Introduction of Electronic Gate to International Trade...

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JCM/BOCM Feasibility Study (FS) 2012 Final Report

「Introduction of Electronic Gate to International Trade Port to

Improve Port-related Traffic Jam in Thailand」

（implemented by Chuo Fukken Consultants Co., Ltd.）

FS Partners [Thailand] Port Authority of Thailand (PAT), Ministry of Transport (MOT), State Railway of Thailand (SRT), The Joint Graduate School of Energy & Environment [Japan] Japan Weather Association, Climate Consulting, LLC

Location of Project/Activity

Bangkok Port and its periphery

Category of Project/Activity

Transport (Port, Information, Traffic and Road Technologies)

Description of Project/Activity

The Port Authority of Thailand (PAT), which is the administrator of Bangkok Port, plans to implement comprehensive environmental improvement measures at Bangkok Port, in order to reduce GHG emissions through short-, medium- and long-term measures in stages. At present, PAT is working on electronic conversion of gates as a part of their comprehensive environmental improvement measures. In this study, we developed the MRV methodology centering on the following two measures: Measure 1: Electronic conversion of gates (introduction of E-gates) Measure 2: Promotion of E-gate utilization By electronic conversion of gates, the processing time at the gates will be reduced, thus eliminating traffic congestion caused by freight trucks waiting at gates for loading or unloading at Bangkok Port, and also reducing idling GHG emissions.

Eligibility Criteria

Condition 1: Introduction of the project or activity in the boundary will improve traffic flow and reduce GHG emissions. Condition 2: Activities encouraging vehicles not to idle while stopped are not already carried out in the host country. Condition 3: [Only for Measure 1] E-gates will be newly introduced into the port. Condition 4: [Only for Measure 2] E-gates are already in use and there are no dedicated lanes for vehicles without an E-card.

Reference Scenario and

Project/Activity Boundary

1. Reference Scenario Measure 1: Electronic conversion of gates (introduction of E-gates) Measures to improve the efficiency of gate processing, such as E-gates, are not introduced at all gates until the end of the credit period. Measure 2: Promotion of E-gate utilization The situation in which only some companies use the introduced E-gates continues (small- to medium-sized transport companies continue to use paper document processing). 2. Project/Activity Boundary Vehicles passing through the gates of Bangkok Port (freight trucks and passenger cars) are covered. The geographical boundary is both the East and West gates.

Calculation Method Options

Option 1: Using the “Queuing model” Option 2: Monitoring (only when implementing the project/activity) Option 1 is a simple method in which GHG emissions can be calculated by only monitoring the total number of vehicles going IN/OUT of the gates per day (by vehicle type). On the other hand, in option 2, the waiting time for each vehicle is

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monitored and the GHG emissions upon implementing the project/activity are calculated from the monitored values.

Default Values set in

Methodology

The results of automobile emissions measurements by the Pollution Control Department (PCD) are analyzed to calculate the idling CO2 emission coefficient as the default value.

Monitoring Method

The following two monitoring methods were proposed. Based on the field study, Option 1 is favored in terms of overall management, measurement, data quality control, data aggregation and others. • Option 1 This method monitors only the total number of vehicles going IN/OUT of the gates per day (by vehicle type). • Option 2 This method monitors the waiting time for each vehicle. Front Observers and Rear Observers are assigned to monitor the arrival time of vehicles at the rear end, gate arrival time and gate departure time.

GHG Emissions and its

Reductions

If all gates become E-gates through implementation of “Measure 1: Introduction of E-gates” and “Measure 2: Promotion of E-gate utilization”:

Reference Implementation of project/activity

Reduction

50.13 (tCO2/year) 4.08 (tCO2/year) 46.05 (tCO2/year)

Method of Verification

In the third-party verification using the MRV methodology developed in this study, the project-specific values, monitoring values and reduction in emissions resulting from them are considered. The verification requires the following as evidences: 1) Monitoring report, 2) information on the validity of the monitoring period, 3) information on screening of the monitoring results, 4) information on the method of applying the queuing model, and 5) information on calibration of the measuring instruments

Environmental Impacts

Studies on environmental impact (air pollution, noise, vibration and so forth) have been conducted around Bangkok Port, and environmental integrity is ensured by reflecting the evaluation results on project planning.

Financial Plan It is common in Thailand to procure funds for projects through self-funding without assistance from the government; funding must be ensured through public funding or foreign capital funding. A Yen loan from the Japan International Cooperation Agency (JICA) is assumed for the initial investment on E-gates (infrastructure establishment expenses, system development expenses, etc.).

Promotion of Japanese

Technology

Although the management of port gates is highly unique due to the systems, laws, customs and other reasons of the host country, Japanese manufacturers are capable of flexible development and handling according to the situation. The E-gate products manufactured in Japan are highly reliable with a 100% operation rate, and thus there is excellent potential for introducing Japanese technologies.

Sustainable Development in

Host Country

In addition to short-term measures for the traffic at the gates, by developing the basis of the MRV methodology for mid- to long-term measures regarding peripheral traffic and environmental measures, project implementation will progress smoothly in the future, contributing greatly to not only the reduction in GHG emissions but also the sustainable development of the host country by eliminating traffic congestion around Bangkok Port and improving the air environment.

JCM/BOCM FS Report in 2012

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FS Title: JCM/BOCM Feasibility Study “Introduction of Electronic Gate at International Trade Port

to Improve Port-related Traffic Jam in Thailand” FS Entity: Chuo Fukken Consultants Co., Ltd. 1．FS Implementation Scheme

• The Japan Weather Association: Assistance in examination of MRV methodology, co-benefit evaluation,

and assistance in discussions with the host country

• Climate Consulting, LLC: Assistance in examination of MRV methodology and assistance in

discussions with the host country

• Port Authority of Thailand (PAT): Counterpart, provision of data, cooperation in study

• The Joint Graduate School of Energy and Environment (JGSEE): Implementation of traffic condition

survey at gates and collection of local information

2．Overview of Project/Activity

(1) Description of Project/Activity Contents:

Item Description Host country Thailand Area for implementation of project/activity Bangkok Port and its periphery

Description and scale of facilities for project/activity Comprehensive environmental improvement measures at Bangkok Port

Technology to be adopted in the corresponding project/activity

Port technology, information technology, traffic-related technology and road technology

Expected counterpart and owner of the project/activity

Counterpart: Port Authority of Thailand (PAT) Owner: Port Authority of Thailand (PAT)

Description of Project/Activity The Port Authority of Thailand (PAT), which is the administrator of Bangkok Port, plans to implement comprehensive environmental improvement measures at Bangkok Port, in order to reduce GHG emissions through short-, medium- and long-term measures in stages. At present, PAT is working on electronic conversion of gates as a part of their comprehensive environmental improvement measures. By electronic conversion of gates, the processing time at the gates will be reduced, thus eliminating traffic congestion caused by freight trucks waiting at gates and so forth for loading or unloading at Bangkok Port, and also reducing idling GHG emissions.


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(2) Situations of host country: The Thailand Ministry of Transport has set a 20% reduction in CO2 emissions during the period from

2011 to 2020 in the overall transport sector as the target of GHG reduction. With this background, the

urgent issue for Bangkok Port is to alleviate environmental and traffic problems as Bangkok Port is located

next to the urban area of Bangkok City and there are traffic problems in the peripheral region. In addition,

there are upper limits on the amount of freight handled to encourage utilization of the new Laem Chabang

Port and to mitigate the environmental and traffic problems around Bangkok Port. The Thailand Ministry

of Transport has a policy of setting an upper limit on the amount of freight handled by land transport, to

encourage a modal shift to marine transport and rail transport in the future.

(3) Complementarity of the CDM: While there is a high need for CDM projects in the transport sector in developing countries, the number

of registered cases (16) is much smaller than in other fields. Indeed, in the field of ports, there has been no

registered CMD project. At present, it is extremely difficult to realize any CDM project in ports due to

circumstances such as the possibility of additionality, strict calculation of reduction in emissions, and

monitoring. Since port projects are fairly public in nature, it is difficult to have private-based market

entrants due to lack of profitability and the conditions are disadvantageous for CDM, which tries to

promote project identification, planning and implementation by the private sector. Therefore, a practical

methodology should be prepared and such a project should be addressed by the bilateral offset credit

mechanism (BOCM).

Table 2.3.1: Number of registered CDM projects in the transport sector

Methodology Title Number of registered

cases ACM0016 Baseline Methodology for Mass Rapid Transit Projects 4 AM0031 Baseline Methodology for Bus Rapid Transit Projects 8

AMS-III.C Emission reductions by electric and hybrid vehicles 2 AMS-III.T Plant oil production and use for transport applications 1 AMS-III.U Cable cars for mass rapid transit system (MRTS) 1

Source: UNFCCC CDM website (http://cdm.unfccc.int/), as of October 2012

The project examined in this study is of great significance, as it will directly contribute to the reduction

of GHG emissions in Japan in addition to activation of the economy through technology transfer. To

examine the MRV methodology appropriate for BOCM, the GHG emission reduction is calculated for

Bangkok Port and its peripheral region, and the feasibility of project development to extend the possibilities

for acquiring emissions credits from port projects is evaluated.

Furthermore, technical and financial assistance from Japan is expected to boost projects by utilizing

BOCM. It is possible to carry out port projects in many countries or regions and to reduce GHG emissions

by establishing the MRV methodology in the field of ports through this study, thus paving the way for

BOCM projects.


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3. Study Contents

(1) Issues to be addressed in FS: 1) Implementation of survey on traffic conditions at gates: In this study, traffic conditions at gates will be

surveyed to develop default parameters for gate processing time, number of vehicles passing through

the gates, distribution of temporal fluctuations and others. The results of preliminary studies and field

studies revealed that a practical inspection plan needs to be developed, including study items and

observer assignment.

2) Collection of information and data for calculation: Since the information and data necessary for

developing the MRV methodology for “measures for electronic conversion of gates” is not limited to

the gate processing time and the number of vehicles passing through the gates which are measured in

the survey on traffic conditions at gates, it was considered necessary to collect information and data

for calculation from the counterpart PAT, drivers and other sources. It was also considered necessary

to collect and analyze data from PCD regarding the idling CO2 emission coefficient per hour, and to

collect information and data for calculation from various related parties such as MOT, SRT, workers

in charge of freight-handling machines, and transshipment to railway in order to examine the MRV

methodology including medium- to long-term measures other than the electronic conversion of gates

in this study.

3) Setting the project/activity boundary: It is necessary to check the specifications of both the East and

West Gates (position, type of gate, number of lanes, etc.) by conducting field surveys or interviews

with PAT and to examine the proper boundary. The field studies also showed that a proper

geographical boundary should be examined as the freight trucks coming in and out of the East and

West Gates affect the traffic conditions on roads in the vicinity.

4) Setting the reference scenario: Although it was initially considered that the conditions before

introducing the E-gate project should be used as the reference scenario in developing the MRV

methodology for electronic conversion of gates, it became necessary to examine the reproducibility of

conditions before the E-gate project as a field study revealed that Bangkok Port was already in the

process of introducing the E-gate project (second stage completed).

• E-gate project:

1st stage: Distribution of electronic tags to confirm identification (completed)

2nd stage: Electronic collection of entry fees (completed)

3rd stage: Electronic processing of applications (incomplete)

5) Implementation of questionnaire survey: While it was first considered that the rate of electronic tag

ownership by small- to medium-sized transport companies was low because the initial cost of

purchasing the electronic tags was too high, interviews during the field study revealed that this was not

the only cause of the low ownership rate. It thus became necessary to identify the reasons for the low

rate of electronic tag ownership by small- to medium-sized transport companies and to examine the

details of the questionnaire survey.

6) Development of MRV methodology: It was found necessary to develop the MRV methodology taking


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the availability, continuity and precision of data necessary for quantification into consideration.

(2) Process to solve the issues in FS: To solve the above issues, field studies and other surveys were conducted in this study. The study

details and results are outlined below.

1) Implementation of survey on traffic conditions at gates: In a preliminary study, the use of video

recordings from cameras installed at PAT gates, shooting videos by observers, and recording by

observers were examined as possible methods, and the results showed that data can be collected most

precisely by recording by observers. It was initially considered that video recordings from cameras

installed at PAT gates could be used, but it was found to be difficult to distinguish the vehicle license

plate numbers. From the results of the preliminary study, the study items, number of observers to be

recruited, observer assignment positions were analyzed, and traffic survey was then conducted. The

results were compiled, and project-specific values such as gate processing time and distribution of

temporal changes in number of vehicles passing through the gates were set as the input data for the

queuing model.

2) Collection of information and data for calculation: PAT, SRT and other concerned organizations were

asked to provide data in order to collect information and data necessary for calculating GHG

emissions. To set the default values for fuel efficiency, CO2 emission coefficient, and other parameters,

parties related to PAT were interviewed, including drivers, workers in charge of freight-handling

machines, and workers in charge of gate management, and thus information and data for calculating

GHG emissions were collected. Regarding the idling CO2 emission coefficient per hour, raw data was

collected from PCD and analyzed to set the default value.

3) Setting the project/activity boundary: To eliminate the effects of traffic congestion at traffic signals

around the East and West Gates, the field study suggested it was appropriate to set the geographical

boundary at these gates as within the premises of Bangkok Port, since this would result in a

conservative value of GHG reduction and would solve the problem of surveying the traffic conditions

at the gates.

4) Setting the reference scenario: Interviews with PAT workers showed that electronic conversion of port

application processes was not making progress. Paper documents will continue to be processed

manually until electronic conversion of application processes in the third stage is completed. The

specifications of the East and West gates before E-gate introduction (positions, type of gate, number of

lanes, etc.) were also found through the interviews with PAT workers.

5) Implementation of questionnaire survey: Based on the results of the preliminary questionnaire survey

and interviews with PAT, questionnaires were prepared and distributed to transport companies. The

double-bounded CVM method was used to derive the E-gate utilization rate curve from the

questionnaire results, and the rate of increase in E-gate utilization rate attributed to the utilization

promotion measures was estimated.

6) Development of MRV methodology: With consideration of the availability, continuity and precision


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of data required for quantification based on the field study results, the method of quantifying GHG

emissions was derived for the short-term traffic measures at gates and medium- to long-term traffic

measures in the area and environmental measures.

4. Results of JCM/BOCM FS

(1) GHG Emission Reduction Effects by the Implementation of Project/Activity: Reason/evidence for GHG emission reduction effects by implementation of the project/activity

Port Authority of Thailand (PAT), which manages Bangkok Port, plans to implement the following

projects to improve the environment at the Port. This project intends to reduce GHG emissions by

implementing short-, medium- and long-term measures in stages, and is expected to deliver the following

emission reduction effects.

Project Reason/evidence for GHG emission reduction effects by implementation of the project/activity

Short- Term

#1 Introduction of E-gates

E-gate utilization shifts gate procedures from manual (paper documents) to electronic, shortening the processing time at gates, easing traffic congestion caused by vehicles waiting at gates, and reducing GHG emissions caused by idling vehicles. #2 Promotion of E-gate

UtilizationMedium-

Term #3 Increasing LCB Barge Services

Increasing LCB barge services promotes a modal shift from land transportation to sea transportation, reducing GHG emissions.

Long- Term

#4 Upgrading of Transshipment Facility for Railway Transportation

Upgrading transshipment facilities for railway promotes a modal shift from land transport to railway transport, reducing GHG emissions.

#5 Provision of Onshore Power to Berthing Vessels

Shifting the power source from a power generator on vessels (fuel consumption) to on-shore power helps reduce GHG emissions by vessels.

#6 Introduction of High-Efficiency Cargo Handling Equipment (CHE)

Energy conservation through introduction of high-efficiency CHE reduces GHG emissions.

* LCB: LAEM CHABANG *Short-term: Within 1 year, medium-term: Within 3 years, Long-term: 3 years or longer


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Description of MRV methodology to quantitatively evaluate the emission reduction effects

The following sections of this report discuss only Measures 1 and 2, which concern E-gates (the

medium- to long-term Measures 3-6 are discussed in detail in full report).

For both Measures 1 and 2, the GHG emissions are estimated by multiplying the CO2 emission

coefficient for vehicle type per hour of idling by the total waiting time. In calculating the GHG emissions in

Measures 1 and 2, the total waiting time becomes an important parameter. As a method for setting the

total waiting time, Option 1 uses a simple method to estimate the total waiting time using a “queuing

model” and Option 2 monitors the total waiting time. If the idling CO2 emission coefficient (CO2

emission per hour by vehicle type) data is not available, it is calculated by dividing into fuel consumption

per hour of idling and CO2 emission coefficient by fuel type.

GHG emissions

Total waiting time

Idling CO2 emission

coefficient ×

* Calculated based on vehicle type (freight vehicle/passenger vehicle)

Waiting time The number of waiting vehicles

＝

Option 1: uses a “queuing model” Option 2: uses a monitoring

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＜9＞

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＜10＞

(2) Eligibility Criteria for MRV Methodology Application: The qualification requirements for using the MRV methodology related to this project are as follows.

The qualification requirements are presented for both “Measure 1: Introduction of electronic gates (E-gates)”

and “Measure 2: Promotion of utilization of E-gates.”

This methodology is applicable to projects that fully satisfy the following cases.

Check Condition 1 Introduction of the project or activity in the boundary will improve traffic

flow and reduce GHG emissions.

Condition 2 Activities encouraging vehicles not to idle while stopped are not already carried out in the host country.

Condition 3 [Only for Measure 1] E-gates will be newly introduced into the port. Condition 4 [Only for Measure 2] E-gates are already in use and there are no

dedicated lanes for vehicles without an E-card.

This methodology applies to projects/activities that can further reduce GHG emissions by improving

the traffic flow. It is a requirement that the traffic flow is improved by introducing and promoting the use of

E-gates within the reference scenario and boundary. Meanwhile, if there are laws or regulations in the host

country related to turning off a vehicle engine when stopped, this methodology cannot be applied as the

measure will not result in further reductions in emissions.

In addition, the qualification requirements vary depending on whether E-gates are newly introduced or

already exist. If E-gates already exist, the qualification requirements are that both E-gate-enabled vehicles

and non-enabled vehicles can pass through the same lane and that there is congestion of traffic flow.

Bangkok Port is working to achieve integrated management with IT, including E-gates, and is

currently shifting to a new system. However, interviews revealed that it will be difficult to introduce

E-gates as planned in three stages, with the domestic level of technology in Thailand. In addition, there

have been technical and human errors by workers in the department which had been using paper documents,

indicating that many technical issues must be solved for introducing E-gates. It is thus difficult to introduce

and promote this technology by using only domestic technologies available in Thailand.


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(3) Calculation Method Options: To calculate the reference emission, the project developer must refer to the suitable calculation method

for the project according to the following flow chart.

E‐gates Total waiting time based on Queuing model

Total waiting time based on Queuing model

Alreadyintroduced

Newly

Applicable technology

Option 1‐1

Option 1‐2

Queuing model used/not used

Yes

No

Option 2‐1

Option 2‐2

Yes

No

Calculation method

[Measure 1: Introduction of E-gates]

Option 1-1: Default values (Introduction of E-gates)

The total waiting time at gates is calculated by the “queuing model”. It is possible to estimate GHG

emissions by only recording the total number of vehicles going IN/OUT of gates in one day.

GHG Emissions Total

waiting time CO2 emission coefficient

by idling per hour ×

Waiting time

Number of waiting vehicles× ＝

Queuing Model

Processing time at gates

Number of vehicles going IN/OUT of gates (hourly)

Total number of vehicles going through (IN/OUT)

gates per day

Default

Project-specific

Gate specifications (number of lanes, etc)

Variations by month, day of week and day

Processing time at gates (sorted by gate type)

*Calculated based on vehicle types (freight vehicles/passenger vehicles) .

Monitoring


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Option 1-2: Project-specific values (Introduction of E-gates)

It is possible to estimate GHG emissions from the total waiting time, as a project-specific value, which

is calculated by monitoring waiting time and the number of waiting vehicles.

GHG emissions

Total waiting time Idling CO2 emission coefficient ×

* Calculated based on vehicle type (freight vehicle/passenger vehicle)

Waiting time The number of waiting vehicles ×＝Default value

Monitoring

[Measure 2: Promotion of E-gate utilization]

Option 2-1: Default values (Promotion of E-gates)

The total waiting time at gates is calculated by the “queuing model”. It is possible to estimate GHG

emissions by recording the total number of vehicles going IN/OUT of gates in one day and by considering

an increased rate of E-gate utilization.

GHG Emissions Total

waiting time

CO2 emission coefficient by idling per hour

×

Waiting time

Number of

waiting vehicles×＝

Queuing Model

Processing time at gates

Number of vehicles going IN/OUT of gates (hourly)

Total number of vehicles going through (IN/OUT)

gates per day

Default

Project-specific

Gate specifications (number of lanes, etc)

Variations by month, day of week and day

Processing time at gates (sorted by gate type)

* Calculated based on vehicle type (freight vehicle/passenger)

Monitoring

Increased rate ofE-Gate utilization


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Option 2-2: Project-specific values (Promotion of E-gates)

Same as Option 1-2.

GHG emissions Total waiting time Idling CO2 emission

coefficient ×

*Calculated based on vehicle type (freight vehicle/passenger vehicle)

Waiting time The number of waiting vehicles ×＝Default value

Monitoring


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(4) Necessary Data for Calculation: The information and data required for calculating the GHG emissions for the respective optional

calculation methods are listed below.

Information/data

Monitoring (M)/ project-specific value

setting (S)/ default value setting (D)

Establishment status Remarks

Total number of vehicles going IN/OUT of gates per day (by vehicle type)

M (Calculation Option 1-1, 2-1)

The traffic survey in Oct. 2012 showed the data can be obtained.

-

Waiting time (per vehicle)



-

Number of vehicles waiting



-

Gate processing time (by gate type)

S The traffic survey in Oct. 2012 showed the data can be obtained.

They were set as project-specific values as they are input data for the queuing model (set in advance) and are expected to vary by the project or site.

Distribution of monthly fluctuation, weekly fluctuation, and hourly fluctuation (by vehicle, number of vehicles going IN/OUT of gates)

S Normal PAT processes and the traffic survey in Oct. 2012 showed the data can be obtained.

Number of lanes by gate type (E-gate, gate using paper documents)

S Obtained through PAT interviews and preliminary survey.

Increase in E-gate utilization rate * Required only in Measure 2

S (Calculation Option 2-1, 2-2)

Project-specific values were already set by collecting and analyzing the E-gate utilization data from PAT.

Idling CO2 emission coefficient (CO2

emissions per hour) (by vehicle type)

D The default values were already set by collecting and analyzing data necessary for calculating the CO2 emission coefficient for idling from Thailand PCD. They are default values applicable to the project in Thailand.

If the corresponding data cannot be obtained when it is implemented outside Thailand, it is calculated by using the fuel consumption and emission


＜15＞

coefficient by fuel type. Or, the value in Thailand is used correspondingly if there is a rational basis.

Idling fuel consumption (fuel consumption per hour) (by vehicle type)

S This parameter is not necessary as the CO2 emission coefficient for idling per hour is obtained in this project and in Thailand.

-

CO2 emission coefficient by fuel type

D This parameter is not necessary as the CO2 emission coefficient for idling per hour is obtained in this project and in Thailand, although the IPCC2006 Guideline (Table 1.4) value is used.

-


＜16＞

(5) Default Value(s) Set in MRV Methodology: The default values were examined and set for the following parameters.

Table 1: Default value

Parameter Default value

Idling CO2 emission coefficient (CO2 emissions per hour) (by vehicle type)

The automobile emissions measured by the Pollution Control Department (PCD) were analyzed and the default values in Thailand were set up as shown in Table 2 and Fig.1. The average value is used as the emission coefficient. The 90% confidence interval is also shown for reference.

Idling fuel consumption (fuel consumption per hour) (by vehicle type)

This parameter is not necessary as the specific value of the idling CO2 emission coefficient for the corresponding country above can be obtained in this project or in Thailand.

CO2 emission coefficient by fuel type

This parameter is not necessary as the CO2 emission coefficient for idling per hour is obtained in this project and in Thailand, although the IPCC2006 Guideline (Table 1.4) value is usually used.

Table 2: Idling CO2 emission coefficient

Vehicle type Number of vehicles

analyzed Average

90% confidence interval

Trailer (light oil) - 4,504 -

Large truck (light oil) 11 2,014 [1,694, 2,335]

Large truck (CNG) 1 4,778 -

Small truck (light oil) 10 1,289 [1,122, 1,457]

Passenger car (gasoline) 11 1,463 [1,258, 1,668]

Passenger car (CNG) 5 1,372 [1,102, 1,642]

Passenger car (LPG) 2 1,746 [1,290, 2,201]

Bus (with air conditioning) 2 7,380 [6,689, 8,071]

Bus (without air conditioning)

2 2,754 [2,399, 3,109]

Source: Large/small truck, passenger car: Data provided by PCD Air Emission Laboratory was analyzed; container truck:

West Virginia University; bus: A Feasibility Study of Using Idling Stop Devices for Vehicles in Bangkok", JGSEE, funded

by the Energy Policy and Planning Office, 2011.

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＜18＞

(6) Reference Scenario and Project/Activity Boundary:

Reference Scenario

[Measure 1] (* Same for Options 1 and 2)

The BaU scenario is used as the reference scenario. It was set so that the measures that improve the

efficiency of gate processing at E-gates are not introduced at all gates until the end of the credit period. The

basis of the reference scenario is as follows.

<Basis for setting the reference scenario>

Step1: Options for reference scenario

As options for reference scenario, the followings are considered.

Without introduction of E-gates

Newly introducing E-gates

Increasing the number of lanes for manual processing

Traffic peak cut by controlling the demands

Step2: Applicability of options for reference scenario

Without introduction of E-gates

It is a BaU scenario, a situation where measures to improve the efficiency of gate processing,

such as E-gates, are not implemented at all gates until the end of credit period. At present, it is

unlikely to implement any alternative plans described below, so that this situation would be the

most appropriate reference scenario.

Newly introducing E-gates

Newly installing E-gates incurs a large construction cost, which is difficult for developing nations

to pay from own government funding, and so foreign currency funds are expected to be used in

many cases. Bangkok Port also covers the E-gate construction cost using infrastructure funds and

foreign currency funds. That is, E-gates cannot be introduced unless funding is ensured with

infrastructure funding or from foreign sources other than their own country.

E-gates require advanced technology, and so the level of advanced nations such as Japan is

required. Bangkok Port is working to achieve integrated management with IT, including E-gates,

and is currently shifting to a new system. However, discussions revealed that it will be difficult to

introduce E-gates as planned in three stages, with the domestic level of technology in Thailand.

In addition, there have been technical and human errors by workers in the department who used

to use paper documents in the past, indicating that many technical issues must be solved for

introducing E-gates. It is thus difficult to introduce and promote this technology by using only

domestic technologies available in Thailand.

Increasing the number of lanes for manual processing

At present, gate operation at Bangkok Port is geared toward reducing open lanes at non-peak

hours in order to reduce labor costs. Thus, it is unlikely to implement a plan to increase the


＜19＞

number of lanes for manual processing.

Traffic peak cut by controlling the demands

Based on interviews with PAT officers, there have not been any measures to cut peak hours for

loading and unloading at the yard, so that this plan is unlikely to be carried out.

Step3: Selecting a reference scenario

Based on consideration on Step2, “without introduction of E-gates” was selected as a reference

scenario.

In the future, it is recommended that a number of alternative plans are considered in order to set a

reference scenario where the value of GHG emission reduction would become more conservative than the

BaU scenario.

In order to apply MRV methodologies developed in this study to other ports, it is necessary to satisfy

two conditions: “setting a project/activity boundary within the premises of a port”, and “setting a situation

without E-gates as a reference scenario”. For the latter condition, it is necessary to confirm that there would

be no possibility for alternative plans during monitoring for BOCM.

<Setting the traffic demand (unique case at Bangkok Port)>

Regarding the traffic demand at Bangkok Port, it is assumed to remain stable as the amount of freight

by land transport in the future will remain stable at the current level due to the upper limit on the amount of

freight handled at Bangkok Port (however, the amount of freight by rail transport and barge transport are

not included) as a measure by the Thailand Ministry of Transport to promote the utilization of the new

Laem Chabang Port and to alleviate the environmental and traffic problems in areas around Bangkok Port.

[Measure 2] (Same for both Options 1 and 2)

The BaU scenario is used as the reference scenario. The reference scenario covers the case in which

the existing E-gates continue to be used by only some of the companies (small- to medium-sized transport

companies will continue to use paper document processing). The basis of the reference scenario is as

follows.

<Basis for setting the reference scenario>

Step1: Options for reference scenario

As options for reference scenario, the followings are considered.

The situation in which only some of transport companies utilize E-gates

The situation in which all transport companies utilize E-gates

Step2: Applicability of options for reference scenario

The situation in which only some of transport companies utilize E-gates


＜20＞

It is a BaU scenario, a situation where only some of transport companies utilize E-gates. At

present, it is unlikely to implement an alternative plan described below, so that this situation

would be the most appropriate reference scenario.

The situation in which all transport companies utilize E-gates

At present, small- to medium-sized transport companies, government officials and other entities

prefer to use paper documents at Bangkok Port and so electronic conversion of gates is stalling.

There have also been many technical and human errors by workers in the department which had

been using paper documents, indicating that many technical issues must be solved for introducing

E-gates. It is thus difficult to introduce and promote this technology by using only domestic

technologies available in Thailand.

Step3: Selecting a reference scenario

Based on consideration on Step2, “The situation in which only some of transport companies utilize

E-gates” was selected as a reference scenario.

In the future, it is recommended that a number of alternative plans are considered in order to set a

reference scenario where the value of GHG emission reduction would become more conservative than the

BaU scenario.

In order to apply MRV methodologies developed in this study to other ports, it is necessary to satisfy

two conditions: “setting a project/activity boundary within the premises of a port”, and “setting a situation

where only some of transport companies utilize E-gates as a reference scenario”. For the latter condition, it

is necessary to confirm that there would be no possibility for alternative plans during monitoring for

BOCM.

<Setting the traffic demand (unique case at Bangkok Port)>

Regarding the traffic demand at Bangkok Port, it is assumed to remain stable as the amount of freight

by land transport in the future will remain stable at the current level due to the upper limit on the amount of

freight handled at Bangkok Port as pointed out in Measure 1.

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＜21＞

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＜22＞

(7) Monitoring Methods:

Basis for considering that the monitoring methods can be implemented in the host country

The parameter, method and frequency of monitoring are specified as follows. Since there is already

much data from traffic volume surveys in Bangkok, this monitoring method can be implemented by the

host country. Especially, the simple method in Option 1 does not require specialized knowledge as it

monitors the number of vehicles (by vehicle type) going IN/OUT of gates all day only on one day a year.

This monitoring method is widely applicable.

[Option 1]

This monitoring method applies to the second year and later. It is a simple method that only measures

the total number of vehicles (by vehicle type) going IN/OUT of gates throughout the day.

Parameter Monitoring Method Monitoring Frequency

Number of vehicles going IN/OUT of gates on 1 day (by vehicle type)

Traffic survey at gates

Traffic survey shall be conducted only on 1 day per year.

Observer A Number and types of vehicles passing are recorded.


＜23＞

[Option 2]

In this monitoring method, a survey is conducted on 3 days every year.

Parameter Monitoring Method Monitoring frequency

Number of vehicles going IN/OUT of gates on 1 day (by vehicle type)


Traffic survey is conducted on 3 days. (Survey on peak day (weekday): 1 day, normal day (weekday): 1 day, and holiday: 1 day)

Waiting time (by vehicle type) * Measured for each vehicle



Number of vehicles waiting (by vehicle type)



Monitoring plan

Overall management of monitoring, measurement, data quality control, data aggregation and

calculation of GHG emissions effect will be done by PAT which implements the project. The monitoring

parameters, method and frequency are as mentioned above.

Observer B Vehicle number, time of arrival at gate, time of

departure from gate, and vehicle type are

recorded.

Observer C Time of vehicle arriving

at the tail end and vehicle number are

recorded.

Every year, survey is implemented on 3 days.* Peak day (weekday): 1 day, normal day (weekday): 1 day, holiday: 1 day


＜24＞

(8) Quantification of GHG Emissions and its Reductions:

Quantification method

Emission reductions are calculated from specific reference emissions and project emissions.

ERy = REy - PEy(- Ly) ERy : Emission reductions in year y [tCO2/y] REy : Reference emissions in year y [tCO2/y] PEy : Project emissions in year y [tCO2/y] Ly : Leakage emissions in year y [tCO2/y] Here, the reference emissions and the emissions at the point of project/activity implementation are

calculated by the following formula:

∑y {average waiting time (h/vehicle) × average number of vehicles waiting (vehicle/day)} × CO2 emission coefficient per hour of idling by vehicle type (tCO2/h)

It was decided not to consider the leakage emissions, as the traffic volume increases for ports

depending on the freight demand and demand is not expected to be induced as a result of alleviating traffic

congestion, even when the waiting time at gates is reduced by installing E-gates.

Furthermore, the total waiting time increases as the number of port-related vehicles increases when

there is an increase in traffic volume. However, it was set so that the values will be conservative by limiting

the boundary within the area of port management, as the traffic congestion caused by gate waiting could

affect the traffic in the area if it becomes too heavy.

● Option 1

Both reference emissions and the emissions upon implementation of the project/activity will be

calculated using the queuing model.

● Option 2

The reference emissions are calculated by using the queuing model.

The emissions at the point of project/activity implementation are calculated by monitoring the waiting

time per vehicle.

Calculation results for emission reduction

The case in which E-gates are not introduced at all is used as the reference scenario.

As the scenario during project/activity implementation, it is considered that all gates are E-gates and

that all vehicles (freight trucks and passenger cars) use the E-gates by implementing “Measure 1:

Introduction of E-gates” and “Measure 2: E-gate utilization promotion.”

Table 3: GHG emission reduction (tCO2/year)

Reference Project/activity implementation Reduction

50.13 4.08 46.05


＜25＞

(9) Verification of GHG Emission Reductions: Verification by a verifying organization is implemented according to the Verification Manual for the

Bilateral Offset Credit Mechanism Demonstration/Feasibility Study Programme (Draft), 2012/9/6, Version

1.0. This Verification Manual makes verification much simpler than in CDM. However, the organization in

charge of the verification work may shoulder risks in developing credits for emission reduction, and thus it

is very likely that the project developer will have to provide evidences equivalent to CDM.

In the third-party verification by the MRV methodology developed in this study, the project-specific

values, monitoring values and emission reduction amounts among the items described in “4.5 Information

and data for calculation” are subject to verification. The verification is likely to require the following as

evidences:

1) Monitoring report, 2) Information on validity of monitoring period, 3) Information on screening of the

monitoring results, 4) Information on the method of applying the queuing model, 5) Information on

calibration of measuring instruments

(10) Ensuring Environmental Integrity:

In Thailand, commercial ports where ships of 500 gross tons or larger can stop are required to perform

an environmental impact assessment and to submit the report to the Ministry of Natural Resources and

Environment. In addition, since Bangkok Port is located in the urban area of Bangkok City and nearby

traffic congestion is a serious problem, the environmental impact (air pollution, noise, vibration, etc.) has

been investigated in the area around Bangkok Port. Environmental integrity is ensured by reflecting the

evaluation results on the project plan.

The following environmental effects are expected from converting the gates to E-gates other than

greenhouse gas effects:

Favorable effects:

• Reduction of air pollutants (NOx, PM, CO)

Adverse effects:

• Smoke generation during E-gate construction and noise and vibration in the surrounding area

Regarding these adverse effects, there are no major concerns in terms of environmental integrity in

implementing the corresponding project since the effects of the construction work in the port area on the

local environment will be small.


＜26＞

(11) Comments from Local Stakeholders: The following organizations were selected as the stakeholders of comprehensive environmental

improvement measures in Bangkok Port, and their comments are shown below.

Stakeholder Comment Port Authority of Thailand (PAT) (Planning organization)

A good balance between economy and the environment should be addressed when increasing the freight handling capacity of facilities to solve environmental and traffic problems. However, the project priority is not evaluated properly as they do not currently have the methods for monitoring emission reduction, technologies to calculate the GHG reduction and so forth. Efficient and autonomous project management should be continued, with a good understanding of the methods for monitoring emission reduction and technology to calculate the GHG reductions.

Port Authority of Thailand (PAT) (Organization in charge of E-gates)

It is expected that traffic congestion will be eliminated when paper document processing is converted to electronic form.

Port Authority of Thailand (PAT) (Organization in charge of freight handling)

When upgrading the freight handling machines, they submit an application to PAT by themselves when selecting and setting the types and number of machines. Although the cost is the priority when selecting the machines, environmental aspects such as fuel efficiency are also considered.

Freight truck drivers E-gates would reduce the processing period. Higher efficiency of collecting entry fees and elimination of traffic congestion in the surrounding area are necessary to eliminate congestion and gate waiting.

Thailand Ministry of Transport (MOT)

In addition to development of the MRV methodology, training of PAT staff is also necessary.

State Railway of Thailand (SRT) The amount of rail transport freight should be increased in the future.


＜27＞

(12) Structure to Implement Project/Activity: The system for implementing the corresponding project/activity is shown in Fig. 4.12.1. In the case of

Bangkok Port, the body for implementing and promoting the E-gate project will be PAT, the administrator

of the port. However, there are various other types of port management and ownership such as public,

private, direct management and indirect management, and so the project implementing body may be

different at other ports.

In addition, the entity implementing the project is also responsible for monitoring and calculating GHG

emissions. Third-party verification is implemented by DOE of CDM or a third-party verifying organization

such as an ISO 14065-approved organization.

Project implementation Monitoring

Emission reduction

Thai government

Third-party verifying

organization

Project planning

Thai side

Project developer (PAT)

Contributor from Japan

Consultant (proposer for this document, etc.)

Japanese government

Japanese side

Reporting

Funding/ technological assistance

Technical assistance

Technical assistance

Bilateral discussion

Fig. 4.12.1: Project/activity implementation system


＜28＞

(13) Financial Plan to Implement Project/Activity: The initial investment/operating expenses necessary for electronic conversion of gates are shown

below.

Cost (million yen) Remarks Initial investment 2637.4 million yen Approx. 5% of annual revenue of PAT

Operating expenses 527.5 million yen Approx. 2% of initial investment * Calculated at 1 baht = 2.5 yen

Source: Annual revenue of PAT; PAT Annual Report 2010, initial investment/operating expenses; Discussions with PAT

The cost of building the E-gate infrastructure and system is included in the initial investment required

for the corresponding project/activity. Since the initial cost for E-gates is high, it is usually difficult for the

government to provide the funding, so foreign funds are used in many cases.

Bangkok Port also pays for the cost of constructing E-gates using infrastructure funds and foreign

currency funds. If E-gates are to be established in other ports in the future, yen loans from the Japan

International Cooperation Agency (JICA) are expected to be used for funding.

(14) Ways to Promote the Introduction of Japanese Technologies:

The port traffic improvement project in Bangkok Port is no longer supported by Deutsche Gesellschaft

für Internationale Zusammenarbeit (GIZ) which initially planned the project, and specific medium- to

long-term measures have not been implemented. In addition, they have not been able to properly evaluate

the business priority and manage the project efficiently or effectively, while PAT does not fully understand

the monitoring technologies to ensure emission reduction and GHG reduction calculation. Therefore, the

project could be sustainably implemented by assisting PAT with Japan’s advanced technologies in the field

of port, information, traffic, and road.

Although the management of port gates is highly unique due to the systems, laws, customs and other

reasons of the host country, Japanese manufacturers are capable of flexible development and handling

according to the situation. The E-gate products manufactured in Japan are highly reliable with a 100%

operation rate, and thus there is excellent potential for introducing Japanese technologies. As port projects

like this one are subject to BOCM, it is expected to lead to the development of not only Bangkok Port but

also ports in other developing countries, and to contribute to the introduction of Japanese technologies.


＜29＞

(15) Toward Implementation/Future Prospects and Issues: Regarding the electronic conversion of gates, which is the subject of this study, Bangkok Port is

working to attain integrated management by IT including E-gates, aiming to complete the transition to the

new system during 2013. However, there has been a delay due to bugs found during system development.

Furthermore, there have been technical and human errors by workers in the department which had been

using paper documents, indicating that there are many technical issues to be solved. Similar problems are

likely to occur if electronic conversion of gates is implemented in other ports, and hence the introduction of

port operation technologies utilizing IT systems, which is an area of specialty of Japan, will be inevitable.

To develop the MRV system, measures such as capacity building through measurement, verification and so

forth in the host country need to be implemented.

Although it took a long time for the CDM project to be approved in January 2007 by the Cabinet in

Thailand, field surveys have shown that new mechanisms will need to be similarly approved by the Cabinet.

Although there has been no progress in introducing a new mechanism in Thailand, progress could be rapid

once approval is received, as was the case for CDM. Thus, the MRV methodology developed in this study

needs to be improved and made more feasible through further discussions with the local project entity and

concerned organizations.

5. Contribution to Sustainable Development in Host Country:

Measures to help the host country understand the monitoring method used to estimate the amount of

emission reduction and the method to reduce GHG in this project will accelerate the promotion of the

project by the host country. Establishing the basis of the MRV methodology not only for the short-term

at-the-gate traffic measures but also for the mid- and long-term peripheral traffic and environmental

measures will assist future projects in cutting GHG emissions, eliminating traffic congestion and reducing

air pollution at and around Bangkok Port, thereby contributing greatly to the sustainable development of

the country. To establish the basis of the MRV methodology in this way, we discussed methods to quantify

the mid- and long-term GHG emissions in this survey while referring to the “Theory of CDM method:

AM0090” and “Domestic credit method theory: 026026 Renewal of power-driven construction machines

and industrial rolling stock.”

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