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Maritime Supply Chain Sustainability: South-East Finland Case Study

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Maritime Supply Chain Sustainability: South-East Finland Case Study Lähdeaho et al. Journal of Shipping and Trade (2020) 5:16 Journal of Shipping https://doi.org/10.1186/s41072-020-00073-z and Trade ORIGINAL ARTICLE Open Access Maritime supply chain sustainability: South- East Finland case study Oskari Lähdeaho1*, Olli-Pekka Hilmola1,2 and Riitta Kajatkari3 * Correspondence: oskari.lahdeaho@ lut.fi Abstract The article processing charge for this manuscript is supported by Emphasis on sustainability practices is growing globally in the shipping industry due China Merchants Energy Shipping. to regulations on emissions from transportation as well as increasing customer 1Kouvola Unit, LUT University, demand for sustainability. This research aims to shed light on the environmental Prikaatintie 9, FIN-45100 Kouvola, Finland sustainability of companies involved in maritime logistics at the major Finnish Full list of author information is seaport, HaminaKotka. This seaport is a part of International Maritime Organization’s available at the end of the article (IMO) Baltic and North Sea emission control area, with special emission-reducing measures contributing directly to United Nations’ Sustainable Development Goals (SDGs) by mitigating negative impacts of industrial activity on environment and climate change. Two semi-structured interviews with companies at HaminaKotka were carried out to construct a case study examining the sustainability challenges at hand. In addition, experience of one of the authors in a managerial position at the studied seaport complex, as well as the sustainability communications of the companies situated in the area were used to support the findings. The companies improve environmental sustainability by using multimodal transport chains, alternative fuels in the transports, and environmental sustainability demands towards their partners. However, the most important measures, according to these companies, are transport mode selection and cargo load optimization. Moreover, companies have identified bottlenecks of cargo flow at the hinterland due to road infrastructure constraints. As regulations and customers are requiring environmental sustainability, companies are forced to renew their operations, strategy and business models. Especially, the emission-reducing regulations drive companies to implement means to control the produced emissions. Keywords: Sustainability, Supply chain, Shipping, Hinterland, Finland Introduction In Europe, direct goals to reduce greenhouse gas (GHG) emissions from transports (which amount to approximately quarter of all produced carbon dioxide emissions, Solaymani 2019) have been introduced. More precisely, carbon dioxide emission levels should be 60% lower by 2050 in comparison to the levels of 1990 (European Commis- sion 2016). Moreover, harmful air pollutant emissions reduction goals from European transports beyond 2020 (compared to levels of 2005) include sulphur by 59%, nitrogen oxides by 42%, ammonia by 6%, volatile organic compounds by 28% and atmospheric particulate matter with diameter less than 2.5 μm by 22%. Additionally, sulphur and © The Author(s). 2020 Open Access This article is licensed under a Creative Commons Attribution 4.0 International License, which permits use, sharing, adaptation, distribution and reproduction in any medium or format, as long as you give appropriate credit to the original author(s) and the source, provide a link to the Creative Commons licence, and indicate if changes were made. The images or other third party material in this article are included in the article's Creative Commons licence, unless indicated otherwise in a credit line to the material. If material is not included in the article's Creative Commons licence and your intended use is not permitted by statutory regulation or exceeds the permitted use, you will need to obtain permission directly from the copyright holder. To view a copy of this licence, visit http://creativecommons.org/licenses/by/4.0/. Lähdeaho et al. Journal of Shipping and Trade (2020) 5:16 Page 2 of 15 nitrogen emissions have been targeted for reduction specifically in maritime transports globally. The acceptable level for sulphur content in used fuels, particularly in Baltic Sea region, has been 0.1% since 2015 (Hilmola 2019) and globally that is 0.5%, as of January 2020 (International Maritime Organization [IMO] 2019). The new regulation regarding nitrogen oxide emissions in the Baltic Sea region (80% reduction compared to 2016), coming into effect in January 2021 (International Maritime Organization [IMO] 2019), basically requires the new ships used in the said area to use either Liquefied Natural Gas (LNG) as fuel or have catalytic emission cleaners to comply with the stricter nitrogen emission regulation (Ministry of Transport and Communications 2016). United Nations’ (UN) Sustainable Development Goals (SDGs), or the 2030 Agenda for Sustainable Development, is a programme devoted for global collaboration to en- hance prosperity and sustainability of the planet earth and its habitants, adopted by the UN member states in 2015 (United Nations 2019). Although the SDGs primarily target state level decision makers, the responsibility over specific tasks and objectives leading to realization of these goals falls on the shoulders of smaller actors, in the context of this research to seaport and logistics operators. It is the role of decision makers to set general directions for the organizations (e.g., the mentioned air pollutant, greenhouse gas and maritime emissions), whereas organizations must produce value (be it monet- ary, or other desired outcome) within the set guidelines. Moreover, seaport complexes are often owned by a local government, industrial corporations or some kind of consor- tium, therefore striving to serve a public interest. It is important to directly and indirectly promote the noble end goal of all SDGs to avoid negative effects of “cherry picking”, where the immediate benefits (e.g., image) are prioritized and the purpose of the SDGs is forgotten (Wang et al. 2020). However, organizations can actively only focus on the most relevant ones, i.e., those to which they can directly contribute within the realm of their capabilities, depending on their industry, surroundings and specialization (Kronfeld-Goharani 2018). Thus, the most relevant SDGs for HaminaKotka seaport complex (located in Finland) and the compan- ies operating in the area are presented in Table 1 (synthesized from the studied com- panies’ sustainability communication as well as research by Kronfeld-Goharani (2018) and Wang et al. (2020)). Both mentioned researches also study sustainability communi- cations of companies operating in maritime industry. In their study, Wang et al. (2020) show that maritime companies focus mainly on SDGs #8, #9 and #11 in their commu- nications, but also others (e.g., #12, #13, #14, #16 and #17) are regarded albeit to a much lesser degree. On the other hand, the study by Kronfeld-Goharani (2018) indi- cates that ocean industry focuses on SDGs #1, #3, #4, #7, #8, #9, #12, #13, #14 and #16. The difference of those results can be explained by the varying scope of the studies, lat- ter one being wider. Ultimately, the most relevant SDGs for this research must be de- cided depending on the specifics of the studied seaport complex, associated companies and the surrounding region. Therefore, the sustainability reports of the studied com- panies hold most importance in the selection of the SDGs relevant for this study. It should be noted, that while companies’ sustainability communications sometimes could misalign with their actual operations, they can be used to investigate the strategic tra- jectory and ambitions of those companies. While it is important to develop comprehensive guidelines of sustainable develop- ment for people and organizations to use as a reference, it is next to impossible to truly Lähdeaho et al. Journal of Shipping and Trade (2020) 5:16 Page 3 of 15 Table 1 Most relevant SDGs for HaminaKotka seaport in terms of mitigating negative environmental impact Sustainable Explanation of the goal Contribution to the goal Development Goal 8. Decent work Promote sustained, inclusive and Durable and efficient supply chains act as a and economic sustainable economic growth, full and backbone of an economy. The seaport growth productive employment and decent work complex and the partner companies employ for all considerable share of people in the region. 9. Industry, Build resilient infrastructure, promote Infrastructure is developed to be as efficient innovation and inclusive and sustainable industrialization as possible and viable innovations are infrastructure and foster innovation. utilized to support this goal. 12. Responsible Ensure sustainable consumption and Transportation is a focal part of any consumption and production patterns. product’s life cycle, and thus this part should production be sustainable. 13. Climate action Take urgent action to combat climate Lower GHG emissions from transportation change and its impacts. mitigate the negative impact on climate change. 14. Life below Conserve and sustainably use the oceans, Lower emissions from maritime transports water seas and marine resources for sustainable mitigate the negative impact on life below development. water. 15. Life on land Protect, restore and promote sustainable Lower emissions from hinterland transports use of terrestrial ecosystems, sustainably mitigate the negative impact on life on land. manage forests, combat desertification, and halt and reverse land degradation and halt biodiversity
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