Project team
Christian de Boer BSc Civil Engineering MSc Transport and Planning
Michell Hogeveen BSc Architecture MSc Construction, Management & Engineering
Jiska Schimmelpennink BSc Architecture MSc Construction, Management & Engineering
Menno Yap BSc Technology, Policy & Management MSc Transport, Infrastructure & Logistics
Jascha Zwaving BSc Civil Engineering MSc Construction, Management & Engineering
TU Delft Multidisciplinary Project
Introduction Analysis Synthesis Measures Evaluation Decision
ResearchTU Delft Multidisciplinary Project
Introduction Analysis Synthesis Measures Evaluation Decision
At South China University of Technology (SCUT)
In Guangzhou, China
Focus on port of Guangzhou
From February 20th to April 20th, 2013
Contents
Introduction
Analysis
Synthesis
Measures
Evaluation
Decision
Introduction Analysis Synthesis Measures Evaluation Decision
Port of Guangzhou
Port geography
Introduction Analysis Synthesis Measures Evaluation Decision
West Pearl River Delta: port of Guangzhou (4 port areas) Nansha Port: built on man-made island
East Pearl River Delta: port of Shenzhen; port of Hong Kong
Port of Guangzhou
Cargo and container throughput
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Total cargo throughput port of Guangzhou (2011): 466 million ton (world’s 6th largest)
Total container throughput port of Guangzhou (2011): 14.4 million TEU (world’s 7th largest)
Port of Guangzhou
Facts and figures
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Sustainable ports
Enormous increase cargo throughput due to China’s economic growth
Cargo throughput from 128 (2001) to 466 million ton (2011): 264% growth
Container throughput from 1.7 (2001) to 14.4 million TEU (2011): 747% growth
Environmental impact of port-related activities Increased substantially because of cargo throughput increase Increased awareness in China
Therefore: transition of port of Guangzhou towards a sustainable port
Integral approach to balance economic growth and environmental impact of the port
Sustainable port development
Introduction Analysis Synthesis Measures Evaluation Decision
Sustainable ports
1. Air quality Incl. dust
2. Water quality3. Energy consumption and climate change4. Dredging (operations and disposal)5. External safety
Related to transport and handling of dangerous goods Related to industrial parks on port area for value added
services6. Noise7. Waste8. Port development / land use9. Transport connections10. Nature / habitat loss
Aspects of sustainable port development (based on ESPO and PIANC)
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Goal and research questionMain research objective:
‘Improvement of the sustainable performance of the port of Guangzhou by providing a technical, economic and integral strategy, consisting of short and long term recommendations for the main stakeholders’
Research question:
‘What integral strategy can be proposed to improve the sustainability of the port of Guangzhou, thereby considering the institutional and economic environment in Guangzhou and China? ‘
Problem owner: Guangzhou Port Authority (GPA) Guangzhou Port Group (GPG)Introduction Analysis Synthesis Measures Evaluation Decision
Methodology
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Introduction Analysis Synthesis Measures Evaluation Decision
Analysis
Economic boundaries
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Analysis of main competitors in Pearl River Delta
Port of Guangzhou: Strong market position in general Proposed measures should not decrease container handling
efficiency
Port of Shenzhen
Port of Hong Kong
Economic boundaries
Introduction Analysis Synthesis Measures Evaluation Decision
SWOT analysis
Many small truck companies responsible for cargo hinterland transport: Difficult to unite them to focus on sustainable transport Companies have limited financial resources to invest in
sustainable transport
Institutional boundaries
Introduction Analysis Synthesis Measures Evaluation Decision
Stakeholder analysis – power-interest grid
Actors with most power and interest to realize sustainability measures at the port of Guangzhou:
Guangzhou Port Authority
Regulatory measures Guangzhou Port Group
Operation measures
Decisions GPA + GPG should be in line with interests of national government and municipality
Institutional boundaries
Introduction Analysis Synthesis Measures Evaluation Decision
Priority assessment Guangzhou Port Authority – based on survey
Given the priorities and high power of the GPA, sustainability improvements focusing on a part of all aspects of sustainable port development are considered institutionally viable on the short term to 2030
Sustainability aspects
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Air quality
Air quality problems: NO x
PM 2.5
PM 10
SO 2
Sustainability aspects
Introduction Analysis Synthesis Measures Evaluation Decision
Water quality
Water quality problems: In Guangdong province overall quite good water quality Parts – incl. the Pearl River in the city of Guangzhou – have
(very) bad water quality
Water quality Guangdong province (I: good – V: very bad):
Sustainability aspects
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Energy consumption / climate change
Energy problems: Large dependency on fossil fuels in port activities Port of Guangzhou: many financial resources reserved for
energy conservation increased awareness of current climate problems
Current (left) and expected (in 2015; right) distribution of energy sources
Sustainability aspects
Introduction Analysis Synthesis Measures Evaluation Decision
External safety
Port of Guangzhou: Strictly abides SOLAS Future: even strengthens regulations regarding external safety
In China in general strict regulations regarding external safety: Ministry of Environmental Protection Administration of Quality Supervision, Inspection and Quarantine
Port of Guangzhou: strict, additional regulations regarding external safety of ships and industrial parks at port area for value added services:
Guangzhou Port Authority Guangzhou Maritime Safety Administration Guangzhou Maritime Administration Authority
Sustainability aspects
Introduction Analysis Synthesis Measures Evaluation Decision
Port development / land use
Land use container yard Nansha Port & Guangzhou Container Terminal
container stacking parallel to quay wall: less efficient and sustainable
Port development phased development Nansha Port with lot of temporary non-used
space
Limited efficient / sustainable land use in port development and port activities currently
Sustainability aspects
Introduction Analysis Synthesis Measures Evaluation Decision
Transport connections – modal split
Modal split transport between port of Guangzhou and hinterland markets
Especially regarding container hinterland transport, non-sustainable modal split
Sustainability aspects
Introduction Analysis Synthesis Measures Evaluation Decision
Transport connections – vehicle emissions
Emissions of transport vehicles: Trucks for hinterland transport use traditional diesel / gasoline Trains for hinterland transport mainly electrified (but power
from fossil fuels), but also partly diesel powered engines on non-electrified tracks
Sea vessels and barges mainly use Heavy Fuel Oil (HFO): 4.5% SO2
Sea vessels and barges use their auxiliary diesel engines when at the quay
Combination of limited sustainable transport vehicles and non-sustainable modal split: transport connections are currently not very sustainable
All transport modes have relatively high emission values per ton-kilometer
Introduction Analysis Synthesis Measures Evaluation Decision
Synthesis
Integrating results of analyses
Introduction Analysis Synthesis Measures Evaluation Decision
Integration of economic boundaries and detected sustainability problems port of Guangzhou:
Proposed sustainability measures should not decrease container handling efficiency
Integration of institutional boundaries and detected sustainability problems port of Guangzhou
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Measures
Measures
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Overview of measures and impact
Overview of measures based on literature study and reference projects :
Port of Rotterdam Other ports in Europe and
worldwide ESPO PIANC
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Evaluation
Method of evaluation
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Two-step approach
Step 1: Evaluation of viability of measures Measure viable given the economic context of the port of
Guangzhou? Measure viable given the institutional context of the port of
Guangzhou?
Step 2: Evaluation of feasibility of remaining measures Feasibility calculated for short time horizon from 2013 until
2030 Financial feasibility: discounted expected financial costs vs.
financial benefits Economic feasibility: discounted expected financial +
environmental costs vs. financial + environmental benefits
Viability of measures
Introduction Analysis Synthesis Measures Evaluation Decision
Economic and institutional viability of measures
Measures considered not viable given the economic and/or institutional context of the port of Guangzhou are cut-off here
Feasibility of measures
Introduction Analysis Synthesis Measures Evaluation Decision
General assumptions
Discount factor NPV: 2.25%
Average yearly container throughput growth 2013 – 2030: 10% Actual container throughput growth 2010 – 2011: 13.6% Expected average yearly container throughput growth next 5
years: 8% After 5 years, container throughput growth is expected to
increase again
Lifetime for NPV of all measures: 17 years (2013 – 2030) to get comparable results
Monetary emission values used:
OPS + rewarding clean ships
Introduction Analysis Synthesis Measures Evaluation Decision
Onshore Power Supply (OPS) – technical description
Connection to national power grid
Work barge instead of cable reel system
Implementation at Nansha Port
OPS + rewarding clean ships
Introduction Analysis Synthesis Measures Evaluation Decision
Onshore Power Supply (OPS) – combined with rewarding clean ships
Responsibilities when implementing OPS: Adapting port infrastructure: GPA + GPG Adapting ships for on-board system OPS: shipping companies
Financial incentive should be provided to shipping companies before they will adapt their ships:
GPA + GPG provide discount to ‘clean ships’ (ships suitable for OPS)
Discount at least €4500 per year per ship to prevent losses for shipping companies
‘Rewarding clean ships’ required as means to successfully implement ‘OPS’ measure
Clean trucks
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Technical description
Focus on trucks for transport between port and hinterland
Fee for unclean trucks for each port call
GPA contributes for 80% to investment costs for truck companies for new, clean trucks (e.g. by using filters)
After several years: unclean trucks prohibited at port area
By financial incentive and long term enforcing: economic boundary regarding the large number of small truck companies is taken into account in this measure
Container stacking method
Introduction Analysis Synthesis Measures Evaluation Decision
Technical description – containers stacked parallel to quay wall
Current situation:
Average driving distance per container over CY (terminal truck + hinterland truck): 3.0 km
Container stacking method
Introduction Analysis Synthesis Measures Evaluation Decision
Technical description – containers stacked front-end: perpendicular to quay wall
New situation:
Applied first at GOCT at Nansha Port
Average driving distance per container over CY (terminal truck + hinterland truck): 1.6 km
Barge round trip system
Introduction Analysis Synthesis Measures Evaluation Decision
Technical description
Barge round trip system for container transport between Nansha Port and 19 hinterland ports (operated by GPG)
5 round trips + 7 barge shuttles instead of 19 barge shuttle services
Clean terminal trucks
Introduction Analysis Synthesis Measures Evaluation Decision
Technical description
Focus on terminal trucks for container transport between ship and stack
Two possible ways for cleaner transport: Replace terminal trucks by cleaner – still manual operated -
terminal trucks Replace manual operated diesel trucks by electric Automatic
Guided Vehicles
Implementation at terminal of Nansha Port (GOCT)
Introduction Analysis Synthesis Measures Evaluation Decision
Decision
Short term recommendations
Introduction Analysis Synthesis Measures Evaluation Decision
Integral package of feasible sustainability measures
Onshore Power Supply + rewarding clean ships Clean trucks for hinterland transport Front-end container stacking (depends on investment
costs) Clean (non-automated) terminal trucks to encourage
truck companies Barge round trip system for container hinterland
transport
Long term recommendations
Introduction Analysis Synthesis Measures Evaluation Decision
Aspects of sustainable port development – long term
To realize a transition towards a sustainable port, all aspects of sustainable port development need to be considered and improved
Although sustainability improvements are not institutionally viable on the short term (until 2030) for certain aspects, long term recommendations for these aspects are shortly provided
Long term recommendations
Introduction Analysis Synthesis Measures Evaluation Decision
Aspects of sustainable port development – long term
Nature / habitat loss: Nature compensation for port extensions with large impact on
nature areasNoise:
Mitigation of noise by (e.g.) physical infrastructure (noise barriers)
Reduction of noise emitting factors by enforcing noise limits or innovationsDredging (operations and disposal):
Prevent dredging by minimizing sediment inflow and sediment reduction plans
Treatment, reuse and eventually placement of dredging materialsWaste (from ships and from industrial activities on port area):
Sustainable waste management: reduction, recycling and monitoring of waste
Water quality: Regulations: financial incentives (e.g. polluter has to pay) Regulations: non-financial incentives (e.g. naming of clean and
pollutant firms)
Supervision
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Supervision from TU Delft and SCUT
Delft University of Technology: Prof. ir. Tiedo Vellinga Prof. dr. ir. Marcel Hertogh
University relations (International Office SCUT): Jasmine Yao Irene Wang
A special thanks to: Jin Haosi, participating student
South China University of Technology (SCUT): Prof. dr. ir. Chen Chaohe
Our contributors
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