Dave MacIntyre examines how dust pollution is being tackled at Tauranga
20 Cruise
A
Konecranes
Michele Witthaus says development is making Le Havre cruise terminal greener
24 Africa focus
Morocco is attracting plenty of funding for port modernisation, writes Shem Oirere
29 Opinion
Isabelle Ryckbost, ESPO, discusses how ports are collaborating to get greener
33 Alternative fuels round-up
Hydrogen tugs; biofuel focus; methanol supply
EDITOR’S DESK
ANNE-MARIE CAUSER | Editor
Stricter, leaner and data driven
That’s maybe how someone looking at the ports industry might sum up some of the changes that have befallen the sector over the last few years.
Of course, this has a lot to do with the astronomical rate of digitalisation – both in terms of work process and in terms of smarter equipment which is driving up efficiency across the board.
Konecranes is a great example of a port equipment manufacturer which has hit the ground running when it comes to keeping up with the demands from its customers.
In this issue, it discusses how some of its new product launches over the last year have helped its customers achieve both increased performance and efficiency in a sustainable manner.
Laurence Molke, CycleØ Sara Ravazza, Future Proof Shipping Isabelle Ryckbost, ESPO Jeffrey Shih, Dimerco Express Group Jackie Spiteri, Sustainable ESG
Production
David Blake, Paul Dunnington production@mercatormedia.com
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Media Sales Manager: Daniel Spicer dspicer@greenport.com
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Stricter, leaner and data driven. That’s maybe how someone looking at the ports industry might sum up some of the changes that have befallen the sector over the last few years. Of course, this has a lot to do with the astronomical rate of digitalisation
New digital software allows for real time monitoring and less maintenance, driving up efficiency and driving down emissions.
At the same time, new technology doesn’t have to mean disposal of old equipment, Konecranes advocate it being used elsewhere.
So, these efficiency savings are made before you even look at how you’re powering your equipment.
The topic of powering equipment and the use of alternative fuels in particular, brings us nicely on to our next feature - how companies are working to decarbonise the waterways.
For Future Proof Shipping, which has developed two hydrogen fuelled barges, an important part of the journey in bringing the barges to realisation has been its partnership with one of its customers, Nike.
For consumer orientated companies like Nike, it’s imperative to improve the CO2 footprint of its logistics operations - they’re beholden to their customers to do so.
It’s a symbiotic relationship that needs to happen a lot more in the industry if the marine sector as a whole is to achieve the energy transition and meet the IMO’s net zero targets.
Continuing on the logistics front, we also talk to freight forwarding company Dimerco about new regulation affecting the industry, including the Emissions Trading Scheme (ETS).
This regulation affects the whole supply chain right through from the customer right through to the end user.
From January 1, 2024, the EU ETS expanded to include all large ships (over 5,000 gross tonnage) entering EU ports.
This has led to two main impacts – firstly, increased freight rates and unclear rate levels as shipping companies factor in the cost of carbon allowances.
Secondly, there’s consumer impact. The financial implications of the ETS may lead to increased costs being passed on to consumers through higher retail prices.
It’s an important issue for us all to watch as we continue to navigate this stricter, leaner and data driven business environment into the future.
Share your news with us by emailing editor@greenport.com or through social just search @greenportbiz
Published quarterly by Mercator Media Ltd, Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD Tel: +44 1329 825335 Fax: +44 1329 550192
South Asia Gateway Terminals has unveiled a raft of measures aimed at decarbonising port operations.
The terminal operator is exploring electrification, renewable energies and alternative fuels in a bid to increase sustainability at the Port of Colombo in Sri Lanka.
With a current fleet of 31 rubber-tyred gantry cranes, of which 22 are hybrid, SAGT plans to hybridise six more to reduce the company’s scope 1 emissions.
So far the move to hybrid cranes has halved diesel consumption per RTG move, saving 3,900 tonnes of CO2e emissions.
The operator is also keen to embrace alternative fuels and is exploring whether the RTGs could be run on hydrogen. It is also planning to electrify 30 prime movers from its fleet as well as a diesel-powered forklift.
SAGT is currently exploring fitting solar panels with a capacity of 461.6kW on the roof of its office building, which would generate around 7% of the annual power requirement from the company’s yard and building areas.
In its efforts to reduce its freshwater use, SAGT is upgrading its effluent treatment plant, increasing capacity to 60 cubic metres of water per day.
BRIEFS
Belgium first
Antwerp Euroterminal (AET) is installing the first shore power connection for seagoing vessels in Belgium. Two fixed shore power connections will be installed at the Euroterminal (AET) for car carriers and conro vessels. They’ll go into operation in 2026. “This project is a fine example of how we are pioneering the port of the future together with the industry,” said Annick De Ridder, president of the board of directors of Port of Antwerp-Bruges.
HHLA MOVES FORWARD WITH E-TRUCK STRATEGY
Hamburger Hafen und Logistik AG (HHLA) has put the first electrically powered trucks into operation at its in-house freight forwarder Container-TransportDienst GmbH (CTD).
These environmentally friendly trucks form part of HHLA’s sustainability strategy, which seeks to accelerate the decarbonisation of logistics chains and provide customers with more green transport solutions.
“We have set ourselves the ambitious goal of achieving climate-neutral production across the Group by 2040. In this quest, we are committed to using innovative technologies in order to further reduce carbon emissions, which also benefits our customers,” said Angela Titzrath, CEO of HHLA.
“The launch of the new electric trucks is another decisive step for HHLA on the road to a more climate-friendly future.”
Testing phase
CTD will initially be using the new electric trucks for container transfers in the Port of Hamburg and subjecting them to extensive testing.
As part of these tests, data will be gathered to provide HHLA with important insights for potential purchases of further e-trucks. In particular, this includes data on the efficient use of the trucks in the Port of Hamburg and the execution of charging cycles.
UK freeports team up
Freeport East and East Midlands Freeport are teaming up on the creation of a green freight corridor to drive decarbonisation through the use of green hydrogen, electric charging systems and technologies such as digital twins. “This exciting initiative illustrates how freeports can be forerunners in the decarbonisation of transport nd industry,” said Tom Newman-Taylor, chief executive of East Midlands Freeport.
The Volvo FH electric trucks, which were recently named Truck of the Year 2024, are characterised by their high quality and reliability as commercial vehicles in logistics transport.
They also boast a long range, enabling them to cover a distance of 260 to 340 kilometres when fully loaded. The trucks are fitted with a 540 kWh battery and a maximum charge capacity of 250 kWh.
Initially, they will be charged using the public charging infrastructure.
For many years, HHLA has been working to decarbonise its facilities and equipment. Electrically powered container gantry cranes, automated guided vehicles and tractor units are already in use at its terminals in Europe.
As part of the Clean Port & Logistics cluster, HHLA is also
Energy study
The International Association of Ports & Harbors (IAPH) is commissioning a study to investigate energy-related port investments in developing countries. This study will be submitted ahead of IMO’s 82nd Marine Environment Protection Committee session later this year. “We expect exploratory discussions to take place at the Intersessional Working Group on the topic of a market-based measure,” said Patrick Verhoeven, managing director, IAPH.
examining the use of hydrogenpowered equipment in tandem with partner companies and comparing this equipment to electric, battery-powered devices.
Furthermore, the HHLA rail subsidiary Metrans has been using and testing electric trucks for container transport for two years now. Since 2022, these electric trucks have formed part of the environmentally friendly Metrans fleet, alongside electric and hybrid locomotives and electric rail gantry cranes.
Metrans is thus pursuing the objective of offering its customers completely climate-friendly transport from a single source, with the combination of green road and rail transport adding significant value in this regard.
First methanol tug
The Port of Antwerp-Bruges has unveiled its first methanolfuelled tugboat. Developed as part of the FASTWATER project, funded by Europe’s Horizon 2020 project, the tug is an important step in the port’s ambitions to green its fleet and become climate-neutral by 2050. “We are pioneering with innovative technologies for the transition to alternative and renewable energy sources,” said Jacques Vandermeiren, chief executive of Port of Antwerp-Bruges.
■ Electrically powered trucks from CTD at HHLA Container Terminal, Burchardkai
Coastlink 2025: Save the date
The short sea shipping and sustainable logistics network
Delegate place includes
2-day conference attendance including lunch & refreshments
A multimodal port on the Atlantic Arc, Bilbao is a key gateway for European trade. Learn about the latest challenges and opportunities for short sea shipping; developments in multimodal connections to create sustainable freight routes; and the collaboration between ports & shipping to facilitate renewable energy hubs.
Supporters:
Coastlink is a neutral pan-European network dedicated to the promotion of short sea shipping and intermodal transport networks. Learn from and network with international attendees representing shipping lines, ports, logistics companies, terminal operators, cargo handlers, and freight organisations.
For more information on attending, sponsoring or speaking contact the events team: visit: coastlink.co.uk contact: +44 1329 825335 or email: info@coastlink.co.uk
Host port:
BELGIUM THROWS ITS WEIGHT BEHIND CARBON CAPTURE
More ports are throwing their weight behind the development of carbon capture facilities and the benefits of the establishment of cross-border associated infrastructure.
One of the latest is Port of Antwerp-Bruges, which is developing a CO2 compression plant in Zeebrugge in collaboration with Fluxys.
This facility will handle captured CO2 from Belgian and German industries, transporting it via the C-grid pipeline network to Zeebrugge for compression. The CO2 will then be transported through an Equinor operated undersea pipeline for permanent storage in Norway’s former oil and gas reservoirs.
Collective force
This project could the NorthWest European market a robust and flexible solution for largescale decarbonisation.
It’s in the feasibility stage, with an investment decision expected by 2025. Many believe that Carbon Capture, transport and Storage (CCS) is essential for
achieving significant CO2 emission reductions in future.
Multiple industry organisations have now underscored the importance of Carbon Capture, Utilization and Storage (CCUS) technologies by signing the Oslo Declaration. The declaration outlines five key policy actions to ensure the realisation of CCUS projects, such as the Ghent Carbon Hub, and low-carbon hydrogen initiatives like H2BE.
Structural coordination and cooperation among countries around the North Sea are necessary to untap the full potential of CCUS. Likewise, collaboration between EU and
■ The CO2 compression plant at Zeebrugge will offer the North-West European market a robust and flexible solution for large-scale decarbonisation
non-EU countries around the North Sea will be crucial to developing cross-border interoperable CCUS infrastructure and connecting CO2 sources with sinks economically.
Together with the Port of Antwerp-Bruges, North Sea Port has also signed the Oslo Declaration, together with large industrial stakeholders like ArcelorMittal Belgium, ENGIE, Equinor, Air Liquide, TotalEnergies and others.
GRANT BOOSTS APMT’S ELECTRIFICATION PILOT
The US government has granted APM Terminals Elizabeth US$1.4 million to support its decarbonisation plans.
The terminal operator is investing US$5 million in a pilot programme to electrify port equipment and help meet its net zero in 2040 ambition.
The Diesel Emissions Reduction Act (DERA) grant has enabled the replacement of seven diesel terminal tractors with new Mafi T 230e electric terminal tractors (eTTs).
“The project wouldn’t have been possible without the funding assistance and support from the US Environmental Protection Agency,” said Henrik Kristensen, managing director of APM Terminals Elizabeth.
“APM Terminals has set a goal to reach net zero in 2040 with one of the tools being the use of electric container handling equipment.”
Developed in collaboration with the non-profit Leonardo Academy, the pilot will explore performance and operational aspects of using the electric trucks.
Induction charging
The new eTTs, which support both plug-in and wireless charging, will contribute to yard,
BRIEFS
Developing CO2 infrastructure in Rotterdam
The CO2next project, which aims aims to build a liquid CO2 terminal at the Maasvlakte in the port of Rotterdam, has entered a new project phase. With the project entering into the Front-End Engineering Design (FEED) phase, the engineering and technology group Sener has been awarded the FEED contract.
Offshore wind benefits for Middlesbrough
AV Dawson, owner and operator of Port of Middlesbrough, has signed a long-term partnership with Italian offshore cable manufacturer, Prysmian, cementing a long-term partnership for future growth. Prysmian first started using Port of Middlesbrough for its operations ten years ago. Since then, the port has become central to the company’s operations and now acts as its northern European marine base.
Green H2 production planned for Rio
Credit: APMT
■ The fleet of eTTs at APMT Elizabeth
rail and vessel operations. They can operate for 16 to 20 hours after just two hours of charge time and will be charged using 100% renewable energy.
To enable the use of the eTTs, the terminal has installed nine Heliox level 3 60-180 kW fast charging stations.
Brazil’s Eletrobras has teamed up with infrastructure company Prumo to produce green hydrogen in the Port of Acu in Rio de Janeiro. The memorandum of understanding could lead to the development of a pilot plant and open the door to studies on large-scale projects, the firms are widely reporting as saying. Eletrobras is Latin America’s largest utility. The agreement will see the company supply hydroelectric power to companies looking to set up low-carbon hydrogen projects in the port, operated by Prumo.
Credit: Fluxys
21 TO NOV 2024 19 Hamburg Germany
Join us in November
Empire Riverside Hotel
Powering shipping’s emissions-cutting ambitions
Providing senior executives with a meeting place to learn, discuss and share knowledge of the latest developments in efficient propulsion technology and low flashpoint, low carbon fuels.
Topics & Presentations cover:
EU 2030 Regulatory Requirements and the Emerging Market for Carbon Storage and Capture: Challenges and Opportunities
Sponsored by:
Supported by:
Methanol: Lessons learned from the expansion of vessels operating on methanol
Ammonia: Challenges and solutions (fuel supply, after treatment, new engines, pollution control, fuel tanks)
Bio-Fuels: Operational experience for 2-stroke and 4-stroke engines
Lubricants: what the introduction of new base oils and additive packages into the maritime market will mean for lubricant suppliers, as well as alternative fuel considerations lubricant suppliers
Carbon Capture: emission reduction, findings, and new projects
Hydrogen: ICE, and fuel cell advances
LNG: Methane slip reductions, advances in engine performance
Other energy efficiency applications
Propulsion & Future Fuels is the longest-running technical conference in the maritime sector, providing senior executives with a meeting place to learn, discuss, and share knowledge of the latest developments in efficient propulsion technology and low flashpoint, low carbon fuels.
A new chapter in vessel electrification is beginning for America’s the Port of San Diego as it christens its new all-electric, battery-powered tug.
Owned and operated by Crowley, eWolf will use its ABB electric propulsion system to help achieve zero-emission operations at the port.
“We’re thrilled to see the first all-electric tug in the U.S. enter into service in the Port of San Diego as it checks off a signature goal of our Maritime Clean Air Strategy,” said Chairman Frank Urtasun, Port of San Diego Board of Port Commissioners.
“The eWolf adds to the work the Port and our partners are doing to significantly reduce emissions on and around San Diego Bay and demonstrates our commitment to clean, efficient maritime operations.”
Clean air strategy
Using all-electric tug propulsion will significantly reduce greenhouse gas emissions as part of Port of San Diego’s Maritime Clean Air Strategy
eWolf features an end-to-end
electric propulsion system from ABB including a 6.2-megawatthour energy storage system (ESS). This allows the vessel to achieve 70 short tonnes of bollard pull with zero emissions and complete a full day of work on a single charge.
The eWolf will significantly reduce greenhouse gas emissions in the port area of San Diego, replacing a tug that consumed over 30,000 gallons of diesel per year.
Crowley selected ABB as the full systems integrator for eWolf.
■ eWolf will use its ABB electric propulsion system to help achieve zero-emission operations at the port
In addition to the ESS, ABB supplied its award-winning Onboard DC Grid power distribution platform for optimised energy use, the ABB Ability Marine Diagnostic system. eWolf was developed through a partnership among the Port of San Diego, San Diego County Air Pollution Control District, the California Air Resources Board (CARB), the U.S. EPA and the U.S. Maritime Administration.
LA IN ELECTRIC TOP HANDLER FIRST
The Port of Los Angeles has become the first port in the US to deploy battery-powered cargo top handlers, as part of its commitment to decarbonisation.
The five electric top handlers bought by Yusen Terminals will replace more polluting dieselpowered equipment.
“These all-electric cargo top handlers are the culmination of years of rigorous, real-world prototype testing and development here at our port,” said Port of Los Angeles executive director Gene Seroka.
In 2019, the Port of Los Angeles was reportedly the first in the world to begin testing zeroemissions top handler prototypes designed and built by Taylor Machine Works. This real-world testing helped inform the final design of the commercial units put into service at Yusen Terminals.
The new Taylor ZLC 996 top handlers will be powered by a 650V all-electric battery power drivetrain, capable of running two-full shifts under normal work cycles. After five hours’ charge at 180W the units are ready to go.
There are currently 215 diesel top handlers used throughout the Port of Los Angeles, which account for about 30% of all emissions from cargo-handling equipment at the port’s terminals.
The port aims to transition all cargo handling equipment at its terminals to zero-emissions by 2030 and all drayage trucks by 2035.
BRIEFS
Placing the onus on hybrid port equipment
The US Port Houston has put six new hybrid-electric rubber-tyred gantry (RTG) cranes into operation, marking another milestone in its commitment to both sustainability and operational efficiency. This is the fourth of five total deliveries that the port will receive this year, as the port moves closer towards its goal of achieving carbon neutrality by 2050.
Klaipėda cleaner workboats
Klaipėda is taking a comprehensive approach to environmental improvement by ordering three new cleaner port vessels. The port is adding two new diesel-electric hybrid pilot boats and a hydrogenpowered waste collection vessel to its fleet, under its current renewal and modernisation projects.
Support for
Sweden-Belgium shipping corridor
Port of Antwerp-Bruges has joined Port of Gothenburg, North Sea Port and DFDS in its support for the Sweden-Belgium green shipping corridor project. The project aims to have two ammonia-fuelled ro-ro vessels operating on the routes between Sweden and Belgium by 2023 as the world’s first green ammonia shipping corridor for freight vessels.
“DFDS, an important operator with a daily roll-on/roll-off freight service to Gothenburg, will contribute to our ambition towards climateneutral transport in, to and through the port,” said Luc Arnouts, VP International networks, Port of Antwerp-Bruges.
■ Yusen Terminals has bought five electric top handlers from Taylor Machine Works for use at the Port of LA
Credit: Crowley
Credit:
COOPERATION AND FINANCE FOR GREENER SHIPPING
The urgent need for cooperation and more finance were two key takeaways from the Green Ports & Shipping Congress held at Marina Bay Sands in Singapore from 8 to 9 May 2024
Across the globe the ports and shipping industries need to work urgently hand-in-hand on the energy transition or risk a mismatch in efforts to meet the IMO decarbonisation and green house gas (GHG) emission deadlines, that was according to the panelists on the first day Keynote Panel.
Aligning supply and demand of new fuels for growing numbers of dual-fuel use ships, training seafarers to manage and work with the new fuels and getting finance and government support to work through the transition to decarbonisation were some of the key challenges identified during the discussion.
Funding gap
Pranesh Kumar, general manager and head of fleet, at Hafnia, posed an important question to the keynote panelistswhether governments were ready to come to the table. The question sparked mixed views on how far official support would be available One panelist commented that users would pay a major portion of the costs.
Costs to customers will happen, but inflation and other risks for new technologies will require some government support,” said Sanjay C Kuttan, chief strategy officer, at the Global Centre for Maritime Decarbonization.
But James Forsdyke, managing director, at Lloyd’s Register Maritime Decarbonization Hub, pointed out that governments can and should provide seed money to speed along maritime transition.
Seed financing and a push to get banks and insurers to look harder at financing options is already in progress in Singapore, said Er Tham Wai Wah, chief sustainability officer, Maritime and Port Authority of Singapore (MPA).
Moreover, the regulatory framework for the broad energy transition is happening in ways that could force governments to react as costs for customers and consumers increase.
More widely, companies are looking to spending smartly on sustainable greener technologies in operations such as electric tugs and equipment, said Evelyn Teng, head of contract pricing, at Maersk Southeast Asia Ocean.
Cooperation was widely seen as a way to smoothen some of the expected hiccups from switches to innovative technologies.
The view was bolstered by a call for shipping and terminal and port infrastructure to collaborate further to get these technologies in place.
Antonis Michail, technical director, at the International Association of Ports and Harbors (IAPH) said that for small operators in both industries worried about finance and making the right decisions on investments, a safe bet is to look at areas like electrification as part of the solution to decarbonise.
The size of the issue
Day two of the Congress looked at how drives to reduce ship carbon emissions are increasingly being aided by digital tools and software in bids to both increase efficiency and look for other ways to save money.
While the focus on green fuels for a news class of ships and efficient operations at ports and terminals and the introduction of renewable power sources catches the big spending numbers, it is tweaks to existing operations that are the targets for companies with more niche solutions.
The second day of the Congress focused in on software for
■ The Green Ports & Shipping Congress held at Marina Bay Sands in Singapore from 8 to 9 May 2024
Across the globe the ports and shipping industries need to work urgently hand-in-hand on the energy transition or risk a mismatch in efforts to meet the IMO decarbonisation and green house gas (GHG) emission deadlines
optimising ship travel and waiting times, including the Blue Visby Solution, a digital solution to pinpoint the best times to bring in or ship out a full-loaded vessel.
“Optimising ships is a major issue for reducing carbon emissions from waiting vessels and the scale of the problem is ‘staggering’ - with the share of the fleet waiting hovering around 20%, said Haris Zografakis, partner, Stephenson Harwood LLP.
He noted that every port in the world requires coordination between customs, terminals, customers, pilots, port authorities - with many ports with unique ecosystems, causing many of the waiting bottlenecks globally.
His tool to manage these bottlenecks, the Blue Visby Solution, is premised on coordinating ships to anchorage to reduce carbon emissions - the system of ships steaming for the same port. This would leave last-mile berthing in the hands of the ports and terminals delivering fuel savings and cutting carbon.
But Mr Zografakis added that owners need skin in the game to see benefits such as fuel savings - this requires bilateral contracts and multilateral agreements.
“For the environment, ship optimisation coordination could bring a 15% to 20% GHG (greenhouse gas) reduction, 15% carbon budget reduction and fewer whale strikes,” Mr Zografakis said, adding the first prototype completed this year using real ships and real contracts in Australia and Japan.
Meanwhile, a study of data available on draft levels at ports has prompted a look for a digital tool to allow increased loading capacity via software to measure vessel draft that can also lower carbon emissions, said Brendan Curtis, chief commercial officer, OMC International.
“Fewer voyages by optimising loading capacity are possible at most ports worldwide,” he said.
These software tweaks to operations are increasingly becoming a new way for maritime industry players to think about other ways to reduce carbon emissions.
A mammoth task
The good news on the pace of maritime decarbonisation has to be sobered by the scale of the transition needed to bring new fuels and technologies into wide use globally, panelists told the Congress.
This cautionary note came after two days of calls for coordination, sharing and common purpose – which is somewhat hampered by the trillions of dollars of investment still needed along with the urgency to introduce new ships and technologies.
“Our prediction is by 2035 not even half of the new vessels will be powered by new fuels,” said Peter Bos, who leads professional maritime solutions for renewable energies at Royal HaskoningDHV.
Mr Bos added that there is a lot of positive news on alternative fuels, but we need to move from MoUs (Memorandums of Understanding) to actual deals and plans.
He described ‘chicken and egg’ obstacles to new shipping fuels such as a lack of experience in regulation, training for workers and making a good business case among factors that make it hard to move quickly.
That brought up a two-speed response in the industry with some first movers out of the gates, but other companies watching from the sidelines and feeling some heat to act.
“Many companies in shipping and maritime are now being ‘pushed’ on meeting decarbonisation goals after the first movers,” said Taylor Wamberg, regional maritime commercial markets manager at Lloyd’s Register.
While the focus on green fuels for a news class of ships and the introduction of renewable power sources catches the big spending numbers, it is tweaks to existing operations that are the targets for companies with more niche solutions
He added that there is a need to create a demand signal for new fuels, looking at number of ships and tracking them. But still, the number of players involved in the transition is a challenge.
“The complex set of stakeholders makes coordination on maritime transition difficult,” said Archana Kannan, senior manager, Green Shipping Corridors at C40 Cities and Strategy Consultant at Advisory, ARUP.
She also warned to be mindful of anti-competition laws when considering data and intellectual property sharing.
One easier win for the maritime industry could be showing the benefits of the energy transition in more concrete ways.
“Improvements at port facilities the lead to better public health which can gather local support for bigger changes,” she concluded.
■ Haris Zografakis, partner, Stephenson Harwood LLP, the mastermind behind the Blue Visby Solution
NAVIGATING THE SHIFTING REGULATORY LANDSCAPE
Staying ahead of regulatory changes is crucial in maintaining compliance and operational efficiency in logistics, says Jeffrey Shih, CEO, Dimerco Express Group
Dimerco, a leading logistics and freight forwarding company, exemplifies how proactive monitoring and adaptation can lead to success.
With over 300 operating units in 67 countries, including 150+ company-owned freight forwarding offices and 80 logistics centres, Dimerco ensures compliance by closely monitoring domestic and foreign government policies and regulatory developments that could significantly impact its business and financial operations.
The impact of EU ETS
The EU Emissions Trading System (EU ETS), launched in 2005, aims to reduce greenhouse gas (GHG) emissions by at least 55% by 2030 compared to 1990 levels, targeting netzero emissions by 2050.
From January 1, 2024, the EU ETS expanded to include all large ships (over 5,000 gross tonnage) entering EU ports. This inclusion requires shipping companies to surrender emission allowances for a portion of their CO2 emissions generated during voyages to, from, or within EU ports.
This regulatory shift has sparked a wave of strategic responses within the shipping industry.
Firstly, increased freight rates and unclear rate levels. Logistics providers can expect rising freight rates as shipping companies factor in the cost of carbon allowances.
This could affect the overall cost of goods and services
transported by sea. Additionally, varying calculation methodologies for ETS surcharges might challenge shippers in effectively tracking total ocean freight rates.
Then there’s consumer impact. The financial implications of the ETS may lead to increased costs being passed on to consumers through higher retail prices.
Shippers have also been forced to look at route optimisation. Companies and logistics providers must optimise their routes to minimise emissions and reduce their carbon footprint, potentially leading to changes in shipping schedules and delivery times.
Then there is supply chain adaptation. The increased costs associated with emission allowances might prompt companies to re-evaluate global supply chain strategies, reassessing sourcing locations and distribution networks to optimise costs and emissions.
Investing
in cleaner technologies
On the other hand, the EU ETS has incentivised shipping companies and logistics providers to invest in cleaner technologies and embrace innovative solutions to meet new regulatory requirements.
The pressure to reduce emissions drives investments in alternative fuels and energy-efficient vessels, leading to long-term cost savings and environmental benefits.
It’s also driving adaptability and innovation. Logistics
■ The Dimerco team in the US coordinated to work seamlessly with cross-border trucks to pass the Mexican border Credit:
Dimerco
Companies and logistics providers must optimise their routes to minimise emissions and reduce their carbon footprint, potentially leading to changes in shipping schedules and delivery times
companies must adapt operations and embrace innovative solutions to navigate the changing maritime transport landscape under the EU ETS. This could result in new business models and partnerships.
Integrating air and ocean freight
Dimerco has deployed the Dimerco Value Plus System since August 1, 2009, to achieve operational and management excellence and market-leading customer service. This global supply chain management system is built on an open, cloudbased platform that supports collaborative workflows among supply chain partners in a highly secure environment.
Internally, the system integrates sales activities, operations, accounting and financial management processes on a single global operation system, with mobile networking and seamless integration with external applications.
This virtual office concept allows an anywhere, anytime approach using smart devices, providing real-time visibility for effective business management in supply chains.
A key feature of the Dimerco Value Plus System is the MyDimerco Portal, offering a customisable dashboard for customers to track milestones, set up alerts, and measure KPIs across the supply chain.
The system also includes a Purchase Order Management System (POMS), that enables synchronisation of multiple purchase orders across multiple countries, enhancing performance and productivity.
Using supply chain orientation, the system integrates all key supply chain functions for management efficiency and customer service excellence.
As a cloud-based collaboration, the system eases deployment, connectivity and accessibility. This helps ensure high performance and service reliability and reduces carbon footprint by taking advantage of energy-efficient technology.
Dimerco Value Plus System makes clever use of business intelligence. It centralises the data control mechanism to improve data quality, with dynamic and flexible analysis for customisable reports.
Because it’s automated, it preserves natural resources by reducing paperwork through the automation of integrated workflows and processes across the supply chain.
The MyDimerco Portal is customer-focused. Combined with the system’s strong data integration capabilities, it delivers seamless connectivity with our customers.
Strategic adaptation
The shipping industry faces a multitude of challenges beyond the EU ETS.
Global events such as Wars (Russia-Ukraine, Israel), Trade Tensions (US-China), Trade Strategy (China +1 & Taiwan +1), Trade Agreements (RCEP & CPTPP) and the Red Sea Crisis have forced global businesses to reevaluate their supply chains.
The changing flow of materials is testing the ability of certain trade lanes to handle the volume.
For example, the US-Mexican border has become more
congested. In response, carriers are deploying more capacity, while guarding against extreme overcapacity, which can lead to a crash in freight prices.
Carriers have also shown the world how nimble they can be in terms of adjusting capacity and replanning service loops to meet the market.
These reconfigurations in global supply chains have increased demand for import and export routes in Southeast Asia, with Taiwan’s exports rising in proportion to Southeast Asia and China becoming more Europe-oriented. Net-zero commitments by 2050 will drive upcoming regulations, requiring industries to adapt to new standards.
By integrating advanced technologies, optimising supply chain operations and embracing cleaner practices, Dimerco is setting a standard for the logistics and shipping industry ‘‘
Take-home messages
Dimerco’s strategic adaptation and investment in innovative solutions position it to navigate the evolving regulatory landscape successfully.
By integrating advanced technologies, optimising supply chain operations and embracing cleaner practices, Dimerco is setting a standard for the logistics and shipping industry.
As the industry transitions to a low-carbon future, flexibility and innovation will be crucial for meeting the challenges and opportunities ahead, shaping a sustainable future for the maritime sector.
Staying ahead of regulatory changes is essential for maintaining compliance and operational efficiency in the shipping sector.
The EU ETS has significant impacts on freight rates, consumer costs, route optimisation and supply chain strategies.
Investment in cleaner technologies and innovative solutions is critical for adapting to new regulatory requirements.
Case studies illustrate Dimerco’s successful strategies in cross-border train freight and air and road transport solutions. The industry must prepare for upcoming regulations driven by global events and net-zero commitment.
■ A Dimerco illustration on the EU ETS scheme
DECARBONISING THE INLAND WATERWAYS WITH HYDROGEN
In this Q&A we sit down with Sara Ravazza, managing director, Future Proof Shipping, to talk hydrogen and the future of the inland waterways
Netherlands based Future Proof Shipping (FPS) offers marine transportation services to enable players across the value chain to make the transition to zero emissions.
What is the FPS zero emissions philosophy with regards to the inland waterways?
Zero means zero! With regards to the sailing and fuelling of our ships, zero emissions means zero GHG emissions. All our vessels will be equipped with zero emissions propulsion systems.
Our founder Huib van de Grijspaarde is a visionary who wants to accelerate the green transformation of shipping and he decided to start Future Proof Shipping with that objective.
There was a lot of research and studies involved and it was decided to start with H2 and inland. An important part of this journey has been Nike. They really want to improve the Co2 footprint of their logistics and were prepared to take the leap and work with us on H2 Barge 1.
We set out to prove that zero emissions could be achieved in inland shipping and set the standard for the entire shipping industry.
Why is hydrogen so well suited to inland waterways vessels?
It provides clean power. Hydrogen offers the required power density and ease of operation in combination with a large hydrogen production, storage and distribution network which is being worked on throughout the Benelux and Germany; especially in the areas in which inland shipping plays a big role (Antwerp, Rotterdam, Amsterdam & Duisburg region).
The beauty of H2 is that it allows us to reach zero emissions while other fuels offer only an improvement.
We see that our vessels are almost silent and clean and this is very much appreciated by the crew members. As the European Commission pointed out in one of their videos about us, H2 is part of a silent revolution.
To secure our energy supply, we signed a long-term contract with green hydrogen supplier, Air Liquide.
As part of the agreement, Air Liquide will supply carbonfree hydrogen through specially designed multi-modal hydrogen storage suited for inland barges. The newly designed storage will be homologated with the support of notified bodies and will pave the way to make this new market a reality.
Please explain the background to the H2 barge projects, with a particular focus on refuelling infrastructure needed
In some ways, we could consider the journey to H2
Barge 1 almost a journey of four years, our engineers and experts have worked intensively in the concept design, testing and data analysis. We have developed unique expertise and we are now in a perfect position to help others with our consultants.
Being the first meant we had to overcome some difficulties. Lack of suitable parts and easily available materials, no proper legislation in place etc. We had to develop everything in close cooperation with the main partners involved in the project (i.e. Holland Shipyards, Koedood, Oechies and Air Liquide)
Refueling has been very easy and has not caused any issues or incidents since the vessels have been sailing. It requires some proper planning with the H2 supplier, but nothing that is really complicated.
Our partner Air Liquide has been very cooperative and
We set out to prove that zero emissions could be achieved in inland shipping and set the standard for the entire shipping industry
supportive, even when the planning of the vessel was sometimes a challenge due to external factors (strike at the locks etc).
What new projects are on the horizon for FPS?
H2 Barge 1 and H2 Barge 2 are sailing fully zero emissions. We currently own two more diesel barges that we will retrofit, and the next phases will be planned later this year. Based on the experience gained, we are discussing the various components and processes to continuously improve.
This is important not just for us, but for all players that want to retrofit their vessels and ask us for support. We have the DNA of a company that wants to continuously learn and optimise and we often go back to our desks and perform analysis of our data. We are now in a unique position because of this approach and want to develop this further.
FPS is truly in a scale-up phase: We are stabilising our internal processes and operating systems and reflecting on all the learnings we have so far to accelerate moving forward. We are now active as consultants where we see our expertise is also requested in short sea projects, we still have to plan for upcoming inland vessels and we are investigating how we can leverage our unique data position to support others.
What is/are your take home message(s) for our readers?
The challenge for the green transformation of shipping is not only technological. We want to have a cooperative approach with all actors in the supply chain, from shipping lines to terminal operators, forwarders and other logistic solution providers. It is our belief that working together we can really accelerate such an important transition.
What
Our dream is to see an industry that moves forward all together with determination and pace. For our planets and our kids we would hope to see quite a few more H2 vessels, both owned by FPS, but also vessels that we helped others to develop
One of the key factors is mobilising demand: A client like Nike has been instrumental in the change and we need others to follow with the same ambition for our planet and passion for sustainability.
Our dream is to see an industry that moves forward all together with determination and pace. For our planets and our kids we would hope to see quite a few more H2 vessels, both owned by FPS, but also vessels that we helped others to develop.
But to get there, we believe it is extremely important that all of us as consumers start asking for green transportation solutions, maybe being prepared to pay a little more to support the new technologies, but valuing the impact that these steps can have on the society as a whole.
is special about H2 Barge 1?
The HS Barge 1 is the first inland container vessel in the world to run 100% on green hydrogen.
Since the hydrogen is created using clean energy (making it green/zero carbon hydrogen), the H₂ Barge ” will have zero Carbon Dioxide (CO₂) emissions.
There is no diesel on-board nor any back-up generators that run on diesel. Batteries are used as back-up.
H2 Barge 1 is the first inland vessel of its kind to have 875 kW of installed fuel cell capacity on board and nearly one tonne of hydrogen on board, operating commercially, and crossing national borders.
The vessel is now propelled by an 800kW electric motor, which is one of the world’s largest electric motors
installed on an inland vessel. The old engine was donated to the STC Naval School for future students and sailors to learn from.
It is also the first vessel to receive the A-Zero (A0) label. This is the Dutch label system for inland waterway vessels and is the environmental label for the vessels that meet certain emission limits.
The label system for inland vessels is based on classification for air pollutant emission performance expressed in average gram per kWh for the vessel: (NOx, PM) ranging between 0 and 5, linked to emission limits from CCNR II and different Stage V options.
Classification for greenhouse gas emission performance is expressed in average
gram per kWh for the vessel (CO2, CH4) with a linear range between A and E The classification is therefore a 2-dimensional table. Where A is zero climate emissions and 0 means no air pollutants are emitted by the vessel.
H2 Barge 1 was the first to reach this performance using FC technology in combination with green hydrogen. H2 Barge 2 also has the A0 label.
The design enables H2 Barge 1 to reduce CO2 emissions by nearly 2,000 tonnes of CO2e per year. This removes the need for 22 trucks going 24/7 on the road.
The amount of hydrogen used is equal to the use of hydrogen of 80 city buses. To compensate this amount of CO2 80,000 trees would need to be planted.
■ The beauty of H2 is that it allows FPS to reach zero emissions while other fuels offer only an improvement
TAURANGA PREVENTS A BEACHSIDE ‘DUST UP’
Dust pollution from industrial activities is a major concern for residents at Mount Maunganui, an idyllic beachside suburb in the Bay of Plenty, in New Zealand’s North Island, writes Dave MacIntyre
In response, the adjacent Port of Tauranga, the country’s largest port, has undertaken a range of dust suppression and mitigation measures to produce a dramatic improvement in air quality since 2019.
New Zealand’s National Environmental Standards for Air Quality (NESAQ) provide a level of protection for the health of people and protection of the natural environment. The country’s air space is divided into 74 ‘airsheds’, or legallydesignated air quality management areas.
Mount Maunganui has its own airshed which encompasses the Port of Tauranga and the Mount Maunganui industrial area, which has traditionally had an issue with PM10 discharges (smoke and fine dust particulate matter smaller than 10 millionths of a metre). For this reason, the airshed is classified as polluted under the NESAQ.
Tighter rules
The Mount Maunganui airshed was introduced to enable tighter rules and resource consent decisions and a greater ability for the regional council to manage industrial discharges.
New consent applications for activities that discharge PM10 cannot be granted consent if they are likely to increase offsite PM10 concentrations – unless the discharge can be offset by at least an equivalent PM10 reduction in another part of the airshed.
For the Port of Tauranga, a main focus on improving air quality has been to tackle the threat of dust pollution.
The port is split between container wharves on one side of the harbour and bulk and breakbulk on the other side, next to the residential and holiday destination of Mount Maunganui.
High-risk cargoes handled on the Mount Maunganui wharves include stock feed, fertiliser, export logs and clinker (the main component of cement) but many other cargohandling activities and vehicle movements can create dust if not managed well.
Port’s response
The port’s response has been to increase its pollutionmitigation measures, starting with sealing all cargo-handling areas between about 2010 and 2015. This was then complemented by the erection of wind fences to prevent dust blowing onto adjoining roads. Close to two kilometres of wind fences encourage any airborne dust to settle on the ground, where it can be swept up.
Sweeping is undertaken at the container terminal, throughout the Mount Maunganui wharves and at the Hewletts Road log marshalling yard. Vacuum sweeper trucks collect dust and debris from the wharves, and concrete barriers have been installed to keep traffic and heavy equipment on more frequently-swept roadways.
The sweepings collected from bulk handling berths are segregated and stored in a purpose-built facility designed to reduce dust generation. At the completion of the operation (before being removed from the port by the cargo owner),
■ The beachside retreat of Mount Maunganui is being protected by the port’s pollution mitigation measures Credit: Port of Tauranga
The
port’s response has been to increase its pollution-mitigation measures, starting with sealing all cargo-handling areas between about 2010 and 2015. This was then complemented by the erection of wind fences
they are reintroduced to the importer’s processes where possible to minimise waste to landfill.
Log yard area sweepings consist of finer earth and bark materials, which are also recycled and used by local landscaping company Daltons, which has been collecting log bark from the wharves for more than 45 years.
The port also enforces wind limits on handling potentially dusty cargoes. Wind speed is monitored by the stevedores via multiple LED light systems located on the berths. These lights are similar in appearance to traffic lights to advise the stevedores, including those operating the ship’s cranes on board, if the wind speeds are within limits, approaching limits or are exceeding limits.
The 15-minute average wind speed needs to be 15 knots or less. The port also has several (more complicated) gust speed wind limits which are frequently reviewed to ensure they remain fit for purpose. The system is completely automated to ensure good decisions can be made in response to changing wind conditions.
Air quality focus
Port of Tauranga has a history of working to improve air quality over decades, as witnessed by Dalton’s collection of log bark for nearly half a century. There has been an increased focus since about 2018, with the appointment of the port’s first Environmental Manager, Joey McKenzie. He now has a team of three.
The designation of the polluted airshed in 2019 resulted in increased monitoring of air quality by the port, to identify opportunities for improvement. The monitoring has also allowed the port to quantify the improvements.
The results show significant reductions in sulphur dioxide
and dust. A recent report for the Toi Te Ora Public Health Unit identified air quality improvements since 2019, just before Mount Maunganui industrial zone was designated a polluted airshed.
The study showed a reduction in fine dust (PM10 ), with annual PM10 concentrations on a port boundary reducing by 15% since 2019, and annual levels of PM2.5 reducing 35% in the three years to 2022.
In addition, the introduction of mandatory low-sulphur shipping fuels in early 2020 has had a major impact on improving air quality by reducing sulphur dioxide emissions.
Port of Tauranga has recently agreed to help fund some of the air quality monitoring being undertaken in the industrial area to enable Bay of Plenty Regional Council to introduce supplementary air sensors into nearby residential areas.
The 12 new sensors, while not as accurate as the monitors in the industrial area, are designed to detect particulate matter, including salt-laden air, as well as NO2 (nitrogen dioxide) which is also generated from petrol and diesel vehicles. The Council is posting real-time air quality indicators on its website.
The port consults regularly with its neighbours, the Bay of Plenty Regional Council and residents’ groups through various forums.
■ Staff checking the stormwater monitors at the Port of Tauranga
Credit: Port of Tauranga
■ Wind breaks help contain dust around the Mount Maunganui Wharves
Credit: Port of Tauranga
WORKING TOGETHER FOR SUSTAINABLE CRUISE CALLS
Cruise terminal development will enable further growth for Le Havre’s busy cruise port while enhancing environmentally friendly facilities for ships, says Michele Witthaus
Situated on the north coast of France, with good access to Paris and other major cities, the French Port of Le Havre has long been a popular port of call for cruise ships.
Cruise capacity is set to increase as a result of infrastructure works that are underway and due for completion by 2026. Under the auspices of the Communauté Urbaine and Haropa Port, the ambitious works programme will see the delivery of three new, more comfortable and environmentally-friendly terminals.
Construction will begin on Terminal 1 in September 2024 and will be completed in January 2026, with work on Terminals 2 and 3 starting this summer for completion in August 2025.
“The new buildings will be energy-positive, thanks to the addition of a large photovoltaic roof and very efficient operating conditions,” says general manager, Alexandra Ruiz. “The construction processes used will be low-carbon, with a target of 10% of materials transported by river to reduce the use of road transport.”
The new Le Havre Cruise Port will be able to comfortably accommodate around 13,500 passengers a day in transit. In addition to extensive landscaping to improve links with the city centre, these new facilities will also include events and promenade facilities to further strengthen the link between the people of Le Havre and the cruise ships that visit.
Bigger picture
The extent to which any port can welcome less-polluting vessels is a predictor of overall sustainability, and Le Havre is
making significant investments in this regard. The development works include several environmental and sustainability initiatives to reduce CO2 emissions and promote environmentally friendly practices among cruise lines and other port operators.
“New infrastructure will supply electrical connection of ships to the quayside, enabling zero-emission calls,” says Ms Ruiz.
Work has begun on burying the cables for the shorepower connection so that the three shore power platforms can be brought into service between 202eni5 and 2026.
The provision of facilities for LNG bunkering will help reduce pollution in the harbour area.
Ms Ruiz explains: “The port encourages the use of cleaner fuels such as LNG and fuels with a low sulphur content, thanks to favourable tax arrangements.”
The port is working to improve waste reception facilities and encourages cruise lines to minimise the use of singleuse plastics. Specialised facilities for the management and treatment of cruise ship waste allow for the sorting, recycling and appropriate disposal of solid, liquid and hazardous waste produced by ships.
The development of the Florida Point site in the Port will allow for robust measures to manage vessel-related pollution.
“As we know, cruise operations can affect local marine and coastal ecosystems, particularly through anchoring and potential oil spills,” says Ms Ruiz.
“The discharge of ballast water, wastewater and grey water can introduce pollutants and invasive species into local marine environments. The Port of Le Havre already applies very strict regulations for the treatment of ballast
■ A view of the interior at Terminal 1, under construction at the Port of Le Havre Credit: Enia Architectes
water and the discharge of wastewater. We will also have a government department on the site responsible for clean-up operations in the event of a major crisis (oil spill or other).”
Well connected
The city of Le Havre is well connected to the main roads, making it easy for cruise passengers arriving or departing by road. The A29 and A131 motorways provide rapid access to the French motorway network. Paris airports are within easy reach, offering convenient options for international passengers.
Infrastructure investments by the port and the city of Le Havre encourage sustainable modes of transport such as electric shuttles, self-service bicycles and scooters, and improved public transport services for cruise passengers.
Beyond the day-to-day running of the services required to manage cruise calls, the sustainability of any cruise port depends on successfully addressing social challenges such as the impact on residents of the volume of tourists visiting the port.
“Fortunately, the urban geography of Le Havre, with its many districts and its 2km-long beach, means that we can easily absorb a surplus of visitors,” says Ms Ruiz.
“Nevertheless, we are committed to pursuing an objective of economic benefit by investing in direct job creation: cruise terminal agents, security and reception services, maintenance, and so on, as well as indirect jobs in the tourism, catering, hotel and retail sectors, and for tour guides, taxi drivers and excursion operators.”
She adds: “The presence of cruise ships and their passengers helps to promote tourism in the region. Le Havre thus benefits from increased visibility as a tourist destination, which can attract more visitors in the long term.”
Regional benefits
Another important positive consequence of cruise operations that Ms Ruiz identifies is the creation of income for local businesses: Cruise ship passengers and crew spend money in the city on shopping, dining, sightseeing and leisure, which stimulates local businesses. Local suppliers can also benefit from contracts to supply the ships with food, drink and other necessities.
“Cruise tourist spending has a multiplier effect on the local economy, as the money spent circulates through different economic sectors, supporting a wide range of services and businesses,” she says.
“And let’s not forget the port taxes and fees paid by cruise lines to use port facilities, which generate income for the port authority and can be reinvested in improving facilities and services. In short, cruise activity in Le Havre plays a crucial role in the economic dynamism of the region, generating income, creating jobs and stimulating various local economic sectors.”
Cooperation among the port’s many stakeholders is an important part of these activities. “Tackling sustainability challenges requires the strong involvement of a number of stakeholders, including port authorities, cruise lines, local and regional politicians, businesses and environmental organisations,” says Ms Ruiz.
“There is a strong desire to take up these challenges in Le Havre, and together we can effectively manage the sustainability issues associated with cruise industry activities and promote a more sustainable and resilient port environment.”
Throughout the year, representatives of the cruise port take part in trade shows, conferences and various symposia related to sustainable tourism and sustainable cruising. “This enables us to communicate with the other players in the industry about the best practices we are all experimenting with, the new regulations in force and the improvements to come.”
Infrastructure investments by the port and the city of Le Havre encourage sustainable modes of transport such as electric shuttles, self-service bicycles and scooters, and improved public transport services for cruise passengers ‘‘
Pooling resources
She explains that cooperation with other nearby ports is also a key part of the port’s strategy.
“Thanks to the association of cruise ports on the Channel and Atlantic coasts, we are pooling our financial, human and technical resources to promote and raise the profile of the Normandy, Brittany, Val-de-Loire and South-West regions. At a local level, we run the Club Croisière, which brings together companies involved in the tourism sector, particularly cruises, in Le Havre and the surrounding area.”
The cruise passenger experience remains a crucial piece of the puzzle. Ms Ruiz says: “To enhance the tourist appeal of the city and its region in order to attract a greater number of cruise lines and passengers, we want to position Le Havre as a must-see destination for cruise passengers through marketing campaigns and partnerships with tourism operators.”
The port’s strategy to attract cruise visitors includes “promoting the city’s cultural and historical sites, such as the modern architecture of the city centre, which has been a UNESCO World Heritage Site since 2005, and developing authentic excursions and experiences for cruise passengers that highlight local culture, gastronomy and traditions. We are also increasing our collaboration with other Channel and Atlantic ports to create attractive cruise itineraries.”
There is a strong focus on maximising the economic benefits for local and regional businesses, particularly in the hotel, restaurant and retail sectors, and generating local employment opportunities.
Looking to the future, Ms Ruiz says: “We plan to continue developing and improving the infrastructure and facilities to accommodate larger ships and increase capacity, while optimising passenger and baggage management processes to ensure a smooth and pleasant experience. This includes maintaining high standards of port security to guarantee the safety of passengers and ships, as well as health vigilance: implementing rigorous protocols to prevent epidemics and protect the health of passengers and port workers.”
Ms Ruiz believes that this multifaceted approach will ensure the best and most sustainable outcomes for all concerned. “The development of cruises in Le Havre is part of an overall strategy to improve the attractiveness of the city, stimulate the local economy, promote sustainable practices and offer a high-quality experience to cruise passengers.”
■ Alexandra Ruiz, general manager, Le Havre Croisières
CHALLENGES AND OPPORTUNITIES IN IMPLEMENTING ESG STRATEGIES
GreenPort sits down for a Q&A with Jackie Spiteri, managing director, SESG on sustainable Environmental, Social And Governance (ESG) strategy in the marine sector
As the founder and managing director of SESG, you have a broad view of ESG strategy development across various sectors. What unique challenges and opportunities does the maritime industry face in implementing ESG strategies compared to other sectors?
The maritime industry, with its unique operational characteristics and critical role in global trade, faces distinct challenges and opportunities in implementing ESG strategies compared to other sectors. One of the primary challenges is the complexity of international regulations and the need for global consensus on sustainability standards. Maritime operations span across jurisdictions, making uniformity in ESG related compliance more challenging than in sectors that operate within national boundaries.
The maritime sector is responsible for a significant portion of global greenhouse gas emissions (GHG), driving the imperative for cleaner, more sustainable shipping methods. The transition to low-carbon technologies and fuels, while necessary, presents a substantial challenge due to the current infrastructure and investment requirements.
The maritime industry’s role in global supply chains positions it as a key player in promoting sustainability throughout the value chain. By implementing and demanding ESG standards, maritime companies can influence suppliers, customers, and partners to adopt greener practices, amplifying the sector’s impact on global sustainability.
The drive towards ESG also opens up new avenues for green financing in the maritime sector. As stakeholders increasingly prioritise sustainability, there’s a growing pool of finance directed towards projects and companies that demonstrate strong ESG credentials. This trend presents an opportunity for
the maritime industry to access funds necessary for transitioning towards more sustainable operations.
While the maritime industry faces unique challenges in embedding ESG strategies, it also stands on the brink of significant opportunities. By embracing innovation and sustainability, the sector can lead in the global transition to a greener economy, securing not only environmental benefits but also operational efficiencies and new growth avenues through green finance.
Your recent projects have involved ESG risk and gap analysis against the new International Sustainability Standards Board (ISSB) reporting standards. Can you share some insights into common gaps you’ve identified in maritime projects and how companies can address these gaps?
Our recent work supporting organisational readiness to comply with the ISSB IFRS S1 and S2 reporting standards within the maritime sector, has observed a range of common gaps around governance, climate risk and opportunity analysis and measuring performance.
Effective governance is the backbone of any successful ESG strategy, providing the structure and policies needed for accountability, transparency, and strategic alignment with ESG objectives.
An increasingly crucial aspect for many organisations is the assessment and management of climate risk. This encompasses both the physical risks associated with climate change and the transitional risks related to the shift towards a low-carbon economy. Despite its importance, many organisations in the sector have yet to fully integrate climate risk into their strategic planning and risk management frameworks.
■ The green financing panel discussion at the Green Ports & Shipping Congress focused on the role of green finance in shaping the future of maritime sustainability
While many companies have begun to adopt measures for addressing Scope 1 and 2 GHG emissions, our work across a range of sectors has revealed significant gaps in measuring and addressing Scope 3 emissions, which are more of a challenge to quantify and manage.
As stakeholders demand greater transparency and accountability, the need for independent assurance of ESG data is growing. Many organisations currently do not have their data independently assured, which can undermine the credibility of their ESG reporting.
These gaps highlight the varied levels of maturity across companies in addressing ESG criteria and underscore the complexity of implementing thorough and effective ESG strategies.
Addressing these gaps requires a concerted effort. By tackling these issues, companies in the maritime sector can enhance their ESG performance, position themselves to align with forthcoming reporting standards, and secure a favourable stance in the transition to a sustainable future.
The structuring of sustainability financing frameworks for ports and shipping lines is a crucial area of your work. Could you elaborate on what these frameworks typically entail and the impact they have on achieving sustainable development goals within the maritime sector?
The structuring of green financing frameworks for ports and shipping lines represents a strategic endeavour to align investment flows with sustainable development goals in the maritime sector. These frameworks are designed to ensure that funds are directed towards projects and initiatives that have a positive environmental or social impact, such as reducing greenhouse gas emissions, addressing modern slavery and seafarer welfare, or mitigating adverse effects of activities on marine ecosystems.
By setting clear criteria for what constitutes a ‘green’ project, these frameworks provide a transparent mechanism for investors to assess the environmental credentials of their investments, fostering confidence and encouraging the flow of capital towards sustainable infrastructure and operations.
A key component of these frameworks is the emphasis on measurable benefits. This involves not only the identification of potential projects or sustainability targets but also the establishment of rigorous methodologies for measuring performance and quantifying their impact.
The successful implementation of sustainability financing frameworks necessitates close collaboration between various stakeholders, including port authorities, financial institutions, shipping companies, and regulatory bodies. This collaborative approach ensures that the frameworks are not only ambitious in their sustainability goals but also practical and achievable, taking into account the operational realities of port management and maritime logistics.
You recently facilitated the green financing panel at the Green Ports & Shipping Congress in Singapore. What were some of the highlights from the panel?
The panel discussion at the Green Ports & Shipping Congress was incredibly insightful, focusing on the role of green finance in shaping the future of maritime sustainability.
We discussed innovative financial instruments such as green, sustainability-linked, and transition loans and bonds, highlighting their crucial role in funding decarbonisation efforts within the maritime sector. Expert insights from Pang Toh Wee, Eugene Wong, Jens Van Yperzeele, and Terry Tamminen provided practical strategies for integrating sustainability into maritime finance practices.
The panel also underscored the impact of frameworks like
By implementing and demanding SESG standards, maritime companies can influence suppliers, customers, and partners to adopt greener practices, amplifying the sector’s impact on global sustainability
the ASEAN Taxonomy for Sustainable Finance, guiding green investments in the region and aligning financial flows with sustainable maritime development. Initiatives such as the Port Decarbonisation Fund were discussed as practical frameworks to mobilise resources towards sustainable maritime infrastructure and operations.
Overall, the panel showcased the opportunities and challenges in leveraging green finance to drive sustainable growth and achieve zero-carbon shipping goals in the maritime industry.
Looking forward, what emerging trends do you believe will shape the development and adoption of sustainable practices within the maritime industry? How should companies prepare to meet these new challenges and opportunities?
As we look to the future, the landscape of sustainability within the maritime industry is poised for continued evolution, driven by a confluence of technological innovation, regulatory shifts, and changing investor priorities.
One emerging trend is the increasing focus on innovative financing mechanisms that incentivise sustainability, such as sustainability-linked loans and bonds, which tie the cost of capital to the achievement of predetermined sustainabilityrelated targets. This trend not only aligns financial incentives with sustainable outcomes but also encourages companies to integrate sustainability into their core operations.
Another trend is the growing importance of transparency and accountability in sustainability reporting. The demand from investors, regulators, and stakeholders for reliable and standardised ESG data is pushing the maritime sector toward more rigorous disclosure practices. This is catalysed by the development of global standards, such as the Task Force on Climate-related Financial Disclosures (TCFD) recommendations, which are becoming de facto requirements for companies seeking to access green finance.
An emergent facet in the landscape is the emphasis on nature-related financial disclosures. As the maritime industry’s environmental impact extends beyond carbon emissions to include effects on marine ecosystems and biodiversity, the integration of nature-related risks and opportunities into financial reporting is gaining traction. Initiatives such as the Taskforce on Nature-related Financial Disclosures (TNFD) are setting the stage for frameworks that guide companies in reporting their dependencies and impacts on nature.
To effectively navigate these emerging trends, organisations should proactively adapt their strategies to embrace innovation, enhance transparency, and prioritise environmental stewardship.
One of ShoreLink flagship products is Self Propelled Cruise Cable Management System, renowned for its convenience and reliability in cruise shore power connections.
ShoreLink is dedicated to delivering diverse shore power solutions tailored to various vessel types, including Cruise, RoRo/RoPax, Containers, Bulk Carrier, Offshore Supply, Electrical and Hybrid Ferries, and other vessels.
18:30 Welcome Reception - Hosted by the Haropa Port
DAY ONE - Wednesday 23rd October 2024
08:00 Coffee & Networking
09:30 Welcome by Chairman
Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC
09:40 Welcome Address by HAROPA Port
Stephane Raison, Director General, HAROPA
Session 1.1: Building a sustainable future
Priorities & challenges for meeting net-zero
10:00 Panel Moderator: Chris Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK
Panellists include:
Isabelle Ryckbost, Secretary General, ESPO
Antonis Michail, Technical Director IAPH & WPSP, IAPH
Lamia Kerdjoudj Secretary General, FEPORT
Stephane Raison, Director General, HAROPA Port
Nicolette van der Jagt, Director General, CLECAT
11:10 Coffee & Networking
Session 1.2: Electrification of Ports
Hear about the latest developments in the electrification of ports, cruise terminals and equipment.
11:30 Electrification of Ports, Cruise Terminals & Equipment Hervé Geraud, Onshore Power Supply Expert, HAROPA Port
11:45 Onshore Power Supply: The Business Case
EOPSA’s 2024 strategy focuses on the business case and bankability of OPS, converging energy, maritime, and port experts to create a versatile, financially viable model, featuring the Cherbourg Port Microgrid.
Roland Teixeira, President, EOPSA
12:30 Question & Answer Session
12:45 Lunch & Networking *invited
2.1 Green Corridors
An update on recent projects and developments on creating green corridors.
14:10 Green Corridors - update on recent developments and case studies
In 2023, the Port of Dover led a feasibility study for a Green Corridor with Calais/Dunkirk, focusing on energy pathways, regulations, grid upgrades, and universal charging infrastructure.
Megan Turner, Environment and Sustainability Manager, Port of Dover
14:25 Green Corridors – moving from promises to real action
A look into the rapid growth of global green corridor projects, highlighting the Port of Gothenburg’s pioneering biofuel and ammonia initiatives, emphasizing collaboration, challenges, and lessons in achieving sustainable shipping.
Edvard Molitor, Head of International Public Affairs and Sustainability, Port of Gothenburg
15:10 Question &
3.1 Resourcing the Transition to Sustainability
Are all ports equal? A look at seaports vs. inland enabling practicable implementation options for compliance, cost/risk reduction, environmental protection, and sustainability.
16:00 Resourcing the Transition to Sustainability Cedric Verciglio, Strategic Planning Director, HAROPA Port
16:15 Port Readiness Level for Marine Fuels Assessment Tool
Antonis Michail, Technical Director IAPH & WPSP, IAPH
16:30 The Role of Megaports in Climate Change
EU mega ports prioritize climate change, adopting strategies like GHG reduction targets and On-shore Power Supply. The paper highlights implementation challenges, emphasizing stakeholder collaboration for sustainable port management and climate change adaptation.
A chance to hear from experts on the latest sustainability investments and the work being done to tackle the environmental, social and economic impacts of cruise operations.
14:10 Future environmental solutions for Mediterranean ports. From European legislation to environmental strategic plans European directive and regulations about the environment and the concrete solutions of the mediterranean ports.
Valeria Mangiarotti, Marketing Manager, Port System Authority of the Sardinian Sea
14:25 Environmental Issues in Cruising in Morocco
Jamil Ouazzani, Director of Marketing & Strategic Intelligence, SGPTV SA (Tangier City Port Management Company)
3.2 Cruise Infrastructure & Development
An update on the latest projects in cruise infrastructure and development.
16:00 Refurbishing Cruise Terminals Speaker to be confirmed, Port of Dover*
Marti Puig Duran, Chemical Engineer & University Lecturer, Polytechnic University of Catalonia 16:30
17:00 Question & Answer Session
17:20 Day 1 Round Up with
DAY TWO - Thursday 24th October 2024
08:30 Coffee & Registration
09:20 Opening by Chairman
09:30 ESPO Environmental Report
Anaëlle Boudry, Senior Policy Advisor, ESPO
09:55 ECO SLC Environmental Report
Marti Puig Duran, Chemical Engineer & University Lecturer, Polytechnic University of Catalonia Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC
10:20 Question & Answer Session
10:30 Coffee & Networking
4.1 Infrastructure Development for Multimodal Services
A look into the adaptations needed to meet decarbonisation goals and address ecological transitions for logistics and supply chains.
10:50 Infrastructure Development for Multimodal Services
Pierre de Bellabre, Multimodality Project Director, HAROPA Port
11:05 Port of Moerdijk: multimodal hub for Europe
Kyra Lemmons, Commercial Manager –Logistics, Port of Moerdijk
4.2 Financing Decarbonisation
A look at the latest initiatives to put the transition at the heart of port finance models.
11:05 Tim Verhoeven, Projects & Policy Manager Sustainable Shipping, port of Antwerp-Bruges*
11:20 Sergio Nardini, Head of Strategic Development, Port of Triest* 11:20
11:35 Decarbonizing Container Logistics on the River Siene
The latest developments at Port Feeder Barge to decarbonize intra port container logistics
Ulrich Malchow, Managing Director, Port Feeder Barge 11:35
11:50 Questions & Answers
11:50 Questions & Answers
12:10 Lunch & Networking *invited
5.1 Successful Port Integration for Meeting Net-Zero
Equitable, international collaboration to benefit communities and the environment.
13:40 Loss of Biodiversity –An Underestimated Risk
Biodiversity is often overlooked in public and political spheres, overshadowed by climate change measures. Ports face challenges balancing economic development and biodiversity, risking severe ecological and economic impacts if biodiversity is neglected.
Malte Siegert, Chairman, NABU Hamburg
13:55 Confronting the Carbon Giant: Ports as Battlegrounds for Decarbonisation
Scope 3 emissions, transparency in emissions reporting, and community mobilization for environmental accountability, emphasizing ports’ roles in decarbonization and their impact on global supply chains and climate change efforts.
Sjoerd de Jager, CEO & Co-Founder, PortXchange
14:10 Green Inland Ports – the way forward
Developing an Environmental and Sustainable Management System for greening Inland Ports
Rob Leeuw van Weenen, Senior Project Manager, Panteia Nederland
Ioanna Kourouniotti, Freight Transport and Ports Consultant, Panteia
5.2 Green Fuel Transition for Ports
A review of the progress being made to meet the 2050 goals for decarbonisation and current projects in place.
13:40 Renewable energy – latest projects contributing to port growth
Kris Danaradjou, Deputy General Manager in Charge of Development, HAROPA Port
13:55 Climate Strategies in Baltic Ports
Baltic ports’ climate strategies, focusing on EU compliance, decarbonization, electrification, renewable energy, and ESG reporting, highlighting BPO’s role in multiport decarbonization projects and energy transitions.
Bogdan Ołdakowski, Secretary General, BPO
14:10 Hydrogen Fuel Cells as Onshore Power Supply Solution for Grid-Constrained Ports
Using hydrogen fuel cells for onshore power in ports, offering a sustainable alternative to overcome grid congestion and lack of infrastructure, aiding in decarbonization and sustainable practices.
Anis Ayoub, Stationary Power EMEA, PlugPower
14:25
14:40 Question & Answer Session
15:00 Coffee & Networking
14:25 Green fuel transition from a cross border perspective.
Biofuels in transition
Sophie Delannoy, Program Manager –Sustainable Transport Fuels, North Sea Port
14:40 Question & Answer Session
Session 6: The Role of Smart Ports & Technology
A look into which innovations will derive real benefits in the transition to sustainability; AI, Digitisation, Optimisation software
16:30 Question & Answer Session
16:50 Conference Wrap up by Conference Chairman
17:00 Conference Close
DAY THREE - PORT TOUR
Friday 25th October 2024
10:00 Port Tour of Le Havre
12:00 End of Conference
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THE GREENING OF MOROCCO’s PORTS
Greening of Africa’s ports may be slow due to the high investment requirements for effective an effective transitioning, writes Shem Oirere
But for Morocco the story could slightly be different as the country has attracted foreign funding and the government enhanced its national budgetary allocation for the modernisation of the ports.
Morocco has embedded the greening of its maritime gateways into its Port Strategy 2030 with the government prioritising the process as a key driver towards a greener economy.
Part of the port strategy includes increasing supply of renewable energy, particularly solar energy for use by ports’ land and sea-based consumers, as well assessing the port’s greenhouse gas emissions.
It also entails coming up with a time-bound roadmap for carbon footprint mitigation as well as clearly spelt out monitoring performance indicators.
Waste management
Some of the specific undertakings in Morocco’s green port programme, are outlined by Safae Lyazidi, Head of Security, Safety, and Sustainable Development in the Directorate of Ports and Maritime Public Domain in Morocco.
They include boosting waste management, disposal and recycling measures, improve port capacity to fight against all kinds of pollution, fast-track the energy transition of ports by supplying ships with alternative fuels, including fuels with low or zero carbon content.
Moreover, Ms Lyazidi says the National Ports Agency (ANP) is attempting to improve the resilience of the ports via pursuing “the ecological transition by promoting green ports and marinas through the electrification of port infrastructures, in particular quays, thus reducing the environmental impact of calls in favour of cruises and container ships.”
Port resilience
Morocco, like many Africa countries with a coastline, is experiencing the impact of climate change that has a direct and indirect effect on sustainability of the ports along the country’s Atlantic and Mediterranean coastline.
The European Bank for Reconstruction and Development (EBRD) is bankrolling a portion of Morocco’s transition to green economy including enhancing the resilience of ports against effects of climate change through the rehabilitation and strengthening of port infrastructure along the country’s Atlantic coast “that are highly exposed and vulnerable to extreme weather and climate change.”
“The rehabilitation and improvement works aim to extend the life of the port structures and improve their resilience to sea level rise and associated extreme weather events,” the bank says in a statement.
Once the project is completed Morocco expects to realise a reduction in “the costs of weather-related damage to port infrastructure assets and weather-related disruption to operations at the ports.”
According to EBRD, these climate resilience outcomes of reduced weather-related damage and disruption costs are
expected to deliver significant economic benefit over the economic life of the investments.
EBRD projects Morocco will face the consequences of climate change with long term changes in climate and more frequent extreme events.
It says the North Africa country’s coastline is “particularly vulnerable to sea-level rise and associated climate impacts.”
The level of the sea along the Moroccan coastline is projected to rise by 0.25m by 2050 and by up to 0.6m by 2100 relative to 2015.
Hence making adapting these maritime gateways more resitant to climate change and making building their resilience an imperative.
Green
technology
Morocco, through the ANP, the country’s authoritative and regulatory body, has expressed commitment to support global push for maritime decarbonisation by scaling up investment in green technology through public private partnerships.
Morocco’s objective with the green port drive is to achieve by 2030 “the ecological and energy transition of Moroccan ports by reconciling the development of port and maritime activities with the conservation of a healthy and sustainable marine environment.”
Elsewhere, the World Bank is supporting an ongoing study focused on viability of production, storage, supply and export of zero carbon bunker fuel in Morocco ahead of the introduction of the bunkering of ships calling at Moroccan ports with green bunker fuels.
As the deadline for the Port Strategy 2030 draws close, Morocco, which relies on its ports for up to 98% of its external trade, appears to be fully embracing the concept of green ports in its overall port operations and management.
■ Morocco’s rehabilitation and improvement works aim to extend the life of the port structures and improve their resilience to sea level rise, pictured Tanger Med Port
DIGITALISING EQUIPMENT PEAK PERFORMANCE
Konecranes is placing the emphasis on its digital offering with a raft of new data-driven products. The company has seen a significant shift towards leveraging connectivity to enhance operations
There’s been a growing demand for utilising and automating data to optimise performance, streamline maintenance and improve troubleshooting processes.
This emphasis on data-driven insights has enabled the company to create substantial value for its customers by ensuring more efficient and reliable operations.
”We encourage our customers to leverage our digital services to achieve the best possible results,” says Sampsa Oja, advanced services product manager port services, Konecranes.
”By utilising tools like TRUCONNECT and CheckApp, you can gain valuable insights, streamline processes and minimise downtime, ultimately staying ahead in a competitive industry. Investing in digitalisation is not just about adopting new technologies but also about enhancing your overall operational strategy for long-term success.”
New offerings
Over the past year, Konecranes has introduced several digital products designed to enhance efficiency and reduce emissions for its customers.
These innovations reflect its commitment to providing digital solutions that not only improve efficiency, but also contribute to sustainability efforts by reducing emissions.
Konecranes latest API products streamline data flows by automating the connection between different systems, such
as those for spare parts and equipment data. This automation enhances overall process efficiency and enables seamless integration.
A landmark piece of technology added to the API range is TRUCONNECT which provides a standard and secure way for different applications to connect and share information without user intervention.
TRUCONNECT enables customers to compare data on emissions, fuel savings, energy usage and carbon dioxide consumption, allowing them to take informed actions to optimise their operations.
It’s accessible on the yourKONECRANES customer portal and can relay safety-related occurrences, such as brake service life, over-temperatures, attempted overloads and emergency stops.
It can also give analyses of critical alerts and faults and operating statistics, such as load spectrum, monitoring of hoist jogging, overloads, emergency stops, work cycles and running hours.
Konecranes has also launched a Spare Parts API. Spare parts of course make equipment ownership and lifecycle management simpler and smarter. But the company wanted to make ordering spare parts part of an automated workflow, whereby parts can be ordered directly from a company’s ERP or similar system.
■ The new customer portal called YourKONECRANES (YKC) allows users access to manage their own digital services Credit: Konecranes
‘‘
Konecranes latest API products streamline data flows by automating the connection between different systems, such as those for spare parts and equipment data
Added to these new products, there is a new customer portal called YourKONECRANES (YKC), where users can access and manage their relevant digital services.
YKC combines relevant equipment data insights, documentation and management of the services all into one place. This gives users full and live visibility of all equipment usage data and the ability to manage and modify existing digital service functionalities.
Insight is king
At present, Konecranes says some of its most popular products for ports and terminals are those that provide valuable insights from equipment data.
Leading the way are TRUCONNECT and the emerging CheckApp. These products have gained popularity due to their ability to leverage data to drive better decision-making and operational improvements at ports and terminals.
Konecranes is continually exploring new ways to create value through its expanding range of digital products. But like most equipment manufacturers now, the focus is increasingly on leveraging advanced technologies, including AI and machine learning.
By using AI and sophisticated algorithms, the company plans to deliver more proactive and efficient maintenance and inspection solutions.
According to Mr Oja, these enhancements will help provide customers with even greater insights, optimising equipment performance and reducing downtime.
“Our commitment to innovation ensures that we remain at the forefront of the industry, continuously improving our services to meet the evolving needs of our customers,” says Mr Oja.
He added that the key takeaway message should be the importance of staying up-to-date and being willing to invest in digitalisation opportunities at individual ports and terminals.
“Embracing digital solutions can significantly enhance operational efficiency, improve maintenance practices and ensure optimal outcomes,” he concludes.
Digitalisation drive in New Zealand
Napier Port, which is a key gateway in and out of New Zealand, handles over 250,000 teu annually. To maintain this volume, the facility operates a sizable fleet of harbour equipment, including six Konecranes mobile harbour cranes.
As the port’s new wharf project has been completed and the wharf is operational, equipment is being modernised and redeployed.
The port decided to upgrade the drive on one of the older Konecranes GHMK 6408 cranes to improve its performance and ensure spare parts availability.
In August 2023, Napier Port had a drive upgrade retrofit and TRUCONNECT Remote Monitoring installed on one of its Konecranes Gottwald mobile harbour cranes. An updated crane requires less maintenance and therefore costs less in downtime.
The result has been that crane performance has improved and can be easily monitored online while it shares common components with newer cranes in the fleet.
With three of the six mobile harbour cranes on the quay now effectively the same, productivity stays high as one crane can easily replace another if there is any downtime and maintenance is easy with
guaranteed spare parts support. It’s an easy way to extend crane lifetime.
“Properly functioning equipment is vital to ensure steady and reliable service for our customers. As we expand our operations, we are expecting higher volume, so we can’t afford much downtime,” says David Broad, general manager assets and infrastructure, Napier Port.
“We are pleased to report that this retrofit has improved the crane’s performance and our overall productivity – proven by remote monitoring – and has simplified maintenance with shared spare parts.”
Turnkey solution
The Konecranes mobile harbour crane drive retrofit is a turnkey solution with customisable features for specific cranes.
In this case, the Konecranes Gottwald GHMK 6408 crane had its DC drives for hoisting and slewing replaced, as well as the variable braking resistor, its motor modules and control units.
A new onboard computer (IPC) was also installed, with VISUMATIC 8 software, along with a new monitor, keyboard, mouse and an Uninterruptible Power Supply (UPS), to ensure safety in the unlikely event of a
power failure for the electrical control room. The addition of TRUCONNECT Remote Monitoring offers digital reports on crane performance and extra technical analysis to assist in maintenance.
“The success of this retrofit highlights Konecranes’ expertise with customised retrofits, which are a cost-efficient way to improve the performance and extend the useful lifetime of any crane,” says Klaus Woeste, regional sales and services director, Oceania, Konecranes Port Services.
“When their mobile harbour cranes are updated to ensure continued service, Napier Port demonstrates a strong commitment to their customers. We are proud to work with them and look forward to continuing our partnership long into the future.”
This retrofit is just one example of Konecranes’ ’Ecolifting’ effort, its continuous work to decrease the carbon footprint of its customers.
Konecranes has also completed a similar project at Bristol Port in the UK where the operator had a drive and control system retrofit and TRUCONNECT Remote Monitoring installed on two Konecranes Advanced Grab Drive (AGD) unloaders.
■ The Konecranes new Generation 6 Konecranes Gottwald ESP.6 Mobile Harbour Crane in operation in Vietnam
—
Revolutionizing Ports with ABB: Leading the Charge in Container Terminal Electrification
THE GREEN TRANSITION FORCES TO MORE COOPERATION
In this article, Isabelle Ryckbost, secretary general, ESPO, discusses how ports are collaborating to realise the green transition
When I started in this job in ESPO in 2013, I met European port managers and port professionals who were very competitive, counting tonnes and throughput and trying to be more attractive than the neighbouring port or the competing port serving the same hinterland or markets.
During the last ten years, ports have moved further in the direction of corporatisation and of becoming commercial companies paying taxes, similar to any other company.
Tonnes still play an important role, but, on top of becoming more “commercial”, the public responsibilities and roles of ports are also on the rise. As mission-driven entities, Europe’s ports remain engaged in goals of general interest, contributing to the ambitions Europe is putting forwarddecarbonisation and the energy transition being by far the most important ones.
And there we see an interesting development where ports are joining forces among themselves and with other stakeholders.
Keeping up
The energy transition obliges ports to look for innovative solutions and new ways of working, in the first place, to green their own operations and lower their own carbon footprint.
Since moving forward often requires making risky choices, as there is not just one way forward, not one type of port, and the way forward is uncertain, ports have to learn, exchange good practices and compare with peers. It is in that respect that we see more and more ports seeking platforms to reflect together on the way forward, to exchange good practices and learn from each other.
Since moving forward often requires making risky choices, ports have to learn, exchange good practices and compare with peers ‘‘
Even if ESPO has a long standing tradition in working together to assist its members in excelling further in environmental management and performance in the framework of the EcoPorts network, we see that over the last years the interest to be part of such a network is growing. For the first time, almost 40 European ports are being certified under the Port Environmental Review System, the PERS certificate.
In addition, we see many ports participating in EU projects, building consortia to reflect on how to green and how to realise the green transition. Under the European research programme Horizon Horizon Europe, two big consortia have been set up aimed at developing a Masterplan for European Green Ports.
One concerns the Pioneers project, coordinated by the Port of Antwerp-Bruges and bringing together also the ports of Barcelona, Constanta and Venlo with a wide variety of
energy stakeholders, universities and consultants.
The other, the Magpie project, gathers an equally wide group of partners together with the ports HAROPA Port, Sines and Deltaport. But next to these two mega projects, there are also different other EU projects aimed at paving the way towards zero-emission ports, such as the SEANERGY project,
But the cooperation is going also much further than exchanging good practices.
Green corridors
Different ports in Europe are currently engaging in building Green Corridors, together with shipping lines and cargo owners.
For ports being part of a network industry, the development of bottom-up green corridors seem a logical step in making sure that the greening effort is shared by all stakeholders on the corridor. In that sense, North Sea Port, Port of AntwerpBruges and Port of Gothenburg are together with DFDS committing to the establishment of the Sweden-Belgium Green Corridor.
In their efforts to step up their role as hubs of energy and being partner in the energy transition, the ports of Antwerp and Zeebrugge decided to merge a few years ago into the Port of Antwerp-Bruges.
Finally, and this is maybe the most striking fact, we see that the big competing ports are no longer only focusing on who is the biggest.
As they say it themselves in an open letter that was published in April on the eve of the European Industry Summit on 17 and 18 April 2024: Nowadays, when the CEOs of Port of Antwerp-Bruges, North Sea Port, Duisburger Hafen AG and Port of Rotterdam sit around the table - “We no longer talk about tonnes of cargo, but about how we can unite to secure a sustainable future for industry in Europe.”
Let me conclude. It is clear that the energy transition obliges ports to think and work differently. Cooperation, building coalitions of the willing, becomes an essential pillar of paving the way forward, since the climate and green ambitions can only be met if we join forces.
■ For the first time,
40 European ports are being certified under the Port Environmental Review System, the PERS certificate, Port of Lauwersoog is the latest
almost
ALTERNATIVE FUELS TO ENABLE MARITIME TRANSITION
With the EU confirming that the global warming threshold of 1.5°C has been continuously exceeded for 12 months earlier this year, the need to achieve net zero has never been greater, says Laurence Molke, chief executive officer, CycleØ
Failing to do so would pose grave risks to our industries, communities and nature.
However, almost every business sector is struggling to make the changes required to reduce greenhouse gas emissions in a difficult economic situation, especially hardto-abate industries like shipping.
A novel solution - using animal waste from farms - could play a key role in addressing these challenges and support long-term, clean growth for the sector.
Dependence on fossil fuels
Russia’s invasion of Ukraine underscored and exacerbated Europe’s long term energy security concerns, and those of its marine sector. In spite of moves to reduce dependence, Europe remains the largest customer of Russian pipeline and LNG gas (CREA).
In addition, the economic impact of EU’s sanctions on Russia have begged questions over the feasibility of states and industries achieving their decarbonisation goals:
● Member states need to reduce emissions three times faster than they have in the past decade; and
● The pace of reduction needs to rapidly increase in the shipping industries to meet EU-level climate targets by 2030.
The European Parliament says that the EU now needs to move out of crisis management mode and focus on achieving energy security and tackling the climate crisis.
By adopting and producing alternative fuels domestically, European states and industry can reduce their dependence on Russian fossil fuels while mitigating carbon emissions: addressing these crucial challenges in tandem.
Adopting alternative fuels
The marine sector currently accounts for around 3% of global CO2 emissions. However, without adequate monitoring and supporting measures, it could be responsible for 17% by 2050
(Carbon Trust). As ships are disconnected from energy grids, it will be one of the toughest sectors to decarbonise.
Alternative fuels are being touted as the solution, with many offering meaningful decarbonisation while requiring little to no modification to existing ship engines.
CycleØ’s integrated green gas solution, for example, captures methane and the naturally occurring carbon emissions from agri-food, industrial and municipal waste and converts them into a carbon-negative fuel for ships and docks.
We will work directly with these off-takers to share or construct new facilities for handling green gas at the ports themselves and already have a framework agreement in place for the bunkering of biomethane as an alternative fuel for ships.
The ports are therefore able to ensure that their customers have access to biomethane, which has a negative carbon intensity, and will significantly reduce the emissions and environmental impacts of the marine and agri-food sectors.
Next generation green gas
The positive impacts and benefits of this technology also go far beyond reducing greenhouse gas emissions and improving energy security. Its deployment creates new jobs, boosts economic growth and provides an additional, muchneeded revenue streams for struggling farmers.
Produced locally from widely available feedstock (organic waste), green gas enables the marine industry to shorten its supply chains, which drives economic efficiencies and additional environmental benefits. It allows farmers to maximise their output too, benefitting all.
As an alternative fuel, green gas can help eliminate the need to use the earth’s dwindling fossil fuel stocks to power the world. It also offers farmers the chance to generate extra income, reduce costs (associated with waste disposal), and reduce their sector’s emissions by selling their agri-food
■ CycleØ currently has more than 20 green gas plants in development in Spain, Italy and Ireland, with ambitions to deploy 50 plants across Europe by 2028 Credit: CycleØ
By adopting green gas, the marine sector can chart a course towards a better tomorrow – one where economic prosperity, energy security and environmental stewardship go hand in hand ‘‘
waste to sustainable alternative fuel producers.
At CycleØ we currently have more than 20 green gas plants in development in Spain, Italy and Ireland, with ambitions to deploy 50 plants across Europe by 2028.
Through benefitting people, planet and profit, this technology is poised to play a crucial role in addressing the perceived conflict between protecting the environment and driving economic growth, which lies at the heart of divisive political discussions and the farmers’ protests in Europe.
CycleØ localises its green gas plants to their feedstock, be that agri-food waste or other form of organic waste. This approach enables access to additional feedstocks and reduces transport costs, in comparison to centralised hubs. By partnering with agri-food producers to deploy these facilities, CycleØ also unlocks additional benefits for the community and significantly contributes towards the growth of a circular economy.
Charting the course for other industries
According to a recent report released by the European Environment Agency (EEA), the agricultural sector requires immediate attention to curtail its emissions. It is responsible for nearly half of methane, two-thirds of nitrous oxide and 3% of carbon emissions worldwide. Accordingly, it could be responsible for as much as 15% of current warming levels (Nature).
The European Commission says that in the EU, the industry accounts for more than 10% of the bloc’s greenhouse gas emissions.
It is crucial to facilitate a smooth transition to net zero agriculture, to enable farmers to play a positive part in tackling the climate crisis without jeopardizing their incomes.
By adopting alternative fuels made from agricultural emissions, the marine sector can empower those working in the agricultural sector to also do so – reducing their environmental impact and gaining an additional revenue stream by producing green gas.
Calming stormy seas
Policymakers across Europe need to act now to challenge the supposed conflict between economic growth and the environment and empower the marine and agricultural industries to meet their ambitious growth and decarbonisation targets. Alternative sustainable fuels represent vast socioeconomic and environmental opportunities for both these sectors and the bloc.
Member states must enact tailored policy reforms and provide incentives to effectively facilitate and scale up production. With 678 plants injecting 12 TWh of green gas into its grid annually thanks to governmental policies and support schemes, France is a great example of what these kinds of changes can achieve (ODRE).
Among the most impactful policy shifts for the industry there have been the introduction of attractive feed-in-tariff schemes and a green gas (biogas) production certificate scheme designed to fast-track facilities. Critically, the French government also opted to cover 60% of the grid connection
cost for green gas producers and grid operators.
In addition, policymakers there created contracts for difference for uninjected green gas (biomethane) to support anaerobic digestion facilities in rural areas, accelerating the sector’s growth, which significantly benefits farmers.
Converting organic waste into green gas offers myriad benefits at all levels. From mitigating greenhouse gas emissions at the macro level, fostering energy security, and boosting economic growth, to creating jobs and improving air quality at the regional and local levels.
Sailing away
As the demand for alternative, locally produced fuels continues to grow, so too does their potential to play a pivotal role in shaping a more resilient, greener future.
By adopting green gas, the marine sector can chart a course towards a better tomorrow — one where economic prosperity, energy security and environmental stewardship go hand in hand.
■ Using animal waste from farms could play a key role in supporting long-term, clean growth for the sector
Credit: CycleØ
Laurence Molke chief executive officer, CycleØ
Credit: CycleØ
8 – 10 October 2024
Hamburg, Germany
REGISTRATION NOW OPEN
Managing risk - building resilience - unlocking opportunities 2024 will be a pivotal year for ports and their communities. Geopolitical instability is on the rise. Physical and digital security is under threat, at sea and on shore.
Shipowners, supply chain providers and cargo owners must adapt rapidly. The energy transition towards low- and zero-carbon fuels must be balanced against national energy security concerns.
#IAPH2024 will offer attendees insights on these topics, revealing how ports – from developing and developed nations – are building secure and sustainable solutions to these shared challenges, in a deeply interconnected world.
To secure your delegate place or further information on attending/sponsoring contact the events team: visit: worldportsconference.com contact: +44 1329 825335 or email: wpc@mercatormedia.com
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HYDROGEN POWERED TUGS PARTNERSHIP
CMB.TECH and Damen are collaborating to build hydrogen-powered ASD Tugs which will use innovative dual fuel hydrogen technology to significantly reduce emissions.
The agreement for the first four vessels was signed at the 27th International Tug & Salvage (ITS) Convention in Dubai, where classification society Lloyd’s Register also presented CMB. TECH and Damen with an approval in principle (AiP) for the hydrogen solution that will be installed in the tugs.
“This contract marks another very important step in the development of our hydrogenpowered vessel portfolio,” said Alexander Saverys, CEO of CMB. TECH.
“ASD tugs are ideal assets to start the decarbonisation of port operations. With our hydrogen tugs, every port in the world will now be able to lower its carbon emissions and create demand for green hydrogen production.”
Working relationship Damen and CMB.TECH have previously cooperated on the development of a series
Commissioning Service Operations Vessels (CSOV)which are powered by dual fuel hydrogen generator sets - the so-called Elevation Series, that Damen is building for CMB. TECH’s subsidiary Windcat.
The dual fuel hydrogen ASD Tugs 2812 FF-H2, with 80-tonnes bollard pull, that meet the most stringent IMO Tier III and EU Stage V standards, are a new step in the parties’ cooperation.
These vessels will feature four highspeed dual fuel hydrogen engines, designed to minimise NOx and CO2 emissions. They will
■ Render of the four ASD Tugs 2812 FF-H2
also have modular storage systems for compressed hydrogen, ensuring safe storage below deck. Each tug can carry up to 16 hydrogen bottles, storing a total of 736kg of pressurized hydrogen at 350 bar.
While these tugs will primarily run on hydrogen, they’re equipped to switch to traditional fuel if hydrogen isn’t available and can operate on 100% traditional fuel if needed. The tugs feature a total of 160m3 fuel holds.
SPAIN RAMPS UP ITS BIOFUEL FOCUS
The European Investment Bank (EIB) and Cepsa have signed a €285 million loan agreement for the construction of an advanced biofuels plant which will serve industries including marine, air and road transportion, in order to expedite decarbonisation.
Located next to the ¨La Rábida Energy Park¨ in Huelva, the plant, which Cepsa is building together with Bio-Oils, will produce sustainable aviation fuel (SAF) and renewable diesel (HVO), from organic waste such as used cooking oil or from agricultural waste.
“We are grateful for the EIB’s support to this project, which is key to our Positive Motion strategy and to Spain’s and Europe’s progress towards the necessary energy independence,” said Maarten Wetselaar, Cepsa’s CEO.
”This plant will enable us to take a giant step forward in the production of green molecules,
■ The new advanced biofuels plant will be located next to the ¨La Rábida Energy Park¨ in Huelva
with the aim of facilitating the immediate decarbonisation of land, sea and air transport by reducing CO2 emissions by up to 90% compared with traditional fuels.”
Quick win
Biofuels are an immediate solution to reduce CO2 emissions from this sector, without making changes to existing engines.
Once operational, the facility is expected to process as much as 600,000 tonnes of waste and produce up to 500,000 tonnes of
second-generation biofuels annually.
The project supports the decarbonisation objectives of the European Green Deal. It is also part of the EIB’s action plan to support REPowerEU in ensuring energy security and reducing EU dependence on fossil-fuel imports.
The project is supported by InvestEU, an EU programme to mobilise more than €372 billion of additional investment in the period 2021-2027.
With this new arrangement, the EIB is continuing to support Cepsa’s decarbonisation strategy. It is the third financing operation with Cepsa in the last two years to accelerate this strategy.
The previous two were a loan of €80 million for photovoltaic plants in Andalusia and a loan of €150 million for Cepsa’s network of electric charging stations in Spain and Portugal.
BRIEFS
Green Marine and Vopak team up on methanol
Green Marine Fuels and Royal Vopak are teaming up to secure port storage facilities for green methanol in the Chinese ports of Shanghai Caojing and Tianjin Lingang. This milestone is the next phase in Green Marine Fuels’ drive to expand methanol supply chain infrastructure and the company says it is planning a similar partnership with Vopak Singapore.
Sohar in biofuel shipment first
Sohar Port in Oman has taken delivery of its first shipment of biofuel for use in marine tug operations. The biofuel – produced locally from cooking oil – was delivered in cooperation with Svitzer, Woqod and Hormuz Marine. Emile Hoogsteden, CEO of Sohar Industrial Port, said that the use of biofuels will significantly contribute to reducing the level of harmful emissions. “This project is an example to be emulated in the region and beyond,” he said.
H2 test field opens at Hamburg
A new test field has opened at the Port of Hamburg to explore the feasibility of using hydrogen to power heavy goods vehicles. The site at the Container Terminal Tollerort includes a hydrogen refuelling station and is being hailed by operator Hamburger Hafen und Logistik (HHLA) as a milestone on the path to decarbonising logistics. “The test field enables us to test future technologies, gather valuable data and evaluate the results,” said Angela Titzrath, chief executive of HHLA.
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