Environmental Best Practice Port Development: An Analysis of International Approaches
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- 7.5.1Port of Dover, UK - 2003 Port 30 Year Master Plan and consequential master planning work at the precinct level
- 7.5.2Port Metro Vancouver, Canada – Visioning Process
- 7.5.3Port of Khalifa, UAE – Master Planning and Strategic Environmental Assessment
- 7.5.4Port of Dublin, Ireland – 2012 Port Master Plan
- 7.5.5Appropriateness of the SEA approach
7.5Case studiesThe examples of international best practice port master plans presented are:
These ports were selected because:
Additional planning frameworks were also considered during this study including the Port of Singapore, Port of Rotterdam and Port of New Orleans (US). These examples did not present clear data or recent examples regarding port master planning activities relevant to this study. The sections below detail the selected case studies. 7.5.1Port of Dover, UK - 2003 Port 30 Year Master Plan and consequential master planning work at the precinct levelThe Port of Dover 30 year master plan was the first undertaken in the UK. It has been acclaimed by the UK Department of Transport as a leading example of long-term planning. It was developed in two stages:
Since the master plan was developed the port’s significant areas have been re-examined as part of ongoing work (e.g. Terminal 2 development works). In early 2008 the port prepared a consequential, project based Environmental Statement (ES) as part of a Harbour Revision Order application (a component of the overall master planned area). The ES included detailed consideration of project alternatives, which resulted in reduced environmental footprint and impacts compared to alternative development scenarios – that is, the scenario testing as part of the exercise proved valuable in terms of avoiding potentially increased impacts. The Port of Dover commits to environmental management and protection through its Environmental Policy and sub-ordinate policy framework and an EMS accredited to the ISO 14001 standard – considered very useful for seaport management and governance. Aspects of the Port of Dover’s master-planning that are considered an example of environmental best practice include:
7.5.2Port Metro Vancouver, Canada – Visioning ProcessIn 2010 Port Metro Vancouver commenced 2050 strategic visioning which included scenario testing. The 2050 visioning exercise differed from traditional approaches to port master planning (which typically simply follow a ‘Collect and Analyse - Inform and Decide - Plan - Monitor’ methodology), which proved successful with a range of internal and external port stakeholders due to the clarity it provided – socially, environmentally and economically. The scenario testing incorporated long-term thinking and footprint option analysis. This is a foundation principle of overall environmental management. The scenario process resulted in substantial amendments to the port’s Land Use Plan (the sub-ordinate planning level) where environmental management strategies are enacted. This is considered critical as the Land Use Plan provides the supporting regulatory tools to enable master plan visions and strategy to be implemented and realised ‘on-the-ground’. Aspects of Port Metro Vancouver’s environmental management that are considered examples of environmental best practice include:
Governance commitment evident Included detailed collaboration with a range of stakeholders Port tenants and industry involved in process
7.5.3Port of Khalifa, UAE – Master Planning and Strategic Environmental AssessmentKhalifa Port was officially inaugurated in December 2012. It now handles all Abu Dhabi’s container traffic. The port is part of a wider industrial development project. A Strategic Environmental Assessment (SEA) was prepared and submitted to the Environment Agency of the UAE (EAD). The SEA considered the environmental aspects of the project during the master planning and design of the port and the industrial zone. The SEA showed the project would have a significant impact on the sensitive and important coral reef habitat north of the proposed project area. As a result of these findings the port location and orientation were altered. The port design subsequently included the construction of an environmental permanent breakwater to protect the reef from construction and operational impacts, thereby avoiding potential impacts to known environmental values in the port. Hydrodynamic modelling included in the SEA led to major changes in the design and location of the industrial area effluent outfall. A stringent continuous monitoring program was set up to facilitate minimal impact of the project on the water quality in the region. These mitigation measures have significantly reduced the environmental impact of the project thereby ensuring safe and sustainable operation of the port. The inclusion of the SEA as part of the Master Planning phase is a central best practice theme running through this section of the report, however may not be appropriate in every circumstance due to a variety of factors (e.g. size and spatial nature of port, lack of ecologically sensitive or protected features). Cole and Broderick (2007) suggest the Port of Khalifa SEA was undertaken voluntarily rather than following a regulated process such as the EU Directive 2001/42/EC. Cole and Broderick also suggest the SEA did not show a strong understanding of baseline information and had no real consultation or engagement apart from with the EAD. This suggests a significant shortfall in the process; however the balance of the SEA process led to significant environmental values being considered, identified and protected as part of the master planning work. The aspect of Khalifa’s environmental management that is considered as an example of environmental best practice is the Strategic Environmental Assessment (SEA) included as part of master planning – leading to the sound consideration, identification and avoidance of impacts on coral reef systems in close proximity to a proposed greenfield port development.
‘The over-riding reason for producing this Masterplan has been to provide all of the Port’s stakeholders with a clear view as to how the Port will be developed over the long-term’. The provision of strategic clarity regarding the future of the port and its environs can bring substantial benefits, particularly from an environmental management point of view. The planning process included an SEA. This was not formally required under law because the port master plan did not require approval by an administering authority, but the SEA was prepared to comply with the EU Directive 2001/42/EC (the SEA Directive). The SEA process includes (Port of Dublin, 2012):
The fundamental purpose of the SEA was to enable likely significant environmental effects of the preferred master plan options to be identified. Developing the SEA in parallel with the master plan meant environmental considerations and sustainable development decisions were able to be integrated into the decision making process. The Port made all SEA technical documents publicly available on their website. This included: SEA Environmental Report SEA Non-Technical Summary SEA Post-Adoption Statement. The inclusion of the SEA in parallel with the development of the master plan has been recognised throughout the port industry as a sound way to enable the early consideration of environmental management issues as this combined approach:
The Port of Dublin SEA led to relatively few changes to the master plan. This is largely because the master plan was developed in parallel with the SEA. The environmental policies and practices already in existence at the port also show recognition of environmental responsibilities (including regulatory requirements). Ongoing consultation and dialogue enabled potential concerns to be identified and means of addressing them were incorporated into the master plan proposals. The SEA post adoption statement notes ‘the SEA records a number of measures integrated into the Masterplan as mitigation, including (for example) increased use of rail freight, and the relocation of the mooring structures (Dolphins) on which breeding tern colonies are located’. The post adoption statement (SEA Post-Adoption Statement, 2012) outlines amendments to the master plan as a result of the SEA, and consultation has included the strengthening of commitments relating to:
The SEA made recommendations for initiatives to be taken alongside the implementation of the master plan, all of which Port of Dublin have committed to. These include (SEA Post-Adoption Statement, 2012):
7.5.5Appropriateness of the SEA approachUndertaking a SEA may not be appropriate or applicable in all circumstances, however the principle of earlier consideration of environmental issues as part of overall port governance is considered fundamentally important for best environmental practice. The SEA process can facilitate the consideration of cumulative impacts at the very early stages of project inception – a point that is of particular relevance when addressing potential impacts on MNES (short term and prolonged). The Port of Dublin example demonstrates best practice integration of environmental considerations into master planning, in particular, the early integration of environmental and stakeholder considerations into the broader decision-making and governance framework. It highlights:
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