Vigo (Spain): the silos where 4 km of underwater cables were stored will become green areas
Full article : Atlantico.net
Valencia (Spain): demolition of some of the America’s Cup buildings will re-open access to the historical basins
Full article : valenciaplaza.com
Brussels: €200 million from Europe for the canal zone
By doubling its financial package, Europe confirms the strategic interest of this sector for the international development of the Brussels Capital Region. The package will allow the execution of urban and port projects (notably for cruise ships and a logistical platform).
Full article : Flanderstoday.eu
Rio de Janeiro (Brésil) : le nouveau musée sur un ancien secteur portuaire
Le MAR – Rio Art Museum combine un bâtiment patrimonial accueillant le musée et un bâtiment moderne dédié à une école d’art. Un toit terrasse permettra également d’organiser des expositions à l’extérieur. Le MAR sera l’un des équipements emblématiques pour le site portuaire en pleine reconversion. (photo © Leonardo Finotti)
Full article : Arcspace (+ images, plan)
Port of Quebec: new integration measures
The committee-council for the visual integration of the domes of the timber terminal recommends moderate intervention, mainly to ensure integration with the planned port promenade at Le Foulon. Port heritage will be recovered along the 2 km of this promenade, providing a transition space between the port and the city. A web site has been opened for questions. (photo © Port Québec)
San Francisco: abandoned grain silo on Pier 32 transformed into a giant mural 60 m high
Full article : SFgate.com (+ images)
Gothenburg (Sweden): SOM selected for a 230 m high tower and the redevelopment of an old port industrial site
Full article : Archiscene.net (+ images)
Port of Rouen: urban revitalisation and integration
Rouen, the historic capital of Normandy located halfway between Le Havre and Paris, is also a great sea-port accessible to deep sea vessels via the Seine. For centuries the city’s heart beat to the rhythm of its port, until the massive destruction of the Second World War followed by new developments in ship design and the arrival of the container caused port activities to shift downstream to the west of the city.
At the beginning of the 1990s, the city started a long period of reflection on the future of the abandoned sites in its centre: the Marégraphes area on the right bank, and the industrial port sites just across the river. The Charter of objectives signed by the City and the Port in November 2000 marked the launch of a policy of revitalising the Marégraphes area (heritage docks) on the right bank, which is almost complete. The left bank is also being transformed. But in addition to redevelopment of the quays, a broad scope project is envisaged with an eco-district named after Flaubert.
To update our readers on the situation and get a better idea of the challenges of integrating this future eco-district which will lie alongside the industrial and port activities to the west, we talked to Régis Soenen, Director of Territorial Redevelopment and the Environment, and Pauline Barillon, Development Research Officer, at Grand Port Maritime de Rouen (GPMR), a member of GIE HAROPA
Download : Case Study – Rouen
AIVP – Perhaps it is still too early to assess the results of the operation in the Marégraphes area, but how do you view progress on the initial objectives which you set yourselves?
GPMR – I think you could say that the objectives of the Charter between the Port and the City have been respected overall. This is thanks particularly to the continuity of dialogue amongst port and urban stakeholders. The initial stress was on urban integration and making use of the Marégraphes area and its warehouses, which have great heritage value. The architectural specifications validated in 2002 by the Official Architect meant that the quality of the project was assured, and also that the redevelopment of these heritage buildings would be coherent as a whole. The warehouse rehabilitation project was managed by the Port, while the public spaces around the buildings and along the quay were developed jointly by the City, CREA (Conurbation Community) and the Port.. Marégraphes area, Shed B
The first phase, in five of the eight warehouses, was launched in 2003. Today, there are businesses (cafés, restaurants, winery, travel agency, etc.), services (water supply agency Seine-Normandie, France-Bleu radio station), sporting (snooker, fitness, bowling, squash, …) and cultural activities (H2O, Maison des Eco-sciences (a science and environment space), etc.) installed on an area of 5 ha and 1300 m of quays between the Guillaume le Conquérant bridge to the east and the Flaubert bridge to the west. The operation was due for completion in 3 years with shed 11, which has just been allocated: France 3 Television will move in when it is complete. City-port Interface, Map
AIVP – Apart from exceptional events such as the arrival of Armada (a tall ships rally) with its millions of visitors since 1989, does the number of people using the site pose congestion problems? How is access to the Seine managed through the existing district behind the quays?
GPMR – We have programmed separate flows for pedestrians, heavy goods vehicles, cars and buses to avoid conflicts between uses. On the other hand it is true that an access to the Seine and its quays could be opened through Dock 76, a commercial centre developed in the old building of the Rouen Docks and Warehouses Company, which is interested in gaining access to the quays used by the public. The same is true of the Luciline eco-district currently being built right beside Dock 76. Rouen Luciline will combine offices (40,000 m²) and residential buildings (1,000 units) on an 8 ha site. The housing area is being developed in the south, beside the Seine, and the name chosen for it, “Luciline – Rives de Seine”, speaks clearly of its hopes for access to the right bank of the Seine. The first two buildings will be delivered in July 2014. The district will extract geothermal energy from the water table.
AIVP – Still on the right bank but downstream of the Flaubert Bridge, the active port coexists with port infrastructure which has been or soon will be converted, like the Chai à vin for which you have just opened a call for tenders. Does this co-existence pose integration problems, and how does this affect your choices? In the case of the cruise ship terminal for example, are you still considering relocating it or creating a second terminal on the left bank as was proposed at one time?
GPMR – Yes, this sector combines a maritime museum, shed 23 which has been converted into a “World Music, Dance and Culture Room”, ship repair with a floating dry-dock, the Chai à vin, a yacht basin, a cruise ship terminal, and at the entrance to the basin, an aggregates terminal. Shed 23 ; Floating Dock
As for cruise ships, although the industry is growing, the issue is not on the agenda. The existing terminal is big enough. Its proximity to the new developments on the right bank remains a strength, even if, as you say, its continuity with the Marégraphes area could be improved further. Furthermore, this type of territory is really a patchwork of different uses, there is little urban pressure here. The potential nuisances, especially associated with ship repair, have always been considered in our choice to develop no more than a yacht basin, rather than going for a marina with waterfront housing.
As for the Chai à vin, how it will be used still remains open subject to the offers we receive: it may equally well be given an urban use, or something connected with the port or logistics. But the quality of how it is integrated and landscaped will be one of the essential criteria when the award is made. The building, used for storing wine imported from Algeria, was the biggest Europe in the 1950s. It is technically complex, but it is also an important link with the past which must be preserved. Chai à vin
As for the aggregates terminal at the entrance to the basin, it does not really create problems, basically because it is at a good distance from any urban spaces (maritime museum). The space between the two could also be considered for holding events such as the Saint-Romain Fair. The question is still open.
AIVP – Turning to the left bank, and starting with the plans for the quays and warehouses opposite the Marégraphes area. Shed 105 has been demolished to make way for the start of a promenade, and shed 106 has been converted into a “Contemporary Music Scene”. What about the other warehouses?
GPMR – The Shed 106 conversion project was managed by the Conurbation Community (CREA). Its inauguration in 2010 really symbolised the launch of the transformation of the quays on the left bank. CREA is going to move into shed 108. The future of shed 107 between them remains open. While we are on the subject of CREA, the “Panoramas de la Crea” has been confirmed. This circular building will allow XXL panoramas to be projected in 360°. It will be built on the right bank between sheds B and C.. Shed 106
The landscaping of the left bank quays has been entrusted to the agency In-Situ. Phase one will be completed at the beginning of this summer. It may be extended past the Flaubert Bridge towards the Rollet Peninsula, a part of the port which used to be a coal-yard and which now contains a mound and a little wood to encourage biodiversity. In the long term, in 2016, this will become almost 14 ha of public space with a new promenade more than 1.8 km long.. Landscaping of the left bank quays
AIVP – The redevelopment of the Rollet Peninsula, which used to be known as the “black village”, really is symbolic: it marks the transformation of a port territory which has lost its purpose, but it is also a part of the landscape which has been recycled, and provides a transition zone to the industrial and port activities nearby. Furthermore, it is in a sense an announcement of the ambition of the future Flaubert eco-district. How exactly will this theme of transition, and of integration, be handled between the industrial and port activities and the residential areas of the two towns involved in this future eco-district, Rouen and Petit-Quevilly? Presqu’île Rollet
GPMR – The 90 ha of this eco-district are presently occupied by a number of abandoned areas and a railway yard. It is planned to serve 10,000 people (inhabitants + workers) and the integration of its urban and port functions is of course essential. The real launch of the operation depends on the construction of a new stretch of road, at an estimated cost of €200 million, to continue the highway south from the Flaubert Bridge. It should be opened in 2020-2021. The majority of this future mixed district lies to the east of the planned approach road to the Flaubert Bridge. This new road will in itself form the first part of the transition between the centre of the new district and port activities to the west. Elsewhere, the general principles for the redevelopment of the district propose favouring economic activities in the western strip, easing the transition to the rest of the district. There will also be some form of separation for flows associated with port activities.. Map of the Eco-quartier ; Legend information
AIVP – The Sénalia Group and the Port have recently selected the “Silographes” project, proposed by the R-architecture studio. The 62 units of the Sénalia silos, which are a strong feature of the Rouen landscape, will be enhanced day and night by a host of mirrors and a moving light display by 2016. This brings us to another aspect of integration: the visual and landscaping integration of still active port infrastructure. This is not a very common approach. What were the reasons for the decision of the Sénalia Group? What will happen to the sugar terminal nearby? And apart from the question of visual integration, what are the risks associated with these activities? Silos Sénalia
GPMR – The huge silos of the Sénalia group are a real figurehead at the entrance to the port city. They are fully active, and keeping them in this strategic location is very important for the Sénalia Group, which has decided to anticipate possible future pressure on them to relocate. The port of Rouen has played the part of facilitator, and was also a member of the jury together with Sénalia and the city authorities concerned. The sugar terminal is more recent (1996) and its architectural design included the concept of integration.
As for the risks, the impact study carried out for the Flaubert eco-district confirmed that the planned urban zones were outside the safety boundaries of both installations. The same study also confirms that redevelopment of the left bank quays will contribute to improving the landscape of the Seine banks. One idea is for a “blue artery”, a succession of basins perpendicular to the Seine: this will have two functions, improving the landscape and managing risk, in this case risk of flooding.
AIVP : To conclude, this stress on revitalisation and integration is the guiding spirit of redevelopment along both banks of the Seine. The spirit of integration also guides the redevelopment and growth strategy of the Port of Rouen, in all its different installations between Rouen and Honfleur on the Seine Estuary. This is demonstrated, as Regis Soenen and Pauline Barillon noted, by the ten or more port-city charters signed by the port of Rouen, each time referring to some specific detail or demand affecting the territory (rural space, city, natural park) on which it is sited.
Aivp, june 2014
Download : Case Study – Rouen
The Grand Port Maritime de Rouen is a member of AIVP – www.rouen-haropaports.com
Los Angeles: opening of Downtown Harbor on the waterfront
Launched in 2012, redevelopment of this old parking lot will help to reconnect San Pedro with Los Angeles waterfront. The site offers now a yacht harbour, a promenade and a public square containing an open air amphitheater. (photo © LA Waterfront)
New grant for Indian women seafarers. The national government has created the Maritime Training Trust that will provide scholarships to encourage women to pursue careers in the shipping industry.
Water taxis in Rotterdam (The Netherlands) will be hydrogen powered. The first emission free boat will navigate the Maas river in 2021.
New agreement between German University and port of Trieste (Italy) to create a port and logistic center of expertise focused on energy.
Port, city and university of Durrës (Albania) sign an agreement to foster local entrepreneurship. The POWER (Ports as Driving Wheels of Entrepreneurial Realm) MoU will focus on key areas such as energy efficiency, business enhancement, fuel replacement and renewable energy
Port of Barcelona speeds up the electrification of the quays to save CO2 emissions from ships. In 7 years, docked ships should be able to green energy.
➜ El Vigía
Hydrogen in port cities: new project could save up to 1 million tons of CO2 per year
The quest for new energy sources to replace fossil fuels is accelerating. Although many ports have already created the first systems for LNG (Liquefied Natural Gas) for ships, many argue that hydrogen could be the ultimate solutions for the energy transition. The most recent project joining this chase has been announced in the port of Oostende (Belgium). A consortium formed by the port authority, DEME Concessions and PMV plans to build a new plant to produce green hydrogen using renewable energy. The plant would save between 500k and 1 million tons of CO2 per year. The project also includes an offshore wind farm including 399 turbines with a total capacity of 2,26 GW. Other port cities in Europe are also developing different initiatives in the same direction. The port of Antwerp, also in Belgium, already ordered tug boats and passengers ferry using hydrogen technology. Hamburg (Germany), announced last year its plans to build the world’s largest hydrogen electrolysis plant in port, with a capacity of 100 megawatts. The port of Valencia (Spain), is also active in this field, with the project H2PORT, including port equipment powered by hydrogen. However, we cannot forget there is no silver bullet for the energy transition. This ambitious goal will require diversifying our energy sources and optimizing our consumption.
Five community groups will benefit from environmental grants from the port of Seattle
Local schools supported by the port of Kribi (Cameroon)
Innovative mobility in Málaga (Spain). Driverless buses will connect the cruise terminal with the city center circulating inside the port. The municipality will invest 180 000 € on a new traffic light system for the future autonomous vehicles.
Ports implement Smart lighting to become more sustainable
Many ports worldwide are changing their illumination solutions for new technology that is more energy efficient. The port of Helsinki (Finalnd) deployed during 2019 their new system that is easier and more flexible to use. This system facilitates a smarter management, saving euros and CO2. Now the port terminal lighting is automated and can adapt better to the different usage of the space. In the Port of Bilbao (Spain), the new lighting system saves up to 50% of the energy from the previous one. The new LED technology and smart management system is more flexible and has also improved the comfort of the workers. The port of Gijón, also in Spain will receive new financing to improve the lighting, following the same scheme. In the case of Lisbon (Portugal), on the main terminal recently changed as well to LED lighting system, saving up to 13 426 kg CO2 per year. We can find examples worldwide such as the case of Vancouver (Canada), where new industrial facilities in the port also implementing new systems using LED and movement sensors. Or the case of San Antonio in Chile, where the new headquarters of the port will save up to 44% of its energy demands for lighting. These initiatives may not be as revolutionary as other complex projects introducing new fuels or energy sources, but they are gradually implementing energy savings and reducing the carbon footprint of the ports.
The sustainable port is both smart and collective
The CEOs of the ports of Antwerp and Rotterdam have laid out converging visions for the future development of their respective ports, one having just returned from the World Economic Forum, the other speaking about in an interview about forward-looking prospect for the port. Both agree that the fight against climate change and the need for a carbon-neutral port economy are absolutely crucial. Technological innovation, both onshore and offshore, and moves to optimise logistics chains, will of course form part of the solution. Beyond that, however, the success of these changes will depend on the ability of ports to forge new partnerships and work collectively, by bringing their communities together around a shared process of transformation.
➜ Port of Rotterdam / Flows
To ease congestion on the roads, the Port of Melbourne (Australia) has confirmed plans to develop its rail infrastructure (with a €16 million investment)
Kribi (Cameroon): first 31 businesses now setting up in the port zone, with another 150 set to follow.
Vlissingen – North Sea Port (Netherlands): first developments for the Borsele 1+2 offshore wind farm that will eventually provide power to a million homes
Major trends and scenarios for the evolution of logistics
In the majority of port cities, logistics activity is increasingly structuring the territory. Marking out the future of this sector is becoming necessary. To this effect, the Urban Planning Agency of Marseille (France) remind us of a few key points. The massification of world trade flows will continue leading to the concentration of shipowners, the adaptation of ports, the extension and robotisation of warehouses, the emergence of single operators. In the era of e-commerce, the optimisation of the last mile has also become crucial. Nevertheless, land transport remains the weak link in this ecosystem with difficulties in massifying flows and proportionally a heavier CO2 impact. Pooling could be part of the answer but not all sectors believe in it. At the heart of these developments, the issue of employment appears to be an additional challenge for the territories.
Rwanda: Four ports on Lake Kivu earmarked as an alternative to road transport
Lake Kivu in western Rwanda marks the border with the neighbouring DRC. The four ports will be built with the help of the Netherlands, and spread out from the north to the south of the lake. They will promote improved mobility for passengers and goods between the various districts along the bank. Within twenty years, they should handle the majority of commercial cross-border trade and some 3 million passengers. The Government is also keen to use the ports as a platform for more ambitious plans to kick-start water-based transport on other lakes and rivers in Rwanda. The aim is to reduce the use of onshore transport infrastructures, maintenance of which represents a significant portion of the national budget. Finally, the project will help to boost competitiveness for both the food industry (beer, tea, coffee) and the cement industry, while also giving a lift to the tourist sector.
Whether fixed or floating, offshore wind power is now becoming truly industrialised. Cooperation between ports will need to be strengthened as a result.
Port of Montreal (Canada): fluid activities vital for combining economic efficiency and respect for the local population
The transport and logistics industry faced with the environmental and energy challenge
The sector currently accounts for 25% of the world’s greenhouse gas emissions. Energy efficiency is one of the biggest ways to cut emissions. While there is a consensus on the need to gradually phase out fossil fuels, LNG is seen as a stepping stone, while in the longer term, making the right choice between hydrogen, ammonia and biofuels remains a key challenge. Another way to reduce emissions is intermodality, with the aim of reducing the proportion of goods moved by road, and increasing short distance transport by rail, river and sea. Finally, innovating for more efficient logistics is the third solution. The aim is to reduce overall energy use, while ensuring that emissions avoided at sea are not simply moved onshore, particularly as a result of increased congestion in port cities.