A relationship between port profiles and policies regarding the circular economy

A policy study of a selection of ports in Hamburg - Le Havre range

July 17, 2016

Susan Vermeulen

381177

Erasmus School of Economics – Erasmus University Rotterdam

AbstractThis study shows that policy regarding the circular economy can be related to the port profile.

The circular economy is a concept for a new kind of industrial economy, where products

have a closed loop. The three R’s –reuse, reduce, recycle – are often used for an

implementation of the circular economy. The environmental and policy plans for the future

years have been investigated if ports have policy relating these concepts. Afterwards, this

has been presented in a table and a comparison between ports could be made. It has shown

that not all the policy decisions can be related to the port profile, however the most important

one can be related. Furthermore, the study has shown that small ports with a high share in

dry bulk must implement more new solutions than containerised ports.

ContentsPage

I. Introduction 2

II. Theoretical framework 4

i. Linear economy 4

ii. Circular economy 4

iii. Shift from linear economy to the circular economy 5

iv. Types of closed loops 5

v. The circular economy in the port 5

vi. Port competition 6

vii. Port profile 7

III. Data and methodology 8

i. Selected ports 8

ii. Port profile 9

iii. Method of research 10

iv. Overview of the documents 10

IV. Results 12

i. Policies of the Port Authority 12

ii. The differences between the policies 15

iii. Port profile 17

iv. The relationship between the port profile and policy 20

V. Conclusion 24

i. Limitations and recommendations 26

VI. Bibliography 27

VII. Appendix A: policy overview 36

VIII. Appendix B: differences between the policies 42

IX. Appendix C: port profile - graphical overview of types of throughput 47

X. Appendix D: port profile – main activities and characteristics 50

XI. Appendix E: Overview of documents used for the port profile 53

1

IntroductionIn December 2015 an historical climate conference was held in Paris. At this congress

countries from all over the world agreed to reduce level of the rise of greenhouse-gas

emissions to two degree Celsius. The aviation and maritime sector were excluded from this

agreement (United Nations, 2015). The maritime sector accounts for three percent the global

warming and aviation accounts for approximately five percent. Over the last decades their

emissions have risen twice as fast as the global emissions. If this stays unregulated, they

could make up 39 percent of the global emissions in 2050 (World Maritime News, 2015).

Therefore it is of importance that governments and port authorities take action. Port

Authorities have clustered together to start the world ports climate initiative (WPCI). This

initiative is being used to reduce greenhouse-gas emissions and improve air quality. Many

European and American ports have joined the WPCI. Unfortunately, most ports located in

Asia, especially China, have not joined yet (WPCI, sd).

In Europe, there has been paid attention to pollution for a longer period of time. In 1983 the

Bonn Agreement was signed. This is an accord between North European countries about

dealing with pollution in the North-Sea regarding oil and other harmful substances (Bonn

Agreement, 2001). Therefore ports in Hamburg-Le Havre range have begun implementing

environmental regulations over a long period of time. Port authorities often use data of CO2

emissions, NOx emissions, PM10 and SO2 to monitor their emission output. The Port of

Antwerp has a sustainability report, where the decreases of these emissions are observed.

These reductions can be achieved by restrictions of the Port Authority, but also by efforts of

companies. For example the reduction of sulphur is mainly thanks to refineries and the

introduction of low sulphur fuel for vessels (Port of Antwerp, 2015b). Thence the

measurement of the effectiveness of environmental regulations is hard, because the external

effects cannot be excluded.

Furthermore an important trend that is observed in the Hamburg-Le Havre range is the

circular economy. The circular economy is a vision which states that the economy must be

seen as closed-loop. This is not a coincidence, as McKinsey has calculated that fulfilment of

the circular economy would realise an extra 500 billion euros for the economy (Port of

Rotterdam, 2014a). Therefore Port Authorities are currently stimulating the use of the circular

economy, which might lead to a future cashflow.

In June 2015 the port of Amsterdam has published a report on achieving sustainable

competitive advantages. This report does not only mention the circular economy, but also the

bio-based economy (Kuipers, et al., 2015). The difference between the bio-based economy

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and the circular economy is that the bio-based economy focuses on raw materials from the

nature and does not want to use fossil fuels, whilst the circular economy has a focus on a

closed-loop (Port of Amsterdam, sd). According to this report the rise of the circular economy

has different rationales. These reasons consist of the need of less dependence on fossil

fuels, a social demand of more understanding of the origin of products and reusing materials

and an increasing scarcity. However, the adaption of the circular economy must be within a

rational business model to establish attractiveness. Therefore the closed-loops must be

profitable. The metal sector already has a well-established closed-loop, otherwise there

would be a shortage of serval kinds of metal (Kuipers, et al., 2015).

A seaport can be used as two main functions. It can be used as a transport hub, but also as

a manufacturing location. A manufacturing location will become attractive due to clustering

activities (Kuipers, et al., 2015). The policy of the Port Authority regarding the circular

economy must be aligned with the function of the port. Furthermore each port in Hamburg-Le

Havre range has different profile, so each port should develop own policy that encourages

the implementation of the circular economy (Geng, Zhu, Doberstein, & Fuijta, 2009).

Therefore following research question will be answered in this thesis:

What are the differences between policies of the port authorities with respect to the

circular economy in a selection of ports in Hamburg-Le Havre range and can this

difference be attributed to the profile of the port?

To answer this question, a better knowledge is required of the circular economy and port

profiles. There will be explained what the difference is between linear economy and the

circular economy. The reason of the shift from the linear economy towards the circular

economy will be explained as well. Furthermore the difference between the two types of

closed loops will be made clear. There will also be attention towards the adaption of the

circular economy in the port. This will all be further explained in the theoretical framework.

Thereafter, the research method will be clearly justified in the methodology. There will be a

policy study on the basis of policy documents that are publicly available on the websites of

the ports. Furthermore three sub-questions are formed and will be answered in the results

with the information written in the reports of the port.

1. What are the policies of Port Authority in a selection of ports in Hamburg-Le Havre range?

2. What are the differences between these policies?

3. What are the profiles of these ports?

This will structure the answer of research question in the results. Consequently, a conclusion

can be formed. At last limitations of this study will be named and recommendations for

further research are made.

3

Theoretical frameworkYou can divide the industrial economy in two kinds: the linear economy and the circular

economy (Greyson, 2006). Since the industrial revolution, the linear model is the most used

type. Recently, companies have recognized that this linear model is also accompanied by

risks (MacArthur, 2014). In 1966 economist Kenneth Boudling described the circular

economy. A model with long-term economic growth, sustainability and zero waste (Greyson,

2006).

First the linear model and the circular model will be explained in detail. Furthermore we will

look at the shift from the linear economy to the circular economy. Additionally there will be

made a difference in types of closed loops. Afterwards there will be a focus on the

implementation of the circular economy in ports. Subsequently competition between ports will

be discussed and lastly the different types of port profiles will be explained in further dept.

Linear economyIn the linear economy companies will extract materials, which will be used to make a product.

The product will be sold to a customer, who will dispose the product when it does not longer

serves its purpose (MacArthur, 2014). The customer is able to choose whether the product

will be recycled, reused or dumped (Stahel, 2016). Boulding notices that the linear economy

has negative external effects, such as pollution and exploitative behaviour. According to

Boulding the linear model results in immediate problems, but also has an incorrect long term

vision (Greyson, 2006).

Circular economyBoulding described a new type of industrial economy, which solves the problems that are

faced in the linear economy (Greyson, 2006). A product does not have an end-of-life

concept within the circular economy. It will be used again, hence it can be seen as a closed

loop. The circular economy is based on a few simple principles. Firstly, waste does not exist

and products must be designed for reuse or recycling. Secondly, there will be a strict

difference between consumable and durable products. Currently, consumable products are

often made of biological ingredients, which can be safely returned into the atmosphere, while

durable products are made of complicated technical components, such as plastics or metals,

which are not designed for reuse. The third principle is energy which is required for the

process should be renewable by nature (MacArthur, 2014).

These principles can be used for value creation, so that there is an increase in material

productivity. This can be divided into four arbitrage opportunities. The first arbitrage

opportunity is the power of the inner circle which refers to minimising materials, so the

product does not have to be adapted too much for reusing or remanufacturing. Secondly,

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there is the power of circling longer which means maximizing the number of cycles and the

time of each cycle. Another arbitrage opportunity is the power of the cascaded use, which

refers to reusing across the value chain. Lastly, there is the power of pure inputs, which

means uncontaminated material streams increase assemblage and redistribution efficiency

while maintaining high quality standards (MacArthur, 2014). Often are the three R-principles

– reduce, reuse and recycle - named as possible approaches to reach a circular economy.

Many scholars tried to find a perfect system to shift to a circular economy, but found out that

it must be a tailored process (Yuan, Bi, & Morguichi, 2006).

Shift from the linear economy to the circular economyAn essential motive for adapting the circular economy is the scarcity of the raw materials

(Kuipers, et al., 2015). The scarcity leads to an increase in the prices which can already be

observed. The prices of commodities have risen with 150 percent from 2002 until 2010

(MacArthur, 2014). Furthermore the use of a circular economy becomes interesting for

companies, because it is uncorrelated with market fluctuations and geopolitical tensions.

Additionally governments are stimulating the use of the circular economy (Kuipers, et al.,

2015). The shift in consumers’ preferences away from ownership, also encourages

companies to use this model. Consumers are willing to share or use products instead of

owning the products (MacArthur, 2014). Moreover, consumers are willing to recycle more

than researches originally thought (Kuipers, et al., 2015). For companies, the circular

economy seems to cover more risks than the linear economy.

Types of closed loops A distinction between two types of closed loops can be made in the circular economy. There

is a global closed loop and a regional closed loop. The global closed loop is that the end-of-

use products are collected and returned to the country, where the product was

manufactured. These end-of-use products can be used in the production for a similar kind of

product. This product can be sold again in the global market. The regional closed loop is that

the products mostly stay in the countries where they are produced. The end-of-use products

will be collected and remanufactured in the same region and sold again in the same region

(MacArthur, 2014).

The circular economy in the portWhenever products are part of a global closed loop, waste and residual products can be

traded all over the world. If waste and residual products are traded oversees, ports are often

used as a node to change transport mode. Ports are used to perform value added activities

for all kinds of products, this can be implemented for waste and residual products as well.

Often waste and residual products have a relatively high added value, whilst other products

might have a lower added value. It can be even more profitable to execute these activities in

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a port area due to clustering activities. Therefore a port would be a good location for value

added activities (Kuipers, et al., 2015). An important factor to eventually reach the point of a

complete circular economy is innovative solutions for new product design. Therefore a lot of

research and development must be done. A port authority could stimulate promising start-

ups to trigger innovation. On the long term, the global closed loops could be more regional

and then ports should search for new solutions for continuation (Kuipers, et al., 2015).

Port competitionPort competition is often defined as rivalry between ports, but not every port competes with

each port. Competition between ports occurs at three different geographical levels. Firstly,

there is competition between port-ranges. For example, Hamburg-Le Havre range competes

with the Mediterranean range. This type of competition often is rather small. Secondly, there

is competition within port-ranges, thus ports within Hamburg-Le Havre range are rivalries.

Furthermore there is competition between operators within the same port (De Langen &

Nijdam, Port Economics, Policy and Management, 2012). In this thesis the definition of

competition within port-ranges will be used when referred to port competition.

There are several factors that influence the competitiveness of ports. The most important

factor is location, the origin of the product or the destination in the hinterland influences the

choice for port. Secondly, the characteristics of the goods that are being shipped have

influence on this decision. Some goods require special facilities when they are handled and

not every port offers these facilities. Therefore are good characteristics an important factor

when choosing a port (De Langen, Port competition and selection in contestable hinterlands;

the case of Austria, 2007). Furthermore the port tradition and organisation, the port

productivity, accessibility and the costs of the port can influence the competitiveness of the

port (Fleming & Baird, 1999).

State aid is an interesting factor influencing the competition in Hamburg-Le Havre range. In

Europe some ports are subsidized by their local and national authorities. Ports in some

countries have a commercial direction, however other countries use ports as a

macroeconomic instrument for creating employment opportunities. Therefore a difference

can be observed in the amount of employees of each port. This might influence the policy of

the port, but it is not very likely that it will influence the policy regarding the circular economy

(Trujillo & Tovar, 2007).

6

Port profileA port profile is necessary to compare ports, because some differences can be attributed to

the commodities that are handled (Merk & Notteboom, 2013). A port profile can be made in

various ways. There is not a standard definition of a port profile. Often the port profiles are in

various reports quite alike, however some are more extensive than other. Commonly used

are the percentages of the total throughput. In the report of Merk and Notteboom

percentages of dry bulk, liquid bulk, container, RoRo and other are shown in a graph, so the

degree of diversity and their most traded good can be observed (Merk & Notteboom, 2013).

The port profile of ESPO shows a similar scheme of throughput, but decides to use general

cargo and passengers and not the comprehensive term “other” (ESPO, 2014). However the

ESPO even went further a looked at the ownership of the port, geographic location and the

scale of the port (ESPO, 2014) (Darba, Pittam, Royston, Darba, & Journee, 2009).

The port profile of the ESPO includes a lot of aspects and gives a summary of the main

activities in the port which are contributing to the local pollution. Whilst only the total

throughput does not state anything for the local pollution, because a port can only be a

transport hub or also a manufacturing location. For example, there is a Volvo Car

manufactory located in Port of Ghent, whilst RoRo is only 4% of their total traffic (Port of

Ghent, 2015a). If there was not a car manufactory, their RoRo could also be 4%, however it

is impossible to interpret this number without context. Therefore there is chosen to use an

extensive port profile.

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Data and methodologyIn this thesis qualitative research will be executed. Therefore a few details need to be

established. Firstly, the specific ports in Hamburg-Le Havre range need to be identified and

the reasoning underlying this choice. Furthermore the factors that are taken into account in a

port profile must be listed. Additionally, the method of this research will be specified. At last,

an overview of the policy documents that will be used in the comparison will be made.

Selected portsFive ports within Hamburg-Le Havre range are selected for the comparison. These are stated

below.

1) Port of Rotterdam

2) Port of Antwerp

3) Port of Hamburg

4) Port of Ghent

5) Port of Amsterdam

The Port of Rotterdam, the Port of Antwerp and the Port of Hamburg are chosen, because

they are part of the top three largest ports in Europe with regard to the total cargo volume

handled (AAPA, 2014) (Eurostat, 2014). Therefore, it only seemed logical to include them in

this comparison. These three ports differ quit a lot from each other. The Port of Rotterdam is

known as an energy port and has a large share of the crude oil imports (Port of Rotterdam,

2015a). Whilst the port of Hamburg has a reputation of a dry bulk port, with a focus on ores,

scrap and coal, but also has a lot of containers (Port of Hamburg, 2015a). At the same time

the Port of Antwerp has a whole other focus. It is the world’s largest coffee port and has the

largest discharge of bananas in the world (Port of Antwerp, 2014a) (Port of Antwerp, 2013).

These differences might influence their incentive to adapt their policy with regard to

sustainability and the circular economy.

Next to the top three largest ports in Europe, there is chosen for the Port of Amsterdam and

Port of Ghent. Port of Ghent is an interesting port to compare, because it claims to be the

largest bio port in Europe. It has a focus on transforming waste into raw materials and has a

lot of scrap and recycling centres. Furthermore it has a large assembly factory for cars and

trucks of Volvo Car (Port of Ghent, 2015b). The Port of Amsterdam has the highest

throughput in tonnages of gasoline in the world and the second highest throughput of coal in

Europe. It also has the highest throughput of cacao in Europe (Port of Amsterdam, 2014c).

Since the trend of renewable energy, gasoline and coal will become less interesting

8

commodities. It will be interesting to investigate if this has any effect on their policy regarding

the circular economy.

Port profileIn the theoretical framework, the decision has been made to use an extensive port profile,

which is similar to the port profile of the ESPO. Unfortunately, the port profiles of the ESPO

are not publicly available with the exception of the Port of Gothenburg, because they hosted

the ESPO congress in 2014 (ESPO, 2014). Therefore a similar port profile will be generated

from publicly available data, however an exact replica is not possible, thus a selection of the

aspects of port profile of ESPO will be made.

The port profile of Gothenburg starts with a graphical overview of the cargo volume in

tonnages. This covers 2009 until 2013 and has the following types of throughput in the chart:

total throughput, liquid bulk, general cargo, general cargo RoRo and solid bulk (ESPO,

2014). Our port profile will cover the years from 2010 until 2015. When looking at the fact and

statistics of several selected ports, the following types of throughput would be more logical in

our chart: containers, liquid bulk, dry bulk, RoRo, other general cargo (Port of Amsterdam,

2014c) (Port of Rotterdam, 2015c) (Port of Antwerp, 2015a). These types of throughput will

be put in a graphical chart as an overview.

Secondly, the main activities are named. They are divided into ten categories: general

manufacturing, chemical industry, ship building and repair, aggregates, marinas leisure,

petroleum product processing, storage and packaging, refrigerated cargo and fish market

and processing (ESPO, 2014). There also be looked into the scrap and recycling activities. It

would be harder to this information obtain from data, because the ESPO does obtain this

data from Ecoports, which is also not publicly accessible. However, main activities can

influence the policy a lot. On the websites of each port can be information found regarding

their main activities (Port of Amsterdam, 2014c).

Furthermore the geographical characteristics are specified. They are split into six categories:

estuary, river, marine inlet, protected coast, embayment and engineered coastline (ESPO,

2014). This division will be the same and the information of coastline type can be found on

the websites of each port (Port of Rotterdam, 2016b)

Another important aspect that the ESPO has written down in their port profile is the

ownership of the port. This is divided into eight options: state, region, province, municipality,

private industrial company, private logistics company, private equity fund or private financial

suitor and other (ESPO, 2014). This might have influence on their incentive to focus on the

environment and the public investments in the port. This information can again be found on

9

the website, however sometimes there must be searched thoroughly (Port of Hamburg,

2011).

Furthermore the ESPO has made a perfect overview the ownership and of the operating

functions in the port (ESPO, 2014). Unfortunately, this information is not presented very clear

on the websites of the port authority. Therefore there will be a smaller overview, which

consist of the ownership of the land and the main functions of the port authority (Port of

Hamburg, 2011). The ESPO also gives information of the direct employment, this data is

relatively easy to obtain (ESPO, 2014) (Port of Amsterdam, 2014c). Therefore this will also

be included in our port profile.

Lastly, the modal split of containers is given. This is divided into three categories: rail, road

and barge (ESPO, 2014). Road transport could influence congestion around the port and is

less environmental friendly than other intermodal transport (Kreutzenberger, Macharis,

Vereecken, & Woxenius, 2003). It would make the overview of the port complete, and

therefore the modal split will be given as well.

Method of researchFirstly an overview of the circular policies will be made. This will be extracted from the policy

documents in the overview, which is given below. The policies of different ports with the

same purpose will be matched and put in a table on the same row, so that there will be a

clear overview what the exact policies of the port authorities are. Often policies are focused

on the three R’s: reduce, reuse and recycle. Therefore there will be looked to policies with

regard to these three expressions. Additionally there will be a focus on the approach of waste

management of the port authorities. After the policies are put into an organized table

(Appendix A), the differences between the policies are outlined. These difference will be put

in a table again to ensure a straightforward image (Appendix B).

Furthermore the port profiles need to be compiled. Firstly the graphical overview of the total

throughput will be given (Appendix C) and the port profiles will be put in a table as well

(Appendix D). The information of these port profiles will be mainly extracted from the website

of the port authority, these documents are also stated in a table (Appendix E).

Overview of the documentsFirstly, an overview of the documents that will be used in the comparison of the policies of

the different ports will be presented on the next page. Unfortunately, not all port authorities

have a similar amount of policy documents available. For example, the port of Ghent did not

have their updated report of 2015 uploaded on their website. In the PERS environmental

report of 2013, they state that they will make a new report in 2015. Therefore, the table does

not include the most recent policy of the Port of Ghent, because it is not publically available.

10

Port Policy Document

Port of Rotterdam Port Vision 2030

Port of Rotterdam Uitvoeringsagenda 2015 Port Vision 2030

Port of Rotterdam Uitvoeringsagenda 2014 Port Vision 2030

Port of Rotterdam Havenafvalplan 2015

Port of Rotterdam Scheepvaart binnenvaart Faciliteiten

Port of Antwerp Jaarverslag 2011 (Masterplan Spoor)

Port of Antwerp Actieplan fijn stof en NO2 in de Antwerpse haven en de stad Antwerpen 2014-2018

Port of Antwerp Duuzaamheidsverslag 2015

Port of Antwerp Walstroom

Port of Hamburg Sustainability report 2011/2012

Port of Hamburg Sustainability report 2014

Port of Hamburg Brochure Smartport

Port of Hamburg Smartport Energy

Port of Ghent PERS: Environmental report 2013

Port of Amsterdam Port Vision 2030

Port of Amsterdam Walstroom

Port of Amsterdam Walstroom Riviercruise

Port of Amsterdam Havenbedrijf Amsterdam ontvangt internationale duurzaamheidsprijs

Port of Amsterdam Environmental Ship Index

Port of Amsterdam Nuon Hemweg power plant: On with energy

Port of Amsterdam Havenafvalplan

Furthermore the port profiles must be created. The documents that are used to create the

port profiles are listed (Appendix E). Most ports had enough data available for the graphical

overview of the total throughput (Appendix C), except for the port of Hamburg with regards to

the containers. The port of Hamburg expresses the containers only in TEU and not in metric

tonnes. Luckily the reports of the port of Rotterdam includes data of all the ports within

Hamburg-Le Havre range, therefore the data of the port of Hamburg was taken from these

reports. Unfortunately the report of 2010 was not available anymore, however other data

was found on a website. This data seemed quite evidential, because it fitted the graph and

corresponded with the data on the website of the port of Hamburg of the other commodities.

11

Another difficulty is the data of the modal split, because the ports all have different

interpretation and not every port has recent data available. Therefore the year and

sometimes the type of traffic will be given in the table of the port profile, so these numbers

must be interpreted as an indication of the modal split.

ResultsIn this section the results of the study of the policy documents will be shown. The results will

be divided in three questions. If we combine these answers, an explanation of research

question can be composed.

1. What are the policies of the Port Authority in a selection of ports in Hamburg-Le Havre range?

2. What are the differences between these policies?

3. What are the profiles of these ports?

Policies of the Port AuthorityEvery port authority has its own policy to implement the circular economy in the port. There

are quite a few differences, but first the policy related to circular economy of every port

authority will be specified.

Port of RotterdamThe port of Rotterdam has created PortVision 2030, a policy document which states their

goals that the port has to reach in 2030. One of these goals is being the number one port in

the new energy commodity CO2. The port authority will reserve space for carbon capture and

storage facilities, furthermore new pipelines will be constructed (Port of Rotterdam, 2011b).

ROAD is an initiative of Uniper Benelux and ENGIE Energie Nederland. Their goal is to

capture around 1.1 million CO2 on a yearly basis of an energy plant on the Maasvlakte two.

This project has already started and their aim is to learn more about carbon capture process

(ROAD2020, ROAD).

For reduction of the CO2 emissions the port authority has constructed a pipeline between the

Port of Rotterdam and Westland, where the greenhouses are located. Unfortunately this

pipeline is not used to its full capacity, because EU-regulation is not stimulating owners of the

greenhouses to use this CO2. Besides the CO2, a goal has been set that residual heat will be

transported to the greenhouse area and surrounding urban areas. Additionally the port

authority is constructing pipelines within the port area to connect businesses for an efficient

exchange of residual products (Port of Rotterdam, 2011b). The port has set up a company in

cooperation with VOPAK called Multicore, where companies are able to rent parts of this

pipeline to transport their chemical products (Port of Rotterdam, 2015e).

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There will be a further reduction of CO2 by shift in modal split. There is a goal of operating

with electric trains, the cleanest trucks and inland vessels that use alternative fuels in 2030.

Additionally data exchange for nautical vessels, PortBase, will be utilized for an efficient

planning, which should lead to the reduction of CO2. PortBase is a cooperation with the Port

of Amsterdam (Port of Rotterdam, 2011b). Furthermore the port of Rotterdam has a

generator ban for inland vessels, which obligates them to use shore power. This should also

lead to a cut in CO2 (Port of Rotterdam, Scheepvaart binnenvaart faciliteiten). The port

authority is also stimulating recycling by reserving spots for innovative ideas and develop

business cases to create awareness (Port of Rotterdam, 2011b) (Port of Rotterdam, 2014a).

Additionally the port of Rotterdam has a few financial incentives to reward environmental

friendly vessels. There is a differentation between the port dues based on the Environmental

Ship Index, a deduction on the waste collection fee when vessels are using alternative fuels

and no fee for plastic collection due to Dutch regulation (Port of Rotterdam, 2014c).

Port of AntwerpThe port of Antwerp publishes a sustainability report every two years and has a focus on

waste collection. The port authority has active waste management since 1996. There are

three waste parks where inland vessels can drop their waste, which will be processed by a

waste collection company. Additionally the port authority gives advice about waste

management to companies and performs as a hotline for complains regarding liquid and dry

bulk waste. They also collect floating waste which will contribute to a safer and more

sustainable port. Furthermore the port authority tries to stimulate the exchange of residual

products between companies by constructing new pipelines in the Scheldelaan, where most

petrochemical companies are located. This idea is not only done with residual products, but

also with residual heat. Currently the residual heat is transported to six companies located in

the port area. This is such a success that the project will be expanded (Port of Antwerp,

2015b).

For a cut in CO2, the port authority has set up nine shore power installations for inland

vessels (Port of Antwerp, Walstroom). Besides this, a shift in modal split is desirable.

Therefore there will be invested more in infrastructure of the railway. Environmentally friendly

cars, trucks and vessels will be more promoted. For more support, there will be a limit on the

use of cars. The port authority also uses financial incentives to increase the attractiveness of

the use of environmentally friendly vessels. The port of Antwerp gives discounts on the port

dues based on the Environmental Ship Index, the use of alternative fuels and the use of

scrubbers, which is an air pollution control device that can be used to remove some

particulates from the emissions (Port of Antwerp, 2015b).

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Port of HamburgThe port authority of Hamburg has a different approach to implementing the circular

economy. It tries to give a good example and gives support and knowledge to the

companies. The port authority tries to be an example as a port by recycling in the

headquarters and using recovered materials in road construction work. Furthermore it

executes material tests which can be used to develop recycling strategies for companies.

Another way of support is the data systems that they provide. For trucks they provide DIVA,

which optimises the traffic flow by port road management. Besides trucks, the port authority

provides a PortMonitor for nautical vessels. This system tries to optimize the nautical traffic

flow, hence there will be a reduction in emissions (Port of Hamburg, 2015b).

A shift in modal split is also preferable. Currently, the modal split of containers in Hamburg is

around 42.4% road, 45.3% rail and 12.3% barge. The shift should be from road to rail and

barge. Therefore the infrastructure of the inland waterways will be improved and financial

incentives will be implemented to make the use of railway facilities more appealing. There

are also financial incentives for nautical vessels, if they have a high Environmental Ship

Index score a discount will be given (Port of Hamburg, 2013). Additionally the port authority

offers a shore based power for vessels and floating power plants for cruise ships (Port of

Hamburg, SmartPort Energy). This will decrease the emissions. The port of Hamburg has

also agreed with the municipality of that in 2020 partially the energy that they produce comes

from renewable sources (Port of Hamburg, 2012). At last, the port of Hamburg offers a

combined heat and power schemes. Excess heat can be used to heat or cool buildings (Port

of Hamburg, SmartPort Energy).

Port of GhentThe port of Ghent has published an environmental report in 2013. In this report seems that

the port of Ghent sometimes is lagging behind with a focus the circular economy, because

they are often still studying the options. However the port of Ghent is used as a biobased

pilot plant in Europe. They are bridge between the scientific research and the industrial

production for the biobased industry. Therefore the port of Ghent has a focus on the

biobased industry and not on the circular industry (Flanders Cleantech Association, 2014)

(Port of Ghent, 2014b).

The port of Ghent is preparing specific business cases for the exchange of residual heat. The

port authority is also studying waste streams for the exchange of waste between companies.

The port authority already has implemented shore power for their own vessels, but are still

researching the options for inland vessels and cruise ships. Furthermore the port authority

wants to draw up a waste management plan, which should be finished in 2015, however it is

14

not published yet. Additionally the port authority provides information about maritime waste

and finances projects regarding recycling waste. Furthermore the port authority wants a

modal shift. They are promoting more sustainable options and are in focus groups to make

every transport mode more sustainable (Port of Ghent, 2014b). The port of Ghent is also

active in cleaning illegal dump sites and litter. A waste park has been realised in 2014 (Port

of Ghent, 2013b).

Port of AmsterdamThe port of Amsterdam is active promoting the circular economy. The residual heat of the

only coal-fired plant is currently transported into the city Amsterdam. There are 18,000

households which are using this heat and the residual heat will also be used to make asphalt

(Port of Amsterdam, 2014b). Furthermore they are supporting companies with new

innovative ideas, but are also developing new ideas itself.

Additionally the port of Amsterdam is investing in vapour recovery systems and a launder

emission systems to reduce emissions (Port of Amsterdam, 2013a). They even have a

platform where companies can exchange ideas and residual products. The port authority

uses active management on closing loops of companies and gives various training sessions

regarding recycling. They have an active waste management plan and a lot of recycling

companies are located in the port. The port of Amsterdam has even an energy plant which

can covert waste into energy (Port of Amsterdam, 2015a).

The port of Amsterdam desires a modal shift, therefore they are investing in the infrastructure

of the rail and waterways. They are using an information platform with sensors to optimize

the use of rail and inland transport. Additionally they offer shore power for inland vessels and

currently investing in shore power for inland cruises as well for a reduction in CO2 (Port of

Amsterdam, Walstroom Riviercruise) (Port of Amsterdam, Walstroom). Besides this

measure, the port authority offers PortBase, a data exchange system, which should lead to

more efficiency and therefore less emissions (Port of Amsterdam, 2015a). The port authority

also use financial incentives to increase awareness of sustainaiblitly. The port dues are lower

if the number on the Environmental Ship Index is higher. The waste collection fees are lower

if the vessels use gasoline, diesel or LNG and thanks to Dutch regulation there is no fee for

plastic collection. (Port of Amsterdam, Environmental Ship Index) (Port of Amsterdam, 2016).

15

Differences between the policiesThese policies have some similarities, but also differences. The most obvious similarity is a

discount on the port dues if the ship has obtained a high score on the Environmental Ship

Index.

Every port has a different solution of reusing residual heat. The port of Rotterdam choses to

share their residual heat with the greenhouses in the area, surrounding urban areas and

companies located in the port. Whilst the port of Amsterdam has chosen to only use the

urban areas. The port of Hamburg and the port of Antwerp both distributed residual heat to

companies located in the port. The port of Ghent is researching the best option. The

solutions of these ports are quite similar and based on the possibilities surrounding the port.

The selected ports all offer shore based power, however the expansion of the shore based

power differs. Hamburg has the most extensive shore based power stations, because they

also have floating power station for cruise ships. In contrast to the other ports, the port of

Rotterdam has a generator ban for inland vessels. These ships must use shore based

power. Furthermore the port of Amsterdam and Antwerp only have shore based power for

inland vessels, however the port of Amsterdam is investigating possibilities for shore based

power for inland cruises as well. The port of Ghent only has shore based power for their own

vessels, but is researching possibilities for inland vessels as well.

Another similarity is the shift in modal split that every port wants to reach. All the selected

ports want a modal split towards rail and inland shipping. Therefore, most of the ports are

improving their infrastructure for rail and waterways. Only the port of Hamburg gives financial

incentives to use the railway facilities. Besides the shift in modal split, the ports are trying to

stimulate environmental friendly vehicles. The port of Rotterdam is accepting only the

cleanest vehicles and electric trains in 2030, whilst the port of Ghent is engaged in projects

which have a focus on the sustainability of all transport modes. Both the port of Hamburg and

Amsterdam are using information systems to improve the efficiency and thus decrease the

emissions. However the port of Hamburg has a focus on port road management and the port

of Amsterdam tries to optimize rail and inland water transport, which corresponds with the

desire of shift in modal split.

A difference is that only three out of five ports use a data exchange system for incoming

vessels to improve efficiency, which should lead to a decrease in emissions. The ports that

have invested in such systems are the port of Rotterdam, Amsterdam and Hamburg. The

Dutch ports share a system, PortBase.

16

There is also a difference in the stimulation of the exchange of residual materials between

companies. The port of Rotterdam and Antwerp both build pipelines to increase this

exchange, whilst the port of Amsterdam encourages this by developing and supporting new

ideas. The port of Ghent is still executing studies which are aimed at the exchange of waste

streams. Unfortunately the port of Hamburg does not have certain policy with regard to the

exchange of residual materials.

Furthermore the stimulation of the reuse of residual materials has a different approach in

each port. The port of Rotterdam reserves spots for companies and develops business

cases. Whilst the port of Antwerp acts as a hotline for complains regarding waste and gives

advice about waste management. The port of Amsterdam has a quite similar policy as

Antwerp. They have active management on closing loops and offer a platform where waste

and knowledge can be exchanged. The port of Ghent provides information as well, but also

participates in financing recycling processes. While the port of Hamburg has an opposite

approach. It sets an example by using recovered materials in road works and executes

material tests to develop recycling strategies.

The stimulation of waste collection differs as well. The port of Rotterdam and Hamburg are

not very active in stimulation waste collection. The port of Rotterdam only has financial

incentives. Nautical vessels have to pay a lower waste fee if they use gasoline or LNG.

Vessels do also not pay a fee for plastic collection thanks to the current Dutch regulation.

The port of Hamburg tries to set a good example by recycling in the headquarters of the port

authority. The port of Amsterdam and Antwerp have a waste management plan and the port

of Ghent is drawing one up. In all these ports are waste parks. Especially in Amsterdam

there are a lot of companies that are specialized in recycling certain types of products. The

port of Ghent and Antwerp particularity point out that they collect floating waste and clearing

out illegal dump sites.

Furthermore the port of Rotterdam, Hamburg and Amsterdam have alternative solutions to

diminish the emission output. The port of Rotterdam is already transporting CO2 to the

greenhouses in the area, however European regulation does not stimulate this enough. The

port of Hamburg will use and generate renewable energy. Whilst the port of Amsterdam has

invested in vapour recovery systems and a launder emissions system. These are all

alternative solutions to have a greater cut in the CO2 output.

Lastly the port of Rotterdam and Amsterdam have unique solutions to implement the circular

economy further. The port of Rotterdam wants to have space reserved for carbon capture

and carbon storage facilities. This all for becoming the number one port in the new

17

commodity CO2. The port of Amsterdam has an energy plant which converts waste into

energy. This is a perfect example of implementing the circular economy.

Port profileIn this section, the port profile of each port will be discussed. There are quite a few

differences with regards to the size, main activities, geographical characteristics, ownership

of the land and the legal position of the port. If the circular economy will be completely

implemented, some activities will disappear. The current way of energy producing does not fit

the circular economy. Eventually the fossil fuels will disappear. This can have a huge impact

on a port. Some ports will have to adjust and their main activities will change. Therefore this

should be taken into account when looking to their port profile as well.

Port of RotterdamThe port of Rotterdam has the largest total throughput of all the ports in Hamburg-Le Havre

range. As shown in the graph 1 (appendix C) liquid bulk has the highest share in total

throughput, followed by containers, dry bulk, RoRo and other general cargo. This is mainly

thanks to the maximum draught of 24 meters. The port of Rotterdam is a government

corporation, where the shares are divided between the Dutch government and the

municipality of Rotterdam.

It has a lot of main activities, but mostly focuses on energy (Port of Rotterdam, 2015b). The

current way of producing energy is not compatible with the circular economy, the port of

Rotterdam has oil refineries and coal power plants. The port of Rotterdam is seen as the

energy port of Europe. Therefore it should take a while before these activities will totally

disappear. However they are already transferring to the biobased energy production, which is

a more sustainable way of producing energy (Schultz, 2016).

In the port of Rotterdam are performed the most activities out of the five selected ports. The

port of Rotterdam only has one scrap centre, where scrap is turned into metal again. There is

a scrap terminal in the port, where scrap is analysed, shorted, shredded and combined.

There is one company that offers recycling services, namely Jewomentaal Stainless

Processing. Furthermore most scrap is exported (Port of Rotterdam, Scrap metal export and

transhipment). In the first half of 2015 the modal split was divided in 41.6 % barge, 46.2%

road and 12.2% rail (Port of Rotterdam, 2015e).

18

Port of AntwerpContainers have the highest share of the total throughput in the Port of Antwerp, secondly

liquid bulk, followed by dry bulk, other general cargo and as last RoRo. The port of Antwerp

has less activities than the port of Rotterdam. The extra activities that are performed in

Rotterdam are energy production and ship repair (Port of Antwerp, types of goods). The port

of Antwerp has liquid bulk second place of type of total throughput handled. The port of

Antwerp is mostly active in the petroleum derivatives sector (Port of Antwerp, 2014b). The

port is already attracting extra possibilities to insure their continuation if the petroleum

derivatives sector will diminish. The port of Antwerp has more recycling possibilities than

Rotterdam. It has multiple recycling centres for different types of products.

The port is located near a river and can handle a vessel with a maximum draught of 15.5

meters by high tide. The surface is 12,068 hectares (Port of Antwerp, About the port). This is

somewhat smaller than Rotterdam. The port of Antwerp is a government corporation, where

all the shares are owned by the municipality. It has more employees than the Port of

Rotterdam, namely 1584 (Port of Antwerp, 2015b). The land is owned by the port authority,

which is a unique position (Port of Antwerp, Antwerp as landlord port). The modal split of the

maritime cargo is 48% road, 7% rail, 41% barge and 4% pipe in 2015 (Port of Antwerp,

2015b).

Port of HamburgContainers have the highest share of throughput in the port of Hamburg. Furthermore the

port of Hamburg is active in dry bulk, followed by liquid bulk, other general cargo and RoRo.

This is shown in graph 3 (appendix C). The port of Hamburg is a container port and liquid

bulk and dry bulk activities are a small part of their main activities. Therefore it should be

easier to adapt the circular economy, because less activities will disappear. The port of

Hamburg has similar activities as Rotterdam, however it is a lot less active in the liquid bulk

industry. The port of Hamburg does not have many recycling centres, however it has a scrap

centre for steel and other metals. The location of the port is near the river, and it has a

maximum draught of 15.10 meters by high tide (Port of Hamburg, The Elbe within its tides).

The surface is smaller than Antwerp and Rotterdam. The port is located on 7,200 hectares.

The port of Hamburg has a different legal position, because it is an institution under public

law. This means that it is a state owned company (Port of Hamburg, Hamburg port authority).

It has around 1,810 employees. This is a lot more Rotterdam and Antwerp. Another

interesting figure is the modal split. Hamburg has a modal split of 48% road, 45.3% rail and

12.3% barge. Whist often the percentages of rail and barge are turned around (Port of

Hamburg, 2015d).

19

Port of GhentThe port of Ghent is the smallest port out the five selected ports. Dry bulk has the highest

share of the total throughput over a period of five years. Furthermore the port of Ghent is

used as a hub for liquid bulk, other general cargo and RoRo. The port of Ghent does not

have a lot of incoming containers. Additionally the main activities are a lot smaller and there

is a large assembly factory for cars located in the port area. There are also scrap and

recycling centres (Port of Ghent, 2015b). Dry bulk and liquid bulk can change when switching

to a more sustainable economy. Therefore the Port of Ghent has decided to have a focus on

their biobased economy. The port of Ghent is one of the leaders in biofuels in Europe and

the world. A unique position is the bio cluster located in Ghent and bio based research is

executed in Ghent in order for companies to close the gap between the industrial sector and

the laboratorial experiments (Port of Ghent, 2014a).

The port is located near a river and the draught of a vessel can have a maximum of 12.5

meters. The port of Ghent has a similar size as the port of Amsterdam and it covers a

surface area of 4,667 hectares (Port of Antwerp, Port Area). The port of Ghent is a

government corporation and all the shares are owned by the municipality. It has around 160

employees and the modal split is comparable with the one of Antwerp and Rotterdam. The

modal split exists of 45% road, 9% rail and 46% barge (Port of Ghent, 2015c).

Port of AmsterdamThe port of Amsterdam has not a high share in containers which is similar as the port of

Ghent. Dry bulk has the highest share in the total throughput, but liquid bulk is nearly

overtaking dry bulk. This shift will continue if the circular economy will be implemented

further. Therefore the port of Amsterdam must find a solution to continue as a port. Other

general cargo and RoRo have a relatively low share (Port of Amsterdam, 2014a). The port of

Amsterdam does not have as much activities as the port of Rotterdam. However it has more

scrap and recycling facilities than Rotterdam and Hamburg. The port is located on the bank

of a former bay and the draught of a vessel have a maximum of 13.72 meters. The surface

area is 4,500 hectares, which is a lot smaller than Rotterdam and Antwerp (Port of

Amsterdam, Role). The port is a government corporation and currently the shares are all

owned by the municipality of Amsterdam (Port of Amsterdam, 2013b). It has around 350

employees working and the modal split is the following 31% road, 2% rail, 44% barge and

23% short sea (Port of Amsterdam, 2014a).

The relationship between port profiles and the difference in policyThe most important differences in the policy can be related to specific features of the port

profile that other ports do not possess. There will be looked to the most important differences

20

in the policy and see if these differences can be attributed to the port profiles or other

peculiarities.

The port of RotterdamThe port of Rotterdam does not give much attention to waste collection and recycling. The

port only has financial incentive to stimulate waste collection, but does not provide as much

waste parks as the port of Antwerp and Amsterdam. The port of Rotterdam also has not

made a waste management plan. The port profile of Rotterdam has mainly liquid bulk, of

which primarily crude oil (Port of Rotterdam, 2016a). During the distillation process of crude

oil all the components can be used in various products. Therefore waste is not as common

as with other commodities. The difference regarding not having a waste plan can be

attributed to the port profile. The reuse for materials is simulated by developing business

cases and reserving spots. Their attitude is not as active as Amsterdam and Antwerp, but

also not as passive as Hamburg. This choice cannot be attributed to the port profile, because

this is more a managerial choice and might depend on cultural standards (Tse, Lee,

Vertinsky, & Wehrung, 1988).

The port of Rotterdam does give more attention to the exchange of residual products. They

are investing in new pipelines, which should increase the easiness to exchange products

with each other. If liquid bulk is your main commodity, most of the products are liquid which

can be transported by pipeline. Therefore it is convenient to invest in pipelines for reusing

residual products. This difference can be attributed to the port profile.

Furthermore the port of Rotterdam has a data exchange platform together with the port of

Amsterdam. This could only be implemented because the both ports are large enough to

make this investment profitable. This difference is related to the port profile, because the

investment could only be profitable if both ports were large enough.

The exchange between residual heat and the greenhouses exists only in the Port of

Rotterdam. This can be executed, because the greenhouses are located near the Port. Other

ports did not have this opportunity. This difference is therefore not related with the port

profile. Additionally the port of Rotterdam is the only port that wants to be active in the

commodity CO2. This is mainly because the port is already an energy port and this might be

a new source of energy. Therefore there will be space reserved for carbon capture. This

difference can be attributed to the port profile.

Port of AntwerpThe port of Antwerp does not use a data exchange system for vessels to reduce CO 2. The

investment in such a system is quite enormous. The reason for not investing is not

mentioned and therefore we cannot state that this difference can be attributed to the port

21

profile. Furthermore the port of Antwerp builds pipelines in their chemical cluster for an

exchange of residual materials between companies. The port of Antwerp facilitates the wish

of chemical companies located in the port, therefore this difference can be attributed to the

port profile.

Additionally the port of Antwerp stimulates the reuse of residual materials by acting as a

hotline for complains for waste and giving waste management advice. This is a choice which

cannot directly be attributed to the port profile, because there is no clear relationship. The

port of Antwerp stimulates waste collection actively. They have multiple waste parks and a

waste management plan. This might be due to the fact that the location of port of Antwerp

and Rotterdam are near each other. Therefore both ports need to hold on to their market

share and always look for new opportunities (Fleming & Baird, 1999). The port of Antwerp

probably has decided that recycling is a good option. Therefore is this choice partially a

managerial choice, but also related to the port profile of Antwerp, because has a somewhat

smaller throughput than the port of Rotterdam.

Port of HamburgThe port of Hamburg is the first port to have a floating power plant facility for cruise ships,

whilst other ports do not offer the feature yet. The port of Rotterdam will introduce a similar

facility in 2017 and the port of Amsterdam is investigating possibilities (Port of Rotterdam,

2015f). Hamburg is the first of the five ports to introduce this floating power plant facility and

the rest might follow over the years. It would be logical that ports that have a lot of cruise

ships would make this investment earlier, thus there is a small connection with the port

profile.

The port of Hamburg also uses data exchange systems (DIVA and PortMonitor) to improve

efficiency and reduce emissions. The port of Hamburg has a tide in the Elbe, therefore it is of

importance that PortMonitor indicates the correct times. Otherwise, vessel with a draught

above 15.1 meters can get stuck in the Elbe. This has already happened a few times (Paris

& Wall, 2016). The use of PortMonitor is port profile related, however the choice of DIVA is

not necessary port profile related, because every port has around the same percentage for

usage of road in the modal split. Furthermore the port of Hamburg stimulates the use of

residual materials by being an example. This is a management decision which cannot

directly be attributed to the port profile. Likewise the decision to stimulate waste collection by

being an example cannot be directly attributed.

Port of GhentThe port of Ghent is the smallest port of the five ports. Therefore, it often seems that the port

have not deployed the projects that other port already have. The fact that the port of Ghent

22

does not have a data exchange system for incoming vessels is mainly due to the size of the

port. The port of Ghent is fairly small and general manufacturing is a large part of the

activities, thus it is not very interesting to invest in such a system. They could establish a

data exchange system for vessels in cooperation with other Belgian ports. This choice is

related to the port profile.

The port of Ghent is executing waste steam studies to stimulate the exchange of residual

materials. Already a lot of studies are done by other ports, however Ghent has a large car

manufacturer located on its site, thus it is not able to exactly adapt these studies. This

difference can also be attributed to the port profile. The port of Ghent is currently making a

waste management plan. It is possible that the port of Ghent has made this choice on basted

on other factors. There might be a link with the port profile, but the reasoning of setting up a

waste management plan is not disclosed. Therefore this cannot be determined.

Port of AmsterdamThe port of Amsterdam has a very high share in dry bulk, but over the last five years there is

a downwards trend. Therefore, the port of Amsterdam was looking at a new alternative.

There is chosen for a focus on the bio and circular industry. This has led to draft a waste

management plan. In the port of Amsterdam a lot of recycling companies have settled.

Furthermore the port of Amsterdam tries to stimulate existing companies to close their loop.

This is done by active management. Additionally the port has made a digital platform where

companies can exchange knowledge and waste. All these choice are related to the

downwards trend in their top commodity to insure the port can continue. These differences in

policy are thanks to the port profile.

The port of Amsterdam has an energy plant which converts waste to energy. This indicates

the focus on the circular economy to insure continuation. At last, the port of Amsterdam has

a data exchanges system for incoming vessels together with the port of Rotterdam. This is to

diminish the emissions of vessels. It fits the current mind set of the port of Amsterdam. These

ports are together sizable enough to handle such an investment, therefore this decision is

partly related to the port profile.

23

ConclusionThis study has shown that the policy differences with respect to the circular economy can

sometimes be attributed to the port profile. The port profile had some influence, but not all

decisions are solely made on the basis of the port profile. Sometimes the choices for a

certain type of policy are probably made on cultural background or preferences of managers.

This could be further researched.

There are some policy differences which can be attributed the port profile. The port of

Rotterdam does not support waste collection as much as other ports. They only have

financial incentives. This might come because liquid bulk has a high share of their total

throughput. Liquid bulk does not have a lot of waste and the residual product can be used as

asphalt. Furthermore the port of Rotterdam has a focus on the storage and processing of

CO2. They have forecasted that CO2 will become a new energy source and companies have

24

set up a project to capture carbon and storage it in the sea. They are currently already an

energy port and this would strengthen their position further.

The port of Antwerp has a focus on waste collection. There is always a lot of competition

between the port of Antwerp and Rotterdam, however the port of Rotterdam has become the

premier port of Europe. For strengthen and maintaining the market share of the port of

Antwerp, they have decided to focus on recycling. This is mainly because the port of

Rotterdam is not specialized in this. The port of Antwerp has a comparative advantage in

waste collection, which can lead that some companies prefer Antwerp above Rotterdam.

This difference can be attributed to the port profile.

The port of Hamburg did not have much difference in policy which can be attributed to the

port profile. The only difference that might have a link with port profile is PortMonitor.

PortMonitor is a data exchange system which should lead to a more efficient flow of vessels.

The port of Hamburg is located near the river, the Elbe, where a difference in tide is. To

insure that none of the vessels will get stuck in the Elbe, this system can be used and

increase the flow which should lead to a decrease in emissions.

The port of Ghent is a relatively small port and it has a large car manufacturer located on its

site. Therefore an investment in a data exchange system for incoming vessels will not

decrease a lot of emissions due to the large manufacturing sector. The port of Ghent is

currently executing waste stream studies, because it cannot directly adapt other studies to

their port. This is also due to the large manufacturing sector. These differences are all related

to the port profile.

The port of Amsterdam attached a high importance on implementing the bio and circular

economy. This is all due to the decline of dry bulk, their largest part of the total throughput.

Therefore the port of Amsterdam has set up a waste management plan, active management

on closing loops of existing companies and a platform where companies can exchange

knowledge and waste. To top it all the port of Amsterdam is the only port of the five to have

an energy plant which converts waste to energy. This is all the result of a decline in dry bulk.

To insure the continuation of the port, the port of Amsterdam has implemented the bio and

circular economy in an extensive way.

There are some fundamental differences for the implementation of the circular economy

between ports. Some activities might disappear due to the implementation of the circular

economy. This will influence certain ports more than others. The activities that are likely to

vanish are energy related activities which are based on fossil fuels. Smaller ports with a high

25

dry bulk share will have to anticipate more on the circular economy to ensure their

continuation due to the fall in some activities than containerised ports. Larger ports with

energy production do have to anticipate on the fact that some activities might disappear,

however the chances are higher that they will disappear with smaller ports.

The port of Amsterdam has to implement the circular economy differently than the port of

Hamburg, because the port of Amsterdam has to create new activities to cover up for the

decline in the energy related activities. The port of Amsterdam has come up with recycling

incentives, whilst the port of Hamburg which has a container focus, is in less need to

implement the circular economy, because their will vanish a lot less activities. The port of

Rotterdam also has a focus on energy production, but tries to make its energy production

more sustainable by using biochemical solutions or capturing CO2. Furthermore, the port of

Rotterdam is a lot bigger than the port of Amsterdam. This feature of the port ensures the

production of energy on a fossil fuel basis for a longer period of time. The port of Antwerp is

containerized port, however it also has a large petrochemical cluster. Recycling activities

might substitute the fall in the petrochemical cluster, which can happen in the future. The port

of Ghent also has a high share in dry bulk, however they have decided not to focus on the

circular economy, but to ensure their continuation with the biobased economy.

Limitations and recommendationsThis research has a few limitations. The first one is that not every port has the same type of

reports publically available. Every port has its own style of reporting and there is not a

standard framework for how to write down their policy. Furthermore there were multiple

documents which described their policies. It has been tried to include all documents which

have policy regarding the circular economy stated. However, it was not always clear in which

documents this was stated. Thus there has mainly been looked at policy documents which

have plans for the future and environmental reports. Additionally, the port of Ghent only has

its report of 2013 available. In this report was stated that in 2015 an update will be published,

however this report was not publically available yet. This can lead to a skewed result.

The second limitation is the definition of policy regarding the circular economy. In the reports

is not stated that a certain type of policy is to implement the circular economy. The

terminology of the three R’s: reduce, reuse and recycle are often used, thus this has been

used to find the policy regarding the circular economy. Unfortunately, this is a simplification

of the definition of the circular economy. This could mean that certain policies have not been

noticed.

For further research, similar research can be executed in other ports that are located near

each other, for example China of North-America. This is to investigate that this difference

26

does not only exists within Europe. Another option is that there will not be only desk

research, but also a survey for ports to complete. Hopefully, this will result in accurate and up

to date policies regarding the circular economy. However, a clear definition of the circular

economy should be defined, otherwise ports will not fill in all their policies concerning the

circular economy.

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35

Appendix AThe policy overview

36

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

To have a strong position in new cargo sectors such as CO2.

Space will be reserved

for carbon capture and

storage facilities and

pipelines will be

constructed.

Not applicable Not applicable Not applicable Not applicable

The residual heat will be reduced.

The residual heat can

be used for

greenhouses in the

Greenport and urban

areas.

The residual heat which is

released with the

incineration of waste, will

be transported to six

companies on the

Waaslandhaven. This

project will be expanded.

Combined heat and

power (CHP) schemes

are introduced. The

excess heat can be used

to heat or cool buildings.

Port-based companies

can rely on funding and

support programs for

advice and aid.

They are preparing

specific business cases

for the exchange of

residual heat to gain

more knowledge.

The use of residual heat in

the production of asphalt.

The residual heat of the

only coal-fired power plant

is transported into

Amsterdam via pipeline, so

that 18,000 households

can use this heat and there

will not be any emissions.

Reduction of CO2 and other hazardous substances within incoming vessels with data exchange

Data exchange (Port

Base) between partners

would lead to a more

efficient planning, which

decreases the emission

of CO2 and other

dangerous substances.

Not applicable PortMonitor, which

collects data based on

geo-references, can also

lead to a more efficient

planning, which would

eventually lead to a

decrease of CO2

Not applicable Data exchange (Port Base)

would lead to a more

efficient planning, but also

to decrease in CO2

emissions.

37

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

Reduction of CO2

and other hazardous substances within incoming vessels based on price incentives

Differentiation of the

seaport dues depending

on the Environmental

Ship Index (ESI)

Discount on the port

dues based on the ESI,

the use of scrubbers

and the use of

alternative fuels, such

as LNG

The HPA gives monetary

incentives for very low-

emissions ships based on

the ESI, hence they have

a lower port due.

The PA gives discounts

to environmental

friendly vessels which

have a specific ESI

score or are using

alternative fuels, such

as LNG

If the vessels are above a

score of 20 on the ESI,

they get a discount on their

port due. If the score is 31

or above, a higher discount

will be given.

Reduction of the CO2 whilst vessels are docking in the port

There is a generator ban

for inland vessels when

using public berths,

therefore inland vessels

must use the shore

based power. This will

reduce the CO2

There are nine shore

based power for inland

vessel when they are

waiting in the waiting

dock. If they want to use

electricity they do not

have to use their

generator which is more

pollution.

A power plant for vessels

with a power barge.

These vessels can use

the power plant which will

significantly decrease the

emission of CO2, when

unloading and loading

the vessel,

Shore power is already

implemented for the

own vessels of the port

authority. A study has

been launched for more

possibilities for shore

power for inland

vessels and cruise

ships.

Inland vessels cannot use

their generator when they

are in a berth which has

shore power. Furthermore

the port authority is

investing in shore power

for inland cruises as well.

Furthermore a floating

power plant with LNG-

powered engines and five

generators that generate

electricity for cruise ships.

38

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

Exchange of materials and residual products between companies

Build even more

pipelines to connect

businesses and

terminals for a more

efficient exchange of

products

Build extra pipelines

around the Scheldelaan,

because most companies

within the petrochemical

cluster are located there.

Not applicable Execute waste stream

studies which are

aimed at exchanging

waste streams

Develop and support new

ideas for companies to

encourage the exchange of

products, such as frying oil

being made into a

biodiesel.

Reduction of emissions by using alternative solutions

CO2 can be transported

to the greenhouses,

because plants need

CO2 to grow. There is

already an existing

pipeline to be used,

currently the European

regulation is not

stimulating the use. The

greenhouses cannot

deduct the delivered

CO2 from their

emissions ceiling.

Not applicable CO2 can be reduced by

an agreement between

the HPA and city of

Hamburg. The port of

Hamburg will produce

renewable energy

which will reduce 50%

of the overall CO2

emissions of the

company

Not applicable They have invested in

vapour recovery systems

when loading and

unloading oil products.

Furthermore they have

invested in a system, which

captures emissions and

launders them on board.

39

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

Reuse of waste and residual materials

Reserve spots for

companies which find

innovative ways to reuse

energy, water and raw

materials.

Act as a hotline for

complains with regard to

waste of dry bulk and

liquid bulk

Use recovered

materials in road

construction work in the

port.

Not applicable Active management on

closing loops of companies

and stimulating new

projects.

Develop business case

together with companies

to increase the

awareness of recycling

Give advice to companies

about waste management

Execute material tests

to develop recycling

strategies for products

Provide information on

maritime waste and

participate in financing

the recycling process of

maritime waste.

Offer a platform where

knowledge and waste can

be exchanged and offer

various training sessions

concerning recycling.

Reduction of CO2

and other hazardous substances within modal transport

In 2030 only the

cleanest trucks will be

accepted, only electric

trains will be running

and the inland shipping

will be using alternative

fuels.

Promoting greener cars,

trucks and vessels and

limit the cars on the road.

Port Road

Management and DIVA

are information

systems, which will

reduce the pollutant

emissions from trucks.

The Port Authority is

engaged in multiple

projects and groups,

which have a focus on

the sustainability of all

transport modes

Use an information

platform with sensors to

optimize the inland

transport on rail and water.

Promoting inland

shipping and rail

transport over road

transport.

Promoting a different split

of the modal transport.

There must be a

prominent role for inland

shipping and the PA will

build more railways to

improve infrastructure

Creating more suitable

infrastructure for inland

shipping and give

companies price

incentives to use the

railway facilities.

Promoting a modal split

more towards rail and

inland shipping than

towards the use of

road.

Optimization of rail and

inland shipping by

investing in the

infrastructure of the rail and

the waterways.

40

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

Stimulate waste collection

Not applicable Active waste management

of the PA since 1996.

There are three waste

parks where inline

shippers can leave their

waste, which will be

collected by a waste

processing company

Be an example as port

authority, HPA is

recycling in the

headquarters which

leads to 80% recycled

goods.

Draw up a waste

management plan

Active waste management,

There are several

companies that are

specialised in recycling of

certain types of products in

Amsterdam.

Nautical vessels have to

pay a fee for waste

collection, however

vessels that use

gasoline or LNG are

excluded from a part of

the fee.

Nautical vessels must pay

a forfeit for waste

collection in general. If

these vessels can prove to

have waste, their forfeit

will be diminished. This

leads to substantial waste

collection, so that

completion is possible in

this market.

Not applicable A new waste park has

been realised in 2014.

This is especially for oil

contaminated waste of

inland shippers.

Nautical vessels have to

pay a fee for waste

collection. There is a

discount as well if the

vessels only use gasoline,

diesel and LNG.

The Green Deal is

operative, which means

that vessels do not pay

a fee for plastic

collection.

Floating waste will be

collected by Condor, which

can contribute to a more

sustainable and safer port.

Not applicable Clearing illegal dump

sites and litter which

can contribute to a

more sustainable port.

Thanks to the Green Deal,

vessels do not have to pay

a fee for their plastic

collection.

41

Recycle waste to energy

Not applicable Not applicable Not applicable Not applicable The have an energy plant

which converts waste into

energy.

42

Appendix BThe differences between the policies

43

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

To have a strong position in new cargo sectors such as CO2.

Only the port of

Rotterdam will have

space reserved for

carbon capture,

because this might be a

new energy source

- - - -

The residual heat will be reduced.

The port of Rotterdam

and the port of

Amsterdam are (going

to) both transport

residual heat to urban

areas. Rotterdam also

transports heat to

greenhouses

The port of Antwerp

transfers the residual heat

to companies in the port

area, this is a similar

concept as the port of

Rotterdam and the port of

Amsterdam.

The port of Hamburg

offers funding and

support programs for

ideas that come from

companies. The approach

is different because the

initiative has to come

from the companies itself.

The port of Ghent is still

gathering knowledge

on the exchange of

residual heat.

Therefore, it is not as

developed as

surrounding ports

The port of Amsterdam is

the only port that uses

residual heat for the

production of asphalt.

The port of Amsterdam has

a similar solution to Port of

Antwerp and Port of

Rotterdam.

Reduction of CO2 and other hazardous substances within incoming vessels with data exchange

The port of Rotterdam

and Amsterdam use the

same data exchange

system.

The port of Antwerp and

Ghent do not provide a

data exchange system to

reduce CO2.

The port of Hamburg also

provides a data exchange

system, which is slightly

different than Port base,

but it has the same aim to

be more efficient, hence

reduce CO2.

The port of Antwerp

and Ghent do not

provide a data

exchange system to

reduce CO2.

The port of Amsterdam and

Rotterdam use the same

data exchange system.

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

44

Reduction of CO2

and other hazardous substances within incoming vessels based on price incentives

All ports have a similar discount scheme based on the ESI (Environmental Ship Index). If a vessel has a high ESI score it gets a certain

discount. The ports located in Belgium also give a discount if the ship uses environmental fuels.

Reduction of the CO2 whilst vessels are docking in the port

There is a generator ban

for inland vessels.

Therefore shore based

power is offered to

inland vessels. This also

happens in the port of

Antwerp and

Amsterdam.

There are nine shore

based power spots for

inland vessels in the

waiting dock, this is also

offered in the port of

Rotterdam, Amsterdam

and Hamburg.

In the port of Hamburg

not only for inland vessels

shore power is offered,

but also for seagoing

vessels. Furthermore a

floating power plant is

used for cruise ships.

Shore power is used for

the vessels of the port

authority, but it is not

yet available for inland

vessels and cruise

ships. A study has

been launched to

investigate the

possibilities.

There is shore power

provide for inland vessels,

just like in Hamburg,

Rotterdam and Antwerp.

The port of Amsterdam is

currently investigating the

possibility to use shore

power for inland cruises as

well.

Exchange of materials and residual products between companies

The port of Rotterdam and Antwerp have a similar

strategy of building extra pipelines.

- The port of Antwerp

carries out waste

stream studies.

The port of Amsterdam

develops new ideas and

supports companies with

the implementation of their

ideas.

45

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

Reduction of emissions by using alternative solutions

The port of Rotterdam

has a unique solution for

the transportation of

CO2. It will be

transported to

greenhouses nearby,

because CO2 is an

essential component of

the growing process

- The port authority has

made an agreement with

the city of Hamburg that

the port will provide energy

from renewable sources,

which should compensate

for 50% of the overall CO2.

- The unique solution of

using vapour recovery

systems and the use of

a system that captures

emissions and launders

them on board.

Reuse of waste and residual materials

Reserves spots for

companies that use

waste and recovered

materials.

Takes the role of a point

for waste related

complaints. None of the

other ports take this role

as well.

The HPA are giving an

example how to use

recovered materials.

- Active management to

companies to close their

loop and stimulating

new projects. This is a

more active approach

than Rotterdam.

All the port authorities try to educate the companies that are located in the port area. Every port authority has a slightly different

approach. The port of Rotterdam tries to develop business cases, whilst the port of Amsterdam offers a platform where knowledge and

waste can be exchanged. The Belgian port authority offers advice to the companies, whilst the port of Hamburg execute material test

which they share with the companies.

Recycle waste to energy

- - - - The port of Amsterdam is

the only port to have an

energy plant which

converts waste into energy.

46

Aim Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

Reduction of CO2 and other hazardous substances within modal transport

The port of Rotterdam is

setting up a plan to only

accept the cleanest

vehicles.

Similar to the Port of

Rotterdam, Antwerp is

going to promote cleaner

vehicles and limit the cars.

The port of Hamburg has a

similar approach as

incoming vessels. The use

of a data system for trucks

should reduce emissions.

Using projects and

focus groups to make

every transport mode

more sustainable

The port of Amsterdam

use information system

to optimize the transport

on the rail and water,

similar to Hamburg but

other transport group.

All port authorities are trying to achieve a different modal split more towards rail and inland shipping than towards the use of the road. The

port of Amsterdam, Antwerp and Hamburg are improving their road and or rail infrastructure. Additionally the Port of Hamburg is use price

incentives the use of railway. The port of Rotterdam and Antwerp are only promoting this split.

Stimulate waste collection

- The port of Antwerp and

Amsterdam both have an

active waste management

plan. The port of Antwerp

has three waste parks.

The port of Hamburg

gives an example how

to recycle.

The port of Ghent has

the plan to draw up a

waste management

plan.

The port of Amsterdam and

Antwerp both have an

active waste management

plan. The port of

Amsterdam has

specialized waste parks.

The waste collection fee is

lower if the nautical vessels

use gasoline or LNG. This

regulation also applies for

the port of Amsterdam

- The waste collection fee is

lower if the nautical vessels

use gasoline or LNG. This

regulation also applies for

the port of Amsterdam

Vessels do not pay for

plastic collection, because

it is stated in Dutch

The port of Antwerp clears

floating waste, Ghent does

a similar thing but clears

- The port of Ghent

clears illegal dump

sites and litter, like the

Vessels do not pay for

plastic collection, because

it is stated in Dutch

47

regulation illegal dump sites and litter port of Antwerp which

clears floating waste.

regulation

48

Appendix CPort profile: Graphical overview of types of throughput

49

2010 2011 2012 2013 2014 20150

50

100

150

200

250

Total throughput of Port of Rotterdam(x 1 million metric tonnes)

Containers Liquid bulk Dry bulkRoRo Other general cargo

Graph 1: Total throughput of the Port of Rotterdam

2010 2011 2012 2013 2014 20150

20

40

60

80

100

120

Total throughput of Port of Antwerp(x 1 million metric tonnes)

Containers Liquid bulk Dry bulkRoRo Other general cargo

Graph 2: Total Throughput of Port of Antwerp

2010 2011 2012 2013 2014 20150

20

40

60

80

100

120

Total throughput of Port of Hamburg(x 1 million metric tonnes)

Containers Liquid bulk Dry bulkRoRo Other general cargo

Graph 3: Total Throughput of port of Hamburg

50

2010 2011 2012 2013 2014 201505

101520253035

Total throughput of Port of Ghent(x 1 million metric tonnes)

Containers Liquid bulk Dry bulkRoRo Other general cargo

Graph 4: Total throughput of port of Ghent

2010 2011 2012 2013 2014 20150

10

20

30

40

50

60

Total throughput of Port of Amsterdam(x 1 million metric tonnes)

Containers Liquid bulk Dry bulkRoRo Other general cargo

Graph 5: Total throughput of Port of Amsterdam

51

Appendix DPort profile: main activities, geographical characteristics, ownership, direct employment, modal split

52

Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

Main activities Aggregates

Chemical industry

Dry bulk

Energy production

General cargo

General manufacturing

Liquid bulk

Perishable goods

Petroleum/oil products

Petroleum product

processing

Refrigerated cargo

Ro-Ro

Scrap centres (metals)

Ship repair

Storage and packaging

Trade cars/vehicles

Aggregates

Chemical industry

Dry bulk

General cargo

General manufacturing

Liquid bulk

Perishable goods

Petroleum/oil products

Petroleum product

processing

Ro-Ro

Refrigerated cargo

Scrap & recycling centres

(metals, oils, plastics,

chemicals)

Storages and packaging

Trade cars/vehicles

Aggregates

Chemical industry

Dry bulk

General cargo

General manufacturing

Fish market

Liquid bulk

Petroleum/oil products

Perishable goods

Petroleum product

processing

Ro-Ro

Refrigerated cargo

Scrap centres (metals)

Ship repair

Storage and packing

Trade cars/vehicles

Aggregates

Chemical industry

Dry bulk

General cargo

General Manufacturing

Liquid bulk

Ro-Ro

Scrap & recycling

centres

Storage and packaging

Trade cars/vehicles

Aggregates

Chemical Industry

Dry bulk

General cargo

Liquid bulk

Petroleum/oil products

Petroleum product

processing

Ro-Ro

Scrap & recycling centres

(metal, e-waste, rubble)

Storage and packaging

Geographical characteristics

Since the Maasvlakte 2

has an engineered

coastline

The port is located near

the river, the Scheldt.

The port is located near

the river, the Elbe.

The port is located near

the river, Ghent-

Terneuzen canal.

The port is located on a

bank of a former bay of IJ

and North Sea canal.

Maximum draught of a

vessel is 24 meters

Maximum draught of a

vessel is 13.1 by low tide

and 15.5 m by high tide.

Maximum draught of a

vessel of 15.10 by high

tide and 13.8 by low tide

The draught of the

largest vessel is 12.5

meters.

The draught of the largest

vessel can be 13.72

meters

53

Surface area is 12,603

hectares

Surface area is 12,068

hectares

Surface area is 7,200

hectares

Surface area is 4,667

hectares

Surface area is 4,500

hectares

Port of Rotterdam Port of Antwerp Port of Hamburg Port of Ghent Port of Amsterdam

The legal position of the port

Government corporation

The shares are divided

between municipality of

Rotterdam (70%) and

the Dutch government

(30%)

Government corporation

All the shares are owned

by the municipality of

Antwerp

An institution under

public law. Therefore, it

is a stated owned

company.

Government corporation

All the shares are owned

by the municipality of

Ghent

Government corporation

The shares are owned by

the municipality of

Amsterdam

Ownership of the land

Municipality The port authority The state and private

companies

The state and private

companies

Municipality

Main functions of the port authority

Sustainable

development,

management and

operation of the port

The port authority

manages and maintains

the docks, bridges, locks,

quall walls and land. It

provides tugs and cranes.

The port authority

maintains and develops

the port infrastructure

The port authority

supports several

services, such as

dredging, maintenance

of docks and land

The port authority tries to

optimize their services in

the port area and maintains

and develops the

infrastructure

To maintain fast and

safe process of the

shipping traffic.

It is responsible for

efficient passage and

safety of the shipping

It also strives for the

highest efficiency and

safety of the shipping.

It is responsible for the

safety, sustainability and

integrity in the port

It is responsible for a safe,

efficient and sustainable

process of the shipping.

Employees of the port authority

1,100 employees 1,584 employees 1,810 employees 160 employees 350 employees

Modal split Road – 46.2 %

Rail – 12.2%

Barge – 41.6 %

Road – 48 %

Rail – 7 %

Barge – 41%

Road – 42.4 %

Rail – 45.3 %

Barge – 12.3 %

Road – 45 %

Rail – 9 %

Barge – 46 %

Road – 31 %

Rail – 2 %

Barge – 44 %

54

(first half of 2015) Pipe – 4 %

(maritime cargo, 2015)

(container traffic, 2015) (2014) Short sea – 23 %

(2014)

55

Appendix EOverview of documents used for the port profile

56

Port Title of source

Port of Rotterdam Port Statistics 2015

Port of Rotterdam Port Statistics 2014

Port of Rotterdam Port Statistics 2013

Port of Rotterdam Haven in cijfers 2012

Port of Rotterdam Port Statistics 2011

Port of Rotterdam PERS 2013

Port of Rotterdam About the port authority

Port of Rotterdam Jaarverslag 2015

Port of Antwerp Jaarcijfers 2000-2015

Port of Antwerp About the port authority

Port of Antwerp The port area

Port of Antwerp Types of goods

Port of Antwerp Perishable goods

Port of Antwerp The Scheldt

Port of Antwerp Antwerp as a landlord port

Port of Hamburg World port source

Port of Hamburg Hamburg port Authorities

Port of Hamburg Modal split

Port of Hamburg The river Elbe within its tides

Port of Hamburg Facts & Figures

Port of Hamburg Port development plan: Hamburg staying on course

Port of Ghent Figures & statistics: seagoing and inland navigation (2015)

Port of Ghent PERS 2013

Port of Ghent Jaarverslag 2015

Port of Ghent Annual report 2013

Port of Ghent Annual report 2011: another record year

Port of Amsterdam Jaarverslag 2015

Port of Amsterdam Rol

Port of Amsterdam Feiten en cijfers 2014

Port of Amsterdam Statistics 2012

Port of Amsterdam Feiten en cijfers 2010

Port of Amsterdam Verzelfstandigd havenbedrijf Amsterdam van start

Port of Amsterdam Waterways

1