by & filed under Events, Port infrastructure.

From October 11-15 2021 the 5G-LOGINNOV project will take part in the ITS World Congress – the world’s largest and most prominent event focused on smart mobility and the digitalisation of transportation.

During the ITS World Congress a first demonstration of 5G-LOGINNOV Hamburg LL set of use cases will be presented. At the LL Hamburg, the partners SWARCO, tec4U, Continental and T-Systems will demonstrate the potential of leveraging positive environmental impact by applying the functionalities of 5G for hybrid V2X-communication and traffic management, in particular outside the port and the hinterland. For this, an innovative set of use cases has been developed to be tested in Hamburg’s TAVF, e.g. Floating Truck and Emission Data (FTED), 5G based Green Light Optimum Speed Advisory (GLOSA) and dynamic control loop for traffic management actions (DCET).

But the 5G-Loginnov participation at the ITS World Congress is not limited to the mentionend demonstration. Indeed 5G-LOGINNOV will also participate in the following three Special Interest Sessions (SIS) at the Congress.

SIS 91 – Digital transformation in logistics

This session will take place on Monday, October 11, 2021 from 11:00 AM to 12:30 PM at the Messe – B6 – Room 6. Dr. Eusebiu Catana, ERTICO – ITS Europe, Belgium will moderate the panel composed by:

  • Szymon Oscislowski, European Commission, DG MOVE, Belgium
  • Roeland van Bockel, Ministry of Infrastructure and Water management, The Netherlands
  • Fernando Liesa, ETP-Alice, Belgium
  • Sergio Barbarino, P&G, Belgium
  • André Perpey, NeoGLS, France
  • Marcel Huschebeck, PTV Group, Germany-replaced Zoltan-Mondelez

SIS 96 – CAD, Safe Platooning and 5G Eco-Systems for verticals

This session will take place on Wednesday, October 13, 2021 from 2:00 PM to 3:30 PM at the Messe – B6 – Room 6. Dr. Eusebiu Catana, ERTICO – ITS Europe, Belgium will moderate the panel composed by:

  • Emrah Kinav, Ford Otosan, Turkey
  • Oihana Otaegui, VICOMTECH, Spain
  • Ralf Willenbrock, T-Systems, Germany
  • Pekka Eloranta, VTT, Findland
  • Sterle Janez, ININ, Slovenia
  • Basaras Pavlos, ICCS, Greece

Final session – Autonomous Vehicle & Platooning, what next!?

This session will take place on Friday, October 15, 2021 from 9:00 AM to 10:30 AM at CCH – Room X2. During this session, ERTICO speakers will present real results & lesson learnt from CONCORDA&ENSEMBLE done on testing grounds and in real life and can serve to an experience to any other similar project. The speakers will be:

  • Vogel Sebe, Program Manager, NL
  • Dafonte Pablo, Program Manager, Spain
  • Marika Hoedemaeker, Project Coordinator, NL
  • Michael Menzel, Program manager, Germany
  • Omar Alshabibi, Manager ETAS-SEC/PRM, Germany
  • Jochen Hoidis, Senior Manager, Germany/USA

More information can be find here.

For further information on the ITS World Congress 2021 click here.

by & filed under Environment, Port infrastructure.

EALING West Med Macro Regional Workshop will be held on 30th September within the SEAFUTURE Convention in La Spezia Navy Base.

Specifically, the Session dedicated to EALING is part of the wider Conference “Driving the change in shipping & logistics: the EU funding opportunities in the programming period 2021-2027″ aiming at deepening the three key topics below:




EALING Macro Regional Stakeholder Workshop will be focused on presenting the first results coming from the Technical Workshops, and Stakeholders Consultations with Ports, Shipping Lines and Classification Societies carried out in the first part of the Action. After the introduction about the proposed requirements on OPS for ports in the upcoming proposal for AFID revision by DG MOVE and a focus on the Technical Studies on OPS by EMSA, the project contents will be deepened with contributions from Project Coordinator Fundacion Valenciaport and leaders of Activity 1 “Harmonised Framework for the electrification of the participating TEN-T maritime ports” and Activity 2 “Maritime fleet adaptation”

Then a technological session with OPS providers will then anticipate the open discussion with industry players concerning the pros and cons of the OPS adoption considering administrative, financial, and technical aspects.

For more information about the Conference Programme click here

The studies have been carried out for the European Commission and express the opinions of the organisations having undertaken them. The views have not been adopted or in any way approved by the European Commission and should not be relied upon as a statement of the European Commission’s views. The European Commission does not guarantee the accuracy of the information given in the studies, nor is it liable for any consequence stemming from the reuse of this publication.


Evaluation of the Regulation (EU) N° 1315/2013 on Union Guidelines for the development of a trans-European transport network


👉 there is a strong need to advance on requirements enhancing the quality of the TEN-T infrastructure to cope with future challenges, also in the context of sustainability and improved user benefits.

👉 need of adjusted targets and reinforced / extended requirements. The reduction of transport emissions by 90% by 2050 cannot be achieved without a proper TEN-T network allowing for greener transport.

👉 the TEN-T Regulation could be advanced to strengthen the identification, combination and implementation of projects from the perspective of integrated door-to-door user services.

👉 complementarity between core and comprehensive networks could be strengthened.

👉 need to reinforce implementation instruments at EU level and to stimulate a stronger commitment of Member States.

👉 Effectiveness of TEN-T implementation could be further enhanced through a strengthening of EU instruments

👉 Achieving the objectives of the European Green Deal would require that the TEN-T infrastructure are fully aligned with the provisions resulting from the other policy initiatives in the fields of AFID, FuelEU Maritime and the ReFuel Aviation.

👉 Synergies between trans-European network policies in transport, energy and digitalisation are important for higher user benefits, efficiency and the strongest possible contribution to transport decarbonisation.

Evaluation of the White Paper ‘Roadmap to a Single European Transport Area – towards a competitive and resource-efficient transport system’

by & filed under Digitalization.

The European projects 5G-LOGINNOV and 5GMETA will be presented at the EuCNC & 6G Summit 2021 with a joint workshop titled “How the 5G ecosystem empowers the port, logistics and automotive industries”. EuCNC 2021 is the 30th edition of a successful series of a conference in the field of telecommunications, sponsored by the IEEE Communications Society (ComSoc) and the European Association for Signal Processing (EURASIP), and supported by the European Commission.

The joint workshop will take place on 8 June 2021, from 9:30- 11:00/ 11:30-13:00 PM and will explore the various applications of 5G, with a focus on the logistics and automotive sectors. Data has become an extremely important asset, not only to cope with traffic congestion, environmental challenges and handle upcoming and future logistics capacity, but also to develop economic and innovative business opportunities for regions, industries, SMEs and high-tech start-ups. 5GMETA and 5G-LOGINNOV will not only use data to stimulate and facilitate innovative products and services, whilst ensuring data privacy, security, interoperability and ownership, but also use new, innovative concepts, applications and devices supported by 5G technologies, IoT, data analytics, next generation traffic management and CCAM to reach the above-mentioned goals.

Thanks to the expertise of both project consortiums, which gather very relevant and well-positioned European stakeholders from research and academia, telecommunications, RTOs, clusters, incubators and industry, participants to the workshop will learn about the CAD and logistics challenges, architecture, innovations and services enabled by 5G. Participants will also have the opportunity to get involved in the projects’ future SME and start-up activities. Both projects will present their concrete actions, activities and 5G roadmaps through their respective living labs and use cases, which include use cases on R&D Live Training Loop, Networking Parking and Driving Safety & Awareness, Traffic Management Applications, Video Surveillance, Precise positioning, Predictive Maintenance and Real Time Tracking.

The EuCNC & 6G Summit 2021 conference focuses on various aspects of 6G communications systems and networks, including cloud and virtualization solutions, management technologies, experimentation and testbeds, and applications and services. It targets to bring together researchers from all over the world to present the latest research results, and it is one of the main venues for demonstrating the results of research projects, especially from R&D programmes co-financed by the European Commission.Given the COVID-19 pandemic the conference will be held in Virtual format.The conference has a non-profit organisation, hence, registrations are free, except for presenting authors.

For further information on the joint workshop ‘How the 5G ecosystem empowers the port, logistics and automotive industries’, please click here.

In order to register to the Joint EuCNC & 6G Summit 2021, please click here. 

For further information on the Joint EuCNC & 6G Summit 2021 have a look at the dedicated event website.

by & filed under Port infrastructure, Port-city relations.

As of April 26th, 2021, interested start-ups in the form of SMEs will be able to submit their applications to the 5G-LOGINNOV Open Call for innovative start-ups. The detailed tender conditions are now available to be downloaded!

The 5G-LOGINNOV project is organizing an Open Call for the selection of five innovative start-ups and SMEs aiming to develop 5G-based solutions in the framework of activities carried out at the three Living Labs of the project Athens (Greece), Hamburg (Germany) and Luka Koper (Slovenia).

As of April 26th, 2021, interested start-ups in the form of SMEs legally established in an eligible country will be able to submit their applications to:

The full 5G-LOGINNOV Open Call Tender Conditions can be found on this link.

The 5G-LOGINNOV Open Call Application Form can be downloaded here

Prior to applying interested start-ups should read the Open Call conditions thoroughly and make sure that, they are eligible to participate in the Open Call!

The selected applicants will be incorporated in 5G-LOGINNOV consortium through a service contract providing a global price of max. € 50.000 (VAT included) each. Important dates of the Open Call can be found below:

Call Opening Date: 26/04/2021| Call Closing Date: 30/06/2021 | Notification Email sent to Applicants: 17/09/2021(planned date)

For further information on the 5G-LOGINNOV project, the Open Call and the conditions of participation, please have a look at the dedicated website/ the Open Call Tender Conditions or send an email to:

by & filed under Digitalization, Sustainability.

April 26

Towards the Port of the Future.

DocksTheFuture Network of Excellence meets
the Getting to Zero Coalition

  • Alexio Picco, Managing Director Circle Group
  • Jesse Fahnestock, Project Director First Movers Initiatives, Global Maritime Forum

Hydrogen applications for Ports & Logistcs
Media partner: Hydronews



April 27

​Connectivity and beyond: how 5G ecosystem empowers the port and logistics industry

Data and connectivity have become an extremely important asset, not only to cope with traffic congestion, environmental challenges and handle upcoming and future logistics capacity, but also to develop economic and innovative business opportunities for regions, industries, SMEs and high-tech start-ups

​Interview with the associations: MEDPorts and BPO

  • Bogdan Ołdakowski, Secretary General Baltic Ports Organization
  • Philippe Guillaumet, Secretary General MEDports Association


April 28

Optimization and Digital Twin in the Rail Last Mile: patterns and applications

​Shaping the future of European Short Sea Shipping: Autonomous & Automated technologies

Autonomous and automated technologies can stimulate the modernization of intra-European waterborne transport and increase the modal shift from land-based transportation to Short Sea Shipping.

​Interview with the manager

  • Phanthian Zuesongdham, Port of Hamburg – Division of Port Process Solution



Discover Connecting EU Insights webinars

26 April | 5.00 – 6.30 pm
Hydrogen applications for Ports & Logistics

28 April | 9.00 – 10.30 am
Optimisation and Digital Twin in the Rail Last Mile: patterns&applications

29 April | 12.00 – 13.30 pm
Cutting edge interoperability: when IoT and A.I. drive real value to port operations 

by & filed under Digitalization.

27th April                12:00 pm – 01:30 pm 

     Sign up

Data and connectivity have become an extremely important asset, not only to cope with traffic congestion, environmental challenges and handle upcoming and future logistics capacity but also to develop economic and innovative business opportunities for regions, industries, SMEs and high-tech start-ups. 

​In this frame 5G-LOGINNOV (project funded by the European Commission Horizon 2020 Research and Innovation Programme, under the Grant Agreement No. 957400), develops a range of port-driven technological and societal innovations supported by 5G technologies, IoT, data analytics, next generation traffic management and CCAM (Cooperative and Connected Automated Mobility).

​These innovative solutions, tailored to realise objectives including automation for ports, generation of data on floating trucks and emission, automated truck platooning, video surveillance, precise positioning, predictive manteinance and real time tracking, are implemented and tested in real operating conditions in three Living Lab environments, associated with the ports (or neighbouring city areas) of Athens, Hamburg and Koper.


Moderator  Eusebiu Catana, 5G-LOGINNOV Coordinator, ERTICO

Welcome addresses and openings 

  • Miguel Montarelo Navajo – 5G-LOGINNOV Project Officer,INEA
  • Deploying new CAD and Logistics tailored services in real-life port-city areas with 5G-LOGINNOV – Eusebiu Catana, 5G-LOGINNOV Coordinator, ERTICO

5G-ecosystem enabled innovation for future European ports and hub-logistics 

Port of Koper Living Lab Use Cases

  • Janez Sterle, Founder and CEO, INTERNET INSTITUTE Ltd

Piraeus-Athens Living Lab Use Cases

  • Pavlos Basaras, ICCS

Hamburg Living Lab Use Cases

  • Ralf Willenbrock, Product manager Logistic, T-System 

Emerging 5G business opportunities and models: how 5G can enable new market players in the logistics domain 

  • Mariangela Rosano, ICOOR 


Final remarks

eumoses.pngThis project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 957400

Towards the Port of the Future:
DocksTheFuture Network of Excellence meets
the Getting to Zero Coalition

26th April 2:00 pm – 2:30 pm

Accelerating maritime shipping’s decarbonization with the development and deployment of commercially viable deep sea zero emission vessels by 2030 and gathering the most innovative ports willing to team up and take actions to support the maritime community achieving the UN 2030 Sustainable Development Goals.

These are the objective respectively of the Getting to Zero Coalition alliance within the Global Maritime Forum and Docks the Future Network of Excellence initiative.
The dialogue between Jesse and Alexio will be the opportunity to compare two initiatives aimed at the development of green innovation and sustainability in shipping and along the whole supply chain.

Sign up


Alexio Picco
Managing Director

Circle Group


Jesse Fahnestock
Project Director

Global Maritime Forum


by & filed under Port infrastructure, Topics.

5G-LOGINNOV is presenting a call for proposals dedicated to innovative start-ups  and SMEs, for the deployment of a use case/application within the 5G-LOGINNOV eco-system.


5G-LOGINNOV is a project funded by the European Commission, Horizon 2020 Research and Innovation Programme, under the Grant Agreement No. 957400 (Innovation Action). The project aims at optimising freight and traffic operations at ports and logistics hubs by using new innovative concepts, applications and devices supported by 5G technologies, Internet of Things (IoT), data analytics, next generation traffic management and CCAM (Cooperative, Connected and Automated Mobility). These concepts will support port areas and city-ports in handling upcoming and future capacity, coping with traffic congestion and environmental challenges while developing economic and innovative business opportunities for the surrounding regions.

Technology and innovation in 5G-LOGINNOV comprise a range of port-driven technological and societal innovations, tailored to realise the objectives including automation for ports, generation of data about truck traffic and emission, automated truck platooning and involvement of innovative start-ups. The innovations will be implemented and tested in real operating conditions in three Living Lab environments, associated with the ports (or neighbouring city areas) of Athens, Hamburg and Koper.

More information about the project here


The challenge of 5G-LOGINNOV is to pave the way towards efficient freight and traffic operations at ports and logistics hubs by using new innovative concepts, applications and devices supported by the disruptive 5G technologies, including Internet of Things (IoT), data analytics, next generation traffic management and CCAM (Cooperative, Connected and Automated Mobility) in logistics corridors. 

The project has a strong interest in the emergence of new market players, such as SMEs and start-ups, taking advantage of the growing adoption of distributed cloud computing technologies in 5G networks and making it possible opening innovation at service level in the logistics and Industry 4.0 sectors.


5G-LOGINNOV is looking for innovative start-ups and SMEs aiming to develop use case/application within the 5G-LOGINNOV eco-system: 5G-based solutions in the framework of activities carried out at the three Living Labs, with the aim of extending those activities through the integration of innovative solutions.

More information and Tender Conditions will be available in April here


The call is open to start-ups in the form of SMEs legally established in an eligible country. Only applicants legally established in any of the following countries will be eligible:

• The Member States of the European Union, including their outermost regions. 

• The Overseas Countries and Territories linked to the Member States

• H2020 Associated countries: according to the updated list published by the EC at

• The UK applicants are eligible under the conditions set by the EC for H2020 participation at the time of the deadline of the call.

A SME will be considered as such if accomplishing with the Commission Recommendation 2003/361/EC and the SME user guide. As a summary, the criteria which define a SME are: 

• Headcount in Annual Work Unit (AWU) less than 250. 

• Annual turnover less or equal to €50 million or annual balance sheet total, less or equal to €43 million. 

The applicant must be completely independent from project partners, their affiliated entities and their controlled companies. Institutions, organizations or other kind of legal entities funded by or otherwise affiliated with a 5G-LOGINNOV partner are not eligible.


In summary, selected start-ups will have the opportunity to:

• investigate and gather experience with 5G based technologies for their use case;

• deploy and validate their solution in real operating environment;

• explore technical benefits;

• exploit information discovered;

• develop new business opportunities;

• present their solutions at major international events.


The selected applicants will be incorporated in 5G-LOGINNOV consortium through a service contract providing a global price of max. € 50.000 (VAT included) each.

The 5 selected applications will also be presented in a panel session organized by the project in the context of ITS World Congress in Hamburg, 11 to 15 October 2021, together with other Living Labs activities.

All the participants Start Ups – not only the selected ones – will be included in ERTICO Start Up Initiative and engaged about innovation and opportunities linked to 5G-LOGINNOV developments. 


The full Tender Conditions and the Application procedure details will be available in April here


Planned date Phase / Event
26 April 2021  Launch of the Open Call (submission of applications opened)
30 June 2021  Closure of the Open Call 
17 September 2021  Final ranking drawn up, information to applicants 
01 October 2021 Contracts signed, kick off of activities 
31 August 2023 End of service contract, including project reporting formalities

Funding – The selected applicants will be incorporated in 5G-LOGINNOV consortium through a service contract providing a global price of max. € 50.000 (VAT included) each

This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 957400

The EALING Workshop with Associations – Towards a harmonised onshore power supply development in Europe was held on 25th February and it represents the beginning of the interaction path between EALING project, Institutions and Associations, in the process of definition of a common harmonised and interoperable framework for the development of OPS in Europe.

The workshop – that was a restricted event – had 80 participants and, with 2:30 of fruitful discussion, it was a great opportunity to highlight the stakeholders perspectives.

Indeed the Institutional Session, chaired by Jérôme Glantenay (INEA Project Manager) was dedicated to deepen policy priorities and technical guidelines thanks to the interventions by Prof. Kurt Bodewig (EU Coordinator for Motorways of the Sea), Jorgen Bjerre (DG MOVE, Deputy Head of Unit Ports and Inland Navigation) and Ricardo Batista (EMSA, Project Officer).

Then, after a short session dedicated to the project overall presentation and Activity 1 details “Harmonised framework for the electrification of participating TEN-T maritime ports”, the worshop was dedicated to deepen the Associations perspectives on OPS as solution to achieve decarbonisation for shipping and a greener future for maritime transport.

European Sea Ports Organisation (ESPO), European Community Shipowners’ Association (ECSA), Baltic Ports Organisation (BPO), MEDPorts Association, European Federation of Inland Ports (EFIP) and Federation of European Private Port Companies and Terminals (FEPORT) gave their contribution in order to have a global approach in shaping the OPS development framework.

The OPS solution to reach a greener future in shipping is a concrete opportunity, to be pursued in an ambitious and realistic way.

Download here the Workshop Agenda

Source: Ealing Project Website

by & filed under Senza categoria.

DockstheFuture partners developed a Training Package with the aim of driving stakeholders into the sustainable development of the Port of the Future.

The package consists of three tools:

  • Transferability Analysis (TA)
  • Project Common Index (PCI)
  • Decision Support System (DSS)

The lessons and materials are provided by DockstheFuture experts Joris Claeys of Port Expertise, Alessio Tei & Nicola Sacco, University of Genoa, Sönke Maatsch & Thorsten Friedrich, ISL

Click here to start the course

by & filed under Events, Project news, Results.

DockstheFuture partners define the main project outcomes

On Tuesday, 24th of November, Magellan and Circle had the pleasure of organising the Docks the Future – Defining the concept of Port of the Future event with the support of all project partners.  Over 120 participants attended the conference in order to find out more about ports, sustainability and digitalisation guided by speakers from European Commission, two important European ports, sister RIA projects and other port senior experts. Kicked off with a brand new DockstheFuture video animation, the event saw 18 excellent panellists present the Port of the Future concept, the work of DockstheFuture to define the concept and the next steps of the Network of Excellence (NoE).

Sergio Escriba (Innovation and Networks Executive Agency, European Commission), Jose Fernandez Garcia (Directorate-General for Mobility and Transport, European Commission) and Alexio Picco (Circle) opened the event and defined the Port of the Future concept and contextualised the initiative. After the opening speech, Isabelle Ryckbost (European Sea Ports Organisation) tackled EU Green Deal objectives and how European ports are working towards these in several ways. Fernando Liesa (Alliance for Logistics Innovation through Collaboration in Europe, ETP) incorporated the physical internet element in the Port of the Future concept especially focusing on logistics innovation.

Ignacio Lacalle Úbeda (PIXEL-Ports), Margarita Kostovasili (COREALIS) and Stefanos Kokkorikos (PortForward) presented the work of the three RIA sister projects in the context of PortoftheFuture cluster cooperation and the common vision in 2030. In order to deal with disruptive innovations for ports, all three speakers underlined that the Port of the Future must have two key elements strengthened: digitalization and sustainability.

Next, Joris Claeys (PortExpertise), Sönke Maatsch (Institute of Shipping Economics and Logistics), Alessio Tei (University of Genoa,) introduced the smart tools for sustainable ports. These tools include the Transferability Anaylsis (TA) of solutions to a wider range of ports in Europe, the Project Common Index (PCI) and the Decision Support System (DSS). Manuela Flachi (Magellan) concluded the tools showcase presenting the DockstheFuturetraining package created with the goal of transferring the know-how of the three tools for the port community.

Representing the active members of the Network of Excellence, Eva Perez (Port of Valencia), Sara Marques (Portof Leixões, North Portugal), Peter Bresseleers (PortExpertise) and José Sanchéz (The Worldwide Network of Port Cities, AIVP) presented the story of a successful spin off. The panellists underlined the importance of collaboration within the network in order to tackle together future challenges and the delicate relationship between Ports and cities.

The event concluded with a thorough roundtable discussion on cooperation with neighbouring countries where Leonardo Manzari (WestMed Iniative), Eduard Rodes (Escola Europea – Intermodal Transport) and Michele Acciaro (Kühne Logistics University) answered two rounds of questions on sustainability, cooperation with neighbouring countries and their priorities for the near future. Moderator and project coordinator Alexio Picco closed the event highlighting the importance of the Network of Excellence, and continuing the work done through cooperation of the whole port community.

We appreciate the presence of all panelists and attendees that contributed to the success of this event. If you are eager to witness the entire event and presentations, you can see them in the links below:



Ports of the Future: setting the scene
ESPO’s Roadmap to implement the European Green Deal – Isabelle Ryckbost, ESPO
Logistics Nodes towards the Physical Internet – Fernando Liesa,

Port of the Future cluster cooperation: a common vision in 2030
RIA-CSA cooperation – PIXEL case_- o Ignacio Lacalle Úbeda, Polytechnic University of Valencia
COREALIS – Margarita Kostovasili, ICCS
PortForward – Stefanos Kokkorikos, Core-Innovation

Smart tools for Sustainable Ports
Project Common Index (PCI) – Sönke Maatsch, ISL
Transferability Analysis (TA) – Joris Claeys, PortExpertise
Decision Support System (DSS) – Alessio Tei, University of Genova
DTF Training package – Manuela Flachi, Magellan

Network of Excellence (NoE) – the story of a successful spin off
Port of Valencia, Eva Perez
Port of Leixões, Sara Marques
Port-City Relationships – José Manuel Pagés Sánchez, AIVP

Watch the recording below and click on the agenda to view each speaker directly.

by & filed under Events, Project news, Results.

Started in January 2018, DocksTheFuture defined the vision of the Port of the Future in 2030 with the main goal to face issues related to the various challenges of the port of tomorrow.

The DocksTheFuture partners will present the project outcomes in a form of a virtual conference in two parts:
1) setting the scene of Port of the Future with project partners and showcasing the three smart tools for smart ports and
2) focus on the DocksTheFuture Network of Excellence with testimonies by innovative European ports.

The conference will be concluded with a round table on cooperation with neighbouring countries.

Download the agenda.


by & filed under Events, Project news, Results.

Started in January 2018, – DocksTheFuture defined the vision of the Port of the Future in 2030 with the main goal to face issues related to the various challenges of the port of tomorrow.

The DocksTheFuture partners will present the project outcomes in a form of a virtual conference to take place in the afternoon of 24 November 2020 from 14:00 – 17:30.

The event will roll out in two parts:

  1. setting the scene of Port of the Future with project partners and showcasing the three smart tools for smart ports and
  2. focus on the DocksTheFuture Network of Excellence with testimonies by innovative European ports

The conference will be concluded with a round table on cooperation with neighbouring countries. 

Mark your agendas, the draft agenda and more information on registration will follow soon!

CIRCLE: on October, 26th Connecting EU Insights, the 4-day virtual event dedicated to the shipping industry and its transition towards the Green New Deal, is off to start.

Digitalisation, Evolutive Customs Corridors, integration of the Supply Chain, Smart Terminals, A.I., but also Arctic Route, Hydrogen e Wind Propulsion are among the main issues of the digital event organized by Connecting EU,
Business Unit of CIRCLE Group, scheduled to take place from 26-29 October. Keynote speakers will be Professor Carlo Secchi, Atlantic Corridor Coordinator, and Kurt Bodewig, Motorways of the Sea Coordinator, with two dedicated interviews respectively on 27th and 28th October. Lastly, on 29th October two conferences will present the evolution of European projects Vamp Up and E-Bridge – with the presence of Paolo Emilio Signorini, President of Western Ligurian Sea Port Authority and Pawel Wojciechowski, Coordinator for the Rhine-Alpine Corridor – and the Network of Excellence, which brings together the most innovative ports and case histories in Europe.

CIRCLE Group, specialized in the analysis and development of automation and digitalization solutions for the port and intermodal logistics sectors headed by Circle S.p.A. – parent company listed on the AIM Italia market organized and managed by  Borsa Italiana – communicates the start of Connecting EU Insights, the 4 day virtual event dedicated to the shipping industry and its transition towards the Green New Deal and related challenges.
Fully digital and in English language, the event has been conceived and organized by Connecting EU, the Business Unit of CIRCLE Group which supports Public Entities and Companies by identifying their positioning at European level (EU Branding) and funding opportunities (Project Anticipation).
Connecting EU Insights is off to start on Monday, October 26th and will take place until Thursday 29th October with a rich program of digital conferences and interviews entirely available for free. Many are the leading companies and organisations involved: Central Adriatic Sea Port Authority System, Western Ligurian Sea Port Authority System, Eastern Ligurian Sea Port Authority System, Center-North Tyrrhenian Sea Port Authority System, Italian Customs and Monopolies Agency, Assiterminal, European Commission, Fincantieri, Fundacion Valenciaport, Grimaldi Group, Hyperion, IMDO, INEA, International Windship Association, Laghezza, LCA Law Firm, Italian Minister of Infrastructures and Transports, Port of Barcelona, Porto do Ystad, Propeller Club of Antwerp, Regione Liguria, RINA, Smart Green Shipping Alliance, Snam, SRM – Centro Studi Gruppo Intesa Sanpaolo, Bocconi University and University of Turku. Digitalisation, Evolutive Customs Corridors, integration of the Supply Chain, Smart Terminals, A.I., but also Arctic Route (this last will be the subject of a specific event with the scientific partnership of SRM – Centro Studi Gruppo Intesa Sanpaolo), Hydrogen e Wind Propulsion are among the main issues of the digital event organized by Connecting EU, Business Unit of CIRCLE Group, and scheduled to take place from 26-29 October.
Keynote speakers will be Professor Carlo Secchi, Atlantic Corridor Coordinator, and Kurt Bodewig, Motorways of the Sea Coordinator, with two dedicated interviews respectively on 27th and 28th October.  “Futuro e portualità: be smart, go digital” will be then the title of an event sponsored by LCA Law Firm and scheduled for Tuesday 27th October. Lastly, on 29th October two conferences will present the evolution of European projects Vamp Up and E-Bridge, with the presence of Paolo Emilio Signorini, President of Western Ligurian Sea System Port Authority and Pawel Wojciechowski, Coordinator for the Rhine-Alpine Corridor, and the Network of Excellence, which brings together the most innovative ports and case histories in Europe.
The Chairman of Connecting EU Insights will be Alexio Picco, EU Funding Expert and Managing Director at CIRCLE Group.

All events, in chronological order:

Evolutive Customs Corridors: AI and digitalisation for sustainability, port efficiency and cargo security
26 Oct | 12:00 p.m. – 01:30 p.m.
Astrid Schlewing, Digital Transport and Logistics Forum – DG MOVE
Frank Janssens, Consultant on Trade Facilitation, Customs Digitalisation and Single Window establishment
Matteo Paroli, Managing Director – Central Adriatic Ports Authority
Danilo Bottone, Head of Organisation, Research and Digital Transition Office – Organisation and Digital Transition Directorate, Italian Customs and Monopolies Agency
Andrea Lagomarsini, CTO, Senior Software Architect and Developer – Hyperion

Is Hydrogen the new LNG?
26 Oct | 05:00 p.m. – 06:30 p.m.
Cosma Panzacchi, EVP BU Hydrogen – Snam
Stefano Socci, Executive Vice President Transport & Infrastructure Consulting &Design – RINA
Josep Sanz-Argent, R&D – Energy Transition – Fundación Valenciaport
Massimo Debenedetti, Vice President Research & Innovation – Fincantieri S.p.A.

Arctic Route: challenges and opportunities
27 Oct | 08:30 a.m. – 10:00 a.m.
Scientific Partner SRM – Centro Studi Gruppo Intesa Sanpaolo
Mark Scheerlinck, President – Propeller Club – Port of Antwerp
Alessandro Panaro, Head of maritime & mediterranean economy dept. – SRM – Centro Studi Gruppo Intesa Sanpaolo
Tomi Solakivi, Asst. Professor (Tenure Track), Maritime Business & Policy Operations & Supply Chain Management -Turku School of Economics at the University of Turku
Markku Mylly, CEO – MyNavix

Infrastructural enhancement and increase of land and port capacity to connect
Mediterranean ports
27 Oct | 11:00 a.m. – 12:30 p.m.
Francesco Maria di Majo, President of the Center-North Tyrrhenian Sea Port Authority System
Carles Rúa Costa, Responsible for strategic projects and innovation at Port of Barcelona
Kyprianou Paul, External Relations Manager at Grimaldi Group
Elena Jenaro, Project Manager at INEA

Futuro e portualità: be smart, go digital Sponsorship LCA Studio Legale
27 Oct
Davide Magnolia, Partner LCA Studio Legale
Gianluca De Cristofaro, Partner LCA Studio Legale
Alessandro Laghezza, CEO Laghezza
Federica Montaresi, Head of Special Projects, Innovation and Institutional Relations Port Authority of the Eastern Ligurian Sea*
Alessandro Ferrari, Direttore Assiterminal

Interview with the Coordinator: Carlo Secchi, Atlantic Corridor Coordinator
27 Oct | 5:00 p.m. – 5:30 p.m.

Interview with the Coordinator: Kurt Bodewig, Motorways of the Sea Coordinator
28 Oct | 12:00 p.m. – 12:30 p.m.

Wind Propulsion: the next big thing
28 Oct | 2:00 p.m. – 2:30 p.m.
Gavin Allwright, Secretary International Windship Association (IWSA)
Diane Gilpin, Founder & CEO of Smart Green Shipping Alliance

Intermodality, Digitisation & Green Tech: the EU pathway of the Ports of Genoa.
Vamp Up & E-Bridge EU Projects
29 Oct | 09:30 a.m. – 12:00 p.m.
Paolo Emilio Signorini, President – Port Authority of the Western Ligurian Sea
Paweł Wojciechowski, Coordinator for the Rhine-Alpine Corridor
Representative from MIT*
Julian Espina, Project Manager – INEA
Oliviero Baccelli, Academic Fellow of Università Bocconi – PTSCLAS
Alberto Pozzobon, Marketing Manager – Port Authority of the Western Ligurian Sea
Luca Abatello, CEO – Circle Group
Francesca Moglia, EU Policy Office – Port Authority of the Western Ligurian Sea
Jacopo Riccardi, European Project Manager – Regione Liguria

Docks the Future presents the Network of Excellence
29 Oct | 04:00 p.m. – 05:00 p.m.
Paul Brewster, Adviser – European Policy, Irish Maritime Development Office
Agneta Nilsson, Senior Manager EU Coordinator – Port of Ystad

* to be confirmed

Agenda and registration here

Established in Genoa in June 2012, Circle S.p.A. is the company heading the homonymous group, specialized in the analysis and development of automation and digitalization solutions for the port and intermodal logistics sectors. The acquisition, at the end of 2017, of 51% of Info.era guaranteed the strengthening of the related Milos® and Sinfomar® software products, focused on the intermodal logistics sector, inland terminals and port terminals, ports (Port Community System of the Port of Trieste, in the example), as well as to MTOs and maritime agencies. During 2019 Circle is further strengthening the solutions portfolio, in the IOT, Optimization, Digital Twin, Big Data, Process Automation sectors and, in July 2019, Circle has acquired 100% of Progetto Adele, a software house specialized in the development of vertical software systems on the Supply Chain with the two Master SPED and Master TRADE solutions, respectively dedicated to shipping and logistics, and commerce and industry. Furthermore, through the Connecting EU Business Unit, Circle supports Public Entities and Companies by identifying their positioning at European level (EU Branding) and funding opportunities (Project Anticipation). From October 26th, 2018 Circle is listed on the AIM Italia market of Borsa Italiana (alphanumeric code: CIRC; ISIN code for ordinary shares: IT. 0005344996). Circle is an Inno- vative SME.

For further information
Issuer: Circle S.p.A.

Registered office Via Gustavo Fara 28, 20124 Milano
Operational headquarters Via Bombrini 13/3, 16149 Genova
Nicoletta Garzoni, Media & Investor Relations Manager

Mobile: +39 339 2367218

IR Top Consulting, Investor & Media Relations – Via Bigli 19, 20121 Milano

Phone: +39 02 4547 3883/4

Nominated Adviser (NomAd): Integrae SIM S.p.A. – Via Meravigli 13, 20123 Milano


Docks the Future presents
the Network of Excellence

The Network of Excellence – output of Docks the Future Project –  gathers the most innovative ports willing to team up and take actions to support the maritime community in developing innovative projects and in achieving their sustainable targets, based on the opportunities deriving from funding programmes such as the ones promoted by the Green Deal.AGENDA

Chairman: Alexio Picco, EU Funding Expert and Circle Group Managing Director


  • Agneta Nilsson, Senior Manager EU Coordinator, Port of Ystad
  • Paul Brewster, Adviser – European Policy, Irish Maritime Development Office

Click here to Register 

MOSES at a Glance

Ports play a decisive role in the EU’s external and internal trade, as about 74% of imports and exports and 37% of exchanges go through ports. Although ports and especially Deep Sea Shipping (DSS) ports are integral nodes within multimodal logistic flows, Short Sea Shipping (SSS) and inland waterways are not so well integrated.

The aim of MOSES project is to enhance the SSS component of the European supply chain by addressing the vulnerabilities and strains related to the operation of large containerships. A two-fold strategy will be followed, in order to reduce the total time to berth for TEN-T Hub Ports and to stimulate the use of SSS feeder services to small ports that have limited or no infrastructure.

The above-mentioned scope of MOSES project will be reached through the implementation of the following innovations:

  • For the SSS leg an innovative, hybrid electric feeder vessel including robotic cargo handling system (MOSES feeder).
  • For DSS ports the adoption of an autonomous vessel maneuvering and docking scheme (MOSES AutoDock).
  • digital collaboration and matchmaking platform (MOSES platform)

MOSES is an ambitious project that bears significant innovation potential in the context of European SSS uptake. Its innovation potential covers both vessel design aspects as well as software tools and accompanying governance models to improve related logistics processes.

You are invited to complete a questionnaire within the context of the MOSES research project (autoMated vessels and supply chain Optimisation for sustainable short SEShipping) which is funded by the European Union.

It will only take about 15 minutes of your time to complete this questionnaire, which is a part of the project’s user needs and requirements definition phase. You will be asked to assess the importance of several aspects of the MOSES innovations. There is also one open-ended question on each subject so that you can provide more information if you wish to do so.
Before you decide if you want to participate, it is important that you understand the aim of the research, what it involves and your rights as a participant. To ensure that you have a clear understanding of these matters, please carefully read through all the sections of this questionnaire. Please feel free to contact us and ask questions until you are confident that you have received understandable answers before making a decision.


Please click here to participate in the survey

During this session, we’ll have the pleasure to interview two of the protagonists of the wind propulsion renaissance, who will answer all your questions on this subject, which is more and more discussed among the maritime community.

 Wind assisted propulsion is going to be a reality earlier than we expect in the Med area.

Of course, there are a number of question marks around the topic, for example about:

  • Safety
  • Crew capability
  • Engineering
  • Economic model

Don’t miss the webinar to hear the answers!

Register here

ABOUT CONNECTING EU INSIGHTS | “Connecting EU insights” is a week-long event composed of virtual meetings designed to gain an accurate and deep understanding of pivotal topics for the development of the maritime industry and its green transition. 

Discover more here 

Integration of logistic chains between ports, new services to support people and goods mobility and improvement of environmental performances. 

BCLink European Project is developed by Ports of Barcelona and Civitavecchia for the establishment of the Euro-Mediterranean Corridor.

Register here


–  Infrastructure upgrading in the Port of Civitavecchia: realized works and future developments

Francesco Maria di Majo, President of the Northern Tyrrhenian Sea Port Authority System

– The vision of the Port of Barcelona

Carles Rúa Costa, Responsible for strategic projects and innovation at Port of Barcelona

– The Civitavecchia-Barcelona MoS: prospects and challenges

Kyprianou Paul, External Relations Manager at Grimaldi Group

– BCLink: INEA’s expectations

Elena Jenaro, Project Manager at INEA

ABOUT CONNECTING EU INSIGHTS | “Connecting EU insights” is a week-long event composed of virtual meetings designed to gain an accurate and deep understanding of pivotal topics for the development of the maritime industry and its green transition. 

Discover more here 

by & filed under Port infrastructure, Sustainability.

Cleaner energy for the future of the maritime sector passes also through the construction of hydrogen-powered ships: with a roadmap that foresees an investment of 500 billion dollars by 2030, the European Union could become the strategic context for the construction of a hydrogen hub.

Register here


Chairman: Alexio Picco, EU Funding Expert and Circle Group Managing Director


  • Cosma Panzacchi, EVP BU Hydrogen – Snam
  • Stefano Socci, Executive Vice President Transport & Infrastructure Consulting & Design – RINA
  • Josep Sanz-Argent, R&D – Energy Transition – Fundación Valenciaport
  • Massimo Debenedetti, Vice President Research & Innovation – Fincantieri S.p.A.

ABOUT CONNECTING EU INSIGHTS | “Connecting EU insights” is a week-long event composed by virtual meetings designed to gain an accurate and deep understanding of pivotal topics for the development of the maritime industry and its green transition. 

Discover more here 

Artificial Intellingence to manage the traffic of trucks in the port of Ancona area and digitalisation of information flows for evolutive customs procedures: these are the main features of SMART–C, EU project within CEF framework, for the improvement of the quality of traffic related to ferry services – embarking and disembarking operations, security checks and customs clearing procedures – and the development of a suitable answer to the truck traffic growth, with a special care about the environmental sustainability.

This session aims at analysing the EU vision and strategies concerning Customs procedures digitalisation and the potential future developments of Artificial Intelligence applied to Transport and Logistics industry, focusing on SMART-C project use case.

Register here

Evolutive Customs Corridors: AI and digitalisation for sustainability, port efficiency and cargo security

Chairman: Alexio Picco, EU Funding Expert and Circle Group Managing Director

The role of digitalisation and evolutive Customs procedures: EU vision and strategies

  • Szymon Oscislowski, Responsible for the Digital Transport and Logistic Forum, DG MOVE
  • Frank Janssens, Consultant on Trade Facilitation, Customs Digitalisation and Single Window establishment

Evolutive Customs Corridor in the Port of Ancona | SMART-C project

  • Matteo Paroli, Managing Director – Central Adriatic Ports Authority
  • Danilo Bottone, Head of Organisation, Research and Digital Transition Office – Organisation and Digital Transition Directorate, Italian Customs and Monopolies Agency

The enabling technology: artificial intelligence in Transport and Logistics

  • Andrea Lagomarsini, CTO, Senior Software Architect and Developer – Hyperion

ABOUT CONNECTING EU INSIGHTS | “Connecting EU insights” is a week-long event composed by virtual meetings designed to gain an accurate and deep understanding of pivotal topics for the development of the maritime industry and its green transition. 

Discover more here 


According to The Guardian Report, EU foreign policy chief Josep Borrell says end of US-led global system and Europe needs a robust strategy for Asia. The Asian century may have arrived marking the end of a US-led global system, the EU’s foreign affairs chief has said amid a growing discussion in Europe on how to weave a path between China and the US.

“Analysts have long talked about the end of an American-led system and the arrival of an Asian century. This is now happening in front of our eyes,” Josep Borrell told a group of German diplomats two months ago, adding that the coronavirus pandemic could be seen as a turning point and that the “pressure to choose sides is growing”.

In remarks that appear to confirm that the European Union will speed up a shift to a more independent and aggressive posture towards Beijing, he said the 27-nation bloc “should follow our own interests and values and avoid being instrumentalised by one or the other”.

“We need a more robust strategy for China, which also requires better relations with the rest of democratic Asia,” he added.

The EU has been reluctant to side with Donald Trump’s confrontational stance towards China, but Beijing’s assault on the independence of Hong Kong, its growing willingness to side with Europe’s populists and its refusal to open its markets has led to a change of heart, according to analysts. Margrethe Vestager, the EU competition commissioner and a key figure in how Europe will handle China in the future, has recently noted what she describes as a lack of reciprocity. “In the part of west Denmark in which I grew up, we were taught that if you invite a guest to dinner and they do not invite you back, you stop inviting them,” she explained. She said Europe needed “to be more assertive and confident about who we are”.

Borrell has previously admitted the EU has been naive about aspects of China but said this was now coming to an end. In an article published this month in many European newspapers, he urged more collective discipline towards China. Already a raft of senior politicians in France and Germany are becoming more vocal in their criticism of China, seeing echoes of Russian efforts to divide the bloc through a mixture of disinformation or pandering to rightwing populists who ideologically should be anathema to Chinese communists.

No one knows yet how far this “new realism” will take the EU in altering its economic relationship to China. Daily EU imports from China amount to €1bn (£895m), but economists say there are already signs that some trade is not returning.

In 2019, Italy became the first European country to sign a “belt and road” investment memorandum with China. Many European countries individually gave Huawei the go-ahead to run their 5G networks.


The crossroad of two international corridors to connect Europe to the Asian powers of China and India-

Iran at the crossroad of both corridors


1- The International East-West (China-Europe) Transport Corridor (Belt and Road Initiative)

Belt and Road Initiative (BRI) is a Chinese multi-layered economic, and geopolitical agenda that by which the two ends of Eurasia, as well as Africa and Oceania, are being more closely connected along two routes–one overland and one maritime. The Chinese President Xi Jinping initially proposed it in 2013. Later in 2015, the People Republic of China issued an action plan for realizing the initiative.

Formally, One Belt One Road focuses on five main areas of cooperation between involved countries:

1-coordinating development policies,
2-forging infrastructure and facilities networks,
3-strengthening investment and trade relations,
4-enhancing financial cooperation, and
5-deepening social and cultural exchanges.

However, infrastructure such as highways and roads, railways, seaports, energy systems and pipelines has been at the centre of attention within this initiative. The BRI brings a view of a US$1.3 trillion investment program, mostly by China, to create a network of infrastructure. It aimed to boost economic inter-connectivity and assists development across Eurasia, East Africa among more than 60 partner countries.

The new Silk Way imagines the establishment of six key economic cooperation corridors and some crucial maritime pivot points across Eurasia. In short, on land, the Initiative planned to build a new Eurasian land bridge and develop five economic corridors of China-Central Asia-West Asia; China-Mongolia-Russia; the China-Indochina peninsula; China-Pakistan; and Bangladesh-China-India-Myanmar. On the seas, the BRI will enhance jointly built, secure, smooth, and energy efficient transport routes connecting major seaports along the belt and road. Very recently, Polar Silk Road also introduced as a route, in addition to the Maritime Silk Road. Altogether, they form the “belt” and “road”.

The Silk Road Economic Belt’s overland infrastructure covers the Eurasia Land via the above-mentioned five corridors, empowered with high-speed railways and hydrocarbon pipeline networks. The ‘Belt’ corridor extends from the west of China through Central Asia to Europe. It targeted the integration of the Eurasian landmass into an interrelated economic area.

The Maritime Silk Road is concentrated on developing some ports. For the maritime ‘Road’, the seaports and hubs across the Indo-Pacific are crucial as they act to connect to land-based transportation routes. Development of port facilities across the Indian ocean in  Indonesia, Bangladesh, Sri Lanka,  Pakistan, Kenya, Tanzania, Oman and Djibouti are all according to the plan to provide maritime access for China. In the EU end, the route connects to Greek port of Piraeus which owned by COSCO the Chinese Shipping Group. It facilitates China’s  access to the European markets.

China claims that the initiative can further integrate China into the rest of the world while allowing poorer economic parts of the country to gain the benefits of its opening-up policy. In 2016, the China Daily reported that in line with the new BRI Initiative, China has established 75 overseas economic and trade cooperation zones in 35 countries as part. However, the new silk ways are still immature and strive for external endorsement and support.

2. The International South-North (India-Europe) Transport Corridor

At a meeting of the International North-South Transport Corridor (INSTC) coordination council in Tehran, it was announced that capacity on the corridor would be increased. Iran’s Minister of Roads and Urban Development said that the increase would be achieved by expanding railway and port infrastructures. He added that member states had agreed to create a joint company, including government representatives, for the corridor to increase capacity, subject to the necessary political will to proceed with the plan.

The International North-South Transport Corridor (INSTC) is a 7,200 km long multi-modal network of ship, rail, and road routes for the transport of freight between India, Iran, Afghanistan, Armenia, Azerbaijan, Russia, Central Asia, and Europe. The objective of the corridor is to increase trade connectivity between major cities such as Mumbai, Moscow, Baku, Astrakhan, Tehran, Bandar Abbas, and Bandar Anzali.

The aim of the corridor is not just to increase trade between member countries, but also to standardize tariffs and customs duties.

Baku port also serves as a link to transport corridors which target European markets.

The foreign ministers of Romania, Azerbaijan, Georgia, and Turkmenistan have this week signed a declaration for the promotion of a multimodal corridor for the transport of goods between the Black Sea and the Caspian Sea (Caspian Sea – Black Sea International Transport Corridor project – ITC-CSBS). It will link the ports of Constanţa (Romania), Poti (Georgia), Baku (Azerbaijan) and Turkmenbashi (Turkmenistan).

The Sustainable Future Ports

Moving towards sustainability is also a social challenge that entails international and national law, urban planning and transport, local and individual lifestyles and ethical consumerism. The sustainable future port is a concept considering not only to the economical scope but also the environmental and social scopes. The concept of “Sustainability” for ports is the integration of the environmentally friendly methods of port activities, operations and management. In other words, in a sustainable way: Any development causes the minimum possible impacts, contributing to improving measures and controls for the quality of the air, water, noise and waste.

Future ports are committed to being green while building prosperity for current and future generations.  For this purpose, the port sustainability will be the core of development strategies and plans;  beyond ‘systems and policies’. It could be the most important step for ports towards becoming a more sustainable business, setting a foundation in which to evolve. Within the scope of sustainability, the future port approach can be achieved through sustainable planning with five crucial steps of smart port operations, preserve of the environment, the human element, planning a bright future, and port communities, (See below figure).

The sustainability plans should be dynamic, therefore to be reviewed each year to ensure that the ports remain abreast of emerging industry trends and new technologies. Ther are some measures for the establishment of future sustainable seaports, including but not limited to:

  • The application of policies and regulatory framework at ports for the reduction of the emissions of harmful substances,
  • A green design of the port-city landscape and integration of port to the urban area which includes trees that absorb noise and air pollution,
  •  Utilization of renewable energy sources inport operations and activities,
  • The transition of the ports from the linear economy to the Circular Economy in order to redefine products and services to design waste out, while minimizing negative impacts.
  • Establishment of the    Energy Management System (EnMS) and/or Environmental Management System to improve the port environmental profile and increase the energy efficiency.
  • Application of best practices from leading ports in environmental issues, such as ports with certificates labelled as EcoPorts initiative.
  • The inclusion of the term “green growth “in the further development of the port systems and the establishment of environmental planning within the mentioned areas.
  • Digitalization and automation of port operations and activities.

Sustainability in Seaports as Collaborative Entities

Sustainability in Seaports as Collaborative Entities

Ports provide an essential service for the movement of goods and passengers around the globe as a link between the sea and the land. They provide direct and indirect jobs globally in areas including transport, port-based activities, and shipping services, and are vital to the economy of the cities and regions within which they are located.

Ports face threats from climate change, through sea-level rise or the increasing frequency of severe weather events, and also challenges from changes in shipping industry requirements, emissions reduction, stakeholder requirements and the need for improved collaboration between ports with local communities/government agencies. In order to achieve more sustainable and resilient ports now and in the future, development of solutions to meet these threats and challenges is vital. .

Areas where port-specific solutions are needed include: improving transport modes between ports and the hinterland; changes in energy use, emissions reduction and waste reduction measures within port boundaries and for for ships using a port; improving collaboration and cooperation between Port Authorities, stakeholders, policy-makers ,and governance bodies; and developing links with local academic institutions to undertake environmental and technical research and development.

By framing such solutions within the March 2019 World Port Sustainability Program (WSPS), this Special Collection welcomes papers that provide a better understanding of how ports can better contribute to sustainability, in five areas:

  • Future-proofing Infrastructure (SDGS 4-9 and 13-15);
  • Climate and Energy Issues (SDGs 7-9 and 11-13)
  • Safety and Security (SDGs 3, 8, 9, 11, 12 and 16);
  • Governance and Ethics (SDGs 1-5 and 8)
  • Societal Integration

Theoretical and practical manuscripts are welcomed from academic researchers, port practitioners, governance bodies, and other relevant bodies, or some combination of these.

We look forward to your submissions!

We look forward to your submissions!
For more information:


Angela Carpenter, University of Leeds, United Kingdom
Reza Karimpour, University of Genoa, Italy
Ernesto D.R. Santibanez Gonzalez, University of Talca, Chile
Maria Francesca Renzi, Rome Tre University, Italy
Rodrigo Lozano, University of Gävle, Sweden

The 3rd International Consultative Committee (ICC) meeting

Date: 29th July 2020, Time: 11 a.m. -12 p.m.

Place: Online meeting

   Agenda: EU Green Deal and the challenges and drivers for the European ports
Introduction  By Mr.Picco and Mr.Karimpour from Circle
ESPO presentationBy Ms.Isabelle Ryckbost – the Secretary General: ESPO Green Deal position paper Green Deal
Discussion  5 extinguished members of the ICC committee  and Project partners
ConclusionMr.Alexio Picco, Project Manager
Dissemination LevelThe feedbacks and the comments from all the attending experts of the meeting on Drivers and Challenges of the Roadmap to implement the European Green Deal objectives in ports. ICC meetings outputs will be:
–           posted on the website of the project, and its social media
–           Included in the relevant Deliverable of the project

The Third International Consultative Committee meeting of DocksTheFuture project took place on 29 July 2020 between 11.00-12.15. The Objective of the  was to discuss how to implement the European Green Deal objectives in European ports , the drivers and challenges. For this purpose, two officials from the ESPO were invited to present.

The participants of this meeting were from three below groups:

  • The ICC extinguished members:   Michele Acciaro, Paul Brewster, Angela Carpenter, Drik’t Hooft, Alessandro.Panaro
  • ESPO: Isabelle Ryckbost -Secretary General, & Valter Selén – Senior Policy Advisor Sustainable Development, Cruise and Ferry Network, EcoPorts Coordinator
  • Docks The Future (DTF) project’s partners: Circle s.p.a: Reza Karimpour, Alexio Picco, PortExpertise group: Joris Claeys, Peter Bresseleers, Magellan Association: Andrea Hrzic, ISL Group, and Circle Group.

Mr.Reza Karimpour from Circle s.p.a organised this  Docks The Future and welcomed the participants. Mr.Alexio Picco from Circle s.p.a that leads the project welcomed the participants of the meeting and explained about the project and its progress. He gave a brief introduction to the project. He mentioned that the project is coordinated by Circle S.p.A (Italy) as the leader of the project working group including ISL – Institut für Seeverkehrswirtschaft und Logistik  (Germany) ,Magellan (Portugal), PortExpertise (Belgium) , University of Genoa (Italy).

After welcoming, Mr. Alexio Picco left the floor to  Ms. Isabelle Ryckbost -Secretary General to present the “ESPO’s Roadmap to implement the European Green Deal objectives in ports”. She started with mentioning the overall view of the EU Green Deal with a focus on three elements of: More than lowering emissions = New Growth strategy, Transforming the economy, “transforming the way we produce and consume”, and Sustainable product policy “Will frame everything what is happening”.

In continuation, she added that Green deal goals are:

  • Net-zero by 2050
  • 50 to 55% by 2030
  • 90% CO2 emission reduction by 2050 for transport
  • New Climate Law: enshrining carbon neutrality by 2050 into law

It was stated that ESPO welcomes Europe’s ambition to be the world’s first net zero emission area by 2050. However, this ambition must be delivered in the most effective way while the competitiveness of Europe’s economy must be safeguarded. In addition, it should be noted that achieving this objective will require an unprecedented level of cooperation across all policy departments and stakeholders.

M.s Isabelle at this stage highlighted the importance of the EU Ports as key strategic partners at the crossroads of supply chains, clusters of energy, and clusters of industry clusters of blue economy. They can be a key strategic partner in making the European Green Deal happen.

She added that the greening of the shipping sector is a priority for European ports and ESPO support the IMO target 2018. However, the IMO Target might not be ambitious enough in light of EU Green Deal. The greening of the shipping sector is a priority for European ports. Responsibility lies primarily with the shipping sector.  Europe’s ports are committed to playing their part in helping the shipping sector to make this transition. Close cooperation between ports and shipping lines is required and this cooperation is also largely dependent on decisions of energy producers, energy providers and cargo owners. European Ports are committed to green their own fleet and operations under their own remit.

“European ports must develop a roadmap to prepare for the energy transition of shipping and it should be taken into consideration that European ports are diverse and there is no one approach which can be mandated for all ports. Each port should develop a detailed plan of pathways for facilitating the greening of the shipping sector, taking into account: the markets they serve, type of vessels, geographical location, tasks and responsibilities “. She continued that the EU Ports should assess the need for investments in clean fuel infrastructure on the basis of concrete criteria including:

  • The complete life cycle of the fuel including production and transportation up to the point of consumption;
  • Emissions of NOx, SOx , and PM in addition to GHG emissions;
  • Safety of bunkering operations, the infrastructure and the product;
  • Technical maturity of fuel (beyond showcase applications);
  • The financial resources required to realise the necessary investments.

As she highlighted, a goal-based and technology neutral approach is needed to ensure the uptake of clean fuels for shipping. This goal-based and technology neutral approach is needed to ensure the uptake of clean fuels for shipping, support innovation and avoid stranded assets.  The current level of flexibility as foreseen in the AFID directive should be maintained.

In this respect, a gradual emission reduction standard for ships at berth should be part of a goal-based approach. Reducing the emissions at berth is not in itself sufficient for reducing the overall emission from shipping. Even so, European ports are in favour of a developing a gradual approach to reduce emissions at berths with an initial focus on berths close to urban areas and a focus on particular segments such as cruise ships and ferries. Over time, the objective of zero emissions at berths is achievable. By 2030, CO2 emissions from ships at berth and in ports should be reduced by 50% on average and across all segments of shipping.

She also bolded the On Shore Power supply (OPS) as one of the promising technologies, should be encouraged as an important part of the solution. Onshore Power Supply (OPS) should be encouraged as an important part of the solution and barriers should be taken away.  However, Onshore Power Supply (OPS) to large extent depends segment of shipping. Alternative solutions which achieve the same objectives should be encourages and allowed. Important to consider:

  • High cost of OPS solutions
  • Electricity shortage (green grids)
  • OPS is only addressing emissions at berth
  • Price and taxation is a barrier
  • OPS can only work if the vessels have the technology
  • Case-by-case assessment is needed and must be seen in the context of the rapidly evolving zero-emission propulsion technologies

M.s Isabelle also added the LNG’s role as a transition fuel that should be recognised as one of the compliant fuels for shipping which meets the 0.1% Sulphur cap in SECA areas (since 2015) and also the overall 0.5% sulphur cap which is in place since 1 January 2020. Furthermore, current LNG infrastructure can also be used for bio-LNG in future. It is predicted that LNG will remain a transitional fuel at least for the near future. ESPO’s 2019 environmental report shows that 32% of surveyed ports already have LNG bunkering facilities

 available. Most are mobile installations. In addition, one in four ports have ongoing LNG bunkering projects. EU support for LNG investments must continue at least during the period 2021-2027. (legal certainty to planned investments + not to punish first movers).

In achieving the EU Green Deal in ports, Market-based measures and incentives have an important role. Given the international nature of the shipping sector, a global approach is essential if market-based measures are to succeed. The EU should increase the pressure on the IMO to roll out meaningful measures by 2023. ESPO believes that any European proposals such as an Emission Trading Scheme (ETS), a levy or an innovation fund must be thoroughly examined in view of safeguarding the competitiveness of the EU port sector. Environmentally differentiated port fees:

  • To be encouraged,
  • Must remain a Port decision,
  • Useful instrument to reward frontrunners, but financial impact will not change investment decisions.

She continued the discussion with explaining the Permanent tax exemption for all clean shipping fuels.  The review of the Energy Taxation Directive (2003/96/EC) should support the uptake of all sustainable clean fuels, including OPS, by introducing a permanent tax exemption for all of them. Currently: temporary exemption OPS taxation for Germany, Sweden, Denmark and Spain. (Netherlands in the pipeline). And for Long run: fair and just taxation, level playing field between all modes of transport.

According the ESPO secretary general, Short sea shipping and pipelines are important modal shift options. ESPO fully recognises and supports the role of rail and inland waterway transport as sustainable hinterland modes for freight. Motorways of the Sea and Short Sea Shipping can however be just as effective as rail and inland waterways in providing an alternative to road transport. The further greening of the EU short sea shipping segment will make SSS even more attractive as sustainable modal shift option. In addition, pipelines can play a crucial role in the transport of certain commodities (such as chemicals and fuels) and the implementation of certain decarbonisation technologies (such as CCS). Pipelines are accepted by many as a sustainable mode of transport. 

At this point Ms. Isabelle Ryckbost presented the slide on the importance of the port energy clusters and port industry clusters. She continued that Many European ports are important clusters of energy and industry.  These ports are players and partners in achieving the energy transition. Greening “the port” means much more than greening the transport side. All industry players in the port should have their agendas, goals and plans and the port managing body must support the industries in the port in their pathways to a more sustainable future.  Ports are an ideal location to develop circular economy projects. In some cases, the governance or business models of ports will have to be reviewed.

“Ports and waterborne transport are a priority in ensuring resilience to climate change. Seaports and waterborne transport should be seen as a priority in ensuring resilience to climate change.  In that respect, European ports welcome the European Green Deal’s commitment to adopt a new and more ambitious strategy on adaptation to climate change.

Later on Ms. Isabelle Ryckbost put an emphasis on the digitalisation of the supply chain is an additional instrument in achieving the Green Deal ambition. Digitalisation will increase the transparency in the supply chain and can help create awareness of the carbon and environmental footprint of the whole supply chain.  She added that by improving the communication, gathering and exchanging real-time information among different parties, logistics processes can be optimised and transport infrastructure and means (avoiding empty trucks, trains and ships, containers) can be used in a better way. Digitalisation must be seen as an additional instrument to meet the Green Deal objectives.

She added at the end that a strong Multiannual Financial Framework of the European Union (MFF) is needed for achieving the Green Deal objectives. A strong MFF is essential for Europe to invest in a sustainable future. Getting an agreement on a strong MFF must show that both European and national policy makers walk the talk. Extensive support from the Connecting Europe Facility (CEF) is an absolute prerequisite for investments in clean fuel infrastructure in ports, especially if there are mandatory provisions on the installation of certain technologies. Both core and comprehensive TEN-T ports should be eligible. Support will also be important for turning port areas into clean energy hubs and for ensuring connectivity to clean energy grids (TEN-T and TEN-E).

A page also was presented by Ms. Isabelle Ryckbost on Green Deal after COVID-19 with a focus on Green Deal + COVID 19: “Green Recovery”. President von der Leyen at the European Parliament Plenary on the EU Recovery package – 27 May 2020. “We can now lay the cornerstone for a Union which is climate neutral, digital and more resilient than ever before.”Vice PSD Frans Timmermans: “the European Green Deal is not a luxury, but a lifeline to get out of the corona virus crisis”. The EU Recovery plan: is for 750 billion EUR.  Supporting the green transition to a climate-neutral economy via funds from Next Generation EU.  

EU Taxonomy for sustainable finance

ESPO Statement on taxonomy  – 2 July

European ports endorse the idea to help private investors to prioritise green    and sustainable investments by providing them a clear manual with common definitions. 

ask the Commission and relevant policy makers to respect the sustainability requirements and funding priorities put forward in sectoral legislation when using the EU taxonomy framework as a basis for public funding and financing instruments.

the EU taxonomy should not create another layer nor overrule the established funding requirements and eligibility criteria for EU funded projects. 

Where no sectoral requirements are in place, ESPO pleads for technology neutral definitions of sustainable economic activities and investments and asks to include transitional and enabling activities, which provide short- and medium-term solutions on the path towards climate-neutrality. 

Moreover, when setting any technical requirements ports should be considered in a holistic way. Ports are more than a component of maritime transport. They are clusters of transport, energy and industry.

At this stage Mr. Alexio Picco, the project manager, thanked the Ms. Isabelle and mentioned that she has addressed all different aspects of the EU Green Deal relevant to the ports in the presentation.  He also said that he likes the last sentences of the presentation emphasizing that port are clusters of different industries not only transport hubs. He said he ask the participants if anyone has a question on the ESPO presentation. Mr.Hooft complimented the Roadmap of the ESPO , while also he hoped to have a common roadmap for the ports, not each port on itself. In this way let say some ports may go together in making that Roadmap for the future. From the side of Alliance for Logistics Innovation through Collaboration in Europe, ALICE (ALICE) speaking, ALICE already made the Roadmap of zero-emission for

logistics in Europe by 2050, which is in line with ESPO’s Roadmap to implement the European Green Deal objectives in ports. He also commented on the Motorways of the sea, short sea shipping, and they should not be overlooked. Alexio added a point to the last comment of the Mr.Hooft that clearly shipping is a part of the logistic chain, and must be more integrated. If we one really to make the maritime transport integrated, we should simplify the short-sea-shipping projects, and it is at the centre of focus of the Coordinator of the on the MosWays of the Sea.

At this point Ms. Angela Carpenter made a point about the Port-wise Reception Facilities. It is a Directive along with the requirements of the IMO regulation on it. She continued that in this case for the shipping industry 2018 standards, an issue arises it is to get national cooperation. All the national governments agreed to comply with it at national legislation, so it is not only to get everyone on board but also making sure very well that governments are doing it properly and the governments are not preventing the ships to discharge the wastes at their ports. Mr.Alexio Picco acknowledged that it is true and probably it in not the only example, and also mentioned about the digitalisation and Directive 65. He suggested that we have avoid to do it. He named the Ealing project in the field of Cold Ironing with 17 ports engaged with all their feasibility relevant studies in place. But what is important is that Motorway of the Sea is more than a study for each, and sometimes the solutions like cold ironing is expensive and we have to look at other solutions available.

The discussion went on at this stage by the comment of Prof.Micchele Acciaro. First, he thanked the extensive presentation of ESPO, then he continued by asking for the clarification of a part of the presentation on “ the ambition already to reduce the emissions at berth by 50%”,  that it was not very clear whether it was intended as the total emissions of the port or

it was intended in terms of the efficiency that each individual vessel can produce at port which could effectively result in increase of emissions at port?  Secondly he would like to ask a couple of questions specifically on the way to move forward some of the limitations that at the moment the port industry facing. Ms.Isabelle replied to this question , that it is the emission total from both port side and also berthed-ship side. Mr.Acciario continued with the other question: would ESPO consider the development of the approaches that the European level indeed respecting the autonomy of the ports but also set some certain standards at European levels. For example, would there will be any that ESPO will support the policy at EU level where Onshore Power Supply (OPS) is mandatory for all those all vessels that are not meeting the

emissions requirement? , or would ESPO consider supporting the European Environmental Tax where every port is allowed to actually get a white tax at European level?  We talk about the incentives, but we are coming at a level in necessities of the things that we need to do to reduce the environmental impacts in ports and outside the ports where unfortunately the carrot is not enough anymore! And although he is very supportive of the carrots, but we have seen for example in short sea shipping with 20 years of incentives still road transport is increasing with respect to short-sea shipping. So would you consider among your members any appetite for rules which are of course negotiated but they are also binding and they go beyond incentives, examples could be European tax on polluting ships, or European requirements on OPS (cold ironing), of course well-argued and well-structured we can see in the future?  Ms.Isabelle ,the secretary general of the ESPO, answered that if we talk about to have on obligation to have OPS on the ships ,  the answer is what we (ESPO) have been saying in  the past is that we cannot oblige the ports first to invest and then nothing for the ships’ side. We see more and more putting all eggs in one basket and that is probably not the way to go. It means if we have to say that everyone should have OPS, and it is not right. But we have to admit is that the OPS is very expensive solution, the installation is very complex, and it is not something that to be installed over a night, so we cannot say it is very promising. For sure installing OPS will take a certain time, even if there are some agreements already made, it takes at least 6 months. We need to keep an eye on other solutions as well, as for example if you have already Hydrogen in place, the whole OPS infrastructure will be redundant. So we should be very careful and cautious on these topics and technologies, as we had in past similar experiences with Scrubber, and LNG. Regarding the environmental tax, we are having the present discussion on the market-based measures, in particular for shipping side,  however, it should be cleared that ports are not tax offices. Not our purpose is to collect the taxes, with the role of tax collector. As we see some of our ports are going deeply into it to see what will be most effective to address in this respect. At this point Mr.Acciaro left a comment that soon the OPS, as it has already been discussed  by the Commission, will be mandatory. The question in this regard is that: who going to pay for it? Prof.Acciaro said that he believes that ship owners should pay for it, and it means on the other word that we need to harmonize our taxation scheme that allows every port to impose the cost of recovering OPS in a homogeneous way.

At this stage, the German partner of the DocksTheFuture project thanked me for the very comprehensive presentation. He mentioned that the digitalisation has been for many years a hot topic, and he is not sure if regarding the digitalization as a support to the climate change & zero-emission on top or in another way approached the digitalisation itself. Mr.Alexio replied there are things that digitalization can do even sometimes more than other environmental tools.

by & filed under Events, Project news, Sustainability.

With the pleasure to have Isabelle Ryckbos: the Secretary General of ESPO , and also Valter Selén:Senior Policy Advisor of the ESPO, our DocksTheFuture’s 3rd International Consultative Committee (ICC) meeting will take place today 29 July virtually with the participation of project partners and the 5 distinguished members of the consultative committee.

by & filed under Events, Project news, Sustainability.

Docks The Future, the European Commission funded project aiming at defining the vision for the ports of the future in 2030, announces as one of its many outputs the launch of The Network of Excellence, gathering the most innovative ports willing to team up and take actions to support the maritime community achieving the UN 2030 Sustainable Development Goals through opportunities given by International funding programmes such as the ones set by the EU Green Deal.

Valencia Port Foundation, Port of Ystad, Port de Barcellona, APDL – Administração dos Portos do Douro, Leixões e Viana do Castelo, Bulgarian Ports Infrastructure Company, IMDO Irish Ports, Centre-North Tyrrhenian Sea Ports System Authority (Ports of Civitavecchia – Fiumicino – Gaeta), Gijon Port Authority and Porto de Aveiro have already joined the Network, in order to develop innovative projects to achieve their sustainable targets.

More, in particular, the Network (which is run by the partners involved in the DockTheFuture project) promotes ideas for the Port of the Future, inspired by other ongoing initiatives and proposals and has a leading and proactive role in the process of overcoming the industry challenges of today and tomorrow.
It also will speed up the distribution of practical innovative ideas and best practices, promoting new technologies to innovate the business and the whole port industry, and will enrich the dialogue with and among other organisations such as the European Technology Platforms, international associations and maritime clusters.

The Network of Excellence, open to cooperation with any organization from maritime and logistics interested in making a contribution, will offer continuous updates on forthcoming calls for proposals, engaging members in the discussion through specific digital channels and platforms such as a dedicated website, news digest and organizing networking digital and physical events with the participation of top-tier experts.
Circle, company heading the homonymous Group specialized in the analysis and development of automation and digitalization solutions for port and intermodal logistics sec-tors, listed on the AIM Italia market organized and managed by Borsa Italiana, will take care, through its Connecting EU Business Unit, of the technical organization of the Network.

Preliminary core topics of DocksTheFuture Network of Excellence will focus on are energy efficiency (e.g. cold ironing, smart grid), alternative fuels (e.g. bio-fuels, hydrogen), sustainable and resilient transport infrastructure system, emerging technologies and digitalisation across the
logistic chain, cyber security, innovative financing tools, multimodal transport, city-port relation and circular economy.

Genoa, 9th July 2020






About Docks The Future

The EU’s Innovation and Networks Executive Agency (INEA) selected, under the Horizon 2020 programme, the DocksTheFuture project within the ‘Smart, green and integrated transport’ challenge, which includes areas such as aviation, infrastructure, green vehicles and ‘Blue Growth.’ The 1.2 million EUR and 30 months’ long project kicked off in January 2018. Circle S.p.A. (Italy) has led the group consisting of academic partners (the University of Genoa (Italy) and consulting companies (Institut für Seeverkehrswirtschaft und Logistik – ISL (Bremen, Germany) Magellan (Portugal) and PortExpertise (Belgium).

The project has focused on research needed to implement new port concepts, new management models, innovative design, engineering, construction, and operation technologies solutions for full customer satisfaction in future ports. The project set out to refine the Port of Future concepts, topics, and their related targets in 2030, identify appropriate Key Performance Indicators (KPI), monitoring and evaluation and lead to the ‘Port of the Future Road Map for 2030.’

See for more info on the project. Contact us at


For any further information:
Circle S.p.A. – Via Bombrini 13/3, 16149 Genoa (ITALY)
Nicoletta Garzoni, Media Relations Manager
Mail: – Mobile: +39 3392367218

by & filed under Events, Project news.


DockstheFuture and ALICE platform were jointly organising a TRA invited session on “The Future of Ports: vision 2030 – Bringing together innovative technologies, tools and policies through an EU network” in a form of a webinar was on Tuesday, 23 June at 11:00-12:30 CEST.


The webinar is a redesigned invited session supposed to take place at the TRA2020 conference in Helsinki, Finland 27-30 April 2020.

The four H2020 important initiatives – DockstheFuture, COREALIS, PortForward, PixelPorts – and an Interreg project – ResQU2, join forces under the umbrella of the ALICE platform to bring latest innovative technologies and tools for future ports.


The webinar agendaThe Future of Ports: vision 2030 – Bringing together innovative technologies, tools, and policies through an EU network

Organiser: Manuela Flachi; Magellan

Moderator:  Salvador Furio;  ALICE corridors, hubs and synchromodality chair


  • Nicola Sacco, University of Genova
  • Wiebe de Boer Deltares
  • Ignacio Lacalle Úbeda, Universitat Politecnica de Valencia
  • Christian Blobner, Fraunhofer Institut
  • Lauri Ojala, University of Turku


The meeting is recorded, and you can watch it here:


The Presentations can be downloaded from the below links:




by & filed under Events, Project news.


Docks the Future is organising a workshop to showcase its Project Common Index (PCI) tool for evaluating port-related projects with the common scope of ” PortoftheFuture “and to measure their innovativeness and transferability.


?19 May
 ⏰9:00-12:00 CEST

The workshop welcomes ports experts to join us on 19 May 2020 from 9-12 am CEST. For more information or registration please contact the organizer:

by & filed under Events, Project news, Results.

The second International Consultative Committee’s meeting of the DocksTheFuture project took place on 28 April 2020 between 10-11.



The Objective of the was: How to develop the “ Relation with Med & Neighbouring Countries”, and to add a specific chapter on this topic to the Deliverable D.5 of the project.  For this purpose, four below areas suggested to be at the centre of discussion:
 Current ports’ Policies in Mediterranean basin, cooperation or competition?
 How Med ports will face the environmental challenge, moving towards sustainability?
 How to proceed with capacity building for the less developed ports in the Med region?
 The best practices of successful maritime and port projects in the Med region.

The partticipants of this meeting were from four groups of:
o ICC members: Michele Acciaro, Paul Brewster,
o MEDport Association: Luca Lupi, Gabrielle Charpentier
o WestMED Initiative: Javier Fernandez
o Docks The Future (DTF) project’s partners: Circle s.p.a: Reza Karimpuor, Alexio Picco, Beatrice Dauria, PortExpertise group: Joris Claeys, Peter Bresseleers , Magellan Association: Manuela Flachi


Mr.Alexio Picco from Circle s.p.a that leads the project welcomed the participants of the meeting and explained about the project and its progress. He also pointed out how to proceed organising the 3rd expert workshop in this pandemic days.
Mr.Reza Karimpour from Circle s.p.a presented the Docks The Future, and the Structure of the meeting. He gave a brief introduction to the project that DTF is a project funded by the European Commission under Horizon 2020. As a Coordination and Support Action (CSA) it will support the EC (DG MOVE and INEA) in covering coordination and networking of Research and Innovation projects, Programs and policies. The project is coordinated by Circle S.p.A (Italy) as the leader of the Working Group including: ISL – Institut für Seeverkehrswirtschaft und Logistik (Germany), Magellan (Portugal), PortExpertise (Belgium) , University of Genoa (Italy).
Then, the Current conditions of the Docks The Future for the below workpackages explained in short: WorkPackage.1: Definition Of The Concept,  WorkPackage.2: Clustering Of Projects, WorkPackage.3: Evaluation Analysis, WorkPackage.4: Dissemination,  WorkPackage.5: Plan For The Exploitation Of The Results.

In continuation, Mr. Karimpour mentioned that DocksTheFuture has already addressed in early stages of the Project: preliminary research on the “Port of Future” concept; and the definition of several “Port of the Future topics” to be addressed and their related targets in 2030;
o Port infrastructure
o Accessibility and Standards
o Integration in the supply chain and synchromodality
o Environment
o Sustainability
o Relation with Med & Neighbouring Countries
o Digitalization
o Port-city relations
o Governance
o Human element
o Safety & security
o Bridging R&D and implementation


In WP.1 Docks The Future performed the work on essential concepts of a port of the future. Deliverable 1.5 of the project: Port of the Future concepts, topics, and projects,desktop analysis lead by PortExpertise, has already touched the topic of “Relation with Med & Neighbouring Countries”, some of them listed below.

Some of the references of PortExpertise for this Deliverable have been “Port Cooperation Policies in the Mediterranean Basin: An Experimental Approach Using Cluster Analysis”’, “Challenges for the future of ports. What can be learned from the Spanish Mediterranean ports? “, “Port-2-Port Communication Enabling Short Sea Shipping: Cyprus and the Eastern Mediterranean”, and “ Port Collaborative Decision Making (PortCDM) project.”
Later on, the Objective of the highlighted: How to develop the “ Relation with Med & Neighbouring Countries”, and the four below areas suggested to be at the centre of discussion after the MEDport presentation.

 Current ports’ Policies in Mediterranean basin, cooperation or competition?
 How Med ports will face the environmental challenge, moving towards sustainability?
 How to proceed with capacity building for the less developed ports in the Med region?
 The best practices of successful maritime and port projects in the Med region.


Mr. Luca Lupi , Secretary General of the MEDport Association, presented the Association as per below. The MEDports Association is the result of the desire and necessity to ensure port and maritime cooperation between the southern and northern banks of the Mediterranean.
• 23 Port Authorities, 3 Associated Members, 6 Objectives, 6 Technical Committees
23 Port Authorities and National Port’s Agencies from Northern (15) and Southern banks (8) in SPAIN, ALGERIA ,FRANCE ,ITALY ,MOROCCO ,TUNISIA ,LEBANON,SLOVENIA ,MALTA ,GREECE. Furthermore, MEDport has 3 Associated Members from Northern (1) and Southern banks (2), and 5 Training Institutes from Northern (3) and Southern banks (2) associated to the works of the MEDports Association. Luca stated the MEDport objectives.



Later it was emphasized that the North-South Med cooperation is at the center of focus for the associations’ activities. There are committees in the association for the internal works: RII Committee: Relations with International Institutions, Smartport Committee, SMA Committee: Statistics and Market Analysis, Security & Safety Committee, Sustainability Committee, and ETME Committee Employment, Training and Maritime Expertise.

He added that there are Actions within MEDports such as Signing MoU with the Union of the Mediterranean (UfM) and MED CRUISE, Organizing Training Seminars for trainees from both banks. MEDport is also active in international events and projects. MEDports Association Forum (MPF) conducts activities like Annual event bringing together experts, ports, and actors from the maritime sector of the two Mediterranean banks based on a topic which welcomes the needs and interests of all Members.

Furthermore, it is highlighted the MEDport contribution to some regional projects such as:
The Young Employment in Ports of the Mediterranean (YEP-MED);  Better match labour supply with labour demand in the Med area
RMF2M project ; Réseau Méditerranéen de Formation aux Métiers Maritimes (RMF2M), Mediterranean Network Occupations Of Training Program, an  Intelligent platform that will summarize the training formations and job offers to correspond to a profile


In the end, it is explained that DocksTheFuture & MEDports Association can have cooperation and collaboration in many common fields of activities, a Win-Win cooperation. It could be listed but not limited to the following points :
 Access to the largest current Ports Network in the Med area
 Exchange best practices from our Members
 Take advantage of the work of the internal Committees, especially from the Smartport and Training Committees
 The MEDPorts Association highlights the problems of the ports of the South to the EU, especially through the RII Committee


At this stage, the ICC members entered the discussion on the topic with the MEDport invitees. Mr. Acciaro asked if MEDport have some kind of information on the currently funded projects in terms of collaboration among the European Ports, or Mediterranean ports?
Mr. Lupi replied that MEDport is working on that it is very important to work together to solve the problems and it is one of the reasons to set up the association. At this stage, Mr.Javier Fernandez from the West MED initiative said that the maritime cooperation and initiatives have been at the focus of attention by the EU. Basically this maritime initiative has been working for a couple of years with strong leadership from member countries that sit together every 2-3 months in the framework of the
the steering committee and in December 2018 in Algeria meeting, they set up a road map for sustainable development of Blue Economy in the West MED area.

One of the cores of this roadmap is the “Cooperation” between the states in the region. For West Med, it is important to develop North-South cooperation too and is really relevant. West Med has managed to support 12 projects in the region, and working in this context of the DocksTheFuture is really welcomed and valuable. He proposed two points:
1. The cooperation and participation from the DocksTheFuture for the next forthcoming steering committee in Malta, and the other one
2. Each of the partners of the technical groups of the sustainable transport framework has two representatives: one from institutes and one from the industry. The national hubs are working with these two representatives. So for the DocksTheFuture and MEDport will be an opportunity to be in contact with these technical groups and the representatives.

Mr. Acciaro asked if the sustainable transport scope of the West Med includes maritime transport, and the reply was yes. Mr.Javier also mentioned that it is just initiated, it also may anticipate the topics of the LNG and the on the motorways of the seas.
Mr. Alexio said that if any of the participants can mention one point to focus at this step for the cooperation in the scope of the ports in North and South. Ms. Charpentier from MEDport agreed with the MEDport perspective. Manuela from Magellan highlighted the communication. Beatrice from Circle stated that finding the right contact and getting in touch with the correct contacts at the ports of the Med region is very difficult. It could be one of the challenges for further cooperation in the future. Mr. Joris Claeys, also added that this topic is also related to the “Network of the Excellence”. He also added that as Reza bolded, one of the important points is sharing the best practices among the states and ports in the MED area and also the EU.


Mr. Brewster, the ICC member also acknowledge Mr. Joris’ statement on the importance of a sort of a network; the “Network of Excellence”, to be a collaborative network. The point is a “Balance “between cooperation and competition.
Mr. Javier, also mentioned that the maritime initiatives are a collaborative type between the countries, sometimes partnership in preparing the proposals, competition have not been seen yet in the West Med.


Mr. Acciaro stated that it is very valuable to have the WestMED initiative and the MEDport association because the collaboration between the Mediterranean countries have not yet produced the desired results, as the EU should cooperate more with MED Countries. Potential improvements in the cooperation are known in the case of China but more can be done also in the Mediterranean area. There is an urgent need for more collaboration in the Med area. He suggested to include other countries in initiatives such as Turkey, or even the UK. In continuation, he added that when we talk about the European ports there are right concerns that EU regulations in the ports might constrain the developments of EU ports, and damage their competitiveness with respect to some business segments in other regions, for example in transhipment and in cruise sector in countries such as Russia, Egypt, or Turkey, which should adopt similar rules as EU ports.
Harmonising funding and policy were discussed. It would be valuable to consider also potential relations with the Belt and Road initiatives in terms of improving coordination of global maritime transport networks with EU internal transport networks. He added that compared to the Med ports in the south of EU, in Northern Europe there are more measures in terms of technology and innovations such as Onshore Power Supply, programmes to advance Hydrogen, and low carbon alternative fuels. He thinks that collaboration in Mediterranean level and applying the best practices across the European ports can help a lot also Med ports


Mr. Picco put a comment that there will be a good big project of onshore-power supply that is in evaluation within the motorways of the sea, in the Med area, and other forthcoming initiatives and projects as a good opportunity for the collaboration between the MED ports and the West Med initiative. Mr. Bresseleers in continuation joined the discussion and left his comment. He said that they captured a lot of info from the Med ports and he is wondering why there is so much internal communication in Med ports, which not reaching out to other ports. The port of Antwerp had a webinar on Covid19, one of the issues about the ships coming from Med region to Antwerp and the required Sanitation Certificates. So it shows that cooperation is more needed between ports even more than before.
In the end, Mr. Picco summarised the conclusion that we are going to plan how to go more in the analysis of this topic, and for sure we will come back to the participants of the 2nd ICC meeting to use their valuable comments to develop our specific chapter on the relation with the Neighbouring countries.

It also emphasized that DocksTheFuture is going to use the capacity of these two initiatives to develop a specific chapter on “Relation with Med and neighbouring countries”. For this purpose, DocksTheFuture is going to keep contacts with these two initiatives and regularly attend the forthcoming physical or online events of the MEDport Association & WestMED Initiatives in order to gather the info and feedback. In addition, DocksTheFuture will connect to all social media (Twitter, FB, LinkedIn) of MED port & WestMed Initiatives to disseminate each other’s activity on the same topic.


As the next step, for developing the specific chapter on the “Relation with MED and neghbouring countries” within the project, DocksTheFuture is going to send Questionnaire to the Med Ports & West Med members on some relevant group of topics such as Current port Policies in Mediterranean basin, best mechanisms of cooperation among Med ports, top challenges in the Med ports in moving towards Sustainability, capacity building in the Med region’s ports, identifying the best practices from other EU ports to be implemented for the MED ports, the potential of the Port-2-Port communications for enabling Short Sea Shipping between the Med ports, and etc.
Furthermore, inviting the experts from these two initiatives for the DTF expert call and the final conference is one of the measures to help DocksTheFuture in developing the specific chapter on “Relation with Med & Neighbouring countries”. This specific chapter may include other measures like interviews with some port managers of non EU-Countries (for example in Turkey, Egypt, Algeria, Morocco, Russia, etc.), and also approaching the successful European regional maritime & port organizations like HELCOM in the Baltic region in terms of their cooperation with non-European states (such as Russia) in order to simulate for the Mediterranean ports in relationship with Non-EU ports in Northern African and also Black Sea areas. Furthermore, one of the steps can be exploring the mechanism for involving the East Adriatic Sea ports such as Albania, Bosnia, and Montenegro in further cooperation with European Ports and maritime projects to reach the standards of the European regulations, through the EU funds and capacity building.

20 Apr 2020

Stephan Hauser

With the European Green Deal made public last December, the new European Commission took the first steps to transforming Europe into the first climate neutral continent by 2050. The Green Deal offers a wide range of climate policies and measures that directly affect European cities and citizens. Whereas port cities are high polluters and important economic concentrations, they are not mentioned in the European Green Deal as such. However, to make the ‘’effective and fair transition’’ that the Commission aims for, port cities could make a difference as they concentrate key economic and industrial facilities and are key to the EU’s long-term economic competitiveness.

The success of sustainable planning in industrial port cities would set an example to face climate change and the increasing urbanization of the world. The port of Rotterdam stands as an example. As the first hub of Europe for containers and oil, the port of Rotterdam emits almost 20% of the total Dutch emission of CO2, which illustrates the significance of port cities on national statistics.

The literal omission of port cities in the communication goes hand in hand with the existence of legal obstacles to the energy transition: a lack of precision and efficiency of rules. The European Green Deal states: ‘’the Commission will work with the Member States to step up the EU’s efforts to ensure that current legislation and policies relevant to the Green Deal are enforced and effectively implemented’’ (European Green Deal). While national and European regulatory systems co-exist, they occasionally prevent more sustainable practices by over-lapping, complexifying or conflicting with each other; the environmental field being shared between the EU and Member States is one example. The absence of clear legal frameworks and definitions makes decision-making complex and unpredictable. Investing in the energy transition and the conversion of port cities that the Commission effectively plans to tackle, has therefore become unattractive for both public and private actors.

The communication of the European Green Deal is promising as it finally emphasises the lack of precisions, definitions and clarity of European regulatory systems and their consequences in times of crisis. Recognizing and addressing these flaws would allow the new Commission to make an important step towards the efficiency of European legal tools.

To achieve its ambitions, however, the Commission needs to engage relevant actors and stakeholders. In the case of port cities, maritime transport companies and port authorities are examples of stakeholders that could make a big difference in executing climate policies. The involvement of such actors relies on an improvement in the clarity of rules. The success of participation by diverse actors depends on a real legal simplification rather than additional layers of regulations. The Commission submitted its proposal for the first ‘’Climate Law’’ to the European Parliament and the Council in March 2020. This could be a crucial step towards this goal.

It reflects the evolving thoughts of the authors and expresses the discussions between researchers on the socio-economic, spatial and cultural questions surrounding port city relationships. Special thanks for comments and reviews to Carola Hein, Maurice Jansen, Paul van de Laar and Hilde Sennema.

Source: Port City Futures

Seaports, as part of urban centers, play a major role in the cultural, social and economic life of the cities in which they are located, and through the links, they provide to the outside world. Port-cities in Europe have faced significant change, first with the loss of heavy industry, emergence of Eastern European democracies, and the widening of the European Community (now European Union) during the second half of the twentieth century, and more recently through drivers to change including the global Sustainable Development Agenda and the European Union Circular Economy Agenda.

Angela Carpenter • Rodrigo Lozano, Editors

For more information relating to the book at the Springer website or to buy please  refer to:


This book examines the role of modern seaports in Europe and considers how port-cities are responding to these major drivers for change. It discusses the broad issues facing European Sea Ports, including port life cycles, spatial planning, and societal integration. May 2019 saw the 200th anniversary of the first steam ship to cross the Atlantic between the US and England, and it is just over 60 years since the invention of the modern intermodal shipping container – both drivers of change in the maritime and ports industry. Increasing movements of people, e.g. through low-cost cruises to port cities, can play a major role in changing the nature of such a city and impact on the lives of the people living there. This book brings together original research by both long-standing and younger scholars from multiple disciplines and builds upon the wider discourse about sea ports, port cities, and sustainability.



1 Introduction, Chapter Summary, and Conclusions from the Angela Carpenter & Rodrigo Lozano
2 Port-City Redevelopment and Sustainable Development by Paul Fenton
3 Proposing a Framework for Anchoring Sustainability Relationships Between Ports and Cities by Angela Carpenter & Rodrigo Lozano
4 Port-City Redevelopment and the Circular Economy Agenda in Europe by Reza Karimpour, Fabio Ballini & Aykut I. Ölcer
5 Technological Change and Logistics Development in European Ports by Michele Acciaro, Katharina Renken & Naouar El Khadiri
6 From Planning the Port/City to Planning the Port-City: Exploring the Economic Interface in European Port Cities by Karel B. J. Van den Berghe & Tom A. Daamen
7 Spatial Restructuring of Port Cities: Periods from Inclusion o Fragmentation and Re-integration of City and Port in Hamburg by Dirk Schubert
8 Governance and Planning Issues in European Waterfront Redevelopment 1999–2019 by José M. Pagés Sánchez & Tom A. Daamen
9 Proposing a Holistic Framework to Assess Sustainability Performance in Seaports by Lea Fobbe, Rodrigo Lozano & Angela Carpenter
10 Analysing Port Community System Network Evolution by Bening Mayanti, Jussi Kantola, Matteo Natali & Juha Kytola
11 Touristification of European Port-Cities: Impacts on Local Populations and Cultural Heritage by María J. Andrade & João Pedro Costa
12 Analysing Organisational Change Management in Seaports: Stakeholder Perception, Communication, Drivers for, and Barriers to Sustainability at the Port of Gä Rodrigo Lozano, Angela Carpenter & Kaisu Sammalisto
13 Integrating Governance and Sustainability: A Proposal Towards More Sustainable Ports by María Ángeles Fernández-Izquierdo, Idoya Ferrero-Ferrero & María Jesús Muñoz-Torres
14 The Changing Interplay Between European Cities and Intermodal Transport Networks (1970s–2010s) by Justin Berli, César Ducruet, Romain Martin & Sevil Seten
15 The Separation of Ports from Cities: The Case of Rotterdam by Carola Hein & Paul Th. van de Laar
16 Integrated Port Cities: The Case of Hamburg by Michele Acciaro, Katharina Renken & Christopher Dirzka
17 Societal Integration of Ports and Cities: Case Study on Spanish Ports by Nuria Nebot Gómez de Salazar & Carlos Rosa-Jiménez
18 Socio-economic Costs and Benefits of Seaport Infrastructure Development for a Local Environment. The Case of the Port and the City of Świnoujście by Izabela Kotowska, Marta Mańkowska & Michał Pluciński




Chapter 1 – Introduction, Chapter Summary,  and Conclusions from the Book
by Angela Carpenter and Rodrigo Lozano

Currently, European ports, and the cities within which they are located, face significant changing economic circumstances, together with technological, social and cultural pressures for change, as they seek to become more sustainable. Drivers for change include the global United Nations Sustainable Development Agenda and the European Union Circular Economy Agenda. As major players in the cultural, social and economic life of cities, ports can provide economic well-being and support a strong identity for those cities and their local communities. City sustainability requires elements including conservation of resources and minimisation of waste while supporting and sustaining the local population through the provision of services such as housing and public transport. Ports and cities have therefore come to understand that in order to grow and become more sustainable, they have to work collaboratively to achieve their individual and combined goals.


Chapter 2 – Port-City Redevelopment and Sustainable Development
by Paul Fenton

This chapter presents an overview of recent literature on sustainable development in port cities and highlights particular challenges for port-city redevelopment. These include: the impacts on cities of air or noise pollution; green8 house gas emissions; infrastructure challenges (including energy supply and inland transportation); urban development in and around port areas; plus formal and informal mechanisms or instruments used to alleviate negative impacts or resolve problems related to these challenges. The chapter then considers the case of Stockholm to illustrate how such challenges are manifested at the local level. The Stockholm case highlights, for example, the challenge of integrating inland waterways and short-sea shipping; diverse challenges related to passenger travel (cruise ships, ferries, small boats, etc.) including energy supply, waste and wastewater, use of chemicals; relocation of cargo terminals and other port operations outside of the city and related impacts on urban infrastructure; and competition for urban space, both in and around port areas and in waterfront areas. Such examples illustrate patterns which are described in wider literature and observed in other cities. The chapter then outlines the City of Stockholm’s approach to handling such challenges whilst aspiring to achieve sustainable development, using the literature review as a framework to indicate potential discrepancies, problems or opportunities for Stockholm and other port cities. The chapter provides some recommendations for port cities working to improve environmental quality and achieving sustainable development.


Chapter 3 – Proposing a Framework for Anchoring Sustainability Relationships Between Ports and Cities
by Angela Carpenter and Rodrigo Lozano

Seaports are important players in the world, with a key role in global maritime trade and the movement of people. Historically, many cities grew up alongside ports, gaining economic benefits from the flow of goods and from the migration of people seeking work and improved economic circumstances. Port Cities are some of the most economically strong and competitive cities in the world. However, a weakening of the ties between ports and cities has been identified over recent decades. This chapter analyses how ports and cities might work together, through a collaborative approach, to become a more sustainable port-city. A review of literature on ports and sustainability, cities and sustainability, and collaboration between ports and cities, identified what they can do to become more sustainable. A framework for anchoring sustainability between ports and cities was developed to help them collaborate to become more sustainable as part of a joint system, showing that integration of the sustainability aspects of economic viability, environmental orientation, and social orientation is necessary to achieve a holistic port-city. To become more sustainable, ports and cities should work together in a collaborative way so that both can benefit moving forward.


Chapter 4 – Port-City Redevelopment and the Circular Economy Agenda in Europe
by Reza Karimpour, Fabio Ballini and Aykut I. Ölcer

In the era of globalisation, our world is in transition and there are challenges every day, such as climate change, and natural resource depletion. These environmental challenges threaten our lives and necessitate taking measures to transition toward resilient and reliable low-carbon developments. In this context, sustainability has recently gained substantial attention across sectors. In the face of increasing growth in the world economy, together with natural resource depletion, there is a need for new economic approaches. As a response to the improvement in resource performance, economies have started to explore ways not only to reuse products but also to restore more precious material and energy inputs. The concept of a ‘Circular Economy’ (CE) can promise a move to sustainability in businesses and economies. Sustainable relations between port city stakeholders is one of the emerging sectors. However, globally, port cities are within an economic system that is structured on the linear ‘take-make-dispose’ model, not sustainable models. During the last two decades, ports and their urban areas have been increasingly facing environmental challenges. Ports can have significant environmental impacts due to the types of activities that take place in them, resulting in negative externalities such as air and water pollution that mirror the destructive linear economy models at port-cities. Continual globalisation based on trade liberalisation, with its increasing cargo transport, has resulted in a significant increase in pressures on port infrastructure and city resources, which should be addressed in a sustainable way. A limited number of studies on European port cities’ sustainability have focused on ports under the CE approach, specifically within the ports’ waste management and energy efficiency context. This chapter reviews of ports and development, city and development, and explores Port-City redevelopment within the CE agenda that has been undertaken in the context of European ports. The review identifies what some European port cities have been doing to become more sustainable, with the help of a CE approach. It discusses challenges and potentials in European port cities and concludes on how ports are currently realising the potential of CE strategies, in particular for redevelopment and also competition in the market. Furthermore, it identifies how EU ports have voiced a need for further regulation to support the transition to the circular economy.


Chapter 5 – Technological Change and Logistics Development in European Ports
by Michele Acciaro, Katharina Renken and Naouar El Khadiri

Digital technologies are a key element in the logistics sector development. The so-called digital revolution that began in the 1980s, on the basis of the increasingly widespread use of automation, artificial intelligence and robotics in production processes, is changing the face of world logistics, a change often referred to as Logistics 4.0. Building on the impact of digitalisation on other sectors, port cities are also expected to see the emergence of new business models in the coming years, made possible by the advancement of digital technologies. Some researchers and practitioners even foresee the development of a global cargo handling system similar to the Internet, called Physical Internet (PI), in which goods would be moved seamlessly on an intermodal network at very low costs thanks to state-of-the-art data management technologies. The development of a PI-based logistics model requires new methods of monitoring and managing data, on the physical characteristics of the goods, as well as on the financial flows and traceability of the products; and ports are likely to play a critical role in favouring the uptake of such data collections and use. One of the most promising enablers to this vision is blockchain, a technology that would make it possible to document an increasingly large number of characteristics of a product or a commodity. The shipping sector cannot be caught unprepared, and adequate support is also needed inside ports. This chapter reviews the current technology and digitalisation trends in ports, advancing hypotheses on how they are likely to change port-city cargo—but also people—mobility and influence port logistics.


Chapter 6 – From Planning the Port/City to Planning the Port-City: Exploring the Economic Interface in European Port Cities
by Karel B. J. Van den Berghe and Tom A. Daamen

In the last three decades, planning agencies of most ports have institutionally evolved into a (semi-) independent port authority. The rationale behind this process is that port authorities are able to react more quickly to changing logistical and spatial preferences of maritime firms, hence increasing the competitiveness of ports. Although these dedicated port authorities have proven to be largely successful, new economic, social, and environmental challenges are quickly catching up on these port governance models, and particularly leads to the (spatial) policy ‘conflicts’ between port and city. This chapter starts by assessing this conflict and argues that the conflict is partly a result of dominant—often also academic—spatial representations of the port city as two separate entities. To escape this divisive conception of contemporary port cities, this chapter presents a relational visualisation method that is able to analyse the economic interface between port and city. Based on our results, we reflect back on our proposition and argue that the core challenge today for researchers and policy makers is acknowledging the bias of port/city, being arguably a self-fulfilling prophecy. Hence, we turn the idea of (planning the) port/city conflicts into planning the port-city’s strengths and weaknesses.


Chapter 7 – Spatial Restructuring of Port Cities: Periods from Inclusion to Fragmentation and Re-integration of City and Port in Hamburg
by Dirk Schubert

In this chapter three periods of spatial inclusion, fragmentation, and re-integration of port and city functions are analysed with a focus on the Hamburg region and related to corresponding governance structures. First, when the port and city had been a functional and spatial unit until the beginning of the 19th century. Second, a later period of separation in several phases until the 1980s began. Since the 1960s, deindustrialisation and containerisation drove ports away from cities, leaving areas along the old waterfront as a challenge to planners for re-integration of urban and port functions. Finally, since the beginning of the new millennium, a third period arose, when options for a re-mix of port and city became possible again. By analysing these historical phases, it becomes possible to more precisely analyse changing interdependencies between city and port.


Chapter 8 – Governance and Planning Issues in European Waterfront Redevelopment 1999–2019
by José M. Pagés Sánchez and Tom A. Daamen

Since the first redevelopment projects appeared in the 1960s in North-America, urban waterfronts in port cities around the world have experienced continuous spatial and functional change. Waterfront redevelopment started as an opportunity to recover brownfields for urban uses and new relations with the water, but rapidly became a target for investors and politicians to leave their mark on the port city landscape. Too many planners, waterfronts have, thus, become a symbol of capital accumulation, consumerism, and of cities attempting to economically revive or reinvent themselves. Four decades after the first waterfront projects of this kind in Europe, it is possible to evaluate the results of this post-modern urban refurbishing, and most importantly, reflect on the sustainability of the transition that has taken place. Since the publication of an earlier volume on European Port Cities in Transition (Hoyle and Pinder, in The Dock & Harbour Authority 79(887):46–49, 1992), sustainable development has gradually become an important objective in urban and port policies. The aim of this chapter is to assess how European waterfront redevelopment projects are influenced by this objective across the continent. This has been done by making an actor-institutional comparison of projects in six European port cities, following a renewed trend in planning research that seeks to expose and understand the ‘rules of the game’ in urban governance and planning practices. This institutionalist perspective leads to a fresh understanding of port-city relationships in Europe, and the role of recent waterfront projects therein. This account of the 1999–2019 period focuses on how key actors negotiate and attempt to reconcile the inherent tensions involved in planning sustainable waterfront redevelopment schemes, and identify the forces that enable or prevent them to do so.


Chapter 9 – Proposing a Holistic Framework to Assess Sustainability Performance in Seaports
by Lea Fobbe, Rodrigo Lozano and Angela Carpenter

Seaports have increasingly been pressured by the shipping industry and port communities to increase their sustainability efforts and performance. Sustainability reporting has been proposed as a way to assess performance. Although several frameworks have been developed for sustainability reporting, few focus on performance (for example the Graphical Assessment of Sustainability Performance (GRASP)). For seaports, sustainability reporting has mainly focused on coverage of environmental issues, and on the port as an individual organisation. A critical review of assessment approaches was conducted, resulting in the identification of 424 port sustainability-related indicators; these were categorised, synthesised, and then compared with the Global Reporting Initiative (GRI) guidelines. The findings show differences in the dimensions and number of indicators of the assessment approaches. GRI categories were modified and expanded for the environmental, economic, and social dimensions. Two new assessment categories, ‘port system’ and ‘interlinking issues’, were developed. This chapter proposes the Holistic Assessment of Sustainability Performance in Seaports (HASPS) framework, based on GRASP, and expanding the GRI by the addition of 75 port specific indicators, giving a total of 211 indicators. This will allow seaports to assess their sustainability performance over time, to better communicate their 2ustainability efforts, and to benchmark against other seaports.


Chapter 10 – Analysing Port Community System Network Evolution
by Bening Mayanti, Jussi Kantola, Matteo Natali and Juha Kytola

Ports have played an important role in facilitating exchanges among countries since the day when inland transportation was poor. As ports become hubs for the global supply chain, they have to maintain their competitiveness not only by reassuring their efficiency, reliability, accessibility to the hinterland, and sustainability. In addition, there is a constant challenge from all operational parties of the port to acquire needed information or to trust information received, due to multiple legacy systems and platforms that do not integrate with each other, and to the lack of real-time updates. There are differing agendas between parties and, sometimes, distrust within the multi-stakeholder ecosystem leads to working in silos. This jeopardises seamless data exchange and cooperation across the port value chain, resulting in significant inefficiencies. Port community system (PCS) can enhance communication and simplify administrative process resulting economic and environmental benefit for actors in the supply chain. The invisibility of the benefit, actors’ heterogeneity and significant investment to develop the system resulting in reluctance in implementing PCS. This chapter aims to study the evolutionary mechanism behind the process of PCS network development using lessons learned from industrial symbiosis network development and network trajectories theory. The PCS network development follows a serendipitous and goal-oriented process that can be categorised into three stages: pre-PCS network, PCS network emergence, and PCS network expansion. This chapter contributes to the exploration of network evolution and documents lesson learned to foster PCS implementation.


Chapter 11 – Touristification of European Port-Cities: Impacts on Local Populations and Cultural Heritage
by María J. Andrade and João Pedro Costa

Touristification of European port-cities is a contemporary process of globalisation in the age of the information society, adding cruise and marine specific dynamics to the promotion of cities as products and destinations for short-breaks, congresses or holidays. Port-cities have a long history of investment on the waterfront, adapting these spaces through at least three cycles since industrialisation, in a 50 years process of waterfront regeneration that started in the late 1960s. Touristification corresponds to a new (fourth) stage in a continuous port/city redevelopment process. Global tourism research reveals several undesirable impacts on cities, for example through gentrification (displacement) of local inhabitants or a change of the city’s identity into a generic image, where living conditions are impacted by higher housing prices. Alongside the negative impacts of cruise tourism is the profile of this type of tourist, e.g. as part of the so-called “low-cost tourism”. Confronted with unlimited growth of touristification and its negative impacts, major port-cities want to control this process. Effective monitoring tools, strong administrative coordination, and agile spatial planning and management instruments are determinant for port-cities to respond to the touristification process. Port-cities have struggled to orientate this process to define which types of tourism they want to promote or limit; cruises are part of the equation. In port-cities, touristification demands highly effective spatial planning answers, with inter-sectoral and trans-scale policy answers occurring simultaneously.


Chapter 12 – Analysing Organisational Change Management in Seaports: Stakeholder Perception, Communication, Drivers for, and Barriers to Sustainability at the Port of Gävle
by Rodrigo Lozano, Angela Carpenter and Kaisu Sammalisto

Ports are under increasing pressure to become more sustainable. While, some ports have been including sustainability into their operations; in general, this has been mainly addressed from economic and environmental perspectives and technological or policy-related approaches. There has been little research on organisational change management for sustainability in ports. This chapter analyses organisational change efforts for sustainability at the Port of Gävle. Twenty-three face-to-face interviews were conducted with various stakeholders. The chapter presents the findings and results on a stakeholder materiality matrix, insights on the perception of sustainability by the port stakeholders, the coverage and performance (measured through) ranking of drivers for and the barriers to sustainability of the Port of Gävle. The chapter also shows that stakeholders are important when addressing sustainability and managing organisational changes, where it is important to know the coverage and the performance of drivers for and barriers to change. This way ports can better address sustainability through a holistic approach that encompasses the four dimensions of sustainability (economic, environmental, social, and time), stakeholders, and the six approaches (legislative, technological, financial, cultural/social, voluntary initiatives, and organisational change management).


Chapter 13 – Integrating Governance and Sustainability: A Proposal Towards More Sustainable Ports
by María Ángeles Fernández-Izquierdo, Idoya Ferrero-Ferrero and María Jesús Muñoz-Torres

Ports are under increasing pressure to become more sustainable. A fundamental requirement to integrate sustainability into all structures, policies, and processes of an organisation, such as a port, is to have corporate governance fully committed to sustainable development. However, sustainability frameworks in the port industry deal mainly with the economic and environmental dimensions, as well as operations and logistics issues, and technological and policy-related approaches, without addressing explicitly governance aspects. In addition, there has been limited research in the field of port sustainability and governance, with studies paying attention to how ports address sustainability from an operational perspective. This chapter is focused on the role of ports’ corporate governance to integrate sustainability into their management systems in order to fill this gap. The objective of this chapter is to define a framework that integrates both sustainability and corporate governance into port authority policies, strategies and activities, as a necessary condition to achieve a more sustainable organisation. The proposed framework has been developed based on the results of a literature review and on the best practices included in international corporate governance references. The framework for Port Authority Sustainability Governance Model (PASGM) places sustainability at the center stage and establishes five action areas aligned with sustainability principles. This chapter contributes to improving the understanding of internal governance elements of port authority and clarifies the links of corporate governance with sustainability. It also provides some guidelines on key issues of governance that should be considered to integrate sustainability in the management system from a strategic perspective.


Chapter 14 – The Changing Interplay Between European Cities and Intermodal Transport Networks (1970s–2010s)
by Justin Berli, César Ducruet, Romain Martin and Sevil Seten

European cities, like most of the world’s cities, are to some degree dependent upon maritime transport for their development, as more than 90% of seaborne trade volume is carried by sea. This also applies to Europe’s external trade. While cities possessing ports play a crucial role in the distribution of goods traffic in such a context, the maritime influence exerted by global trade on non-port, inland cities have not been so far studied from a combined sea-land perspective. The results show a differentiation of the European territory in terms of modal specialisation, core-periphery, polycentricity, and intermodal centrality/accessibility. We map the maritime specialisation of European cities in recent decades, showing that combined sea-land centrality has stable but different relationships according to the type of place considered. The conclusion discusses the outcomes of our results for policy and further research on coupled networks and urban studies.


Chapter 15 – The Separation of Ports from Cities: The Case of Rotterdam
by Carola Hein and Paul Th. van de Laar

Since industrialisation began in the 19th century, some ports have been moving away from the cities that once hosted them. That separation was only possible if the land was available where new port basins, industries, and other infrastructure could be constructed and where port activities could prosper without being restricted by urban functions. The port of Rotterdam represents an extreme example of port-city separation. This chapter shows how the port of Rotterdam transformed from a staple port into a transit port. Port activities moved towards the North Sea in four steps that were related to technological, institutional, and trade pattern changes and changes in port-city relations. Such transitions highlight the close relationships between trade patterns, technological innovations and changing governance patterns. Each expansion required close collaboration between business leaders and the municipality because administrative borders needed to be expanded and infrastructure constructed. The growth also created friction among the various stakeholders in the region. The merchants of the staple markets protected their trades and traditions, whereas the harbour barons that benefited most from the high-volume trans-shipment of bulk commodities pushed the expansion of the port. To illustrate these steps in the separation of port and city, the chapter takes the case of petroleum as a key example. While beneficial for the economic development of the port –and to some degree, the city–the separation of port and city has led to a loss of connection between port and city institutions. The chapter concludes by briefly examining the challenges and opportunities of port and city separation in terms of economic, spatial and cultural development.


Chapter 16 – Integrated Port Cities: The Case of Hamburg
by Michele Acciaro, Katharina Renken and Christopher Dirzka

Many cities around the world are port cities, and yet, industrialisation of port activities and changes in port operations have resulted in the separation between the city and its port is becoming more evident. Some ports have moved away from urbanised areas, while in others fences and security barriers are being erected to separate a city from the water areas. Space is contested, and tension is increasing between urban and industrial use of the waterfront areas. In some port-cities, however, the proximity of city spaces to industrial activities is unavoidable, and managing the relations between port operations and the city becomes one of the main priorities of the port managing companies (PMC). The governance structure and relation of the PMC to the municipalities near the port defines the organisational framework within which the PMC needs to operate in order to find ways to reconcile the tension between urban spaces and the port. This tension requires careful management of port stakeholders, a well-thought communication strategy and the development of specific initiatives aimed at reducing negative external effects associated with port activities. Through the analysis of the ase of the port-city of Hamburg, particularly its smart-port and smart-city strategies, this chapter illustrates the complexity of successfully managing integrated port-cities. The closely-knit collaboration between the Hamburg City-State Municipal Government and its Port Authority have allowed it to overcome some of the issues that emerged in the past, but as port operations change the question is how long the conflict of resource use between a growing city and the third-largest European port can be kept at bay.


Chapter 17 – Societal Integration of Ports and Cities: Case Study on Spanish Ports
by Nuria Nebot Gómez de Salazar and Carlos Rosa-Jiménez
Ports are, frequently, segregated places and fairly inaccessible to local communities. In some cases, the industrial activity is incompatible, for security reasons, with citizens’ uses. In other cases, privatisation of port space has restricted access to a very small part of the population, for example, some marinas. In this sense, many ports are considered barriers that hinder citizens’ access to the sea. A way to address this is through the social integration of ports. Port authorities and administrations are becoming increasingly more aware of the need to incorporate the demands of the local communities, and to develop activities and services that foster the use of the port, rapprochement with the sea and, generally, foster the maritime culture among the citizenry. Previous research regarding the social integration of ports has allowed examples of good practices to be put forward at a European level. This chapter seeks, on the one hand, to discuss different social integration strategies at ports using indicators and parameters from other previous studies; and, on the other hand, to showcase some recent port initiatives as examples of good practices for the port-city social integration along the Spanish Mediterranean coast. The chapter proposes seven strategies to structure the research content, each of which is discussed and related to a real initiative or project implemented at ports. The analyses comprise an inventory of innovative solutions that can be implemented at other ports. The aim of the seven strategies is to provide inspiration for other port areas that wish to bring the port and maritime culture to the citizenry and local communities.


Chapter 18 – Socio-economic Costs and Benefits of Seaport Infrastructure Development for a Local Environment. The Case of the Port and the City of Świnoujście
by Izabela Kotowska, Marta Mańkowska, and Michał Pluciński

The positive changes in the relations between a port city and its port, as manifested in sustainable development policies for port cities and seaports, have not managed to eliminate conflicts connected with spatial aspects of seaport development. The conflicts are, to a large extent, connected to an uneven distribution of socio-economic benefits and costs that port operations generate for the local environment. The research in this chapter provides an answer to the question: What impact does the implementation of large infrastructural projects in seaports have on the local community and seaport economy? A comprehensive Seaport’s Social Cost-Benefit Analysis (SCBA) method was developed for estimating the socio-economic benefits of seaport development, based on the case study of the planned deepwater container terminal in the Świnoujście seaport (in Poland). The results show that 97% of direct benefits are generated for the national economy (global/national level), whereas only slightly above 3% remain in the port city (local level). The main beneficiaries are cargo shippers who consume nearly 90% of the benefits. Concurrently, the full social costs of seaport operations development are borne by the local environment. The balance of the socio-economic benefits and costs, expressed in monetary terms, is nevertheless positive at the local level. The benefits are additionally improved when non-monetary values are (e.g. investment, innovation, transport accessibility, demographic change) are taken into account. The benefits are achieved indirectly and over a long-time horizon, but eventually, they have a positive effect on the structural changes in the local economy and community. In particular, this impacts the cities and regions with less-developed economies, which cope with negative changes in the demographic structure of their local communities—this is exemplified in the case of the Świnoujście seaport.