The maritime industry’s ports, terminals, and ships play a vital role in global trade. However, the sector faces real challenges from aging infrastructure and its ability to accommodate climate change. These challenges have been recognised in the latest revision of the relevant ISO standard on asset management.

The revised ISO standard puts a specific emphasis on climate change considerations in an organisation's asset management objectives, ensuring that strategies are sustainable and resilient. Port asset management is emerging as a key area of focus, which directly impacts the long-term viability of this critical infrastructure. 

A changing global climate is widely accepted and is supported by the reported record-breaking insurance claims from weather events. This includes both single, high-value events such as the flooding in Slovenia in August 2023, through to the growing overall value of global claims resulting from natural disasters, which surpassed the USD 100 billion mark for the fourth year in a row, as reported earlier this year by the reinsurance company Swiss Re.  

A changing global climate is widely accepted and is supported by the reported record-breaking insurance claims from weather events

The changes to weather patterns at the most extreme end of the scale are easy to identify due to the impact that they have on our industry and wider society. These weather patterns are significantly impacted by the global sea surface temperature, which can be seen as an energy source driving the climate. According to data published by the United States Environmental Protection Agency shown in Figure 1, the global average sea surface temperature since the 1980s has risen above the 1971 to 2000 average.  

Figure 1 - Global average sea surface temp deviation (°F) – Data ref; United States Environmental Protection Agency 

The more obvious effects of climate change are not the only concern. The changing water temperature and increased atmospheric carbon dioxide (CO²) can also affect the following.

• Ocean acidity which has been relatively stable for millennia, has increased by approximately 30% since industrialisation, according to the European Environment agency.
• Native marine species and their ability to thrive and compete against non-native species introduced to the habitat by means such as the ship’s ballast water.  
• Equipment service life reduction due to the increased rate of corrosion of ferrous metals (such as steel) through carbonation, chloride ingress or attack, and the relative humidity exposure of marine assets.

Cost of corrosion

The National Association of Corrosion Engineers (NACE) estimates that the cost of corrosion is equivalent to 3% to 4% of a nation’s gross domestic product (GDP), which equates to USD 2.5 trillion globally. Considering the typically aggressive environmental conditions to which marine assets are exposed coupled with the changing climate, corrosion needs greater focus in our industry.

 Cost of corrosion is equivalent to 3% to 4% of nation’s gross domestic product [GDP]

Reinforced concrete structures

The European Commission’s Joint Research Centre (JRC) undertook a literature review of scientific research into the effects of climate change on the carbonation process. Taking climate modelling in account, the review predicted an increase in the rate of carbonation in reinforced concrete structures of 9% to 45% from 2000 to 2100, which will have an impact on the service life and maintenance strategy of reinforced concrete structure over this period.  

Likewise, the same study looked at the effects of climate change on the ingress of chloride ions in reinforced concrete structures, predicting a 6% to 37% increase based on location over the same period. The predicted potential increase in the rate of chloride ingress is of concern, considering the exposure of marine assets to chlorides (sea water), increased ocean acidity, and the increasing operational load from cranes or similar equipment.  

Steel structures

Atmospheric corrosion of steel structures is relatively easy to identify, and address compared with the submerged parts of marine structures, such as sheet pile quay walls and quay decks supported on steel piles. One of the most aggressive forms of corrosion for submerged structures is accelerated low water corrosion (ALWC), which affects the structure within an inter-tidal area and can be recognised by the bright soft orange corrosion product. The propagation and rate of this microbiologically induced corrosion can be affected by the water temperature, chemistry and water level, all of which are impacted by climate change.

Asset management and climate resilience 

Climate risk assessments: 

Infrastructure owners and managers facing these challenges must undertake comprehensive climate risk assessments. Such assessments must not only evaluate exposure and vulnerability to natural hazards such as flooding, storms, and heat, but also understand the longer-term impacts of the changes in the environment on the construction materials from which the infrastructure is built. Understanding these risks informs asset management decisions, ensuring resilience against climate-induced challenges. 

Infrastructure resilience: 

Ports are now investing in resilient infrastructure that can withstand climate impacts, designing berths, quays, and terminals to accommodate rising sea levels and extreme weather events. However, regular maintenance and monitoring of the existing corrosion protection measures are essential to identify vulnerabilities from climate change and address them promptly. 

Conclusion 

As stewards of maritime gateways, port authorities hold the key to a sustainable and secure global trade network. Port marine asset management is no longer solely about operational efficiency as stated in the updated standard it is a strategic imperative for climate resilience. To maintain our critical port infrastructure, we must not get too focused on one specific area of climate change resilience but consider the holistic effect on the whole operation and the infrastructure alike.

In order to maintain our critical port infrastructure, we must not get too focused on one specific area of climate change resilience

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