docEl programa de Ampliación del Canal de Panamá
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El programa de Ampliación del Canal de Panamá
The Panama Canal Expansion Program: An Innovative Approach to Infrastructure and Expansion of a Green Route Alberto Alemán Zubieta Administrator Panama Canal Authority July 8, 2008 Agenda General description of the expansion project and environmental aspects Impact on logistics Case study of CO2 emissions reduction using the Panama Canal route Conclusions The Panama Canal in 1914 Built by the United States between 1904-1914 Cost: $375 millions The Panama Canal today Transferred to Panama on December 31, 1999 in compliance with the Panama Canal Treaty of 1977 Since then, the Canal has been administered by the ACP, an autonomous entity of the Government of Panama The Panama Canal The The Panama Panama Canal Canal opened opened in in August August 15, 15, 1914 1914 This This waterway waterway is is approx. approx. 50 50 miles miles (80 (80 km) km) long long between between the the Atlantic Atlantic and and Pacific Pacific Oceans Oceans Gatun Gatun Lake Lake is is 85 85 feet feet (26 (26 m) m) above above sea sea level level The The water water used used to to raise raise and and lower lower vessels vessels in in each each set set of of locks locks comes comes from from Gatun Gatun Lake Lake by by gravity gravity (approx. (approx. 52 52 million million of of gallons gallons per per transits) transits) Atlantic Ocean Gatun Lake Miraflores Lake Pacific Ocean Pedro Miguel Locks Gatun Locks Miraflores Locks Panama Canal Business Model Before 1914-1999 Objective Structure Administration Strategic Objective Price Hydrological Watershed At present Since 2000 Cost Cost recovery recovery Profitable Profitable && reliable reliable business business Budget Budget Oriented Oriented Performance Performance based based Main Main user user Owner Owner Economic Economic and and Military Military Economic Economic Same Same for for all all users users By By market market segments segments Limited Limited responsibility responsibility Full Full responsibility responsibility By Constitutional mandate, the Panama Canal Authority is responsible for the administration, maintenance, use and conservation of the water resources of the Canal watershed. Environment Around the Canal Galeta Point Sherman Soberania National Park Alajuela Lake Gatun Locks Pedro Miguel Locks Escobal Cuipo Miraflores Locks Lagarterita Arenosa Barro Colorado National Monument Certified in June 2003 The Project is Supported by a Number of Studies • Over a 100 studies were done • Multiple alternatives were evaluated to choose from the best • Recognized firms worldwide • Panamanian and international experts • Highest standards were maintained Environmental studies for the Expansion Proposal 2003 - 2006 • • • • • • • Environmental evaluation for water options, new locks, deepening, disposal sites, and widening Aquatic and terrestrial Flora and Fauna inventories Socioeconomic and cultural evaluations Hydrological and water quality evaluations Tropical lakes ecology Biological samplings in Gatún and Miraflores lakes Archeological and Paleontological surveys Project Category Category III IAW National classification (ANAM), equivalent to a Category A per World Bank and Ecuador Principles. Other complementary studies: Dry Excavation of Paraiso Hill Category II Dredging of the Pacific Entrance Category II Field Offices - Category 1 Cleaning of T6 Disposal site Category 1 Gatun Yatch Club street Category 1 Commitments The expansion project includes: Environmental performance standards Compensation for affected habitat and infrastructures Recovery of archaeological, paleontological, and wildlife Environmental management and mitigation plans Monitoring and follow up activities Summary of Environmental Viability No new dams required, nor relocation of communities. Carried out in areas designated for Canal operation. Does not affect protected areas nor agricultural production. Increases economic activities. Ensures sufficient fresh water availability for the population and the operation of the Canal. Canal Expansion Program Components Deepening Deepeningand andWidening Widening of the Atlantic Entrance of the Atlantic EntranceChannel Channel Atlantic Atlantic Post Panamax Post PanamaxLocks Locks Increase Increasethe theMaximum MaximumOperating Operating Level of Gatún Lake Level of Gatún Lake Deepening Deepeningand andWidening Wideningof ofthe the Gatún GatúnLake LakeNavigation NavigationChannels Channels Access AccessChannel Channelto toPacific Pacific Post PostPanamax PanamaxLocks Locks Deepening Deepeningof ofthe theCulebra CulebraCut Cut Navigation Channels Navigation Channels Pacific Pacific Post PostPanamax PanamaxLocks Locks Deepening Deepeningand andWidening Widening of ofthe thePacific PacificEntrance EntranceChannel Channel Dimension of Locks and Post Panamax Vessels New New Locks Locks Existing Existing Locks Locks 12,600 TEUs Post-Panamax Locks Operation With the water saving basins system, the new locks will utilize 7% less water than the existing locks. Water Utilization Utilization Water Basin 1 Basin 3 Basin 2 New New Lock Lock Existng Existng Locks Locks Summary Schedule of Main Projects with Baseline and Contingency as of May 31, 2008 % Dredging Access Channel Locks Activity Progress Specifications and Procurement 88% Design & Build Post-Panamax Locks <1% Excavation Contract 1 50% Excavation Contract 2 7% Excavation Contract 3 <1% Excavation Contract 4 and Dams 1% Excavation Contract 5 0% Dredging of the Pacific Entrance <1% Deepening and Widening of Gatun Lake 9% Deepening of Culebra Cut 3% Dredging of the Atlantic Entrance <1% Increase Operating Level of Gatún Lake 0% 2007 06 4T 1T 2T 3T 4T 1T 2008 2T 3T 2009 4T 1T 2T 3T 4T 2010 1T 2T 3T 2011 4T 1T 2T 3T 2012 4T 1T 2T 3T 2013 4T 1T 2T 3T 4T 2014 1T 2T Expanded Canal Begins Operations Specifications and Design Bidding and Contracting Execution Baseline* Baseline Baseline *Updated as of May 31, 2008. Baseline from December 31, 2006 including contingency. Contingency against baseline Early finish Beginning of operations 3T 4T Agenda General description of the expansion project and environmental aspects Impact on logistics Case study of CO2 emissions reduction using the Panama Canal route Conclusions Northeast Asia is the Dominant Container Trade Lane Other non-US Asia / ECLAC Oceania / US ECLAC / US NE Asia / US WCLAC / US Europe / US Shifts to East Coast distribution centers increase Panama’s share of the US market Gulf Gulf and and Eastern Eastern states states are are underserved underserved by by distribution distribution centers centers and and current current warehouses warehouses construction construction is is targeting targeting these these areas areas Sq. Feet Under Construction Percent of US EAST COAST 32,546,085 34% New Jersey 7,949,715 8% Greater Philadelphia 4,841,997 5% Norfolk & Northern Virginia 2,533,898 3% Atlanta 4,623,860 5% Savannah 4,630,500 5% Jacksonville 4,594,730 5% Miami 3,371,385 4% CENTRAL 38,478,361 40% Columbus 5,721,906 6% Chicago 13,287,754 14% Memphis 1,409,108 1% Dallas 18,059,593 19% WEST COAST 25,039,984 26% Puget Sound 4,737,541 5% 232,410 0% 20,070,033 21% Oakland-East Bay Source: CB Richard Ellis, MarketView, Fourth Quarter 2007 (furnished by Georgia Ports Authority) Inland Empire The Panama Canal expansion project was recently recognized as a “game changer” Panama Canal MOUs with US East Coast Ports GEORGIA GEORGIA PORTS PORTS AUTHORITY AUTHORITY THE THE PORT PORT AUTHORITY AUTHORITY OF OF NEW NEW YORK YORK AND AND NEW NEW JERSEY JERSEY MASSACHUSETTS MASSACHUSETTS PORT PORT AUTHORITY AUTHORITY PORT PORT OF OF HOUSTON HOUSTON AUTHORITY AUTHORITY PORT PORT OF OF MIAMI MIAMI PORT PORT OF OF NEW NEW ORLEANS ORLEANS SOUTH SOUTH CAROLINA CAROLINA STATE STATE PORTS PORTS AUTHORITY AUTHORITY VIRGINIA VIRGINIA PORT PORT AUTHORITY AUTHORITY PORT PORT OF OF TAMPA TAMPA International Ports Connected through the Panama Canal every Week Osaka Nagoya Shanghai Kwangyang Qingdao Pusan Tokyo Keelung Shimizu Yantian Yokohama Kobe Hong Kong Colombo Hakata Chabang Kaohsiung Singapore Bremerhaven Tilbury Felixstowe Rotterdam Hamburg Dunkerque Zeebrugge Le Havre Antwerp Port Said Thamesport Halifax Boston NJ/NY Boston Wilmington Newport News Oakland Baltimore Charleston Miami Savannah Los Angeles . New Orleans Everglades Long Beach Marseilles Colon Kingston Veracruz Manzanillo (Mx) Manzanillo La Spezia Cartagena Puerto Limón Maracaibo La Guaira Balboa Guanta Tanjung Priok Buenaventura Puerto Cabello Manta Doniambo Guayaquil Callao Santos Arica Tahiti Paranagua Iquique Itajai Coquimbo Brisbane Antofagasta Sydney Valparaíso San Antonio San Vicente Auckland Melbourne Source: Source: ACP ACP and and ComPairData, ComPairData, 2007 2007 Seattle Transit the Canal Feeder services that don’t transit the Canal Agenda General description of the expansion project and environmental aspects Impact on logistics Case study of CO2 emissions reduction using the Panama Canal route Conclusions Case Study: Global CO22 Emissions with and without Expansion of the Canal The new locks will allow larger vessels to transit the Panama Canal and it is expected that, given economies of scale, less number of vessels will be required to carry greater cargo volumes. This shift in vessel size, together with increased utilization of vessels that transit the Canal today, can reduce global CO22 emissions. Testing the Hypothesis Develop an origin – destination matrix of major Canal routes in nautical miles Establish closest competing route based upon physical distance for comparison purposes Establish typical vessel size for the trade and commodity load. Establish daily fuel consumption of the vessels in each route. When relevant, establish fuel consumption for rail in alternative route. Main Routes - FY 2007 Total (Long Tons) 208.2 M East Coast U.S. – Asia West Coast South America – East Coast U.S. 82.4 M 20.2 M West Coast South America - Europe 15.1 M West Coast Central America – East Coast U.S. 10.6 M West Coast U.S. - Europe 8.2 M Calculating CO2 Emissions CO22 calculations were done following the interim guidelines for voluntary ship CO2 emission indexing for use in trial, issued by IMO’s Marine Environment Protection Committee (MEPC) in its circular 471 of July 29 2005. Daily fuel consumption of vessels at operating speed. Conversion factors Type of Fuel Tons of CO2/Tons of Fuel HFO 3.1144 Diesel / gasoil 3.2060 Panamax Vessels will Maximize Asset Utilization Over 29% more cargo carrying capacity with same vessel. 83,045 Tanker 64,257 80,876 Dry Bulker 62,430 - 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 Cargo in MT Existing Canal with draft restriction Expanded Canal Diverted Transits by Vessel Type in an Unexpanded Canal Scenario Vessel Type Container Grains Liquid Bulk Other Dry Bulk Cruise Ro-Ro Reefer General Cargo Other All Segments 2015 429 122 142 219 32 111 226 65 97 1,443 2020 1,308 280 327 517 80 273 545 129 254 3,712 2025 2,370 401 465 682 121 399 827 155 417 5,836 Results CO2 Emissions Comparison (in million tons) Trade Route Total Emissions Unexpanded Canal 2015 ECUS - Asia Bulkers Fullcontainerships Ro-Ros Tankers WCSA - Europe Reefers Fullcontainerships Bulkers WCSA - ECSA Tanker Ro-Ro WCUS - West Indies Tanker WCSA - ECUS General Cargo Bulkers Containers Tankers Reefers Total Total Emissions Expanded Canal Additionality 2020 2025 2015 2020 2025 2015 2020 2025 4.77 25.50 0.96 0.79 5.22 35.03 1.17 0.83 5.26 45.85 1.32 0.86 2.84 33.88 0.67 0.95 2.93 40.09 0.69 0.68 2.85 46.56 0.73 0.76 (1.94) 8.38 (0.29) 0.16 (2.29) 5.06 (0.48) (0.16) (2.41) 0.72 (0.59) (0.11) 3.20 7.39 0.48 3.57 10.04 0.52 3.97 13.03 0.52 2.96 5.70 0.29 3.04 6.74 0.29 3.23 7.83 0.29 (0.24) (1.70) (0.19) (0.53) (3.30) (0.23) (0.75) (5.21) (0.24) 0.60 0.10 0.82 0.12 0.98 0.14 0.54 0.07 0.39 0.07 0.43 0.07 (0.06) (0.03) (0.43) (0.05) (0.55) (0.07) 0.41 0.51 0.58 0.42 0.30 0.33 0.01 (0.21) (0.25) 0.51 0.57 6.11 0.39 0.47 52.26 0.38 0.96 6.96 0.48 0.54 67.16 0.28 0.73 7.80 0.55 0.62 82.50 0.25 0.31 1.65 0.35 0.42 51.28 0.26 0.32 1.95 0.36 0.44 58.54 0.26 0.31 2.26 0.38 0.46 66.76 (0.26) (0.26) (4.47) (0.04) (0.05) (0.98) (0.12) (0.64) (5.01) (0.12) (0.11) (8.63) (0.02) (0.42) (5.54) (0.17) (0.16) (15.74) CO22 Footprints per TEU: Container Route Shanghai - New York 5.0 Panamax Post-Panamax 8000 TEU 4.5 Post-Panamax 8700 TEU 4.3 CO2 Emissions in MT 4.0 3.5 3.7 3.4 3.3 3.0 3.8 3.7 3.4 3.2 3.2 3.0 2.5 2.0 2.7 2.7 2.5 2.3 2.2 1.5 1.0 0.5 0.0 Panama Canal Landbridge (Ship/Train) Cape Horn Cape of Good Hope Suez Canal CO22 Footprints per MT: Tanker Route Esmeraldas, Ecuador – Houston, U.S. 0.160 CO2 Emissions in MT 0.140 0.120 Panamax Aframax Suezmax 0.100 0.080 0.060 0.040 0.020 0.000 Panama Canal Cape Horn Cape of Good Hope Suez Canal CO22 Global Emissions Comparison In an unexpanded Canal scenario, vessels are forced to use alternative routes that produce greater CO2 emissions Comparison of global CO2 Emissions in scenarios With and Without the Panama Canal expansion 90,000,000 80,000,000 CO2 Emissions in MT 70,000,000 60,000,000 50,000,000 40,000,000 30,000,000 20,000,000 Total Emissions: Unexpanded Canal – with restrictions Total Emissions: Expanded Canal 10,000,000 - 2025 Total Emissions - Not Expanded 2020 Total Emissions Expanded Canal 2015 Agenda General description of the expansion project and environmental aspects Impact on logistics Case study of CO2 emissions reduction using the Panama Canal route Conclusions Conclusions The Panama Canal expansion is a green project. Archaeological prospections, Pacific Site Rescue and Relocation Reforestation Will provide benefits to trade in terms of time and cost savings, as well as global CO2 emissions 1915 - 2007 Transits: 957,698 Cargo: 8,172,861,070 LT Conclusions (cont.) (cont.) Ports on the East and Gulf Coasts, and not the Panama Canal, will become the operational limitation U.S. port capacity is only one important component of the U.S. intermodal infrastructure chain Industry/Federal/State & Local government funding, partnerships, leadership, & continuous communication is critical Panama Canal draft: 50 ft U.S. Port Working Depths Depths at Mean Low Water (MLW) U.S. East Coast MLW Boston 38’ U.S. Gulf MLW New York / New Jersey 43’ Houston 40’ Philadelphia 38’ New Orleans 35’ Baltimore 40’ Norfolk 48’ Wilmington 42’ Charleston 47’ Savannah 42’ Jacksonville 38’ Miami 39’ U.S. West Coast ML W Los Angeles / Long Beach 50’ Oakland 50’ Portland 35’ Seattle / Tacoma 50’ The Panama Canal Expansion Program: An Innovative Approach to Infrastructure and Expansion of a Green Route Alberto Alemán Zubieta Administrator Panama Canal Authority July 8, 2008
