Hutchison Ports has introduced autonomous terminal tractor units (ATs) into mixed traffic container terminal operations at the Port of Felixstowe to advance its target to achieve net zero for Scope 1 and Scope 2 emissions for its three UK ports.
In brief, carbon offsetting involves compensating for emissions by supporting external projects, while carbon capture is about capturing and managing emissions directly from your own operations. Both approaches play a role in reducing a company's overall carbon impact, but they target emissions at different stages of the carbon lifecycle.
As nations around the globe ramp up action their against climate change and move their economies towards net-zero greenhouse gas (GHG) emissions, new practices, opportunities and indeed challenges are likely to arise for their respective ports and logistics operations. However, every journey will be unique, knowing what to consider and where to start will be starkly different for a freight forwarder versus a port or container terminal.
Port of Auckland brought the world’s first fully electric harbour tug “Sparky” into operation in 2022, following a lengthily research process that commenced back in 2016. At the outset of the process, all ship yards and naval architects approached were of the opinion that a fully electric tug was still many years away from becoming a reality.
APM Terminals' port system in Vado Ligure comprises two integrated terminals: the existing Reefer Terminal and the newly established Vado Gateway, which operates semi-automated facilities. Positioned strategically, the Vado Port System provides efficient access to central and northern European markets such as Switzerland, Germany, France, and various regions in Northern Italy.
Carbon credits are seen by several organisations as a crucial element towards achieving global net zero emissions by 2050, but despite earning a billion-dollar valuation from global companies, carbon credits have long struggled to inspire confidence. Some environmental groups approach carbon markets with scepticism, claiming that they allow companies to appear as though they are leading on climate action, when in fact they are not. In fact, the Science Based Targets initiative (SBTi) does not allow achieving short-term carbon reduction targets using carbon credits and by 2050 only up to 10% is allowed to be achieved through removal credits. Recently, the European Union also banned advertising of products and services as “carbon neutral” if the neutrality was achieved using carbon credits.
As the maritime industry moves slowly but decisively towards sustainability, ports and terminals occupy a uniquely influential position. They certainly face significant challenges, of course, how to decarbonise operations while enhancing operational efficiency and competitiveness, which is no small task. But they also have the opportunity to be a catalyst for broader change in the maritime industry, influencing shipping partners through targeted collaborations and initiatives like incentive schemes for visiting ships.
Technological advances in digitalisation of process, telematics and smart containers provide opportunities to mitigate risk for the temperature controlled supply chain. However, much still relies on human intervention – and that is the aspect that TT’s claims experience suggests continues to produce losses.
