluster Development, Fundación Valenciaport

EALING (European Flagship Action for Cold Ironing in Ports) is a 42-month project, co-funded by the Connecting Europe Facility (CEF), which, in addition to carrying out all the technical, environmental, socio economic and financial studies necessary to prepare the works for the installation of shore-side electricity in 16 ports from 8 EU Member States, aims to work towards a harmonised and interoperable framework in the EU.

11.35 Ports of Bremen in the energy transition–fulfilling social obligations, seizing opportunities

Dr. Janna Köhler, Advisor for hydrogen and decarbonization, Free Hanseatic City of Bremen, Ministry of Science and Ports

Ports of Bremen have formulated the goal of achieving climate neutrality by 2035, together with the relevant port stakeholders. While this poses great challenges on different levels, the energy transition also opens up new opportunities.

11:50 Question & Answer Session

13:40 Waste Management on a Technical Level

Brian Elliot, Senior Project Officer in Unit Sustainability, Department Sustainability and Technical Assistance, European Maritime Safety Agency

13:55 Generating hydrocarbon products from maritime waste: Ecoslops’ experience on profitable circular economy within ports

Vincent Favier, CEO, Ecoslops

Ecoslops is an innovative cleantech that brings oil into circular economy. The solutions have been developed to help ports manage their waste in a more efficient and environmentally friendly way. The technology allows the recycling of oil residues from ships, as well as land-based hydrocarbon residues (yc used lub oil) that are often considered hazardous and difficult to dispose of.

14:10 Target Zero: Zero Waste to Landfill at the Port of Dover

Ben Crake, Environment Advisor, Port of Dover

14:25 Port Reception Facilities

Sophie Delair, Secretary General, Euroshore Port Reception Facilities play a key role together for supporting the maritime industry to reduce its carbon footprint, greening ports and preventing marine pollution. The presentation proposes a plead for the installation of adequate port reception facilities where necessary as there are some gaps. What a port reception facility is and their constraints are not always understood as they face maritime and land legislations which are not the same and even vary from one country to another

14:40 Question & Answer Session

13:40 Ports: hubs of the new blue economy

Ruben Eiras, Secretary-General, Fórum OceanoPortugal Blue Economy Cluster

13:55 Tiago Fernandes, Head of Logistics, Port of Lisbon Authority

14:10 Clean Ports, Clean Oceans: Improving Port Waste Management in the Philippines

Vilde Lyngstad Hageselle, Environmental Advisor and External Relations, Grieg Green

WWF will present the solutions conducted with the port and city authorities, such as the development of a materials recovery facility in the port of Cagayan de Oro, the collection and recycling of plastic waste in the ports of Manila North Port and Batangas, and will share how activities with other stakeholders in the port area have been developed collaboratively to ensure their sustainability.

14:25 Update on the Silk Alliance green corridor, a Singapore bunkering cluster Ahila Karan, Senior Decarbonisation Analyst, Llyod’s Register

14:40 Question & Answer Session

Session 6: Digitalization and Technology

15:30 Delivering resilient supply chains

Steffen Siebert- Head of Sales Europe, Middle East & Africa at S5 Agency World

For complex supply chains to work, digital solutions are needed to facilitate transparent and clear lines of communication. Steffen will delve into how these softwares can optimise port operations; increasing productivity and reducing emissions.

15:45 Moving on the Mersey – a localised approach for technology deployment to deliver emission reductions in leisure, freight, and passenger transport.

Richard Willis,Technical Director Port Operations & Technology, RoyalHaskoningDHV

Working together with local stakeholders across the maritime sector in the Liverpool City Region we studied where the use of river-centric transport modes blended with low-carbon technologies could transform both the under-used waterways in the city and reduce impact of air quality upon the residents.

16:00 Concrete use cases and experiences in utilising data analytics, AI and simulation to increase productivity, sustainability and safety

Miika Murremäki, Head of Digital Solutions, Kalmar

By leveraging analytics, AI, and simulation, cargo handling equipment experts can help ports to increase productivity, sustainability and safety. This can ultimately help ports to remain competitive in a rapidly changing industry. Kalmar will present on the main use cases

16:15 LSYM Port Simulators developed by the University of Valencia

Pablo Galán, Head of Business Development, e-nquest

Our mission is to accelerate the port industry’s transition to digitalized training. We develop training systems with simulators, capable of reproducing the working environment of real machinery used at the terminals like quay cranes, mobile harbor cranes and vehicles like heavy forklifts or reach stackers among others

16:30 Question & Answer Session

16:50 Conference Wrap up by Conference Chairman/Moderator – Christopher Wooldridge

17:00 Conference Close

DAY THREE - Friday 20th October 2023

PORT TOUR OF LISBON

Conference Fee

Cost per delegate (standard rate)

• Cruise – One Day event €1,100

• Cruise & Congress – €2,160

Booking Online greenport.com/congress or complete and fax the booking form below to +44 1329 550192. On receipt of your registration, you will be sent confirmation of your delegate place

Cruise Fee Includes

Attendance of Cruise conference streams on day 1, full documentation in electronic format, lunch and refreshments, place at the Welcome Reception and place at the Conference Dinner.

Cruise and Congress combined Fee Includes Choice of conference streams for GreenPort Cruise on day 1, two day conference attendance at GreenPort Congress, full documentation in electronic format, lunch and refreshments throughout, place at the Welcome Reception, place at the Conference Dinner, place at the Port Tour.

CONTACT US

For further information on exhibiting, sponsoring, or attending the conference, contact the Events team on: +44 1329 825335 or congress@greenport.com

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OCT 2023 Lisbon Portugal

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THE FUTURE LOOKS GREENER FOR DREDGING

GreenPort talks to Jake Storey, executive director, Haven Dredging Company, about why its new dredging technology could save on costs and be greener for the environment

Harwich Haven Authority is one of the Haven ports which lies on the south bank of the River Stour, opposite the Port of Felixstowe.

“We’re not a large port authority, normally our revenue is around GB£30 million per year. But we’re heavily dependent on traffic coming to Felixstowe, so, we have to make sure we have the appropriate sea access which forms part of our statutory responsibilities,” says Mr Storey.

to 3 million metric cubes per year, which is quite high for a UK facility.”

And the offshore disposal site is 16 miles away.

“So, it’s not only expensive because of the volume of material, but also the distance. If our disposal site had been a mile offshore, we may not have even thought about this because it wouldn’t have been such an issue from a financial perspective.”

A no-brainer

One day in 2019 Mr Storey was having a conversation with a harbour engineer about what could be done to reduce dredging costs. It turns out that the engineer had been trialing a dredging concept which works just by using the tides and the currents in the harbour.

Harwich has a tidal range of three or four metres, depending on the cycle and just below one knot of current.

So, developing its own dredging technology came through force of necessity.

Mr Storey says that the port was spending about 25 to 30% of its turnover on maintenance dredging, but a few years ago it was looking to undertake a major capital project to deepen the harbour which would ramp up costs considerably.

Currently, there is 14.5 metres of sea access, as of August 2023 the port will have 16m.

That means the dredging costs will increase by roughly 20%, according to the models.

“Added to this, we have a high degree of siltation about 2

The engineer had used a trailing suction hopper dredger and side-casted the sediment to see where it would go after disposal. He saw that it actually travelled out of the harbour on the current.

Then he thought he didn’t actually need a dredger and came up with a design which was then developed into the Tiamat system.

This went to trial on one part of the harbour in March 2020 and achieved the same results at disposal.

The technology’s second trial in October 2020 involved Natural England, the Environmental Agency, HR Wallingford to produce the documentation/hydrographical reporting and Royal Haskoning to do an EIA.

n Tiamat dredges using the tidal current, dredging with nature not against it

Removing the need for a disposal site saves on a like for like basis about 65% of greenhouse gas emissions because there is no need for big vessel which is heavily laden

‘‘

Source: Jake Storey

One concern they had was that there are mud flats and two rivers that come into the harbour - the Orwell and the Stour. A previous capital dredge from 1998 found that beneficial placements had to take place at these two rivers to ensure that the mud flats don’t get depleted.

“We had to show that using the Tiamat would not deplete or saturate the mud flats. The trialing proved that this wouldn’t be the case and that Tiamat would naturally do what we had been doing by trailer anyway,” says Mr Storey.

“At the moment we have two small trailers that go up both rivers to do these placements, so now the longer-term plan is to get rid of those.”

The trials also showed that dredging by Tiamat would not create additional silt or mud that travels onto beaches, or anywhere else.

Silt either stayed in the harbour in certain areas or went out on the tide to the North Sea.

Tiamat was developed to reduce the cost of dredging but also to enable Harwich to make significant impacts on reducing its greenhouse gas emissions.

Harwich Haven is an unusual port authority in that it doesn’t have any land assets so all of its greenhouse gas emissions come from either pilot launchers or from maintenance dredging.

In fact, 80 to 90% of emissions have previously come from dredging so there are plenty of savings to be made there.

Removing the need for a disposal site saves on a like for like basis about 65% of greenhouse gas emissions because there is no need for big vessel which is heavily laden traveling out to the North Sea on a 32-mile round trip. Instead, Tiamat technology only calls for the use of a small workboat of about 20m.

Clever bit of kit

But how does it work and how is Tiamat unique out there on the market?

“It’s very simple, so simple, I often wonder why someone else didn’t think of it,” says Mr Storey.

Tiamat dredges using the tidal current – dredging with nature, as he calls it.

“The product has 85 patents granted already and it has also applied worldwide for more patents. There’s nothing out there from a similar technological perspective that has

already been patented.”

The Tiamat is a clever piece of kit, it leverages off what a water injector does but it’s fundamentally different in terms of its configuration.

On a standard dredger all the pumps and the equipment is on the vessel, with Tiamat the water injector pumps are on the device underneath the vessel. This means that a standard workboat, eg a shoal buster or a multi cat, can be fitted up with ease to do the same job.

“You don’t need a large vessel to go down to the depths that we need to and you don’t a great deal of configuration to the work boat,” explains Mr Storey.

Another big difference is the flume and the process of pumping up the water column. Unlike a dredger, you’re not reliant on a density current or trying to find deeper water when it may not be available or the deeper water could be the berths which you want to keep clear anyway.

Tiamat uses a flume of about 8m. Different locations can use different sizes, it really depends on the job to be done.

Market niche

Having said all this, Mr Storey explains that the Tiamat will not replace trailer dredging, Harwich will still use trailers.

Historically the Haven has conducted four or five trailer campaigns per year and this could go up to six with deeper water.

But post channel deepening, Harwich will only need to use trailers two or three times per year, interspersed with use of the Tiamat which can take the sediment down to about 50 pascals – which is very navigable.

“Tiamat has found a gap in the marketplace which for some reason or another hasn’t been filled,” says Mr Storey.

“I think partly that is because it is very hard for ports to innovate. In any type of business when you’re focused on delivering results and performance and KPIs, it’s very hard to come away and say I’m going to design something new which could potentially undermine your existing technology.”

It’s also a combination of having a CSO who is willing to take a risk and invest combined with a good idea from a harbour engineer.

Added to this, there are no permitting issues. Harwich is a trust port which has the power to dredge without formal approval from anyone else, making it quite easy for it to innovate in its own back garden.

n Harwich Haven Authority lies on the south bank of the River Stour, opposite the Port of Felixstowe

Source: Harwich Haven Authority

Greener dredging

The unique position that Tiamat occupies over other dredging solutions though, is perhaps its environmental benefits, which are seven-fold.

Replacing trailer campaigns with the use of a smaller workboat is one benefit, but added to this, this should allow the Haven to still be within a decent cost envelope of say using a transition fuel like HVO.

Harwich uses recycled HVO on its pilot launchers and the port authority is looking at doing trials later this year with Tiamat onboard HVO powered vessels which will reduce greenhouse gas emissions by up to 95% on a like for like basis.

Then there is the beneficial placement benefit. Instead of employing a dredger which comes from the continent of another part of the UK to take sediment up the rivers, the Tiamat can be used on a flood tide to do the same job.

Thirdly, as Mr Storey explains, there is the future proofing aspect. You’re more likely to get a carbon neutral dredging operation through using smaller machinery, ie hybrid, electric, these fuels tend to be easier to supply when there is a lower level of fuel consumption.

Knowledge is wisdom

“My advice to port operators would be to look longer term. We did take a bit of a risk with developing this new technology, but it was a small, calculated risk,” he says.

The first trial of the technology cost Harwich £440,000 so if it failed, the harbour authority failed small and failed quickly, so that was important.

“For us dredging is so significant as a cost expense that the tradeoff between failure and success was asymmetrical in a positive way. If we got it right, we could save millions.”

“I think being able to drive at our own speed, was also fundamental, we looked and moved quickly.”

The two trials took place within seven months of each other and the technology was reducing maintenance dredging costs at the same time as it was being validated so Harwich was never out of pocket.

So, what next for Timat?

At the end of 2022, Rotterdam and Hamburg were conducting trials to try and solve different dredging problems. They have found that where there was strong tidal flow Tiamat will move sediment, which reinforces what has been found at Harwich.

It also indicated in all locations where sediment was left behind, the chemical bonds of the silt were dismantled by the water injectors.

Further trials will take place in Rotterdam later this year and there will also be trials of Tiamat at other UK ports in the autumn.

As the commercial arm of Harwich Haven, Haven Dredging is also engaging with the US market. The US Corp of Engineers is visiting Harwich in the autumn to see Tiamat in action. Haven Dredging will be setting up a US entity this year and looking to enter into its first arrangement with an American dredging company.

The goal is to open up the possibility of using Tiamat technology in the US market in some circumstances.

Tiamat is also going through a technical review with the Chinese Dredging Association.

One of Tiamat’s major assets is that it’s adaptable for a variety of uses. It can be scaled up or down depending on the job at hand and the water depth, but the principle remains the same.

Mr Storey is optimistic about Tiamat’s future.

“It’s a new piece of dredging toolkit that can sometimes do better than water injectors or a trailer,” he says.

“It will not make other forms of dredging technology redundant, but it will make it greener, more cost efficient and more effective in some instances.”

n With Tiamat the water injector pumps are on the device underneath the vessel meaning that a standard workboat can be fitted up with ease

Source: Haven Dredging

When we put our net zero promises into actionable roadmaps and collectively improve, scale and deploy the solutions we already have, we can close the gap.

In the North Sea, Ramboll is helping Danish transmission system operator, Energinet, develop its energy island projects. This transformative project will serve as an energy hub for Europe and help pave the way for the future buildout of renewables, including green hydrogen, at global scale.

Find out how Ramboll can be your partner in delivering the green energy transition

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DRIVING THE MOVE TOWARDS HYDROGEN PORT EQUIPMENT

The cleantech company CMB.TECH is making great strides in the industry with marine and industrial applications that run on hydrogen

It recently joined forces with Antwerp Terminal Services (ATS) to launch what it has been called the world’s first H2 dual fuel straddle carrier in the Port of Antwerp.

“Ports have already been identified as hotspots for hydrogen technology. Because of the heavy use of straddle carriers, dual fuel technology can offer the right balance between lowering emissions and retaining operational performance, robustness and cost-effectiveness,” said Roy Campe, CTO of CMB.TECH.

”We are happy to test and work with PSA for hydrogenpowered port equipment. We are hereby taking a first step away from diesel in the heavy-duty container terminal segment.”

Integrated technology

CMB.TECH’s state-of-the-art H2 dual fuel combustion engine technology has been integrated into a straddle carrier with the support of ATS, allowing the machine to run on a mix of hydrogen and diesel. It can therefore play an important role in reducing terminal greenhouse gas emissions.

In line with the UN Paris Climate Agreement and the EU Green Deal, ATS, MPET and PSAA aim to reduce their carbon emissions by 50% by 2030 with 2019 as a baseline and have net-zero emissions for all their terminals by 2050.

The dual fuel technology is able to replace 70% of diesel consumption with hydrogen on new straddle carriers, with the eventual goal of 100% hydrogen injection.

“Straddle carriers are crucial in maintaining highly productive operations at our terminals, but at the same time they are responsible for approximately 90% of our direct emissions in Belgium,” said Francis De Ruytter, regional head of sustainability for PSA Europe, Mediterranean and the Americas.

”While at Europa Terminal, we are gradually moving towards automated stacking cranes in the yard, we realise

that straddle carriers will remain a key element in our equipment fleet for years to come. That is why we are now investing in a program that examines various technological options and partners to make these vehicles more sustainable.”

Following the 24-month design and development phase, the partners will now start testing the dual fuel straddle carrier’s performance in live operations at PSAA’s Noordzee Terminal.

They will evaluate how to improve the design of the equipment, as well as other factors that are necessary to scale up this new technology, including the supply and storage of hydrogen for an entire fleet. This next stage is supported by PIONEERS, a project funded by the EU and coordinated by the Port of Antwerp-Bruges.

It is part of the Horizon 2020 program which supports and promotes the development of specific solutions to reduce carbon emissions in the port sector, with the aim of transforming ports into green infrastructures by 2050.

Meanwhile, CMB.TECH is also making further strides in other sectors including the transport industry, which will have a knock-on effect to the marine and port sectors.

It is currently working with Ford Trucks to convert F-Max trucks to dual fuel hydrogen trucks.

The trucks will be converted in CMB.TECH’s Dual fuel workshop in Antwerp, with the goal of delivering the first trucks in 2023. It will then look at scaling up the concept.

The conversion process requires no adjustments to the traditional diesel engine, only a hydrogen injection ring is added to the airline, making the concept highly scalable. With dual fuel technology, hydrogen is aspirated into the combustion chamber, requiring less diesel injection to power the engine.

CMB.TECH and Ford have already collaborated successfully over the past two decades.

n CMB.TECH’s state-of-the-art H2 dual fuel combustion engine technology has now been integrated into a straddle carrier Credit: CMB.TECH

ADD THIS YEAR’S GREENPORT CONGRESS TO YOUR CALENDAR

This year’s GreenPort Congress hosted by the Port of Lisbon is an event not be missed if your operation has decarbonisation at the top of its list

This year’s conference programme features a first day of port and cruise sessions on 18 October, followed by a second operator-focused day on 19 October, focusing exclusively on the environmental issues affecting commercial ports and terminals.

“We are pleased to announce the 2023 host of the Congress and look forward to the important insight and knowledge that Port of Lisbon will bring to the conference,” said Andrew Webster, chief executive of Mercator Media, the conference organiser.

Programme highlights

The GreenPort Congress & Cruise conference brings together the whole port community and is a platform for the exchange of information on the latest in sustainable environmental practice.

The 2023 conference will cover a wide range of themes including climate change, port infratstructure, green bunkering and offshore renewables.

The opening keynote session will cover: Climate Change: Energy efficiency, GHG emissions reduction and adaptation, with a panel including Isabelle Ryckbost, secretary general, ESPO, Nicolette van der Jagt, director general, CLECAT and Isabel Moura Ramos, executive board member, Port of Lisbon Authority.

“To host the GreenPort Congress & Cruise conference in Lisbon is a unique opportunity to gather the port community to discuss port sustainability issues and to showcase the Portuguese practice and expertise in the transition to a greener, digitalised and decarbonised port ecosystem,” said Carlos Correia, chairman of the board of Port of Lisbon Authority.

Port of Lisbon is the third-largest port in Portugal, visited by more than 2000 vessels every year and has a container capacity of more than one million teu. Its 14 terminals, handled more than 11 million tonnes in 2022 and receive different types of cargo including containers, liquid, solid bulk and breakbulk.

The risks to ports and shipping from climate change are increasing. This panel will discuss options available to combat these risks hearing from ports, shippers and companies across the maritime industry.

Also on the agenda is a panel discussion with experts including Richard WIllis, technical director port operations & technology, RoyalHaskoningDHV, Miika Murremäki, head of digital solutions, Kalmar, Pablo Galán, head of business development, e-nquest and S5 Agency World, which will be discussing process improvement and how digitalisation plus equipment and technology can be used for monitoring the logistics chain.

The conference will also be used to exclusively launch both the ESPO Environmental report and the ECO SLC Environmental Report.

Experts from Port of Lisbon will be present at the conference, speaking to delegates on their current developments.

Lisbon’s state-of-the-art cruise terminal saw around 500,000 passengers and 327 calls in 2022. With a unique location in the Tagus estuary, holding vast areas of Natura 2000 network and surrounded by 11 municipalities, the port must contend with balancing economic, social, cultural and environmental interests.

The full conference programme is available from the GreenPort conference website: https://www.portstrategy. com/greenport-cruise-and-congress/the-conference/ conference-programme

Delegates can book now to take advantage of an early bird offer which gives 20% off both combined and cruise delegate passes. Book online and use the discount code GPCEARLY for discounts on combined rates and GPCrEARLY for discounts on cruise rates.

n For more information contact the events team on +44 1329 825335 or email congress@greenport.com

n The Port of Lisbon will host the 2023 GreenPort Congress and Cruise conference

The GreenPort Congress & Cruise conference brings together the whole port community and is a platform for the exchange of information on the latest in sustainable environmental practice

Credit: Port of Lisbon

CAMEROON’S KRIBI TERMINAL TACKLES FUGITIVE DUST

For International Container Terminal Services Inc (ICTSI), additional eco hopper deployment in the handling of dust-emitting cargo is improving emissions, writes Shem Oirere

One of those to benefit is Kribi Multipurpose Terminal (KMT), an emerging prime transhipment and in-transit hub in the Gulf of Guinea in Cameroon, and its led to a significant increase in productivity at the terminal.

In the past year, KMT has handled 21 dry bulk vessels along with roughly 600,000 tonnes of raw materials including clinker, gypsum, limestone and petcoke, which are used for cement production.

“The eco hoppers enable KMT to handle these materials more efficiently, resulting in a significant increase in productivity, while suppressing dust emissions to make cargo handling operations safer for both workers and the environment,” said ICTSI spokesperson, Ronnel P. Javier.

Fugitive dust

Fugitive dust emissions are generated not only during port and terminal construction activities, but also during the loading and unloading of bulk cargo such as clinker, coal and limestone.

Port and terminal operators continue to device operational practices to prevent and control dust such as acquisition of specialised equipment to suppress the emissions attributed to handling of and storage of bulk materials.

The eco hoppers at KMT are the first ever introduced at any of the ICTSI terminals.

According to KMT chief operations officer, Poul Johansen, the eco hoppers “enable us to operate more efficiently leading to this milestone.”

“Aside from the productivity benefits, we also embrace the positive impact they have on the safety of our personnel and the environment,” he said.

“KMT embodies the ICTSI Group’s commitment to environmentally responsible operations and the introduction of eco hoppers in our operations this year is a significant step towards reaching our sustainability goals.”

Once the eco hoppers are deployed at a terminal, the equipment operator will drop the clinker grab-load into the hopper and all the dust generated is sucked out through four dust filters that feed the dust back into the hopper discharge flow.

“Compared to traditional hoppers, eco hoppers reduce dust emissions of clinkers during unloading operations,” Mr Javier said.

“By sucking up dust, it also reduces spills and waste. With a larger hopper capacity and a flow control system with valve, productivity is improved, and operations are shortened for better environmental protection.”

A similar greening endeavour was previously implemented in East Africa where TradeMark East Africa (TMEA), a multipurpose non-profit organisation supporting growth of trade in Eastern Africa, recently placed an order with Samson Materials Handling Ltd for four eco hoppers with ATEX for deployment at the region’s biggest port of Mombasa.

TMEA said the eco hoppers provides a “dust control system that minimizes escape of dust during discharge and reduces running expenses on average by 30%.”

These eco hoppers has been reported to increase the rate of daily cargo discharge for every ship at the port of Mombasa from 3,000 tonnes per ship a day, to 10,000 tonnes.

The acquisition of the eco hoppers was a culmination of the port of Mombasa’s Green Port Policy developed and adopted in 2014/2015.

n The eco hoppers at KMT are the first ever introduced at any of the ICTSI terminals Credit: ICTSI

ALICANTE PARTNERS UP FOR A GREENER CRUISE FUTURE

International ports giant Global Ports Holding (GPH) added Alicante Cruise Port to its portfolio in March 2023, launching a 15-year concession together with local partner Sepcan. Newly appointed port manager, Francesco Balbi, is keen to place sustainability at the heart of the port’s strategy.

“There is no doubt that the cruise sector brings great benefits to the city of Alicante and its province,” says Mr Balbi. “It is estimated that each port call in transit brings a net income of around 300,000 euros, without considering the economic impact of the jobs that are created.”

Sustainability crucial

Mr Balbi stepped into his new position when the joint venture was announced, having held the role of GM there since 2014. He brings to his new job a wealth of transferable experience from both cruise line and sustainability perspectives.

Previously, he was environmental director for MSC Cruises and he has served as a member of the Environment Subcommittee of the European Cruise Council.

Mr Balbi regards economic, social and environmental sustainability as crucial to Alicante Cruise Port’s future success.

“As there are new developments and investments throughout the cruise industry, ports and destinations need to be able to provide for the needs of the cruise ships. Through collaboration and smart investment, we need to think about clean and green energy that will protect our environment for the future generations to come,” he says.

Shore power

One project that is already underway at the port is a plan to equip the terminal building with solar panels for its own consumption.

“This initiative not only provides an obvious economic benefit but also contributes to the overall sustainability of the port,” explains Balbi. “By installing solar panels, Alicante Cruise Port can generate clean and renewable energy to power various operations within the terminal. This will reduce the reliance on traditional fossil fuel-based energy sources, leading to a significant decrease in greenhouse gas emissions and carbon footprint. The utilisation of solar energy aligns with the principles of sustainable development and demonstrates a commitment to environmental responsibility.”

The port is also considering how to provide shore power for visiting vessels.

“Alicante Port Authority, like other ports in Spain, is studying the construction of power plants that can supply shore power to the ships in port, with the obvious benefit of keeping the engines of cruise ships switched off and connected to the port’s or the city’s electricity grid,” says Mr Balbi.

For Mr Balbi, the driver of this kind of investment goes well beyond the risk of cruise ships polluting the air of harbour areas while berthed.

“We know that cruise ships consume fuel at a very low SOx emission rate because new generations of fuel are very low in contaminants today,” he says. Rather, he is interested in the port’s ability to become part of a virtuous circle of sustainability that extends beyond the local area and enables joined-up action by many cruise ports.”

“By integrating these sustainable facilities and practices, the port not only minimises its ecological footprint but also becomes a catalyst for sustainability in the surrounding area. It sets an example for other businesses and institutions to adopt similar practices, leading to a cascading effect that promotes sustainability on a broader scale.”

Francesco Balbi, port manager, Alicante Cruise Port, shares his plans for sustainable operations at the popular Spanish cruise facility with Michele Witthaus

n Night view of Alicante Cruise Port Credit: Alicante Tourism Board

Green focus

Mr Balbi sees the new port management structure overseen by GPH as a key factor in raising Alicante Cruise Port’s profile as a green organisation.

“Overall, the facilities implemented through the joint venture contribute to improving the sustainability of the port, the city and the region by reducing environmental impact, promoting renewable energy, and inspiring sustainable practices. These initiatives create a more resilient, environmentally conscious and economically viable ecosystem that benefits both present and future generations.”

and engagement with various entities allow for a comprehensive approach that considers the interests and perspectives of all involved parties,” he says.

He is keen for Alicante Cruise Port to pursue social sustainability and avoid the problems of over-tourism that are affecting popular cruise destinations worldwide.

“In some cases, the economic benefit can result in social suffering, as we are seeing in congested ports where many cruise ships arrive on the same day. On the one hand, they bring great economic benefits, on the other hand they damage the social environment,” he remarks.

“It is a very important issue for cruises to address this and the solution is to find a balance that guarantees economic and social sustainability at the same time. We need to collaborate with cruise lines to spread the incoming traffic for better cruise experience, as well as the local one.”

“GPH and Alicante Cruise Port will continue to collaborate and work together with all local stakeholders for any upcoming sustainable projects. With planned investments incoming from GPH, Alicante will embrace these sustainability opportunities, enhancing its reputation as an environmentally conscious and responsible destination. It not only benefits the port’s economic viability through reduced energy costs but also contributes to the long-term preservation of the local ecosystem and the well-being of the community.”

There is a strong focus on expanding the reach of initiatives that promote greener cruising.

“We are committed to something that goes beyond environmental as well as economic and social sustainability and that is the development of well-being and the improvement of the quality of life in the destinations,” he says.

“We know that the cruise sector can significantly help the growth of a destination not only economically but also in terms of wellbeing, style and quality of life, and this is the ultimate goal to which GPH aspires: to help destinations grow and make the city and its citizens more aware of their capabilities, their cultural heritage, natural, economic and environmental heritage and, ultimately, to improve the quality of life of the inhabitants who benefit from the arrival of cruise passengers while also improving the services and infrastructure that the city offers its citizens.”

Engaging communities

Mr Balbi regards cooperation with partners and stakeholders as crucial to ensure sustainable cruise tourism. “Collaboration

His recipe for success is to support the cruise industry in a proactive approach to sustainability by “engaging with local communities; collaborating with local authorities; engaging with suppliers and industry associations; and educating passengers and crew.”

He concludes: “By actively collaborating with partners and stakeholders, the cruise industry can ensure that sustainable practices are integrated into all aspects of cruise tourism. This approach fosters transparency, inclusivity and long-term sustainability, benefiting not only the cruise lines but also the

Francesco Balbi, port manager, Alicante Cruise Port

One project that is already underway at the port is a plan to equip the terminal building with solar panels for its own consumption

n Alicante Cruise Port terminal with the city in the background

Credit: Alicante Tourism Board

Credit: Alicante Tourism Board

OCT 2023 Lisbon Portugal

Host Port: Balancing environmental challenges with economic demands

Secure your place now & Save 20%

Join the world’s leading conference for the port community in Lisbon, Portugal. Keynote Panel includes:

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Gain insight from industry experts on:

Climate Change: Energy efficiency, GHG emissions reduction & adaptation

Offshore Renewables and Alternative Energy

Waste Management and Circular Economy

Carbon Neutral Ports

Blue Growth

Infrastructure Development for Ports & Cruise

Digitalization and Technology

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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

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ESPO, (European Sea Port Organisation)

Nicolette van der Jagt, Director General, CLECAT for Forwarding, Transport, Logistics and Customs Services)

Isabel Moura Ramos, Executive Board Member, Port of Lisbon Authority

Christopher Wooldridge, Science Coordinator EcoPorts, European Sea Ports Organization, Senior Trainer ECO Sustainable Logistic Chain Foundation

THE BATTLE FOR THE SPACE TO GET GREENER

Isabelle Ryckbost, secretary general, ESPO, discusses the impact the EU’s Nature Restoration law could have on port development

The proposal sets an overarching objective that the EU should strive towards restoration measures covering at least 20% of Europe’s land and sea areas by 2030 and a restoration of all ecosystems in need of restoration by 2050.

This Nature Restoration law has turned into one of the most discussed and controversial European proposals that have been issued over the last four years. It divides the Parliament, industries and even countries.

Both Council and Parliament are split between those who want to have this Nature Restoration law and even strengthen it further and those who fear that it will be a major game stopper for any new investment project, in particular those that are needed to deliver on the net-zero ambition Europe has put forward.

The opponents see a conflict between these nature restoration targets and Europe’s climate ambitions, since the latter will require the development of a new energy landscape which will come with lots of new infrastructure, investments and space.

What does it mean for Europe’s ports?

Ports are often located in or near different natural areas. Ports in Europe have thus a long-standing experience working with the protection and restoration of natural areas, working with the legal and scientific processes set out in relevant EU legislation, especially the Water Framework Directive (WFD) and the Marine Strategy Framework Directive (MSFD).

Already in 2006, together with the European Commission, ESPO developed an ESPO Code of Practice on the Birds and Habitats Directives. In addition to working closely with existing EU legislation, different ports have been going beyond legal requirements in their efforts to combine sustainable port operations with the promotion of biodiversity and habitat restoration.

Notwithstanding, ESPO has expressed its concern about some of the provisions of the heavily discussed Nature Restoration proposal. We fear that the proposal will introduce another layer of complexity in nature restoration efforts which currently appear problematic.

Being partners in realising the energy transition, Europe’s ports are together with all relevant stakeholders planning important investments to facilitate the production, supply, storage, conversion and transport of renewable energies and this will require space, lots of space.

One of the main conclusions of the 2022 Royal Haskoning DHV Study on “The new energy landscape: Impact on and implications for European ports” is that new energies and technologies require much more space than fossil-based energies, e.g. hydrogen needs up to five times more.

On top of that, we need to consider the ambitions put forward in the recently released Net-Zero Industry Act. By 2030, 40% of the needed net-zero technologies and 10% of the needed critical raw materials should be produced in the EU. Again, ports will be instrumental in achieving these targets, either by being the location for these industries, or by

playing a central role in enhancing the connectivity between these new manufacturing sites and the EU markets.

Some of the ports in the North of Sweden illustrate this very well. Both the extraction of critical raw materials in the local mines and the production of green steel (thanks to the proximity of green energy) will be booming in the coming years. It will imply a substantial capacity expansion of the ports in the neighbourhood, including upgrading the access from both the sea and the land side, as well as a need for a better connectivity between these ports and the rest of Europe.

So yes indeed, I believe that it could become difficult, at least in some regions and in particular in the smaller countries, to meet the 20% target for nature restoration along the lines of the Nature Restoration proposal and at the same time, deploying all the infrastructure and finding the space for projects that must help us to deliver on climate ambitions.

Is there a way out?

It should not be either or. I think that over the past years, ports have shown at several occasions that economic activities and the protection and promotion of natural areas can coexist.

We believe that the Nature Restoration legislation should ensure a stable, unambiguous legal framework for safeguarding and restoring natural ecosystems in the context of economic activities, particularly for long-term investments, such as ports.

Secondly, as ESPO we stress the importance of coherence, between this new Nature Restoration law and existing European and national legislation, as recently defined policy initiatives and objectives set out in the European Green Deal, the REPowerEU plan and the Net-Zero Industry Act.

We are awaiting the vote in the Parliament’s responsible Environment Committee (15 June) and the possible agreement on a position in the June Environment Council. It remains to be seen if one or both of these are sending the proposal back to the Commission drawing table.

If the Commission has to rewrite it, it is maybe a good idea for the different DGs to work together to avoid inconsistencies and ensure that all ambitions are covered, not one at the cost of another.

n New energies and technologies require much more space than fossilbased energies, hydrogen needs up to five times more

Credit: Duisburg Port

The future of short sea shipping and intermodal networks

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Did you miss it? 34 Papers, Presentations plus Video Content. 27 EU & UK industry leading speakers across the shipping, ports, and logistics sectors. Now available to purchase for only £175

Content highlights include:

Short Sea Shipping: simple yet complicated. Keynote address from Roger Megann, Managing Director, WEC Lines UK

What mode of transport uses ports? Stephen Carr, Group Commercial Director, Peel Ports  Port of Amsterdam – at the forefront of the transition. Maurice Delattre, Area Manager, Port of Amsterdam

Port of Antwerp-Bruges – providing total intermodal connectivity solutions. Justin Atkin, UK & Ireland Representative, Port of Antwerp-Bruges

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BUILDING A SUPPLY CHAIN FOR AMMONIA BUNKERING

Yara Clean Ammonia and Bunker Holding are working together to supply the shipping industry with ammonia as a clean marine fuel.

The collaboration will focus on exploring opportunities to supply clean ammonia as a marine fuel to ’first movers’ in the shipping industry along key trade routes and bunkering ports in various geographical regions.

“Our global assets and logistical footprint coupled with Bunker Holdings position as the world’s largest bunker player will bring safety, reliability and security of clean ammonia supply as shipping fuel and will add more resilience and robustness to developing this value chain in the future,” said Murali Srinivasan, SVP Commercial of Yara Clean Ammonia.

Supply chain

A newly signed MoU between the

two companies connects two key elements of the supply chain needed to achieve the use of clean ammonia as a shipping fuel, namely a global supplier of clean ammonia and the largest bunker supplier today in terms of end users.

”We at Bunker Holding are committed to playing a leading role in facilitating the decarbonisation of the maritime

sector and as such it is vital for us to collaborate with partners who can offer the market confidence around the scale and security of supply of low-carbon fuels,” said Valerie Ahrens, senior director, new fuels and carbon markets of Bunker Holding.

The two companies are behind the commercial adoption of ammonia as a marine fuel, they see it as being one of the most effective alternatives for decarbonising the industry.

They said that as of 2026, shipping companies are expected to expand the use of this sustainable fuel to reduce CO2 emissions by up to 100% on a full life cycle basis.

Yara Clean Ammonia operates the largest global ammonia network with 15 ships and access to 18 ammonia terminals and multiple ammonia production and consumption sites across the world.

OAKLAND INVESTS IN GEOTHERMAL ENERGY

The Port of Oakland in California has committed to spending up to US$13.5 million on geothermal energy over 12 years for use by the port and its tenants.

The geothermal energy will come from a Geysers Power Company facility located around 75 miles north of San Francisco. The Geysers is reportedly one of the largest complexes of geothermal power plants in the world with thirteen facilities along the Sonoma and Lake County border.

“The port’s mix of power resources demonstrates our commitment to providing cleaner energy, reliable power and rates lower than surrounding utilities,” said Port of Oakland utilities manager Jared Carpenter.

“Operating an electric utility in California today is challenging with weather events, wildfires and droughts that impede availability of power,” he added.

Geothermal power is energy derived from the heat of the

Biofuel bunkering

The Port of Singapore has played host to the latest successful ship-to-ship biofuel bunkering.

On 1 April 2023 Evergreen Line’s vessel, Ever Ulysses, received ExxonMobil’s marine biofuel oil blend via a ship-to-ship transfer in Singapore waters before heading to the discharge port.

ExxonMobil is already supplying marine biofuel oil in the AmsterdamRotterdam-Antwerp region and Singapore.

Hydrogen corridors

Port of Bilbao and Port of Amsterdam have joined forces to develop a renewable hydrogen corridor in order to develop the hydrogen market and ramp up its associated infrastructure.

The corridor will be developed with together with the Energy Agency of the Basque Government (EVE), Petronor, SkyNRG, Evos Amsterdam and Zenith Energy Terminals. A MoU signed by the parties will see them team up to develop a renewable hydrogen supply chain.

Canada study

earth’s core. Wells averaging 8,500 feet deep and some up to two miles deep tap into naturally occurring steam field reservoirs below the earth’s surface.

The energy purchase will begin in 2025 and run until 2036, averaging around US$1,125,000 per year. Geothermal energy will account for around 10% per year of the port’s overall energy portfolio with emphasis given to greener sources such as geothermal, biomass, solar, and

wind energy.

“This contract is significant because it is a new energy deal for the Port of Oakland–not an extension of a previous deal–that helps enhance our power supply portfolio with another fully renewable natural resource,” said Carpenter.

The Geysers has a net generating capacity of about 725 megawatts of electricity –enough to power a city the size of San Francisco.

A first-of-its-kind study, The Canadian Green Shipping Corridor Assessment, has highlighted the role ports play in creating green shipping corridors.

It found that a 200ktpa green methanol plant in the Port of Vancouver and a carbon capture and storage enabled ammonia plant in the Port of Prince Rupert would be able to meet 2040 energy demands.

n Yara Clean Ammonia and Bunker Holding are working together to supply the shipping industry with ammonia as a clean marine fuel

Source: Yara

n The Geysers is a network of thirteen geothermal energy facilities along the Sonoma and Lake County border.

Source: Geysers Power Company

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MODERATOR

Lars Robert Pedersen, Deputy Secretary General, BIMCO

Ricardo Batista, Policy Officer, European Commission

Simon Bennett, Deputy Secretary General, International Chamber of Shipping

Martin Kröger, CEO, German Shipowners’ Association (VDR)

Wolfram Guntermann, Director Regulatory Affairs, HapagLloyd AG

Markus Münz, Managing Director, VDMA Large Engines