The Port Center: tool of knowledge and anabler of City Port Integration

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MAL_picture_francesca_105-135Francesca Morucci est Responsable du Bureau des Relations Extérieures de l’Autorité Portuaire de Livourne (Italie). Elle est titulaire d’un D.E.A. en « Histoire et sémiologie du texte et de l’image » à l’Université de Paris VII (1998) et d’un Master en « Communication et information dans les administrations publiques » à l’Université de Siena (2003).
Son expérience professionnelle s’est déroulée dans trois champs principaux d’activité, aillant le port et la ville comme caractère commun : la coopération internationale dans le domaine portuaire et maritime, la communication et l’aménagement du territoire.
A l’Autorité Portuaire elle axe son travail principalement sur deux volets : les relations internationales et les processus d’intégration du port dans la ville, avec un intérêt spécifique sur la (re)territorialisation patrimoniale des espaces portuaires.
Elle anime et gère à Livourne le projet Porto Aperto (Port Ouvert), qui vise à rapprocher les citoyens aux enjeux du port et fait partie du groupe de travail sur la Vieille Forteresse et du groupe du Livorno port center.
Membre du « Cruise and ferries network » de l’ESPO, elle a participé aux travaux pour l’écriture et la diffusion du « Code of Practice on Societal Integration of Ports » publié en 2010 et du « Code of Good practices for Cruise and ferry ports » en juin 2016, les deux publiés par l’ESPO.

Francisco de la Torre Prados

MAL_picture_delatorre_105-135Francisco de la Torre Prados. Nace en Málaga el 21 de diciembre de 1942. Realiza sus estudios primarios y secundarios en el Colegio Ntra. Sra. de la Victoria de los Hnos. Maristas de Málaga. Tiene los grados universitarios superiores de licenciado en Sociología (Pontificia de Salamanca), Doctor Ingeniero Agrónomo (Universidad de Madrid) y Especialista en Desarrollo Regional por la Universidad de Rennes, Francia. Una vez concluida su formación académica universitaria, se asoma a la vida pública local malagueña participando activamente en la Asociación de Amigos de la Universidad de Málaga, que fue la institución que impulsó la creación de dicho centro universitario. Con 28 años, en 1971, es nombrado presidente de la Diputación de Málaga, que fue interpretado por la sociedad malagueña como un signo de apertura hacia una etapa reformista en el marco de la cerrada política española de la época. Sus posiciones de claro compromiso liberal y de una España para todos, dio como resultado que fuera expulsado del cargo en 1975. En los momentos de la transición hacia la democracia, funda y preside el Partido Andaluz Socialdemócrata, que posteriormente se integró en la Unión de Centro Democrático (UCD) a través de la Federación Socialdemócrata de Francisco Fernández Ordoñez. Como militante de UCD fue presidente provincial e incluso Secretario Regional en los años 1979 y 1980, así como diputado al Congreso en representación de la provincia de Málaga en el período 1977/1982. Entre mayo de 1978 y junio de 1979, fue Consejero de Economía y Finanzas de la Primera Junta Preautonómica de Andalucía, que presidió el senador del PSOE, Plácido Fernández Viagas. Al disolverse UCD, en 1982, vuelve a ejercer como ingeniero agrónomo en su plaza de la administración pública, como jefe de servicio en la Delegación de Agricultura de Málaga. En distintos momentos de los años 1984 a 1990 apoya al Partido Reformista Democrático (M. Roca) y al Centro Democrático y Social (A. Suárez). En la década siguiente se produce su acercamiento al Partido Popular –ya centrado- y reaparece en la vida política, de la que había estado alejado más no ausente, apoyando la candidatura del PP a las elecciones autonómicas de Andalucía de 1994. Al siguiente año, aún como independiente, ocupa el segundo puesto en la lista del PP al Ayuntamiento de Málaga. Al ganar dichas elecciones, la alcaldesa, Celia Villalobos, le nombra primer teniente de alcalde, portavoz del equipo de gobierno y concejal delegado de Urbanismo, Vivienda, Obras, Desarrollo Territorial y Transporte (1995/2000). Al ser nombrada ministra de Sanidad, Celia Villalobos, ocupa el cargo de alcalde en mayo de 2000. A los dos meses de estar en el cargo, es asesinado el concejal de su equipo, José María Martín Carpena, quien cae tiroteado por la banda terrorista ETA. Se produjo la manifestación de repudio más multitudinaria de la historia de la ciudad. En octubre de ese mismo año, en Granada, ETA asesina también a su cuñado, el Fiscal Jefe del TSJA, Luis Portero García. De 2001 a 2003 fue presidente de Haciendas Locales y miembro de la Comisión Ejecutiva de la Federación Española de Municipios y Provincias (FEMP). En 2003, gana las elecciones municipales por mayoría absoluta, iniciando el tercer período consecutivo de gobierno local del Partido Popular en Málaga. En esos años, preside la Comisión de Movilidad y Accesibilidad de la Federación Española de Municipios y Provincias (FEMP) y es vicepresidente primero de la Federación Andaluza de Municipios y Provincias (FAMP) de 2003 a 2007. En mayo de 2007, vuelve a ganar las elecciones municipales por mayoría absoluta. Durante la legislatura 2007-2011 es Miembro de la Comisión Ejecutiva y Presidente de la Comisión de Accesibilidad y Movilidad de la FEMP, Vocal de la Comisión Ejecutiva de Federación Andaluza de Municipios y Provincias (FAMP), Vocal del Consejo Municipalista Andaluz y Presidente del Spain Convention Bureau. En 2010 fue nombrado vicepresidente del Comité Permanente para el Partenariado Euromediterráneo de los Poderes Regionales y Locales (COPPEM), institución que junto al Ayuntamiento de Málaga, el Consejo de Europa y la Organización de Ciudades árabes (ATO), organizó en febrero de 2011 en la ciudad de Málaga el II Foro Euro-Árabe de Ciudades. En las elecciones municipales del 22 mayo de 2011 es de nuevo candidato a alcalde por el Partido Popular, revalidando el cargo al obtener mayoría absoluta con 123.655 votos lo que supone el 53,46% de los sufragios. Del total de 31 ediles de la corporación municipal obtuvo 19, dos más que en las anteriores elecciones de 2007. Al desempeño de sus funciones como regidor de la ciudad, suma –tras las elecciones generales de noviembre de 2011-, la de senador por la provincia de Málaga por el Partido Popular con el objetivo de avanzar en el proceso de descentralización en favor de los ayuntamientos a través de la Comisión en Entidades Locales que preside desde enero de 2012. En junio de 2014 anunció su deseo de dejar el escaño del Senado tras considerar cumplida su etapa en la Cámara Alta. Volvió a ganar las elecciones por mayoría simple en 2015, logrando la investidura con el apoyo de C’s. Es vicepresidente de la Asamblea Regional y Local Euromediterránea (ARLEM) y la Asociación Euromediterránea de Autoridades Locales y Regionales (COPPEM).

The case of the extension of the Jarry container terminal, Guadeloupe Port Caraïbes

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MAL_picture_Yves_Salaun_105-135Yves Salaün est diplômé de l’Ecole Nationale des travaux publics de l’Etat. Depuis 2014, il est Président du Directoire de Guadeloupe Port Caraïbes. Sous sa houlette le port a lancé les travaux du Port Nouvelle Génération et mis en place un nouveau projet stratégique s’étalant de 2014 à 2020.
Yves Salaün a travaillé dans l’Ouest de la France en tant que chargé de mission auprès du préfet de Région Bretagne avant d’être nommé Directeur Général Adjoint  en 2008 au Conseil général de la Vienne puis Directeur adjoint de la Direction Interdépartementale des routes nationales de l’Ouest en 2010.

Quebec: a port promenade to integrate and highlight the port’s activities more effectively

MAL_picture_Mario_Girard_105-135Entrepreneur et gestionnaire chevronné, Mario Girard occupe depuis janvier 2011 les fonctions de président-directeur général de l’Administration portuaire de Québec (APQ). Il a auparavant siégé au conseil d’administration (c.a.) de l’APQ de 2008 à 2010. Développeur d’affaires prolifique et créatif, il possède une vaste expérience du développement des affaires tant à l’échelle nationale qu’à l’internationale. Il a notamment oeuvré au sein de la Fondation de l’entrepreneurship en tant que PDG de 2008 à 2011 et est à l’origine de la création de deux entreprises dans le domaine des technologies de l’information Nstein Technologies (2001-à 2007) et Gespro Technologies (1985-2001) qui ont toutes deux connu du succès à l’international. Mario Girard est membre de la prestigieuse World Presidents Organization en plus de siéger depuis plus de 20 ans sur plusieurs C.A. Il est actuellement président de l’Association des administrations portuaires canadiennes (AAPC), vice-président de l’Association internationale Villes-Ports (AIVP), de la Société de développement économique du Saint-Laurent (SODES) et du Festival d’été de Québec (FEQ), ainsi que membre du conseil de la Fondation Romeo-Dallaire et du Conseil patronat du Québec (CPQ). Par ailleurs, Monsieur Girard est fortement engagé auprès de plusieurs groupes dont le but est de favoriser l’intégration du port dans son milieu et d’en maximiser les impacts économique, social et culturel. Il est également à l’origine de la démarche en développement durable qu’a entreprise l’APQ, en 2012.

Synthesis and conclusion: Mega-ships and City Port dialogue

MAL_antonio_lucio_gil
Megaships – both cargo and passenger, with their different characteristics – constitute a new reality for our ports, requiring them to make efforts to adapt to this new dimension. This scenario facing ports and port cities might well be described as disruptive.

Market logic

What can we say of this new reality, and what response can we recommend? There are arguments, certainly, for considering megaships as a natural market phenomenon, with the positive aspects which they evidently possess. There are some therefore in favour of maintaining a “laissez-faire, let them come” attitude to their presence and effect in the world shipping market; letting the shipping companies’ relations with the existing port supply continue unaltered, letting the ports compete with one another, if they wish, to capture this attractive new demand segment. This will require investment in infrastructure and an aggressive pricing policy. The play of free competition will provide a response to the challenges of megaships, say the defenders of this policy – always in the name of the market.
However, things are not so simple. This position is strongly contested by some business sectors of the marine transport value chain. Their critical attitude is also based on the cry of market logic; but obviously – in their view – on a more genuine logic. First and foremost they question the economic model underlying megaships, since it is based on a lack of real competition and a dominant position held by a few players, the megaship owners, which will completely distort the relation between supply and demand. Ports will be forced to accept abusive conditions, obliged to invest in order to adapt their infrastructure entirely at their own risk, and exposed to an unlimited risk in the volatility of the megaship-client. Thus the economic model underlying megaships is anti-economic, because it implies ruinous investment in extending port capacity without the slightest rational estimate of the demand which would make such investment economically and socially profitable, both in terms of amortisation of capital and of covering operating costs sustainably. Finally, they question the economic model of megaships from the point of view of the shipping companies which operate them. The available statistics show that the supply of capacity is continuing to increase out of step with the market, and well above the expected future levels of real demand. In view of all this, they warn of the risk that we are facing yet another speculative bubble.

Externalities

To these business arguments are added the critical observations made by fora such as the ITF (International Transport Forum) of the OECD, analysing the dynamic imposed on ports and port cities by the arrival of megaships and warning of the expensive externalities which they provoke and which will have to be met by cities, ports and communities. Foremost among these they stress the environmental externalities, more specifically local emissions of contaminants. One city, Barcelona, has already warned of the urgent need to regain control of the situation. Questions are also raised as to the supposed efficiency in economies of scale derived from the size of megaships. These might be achievable if occupancy were optimised, however this is not the case at present nor is it expected to occur in the foreseeable future. The costs, fuel consumption and carbon footprint per TEU transported could therefore spiral, which is another cause for concern. The impact of the externalities associated with megaships on the urban tissue of port cities is also criticised, namely the impacts they will force on territories due to port extensions. These include the provision of new logistical areas and transport corridors, as well as increased traffic densities, congestion and peaks in local emissions of contaminants. The sharply intermittent nature of port activity will have the same effect on the demand for labour, implying an undesirable and conflictive scenario of precarious employment.  In terms of the economic efficiency of port infrastructure, the result will be one of overcapacity – unused when no megaship is in port and vulnerable to withdrawal of calls by these vessels.

MAL_synthese_image1Turning more specifically to the problem of air quality, the experience of Barcelona could easily be transferred in the near future to other port cities. The population and public opinion are highly sensitive to this problem, a fact which is very influential in municipal policy. The epidemiological studies promoted or inspired by the World Health Organisation (WHO) over the last thirty years have produced scientific evidence of the effects on public health of certain contaminants emitted or promoted mainly by traffic (NOX, NO2, PM10, PM2.5, O3 etc.), with calculations of the number of premature deaths attributable to this pollution. In Europe the estimated number of deaths is more than 432,000 per year; in Spain, around 25,000. Social pressure and the discipline of European legislation are obliging the town halls to adopt drastic measures through local air quality plans; they are imposing traffic restrictions and penalising the use of diesel due to its high production of critical contaminants (PMs and NO2). Such regulations have a direct impact on megaship port operations. It is necessary to think about providing an alternative power supply in ports for ships to use, with the minimum possible emissions of critical contaminants. The logical first choice is natural gas, but that implies new investment in infrastructure, which will certainly be costly. How is it to be financed? Who will pay in the long term? More questions to be considered in negotiations between port cities and megaship companies.
Another area of impact, which combines with this growing sensitivity of public opinion towards certain aspects, has to do with the reduced quality of life suffered by port city residents as a consequence of the impact on their city’s cultural identity of the urban “banalisation” caused by excessive mass tourism, converting the city – or parts of it – into a sort of theme park. Citizen discontent with these impacts (very often associated with megaships) has increased to the point where it is appearing in election manifestos, and subsequently in the political programmes of newly-elected city councils. The case of Barcelona is well-known, but it is not the only one. A similar case has occurred recently in Mexico in the port city of Cozumel, and further cases are expected. Malaga offers experiences in the prevention of such impacts by avoiding excessive concentration of certain business profiles.

Port-City Dialogue: the practical need for a common position.

The number and magnitude of the contradictions identified are evidence of the urgent need to coordinate dialogue between Port and City to enable them to construct a shared response to the challenges presented by megaships. It is a need common to both parties. Either alone is, and will remain, incapable of responding to the entirety and the complexity of the proposed scenario. For practical reasons it is essential to build stable but flexible frameworks of dialogue and governance to reinforce synergies and cooperation between port and city. This dialogue must develop so as to produce a common vision and a common strategy.
This collaboration is especially important in the areas of strategic, territorial and city planning. It must address subjects – vital for both parties – like planning of port intermodal and transport infrastructures for connectivity with the hinterland, or planning movement flows with demand peaks, which will very often require separate solutions. Another aspect is the urban design of public spaces on the port-city interface and pedestrian corridors between the city and recreational or leisure facilities around the port. Malaga, the host city of these AIVP days, provides an example of good practices in this respect, and also of pursuing coordination between the urban agenda and the requirements of port activity and infrastructure.
Considering that cities, in principle, will strongly resist charging costs to their budgets (taxpayers’ money) to satisfy the requirements imposed by megaship operators, port-city dialogue and cooperation will be indispensible to forge a common position from which to negotiate such thorny questions as who pays for the extra costs of adapting infrastructure and equipment, or those arising to port and city from megaship operations and port use.

MAL_synthese_image2Port-city dialogue and a common position will also be essential in negotiating with megaship operators to obtain reasonable guarantees of loyalty and commitment. The risk has already been noted, and confirmed in some cases, of megaship companies demanding expensive adaptations in ports and then – once these have been implemented at the price of large investments and opportunity costs to the port city – turning their backs and withdrawing service from the port.

Can there be a “Barcelona model” for port city dialogue with megaship companies?

Some cities are more vulnerable than others to the risks described above. In general, however, almost all are vulnerable to a greater or lesser degree. The case of Barcelona is different, even exceptional, as it presents a much lower vulnerability to these risks. Its consolidated status as a tourist destination clearly guarantees that visitors will continue to arrive by ship, whatever happens. This position of strength allowed it to start to raise criticism of certain undesirable effects of megaships. It is possible that Barcelona, thanks to the alignment of social pressures with the vision of its local government, may open discussions with megaship companies on the controversial questions mentioned above on reasonable, balanced terms. If that were to happen, it could provide a valuable precedent of negotiation in this field, which would certainly help other port cities. That is why Barcelona’s experience is so important. In the 1990s, its policy of expanding tourism earned the city international recognition which led people to talk about the “Barcelona model” in this sense. Perhaps in today’s circumstances a new “Barcelona model” may appear, but now in terms of “rationalising tourism”, starting with the “deconstruction” of some excesses.

MAL_synthese_image4The urban agenda, megaships and the opportunity for global dialogue.

We are seeing the existence of a serious conflict between the dynamics imposed on port cities by megaships and the dynamics of the cities themselves towards sustainability.
In October this year, the United Nations is holding “Habitat III – United Nations Conference on Housing and Sustainable Urban Development” in Quito (Ecuador). World conferences on urban settlement are held once every twenty years. At this third conference a call will be launched for a New Urban Agenda, linked with the Agenda against Poverty 2030 set by the Sustainable Development Goals (agreed in September 2015) and the Energy and Climate Agenda 2050 agreed at COP 21 in Paris. These three agendas together are defining a world-wide consensus between countries inspired by a new paradigm, with a new vision of the world economy reoriented towards eliminating carbon. In the service networks and infrastructure of cities, increasing importance is being given to their resilience and therefore to risk decentralisation, flattening of demand curves and efficient dimensioning of capacities. All this goes directly against the dynamic of megaships.
This urban agenda promotes greater concern for the quality of life of the city’s inhabitants, paying special heed to reducing contamination and congestion levels. It also shines a light on the issue of the sustainability of municipal finances and good investment planning to guarantee profitability in both economic and social terms. This also appears to conflict with the dynamic that megaships may introduce into port cities.
To continue with these contradictions, the urban agenda also includes concern to preserve the cultural diversity and the idiosyncrasy of every urban environment.
We are living through a historic moment in world governance. The globalisation of the economy has been accompanied by evidence and international awareness of the global scale of certain problems, such as climate change, energy security and the fight against poverty. There is an interaction between the global plane of problems, visions and strategies, and the local scale where all of these take concrete form and solutions have to be found. The challenges raised by megaships for port cities are an exceptional example of this interaction, occurring at an unfortunate moment.
The international shipping industry, to which the megaship companies belong, is one of the least regulated in our globalised economy – to a surprising degree. And as we have seen, it is port cities which suffer from this situation. Some organisations present at this meeting (like Transport & Environment) are calling for the inclusion of sea transport in binding global and European agreements on emissions reduction.
It is appropriate to mention a few final global considerations, in the context of the Sustainable Development Goals and thinking of developing countries with scarce resources and a tremendous need for investment in basic services (e.g. health, education, sanitation, roads and energy). I am thinking specifically of Africa, the continent where so many hopes for development in the next decade are concentrated. It is therefore important to insist on the risks faced by port cities when they receive abusive demands by megaship companies, requiring huge investments which turn out to be ruinous due to the lack of loyalty by those companies when it suits them to withdraw their service.

Citizens in the Port-City Dialogue: the importance of creating social capital.

Returning to the context of port-city dialogue, an increasingly important role is played by the relationship between the port and the city’s inhabitants and social groups. Both are gaining influence in the public decisions of city governments. Again, the recent, progressive experiences of Barcelona are indicative of a trend which is becoming generalised, although in varying ways and with gradually increasing intensity.
By the same token, to open the way to this port-city dialogue which citizens are demanding, it is essential to promote links between the port and the city’s inhabitants. They must become familiar with every aspect of the port, its history, cultural identity, socio-economic benefits, infrastructure, environmental impacts, etc.
Apart from practical considerations, this will help to normalise a relationship which historically was one of symbiosis, but which – unfortunately – has gradually changed to distance, then indifference and finally incomprehension. This distancing may have been motivated, in part, by modern city planning of the second half of the twentieth century, which recommended specialist zoning and compartmentalisation by use, breaking the capillary interaction in which the city’s inhabitants moved. Physical barriers were created between city and port by high volume roads providing links for motorised traffic between specialist zones, but isolating them for pedestrians. This form of city planning also ended by creating mental (emotional and intellectual) barriers. By rediscovering the old, diverse, mixed, complex, compact city, today’s urban planning promotes familiarity among the population with the overall urban metabolism of which they are part, including the services and infrastructure which sustain the community. This is an opportunity, in every sense, for familiarisation of the inhabitants with the port
Such familiarisation can generate business opportunities, especially in the retail and leisure sectors, associated with the public spaces of the port environs. For some ports it is a way of achieving funding and economic sustainability. Malaga and its port have opted for this concept, in which they have invested heavily.
At the same time the risks present in citizen empowerment must not be ignored, if it is not accompanied to a sufficient degree by knowledge, information, firmness and commitment with regard to the port’s situation. Any potentially controversial issue may descend into a superficial public debate between “owners”, or into demagogy. This conflictive scenario lends itself to adverse, self-interested political exploitation; or may inhibit the proactivity of the political leaders who should be promoting the project. The predictable result, in either case, will be the cutting of the initiative – provisionally or definitively. Notwithstanding all these aspects, this scenario, which is a sign of the times, can also be seen as fundamentally positive, in that it shows that citizens are becoming more exacting in requiring political authorities to account for their actions and properly legitimise projects which will have an economic, environmental or territorial impact.
In any case, the correct response is to go for a process of more two-way dialogue and learning – in short, for more social capital. Understanding of this concept of “social capital” is the key to orienting the construction of frameworks for citizen dialogue, in the context of the port-city relationship. For all these reasons the “Port Centre”, an institution promoted by AIVP, provides the most suitable tool for constructing or developing citizen dialogue. There are quite a number of “Port Centre” experiences among AIVP members which have already achieved a degree of maturity, to the point where we can now talk about “second generation” Centres. There has also been a strong interchange of knowledge on the subject, thanks to networking through AIVP.

MAL_synthese_image5At the AIVP Days in Malaga, a wealth of ideas was presented through mature, enriching experiences of public dialogue and citizen debate. The ports of San Diego, Leghorn, Guadeloupe and Quebec are good examples of different ways of constructing this dialogue, and form a rich fund of social capital for the AIVP network. It is therefore especially positive and symbolic that this meeting closed with the signature of the “Port Centre” initiative by the Port of Quebec.

Antonio Lucio Gil:
Natural de Segovia, España (1964).
Licenciado en Derecho (UCM, 1987). Miembro del Cuerpo de Letrados de la Asamblea de Madrid desde 1991, adscrito a la Comisión de Medio Ambiente. Reincorporado en febrero del 2015.
En 2001 pasó a desempeñar cargos de gestión relacionados con procesos de innovación en medio ambiente y sostenibilidad:
– Director General de Promoción y Disciplina Ambiental, de la Comunidad de Madrid (2001-2003)
– Director de Medio Ambiente del Proyecto Olímpico Madrid 2012, (2003-2005)
– Director de la Fundación Movilidad de Madrid (2006-2011).
Fue 4 años consultor-investigador independiente en sostenibilidad, movilidad innovación, gobernanza. (2011-2015)
Tiene responsabilidades en la asociación GBCe (Green Building Council – España): fue Vicepresidente (2010-2014), responsable del proyecto Visón Global (2012- hasta la actualidad)
Miembro de la Junta directiva de WWF-España. (2015-actualidad)
Profesor de la EOI-Madrid (Escuela de Organización Industrial) (2012-actualidad).
Director de la revista profesional sobre sostenibilidad (online) Ecosostenible (grupo Wolters Kluwer) (desde 2006-actualidad).

Port for all: Integrated Planning in the Port of San Diego, USA

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MAL_picture_Ann_Moore_105-135Ann Moore was sworn in to the Board of Port Commissioners on Jan. 13, 2011, to represent the City of Chula Vista. She is a senior partner in the law firm of Norton Moore & Adams. Before joining the firm, Moore served as Chula Vista’s City Attorney. She has practiced law for more than 20 years and has extensive experience in land use, real estate, redevelopment, environmental, and municipal law. She represents both developers and governmental agencies in processing land use entitlements for large scale residential, commercial, and industrial projects. Her areas of expertise include the California Environmental Quality Act (CEQA), Subdivision Map Act, eminent domain, inverse condemnation, Endangered Species Act, public infrastructure financing, the Brown Act, and Conflict of Interest laws. Moore graduated from San Diego State University with a Public Administration degree and she earned her law degree at the University of San Diego law school.

Nik Delmeire

Nik Delmeire, Belgian, obtained the degree of MBA at the University of Leuven in 1982. From 1983 till 2014 he had several management functions in Purchasing and Supply Chain in AGFA-GEVAERT, a Belgian multinational active in the world of Imaging. Through his role in AGFA’s Supply Chain he got involved in the Belgian Shippers’ Organisation called OTM. An organization he chairs from 2009 till 2015. He was Vice Chairman of ESC from 2011 till October 2014. In October 2014 he joined ESC as Secretary General. European Shippers’ Council exists since 1963 and represents the interests of the Shippers, the Cargo-owners. ESC’s objective is to improve the Supply Chain through working on the regulatory part and by promoting collaboration between the different partners in the Supply Chain. Apart from this, ESC is also involved in projects funded by the EU, the main one being CORE, and in Green Freight Europe, a program that aims at reducing the CO2 emissions.

Pascal Fréneau

MAL_picture_Pascal_Freneau_105-135Pascal Fréneau est Directeur de Cabinet et de la Communication, membre du Comité Exécutif du Grand Port Maritime de Nantes Saint-Nazaire. Il intervient dans le cadre de la gouvernance (Conseil de Surveillance, de Développement, Directoire) et de la communication interne et externe de l’établissement. De formation initiale en gestion et communication d’entreprise, complétée d’un master II en stratégie et développement des organisations, Pascal Fréneau a rejoint le port de Nantes Saint-Nazaire en 1999 comme Chef du Service Communication, après une expérience de neuf années dans un groupe privé international. En 2004, il a pris en charge un projet de requalification urbaine d’un site portuaire de l’Ile de Nantes. Il occupe ses fonctions actuelles depuis 2009.

Preparing the City Port for the advent of Megaships: how Venice tackles the challenges?

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MAL_picture_stefano_bonaldo_105-135Due to market globalization, the maritime transport sector is serving growing traffic flows with ULCVs of 18.000 Teu and beyond. But mega ships call for mega ports able to handle mega cargoes. In China mega cargoes can be handled by logistic chains based on few bundling and unbundling points, and large operation yards in huge ports; in Europe the situation is totally different. Here ULCVs have to call more ports because of their limited operative capacity (either due to limited nautical accessibility, or lack of operational yards and/or lack of forwarding capacity) or to use barges to forward mega cargoes to mega ships (like in Rotterdam). Mega-ships require a great ability to manage flows of cargo to/from a port to avoid congestion on the port areas and beyond them. This is particularly true for those ports embedded and surrounded by urban areas, as it happens in many medium size European ports. To overcome this limit and allow ULCVs to call its quays, Venice has conceived a new port system, well suited to accommodate any ultra large container vessel: The Venice Offshore Onshore Port System (VOOPS). The VOOPS offers 22 mt depth of nautical accessibility for the ULCVs, with handling and storage capacity up to 3 million TEUs, 2000 hectares of port areas, efficient and flexible links to more onshore destination and core roads and rails of the European transport network. Therefore the VOOPS represents the missing link between massive global trade, efficient bundling and unbundling of mega cargoes and small scale European ports.

Stefano Bonaldo was born in the 1975. He got a first degree in Economics from the Ca’Foscari University of Venice and a MA in Development Economics from the Sussex University. Before joining the Venice Port Authority in 2006, he worked as researcher at the Venice International University and at the Ca’Foscari University focusing on innovation, local economic development and internationalization. At the Venice Port Authority he works as economist, focusing mainly on strategic planning, port development and international economics.

Preparing the City Port for the advent of Megaships: how Valencia tackles the challenges?

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MAL_picture_Ramon_Gomez_105-135The size increase of containerships is a continuous trend since the early day s of containerization, accelerated in recent years by the current megaships trend. The port of Valencia has faced this challenge over time in two steps: the first starting in the mid 80s with the South enlargement of the port; the second starting in the mid of 2000s with the North enlargement. Both having an enormous impact on the port scenario and its interaction with the city, but leading to a surge of port activity providing employment and added value to the local community and competitiveness and welfare to the regional and national economy. In this presentation a review is made of actions taken or to be taken to adapt port infrastructure, port services, port accesses and connections to the hinterland, cargo and container logistic services and port-city interface, the latter to make the port area more permeable to citizens while preserving safety and security of operations. Reference is also made to how information technologies, sustainability and human resources development aspects are being addressed to tackle the megaships challenges.

Ramón Gómez-Ferrer is deputy director of the Valencia Port Authority (VPA) in Spain since December 2015, in charge of strategic planning. He formerly has been the VPA general director for 12 years (2003-2015).   Gómez-Ferrer joined the VPA in 1988, and worked in a number of positions prior to his nomination as general director, including head of the planning department, assistant to the general director, director of innovation and cooperation, and as director of the port’s strategic planning office. Gómez-Ferrer earned his bachelor’s degree in port and civil engineering from the School of Civil Engineering at Valencia Polytechnic University in Spain. He holds a master’s degree in Civil and Environmental Engineering from Colorado State University in the USA Gómez-Ferrer is Spanish representative at the ESPO General Assembly and member of the ESPO Ports Governance Committee. He has lectured throughout the world at conferences, congresses and courses on environmental and port issues and he is a former general manager of  EUROPHAR – European Economic Interest Group, and former Director of the Valencia port IPEC-Port Institute Foundation.