Green Strategic Planning Approach for International Shipping Activities
Abstract
:1. Introduction
2. Materials and Methods
2.1. Methods
2.2. Materials
3. Results
3.1. Concept of Green Strategic Planning for International Shipping
- Make systematic strategic decisions for the green strategic planning of international shipping, instead of fragmented efforts [26], towards the long-term sustainability goals; and
3.2. Greening Strategic Planning Approach for International Shipping
3.2.1. Principles
- Strategic decision: Strategic planning is a systematic and long-term oriented process to formulate strategies [25]. Green shipping must use a strategic decision approach because sustainability is a long-term goal for human beings. The top-down strategic focus is a key component of strategic planning. It can be completed by combining with bottom-up information [43];
- Precautionary principle: This principle works through taking actions or measures even without enough understanding [44], which is critically important for international shipping, facing high uncertainties and complex global conditions;
- Life-cycle assessment [45]: It is a necessity to consider the life-cycle of international shipping because of the seamless operations, and due to this, green shipping planning is not for port-to-port operation, but door-to-door service;
- Continual improvement: This means “recurring activity to enhance performance” [46], which contributes to the dynamic strategic decision-making process for green development.
3.2.2. Establishment
3.3. Recommended Methodology
3.3.1. Multi-Dimensional Decision-Making (MDDM)
3.3.2. Life-Cycle Assessment (LCA) and “Continual Improvement” in ISO 14000
3.3.3. Assessment Methods
- Social assessment: Two techniques (i.e., public participation and expert judgment [48]) were chosen for social assessment to communicate with local people and share experts’ experience using literature searches, questionnaires, interviews, and consultations;
- Economic assessment: Methods such as cost-effective analysis, benefit–cost analysis, and life-cycle cost analysis, are suggested to support the economic decision-making for international shipping [59]. The cost is effective when benefits exceed costs. The total incremental benefits are compared with total incremental costs in benefit–cost analysis;
- Environmental assessment: Environmental Impact Assessment (EIA) is a popular tool to take environmental issues into decision making process. It analyzes, predicts, and evaluates the possible environmental impacts of construction projects, and generates corresponding prevention and mitigation measures [60]. There is a set of EIA technical guidelines and standards developed by international organizations or each individual government [61]. The EIA also gives proper consideration from the social and economic aspects [61], but it only reaches the project level [62]. In contrast, the Strategic Environmental Assessment (SEA) is at the strategic level for, “the integration of environmental and social concerns in the process of developing policies, plans, or programs” [63,64]. Huang [65] proposed a theoretical framework of retrospective assessment approaches for SEA. In the transport sector, the European Commission enacted basic principles and key stages for SEA towards sustainability [66];
- Risk assessment: (1) The ISO 31000: risk management. This provides principles and guidelines as a general approach for risk assessment, which includes risk identification, risk analysis, and risk evaluation [67]; and (2) the ISO/IEC 31010: risk management. This recommends some useful techniques [68]. In addition, previous studies also recommended other methods for ecological and environmental risk assessment for strategic decision-making [49,51,69,70];
- Valuation: To integrate the interplay between shipping operational activities and multi-dimensional environment into decision-making processes, the Ecosystem Service Valuation (ESV) targeting the human welfare [71] is the most popular reference [72]. The values are generated by the prices from actual markets, surrogate market, and hypothetical market, including willingness-to-pay (WTP) [73,74,75,76]. It is beneficial for valuation of the impacts on location, resource, and society because of their socio-economic attributes and human subjective values [36]. However, as to the concept of green strategic planning in international shipping following eco-centrism and green development [2], the natural ecosystem has values in and for itself, irrespective of its utility for human beings [8]. Therefore, the concepts and methods of ESV are not good for valuation of the natural ecosystem. The concepts and methods of Ecosystem Intrinsic Valuation (EIV) have to be used in strategic decision-making processes for the evaluation of EIV [8,36,39]. Zhang et al. [36] and Sheng et al. [37] developed and applied the EIV in decision-making processes and made much progress. Thus, the EIV method is recommended to evaluate the impacts of environmental and ecological dimensions.
4. Case Study
4.1. Overview
- Vine planting and wines production and storage: In this case study, grapes were planted in organic vineyards in Veneto and processed following the wine production procedures: harvesting and picking up → destemming and crushing → alcoholic and malolactic fermentation → aging (low-end wines are not required) → filtration → bottling → storage (aging in the bottles) → labeling → checking and testing → packing. During fermentation, high-end wines in oak barrels and low-end wines in stainless steel barrels were stored in a semi-finished area. The bottled aging wines were stored in the warehouse, and the packed wines were placed in a finished area;
- Road transportation from CIELO to Port of Venice: The 40-foot flat empty container was picked up on 31 October 2016. Then, the wines were carried to the container by a forklift. A heavy container weighing 21,409 kg was transported by trailer to Port of Venice on 2 November 2016. According to Google Maps, the distance was about 78.7 km, which took 58 minutes and passed through farms, towns, parks, rivers, etc.;
- Operations in Port of Venice: When the container arrived at the Port of Venice on 2 November 2016, it was stacked by the onshore container crane to the front yard. On 4 November 2016, it was dispatched by truck. On 7 November 2016, the container was lifted onto the vessel ASIATIC MOON, a container ship;
- Maritime transportation from Port of Venice to Port of Piraeus: The ASIATIC MOON (built in October 2006; 150 m long, 22 m wide, 7.4 m in draft, and 9,978 t in terms of total tonnage [77]) started to sail from the Port of Venice on 7 November 2016, and arrived at the Port of Piraeus on 10 November 2016;
- Operations in Port of Piraeus: When the ship arrived at the Port of Piraeus on 10 November 2016, it was stacked by the onshore container crane and put in the front yard. On 17 November 2016, the container was uploaded onto the vessel YM WELLHEAD, a container ship;
- Maritime transportation from Port of Piraeus to Port of Xiamen: The vessel YM WELLHEAD (built in April 2014; 368 m in length, 51 m in width, 15 m in draft, and 144,651 t of total tonnage [77]) sailed from the Port of Piraeus on 17 November 2016, and arrived at the Port of Xiamen on 6 December 2016;
- Operations in Port of Xiamen: The YM WELLHEAD arrived at the Port of Xiamen on 6 December 2016, and then unloaded and stacked on the yard;
- Road transportation from Port of Xiamen to TAILA: On 19 December 2016, the container was transported by trailer from Port of Xiamen to the TAILA’s warehouse. According to Google Map, the distance was about 28.6 km, which would take 44 minutes by a truck. The empty container was returned to Port of Xiamen on 20 December 2016;
- Storage and sale of wine in the TAILA, and disposal of waste: The packed wines were stacked in the warehouse of TAILA for about one year for Casaletto wine before a sale, and two to three years for Ripasso wines. The ratio of retail price to wholesale price was approximately 3:1. The Casaletto was sold for RMB ¥38 (Chinese yuan) at wholesale price and RMB ¥98 by retail, while Ripasso was sold for RMB ¥100 at wholesale price and RMB ¥400 by retail. None of the bottles were recycled.
4.2. Data Collection
4.3. Assessment
4.3.1. Regional Environment Retrospective and Current Status Assessment
4.3.2. Life-Cycle Assessment
4.4. Strategic Decision-Making
4.4.1. Process of Strategic Decision-Making
- (1)
- Integrated assessment of the status for each dimension in each region: The scores of six dimensions of each region were made according to the experts’ judgments, based on the results of retrospective and current status assessment, to understand the regional situations. Numbers 1, 2, and 3 were used to represent the integrated status of poor, medium, and good, respectively, as the indicators for sub-categories or dimensions in each region. Five experts (listed in Appendix A Table A2) were invited to participate in the integrated assessment during the decision-making processes;
- (2)
- Impact assessment for LCA: The scores of the impacts of shipping activities in the life-cycle on the six dimensions of regional environments and the impacts of six regional dimensions on shipping activities were made based on the experts’ judgments, according to the results of status evaluation and experts’ experiences, following the approach and methods discussed in Section 3.2;
- (3)
- Strategic decision-making: The interplay and relationships between shipping activities and the six dimensions of regional environments were made based on the experts’ judgments using the MDDM model (I, C; R) following the approach and methods in Section 3.2. The comprehensive evaluation values and were calculated using Equation (1) and Equation (2). The results are given in Table 4 and Table 5, which were generated based on all the experts’ judgments and used for the door-to-door international shipping final decision-making;
- (4)
- Greening development assessment: The green development levels in shipping activities and all dimensions of relevant regions were evaluated using values of 1, 2, and 3 to represent low, medium and high development levels, respectively [2], aligned with the ecosystem intrinsic value for maintenance and nature conservation [37].
4.4.2. Result and Strategic Decision-Making Analysis
4.5. Green Strategic Planning and Continual Improvement
4.5.1. International Shipping
- Vision: Follow the development trend of international shipping and meet the need of sustainability;
- Goal: Ensure that all activities in the door-to-door international shipping life-cycle satisfy the requirements of green development;
- Contents: Continually improve all activities in the life-cycle of door-to-door international shipping to approach green development;
- Planning:
- (1)
- Define the life-cycle of the door-to-door international shipping of wines from CIELO to TAILA, as discussed in Section 4.1;
- (2)
- Assess the interactions between operational activities of the door-to-door international shipping and regional environment from a multi-dimensional perspective;
- (3)
- Identify the green development level of the activities and the regional environment; and
- (4)
- Request to continually improve all activities of door-to-door international shipping to reduce the negative impacts on all dimensions of the regional environment, to achieve green development.
4.5.2. For the Regional Environment
4.6. Discussion of the Case Study
5. Discussion
6. Conclusions
Supplementary Materials
Author Contributions
Funding
Acknowledgments
Conflicts of Interest
Appendix A
Sources | Details |
---|---|
Interview and survey | The TAILA company and the road transportation in Xiamen were visited to understand the current situation of storage and sales of wines in TAILA and road transportation in Xiamen region, and the Xiamen Port Authority was interviewed to help understand the operations in Port of Xiamen. |
Literature search | The keywords of “Veneto”, “Port of Venice”, “Port of Piraeus”, “Port of Xiamen”, and “Xiamen” were used to search for information from databases for understanding their current status. |
Official websites access | Statistic yearbooks, reports, political documents, planning, etc. were collected by searching official websites, including CIELO E TERRA S.p.A. http://www.cieloeterravini.com/en-UK/home-page.php, Regional Agency for Environmental Prevention and Protection of Veneto http://www.wine-world.com/area/italy/veneto, Port of Venice https://www.port.venice.it/en, North Adriatic Sea Port Association http://www.portsofnapa.com/, Port of Piraeus http://www.olp.gr/en/, Hellenic Statistical Authority http://www.statistics.gr/en/home, IMO http://www.imo.org/EN/Pages/Default.aspx, Trans-boundary Waters Assessment Programme http://geftwap.org/, the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection http://www.gesamp.org/publications/pollution-in-the-open-oceans, EcoTransIT World https://www.ecotransit.org/calculation.en.html, Secretariat of the Pacific Environment Programme https://www.sprep.org/, Port of Xiamen http://www.portxiamen.gov.c, and Xiamen Municipal Government http://www.xm.gov.cn/. |
Experts | Details |
---|---|
Expert A | Shengyun Yang, retired professor, the College of Ocean and Earth Sciences, Xiamen University, whose background is in integrated coastal management and ecosystem–based marine management. |
Expert B | Luoping Zhang, retired professor, the Coastal and Ocean Management Institute, Xiamen University, whose background is in environmental management. |
Expert C | Weiqi Chen, retired professor, the College of the Environment and Ecology, Xiamen University, whose background is in resource and environmental economics. |
Expert D | Qinhua Fang, professor, the Coastal and Ocean Management Institute, Xiamen University, whose background is in environmental system assessment, marine spatial planning, and marine policy. |
Expert E | Yangfan Li, professor, the College of the Environment and Ecology, Xiamen University, whose background is in coastal landscape ecology, ecological environment planning and ecological civilization. |
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Processes | Activities | Contents for Assessment |
---|---|---|
Cargo production and storage | Production | Production processes, technologies, resource consumption, energy efficiency, emissions, and waste |
Storage | Storage methods, resource consumption, emissions, and waste | |
Transportation from land to sea or from sea to land | Loading and discharge | Type (e.g., automated), methods, resources consumption, emissions, and waste |
Road transportation/rail transportation/inland transportation | Capacity, costs, benefits, fuel consumption, energy efficiency, emissions, and waste | |
Transshipment centers | Loading and discharge/packaging/distribution processing/warehousing | Type (e.g., automated), methods, resources consumption, energy efficiency, emissions, and waste |
Operations in ports | Loading/unloading/handling | Type (e.g., automated), methods, resources consumption, energy efficiency, emissions, and waste |
Storage | Storage methods resource consumption, emissions, and waste | |
Port traffic | Traffic modes, resources consumption, energy efficiency, emissions, and waste | |
Port to port transportation | Maritime shipping | Shipping routes, capacity (e.g., throughput), costs, benefits, fuel consumption, energy efficiency, emissions, and waste |
Storage in receiving place | Storage | Storage methods, resources consumption, emissions, and waste |
Processes | Methods | Descriptions | Applications |
---|---|---|---|
Decision-making | MDDM and its model of (I, C; R) | A stepwise approach for strategic decision-making process | To provide a multi-dimensional approach and a model for strategic decision-making processes in uncertain and complex environments |
Operational processes | LCA in ISO 14000 | A highlight of life-cycle thinking | To help the life-cycle of door-to-door international shipping identification |
EMS in ISO 14000 | A continual improvement process | To help establish a cyclic approach and gradually move to the long-term goal | |
Social assessment | Public participation | Engaging public involvement in decision-making | To identify and assess the imperceptible and unquantifiable issues |
Expert judgment | A judgment based on the experts’ knowledge and experiences | To identify and assess the imperceptible and unquantifiable issues, and the decision-making processes | |
Economic assessment | Cost-effectiveness analysis | Cost-effective analysis | To assess the economic effectiveness |
Cost–benefit analysis | Costs and benefits analysis | To assess the costs and benefits | |
Life-cycle cost analysis | Total costs analysis in the whole process | To assess the net present value of costs in the life-cycle | |
Environmental assessment | EIA | Environmental impact assessment of projects | To analyze, predict, and evaluate the possible environmental impacts at a project level |
SEA | Environmental impact assessment of policies, plans, and programs | To assess the environmental impacts on developing policies, plans, and programs | |
Retrospective assessment | Retrospective assessment of environmental impacts | To explore the trends of environment issues and identify the accumulative effects in an attempt to find roots and mechanisms | |
Risk assessment | ISO 31000+ ISO/IEC 31010 | Risk assessment | To assess the risks with general process |
Environmental Risk Assessment | Environmental risk assessment | To assess the environmental risks in strategic decision-making | |
Ecological Risk Assessment | Ecological risk assessment | To assess the ecological risks in strategic decision-making | |
Valuation | ESV | Valuation of impacts | To value the impacts on location, resource, and society dimensions |
EIV | Valuation of impacts | To value the impacts on the environment and ecology dimensions |
Dimensions | Sub-Categories | Indicators |
---|---|---|
Location (advantages and disadvantages compared with the surrounding region) | Natural and Geographical | Geography, topography, landform, geology, climate, hydrology, soil, and groundwater, etc. |
Resource location | Resource structure and resource sensitivity. | |
Social location | History, culture, and policy. | |
Economic location | Regional industries, markets, and economic hinterlands. | |
Ecological location | Ecological structure, function, and process. | |
Resources | Natural resources | Land, water, forest, energy, biological resources, including rare or endangered animals and plants. |
Humanistic resources | Culture, labor resources, transportation, and tourism resources. | |
Society | Political civilization | Policies, regulations, religion, ethics, social activities, public participation, and social security. |
Family and household | Population, proportion of migrants, labor, employment, income, consumption, prices, and living environment. | |
Culture and art | Cultural lifestyle, language, traditional culture, humanities, and art. | |
News and communications | Information disclosure, media development, news topics, communication effects. | |
Medical and health | Medical facilities, health conditions, diseases. | |
Education and technology | Education investment, education resources, investment and output in research and development. | |
Administrative management | Management system and performance. | |
Infrastructure | Infrastructures of transportation, business, entertainment and leisure, information and communication, and landscaping. | |
Economy | Economic power | GDP (gross domestic product), GDP growth rate, GDP per capita, industrial output value, industrial output growth rate. |
Industrial structure | The output of the first, second, and third industries and their proportion, foreign investment, outbound investment, transportation business, and environmental investment. | |
Fixed asset investment | Total fixed assets investment, new fixed assets investment, and fixed assets investment in transportation. | |
Trade and logistics | Total import and export volume, freight volume or throughput, and freight turnover. | |
Finance and taxation | Financial revenue, fiscal deficit, and taxes. | |
Monetary and insurance | Deposit and loan, capital flow, insurance amount, indemnity, and solvency. | |
Environment | Air environment | Air quality, and atmospheric diffusion conditions. |
Water environment | Surface water, seawater, and groundwater quality, and hydrodynamic conditions. | |
Acoustic environment | Equivalent sound level, over-standard rate. | |
Solid waste | Sources, quantity, and solid waste management and disposal. | |
Soil environment | Soil quality. | |
Environmental risk | Environmental risk, which may be caused by oil spills or chemical leakage. | |
Ecology | Terrestrial ecosystems | Ecosystem health, biodiversity, habitat environment, vegetation cover, and species invasion. |
Aquatic ecosystems | Ecosystem health, biodiversity, habitat environment, species invasion. | |
Sensitive bio-ecology | Statutory protected species, nature reserves, rare or endangered animals and plants, and endemic flora and fauna. | |
Ecological risk | Ecological risk, which may be caused by oil spills or species invasion |
Activities | Regional Environments | Expert 1 | Expert 2 | Expert 3 | Expert 4 | Expert 5 | Average Scores |
---|---|---|---|---|---|---|---|
Wine production | Location | (0, 0.9; 1) = 0 | (1, 0.7; 1) = 0.7 | (0, 0.7; 1) = 0.7 | (0, 0.6; 0) = 0 | (0, 1; 0) = 0 | 0.28 |
Resource | (−1, 0.9; 1) = −0.9 | (1, 0.7; 1) = 0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 2) = −1.4 | (−1, 0.9; 1) = −0.9 | −0.64 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 2) = 1.4 | (3, 0.7; 2) = 4.2 | 1.6 | |
Economy | (−1, 0.8; 2) = −1.6 | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (1, 0.6; 2) = 1.2 | (1, 0.8; 1) = 0.8 | 0.38 | |
Environment | (−1, 0.8; 1) = −0.8 | (2, 0.8; 2) = 3.2 | (−1, 0.7; 1) = −0.7 | (0, 0.7; 2) = 0 | (−1, 0.7; 1) = −0.7 | 0.2 | |
Ecology | (−1, 0.7; 1) = −0.7 | (2, 0.8; 2) = 3.2 | (0, 0.7; 1) = 0 | (0, 0.6; 2) = 0 | (0, 1; 0) = 0 | 0.5 | |
Storage in CIELO’s factory | Location | (0, 0.9; 1) = 0 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (0, 0.6; 2) = 0 | (0, 1; 0) = 0 | 0.28 |
Resource | (−1, 0.8; 1) = −0.8 | (1, 0.7; 2) = 1.4 | (0, 0.7; 1) = 0 | (0, 0.6; 1) = 0 | (0, 0.9; 0) = 0 | 0.12 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.8; 1) = 0.8 | (0, 0.7; 1) = 0 | (1, 0.7; 0) = 0 | (0, 0.9; 0) = 0 | 0.34 | |
Economy | (1, 0.9; 1) = 0.9 | (1, 0.8; 1) = 0.8 | (0, 0.7; 1) = 0 | (1, 0.6; 1) = 0.6 | (1, 0.9; 0) = 0 | 0.46 | |
Environment | (−1, 0.8; 1) = −0.8 | (1, 0.8; 1) = 0.8 | (0, 0.7; 1) = 0 | (0, 0.7; 0) = 0 | (0, 0.9; 0) = 0 | 0 | |
Ecology | (−1, 0.7; 1) = −0.7 | (1, 0.8; 1) = 0.8 | (0, 0.7; 1) = 0 | (0, 0.6; 0) = 0 | (0, 0.9; 0) = 0 | 0.02 | |
Road transportation from CIELO to Port of Venice | Location | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (0, 0.7; 1) = 0 | (0, 0.6; 2) = 0 | (0, 1; 0) = 0 | 0.32 |
Resource | (−1, 0.9; 1) = −0.9 | (1, 0.7; 1) = 0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.6; 2) = −1.2 | (−1, 0.9; 1) = −0.9 | −0.6 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.8; 1) = 0.8 | (−1, 0.7; 1) = −0.7 | (2, 0.7; 1) = 1.4 | (−1, 0.9; 1) = −0.9 | 0.3 | |
Economy | (2, 0.9; 2) = 3.6 | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (2, 0.6; 2) = 2.4 | (1, 0.9; 1) = 0.9 | 1.68 | |
Environment | (−1, 0.9; 1) = −0.9 | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.9; 1) = −0.9 | −0.82 | |
Ecology | (−1, 0.9; 2) = −1.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.6; 1) = −0.6 | (−1, 0.8; 1) = −0.8 | −0.94 | |
Operations in Port of Venice | Location | (0, 0.9; 1) = 0 | (0, 0.8; 1) = 0 | (0, 0.7; 1) = 0 | (0, 0.6; 1) = 0 | (0, 1; 0) = 0 | 0 |
Resource | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (0, 0.7; 1) = 0 | (−1, 0.9; 1) = −0.9 | −0.6 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 2) = 1.4 | (1, 0.8; 1) = 0.8 | 0.9 | |
Economy | (2, 0.8; 2) = 3.2 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.6; 2) = 1.2 | (1, 0.8; 1) = 0.8 | 1.32 | |
Environment | (−1, 0.8; 1) = −0.8 | (−1, 0.9; 2) = −1.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | −0.96 | |
Ecology | (−1, 0.7; 1) = −0.7 | (−1, 0.9; 2) = −1.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.6; 1) = −0.6 | (−2, 0.7; 2) = −2.8 | −1.32 | |
Operations in Port of Piraeus | Location | (0, 0.9; 1) = 0 | (0, 0.8; 1) = 0 | (0, 0.8; 1) = 0 | (0, 0.6; 2) = 0 | (0, 1; 0) = 0 | 0 |
Resource | (−1, 0.7; 1) = −0.7 | (−1, 0.6; 1) = −0.6 | (−1, 0.6; 1) = −0.6 | (0, 0.7; 1) = 0 | (−1, 0.9; 1) = −0.9 | −0.56 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | 0.74 | |
Economy | (2, 0.8; 1) = 1.6 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.6; 1) = 0.6 | (1, 0.8; 1) = 0.8 | 0.88 | |
Environment | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 2) = −1.6 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | −0.92 | |
Ecology | (−1, 0.7; 1) = −0.7 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.6; 1) = −0.6 | (−1, 0.8; 1) = −0.8 | −0.72 | |
Operations in Port of Xiamen | Location | (0, 0.9; 1) = 0 | (0, 0.7; 1) = 0 | (0, 0.7; 1) = 0 | (0,0.7; 2) = 0 | (0, 1; 0) = 0 | 0 |
Resource | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (0,0.8; 1) = 0 | (−1, 0.8; 1) = −0.8 | −0.58 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1,0.8; 1) = 0.8 | (1, 0.8; 1) = 0.8 | 0.78 | |
Economy | (2, 0.8; 1) = 1.6 | (1, 0.7; 2) = 1.4 | (1, 0.8; 1) = 0.8 | (1,0.7; 2) = 1.4 | (1, 0.8; 1) = 0.8 | 1.2 | |
Environment | (−1,0.8; 1) = −0.8 | (−1, 0.9; 2) = −1.8 | (−1, 0.8; 1) = −0.8 | (0,0.8; 1) = 0 | (−2, 0.7; 2) = −2.8 | −1.24 | |
Ecology | (1, 0.7; 1) = 0.7 | (−1, 0.9; 1) = −0.9 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.8; 1) = −0.8 | −0.48 | |
Maritime transportation | Resource | (0,0.8; 1) = 0 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (0,0.6; 1) = 0 | (0, 0.6; 0) = 0 | −0.28 |
Environment | (0,0.8; 1) = 0 | (−1, 0.8; 2) = −1.6 | (−1, 0.8; 1) = −0.8 | (0,0.7; 2) = 0 | (0, 0.8; 0) = 0 | −0.48 | |
Ecology | (−1, 0.7; 1) = −0.7 | (−1, 0.8; 1) = −1.8 | (−1, 0.7; 1) = −0.7 | (−1,0.7; 2) = −1.4 | (−2, 0.7; 2) = −2.8 | −1.48 | |
Road transportation from Port of Xiamen to TAILA | Location | (1, 0.9; 1) = 0.9 | (0, 0.7; 1) = 0 | (0, 0.8; 1) = 0 | (0, 0.7; 2) = 0 | (0, 1; 0) = 0 | 0.18 |
Resource | (−1, 0.9; 2) = −1.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (0, 0.7; 1) = 0 | (−1, 0.8; 1) = −0.8 | −0.8 | |
Society | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (−1, 0.7; 1) = −0.7 | (1, 0.8; 1) = 0.8 | (−1, 0.8; 1) = −0.8 | 0.36 | |
Economy | (2, 0.9; 2) = 3.6 | (1, 0.7; 2) = 1.4 | (1, 0.8; 1) = 0.8 | (0, 0.7; 1) = 0 | (1, 0.7; 1) = 0.7 | 1.3 | |
Environment | (−1, 0.9; 1) = −0.9 | (−1, 0.9; 2) = −1.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 1) = −0.8 | −1.02 | |
Ecology | (−1, 0.7; 1) = −0.7 | (−1, 0.9; 2) = −1.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (0, 1; 0) = 0 | −0.78 | |
Storage in the TAILA’s warehouse | Location | (0, 0.9; 1) = 0 | (0, 0.7; 1) = 0 | (0, 0.8; 1) = 0 | (0, 0.7; 2) = 0 | (0, 1; 0) = 0 | 0 |
Resource | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 0) = 0 | (−1, 1; 1) = −1 | −0.62 | |
Society | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (0, 0.7; 1) = 0 | (1, 0.8; 0) = 0 | (0, 1; 0) = 0 | 0.5 | |
Economy | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (0, 0.7; 1) = 0 | (0, 0.7; 1) = 0 | (0, 0.9; 0) = 0 | 0.5 | |
Environment | (−1, 0.9; 1) = −0.9 | (−1, 0.9; 1) = −0.9 | (0, 0.7; 1) = −0 | (0, 0.8; 0) = 0 | (0, 1; 0) = 0 | −0.36 | |
Ecology | (−1, 0.7; 1) = −0.7 | (−1, 0.9; 1) = −0.9 | (0, 0.7; 1) = −0 | (0, 0.7; 0) = 0 | (0, 1; 0) = 0 | −0.32 |
Activities | Regional Environments | Expert 1 | Expert 2 | Expert 3 | Expert 4 | Expert 5 | Average Scores |
---|---|---|---|---|---|---|---|
Wine production | Location | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (2, 0.6; 1) = 1.2 | (1, 0.7; 1) = 0.7 | 0.82 |
Resource | (1, 0.8; 1) = 0.8 | (2, 0.7; 2)=2.8 | (1, 0.7; 1) = 0.7 | (2, 0.7; 3) = 4.2 | (0, 0.9; 0) = 0 | 1.7 | |
Society | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (2, 0.8; 2) = 3.2 | 1.42 | |
Economy | (1, 0.8; 2) = 1.6 | (1, 0.7; 2)=1.4 | (1, 0.8; 2) = 1.6 | (1, 0.6; 1) = 0.6 | (2, 0.6; 2) = 2.4 | 1.52 | |
Environment | (1, 0.9; 1) = 0.9 | (1, 0.8; 1) = 0.8 | (1, 0.8; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (0, 0.9; 0) = 0 | 0.06 | |
Ecology | (1, 0.7; 1) = 0.7 | (1,0.8; 2) = 1.6 | (1, 0.8; 1) = 0.8 | (−1, 0.6; 1) = −0.6 | (0, 0.8; 0) = 0 | 0.5 | |
Storage in the CIELO’s factory | Location | (0,0.9; 1) = 0 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.6; 1) = 0.6 | (1, 0.7; 1) = 0.7 | 0.54 |
Resource | (−1, 0.7; 1) = −0.7 | (1, 0.8; 1) = 0.8 | (1, 0.8; 1) = 0.8 | (−1, 0.6; 1) = −0.6 | (0, 0.9; 0) = 0 | 0.06 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | 0.74 | |
Economy | (2, 0.8; 2) = 3.2 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.6; 1) = 0.6 | (2, 0.6; 2) = 2.4 | 1.52 | |
Environment | (1, 0.9; 1) = 0.9 | (0, 0.8; 1) = 0 | (0, 0.8; 1) = 0 | (0, 0.7; 0) = 0 | (−1, 0.5; 1) = −0.5 | 0.28 | |
Ecology | (1, 0.8; 1) = 0.8 | (0, 0.8; 1) = 0 | (0, 0.8; 1) = 0 | (0, 0.6; 0) = 0 | (−1, 0.8; 1) = −0.8 | 0 | |
Road transportation from CIELO to Port of Venice | Location | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.6; 1) = 0.6 | (2, 0.8; 2) = 3.2 | 1.22 |
Resource | (2, 0.9; 2) = 3.6 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.6; 1) = 0.6 | (0, 0.9; 0) = 0 | 1.12 | |
Society | (2, 0.9; 1) = 1.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (2, 0.7; 1) = 1.4 | (3, 0.8; 3) = 7.2 | 2.36 | |
Economy | (2, 0.9; 2) = 3.6 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (2, 0.6; 1) = 1.2 | (3, 0.8; 3) = 7.2 | 2.68 | |
Environment | (−1, 0.9; 1) = −0.9 | (−1, 0.8; 2) = −1.6 | (−1, 0.8; 2) = −1.6 | (0, 0.7; 1) = 0 | (−1, 0.6; 1) = −0.6 | −0.94 | |
Ecology | (1, 0.8; 1) = 0.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 1) = −0.8 | (0, 0.6; 1) = 0 | (−1, 0.8; 1) = −0.8 | −0.32 | |
Operations in Port of Venice | Location | (1, 0.8; 1) = 0.8 | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.8 | (1, 0.6; 1) = 0.6 | (3, 0.8; 2) = 4.8 | 1.56 |
Resource | (1, 0.8; 1) = 0.8 | (1, 0.8; 1) = 0.8 | (−1, 0.7; 1) = −0.7 | (1, 0.7; 2) = 1.4 | (−1, 0.7; 3) = −2.1 | 0.04 | |
Society | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0. 7; 1) = 0.7 | (3, 0.7; 2) = 4.2 | 1.62 | |
Economy | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (0, 0.6; 2) = 0 | N/A | 0.25 | |
Environment | (1, 0.9; 1) = 0.9 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (0, 0.7; 1) = 0 | (−3, 0.5; 3) = −4.5 | −1.02 | |
Ecology | (1, 0.8; 1) = 0.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.6; 2) = −1.2 | (−2, 0.5; 2) = −2 | −0.78 | |
Operations in Port of Piraeus | Location | (1, 0.8; 1) = 0.8 | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (2, 0.6; 1) = 1.2 | (3, 0.8; 3) = 7.2 | 2.14 |
Resource | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (3, 0.7; 3) = 6.3 | 1.84 | |
Society | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (3, 0.6; 3) = 5.4 | 1.86 | |
Economy | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (0, 0.6; 2) = 0 | (3, 0.5; 3) = 4.5 | 1.54 | |
Environment | (1, 0.9; 1) = 0.9 | (−1, 0.8; 1) = −0.8 | (−1, 0.7; 1) = −0.7 | (0, 0.7; 1) = 0 | (−3, 0.8; 3) = −4.5 | −1.02 | |
Ecology | (1, 0.8; 1) = 0.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.6; 1) = −0.6 | (0, 0.6; 1) = 0 | (−2, 0.7; 2) = −2.8 | −0.68 | |
Operations in Port of Xiamen | Location | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (2, 0.7; 2) = 2.8 | (2, 0.6; 2) = 2.4 | 1.48 |
Resource | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.8; 1) = 0.8 | (2, 0.7; 2) = 2.8 | 1.16 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.8; 1) = 0.8 | (3, 0.8; 3) = 7.2 | 2.06 | |
Economy | (1, 0.9; 1) = 0.9 | (1, 0.7; 2) = 1.4 | (1, 0.7; 1) = 0.7 | (1, 0.7; 2) = 1.4 | (2, 0.6; 2) = 2.4 | 1.36 | |
Environment | (1, 0.9; 1) = 0.9 | (−1, 0.9; 2) = −1.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 1) = −0.8 | (−3, 0.5; 3) = −4.5 | −1.4 | |
Ecology | (1, 0.8; 1) = 0.8 | (−1, 0.9; 2) = −1.8 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (−2, 0.7; 2) = −2.8 | −1.04 | |
Maritime transportation | Resource | (1, 0.8; 1) = 0.8 | (1, 0.8; 1) = 0.8 | (1, 0.7; 1) = 0.7 | (2, 0.8; 3) = 4.8 | (1, 0.4; 3) = 1.2 | 1.66 |
Environment | (1, 0.8; 1) = 0.8 | (1, 0.9; 2) = 1.8 | (1, 0.8; 1) = 0.8 | (0, 0.8; 1) = 0 | (−1, 0.6; 1) = −0.6 | 0.56 | |
Ecology | (1, 0.7; 1) = 0.7 | (1, 0.9; 2) = 1.8 | (1, 0.7; 1) = 0.7 | (−1, 0.8; 1) = −0.8 | (−1, 0.5; 1) = −0.5 | 0.18 | |
Road transportation from Port of Xiamen to TAILA | Location | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 2) = 1.4 | (3, 0.8; 3) = 7.2 | 2.18 |
Resource | (2, 0.9; 2) = 3.6 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (1, 0.7; 1) = 0.7 | (2, 0.8; 2) = 3.2 | 1.22 | |
Society | (2, 0.9; 1) = 1.8 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (2, 0.8; 1) = 1.6 | (3, 0.7; 3) = 6.3 | 2.22 | |
Economy | (2, 0.9; 2) = 3.6 | (1, 0.7; 1) = 0.7 | (1, 0.8; 1) = 0.8 | (2, 0.7; 1) = 1.4 | (3, 0.8; 3) = 7.2 | 2.74 | |
Environment | (−1, 0.9; 1) = −0.9 | (−1, 0.9; 1) = −0.9 | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 1) = −0.8 | (−1, 0.8; 1) = −0.8 | −0.84 | |
Ecology | (−1, 0.8; 1) = −0.8 | (−1, 0.9; 1) = −0.9 | (0, 0.7; 1) = 0 | (−1, 0.7; 1) = −0.7 | (−1, 0.8; 1) = −0.8 | −0.64 | |
Storage in the TAILA’s warehouse | Location | (0, 0.9; 1) = 0 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.7; 2) = 1.4 | (1, 0.8; 1) = 0.8 | 0.72 |
Resource | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (−1, 0.7; 1) = −0.7 | (0, 0.7; 2) = 0 | (1, 0.8; 1) = 0.8 | −0.26 | |
Society | (1, 0.9; 1) = 0.9 | (1, 0.7; 1) = 0.7 | (1, 0.7; 1) = 0.7 | (1, 0.8; 0) = 0 | (2, 0.5; 2) = 2 | 0.86 | |
Economy | (2, 0.8; 2) = 3.2 | (1, 0.7; 2) = 1.4 | (1, 0.7; 1) = 0.7 | (2, 0.7; 1) = 1.4 | (1,0.5; 1) = 0.5 | 1.44 | |
Environment | (1, 0.9; 1) = 0.9 | (−1, 0.9; 1) = −0.9 | (0, 0.7; 1) = 0 | (0, 0.8; 0) = 0 | (−1,0.8; 1) = −0.8 | −0.16 | |
Ecology | (1, 0.8; 1) = 0.8 | (−1, 0.9; 1) = −0.9 | (0, 0.7; 1) = 0 | (0, 0.7; 0) = 0 | (0,0.9; 0) = 0 | −0.02 |
Activities | Evaluation | |||||
---|---|---|---|---|---|---|
Expert 1 | Expert 2 | Expert 3 | Expert 4 | Expert 5 | Average Scores | |
Vine planting | 3 | 3 | 3 | 3 | 3 | 3 |
Wines production | 3 | 3 | 3 | 3 | 2 | 2.8 |
Storage in the CIELO factory | 2 | 2 | 2 | 2 | 2 | 2 |
Road transportation from CIELO to Port of Venice | 2 | 2 | 2 | 2 | 2 | 2 |
Operations in Port of Venice | 2 | 2 | 2 | 2 | 2 | 2 |
Operations in Port of Piraeus | 2 | 3 | 3 | 3 | 2 | 2.6 |
Operations in Port of Xiamen | 3 | 2 | 2 | 2 | 3 | 2.4 |
Maritime transportation | 3 | 2 | 2 | 2 | 2 | 2.2 |
Road transportation from Port of Xiamen to TAILA | 2 | 2 | 2 | 2 | 2 | 2 |
Storage in the TAILA warehouse | 3 | 2 | 2 | 2 | 2 | 2.2 |
Sale, consumption and disposal of wines products | 1 | 2 | 2 | 2 | 2 | 1.8 |
Activities | Continual Improvements |
---|---|
Vine planting | Continually working on organic viticulture. |
Wine production | Continually reducing energy consumption, increasing clean energy usage, reducing environmental impacts, and maintaining the industry-leading levels. |
Storage in CIELO’s factory | Inventory optimization and land resource consumption reduction. |
Road transportation from CIELO to Port of Venice | Continually increasing energy efficiency, reducing exhaust emissions and traffic noise, and avoiding the impacts on birds’ habitats and animal corridors. |
Operations in Port of Venice | Continually increasing the energy efficiency and clean energy usage, reducing exhaust emissions and conflicts to sensitive ecology, and preventing the risks of an oil spill and species invasion. |
Operations in Port of Piraeus | Continually optimizing the container scheduling, restricting the docking of old ships, reducing the exhaust emissions and noise, and preventing the risks of an oil spill and species invasion. |
Maritime transportation | Using new ships, continually increasing the ships energy efficiency, reducing the exhaust emissions, prohibiting garbage entering the sea, and reducing the conflicts to sensitive ecology. |
Operations in Port of Xiamen | Continually increasing the energy efficiency and clean energy usage, reducing exhaust emissions and noise, avoiding conflicts to sensitive species, and preventing the risks of an oil spill and species invasion. |
Road transportation from Port of Xiamen to TAILA | Continually increasing energy efficiency, reducing exhaust emissions and noise, and avoiding interfering with the ecological sensitive areas. |
Storage in TAILA’s warehouse | Reasonably arranging sales, and reducing the occupation of land resources. |
Sale, consumption, and disposal of wines | Recycling the wine bottles. |
Regions | Continual Improvements |
---|---|
Veneto City | Continually reducing traffic congestion, improving the ambient air quality and acoustic environment, avoiding interfering with the sensitive ecology, and preventing risks and disasters. |
Port of Venice | Continually reducing the emissions of NOX(nitrogen oxide), PM(particulate matter), polycyclic aromatic hydrocarbons and inorganic nitrogen, avoiding oxygen-poor, increasing the port waste collection, reducing the impacts on special flora and fauna in the Venetian lagoon, and preventing the risks of an oil spill and species invasion. |
Port of Piraeus | Continually improving the ambient air quality, strengthening the port waste management, avoiding the conflicts between shipping and sensitive ecology and maritime archaeological sites, and preventing the risks of an oil spill and species invasion. |
Port of Xiamen | Continually reducing the emissions of carbon, PM10, and traffic noise, and the nutrient levels in waters, protecting the biodiversity, avoiding conflicts between shipping and sensitive organisms, and preventing the risks of an oil spill and species invasion. |
Xiamen City | Continually improving the ambient air quality and acoustic environment, avoiding interference with sensitive ecology, and preventing potential risks and disasters. |
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Wu, X.; Zhang, L.; Feng, H. Green Strategic Planning Approach for International Shipping Activities. Sustainability 2020, 12, 41. https://doi.org/10.3390/su12010041
Wu X, Zhang L, Feng H. Green Strategic Planning Approach for International Shipping Activities. Sustainability. 2020; 12(1):41. https://doi.org/10.3390/su12010041
Chicago/Turabian StyleWu, Xiaofang, Luoping Zhang, and Huan Feng. 2020. "Green Strategic Planning Approach for International Shipping Activities" Sustainability 12, no. 1: 41. https://doi.org/10.3390/su12010041