environmental challenges energy consumption and efficiency in ports and terminals Gordon Wilmsmeier Infrastructure Services Unit (ISU), Natural Resources and Infrastructure Division (NRID) UN-ECLAC, Santiago, Chile Seminario Transporte Aéreo CEPAL June, 2015
let me take you to a journey to another mode to discover differences and similarities
global changes and current trends the challenge measuring energy consumption emerging issues
global changes and current trends trade structure and logistics chains
demand: How is China s meat consumption related to energy consumption container terminals?
millions of USD millones de toneladas diversification: evolution of exports of perishable goods from South America, 1995-2012 40,000 35,000 30,000 Breaking point between value and volume 40.0 35.0 30.0 25,000 20,000 15,000 10,000 5,000-25.0 20.0 15.0 10.0 5.0 - Value (million USD) volume (million tons) Source: Author, based on ECLAC s International Transport Database (BTI) 2014
reefer slots on vessels Source: Wilmsmeier, based on CompairData, Lloyds List and Marine Traffic various years
global reefer trade 2013 ca. 95 million tons in 2013. = 14,800 laden conventional reefer ships of 500,000-cu.ft average = 3.1 million 40 full High Cube reefer containers. = 2.5% of the worldwide seaborne trade of dry cargoes of all kinds reefer capacity on container ships in LAC >1000 TEU ca. 20% of ship capacity
why should energy consumption be discussed in ports/ terminals? increasing energy costs investment into energy infrastructure sustainability of infrastructure and logistic chains infrastructure investment efficiency and competitiveness carbon footprint
literature review
Scarce literature Gerlings and Van Diun (2011) - A new method for assessing CO 2 - emissions from container terminals: a promising approach applied in Rotterdam Yang and Change (2013) Impacts of electric rubber-tired gantries on green port performance He et al. (2015) - Integrated internal truck, yard crane and quay crane scheduling in a container terminal considering energy consumption Projects: Green Efforts (FP7) Green Cranes (TEN-T) GLEC terminals working group
a changing structure of trade (reefer) energy consumption in maritime transport energy consumption in terminals energy efficiency and carbon footprint in maritime logistics chains a changing geography of trade
the challenge energy consumption container ports and terminals
energy consumers and type of energy in container terminals Source: Spengler and Wilmsmeier 2015
Container Vessel #2 Container Vessel #1 an activity based approach to allocate energy consumption Sea Side Buildings: Lighting Others: Diesel generators Terminal vehicles not engaged in container handling Hinterland Quay cranes: Ship-to-shore cranes Mobile cranes Horizontal operations: Rubber tyred gantry cranes Rail mounted gantry cranes Reach stackers Straddle carriers Trucks/Tractors Truck or Train Dry containers: Lightning Storage area Reefer racks: Lightning Cooling of reefers Export container Import container Transhipment container Source: Spengler and Wilmsmeier 2015
process cluster s and type of energy consumption Source: Spengler and Wilmsmeier 2015
goal creating an uniform and globally accepted terminal operation terminology and statistical method to measure energy performance identifying and rewarding best practices annually measuring container terminal performance in terms of energy consumption and efficiency container terminals are multi product operations differentiation necessary between: container types (i.e. dry, reefer) transhipment and impo/expo cargo full and empty Source: Spengler and Wilmsmeier 2015
measuring energy consumption results
type of terminals and regions covered river gas container oil dry bulk sector contain er / region South America sector/ region South America CA & Carib Europe Asia North America Africa Middle East
energy fact sheets: feedback to the terminals
energy consumption in container terminals per type of energy consumed (in%) 100% 80% 60% 40% 20% 0% 2012 2013 2012 2013 2012 2013 2012 2013 2012 2013 AFR ASIA EUR CA-CAR SA Gas (kwh) Diesel (kwh) Electricity (kwh) A complete electrification of ports would mean an average increase of 62% of electricity consumed and, thus increasingly straining national electricity networks in esp. developing countries Source: Wilmsmeier based on ECLAC Energy Efficiency Questionnaire 2014
structure of energy consumption in container terminals, 2012 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Petrol (kwh) Diesel (kwh) Gas (kwh) Reefer cooling buildings other electricity consumption lightning The storage of reefer consumes 16% on average of total energy consumption in LAC Source: Wilmsmeier and Zotz, based on ECLAC Energy Efficiency Questionnaire 2014
kwh 500 comparison of energy consumption (kwh) between handling of one dry TEU and one reefer TEU 450 400 350 300 265 254 250 227 200 150 100 64 66 66 50 0 2010 2011 2012 2010 2011 2012 DRY TEU REEFER TEU ARG 1 ARG 4 ARG 5 CHL 2 CHL 12 MEX 2 PER 2 URU 1 ASIA 2 Latam Average Source: Wilmsmeier and Zotz, based on ECLAC Energy Efficiency Questionnaire 2014
energy consumption (kwh) of one reefer Box per storage day 160 140 120 100 80 60 40 20 0 2011 2012 2013 Source: Wilmsmeier based on ECLAC Energy Efficiency Questionnaire 2014
reefer energy consumption average consumption per reefer container (chilled and frozen) is 53 kwh/day (ECLAC survey) an average person in Colombia consumes 1123 kwh/year (electricity) = ca. 20 storage days of a reefer a sample container terminal in Colombia consumes 58 mill kwh = annual energy consumption of 48 000 Colombians
energy consumption (kwh) STS cranes per operating hour 350 300 250 200 150 100 2010 2011 2012 2013 50 0 Source: Wilmsmeier based on ECLAC Energy Efficiency Questionnaire 2014
energy consumption (kwh) STS cranes per operating hour per move 16 14 12 10 8 6 4 2 0 2011 2012 2013 Gerlings & van Duin (2011) Source: Wilmsmeier based on ECLAC Energy Efficiency Questionnaire 2014
energy consumption and efficiency in logistics chains general goal: Reduction of SCOPE 3 ( Supply Chain Emissions) = Supply Chain Emissions = 74% of emissions on average(ghg Protocol) Though 95% of the exports from South America are exported via ports: Our approach: Reduction of carbon footprint in Ports are neither included in carbon footprint calculations of logistic chains logistic chains via nor are increased they analysed energy efficiency? +? =? Companies have to start to collaborate along the whole logistics chain with all stakeholders involved
emerging issues transferability to airports
kwh TEU challenges of increasing energy efficiency Seasonality of exports and thus, energy demand Technological renewal 2,000,000 1,800,000 1,600,000 1,400,000 1,200,000 1,000,000 800,000 600,000 400,000 200,000 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Reefer troughput (TEU) 12,000 10,000 8,000 6,000 4,000 2,000 0 Link between energy consumption and carbon footprint Implications for the relationship between airports and their surrounding cities less pollution (+), installation of renewable energy sources City and Port of Hamburg
a developing and needed research agenda developing proposal of energy efficiency indicators for terminals simulation of future energy consumption in infrastructure modelling of energy consumption pattern of maritime supply chains (esp. perishables) analysing policy tools to improve promote energy efficiency in infrastructure analysing the need/possibility for energy indicators in future concession contracts
many issues are about awareness, knowledge sharing, collaboration and cooperation the need to understand the why s and how s to make the right policy decisions and to shape the future of our mobility contact: Gordon Wilmsmeier gordon.wilmsmeier@cepal.org