United Nations Environment Programme
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Global clean ports hub
- Introduction
- Port profiles
- Case studies
- Best practices
- SCP Framework
- Benefits & side effects
- Contact us
Ports are one of major source of PM/BC. Due to busy activities of heavy engines both in land and sea sides, ports emit significant black carbon that pollute its surrounding area.
Since 2012, UNEP has been initiated program to reduce Particulate Matter Black Carbon (PM/BC) emissions from transport sector, particularly heavy duty diesel vehicles and engines. As part of such initiative, UNEP is now conducting similar projects in Southeast Asia (ASEAN), Africa, Latin America and the Caribbean.
Ports are one of major source of PM/BC. Due to busy activities of heavy engines both in land and sea sides, ports emit significant black carbon that pollute its surrounding area. In particular Hub port, where many international, domestic, and intermodal transport activities take place.
A Sustainable clean port program (SCP) should address the 3 following aspects:
- Air Quality improvement
- Institutional framework for SCP implementation
- Co-Benefits and side effects of SCP
The definition of sustainable and clean port program varies depending on the implementation context. clean port program refer mostly to actions to address environment excesses that port operation might cause such as air quality, climate change, water quality, minimum waste dredging, energy conservation, renewable energy, natural resources, and sustainable environmental management systems. Among those issues, air quality program is the most common action for clean port program around the world (IISS, 2010).
Environment regulation or trade globalization, are the main two driving forces behind SCP program. Environment regulation directly drives ports around the world to take action on SCP program. Those regulations were either as a respond to public pressure, an implementation of central government plan, or an implementation of international agreement.
Ports in developing countries implement SCP program mainly as a joint program with other ports in developed country or as an implementation of technical assistance from international donor. However, only SCP program that in line with or enhance development agenda of the local port that proven to be sustain in developing world.
Particulate Matter and Black Carbon (PM/BC) in the Sustainable and Clean Port program
Black Carbon (BC) is particulate matter (PM) that has the strongest light absorbing character. Though it is short lived in the air, because it will quickly change to other substance, but due to its characteristic in absorbing light it has the highest content of energy per mass, that can have energy content millions time higher than CO2.
BC comes from incomplete combustion of fuel (oil, biofuel, and biomass) and being emitted as ultrafine particulate matter (PM2.5). In 2000, global BC emission was mainly came from open burning in the first place, followed by domestic/residential in the second place and industry coupled with transport both in third place. In transport and industry sector, BC mostly came from diesel combustion, especially diesel with from high sulfur content.
Due to its size and heat absorbing characteristic, BC harm our health and our climate. Particulate matter as big as PM2.5 micron is small enough to directly penetrate into blood stream and contaminate it. With energy content millions higher than CO2, it will greatly pollute the atmosphere and impact to our climate.
For long, BC is neither considered in public health and environmental sector, nor included in the climate change actions. In 2012 Climate and Clean Air Coalition (CCAC) initiated a global action to address BC pollutant, in which UNEP became one of the major player in its implementation. From that time, UNEP initiated program in ASEAN started with inventory of BC emission in major source of BC including port.
Some facts about the Ports Hub
680 Dedicated Hours
5 Pilot project ports
2 Full Evaluations
5 Case Studies
Glossary of Terms
- SCP = Sustainable and Clean Port program
- BC = Black Carbon
- PM = Particulate Matter
- PM10 = Particulate Matter up to 10 micron
- PM2.5 = Particulate Matter up to 2.5 micron (ultrafine particulate matter)
- SOX = Sulphur Oxides
- CNG = Compressed Natural Gas
- CTP = Clean Truck Program
- GHG = Greenhouse Gas
- HSE = Health, Safety, and Environment
- OGV = Ocean-going Vessel
Aqaba, Jordan
In 2012, Aqaba Port handled over 11 million and 800,000 tonnes of cargo and TEU’s respectively. The port is currently undergoing expansion (Aqaba New Port Project) which involves the construction of a new port at a new site, where the existing port’s activities will be transferred to. The new port is poised to become a major maritime hub for the Levant region and the wider Middle East e.g. given its location vis-à-vis the Iraq market, the port offers opportunities for shippers participating in the rebuilding of Iraq.
Aqaba port is managed by APM Terminals, a company that operates a global terminal network of over 60 ports located in over 40 countries spanning five continents. It also manages over 170 Inland Services operations in approximately 50 countries making it the world’s largest port and terminal operating company in terms of overall geographic scope, providing their customers with the terminal technology, equipment and operations know-how. The clean ports program in Aqaba presents an opportunity to link in with the APM Terminals network.
Chittagong, Bangladesh
The Port of Chittagong is the largest port in Bangladesh handling more than 80 percent of import-export trade of the country. The City and Port of Chittagong are poised for rapid expansion and development. In 2010 Chittagong was a USD 20 billion economy/year, the master plans hope to triple that by 2030.
Given the number of planned ports in the region, the Port of Chittagong plans to upgrade port facilities and management to global standards:
- Neighboring Burma is upgrading its deep-water port in Sittwe, about 200km south of Chittagong. Completion of this port will impact trade in the region.
- Since Chittagong is a river port, Bangladesh government is planning a port on Sonadia Island in the Bay of Bengal, south of Chittagong. Chinese government has been approached for assistance with this project.
Jakarta, Indonesia
Port Overview
The Jakarta pilot project at Tanjung Priok Port was wrapped up in July 2015. UNEP partnered with the Gadjah Mada University Center for Transportation and Logistics Studies (known as “Pustral”) and developed a project to support development of a clean ports program in the Port of Tanjung Priok, Jakarta. The project resulted in the first ever baseline Air Emissions Inventory (AEI) conducted in Indonesia. The U.S. Environmental Protection Agency's Current Methodologies in Preparing Mobile Source Port-Related Emission Inventories (2009) was used to conduct the AEI, using a bottom-up approach, i.e. detailed inputs at equipment category level weighted with data on population, activity, emission factors, etc.
To kick off the project, Pustral held several meetings with the state owned corporation that manages the Port of Tanjung Priok (PT.Pelindo II) to present the proposed project, obtain buy-in and input as well as strategize how to implement the project. PT.Pelindo II selected Operation Terminal 3 (TO3) to serve as the focus area for the project as PT.Pelindo II had designated the terminal as a pilot for a modern and green port concept at the Port of Tanjung Priok. TO3 is the busiest cargo terminal under direct management of PT.Pelindo II.
PT.Pelindo II
PT.Pelindo II indicated that they monitor ambient air quality and water quality as both are required by authorities as a means of environmental quality monitoring and control. PT.Pelindo II committed to help in the coordination and collection of data needed for the project as this needs internal coordination with multiple stakeholders that operate in TO3 area. Additionally, PT.Pelindo II analyzed port business processes to identify bottlenecking activities that cause an increase in air pollutant emission with an aim of reducing emission of air pollutants by improving efficiency.
Pustral drafted a white paper entitled International Best Practices Sustainable and Clean Port Program. The paper highlights the role of air quality improvement as part of a sustainable and clean port (SCP) program as well as the benefits of adopting SCP programs, with examples provided of air quality programs at leading global ports in the United States, Australia, South Africa, the Netherlands and Singapore. The report also provides recommendations on how to initiate and pilot the CCAC Tanjung Priok Port project to address PM/BC emissions. Click here for the paper.
Workshop
In July 2014 Pustral organized a consultative multi-stakeholder workshop to disseminate the baseline AEI to stakeholders for review and comment. Stakeholders included officials from Indonesia Ministry of Transport, Indonesia Ministry of Environment, Indonesia Ministry of Economic Affairs, Province Government of DKI Jakarta, Transportation Agency, Province Government of DKI Jakarta, Environment Agency, Indonesia Port Corp II (Tanjung Priok port authority), Tanjung Priok PBM/Terminal Operator, Indonesia Land Transport Association, Port Transportation, Land Transport Association of DKI Jakarta Region, Association of Loading-Unloading Company, Indonesia Logistics Forwarder Association, Indonesian National Shipowners Association Jakarta Raya, Labor Association of Pelabuhan Indonesia II (SPPI II) Tanjung Priok, Indonesian Inter-University Transport Studies Forum and GIZ. GIZ is implementing the project ‘Sustainable Port Development in the ASEAN Region’ that is supporting selected ASEAN ports (including Tanjung Priok) to improve the quality and efficiency of their Safety, Health and Environmental management. Click here for the workshop report.
Baseline
The baseline AEI for the Port of Tanjung Priok was also disseminated in several meetings with key Indonesia policy makers. It was received with significant enthusiasm by the stakeholders who provided substantial and important feedback. Most significantly, in meetings with the Directorate General of Sea Transportation (DGST) at the Ministry of Transport (MoT), it was identified that to date, there is no official framework for emissions inventory to support mitigation action in Indonesia. The assessment was that the AEI study is very timely in filling this gap and can be used as a basis to develop further methodology for Monitoring, Reporting and Verification (MRV) of climate forcing emission mitigation. Being an archipelago, Indonesia has ~ 1700 ports, of these 111 are major commercial ports. As such MoT is very interested in replicating this work country wide. In November 2014, the DGST held a workshop on sea transport to discuss application of the Tanjung Priok AEI at three other ports in Indonesia looking to inventorize emissions.
In July 2015 the AEI was finalized after incorporation of stakeholder comment. The final AEI report also provided a framework to reduce emissions from the port developed using an ASIF (Activity, Structure, Fuel Intensity, Fuel Type and Emission Factor) approach as well as a business process approach. The report also provided a comprehensive Measurement, Reporting and Verification (MRV) Framework for GHG Mitigation of Port Related Emissions in Indonesia. This is in support of the Regulation of the President of the Republic of Indonesia Number 71 Year 2011 and Regulation of Minister of Environment Number 15 Year 2013 regarding MRV activity for GHG mitigation in Indonesia. Click here for the final AEI report.
Valparaiso, Chile
Empresa Portuaria Valparaíso (EPV) manages, operates and develops the Port of Valparaíso, as well as all assets held by the Port for activities deemed indispensable for the proper compliant operation of the Port. EPV currently maintains five concession contracts that administer the five important zones that constitute the Port of Valparaíso.
Terminal 1 is operated under concession by Terminal Pacifico Sur Valparaíso (TPS) and comprises a total area of 14.62 hectares over five sites (1-5). The terminal provides cargo and passenger terminal services, receiving full container ships, refrigerated ships, multipurpose ships as well as cruise ships.
Terminal 2 is operated under concession by Terminal Cerros of Valparaíso (TCVAL) and comprises a total area of 6.4 hectares over five sites (6-8). Like Terminal 1, it receives full container ships, refrigerated ships, multipurpose ships as well as cruise ships. The Passenger Terminal is dedicated to the loading and unloading of passengers arriving and departing on cruises from the Port Valparaíso. This is under the concession Passenger Terminal Valparaiso SA (VTP).
The Extension Zone and Logistics Support (ZEAL) oversees all entrance and exit both physical and virtual in and out of the Port of Valparaíso. This is under the concession ZEAL Concessionaire SA (ZSC). This concession coordinates all entry and exit charges to and from the terminals, conduction all the document checks and requisite inspections. ZSC also has an area for providing value-added services for cargo. ZSC comprises a total area of 37 hectares, divided into Zone of Core Activities (17 hectares), Zone of Special Services (8 hectares) and Zone of Expansion (12 hectares).
Muelle Prat is a public promenade, where visitors can see the large ships that dock in the Port of Valparaíso up close as well as the operations at the terminals. It features local crafts and service boat rides through the Bay of Valparaíso.
Air quality program in ports around the world.
Port of Long Beach
Background
The Port of Long Beach (PLOB) belongs to the City of Long Beach and being operated under land lord regime, where the city lease port terminal to private shipping and stevedoring enterprises. Due to increasing growth of port traffic, the port is under continuous expansion and imposing greater impact to the environment and public health (Bailey, et. al., 2004).
In 2005, the port enacted Green Port Policy as a respond to a lawsuit from local community and pressure groups. The policy requires the port to continue obtain economic benefit from international trade while at the same time reduce its environmental impact (Musser, 2008; POLB, 2011d). The policy has change the way the port develops and implements its business culture, fiscal allocation, and stakeholder engagement.
Actions Taken
To address air pollution problem, in cooperation immediate adjacent Port of Los Angeles, POLB initiated San Pedro Bay Ports Clean Air Action Plan (CAAP) in 2006 to reduce operation related air pollution by 45% by 2012 while maintaining growth (Ellis, 2007; GreenPort, 2009b; IAPH, 2007; POLB, 2011e).
The CAAP covers actions of:Port of Long Beach
- Clean Truck Program (TCP): As an incentive, trucking companies can get subsidy to replace their truck fleet with fraction of fee for POLB. The program also subsidized procurement of LNG truck that cost almost twice as high compare to modern clean-diesel truck.
- Clean Flag Program: Green flag program provide discount and environmental certificate to vessel that approach the port with speed less than 12 knots (22 km/h) within 32 km radius from the harbor.
- Shore side electricity: The shore-side electricity (cold-ironing) system supplies electric power to container ships, so they can shot down their engine while approaching the harbor.
- Green lease: Green lease requires terminal operator to implement cold-ironing, clean fuel use in berth facility, and cargo handling replacement to meet more stringent standard of Environment Protection Agency (EPA).
- Cleaner vehicles: Cleaner vehicle program plan to replace all locomotive, retrofit maintenance equipment, use more biodiesel, use CNG fleet, and developing hybrid tugboat
- Other clean technology adaptation: PLOB also initiated adaptation of other clean technologies such as ultra-low sulfur diesel of construction equipment, intermodal transport system (Hiranandani, 2012).
Port of Los Angeles
Background
The Port of Los Angeles (POLA) is the largest port in the U.S. POLA is situated in the immediate adjacent to POLB and with similar arrangement of land-lordship. It belongs to City of Los Angeles that is appointing five harbor commissioners to oversee the work of POLA Executive Director.
Actions Taken
As with POLB, POLA also entitle to CAAP and implement six actions of
- Clean Truck Program (TCP): As an incentive, trucking companies can get subsidy to replace their truck fleet with fraction of fee for POLB. The program also subsidized procurement of LNG truck that cost almost twice as high compare to modern clean-diesel truck.
- Clean Flag Program: Green flag program provide discount and environmental certificate to vessel that approach the port with speed less than 12 knots (22 km/h) within 32 km radius from the harbor.
- Shore side electricity: The shore-side electricity (cold-ironing) system supplies electric power to container ships, so they can shot down their engine while approaching the harbor.
- Green lease: Green lease requires terminal operator to implement cold-ironing, clean fuel use in berth facility, and cargo handling replacement to meet more stringent standard of Environment Protection Agency (EPA).
- Cleaner vehicles: Cleaner vehicle program plan to replace all locomotive, retrofit maintenance equipment, use more biodiesel, use CNG fleet, and developing hybrid tugboat
- Other clean technology adaptation: PLOB also initiated adaptation of other clean technologies such as ultra-low sulfur diesel of construction equipment, intermodal transport system (Hiranandani, 2012).
Particularly for cold-ironing, POLA has implemented it to all of its three berths.
In addition to CAAP program, POLA also initiated zero-emission technology for on road heavy duty vehicles and cargo handling equipment. Among other technologies are battery-electric engine, hybrid engine, and fuel-cell.
Regularly, POLA conducts air quality monitoring by setting up real time monitoring equipment placed within port areas.
Australia, SPC
Background
Sydney Port Corporation (SPC) was established in 1995 as a privatization of State Maritime Board. It contribute to one third of national container traffic. It is operated under land-lord system and lease terminal and facilities to different companies.
Actions Taken
The main action to improve air quality is the utilization of ultra-low sulfur which vastly available. Compare to ordinary diesel, ultra-low sulfur diesel in Australia only content 10% of sulfur. Pollution for construction activities is addressed by water spray, re-vegetation, and the use of construction wind break.
To reduce traffic congestion, SPC use rail between ports as much as possible, and plan to regulate more stringent freight train emission. This is a partial implementation of 2010 Integrated Transport action plan and NSW Government target to increase share of rail freight to 20% of total national and 40% of container movement in the Botany Port.
South AfricaTNPA and TPT
Background
Transnet National Ports Authority (TNPA) and Transnet Port Terminals (TPT) are state owned conglomeration, dominating all ports industry in South Africa. It is the only land lord of all ports and dominate all container handling with only minor private sector participate in the commodity handling industry.
Actions Taken
Up to 2008, TNPA and TPT reported action to improve health, safety, and environment (HSE) as part of their sustainable port program. Transnet reduce black smoke by not allowing ship to produce smoke in the port confine areas. And conduct reduce dust pollution trough conveyor covers; a sprayer system on stockpiles, online moisture analyzers, surfactant sprays, paving of loading areas, and using dust monitors (TPT, 2008, 2011b).
Port of Portland
Background
Port of Portland (POP) is a part port district in Portland Oregon than consist of both air and sea port. The sea port established in 1891 by Oregon legislative assembly and recreated in 1970 to include Portland Commission of Public Dock established latter in 1910. Since 1970, the port is running under landlord system where the commission leases the terminal to private operators.
Actions Taken
The Port of Portland started its air quality program by conducting baseline air emissions inventory in 2000 followed by a greenhouse gas emissions inventory in 2009. This action assisted the Port of Portland in identifying and prioritizing actions that can best reduce emissions. In doing so, the Port’s emission inventory helped other organizations such The Climate Registry a multilevel government cooperation covering states, provinces, and native sovereign nations to set consistent and transparent standards to calculate, verify, and report GHGs.
Subsequently, the Port of Portland takes several actions for improving air quality such as
- Replacement of older equipment to lower emission
- Reduce emission from the newly procured fleet
- Retrofitting old equipment with emission reduction devises
- Shore power for approaching vessel
- Improvement of rail facility and capacity
- Regulation of equipment operation during break
- Use of renewable energy
Port of Portland replaced older equipment with hybrid and alternative fuel powered motor. While for reducing emission from the fleet, the port included emission as a procurement criteria for its new fleet. Some collaboration with manufactures and regulation agencies has been taken to pilot retrofit project for old cargo handling equipment with diesel oxidation catalyst and anti-idling features. To reduce emission from incoming vessel, the port provides shore power for tug boat and dredging equipment. The improvement of rail facility reduced congestion and improve train assembly efficiency. The port also regulate operating hour of cargo handling equipment to reduce emission during schedule break.
The implementation of air quality action partly conducted as a joint program with environment authority which provided funding and technical assistance.
Port of Rotterdam
Background
Port of Rotterdam Authority (POR) is a private company running in commercial basis with the City of Rotterdam as the major shareholder. The port operation is using land-lord system, in which POR as the land owner lease to port operators. It is the busiest port in Europe and leader for cleaner technology and efficient port operation in the region.
Actions Taken
PoR conducts environment program as part of their corporate social responsibility defined in their 2007 business plan to ensure port sustainability. The most recent program is part of their reclamation plan to increase 20% of its current area (PoR, 2008b; Visser, 2007).
Strategy to improve air quality was introduced in 2007 covering several action such as:
- The utilization of cleaner fuel (CNG), biomass and biofuel
- Development of sustainable shipping index and provision of financial incentive to cleaner ships
- Shore-based electricity
- Switch to low sulfur fleet
- Replacement of diesel engines with electric motors or small diesel engines
- Improving intermodal facilities of road, rail, inland waters, pipelines and barge
- Carbon capture for agriculture.
All those action were preceded by emission inventories to identify source and amount of air pollution and greenhouse gas (GHG) emissions generated from port activities.
Port of Singapore
Background
Port of Singapore operated by Maritime and Port Authority (MPA) of Singapore established in 1996. The authority takes role as port authority, port regulator, and port planner. The port is running under landlord system which MPA lease the port terminal to public and private operators.
Actions Taken
Since 2011, the authority initiated Maritime Singapore Green Initiatives to reduce environment impact of shipping and related activities. It consist of three programmes namely:
- Green Ship Programme
- Green Port Programme
- Green Technology Programme
The maritime Singapore Green Initiative targets emission from domestic and international vessel as well as maritime related business. Green ship program target to reduce emission from Singapore flagged ships by providing rebate for initial registration fee and annual tonnage tax for any compliance of green ship qualification. The green port program target to reduce emission from ocean going vessel by providing 15% concession of port dues for any OGV that implement clean emission technology (SOx abatement/scrubber technology of IMO) and utilize cleaner fuel (<1%m/m sulfur content). The green technology program target to reduce emission from maritime related businesses like terminal operations, ship owning and/or operations and harbour craft operations. It provide up to 50% grant for total qualifying costs of green technology.
Many ports around the world implemented successful program to reduce port air pollution and improve air quality toward more clean and sustainable port. Those international best practices serve as a reference to implement similar program. This tool provides best examples or information of SCP programs world around aiming to improve air quality in port area.
Air Quality improvement in SCP programs
Two of major environment issues for SCP program around the world are air quality and climate change. Different approaches and strategies have been implemented according to variation in regulatory framework, financial and managerial capacity, scale of productivity, operation and business practice, and cooperation between port stakeholders (IISS, 2010).
Air quality is a domestic environmental issue and its mitigation actions are mostly driven by growing concern or regulatory change on its impact to public health. Those regulations require ports sector to implement air quality improvement program through wide range of actions according to various context and need. Among others are:
- Emission inventory
- Use of alternative and renewable fuel
- Replacement of old polluting equipment
- Improvement of port process efficiency
- Retrofit of old equipment with emission control tools
While on the other hand, climate change is a global environment issues driven by international agenda. Central government, international donors, or global port association pose more pressure to port sector to address climate change issues. Some international cooperation or non-profit organizations have been established to streamline climate change issues in the port development management and operation.
Though actions in climate change program might quite similar to that of air quality, e.g. emission measurement, equipment replacement, and efficiency improvement, but it is different in term of pollution parameters and program design. Climate change program for port sector also require reduction target over certain period of time. It might or might not co paly or contribute to GHG emission reduction target at both national and global level to keep threshold level of carbon in the atmosphere to avoid greater negative impact to the climate. Among others actions for port climate change program are:
- Carbon footprint measurement/li>
- Intermodal green transport system
- Innovative equipment
- Fuel reduction technology
Emission inventory is one most important action in both air quality and climate change program for port. It is deemed as the first step to mitigate air pollution and address climate change, for it give information on the source and magnitude of the air quality problems, as well as help to identify priority of mitigation action. Tools and method to conduct inventory are now developed internationally. As such, emission inventory will provide baseline to monitor change of emission level over time (IISS, 2010).
From the practices around the world, the implementation of sustainable and clean port program depends on various aspects such as policy, institutional arrangement, and stakeholders.
Policy approach
There are two approaches of policy framework for SCP program:
- Command and control: In some ports, SCP programs are mainly forced by policy requirement imposed by local or national authorities. In this case, the authority set a standard or requirements for port operators and business players to comply on their own cost. In return, they will get business license or permit. This approach gives no economic incentive for new business practice, on the contrary it could impose higher economic cost for the port operation.
- Voluntary policy: Under this approach, the authority set standard and requirement then provide economic incentives to port players to comply it. The economic incentive can be form of grant for piloting program implementation, rebate or concession of fees and dues. In this approach though it seems that the port authority loss income partially, but they usually get more incomes from more efficient and more productive port operation. On the other hand, port players will get incentive to initiate investment or implement behavioral change.
Institutional arrangement
There are two type of institutional arrangement of SCP program.
- First is led by central government agency to implement either national agenda or international agreement. The central agencies then cooperate with port authority as port land lord that then develop more detail program.
- The second type of arrangement is local government agency led the program as part of local policy measures. The local agency then cooperates with port authority or directly cooperates with port operator and players.
The main difference between these two arrangements is coverage of cooperation. Because the initiation and leadership of the second arrangement fall to local government, it has better understanding to local context and institutional constellation in the port operation. While in the first arrangement, as part of national wide program, the SCP institutional set up will be constrained by the limited resource and
Port stakeholder
In regard to SCP program, there are many stakeholders involve from program development, implementation and evaluation. And if we stretch quite further, local community and pressure groups in some cases play a very significant role to demand SCP program.
In the port governance side, there will be port regulator, port authority, environmental protection agency, and local government. In the port business and operation side, there will be port operator, equipment manufacture, shipping companies, cargo handling operators, trucking companies, rail freight business, and some business association. In the community side, local community group, port labor union, port driver union, and local environmental NGO.
From the best practices around the world, the implementation of SCP program mainly require good cooperation between stakeholder on the governance and operation side with close engagement from local community.
It is important to identify the impact to port stakeholder, business and operation when implementing SCP. Implication of SCP program implementation could be positive and negative.
Co benefits
Co Benefit become important issue in the port operation sector. This is in regards to the fact that port facilities and all the operational activities hold a tremendously important economic interest for all the stakeholders involved. Such condition become even more important when talking about the nation main port. This conditions naturally creates a condition where the stakeholders become extremely reluctant to make changes or improvement that might negatively affect the operation of the port itself. Thus in such condition it is important to get the stakeholders attention, interest and trust by showing them fact that the SCP program possesses Co Benefit other than the direct benefit in environmental sector. Some of the Co Benefit of the SCP program are as follows:
- Better efficiency in the port operation process - Cleaner and much more efficient port equipment operations mean the reduction of energy consumption. This will lead into much better port operation due to reduced cost from enegy consumoption.The opportunity to attain this is especially highlited in the IISS (2010) which explains that it is become very common practice for high volume seaport to replace their older equipments during port upgrade or development with the new one which have better better performance both on efficiency (less energy consumption) and cleaner operation (reduced polutant emission). Another example from The Port of San Diego (IISS, 2010) further shows that the installation of much more efficient plumbing system can reduce the water consumption for about 10% compared to the older system.
- Better Port productivity resulted from better efficiency in port operations. - The example of this case can be seen the Massachusetts Port (IISS, 2010) where the efforts to increase the port operation efficiency from the reduction of vehicle idling time resulted in the reduction of gate processing time for truck. This means that from productivity side of view, the Massachusetts Port itself can increase the number of trucks they can serve at one time compared to the previous port operation system by implementing the SCP concept.
- Port Tourism - Clean port program enhance the unique character to the coastal area. Many ports get a great benefits from this by promoting it as tourist destination and developing it surrounding tourism industry. It is not only the natural beauty that worth selling, but also vibrant port activities are also good and unique tourist attraction. In a way, with good management, tourism industry created by clean and environmental sound port is a good revenue stream for the port and could sustain port business and operation.
Side effects
It is undeniable that every concept possesses its own merit and weakness. Such things also applied for the SCP concept. Despite of its benefits and Co Benefit, the SCP also possesses some weakness, negative side effects which are still become concern and obstacle for the implementation of the “Green Port “ idealization in SCP concept. Some of the side effect for the SCP program are :
- Investment cost. - This negative side of SCP concept is discussed several times in IISS(2010) report where the investment cost of providing better, cleaner and more energy efficient equipments is so high that it makes economically unfeasible to implement SCP concept on relatively small port. While it may be possible to create a wholly new “green” small or medium port, such conditions will make retrofitting existing small or maybe medium port into a green port will be difficult as it will less likely to attract interest from the port operator themselves.
- Resistance from multiple stakeholders inside port. - It is undeniable that there are many stakeholders operating inside port area. These stakeholders can potentially prevent the implementation of SCP program in the port. Due to this condition IISS (2010) stressed the importance of incorporating all port operation stakeholder in order for the SCP program can be successfully implemented. IISS (2010) further underlined that initiatives for the implementation of Sustainable Clean Port to be successful, it require the participations of all tenants operating inside the port area and jurisdiction.
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PORTS HUB CONTACTS
+254 762 20 5267
United Nations Environment Programme
Division of Technology, Industry and Economics
Transport Unit
P.O Box 30552 Nairobi KENYA
United Nations Office at Nairobi HQ, United Nations Avenue, Nairobi, Kenya
