SPECIAL FOCUS NOVEMBER 2014

A cluster initiative: SMALL AND MEDIUM SIZED AS HUBS FOR SMART GROWTH AND SUSTAINABLE CONNECTIVITY 3 FOREWORD

4 INTRODUCTION

6 CHAPTER 1: Sustainable Connectivity for Small and Medium sized Ports in Europe

6 The European transport framework and SMPs 9 The logistic role of SMPs in the Channel Region and southern North Sea 11 Can cross-border cooperation contribute to the creation of a sustainable supply chains? The PAC2 cluster 12 Sustainable and multimodal connectivity: how SMPs can move towards a low carbon economy

16 CHAPTER 2: Small and Medium sized Ports as hubs for smart growth

16 Innovation in SMPs to serve new industries 18 Energy efficiency in SMPs 19 infrastructure optimisation to address climate change 21 SMPs as hubs for regional economic development & social inclusion 23 Innovative

25 CHAPTER 3: Conclusions

25 Conclusions 28 Annex 1: The present and future of Small and Medium sized ports in the Channel and southern North Sea (SWOT) 29 Annex 2: The PAC2 SMPs

2 Seas Magazine Page 2 FOREWORD

It is of course true that the majority of the ports in the European Union area are small or medium sized and tend to serve local or regional markets rather than national or international ones. And yet to read the maritime media it is difficult to find much reference to these vital parts of the European economy, which so often underpin the local economy, ensure worthwhile employment opportunities and greatly assist towards local regeneration. It is timely to appreciate their strengths and acknowledge their valuable contribution.

For all ports the last few years have been difficult. In the early 2000’s the mindset of many larger ports had become overly concerned with year on year trade growth, so when the European recession hit the effects were immediate and hard. The headlines were mainly concerned with the large container handling ports, but many small and medium sized ports felt much more pain with perhaps the loss of a regular ferry or cargo service. In addition, all the necessary regulations apply just as much to small ports as to large ones, and the cost of compliance can be disproportionally high. Without much in-house resource and with squeezed income, small and medium ports were often Howard Holt in a difficult situation. Director Seeports How to respond? Within the pages of this document you will find many individual solutions, but the overall themes have very much in common. Often the process started with a critical examination of the actual resources available to the port and a serious look at the wider opportunities around and outside the traditional port trade flows. Port managements rose to the challenge with innovative ideas, engaging with their customers, stakeholders and cross-border partners to determine and then deliver some outstanding examples of best practice and sustainability.

In all the PAC2 project countries offshore renewable energy developers were bringing forward their plans for construction and maintenance of multi-million euro projects. Ports, however, often went beyond just providing land and quays, to engage more fully in providing back-of-port added value facilities and the development of renewable energy sources for the port itself and for its customers. Similarly, by looking into the upstream and downstream supply chains, often working across national borders, opportunities were seized to provide more sustainable solutions to the transport and logistics industry.

Finding new solutions, examples of best practice and benchmarking against peers can only be done by engagement with other ports, especially by drawing on the wider experience of those in other nations within the European Union. From time to time I have worked with all of the ports in the PAC2 cluster and have noted with pleasure that, despite their often being commercial competitors, they have recognised that at a strategic level the benefits of cross-border cooperation are immense.

I salute them all and wish them well.

Howard Holt

2 Seas Magazine Page 3 Introduction

Most ports can be categorised as Small or Medium sized Ports (SMPs), let’s call it “have SMP status”. Their importance, however, goes quite often unnoticed, because all attention goes to the larger ports that are engaged in the rat race for ever more tonnes, or ever more boxes. The investments needed to keep pace are as massive as they are frightful. However, it remains custom to judge ports on volume and growth.

It is doubtful that this is the right criterion. It is essential that we look beyond these basic indicators to better understand the economic importance of a port in terms of added value, employment and return on investments, criteria which can easily be compared to the performance of the local community or region as a whole and used to calculate the relative importance of the port in the wider economy.

Let us consider an example to illustrate this: several SMPs are engaged in supporting the offshore industries, whether it is oil and gas or more recently windfarms. They simply disappear from the many tables published that rank ports based on volume only. Too bad. We all know that the added value and employment in those ports just simply keeps local economy turning, creates direct and indirect job opportunities, supply chain connections that no world-sized container terminal can match.

The strategic choice of what business to engage in is often a very difficult one. Many if not most SMPs lack the available surface area for a diversified business and therefore rely on a very limited number of customers, which can be very risky. SMPs do not have the luxury of a great number of regular lines where if you lose one, you gain one.

In conclusion, an SMP needs to be smart. Do better than an average volume based port, find customers who are willing, and often need, to be equally smart to build their business in the hinterland of cross-border region and beyond. Cooperation between port authorities and maritime clusters present in the port area is key. Whilst cooperation between ports is obviously of prime importance, being smart means more than that. It starts with changing our thinking, sharing ideas and working together to make collaborations work. The PAC2 (PATCH- C2C Strategic Alliance) cluster, financed by the Interreg IVA Programme, demonstrates this perfectly.

PAC2 is looking to showcase a few examples of where SMPs can take the lead in adopting smart, sustainable and inclusive approaches and we are proud to present the successes of our former PATCH and C2C schemes which have already opened new doors for our partners.

Paul Gerard at a PATCH-C2C conference

2 Seas Magazine Page 4 Cold ironing, i.e. shore electricity for ships in port, is an obvious example of how to decrease energy consumption as well as reduce emis- sions. In light of the size and number of ships in an SMP this can be relatively easy to organise. It requires investments, but it can also generate returns. For smaller ports it can be practically feasible, as the capacity of the national grid is in most cases sufficient to cope with the extra demand. This is not the case in large ports, where a cruise ship and a large containership would cause havoc to the national grid.

An issue many SMPs struggle with is access to the hinterland. Whereas billions are invested in a national road network, a minor investment in the ‘last mile’ is often very problematic. For some perverse reasons this vital link is left to local authorities or the ports themselves which often lack the necessary funds. An alliance of SMPs should create enough (political) influence to make European, national and regional authorities aware of this problem and include the last mile in the overall master plan. SMPs can indeed play an important role in the local logistics, the fine mesh network of distribution to the retail trade. Although not immediately of maritime origin, these goods can be transported by multimodal means to the ports, where the connections (waterway, rail, road) are al- ready present, as well as the facilities such as warehouses, truck centers etc., manned by experienced and skilled labour.

As the cooperation between ports gets underway, many more ideas will develop into real practical solutions addressing today’s logistical and ecological challenges. It is therefore vital that these cooperation programmes maintain their momentum, e.g. building on the important issues tackled by PAC2 with the know-how gained through the PATCH and C2C projects in a way that will allow us to react effectively to the changing markets as the global economy recovers from the economic and financial crisis. Let us hope for a further fruitful cooperation of the excellent results we have all achieved to date.

Paul Gerard

Managing Director Port of Oostende

PAC2: focusing on ports and transport B2B “increasing the competitive- LOGISTICS & ness of Europe’s marine and boat TRANSPORT building Industry” INDUSTRY

MARITIME RETAILERS INDUSTRY SMP PORTS

OTHER ENERGY BUSINESSES INDUSTRY

BB “Eco-innovation in the Channel ports” during a crossing between and Offshore wind farm installation at the port of Oostende

2 Seas Magazine Page 5 CHAPTER 1 Sustainable connectivity for Small and Medium sized Ports in Europe

What are Small and Medium sized Ports (SMPs)? Why are they important? What does the future hold for them? No definitive answer to these questions can be given. Why? Because, like in fiction, also in real life ´minor´ characters are often thought to be playing a secondary part. Therefore their logistics and socio-economic role is still largely undefined and underestimated in literature and in policies, too. In addition, their visibility is limited and their voice often weak. However, the function of SMPs is essential. And that is the reason for this story where SMPs through clusters can become the protagonists. The plot is based on their cross-border collaboration, going beyond competition. It starts in 2008 in Europe, between the Channel and the southern North Sea, it moves forward across four UK, French, Belgian and Dutch regions and it keeps on going on today, since the PAC2 cluster’s partners have no intention to put an end to their voyage of discovery. Let us learn about how they did it, what were the challenges they have been facing together so far and which opportunities they might face together in the future…

The European work out how this can be best exploited TENT-T: the Trans-European transport in order for them to adapt and thrive in a Transport Network rapidly changing environment. framework and So… what is the position of SMPs in the SMPs Due to the complexity of the matter, this EU transport system? Does this really offer analysis can be done merely in a manner them a level playing field? that is superficial and yet sufficiently The EU transport network is a chessboard documented to uncover their most pressing The majority of EU ports are part of with several inter-reliant pieces. Among challenges and rising opportunities. the so-called Trans-European Transport these, SMPs are numerous and vulnerable Network or TEN-T. pawns. They need clear and innovative The example of the PAC2 cluster ports´ strategies to be able to move forward to cross-border cooperation will be used for The Trans-European Networks (TENs) — their advantage in a “game” where fair this purpose. It seeks to raise awareness which comprise transport, energy and rules should always be granted. of the significance and value of SMPs to telecommunication — were envisaged in their cities and regions. Furthermore, it 1993 in Title XVI Articles 170-172 and Title In order to evaluate how SMPs can become will present some of the key issues that XXI Article 194(1)(d) of the Lisbon Treaty more effective players, it is necessary: they need to tackle in order to remain on the Functioning of the European Union. • to understand the policy/financial back- competitive and a number of solutions that ground in which they find themselves; the PAC2 partners have been looking into, Specifically in the Transport sector, the • to identify the main threats they face; by sharing experience and exchanging best first TEN-T guidelines were introduced by • to assess the capacity that SMPs have and practices. the European Parliament and the Council

2 Seas Magazine Page 6 in 1996 with the Decision No 1692/96/EC. Although the guidelines recognised the value of seaports, they initially identified only the 14 projects of common interest that were adopted by the Essen European Council. These were related to combined transport, rail, road and airports links.

Notwithstanding they are important components of the EU single market and transport system, it was only in 2001 with the Decision No 1346/2001/ EC that seaports, inland ports and intermodal terminals became fully incorporated in the network.

The 2004 and 2007 enlargements later extended the number of the TEN-T Priority Projects that were eligible for funding, thus giving medium-to-large seaports more possibilites to implement their strategies thanks to EU financial support.

A further review, launched in 2009, came into force in January 2014 and led to a new legislative framework. This was meant to be not only a financing instrument (with a budget of €26 billion up to 2020), but also a transport infrastructure policy that connects the continent from East to West, North to South in order to support the development of a more integrated network.

It stills needs to be seen whether this will have positive impacts on SMPs. Lack of visibility for SMPs rail tunnel under the Scheldt river. The EIB and policy / financial focus has allowed seaports to access funding How many seaports exist in on EU major hubs if their projects´ investment exceeded Europe? €25m, e.g. with the €394m import As TEN-T mainly focuses on the core terminal for liquefied natural gas (LNG) The revised TEN-T guidelines (Regulation network, only larger ports within it and the €2160m port expansion on the (EU) No 1316/2013 & 1315/2013, O.J. have benefited in these last years Maasvlaakte area in Rotterdam. L348 - 20/12/2013) have identified 9 from EU financing, for example via its main transport routes (Scandinavian- multi-annual work Programme Motorways It is obvious that these figures could not Mediterranean Corridor; North Sea- of the Sea (MoS). be matched by SMPs which, in the last Baltic Corridor; North Sea-Mediterranean decade, have had less financial assistance Corridor; Baltic-Adriatic Corridor; Orient/ Later additional funding was made available through the main EU transport strategies East-Med Corridor; Rhine-Alpine Corridor; through the Marco Polo Programme, whose and connected financial instruments. Atlantic Corridor; Rhine-Danube Corridor; concept was introduced in the ´White Paper. In order to obtain EU financing, SMPs, Mediterranean Corridor) and 329 key European transport policy for 2010: time such as the PAC2 partners, have had to seaports along Europe’s coastline; 93 to decide´ of the European Commission, engage predominantly in trans-national in the core network and 236 in the approved in 2001 in Gothenburg. and/or cross-border cooperative schemes comprehensive network. through: Also the European Investment Bank (EIB) • the Framework Programme, focusing However, the reality is that, according has supported TEN-T projects through on scientific, technical and feasibility to the European Sea Ports Organisation the Structured Finance Facility (SFF) and research; or (ESPO), Europe has more than 1200 the Loan Guarantee Instrument for Trans- • the Structural Funds (ERDF), with seaports. European Transport Network Projects capital and revenue projects highlighting (LGTT), e.g. for the €841m Antwerp port more their influence on the economic

2 Seas Magazine Page 7 development and local employment cre- Fund or the funds of the Horizon 2020 of 200 km from the nearest other port ation in their respective regions, rather Programme? Time will tell. PAC2 partners in the comprehensive network. Within than their transport node function. are also keen to explore further the the core and comprehensive network, impact of the new EU State Aid regime maritime ports can be classified as Primary But how much were they able to improve in order to understand the potential that main nodes, Secondary main nodes or and remain competitive with the help of notified schemes can play in improving multimodal links connected to the former, this small-scale funding? And will they the clarity around future investments in depending on a number of factors. have the chance of gaining a higher back- SMPs in future. up in the years to come? In ´The ESPO Fact Finding Report: What are SMPs? European Port Governance´ (Patrick EU financing for transport infrastructure Verhoeven, 2010) the following definitions is expected to triple for 2014-2020 to To take stock of the situation of SMPs and were produced: €26.3 billion, through the newly created their current challenges, a preamble must • Small port authority: the annual volume Connecting Europe Facility (CEF). The be added which seeks to define, in the first of goods handled in all the ports Communication from the Commission place, what SMPs are. managed by the port authority is less ´Ports: an engine for growth´ states: than or equals 10 million tonnes; “when allocating EU support, in particular There is no universally accepted • Medium port authority: the annual under CEF, the added value of the project definition for Small and Medium Ports. volume of goods handled in all the for attaining the objectives of the EU The most common approach is to use ports managed by the port authority is Transport Policy will be taken into account, measurements based on annual volume higher than 10 million tonnes, up to and including the rules on sound use of scarce of goods handled by the ports, specifically including 50 million tonnes. public resources and respect of the Single cargo tonnage handled (i.e. total weight of • Large port authority: the annual volume Market core values.” (COM/2013/0295 final) goods loaded and discharged) or shipping of goods handled in all the ports tonnage handled (i.e. total volume of ships managed by the port authority is more Will SMPs be able (or allowed) to take handled). than 50 million tonnes. advantage from the CEF, the Cohesion Fund, the European Regional Development The original TEN-T guidelines divide In ´Small and Medium-Sized Ports in Multi- seaports as follows: Port Gateway Regions: the Role of Yingkou “Port & port-related infrastructure • Category A comprises seaports of in the Logistics System of the Bohai Sea´ projects of common interest should international importance with a total (Lin Feng and Theo Notteboom, 2011), it have one or more of the following annual traffic volume of not less than is proposed to classify SMPs taking into specific aims: 1.5 million tonnes of freight or 200000 account seven key aspects: (a) volume/ • facilitating the growth of intra- passengers. The list of Category A market share, (b) international connectivity, and extra-Community trade, seaports comprises Europe, the Baltic (c) relative cluster position, (d) hinterland • supporting the principle of Sea, the North Sea, the Atlantic Ocean capture area, (e) Gross Domestic Product sustainable mobility by helping to and the Mediterranean; (GDP) of the port city, (f) GDP of the relieve congested land corridors • Category B concerns ports of EU hinterland, and (g) logistics and distribution and to reduce the external costs importance with a total annual traffic function. This wider multi-dimension of European transport by, for volume of not less than 0.5 million method allows us to make a step forward example, increasing the maritime tonnes of freight or between 100000 compared to a purely numerical description. share of total traffic and in and 200000 passengers; Nevertheless, the PAC2 partners firmly particular by promoting coastal • Category C includes ports providing believe that SMPs are much more than this. navigation, regional access situated in island, • improving accessibility and peripheral or outermost regions. “SMP should not be considered only strengthening economic and in relation to the amount of traffic social cohesion in the European In order for maritime ports to be included they handle. They are valid contribu- Community by promoting the at least in the new TEN-T comprehensive tors to the economy of their region. development of intra-Community network: their total annual passenger Nevertheless, they suffer, because maritime links, paying particular traffic volumes must be 0.1% of the total their economic function and their role attention to island and peripheral annual passenger traffic volume of all in the logistic chain are not complete- regions of the Community, maritime ports of the Union; or their total ly recognised. They suffer from lack • allowing permanent access to annual cargo throughput, either for bulk of visibility, too. That is why collabo- Baltic Sea ports located around or for non-bulk cargo handling, should rative initiatives such as PAC2 can and above 60 ° N normally ice- exceed 0.1% of EU total; or they must give SMP a platform where to ´stand bound in winter.” be located on an island and provide the out´ and, with a common voice, raise (´Community guidelines for the sole point of access to a NUTS 3 region awareness of their added value, but development of the Trans-European in the comprehensive network; or they also challenges.” Transport Network´) must be located in an outermost region (Wim Stubbe, Port of Oostende) or a peripheral area, outside a radius

2 Seas Magazine Page 8 They have tangible but also intangible, soft financial savings. In light of reduced companies, start ups or R&D centres value, non socio-economic assets (e.g. or often non-existent financial aid from (i.e. the Greenbridge science incubator, reputation, capabilities, organisational Governments, EU funds and cross-border the Energy Box, REBO, Power-Link). processes, heritage) and an economic partnerships can help SMPs better survive It also hosts a marina, ro-ro berths, remit. Thus, the cities/towns and regions and thrive in globalised markets where the cruises and a heavy load quay. where they are located should support free movement of capital, people, goods more extensively their development, if and services make efficiency and functional they want to fully harness the potential connectivity the cornerstone of economic that SMPs can offer. growth.

Do SMPs operate in The logistic role isolation in Europe? of SMPs in the Whichever definition for SMPs is accepted, Channel Region and the main objective for port authorities is southern North Sea that SMPs need to be efficient and cheap in both management and operations. This means carrying out In North West Europe (NWE), the 2 Seas their traditional (maritime and chemical area combining the Channel and southern industry, transport, construction) North Sea, especially between the South- and emerging activities (energy, eco- East of , North East , Belgium innovation) effectively at low cost, possibly and the Netherlands, is one of the main with reliable and modern infrastructure hotspots in terms of maritime activities and skilled personnel. contacting the Atlantic with Germany and the Baltic. Here many SMPs exist that are It is evident that achieving this goal is, if not key nodes in the EU logistic network and utopian, at least extremely complicated. maritime traffic. They play valuable logistic Their human and financial resources and economic roles in their regions or have and capacity to influence are limited the potential to be important components in the first place. Secondly, time is scarce, of the 2 Seas transport system. as they are too busy in dealing with a wide range of stakeholders (other ports, diverse A number of SMPs from the 2 Seas region end-users and local communities), with are involved in the PAC2 cluster: Newhaven various modes of transport connections (shipping, road, rail, inland waterways) and in enhancing their economic prospects or maximising their chances of success. • The Port of Ramsgate is home to the Thirdly, compliance costs associated operation and maintenance bases for with increasing regulatory pressures the Thanet and Array Offshore (concerning, inter alia, noise, safety, dust Wind Farms. Construction, operation and carbon emissions, etc.) place additional & maintenance companies for the financial strain on SMPs. windfarms are located nearby, too, thus widening the port offer. Finally, its Strategies to rationalise the expenditure Royal Harbour Marina is used by fishing, and improve operations require access to angling and visiting boats. funding, time and knowledge. This, in turn, Oostende • Although having a single direct ferry line requires staff time, but resources, as said with , the Port of Newhaven is before, are limited in SMPs. To escape this about to play a vital part in the Sussex´s vicious circle smart thinking and creative economy by housing the base required solutions are essential. • The Port of Oostende is a multi- to operate and maintain the Rampion functional shortsea green port. In recent offshore wind park. The EU PATCH Working in isolation does not work years, identified as Blue Energy hub by funded Master Plan, which acknowledges effectively for all aspects of port development. the Flanders government and given the energy challenge, sits at the heart The PAC2 cluster has demonstrated that recognition for its activities in the EU of Newhaven strategy to kick-start the exchanging know-how -within the Maritime Strategy, it has been actively port and town regeneration. It seeks limits of confidentiality- and engaging developing and sustaining renewable to identify space and encourage other with larger targeted audiences energy initiatives (i.e. the Thornton businesses within the supply chain to and other ports is a profitable tool Bank offshore wind farm, the FlanSea relocate to the area, thus creating jobs for SMPs to secure resources and wave test) and clustering energy related for the local community.

2 Seas Magazine Page 9 (e.g. fishing, leisure, cruises, ferries, marine construction and recreation) and accommodate in their areas industries which are an important source of employment and can result in economic revitalisation. In addition, their more recent investment in the energy sector has been Calais paying off, with the arrival of new skills, training opportunities and additional jobs.

Zeebrugge Nevertheless, the impact of regional ports on interregional economic development, their strategic significance beyond • The Port of Zeebrugge is a relatively their logistic centre function and their modern and versatile port with a strong DoverDover contribution in socio-economic terms container and cruise traffic market. Over to the wider economy are still not fully the years it has grown from a pure transit • The Port of Calais and the Port of recognised in Europe. Acknowledgment point to a logistic platform comprising Dover are part of the busiest cross- for this standpoint is now vital beyond the a large number of companies, 130 Channel transport corridor for the excellent work of researchers and scholars of which are affiliated through the movement of passenger and freight. that have come into contact with our Association Port of Zeebrugge Interests They have also been implementing projects. (APZI). Hence, the harbour area covers major expansion schemes (e.g. the many activities and can be considered Calais Port 2015), promoting transport Various EU SMPs have been trying for a as an economic engine for the region. modal shift and reducing logistical number of years to raise awareness of bottlenecks as well as evaluating the their importance by creating temporary feasibility of becoming an energy centre (informal) consortia which could evidence (Dover) with induced positive effects in it. This has enabled them also to address their local economies. several issues collectively by exchanging • Zeeland Seaports (Vlissingen opinions, information and best practices. and Terneuzen) have a substantial throughput of different types of goods Their cooperation has been possible and brings together more than 250 through several trans-national and cross- logistics and industrial businesses linked border projects, utilising grants from in clusters. It also plays an increasingly different EU funding Programmes, or by important role in the offshore sector indirectly benefiting from EU co-financed when it comes to the storage and training courses, e.g.: transshipment of parts for oil and gas • Interreg (e.g. FINESSE, IMPACTE, C2C, platforms, as well as wind turbines to be PATCH, CAMIS, FLIP, InTraDE, Yacht built at sea. Valley, Port Integration, Weastflows projects); • The Port of Portsmouth is renowned • Framework Programme (SPHERE) for being a specialist in handling large • Leonardo - EU Lifelong Learning quantities of fruit and vegetables. Programme (METPROM, Maritime Also other products are exported/ Training, MarEng Plus). imported via Portsmouth, such as motor vehicles, construction materials and These, including the PAC2 cluster, have even containers of humanitarian aid, identified intra-port and extra-port which highlights another less known challenges and opportunities related added value that SMPs can contribute to port development and expansion, to our society more widely. The port accessibility, investment in innovation, infrastructure and land use plans management and skills upgrading. They include, among other things, bringing Terneuzen have also analysed traffic flows and tried into commercial use redundant cold-war to identify how the logistic role of SMPs era infrastructure following the recent has changed over the years. decline in defence related activities as Overall, the PAC2 ports´ business mix is berths for container and cruise ships diverse. They can handle various kinds The study ´The economic importance of which could on the longer term provide of cargo (dry bulk, liquid bulk, breakbulk, ports´ produced by the Interreg IVB NWE employment opportunities to the most general cargo and containers). They IMPACTE (Intermodal Port Access and socially deprived wards in the city. also provide a range of other services Commodities Transport in Europe) project

2 Seas Magazine Page 10 suggested that in France, the UK and Belgium of key challenges remain on: Given their resource constraints within a “many traffic categories in most ports in • policy & regulation; more and more globalised competitive each of the three countries can relatively • port management & infrastructure; market, SMPs are more open easily move from one port to another as • port development; than larger ports to join forces dictated by economic requirements. At • environment; transnationally through triple helix the micro-level, this conclusion may be • financial and human resourcing. constructions (linking academia, somewhat disturbing, as each port authority industry and government), insofar and port company operator would prefer to It is naive to think that SMPs can cooperate practical outputs can be achieved. That have international logistics chains heavily to look at all of these challenges together is why the PAC2 ports have been able to dependent and committed to the port over via joint initiatives, whether these are EU engage wider partnerships from various long periods of time”. However, “footloose” projects or bi/multi-lateral agreements sectors throughout the 2 Seas hinterland port traffic is also an expression of a resilient such as Memorandums of Understanding, to extend and apply their knowledge transport network and of a well-functioning, due to various issues such as: and expertise, create new synergies and competitive port system, whereby efficiency • competition and fear of sharing heighten awareness of the challenges considerations drive the structuring of confidential information; facing SMPs, with a stronger unified voice. logistics chains and port choice.” • possible external pressures (e.g. anti- In the Interreg IVA France(Channel)- EU feelings led by media or Eurosceptic The problem of port collaboration is how and England Programme’s CAMIS (Channel parties, tensions around immigrations, in which specific fields it can be done. The Arc Manche Integrated Strategy) report interferences from major ports, etc.). topic of operational and infrastructural ´Channel spaces: a world within Europe´, connectivity was selected by the PAC2 a greater role of the Channel ports is Nevertheless, it is just as certain that partners as common ground where foreseen “in effecting inter-modal transfer competences and resources can be concerns or problems could be investigated to improve rail/fluvial links, a rebirth of merged, economies of scale achieved and and, possibly, solved in synergy. European short-sea shipping within a knowledge acquired, whenever there are reorganisation of the ports network.” shared interests and objectives. But how PAC2 cross-border does this work? collaboration How the port system will re-adjust itself in the years to come based on market “If a port is leading on one technol- PAC2 (PATCH-C2C strategic alliance) is demand or the advancement of new ogy and shares its expertise with oth- an example of how SMPs can integrate industry sectors is still not certain. But it is ers, this enables all not only to save their complementary strengths and certain that in multi-port gateway regions money, but also time, which is funda- address their lack of resources through where major hubs still play a leading role, mental in modern port management.” a neutral platform. The basis for this SMPs will have the hard task of developing (Laurent Devulder, Port of Calais) cooperation has been, since the long term credible business plans and beginning, one of mutual trust. delivering related investments, whilst, at the same time, protecting and sustaining Can cross-border PAC2 was created at the beginning of natural and human resources. cooperation 2014 by 9 public and private sectors organisations from the south east of The situation has evolved much since contribute to England (UK), Nord Pas de Calais (FR), ´The future of small and medium sized the creation of a West Flanders (BE) and Zeeland (NL): ports in Europe and a framework for re- • AG Port of Oostende (AGHO) engineering their basic processes´ was sustainable supply • Port of Ramsgate - Thanet DC published (George A. Giannopoulos and chain? The PAC2 • Portsmouth International Port Katerina Papageorgiou, 1999) within the • Port of Calais - CCI Côte d’Opale SPHERE project co-financed by the 4th RTD cluster • Port of Zeebrugge (MBZ) Framework Programme. However, some of • Newhaven Port & Properties (NPP) the weaknesses observed by the authors The institutional framework of • POM West Flanders remain unsurprisingly similar: outdated port management and operation has an impact • Dover Harbour Board (DHB) infrastructure, equipment and information in the way a port is run. Its ownership • Zeeland Seaports. and communication systems; insufficient form, autonomy and function can be

multimodal links with other transport different, whether it is a public, private or North Sea networks and accessibility; institutional . It can therefore be assumed ENGLAND constraints; lack of expertise in a few areas that collaborative approaches between NEDERLAND (e.g. marketing); low bargaining power and SMPs logically vary depending on manifold limited lobbying capability. factors: port flexibility and strengths, (de) VLAANDEREN centralisation of management system, Channel Isleess of ScillScillyy The PAC2 partners believe that nowadays cultural/social background, area of FRANCE SMPs are confronted with comparable cooperation, competition, and so on. issues within the 2 Seas region. A number

2 Seas Magazine Page 11 Fully financed by the Interreg IVA 2 Seas Horizon 2020´, the EC advocates the need Programme, the cluster brings together to achieve a European transport system the interconnected €9.1m PATCH (Ports that is resource-efficient, climate and Adapting to Change) and €12.7m C2C environmentally friendly, safe and seamless (Connect to Compete) projects, which for the benefit of all citizens, the economy started respectively in 2008 and 2009 and and society (COM(2011) 811 final). ended in 2011 and 2012. In ´Low Carbon Transport: A Greener By considering ports as gateway to EU/ The final conference of the Connect Future´ (2009), Lord Andrew Adonis, to Compete project brought C2C International trade and recognising that former UK Secretary of State for Transport, and PATCH partners together ports connect countries, businesses, adds: “Building a greener future means products and people, C2C was focusing that low carbon travel must be a genuine, mainly on outer port challenges, i.e.: Through workshops, meetings and viable and attractive option for businesses thematic debates with multi-sector and ordinary citizens.” stakeholders, the cluster has shone a light on a number of important aspects This ambitious target requires ports to that link the EU2020 agenda´s priority for deal with a wide range of greenhouse smart, sustainable and inclusive growth to gases (GHG)/emission sources: SMPs. The following sections of the booklet • transport from/to the hinterland reflect the various conclusions reached by (containers and bulk); the PAC2 partners after having carefully • loading/unloading machinery; reviewed the PATCH and C2C results • transportation within the port and taking into consideration the evolving traffic jams; economic, environmental and transport • ships in the harbours; • need to upgrade seaside and landside context. The low carbon, innovation, • port-related construction activities port accessibility; resource efficiency and climate (landside/seaside operations). • need to better link ports to their regions, change challenges have allowed SMP enterprises and industrial clusters. partners to identify the shortcomings of The EU 28 Member States have specifically past projects in light of emerging market made a unilateral commitment to reduce PATCH, on the contrary, was dealing with trends, new policies and demand for more overall GHG emissions by 2020 by key inner port issues, i.e.: eco-friendly and sustainable processes and 20% compared to 1990 levels. This is • need to improve port management; infrastructure in harbours. Let´s take a look accompanied by a 20% increase in energy • need to rejuvenate and boost port at some of the possible solutions that have from renewables and a 20% increase in operations; been found by the cluster in order to fill in energy efficiency. • plan and adapt strategies to the rapidly the gaps. changing economic context. Notwithstanding, decarbonising ports, by shifting to less pollutant modes of transport, greener port equipment and/or cleaner fuels requires time, a change in mentality and, above all, funding. Cutting emissions and cutting costs at the same time is a thorny issue and a delicate challenge which affects ports, especially those with a small or Janez Potocnik, European Commis- medium capacity. sioner for the Environment, at the PATCH stand at Green Week Moreover, moving toward a low carbon The idea of the cluster was to link different future means not only to reduce partners and schemes to disseminate Sustainable emissions, but also to be resource and capitalise on their best practices and and multimodal efficient in the pursuit of a green development potential. Hence, PAC2 has GDP. That is why in determining the been building on the PATCH-C2C findings connectivity: how carbon footprint, energy uses, low carbon in terms of multimodal connectivity for ports can move energy and energy efficiency play a key SMPs. Its ultimate goal has been to trigger role. The aspect of energy management joint follow-up activities that optimise towards a low and/or generation will be covered in SMPs infrastructures and operations. It has carbon economy Chapter 2 where the PAC2 activities in this also aimed to ensure that wider visibility field will be assessed. and higher engagement from policy and In the ´Council Decision establishing investment stakeholders can be obtained. the Specific Programme Implementing

2 Seas Magazine Page 12 Facilitating sustainable By building on the experience of PATCH- • the contribution to the Solent-Midlands maritime and hinterland C2C´s SMPs and on the expertise of Advancement of Rail Transport, access to ports cross-border colleagues and thanks to a £70m scheme which brought the support of EU funding, the PAC2 together an impressive Public and It is an inescapable fact that world class partners have been able to devise Private Partnership and ensured a rail infrastructure is fundamental for the various cost-effective technical upgrade in the reliability of a high-performing transport and engineering solutions to and the Victorian rail infrastructure in system: transport corridors are the arteries better facilitate modal split by its hinterland up to Birmingham, thus of domestic and international trade, enhancing off-dock infrastructure facilitating the movement of 9’6” high enabling imports and exports. However, for all modes of transport. This has containers on standard rail wagons, PAC2 has exposed the need to optimise been acknowledged to be a valuable have all shown the PAC2 partners´ connectivity between the various regions measure not only to increase sustainable engineers and managers some possible whilst increasing the sustainability aspect accessibility to the 2 Seas area, but also to practical and easily replicable technical of freight and passenger transport. It must make its transport network more resilient solutions to modify their infrastructure, be accepted that ports can no longer and attractive for enterprises, research thus contributing towards a more balanced exclusively rely on road access and centers and incubators wishing to operate modal split. queues of lorries should not be any through or in the proximity of a port. longer the image we associate with Reducing emissions ports and the carriage of goods. by shifting to cleaner inner port transport and Reducing road miles and moving toward equipment more sustainable means of business- related transport, i.e. rail, inland waterways Within a seaport itself harmful emissions and Short Sea Shipping (SSS), is one of the can be caused by many diverse factors. possible low carbon choices. C2C investment in the East Port The ´Carbon Footprinting for Ports - Rail and inland waterways mainly refer to of Calais Guidance Document´ (2010) of the World containers and bulk material, i.e. to large Ports Climate Initiative (WPCI) distinguishes ports. SSS include both lo-lo (load on - Through the C2C project: between fuel-burning or electric mobile load off) and ro-ro (roll on - roll off). Lo-lo • the completed investment in railway sources and stationary sources of implies vertical handling of cargo to load sidings in the East Port of Calais allowing emissions: road vehicles (cars, vans, and unload ships using cranes or derricks, trains to offload new vehicles directly trucks) crossing a port to board a ferry, thus it refers to containers, as river from the production sites onto the quay ships moored in harbours for considerable transport. Ro-ro, on the contrary, involves and enabling the harbour to handle lapse of time, cargo handling equipment horizontal handling for the loading and combined transport thus optimising that is not designed to operate on public unloading of road trailers or complete lorry- traffic, roads, fuel-fired heating units, portable trailer combinations onto and off ferries via • the removal of a key road bottleneck or emergency generators, refrigeration/ ramps. Ro-ro is more recurrent in SMPs. in Portsmouth (through a re-direction of cooling equipment and many others. all Naval Dockyard traffic away from the The PAC2 port regions undoubtedly city centre), Sustainable cargo handling and ground need effective intra–extra multimodal • an enhanced berth in Zeebrugge to support equipment or cleaner intra-port links to ports to attract and/or retain increase capacity and accommodate transport for people or freight could businesses that are vital for their economic larger vessels for longer distance be adopted by SMPs to limit emissions. competitiveness and prevent their shipping, Examples are hybrid vehicles and relocation to more accessible places with consequential job losses. “The port of Zeebrugge is a logistic platform that is versatile and flexible SMPs must be well connected to EU and to the ever changing market needs. global markets and their investments must To stay ahead of the competition take into account: and respond to its customers´ grow- • the sea and hinterland connections ing demand for technological inno- essential to assist traditional and new vation, the port has been looking activities in which ports may diversify to C2C berth reconversion in more and more into state of the art exploit their economic potential; Zeebrugge and high performance equipment, • the inter-dependency of ports & regions also by taking advantage from cross- on both sides of the (Channel & North) border specialised workshops.” sea; and • the port access and reconfiguration (Patrick Van Cauwenberghe, Port of • the need for long-term cross-border strategy to complement the town Zeebrugge) planning. regeneration in Shoreham,

2 Seas Magazine Page 13 Intelligent Autonomous Vehicles (IAV) such and IMO (International Maritime Some PAC2 ports (e.g. Zeebrugge) have as the RobuTAINeR prototype realised by Organisation) MARPOL Annex VI will reacted by installing an LNG terminal the InTraDE project (co-financed by the have consequences for ports located as suitable bunkering facility. On the Interreg NWE Programme) and tested at in a Sulphur Emission Control Area other hand, others (e.g. Calais) have been the Port of Oostende, PAC2 lead partner. (SECA), i.e. for the PAC2 partners, looking on how to manage scrubbers the , North Sea and waste. Another economy of scale The question, as ever, is: can SMPs afford Baltic Sea. mitigation currently sought by the port it? It is advisable that in this path towards In order to meet this target, ships need of Portsmouth is to increase the size of innovation they are accompanied more either to be powered by alternative fuels a berth to be able to handle bigger ships regularly by their region or other relevant -e.g. LNG, methane, ethane, Marine Gas (e.g. cruise ships) which in turn can lead public bodies, as well as by local business Oil (MGO)-, or use abatement methods to more business and employment locally. networks (e.g. Chambers of Commerce, to comply with the sulphur cap, e.g. be Trade & Invest agencies) through fairs, equipped with scrubbers which remove “Ports, as a matter of survival, adapt B2B or other methods of stakeholder sulphur from the exhaust gases, thus their operational abilities, as well as engagement. By concretely connecting ´purifying´ them. their business and development plans themselves to companies that produce to meet changes in the customer pioneering technologies and new market In two workshops, in Zeebrugge and driven market. Such changes in the solutions and by being truly responsive to Portsmouth, with the support of experts market sometimes create unfore- entrepreneurship and innovation, SMPs from Brittany Ferries and the PENTA Baltic seen opportunities for ports, such as can prove that, especially during and project (i.e. ports of Stockholm, Tallinn, the offshore renewable energy pro- after times of economic crises, trade and Helsinki, Naantali and Turku), the PAC2 gramme giving new life to smaller inward investments can be encouraged via partners have looked at the measures ports whose fishing fleets have been seaports. that SMPs and their customers can take to replaced by maintenance tenders for alleviate the effects of this policy and lessen these large wind turbine arrays. New Cleaner fuels for a greener repercussions on ports, especially SMPs. technology, as it has provided ad- shipping industry and ports vances in the ability to provide quicker The key issues that have been raised are: deliveries with less cost, is quickly SMPs have to handle various types of • alternative fuels require adequate adapted to. Ports that have existed for vessels which generate pollution: seagoing infrastructure for their supply, therefore hundreds of years have seen sail give vessels and harbour vessels operating at the supply chain for new fuels and the way to coal which in turn gave way to port areas range from ferries to cruise role of SMPs in it must be taken into oil. Ports quickly provided each in turn ships, fishing boats, dredgers, tankers, consideration; to a market that knew what it wanted. tugs, offshore support vessels, Coast • gas cleaning via scrubbers produces The near future provides a time of un- Guard and military vessels and recreational residues (sludge) and waste containing certainty with a change to low-sulphur yachts and boats. dangerous substances that ports need fuel dictated externally to the shipping to be able to dispose of correctly; industry which in its turn cannot deter- • a serious threat exists that shipliners mine an immediate response. Those decide to move their operation outside shipping companies that are willing to the SECA area; invest in the required technology (in • a possible distortion of competition some cases costing tens of millions may arise with less regulated ports in of extra pounds) will find themselves Southern Europe and the rest of the hobbled with excessive costs if other world; competitor companies take advantage • the Sulphur Directive applies only to of a failure to monitor compliance or emissions from the shipping, but not if the fines for failure to comply are the aviation sector which, it has been meaningless. For a port whose ferries noted, could be perceived by some as a are its life-blood and which stands 80 discriminatory action. Nautical miles from its nearest French partner port, the fact that its closest rival port is only 21 Nautical miles from In order to achieve a greener transport France means that the effect of the system that can be sustainable on the SECA will be 400% greater. Monitoring long-term, the European Commission customer needs and trying to antici- has started imposing stringent standards pate what they might be is currently that are now posing serious challenges the most important thing for an SMP to EU ports and the shipping industry. to get right.” The Sulphur emissions limit of (Jeremy Clarke, Portsmouth Interna- 0.1% from 1st January 2015 set by PAC2 workshop on Sulphur Directive tional Port) the Sulphur Directive 2012/33/EU

2 Seas Magazine Page 14 the Sulphur Directive, it becomes more “Emissions from shipping due to the complicated for SMPs to relatively quickly “One of the major objectives of Nord- combustion of marine fuels with a conform themselves to the new situation Pas de Calais’ regional authority is to high sulphur content contribute to and easily modify their strategies and/or position the territory as a European air pollution in the form of sulphur infrastructure to address the impacts of hub for transportation and logistics. dioxide and particulate matter, which the new legislation. The analysis of the logistic system harm human health and the environ- co-financed by the C2C project ment and contribute to acid deposi- The PAC2 partners therefore agree that, identified a few thematic issues tion. Without the measures set out in in order to facilitate the transition to a low (networks, services, territories, this Directive, emissions from ship- carbon economy, it is strongly advisable governance) that are now being used ping would soon have been higher that funds are allocated by the EC to to build an operational strategy for than emissions from all land-based accompany ports, maritime businesses the development of competitive and sources.” (Directive 2012/33/EC). and shipping lines during the process. sustainable logistics. The Regional Some forms of incentives to owners/ Council, which owns the ports of operators to use cleaner marine vessels Calais and Boulogne, ensures a and to ports to adapt their infrastructure sustainable development of the two To summarise: what has been the lesson have been made available (e.g. through ports by implementing necessary learnt so far by PAC2? Market or business the TEN-T). However, it is still to be seen investments and skills. Working with driven change stimulates small and what other type of financial tools will be other ports and regional authorities medium size harbours to regularly revise provided in the future to SMPs, on which helps us more comprehensively their development plans. Eventually it ground they will be given and to which assess cross-border challenges and may even make them take unforeseen extent these will help them retain shipping understand how to better regenerate but successful paths and commercial lines in the SECA. old facilities, exploit under-utilised choices, such as been the case of the spaces or tackle issues concerning investments in the offshore renewable congestion.” energy. On the contrary, when change is (Regional Council Nord Pas de Calais) enforced by regulators in Brussels, as with

2 Seas Magazine Page 15 CHAPTER 2 Small and Medium sized Ports as hubs for smart growth

Not only large, but also SMPs are vital for the economy of their regions, as they provide -in different ways and degrees- direct impacts (e.g. contribution to employment, GDP, tax revenues), indirect impacts (e.g. jobs and activities within the supply chain) and induced impacts in the wider EU economy (e.g. jobs and activities in retail and leisure support by those directly or indireclty employed in ports). Furthermore, they create catalytic spillovers / muliplier effects (e.g. by enabling other industries to function). Hence, the overall port industry contributes substantially to the prosperity of a region, also through harbours that are not major gateways to international trade, have big dimensions or handle large volumes of cargo/passengers.

As recognised by the PATCH project and, • attract the (renewable) energy Innovation in later, by the PAC2 cluster, in order to sector and serve as manufacturing SMPs to serve new contribute to meet these objectives and centres, installation or Operation and accomplish ´smart growth´, SMPs need Maintenance (O&M) support sites for industries to adapt to new policies, market trends offshore/onshore wind, wave, tidal and environmental circumstances, by plants; The EU2020 Strategy has identified constantly adjusting their strategies, • enlarge their activities (e.g. fish farms, 7 “flagship initiatives” to create the management, operations and also in connection to wind parks); conditions for a smart, sustainable and infrastructures. • employ technological solutions to reduce inclusive growth. ´Innovation Union´ inefficiencies in communication and and a ´Resource-efficient Europe´ are In recent years port authorities have intra-port transport, ensure time saving particularly pertinent to the ports agenda. already moved away from their past for customers or enhance operations; Innovation, in particular, is considered tendency to concentrate only in operating • plan port-centric developments and as a main driver of economic growth. It the port. Ports now see themselves as key clustering of research institutions, covers products, processes, marketing players for their local industries and are business parks, enterprises and logistics and organisation. therefore trying to be smart and balance investments. their economic and environmental impacts. How does this relate to SMPs? It needs to By specifically analysing some of the inner be emphasised that the EU2020 targets Across Europe SMPs have therefore started and outer port challenges pinpointed by include: reacting in different ways to the changes the C2C and PATCH projects, the PAC2 • greenhouse gas emissions 20% (or even in the framework in which they operate, partners have gathered that, in order to 30%, if the conditions are right) lower trying also to depend less on the industry pave the way to innovation, certain basic than 1990 or trade developed within their hinterland. framework conditions must be set up. • 20% of energy from renewables Various SMPs have looked at the option to: SMPs must look at benchmarking new • 20% increase in energy efficiency. technologies in both infrastructure

2 Seas Magazine Page 16 and management, arrange new by SMPs speedily and effortlessly. Once “To be able to speak freely and processes/services and modernise taken, the decision can have profound on- openly with Continental partners their strategic planning processes. site ramifications and imply challenges in and also other ports not directly They need to link to a large extent with terms of finances, operations, capacity, associated with our business has local and international networks and facilities, equipment and competences, been very beneficial and advanta- events and be truly open to external depending on the role that the port chooses geous. Thanks to a workshop or- ideas and feedbacks. This will increase or has the opportunity to play (import/ ganised by Zeeland Seaports we the likelihood of creating innovation export port, O&M port, construction port, were able to discover a new less -to combine with existing endogenous manufacturing port, blue energy port). costly Dutch dredging technique potential- and becoming attractive to called ´water injection´. Since then outside companies. This may also help It is plausible that their personnel may it’s been applied in Ramsgate.” foster the port’s resilience in the event of initially lack the specific understanding of (Robert Brown, Port of Ramsgate) an economic downturn. the new sector’s technical requirements and therefore external specialist support is The dichotomy faced by PAC2 ports necessary. But it is also true that a harbour in harnessing these promising using traditional dredging techniques -with its managers, engineers but possibilities despite a shortfall in – trailing suction hopper dredgers and also sailors, fishermen, navigators- resources is paramount. It is here cutters for instance. But for the regular is a concentration of endogenous where cross-border cooperation maintenance of smaller harbours, the knowledge and professional skills has brought significant added value technology of Water Injection Dredging that are often not entirely visible by sharing knowledge of innovative can be an effective, economical and and recognised despite their value. financial instruments and avant- environmentally sound solution” (Facts SMPs can offer more than what many garde technological solutions. About, Nr 01/2013). companies think or are aware of. Collaboration has promoted joint working, reduced duplication and The port of Ramsgate’s introduction of the As exemplified by the PAC2 port partners, optimised human and financial capital WID technology -with which it is possible the incomparable knowledge of the during the period of cooperation. This to dredge marinas without dismantling sea as well as the experience (and has not led to a dramatic ports revamp structures with connected time and cost ability to share it) of captains and or groundbreaking improvements, but to benefits- is an example of how PAC2 marine construction engineers, several solid commendable results. partners have been able to successfully for example, are a major priceless capitalise on collaborative experience with resource for SMPs that shouldn’t Investing in innovative very limited human and capital effort. be lost, as it could be beneficial for technologies the new industries locating in the Analogously, the successful B2B ´Eco- harbour and involving port and in- Innovation can start at the heart of port innovation in the Channel ports´ water activities. Who knows more about operations, e.g. in dredging, a recurrent organised by PATCH onboard the Spirit of winds, tides, waves, currents in a port? task which all SMS have to foresee in their France in a crossing between Calais and Can the knowledge and immaterial assets operations. Its method and the re-use of Dover reiterated how fruitful exchanges of SMPs´ staff be used in a different, non sediments in the Channel area have been can be, when inter-connected ports traditional way, e.g. by marine energy analysed by the Interreg France/Channel- collaborate. The event was useful not developers, and how? England SETARMS project, which had only to hear about innovations that boost knowledge exchanges with PATCH. PATCH port logistics, but also to bring at the This is an open question, whose many itself held a workshop on dredging and same table a wide range of eco-innovative answers will come in time, with the surveying in Vlissingen which enabled the companies, some of which left the ferry establishment of currently emerging Port of Ramsgate to identify a novel, more with concrete business propositions and industries (e.g. wave and tidal) and the suitable and economical solution for its promotion results. reshaping of ports to respond to these harbour (i.e. Water Injection Dredging or other market scenarios. Though, it is or WID), thus proving that cross-border Adapting whilst undeniable that in the meantime a variety cooperation can have visible, immediate diversifying port activities of EU ports has already started diversifying positive outcomes. their services and optimising their assets Due to their size and configuration, SMPs to serve different target markets – a Water injection dredgers can be ideal tend to be more flexible than larger fact that has not gone unnoticed in the for SMPs because they have good harbours. They can therefore more easily support work carried out by the European manoeuvrability and can dredge very re-define some parts of their strategies Commission in the preparation of the EU’s close to embankments and quay walls. and activities in light of market-driven Blue Growth Strategy in 2012. The International Association of Dredging demands. One of the options is to invest in Companies (IADC) states: “Generally new growing sectors and/or specialise in a An innovative adaptation of port speaking the larger the port project, the specific niche. infrastructure for new uses was made more cost-efficient dredging becomes It is naive to think that this can be achieved thanks to PATCH by the ports of Oostende

2 Seas Magazine Page 17 and Ramsgate, chosen as installation development and direct revenues are not of pipes for waste to energy projects in and O&M sites for offshore wind farms. the only tangible result of port activities ports and the ‘circular economy’ - the They respectively constructed a heavy- diversification. The establishment of a focus for the European Commission’s load quay and installed a custom-built diverse range of industries and spin-offs Green Week in 2014. pontoon for wind farm service vessels. around a port can have multiplier effects. Their management and technical staff’s It is easily inferable that business leads Investing in energy cross-border exchanges and bi-lateral to more business, more employment efficient technologies meetings allowed the staff to have a deeper and growth for regions. In Oostende understanding of the needs of the industry and Ramsgate the giant turbines and Affordable innovative traffic management and acquire additional skills, thus upgrading blades, which can be clearly seen from and monitoring technologies can be part their profile. They were able to compare the coastine, have brought much more of an energy rebate programme for SMPs. their experience and help each other in a than an exciting panorama: the sites Within PATCH, the port of Calais fittednew field that was brand new to them. Their are now buzzing with specialist support and generation electronic road signs and know-how was later placed at disposal of crew boats servicing the windfarms, new variable message signs –powered by Newhaven Port and Properties when the buildings for the ongoing O&M, expert staff, solar panels– on the ring road used to port was selected as O&M site for the contractors’ operations and so on. access the port and the port perimeter, as Rampion offshore wind park, thus showing well as equipment to control traffic flows, how SMPs can genuinely assist each other guarantee better accessibility, customer (regarding the PATCH project) without jeopardising their position. information, security and less congestion, “...collaboration has been estab- thus downsizing the carbon footprint of lished with professionals from the UK, the harbour. The CCI Côte d’Opale which France, Belgium and the Netherlands manages the port also carried out a study to promote innovation and demon- on renewable and alternative energy stration in the fields of energy efficien- technologies and R&D (kinetic ramps, cy, waste, smart metering, small scale tidal/wave energy, solar energy, renewables, kinetic energy generation waste energy). The report raised much as well as intelligent information to curiosity but also broader questions New pontoon in Ramsgate serving travellers and hauliers to reduce emis- the offshore Thanet & London Arrey among the partnership concerning the sions and costs.” wind farms feasibility of these solutions as well as (´Blue Growth report´, DG-MARE) their areas of application. The value of this cooperation has been acknowledged by the report commissioned However, to enable port investments If energy production requires scrupulous by DG-MARE ´Blue Growth. Scenarios in new business areas, policy support, thinking, direct and quicker results and drivers for Sustainable Growth from funding and adequately professionally in terms of energy efficiency can be the Oceans, Seas and Coasts´ (Ecorys, trained labour force are an essential pre- obtained via simple retrofits or small scale Deltares and Oceanic Développement, requisite without which SMPs and their demonstrators. During the PAC2 capacity 2012) that recommends PATCH as a regions cannot flourish. building event, Portsmouth International noteworthy “mechanism to promote Port presented its experience in replacing synergies between regional ports.” Energy efficiency the existing floodlights at the Continental in SMPs Ferry Port with low energy equivalent LED floodlights, achieving an impressive In order to make energy savings, SMPs 70% energy reduction. This has provided need to understand first: the other SMPs with a practical example • their existing energy infrastructure and of how small scale investments in modern uses (ports and port tenants´ operations technologies can have major impacts on and facilities, equipment, vehicles); the efficiency of their operations. • future energy demands; and Heavy load quay in Oostende to • landside (e.g. onshore wind parks) and A larger scheme, instead, was serve the offshore energy industry seaside (e.g. offshore wind, wave, tidal implemented by Zeeland Seaports energy generation) with a potential to through PATCH under the slogan “One Following the example of Ramsgate, bring significant energy efficiencies with company´s waste can become another’s Oostende and Newhaven, also Dover a definable return period. raw material.” The so-called Multi Utility Harbour Board has now been looking at Provider (MUP) is a spacial reservation how to become an energy centre through Learning from the PATCH project results, in which an extensive, uniform network PAC2. DHB is currently already testing the PAC2 partners have been able to of hidden pipelines can be placed -within tidal energy in the Pro-Tide project under become more familiar with manifold a safe dedicated strip of land- to foster the Interreg IVB NWE Programme. aspects of energy efficiency for SMPs, the sustainability of the industry in the such as in sustainable port buildings Gent–Terneuzen Canal Zone. The system As PATCH demonstrated with its energy- and equipment, energy audits and is based on the exchange of commodities related best practices, professional smart metering and combined use and waste products (CO2, heat, gas,

2 Seas Magazine Page 18 biodiesel, water, electricity, organic waste) with its benefits and economics, and it was between companies via a corridor of found as a viable option for some SMPs. aligned underground connections. An appreciable result was that, based on a study on cold ironing developed by the Port of Calais, a similar analysis has been possible for the port of Zeebrugge. Cold ironing or Alternative Maritime Power (AMP) simply involves plugging marine vessels into the national grid, via onshore power supply and shore connection. Through this process and by switching Multi Utility Provider concept in in the the ship engines off whilst moored at Canal Zone Vlissingen-Gent berth, emissions can be lowered in ports areas. The PAC2 cross-border learning The functionality, advantages and exercise has once more brought to light an reliability of the unique MUP infrastructure interesting potential opportunity applicable The new terminal building at and concept were presented to the port’s to SMPs but whose utilisation should not be Portsmouth counterparts in Belgium, France and the regulated. Also ESPO (European Sea Ports UK explaining how such an innovative Organisation) and FEPORT (Federation system with its sustainable use and re-use of European Private Port Operators) are “Ports are a hub for a variety of in- of residual flows can help lower carbon clearly against any introduction of legal dustries and services associated with dioxide and increase energy efficiency. obligations to ports for the provision of processing, manufacture, transport, This concept has also been adopted by this technology, because it is not a “one- storage and people. All this activity re- the Smart Delta Resources platform to size-fits-all” type of solution (´Common quires energy which means that they improve the position of existing chemical ESPO and FEPORT position paper on the are therefore often a focal point of en- industries in terms of energy costs and proposed directive for the deployment of ergy demand within the surrounding scarcity of raw materials. alternative fuels infrastructure´, 2014). area. This means that as well as hav- ing a hinterland infrastructure in place Such PAC2 measures to achieve “Higher Resource efficient ports to transport vehicles and goods there and sustained improvements of resource is often much of the hinterland infra- efficiency performance” are in line with An example of how to minimise the carbon structure in place to transport electric- the recommendations of the European footprint and improve energy efficiency ity. It is important that ports examine Commission set in ´Towards a circular by utilising eco-friendly technologies is and compare their individual experi- economy: A zero waste programme for the £16.8m state of the art new terminal ences on this topic to develop energy Europe´ (COM/2014/0398 final). building that Portsmouth International efficient solutions.” Port delivered between 2010 and 2011. (Vicky Jago, Dover Harbour Board) Cross-border exchanges on The funding secured by PATCH helped renewable energy & finance a few of the innovative features of energy efficiency the structure, such as: Port infrastructure • the wind-catchers on the roof which optimisation to Much knowledge has been acquired harness the prevailing SW’ly winds to through PAC2, especially in the energy provide natural ventilation; address climate field. Electrification has been debated, • a sea water-source heat pump change system -unique in the UK- that allows “Businesses are essential for the the transfer of thermal energy from the economy of a territory, and even more sea to heat and cool the building. Climate change is expected to have for the growth of small and medium numerous implications for ports, their sized ports. The MUP, which inter- As PAC2 follow-up, the Port of Dover is cities and inherent transport networks. connects companies in the Canal Zone looking to investigate how to best link, Nevertheless, climate change port Vlissingen-Gent, improves settlement store and distribute the various energy adaptation is still not considered as a conditions for new companies and generation sources, so that they work priority by many SMPs. demonstrates how integrating together as a coherent unit to suit demand. enterprises and harbours can make a Furthermore, the port is interested in In order to cope with its more predictable region not only more efficient, but also identifying the effect of the additional impacts and understand how to enhance more attractive and competitive. Multi generation on local electricity distribution their resilience through qualitative Utility Providing is the future backbone network and whether any upgrade of the evaluations and quantitative operational for sustainable port development and existing Grid connection would need to be decisions, some PAC2 port partners have cross-border cooperation.” carried out to cope with the additional flow already incorporated this delicate issue in (Dick Engelhardt, Zeeland Seaports) of energy. their development strategies and had bi- lateral discussions on the matter.

2 Seas Magazine Page 19 It has been ascertained that it may have conditions, as reported in ´Monitoring and technological hazards the ports quite substantial tangible consequences the impacts of severe weather - SWIMS might incur into (i.e. floods and industrial on their infrastructures and equipment. Event Summary Report for & Medway accidents) through the Interreg IVC Furthermore, it may also imply significant Winter 2013 -14´. project CivPro: Regional Strategies for clean-up costs and produce environmental Disaster Prevention. Within the ´Flanders damages, economic decline with social Natural disasters can occur in the 2 seas. Bay 2100´ programme, the Masterplan deprivation and, of course, have long-term Climate-induced sea level rise and the ‘Vlaamse Baaien’ has designated the repercussions on the quality of life of port- increased likelihood of coastal flooding Flemish Banks as a coastal protection area, towns inhabitants and workers. should not be underestimated according thus providing additional support to the to ´Rising sea levels in the English Channel PAC2 ports of Oostende and Zeebrugge Also indirect impacts should not be 1900 to 2100´ (Ivan Haig, Robert Nicholls in their efforts to withstand heavy rains, neglected. Portsmouth City Council and Neil Wells, 2010). flooding and extreme weather conditions. and the Hampshire Climate Change Commission observed that climate change Acknowledging a risk should then go hand may have negative effects on some of the in hand with follow-up steps to prevent cargoes that use the port, e.g. an increase it or effectively handle its impacts. Yet, in violent storms in the Caribbean could because SMPs are burdened with the affect the banana crops with potential core business of their activity and, as adverse effects also in the banana trade repeatedly mentioned, they do not have with Portsmouth (´An overview of the enough staff and funding, investment impacts and opportunities of a changing in infrastructure and/or technological climate to the City’s economic wellbeing´, equipment able to cope with climate 2007). extremes and strategies to diversify trade into climate resilient commodities have not SMPs should therefore engage with been given precedence. various concerned actors to have a deeper understanding of the problem and take Physical investments the appropriate measures to cope with it. During the meeting ´Climate Change PATCH co-funded Master Plan for the Responses to climate change from SMPs Impacts and Adaptation: A Challenge port of Newhaven and their port regions could include a for Global Ports´ organised by the UN number of concrete actions: Conference on Trade and Development • investments in new breakwaters (such (UNCTAD) in Geneva in 2011, a constant The CHARM project, co-financed by the as the one constructed in 2012 by the dialogue between all stakeholders Interreg IVA France(Channel)-England Port of Oostende) to ensure further port involved (academia, port authorities, Programme, has highlighted that climate towns’ protection, environmentalists, policy makers, change has already had quite a relevant • adaptation of port infrastructure transport industry, insurance sector, impact on marine life and the distribution (e.g. strengthening quay walls), financial and lending institutions, policy of fish stocks and, consequently, on the • water retention basins to gather water makers) was recommended to bridge the fishing industry. during flooding, gap between science and policy and more • ensure alternative routes of transport consciously prepare for the future. Even if the PAC2 partners have not modal split in the supply chain network concentrated on this topic, they agree (e.g. diversion of certain type of traffic Adaptation strategies that small and medium sized fishing to SMPs when flooding affects larger and commercial ports should in general ports), Although the Channel and southern North pay more attention to climate change. • rail/road able to cope with flooding. Sea area are not normally exposed to Medium-to-long term planning with risk extreme weather conditions (such as big assessments, technical analyses and port It is no news that the provision of new hurricanes, tsunamis, etc.), more and climate adaptation guidelines should be infrastructure and adaptation of existing more exceptionally severe storms have carefully foreseen in addition to shorter facilities always involve high capital costs, been visible in the last record-breaking term physical layouts and engineering but the PAC2 partners believe that these winter. Heavy rains, strong winds and projects. can be minimised thanks to external (EU) high waves caused widespread flooding, financial support and the lessons learnt via coastal damage and even the temporary In its PATCH co-funded Master Plan collaborative exchanges between SMPs. disruptions in the functioning of harbours. the Port of Newhaven has done so and For example, during a PATCH workshop It occurred, for instance, in February recognised both the need for a thorough organised at the port of Zeebrugge, the 2014 in Dover where the port was closed flood risk assessment, and the threat participants had the chance to see actual overnight and the management’s following related to the cost of climate change construction works at the Container long-term response was to amend its and flood defences. Likewise, the Port Handling Terminal. This exchange of training schedule to incorporate surge of Oostende has identified some natural technology/engineering information and

2 Seas Magazine Page 20 demonstration on how to build reinforced of businesses with related jobs, i.e.: Cooperation between ports quay walls in real seaports was useful to • ´port required industries´ (e.g. transport & port towns/regions have an insight also in the key elements that and logistics), the structures require in order to withstand • ´port attracted industries´ (e.g. The ´Cross-border port & transport stronger waves, winds or heavy rains. chemicals, refineries), infrastructure investment framework and • ´port induced industries´ (e.g. firms that logistics study´ developed by the C2C expand their trade importing/exporting project states that many ports and inherent through the port). hinterlands in the 2 Seas area represent a valuable source of economic activity, but First, ports play an essential role in must continuously adapt to critical changing global supply chains, and – as such circumstances. It therefore suggests that – act as facilitators of trade between more coordinated and complementary port-regions and countries. Ports investment proposals should assist ports PATCH technical demonstration in also provide value added through the and their regions to reinforce their cross- Zeebrugge on how to construct quay economic activities that they and the border links as well as attract or retain walls in ports firms related to ports perform. This manufacturing and/or distribution activity economic value translates into port- together with options for wider port Ports as hubs for related employment. Finally, ports are diversification. regional economic also spatial clusters for innovation, re- search and development . development & (´The Competitiveness of Global Port- social inclusion Cities: Synthesis Report´, OECD, Olaf Merk) Ports are businesses and economic entities in their own right. They provide regions with added value by contributing Shipping, shipbuilding and fisheries are to the progress of traditional activities often the main maritime activities, but Joint C2C-PATCH conference “Adapting Coastal and Port Industry (transport, maritime and chemical offshore/onshore energy, blue industry, to Regional Needs” industry, construction) and the take off marine construction and coastal tourism of new high growth industries (energy, can generate significant revenues, eco-innovation). Their infrastructure, too. The PAC2 partners are aware that C2C and PATCH have both stressed that operations and strategies are therefore opportunities exist for ports in the field of competitiveness can be retained for SMPs indispensable in the first place to ensure marine industries and that new business only by an excellent logistics and seamless resilient inland and cross-border transport streams can be triggered, as new economic supply chain that recognises the maritime connections. In addition, they also serve activities tend to attract other inter- dimension and the inter-dependency of as poles for clustering enterprises and connected industries and activities, such as ports and regions across the Channel and research institutions, as well as to facilitate aquaculture and wind farms. Hence, ports southern North Sea. The issue is how to and/or accelerate economic development. also have a relevant economic potential best bridge ports with their hinterland which can generate employment and as well as ports and regions with other facilitate the growth of a region. ports and regions to provide shipliners, “There is a wide range of industrial cargo owners, expeditors and forwarding activities – petro-chemical, steel, Apart from the strengths of their local agents with convincing alternatives. The automotive, energy production and industries, the PAC2 SMPs lie between obstacles are two-fold: one is local, the distribution that are located in ports. four major industrial and metropolitan other is transnational. Ports are also at the heart of economic conurbations: London (UK), activity for wider maritime clusters, in- (France), Randstad (The Netherlands) Locally, the re-shaping of harbour towns in cluding shipyards, marine equipment, and the Flemish Diamond or Vlaamse northern Europe in post-war era with the crane and terminal equipment pro- Ruit (Belgium). They are also not distant increases in intra-European and global trade ducers, salvage companies, offshore from important centres in the German had the effect of divorcing port operations companies, marine construction firms, Rhine-Ruhr metropolitan area. They can spatially from their surrounding urban area. dredging firms, naval bases, etc.” therefore take advantage of the proximity As a result, the ports and towns’ (territorial) (European Commission - to these relevant catchment areas and: development plans have often been realised MEMO/13/448 23/05/2013 Europe´s • serve as supply ports specialised in in relative isolation from each other and Seapoports 2030: Challenges Ahead) diverse niches; without real integration. This has generated • temporarily act as support facilities for and can still continue to create fragmented According to ´Economic Impact of a Port primary ports in case of slowdowns and/ and incompatible freight/passengers on a Regional Economy: Note´ (Gilbert or stoppage due to natural or man-made transport solutions through harbour towns R. Yochum and Vinod B. Agarwall, 1987- events, thus increasing the resiliency of along with additional congestion problems 1988) seaports can attract a wide number the macro-region’s transport network. and social inclusion barriers.

2 Seas Magazine Page 21 The issue of separated (and sometimes operate. Similarly, local policy support to Regional development agencies such as conflicting) planning also apply to the SMPs -in or outside EU projects- may not be the PAC2 partner POM West Flanders relations between ports and public sector granted if, for example, Eurosceptic political can be very important for SMPs to place authorities responsible for regional views prevail. themselves better and enhance the port economic development or transport region’s endogenous potential. Above strategies. In this case, ownership or In order to bring port end-users and all, they can help the port have a more organisational changes for the port or the clients, researchers, policy makers and comprehensive overview of the region’s public body may not ease their relations, local communities together and win their economy and industries, so that the as the transformation process implies support, the PAC2 partners have applied port and port regions´ strengths can be restructuring, change in competences and various stakeholder engagement exploited by working together. a temporary spending freeze during the techniques and methodologies, such as transition phase. surveys, interviews, newsletters, bi/multi- “As a regional development agency, lateral meetings, sponsoring plentiful POM West Flanders aims to imple- In 2012 Regional Development Agencies multi-theme events -all free of charge- ment socio-economic policies that were completely abolished by the (on multimodality, port financing, energy, help the region become not only UK Government and their transport master planning, blue growth, cruising) more competitive, but also better strategies disregarded, thus depriving and hosting B2B events to link companies positioned and visible internation- ports of an intermediate interlocutor and Chambers of Commerce from the ally. European cross-border projects and creating a gap between local and participating regions. The process was such as PAC2 give us the chance national institutions which voluntary Local useful to: to network, meet potential foreign Enterprise Partnerships (LEP) are trying • inform them objectively about their investors and, above all, promote to fill. Because of its closedown, the plans and operations and help them our ample offer in terms of services, South East England Development Agency understand their challenges; industries, transport, logistics and (SEEDA) was forced to complete the C2C • consult with them to obtain feedbacks trade opportunities. Ports are, obvi- project which it was leading ahead of or proposals for improvement; ously, some of our strategic assets schedule. This has highlighted how policy • involve them directly to make them feel and we welcome any initiative that choices may interfere with the smooth part of the port; can boost their development and implementation of a collaborative EU • collaborate with them on specific recognise their economic value.” project. activities (e.g. organising joint events). (Alexander Demon, POM West Flanders) Whichever is the case or framework, it Exploit SMS port and port is imperative that ports and their towns/ region potential regions communicate with one another, if In the C2C project the Province of West the best possible economic environment Once external conditions are favourable Flanders, SEEDA and the Regional Council and offer are to be achieved. and no major external interference hinders of Nord Pas de Calais drew up an economic its development, a port has the chance to profile of their regions which took into Similarly, at cross-border level, port- prosper. However, it is first essential that consideration the distribution sector, to-port and port region-to-port regions it accurately evaluates its performance the economic structure and the labour connections must be made possible. PAC2 and potential related to market demands. market. By comparing market conditions, is adamant about raising awareness that A rigorous and honest assessment can economic outputs, stakes and logistical EU collaborative projects are the allow the SMPs to identify niche markets situation, their diagnosis was a useful tool ideal framework where ports and and articulate Unique Selling Propositions to verify whether and where opportunities relative stakeholders from different (USPs) that may make it appear as for collaboration were feasible. countries and cultural background, particularly captivating for national or mind settings and languages can foreign investors. Inclusive growth for ports interact. and their local communities Some PAC2 ports have highlighted, for However, the cluster partners have also example, their availability of unutilised Generally speaking, over time increased emphasised that some external factors space or deep waters (e.g. Newhaven), the shipping and transport have persuaded can influence negatively the growth of an proximity to energy clusters or industries port authorities to expand their facilities. SMP and its ability to collaborate fully with (Oostende, Ramsgate), the position in As previously mentioned, such utilitarian cross-border counterparts. In a profit- the busiest and shortest channel route reconfigurations have inevitably caused oriented market, transport operators are and energy potential (Dover), the port a spatial, functional and social separation comprehensively more prone to think of multimodal connections (Zealand, Calais) between ports and their cities and their immediate short-term interests and and/or presence of varied industries inhabitants. In view of their size, SMPs have they are less inclined to consider SMPs’ and links to EU and global networks typically remained physically closer to their cooperation and the added value they may (Zeebrugge, Portsmouth). towns and local community. However, their provide together to the long-term economic ties and relationships have taken diverse benefit of the port-regions in which they forms and variegated nuances.

2 Seas Magazine Page 22 Sometimes ports and towns exist side exercise, the ports of Newhaven and the ports of Zeebrugge and Oostende; the by side and their inter-dependence is Portsmouth engaged with multi-sector refurbishment of Ramsgate’s Military Road unmistakable. Often they simply co-exist stakeholders, including businesses, Arches thanks to the cross-border Yacht and the interlinkages between the two are citizens and public authorities. Local Valley project). negligible or motivated by opportunistic enterprises were also involved in many necessities. For instance, in modern times, cross-border PATCH-C2C-PAC2 workshops What does this demonstrate? That in the port’s need to raise capital and the and Business to Business events. these days SMPs have been focusing more pressures (or speculative initiatives) of real Moreover, as part of the C2C Trafalgar and more on their marketing strategies, estate promoters and property developers Gate scheme in Portsmouth, the road having realised that a pro-active approach have repeatedly resulted in the conversion was embellished with a mural completed can be beneficial with both commercial of commercial/fishing waterfronts into by a junior school via marine-themed and non-commercial stakeholders. It (private) residential and recreational paintings. The new access gained an also proves that, in order to attain more uses, thus compromising the possibility of award from the Portsmouth Society in effective marketing tools and knowledge, establishing future port business activities. 2012 for Best Landscaping. EU funding, projects and partnerships can A trade-off considered, especially during represent a profitable option. periods of crisis, as a small price to pay, enabled by the fact that “waterfront always sells”.

In long-term planning, societal integration and mutual understanding between the two parties are a crucial aspect of port governance. They can facilitate the relations between the port and its surrounding societal environment, but also help SMPs demonstrate their value with Marine-themed paintings in the general public and avoid NIMBYism, Portsmouth i.e. Not In My Back Yard opposition to port development plans from community groups. Guided tours of the port for students/ citizens, maritime events and museums, Since 2009 the European Sea Ports maritime heritage revitalisation are other Organisation has been handing out an initiatives that various SMPs, also within Award on Societal Integration of Ports with PAC2, have been undertaking to gain the intention to stimulate ports to better public support, by visually presenting the co-operate with their local communities economic function of ports and letting the and, at the same time, “promote the visitors enjoy the unique atmosphere that The partners visit Ramsgate´s positive image of the port as a place to harbours and their quayside can evoke renewable energy facilities experience, live and work”. (e.g. the 2011 Flemish Port Day involving Innovative port Societal integration of ports is an “In order to develop and implement essential part of port governance strategies for future development, management which concerns actions by port au- small and medium sized harbours What does it mean to run a port? thorities that aim to optimise relations cannot be considered as single between the port and its surrounding entities. They are part of a complex Nowadays, port managers and technicians societal environment and it focuses network of ports and regions with are responsible for: on the human factor in ports, i.e. cross-border logistic and economic • providing or coordinating multiple (future) employees, people living ties. During the master planning services (strategic policy; master in and around port areas and the process, engaging at the same time planning; business development; general public. with local stakeholders as well as law; finance, accounting and (´Code of Practice on Societal with the transnational partners of the budgeting; logistics; safety, security Integration of Ports´, ESPO) ERDF co-funded PATCH, SETARMS and environmental management; and SuPorts projects has allowed the engineering; marketing & promotion; port (and town) of Newhaven to inte- The PAC2 SMPs have acknowledged that terminal operations management; IT); grate the local dimension into a wider a commitment should be made as far • liaising with numerous stakeholders and macro-regional perspective.” as societal responsibility and port-town third parties (terminal and shipping line (François Jean, Newhaven Ports & interface improvement are concerned. In customers, transport operators, local Properties) their PATCH co-funded master planning communities, etc.);

2 Seas Magazine Page 23 • attracting new terminal and cargo Information exchanges • EU institutions and networks (EC, business; EIB, European Regions Research and • developing new commercial activities; Master planning has been the main Innovation Network); • ensuring port infrastructural and subject on which the PAC2 partners • knowledge and research centres and operational efficiency. have shared their experience. Why? specialist consultancies. Because strategies that can give the port The nature of modern ports implies, authorities an analysis of its potential and “We found PATCH a valuable learning therefore, the presence of competent and a vision for the future in the medium to experience which gave us (the Eco- highly trained team players. In the case of long term are fundamental to help them nomic Development Team) insightful SMPs, and especially small harbours, due grow. They must be underpinned by a knowledge about the problems and to their limited resources, staff often has detailed business plan to ensure that the issues facing small ports. As PATCH to perform different tasks and cover more vision is realistic and deliverable. For this partners we worked with Newhaven functions. On the one hand this contributes purpose, the consultation with port end- Port to promote it and the town as to the versatility of the employees. On the users, politicians and the local community a location for businesses both in other hand, their professional expertise are key to tackle all major issues of port the maritime, and in other sectors, in certain areas but lack of specialist development, e.g. support existing and particularly low carbon. This has knowledge in others may impact on the new industries, job creation and better helped Newhaven build its identity quality of the results. connections to global markets. as a renewal energy and clean tech cluster in the region, now part of the Staff exchanges & training In order to better grasp how to transfer wider Brighton City Deal.” skills, where to access data on the required (Councillor Rupert Simmons, Cabinet Through PATCH an e-learning platform workforce and profiles for the wind Member for Economic Development, and training programme (with live energy sector and stimulate adequate East Sussex County Council) sessions and website videos – some of vocational education, the PATCH Report which are available on YouTube) was set “Pooling of Resources – Offshore Wind up to help the partners identify common Farms” (Simona Margarino and Martina management problems, pool resources Kabesova, 2010) was realised. Joint promotion and and share costs and information with marketing the ultimate goal of upgrading the port A specialised cross-border report was managers and technicians´ skills. prepared regarding the viability of PPP The difficulty in increasing their visibility to enable the implementation of port and lobbying power is a crucial issue that Following face-to-face interviews with port development investments. (´PPP-P PAC2 ports have tried to tackle in various staff, resulting in the report “Cross border Public Private Partnerships in ports´, Luc ways: analysis of the opportunities for improving Imbrechts, 2012) Other research was the quality of strategic collaboration” carried out (on cold ironing, sustainable • bringing their stakeholders together to (Simon Pascoe, 2009), specialised cross- energy saving and energy re-use in ports) enable business relationships, extend border web seminars as well as technical and video interviews were made with networks and secure policy support workshops were organised on various experts on various subjects (marketing, during PATCH, C2C and PAC2 workshops, topics: port financing, incl. Public Private master planning, dredging). conferences, seminars, B2B; Partnerships (PPPs) & Special Purpose • via promotion of events and results Vehicles (SPVs); energy efficiency & Additional knowledge was gained by taking (incl. videos) in paper and online media; energy generation; renewable energy; part in other EU projects´ events (e.g. • ensuring the presence of local/ eco-innovation; port infrastructure and the BEPPo workshop on Blue Energy; the specialised press, policy makers effective use of logistics modes; master InTraDE launch of an intelligent transport (councillors, ministers, various EC planning; construction of quay walls; vehicle for SMPs; the first SuPorts Departments, EIB), research institutions EU port policy and challenges for the conference on port sustainability). and the industry at the project events; 21st Century; Blue Growth Strategy and • jointly attending or securing a speaking the implications of EU Cohesion Policy Throughout C2C, PATCH and PAC2 the slot in external events or participating post 2020; Sulphur Directive. Speakers major source of information has therefore in relevant trade fairs (e.g. Green Week, included the EC DG-MARE, DG-REGIO, been the continuous and extensive Seawork, Open Days, GreenPort, ESPO DG Enterprise & Industry, ESPO, EIB and interaction with a wide range of: annual events); multi-sector experts. • ports across Europe, also involved in • utilising new social media (e.g. other transnational schemes; Facebook, Linkedin, YouTube); Staff exchanges and regular bi-lateral • companies in the field of energy, • developing joint cross-border marketing meetings also took place, e.g. between transport, logistics, ship building, material (e.g. Ramsgate-Oostende, the ports of Ramsgate and Oostende’s marine, architecture, enginnering and Dover-Calais). staff in order to debate offshore wind eco-innovation; related issues. • local, regional, national policy makers;

2 Seas Magazine Page 24 CHAPTER 3 Conclusions

Through collaborative efforts, the PAC2 cluster has been able to surface medium-to-long term challenges for European Small and Medium sized Ports in the 2 Seas macro-region in terms of low carbon, innovation, resource efficiency, regional economic development and climate change. Risks that may threaten their development have also been considered. How can SMPs now benefit from it? Can follow-up cross-border activities be devised to take advantage of the findings and trigger more widespread and long-lasting results? The answer is yes. However, the right environment must be granted to them, preferably together with policy and financial support. SMPs are pieces that cannot be removed from the EU transport network’s chessboard. They must be given fair chances to play their game also in the future, through a full recognition of their knowledge, expertise and capacity to create economic value.

Europe has over 1200 seaports, of which role is covered by major hubs, SMPs are By reviewing the results of the PATCH only 93 are in the core network and 236 in confronted with an increasing number of and C2C cross-border projects through the comprehensive network of the Trans- significant multifaceted challenges. various best practice exchanges, events European Transport Network. This leaves and feedbacks from multiple stakeholders, an evident empty gap in terms of policy and Nonetheless, SMPs along the Channel the PAC2 cluster has been able to highlight financial support to the majority of Small and southern North Sea lie between that: and Medium sized Ports, whose strengths four important European metropolitan • SMPs can have a prominent place in are often ignored, and whose visibility and areas (London, Paris, Randstad and the their territory and the 2 Seas region lobbying power are rather limited. The Flemish Diamond) where an extensive and more broadly because of the direct, status as Primary node, Secondary node, dense network of roads, railways, inland indirect, induced and multiplier impacts multimodal link or even the non inclusion waterways, ports, airports and freight that they can generate; in the TEN-T list entails that for ports along terminals exists. They are therefore in a • a volume-based definition of ports the coastline possibilities can open up -or good position to be able to take advantage (as small, medium or large) does not not- for European funding. from the proximity to strong economic necessarily imply that the so-called SMPs Given that the policies of various Member centres, for which they can become more bring less added value to their regional States do not regard funding basic port active supply ports. economies than bigger harbours, as infrastructure as a public task, many some of their activities (e.g. support to seaports -especially SMPs- are not subject Furthermore, they have the chance to the offshore industry) can create high to any form of systematic or ad-hoc invest in new emerging sectors (energy, returns in terms of employment, supply financial support also at a national level. eco-innovation) or specialise in niche chain and skills upgrade opportunities; markets, thus bringing additional value to • in order to survive or remain At the same time, though, in a more and the economy of the regions they serve. competitive, SMPs require innovative more globalised market where the leading port financing instruments and new

2 Seas Magazine Page 25 strategies that support the longer term transition to resource efficient operations and equipment. They also need novel technological solutions, modern infrastructure -also able to cope with climate change- and, least but not last, skilled and versatile staff. • SMPs can partly overcome their problem of reduced financial and human resources, by jointly developing transnational collaboration schemes, accessing EU funding and clustering projects, partners and ideas, contributing to shared costs and longer term efficiency savings.

SMPs, public bodies and commercial operators can and must work together Quay wall construction in Zeebrugge to achieve the objectives of EU and national policies in terms of low-carbon economies, resource efficiency, • A fear exists that by working together Added value of cross- climate change response and global confidential information may be border smps´ collaboration competitiveness. Whilst ERDF cash disclosed to a competitor. leverage is a lucrative perspective, the • An anti-EU feeling led by media or Where is the value of working together for common thinking, planning, lobbying and Eurosceptic parties can hinder the SMPs, in spite of competition and various agreeing of priorities beyond cultural participation of some SMPs to cross- other difficulties? and administrative divides is even more border consortia and/or the visibility of • Cooperation between ports can result in significant. It reflects an aspiration to an initiative. visible results (e.g. new infrastructure, establish and maintain an influential and • External interferences, e.g. local reports, strategies, marketing products), hopefully rewarding long-term relationship authorities and politicians’ viewpoints, but also in intangibile outputs (e.g. between public and private sector sometimes clash against port unquantifiable shared knowledge and organisations to jointly advance regional authorities’ plans and business models, upgraded skills). economic performance and ultimately thus endangering also their chances of • EU collaborative projects can provide enhance territorial cohesion in the overall taking part in a EU project or minimising a neutral platform for SMPs beyond 2 Seas area. their value. competition. • Divergent interpretation given by • Flows of ideas coming from joint events The cluster has also highlighted that Member States to EU policies can and training can help stimulate creative dynamics of cooperative projects translate into different national thinking, as well as increase knowledge between ports can somewhat differ due regulations and obligations, thus and expertise with human and financial to multiple motives. However, success making cooperation on certain issues resource and time saving. is mostly associated to the ability to more problematic. • EU funding earmarked for ports or network extensively and selectively, • Ports need to give added value to accessible to ports can keep partnerships integrate complementary expertise their region, but transport operators of SMPs together under a shared goal. and, above all, trust each other in are focused on giving added value to • EU (co-)financing can enable SMPs spite of competition and day to day their companies and customers only. to lever additional public/private workloads. This does not facilitate collaboration funding, thanks to the credibility, larger between SMPs and the businesses partnerships and/or wider context Obstacles to smps they predominantly serve. Balancing provided by European initiatives. cooperation short and longer term agendas is a • A fast delivery of investments is possible dichotomy most SMPs face alongside due to the short nature of EU projects. Some barriers to synergic approaches their commitments to EU collaboration • SMPs can utilise EU initiatives as a tool between SMPs, predominantly within EU projects. to assess or deliver shared services and projects, have been identified by the PAC2 • Although the collaboration may be make savings. partners: successful, the project´s results may not • Business and networking opportunities • Scarce availability of (match) funding be as positive. For example, in the past and awareness raising campaigns can to cover new investments or innovative some SMPs have tried to jointly formulate be organised together by SMPs and their activities -also due to little support or possible itineraries to cruiseliners, but stakeholeders beyond national borders, interest from financial institutions- these have not fully considered their ensuring higher visibility and lobbying may jeopardise the participation to offer, preferring to decide destinations power within Europe and the European collaborative projects in the first place. and ports of call on their own. Commission´s Directorates.

2 Seas Magazine Page 26 • Collaboration can set a precedent and Recommendations motivate other SMPs, as happened with the Channel Programme´s Fostering Once the positive effects of EU cross- Long Term Initiatives for Ports (FLIP) border collaboration have been project, inspired by PATCH. ascertained, it remains to be seen how to • The future of SMPs can depend on their continue to benefit from them. The opinion exploitation of less competitive niche of the PAC2 partners is that SMPs in the 2 markets. This can mean focusing on Seas area should: specific goods movement operations or PAC2 partnership meeting commodities (e.g. agricultural products, • further build upon activities which focus bulk materials, cargo requiring dedicated on innovation, sustainability and low infrastructure, etc.) that do not fit carbon potential for ports, by investing • strengthen the intra-regional economic with larger facilities’ business models in IT, innovative, green, resource and logistic links between ports, port centred on containerised freight. But efficient solutions for inner-outer port operators and businesses in the territory it can also refer to the ability to serve management, operations and sustainable in order to attain resource efficiency emerging innovative market segments green space usage (e.g. energy related and more deeply embed SMPs in their (e.g. renewable energy). Because schemes, novelty technologies); local economy. specialisation requires adequate • constantly update their master plans strategies and competent management and re-adjust their strategies in order It has also been underlined that: to implement them, transnational to respond to new market demands or • policy makers, financial institutions (incl. knowledge, training and experience policies and assist the development of the European Investment Bank) and exchanges between SMPs’ staff can be emerging sectors; international/European port associations disireable to attract (national/foreign) • try and mitigate the impacts of climate should pay more attention and provide businesses and make SMPs act as change and provide better coastal more policy and/or funding support to growth pole to their region. protection via port (infrastructure) SMPs to reinvigorate their sometimes • By jointly supporting the agglomeration adaptation or optimisation (e.g. higher floundering economic situation and allow of industries and knowledge centres sand banks, reinforced quay walls); them to contribute more to the economic around ports and providing crossborder • try and capitalise on their unique well-being of their regions. business and know-how sharing strengths, also investigating potential opportunities, EU projects can create niche markets; the pre-conditions for the activation • extend their stakeholder networks outside and/or prosperity of agile multi- the Channel and southern North Sea; functional clusters, thus giving a major • raise more awareness of the economic boost to local economic development and social added value of SMPs and and job creation. their operations among policy makers, • The limited volumes handled by SMPs businesses, local communities and the make the cost efficient organization of media; logistics and cooperation very difficult.

Sustainable management of port green spaces in Calais (sheep grazing): a future option for other SMPs?

2 Seas Magazine Page 27 Annex 1

The present and future of Small & Medium sized Ports in the Channel and southern North Sea (SWOT)

Strengths Weaknesses

• existing reliable links • infrastructure in need of optimisation/adaptation • opportunity to serve more isolated communities • need for innovation to improve intra-port/extra-port multimodal accessibility • port versatility and adaptability to structural transformation and connectivity (port-to-port, port-to-hinterland, port-to-end users) e.g. more • agility to specialise in niche markets sustainable transport links, greener inner port transport/handling equipment, • some unutilised space due to concentration on major economic novelty technologies to improve operations development areas • lack of human and financial resources to optimise existing port operations and/or • knowledge of the sea infrastructure • knowledge of maritime logistics • need for innovative financing methods and partnerships to compensate for • proximity to major EU metropolitan areas reduced port funding and financial support • competition from better accessible/connected but congested bigger ports • sometimes little room for port expansion • lack of technical expertise and knowledge on new technologies or emerging sectors´ requirements (infrastructure & skills) • lack of awareness of importance of SMPs for their regions´ connectivity and economy • lack of visibility and lobbying power

Opportunities Threats

• identification of niche markets, specialisation and/or investment in non traditional • lack of policy support activities/sectors (e.g. energy, eco-innovation) and develop related better • loss of competitive power connectivity for emerging industries • closure and/or loss of employment • innovative shared marketing between connected ports • pressures posed by ecological and social factors • crossborder sharing of information and best practices for resource and • pressures of real estate developers to sell assets for residential or recreational time saving uses • use of land space for businesses to generate revenue • possible negative (cost) effects posed on ports by legislative or policy changes • temporarily serve as support facilities for primary ports in case of slowdowns and/ and regulations (especially when introduced by policy makers without in-depth or stoppage due to natural or man-made events, thus providing a more resilient maritime knowledge or expertise) transport network • impacts of climate change • relieve pressure and congestion when other nearby larger ports approach • NIMBYism, i.e. opposition to port development plans from local communities capacity limits • pressures of new incoming residents and 2nd house holders without sufficient • opportunity to access new technologies that can enhance infrastructural/ knowledge of the sea and port operations operational connectivity, improve energy efficiency and reduce emissions • development of long term strategies that take into account inter-dependency of ports across the sea • investments (e.g. larger berth) to mitigate effects of Sulphur Directive

2 Seas Magazine Page 28 Annex 2

THE PAC2 SMPs

Small and Medium sized Port Space available for Priority areas for Industries present in Connectivity (SMP) investors & manufac- development & the port turers manufacturing sectors

www.portofoostende.be The Port of Oostende has a • 90 ha • Renewable energy • Renewable energy • Direct access to Wim Stubbe direct access to the North Sea (logistics & storage) • offshore wind-farm • offshore wind-farm the Motorway – [email protected] (51°14’ N - 2° 56’ E) . The port • 40 ha building building European network 032487548768 (M) of Oostende is close to the (offshore wind farm • marine industry • marine industry • Rail 0032(0)59340727 (T) metropole of London and the and renewable • logistics • logistics • Inland waterways industrial heart of the UK in the energy) • project cargo • project cargo • International Midlands. In this way, you can • 5 ha • ro-ro • food & fish freight/passenger organise your transport from (marine industry) • food • construction airport – heliport the UK to the North of France, • chemicals • chemicals • Cruises Germany and Central Europe. • Ferry Furthermore, the port has built a heavy load quay (up to 20 tons/ m²), directly situated at the seafront-terminal, where you can handle your project cargo, bulk, cruises and offshore equipment in an efficient way.

www.portoframsgate.co.uk The Port of Ramsgate is situ- • 100,000 m2 All Renewable Energy: • High Speed Rail Robert Brown ated in the South East corner of Base for London Array • Motorway [email protected] England with easy access to the O&M and Construction • Ferry +44(0)1843572105 (T) North Sea and English Channel. team; Vattenfall The port has adapted to provide construction and O&M bespoke sevice for both wind (Thanet Offshore farm construction and ongoing Wind + Kentish O&M service. 305 turbines Flats Windfarms); are presently serviced from Siemens Wind Power; Ramsgate and this number will Visser & Smit Marine increase by 17 next year. London Contracting Ltd) Array is presently the world’s largest offshore wind farm. Ramsgate represents a niche UK port facility, capable of handling un/accompanied freight and pas- senger traffic in an efficient and customer friendly way

www.portsmouth-port.co.uk Portsmouth International Port, • Space available • Crusie sector • Ferries • M275 Motorway Jerry Clarke with its dazzling new passenger as serial franchise • Container (short- • Cruises only 50m from port [email protected] terminal, is perfectly positioned holdings become sea) sector • Fruit handling boundary +44(0)7961367333 (T) for ferries, cruise and cargo. It available. • Ro-Ro sector • ContainerHandling • Rail has easy access and the most (Iberian Peninsula) • Small Breakbulk • Ferries routes to France, Spain and • Cruises the Channel Islands. It offers • Cargo terminal breathtaking cruise destinations, sailing aboard luxury liners. Portsmouth is also a dynamic commercial port, importing 70% of the bananas eaten in the UK, and much more.

www.calais-port.fr Located in the busiest straits • 200 ha (Logistics & • Unitized traffics • Submarine cables • Motorway Anthony Pétillon in the world for international Storage) • Cruises • Chemicals • Rail [email protected] shipping, the port of Calais is a • Renewable energy • Agro-business • Ro-ro +33(0) 32146 2900 (T) gateway to London and the UK. • Biomass • Cruises +33 (0)32146 2999 (F) Calais offers optimum service and • New-cars cost 7 days a week, 24 hours a • Fisheries (Port of day, and good labour force. The Boulogne) port’s concession holder, the CCI Côte d’Opale and Industry, is constantly investing in quality facilities to meet the legitimate demands of its customers to im- prove the productivity of handling operations.

2 Seas Magazine Page 29 Annex 2

THE PAC2 SMPs

Small and Medium sized Space available for Priority areas for Industries present in Connectivity Port investors & manufac- development & the port (SMP) turers manufacturing sectors

www.zeebruggeport.be As a major coastal port • 250 ha • Project cargo • Logistics & • Motorway Patrick Van Cauwenberghe on the Belgian North sea • Offshore industry distribution • Rail [email protected] coast, the port of Zeebrugge • Liquid bulk • Food • Inland waterway +32(0)50543211 (T) offers a highly productive • Automotive sector • Shortsea links +32(0)50543224 (F) hub for a wide range of • Ro-ro shipping companies. In the • Container terminal shortsea trade, Zeebrugge • Near Oostende is the prime continental International port serving the UK and freight/passenger Irish markets. Zeebrugge is airport also a top-class container transhipment hub. It is one of the few ports that can easily handle today’s largest container vessels due to substantial water depth and the sophisticated terminal equipment.

www.newhavenportauthority.co.uk Newhaven ferry port over- • 12 ha • Renewable energy • Marine related • Rail (2 stations) Franocois Jean looks the English Channel, • Supply chain • Road (within the [email protected] one of the busiest shipping offshore wind port 50 minutes +44(0)1273612900 (T) channels in the world. It is industry to Gatwick airport +44(0)1273612910 (F) located on the south coast and 1 hour to of England in the county London) of Sussex at the mouth of • Ferry the river Ouse. It is the closest port to London with Ferry links to France, and is ideally placed between the seaside resorts of Brighton and Eastbourne with quick and easy access to the rest of the UK.

www.doverport.co.uk The Port of Dover is Europe’s • Renewable energy • Marine services • M2 & M20 Richard Christian busiest ferry port, a vital • cargo (perishables) motorways [email protected] international gateway for • transport & logistics • Cruises +44(0)1304240400 (T) the movement of people • Ferries +44(0)1304240465 (F) and trade. It is also an award-winning cruise port, the second busiest in the UK and hosts some of the world’s most prestigious cruise lines. Other successful businesses include a cargo terminal, a top award-winning marina and several niche activities. The business mix is diverse.

www.zeeland-seaports.nl The port area of Zeeland Sea- • 50 ha at the Quarles • Quay-related • Logistics (handling, • Road [email protected] ports comprises the ports of port (Vlissingen activities storage, transport) • Rail Dick Engelhardt Vlissingen and Terneuzen. It Oost) • maritime services • Inland waterways [email protected] is ideally located in northwest • 70ha in the Axels • industry (oil • Shortsea +31(0)115647400 (T) Europe thanks to its strategic Vlakte (Terneuzen) refinery, metal, • Pipelines +31(0)115647500 (F) position on the Westerschel- • 80ha at the value -petro-chemicals, de between Rotterdam and park (Terneuzen) fertilizers, Antwerp and its open access shiprepair, to the North Sea. shipbuilding, offshore construction)

2 Seas Magazine Page 30 Annex 2

THE PAC2 SMPs

Small and Medium sized Space available for Priority areas for Industries present in Connectivity Port investors & manufac- development & the port (SMP) turers manufacturing sectors www.zeebruggeport.be As a major coastal port • 250 ha • Project cargo • Logistics & • Motorway Patrick Van Cauwenberghe on the Belgian North sea • Offshore industry distribution • Rail [email protected] coast, the port of Zeebrugge • Liquid bulk • Food • Inland waterway +32(0)50543211 (T) offers a highly productive • Automotive sector • Shortsea links +32(0)50543224 (F) hub for a wide range of • Ro-ro shipping companies. In the • Container terminal shortsea trade, Zeebrugge • Near Oostende is the prime continental International port serving the UK and freight/passenger Irish markets. Zeebrugge is airport also a top-class container transhipment hub. It is one of the few ports that can easily handle today’s largest container vessels due to substantial water depth and the sophisticated terminal equipment. www.newhavenportauthority.co.uk Newhaven ferry port over- • 12 ha • Renewable energy • Marine related • Rail (2 stations) Franocois Jean looks the English Channel, • Supply chain • Road (within the Managing Editor : Véronique Weyland-Ammeux (Director, Interreg IVA 2 Seas Programme) [email protected] one of the busiest shipping offshore wind port 50 minutes Author : Simona Margarino (€ureka Consult) +44(0)1273612900 (T) channels in the world. It is industry to Gatwick airport +44(0)1273612910 (F) located on the south coast and 1 hour to Contributors : Wim Stubbe, Paul Gerard, Patrick DeBruyne & Jan Allaert (Port of Oostende); of England in the county London) Robert Brown & Clive Bowen (Port of Ramsgate); Jerry Clarke & Mark Webb (Portsmouth Interna- of Sussex at the mouth of • Ferry tional Port); Laurent Devulder, Valerie Cabillic, Anthony Petillon & Franck-Edouard Tiberghien (Port the river Ouse. It is the of Calais); Patrick Van Cauwenberghe (Port of Zeebrugge); Francois Jean & Dave Collins-Williams closest port to London with (Newhaven Port & Properties); Alexander Demon & Daniel Termote (POM West Flanders); Richard Ferry links to France, and is ideally placed between the Christian & Vicky Jago (Dover Harbour Board); Dick Engelhardt, Sanne de Jager & Paul Tebes seaside resorts of Brighton (Zeeland Seaports); Howard Holt (Seeports); Councillor Rupert Simmons (East Sussex County and Eastbourne with quick Council); Regional Council Nord Pas de Calais; Simon Pacoe (Simon Pascoe Consulting); Mike and easy access to the rest Marsh (MMA). of the UK. www.doverport.co.uk The Port of Dover is Europe’s • Renewable energy • Marine services • M2 & M20 Photo/Image credits : Simon Pascoe Consulting (Cover Picture). European Commission, DG Richard Christian busiest ferry port, a vital • cargo (perishables) motorways MOVE, TENtec Information System 2014 (TEN-T map). Port of Oostende; Port of Ramsgate [email protected] international gateway for • transport & logistics • Cruises +44(0)1304240400 (T) the movement of people • Ferries (Thanet District Council); Portsmouth International Port; Port of Calais (CCI Côte d’Opale); Port +44(0)1304240465 (F) and trade. It is also an of Zeebrugge; Newhaven Ports and Properties; Dover Harbour Board; Zeeland Seaports; Philippe award-winning cruise port, Beernaert; Simona Margarino; © Henderyckx (Chapters 1, Chapter 2, Conclusions). the second busiest in the UK Graphic design: Adfundum Communication and hosts some of the world’s most prestigious cruise lines. Other successful businesses include a cargo terminal, a This issue is produced in the framework of the cluster initiative and coordinated by the INTERREG top award-winning marina IV A 2 Seas Programme. and several niche activities. The business mix is diverse. www.zeeland-seaports.nl The port area of Zeeland Sea- • 50 ha at the Quarles • Quay-related • Logistics (handling, • Road [email protected] ports comprises the ports of port (Vlissingen activities storage, transport) • Rail Dick Engelhardt Vlissingen and Terneuzen. It Oost) • maritime services • Inland waterways [email protected] is ideally located in northwest • 70ha in the Axels • industry (oil • Shortsea +31(0)115647400 (T) Europe thanks to its strategic Vlakte (Terneuzen) refinery, metal, • Pipelines +31(0)115647500 (F) position on the Westerschel- • 80ha at the value -petro-chemicals, The contents of the publication reflects its authors’ view and do not necessarily reflect the opinions de between Rotterdam and park (Terneuzen) fertilizers, of the institutions of the European Union. Antwerp and its open access shiprepair, The text in this publication is for information purposes only and is not legally binding. to the North Sea. shipbuilding, offshore This publication is entirely financed by the European Regional Development Fund (ERDF) through construction) the INTERREG IV A 2 Seas Crossborder Programme. PAC2 is a cluster initiative fully funded by the Interreg IV 2 Mers Seas Zeeën cross-border collaboration Programme. Led by the Port of Oostende, it brings together 9 partners from Belgium, France, the Netherlands and the UK:

• AG Port of Oostende (AGHO) – Cluster Leader • Port of Ramsgate - Thanet DC • Portsmouth International Port • Port of Calais - CCI Côte d’Opale • Port of Zeebrugge (MBZ) • Newhaven Port & Properties (NPP) • POM West Flanders • Dover Harbour Board (DHB) • Zeeland Seaports.

For further information on the 2 Seas Programme, please visit our website : www.interreg4a-2mers.eu

INTERREG IV A 2 Mers Seas Zeeën Secrétariat Technique Conjoint / Joint Technical Secretariat / Gemeenschappelijk Technisch Secretariaat Les Arcuriales - 45/D, rue de Tournai - 5° étage - F-59000 Lille T : +33 (0) 3 20 21 84 80 - F : +33 (0) 3 20 21 84 98 [email protected]

The Interreg 2 Seas Programme is an EU funding programme which promotes crossborder co- operation between partners from France, England, Belgium (Flanders) and The Netherlands. It aims to develop the competitiveness and the sustainable growth potential of maritime and non-maritime issues through the establishment and development of cross border partnerships.