Cherbourg: heat pump installed in the port’s commercial basin supplies 1,300 homes
Strasbourg: the old port warehouse will be built up three storeys higher!
Work is in progress on the Seegmuller warehouse. The addition of a rectangular space on three levels proposed by architects Georges Heintz and Anne-Sophie Kehr will allow the development of part of the planned residential construction. A less space-greedy solution for the programme on the “Malraux Peninsula”.
Source : Bâti Actu (+ images)
Stockholm: a pilot city for green growth
With more than forty years’ commitment to environmental issues, Stockholm is aiming at Zero fossil fuel consumption by 2050. Today it is a model for the “Green Economy”, particularly through achievements in two port-city sectors: the Hammerby eco-district and the Royal Seaport. Detailed report
Source : City of Stockholm
Calais (France) incorporates water transport into its public transport network
Rotterdam – Hô-Chi-Minh-City: cooperation agreement on climate change, particularly rising sea-levels
Toronto: landscape architecture for tomorrow’s city
Toronto’s population continues to grow and high rise buildings are springing up all over the city. To counteract this, the authorities are implementing a global strategy to preserve the quality of life. Landscape architecture is at the heart of this strategy, particularly along the waterfront.
Source : Huffington Post
London: refurbishment of the marina in the three basins of St Katherine’s Docks
Bordeaux: super-yachts and watersports for the “Bassins à flot”. Integration with residential building to be discussed
WORLD SYSTEMS, a new approach to maritime traffic in the development policies of port cities
In the context of research projects into the dynamics of port cities, AIVP would like to draw its active members’ attention to the World Systems project. This project, financed by the European Union to the tune of one and a half million euros, began in March 2013 and will go on for 5 years. The World Systems project is under the scientific responsibility of César Ducruet, CRNS (French National Centre for Scientific Research) researcher and member of AIVP’s network of experts.“The World Seastems project aims to map and to analyze the changing spatial pattern of the world economy across 300 years from a maritime perspective. It will exploit untapped vessel movement data on a world scale since 1734, date of the first publication of Lloyd’s List. Such data offer disaggregated information on weekly inter-port flows with detailed descriptions of vessels as well as their dates of departure and arrival at world’s ports. Despite the vital importance of maritime transport for economic development and international trade, no research has been done on the long-term evolution of the global maritime network. There are three main goals of the project.
First, it will map for the first time the spatial distribution of almost 300 years of maritime flows in a dynamic and interactive manner. A geomatics visualisation platform will also integrate advanced analytical tools to simplify the pattern of shipping routes and corridors, and to extract meaningful information from the original data, with both scientific and pedagogical outcomes. Second, the project will look at the topological and spatial structure of the global network of inter-port links with reference to graph theory, social network analysis, and complex networks. The global properties of the network can be compared with general models of networks, while the evolution of macroscopic measures will be explored in relation with wider structural and conjectural changes in the world system (e.g. conflicts, revolutions, crises, territorial reconfigurations) in terms of network expansion, shrinkage, concentration and polarization. Internally, the search for tightly connected substructures (i.e. clusters, communities of ports, économies-mondes) will focus on the emergence of world regions and regional integration processes. Finally, we will examine the co-evolution of maritime flows and urban/regional development and compare the growth trajectories of port and non-port cities based on their situation in the combined sea-land network.
In a multidisciplinary fashion, the project questions both the contribution and the resilience of port activities and shipping routes to the transformations of the world system and economy from the local level to the global level. It will provide novel results about world systems theory, network theory, and location theory. ”
Debate between leaders of the cruise ship industry and port-cities
AIVP followed with much interest the work of the conference organised by the Cruise Europe association, which held a meeting for its members in Le Havre on 23, 24 and 25 April this year. More than one hundred delegates involved in the development of the cruise ship business in port-cities, from a score of countries in Northern and Western Europe, took part in the conference.The port-city as an economic adjustment variable?
The cruise operators represented among the speakers (Holland America Line, Celebrity, Carnival, AIDA…) testified to the good health of the cruise market in Northern and Western Europe, while stressing the difficulty of ensuring that the business remains profitable economically. The cost of fuel and port costs were mentioned to explain this apparently paradoxical situation. The direct and indirect costs associated with calls at European ports were once again vigorously denounced by the lines’ representatives. The question of the balance sought between passenger expectations of an attractive and comfortable programme of calls on the one hand, and the companies’ demand for maximum profitability on the other, is necessarily delicate. In the search for this financial balance, companies see the choice of the port-cities at which they call as an adjustment variable. These port-cities therefore have a strong incentive to offer conditions for ship calls which meet the companies’ strategic demands. For a start, every port-city must know how to negotiate a win-win partnership, while understanding that it is more and more difficult to make the most of the profits to be earned from their geographical situation in a context of strong competition between ports which are ever better equipped for cruise ship calls.
In search of authenticity
The structure of each cruise and, naturally, the question of the calls and the excursions available, were central issues in the debates. To reduce the variable costs of their operations, the companies look for new circuits which are linear rather than loops; passengers therefore embark and disembark at different ports. Moreover, slow steaming, already extensively used by cargo vessels, is an increasingly common practice among cruise ship operators. Steaming speeds at sea have been falling steadily for several years to save fuel. As a result of this, ports of call cannot be too far apart in order to optimise passage time, which is the least expensive for the operator and can generate the best profits for companies through consumption of the services offered on board. In the port of call, the companies are careful to ensure that the terminal is close to the city centre, and that good road infrastructure exists for day excursions. Failing that, the offer of launches (free of course!) by local players is naturally appreciated.
The quality of the excursions offered, the level of on-shore reception and the interest of each port of call contribute to the reputation and success of the cruise, and therefore of the company. For the cruise ship operator, novelty, authenticity and exclusivity are values which are sure to guarantee a satisfying “repeater” rate among passengers, who are also encouraged to recount their “experience” on the internet and social networks. For European cruises, this indirect marketing strategy is proving particularly successful.
It is hard to say who is winning this game in which port-cities and cruise ship companies try not to be first to blink. The strong market dynamic is sufficient to keep everybody happy for the moment: the companies who are permanently refining their economic model, the port-cities who are polishing their images and can expect substantial economic benefits, and finally the passengers, who every day are offered more, at more competitive prices. However the equilibrium is fragile and the importance of the role played by the industry’s professionals in each port of call should be stressed. In a few years, they have become essential points of contact for the companies and the first to encourage the formation of local “cruise clubs”. A great advantage of meetings like this is that it brings them together and allows them refine the strategies of their own port-cities.
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.