DEVELOPING AN INTEGRATED MODEL TO QUANTIFY PORT EMISSIONS

by

Tracy Fidell, P.E.

Port Engineer, Moffatt & Nichol 160, Franklin St, Suite 300, Oakland, CA 94607, USA Tel.. 5106451238; Fax: 510 6451010; E-mail: Ifidell@moffatlnichoLcorn

KEY \VORDS
Port air emissions, quantifying air ermssions, computer modeling, terminal planning, air quality regulations

2. BACKGROUND
2.1 History and Importance

MOTS-CLEFS
Rejets atrnospheriques portuaires, estimation des rejets arrnospheriques, model isation informatique, planification d'un terminal, reglernentation de la qualite de l'air

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.

l. I NTRODlJCTJON
Although air pollution is an important issue for many industries, air emissions from marine container terminals have recently attracted unprecedented concern in Southern California and elsewhere. The former mayor of Los Angeles mandated no net increase in air emissions from the city's port beyond year 2001 levels. This is a daunting goal in light of forecasts for compounded cargo growth of 4 to 6 % until the year 2030. Ports and government agencies alike clearly have a pressing need for a tool to quantify the amounts of emissions produced by marine terminals. This paper documents the development of an integrated computational model that quantifies air emissions produced from day to day port operations. The user can change the operating parameters and easi ly identify the effect of those changes on port-wide emissions. The model allows users to determine the major sources of air pollution at the port, and target the most effective methods for reducing emissions. This paper describes the goals in creating the model and explains the approach in developing it. One of the bigger challenges encountered was to make the model flexible enough to be used at any port, not just in Los Angeles or Long Beach (the two ports in San Pedro Bay), while at the same time keeping it simple enough to be useful.

Picture 1: Air emissions at marine terminals are a growing concern (Courtesy Danny Cornelissen, Rozenburg, The Netherlands)

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PlANe Magazine n° 127, May 2007, mai

Port and shipping related activities have always produced air emissions. However, it is only recently that portrelated emissions have attracted widespread attention. The opening of Port of Los Angeles' Pier 400 (590 acres of rock dike-retained hydraulic landfill, the largest single operator container terminal in the world) three years ago did not merit a story with the L.A. Times. These days, stories about how the two San Pedro Bay ports are addressing air quality issues are in the news nearly daily. The primary reason for the en hanced local interest in port emissions is the city's requirement of no net increase in emissions from the year 2001, despite predictions that San Pedro Bay port traffic will more than triple by 2020. California, out of necessity, has a long history of national leadership when it comes to air quality control. In many instances, the South Coast Air Quality Management District has been the first to tackle difficult issues of air qual ity management. Solutions like creating air quality control bodies and regulating the types of fuel burned or the amounts of emissions generated often start in Southern Cal ifornia and spread from there to the rest of the state and nation. Current trends in air quality management in Southern Cal ifornia are a good indicator of future trends in national air quality management, making port air emissions a very relevant issue.
I.

2.3 This 1\1odel's Approach to Estimating Port Air Emissions

The model Moffatt & Nichol is developing calculates total emissions from all container terminal activities: the vessels, tugs, locomotives, container handling equipment, onterminal trucks (hostlers) and road trucks. The model can be calibrated using established emissions inventories and throughputs to create a baseline. The baseline can then be compared with anticipated growth scenarios to determine the net effect on emissions. The main advantage of using a model is that it enables the user to predict future air emissions both by increasing throughput and by adjusting operating characteristics. The model is especially useful for comparing air emissions resulting from different operating strategies. It offers a convenient way to compare and prioritize air emission reduction strategies that can be further analyzed for costeffectiveness. The emissions model parallels the port planner's customary approach to analyzing port operations. Previously developed spreadsheet models for the berth, rail yard, gate, and storage yard operations have been linked together and extended to consider emissions as well. The goal is to create a tool for port planners that is entirely transparent and accessible, in the sense that all of the inputs and assumptions can be viewed and changed at will.

2 .. Traditional Methods for 2 Estimating Port Air Emissions

The current accepted practice for estimating port air emissions is to establish a "baseline" inventory and to extrapolate future emissions from it. These inventories are created by listing the existing equipment and relying on field surveys and maintenance records to understand the hours of operation for each piece of equipment. One weakness of this approach is that the inventory is only as good as are the data collected. The data collection process itself is labor intensive since records are often not kept electronically. Records in different formats must be carefully examined and manually entered into a database. By the time a baseline inventory is created, it is usually outdated. Another problem with this approach is that it has questionable benefit in predicting future emissions. As time passes and throughput grows, equipment and operating characteristics of the terminal change in many ways. A direct relationship between emissions and throughput does not exist because emissions depend heavily on operating strategy. It is a vast oversimpl ification to pred ict future emissions by increasing baseline emissions proportionally to the expected increase in throughput.

3. APPROACH
Figure 3.1 shows the four operating systems that make up a container terminal. The types of equipment involved in each operation are listed in blue alongside the operation. This model estimates the emissions produced by all the equipment shown below. Figure 3.2 on page 20 shows a flow chart of how the different pieces of the model work together. A discussion of the methodology used in each step is presented in this section and the next.

3.1 The Equation

Air emissions calculations following basic formula: Grams of pollutant = (Total Installed Power) x (Emission Factor) x (Load Factor for Mode) x (Time in Mode) essentially boil down to the

PlANe Magazine nO 127, May 2007, mai

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Most of the terminal model is dedicated to determining the final component of the equation: time in mode. This is the main focus of this paper and will be described in the next section. The approaches to the first three components are given briefly below.

3.3 Emission Factors

Emission

factors are used to convert

power consumption

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3.2 Total Installed Power

spreadsheet is used to determine the installed power for a "representative" number of mac hines from each fleet of equipment. A fleet of equipment is rarely made up of identical machines. There can be considerable variations in weight, engine size, and age that complicate finding a representative piece of equipment. This spreadsheet can be used to simulate the reality of how individual machines within a fleet are deployed. It can assign the most work to the newest, nicest pieces of equipment and use the older pieces of equipment to do the remainder of the work. A weighted average of the individual machines is used to determine the installed power for the fleet.
A separate

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into grams of pollutant by type: NO" SOx' PM25, PMIO' HC, and CO. Emission factors for the relevant pollutants are drawn from the most recent studies on ship, tug, rail, truck, and container handling equipment. By having emission factors be a selectable input in the emission calculation spreadsheet, a user can easi Iy test the effect of improvements in fleet emission rates on port emissions both on and off the term ina I. The terminal model is needed if a user wanted to explore the potential benefits of making changes to the operations like increasing on-dock rail, using a buffer in the rail yard, changing the type of equipment used, extending gate hours, or becoming more automated. These types of operational adjustments change more than the emission factors; they change the time in mode for the equipment.

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Dock Vessel Arrival, Berthing, and Departure

* Vessels (Approach, Maneuver, Berth, Depart) * Tugs (Maneuvering, Traveling to/from Base)

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Stevedoring Unloading Vessel, Placing Imports in Storage Yard, Retrieving Exports from Storage Yard, Loading Vessel

* Dock Cranes .. In-Terminal Trucks or Strads • Stacking Equipment in Yard

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Gate Trucks Dropping off Exports and Picking Up Imports

On-Dock Rail Yard Trains Bringing Exports and Leaving with Imports " Locomotives .. Train Loading/Unloading Lift Equipment * Stacking Equipment in Rail Yard Staging Area " Dray Vehicles

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* Road Trucks Outside the Terminal * Road Trucks Inside the Terminal * Lift Equipment in the Storage Yard

Fig. 3.1: Terminal Activities and Related Emissions Producing Equipment

3.4 Load Factor for :\-'Iode

To begin this discussion the term "mode" must be defined. For this model's purposes, a mode is a set of activities with similar power requirements. Each piece of equipment does a variety of tasks to accomplish the work done at a terminal. A task can be to deliver a container to a road truck from a stack, or to transport a container from the rail yard to the storage yard. Each task, or cycle, is composed of a series of sequential activities and these activities are grouped into modes; this will be discussed in greater depth in the next section. For example, the five modes defined for an RTG are: gantry, trolley, lift loaded, lift unloaded, and "idle." The idle mode includes all time spent positioning the spreader, attaching

or detaching from the container, lowering the spreader (with or without a load), and all wait times. The three modes for a hostler are: drive loaded, drive unloaded, and idle. The model uses average equipment and container weights to calculate the amount of power required in each mode. The load factors are found by dividing the required horsepower by the total installed horsepower for each type of equipment. The load factors are compared with standard U.S. Environmental Protection Agency (EPA) and California Air Resources Board (CARB) defaults as a check. They can also be compared with real duty cycle data where those are available. The assumed load factor for idling is 10 % of installed horsepower for every type of equipment.

Terminal Model Master Sheet User Inputs and Model Outputs

I Inputs

I
I Outputs I Intermediate Results'

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Internal Model Calculations

User

Current Year Current Throughput Forecas(ft(l Growlll Rate Analysis 'lear Terminal Layout On-Term,nal Rail Yard Layout Ship Call Sc/ledule Gate Operation Description Throughput Oisln"buliOl1 Vessel Travel Disranr;e & Speftd Road Truck Travel Distanr;e & Speed Peaking Faders

,Reguired HorseQower Qer Mode ger EguignTentT~ge

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Berth Occupancy Annual Throughput Throughput Density %Grounded/Wheeled On-Terminal Rail Yard Capacity Hourly Road Truck Trips

Detaileg C~cle Descrigtions Dock Crane Hostler Strad RTG. RMG Top-Pick, Side-Pick

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T!:!rmin~1Model BSlsull~:

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Required Horsepower per Mode per Equipment Type Time in Mode per Equipment Type per Year Number of Vessel Caffs per Year by Size Number of Road Truck Trips per Year by Time of Day

Vessels & Tugs Stevedoring Gate RBII Yard

Insta lied Powe r Tarminal-Spe<;ifrcEng'ne Data

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Bcad Truck Model Computes Time Spent: • waiting at gate • transiting terminal .. waiting for service inside terminal

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Ernission Factors Equipmenl and Fuel S{J6CIIi(; Data

FinalOutgul Emissions in TonslYear '(NO x- SO x' PM,,.' PM ,G' He. CO) fo~ Ocean Going Vessels, Tugs, Locomotives, Container Handling EqUipment and Road Trucks

Fig. 3.2: Flow Chart of Mode! Architecture

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4. TIME IN MODE
The bulk of the model is dedicated to finding the time spent in each mode for each type of equipment. This is done by describing each type of cycle for each type of equipment and then determining the number of cycles required to complete the work prescribed by the vessel call schedule. Three modules are used to find the number of cycles done in a year - stevedoring, gate, and rail. These will be described in this section. A fourth module is used to calculate miscellaneous moves, like grooming the stacks or re-hand les that are not accounted for elsewhere.

Each cycle is composed of a set of sequential activities. Continuing the examples above, the cycle for a hostler serving a dock crane discharging a ship might start by driving with a load from the crane to the yard, waiti ng for service in the yard, driving back with no load, and waiting under the crane for the next task. The cycle for an RTG receiving imports might be: gantry to position, trolley unloaded, lower unloaded, position spreader and attach to box on hostler, lift loaded, trolley loaded, lower loaded, position box and set it on stack, lift unloaded, and then wait for the next task. The cycle duration is calculated from a known or assumed productivity. The time required for each activity is calculated from known or assumed distances and drive speeds. If there is any time left over in the cycle, it is attributed to time spent waiting for next task. The model allows the user to enter a percent of moves performed while "double-cycling." Double-cycling means that productive moves are done on both legs of the cycle. For instance, a hostler can take an import from the dock crane to the stacks and then return with an export container. Double-cycling can also happen when draying containers to and from the rail yard.

4.2 Stevedoring Operations

The model reports the number of annual calls for each size of vessel. It also reports the amount of time each vessel stays on berth per ca II. Pilot information, where available, is used to determine the load factors used by the vessels at each stage of their arrival: cruising on the approach, slow cruising to the harbor entrance, and then maneuvering within the harbor and during mooring. The user enters the distances traveled by the vessel from the Air Quality District Boundary to the berth, and the expected speeds of travel on each leg. A number of tug boats are assigned depending on vessel size. Tugs are assumed to have a "home base." The user enters the distance from home base to the harbor entrance where the tug meets a vessel, and the distance from the berth back horne. Dock cranes are typically powered by electric motors and shore current. But since some ports do use diesel powered dock cranes, the model reports these power demands as well. The model automatically assigns between one and five dock cranes to each vessel, as a function of number of lifts required to discharge and load the ship. If the ship is in a slip, it assigns twice the number of dock cranes, up to a maximum of eight. The user can adjust the dock crane assignment logic as needed.

Picture 2: Dock worker with containers: how to manage air emissions when container throughput is on the rise? (Courtesy Danny Cornelissen. Rozenburg, The Netherlands)

4.1 Cycle Descriptions

The cycle description is a step-by-step representation of the work done by a single piece of equipment to accomplish a task. The cycle begins and ends in the same place. One example of a task is for a hostler to transport an import from a ship crane to the container stacks in the storage yard and then return to the ship. Another example of a task would be for the stacking equipment to take the container off the yard tractor, place it in the stack, and then return to the start position and wait for the next task.

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PlANe Magazine n'" 127,. ay 2007, mai M

'"

The user specifies to the centroid a hostler receive or straddle

average carrier

travel distance travel speed

from the wharf of 15 miles per from

4.4 On-Dock Rail Operation

If the terminal has an on-dock rail yard, some containers arrive or depart the terminal via rail. The user specifies the percent of on-dock interrnodal cargo. The user also specifies the length and number of working tracks and storage tracks. Then, based on the rai I yard configuration (whether the yard has dedicated arrival and departure tracks or a runaround track), the model calculates the approximate number of trains per week of rai I yard capabi I ity. This is compared to the number of trains per week required by the percent intermodal entered by the user. If the percent intermodal is too large for the capacity of the rail yard, the user is alerted with a message in red. The user either needs to increase the size of the rail yard or decrease the percent of on-dock intermodal. The model distinguishes between "unit" trains and "block" trains. A unit train is one that is already complete and ready to be pulled by a long-haul engine. Block trains are smaller pieces of a train that need to be pulled elsewhere and combined with other block trains until they become a unit train. Block trains are pulled by switch engines. Longhaul engines and switch engines have different horsepower and emissions, so they have to be calculated separately. The model includes the long-haul engine emissions for the distance that it is within the Air Quality Management District. Switch engines are assumed to run the distance from the terminal to a train consolidation yard and back .. The equipment needed to strip and load the trains in the rail yard is also included in the model. A fleet of hostlers or straddle carriers drays containers between the container yard and the rail yard, and lift equipment (typically toppicks or RTGs) takes containers on and off the trains. If the rail yard is a buffered operation, the user can enter the percent of moves that use the buffer. Buffers allow for a greater percentage of double-cycling for the dray vehicles, but those emissions may be offset by the lift equipment needed to take containers in and out of the buffer. An interesting application of the model would be to determine whether a buffer could decrease air emissions at a given term i rial.

of the storage

area and the model assumes the type of equipment used to

hour. The user also specifies from the vessel to the vessel. finds the number the stacks The model each ship

into the stacks

and to deliver

of lift equipment number

cycles

for per that on

call by taking in stacks

the total

of moves stored

call and multiplying are stored wheels, the hostler

it by the percent (grounded). brings is loaded, a bare chassis storage

of containers

For containers

to the dock crane it.

where the container and container This does increase

and then it takes the chassis area and unhooks by lift equipment, between but it it has to

to the wheeled

does not require

any work

the cycle time of the hostler because

make an extra trip to get a bare chassis

moves.

4.3 Gate Operation

The model different model These offers users a variety of options traffic for studying congestion arriving periods so The gate at and basis. such as the strategies reports to reducing number truck

that the effects departing weekday weekday analyst

of these options the total

can be quantified. of trucks

from the terminal morning non-rush

each day on an hourly into different evening

trips are aggregated hours,

rush hours, weekday and weekends. travel speeds congestion.

rush hours, times of

This permits for certain

to assign different on highway

day depending

To the extent that the terminal the number of trucks departing entered with the lift equipment are handled cycles chassis

is grounded,

the model takes arriving of the on

with a load, and serves them by the user. Trucks gives type and all empties to serve a container

with a load are also served by lift equipment, by side-pick. picking This for each lift equipment service required

the total number

gate. Road trucks

up or delivering

do not require spreadsheet

by Iift equipment. to analyze the road

A separate truck trips

was created

at the terminal open queuing

(it is separate network

from the larger This model is a inside the of

model only to keep file sizes manageable). multi-class, terminal. service number all of the possible destinations

with nodes representing for the likelihood

5. CONCLUSTONS
Air emissions considerations will increasingly influence port design and operations as regulatory controls become more widespread. Further, as port air emissions gain media attention, people with varied backgrounds and interests will join engineers in efforts to reduce harmful emissions related to port activities. These trends suggest the need for a transparent modeling too! that can be used to quantify the emissions resulting from daily port operations.

for a road truck

The user assigns time at each of trucks

percentages

a truck to travel from one node to the next and the assumed node. The input to the model each hour. model are the average transiting inside the terminal. times the is the arriving

The outputs spent waiting terminal,

of the road truck at the entry

and exit gates,

and waiting

for service

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The goal of developing this model is to integrate existing planning models into a comprehensive and convenient tool designed specifically for marine container terminals. The model is in spreadsheet format enabling users to understand how the model works without knowing any complex computer languages. The model can estimate future emissions based on throughput as well as operating characteristics. It is designed to be useful for comparing and prioritizing different emissions reductions strategies

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To date, much of the effort on reducing port emissions has focused on the emission factors of equipment. Equipment modifications are required to improve emission factors (or rates of emission). However.equally important in controlling emissions is the time spent by different types of equipment in various modes. Improving efficiency by reducing the operating times with measures such as increased gate efficiency to reduce idling has a double benefit of improving terminal efficiency and reducing emissions. The integrated terminal model approach helps decision makers quantify both benefits and make informed decisions in regard to terminal operations and air quality improvements.

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SUMMARY
Air quality considerations are increasingly influencing port design and operations as emissions regulations become more widespread, as evidenced by trends in Southern California and elsewhere. As port air emissions gain media attention, people with varied backgrounds and interests are joining engineers in efforts to reduce harmful emissions related to port activities. Ports and government agencies alike clearly have a pressing need for a transparent modeling tool that can be used to quantify and predict the emissions resulting from daily port operations. This paper documents the development of a computer model created specifically for marine container terminals that quantifies air emissions produced from day to day operations. It descri bes the goals of the model and explains the approach in constructing it. The model is in spreadsheet formatenabl ing users to understand how the model works without knowing any complex computer languages. All assumptions and parameters can be easily viewed and changed. The model allows users to determine the major sources of air pollution at the port and prioritize the most effective methods for reducing emissions. By integrating existing planning models into one comprehensive tool, port designers can evaluate the effects of throughput increases, equipment modifications, and operational changes. Other efforts to date have focused primarily on improving air quality by purchasing new equipment or adding aftermarket control devices to existing equipment. This model allows decision makers to also consider the effects of, say, buffering the rail yard, improving the gate process, or adjusting the layout or stacking mode of the storage yard.

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Les considerations sur la qualite de l'air influencent de plus en plus la conception et l'exploitation portuaires tandis que les reglernentations sur les emissions de gaz dans les ports se developpent, comme on peut l'observer en Californie du Sud notamment. Comme les rejets atrnospheriques dans les ports gagnent I'attention des medias, des personnes d'origines et d'interets divers se joignent aux ingenieurs dans l'effort de reduction des rejets nocifs liees aux activites portuaires. Les ports et les organismes publics ont fortement besoin d'un outil transparent de modelisation qui puisse estimer et prevoir les rejets dus a l'exploitation portuaire quotidienne. Cet article presente Ie developpement d'un modele informatique cree specifiquernent pour les terminaux a conteneurs, modele qui evalue les rejets dus aux operations courantes. II decrit les objectifs du modele et explique sa construction. Le modele est presente sous la forme d'une feuille de calcul, permettant aux uti Iisateurs ne connaissant pas de langage

informatique complexe de com prendre son fonctionnement. Toutes les hypotheses et les parametres sont faci lement accessibles et modifiables. Le modele perrnet aux util isateu rs de determiner les sources principales de pollution atmospherique dans le port et de determiner les methodes les plus efficaces pour les reduire. En integrant les rnodeles existants de planification dans un outil global, les concepteurs portuaires peuvent evaluer l'effet d'un accroissement du trafic ainsi que des modifications de l'outillage et des modalites d'exploitation. D'autres axes d'efforts pour l'arnelioration de la qualite d'air ont porte jusqu'a present sur Ie renouvellement de I'outillage ou sur la mise en place d'appareils de controle des emissions de l'outillage existant. Le modele per met egalernent aux decideurs de prendre en compte les effets par exemple de la mise en place d'une zone tampon ferroviaire, de l'amelioration du passage aux portes du terminal ou de la modification de la disposition et du mode de stock age des conteneurs.

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PlANe Magazine

n° 127, May 2007, mai

NEWS FROM THE NAVIGATION COMMUNITY

cellulose and wosre paper;

leather, textiles, clothes; seeds, vegetal oils and fats; chemical products

of coal.

Regarding the import sector, this one has been also troubled by a fall of 11 % in 2006, with 20.466.499 tonnes, towards 23.119.984 ronnes in 2005. The export wo:.est.imoted at 15.829.230 tonnes, having also a small decrease of 15% in regard with 2005, when 18.729.989 formes has been registered. In the some period, the cabotage registered a fall by 21 %, from "10.144.221 tonnes in 2005, to 8.007.350 tonnes in 2006. The following groups of goods that registered traffic falls, we menfion: iron ores, iron & steel scrap, blastfurnace cinder; metal products.
Daniel Jarnea
NC Maritime Ports Administration SA Constantza

AUSTRIA
Financial green light for more Danube navigation
The budget for the implementation of the Austrian Action Plan on Inland Navigation has been appr-oved. The Danube corridor is the fastest growing freight corridor in Austrio, occounting for an increase of 230% in the period of 1994-2005. Further growing transport demand will lead to a dramatic increase of CO,-emissions. This expioins why the Austrian government wants a twofold increose of current traffic on the Danube by 2015, in order to relieve traffic congestion and 1'0 cmnually save some € 13 million in external costs. l5esidesmarket and fleet incentives, the plan covers works on the Danube east of Vienna to enhance shipping and to protect the floodplains of the Danube National Park suffering from con-

Russia is building a new port at Olya to cut freight costs by o third and facilitate entry of high volumes of goods from Asian countries, including India .. The new port will form port of the NorthSouth corridor route through Iron and the Caspian Sec, which will be the Port of Vienna to become shortest and the fastest in linking the a logistics hub for middle European side of Russia with india as well as the middle Asian countries. The and eastern Europe traditional route, which goes through the Suez Canol, Kotka in Finland and in 2009. the Port of Freudenau (formerIv called 'iWinterhafen") in Vienna '>'vill Rotterdam in the Netherlands, into the I Russian port of St. Petersburg, is found be equipped wilh a stote-ol-the-ort tertoo long and lime-consuming. mino], which wti! enoble more efficient transshipment between road, rail and Thecmridor was conceptualized in water. In parallel. the WinterhafenSeptember 2000 when India, Iran and bridge will conned the port with the Russia signed a new inter-governmenhigh-quality rail network. tal agreement on North,South corridor to facilitate faster and cheaper The municlpclity of Vienna pre" movement of goods from South Asia financed this demanding full-scale to Europe. This stretches from ports project with € 122 million. This infraof India across the Arabian Sea to structurol enhancement wi!! initiate the the southern Iranian port of Bcndor reolizoticn of two logistics projects Abbas, where goods then transit lron with crucial significcmce for the future: and the Caspian Sea to ports inlhe the fir'sf projsc! is the expansion and Russian sector of the Caspian. From the modemizotion of the cargo termithere, the corridor stretches along the nal through addit.ional railtmcb and Volga River to the port of AslTOkhan the construction of a new containerbefore reaching Moscow and ultimatecrane tunway. An cdditionol container ly Europe. The corridor could have had terminal with a 4-track connection. 2 wide I ramifications on Indo-Russian portal cranes as well as a traffic manbilateral trade but logistic problems agement system will allow em increase at Astrakhcm hindered progress A in the annual tronshiprnent capacity to new port at Olyo will hove bigger and 400.000 TEU. better capacities for foreign goods, according to Russian Ambassador to The second project, the construction India Vyocheslov I. Trubnikov. of the Winterhafen-bridge, wil.1 close the gap between Donoulonde- und Donauuferbahn. This \'Iill provide a direct connection between the Port of Vienna and the high-quality railChina's port handling way system of the southern, eastern, capacity will rise by and western railway. In the last six 80% by 2010 years, the Port of Vienna has more than doubled its container transhipChina's port handling capacity is ment and is keeping this high course expected to increase by more than with the implementation of these great 80% during the -11th five-year plan period, according to Ye Jion, chair·projects.

tinuous riverbed erosion. An interdisciplinary steering cornrnirree bringing together experts in hydrology, ecology, transport end regional economy supervises this ambitious project to ensure the inteorotion of economic, societal Gnd en~ironmeiltol interests, setting a prime example to win-win projects in sustainable development.

RUSSIA
New port at Olya

CHINA

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PlANC Magazine n° 127, May 2007, mai

NEWS FROM THE NAVIGATION COMMUN'ITY

man of the Chino Ports Association. It is expected to reach 6.1 billion tons by at China's port industry will gradually develop steadily after a rapid growth. However", it is slil,1 of hiah value to invest" in hub ports in vie; of strategy thanks copocity to the increose of handling of domestic trade os well as Three Gorges enabled the porticiponts to visit the well-known extraordinary woler work, an impressive trip. More inFer-mation can be found on the website at http://www.yangize.~hi.g: pi ngforum .corn,

I I

2010, and that of 120-140 million

containers to stand TEU, which will creof

ate conditions

for the development

China's logistics industry. This indicates that the scale of China's logistics industry is expanding and the operotion level is improving. China has been investing heavily in port construction in recent years. Statistics by the Ministry of Communications showed that China had more than

the great space for rise in handling chorqes rote. Therefore, Chino's port industry shows a promising future.

Jaroslav Bimko
First Delegate Czech Section PlANe

1.400

ports in

2005,
On

Yangtze International Shipping Forum 10-13 January 2007

Mr. Jaroslav

BRAZIL
Belgium to develop port training in Brazil

ten of which had a throughput capac ity of 100 million tons or more. The

total throughput of all Chinese parts has topped ihe world for the post three years. Transportation demand kept up can siderable growth in 2006, and freight traffic is expected to see a new record. Meanwhile, the rising of Middle China, and the rapid economic development of Yangtze River delta wil! further promote the transportation between East and West, and in addition to the

Bimka, First Dei~gate Section of PIANC,

the Czech attended the

of

Yangtze lnternotioncl Shipping Forum, which was held in Wuhan, China. II was organized Dutch Ministries offered the

by

of

the Chinese and Transport and noviqonon

international

community on opportunity to share know-how wi!'h relevant Chinese oortners. The Yangtze Shipping For~m is a high-level conference, organized to reHed the Chinese government's determination to promote Yangtze shipping. High-~evel dialogues and technical exchanges took place on topics indudi.ng inland shipping policy, technology innovation and logistic developments, Furthermore, a technical excursion to

Freddy Wens
The Port of Antwerp is wmking on the creation of a centre of port excellence in Brazil. The project is meant for Santos, heodquorters of the largest port in Latin America and one of the most important commercial centres of the world. The announcement was made on 30 March, when Brazilian and Belgian authorities met to confirm the series of investments that will be

diversilied
the tion

international increase of large port market is in short handling

rnorket
scale

and materiand will

als, China's the container

freight

transportasupply, capacity

retain rapid growth. In the near future,

I
Doubled five steps locks for vessels, Three Gorges Dam PlANC Magazine o~ 127, May 2007, mai 50

made by the Europeans regions,

in tropical

!il Belgium, the administrator of i'he Centre of Professional Training of the Port 01: Antwerp, engineer Freddy Wens, is responsible for managing ihe

courses that qualify local port labour', as wei! as occupying the position of Director of Flanders Hydroulics Public Agency. According to him, simultaneously with the development of the ports and the marine engineering and contracting sector in Fionders, a consideroble potential and capacity in terms of know-how and expertise was built up in the different divisions of the Ministry of Mobility and Public Works