Hong Kong: flats over the container terminal?
This is one of the solutions being studied by the government to meet the strong pressure for housing. The other option would be to relocate the terminal concerned, Kwai Tsing Container Terminal, which currently handles 80% of the territory’s traffic. For the Managing Director, the first option is worth considering and technically feasible. It could provide housing for tens of thousands of people. Relocating the 380-hectare terminal, on the other hand, raises the difficulty of finding an alternative site. A joint port-city solution which is unprecedented to say the least! It will be proposed to the public in March.
Full article : South China Morning Post
Santander: development of public spaces around the passenger terminal will start this spring
Full article : El Diario
Melbourne Docklands: reflections and an exhibition by RMIT students on a zero carbon future for Victoria Harbour
Full article : Docklands news
Marseilles: the five historic cranes of the Digue du Large sea wall are finally being preserved
Full article : La marseillaise
Oulu (Finland): images of PAVE architects’ 2014 project to turn grain silos into housing
Full article : ArchDaily (+ images, plans)
Sète: the port will seek consultation on the project to accommodate large yachts, which has given rise to much discussion
Full article : La Dépêche
The Rotterdam Makers District is officially launched
This common initiative by the City and the Port will bring together RDM Rotterdam and M4H Rotterdam, which are on opposite sides of the river. Participants in last year’s AIVP world conference saw for themselves how RDM Rotterdam has created an association between the Port, Rotterdam University and the business sector to encourage innovation in the shipping economy. The other bank, once occupied by fruit-shipping activities, is gradually being settled by innovative companies, offices linked to the design industry and Port XL.
Dubai: first phase of development planned for the canal, with floating homes
Full article : Design Mena
New ESPO Secretary: “Ports are the driving force of many regions and have a responsibility towards local community”
Qingdao Port has been chosen as a Chinese pilot port to develop a low carbon green port project. €277 millions will be invested
The long term City Port planning of Amsterdam
Meeting with Carla Jong, Port City manager at the Port of Amsterdam. The occasion to reconfirm the importance of a comprehensive and shared long term vision of port-city development projects.
AIVP: Carla, it seems that the battle for space is an important issue for the Port of Amsterdam. How can you deal with an extensive throughput of 100 MT of goods which places you as the 4th Port in Europe? Does the development and planning process of the port areas, close to the city, demand a lot of time, dialogue and compromises?
Carla Jong: Despite the economic crisis, the City of Amsterdam has an important need for new housing and residences. Amsterdam is a compact city, where almost all the space is built, so the municipality has no other choice than to develop high densely residences and buildings, either on new land, on the waterfront of the river IJ bank or by seeking new spaces available in the city. This last solution includes the Port city area, in the Western IJ banks, with port areas, which currently consists of a buffer zone, next to 2200 dwellings.
There we have vital and intensive port activities which cause dust, odors and noise which cannot be mixed easily with urban residential areas. Also, the existing port companies and the City of Amsterdam agreed on maintaining the port activities operational until at least 2029. This is part of the “Covenant agreement”. During this period, no new urban projects can be initiated. Of course this deadline acts as a disincentive to long-term development that is often necessary for remaining competitive and for discouraging investors. The Port Authority has to find innovative solutions to reorganize existing areas in order to get them more productive, but there is no miracle… we have to find new development zones to expand. This is no longer possible than outside of Amsterdam on territories belonging to other smaller municipalities who see the arrival of the port as a risk. Again we will be entering a period of negotiation and discussion which would result in long term planning for the whole metropolis region.
AIVP: In terms of a better port city cohabitation, the Port of Amsterdam is working in a very intensive way on new and innovative solutions to reduce negative impacts of port and industrial activities on the surrounding residential areas. Can you tell us more about it?
Carla Jong: Yes, we search for customized and integrated solutions, and some of these green solutions are even partly financed by the construction of new housing projects representing a total of 9 million euros of investments. This financial contribution allowed a private port company to measure and invests further in new technologies offering a better ecological performance and livability with reduced nuisances to housing. Thanks to this fund, the port company was even encouraged to go above and beyond what Dutch environmental law requires. Nevertheless, new residents have to be informed in advance about the possibility of noise and pollution generated by port activities. More than ever the arrival of new inhabitants represent a risk of many complaints for the port companies and so for their license to operate.
AIVP: So, what will the future of the port city area look like?
Carla Jong: In 2009, during a joint study, urban planners of the City of Amsterdam and port developers analyzed the different possibilities of a living and working combination in the port city area based on the Western river IJ-Bank after 2029. Three approaches have been already exhausted to see if port activities can be combined with urban uses or if relocation and restructuring would be required. During this period of strong collaboration it was made clear that objectives and also working methods were quite different between port and city. It was therefore fundamental to exchange our different points of view and develop a true dialogue between port, city and port companies. The Amsterdam structural vision 2040 assigns the port-city area as a transformation area. Today we are working with all actors on a transformation strategy. A political transformation decision of the port city area will be taken at the beginning of 2013.
More information: email@example.com
Strategic national programmes for climatic resilience: Haiti. What will be the role of the port-city?
Flemish ports sign a cooperation agreement to enhance public support
Six issues are listed in the cooperation agreement signed by the Flemish ports on 18th April 2013. Societal integration appears, along with logistics and economic development. Port players and public authorities are becoming aware of the importance of opening up to the public and explaining the port. Source and copyright: Port of Ghent
Partout dans le monde la conscience du consommateur se développe et la chaîne logistique durable devient un atout commercial
AIVP presents the concept of “Port Centres” to Indian ports
Organised by Mercator Media, the first edition of GreenPort South Asia, in Bombay, brought together around one hundred delegates from India, South-East Asia and Europe. AIVP was an associate in the initiative. At the event, Greta Marini, responsible for studies in AIVP, has presented the concept of “Port Centres”, with particular emphasis on societal integration strategies for ports and the relationship with the citizens of port-cities.
The Indian port authorities proved especially receptive to this concept, which responds to an emerging local problem faced by India. Thus in Bombay itself, Jawaharlal Nehru Port Trust (JNPT) hopes to develop a more sustainable relationship with the city’s inhabitants and the community of people who work in or live near the port. The port authorities in Bombay are proposing a massive development plan for their activities, increasing capacity to 20 million TEU by 2020. The port currently handles 4.3 million TEU. The port authorities have therefore stated their intention of joining the group, particularly in consideration of their strong environmental policy, oriented towards biodiversity protection. JNPT–Bombay is the only Indian port to have gained certification under ISO 14001 (international environmental certification), in 2004, and under OHSAS 18001 (Occupational Health and Safety Assessment Series), in 2007. The port’s aim is to conserve an area of 900ha as a green zone, one third of the total area under port authority management. The area already includes several fruit tree plantations, notably of mangoes and coconuts. Better still, 300ha are mangrove swamps which are maintained and protected because they offer an irreplaceable habitat for the protection of very diverse flora and fauna, and of local fishing resources.
Visit of the Port of Mumbai, March 2013 © AIVP
This step towards sustainable development implemented by JNPT should also be perceived as an example which will increase citizen sensitivity to the environment. JNPT hopes to go further in future and interact directly with the community by explaining to citizens the essential role of the port for the Bombay region from the environmental and economic angles. The principles defined in the “Port Centre” concept are an appreciable contribution to this aim. They are based on the idea of making port activities more transparent through education and information campaigns. Contacts have been established with JNPT–Bombay to work on the subject with AIVP.
Meanwhile, carrying on the work started by GreenPort ten years ago, the participants discussed local and global environmental challenges for ports and have exchanged good practices. The conference showed that there are already many of these established in Indian ports. Projects were presented for implementing very effective environmental management systems, like that implemented by Adani Ports & Special Economic Zone Limited (APSEZ) in the Port of Mundra (Guajarat) which is expected to reduce the port’s impact on the environment considerably by 2020. A daily monitoring system allows very precise air and water quality indicators to be checked. It will be accompanied by large investments in new green technologies like the use of high pressure gas to reduce water consumption by 67% in various industrial processes, or the implementation of hybrid technologies to reduce greenhouse gas emissions and save on fuel consumption.
More information :
13th World Conference Cities and Ports : Lessons from Saint-Nazaire and Nantes
The 13th World Conference of Cities and Ports organised In Saint-Nazaire and Nantes from 18 to 21 June 2012 assembled 450 participants coming from 46 countries. This new World Conference of AIVP had the ambition to take bearings on the answers brought by the stakeholders of port cities to their problematics of development. The angle of approach of the city-port projects chosen this time by AIVP was that of the place of the port and of its functions in the implementation of the sustainable development strategies of the port cities and regions. Globalisation, the effects of which on cities and ports were more at the centre of the reflections over the last few years, is today perfectly digested by the territories. The participants to this latest AIVP Conference are no longer questioning themselves about globalisation but revealed the emergence of new territorial strategies and of cooperation illustrated by numerous examples: energy transition and reconversion of city and port territories; new cooperation between port activities, industrial sectors, and University and research spheres; “tailor made” governances, in particular associating the citizens…
Through the exchanges of experience organised around the projects developed in the port cities of all continents, the first of the observations to be made is that the question of the city – port connection remains central nearly 25 years after the foundation of AIVP. Over and above the classic strategies of the recuperation of abandoned port spaces for urban purposes for waterfront projects, it is the whole question of city port governance which is posed. The question of the city port integration of “how to build the port with the city” is at the heart of the debates in most port cities. Urban development projects are today much more than projects for the improvement or the reconversion of the city port interfaces, they stem from an overall reflection on the identity and specificities of the contemporary port city where the integration of urban and port functions finds its full place.
This new AIVP conference enabled the measure of the local challenges to be taken. These now go well beyond urban planning strategies to directly tackle more overall notions of economic performance, of the well-being of the citizens and of sustainable development.
In this respect, the creation in numerous port cities of research centres which constitute as many “think tanks” on the problematics of local development is revealing. It testifies to the desire of the stakeholders to place innovation at the centre of the strategic reflections in order to respond to global economic but also social and environmental challenges. Politicians, port managements, and enterprises are clearly mobilising to encourage a new spirit for the port cities and regions.
The energy problematic constitutes without doubt a fairly good illustration of this phenomenon. Faced with the energy and industrial challenge represented by the programmed disappearance of fossil energies, the port cities are mobilising. The existing port infrastructures, the density of networks and the proximity of centres of industrial production and consumption make port cities privileged places for the implementation and experimentation of renewable energies connected with their marine or waterway environment and of systems of industrial ecology connected with the economic tissue. Offshore wind farms, marine current power, thermal energy of the sea or wave mechanics, even the production of hydrogen on offshore platforms are so many paths being explored or which are already the subject of industrial wagers. In thus becoming a producer of energy, the port adds to its classic functions at the service of the transport of goods a new sector and a new challenge. It also obtains a new image vis-à-vis the community and the populations.
Still in the context of this research for a new spirit for the port cities and regions, the debate is today opening around questions of multimodality and new territorial strategies. Initiatives having recourse to the waterway in order to assure proximity logistics in the big cities are multiplying and becoming economically viable as well as desirable from the environmental and urban development point of view. Through the port and its functions, the connection is thus made better between the port city and the metropolitan region.
After the time of coexistence of the first years of AIVP, then of cohabitation organised between city and port, and even beyond the sectorial cooperations which are developing today, the time is henceforth appearing for the implementation of closer partnerships, or even to the mutualisation of resources and territories; a mutualisation on the local scale between city, port and their partners but also on a regional scale.
In a context of global economic and environmental crisis the field of competition is being displaced. The port cities of a same geopolitical and economic territory are now allying to become more coherent and more competitive ensembles in the face of other regions of the world. This 13th AIVP Conference has shown that regional, national and even transnational “gateways” and “clusters” are multiplying. It is now a question of promoting, around the port functions, a regional territorial development associating several cities and several ports and capable of integrating and handling simultaneously, granting them the same degree of importance, social, economic and environmental problematics.
We have perhaps there the strongest message given by the Loire Estuary to the delegates participating in the works of AIVP: the answer to global challenges now supposes having the capacity and the intelligence to make the port cities evolve from competition to cooperation!
The AIVP gains a foothold in the United States
Many of you have enjoyed the comments of Géraldine Knatz, CEO of the Port of Los Angeles, at the opening ceremony of our 13th World Conference: realism, pragmatism and ambition around an enlarged port community, such were the strengths. These words could surprised by giving a new dimension to the missions of a port. Since June, discussion and exchanges have continued and the Port of LA has officially joined the network AIVP. We are therefore especially pleased to write up the conclusions of that conference, and supported the intervention of Géraldine Knatz.“In closing, I want to make two final points – observations, if you will:
First, our City Dock Number One opportunity germinated out of a visit we had with a tenant of ours – that group of colleges and universities invisibly tucked away in an antiquated research facility overshadowed by our heavy industry and cargo operations. This was a group that we never interacted with. Most people around the bay did not even know. We never talked to them and they never talked to us! They were right under our nose the whole time; but we were so focused on growing cargo, that it never occurred to us to ask them about their long-term plans and aspirations. Nor, did they seek us out to tell us what they really want and need. Probably, because they assumed, and rightly so, that we would be focusing on only growing cargo. Well, all I can say is that we’re talking now!
The concept of sitting a major academic institute within the port was viewed by ocean researchers as such an opportunity that another institution, scripps institution of oceanography, has approached us about bringing a school of marine engineering to the port. The greater the critical mass of scientists and scientific resources within the port, the greater the opportunity to bring research dollars. The project has been recognized as so transformative for the local port communities that significant philanthropic dollars will assist in moving the project to fruition.
My second and final point is that these visions that I shared with you today have been discussed with many of our most critical community stakeholders, and the dialogue has resulted in a new and better level of community relations […].
But I have to tell you it took me five years to figure this out! I was stumped by the difficulty in connection the port with the community. We had the best architects, we focused on creating a seamless interface, uniform signage, reducing access barriers- but I still felt something was missing.
And then I realized the real linkage is the people- the people themselves! The strongest link and the best relationship we had in the community in the past had been when everyday thousands of people living next door to the port would wake up in the morning and go into the port to work. My vision is to bring thousands of people back into the port every day, doing different things, to work, to study, to play, to invent… We even started a Port of Los Angeles Maritime High School in an empty building next to our port administration building and in six years the school has become one of the highest rated schools in the area. […] These kids will grow up knowing and loving the port.
My revelation came from studying the port. By relating our future to our past, we’ve gotten the community to understand the logic of the notion that the more jobs we provide in and around the port, the more people will understand the overall value of our port to the community, to the city and to the region. And that goes a long way in terms of helping us continue to keep our core businesses growing.”
World in crisis, port cities evolving
If I believe the information conveyed by the media, the commentaries of numerous stakeholders in economic and political fields and very recently the conclusions of the report remitted to the Secretary General of the United Nations on 30th January last, everything leads one to believe today that the profound economic and social crisis which most of the developed countries are going through is not just a accident of growth but, very much to the contrary, a severe reminder of the fragility of a model of development incompatible with the evolution of the global demographic, geopolitical, and environmental data. From crisis to crisis, 20 years after Rio
The next Earth Summit Rio +20 will not fail to remind us next June: in order to ensure by the middle of this century, for 7 billion humans, a still viable and peaceful world, it is urgent to take act of the division between resources and demography so as to construct a totally new economic and social development, less unequal, more respectful of the local and global ecological balances, and economic in resources. The European sovereign debt crises following the debt crisis of households sadly comes to remind us that a model of societal development based on an ever-growing consumption of goods and services leads to an economic, environmental, and political dead end.
As a global organisation bringing together the political and economic stakeholders of port communities, AIVP has naturally been very attentive, since its foundation over twenty years ago, to the global and local contexts in the framework of which the projects of cities and ports can bloom. Already in 1993, our Montreal Charter resumed the conclusions of the first Earth Summit of Rio and encouraged the stakeholders of cities and ports to integrate environmental concerns in their development strategies. We have not ceased since then, at the end of each of our exchanges of experience, to exhort local stakeholders to think in terms of sustainable development (see the Sydney Charter of 2006 and the Declaration of Buenos Aires of 2010) and we have always put into value the initiatives of cities and ports who implement innovatory solutions.
The time to put things into question
Essential players in each of these port cities, the port authorities are strongly incited to reflect on the pertinence of their development policies and strategies in the medium and long terms. During decades, the quantity of tonnes handled has been the principal – if not the only – criteria of port performance, however, with ponderation to try and establish the idea that “not all tonnes have the same weight!” This curious formulation naturally aimed to explain that the economic value of the tonne carried by container is far higher than the tonne of bulk cargo. The attempts to correlate tonnages handled with “the real economy” of the port city, in terms of job creation for example, have given rise to endless discussions on the methodologies employed. The spectacular development of activities connected with the logistics sector has certainly created hundreds of new jobs, but often less qualified ones and in a number often inferior to the expectations of local politicians. In the end, the logistics revolution has not enabled the regular drop in employment in the big port industrial zones of the middle of the 20th century to be compensated.
In this context of the decline of the dynamics of employment for most of the industrial port communities in developed countries, the global crisis of 2008 has widely contributed to dramatise an already difficult situation. The drop in global consumption has very rapidly had consequences on port activities which have sometimes collapsed in extremely large proportions, sometimes by as much as a third of the activity of certain medium sized ports, in Spain for example, in 2009. In most of the developed countries, faith, some would say blindness, in an exponential growth of port activity has been seriously compromised by the significant and lasting fall in trade. The future and a detailed analysis of traffics will tell us if the revival noted practically everywhere in 2011 is purely “technical” or if it indicates a new economic vitality which is being put in place. It will then be especially interesting for the port cities and regions to look closely at the evolution of cargo flows and to draw conclusions from them in matters of industrial strategies. Even if for the moment, the volumes of goods are displaying for certain big ports a two figure growth and if the cargo flows, notably South – South, are reorganising themselves and are going to benefit new ports, the wait and see policies and the prudence of local stakeholders and investors are more often the case for projects.
Imagining a sustainable growth…
Growth is dead, long live growth! This asserted optimism for a new growth is above all for a different growth. A sustainable and responsible growth which remains largely to be invented but the first results of which can be seen just about everywhere, in the emerging countries as in the developed countries. In this respect, the port cities constitute fabulous laboratories for experimentation. At the centre of dense urban regions, they often associate complex environmental and social issues with a developed industrial foundation strongly connected to globalisation by the functions of the port. Port cities are without doubt, more than other urban centres, cities in movement borne on global technological and societal evolutions. They are also much more strongly exposed to crises of all kinds. In order to adapt to the economic cycles, port cities have always had to innovate. Those that have not known how to do so have inexorably declined. Today, the proliferation of projects has to be noted : projects of off-shore wind farms for clean energy are multiplying in Germany, in the United Kingdom and everywhere in Europe, creating new economic sectors and employment; Venice are developing in the lagoon the biotechnologies of tomorrow for a new industry more respectful of the environment; Copenhagen are reinventing an exemplary sustainable city on their port wastelands; Los Angeles are setting themselves up as the champions of the fight against greenhouse gases in the management of their port traffic…
We shall be discussing all this in the context of the next World Conference of Cites and Ports organised by AIVP in Nantes and Saint-Nazaire from 18th to 21st June next. All these cities have understood that the port, its knowhow, its territory and its functions were always a force and therefore a major advantage in this new development cycle which is starting. All these cities have asked themselves the question of the city-port strategies to engage in today in order to maintain employment and produce wealth in a global context of the search for sustainable development which will only be able to impose itself in the next decades. Antwerp, Rotterdam, but also Le Havre, Santos, Singapore and many others still, are asking themselves these essential questions for their future.
Urban, entrepreneurial, citizen: a new era for the port?
Beyond the issues of “port wastelands” to be reconverted for new urban usages, a theme pursued by AIVP for over twenty years, the question of a productive mix of port and urban functions is posed clearly by numerous port cities. The necessity for putting in place sustainable development and a control of greenhouse gas emissions gives a renewed interest to the presence of an urban port. Making the city more attractive, more compact but also more mobile, is a strategic challenge and, in this respect, the port can constitute a decisive advantage : the berthing of cruise liners as close as possible to the city centres, as in Malaga or Hamburg to generate a new commercial vitality; re-utilisation of former dock basins for activities connected with yachting as in Barcelona or Le Havre; utilisation of the waterway for the transport of bulk materials in the centre of the city as in Seville, Paris, Bordeaux… enable a new enhancement of the port heritage for a sustainable urban renewal.
Player in the sustainable urban development, the port is also placed today at the centre of the new industrial strategies. The new economic sectors connected with renewable energies, such as the offshore wind farms in Bremerhaven or Saint-Nazaire, or the marine current power, marine thermal energies, or the wave power farms in project in numerous regions of the world will create the jobs of tomorrow. The port cities are preparing to receive them. Industrial ecology is a concept of the future for the port cities and regions who will know how to associate in a same strategy industrial development and sustainable city. The niche port activities around activities of the recycling of materials are also henceforth being watched with attention by port authorities looking for a diversification in traffics.
The port is also showing itself to be more and more citizen. Integrating with the life of the city, reconnecting with the population to encourage the dynamic of city port development is becoming indispensible. Port Centers are multiplying in Europe on the models of Antwerp, Rotterdam, Genoa or, elsewhere, in Melbourne. Educational programmes bearing on the place of the port cities in the new global commercial and industrial dynamics are participating towards the construction of every port city.
The era of the port is here. Whether it be urban, entrepreneurial, or citizen, the port today wants to be an inevitable partner in the sustainable development of port cities and regions.
In a fast-changing economy, what does the future hold for the maritime industry?
In a recent publication, Danish Ship Finance offers some answers based on a macro-economic analysis. The report touches on issues including purchasing power and impact on maritime trade, new technologies and social impacts, urbanisation and industrial change. Meanwhile, British Ports Association is launching a more comprehensive study to predict the shape of the port environment in 2050. Will there be a larger number of smaller ships visiting more ports?
China acquires a 770 km2 stretch of maritime space in the Wanshan archipelago for testing autonomous ships.
Full article: Le Marin
Professor Rodrigue gives his thoughts on the organisation of container traffic on the Saint Lawrence between Quebec and Montreal.
Full article: Jean-Paul Rodrigue – Linkedin
To improve its urban logistics, IKEA will take over 50,000 m2 of a dual-level warehouse at the Port of Gennevilliers
Full article: Haropa Ports de Paris Seine Normandie
Faced with queues at the terminal, the port of Long Beach refines its predictive analytics and considers a “peel pile” stacking system to reduce truck turn times when collecting import containers.
Full article: World Cargo News
Smart Port: Hamburg launches a platform to test 5G at an 8,000 hectare area of the port
One of the key aims will be to ensure infrastructures can be used more reliably and securely by boosting real-time management capabilities. The project will see Hamburg become one of the first test sites in Europe to confirm the protocols for 5G applications. Logistics is one of the sectors where the new technology, which combines both terrestrial and mobile network support, could provide much-needed flexibility.
Full article: Port of Hamburg
Dubai Ports invests in the development of interior logistics platforms in the Indian provinces of Jammu and Kashmir.
Full article: Business Standard
The port of Hamilton set to pursue its industrial operations while continuously improving its integration into the urban fabric
For the port’s CEO, this strategy is vital. Space is scarce and redeveloping the port on its current site will be a priority for the local economy, although the strategy must not prevent urban development. Creating more green spaces and landscaping the port, while working in permanent consultation with local residents, is essential.
Full article: CBC