TAKING ACTION CREATING VALUES
2017/2018 sustainability report of the Port of Hamburg TAKING ACTION. CREATING VALUES. Sustainability 2018 at the Port of Hamburg.
INVESTMENTS IN 5 CONSERVATION €12.7BN INFRASTRUCTURE OF 4 TONNES 19,000 PROJECTS 156,000 VALUE CREATION IN OF HEAVY METAL REMOVED €123.4M 64%SHORESIDE SEDIMENT SHIP CALLS JOBS IN THE FROM WATER SYSTEM METROPOLITAN REGION METROPOLITAN REGION
GOOD CONDITION USAGE OF BRIDGES, ROADS, 42 MW FLOOD PROTECTION >80% WIND POWER 5.1 48.4% 26.2% –8% 83% ACCIDENTS OF TRUCKS WITH OF TONNAGE LOCAL RATIO NOx/TEU AVERAGE RATING GENERATED PER MILLION CONTAINER EURO 5 + 6 FIXED SALARY VEHICLE KM BY RAIL SHIPS 1.9–2.4 SCHEME Table of contents Page 3
Table of contents
About this report 4 02 Port is what the HPA does 36
Foreword by the BWVI 5 Digitalisation 37 Foreword by the HPA 7 03 Infrastructure and traffic management 40 Scope of reporting 9 Space-use strategy 41 01 The Port of Hamburg 11 Introduction infrastructure and traffic management 46 Project group report 12 Waterway infrastructure 47 Guiding principles: sustainable Shipping traffic 53 development at the Port of Hamburg 13 Flotte Hamburg 55 Doing business at the port 15 Cruise shipping 57 Working at the port 20 Rail infrastructure 59 Traffic at the port 23 Rail traffic 62 Neighbourly relationship between the city and the port 29 Road infrastructure 65 Climate protection and conservation at the port 31 Land traffic 70
Our contribution to the SDGs 34 04 Facts and figures 73
Imprint 76 Table of contents About this report | Page 4
Joint report for the Port of Hamburg
At the request of Hamburg City Parliament, the Hamburg information about the three modes of transport – water- Port Authority (HPA) started reporting on its sustainability ways, rail and road. This content serves to round out the activities in 2011 and publishing a biennial sustainability reporting on issues which are relevant at the port. report. The Hamburg Senate’s 2015 coalition agreement pledged to expand this sustainability reporting to the To show clearly which parts of the report were produced whole of the Port of Hamburg. Subsequently, Hamburg City by the project group, the respective pages have a red bar Parliament asked the Ministry of Economy, Transport and along the lower edge. The parts of the report for which the Innovation (BWVI) in 2017 to produce a corresponding HPA alone was responsible have a blue bar at the bottom. sustainability report in conjunction with associations and institutions at the port. Consequently, in May 2018, it The project group’s contributions to the report are based established a port sustainability project group overseen on the sustainability process of the Global Reporting by the HPA, which identified the key issues and aspects Initiative (GRI). Both the content selected for inclusion and for sustainable development at the Port of Hamburg. the chapter structure are based on a materiality analysis and the sustainability strategies derived as a result, which This report for the Port of Hamburg provides information make a positive contribution to the Sustainable Development about the project group’s activities and sustainability Goals (SDGs), Hamburg’s 2030 Agenda and the World achievements. It covers the period from 1 January 2017 Ports Sustainability Program (WPSP). to 31 December 2018. The copy deadline for the report was the end of June 2019. The content generated Further information on the scope of the report can be by the project group was supplemented by comprehensive found in the section “Scope of reporting”. information on additional topics which fall within the HPA’s sole responsibility. This includes content relating to digitalisation and IT infrastructure and the whole “Infra- structure and traffic management” chapter. In addition to the space-use strategy, this part of the report contains Table of contents Foreword by the BWVI | Page 5
Foreword by Senator Michael Westhagemann
Dear readers,
The Port of Hamburg is on a growth trajectory. That is placed to generate green hydrogen. That is the next logical good news. However, it is not just about the latest figures step for the energy transition. In Hamburg and northern and opportunities for short-term profits. Going forward, Germany as a whole, we have everything needed to take we want the Port of Hamburg to be managed in a sustain- this step: industry, wind power, universities, innovativeness. able and resilient fashion. The port should generate value Together, we are developing a hydrogen strategy for added without increasing its carbon footprint. In our view, northern Germany. I firmly believe that the energy transition using resources sustainably, choosing alternative, renew will not succeed without northern Germany – and that able energies as sources of power, and taking a responsible we will be unable to meet the climate targets without the approach to the environment and nature are key factors energy transition. At present, hydrogen is expensive. How for the logistics of the future. The objective is to provide ever, policymakers can show that they back this technology the port with energy from sustainable sources, such as and make substantial investments. As quantities increase, wind power, via a new supply infrastructure. Some of this hydrogen will also become more cost-effective. The Port of can be used directly while some can be converted into green Hamburg is the largest interconnected industrial area in hydrogen, which is then available as a source of energy Germany, making Hamburg an ideal location for a large-scale for mobility and production and forms part of a testing electrolysis plant. It is crucial that the generation of renew- ground for innovation, transportation and active climate ables is ramped up further so that they can make an effe protection in Hamburg. This turns the port – which made ctive contribution to decarbonising the various sectors Hamburg wealthy by virtue of trade and international links – – industry, heat and transport. into a forerunner in the symbiosis of climate protection and prosperity. It goes without saying that all players at the port have a shared responsibility to establish a forward-looking approach To achieve the climate targets, we need to decarbonise all to business and mobility at the port. Sustainable develop- business sectors by doing without fossil fuels. This applies ment therefore includes a trusting, neighbourly relationship to everything from transport and mobility to industry and between the city and the port, consistently reducing properties. We want our port to serve as a blueprint for emissions and consumption, strengthening the port as an this, which is why our approach centres on technology attractive employer that offers high-quality jobs, and acting and innovation, not bans. In my opinion, hydrogen is the prudently with regard to the future development of the power of the future. Here in the North, we are ideally tidal Elbe as both a natural habitat and a business hub. Table of contents Foreword by the BWVI | Page 6
These are precisely the topics which are dealt with in the first sustainability report for the Port of Hamburg. At the request of Hamburg City Parliament, the Hamburg Port Authority’s ongoing sustainability reporting has been broadened into a report for the whole port which addresses key questions for sustainable development. The main focus of the reporting is on the activities of companies at the port during 2017 and 2018. These activities help to enable the port to operate in a forward-looking manner – with economic strength, ecological awareness and social responsibility.
There is no doubt that this report and the development process which preceded it should be viewed as a consider- able success. Developing this report for the Port of I would particularly like to draw your attention to the Hamburg in conjunction with various stakeholders within guiding principles for sustainable development at the Port a project group and linking it with content produced by of Hamburg, which can be found at the beginning of the the Hamburg Port Authority is a tremendous achievement. chapter about the port. They were jointly developed and I would therefore like to take this opportunity to express approved by the project group and set out the approach my heartfelt thanks to all those who were involved in this we need to take in order to ensure that a growing Port of new process for their dedication in the interests of sus- Hamburg has an environmentally friendly, sustainable and tainable port development. secure future.
We have made a start – now we need to build on that. I hope that you will gain valuable insights from reading This is why I warmly welcome the project group’s wish to this report, which also highlights how much potential for gradually expand this voluntary reporting over the coming innovation exists at this port. reporting cycles. Yours,
Michael Westhagemann Senator for Economy, Transport and Innovation Table of contents Foreword by the HPA | Page 7
Foreword by the CEO of the HPA, Jens Meier
Dear readers,
Our port has linked Hamburg with the world for over Every day, we work hard to guarantee the port’s accessi- 830 years, during which time it has gone through many bility and availability, maintain a resilient, functioning infra- developments. We have a tradition of change, and adapt- structure, and use foresight in our planning. For us, deep- ing to future needs is a necessity. Today, too, we must find ening the navigation channel is just as much a means of new answers in the light of huge technological and societal actively safeguarding the future as digitalising our processes shifts and actively help shape megatrends such as urban- and developing innovative business models which are isation, climate change and digitalisation. To achieve this, geared towards sustainability. everyone involved needs to willingly embrace change. At the same time, it is our job to efficiently manage traffic At the HPA, our answer is to safeguard the future by acting on the water, rails and roads. In doing so, we aim to mini- sustainably. As well as being a strongly held belief, this mise our environmental and climate impact by choosing offers us a great opportunity to considerably enhance our greener mobility solutions with low-emission drive tech- competitiveness at national and international level. That nologies and attractive public-transport offerings. We are is why we consider social, ecological and economic aspects particularly interested in switching from road to rail as this in equal measure throughout our decision-making. is the most environmentally friendly mode of transport. Table of contents Foreword by the HPA | Page 8
For us, sustainability also means making our own organ isation adaptable and efficient. A key part of this is ensuring our staff are well prepared for change, for example by training them for digitalisation. Our work in this area will also help us to prevent shortages of skilled staff from becoming a business risk.
Isolationism in world trade creates uncertainty for every- one involved in the value chain. We are consciously taking a different approach and wholeheartedly promoting part- nership, cooperation and network links – with all players at the Port of Hamburg, other ports and our neighbouring federal states. My motto is: you can only win as a team. We want to learn from one another and work together to develop innovative solutions which bring benefits both for Together with our partners at the port and beyond, we also the players in global goods flows and for the ports. want to ensure that sustainability remains the benchmark for our future actions. With that in mind, I look forward to We look forward to shaping the sustainable future of the engaging in dialogue with you and hope this report will port in conjunction with the project group and its members. be an important catalyst in that regard. This report offers a transparent account of the conse- quences and risks of our actions. It also shows the dichot- Yours, omies between the various expectations and objectives which we seek to balance. At the same time, we can proudly show where the HPA is creating value added for society and making its contribution towards achieving the Sustain- able Development Goals of the United Nations. Jens Meier Chief Executive Officer of the HPA Table of contents Scope of reporting | Page 9
Scope of reporting
The Port of Hamburg is a complex organisation and an inter- sibility goes beyond the Port of Hamburg. Its day-to-day connected space where different operators can achieve work is closely linked with the region, the neighbouring economic success. Its geographic boundaries are clearly federal states of Schleswig-Holstein and Lower Saxony, the defined, but the port’s operational boundaries are ex- Federal Waterways and Shipping Administration (WSV) tremely dynamic and embedded in international goods [Wasser- und Schifffahrtsverwaltung des Bundes] and de- flows and supply chains. velopments throughout the River Elbe’s catchment area. Integrating additional responsible parties at the port Below is an explanation of what falls within the responsi- changes the boundaries of the reporting organisation’s bility of port operators and the HPA. The boundaries of the business model. respective reporting are also described. The organisational boundary comprises the organisations The reporting concentrates primarily on the area of the which perform the tasks involved in ensuring safe, cost- Port of Hamburg and the surrounding region. In some effective operations at the Port of Hamburg. cases, a broader view is taken. Examples are: The operational boundary refers to the activities which are necessary for port operations, including the construc- The Port of Hamburg’s hinterland connections, which tion and maintenance of infrastructure at the Port of comprise road, rail and waterway links to northern, central Hamburg. and eastern Europe; The geographic boundary depends on the business model Value creation at the Port of Hamburg, which has an im- of the reporting organisation. pact on the whole metropolitan region; The dynamic boundaries can have an impact on supply Deposition possibilities for sediment at the E3 buoy and logistics chains. These are subject to the geometry site in the North Sea. of the infrastructure (such as water depths) and aspects that influence the accessibility, availability and capacity Furthermore, information is provided on which other parties of the port, such as weather conditions or the effects of share responsibility for the functionality of the port eco- climate change. system and the supply chain. The HPA’s operating respon- Table of contents Scope of reporting | Page 10
The diagram below shows which corporate Proprietor or has complete responsibility Port area (HPAG responsibility each party bears in relation Activities German Bight Lower Elbe legislation applies) Upper Elbe to the port and the level of influence they Contractor or adviser Infrastructure of private Private entities have as a result. Responsibility and influence flood defences vary within individual activities: Partner with scope for influence HPA
BUE
Fig. 1: Overview of responsible parties and their scope for influence Operating private Private entities flood defences HPA Port area (HPAG Activities German Bight Lower Elbe legislation applies) Upper Elbe Rail infrastructure HPA Infrastructure of the Cuxhaven Water- Hamburg Water- HPA Lauenburg Water- federal waterways and ways and Shipping ways and Shipping ways and Shipping Traffic management HPA waters belonging to Authority [Wasser- Authority [Wasser- Authority [Wasser- for the port railway federal states (locks, straßen- und Schiff straßen- und Schiff straßen- und Schiff Port railway BWVI barrages, etc.) fahrtsamt Cuxhaven] fahrtsamt Hamburg] fahrtsamt Lauenburg] user fee HPA Safety of shipping traffic Cuxhaven Water- Hamburg Water- HPA Lauenburg Water- ways and Shipping ways and Shipping ways and Shipping Land owner Private entities Authority [Wasser- Authority [Wasser- Authority [Wasser- straßen- und Schiff straßen- und Schiff straßen- und Schiff HPA fahrtsamt Cuxhaven] fahrtsamt Hamburg] fahrtsamt Lauenburg] Letting and leasing HPA BWVI HPA HPA HPA land and water areas HPA Traffic management Cuxhaven Water- Hamburg Water- HPA Lauenburg Water- for vessels (navigation), ways and Shipping ways and Shipping ways and Shipping Port user fee BWVI Cuxhaven Authority [Wasser- Authority [Wasser- Authority [Wasser- straßen- und Schiff straßen- und Schiff straßen- und Schiff HPA fahrtsamt Cuxhaven] fahrtsamt Hamburg] fahrtsamt Lauenburg] Port development BWVI HPA HPA HVCC HPA HPA Road/bridge LSBG infrastructure Services – tugs, Private entities HPA mooring, boatmen HPA Traffic management Police on land Services – pilots HPA HPA Vessel disposal BUE Operating public HPA flood defences
Infrastructure of public BUE flood defences HPA BUE = Ministry for the Environment and Energy, BWVI = Ministry of Economy, Transport and Innovation, HVCC = Hamburg Vessel Coordination Center, LSBG = Hamburg State Office for Roads, Bridges and Water Bodies 01 The Port of Hamburg Table of contents The Port of Hamburg | Project group report | Page 12
Project group report
The Hamburg Senate’s 2015 coalition agreement pledged The project group’s task was to start by formulating Fig. 1: Project group participants to expand sustainability reporting by the Hamburg Port overarching guiding principles for the sustainable develop- Authority (HPA) to the whole of the Port of Hamburg. In ment of the Port of Hamburg and then define the material 2017, Hamburg City Parliament subsequently asked the content for reporting covering the years 2017 and 2018. Ministry of Economy, Transport and Innovation (BWVI) to It did this by holding a total of three workshops, at which Ministry for the Environment and Energy (BUE) produce a corresponding sustainability report in conjunc- it identified the areas city/port, value creation/work and tion with associations and institutions at the port. traffic/infrastructure. Ministry of Economy, Transport and Innovation (BWVI) Port sustainability project group The material aspects of these areas were then examined In May 2018, a port sustainability project group was there- in conjunction with an extended group of stakeholders via Hamburg Federation of Trade Unions (DGB HH) fore established. Overseen by the HPA (see Figure 1), it an online survey. The results of the survey supported identified the material issues and aspects for sustainability the project group’s assessments, but gave slightly greater Hafen Hamburg Marketing (HHM) reporting. Its work was founded on a joint agreement importance to the aspect of climate protection and nature that content and data would be ascertained and reported conservation. The project group reacted to this and incorp Hamburg Port Authority (HPA) on a voluntary basis because the Port of Hamburg is not orated a separate section on this subject into the report. a company. It does not have clearly defined organisational Hamburg Chamber of Commerce boundaries. Instead, it is the sum of all the activities con- The sustainability reporting process is based on the Global ducted by a large number of people, groups and companies. Reporting Initiative (GRI) Standards, which are also used Industry Association of Hamburg (IVH) It is not currently possible to fully incorporate all of its by many other ports around the world. sustainability activities in a report. However, the project Logistik-Initiative Hamburg (LIHH) group intends to gradually expand the port community’s reporting on a voluntary basis over coming reporting cycles. Association of Hamburg Port Operators (UVHH)
Verein Hamburger Spediteure (VHSp)
Zentralverband Deutscher Schiffsmakler (ZVDS) Table of contents The Port of Hamburg | Guiding principles: sustainable development at the Port of Hamburg | Page 13
Guiding principles: sustainable development at the Port of Hamburg
The port connects Hamburg with the world – Whether the Port of Hamburg remains viable and has done so reliably for over 830 years in the future will not only depend on trade Tenet 1: Further develop Hamburg as a as part of the city’s Hanseatic tradition. flow trends, new technologies or the conse- universal port During this time, the port has constantly quences of climate change. Its future will The Port of Hamburg’s sustainable develop- evolved – its markets, infrastructures and depend heavily on decisions made by com- ment rests on its diverse economic structure value creation for the city are subject to panies, government agencies and local spanning logistics, trade and industry. The perpetual change. Today, with parameters people today. At the heart of this change notion of a universal port should be upheld as changing at an ever-increasing pace, the is the task of developing the port in line with a guiding principle and further developed. Port of Hamburg remains committed to a strong economic, social and ecological upholding this tradition of confronting ethos. Addressing this task can give rise to Tenet 2: Safeguard the port’s accessibility fundamental questions concerning its future valuable innovations. For that reason, the Ensuring that the Port of Hamburg can be viability. For it to succeed, all those who project group sees the issue of sustainability accessed reliably by land and by water and in operate and work at the port must be will- as a competitive factor which can generate line with users’ needs is key to its future ing to embrace change. a substantial advantage for the Port of Ham- via bility. burg – and therefore future-proof prosperity Megatrends such as urbanisation, climate for people in the surrounding region. Tenet 3: Increase the proportion of cargo change and digitalisation are impacting destined for the metropolitan region on the configuration of infrastructures and With this in mind, the project group has The proportion of cargo arriving at the Port the intensity of land use. Haulage routes, formulated key tenets which should serve as of Hamburg which remains within the metro- the goods transported and their cargo flows guidance for the Port of Hamburg as it politan region should be increased if possible. will all change. Climate-related resource moves towards a sustainable future. The Port of Hamburg should further boost shortages, failed harvests and the planned its real net output in the metropolitan region. phase-out of coal will prompt port oper This will help enhance the port’s attractiveness ators to make their business models and as a destination for goods and commodities. lines of business more flexible and more adaptable. Table of contents The Port of Hamburg | Guiding principles: sustainable development at the Port of Hamburg | Page 14
Alignment with the World Ports Sustainability Program Tenet 4: Expand Hamburg as a hub for eco-friendly Tenet 7: Reduce emissions The International Association of Ports and Harbors (IAPH) modes of transport Emissions of air pollutants, odours, light and noise adopted the World Ports Sustainability Program (WPSP) To ensure the Port of Hamburg’s accessibility over should be consistently reduced using sound economic in 2017.¹ This global programme aims to highlight how ports the long term, the underlying conditions for eco- judgement. Steps to do this have already been set can contribute towards achieving the Sustainable Devel- friendly modes of transport – including rail freight out – for example in the second update of the Clean opment Goals of the United Nations (2030 Agenda). The transport in particular, which is already well repre- Air Plan in Hamburg. WPSP sets out concrete areas of action for ports which sented at the Port of Hamburg – should be further would like to grow sustainably. Steps include: optimised. Traffic in Hamburg must also be managed Tenet 8: Keep conserving energy and resources and coordinated safely and reliably. The objective is consistently Endorsing the United Nations Paris Climate Agreement to make intermodal links even more efficient. This Steps to improve energy and resource efficiency at (COP21), which aims to limit global warming to less reduces traffic and emissions while saving money the Port of Hamburg (for example in the form of ex- than two degrees Celsius; and time. isting initiatives such as UmweltPartnerschaft) can be further developed in a meaningful fashion. They Making the ports’ infrastructure more resilient to both Tenet 5: Position the Port of Hamburg as an make an important contribution towards achieving climate change and attacks on IT or traffic systems; attractive employer the climate targets in Hamburg. Companies at the Port of Hamburg should keep Seeking active dialogue with the local community, i.e. making it a high-quality, attractive place to work in Tenet 9: Actively shape the relationship between maintaining an open and transparent exchange between the future. This will enable the Port of Hamburg the city and the port the city’s population and the port. to remain a popular employer in the local region, which It is impossible to imagine the City of Hamburg with- attracts and retains skilled workers. out its port. The Port of Hamburg is one of the The project group supports these areas of action set out largest city ports in the world. This means that the in the WPSP.² Tenet 6: Actively transform the working world city and the port are closely interlinked. In Ham- Digitalisation and automation at the Port of Hamburg burg, they can only develop hand in hand with one are an important means of making logistics processes another – and ideally strengthen each other in the and workflows more efficient and reducing the as- process. sociated emissions. However, it should be ensured that the digital future of the port takes shape in an economically viable and socially ethical way. Special attention should be paid to adequate training and continuing professional development for workers.
¹ www.sustainableworldports.org ² The WPSP charter dated 14 March 2018 lists the areas of action as potential topics in section 2 (“Scope”). Table of contents The Port of Hamburg | Doing business at the port | Page 15
Goods and value creation – doing business at the Port of Hamburg
Hamburg is Germany’s largest port and logistics hub. Fig. 1: Land use at the Port of Hamburg – by industry (for larger view see “Facts and figures” section) Spanning an area of 6,288 hectares, the dedicated port area is home to a wide range of value creation – with large cargo handling companies, innovative industrial firms and start-ups for whom the link to the waterways is a locational advantage. In total, more than 16 different sectors are based on the publicly owned land in the port – from container and bulk cargo handling to the mineral oil industry and from logistics and metal production to cruise operators (see Figure 1).
Creating value for the people in Hamburg, the surrounding region and Germany The Port of Hamburg creates lasting value at multiple different levels. Key among these is its economic benefit. The port’s overall gross value creation stands at around € 12.7 billion (metropolitan region) per annum. Each year, the Free and Hanseatic City of Hamburg collects taxes in excess of € 800 million (figures from 2014) on business activities at the port.
The incoming goods and commodities which remain in the metropolitan region (local cargo³) are extremely valuable for Hamburg and the metropolitan region because they
enable raw materials such as cereals, oleaginous fruits, 10/19 office cartography © HPA mineral oils or ores to be processed and refined. The volume of local cargo transported between Hamburg and the market share in a large number of hinterland regions, the local cargo ratio metropolitan region was estimated at 1.5 million TEU for in relation to hinterland traffic as a whole fell from 28.1 per cent to 2017, putting it on a par with the figure from 2013. As 26.2 per cent. Nevertheless, Hamburg is unique among the German seaports it was simultaneously possible to increase the volume and in having such a local volume concentration in the port’s immediate environs.
³ The local cargo ratio is the percentage of goods which remain in the metropolitan region of the respective port instead of being transported to the hinterland. Table of contents The Port of Hamburg | Doing business at the port | Page 16
As Germany’s largest universal port, Ham- evitably have lower productivity per unit of 135.1 million tonnes. This was 1 per cent burg has a policy of diversification. The area than a sizeable business centre, lower than the benchmark figure from 2017. range of industries represented and the although the number of employees may be Container throughput in Hamburg – in both handling facilities available for all types virtually the same. tonnes and TEU – also fell by 1 per cent of cargo lend stability to the complex port in 2018 and totalled 89.4 million tonnes system. Consistently strengthening the More than 150,000 people in gainful employ- or 8.7 million TEU. This was primarily due 135.1 local cargo volume – for instance by attract- ment in the metropolitan region of Ham- to a decrease of 87,000 TEU in lower-value ing more manufacturing companies and burg have direct or indirect links with the empty container shipments and to tranship- million tonnes total throughput industry – could make adaptive port space Port of Hamburg. The majority of them ment losses. A growing number of ships by seagoing vessels development a success factor (for usage are well-qualified, skilled workers on fixed headed straight for the Baltic Sea without and siting concept see the “Space-use salaries who work in highly specialised calling at Hamburg. However, an upwards strategy” section). spheres at the port. It is notable that, at trend emerged in the fourth quarter of 2018. € 97,000 p.a., the productivity of em- The Port of Hamburg once again recorded In addition to the two major container ployees at the port is considerably higher growth in the bulk cargo and break bulk handling companies, some 700 companies than that of workers in Hamburg as a cargo handling segments. are based at the Port of Hamburg. Well- whole, where the figure is € 77,250 p.a.4 known industrial firms from the energy The Port of Hamburg ranks 16th for con- sector, the raw materials industry, drive However, there is even more to the port tainer throughput globally and third within technology, shipbuilding, mechanical engin than that: it is part of the city which resi- Europe. This position should be maintained. eering and the fertiliser industry are also dents call home and a source of cultural Hamburg could achieve this by taking steps The Port of Hamburg is in an important part of the business land- identity. The port plays an important role such as extending its knowledge of the scape at the port. The port’s production as a local recreational destination and a imported goods, their destinations, senders industry and port-related companies offer a tourist attraction in the city. The biennial and recipients. This knowledge could particularly high percentage of commercial Cruise Days, ship christenings and the provide valuable information about future 3rd place and industrial jobs. Harbour Anniversary celebration are tourist markets for the Port of Hamburg. magnets which also illustrate the close, in Europe (based on container It should be borne in mind that many of positive links which people within Ham- throughput) the firms based at the port are structurally burg and beyond have with the port. very different from the companies in the city itself, which is clearly demonstrated by Hamburg as a goods hub: throughput and the ways in which land is used. This applies, cargo groups for example, to the large-scale storage of In 2018, approximately 10,000 inland water- ores and coal, the handling of containers way vessels called at the Port of Hamburg or the storage of mineral oils in tanks. For along with 8,522 throughput-generating this reason, a container terminal will in- seagoing vessels with a total throughput
4 Throughput has stagnated since this data was collected in 2014. It can therefore be assumed that the number of associated employees at the Port of Hamburg has remained stable. No new data will be collected before the end of 2020. Table of contents The Port of Hamburg | Doing business at the port | Page 17
In 2018, the cargo transported via the Port of Hamburg in small quantities. This makes Hamburg well placed to link Fig. 2: Cargo groups at the Port of Hamburg, 2018 could be split into three groups (see Figure 2). Container ships and trains – both eco-friendly modes of transport – handling dominated overall at 89.4 million tonnes, followed with one another optimally, well into the port’s hinterland. 1.5 m tonnes by 44.1 million tonnes of liquid and dry bulk cargo and 13.4 m tonnes Conventional break bulk cargo 1.5 million tonnes of conventional break bulk cargo. Bulk In the period from 2005 to 2018, the proportion of con- Liquid bulk cargo cargo handling therefore remains a mainstay of the uni- tainers transported to the hinterland by rail (modal split) versal port. grew significantly, from 31 to almost 45.2 per cent (see Table 2). During the reporting period, an average of 204 Import volumes grew by 2 per cent compared with export freight trains were handled on the port railway network volumes in 2018. Based on tonnage, a total of 59 per cent each day. of goods in Hamburg were imported while 41 per cent of goods were exported. Table 1 shows a selection of goods Inland waterway vessels accounted for 2 per cent of the with a clear trend. There was a particularly marked increase transport volume. Developments in shipping on inland 30.7 m tonnes in coal imports, while the volume of liquid bulk cargo ex- waterways in Hamburg do not just depend on the infra- Dry bulk cargo ported was halved. Handing of cereals – a suction material – structural provisions within the port: they are also shaped was down by a third. Among cereals and rapeseed,5 by a large number of external factors in the hinterland 89.4 m tonnes Containers climate-induced stress factors such as dryness and drought transportation of containers. Other influencing factors in- caused substantial crop failures. clude the end-to-end navigability of the Elbe (overall concept for the Elbe) and the transport capacity of the Hamburg’s advantage: eco-friendly transport links to Elbe Lateral Canal (new construction of a replacement Tab. 1: Import/export data for 2017 and 2018 in millions of tonnes the hinterland boat lift in Scharnebeck near Lüneburg). A universal port’s success rests on a large number of factors. Imports 2017 2018 Exports 2017 2018 One of them is the quality of its combination of sea and At 52.4 per cent, trucks accounted for the majority of Coal 7.8 8.1 Suction materials6 3.5 2.2 hinterland links. The Port of Hamburg is much further in- hinterland transport. Trucks remain the main means of Ores 10.1 10.2 Liquid bulk cargo 4.2 1.7 land than many of the world’s other ports which are deep transporting goods to the metropolitan region. In 2018, enough for seagoing vessels. Although this location makes forwarding companies delivered approximately 1.5 million the 120-kilometre approach along the estuary more com- TEU to Hamburg’s metropolitan region. According to Tab. 2: Seaborne cargo throughput by mode of transport plex, it means that large ships can call directly in the heart data from the Verein Hamburger Spediteure (VHSp), they 2018 2018 of the metropolitan region. As a result, goods and com- generally travelled a radius of up to 300 kilometres. Modal split in millions of tonnes in millions of TEU modities do not need to be loaded onto trucks or trains on 900,000 TEU of cargo originated from or was destined Seaborne cargo throughput 135.1 8,730 the coast and transported to the economic area of Hamburg for the city of Hamburg itself. Transshipment, mega-ship 19.2 1,661
Transshipment, feeder 19.2 1,661
Hinterland, train 46.8 2,443
Hinterland, inland waterway vessel 9.9 128
Hinterland, truck 40 2,834 5 2018 harvest report by the German Federal Ministry of Food and Agriculture. 6 Suction materials: feed, cereals, fertiliser. Table of contents The Port of Hamburg | Doing business at the port | Page 18
Hamburg expands its position as Europe’s onto the rails – with new freight train links benefit from this expansion and facilitate Fig. 3: Percentage share of rail traffic largest railway port serving areas such as the industrial zones new goods flows by rail from and to the held by major North Range ports, 2018 In the reporting period, the Port of Hamburg in the Ruhr district and the Sauerland. As a Far East. (4.90 m TEU in total) succeeded in expanding its position as result, container traffic between Hamburg Europe’s largest railway port (see Figure 3). and Dortmund rose by 12 per cent while Integration into world trade: Asia 10% 19% Antwerp In 2018, the number of trains running to the route to and from Warstein experienced dominates, South America catches up Rotterdam and from the Port of Hamburg exceeded growth of 40 per cent. Almost a quarter of Germany’s seaborne 60,000 for the first time. This meant that foreign trade in goods operates via Hamburg the Port of Hamburg was the point of depart At present, there are 235 rail links per week (www.hafen-hamburg.de). The Port of Ham- ure or destination for 38.5 per cent of all between Germany and China. Expanding burg is part of global supply and logistics containers transported by rail in Germany. the rail network between China and western chains and has cargo handling links with all Europe could create new potential here. markets on all continents (see Figure 4). Growth in the volume transported was even The People’s Republic of China is developing Trade areas and volumes of goods fluctuate stronger. A total of 46.78 million tonnes the infrastructure along this old trade route considerably from year to year. However, the and 2.44 million TEU were transported via with its “New Silk Road” project (Belt and large number of trade zones and the variety Hamburg’s port railway in 2018. That is Road Initiative). As a strong business partner of markets served compensates for this. 48% an increase of 2.7 per cent and 4.7 per cent to China, the Port of Hamburg could also 23% Hamburg respectively on 2017. The figures marked Bremen + a new record high. Bremerhaven Fig. 4: Breakdown of the Port of Hamburg’s trade areas, 2018
Hamburg has also succeeded in gaining market share in Germany’s hinterland regions recently – especially North Rhine-Westphalia, Baden-Württemberg and Bavaria – by virtue of its rail links. It is striving for further growth here. A prime example of these activities is the “Hamburg-NRW plus” pro- ject, which was developed and implemented in conjunction with the Ministry of Trans- port in North Rhine-Westphalia. The volume of containers transported to and from North Rhine-Westphalia currently stands at around 500,000 TEU per annum. This figure is forecast to double by 2030. The partnership set out to reduce the above- average levels of truck traffic to and from North Rhine-Westphalia by shifting it Table of contents The Port of Hamburg | Doing business at the port | Page 19
North and South-East Asia dominated the port’s trade areas. Trends in ship sizes present a challenge Despite a decrease, they remain by far the most important for the Port of Hamburg Cruises: Hamburg’s attraction trade area, accounting for a total share of almost 60 per cent Ever-larger ships remain an ongoing trend. New orders in Hamburg is one of the fastest-growing cruise bases in 2018. Meanwhile, container handling for Europe fell by 2017 and 2018 included an above-average proportion of in the world ( see the “Cruise shipping” section). Cruise 2.1 per cent to total 27 per cent. This was primarily due to ultra large freighters. There were 51 orders of mega-ships shipping grew at the Port of Hamburg in 2018: 212 substantial decreases in freight traffic with Great Britain alone, each with a capacity of over 22,000 TEU. Some of port calls were received with almost 900,000 passen- and Russia. By contrast, transport flows to the northern, these units are expected to be integrated into the market in gers on board. In 2017, 197 calls were made in central and eastern European hinterland remained strong. late 2019, with the majority commencing operations in 2020. Hamburg, bringing 810,000 cruise tourists to the city.
Marked growth was reported for South America in the period In 2018, the CMA CGM mega-ship Antoine de Saint Exupéry under review. This was driven by a very strong increase in became the largest ship to call at the Port of Hamburg to container throughput with Brazil. Container traffic with date. It has a length of 400 metres, a 59-metre beam and North Africa fell by a tenth in 2018, triggered by substantial a capacity of 20,775 TEU. 531 ships of this size moored reductions in throughput with the USA and Mexico. Hapag- at the terminals in Hamburg in 2017, rising to 566 in 2018 Tab. 3: Number of calls by container ships of various Lloyd and ONE decided in 2018 to shift four important line (see Table 3). sizes at the Port of Hamburg, 2017 and 2018 hauls from Bremerhaven to the Port of Hamburg. As a Ship classes Maximum dimensions in m 2017 2018 consequence, traffic to North America can be expected to The HPA is responding to the more demanding require- grow measurably in the coming years. ments with technical and organisational steps to ensure Draught Beam Length that ships can call at the port safely and easily ( see Mega-ship > 15.50 > 49.00 > 370.00 531 566 All in all, the trend towards concentration in container the “Shipping traffic” section). Fleet max. 15.50 49.00 370.00 378 371 shipping has continued. Operators such as Hanjin exited Reference ship 14.55 46.00 350.00 118 148 the market during the reporting period. The market has Both the suprastructure and infrastructure at the Port of Post-Panamax 14.55 42.00 318.00 241 219 changed fundamentally as the highest-revenue shipping Hamburg also need to be adjusted to this trend. Work here companies have joined forces in just three alliances.7 This includes a HHLA project initiated in 2017, for instance, to Panamax 13.50 32.40 295.00 825 781 has far-reaching consequences for shipping companies’ put three additional state-of-the-art container gantry cranes Kielmax 9.50 27.00 210.00 660 715 schedules and for the frequency of departures and the into operation for mega-ships over 20,000 TEU at the Feeder 8.00 28.00 170.00 897 704 number of vessels calling at the Port of Hamburg. This Container Terminal Burchardkai (CTB) with eight twin-forty Total 3,650 3,504 development shows that locational advantages are increas- container gantry cranes allowing ships to be loaded and ingly important in the competitive environment. These unloaded in tandem. The Container Terminal Tollerort (CTT) include the volume of cargo arising locally and in the port’s has been equipped with five new container gantry cranes hinterland. The large proportion of local cargo and the on this scale. Similarly, EUROGATE has installed four new high frequency of train departures in Hamburg exert a container gantry cranes at the Container Terminal Ham- positive influence in this regard. burg (CTH) to enable an additional berth at the CTH to handle the new generation of mega-ships.
7 Hapag-Lloyd, UASC and CSAV, COSCO / China Shipping, Maersk and Hamburg Süd / NYK, “K” Line and MOL. Table of contents The Port of Hamburg | Working at the port | Page 20
Quality and attractiveness – working at the port
More than 150,000 people in gainful employ- Recruiting the next generation: ensuring employees is also good news for foreign ment in the metropolitan region of Ham- sufficient skilled workers for the port shipping companies, many of whom have burg have direct or indirect links with the Companies at the Port of Hamburg need their European headquarters in Hamburg Port of Hamburg. The skills, sound training skilled new recruits. Although the various or manage their agencies in other ports, and continuing professional development sectors are affected by a shortage of workers such as Rotterdam, from their base by the of workers at the port play a key role in its and skilled employees in very different ways, Elbe. With this in mind, the Zentralver- economic success. Good working conditions, many firms at the port have stepped up band Deutscher Schiffsmakler e. V. has intercultural openness and a healthy, safe their efforts to attract new recruits by show- always supported retaining this distinct working environment are critical success casing and promoting the professions and profession and associated vocational train- factors in the competition for skilled work- workplace more actively than they did pre- ing which is as discrete as possible. ers and in efforts to enhance the attract viously. These wide-ranging measures will iveness of sectors and professions. not be listed individually here. However, a Information and education at schools number of focus areas for 2017/2018 will and universities The social partnership between employers be mentioned along with concrete projects: The activities focused on working with and employees at the port makes an import young people to show them how varied ant contribution towards this success. The Strengthening vocational colleges – and attractive the various port professions relevant master agreements and collective protecting professions are at the earliest possible age. A number wage agreements are supplemented at Many jobs at the shipping companies with of initiatives were established for this the Port of Hamburg by collectively agreed a presence in Hamburg require staff purpose, including “Logistik Lernen special arrangements (covering, for example, who have trained as shipping agents. This Hamburg”. With its portal www.logistik- breaks, overtime and annual bonuses). skilled occupation also enjoys a good lernen-hamburg.de, this project offers reputation internationally because of the a point of access for schoolchildren, The project group’s shared objective is to quality of training provided. The training teachers and students who are interested ensure that the Port of Hamburg continues course for prospective shipping agents at in jobs at the port. The portal presents a to provide high-quality, attractive jobs in the Staatliche Handelsschule Berliner range of professions and career profiles, the future by upholding a good social part- Tor (H18) – the vocational college for showcases opportunities for training nership. shipping – therefore represents an invalu and continuing professional development, able locational advantage which must be and provides resources for teachers. retained. A ready supply of well-trained Table of contents The Port of Hamburg | Working at the port | Page 21
During the reporting period, the Verein Programmes for students who discontinue age and logistics services and are also Hamburger Spediteure also played an active their courses awarded a bachelor of arts (BA) in business role in providing information about profes- More and more students are considering management. sions relating to logistics and the port by discontinuing their studies or have al- attending a number of school events in ready abandoned their course. Working The work of ma-co GmbH is also particularly the greater Hamburg area. with numerous partners from the city important for companies at the Port of and the port, Hamburg has established Hamburg. This non-profit is funded by firms Transition from school to work the “shift” initiative – an effective guid- and trade unions at the Port of Hamburg, Since 2018, the Logistik-Initiative Ham- ance scheme which operates directly at Bremen and Bremerhaven. One of the pri- burg (LIHH) has been organising a flag- higher-education institutions and helps mary objectives of ma-co GmbH is to ship project for older school pupils who vacillating students to plan their future facilitate the continuing professional devel- are making the transition from school to and transfer to a suitable vocational opment of skilled workers at the Port of work. This takes the form of a special training course. Hamburg. As part of these activities, it runs class called “Logistics Youngsters”. The seminars on port handling, logistics, three-year pilot project is currently run- Retaining junior staff: training and maritime shipping, and hazardous goods ning in a ninth-grade class at Stadt- continuing professional development handling. teilschule Wilhelmsburg and integrates at the port logistics content into lessons. Ten logis- Junior staff ensure the future viability of the A new development programme, “Wir tics companies are supporting this pro- Port of Hamburg. Retaining them at firms machen den Hamburger Hafen fit”, has re- ject with hands-on opportunities and is just as important as recruiting them. Com- cently been launched which is supported Junior staff work experience placements. The LIHH panies at the port benefit from a very well- by the German Federal Ministry of Labour ensure the future and other partner companies also attend developed infrastructure for training and and Social Affairs and funded by the Euro- job fairs such as “Einstieg” and “voca- continuing professional development in pean Social Fund. The project started in viability of the tium”, which are aimed at school pupils, Hamburg. This includes, for instance, the September 2016 and is aimed at all compan Port of Hamburg. or the “Hanseatische Lehrstellenbörse” colleges Berufliche Schule für Spedition, ies which are members of the Unterneh- event. Since 2016, the Verein Hamburg- Logistik & Verkehr, Berufliche Schule ge mensverband Hafen Hamburg. Its objective er Spediteure has even been organising werbliche Logistik und Sicherheit, and the is to give small and medium-sized enter- its own training fair (“Just in Time”) in HHLA-Fachschule am Burchardkai. Ham- prises at the Port of Hamburg the oppor- conjunction with the Federal Employ- burg is unique throughout Germany in of- tunity to deliver new training to their ment Agency in Hamburg. The Zentral- fering a bachelor’s programme in logistics, em ployees. verband Deutscher Schiffsmakler put on which provides an innovative combination a special tour of the port for school pu- of vocational training and a business man- However, ma-co GmbH also helps job seekers pils interested in training as shipping agement degree course with a strong in Hamburg to enter the labour market agents. practical focus. Students who complete this and highlights ways in which they can gain course receive two qualifications: they a vocational qualification. graduate as fully trained agents for haul- Table of contents The Port of Hamburg | Working at the port | Page 22
One of its projects is “FALOG Hamburg”, fundamental structural shift on the labour Idea: study of job quality at the Port of Hamburg which trains job seekers as warehouse logis- market in Hamburg and at the port, which – The German Trade Union Confederation (DGB) and tics specialists. In 2017, ma-co GmbH also along with demographic change – will result its member unions have adopted “Good work” as started integrating refugees into the labour in a number of radical changes. The impact their guiding principle for the development of the market at the port. It aims to test and on different professions varies. Digitalisation world of work. Since 2007, the DGB has conducted document migrants’ existing practical skills will lead to wide-ranging changes, depend- nationwide studies of employees each year, asking and potential in the field of logistics. As ing on the level of workers’ qualifications, them to rate their working conditions. The project it proved so successful, the project was the sector and the field of work. group has suggested to the DGB that job quality at repeated several times in 2017 and 2018. the companies based at the Port of Hamburg should Five additional courses will start in 2019. Assistant jobs in the logistics and transport be reviewed by an independent institute. It envisages industry are among the main occupational a study which captures data about current working A glimpse of the future: the evolving groups in which the demand for workers is conditions and pay structures – based on details working world at the port likely to decrease markedly due to rapid provided by both staff and employers. In the 2017/2018 reporting period, it was digitalisation and automation. The substi- clear that the working world at the Port of tution potential has risen by approximately Hamburg is undergoing extensive change. 20 percentage points here and now stands This development is primarily being driven at almost 59 per cent. Almost all tasks by the digitalisation of workflows and logis- relating to the flow of materials and goods tics processes and the automation of in the field of logistics can now be performed op erating processes. In the light of this, it fully automatically by robots. However, seems prudent to revise and reconfigure this effect is not making itself felt yet. As a the specifications for jobs and professions result, although the substitution potential at the port – perhaps as part of an up is currently high, the number of skilled dated “4.0” system of vocational training. workers has in fact seen an above-average increase due the constant growth in ware- Two recent studies by the Hamburg Chamber house logistics in recent years. of Commerce8 and the Institute for Em- ployment Research (IAB)9 show what form the change prompted by digitalisation and automation could take.
The studies’ core message is that there is currently no reason to fear job losses. How- ever, the digital reform will bring with it a
8 https://www.hk24.de/blob/hhihk24/produktmarken/interessenvertretung/positionen_stellungnahmen/4083280/ec89a29e2b0ac157a79a4f7886585bc6/Analyse_Handelskammer_Fachkraeftemonitor_Hamburg_2018-data.pdf 9 http://doku.iab.de/regional/N/2018/regional_n_0318.pdf Table of contents The Port of Hamburg | Traffic at the port | Page 23
Reducing environmental impact – traffic at the port
Forward-looking port planning aims to make transport they were handled at the terminals without prior regis- infrastructure available to all users on an equal footing and tration, which led to lengthy waiting times. The handling to ensure that the port can be accessed safely and reliably processes were only digitalised to a limited extent. in the best possible way. The ability to adapt continuously to shifting environmental conditions (such as climate Based on a field study comprising a survey of 14,000 driv- change), new digital value chains and requirements associ- ers and an analysis of the precarriage and onward car- ated with the growing city is very important in connection riage of up to 10,000 trucks a day, HHLA put in place a with this. As part of the global supply and logistics chain, raft of measures to speed up truck handling at its con- the availability of the infrastructure consisting of high- tainer terminals and distribute incoming and outgoing performance multimodal means of transport and an inter- traffic evenly throughout the day and night. connected, central traffic management system is essential. The slot booking process (SBV) was introduced in No- Moving towards digital, integrated traffic management vember 2017. Since then, each truck has been assigned Multimodal traffic management supports the objective of a fixed, pre-bookable timeslot for handling at all of speeding up goods transportation sustainably and reducing Hamburg’s container terminals. The SBV process applies traffic. For this reason, Hamburg strives to optimally co- to the collection and delivery of both full and empty ordinate both land and water traffic – and link them with containers. This initiative succeeded in staggering the one another – with the support of digital solutions. Four truck traffic arriving at and departing from the terminals projects at the Port of Hamburg, which started to bear fruit in 2018. Despite the new control system, hauliers say in the 2017/2018 reporting period, are presented below there is still a lack of plannability. Although the terminals by way of example. stipulate the time frame in which a truck must arrive for handling, the terminals are not always able to comply “Fuhre 4.0” – a slot booking process for truck handling: with these slots. Trucks continue to play an important role at the inter- face between land and sea traffic – especially for trans- portation within the metropolitan region. Until 2017, Table of contents The Port of Hamburg | Traffic at the port | Page 24
PRISE and NIVE – improved information sharing for ship- The number of quay operators which use the service ping traffic: Ever-larger vessels need to be handled in a provided by the HVCC was successfully increased from shorter space of time, both at the Port of Hamburg and ten to 72 in the reporting period. Customers and on the River Elbe. Information must be shared between partners are constantly being integrated into the HVCC’s all port users faster to overcome this growing complexity. situation mapping. This enables it to optimise its 72 For this reason, Hamburg has set up the joint informa- planning processes and reduce shipping emissions by quay operators use the HVCC’s tion platform PRISE (Port River Information System Elbe), making arrivals and departures more efficient. which is overseen by DAKOSY. The system was initiated service to make arrivals and funded by HHLA and EUROGATE. and departures more efficient. ELBA – new booking system for inland waterway A wide range of data is integrated into the information vessels platform – including details needed for the terminals’ With the new online portal ELBA, the HPA has created berth planning and booking, status information concern- a new, efficient and time-saving booking process ing vessels’ positions on the Elbe, pilots’ ship registra- for inland waterway vessels at the port. This marks tion details, and water level forecasts published by the a further digitalisation milestone. Following comple- Federal Maritime and Hydrographic Agency (BSH). tion of a pilot phase, the portal has been available for all inland waterway vessels at the Port of Hamburg PRISE enables arrivals and departures of large container since June 2018. Around 10,000 inland waterway ships to be managed in a more forward-looking way and vessels call at the port each year, all of which are with greater efficiency. This time-saving approach is required to formally register their arrival and depart particularly good news for customers of the Port of Ham- ure accordingly. Both this and the selection of burg. Over the next few years, the aim is to link PRISE charges for inland waterway vessels introduced in 10,000 with the new Nautischer Informationsverbund Elbe (NIVE) March 2018 can now be completed entirely online. registrations of incoming and system which is currently under development. NIVE The portal can be accessed easily from a smartphone, would then be responsible for the information processes tablet or desktop computer. outgoing inland waterway vessels with vessels and pilots at the port and on the Lower Elbe. have been processed online since June 2018. HVCC – coordination centre linking terminal information Reducing emissions: the impact of port traffic on health with details of vessels’ arrivals: In 2015, the Feeder Logistik and the environment Zentrale (FLZ) and the Nautische Terminal Koordination The project group advocates consistent reductions in (NTK) came together to form the new Hamburg Vessel emissions of air pollutants, light and noise. Essential steps Coordination Center (HVCC). Since 2017, the HVCC to improve air quality are set out in the second update of has been offering terminals and shipping companies at the Clean Air Plan in Hamburg. This was approved by the the Port of Hamburg coordination services for arrivals Hamburg Senate on 30 June 2017. It serves to ensure and departures in line with the stipulations of the HPA’s compliance with the limit for average annual levels of NO2 Vessel Traffic Service Centre. as quickly as possible. Table of contents The Port of Hamburg | Traffic at the port | Page 25
In the 2017/2018 reporting period, industry shows that passenger car traffic in Hamburg Logistics (Institut für Seeverkehrswirtschaft and shipping in the port area were once was responsible for the largest proportion und Logistik, ISL) to determine emissions again responsible for emissions of nitrogen of NOx emissions at 31 per cent, followed of air pollutants and CO2 in past and future oxides and particulate matter which led by container shipping at 24 per cent and years. This model – known as the Elbe to an increase in background pollution in industry, which made up 23 per cent. The simulation – maps shipping movements at the city. For several years now, the HPA data in Figure 1 stems from various survey the Port of Hamburg berth by berth, which has been producing an emission inventory years (2014 to 2018); however, it is unlikely allows emissions generated by maritime for various groups of emitters at the Port there were significant differences during shipping, inland waterway vessels and intra- of Hamburg. It covers the following air this period. port traffic to be calculated (see Figure 2).
pollutants: nitrogen oxides (NOx), sulphur The data in the emission inventory is up- dioxide (SO2) and particulate matter (PM10). Since 2013, the HPA has been using a model dated annually if possible and the calculation This data is incorporated into the statistics developed specially for the Port of Hamburg method is constantly enhanced. for the whole of the city (see Figure 1). It by the Institute of Shipping Economics and
Fig. 1: Causes of NOx emissions in Hamburg Fig. 2: Development in relative NOx emissions by traffic at the port by percentage share (distance travelled in km, throughput = tonnage)
5% +10% Domestic heating + 4% small businesses +5% Bulk cargo 3% 2% ±0% Other Rail traffic 2% cargo Break bulk cargo 2% –5% Air traffic 1% –10% Cruise shipping –15%
–20%
23% –25% Industry –30% 24% Containers –35% –40% 2013 2014 2015 2016 2017
3% Transhipment 31% Shipping traffic (NOx/throughput) Transhipment equipment (NOx/throughput) equipment, port Passenger car traffic Port railway (NOx/throughput) Passenger car traffic (NOx/distance travelled) Table of contents The Port of Hamburg | Traffic at the port | Page 26
Measures: reducing the impact of ships current standard permits fuels containing Fig. 3: NOx emissions generated by container shipping at Emissions: Container shipping accounts for up to 3.5 per cent sulphur. Implementing the port in kilograms per TEU the majority of arrivals and departures this regulation will further improve the at the Port of Hamburg. As a result, it was ecological footprint of shipping. 0.65 responsible for 70.4 per cent of NOx ship- ping-related emissions in 2018, while Alternative fuels and propulsion: The number tankers accounted for 10.6 per cent and of ships in the fleet which can be powered 0.60 cruise ships made up 4.1 per cent. by liquefied natural gas (LNG) is expected to rise. To prepare the Port of Hamburg 0.55 Due to fleet renewals and steps to boost for the future demand for bunkering, the 0.50 efficiency, total NOx emissions by container HPA is currently producing risk analyses ships at the Port of Hamburg have fallen for selected berths. 2014 2015 2016 2017 2018 steadily since 2014 (see Figure 3). For the first time, 18 vessels with Tier III compli- ance called at the Port of Hamburg in 2018. During the period under review, a Incentive systems: The Environmental Ship Index (ESI) has The slight rise in 2018 was attributable number of vessels from Flotte Ham- established itself as the largest programme of its kind. Since to various factors, including the reduced burg GmbH tested synthetically the index was rolled out in 2011, more than 7,000 vessels loading of mega-ships because dry weather produced fuels to great success. The with a score of more than zero have been registered. That made for a low water level in the River Flotte Hamburg fleet is involved in means they exceed the legally required standards. Elbe and longer dwell times at the port. international research projects such as the development of a seagoing Over 50 ports – including the Port of Hamburg – are Generally speaking, climate and environ- vessel with methanol fuel cell propul- helping to drive these developments forward by means of mental protection have become a greater sion (HyMethShip) ( see the “Flotte additional incentives ( see the “Shipping traffic” section). priority for the International Maritime Hamburg” section). Organization (IMO), which is responsible for setting binding standards in maritime shipping. As a consequence, the IMO has In order to reduce emissions by inland put a large number of requirements in waterway vessels, there are plans to enable place over recent years to reduce vessel- more ships with electric propulsion to use related emissions. For instance, ships the Port of Hamburg. To achieve this, the around the world will only be allowed to existing power supply facilities need to be use fuels with a sulphur content of up redimensioned. to 0.5 per cent as of 1 January 2020. The Table of contents The Port of Hamburg | Traffic at the port | Page 27
Onshore power: Reduced-emission power The Directive is based on precautions and Measures: reducing the impact supply services have been offered at Ham- prevention along with the “polluter pays” of road traffic burg’s three cruise terminals since 2015 principle. Firstly, this means that the oper- Trucks are the main mode of transport for 83% ( see the “Cruise shipping” section). Concepts ators of seagoing vessels must bear the goods bound for the metropolitan region. are currently being developed for the instal- cost of unloading and disposing of their It is notable that local hauliers have a very of diesel vehicles used lation of additional onshore power facilities ship-generated waste and cargo residues modern fleet: over 83 per cent of diesel by local hauliers comply to supply container ships as well. Steps at the Port of Hamburg. Secondly, it requires vehicles meet Euro 5 and 6 standards. This with the Euro 5 and 6 must be taken to make the use of onshore Hamburg to ensure that an adequate system is because most forwarding companies lease power attractive. In 2018, Hamburg sup- consisting of stationary and mobile un- trucks which are less than three years old. standards. ported an initiative by the upper house of the loading and disposal facilities for ship-gener- German parliament (Bundesrat) to further ated waste and cargo residues is available Between 2013 and 2018, road traffic emis- reduce the cost of onshore power by capping sustainably at the Port of Hamburg. A total sions at the port saw the sharpest overall the levy payable under the Renewable of twelve firms are currently active in the decrease of just under 25 per cent. The Energy Sources Act (EEG) and reducing grid disposal of ship-generated waste at the Port substantial initial reductions had to be re- charges, especially at peak times. of Hamburg. The Ministry for the Environ- calculated in 2017 following a reassessment ment and Energy (BUE) has signed long- prompted by the revelation of diesel ma- Disposal of ship-generated waste and bilge term disposal agreements with these service nipulations. Emissions rose slightly year on water: Protecting the marine environment providers. year again in 2017 due to a change in the is immensely important to the responsible method used. Free and Hanseatic City of Hamburg. The Oily residues and mixtures made up a con- correct disposal of ship-generated waste siderable proportion of the waste volume Much like in shipping, progressive forward- and cargo residues from seagoing vessels at the Port of Hamburg, accounting for ing companies are increasingly using alter- –25% calling at the port is central to its endeav- 45,000 cubic metres in 2017 and 41,000 native fuels and drive technologies. An ours in this field (www.hamburg.de/marpol). cubic metres in 2018. Solid waste – such internal survey of members of the Verein NOx emissions The EU Directive on port reception facilities as rubbish similar to domestic waste – Hamburger Spediteure (VHSp) in 2018 caused by road traffic for waste from ships and cargo residues stood at 12,000 cubic metres in 2017 and showed that 35 per cent can imagine using at the port (last amended on 17 April 2019) and its 14,000 cubic metres in 2018. It is striking hydrogen to power their trucks, 28 per cent enactment via the Hamburg Act on Ship- that the amount of ship-generated waste can envisage using liquefied natural gas Generated Waste and Cargo Residues (Ham- similar to domestic rubbish which is disposed (LNG) and 25 per cent can imagine running burgisches Gesetz über Schiffsabfälle und of correctly onshore in Hamburg has al- electric trucks. The hauliers believe that Ladungsrückstände) are the key pieces of most doubled since 2012. A further rise in the port’s infrastructure for alternative fuel legislation pertaining to the disposal of these volumes of waste is to be anticipated filling stations requires expanding. waste from seagoing vessels at the Port due to ongoing growth in the cruise sector. of Hamburg. Table of contents The Port of Hamburg | Traffic at the port | Page 28
The first LNG filling station at the Port of Hamburg opened in 2018. There are plans Measures: reducing the impact of Noise generated by terminal traffic: to extend the filling station network for rail traffic Because the city and the port are so LNG within the port area over the coming The port railway increased its close to one another, a number of years. The port has a hydrogen filling station throughput by almost 10 per cent residential areas in Hamburg are af- in Aluminiumstraße. between 2013 and 2017. Relative fected by noise emissions caused by emissions were reduced by 7 per cent. terminal operations or ship movements Modal shift: A substantial proportion of This is testament to the port on the Elbe. One of the areas affected emissions generated by truck traffic is rail way’s efficiency improvements, by noise is Övelgönne. Founded in caused by intra-port transfer movements achieved by optimising shunting 1998, the Neumühlen/Övelgönne and empty trips. In the period under review, movements, which currently account committee on port noise enables a total of 61 per cent of intra-port traffic for up to 95 per cent of emissions. residents of the riverside suburb to crossed the Köhlbrand. Meanwhile, the The system of charges for infrastruc- discuss ship noise issues with the highest volume of traffic at the port – ture usage – known as INES – is an HPA, the BUE (emissions control and 945,000 TEU per annum per truck – was important set of incentives for the waste management) and HHLA, and recorded in the Waltershof/Dradenau area reduction of emissions. It enables the to work together to find solutions. In ( see the “Land traffic” section). With this port railway to encourage efficient the 2017/2018 reporting period, the in mind, the operators and companies at the infrastructure usage and the use of HPA organised twice-yearly meetings port aim to shift a greater proportion of modern vehicles which emit less of the committee. As well as moderat- intra-port traffic onto the water – ideally noise and fewer harmful emissions ing these meetings, the HPA gave the using inland waterway vessels and pushed ( see the “Rail traffic” section). attendees progress reports on the barge trains. In the period from 2013 to latest noise studies and technical pro- 2018, the firms Container-Transport-Dienst jects with the potential to reduce GmbH and the Eckelmann Group reduced Measures: reducing the impact of noise. The economically viable meas- road traffic by growing their volume of terminal traffic ures agreed to date include insulating waterborne transport from 60,000 TEU Transhipment: Emissions generated by metal boxes, electrifying cranes and 108,200 in 2013 to 108,200 TEU in 2018. This transhipment equipment developed broadly fork-lift trucks, and raising workers’ accounted for a 6 per cent share of intra- in line with those caused by shipping awareness of noise by means of TEU less on the road thanks port transfer. However, increasing these traffic. Between 2013 and 2017, absolute training courses. to internal waterborne transfer figures is dependent on creating more emissions fell by 6 per cent. favourable business conditions – such as a minimum volume per trip, a suitable route for groupage transport, effective conges- tion planning for barges and free time slots at the terminals. Table of contents The Port of Hamburg | Neighbourly relationship between the city and the port | Page 29
Planning together – the city and the port
The Port of Hamburg is one of the largest at one of these sites, six safety reports The companies which operate at the port city ports in the world. Its location in the were produced at the port in 2018 as part believe it is important for the economic and heart of the city and the centre of the metro- of the Hamburg project on home building technical viability of both siting regula- politan region make it an integral part of and establishments where dangerous sub- tions and emission limits to be examined. Hamburg’s culture and history. However, stances may be present. Additional reports Industrial companies based there should operating the port also presents specific are currently being compiled in connection be actively integrated into planning for the challenges for the city. These encompass with other infrastructure projects. The city as a whole – without risking their ex- the port’s effects on the surrounding neigh- aim of the project is to identify conflicts istence or their development. bourhoods along with space and land- between establishments where dangerous use planning. substances may be present and infrastruc- With this in mind, the project group advo- ture considered worthy of protection cates viewing these challenges as an op- Conflicts of aims at the interface between (such as residential areas or major transport portunity. The aim must be to continue to the port and the city routes) and develop solutions. enable urban development in Hamburg at As part of its urban development, Hamburg sites which are deemed suitable under is striving to bring living and working closer In 2016, IBA Hamburg GmbH also completed planning legislation, without restricting the together while simultaneously maintaining an expert report on the ambient odour attractiveness and functionality of the the city as a base for industry. To achieve situation in several project areas – the port as an existing business hub. both objectives, it is necessary to take fresh neighbourhoods surrounding the city hall, approaches to conflict reduction and reso- the Elbinsel and the Spreehafen. This identi- Hamburg city port: space for innovation lution so as to ensure that home building, fied relative odour-hour frequencies ex- If this balancing act succeeds, there is the high standards of environmental protection ceeding the limit of 0.10 stipulated in the potential to develop innovative use concepts and security of corporate investments German Odour Emissions Guideline (GIRL) for the port and residential building in continue to be promoted in equal measure. for residential and mixed-use areas. The Hamburg which could serve as a blueprint One focus area is that of striking a balance BUE considers it necessary to draw up a for other ports in Europe and around the when conflicts of aims arise in the field of concept for the medium to long-term re- world. The project group believes that this emissions control. duction of unpleasant odours to ensure could be facilitated, for example, by a city- that healthy living and working conditions port laboratory enabling companies, public For instance, there are currently 37 estab- are taken into account when development authorities, associations, organisations, lishments in Hamburg’s port area where plans are produced. residents, city planners and environmental dangerous substances may be present. To conservationists to actively contribute gauge the consequences of a major accident their views. Table of contents The Port of Hamburg | Neighbourly relationship between the city and the port | Page 30
Kleiner Grasbrook/Überseezentrum: The The port as an integral part of the city’s The HPA tries to develop port areas in Kleiner Grasbrook area is earmarked for culture the most forward-looking and efficient urban development. This project repre- The Port of Hamburg is a fixed part of the way possible. This includes making sents a further development of the Hafen city’s identity. According to a study con- use of the current concept of eco- City district to the East and enables it to ducted as part of the EU INTERREG project nomic entities and regional areas at spread to the other side of the Northern “TIDE” by Prof. Beate Ratter from the the port. At the heart of this concept Elbe. The Hamburg Senate plans to de- Helmholtz-Zentrum Geesthacht, Centre for is a property master plan (“Immo- velop a new neighbourhood on this site Materials and Coastal Research (HZG),10 plan”). In the future, this should show encompassing residential development, 68 per cent of Hamburg residents associate how optimum use can be made green spaces and office/commercial the Elbe with shipping and the port. This of areas at the port and contribute space. shows that Hamburg and its port are closely towards better managing invest- linked in the public’s eyes. The project group ments and ideally linking different To ensure that port operations and urban views this acceptance of the port as an im- uses with one another via the eco- development are compatible, a letter of portant locational advantage. nomic entities ( see the “Space-use intent (LOI) was signed on 1 August 2017 strategy” section). concerning the further development of However, the Port of Hamburg cannot take the former Überseezentrum site and the this acceptance for granted. Prof. Ratter’s 68% adjacent areas for commercial, port- study also showed that people in the local Two concrete projects in the 2017/2018 related use. This letter of intent is an region increasingly associate the port and of Hamburg residents reporting period illustrated how space de- agreement between the UVHH, the In- the River Elbe with conflicts of use between associate the Elbe with velopment at the port could take shape while dustry Association of Hamburg (IVH) and conservation, recreation and shipping. If shipping and the port. taking into account wide-ranging interests the Hamburg Senate. At its heart is a the port is to remain embedded in the city’s pertaining to city and port planning and the commitment to balance urban develop- culture and enjoy social acceptance over associated expectations. ment and port-related use in such a way the long term, the project group believes it as to ensure that the port companies is important to raise public awareness of based in Kleiner Grasbrook can remain work and business operations at the port. there long-term. The aim should be to present the port as a lively, dynamic place which creates values Steinwerder Süd and westward expansion: for the city. Port development projects ( see the “Space-use strategy” section)
10 https://www.forum-tideelbe.de/files/download/die-elbe-aus-sicht-ihrer-anwohner-vortrag-prof-dr-ratter.pdf Table of contents The Port of Hamburg | Climate protection and conservation at the port | Page 31
Climate protection and conservation at the port
The Port of Hamburg is a hub for business suggests capturing this data in a validated 64 IVH member companies have already and industry and a link in global supply and form in the future and making it available made a commitment to the environment transport chains. However, it is also part on a platform where it can be accessed in as UmweltPartner. of the tidal Elbe habitat, which covers a a transparent fashion. variety of conservation and recreation areas. Climate protection and resource This coexistence of nature and the port Cooperation for environmental and climate preservation at the port resulted in a wide range of climate protec- protection in Hamburg: the contribution The project group advocates developing tion and conservation activities in the made by companies at the port further measures to make meaningful im- period under review, but it also engendered A large number of companies at the port provements to energy and resource effi- discernible conflicts of aims. are involved in the city’s UmweltPartner- ciency at the Port of Hamburg. These steps schaft and Luftgütepartnerschaft alliances make an important contribution towards For instance, the Special Report by the Inter- and became climate partners in 2018. achieving the climate targets in Hamburg. governmental Panel on Climate Change (IPCC) highlighted the urgent need to re- 25 per cent of UVHH member companies A large number of firms at the port have duce CO2 emissions completely to zero by have signed up to the UmweltPartner- also set themselves the goal of using energy 2050 at the latest. Limiting global warming schaft. Members of this environmental as efficiently as possible and choosing to a maximum of 1.5 °C requires everyone partnership at the Port of Hamburg in- renewables wherever possible. In 2016, to take action, including the Port of Ham- clude port handling firms such as EURO- the UVHH determined that individual com- burg, which therefore needs a concept for GATE, HHLA, UNIKAI (warehousing and panies saved around 60 megawatt-hours Approx. achieving carbon neutrality. This includes haulage company), various importers and per annum, thereby avoiding emissions of generating economic growth which has a the HPA itself. Shipping companies and 76,000 tonnes of CO2 each year by pro reduced environmental footprint and does a large number of partners from the raw actively improving efficiency. not give rise to any additional ecological materials industry who are based in the 100,000 impacts. port area are also active in the Umwelt- Additionally, the Industry Association of Partnerschaft scheme. In recent years, Hamburg has overseen the founding of four tonnes of CO2 were saved in the In the reporting period, steps taken by pro- these firms have invested in energy effi- energy efficiency networks since 2015. The reporting period via action taken ject group members alone succeeded in ciency, CHP plants, renewables (wind Hamburg industry network succeeded in saving approximately 100,000 tonnes of power in the port area) and eco-friendly saving a total of 75,000 tonnes of CO by by project group members alone. 2 CO2. It is not yet possible to reliably calcu- mobility. the end of 2018 alone. Under the patronage late the level of CO2 emissions originating of Senator for the Environment Jens at the Port of Hamburg. The project group Kerstan, this network has been extended for a further term. Table of contents The Port of Hamburg | Climate protection and conservation at the port | Page 32
Altogether, the IVH’s four energy efficiency The port as a habitat: farmland, which is now primarily used networks have set themselves the target practical conservation as pasture, are also home to many rare of saving almost 500,000 tonnes of CO2. Building projects and other infrastructure underwater and floating plants. The HPA A number of IVH member firms which investments by the HPA inevitably involve has funded work to restore 16.2 hectares have joined the energy efficiency networks vegetation structures and stretches of water of land in Kirchwerder Wiesen to its are based at the port. They are: ADM which are home to various animals and natural state as part of its mitigation Hamburg AG, ArcelorMittal Hamburg GmbH, plants. Particular attention is paid to the efforts. Aurubis AG, H&R Ölwerke Schindler GmbH, wide range of pioneer habitats at the port, HHLA Hamburger Hafen und Logistik AG, such as dry grasslands. These biotopes are Alter Moorburger Hafen: In 2016, the HPA HOLBORN Europa Raffinerie GmbH, Nynas considered to warrant special protection. started work to restore an area of land GmbH & Co. KG (refinery), Sasol Wax GmbH, Measures to mitigate the impact on habitats on the old, disused port site to its natural TRIMET Aluminium SE and Vattenfall Wärme are usually implemented outside of the state in order to provide a habitat for Hamburg GmbH. port. Since the Eco-Account Directive (Öko Elbe water dropwort – a strictly protected konto-Verordnung) was enacted in 2012, species of plant which only lives by the the HPA has made use of the option of using tidal Elbe. This area should serve as a Like many organisations, the HPA precautionary mitigation measures and stepping stone between sites where the has a climate strategy, which it restoring land to its natural state. Means plant already grows. The Alter Moor- adopted in 2011. The latest update of enhancing such sites in Hamburg and the burger Hafen has now been restored to specifies climate protection targets surrounding area are developed by conser- its natural state. A three-year survey of and describes initial steps to assess vation experts initially without a connection the plants found that major losses were the opportunities and risks presented to concrete demand. During the period experienced every winter, but fruit-bearing by the consequences of climate under review, the BUE and Niedersächsische specimens of Elbe water dropwort were change. In this context, the HPA has Landesforste – which manages Lower present in each year of the study. The taken various steps, including ex- Saxony’s state forests – implemented a plant is therefore reproducing successfully panding wind power at the port. An number of renaturalisation measures on at the Alter Moorburger Hafen site. In in-depth assessment of potential behalf of the HPA. the light of this, the plant’s colonisation new locations for wind turbines iden- should be viewed as a success. tified four suitable sites for concrete Kirchwerder Wiesen: Kirchwerder Wiesen wind projects. There are currently is a conservation area in the Bergedorf Kreetsand shallow water zone and pilot 14 turbines with an installed output district of south-east Hamburg. Rare projects for revetment greening: of 42 megawatts at the port. species of birds which need damp, open see the “Waterways” section areas of lowland use this as a habitat. The ditches criss-crossing the ancient Table of contents The Port of Hamburg | Climate protection and conservation at the port | Page 33
balance use of the port with the protection of natural sites. The HPA plans to develop the Various threatened species on the Altenwerder West area – a 45-hectare site near the Alte Süderelbe (Altenwerder) – for Red List were once again found at the commercial use. The conservation organisations NABU and BUND have filed an appeal Port of Hamburg in the 2017/2018 against the Altenwerder West port planning regulation adopted for this purpose because reporting period. Several mapping they believe the proposals jeopardise the site’s ecologically valuable willow stands. projects reached corresponding find- ings. In such cases, the HPA carefully tried to resettle threatened species, Fig. 1: Biotopes and mitigation sites (for larger view see section “Facts and figures”) such as fish, insects and birds, or to adapt its construction projects to the needs of these species.
Biotope network: the biotope network also encompasses the port By changing its Landscape Programme, Hamburg has paved the way to make an interstate network of interlinked biotopes a reality. The required sites and development targets for establishing the biotope net- work have been incorporated into the Land- scape Programme following a resolution by Hamburg City Parliament. With this move, the Hamburg Senate delivered on a pledge made in the coalition agreement to establish a network of interconnected biotopes to safeguard and link the habitats of rare species in Hamburg (see Figure 1).
The sites earmarked in the Landscape Pro- gramme for the biotope network also in- clude land within the Port of Hamburg which warrants protection – such as the biotope network encompassing the Moorgürtel and Alte Süderelbe/Westerweiden conservation areas. During the period under review,
it became clear just how complex it is to 10/19 office cartography © HPA Table of contents The Port of Hamburg | Our contribution to the SDGs | Page 34
Our contribution to the SDGs
The project group acknowledges the SDGs and endorses the principles of the World Ports Sustainability Program (WPSP).
Moving towards a sustainable future at the Port of Hamburg Sustainable development is seen as a competitive factor which can give rise to a substantial advantage for the Port of Hamburg and the city. The project group has jointly agreed on important strategic goals (tenets) concerning the identification of material issues and areas of action. These centre on making a contribution towards developing the port in line with a strong economic, social and ecological ethos.
Goods and value creation – doing business at the Port of Hamburg The Port of Hamburg creates lasting value at multiple different levels. Key among these is its economic benefit. As Germany’s largest universal port, Hamburg has a policy of diversification. The range of industries represented and the handling facilities for all types of cargo lend stability to the complex port system. Consistently strengthening the local cargo volume – for instance by attracting more manufacturing companies and industry – could make adaptive port space development a success factor.
Quality and attractiveness – working at the port Good working conditions, intercultural openness and a healthy, safe working environment are critical success factors in the competition for skilled workers and in efforts to enhance the attractiveness of sectors and professions. The project group’s shared objective is to ensure that the Port of Hamburg continues to provide high-quality, attractive jobs in the future by upholding a good social partnership. Table of contents The Port of Hamburg | Our contribution to the SDGs | Page 35
Reducing environmental impact – traffic at the port Forward-looking port planning aims to make transport infrastructure available to all users on an equal footing and to ensure that the port can be accessed safely and reliably in the best possible way. Hamburg strives to further enhance optimal coordination of both land and water traffic – and link them with one another – with the support of digital solutions. The project group advocates consistent reductions in emissions of air pollutants, light and noise.
Planning together – the city and the port As part of its urban development, Hamburg is striving to bring living and working closer together while simultaneously maintaining the city as a base for industry. The aim must be to continue to enable urban development in Hamburg, without restricting the attractiveness and functionality of the port as an existing business hub.
Climate protection and conservation at the port Limiting global warming to a maximum of 1.5 °C requires everyone to take action, including the Port of Hamburg, which therefore needs a concept for achieving carbon neutrality. This includes generating economic growth which has a reduced environmental footprint and does not give rise to any additional negative impacts. 02 Port is what the HPA does Table of contents Port is what the HPA does | Digitalisation | Page 37
Digitally and reliably connected into the future
Digitalisation is no longer a vision of the of IT and innovative technological solutions Making responsible and future-oriented future, it has now become an integral part to develop digital approaches and projects use of digitalisation of daily life. It has made its way into the (Industry 4.0) with the aim of improving the Digitalisation changes stakeholders’ demand private, professional and political spheres reliability and safety of port logistics busi- behaviour as well as their expectations of and is resulting in new forms of interaction. ness processes and of boosting efficiency the HPA. The executive position of Chief Communication not only among people, in terms of both energy and infrastructure Digital Officer (CDO) was foresightedly but also between humans and machines in usage and traffic and property management. created in 2016. In the first half of 2017, the a digital, networked world (for example This so-called smartPORT philosophy is CDO developed a digitalisation strategy with the Internet of Things [IoT]) is being being further developed all the time. highlighting how digital product strategies changed by new media, artificial intelligence could be devised with the various depart- and technologies that work at an incredible Success hinges among other things on ments in addition to the implementation of pace and which have a far-reaching impact there being secure and available physical traditional IT processes. Three of the focal on living environments and day-to-day and virtual communication and data net- areas are: work. Digitalisation will change not only works which can resist cyber attacks and business models, but also business fields, which run with a high degree of failure 1. Corporate responsibility: the focus here supply chains and value chains. One of the safety and the appropriate redundancies. is on customer benefits and on the HPA greatest challenges will be to make this Resilient IT infrastructures and communi- exploiting business opportunities transformation environmentally and climate- cation networks are therefore crucial for 2. Innovations as part of the smartPORT friendly as well as socially responsible. the provision of information for productive philosophy workflows, an uninterrupted data flow and 3. The HPA’s global responsibility as a Because of this, thinking in terms of scen reliable availability for everyone involved. port operator and as part of the global arios is becoming increasingly important supply chain for the HPA, as it has to assume that there Digitalisation offers potential especially in is a wide array of different development terms of the connectivity of port players in The smartPORT programme is the central- paths. It is easier to identify these paths the areas of the maritime and logistics in- ised management of innovative projects than it is to forecast what impact they will dustries. Their requirements are focused in across all of the HPA’s divisions. have. Considering the digital transformation particular on supply chain visibility. trends, there are opportunities to be gen- erated and risks to be avoided. Since 2012, the HPA has been making intelligent use Table of contents Port is what the HPA does | Digitalisation | Page 38
Internal and port logistics processes are to be monitored Digitalisation Day – informing and raising and measures are to be identified on the basis of various Connected autonomous underwater vehicles (AUVs) awareness among the employees megatrends such as the Internet of Things (interconnected Together with the Hamburg University of Technology Digitalisation Day was first held in Novem- and intelligent sensor technology, for example), digital (TUHH) and other partners, autonomous underwater ber 2018. Its aim was to introduce the device networking and workflow automation. The HPA’s vehicles are being developed as part of the Robotic employees to digital solutions and technolo digital strategy is being continuously further developed Vessels as a Service (RoboVaaS) project which can gies which were already being used by together with higher education institutions and universities, see to automated environmental monitoring tasks the HPA or which offered huge potential for companies, start-ups and innovation hubs. These partner- on demand. These include water quality analysis and future use. Under the motto of “Hands-on ships boost project completion levels. inspecting quay walls, dams and locks, as well as digitalisation”, the employees were able to providing assistance in the event of a disaster such as observe and try out various technologies shipping accidents or flooding. Additionally, innova- at a total of twelve stands, much like at a tive business services can be established that, for trade fair. With around 150 participants, Project examples: example, scan a container ship’s hull while it is being the first Digitalisation Day was very well unloaded in order to identify and subsequently received and the day has now been set as Augmented reality (AR) and virtual reality (VR) rectify any defects. an annual event. The pilot project “Virtuelle und erweiterte Realität (VR/AR) für Hafenanwendung” (Virtual and Augmented CyberPort: the cyber-physical port of the future Future-proof communication networks Reality [VR/AR] for Port Use) tested the technical With the assistance of the HPA, the Institute smart- Internal cloud technologies and fibre-optic implementation of VR/AR in the area of construction PORT at the Hamburg University of Technology networks are continuously being optimised in order to improve stakeholder communication. As (TUHH) is conducting research into improving the and cooperation with European cloud ser- a result, building stages can be planned and realised efficiency and safety of port areas. It is investigating vice providers is being expanded. The solu- virtually on the basis of building information model- aspects of miniature, low-power sensing and tions are based on a scalable, resource- ling (BIM). actuating devices regarding energy supply from the conserving and resilient IT infrastructure. environment (solar, wind, water flow, vibrations) The HPA’s own fibre-optic network covers Building information modelling (BIM) as well as low-power network protocols and control a distance of more than 300 kilometres BIM virtually maps out a building project’s entire life algorithms for a reliable access to the devices and and in the interests of failure safety has a cycle, from drafting and planning a building to its a steady data flow. ring structure. It therefore boasts almost construction and use and even through to its demo- 100 per cent availability. All the relevant lition. BIM gives everyone involved access to virtual smartPORT monitor and port traffic centre: processes including the stored data are in- plans, process management, extensive databases see the “Shipping traffic” section tegrated into two fully redundant data and 3D to 5D building models. It is a centralised digit centres. al engineering method designed to gradually pool smartBridge: see the “Infrastructure/Land traffic” all the relevant building data from throughout a pro- section ject life cycle within an intelligent building model (= digital twin). In other words, it is the digitalisation Smart Area Parking and Green4TransPORT: of the HPA’s core business. see the “Land traffic” section Table of contents Port is what the HPA does | Digitalisation | Page 39
High IT standards are applied to protect the is able to handle the extensive demands of all the players to make more efficient use intellectual property of the HPA and of its the Smart Sea Port. The network slices of the infrastructure. This significantly customers from theft, loss, unauthorised can be flexibly and dynamically adapted to reduces emissions, saves time and boosts disclosure, unlawful access or misuse. No changing requirements or new applications, profitability. tally is currently kept of the cyber attacks allowing the communication infrastructure averted. Greater detailing is to be achieved to be brought into line with new business The implementation of hotspots, cloud in the future with the creation of a security requirements quickly. The Port of Hamburg computing and 5G will allow traffic flows operations centre (SOC). is testing the implementation and realisation at strategically relevant sites within the of 5G and network slicing in a real operating port to be logged automatically, meaning 5G – the port area as a test site environment in order to gather practical users can be provided with traffic informa- The future of mobile communication is called experience of the capabilities of this new tion such as bottlenecks, closures and 5G. This gigantic network was officially communication system and then make bridge openings as well as details about tested in the Hanseatic city of Hamburg with the most of the opportunities this offers available parking spaces, all in real time. the 5G Mobile Network Architecture (5G- to improve the port’s operations and The aim is to perfectly coordinate the MoNArch) research project funded by the processes. The applications implemented management of all means of transport, European Commission as part of its Horizon focus on the improvement of traffic and from containers to road and rail traffic. 2020 framework programme. A transmitter infrastructure control. attached to Hamburg’s TV tower at a height of 150 metres covers the 8,000-hectare Exploiting the opportunities offered by 5G test site within the port area. digitalisation for a networked port The HPA has set its sights on turning the testbed in the The 5G Smart Sea Port testbed project Port of Hamburg into one of the world’s port area measuring consortium consists of Nokia, Deutsche smartest ports by 2030 with its smartPORT Telekom, Samsung and the HPA. projects. Digitalisation will serve as a key 8,000 hectares instrument here for innovations and busi- 5G offers mobile connectivity at a level of ness opportunities. The expansion of sensor reliability, security and speed which was not technology and the evaluation of data possible with earlier generations of mobile allow for the early detection of the infra- telecommunications networks and which structure’s critical loads. The IT-based allows for entirely new fields of application networking of the physical infrastructure and service. 5G is up to ten times faster with data regarding the weather, water than LTE with a maximum bandwidth of levels or construction sites will allow for 10 gigabits per second. Because of this and optimised traffic flow management and an also with the introduction of isolated virtual accelerated flow of goods as a networked networks – so-called network slices – 5G data flow and intelligent IT solutions enable 03 Infrastructure and traffic management Table of contents Infrastructure and traffic management | Space-use strategy | Page 41
Value creation and environmental responsibility within the space-use strategy
The HPA has set itself the goal of sustainably developing ever closer, and the impacts of port-related goods shipment the port and of exploiting and strengthening the success and cargo handling activities such as noise, light and factors related to its location in order to safeguard its emissions. This approach prevents potential usage restric- future. Innovative and intelligent usage and settlement tions and space devaluation as well as competitive disad- concepts are needed precisely because of the limited vantages for the companies based there. space available (land and water), various usage conflicts and competition for space as the city continues to expand With a universal port in mind, the HPA is pursuing a market- and due to the impact that the port activities have on driven and customer-oriented space-use strategy that people and the environment. takes profitability and value creation into account. For the port to grow healthily on both a national and international Infrastructure configuration and space-use intensity are scale and boost its economic significance for Hamburg, influenced by the megatrends of urbanisation, climate the aim is for land and water as resources to be used very change and digitalisation. Climate-related resource short- carefully and consciously. ages and the decision taken to phase out coal mining 7,083 are forcing tenants and port players to make their business The Port of Hamburg is at the heart of a city with urban models and lines of business more flexible and more development which is drawing ever closer to the Elbe and hectares of port area adaptable. therefore also to the port as its maritime industrial space; the port has already ceded more than 325 hectares of With the port being the region’s biggest employer, its social space since 1986. Because of this and in view of the finite added value for the people in the city is highly significant. space which is available in the city state of Hamburg, Mutual acceptance and the joint reduction of disruptions, the HPA as the owner of the majority of port space is ab- including on the periphery of the port, are two of a number solutely focusing its activities on intensifying the use of of factors which will be crucial to the port’s future devel- the space available within the port. This forward-looking opment. One of the success factors will be the coordinated and proactive approach is contributing to an increase in reconciliation of interests related to the sensitive and rental revenues and means the HPA is still able to make increasingly permeable interface between the city and the offers when enquiries are made about space for new com- port. In this regard, joint solution models could be devel- panies to set up on or for existing businesses’ expansion. oped with regard to housing development, which is drawing Table of contents Infrastructure and traffic management | Space-use strategy | Page 42
Fig. 1: Port space released in 2019 Changes are intermittently made to the no superstructures is often sites that have geography of the port area. Space is not yet been put to use by the tenants or transferred from the port expansion area owners. to the dedicated port area, while existing space is also released from the port area. The water space available for maritime cargo In 2017, for example, a further approxi- handling totals 2,839 hectares. Productivity mately 22 hectares near the Baaken dock is to be increased without any additional were released from the dedicated port water space being used. area for urban development use in the HafenCity development. Efficient space management boosts profitability The port area currently comprises 7,083 The HPA is pursuing a business settlement hectares. This consists of the dedicated port strategy that features sustainable space area and space which is reserved for pos- allocation criteria for Hamburg as a universal sible future port development (port expan- port. This focuses in particular on system- sion area). The ratio of water to land space atically boosting local cargo volumes and is 40 to 60. maintaining sector diversity, among other things by stepping up the local settlement Hamburg’s dedicated port area contains of manufacturing companies and industry Fig. 2: Space utilisation (lettable HPA space: approx. 1,945 ha) approximately 3,250 hectares of land. Set- and by focusing on high value creation and ting aside the land under private ownership work-intensive sectors. The diversification and the land used for infrastructure, flood that this entails reduces economic vulner 26 ha 164 ha Available Under renovation, interim usage control, green space and the HPA’s own ability and generates additional stability. facilities, there remain approximately Adaptive port space development takes into 60 ha 1,945 hectares of lettable land. account the consequences of climate change Supplies and waste in order to limit usage interruptions/ disposal The lettable HPA land is used as follows: restrictions ( see section on the port). around 190 hectares are currently not let, approximately 164 hectares of which due to redevelopment requirements that can- 758 ha not currently be financed, restructuring/ 541 ha Handling renovation preparatory measures and current Industry and trade marketing or planning matters, for example due to westward expansion or soil interim 395 ha storage at Kuhwerder. It therefore has a Warehousing and distribution utilisation factor of a good 90 per cent. Fallow land which is unsurfaced and with Table of contents Infrastructure and traffic management | Space-use strategy | Page 43
Space allocation criteria oriented on serve as a guide for space efficiency, in- The modal shift aimed at increasing freight sustainability vestments, revenues, and management and traffic by rail and ship and relieve the roads Large, economically attractive plots of land maintenance costs. Over the long term, remains an important goal, in particular are usually let on the basis of transparent, space potential is to be leveraged for new with regard to the settlement of traffic- non-discriminatory and Europe-wide bidding users, investments are to be managed heavy businesses. Priority is to be given processes. The aspects crucial to the HPA based on needs, revenues are to be in- here to sites with bi- and trimodal traffic when it comes to space allocation are the creased and costs optimised. connection options. rent, the contribution made to value added and the strategic benefit for the port. Planning on the basis of economic Balancing economic, social and Other criteria are additionally taken into entities and regional areas environmental sustainability account such as the number of jobs created Implementation of the strategic concept In view of the space limitations and the The crucial aspects both directly and indirectly, the additional of economic entities and regional areas is urban development parameters, the HPA’s when it comes traffic volume and the tenant’s commitment essential for a future-oriented port policy. port development is inward-looking. If new to environmental and climate protection. This assigns specific development focuses space is needed, the dedicated port area to space allocation The HPA thus selects its tenants on the to different port areas. The primary strategic either has to be expanded on its peripheries are the rent, the basis of a stipulated set of sustainability goals for the regional areas are maritime or older port areas have to be restructured contribution made to criteria. The lease agreements require the accessibility and water depths and also if they no longer live up to the requirements value added and tenants to grass or plant 10 per cent of dynamic and structural engineering limita- of modern port logistics. At the same time, the leased space. In 2017 and 2018, space tions. Investments and business settlement it is Hamburg’s declared objective to con- the strategic benefit was let to eight companies from the sec- are based on the sectors assigned to an serve nature and to keep the loss of water for the port. tors urban logistics (2 hectares), logistics area and focus on port-compatible industry. space within the port area to a minimum and warehousing (0.5 hectares), empty Efficiency is then increased in the long ( see the “Waterway infrastructure” section). container storage and repair (7 hectares), term because of more intensive usage – This is a conflict of goals that the HPA port vehicle parking and container business, vertical growth, dual use – as an increasing has to handle responsibly: our actions are service repairs in the area of maritime number of tenants with similar space and based on the efficient use of land and industry (4.4 hectares) and building mater infrastructure needs can be settled within water as valuable resources. ial handling. a port area (for example, the use of car parks at Cruise Center Steinwerder when Effective strategic management of space no cruise ships are scheduled to dock development see the “Cruise shipping” section). This The HPA initiated development of the process simultaneously provides the basis concept of economic entities and regional for the master plan that prioritises the areas and began to implement this con- more in-depth analysis of specific port areas. cept with its property master plan. The aim Feasibility studies are used to precisely iden- of the property master plan is to determine tify restructuring potential and measures. the optimum future use of port space at the economic entity level and to therefore Table of contents Infrastructure and traffic management | Space-use strategy | Page 44
If we adhere to the principles of sustainability, the environ- Port development projects Fig. 3: Project-based changes in the land and water space mental impacts of our actions as a result of space usage Westward expansion: The westward expansion project of (inventory above, planned changes below) remain within view too. For example, we already focus on EUROGATE Container Terminal Hamburg (CTH) comprises avoiding or at least minimising harmful environmental expansion of the existing CTH following fundamental impacts at the project planning stage. Adverse impacts restructuring of the space at the petroleum terminal. The which are unavoidable due to the nature of a project are plan is to boost capacity by 2 million TEU at the approxi- offset. Own space within the port and also space outside mately 38-hectare terminal and to create berths for two of the port is used for this ( see section on the port). We container mega-ships and a feeder vessel (quay wall length are especially careful with how we use the port’s water of approximately 1,050 metres). To guarantee mega-ships space, because losing this worsens the hydrological con- safe docking conditions, the existing turning circle is to be ditions and ultimately hampers water depth maintenance, increased from 480 metres to 600 metres. While approxi- as the result tends to be greater sedimentation in other mately 13 hectares of water will be backfilled, around areas of the port. 7.5 hectares of the headland will be removed – the measure will therefore result in an approximately 5.5-hectare re- We also act responsibly with regard to biodiversity: if duction in water space. especially protected or strictly protected species are in- volved, species protection legislation must be observed. Planning permission for the project (applied for jointly by The aim is to enhance the importance of species which the HPA and EUROGATE) was granted in November 2016, are worthy of protection as well as their functions within after which a complaint was lodged with Hamburg Admin-
the ecosystem ( see section on the port for more measures). istrative Court. 10/19 office cartography © HPA
Steinwerder Süd: The HPA resolved to resource-efficiently Dialogue on urban development and port expansion revitalise the Hansa Terminal and Ross Terminal sites in the The topic of space development has an important Steinwerder neighbourhood, which are in need of renova- social dimension too: 740 residents of the Moorburg tion and are partially also derelict, in a multi-stage process. neighbourhood have been affected by port area de- The preparatory work will involve the creation of an effi- velopment plans since Hamburg’s Port Development cient and flexible space structure measuring approximately Act entered into force in 1982, and there has been 33 hectares and featuring quayside embankments. The no urban development in the village since then. The port space newly created by this boundary realignment Moorburg Discussion Group was then created in measure will be devised and structurally engineered in 1998. Together with various Hamburg authorities such a way that it can be developed for the various port and organisations, the HPA promotes dialogue with usages that are currently anticipated based on concrete the residents regarding life in Moorburg and the market demand at the time of completion. Its usage will be plans for the port expansion area through this dis- determined in 2020. The loss of 2 hectares of water space cussion group. will be offset outside of the port area. © HPA cartography office 10/19 office cartography © HPA Table of contents Infrastructure and traffic management | Space-use strategy | Page 45
Strategically embedded public and private smoothly as possible even during storm that this allows for and the consideration flood control surges. The new, 80-centimetre higher of future climate changes guarantee the With its low-lying marshland in the Elbe design flood level will be taken into account high resilience and the high availability of river’s bifurcation area, much of Hamburg gradually during any relevant measures the facilities. The mean target condition is at risk of flooding in the event of a storm and in the course of the necessary creation rating for 2030 is 2.5 because it can be surge. More than 325,000 people live in or replacement of private polders. assumed that the condition of certain struc- this area and valuable goods and freight are tures will deteriorate due to old age. stored there too. Protection from flooding The plan is for the dyke lines of the public and storm surges is therefore indispensable flood protection systems to have been for Hamburg and is a sustainability priority. brought into line with the new design flood Dyke height brought into line with level of 8.10 metres above sea level (Ham- The port area is protected by both public burg-St. Pauli as the reference level) by 2042. and private flood controls (polders). A climate-based addition of 20 centimetres and a reserve of 60 centimetres have also 8.10 m In the area of flood control, the HPA is offi- been factored in. cially responsible for approximately 26 kilo- above sea level metres of the public main dyke line within The maintenance plans are based on the the port and also serves as the overarching city’s principles of preservation management. Fig. 4: Development in the condition port authority responsible for dyke and The aim is to have a safe and functioning of barrages and locks polder supervision. The HPA is also respon- public infrastructure. The guidelines set out (public flood protection systems) sible for the planning, drafting, execution, a systematic approach that guarantees maintenance and operation of special flood value retention and aims to extend the use- 100% 4 control structures: three locks, four bar- ful life. There are regular inspections rages, pumping stations and floodgates. throughout the life cycle, taking into account 80% aspects such as the degree of wear, weath- As the owner and lessor of port space, the ering, age, material and load. The target is 3 60% HPA also engages in flood control in ac- for everything to be in “good condition”, 2.5 2.34 2.4 cordance with private law and is involved in as represented by a mean condition rating
Proportion 40% or heads 16 private polder communities. of between 2 and 2.4 (German system of 2
The HPA guarantees long-term preservation school marks). The aim is to keep the num- rating Mean condition 20% on the basis of a sustainable maintenance ber of facilities with a condition rating
concept. The aim of maintaining the polders of 3.5 to 4 that are at risk of failure to an 0% 1 2017 2018 2030 and modifying them in accordance with absolute minimum. The HPA determines target condition future design flood levels along a dyke length the classification of the special structures of 97 kilometres is to guarantee flood for public flood control on an annual basis, 1.0–1.9 2.0–2.4 2.5–2.9 control for the entire port area, avert risks thereby effecting regular modernisation of 3.0–3.4 3.5–4.0 Mean condition rating and keep port operations running as the relevant structures. The adaptability Table of contents Infrastructure and traffic management | Introduction | Page 46
An efficient infrastructure and effective traffic management
An efficiently run port is founded first and The HPA made targeted investments of over In addition to efficiency, the appeal and foremost on a resilient infrastructure. 250 million euros in the future viability and competitiveness of the individual modes of With the help of smart management, this resilience of the traffic infrastructure within transport also depend on high operating should be geared to allow all the stake- the Port of Hamburg during the reporting quality, as manifested first and foremost in holders access to it and for optimum traffic period. All three dimensions of sustainability punctuality, plannability and reliability. 250 flows within the port. The focus of the are equally important, as the infrastructure The HPA’s overarching objective is ongoing activities here is therefore on the one hand does not only have to be able to adapt to improvement in traffic flow management. million euros invested on the preservation, maintenance and changing climate and environmental condi- It achieves this with an interruption-free in the future viability operability of the infrastructure and, on tions – it also has to be in a position to re- and reliable traffic flow to accelerate goods the other, on efficient and flexible traffic spond to changing digital value creation transportation and by switching to environ- and resilience of the management. This is the case for all the and logistics processes as well as to new mentally friendly means of transport such traffic infrastructure relevant modes of transport, be it water, work and residential needs within a port city. as rail and inland waterway. rail or road. Giving efficient traffic management the Making the infrastructure resilient and right of way Intermodal management sustainable The interruption-free handling of traffic is With the HPA’s smartPORT project Port Traffic A modern and functioning infrastructure is incredibly important to the Port of Hamburg Monitor ( see the “Digitalisation” section), there are crucial to Hamburg as the heart of a grow- as a shipping, rail transport and truck trans- additionally plans to network port traffic forms even ing metropolitan region with strong national port hub. The more efficiently the existing more efficiently and to link them up with movable and international appeal. The reliable avail- infrastructure can be used, the lower the infrastructure such as locks and bridges as well ability of this infrastructure and guaranteed traffic-related emissions and the less addi- as to data on water and wind levels. This will entail port accessibility are ensured on the basis tional infrastructure needs to be created what are currently four separate control centres – of forward-looking port planning. The vision anew as the traffic volumes increase. This the Vessel Traffic Service Centre for shipping, the is for the Port of Hamburg to be accessible reduces the port’s space utilisation and rail control centre, the Port Road Management Center at all times. boosts the HPA’s profitability thanks to for road traffic and a control centre for movable lower investment needs. infrastructure – being merged to create one single traffic management system. The IT architectures of the current control centres are already structured such that future integration of this kind will be possible. Table of contents Infrastructure and traffic management | Waterway infrastructure | Page 47
Using and expanding waterways sustainably
The HPA is responsible for the development Ever-changing parameters require the infra- 25 years. Even so, the possibilities of stor- and maintenance of the section of the structure to be incredibly adaptable to, ing and making good use of the materials federal waterway delegated by the federal for example, ever larger and wider vessels, dredged during maintenance are factually government to Hamburg and also of the water level and current conditions and the still limited due to the pollution which is port waterways belonging to the state of consequences of climate change. Within typical for the Elbe river. Endeavours on the Hamburg (approaches, turning circles, the bounds of what is currently possible, part of the river basin community within harbour basins). It provides the shipping the customers’ need for high infrastructure the whole of the Elbe catchment area will industry and the associated maritime in- availability coupled with low waiting and be needed to achieve future improvements. dustry with a reliable infrastructure based dwell times for efficient goods handling is on the industries’ needs. This is key to the optimally met. The HPA’s Elbe remediation activities within port being competitive and future-proof. its jurisdiction and the sustainable develop- Joint ongoing development of sediment ment of the Elbe estuary by means of river The Port of Hamburg is a tidal seaport in management strategies engineering measures that can have a posi- which ecological passability has been main- The development and maintenance of quay- tive influence on tidal dynamics are to be tained. It is located within the Elbe river’s side infrastructure have to take into account judged with comprehensive sediment man- Goal: bifurcation area where the current slows the possible effects that a habitat charac- agement in mind. The HPA also champions due to the greater width, resulting in the terised by complex hydromorphological the cleaning up of contamination sources Comprehensive port’s increasing sedimentation. The amount conditions will have on the environment outside of Hamburg’s city limits in the Upper sediment management of sedimentation is dependent on a large and nature. Successful sediment manage- Elbe catchment area and supports the Elbe number of natural influences and, in par- ment consequently has to consider all sediment pollutant remediation project across administrative ticular, on what flows down from the upper the key influencing factors. Schadstoffsanierung Elbsedimente (ELSA) borders Elbe catchment area: the less it rains there, to this end. Both approaches serve to im- the greater the volume of sediment that Water depth maintenance is influenced by prove the ecological state of the tidal Elbe settles in the Port of Hamburg. As with all two factors: the quantity of sediment to be and therefore have a positive influence on tidal ports, the waterways and berths there- dredged and the sediment’s quality. While maintenance. fore have to be kept suitably deep for the quantity can fluctuate greatly due to the port’s customers by means of regular natural constraints which are difficult to dredging. influence, the quality of the sediment has improved considerably over the past Table of contents Infrastructure and traffic management | Waterway infrastructure | Page 48
For many years, the HPA has been cooper- and to reducing sediment volumes in Fig. 1: Sediment management fields of activity for the ating closely with Germany’s Federal Water- synergy with nature and water protection Port of Hamburg ways and Shipping Administration (WSV) goals. and the neighbouring federal states on the Remediation Maintenance River engineering development and realisation of comprehen- The challenge for Hamburg is that the solu- sive tidal Elbe sediment management that tions (remediation, relocation to ebb stream- Improving Safe water Reducing extends across administrative borders. This dominated areas) cannot be effected within sediment quality depth sediment volumes calls for an overall view of the natural Hamburg’s jurisdiction alone. Hamburg is Remediation projects Based on flexible and Forum Tideelbe processes within the tidal Elbe and beyond. therefore reliant on the support of all the Focus: Czech Republic adaptive management Other focuses include sediment quality states/countries through which the Elbe Feasibility studies ELSA Encouraging cross- improvement and the promotion of river runs as well as of the federal government administration action Kreetsand shallow engineering measures such as the creation and is focusing on dialogue with all the inter- Future-proof water zone land-based treatment Removal of of shallow water zones. This should reduce est groups, while also looking into legal fine sediment Creating additional the volume of dredged materials in the requirements in relation to, for example, shallow water zones Maintaining Neßsand, future and improve sediment quality. Water Framework Directive implementation using buoy E3 site, shortcomings in the Upper Elbe catchment exploiting other options (e.g. in Sediment quality improvement (Elbe remedi area. A detailed concept is to be presented Germany’s exclusive ation) is ecologically prudent and increases in 2020 together with the WSV regarding economic zone [EEZ]) the scope of what can be done with sedi- the implementation of jointly optimised ment and how it can be used (a balance maintenance across administrative borders. between areas with excess sediment and Cooperation Innovation those with a sediment deficit): Efficient and transparent management The development and maintenance of water- Cross-administration, flexible and adaptive side infrastructure within the port area are maintenance that follows the principle managed centrally and efficiently by the that objective quality alone is what mat- HPA. This allows for the necessary linking ters is suitable for breaking through of the operating activities such as the sediment cycles in the short term, there- sounding, dredging, storage and treatment by generally reducing dredging volumes of contaminated sediment with long-term and conserving resources. strategic tasks such as Elbe remediation and river engineering. Requirements and River engineering measures such as the work are scheduled in close dialogue creation of shallow water zones lend with the customers and the HPA’s Harbour themselves well to the long-term improve- Master’s Office, which is responsible for ment of hydromorphological conditions swift and smooth traffic processing and for all nautical matters. Table of contents Infrastructure and traffic management | Waterway infrastructure | Page 49
The stakeholders are involved by means of customer events, dominant flood tide and therefore also the tidal pumping Fig. 2: Neßsand volume development targeted civic information, topic-specific working groups effect (in other words, the transportation of sediment and major engagement processes such as Forum Tideelbe upstream). A lower low tide also means fewer areas with m tDM (Tidal Elbe Forum). The HPA wishes to provide information sufficient water depth for use berthing ships. More fre- 4.0 transparently and engage in open dialogue between equals quent storms mean an increase in the remobilisation of by means of wide-ranging public relations work via web- sediment in the North Sea/in the Elbe estuary, with the 3.5 sites, explanatory videos, brochures, newsletters, articles sediment being transported in the direction of the port by
3.0 and expert presentations. the flood tide, where it then needs to be dredged. An in- crease in dry periods in the Elbe catchment area reduces 2.5 Water depth maintenance and the depositing of dredged freshwater flow, which likewise increases sedimentation
2.0 materials and makes maintenance in Hamburg more difficult. Extreme In April 2016, the state of Schleswig-Holstein granted its occurrences such as flooding in the Upper and Middle 1.5 approval for a total of 5 million tonnes of dry matter (tDM) Elbe can transport contaminated sediment from these sediment (a maximum of 1.5 million tDM a year) to be taken regions to the port and can further impede sediment 1.0 to the silt deposit site at the E3 buoy in the North Sea. This management, for example when values recommended by
0.5 arrangement is expected to be extended in October 2019. existing permits are exceeded. The depositing of sediment at the E3 buoy site is subject 0.0 2015 2015/2016 2016 2016/2017 2017 2017/2018 2018 2018/2019 to strict requirements. The fact that a systematic dis- Additionally, a rise in the temperature can lead to more charge strategy is needed in the interests of everyone and frequent anoxia situations, which then prevent maintenance is sustainable is demonstrated by how the volumes have measures from being implemented due to environmental Annual volume at E3 buoy Seasonal volume at Neßsand developed at the Neßsand river island: the depositing of protection reasons. Changes in the environmental condi- sediment at the E3 buoy in the North Sea has resulted in tions could result in a change in species composition, which the volumes relocated to Neßsand being more than halved would entail more stringent nature conservation require- in a matter of years. ments being introduced. The pillars of sediment manage- Environmental monitoring: All the affected port zones ment outlined above take these scenarios into account are thoroughly tested and analysed before there The relocation of dredged materials to Hamburg territory and, if implemented accordingly, are suitable for counter- is any sediment deposition. Sediment may only be (at Neßsand) is limited to the winter months (November to acting these developments. Sediment management is deposited if it is clean enough. A comprehensive March). This takes into account nature and water protec- especially important at a time when sea levels are rising monitoring programme at the E3 buoy deposit site tion requirements (such as fish spawning seasons and low as it can contribute to surplus sediment being used in with more than 300 analyses per field campaign oxygen levels in the water during warmer months) based on the future to offset coastal sediment deficits caused by ensures that the environmental impacts are moni- an action plan drawn up together with Hamburg’s Ministry climate change. Here too, the efficient implementation tored incredibly closely and are accompanied by for the Environment and Energy (BUE). of remediation measures within the Elbe catchment area measures with the aim of creating an early recog- would be a significant step in the right direction. nition mechanism. Climate change impacts: The effects of climate change will make water depth maintenance in Hamburg more difficult. The forecast rise in sea levels will further intensify the Table of contents Infrastructure and traffic management | Waterway infrastructure | Page 50
Making material flows resource-friendly way that fresh sediment can be relocated hofe mono dumps to create sealing layers, These days, the majority of sediment can within the waters during subsequent dredg- while METHA sand was used for the con- be relocated or deposited within the water- ing. On the one hand, this allows tidal struction of drainage layers. Other forms ways. More heavily contaminated old sedi- volumes which were lost due to silting up of utilisation are to be developed in order ment is processed and disposed of on land and also environmentally valuable shallow to take the strain off waste disposal capaci at the METHA treatment facility and on water zones to be restored, including ties in the long term. drainage fields. Disposal encompasses both above and beyond the direct nautical needs the use and removal of waste. If required, and, on the other, land-based waste dis- Waterside sediment transport: Water depth the sand accumulated during maintenance posal capacities (space) and lengthy treat- maintenance is of fundamental interest to 4 tonnes can be put to use to reduce the need for ment (energy) to be saved. the port and is therefore an indispensable external resources, for example in construc- responsibility of the HPA. The HPA is of heavy metals permanently tion work. This takes the strain off the Around 1.5 million and approximately giving increasing consideration to climate extracted from the waterway existing waste disposal capacities for con- 1.25 million tDM were discharged into the protection and resource efficiency when taminated dredged materials. Its utilisation North Sea in 2017 and 2018 respectively. transporting dredged volumes and when system rate should continue to be kept as high as A systematically high level of discharge applying its chosen dredging techniques. possible while taking into account the use allowed the volumes relocated to Neßsand Its aim is to reduce the emissions caused. of resources this necessitates. If necessary, to be further reduced: while 2.7 million tDM Different levels of air pollutants and carbon port areas with more heavily contaminated were relocated during the 2016/17 reloca- emissions are caused depending on the old sediment should be dredged in such a tion season (November to March), this figure fuel used, the transportation distance and was reduced by approximately 1 million the transport weight. Dredging equipment tonnes in 2017/2018. This volume of dry is hired on the basis of Europe-wide tender matter was further reduced by approximately procedures coupled with a bonus-malus Fig. 3: Sediment deposition paths and volumes in 2018 0.2 million tonnes in 2018/2019. Ham- system which already rewards efficient burg has permanently extracted more than dredging, thereby serving as an incentive 4 tonnes of heavy metals from the water- for the resource-efficient use of the equip- way system since the METHA land-based ment. In this context, the HPA assumes North Sea, buoy E3 treatment facility was created. responsibility within the supply chain and 1.25 m tDM reached an agreement with the contrac- Utilisation rate: Approximately 226,500 tDM tors in 2016 to make transportation energy Tidal Elbe, Neßsand and around 203,020 tDM were treated consumption transparent. 1.32 m tDM Land-based and disposed off on land in 2017 and 2018 Port of Hamburg treatment and respectively. The utilisation rates were disposal 67 per cent and 64 per cent respectively. 0.2 m tDM This rate is dependent upon the HPA’s in ternal utilisation opportunities. METHA silt, which has good sealing properties, was used at the HPA’s Francop and Feld- Table of contents Infrastructure and traffic management | Waterway infrastructure | Page 51
The data available since 2017 confirms that transparency Fig. 4: Energy consumption of the HPA in kilowatt-hours is both important and necessary. Sediment transport accounts for around two thirds of the HPA’s entire energy consumption. 200,000,000
A rating system will be developed in the future that will allow emission-reducing components to already be taken into account during the tender procedure without improp- 150,000,000 erly limiting competition.
Projects: 100,000,000 Lower and Outer Elbe navigation channel adjustment The adjustment of the Lower and Outer Elbe navigation channel that began in 2019 is incredibly urgent considering the capacity increases which have already occurred in 50,000,000 global container shipping and the related nautical challenges 2011 2012 2013 2014 2015 2016 2017 2018 of navigating the tidal Elbe. Growing draught problems mean the container mega-ships currently in use are in- Diesel Heating oil Natural gas Petrol Diesel (ships) LNG creasingly having to put up with cargo reductions and/or Electricity Truck sediment transport (external) Digger sediment transport (external) waiting times. The project is therefore to be completed District heating HVO (ships) within 36 months by autumn 2021. To offer the shipping industry some initial nautical improvements as early as possible, the dredging work will get under way with the so-called passing box, a section of the Elbe navigation channel between Wedel and Blankenese which will be widen Affording the river more space ed to 385 metres to significantly improve the simultan Changes in the water space and the concomitant loss of eous passing of especially wide container ships and bulk tidal volumes are increasingly the focus of political and carriers. Construction of the passing box will modify societal attention and are detrimental to many processes the routing of the navigation channel, resulting in the old within the tidal Elbe, not least water depth maintenance. Blankenese leading light line having to be replaced. This is because the loss of tidal volumes goes hand in hand with accentuation of the hydromorphological conditions, Based on extensive planning and with the broad involvement resulting in increased upstream sediment transport into of the stakeholders, the project has been developed in the Port of Hamburg. However, port development and such a way that hydrological and ecological changes have urban development plans repeatedly call for a reduction in been largely kept to a minimum. water space and tidal volumes at the local level. Table of contents Infrastructure and traffic management | Waterway infrastructure | Page 52
The HPA is therefore counteracting this Pilot projects for revetment greening the substrate over the summer. Three dif- elsewhere with the creation of the Kreetsand Ten ECOncrete tide pools made of bioactive ferent plant schemes are planned depending tidal shallow water zone and with the Bill- concrete are to be incorporated into the on tidal conditions ranging from 1 metre werder Island measure, resulting in the riprap revetments within the tidal zone in below sea level to approximately 5.30 metres creation of approximately 30 hectares of 2019/20. The first five will be incorporated above sea level and also on the time during tidal water space by 2021. Kreetsand alone during current bank remediation work along which the plants are submersed in water. will generate tidal volumes of approximately the Bubendey bank of the main Elbe channel, The plants likely to be used include grass- 1 million cubic metres. The creation of followed by five along the Gent bank at Fink- weed, rushes, reeds and bulrushes. Here, additional shallow water zones and tidal enwerder outer harbour. Each pool measures too, the plants’ growing success and ability capacity is currently being discussed and 1.2 x 1.2 x 0.7 metres and they are ar- to survive the substrate, tidal and wave their implementation being examined within ranged in such a way that they fall dry for conditions will be tracked by means of multi- Forum Tideelbe in cooperation with the a certain period when the tidal water level year monitoring. 90 stakeholders and the administrators of the drops. The surface of the pools is highly states bordering the Elbe. Within its own structured and porous and is made of special measures to improve jurisdiction, the HPA has so far successfully concrete, the composition of which has the condition of the pursued the goal of having a positive or at so far demonstrated excellent colonisation least balanced ratio of water space to land potential for flora and fauna, in particular tidal Elbe space. This approach is also heavily backed in marine water environments. The company by the Elbe Habitat Foundation, which the ECOncrete currently lacks experience in HPA supports. The foundation has already fresh water environments. The colonisation initiated or executed more than 90 measures success will be tracked by means of a multi- designed to improve the ecological condi- year monitoring programme. tion of the tidal Elbe. Another pilot project is testing the use of Upon completion, the area should evolve pre-planted mats along Elbe embankment into a very precious habitat which will be areas affected by shipping and the tides. protected together with the Auenlandschaft This involves a chamber revetment (netting) Norderelbe nature reserve. For example, filled with armour stones first being put the shallow water zone serves as a place in place within the tidal zone at the Gent of refuge for a variety of fish, while its banks bank during bank remediation work, after offer optimum conditions for the Elbe which ready-grown plant mats will be firmly water dropwort, which is found nowhere attached to these elements. The ready- else in the world. grown plants should then firmly bond with Table of contents Infrastructure and traffic management | Shipping traffic | Page 53
Efficient and careful shipping traffic management
Reliable and straightforward shipping traffic the Port of Hamburg, with its observance As part of the preventive fulfilment of duties, is essential for uninterrupted and punctual monitored by the Vessel Traffic Service the aim is to identify disruptions early on goods handling. The key to efficient ship- Centre. and take forward-looking action. Nautical 21% ping traffic management lies in the precise calling conditions such as wind restrictions coordination of all the parties that have a Digitally managing uninterrupted traffic and simultaneous passing bans have to be increase in the number bearing on how long a ship remains within flows taken into account in traffic flow manage- of port calls made by the port. These include handling companies, The HPA is legally responsible for water- ment, as do dangerous goods transport, mega-ships between tugboat companies, Elbe and harbour pilots, side traffic flow management in all of the customs and clearance matters, port hand moorers and shipbrokers. Elbe arms and harbour basins as well as ling and waste disposal from and supplies 2015 and 2018. within the waterways connected to these to seagoing vessels. A port information Traffic on the Elbe is diverse, comprising between a line that crosses the Elbe at guide developed together with other ports seagoing vessels, inland waterway vessels Oortkaten and Hamburg’s state boundary is available to give port customers a better and traditional ships as well as sports that runs across the Elbe from Tinsdal to overview of traffic management. and harbour vessels. With approximately Cranz. There is also close coordination 19,000 seagoing and inland waterway with the waterway and shipping authorities vessels putting into harbour, the Vessel all the way from the Elbe estuary down Traffic Service Centre faces an immense to Lauenburg. Fig. 1: Aspects influencing congestion and waiting times traffic flow management challenge, in par- ticular in view of the dynamic limitations. Traffic flows within the Port of Hamburg These include ship size developments are managed by the Vessel Traffic Service Port Sea ( see section on the port), varying water Centre, which is one of the most state-of- levels, the Köhlbrand Bridge’s clearance the-art traffic control centres in the world. and also current, draught and weather Here, control centre software developed factors. specifically for the Port of Hamburg – the mobile PortMonitor – is used. All the data Terminal operations The challenges faced currently also include relevant to management is incorporated Waiting Waiting Services Services
the construction work planned for adjust- into this in real time, such as ship, tide and Approach Approach ment of the navigation channel, which began weather data, the current water depths, Lay time in summer 2019. For safety reasons, a information about berths, bridge heights speed limit is being introduced throughout and widths, and up-to-date details of con- Dwell time struction sites or dives. Table of contents Infrastructure and traffic management | Shipping traffic | Page 54
The Vessel Traffic Service Centre is assisted the Finkenwerder pilings to be renovated calling at the port that have more than Tab. 1: Number of calls at the by the Hamburg Vessel Coordination Center to allow the latest generations of ships 20 ESI points has risen from 543 to 2,225, Port of Hamburg made by ships with (HVCC), the private coordination point for to likewise moor there safely and in any which suggests there has been global ship ESI classification mega-ship, feeder ship and inland water- weather on occasions when, for example, fleet renewal. For 2018, this equated to ESI Number of calls Number of calls way vessel traffic ( see chapter “The Port the berth at the terminal cannot be called 26.5 per cent of all calls at the port. There classification 2017 2018 of Hamburg”). at, the berth needs to be vacated for other was a threefold increase in the number of 20 < 25 409 365 approaching mega-ships or technical port calls made by especially low-emission Safe approach and calling conditions for problems mean a mega-ship needs an alter- ships with more than 50 ESI points. A con- 25 < 35 748 828 mega-ships native berth. The waiting berths at the siderable proportion of these is attributable 35 < 50 688 922 The shipping companies MSC, CMA CGM Finkenwerder pilings are scheduled for to the AIDAperla (53.3 points), which called ≥ 50 37 110 and HMM notified the HPA that ships in a completion at the end of 2019. at the port multiple times. Total 1,882 2,225 new 22,000–23,000 TEU class would be going into operation from July 2019. This Following completion of the turning circle In 2017, the HPA was the first port in the is a class of container ships with a cargo within the Northern Elbe waterway, it has world to incorporate an additional environ- capacity of 22,000–23,000 TEU. It can be been possible since 2018 for mega-ships to mental component for nitrogen oxide assumed that these ships will be processed be safely cleared at the Container Terminal (NOx) into its port dues. at the Container Terminal Burchardkai (CTB) Tollerort. The ease and safety of port traffic and the EUROGATE Container Terminal flow management will increase consider Transparent information for inland Hamburg at Waltershofer Hafen/Parkhafen, ably once the passing box has been com- waterway transport and also at the Container Terminal Toller- pleted ( see the “Waterways” section). The HPA wishes to improve the Port of Ships of up to ort (CTT) within the outer harbour. As this Hamburg’s connections with the inland class of ship has not yet called at the Port Following demolition of the old Rethe Bridge waterway network by digitalising informa- of Hamburg, simulations are to be used to and the peripheral facilities, there will be tion, communication and navigation pro- determine whether the port calling condi- an even greater width available to shipping cesses. Among other things, this entails 23,000 TEU tions for the largest container ships that traffic from 2020 (64 metres instead of the transparent presentation of the infra- currently call at the Port of Hamburg can 44); the height limitations for passing will structural information which is relevant cargo capacity can be be applied to this class of ship too. The also be eliminated. to safe travel to and within the port. Up- cleared in Hamburg. simulations will work through manoeuvring to-date traffic information regarding con- strategies to consider the tidal and wind Financial incentives for low-emission struction sites and closures, Elbe water conditions under which these ships can vessels levels, and berth and waiting berth occu- approach and depart safely. In 2012, Hamburg incorporated the Environ- pancy is to be shared with the public in mental Ship Index (ESI), an initiative of the a user-friendly way in the future. The Port In view of an approximately 18 per cent International Association of Ports and Har- of Hamburg’s smartPORT concept will increase in the number of port calls made bors (IAPH), into its port dues as an incen- therefore breathe new life into inland water- by mega-ships between 2012 and 2017, tivising scheme and to reward low-emission way vessels as a mode of transport too. it became necessary for the two berths at vessels. Since then, the number of ships Table of contents Infrastructure and traffic management | Flotte Hamburg | Page 55
Flotte Hamburg: added value for the city under a single flag
Flotte Hamburg commenced work in Vessels: a programme Five-pillar strategy: the fleet as an July 2017. The company was founded in of gradual modernisation environmental protection pioneer accordance with a resolution of the Senate Flotte Hamburg’s municipal fleet consisted At the same time as the municipal fleet of Hamburg. In 2016, the Senate commis- of 46 vessels at the end of 2018. The ma- management division was founded, the sioned the HPA with consolidating the jority of these are inland waterway vessels Hamburg Parliament formulated the goal fleets of the HPA, the fire department, with very different functions ranging from of making the fleet environmentally friendly, the water police and the Hamburg State firefighting and police boats to testing and among other things by means of low-emis- Office for Roads, Bridges and Water Bodies sounding vessels, transport vessels and sion ship propulsion technology and filter (LSBG) into an overarching municipal icebreakers. The fleet also operates dredgers, technology. Flotte Hamburg is rising to fleet management company. a barge-mounted slurry elevator station this challenge with an innovative five-pillar and 40 barges. The fleet management chal- concept developed together with DNV GL. This division’s key responsibility is to gen- lenge lies in the fact that the vessels vary They jointly defined five areas of action to 13% erate synergies by means of overarching in terms of their technical condition due serve Flotte Hamburg as a guiding struc- fleet management. Ships can be serviced, to the different ages and years of service. ture for its environmental strategy. Flotte NOx reduction repaired and newly procured in a standard- Flotte Hamburg has therefore decided Hamburg is therefore making an important within the fleet since 2015 ised manner. Intelligent pooling ensures to systematically modernise the fleet of contribution to the HPA’s climate strategy that the vessels are used cost-effectively municipal vessels by updating the existing and to their optimum capacity. vessels and introducing new replacement The concrete objective of the five-pillar vessels. strategy is to reduce emissions of CO2
To guarantee that the division’s activities (carbon dioxide), of the air pollutants NOx are as independent and as business-minded Flotte Hamburg put three new vessels into (nitrogen oxide) and SOx (sulphur oxide) as possible, the HPA established the fleet service in the reporting period: and of black carbon particles (PM2.5–10). Tab. 1: Emissions in relation to management division as a wholly owned Ongoing and sizeable reductions were fuel consumption subsidiary with the business form GmbH & Icebreaker Hugo Lentz (2017) achieved quickly by using low-emission 2015 2016 2017 2018 Co. KG. Flotte Hamburg refinances its Icebreaker Johannes Dalmann (2017) fuels such as GTL (gas to liquids) and, to a Nitrogen oxide costs by means of long-term charter rates LB 40 firefighting boat Branddirektor lesser extent, HVO (hydrotreated vege NOx in kg/m³ 31.70 31.13 28.54 27.47 which remain stable for the customers. Westphal (2018) table oil). At the end of 2018, synthetic Particulate Flotte Hamburg has reported a positive fuels already accounted for 50 per cent matter operating result since being founded. An important criterion for the construction of the fuel used. PM10 in kg/m³ 0.022 0.021 0.019 0.018 of new vessels is that they be multifunctional. Carbon dioxide CO in t/m³ 2.4 2.4 2.3 2.3 For example, the icebreakers can also 2 serve as tugboats and transport vessels. Table of contents Infrastructure and traffic management | Flotte Hamburg | Page 56
Fig. 1: Flotte Hamburg’s five-pillar strategy The figures are to be steadily reduced further. From 2016 also involved in international research projects such as to 2018, ship emissions of NOx fell by 12 per cent and the development of a seagoing vessel with methanol fuel
those of PM10 by 14 per cent. The results were determined cell propulsion (HyMethShip). “Leading by example – using a tool created by DNV GL for the calculation of modernising the municipal fleet” ship emissions. Pillar 5 – energy-efficient ship operations: Emissions can also be reduced by operating the municipal fleet vessels
Pillar 1 – low-emission fuels: Following a trial period, a in a more environmentally friendly way. In the reporting substantial proportion of the fleet was switched to syn- period, Flotte Hamburg had 90 per cent of its skippers fuels thetic fuels. These fuels emit less nitrogen oxide than undergo training in energy-efficient ship operations with diesel (approximately 10–35 per cent) and significantly DNV GL. Judicious ship operation (for example, a less Innovative Innovative less particulate matter (approximately 30–60 per cent) intensive throttle in the start-up phase) can lead to emis- Low-emission Low-emission in new vessels in new
ship operations depending on the engine configuration and the exhaust sion reductions of 3 to 7 per cent per journey. Energy-efficient Energy-efficient
Retrofit solutions Retrofit emission control system used. The disadvantage is that the ships’ operating costs are approximately 10 per cent Focus on the employees: a start-up culture with Exhaust aftertreatment aftertreatment Exhaust propulsion technologies propulsion higher than with diesel. experience Flotte Hamburg is a start-up with a wealth of nautical ex- Pillars 2 and 3 – exhaust aftertreatment in newly acquired perience. The company is sustained by approximately 140 vessels and as a retrofit solution: If technically feasible, committed and circumspect HPA employees. The majority Flotte Hamburg endeavours to fit its vessels with exhaust of these employees make up the crews, i.e. are either skip- aftertreatment systems such as black carbon particle pers or ship mechanics. Newbuild Branddirektor Westphal filters and nitrogen oxide catalytic converters. This applies The Branddirektor Westphal is one of the world’s most both to newbuilds and the retrofitting of existing vessels. The Flotte Hamburg management supports its employees state-of-the-art fireboats. The LB 40 fireboat was In 2018, the first six vessels were selected for the ret- in remaining healthy. Occupational health management christened in Hamburg on 26 November 2018. All of rofitting of exhaust aftertreatment systems and imple- is especially important for shift workers. Flotte Hamburg its engines are equipped with a modern exhaust after- mentation was initiated. Three more ships are set to therefore developed its own health education programme treatment system with black carbon particle filters follow each year in the years to come. It is also worth for its pilot transfer employees as a test measure in the and nitrogen oxide catalytic converters (selective noting that the savings effects of using gas to liquids reporting period, which will serve as an example to other catalytic reduction, SCR). Investments in exhaust (GTL) and exhaust aftertreatment systems are multiplied. Flotte Hamburg teams. emission control alone totalled 1.2 million euros. The Branddirektor Westphal is therefore playing an Pillar 4 – innovative propulsion technologies: Flotte Ham- important part in keeping Hamburg’s air clean. The burg sees itself as a test environment for maritime in- extinguisher pumps can pump a total of 120,000 litres novations in the area of new propulsion concepts and it of extinguishing water a minute. With a throwing therefore promotes these technologies. Specifically, the height of 120 metres, the Branddirektor Westphal can new fireboats scheduled for completion at the end of also extinguish the largest container and cruise ships. 2020 will be fitted with battery-backed diesel-electric hybrid propulsion (plug-in hybrids). Flotte Hamburg is Table of contents Infrastructure and traffic management | Cruise shipping | Page 57
Cruise Gate Hamburg: making cruises possible in Hamburg
Hamburg is one of the fastest-growing Pioneering work for fewer cruise engines. In 2018, the delivery of onshore cruise bases in the world. In 2018, cruise shipping emissions power was tested with the EUROPA 2 and shipping in the Port of Hamburg increased Hamburg has decided to focus on environ- this testing was a success. First put into to 212 calls with almost 900,000 passen- mentally sustainable growth in its develop- operation in 2015, the infrastructure for gers. This compares with 810,000 cruise ment of cruise shipping. The Port of the shoreside supply of power to cruise tourists who visited Hamburg in 2017 on Hamburg is one of only a handful of ports ships by the Hummel, an LNG power barge, the basis of 197 calls at the port. Hamburg around the world to offer cruise shipping at the HafenCity terminal could not be used benefits from this growth, but also has to companies alternative, low-emission energy in 2017 and 2018 because of construction keep a keen eye on the impact that cruise supply options during ship lay times. work. The HPA has also trialled supplying tourism has on the city. cruise ships with low-emission liquefied Since 2016, cruise ships at the terminal in natural gas (LNG). In 2017, the AIDAprima Cruise Gate Hamburg GmbH (CGH) over- Altona have had the option of sourcing and the AIDAperla were periodically supplied sees this growth. As the operator of the electricity from the first environmentally with LNG from a truck at Cruise Center three cruise terminals in Altona, the Hafen friendly onshore power system. It is unique Steinwerder during lay times. Using LNG City and Steinwerder, CGH is the central in Europe in terms of its size and is the means it will be possible to all but avoid point of contact for all the cruise shipping first step in the direction of making Ham- emissions of particulate matter and sulphur companies based in Hamburg. As a wholly burg a low-emission cruise shipping location. dioxide during lay times, while nitrogen owned subsidiary of the HPA, CGH oper- However, the only voluntary buyer of oxide emissions can be significantly reduced. ates with a small yet efficient and motivated this green electricity to date has been the team of eleven employees. CGH’s declared cruise ship AIDAsol. During its twelve calls goal is to serve as a one-stop shop for cruise at the port in 2017, the ship bought on- shipping at all of Hamburg’s terminals – shore power seven times; this compares with high-quality terminal clearance guar- with 21 purchases during 21 calls in 2018 anteed through a demanding accreditation (periodically). In 2018 alone, this equated process for all of CGH’s service providers. to a 458-tonne reduction in CO2¹¹ compared with onboard power generation via diesel
11 Calculation of the CO2 reduction is based on the volume of electricity supplied and an assumed efficiency of the AIDAsol engines as the actual fuel consumption was not known during the lay time. The carbon emission reductions are not included in the HPA’s balance sheet. Table of contents Infrastructure and traffic management | Cruise shipping | Page 58
CGH endeavours to apply its knowledge in Outlook: sustainable growth for cruise the area of emission-lowering measures to shipping in Hamburg Efficient use of space international networks and research pro- Growth in cruise shipping business will CGH wishes to go one step further jects. Together with the HPA, CGH jointly continue at a moderate level in Hamburg. with the efficient use of its space. initiated the European partner project Green To cope with the increasing clearance For example, the parking lot at Cruise Cruise Port. Working with 20 partners capacity needs in the Port of Hamburg, Center Steinwerder is increasingly primarily based around the Baltic Sea, the among other things, the cruise terminal to be used by trucks at times when initiative looked at how cruise shipping in the HafenCity is being built anew. The no cruise ships are scheduled to call. could be made sustainable at ports. Among cruise terminal is to be made an integral The aim of the Bosch Secure Truck the partners were the ports of Rostock, part of a complex of buildings together Parking project is for optimum use to Riga, Tallinn, Helsinki and Bergen and the with a shopping centre and a hotel in the be made of the space available for shipping companies AIDA Cruises and south of Überseequartier and will feature parking within the port of Hamburg. TUI Cruises. The project assessed a total an additional onshore power facility. The This offers a variety of benefits: of 100 individual measures for the re- inauguration date currently being commu- freight forwarders lower their emis- duction of air pollutant and noise emis- nicated is the end of 2023. sions because unnecessary parking sions. The results were summarised in the space searches are eliminated. The Green Cruise Port Action Plan 2030 CGH will also step up its endeavours within truckers can park safely and do not 900,000 (www.greencruiseport.eu). the International Association of Ports and hold up traffic due to hazardous park- Harbors (IAPH) in the next few months to ing. At the same time, CGH boosts passengers from 212 cruise ship This coordination with other ports is ex- establish even greater transparency regard- its space capacity utilisation. calls in 2018 tremely relevant to cruise shipping. This is ing cruise ship emissions in ports around because only once a reliable network of the world. CGH is organising various pro- ports has been established that guarantees jects relating to emissions data, the topic shoreside supplies of alternative fuels will of overcrowding and sustainable growth it become attractive for cruise shipping together with the ports belonging to the companies to transition entirely to onshore IAPH and Cruise Europe. A new reporting power supplies during lay times. Hamburg standard needs to be put to the test here. can and must play a pioneering role here. However, an attractive overall package for the sector can only be put together when all the ports along the cruise ships’ routes cooperate. Table of contents Infrastructure and traffic management | Rail infrastructure | Page 59
Eco-friendly and safe rail traffic
The ability of railway undertakings to offer existing infrastructure from and to the port attractive transport services is dependent needs to be maintained and continuously upon there being an efficient rail infrastruc- further developed in the interests of attract ture at the port. With this, the HPA boosts ive rail traffic. the competitiveness of rail freight traffic and the environmentally necessary trans- Foresighted planning to strengthen the fer of traffic from the road to rail. The high rail infrastructure safety of rail freight traffic plays a key With its maintenance strategy, the HPA 290 part in dangerous goods carriage. focuses on high availability of the track systems and safe rail operations. Service kilometres of track The HPA is the owner and operator of limitation is to be kept to a minimum for within the port area’s the public track network within the port the customers through coordinated sched- Fig. 1: Forward-looking assessment of area. The network has a total track length uling of the measures. Much like roads, public track network the condition of the rail infrastructure of 290 kilometres, with approximately the condition of the infrastructural facilities 780 points and 61 other facilities and is assessed with ratings ranging from 1.0 100% 4 structures such as railway bridges and (very good) to 4.0 (poor). The HPA has passages, together with eight signal boxes set itself the goal of an ongoing positive 80% and a wagon repair workshop. 73 private development and monitors the attainment railway siding companies with an approxi- of its targets for tracks and railway brid 3 60% mate total track length of 130 kilometres ges. All the railway bridges where their 2.2 and 540 points are also connected to the condition was not classified as being very Proportion 40% network. good, good or satisfactory are already 1.9 2 scheduled for renewal, decommissioning 20% rating Mean condition Increasing freight volumes mean the main- or demolition.
tenance of expansion options is especially 0 % 1 important for the port railway as the political The HPA also wishes to put the infrastruc- 2017 2018 goal of transferring goods carriage to rail tural prerequisites in place within the as an environmentally friendly mode of port for the needs-based extension of the 1.0–1.9 2.0–2.4 2.5–3.4 transport cannot be achieved without ad- existing platforms to a working length 3.5–4.0 Mean condition rating ditional infrastructure capacities. The of 740 metres. Table of contents Infrastructure and traffic management | Rail infrastructure | Page 60
Since 2016, freight trains with a total length The HPA believes strongly in the close Tab. 1: Development in the efficiency of train despatches per day of 835 metres have been able to stop at incorporation of the stakeholders with re- the Hohe Schaar station part. Longer trains gard to its rail infrastructure too. In this 2015 2016 2017 2018 2030 boost the competitiveness of rail over road vein, customers such as railway undertakings Target value 260 traffic. The company is also pushing ahead and railway siding companies are kept Actual value 196 200 198 204 with modernising the control and safety abreast of major construction measures systems. The European Train Control System resulting in limited operations regularly and (ETCS) is set to be introduced, making in good time by means of engineering cross-border traffic considerably easier information dialogue. Residents are sent thanks to standardised control systems. The information letters announcing engineer- aim is to be able to process up to 260 trains ing work and explaining the necessity and a day within the track network by 2030. the objectives of such projects. The port railway development measures are based on the city of Hamburg’s Port The HPA is also involved in a variety of Development Plan. associations and committees, such as ex- perts’ workshops to analyse Hamburg as a The HPA is also working to reduce its con- railway node and regarding the Deutschland- sumption of energy for operation of the in- Takt timetable, which is part of Germany’s frastructure, for example for point heating Federal Transport Infrastructure Plan. The and lighting. Traffic-related noise and air company also comments on the framework 204 pollutant emissions are also to be reduced. regulatory conditions, for example within The company will additionally develop a the ESPO’s Rail Expert Group, Germany’s trains are despatched within concept for the management of green spaces Pro-Rail Alliance and the Association of the track network every day. along the tracks. The aim here is to help German Transport Companies (VDV). prevent the occurrence of dangerous events and damage and to ensure high availability Numerous new builds and modernisations of the tracks even in the event of more The HPA has now equipped more than half frequent/stronger climate-related storm of its railway tracks with overhead lines. incidents. All of the six port stations’ entrances and exits and the majority of the tracks used for train arrivals and departures at the station parts have already been electrified. As the remaining tracks are used almost exclusively for shunting operations or for wagon parking, electrification is not cur- rently needed here for operational reasons. Table of contents Infrastructure and traffic management | Rail infrastructure | Page 61
The locomotive service point in the west Bridge projects realised on schedule of the port with a locomotive repair shop, The HPA gives especially careful As part of the project to improve transport filling station and sandbox filling facility consideration to noise reduction when connections to Burchardkai, which will went into operation in 2018. The provision repairing existing and building new continue until the end of 2020, the existing of new services and expanded locomotive bridges too: for steel railway bridges, Waltershof railway bridges will be replaced parking capacities will further increase the it uses a special anti-corrosion pro- and a third track will be completed to appeal of rail traffic in the port of Ham- cedure in which a thick layer of per- the south of Mühlenwerder station. This burg, while routes and journey times will manently elastic rubber is applied to will improve the flow of operations be- be reduced. the steel superstructure. This reliably tween Mühlenwerder station and the CTB protects the steel from corrosion and and EUROKOMBI terminals and will reduce Inventory renewal with a focus on noise also absorbs the transfer of vibrations train waiting times. The construction prevention and energy efficiency from the track ballast to the steel costs will total 30.7 million euros. 10 The HPA continues to systematically work construction, meaning the sound pres- on the tracks in the vicinity of Hausbruch sure level can be reduced by approxi- In the case of the new Kattwyk railway decibel reduction in the in order to reduce noise emissions. This mately 10 decibels. All 21 of the bridge being constructed, the river piers sound pressure level involves the surface of tracks in noise- structures to which this system is were sunk to the right depth in the reporting was achieved in the sensitive areas being processed twice a year. suited have been equipped with it period and a culvert was created between The port railway seeks to achieve a high since 2017. the two piers. Pre-assembly of the bridge area of railway bridge level of acceptance of engineering work by superstructures commenced at the end of construction and bridge using modern construction machinery 2018, with on-site assembly beginning in maintenance. and by notifying the residents of work in The point heating system at the Hausbruch May 2019. Three bridges for shoreside de- good time. station part was fully upgraded in 2018. velopment have already been completed. Weather-based switching coupled with op- When the new bridge is inaugurated, this timised heating times has resulted in in- will establish a double-track encounter creased point availability. Based on sensor section on what was previously a single- data and weather forecasts, the heating track connection between the Hohe Schaar system is switched on when temperatures and Hausbruch station parts, thus making are low only if precipitation is forecast, additional rail traffic capacities available thus resulting in energy savings of up to here. 30 per cent. This reduces the burden for the atmosphere by 4 tonnes of CO2/a. Table of contents Infrastructure and traffic management | Rail traffic | Page 62
Attractive rail traffic thanks to efficient management
A third of all the tonnage that arrives at the water police and DB Netz AG. In all, more Port of Hamburg on seagoing vessels is than 70 loading/unloading points are op- the railway undertakings and loading subsequently transported further by rail. In erated. It is especially important that there points, operators and the water 2018, 60,427 trains with 1,610,636 wagons be a smooth exchange of information police are connected to the system, and 2,443,068 TEU were despatched and among the various industry players. meaning they can engage in essen- transported. The HPA is responsible for the tially automated communication with efficient management of rail traffic, which The large number of active users of the HPA one another via data interfaces. involves coordinating a large number of infrastructure results on the one hand in different traffic flows between the hinter- strong competition, with attractive offers land and the various loading points within for the forwarders. On the other hand, how- Incentive system to reduce environmental 60,427 the port. ever, it also represents a major challenge impacts for the HPA in terms of coordinating all the The port railway’s infrastructure user charge trains were despatched and Efficient traffic management with minimal traffic. The HPA is obliged to guarantee system called INES is another means with transported in 2018. waiting and idle times helps the railway non-discriminatory access to the infra- which it promotes efficient infrastructure undertakings to operate economically. This structure and has to develop workable usage. INES offers the users targeted in- boosts the competitiveness of rail traffic in solutions for the users’ sometimes com- centives with staggered parking fees for general. The more efficiently cargo carriage peting requirements. stationary traffic, with tracks being cat within the port is managed, the lower the egorised according to their function and traffic-related emissions such as noise and importance. INES also boosts ecological air pollutants. In addition to efficiency and Traffic management based traffic behaviour by specifically promoting environmental protection, a factor which is on data exchange the use of modern vehicles with reduced very important for the attractiveness of The HPA operates the world’s most noise and pollutant emissions. In this con- rail services is high operational quality, com- state-of-the-art information system text, Hamburg’s port railway was the first prising the criteria of punctuality, planna- for port railway logistics, called trans in Europe to introduce a noise-dependent bility and reliability. PORT rail. This regulates all of the fee component for use of the railway infra- train journeys and track occupancy, structure. It offers a bonus for every A large number of industry players are assists with loading procedures and passage by wagons equipped with modern, involved in managing rail traffic in the Port allows for the transparent exchange low-noise brakes that cause approximately of Hamburg. In addition to the HPA, these of data among everyone involved in 10 decibels less noise than conventional include approximately 150 railway under- the transport chain – among others, systems. takings, various operators, customs, the Table of contents Infrastructure and traffic management | Rail traffic | Page 63
The number of registered wagons equipped with such The idea is to enable those involved to boost their efficiency brakes increased significantly in the reporting period, to themselves and to expand the HPA’s management cap 205,703 at the end of 2018 (2016: 106,157). In the same acities in the interests of overall optimisation. year, these wagons passed the port boundary 1,025,372 times. They therefore already accounted for approximately The HPA also intends to continue to promote more environ- 64 per cent of rail traffic from and to the port at the mentally friendly traffic behaviour by means of incentives. end of 2018. It can be assumed that this will be close to This includes increasing the proportion of locomotives 100 per cent by 2020 because of national statutory equipped with environmentally friendly technologies that re quirements. are used for shunting services at the port. These are loco- motives equipped with exhaust gas cleaning systems such The HPA also incentivises the use of shunting locomotives as black carbon particle filters or SCR catalytic converters with black carbon particle filters. Locomotives equipped and innovative drive technologies, such as hybrid locomo- with such filters were afforded a 50 per cent fee discount tives or electric shunting locomotives. This should reduce in the reporting period. In 2018, 61 locomotives were emissions per tonne of rail traffic cargo. registered as having black carbon particle filters or as being hybrid locomotives. This is approximately 35 per cent of Overall, the HPA is seeking to increase the proportion of Tab. 1: Development of port railway throughput in mil- the locomotives involved in shunting. rail-based container traffic by an average of 0.5 percentage lions of tonnes
points a year up to 2020. Similarly, port railway through- 2015 2016 2017 2018 2020 The HPA served as a partner in the Ortung Hafen project put is to increase to 47.4 million tonnes by the same date. Target value 47.4 run by the IHATEC initiative for innovative port technologies Train capacity utilisation is to increase to 75 TEU per train in the reporting period, a project looking into the feasibility by 2020. A record was already achieved in 2018 with an Actual value 45.8 46.4 45.5 45.2 of the track-specific locating of locomotives. Equipping average of 74 TEU per train. shunting locomotives with a location system promises to simplify the management of shunting processes at the port and to allow the efficiency-oriented incentive components Active involvement of stakeholders within the charging system to be further developed. The HPA gives its customers such as railway under- 74 TEU takings regular notification of planned modifications Throughput and proportion of rail traffic being to the fee system and explains how the incentive of capacity utilisation systematically increased systems offered work. All customers can consult the per train on average The HPA aims to increase goods handling speeds and the Port Railway Service Centre around the clock for reliability of the transport chains. An improved information assistance or to report issues or make suggestions. flow will allow flexibility and plannability to be further op- The port’s Railway Sidings Service unit is available timised and buffer times to be reduced. It is also a question for advice and assistance for anyone interested in of guaranteeing an uninterrupted, reliable traffic flow creating new railway sidings within the port. The and of curbing delays. The HPA will continue to work on HPA is also involved in Logistik-Initiative Hamburg’s simplifying data exchange and on the targeted collection rail working group. of additional data which is important for port operations. Table of contents Infrastructure and traffic management | Rail traffic | Page 64
HPA measures to boost the efficiency To make economical use of the existing In 2017 and 2018, the HPA performed con- of rail traffic facilities and to boost the port railway’s ceptional groundwork for the introduction Rail is the most environmentally friendly proportion of the modal split, the HPA is of systematic locomotive parking scheduling mode of transport. A container train with focusing on further developing the services in mid-2019. The aim is to guarantee short up to 108 TEU can replace approximately it offers and on new customer acquisition. distances from and to the various sidings 70 trucks (with 1.5 TEU per truck). If we The letting of construction material handling within the port and to avoid mutual obstruc- compare the nitrogen oxide emissions of space used internally to third parties as tion because of locomotives parked tem- the different modes of transport, rail is the well for external construction measures porarily. This can minimise infrastructural means of transport in Hamburg with the within the port or in the Hamburg metro- bottlenecks and can also optimise the rail- lowest level of emissions. The emissions politan region helps here and strengthens way undertakings’ preparation times. per transported tonne are as follows: rail-based construction site logistics. The HPA is also expanding the services of the By truck (Euro 5–6): Port Railway Service Centre and is involved Prioritisation of low-emission
0.15 kilograms of NOx emissions in cooperative projects to transfer hinter- locomotive technologies land traffic to rail ( see section on the port). A study was conducted in 2018 to By ship (marine diesel oil): determine how the incentive system
Just 0.05 kilograms of NOx emissions Assuming responsibility for for the use of shunting locomotives environmental impacts equipped with black carbon particle By port railway: In 2017, a number of camera towers were filters could be further developed.
0.01 kilograms of NOx emissions erected along the approach to the west of The introduction of staggered pricing 0.01 ( see emission inventory) the port as part of the Rail Data Gate (RDG) of shunting movements within the project to automatically record train and port based on the locomotives’ emis- kilograms of cargo information and to share this with the sion classes was identified as an ef- A further reduction in handling times port railway’s IT systems. This has improved fective means. With effect from the NOx emissions was achieved by means of operations data availability and quality and has re- beginning of 2019, discounts for per tonne of cargo optimisation. Throughput on the track duced the manual workload. The RDG pro- using SCR catalytic converters and transported by the network had risen to 8,424 TEU per ject also includes a wheel flat detection electric/hybrid shunting locomotives port railway kilometre of track length by the end system operated by the HPA, which uses were incorporated into the fee system. of 2018 – an increase of 3.5 per cent – sensors in the tracks to analyse the indi- Hybrid locomotives use diesel gen- and to 161,313 tonnes per kilometre. vidual wheels’ running characteristics as the erators if necessary in addition to This allowed infrastructural meas- trains pass. This allows wheels that are not their electric motors to recharge their ures with environmental impacts to running true, among other things causing batteries. As well as lower pollutant be limited in terms of both time and greater noise emission, to be identified. and carbon emissions, this hybrid spatially. Wagon owners/operators can thus have technology is associated with reduced damage repaired early on. noise emissions. Table of contents Infrastructure and traffic management | Road infrastructure | Page 65
High land traffic availability and quality
The industry and the port industry players Road network efficiency The road network works as well as the need an intact and fully usable road net- Approximately 23.8 million motor vehicles weakest link in the chain. It has been com- work in order to process their traffic. There entered Hamburg’s main port network in mon knowledge for years that the Köhl- is otherwise a risk of companies drifting 2017, approximately 19.5 million of which brand Bridge had reached the limits of its away or of choosing to settle elsewhere. were passenger vehicles and 4.3 million were load capacity. The many meters which have Citizens likewise expect a high-quality trucks. Based on an average work day, been installed provide speed and traffic road network which is suitable for all the this equates to approximately 63,500 pas- volume data, which is used to determine user groups. senger vehicles and 16,400 trucks. The efficiency. A day on which there was a high number of port area entries increased by volume of traffic was chosen for data ana In this area, the HPA faces the conflicting 6.7 per cent compared with 2016. There lysis purposes, with readings being taken Approx. priorities of ideally maintaining full infra- were significant increases in both truck on the easterly approach to the bridge, on structure availability but also effecting the volumes (3.7 per cent) and passenger vehicle the right-hand two-lane carriageway, with necessary maintenance work in the form volumes (7.4 per cent). As there was once trucks only being allowed to use the right- of engineering measures. In accordance again full availability of the Köhlbrand Bridge hand lane. 63,500 with the Hamburg Roads Act (HWG), the unlike in the previous years, it is likely HPA is responsible for the approximately that there was more through traffic via the passenger vehicles and 142-kilometre network of roads within main port route. 16,400 trucks on an average the port area. This relates not only to the roads’ surfaces, but also to 105 bridge The port network is used by other road work day structures, tunnels, passages, dams, ditches, users too. Approximately 2,000 cyclists were 70 kilometres of drainage systems, embank- counted on one day in September 2017. ments, ramps, retaining walls, safety strips, Bicycles accounted for around 2 to 3 per cent roadside verges, lighting, traffic signal of all the vehicles using the road network, systems and road signs. which is significantly less than the propor- tion of bikes in Hamburg’s city area. Table of contents Infrastructure and traffic management | Road infrastructure | Page 66
There is a clear relationship between traffic Fig. 1: Flow of traffic on a day with a high traffic volume (Köhlbrand Bridge heading west – right-hand carriageway) volumes and average speeds, as demon- strated in Figure 1. In spite of the high traffic volumes, the average speed is gen- Number of vehicles Speed erally above 50 kilometres an hour. This theoretical high availability is often limited 700 80 by, for example, congestion on the auto- 70 bahn or an increase in truck traffic. Reserve 600
capacity is still available on the left-hand 60 lane and overnight. 500 50 The challenge is to maintain this good 400 situation until 2030. The preventative 40 maintenance programme is working and 300 30 will need to be adapted to changing 200 parameters such as climate change and 20 Mobility 4.0. 100 10 Systematic planning and implementation of maintenance measures 0 0 The HPA pursues the goal of maintaining 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 the safety, longevity and availability of the
road infrastructure on the basis of a pre- Trucks Passenger vehicles Truck speed Passenger vehicle speed ventative maintenance strategy. Existing renovation-related congestion is to be sys- tematically and sustainably reduced.
The HPA follows fixed principles in its main- be considerably higher than its construction Maintenance of the flood control systems tenance strategy. The company handles its costs. The age of structures and the ( see the “Space-use strategy” section) is infrastructure management with the goal increasing traffic loads call for targeted managed in accordance with the specifica- of establishing cost-efficiency for the dura- investment in structural maintenance. tions of the Senate of Hamburg. The aim is tion of the infrastructure’s useful life. This At the same time, economic maintenance to stop the further loss of the infrastructure’s calls for long-term forecasts of the main- strategies can minimise the utilisation value and to make the thoroughfares avail- tenance measures and means needed. This costs. able in a user-oriented and safe condition. is illustrated by, for example, the fact that a bridge’s utilisation costs can sometimes Table of contents Infrastructure and traffic management | Road infrastructure | Page 67
A universal “school marks” system is used As the mean condition ratings demon- Fig. 2: Condition ratings of the major roads in 2018 to determine individual conditions, compris- strate, maintenance management can be ing four standardised limits. successful with a small number of facilities 100% 5 which are in the critical zone (red). Mark ≤ 1.5: 80% 4 Reference figure following construction smartBridge: digital analysis of bridge Mark 1.5–3.49: structures 60% 2.5 No specific observation required As its main task, smartBridge is piloting 3 2.6 Warning rating ≥ 3.5: the sensor-assisted condition evaluation of
Proportion 40% 2.2 Observation and possibly also action existing bridge structures, essentially in 2.4 1.8 2 rating Mean condition 20% required real time. The project’s key innovation is its Threshold rating ≥ 4.5: adaptation of the concept of the “digital
0% 1 Individual examination needed, action twin” to the area of structural maintenance. 2014 2016 Actual (06/2019) 2030 target condition is required It essentially complements cyclical, pri- marily physical inspection (DIN 1076) with 1.0–1.5 1.5–3.5 3.5–4.5 4.5–5.0 A mark consists of a user-oriented rating elements of digital inspection, resulting in Mean condition rating that represents a road’s practicability and continuous condition feedback. traffic safety and a structural rating that stands for the current quality of the struc- The project is being run on the Köhlbrand Fig. 3: Condition ratings of the road bridges ture including, for example, cracks and Bridge as its demonstration object. The (not including moving bridges in 2016 and 2017) weather-related changes. bridge’s component and material diversity, with steel, reinforced concrete and pre- The HPA examined and assessed 73.1 kilo- stressed concrete in use, offers all sorts of 100% 4 metres of major roads, 162.5 kilometres application opportunities. The readings of minor roads, 63 road bridges, 37 other and vital signs (KPIs) derived from them are 80% bridges and five moving bridges. The target then made available via a cloud-based 3 60% is a good mean condition rating (2–2.4). information system and are dynamically 2.5 2.5 visualised. The HPA wishes to give third One of the HPA’s main approaches is to parties and business partners the oppor- Proportion 40% 2.1 2.1 2.1 2 group maintenance measures within large tunity to play a part in the project’s ex- Mean condition rating Mean condition 20% sections (measure areas) in order to min pansion and to test their own concepts in imise substantial traffic interruptions in the field.
0% 1 terms of both time and space and to main- 2016 2017 Actual (06/2019) 2030 target condition tain availability at as high a level as possible.
1.0–1.9 2.0–2.4 2.5–2.9 3.0–3.4 3.5–4.0 Mean condition rating Table of contents Infrastructure and traffic management | Road infrastructure | Page 68
Predictive maintenance results in fewer sur- However, as these two measures are not The HPA is engaging in talks with Ham- prises and therefore also in fewer costly, sufficient, a minimum driving distance of burg’s State Ministry of Economy, Trans- unscheduled and possibly also unbudgeted 50 metres was introduced in early 2019 port and Innovation (BWVI) and the Ham- emergency measures. Better availability for trucks in the area of the bridge pylons. burg Mitte district office regarding the can be achieved on the basis of improved Road markings used in Germany for the creation of an approximately 1,300-metre schedulability of the measures needed. As first time and a corresponding sign are cycle track in Finkenwerder along the old a specialist application, the project supports employed to keep the traffic flowing. This railway line running between Finkenwerder facility management with regard to moni- so-called minimum distance funnel reduces Norderdeich and Osterfelddeich. toring vulnerabilities and forecasting a sudden braking and the build-ups of traffic structure’s residual life. It is also gathering that this can cause. The minimum distance Focus on bridge building and best practice experience which can then requirement will then be lifted once reinforce- road maintenance be applied to new build projects. ment of the bridge has been completed, The Rethe Bridge connects the port areas which is scheduled for 2020/21. of Altenwerder/Moorburg and Harburg with Intelligent models to protect infrastructure the central port and also takes the strain There are traffic-limiting factors within the Close contact with those who use the off the main port route that crosses the port area such as load limits when crossing t raffic infrastructure is especially important Köhlbrand Bridge. Road and rail have been bridges, speed limits, bans on overtaking to the HPA. It therefore has in place firmly separated with the reconstruction of the and minimum vehicle distance rules. The established communication channels bridge as a double-leaf bascule bridge as Köhlbrand Bridge, which connects the east- such as resident notification, information well as the new construction of the Hohe ern and western parts of the port, is affect- events, online notifications and the DIVA Schaar Bridge. This has eliminated closure ed in particular by load limits. The HPA boards installed in the port that provide of the road because of trains passing – is effecting various measures in this area traffic information. something which occurred up to 40 times to preserve the bridge’s useful life and a day before the new bridge was built – increase its resilience. For example, trucks Modal shift to bicycle traffic allowing around 7,000 vehicles to pass are only authorised to use one lane and a The HPA has set itself the goal of making freely every day and also increasing the weigh station has been installed under the the port experienceable and is supporting channel width that can be used by ships. It carriageway to record the vehicles’ total the Senate’s objective of having bicycles was cleared for road traffic use in summer loads and axle loads. Readings confirm that account for 25 per cent of traffic by 2030 2016, followed by rail traffic at the end many trucks are too heavily loaded, putting with measures promoting a modal shift to of 2017. This construction project won the the bridge’s critical load unnecessarily under bicycle traffic. 2018 German Steel Construction Award, strain. Anonymous recording and analysis which is presented by the association bau- of the data serve as the basis for structural Once construction of the new Kattwyk rail- forumstahl e. V. conservation and for strategic planning re- way bridge has been completed, the cycle garding the infrastructure. In addition, DIVA track and footpath, which have already been boards providing dynamic information on finished, will be opened over a distance of traffic volumes notify the drivers if they are 900 metres. Between now and 2020, cycle exceeding the speed or load limits, thereby paths will be created on both sides of further raising awareness among the road users. sections of road that make up Veloroute 11. Table of contents Infrastructure and traffic management | Road infrastructure | Page 69
The HPA is also exploring new avenues regarding, among other things, the dimen- 40 degrees lower than the mixing tempera- technically speaking with its rebuilding of sions and the infrastructure route taken. tures usually found in an asphalt mixer. In the Reiherstieg Lock. In the future, the lock Reliable results allowing for a fundamental addition, using foamed bitumen allows gates will be moved by a toothed belt, as evaluation are due at the end of 2019. the compression temperature to be reduced opposed to the previous solutions that by 30 to 40 degrees Celsius to 110 degrees used ropes, chains or racks. The toothed Köhlbrand Bridge rainwater treatment without detrimentally affecting its process- belt does not require any lubricant, which systems ability or its usage characteristics. Its means there is no longer the extra work In accordance with the Federal Water Act quicker cooling behaviour saves not only involved of collecting this and disposing of (WHG) in conjunction with the Water Frame time, but also energy. it separately – a good example of an en work Directive, rainwater to be fed into vironmentally friendly product choice to the waterways must be cleaned by law. The protect the waterways. Köhlbrand Bridge’s existing drainage system currently directs precipitation into The HPA is also endeavouring to A key future project: the Köhlbrand without it first being treated. reduce its consumption of resources a new Köhlbrand crossing Cleaning systems will be installed by the for road construction. Since 2013, Keeping the Köhlbrand Bridge operational end of 2019 as part of a project to intro- for example, it has been using a beyond the year 2030 will not be economical. duce rainwater treatment systems to the resource-conserving process for the Additionally, with a clearance height of Köhlbrand Bridge in order to significantly renewal of road surfaces which 53 metres, the bridge, which was inaugur reduce the pollutants which are channelled boasts a recycling proportion of 50 ated in 1974, is no longer suitable for into the waterways, thereby making an to 70 per cent. This has been used the forecast sizes of future container ships. important contribution to environmental on space of 87,000 square metres In 2017, the HPA therefore began first protection. every year since 2014. The shorter considerations for creating a new Köhl- transport routes needed for the brand crossing. Accelerated and resource-conserving asphalt have resulted in a 24-tonne road construction processes reduction in carbon emissions since The new Rethe bascule This consideration process is intentionally The majority of the roads within the port then, while the use of recycled bridge won the being kept very open, with a multi-stage can only be maintained at the weekends in materials has conserved stones and feasibility study fundamentally weighing order to avoid traffic hold-ups. Together bitumen as resources. 2018 German Steel up the arguments for and against either a with a road construction company, the HPA Construction Award, tunnel or a bridge solution. An initial in has developed a solution that allows cross- which is presented terim finding suggests that both solutions ings and stretches of road to be renewed by the association would be technically feasible. There is also within 48 hours. It involves asphalt being external analysis of the extent to which produced and used at lower temperatures bauforumstahl e. V. climate change over the next 100 years than usual. One way in which reduced-tem- needs to be taken into account in the project perature asphalt can be used is as foamed The concluded surveys are serving as the bitumen. This has mixing temperatures of basis for the development of concepts 130 to 140 degrees Celsius, which is 30 to Table of contents Infrastructure and traffic management | Land traffic | Page 70
Making road traffic safe and efficient
52.4 per cent of all containers and 41.4 per Due to the limited scope for expansion of scheduled roadworks with the aim of being cent of the total tonnage enter the port the traffic space within the port area, opti- able to better forecast the duration and then leave it again by road. Entries into the mum use has to be made of the traffic in- impact of traffic hold-ups and of boosting Port of Hamburg’s traffic network increased frastructure. Construction works, accidents the efficiency of the traffic network through- by approximately 10 per cent between 2016 and capacity bottlenecks at the critical out the city. This can reduce not only con- and 2018. There were similar increases in traffic nodes likewise result in lost time, as gestion, but also the associated emissions. 10% the number of entries of both trucks and does the scheduled closure of the lift and passenger vehicles. Vehicle distance trav- bascule bridges. Needs-based maintenance Information about the frequency, location increase in the elled, in other words the kilometres clocked and modification of the road network, a and types of accidents is relayed by the traffic load up by vehicles within the port network, reduction in the traffic load and acceleration Hamburg police and is then evaluated by likewise increased over this period. There of the flow of traffic are thus required. the HPA to serve as the basis for traffic was a rise of approximately 8.5 per cent in planning. The goal is to further reduce the truck network entries, while truck distance Innovative traffic management: accident rate. travelled rose by around 9 per cent. reducing congestion, preventing accidents Reducing the restrictions caused by acci- Top priority: availability and safety of the A factor which affects truck traffic volumes dents, closures, congestion and engineering road network in particular is construction sites both works is key to maintaining and improving The moving bridges within the Port of Ham- within and outside of the port area. Other the efficiency of the road network. As a burg are not fully available to road traffic reasons for an increase in traffic are new metric, average speed is an important indi- due to the way they intersect with shipping logistics companies setting up business in cator of the availability and efficiency of and rail traffic. Details of the full avail the port and changes in the flow of traffic the road network. A large number of sensors ability of the moving bridges relate to times within the port. In view of the ever greater throughout the port are used to record at which they are down and can therefore traffic volumes, the objective remains to traffic volumes and motor vehicle speeds. be used by road traffic and to their closure ensure the availability of the road infrastruc- for road traffic. ture, with minimal waiting times and con- Introduction of the Roadwork Administration gestion. At the same time, the HPA is en- and Decision System (ROADS) software by High bridge availability in 2017 meant that deavouring to increase traffic safety and the Hamburg State Office for Roads, Bridges the hours of congestion within Hamburg’s reduce the accident rate. and Water Bodies (LSBG) will improve com- main port network fell by approximately munication among the industry players in 35 per cent compared with the previous the area of road infrastructure. This is used year. The knock-on effect of this was a to centrally record and spatially visualise greater volume of traffic. Table of contents Infrastructure and traffic management | Land traffic | Page 71
Traffic congestion reduced Further lowering the accident rate Fig. 1: Bridge availability To reduce tailbacks, the 13 DIVA boards The accident rate is the ratio of distance installed around the port are used to notify travelled within the Port of Hamburg’s
road users of bridge closures, major road- road network to the number of accidents 100% works and congestion. Journey times will occurring there. This has been declining
likewise be displayed in the future. This al- since 2015. The number of accidents in 80% lows drivers to adjust their route choices 2017 remained essentially unchanged 82% 95% 99% when there are restrictions, thereby redu year-on-year at 782, in spite of greater 60% cing the time spent in congestion. Additional distance travelled. Approximately 94 per cent data will be needed and new detectors of the accidents in 2017 occurred on a 40% will need to be installed throughout the port work day. 90 per cent of the accidents are area in order to improve the evaluation accidents involving damage to property. 20% abilities. Finkenwerder Ring is an accident hotspot – 0% Kattwyk Bridge Rethe Bridge Köhlbrand Bridge Approx. The smartPORT project Green4TransPORT 182 accidents occurred there in 2017. was initiated to create a test environment Measures to reduce accident frequency were Fully available Partially closed Fully closed for V2X communication. This entails road- therefore developed for this stretch of side units being installed at two traffic road on the basis of extensive testing, such 35% signal systems and on-board units being as changes in the road markings, road sign installed in approximately 150 trucks to changes and lane reductions, and these drop in hours allow for communication between the ve- are now at the realisation stage. of congestion hicles and the infrastructure. The test site is near Kattwykdamm. Within the test year-on-year Tab. 1: Accident rate for the major road network in site, truck drivers will be sent information accidents per million motor vehicle kilometres about the next traffic light cycle via a smart- phone app, allowing them to adapt their 2015 2016 2017 2018 2025 vehicle speed accordingly. The system also Actual value 6.5 5.2 4.9 5.1 makes it possible for groups of trucks to be Target value 3.9 prioritised with extended green traffic light cycles. The project is therefore playing a part in making the flow of traffic steadier and concurrently reducing emissions. Table of contents Infrastructure and traffic management | Land traffic | Page 72
Parking space management to free up space. At the same time, the number of 79 per cent on work days and 71 per cent the roads trucks parking on roads is being reduced, on weekends. The nighttime figures are In the smartPORT project called Smart Area with the result that the traffic load, emis- significantly higher than those for during Parking initiated by the HPA, four truck sions and traffic safety risks are likewise the day. Capacity utilisation of the truck parks in the port were equipped with park- being lowered. It can be assumed that an parks increased considerably year-on-year ing space detection systems (see Figure 2) increase in the number of people using in 2017. The HPA assumes that particularly that monitor arrivals at and departures truck parks is also leading to an increase in the western part of the port additional from the truck parks. Since August 2016, in utilisation of the services offered at these parking space will be needed for trucks in this information has been made available parks – having a positive impact on street order for overnight capacity bottlenecks to to road users via the DIVA boards installed cleanliness and on the burden placed on be catered for. It is pursuing the goal of around the port. This makes it easier for street residents. creating more truck parks and of therefore drivers and managing clerks at the port to reducing the traffic searching for parking locate or be specifically directed to vacant The truck parks have mean capacity spaces. parking spaces, thus bringing down the utilisation of approximately 76 per cent. volume of traffic searching for a parking There is average capacity utilisation of
Fig. 2: Overview of the truck parks in the Port of Hamburg equipped with parking space detection © HPA cartography office 10/19 office cartography © HPA 04 Facts and figures Table of contents Facts and figures | Page 74
Fig. 1: Land use at the Port of Hamburg – by industry © HPA cartography office 10/19 office cartography © HPA Table of contents Facts and figures | Page 75
Fig. 1: Biotopes and mitigation sites © HPA cartography office 10/19 office cartography © HPA Table of contents Imprint | Page 76
Imprint
Contact details If you have any questions or suggestions relating to the topic of sustainability and the HPA, please do not hesitate to contact us. To do so, please use the following email address: [email protected]
Publisher and holder of map copyrights Hamburg Port Authority AöR Neuer Wandrahm 4 20457 Hamburg Germany
Tel.: +49 (0)40 42847-0
www.hamburg-port-authority.de
Picture credits Publication date United Nations: pp. 12, 13, 15, 20, 23, 29, 31, 34, © HPA, November 2019. Editorial deadline: 30 June 2019. 35, 37, 41, 47, 53, 55, 57, 59, 62, 65, 70 This sustainability report is published in German and HPA cartography office: pp. 15, 18, 33, 42, 44, 72 English . In cases of doubt, the German version is binding.
Sustainability Manager Disclaimer Dorita Hermes, Hamburg Port Authority AöR Maps may only be reproduced with the written approval of the publisher. Reproduction includes, for example, reprinting, Concept, editing and realisation photocopying, microfilming, digitalisation, scanning and Scholz & Friends Reputation, Berlin storage on data storage devices.