TU Delft Multidisciplinary Project
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
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TU Delft Multidisciplinary Project
Research
At South China University of
Technology (SCUT)
In Guangzhou, China
Focus on port of Guangzhou
From February 20th to April
20th, 2013
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Contents
Introduction
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Introduction
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Port geography
Port of Guangzhou
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
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Cargo and container throughput
Port of Guangzhou
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)
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Facts and figures
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Analysis
Port of Guangzhou
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Sustainable port development
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
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Aspects of sustainable port development
(based on ESPO and PIANC)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Sustainable ports
Air quality

Incl. dust


Related to transport and handling of dangerous goods
Related to industrial parks on port area for value added services
Water quality
Energy consumption and climate change
Dredging (operations and disposal)
External safety
Noise
Waste
Port development / land use
Transport connections
Nature / habitat loss
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Goal and research
question
Main 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)
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Methodology
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Analysis
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Analysis of main competitors in Pearl River Delta
Economic
boundaries
Port of Shenzhen
Port of Hong Kong
Port of Guangzhou:
 Strong market position in general
 Proposed measures should not decrease container handling efficiency
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SWOT analysis
Economic
boundaries
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
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Stakeholder analysis – power-interest grid
Institutional
boundaries
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
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Priority assessment Guangzhou Port Authority
– based on survey
Institutional
boundaries
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
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Air quality
Sustainability
aspects
Air quality problems:
 NO x
 PM 2.5
 PM 10
 SO 2
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Water quality
Sustainability
aspects
Water quality Guangdong province (I: good – V: very bad):
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
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Energy consumption / climate change
Sustainability
aspects
Current (left) and expected (in 2015; right) distribution of energy sources
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
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External safety
Sustainability
aspects
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
Port of Guangzhou:
 Strictly abides SOLAS
 Future: even strengthens regulations regarding external safety
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Port development / land use
Sustainability
aspects
Port development
 phased development Nansha Port with lot of temporary non-used space
Land use container yard Nansha Port & Guangzhou Container Terminal
 container stacking parallel to quay wall: less efficient and sustainable
Limited efficient / sustainable land use in port development and port activities
currently
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Transport connections – modal split
Sustainability
aspects
Modal split transport between port of Guangzhou and hinterland markets
Especially regarding container hinterland transport, non-sustainable modal split
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Transport connections – vehicle emissions
Sustainability
aspects
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
All transport modes have relatively high emission values per ton-kilometer
Combination of limited sustainable transport vehicles and non-sustainable modal
split: transport connections are currently not very sustainable
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Synthesis
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Integrating results
of analyses
Integration of institutional boundaries and detected sustainability
problems port of Guangzhou
Integration of economic boundaries and detected sustainability
problems port of Guangzhou:
 Proposed sustainability measures should not decrease
container handling efficiency
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Measures
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Overview of measures and impact
Measures
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
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Two-step approach
Method of
evaluation
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
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Economic and institutional viability of measures
Viability of
measures
Measures considered not viable given the economic and/or institutional
context of the port of Guangzhou are cut-off here
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General assumptions
Feasibility of
measures
Discount factor NPV: 2.25%
Lifetime for NPV of all measures: 17 years (2013 – 2030) to get comparable results
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
Monetary emission values used:
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Onshore Power Supply (OPS) –
technical description
OPS + rewarding
clean ships
 Connection to national power grid
 Work barge instead of cable reel system
 Implementation at Nansha Port
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Onshore Power Supply (OPS) – combined with
rewarding clean ships
OPS + 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
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Technical description
Clean trucks
 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
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Technical description –
containers stacked parallel to quay wall
Container stacking
method
Current situation:
Average driving
distance per container
over CY (terminal truck +
hinterland truck): 3.0 km
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Technical description – containers stacked
front-end: perpendicular to quay wall
Container stacking
method
New situation:
Applied first at GOCT at
Nansha Port
Average driving
distance per container
over CY (terminal truck +
hinterland truck): 1.6 km
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Technical description
Barge round trip
system
 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
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Technical description
Clean terminal
trucks
 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)
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Integral package of feasible sustainability measures
Short term
recommendations
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
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Aspects of sustainable port development –
long term
Long term
recommendations
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
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Aspects of sustainable port development –
long term
Long term
recommendations
Nature / habitat loss:
 Nature compensation for port extensions with large impact on nature areas
Noise:
 Mitigation of noise by (e.g.) physical infrastructure (noise barriers)
 Reduction of noise emitting factors by enforcing noise limits or innovations
Dredging (operations and disposal):
 Prevent dredging by minimizing sediment inflow and sediment reduction plans
 Treatment, reuse and eventually placement of dredging materials
Waste (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)
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Supervision from TU Delft and SCUT
Supervision
Delft University of Technology:
 Prof. ir. Tiedo Vellinga
 Prof. dr. ir. Marcel Hertogh
South China University of Technology (SCUT):
 Prof. dr. ir. Chen Chaohe
A special thanks to:
 Jin Haosi, participating student
University relations (International Office SCUT):
 Jasmine Yao
 Irene Wang
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Our contributors
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