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Zero Sugar and Zero emissions

    Samskip Sea Shuttle

    A maritime cooperation agreement between Oslo and Rotterdam, Samskip, and a progressive customer wholeheartedly committed to sustainability secures the concept of a green corridor between the two cities in 2024.

    A green corridor is a route where the entire voyage has zero emissions, including electric trains or zero-emission trucks transporting goods to and from the port.

    Read the entire article “Handshake for a green corridor” at the Port of Oslo

    Building energy-efficient vessels that use significantly less energy is critical; there is not enough energy in the world to produce renewable fuel for everything we make.

    Are Gråthen Regional Director for Samskip Norway and Sweden

    The rationale for Samskip to establish the first green corridor between Oslo and Rotterdam is two-fold: The corridor represents Norway’s most significant container trading route, and favorable distance and sailing conditions.

    I can’t wait to drink an absolute Coke Zero in Oslo – with zero sugar and zero emissions!

    Rina Mariann Hansen, Former city councilor for Industry and Public Ownership

    -Rotterdam is the world’s largest port. The Port of Oslo handles imports for a market of five million people. The corridor provides the rationale for building ships with sufficient volume and quick turnarounds in port.
    The proximity between the cities and the favorable sailing conditions in the Oslofjord is also essential to highlight, says Gråthen.

    Efficiency and sustainability trumps price

    We build ships that travel at lower speeds to save energy. Efficient turnaround enabling us to spend less time in port and more time at sea is critical says Are Gråthen.

    Sjursøya containerterminal
    Photo: Yilport

    The Port of Oslo aims to be the world’s most efficient and environmentally friendly urban port. Emission-free Oslofjord is an environmental collaboration between the ports of Oslo, Drammen, Moss, Borg, Larvik, Grenland, Kristiansand and Arendal.

    We can promise priority for green ships regarding unloading operations and pricing. We will cut emissions by 85% by 2030.

    Ingvar M. Mathisen, Port Director in Oslo

    For Gråthen, efficient cargo handling is perhaps even more important than the price and must be available 24 hours a day. The key is to remember at least twenty-five containers per hour per crane.

    Port operations at Yilport Oslo are among the most efficient in the world.

    -We almost always use two sea cranes per ship. We average twenty-five containers per hour per crane. We can handle fifty containers an hour with two cranes, says Bjørn Engelsen, Terminal Director at Yilport Oslo.
    A truck spends an average of ten minutes inside the terminal to deliver or collect a container.

    Our customers require us to call Oslo twice a week so they can use shortsea container transport instead of trucks. Gråthen expects ports to prioritize zero-emission ships and emission-free trucks. I told Yilport they must have one queue for emission-free trucks and one for fossil-fuel trucks, says Gråthen.

    -We have one of Europe’s fastest truck turnaround times and probably one of the world’s fastest. We prioritize truck efficiency almost on par with ships, even though shipping companies pay for cargo handling. Truck flow is fine. If it becomes an issue in the future, we will try to facilitate environmentally friendly alternatives, says Engelsen.

    An absolute Coca-Cola Zero travels in a green corridor

    At this time, Samskip has a single customer who says they will use Samskip’s green corridor. Gråthen has a handshake agreement with John Christensen, Manager, Transport & Deployment at Coca-Cola Europacific Partners Norway.

    -It is critical for our company to achieve our sustainability goals. To reach our targets, we must shift the transport of goods to zero-emission solutions. That is why I am placing my order for the hydrogen ship now because, in two years, that space will not be available. I want my cargo on the first departure. That is my intention, says Christensen.

    Christensen is responsible for international logistics for Coca-Cola in Norway. He transports six thousand 40-foot containers by sea from the continent to Oslo annually.

    John Christensen, Manager Transport & Deployment, Coca-Cola Europacific Partners Norway (CCP Norway), is responsible for international logistics for Coca-Cola Norway.
    Photo: Hans Kristian Riise/Port of Oslo.

    Five years ago, 100% of these goods traveled by truck from the continent. Since then, Christensen has transferred more than 90% of the volume to the more energy-efficient and environmentally friendly sea route.

    -No one knows what sea transport with hydrogen-powered ships will cost. If you assume it will be significantly more expensive, you are being too negative. Why should it cost more? There will be an investment cost, but we are discussing making all the other factors more efficient. The operating costs will be acceptable.

    Rail transport is not an option because it already operates near total capacity. The alternative is more sea transport, says Christensen. 98% of CCEP Norway’s emissions are indirect via subcontractors (ref. Scope 3).

    John Christensen became aware of Samskip’s hydrogen project at a Nor-Shipping 2022 event (Shortsea Promotion Centers Business HUB).

    I stood on stage and told the transport industry we will cut emissions by 30% by 2030. If I can’t deliver on those targets, I’m out! However, Coca-Cola does not have transport equipment – the subcontractors do. I said I’m open to meetings, but don’t come and show me today’s solutions. Then Are Gråthen came on stage and demonstrated his solution for the future, says an enthused Christensen.

    CCEP Norway accounts for just 1% of CCEP’s international emissions.

    -Even if we’re a small part of the emissions, it’s essential to show what’s possible. Norway is a pilot project. When we establish the green corridor between Oslo and Rotterdam, I can use this as an example internally in the company and show what is possible. We’re not saving the planet, but everything counts. According to Christensen, Norway has made significant progress in the green shift – now it’s about getting the entire value chain in place.

    Support from the new city councilor 

    Anita Leirvik North, the new city councilor of Culture and Business Development, is pleased to see a formal collaboration between Oslo and Rotterdam. 

    – It is environmentally friendly when goods for business and consumers arrive by sea. As city councilor for the port, I want us to work with the business community to shift shipping to emission-free energy transport powered by clean energy sources. 

    Shore power at the quay is the first step, but we also want emission-free sailings. I am pleased to see a formal collaboration between Oslo and Rotterdam. A dialogue with Rotterdam, Europe’s largest container port with fixed weekly routes to Oslo, allows us to familiarize ourselves with the barriers and challenges to transition to emission-free transport between the continent and Oslo, says North. 

    An efficient transition towards green corridors requires cooperation

    Shipping companies investing in the green shift need common standards. 

    That is why the Port of Oslo is working with the Port of Rotterdam to develop similar shore power facilities for smaller container ships as the ports in Oslofjord.

    – Its time to extend collaboration to green fuels. With Rotterdam, we can facilitate infrastructure that ensures green corridors in Oslofjord and on the continent.

    Ingvar M. Mathisen, Port Director in Oslo

    For Are Gråthen and Samskip, ports and shipping companies must cooperate by promoting sustainable solutions.

    Are Gråthen, Regional Director Norway and Sweden for Samskip
    Photo: Hans Kristian Riise/Port of Oslo.

    – I’ve worked in this industry for 30 years. It’s the first time I’ve stood with a customer, two municipal councils, and port directors and discussed the content of a MoU. If we don’t establish a green corridor now – when politicians, port directors, and classification companies are involved – then I don’t understand anything, says Gråthen.