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23 April 2019 The on-line newspaper devoted to the world of transports 16:13 GMT+2



May 2, 2016

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Original news
a study evidences the best environmental sustainability of the transit of the imports EU from Far East through the nordeuropei ports

is commissioned by the Harbour Authority of Rotterdam and the Deltalinqs

a study on the environmental sustainability of the transport of the goods containerized between the Far East and the Europe commissioned to the society of Dutch advising Panteia from the Harbour Authority of Rotterdam and the Deltalinqs, the association of the harbour and industrial operators of Rotterdam, evidences as in this within the ports have a role inside key of the logistic chain. The search is realized with a series of interviews to the main actors in the market and with an activity of modellazione in order to analyze the environmental impact of the transport.

the study examines the levels of emissions of the container vessels employed on the route between the Far East and Europe, quotas that differ remarkablly according to the dimensions and of the age of the ship. The relationship explains that the employment of larger ships and with more modern motors has allowed than to reduce the level of the emissions of CO ₂. In particular, it is found that the more efficient ships can reach levels of next emissions of CO ₂ to 30 kilograms for container teu to the day, while with less efficient portacontenitori advanced levels to the 120 kg are found also for teu to the day. This, for a travel of 30 days, is translate evidently in quantitative a lot different of emissions for transported container.

the study of Panteia includes also a graphical analysis on the emissions of kilograms of carbon dioxide for container teu transported to the day from the ships rapportate to the European ports in which these ships they call, from which evince that the main nordeuropei ports are scaled medium by ships that anticipate smaller emissions of CO ₂ regarding those, evidently of smaller dimensions and with less efficient motors, that the ports of the South Europe climb, with the exception of the Spanish port of transhipment of Algeciras that is touched by ships that medium produce to an amount of emissions of CO ₂ pairs to approximately 50 kg for teu to the day.

the Harbour Authority of Rotterdam has picked the bale to the leap in order to emphasize that "the container can be transported in southern Germany, the Czech Republic or Poland in more economic let alone more sustainable way through the ports of the Europe North rather than through the ports of southern Europe. This - it has observed the harbour authority - although the fact that the container vessels employed on the routes between Asia and Europe use always the passage through Suez Canal with a consequent route of short navigation for the ports of the South like Koper, Constanta and Genoa".

"the ports of the Europe North - the managing director of the Port of Rotterdam has brightened itself Authority, Allard Castelein - operate well because here many of the great container vessels climb and great part of the transport via earth is realized for fluvial and railway way. This - it has observed - produces an environmental impact relatively contained even if the route is longer".

the Harbour Authority of Rotterdam has evidenced moreover as the study concludes that the institution of a zone of control of the sulfur emissions (SECA) in the Mediterranean "will be translate in a reduction of the sulfur dioxide emission, but practically it will not bring some variation to the market share of the several ports". The Dutch authority has found moreover that if "currently the norms on the emissions of the marine transport are severeer in the Sea of the North and the Baltic Sea regarding the Mediterranean, the investigators consider that the ports of the South from there do not draw some competitive advantage".

the study of Panteia clarifies that the environmental sustainability of the transport must be estimated analyzing the entire chain of transport and that the choice of the escape or take-off point of containerized cargos from Europe is often decided by the companies of navigation on the base of agreements and relations with the managers of the container terminal and is not necessarily is based on the attempt to reduce lessened the total distances of transport. This undoubtedly has an impact on the environmental sustainability of the entire chain of transport since - specific the analysis - a container teu imported from the Far East in modern central Europe on a large one portacontainer generates 800-1,000 kg of emissions of CO ₂ on the single marine draft, approximately 25 kg in the port of disembarkation and until 700 kg in the terrestrial draft. The study states that if it is possible to obtain a reduction of the emissions on the marine draft, it is easier to obtain of a decrease disembarking the container in a next port to the point of final destination to which is connected with marine services short sea or for fluvial or railway way.

To such purpose the study explains that in order to reach from China central Europe (Monk) a container covers approximately 15.000-18.000 kilometers via sea and until 900 kilometers via earth, with a relationship of approximately 20 to 1. However, because of the efficiency of the modern ships, the relationship of the external costs between the marine transport and the terrestrial transport turns out of approximately 70:30.







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