Seatoland connections of ports to hinterland by TresPixels

SEATOLAND, “Connections of Ports to Hinterland”

PROJECT

THE CONSORTIUM

Dep贸sito Legal H 61-2013 ISBN 978-84-695-7472-0 Coordinators F. Javier Huesa Laza, Architect Giovanni Pineschi, Architect Aldo Mazzanobile, Architect Evaluators Elena Cocuzza, Dott. Architect Jo茫o Figueira de Sousa, Dr. Geography Juliette DUSZYNSKI, Project Manager Enzo Millepiedi, Journalist

SEATOLAND “Connections of Ports to Hinterland”

SEATOLAND, “Connections of Ports to Hinterland” INDEX PROLOGUE................................................................................................................ 7 SEVILLE MEMORANDUM OF UNDERSTANDING.......................................................9 1. INTRODUCTION SEATOLAND, Relationship among port areas, cities................................................ 11 Project’s background.......................................................................................................12 General objective.............................................................................................................12 Specific objectives...........................................................................................................12 Masterplan and pilot projects.........................................................................................13 Partnership......................................................................................................................13 Seville City Council..............................................................................................13 Feports................................................................................................................14 Comune della Spezia...........................................................................................15 La Spezia Port Authority....................................................................................16 Livorno Port Authority.......................................................................................16 Fondazzjoni Temi Zammit.................................................................................17 Birgu Local Council..............................................................................................18 Piraeus Port Authority.......................................................................................18 2. SEATOLAND APPROACH Port areas topics and competitivity challenges........................................................19 SEATOLAND, methods and principles...........................................................................20 Stages and components.................................................................................................20 The transnational dimension: workshops..................................................................... 22 3. PROJECT SHORT PRESENTATION The Seatoland project: topics implemented by the partnership. Questions, similarities and thematic groups........................................................... 23 Municipality of Seville.................................................................................................... 23 FEPORTS........................................................................................................................ 24 Port Authority of Livorno............................................................................................... 25 Municipality of La Spezia / Port Authority of La Spezia..............................................28 Temi Zammit Foundation and / City Council of Birgu.................................................. 29 Port Authority of Piraeus................................................................................................31 4. DESCRIPTION OF PARTNERS´ WORK Council of Seville Specific issues and problems from the partner’s point of view....................... 33 Study area survey.............................................................................................. 33 Evaluation of the area, main points of strength and weakness...................... 36 The Masterplan.................................................................................................. 37

INDEX

The strategic projects........................................................................................44 The pilot project................................................................................................. 47 FEPORTS Specific issues and problems from the partner’s point of view.......................54 Study area survey.............................................................................................. 55 Evaluation of the area, main points of strength and weakness...................... 57 The Masterplan..................................................................................................58 The strategic projects.........................................................................................61 The pilot project................................................................................................. 63 Project results and next steps for the future................................................... 67 Port Authority of Livorno Specific issues and problems from the partner’s point of view....................... 69 Study area survey.............................................................................................. 70 Evaluation of the area, main points of strengths and weaknesses................ 74 The Masterplan.................................................................................................. 75 The strategic projects........................................................................................80 The pilot project.................................................................................................82 Project results and next steps for the future...................................................86 Municipality of La Spezia / Port Authority of La Spezia Specific issues and problems from the partner’s point of view.......................88 Study area survey..............................................................................................89 Evaluation of the area, main points of strengths and weaknesses................ 92 The Masterplan..................................................................................................94 The strategic projects........................................................................................ 96 The pilot project.................................................................................................99 Project results and next steps for the future..................................................101 Temi Zammit Foundationand / City Council of Birgu Specific issues and problems from the partner’s point of view......................103 Study area survey............................................................................................ 104 Evaluation of the area, main points of strenghth and weaknesses.............. 105 The Masterplan................................................................................................ 106 The strategic projects.......................................................................................107 The pilot project................................................................................................ 112 Project results and next steps for the future.................................................. 114 Port Authority of Pireo Specific issues and problems from the partner’s point of view...................... 115 Study area survey............................................................................................. 115 Evaluation of the area, main points of strenghth and weaknesses............... 116 The Masterplan................................................................................................. 117 The strategic projects....................................................................................... 119 The pilot project................................................................................................120 Project results and next steps for the future..................................................123

SEATOLAND “Connections of Ports to Hinterland”

5. EVALUATION OF THE EXPERIENCE General evaluation of the project.................................................................................125 Council of Sevilla............................................................................................................125 FEPORTS.......................................................................................................................129 Port Authority of Livorno.............................................................................................. 131 Municipality of La Spezia / Port Authority of La Spezia............................................ 134 6. CONCLUSIONS: RESULTS AND MODELING Collaboration at workshops and added-value experience...........................................137 Connection nodes..........................................................................................................137 Infrastructure and environmental corridors.................................................................137 The “Waterfronts”........................................................................................................138 The integration between sea-land accessibility as a competitive factor.................................................................................................138 Internal collaboration: cooperation between port authorities and municipalities..............................................................................139 Annexes. PROJECTS PARTNERS............................................................................141

SEATOLAND “Connections of Ports to Hinterland”

PROLOGUE From the earliest times of history, the lands once submerged under Lake Ligustinus, emerged from the depths to form valleys, rivers and lagoons, and bestowed upon Seville its status as Port and Bridge. Over 3000 years ago, the first seafarers from across the Mediterranean feared to venture into the “Sea of Darkness”, crossing the Strait of Gibraltar where, according to legend, the “Pillars of Hercules” stood, and began to settle in the Highlands of Aljarafe. Phoenicians, Carthaginians, Romans, Jews, Arabs and Christians pursued their seafaring vocation at the Gates of the Higher Guadalquivir, a bridge between two shores and a port of the Atlantic, located in inland Andalusia. Guarantor of Seville’s historic connection to the world, and origin of its seafaring tradition, the Port has always been a source of economic activity and employment, and an element that has shaped the character and enriched the culture of the people of Seville. Barometer of the evolution of Seville’s history, and dialectic paradigm between port and city, a condition recurrent in territorial enclaves that serve as common support for both “Entities”, in the case of Seville, it displays the singularities of the only inland port in Spain. The importance of port expansion in the Mediterranean transcended the bounds of the world, not only because of the discovery of America, perhaps the most important cultural and economic event in history, but also because of increased seaport activity, epitomised by the sixteenth-century maritime expedition led by Ferdinand Magellan and completed, after his death, by Juan Sebastian Elcano. The expedition, funded by the Kingdom of Spain, was the first to successfully circumnavigate the globe. The fleet of five ships and 200 men set sail from Seville on August 10, 1519, stopping at Sanlucar de Barrameda for supplies, whence it sailed on September 20, 1519.. The expedition returned to Sanlucar on September 6, 1522, arriving in Seville two days later, with only one ship and 18 survivors. The five-hundredth anniversary of the first circumnavigation of the globe will take place in just six years. It will be the moment to appreciate the significance of this event in our own time, where globalisation and logistics prevail as economic and development values. The historical relevance of such a feat must be rescued from oblivion. Nowadays, the European Mediterranean regions of our “Mare Nostrum” are home to more than 100 million inhabitants who seek and need new forms of development and well-being. Maritime activities have historically been a source of development and wealth. Trade and communication via port cities and their links with the hinterlands have always been the basis and support of European and global societies. In Europe, this phenomenon has been not only maritime, but also river-based. The network of inland and river port-cities is vast. Water is and will be vital for life and human development, not only from a biological viewpoint, but also for social and economic development, which is critical for any society, past or future. The European Commission produced in 2010 the document “Europe 2020: A European strategy for smart, sustainable and inclusive growth”, which identifies five objectives for the European Union: “employment, research and innovation, climate change and energy, education and combating poverty”. Co-operation and integration policies encourage the achievement of these objectives and those of balanced economic development, protection of the environment and culture, development of infrastructure to redress the balance in favour of the most disadvantaged regions to foster more and better social inclusion, etc.

PROLOGUE

Co-operation between different countries and cities, and between its institutions and actors, has enabled the ports of medium-sized cities to reposition themselves in the international arena through the restructuring and functional reconfiguration of structures and suburban areas. This was made possible by regional tourism development policies and reorganization of sea shipping networks. Nonetheless, this process takes place in the limited scope of “micro” contexts and does not take account of the connections between infrastructure-related interventions or the environment and the larger territorial context. The system of accessibility and relations with the hinterland is the key factor for implementing development policies in coastal areas. The implementation of an infrastructure network linked to the coastal territories requires an integrated, multidisciplinary and multi-institutional approach, as well as a methodology capable of making the principles of Integrated Coastal Zone Management consistent with the environment, infrastructure and habitat. The Seatoland project proposes strategies aimed at strengthening territorial coastal systems and their competitiveness through intervention in various territorial components, and stresses the need to promote an innovative approach that will take into account and integrate different thematic components linked to accessibility to the sea. The experience of partners has contributed to a deeper comprehension of port logistics from an intersectoral and integrated perspective, taking into account issues such as the functionality of infrastructure, sustainable development and competitiveness. Shared reflections about this type of projects, intervention strategies and local policies have prompted exchanges of best practices and promotion of innovative methodologies transferable to the territories bordering the Mediterranean as a consolidated approach. The construction of this vision also draws on the results of other Interreg projects and local policies for the redevelopment of port areas in cities and territories engaged in a process of functional and economic restructuring. The outcome of the work and exchange of experiences and best practices is described and presented in this publication, and in spaces for dissemination and of transnationality in which this project may participate in the future. The continuity of this project would be improved by the admittance of new members to the RETE network, and the creation of Seville’s Advanced NODE, which shall include the Seville Port Authority and the Planning Department. Moreover, the Seatoland project will be subsequently based here. Last but not least, it should also be pointed out that all the people who have worked on this and other projects, and with other institutions, have gained knowledge and personal satisfaction, not the least because of the opportunity to meet professionals from other countries. Working together and building good personal and professional relations has enabled us to be in a better position to solve the various problems inherent to port activities and relations with the hinterland, which, in any case, appear to be the key factor for implementing development policies in coastal areas. Seville, April 24, 2013 Maximiliano Vílchez Porras Town Planning Councillor Environment, Parks and Gardens

SEATOLAND “Connections of Ports to Hinterland”

SEVILLE MEMORANDUM OF UNDERSTANDING Between Gerencia de Urbanismo de Sevilla, FEPORTS, Port Authority of La Spezia, La Spezia City Council, Port Authority of Livorno, Birgu City Council, FTZ Malta, Port Authority of Piraeus, partners of Seatoland Project We, the representatives of Seatoland project partners, meeting in Seville on 23 and 24 March 2013, sign this Memorandum of Understanding in recognition of our common interest in strengthening our co-operation and the exchange of experiences to meet the objectives falling within the scope of our project, exploring and promoting relations between ports and cities at urban and territorial level. In this regard, we consider that: Our institutions have been working together since 2010 through the Seatoland project in order to explore and promote relations between ports, cities and their territories, the so-called PortCity relations, with financial support from the European Commission MED Programme. Such a level of European knowledge confirms the importance of the issues covered by the project, which emphasises the value of the location of the ports and their activities in relation to the urban and territorial context within which they coexist. The historically fragile balance of the relations between the ports and the surrounding areas and the city, the infrastructure systems, the environmental system, the social and economic significance of port activity in the future development of surrounding urban areas, the current need for appropriate co-ordination and integration policies and the opportunity for better integration of excellence, all testify to the existence of a port within a city, compared to urban areas that lack them. With this project, our Institutions seek to: ˭˭

˭˭

Intensify “Seatoland” project studies for a better understanding of Port-City-Territory relations and their history, evolution, and social, economic and cultural characteristics. Develop outreach and knowledge-based activities to increase participation in and dissemination of project objectives. Devise project proposals within the Community framework that advocate the implementation of the priorities and objectives of the MED Programme.

Given the pilot actions of each partner, we believe that it would be desirable to assess the future and explore the challenges of implementing the actions proposed within the RETE network, of which we are a member, or of any other network which enables the dissemination of our work and actions, reflected in a joint declaration to be signed during the closing conference in Seville, scheduled for April 2013, to promote future initiatives and participate in actions across Europe. Seville, April 24, 2013

SEATOLAND “Connections of Ports to Hinterland”

INTRODUCTION

SEATOLAND, Relationship among port areas, cities In recent years, the ports of medium-sized cities have tended to get back on the international scene through the renovation and functional reconfiguration of suburbs and urban structures, a process deriving from regional tourism development policies and the reorganization of sea transport networks. However, the sphere of action of this process is limited to “micro” contexts and does not take into account the connections between the work made on infrastructure or the environment and the local context. The project idea is born from the need to promote an innovative approach capable of integrating the various accessibility-related components that strengthen the territory, highlighting internationally recognised experiences of partners. This approach stems from previous INTERREG projects and local policies that sought to convert the port areas of cities and territories participating in this functional and Livorno, Venezia Nuova district territorial conversion process. The project proposes strategies to strengthen and protect coastal and inland systems in relation to the following territorial resources: ˭˭ Trading centres located in ports, their functional reconfiguration, their integration with the port city and the hinterland, and their connection with the infrastructure system; ˭˭ The reorganisation and/or performance of existing linear infrastructures (roads, railways, river system), the connection between marine terminals (access to the sea) and internal areas and urban centres (radius of influence: 30-40 km); ˭˭ The improvement of accessibility and interchange nodes with surrounding areas (port city or hinterland) and intermediate areas, integrating them with the productive, environmental and cultural areas situated near the linear infrastructure in order to create networked systems to develop synergies. ˭˭ Support and accompanying measures for economies based on maritime transport and the inland, making use of information technology. The project, through an overlap of specific issues and problems of each partner, has produced a series of action models, whose feasibility has been verified in different local contexts through Masterplans and specific “pilot” measures regarding one or more project components. At transnational level, the results and lines of convergence on the most effective actions have been collected and organised into guidelines for future actions in the territory. Sevilla, Torneo Riverside

1. INTRODUCTION

The overall and specific objective of the project, with explanations of deliverables, results and planned activities, has been to develop strategies to strengthen the economy of the coastal territory, creating a network between the port city and the hinterland. All this has been made possible by sharing past experiences and verifying the transferability of techniques at local level. The project focuses on territorial accessibility and sustainability and their exploitation, including the development of a strategic framework for the improvement of the territory, both at territorial-metropolitan and urban level, leveraging water as a key element for improving access to the rest of the territory by river and, as a planning tool for an environment-friendly structure. PROJECTâ&#x20AC;&#x2122;S BACKGROUND The project idea is born from the need to promote an innovative approach that can take into account and integrate the various components associated with the accessibility issues of the sea. Touristic port of Livorno

The experience of partners can help in deepening in harbour logistics from a cross-sectorial and integrated point of view, taking into account issues such as the functionality of infrastructure, sustainable development and competitiveness. Joint reflection on these type of projects, on intervention strategies and local policies have led the partnership to organize exchanges of good practice, promoting innovative methodologies capable of being transferred as a consolidated approach in the territories bordering the Mediterranean. Also, the construction of this vision is enriched by the results of other Inter-regional projects and local policies for redevelopment of port areas in cities and the territories involved in the process of functional and economic restructuring. GENERAL OBJECTIVE The general objetive of the project is to develop a strategy for the economic empowerment and improvement of coastal territories characterised by a linear/reticular system [city-portsphere of influence (hinterland)] through the sharing of experiences and exchange of proven techniques that can be transferred to the local level. The strategies refer to a development model that leverages the integration and convergence of inter-sectoral aspects, such as the diversified use of marine resources (not just logistics and navigation, but also tourism and environmental use), whilst recovering aspects related to the environment and living conditions in the territory in regard to development models seeking to enhance logistics infrastructure (sequence: industrial park / transport, storage and loading infrastructure). In fact, these patterns have damaged the environment and led to a surplus of unused facilities. SPECIFIC OBJECTIVES Specific objectives include planning of projects and specific measures to recover environmental resources, enabling the integration of territories and places that, despite their geographical proximity, are excluded from the virtuous economic cycle and its development.

SEATOLAND “Connections of Ports to Hinterland”

The action plans provide for a procedure by which institutions will engage with coastal municipalities, port authorities, public and private facility management bodies and economic operators who may wish to form a partnership. These actions may result in joint planning agreements, partnerships to operate or manage the facilities and/or negotiations with the regular or sectoral planning teams. MASTERPLAN AND PILOT PROJECTS Through a comparison of the issues and problems specific to each partner, the project identifies a number of patterns of action, verifying their viability in different local areas through the Masterplan and specific pilot actions involving one or more components. The outcome is the development of a series of co-ordinated actions at the local level for territorial strengthening, whereas, at the transnational level, the outcome and lines of convergence of effective actions are standardised by guidelines and the guide for interventions. The dual outcome, local (Masterplan for each partner) and collective, will help define an innovative approach to strengthening the territory, leveraging its untapped potential or at risk due to sectoral development policies (loading - industrialisation, etc.) that are not always effective, and too often act to the detriment of environmental sustainability. PARTNERSHIP This initiative seeks to build a balanced partnership representing different levels of administration and responsibility, in order to conduct a preliminary transnational comparison, including a feasibility analysis in different Mediterranean contexts but with similar problems and threats. Seville City Council The Town Planning Department was established by decision of the Plenum of the Hon. Seville City Council in November 10, 1983, as a independent legal entity with own patrimony. The decision of the creation of the Town Planning Department was taken in the year 1982, when the project “Sevilla 1992” was created under the hand of Iberoamerican Cooperation Institute (ICI). On June 15, 1983 the BIE (Bureau International des Expositions) records this initiative in Paris and awards Seville with the organization of the Exposition to be held in 1992. It is because of these decisions that the activity of the Planning Department becomes more evident, since the preparation of the City to carry out this major global event required the largest urban transformation of the City and its surroundings due to the importance of new infrastructures required, the development and connection of an urban void of 150 hectares., both with the existing City and the metropolitan area, as well as the actions of renewal and combination of the previous urban planning. To do this in 1987 the revision of the General Plan was approved, the first articulated by the Planning Department, and serves as legal and administrative support for such a transformation. In these years, the number of employees employment raises to 150 workers. After the Expo ‘92, the Planning Department gathers its facilities on La Cartuja Island, as clear commitment of leadership to the big question hanging over the lands on which the Universal Exposition took place. Inside this expansion of roles and responsibilities, the Planning Department of Seville has spent years promoting and developing the Spatial Data Infrastructure (SDI) of the City, within the institutional framework governed by INSPIRE. Through IDE.SEVILLA Geographic Information generated by the various municipal delegations is spread and thus citizens have access to data and spatial services of Seville. It was built next to the Geographic Information System (GIS) of the Planning Department and is de-

1. INTRODUCTION

veloped within the Planning Department. It is an unusual case in the panorama of Spanish local governments. With regards to the activity and the relations with Europe-funded programs, performances and participations have been diverse and successful on projects of all kinds from the eighties to date, from POL, (Local Operating Programs), in aspects of urban regeneration of historical centres, where we can highlight the Urban Project in the San Luis-Alameda Sector, which allowed that a large part of the urban renewQuinto Centenario Bridge. Sevilla al area was declared a Historic Site, belonging to the “intra muros” area of the City; going through projects integrated in the program URBACT, CULTURE 2000-2006, 2007-2013, INTERREG IIIC, with mobility issues as Urbike, or construction of bicycle paths to projects of research and analysis of the possibilities of the Guadalquivir River and its integration into the City, as the HRC (Historical River Centres). Or the current development of the Urban Project in Poligono Sur, a strong commitment to social and urban renewal in one of the most degraded and troubled areas in the city, a project integrated in the URBAN, up to the projects Infraculture Med, Restauronet Green Link, encompassed within MED programmes, until reaching the present Seatoland Project. To conclude, projects participated in which the co-financing has been of € 53,689,087.53 in total, with co-financing of € 38,705,457.23 by the EU and € 14,983,630.30 of self-financing. Seville can not be understood without its River, hence the importance of its relationship with the Port, and its Port Authority (AP Sevilla), a public body under the Ministry of Development, responsible for management of state-owned Port of Seville and the Guadalquivir Eurovia (E-60.02) in its 90 km until reaching the mouth of the Guadalquivir in the Atlantic Ocean. The importance of this Seatoland project lays in the fact the study and work is closely related to the Port, its scope of interaction and its area of influence. The Port Authority of Seville (AP Sevilla) has become the largest owner of land in the municipality, and both its position and its function are essential for the City. That is why everything which affects the relationship City-Port, Port-City is considered a strategic line of study and work. Feports The Port Institute for Studies and Cooperation from Valencia, initially known by the acronym IPEC, and now by FEPORTS, was built by the Valencia Generalitat and the Port Authorities of Alicante, Castellón and Valencia on April 15, 1998. The Institute was created as a tool for structuring and a basic instrument for the development of the port community. It is, ultimately, the entity which adopted by the Valencia

SEATOLAND “Connections of Ports to Hinterland”

Aereal view of the Valencia’s harbor

Generalitat to full fill the aim of structuring the port sector, both at ports of general interest and that competence of the Autonomous Community. Their main task is to promote, develop, participate and implement projects and studies in the fields of innovation, safety and environmental cooperation, training, etc.in the port areas Sevilla. The FEPORTS strategic lines are put into practice by means of a number of specific projects related to the following topics: ˭˭ Supervision and analysis of European port policies, to allow the Valencia port industry to participate in such policies on the basis of suitable information and to make the most of opportunities and cooperation in this field. ˭˭ Improvement of port system effectiveness in the Valencia Region, boosting policies on transport and logistics, short-sea shipping development, and strengthening connections with other European and peripheral regions. ˭˭ Contribution to sustainability, security and quality in the port system by promoting the improvement of the port’s environment, maritime security, contingency prevention, and service quality. ˭˭ Identification, collection and supply of comprehensive information on the Valencia Region port system, in order to facilitate the knowledge of the services on offer to the haulage and logistics industry. ˭˭ Enabling the territorial, social and economic integration of ports, facilitating coordination between administrations in large harbours as well as in fishing ports and marinas. ˭˭ Training of port employees, port community personnel and those of related transport and logistic sectors. Comune della Spezia The Municipality of La Spezia has an organization including 761 employees. It is divided into 4 departments, 3 areas and 4 support structures, as resulting from the last reorganization. In the last years the administration has decided to give particular attention to the issues of innovation, quality of service, citizenship information and customer satisfaction. It also considers as strategic, among its institutional activities, the participation in transnational and territorial cooperation projects to develop exchange of experiences, identify good practice and ensure appropriate development models on different fields of action, in order to ensure the social and economic growth for the territory and the community in which it lives and works. The Department of Territorial Planning, which is involved in this project, in particular, is in charge of the management and development of the municipal territory through out the analysis and the application of urban planning tools.

1. INTRODUCTION

Many the projects developed and the awards obtained by the services of the Department, for the innovation applied and the quality of the services provided. Among these is included the quality certification ISO EN 9001:2008.

The Gulf of La Spezia

La Spezia Port Authority Inside of a 150 hectares bay, protected from a seawall which allows to easy operating by all weather conditions, the Port of La Spezia has over 5 km of quays and 575,000 sqm available areas, with 17 km of rail trucks, 3,5 km of roads and draughts up to 14 metres. Terminals cranes lifting capacities are up to 100 tonnes and there are covered warehouses for 13,000 sqm. Pilots, mooring and towage operations ensure ship movements 24 hours a day every day of the year. In the Port of La Spezia, two container terminals, three multipurpose terminals, one coal terminal, two oil products terminal, one LNG terminal, one solid bulk terminal, one grain terminal and two cement terminals are operative. In 2010 the Port of La Spezia handled about 1,285,000 Tons, its best performance. The port of La Spezia is connected to all major international markets through an extensive network of regular shipping lines and excellent railroad connections. The portâ&#x20AC;&#x2122;s goal is to offer the customer a network of intermodal connections between port areas and major European markets. Nowadays the port areas are directly connected to the railway and the highway. Thanks to our network, shipping lines and the entire logistic industry can reduce their distribution costs and increase service efficiency. At present the port of La Spezia moves about 27% of its container traffic by rail, one of the highest percentage in Europe. In accordance with the new port Masterplan an important target of the port authority is to improve the rate of rail traffic, to increase the port systemâ&#x20AC;&#x2122;s competitiveness and in this way pay special attention to urban environment. The realization of a new intermodal centre in S. Stefano Magra, only a few kilometres from the port terminals, is the new challenge for the whole port system. For the cruise sector, the forecast in 2011 is to achieve 90,000 passengers (transit) and the potential in this sector are growing. For these reasons, the masterplan of the new waterfront of La Spezia will be based on the realization of a new cruise terminal to satisfy the growing demand of cruise traffic of the Med market and to return to the city an important part of port area to urban use. The new cruise terminal will be planned for a total integration with the whole waterfront and the town itself. Livorno Port Authority The Port of Livorno is one of the most important ports in Italy, both for traditional and containerized traffic, as it is ideally located in the centre of the Mediterranean. Livorno is a multipurpose port, which can receive all kinds of vessel and handle all kinds of goods, including passenger traffic.

SEATOLAND â&#x20AC;&#x153;Connections of Ports to Hinterlandâ&#x20AC;?

The port of Livorno has the first P.A.C. (Port Approach Control) system: it guarantees the safety of the shipping and the protection of the environment in and around the dock. Following the agreement with the Italian and US Customs the port of Livorno is now part of the container security initiative. Distribution of the various types of traffic within the port is organized in such a way as to allow as much uniformity of activity in each area, and to avoid mixing traffic. The Port of Livorno has developed traffic with all the major ports in the world. Every year, approximately 7600 ships from 200 shipping lines call at the port. The port handles more than 30 million tons of goods annually and more than 600.000 tons per year. The maritime city of Livorno Apart from containerized traffic, the port also deals with liquid and solid bulk, new cars, pulp and paper and timber (Italian leader port for this kind of traffic), general cargo, minerals and iron manufacturing products, cereals, fruit and frozen products, which are being handled at specialized terminals equipped with the most up-to-date equipment to cater to all kinds of merchandise. Cruise traffic is also intense as over 300 of the most prestigious holiday cruise ships call here every year with 700,000 tourists. Over 2.3 million people pass through the port in transit to Tuscan islands and Corsica. The port of Livorno is renowned for the large amount of ship-building and repair services it provides. Fondazzjoni Temi Zammit Based at the University of Malta, the Fondazzjoni Temi Zammit (FTZ) is Maltaâ&#x20AC;&#x2122;s leading local development agency. Established in 2004, it teams up several municipalities and key stakeholders together with the University itself to act as a collaborative network for the implementation of local and international projects of benefit to the Maltese community. Initially set up to provide e-learning services and promote educational projects, the foundation soon extended its role to foster the formation of a strong research and innovation culture across all fields, undertaking various cultural and environmental initiatives and offering support to local players embarking on research activities. The wide range of interests and complementary expertise of its member institutions allow FTZ to adopt a multidisciplinary, holistic approach and participate successfully in several European programmes. Being an umbrella organisation, the foundation seeks to maximize the experience gained by working in close association with the policy-makers, regional and local authorities, civil society organisations and SMEs concerned, thus multiplying the benefits derived from its participation across the whole spectrum of its membership. Its multi-sectorial networking arrangements and the extensive experience of its members place FTZ in a privileged position to carry out successfully demonstration and dissemination activities and fulfil the role of a multiplier of information. It also helps to provide the critical mass often required for participation in transnational projects, through its networking and capacity-building actions.

1. INTRODUCTION

Marine life in Birgu

Birgu Local Council Birgu is a town situated on a peninsula in Malta’s natural harbour and throughout the Maltese history; Birgu can easily claim to have been the island’s former maritime capital. Birgu is in the southern part of Malta forming part of a small region called Cottonera, also known as the Three Cities. Of the Three Cities, Birgu is the oldest one and takes primacy over the other cities as it stands on one of the first inhabited sites in the Grand Harbour. Birgu played a key role in Maltese history, and its importance peaked during the Order’s period. It achieved resounding fame during the Great Siege, which marked the Order’s first significant land victory in its five hundred years of existence. It was on this occasion that Birgu earned its name Vittoriosa.

Piraeus Port Authority Piraeus Port is the hub for the connection of continental Greece with the islands, an international cruise centre and a commercial hub for the Mediterranean, providing services to ships of any type and size. Today P.P.A. S.A. employs more than 1.500 people and annually provides services to more than 24.000 ships. P.P.A. S.A. contributes to the local and national economic growth and continues its development by upgrading infrastructure and services provided. P.P.A. is developing into a modern and dynamic business that will offer high quality services, will keep investors satisfied, will ensure long-term job security and serve commercial transactions in Greece for the advantage of the national economy and the costumers in the most efficient way and within the context of the global port industry. Piraeus Port offers unique advantages because of its strategic position and infrastructure. Situated in the outskirts of Athens and only 10 km away, acts as the main gate for Hellenic imports and exports. Situated close to the international trade routes, the port is a hub of international trade being the only European port in the East Mediterranean providing the necessary infrastructure for the accommodation of transshipment cargo. Piraeus, the biggest port in Greece and one of the biggest in the Mediterranean, acts as a lever of development of international trade and the local and international economy. With a history starting in 1924 when the beginning of major civil works took place, Piraeus Port today has multiple activities in reference to the commercial port, the central port, ship services and real estate development and exploitation. Pireo and its harbor

SEATOLAND “Connections of Ports to Hinterland”

SEATOLAND APPROACH

Port areas topics and competitivity challenges We live in times when the condition of our cities is marked by a strong drive to change and to strengthen our role within supra-regional and supra-national settings. The cities are increasingly becoming crucial nodes of a system of economic and financial as well as social and cultural relations that go beyond the boundaries of regional or national administrative organizations and define the networks of relations, where it is not the Countries, but the large stretches of land those Countries are part of on one hand, and the rest of the world on the other, that each respectively represent the privileged space of reference and the realm of solid action. The hitherto traditional competition between cities within the same territorial context or between bordering or frontier territories has by now faded and should be considered as outdated, both economically and culturally; the modern urban condition poses challenges on a global scale within a globalized market that does not have actual boundaries and little to no shared rules, and whose more progressive attributes are the exponential growth of information and Livorno, integration between the city and the harbor the soaring high level of skill and efficiency of their physical and intangible structures (infrastructures and info-structures). We now know that city networks are generally a new form of organization of economic, cultural and social relations in a globalized market and the very cities represent one of the chief elements to point on in order to achieve economic and social cohesion in the macro-regions on one side and to enhance territorial competitive edge on the other. In this reference framework, the role of port-cities would seem of incredible strategic value to ensure a balanced and sustainable development; one need only to think of the positive effects that sea highways and transshipments can have on the environmental impact of transport on tires, or to the emerging “distriparks” that integrate logistics, trade and manufacturing activities in multi-functional platforms that are nicely connected to land, maritime and aerial networks. But port-cities are also fantastic magnets for precious functions tied to the cultural and tourist market; on one hand, many of these functions find their most herald site in the waterfront (theaters, auditoriums, congress halls, hotels, sports centers and leisure facilities, cultural and scientific resources), while on the other, port-cities can serve as gateways to access city networks whose economic business is uniform, by sharing a common seaport node. The bonus in competitive edge contributed by each network member makes it possible to increase the system’s overall competitiveness and reap the most out of the annexed territories.

2. SEATOLAND APPROACH

SEATOLAND, METHODS AND PRINCIPLES The project aims to develop a methodology and a planning strategy different from policies normally applied by different bodies (port authorities, logistics and transport management structures, local heritage management bodies). It therefore seeks to go well beyond an “infrastructure” approach as a sectoral instrument, adopting a multi-sectoral concept with multiple targets seeking better integration and interaction within the territory. The infrastructure cannot just serve the territory but must be a key regenerative element contributing to integrated economic development and more effective environmental planning. The innovative capacity of the project stems from: a) compliance with the ICZM methodology, which involves a shift in the scale and a transfer of competence to the regional and local level, in terms of “major infrastructure and services” pertaining to “local and urban systems”;. b) broadening of the objective, optimisation of infrastructure and promotion of cultural assets, through the creation of “coherent territorial systems that can be exploited according to the principles of sustainable development” (river systems, regional public areas, rundown urban and periurban areas); and. c) identification of a common instrument for regional planning and development policies to be used by local and regional Mediterranean institutions. STAGES AND COMPONENTS The project develops three technical components in a logical sequence. All partners have simultaneously developed these components in their territory: Component 3) focuses on the analysis of the territory. It is divided into two stages: 3.1 analysis and assessment, and 3.2) identification of specific objectives; Component 4) focuses on the development of an integrated and strategic territorial project. This component is also divided into two stages: 4.1) Masterplan, and 4.2) Strategic projects; Component 5) envisages the implementation of a specific action identified as significant for the territory chosen by each partner. This intervention is considered a pilot project as it is in line with the Seatoland approach. Stage 3.1: Territorial SWOT analysis of the local context This stage is devoted to the selection of territories for study of specific themes, including the selection of routes, as well as river, marine, urban or territorial corridors. The analysis will conclude with the selection of eligible economic sectors, types of participants and SMEs concerned. The SWOT analysis will identify, where possible, the active players in the most interesting sectors, as well as groups (NGOs, professional organisations and other organisations or minor categories) that must be engaged in the support process. Stage 3.2: Creating a scoreboard Each partner will create a scoreboard for each subregional and periurban area in order to integrate coastal areas and the “hinterlands”. Territorial and economic analysis will be completed with a table listing major issues and resources identified as available for use. The main working hypothesis will be constructed around different scenarios that involve the participation of target groups and possible external funding. The members of the partnership will participate in this stage, creating a scoreboard for each territory.

SEATOLAND â&#x20AC;&#x153;Connections of Ports to Hinterlandâ&#x20AC;?

Stage 4.1 Masterplans This stage involves the development of management systems and/or models for each partnerâ&#x20AC;&#x2122;s study area. These projects are territorial action plans (Masterplan) to be developed for each topic by each member of the partnership. Regional plans have a common, or at least comparable, methodology. The regional plans will develop an overview of the system, including multiple locations, polarities, and infrastructure. Consideration will be given to the relationship between all these elements in the formulation of an intervention model. The plan will also include additional funding scenarios and agreements stipulated to be agreed with the participants. Stage 4.2 Strategic projects: local projects and action plans defined according to a coherent, shared and coordinated methodology This stage identifies a number of regeneration strategies derived from the integration of the territory, reflecting the characteristics of the infrastructure and regional territories concerned. It will focus on territorial and infrastructure systems that interact according to supraregional, regional and local development policies. Strategies will also be based around feasibility studies and tests on similar effective experiences undertaken by partners and external best practice surveys. Agreements with local stakeholders are envisaged. Stage 5.1 Implementation of pilot action A specific experiment to be defined after the selection and definition of the Action Plan is planned for this stage. The purpose of the pilot is to implement a number of actions identified in the studies, increasing the level of detail and testing the implementation and organisation process with the different local actors. The various pilot actions will depend on the identity and specific areas of the partners: the pilot will take place within the study area of each partner, and may require small facilities.

Livorno, spatial relationship between the city and the hinterland

2. SEATOLAND APPROACH

THE TRANSNATIONAL DIMENSION: WORKSHOPS The transnational dimension of the project is ensured by a number of thematic workshops co-ordinated by the project laboratory, organised by the Lead Partner. The workshops, framed by technical and methodological criteria, seek to ensure that the pilot projects pursue a transnational approach by diversifying and relating the accessibility components and creating a general system. Each partner will coordinate a workshop with a specific theme in line with their field of interest, institutional identity or previous experience. Livorno, spatial configuration of the harbor The international lab will enable partners to pool their experiences and create together tools and methodology for the development of the project. The workshops will be organised around the various components and stages, following the feasibility study for each port location, which includes the use of a common methodology to standardise each partnerâ&#x20AC;&#x2122;s experience. Given the different institutional identity of each partner, their contribution to the guidelines will be based on the principle of subsidiarity. The transnational approach will be the result of the comparisons and transfer of experience between partners of different strategic importance, who will verify their similarities and differences in order to enhance accessibility.

SEATOLAND “Connections of Ports to Hinterland”

PROJECT SHORT PRESENTATION

The Seatoland project: topics implemented by the partnership. Questions, similarities and thematic groups

Pireo, container zone of the harbor

Sevilla, container zone of the harbor

Municipality of Seville

SPECIFIC OBJECTIVES OF THE PARTNER The specific objectives of the Town Planning Department of Seville, as a lead partner of the project, and with the agreement of the Seville Port Authority, consist of the performance of a Masterplan that studies the metropolitan and urban area in the territory, the masterplan is focused on the urban area under the influence of the Guadalquivir Basin, due to its characteristics of transport node and infrastructures, as well as area for the recovery of environmental, historical, social and urban integration issues.

Industrial port of Sevilla

SPACE CONCERNED AND PROBLEMS The port of Seville is located in a strategic point of the city and is a connecting link to the north, south, east and west areas. This fact, undoubtedly, will be exceptional when the city acquired the reclassified land of the port, to promote the modernization of the metropolitan area of Seville, as well as to communicate different elements of the city. The aim of this intervention is to provide the city with the basic infrastructure related to public transport, traffic and open spaces system for the future development of the port and the surrounding urban area.

THE MASTERPLAN The Masterplan relates to urban planning tools - General Urban Development Plan - to Seville 2020 Port tools, through the analysis of the ongoing projects in order to strengthen communication between the existing elements in the city, to develop an interconnected system between the access infrastructures (port, airport), the metropolitan exchange points and the mainly urban interchanges with the axial areas and the open water routes. The main objective of the Masterplan are the following ones: ˭˭ Develop the port of Seville as an element capable of defining the metropolitan economic area following a regional scheme. ˭˭ Ensure the functioning of the main intermodal nodes and strengthen the infra-

3. PROJECT SHORT PRESENTATION

˭˭

structure of connection between them. Ensure the functioning intermodal nodes fostering their connection through green routes.

THE PILOT PROJECT Pilot actions are related to a study area of the urban Basin, which has unresolved integration with the City and the uses of the river bank, as part of the historical development to the south, of the business/industrial activity of the port of Seville. RESULTS The specialized treatment of several pilot actions that Cruise terminal of Sevilla are proposed by the Masterplan, will improve the connectivity of urban planning actions through the planning of the port transport infrastructures and focusing on the passenger transport across the Guadalquivir river. These cruises, after the expected dredging actions in the Guadalquivir river, will enhance all the issues related to the goal 3.1: Improvement of maritime accessibility and of transit capacities through multimodality and intermodality, of the Priority 3: “Improvement of mobility and territorial accessibility” in the MED Programme.

FEPORTS

SPECIFIC OBJECTIVES OF THE PARTNER, SPACE CONCERNED AND PROBLEMS In Valencia, the issue of port-hinterland connections has been addressed from a passenger´s point of view, and even more specifically, from a cruise ship passenger´s point of view. The study proposed and conducted by FEPORTS in relation to the Port of Valencia has focused on possible connections between the present passenger terminal and the attractions of the city of Valencia. This issue has not been analyzed in any depth in Spain and is increasing in importance due to the boom in cruise ship tourism in many of the country´s ports. 10 years ago, cruise ship tourism in Spain was basically restricted to the Balearic and Canary Islands and Barcelona. Cruise ship traffic in 2011 was double that of 2006, and 10 ports welcomed over 100,000 cruise ship passengers. The Port of Valencia set to work in promoting the city of Valencia as a cruise ship destination in the late 1990s, and traffic has increased considerably. 21 cruise ships and 10,800 passengers were registered in 2001, against 203 ships and 378,500 passengers in 2011. This development has been accompanied by investment in the upgrading of docks and terminals by the Port Authorities and the companies belonging to the Port Community involved in this type of busi-

SEATOLAND “Connections of Ports to Hinterland”

ness, and by the development of specific services for this type of cruise ship passenger by the city council and the entities and companies involved in tourism in the city. The port has upgraded two passenger docks and the passenger terminal service docks, in addition to a new terminal being opened in 2012, albeit remote, as it is not equipped with an adjacent dock. In parallel, work has been carried out on a master cruise plan involving the construction of a new terminal in the new Enlargement of the Port of Valencia northern extension of the Port of Valencia, and which is expected to come into operation within 2 or 3 years. In turn, the city has been working on the provision of tourist attractions for the passengers, concluding the development of the City of Arts and Sciences and contributing to the rehabilitation of many historical buildings, particularly in the city´s historical centre. However, little interest has been shown in relation to the link between the port and the city to enable passengers to travel freely and comfortably from the ship to the attractions in the city. This same lack of interest in the link between the port and the city is evident in many other coastal cities in our country and others in the Mediterranean. This is why FEPORTS decided to focus its survey on this issue, and one which is undoubtedly the weakest link in the cruise ship tourism sector. THE MASTERPLAN, THE PILOT PROJECT AND RESULTS The analysis of the possibilities linking the port and the city has revealed that a wide range of work may be carried out, from the upgrading of public bus and tram lines to the implementation of healthier transport systems, involving a relatively small investment which is redeemable with today´s market. The study included, as a pilot test, a specific analysis of existing signage to guide cruise ship passengers to the passenger terminal, either by car or public transport, and the conclusion was that getting to the terminal is not easy for someone who is unfamiliar with the city. Likewise, leaving the terminal and returning to the point of origin or visiting the city is also complicated. These shortcomings can be dealt with, but the effective management of urban and metropolitan mobility is required.

Port Authority of Livorno

SPECIFIC OBJECTIVES OF THE PARTNER The Port Authority of Livorno has started procedures to draft and implement the Local Port Plan. The first step taken was finding an agreement with local agencies (Region, Province and Municipality), signed on July 10 2008, and that calls for the close coordination of mutual procedures and defines the shared targets to be reached, by drafting and ratifying the plan. These targets are essentially the planning, design and completion of construction works to fully restructure the Port of Livorno, an integral part of the regional port and logistics system, with the strategic aim of developing the logistic platform on the coast line and opening to international routes by sea and to the major European cities, through the interconnected multi-modal links that are associated with the completion of the high railway traffic corridor Tent no.1 and the multi-modal corridor on the Tyrrhenian Sea.

3. PROJECT SHORT PRESENTATION

Livorno port conections

SPACE CONCERNED AND PROBLEMS Given the intrinsic characteristics of the infrastructure of the Port in Livorno and due to the need to effectively respond to the growing pressures of the passenger transport market, the signing parties have agreed to procedurally break down the new Local Port Plan (LPP) in two micro-categories: ˭˭ The operational port, which hosts all logistics and manufacturing tied to goods transportation; the city-port, which services passenger traffic and yachting. ˭˭ The second micro-category is discussed as a preliminary part of the LPP, so that the engineering and technical/administrative process may move faster and to provide solid foundations in the short-term for the development of the cruising industry. The Town of Livorno has at the same time launched a procedure for the broad review of the Structural Plan of the municipal land, which will feature common strategies for development of the port and city, in a non-hierarchical frame of mutual cooperation. In effect, the tool of the Local Port is altogether similar to the Structural Plan. This is given by a change in the legislation on seaport infrastructures, reformed with Law of 28.01.1994 no. 84, which profoundly modified the legislative and cultural framework for port area planning, more in tune with global port dynamics, with the entrepreneurial business that work within them and with a fresh need of a constructional relation with the city. The strategic port plans can hence be seen in a new perspective: no longer as mere work plans for maritime and infrastructural works, but rather articulate, yet flexible tools to plan and manage change. By sharing this kind of approach, the institutions involved in the port transformation process can resourcefully define structural planning tools that have the right flexibility, in order to facilitate operational feasibility in the management phase. Along the lines of what has been happening for decades in several port cities of the Mediterranean, Livorno, too, is gradually reconquering its waterfront, exploiting again its historical and cultural resources, toppling down the barriers between the port and city streets, learning to shape new port-urban landscapes and to share them in a broader framework of territorial liaisons.

SEATOLAND “Connections of Ports to Hinterland”

The Port authority represents one of the key players in this process; it has long begun to form the main contents of a new system to share relations between the port, city and territory, hinged on the concept of the “Port Park”, developed as part of a former European project named “Waterfront Med”. THE MASTERPLAN AND THE PILOT PROJECT Considering the relationship between transport service systems, infrastructure, green areas, mobility, the natural, historical and archaeological resources available in the port hinterland, the harbor park is the main element of a new spatial structure which is capable of: ˭˭ Ensuring integration with primary and secondary networks and increasing interconnectivity in terms of infrastructure, organization and logistics; ˭˭ Improving the environment, the regional and socio-economic development of port areas, improving its existing resources (environmental, historical, artistic, cultural, etc.) and their integration with the port area; ˭˭ Encouraging and increasing tourist flows taking into account the carrying capacity of the urban and territorial systems involved. The Masterplan has developed a solution for the city, dividing the flow of traffic so that the movement of heavy goods vehicles for the commercial and industrial port is separated from the movement of light vehicles for the passenger port. The Masterplan also verified the possibility of reorganizing the urban historical villages nearby the port to create quality areas from an environmental, urban and logistics perspective. Regarding rail transport, the aim is to strengthen the connection to the art cities of Tuscany through the activation of rail transport for tourists through the connection of the station with the regional network. The proposed reorganization of the global port analyzed with the project Seatoland also includes the design of a new cruise ferry station, with adequate space for loading, the new station for car and train lines, the creation of urban green spaces, hypothesis recovery and reuse of the Medici fortresses that are located in the area. In this way, the Masterplan helps to qualify the system port-City also from the historical, cultural and environmental point of view. The pilot project of the Port of Livorno analyzes: ˭˭ The direct rail link to the new terminal TEU with the coastline and the high-capacity / high speed, ˭˭ The direct rail link to the ‘Interporto A. Vespucci, ˭˭ The navigability of the Scolmatore Arno between port, interport and autoport, ˭˭ The usability of the historical system of canals of the historic centre. RESULTS In this reference framework and taking advantage of work to configure the new Local Port Plan, a more detailed reflection on the role that the complete redesigning of the cruise ship terminal and of the whole area of the Maritime Station may well allow the seaport of Livorno to have its say in the realm of the exploitation of local and cultural assets on a far-stretching area. In the context of the port’s global restructuring, cruising activities are bound to assume central importance, considering the rise in mooring ships over the past few years. Cruising is currently one of the fastest expanding tourist sectors and can become vitally important for the development of the city and related business. The strategy adopted on a territorial-urban level largely consists in developing an integrated system for modal exchange by enhancing and completing the infrastructural system that gives access to the port and city from the North (particularly when referred to the last mile); in

3. PROJECT SHORT PRESENTATION Relationship among the city and the port of Livorno

improving the offer and efficiency of services and urban facilities of the waterfront, focusing heavily on its environmental value and developing transport systems that are more mindful of the environment, while exploiting the opportunities offered by the presence on site of important and historical sea routes, creating new integrated and interlinked pedestrian walkways and bicycle tracks, to change the notion of the Port Park: no longer a self-confined location, but one actively connected to the territory and city. The aim of the redevelopment plan is also to identify the historical-cultural and environmental assets of the port areas involved, the end goal being to make the local setting more livable and safe, as also the services provided and efficient tourist access, while not neglecting the need to reap the most out of the invaluably rich historical and cultural heritage of Livorno. The project benefits the local scale greater integration and inter-dependence between land and maritime transport and urban and territorial policies that severally affect the port and its surrounding. The opportunity of exploiting the urban and historical sea routes when envisioned in light of the expansion of Livornoâ&#x20AC;&#x2122;s seaport cruising, as well as research to discover new spatial and functional assets of the Maritime Station are a clear example of the integration of actions to promote urban transformation suggested by the SeaToLand Project. A closer examination of the role played by Livornoâ&#x20AC;&#x2122;s historical sea routes in a framework of tourist and cultural promotion on a global scale (the web) is the added transnational value of this project.

Municipality of La Spezia / Port Authority of La Spezia SPECIFIC OBJECTIVES OF THE PARTNER Within the Seatoland project the Municipality of La Spezia and the Port Authority developed activities related to the integration of the new cruise and railway stations with the urban and local system. The two Administrations carried out a study to identify suitable ways for sea-land connections in order to allow intermodality and sustainability of flows according to their different origins and destinations (traditional tourism, cruise tourism and local demand).

The Gulf of La Spezia

SPACE CONCERNED AND PROBLEMS The natural sheltered port of La Spezia, in North-West Italy, is located in the Liguria Region, in the North Tyrrhenian Sea. The port was completely destroyed during the Second World War and it was rebuilt and expanded in the following years. The modern port today is involved and operates successfully in different sectors: container traffic, liquid & dry bulk as well as and general cargoes. In 2012 the port reached a throughput of 18 million tons and a record traffic of 1,250,000 TEUs.

SEATOLAND “Connections of Ports to Hinterland”

La Spezia is one of the most important container ports in the Med. In Italy it’s the second port after Genoa in importance for final destination services to the north Italian markets: this thanks to its technology, efficiency, quality of services and constant innovation. Thanks to its excellent geographical position and intermodal links, La Spezia is able to serve the main North Italian and South European markets. The Port of La Spezia boasts marine weather condition which is unique in the Mediterranean and this makes it one of the safest harbors all year long. Its coastline naturally protected from the winds and currents, the ease of mooring, the low number of tugs necessary, together with the short distance between the pilot station and the quays, allow a noticeable reduction in costs for both goods and passenger maritime traffic. The transnational nature of the study and of the designed solutions developed in La Spezia comes from the explicability of these solutions in other cities of the partnership and, more generally, in all urban realities that need a better regulation of the relationship between city, port and hinterland.

The City of La Spezia and its Port

THE MASTERPLAN, THE PILOT PROJECTS AND RESULTS The activity started with the analysis of the territorial context, throughout a study identifying areas of intervention, verifying and defining the specific areas of analysis related to the topic developed in the “ateliers”: accessibility, connections, interchanges and communication. Following it was presented the framework of objectives concerning the sub-regional sector, the urban areas identified for the integration and the connection between coastal areas and the “arrière pays”. The study was an opportunity to review and to structure the development of the areas identified and selected within the PTC (Territorial Coordination Plan), the PUC (Urban Plan) and the Port Master plan. From the Master plan the Municipality and the Port Authority reached to the identification of possible strategic project and, following, at the detection of the pilot projects that have been developed with the contribution of an external consultant. The pilot projects have concerned the new cruiser station and the connection of this spot with the new railway station, trough out a “people mover” system and the maritime transport internal to the La Spezia Gulf (both for tourists that regulars users).

Temi Zammit Foundation and / City Council of Birgu

SPECIFIC OBJECTIVES OF THE PARTNER There are three overall visions developed as part of this project for the Malta Grand Harbour so as to encourage the development of accessibility and social advancement of the harbour cities. These are: ˭˭ To enhance the quality of the area ˭˭ To encourage polycentric development, and ˭˭ To encourage tourism in the Three Cities

3. PROJECT SHORT PRESENTATION

Birgu, harbor entrance

SPACE CONCERNED AND PROBLEMS The Grand Harbour is an area steeped in history and characterised by an extensive system of fortifications mostly of the early modern era, reflecting a strategic importance that extended up to and including the Second World War. Its economy has traditionally centred on the naval and the commercial, and has led to a huge population out of all proportion of the size of the land. The area also suffers from an ageing population and progressive depopulation, although with the regeneration programme which is already underway the area will soon have a new labour market. This should encourage people to move back to the cities or at the very least improve the prospects of the current residents. The cities around the Grand Harbour are essentially walled in with no possibility of expansion, meaning that land is distinctly at a premium, and considerable overlap exists between the various uses. THE MASTERPLAN In line with the established objectives, the Masterplan comes up with a number of proposals. These include the establishment of a waterbus service, upgrading of landing places and identification of new one to extend the service, linking of services to the Cruise Liner terminals, the establishment of a heritage boat trail, the setting up of creative clusters including cultural incubators, the encouragement of the concept of the diffused hotel, and the promotion of identity through the creation of a city network and through getting recognition from UNESCO. THE PILOT PROJECT The pilot project involves the promotion of the traditional Maltese Dghajsa to ferry passengers across the harbour. It establishes landing places around the Port. An innovative aspect is its green credentials, both related to the design of the landing places and to the fuel used to run the boats.

SEATOLAND “Connections of Ports to Hinterland”

General view of the harbor of Birgu

RESULTS All these actions will contribute to make the hinterland more accessible by joining the waterfronts of the port area across the Grand Harbour. In addition, more activities are encouraged within the towns and cities around the port area, increasing the flow of pedestrians between these and their waterfronts. This ties in with long term plans to reach beyond theimmediate cities and link these to the rest of the urban areas in Malta.

Port Authority of Piraeus

SPECIFIC OBJECTIVES OF THE PARTNER Through its participation to the SEATOLAND Project, PPA aims on the development of strategies and action plans focused on the improvement of accessibility and the better connection between the ports, not only by acting on the infrastructure but also by the creation of networked systems while incorporating environmental actions in port activities. The main objective of the participation in Seatoland Project is the assessment of the impact for the design of an elevated transport mean of a fixed track in combination with the satisfaction of the traffic requirements of passengers of the Central Port of Piraeus, but also of the port neighbouring region. SPACE CONCERNED AND PROBLEMS Piraeus Port is the hub for the connection of continental Greece with the islands, an international cruise centre and a commercial hub for the Mediterranean, providing services to ships of any type and size. PPA S.A. contributes to the local and national economic growth and continues its development by upgrading infrastructure and services provided. Piraeus Port is a port of large sizes and in a continuous development according to the principles of sustainability and environmental protection.

General view of Pireo’s port

THE MASTERPLAN Piraeus Port Authority PPA through the Masterplan, proposes the development of strategies aimed at strengthening of territorial coastal systems and their competitiveness by means of intervention in the following topics: the urban interface of port, the linear infrastructure connection (roads, rivers, railways) between port terminals (accessibility to the sea) and internal territory, the improvement of port accessibility to the cultural and environmental sites of interest of the neighboring urban area and finally the support actions in the local economy based on maritime transport and other forms of land use. The actions within the Master Plan aim towards the enhancement of accessibility to the cruise and passenger terminals and the connection of the port with the cities of Piraeus and Athens along with the application of Mobility Management Measures to facilitate the mobility of the passengers.

3. PROJECT SHORT PRESENTATION

Pedestrian view, 1st prize Cultural coast competition

THE PILOT PROJECT The pilot project foresees the development of a number of coordinated mobility management measures (Seatoland MMM) aimed at creating a development strategy that guarantees continued economic growth and meets the demands on transport while at the same time mitigating the negative impact on the environment and on specific social groups. RESULTS Cooperation amongst Mediterranean ports is considered to be an important tool in the achievement of the above mentioned goals and that is the main benefit of the PPAâ&#x20AC;&#x2122;s participation to the project. PPA constitutes an active partner in all phases of the SEATOLAND Project. Since the beginning of SEATOLAND Project, PPA has worked on projects that promote the integration of coastal and hinterland, based on accessibility. In that direction it will be studied the improvement of existing connections (metro, buses, etc.) but mainly the construction of new in port transport infrastructure: the elevated monorail around the Central Port.

SEATOLAND “Connections of Ports to Hinterland”

DESCRIPTION OF PARTNERS´ WORK Council of Seville

SPECIFIC ISSUES AND PROBLEMS FROM THE PARTNER’S POINT OF VIEW

Synthetic map of the metropolitan area of Sevilla

STUDY AREA SURVEY The strategic framework is based on a territorial analysis of the existing planning, enabling the establishment of a cognitive map of the elements that make up the territory, in a manner consistent with the planning tools, and, in this way, integrate them into the objectives and proposals for improving individual actions in a logical system. Although embedded in a heavily transformed territory lacking ecological connectivity due to inadequate conservation of rural roads and livestock trails, some physical components in Seville have been designated as high value natural heritage. Within the geographical area of Seville, it is necessary to emphasise the environmental relevance of the Guadalquivir River, linchpin of ecological flows in the area, not only in terms of the watercourse itself, but also in regard to its wide flood plains and many tributaries. Its great potential for public use has therefore not yet been tapped. There are other spaces of environmental relevance at European level such as Doñana National Park, an area of preserves, marshes and dune beaches.

4. DESCRIPTION OF PARTNERSÂ´ WORK

However, it lacks ecological connectivity with other natural areas due to inadequate conservation of the network of rural roads and livestock trails. Seville and its surrounding area has a particularly rich and diverse cultural heritage, the result of its long history as the point of deepest penetration of maritime trade between Mediterranean and Atlantic cultures, giving rise to a large number of settlements, a true example of Mediterranean town planning. The metropolitan area is characterised by productive multifunctionality, where services, industry, agriculture and tourism co-exist, although in recent years it has become over-reliant on construction, leading to territorial degradation and loss of cultural identity. In terms of intermodality, weak integration between different modes of transport has been identified. The fact that the vast majority of large shopping, administrative, cultural and leisure centres are located in the capital, combined with low-density and urban sprawl, has encouraged increased motorised travel between the urban core and the metropolitan rings, especially during peak hours on weekdays and summer weekends, when public transport is unable to compete with the car in terms of time. In this system, roads and private transport have cemented their supremacy over rail transport, leading to urban congestion, low energy efficiency and high levels of air pollution. Hence, the vital importance of improving and increasing intermodal connections with other modes of transport and creating external areas of opportunity for enhancing greater spatial equilibrium. On the other hand, strengthening external connections and enhancing the role of the port and the airport within the transport system is one of the most important urban development strategies in Seville. There is currently a navigable portion accessible to vessels up to 40 metres in beam and 250 metres in length. The port has a 24,500 metre internal railway network, and good access links to the ring road and urban roads. However, port infrastructures need to be modernised. This project is of great economic significance for the Seville conurbation, as it will encourage the development of its facilities and logistics functions and improve access and connections to the metropolitan area, which depending on future developments, will require greater capacity. The port is a key infrastructure given its inherent link to rising econom-

Environmental framework of Sevilla

SEATOLAND â&#x20AC;&#x153;Connections of Ports to Hinterlandâ&#x20AC;?

Transport network and settlement framework

ic sectors, such as aeronautics and tourism, and the fact that it is the only Spanish inland seaport integrated into European networks. Seville has inherited its status as a river port-city with elongated shapes moulded by the river current, and against which it has intensely battled to contain flooding. The process of urban growth in the Seville conurbation has resulted in a number of dysfunctions, as not all territorial components have developed at the same pace, in particular, the gap between residential development and productive and service development. In recent years, the population has gradually moved to the metropolitan outskirts, where more new houses than needed were built with limited infrastructures, public services, and productive resources. This has led to tensions in the excessively urbanised territory and to loss of urban quality, a situation which can only be tackled by redirecting the planning criteria set out in the urban planning scheme. A primary area of work has been building a genuine open spaces system in the metropolitan area surrounding the city, in order to recover the hallmarks of the territory and restore

Map of ongoing actions and city-port relationships

4. DESCRIPTION OF PARTNERS´ WORK

the historic quality of its landscape and environment. The new urban structure is built primarily around two open spaces that form its backbone: the main stream of the Rivers Guadalquivir and Guadaira, thus enabling the recovery of the distinctive features of the territory and the restoration of the historic quality of its landscape and environment. This new grid Sevilla’s urban general plan enables the design of new axes as open systems of urban growth areas, encouraging interaction between different metropolitan areas without the need for orbital structures as constant, geometrical points of reference. A second line of work has delved into the analysis and assessment of large urban parks, which, at first glance, reveal a number of shortcomings that have generated a certain degree of apathy in designing public spaces. The current fairgrounds (Parque Ferial) take on particular significance, as the project will be adequately articulated between the two branches of the river at this point. EVALUATION OF THE AREA, MAIN POINTS OF STRENGTH AND WEAKNESS The River Guadalquivir has historically divided the city of Seville, driving a wedge between Triana and the historic centre. The city has had to build successive flood defence systems to grow. However, in recent years, the river has been revalued and incorporated into the city to become a true bridge between the two banks of the river, where the city’s landmarks are reflected as in a mirror. The port area, located in the south, has always suffered from lack of planning and integration into the urban fabric. ˭˭ Weaknesses. ˯˯ Limited Maritime Harbour Front. ˯˯ Road congestion, leading to gridlocks on major road routes. ˯˯ Difficulty proposing new models of relation and permeation due to the multiplication of infrastructures in the surrounding area. ˯˯ Strained relationship between the Port Authority and city government. ˯˯ The old lock and lack of dredging conRoad and railway connections with the port strain the maximum size of vessels. ˯˯ Lack of river beach. ˭˭ Threats. ˯˯ Global financial and economic crisis. ˯˯ Cessation of key infrastructure projects due to lack of funding. ˯˯ Reduced draught for navigation due to silting. ˯˯ Opposition to dredging from environmental sectors.

SEATOLAND “Connections of Ports to Hinterland”

Strengths. ˯˯ Inland port and proximity to distribution centres. ˯˯ Historical harbour inside a city with one of the largest historic urban areas in the European Union with monuments designated World Heritage sites. ˯˯ Cultural, historic and tourism attractions. Liberalisation and redevelopment of the shores not put to port use into public spaces, instilling a sense of ownership among citizens. -Designation as Objectives for the network of open spaces Regional Transport and Communication Node by the POTA. ˯˯ New transport routes contained in the general and territorial plans. ˯˯ AVE High Speed Train. -Building of the new lock. ˯˯ Proximity to road links. ˭˭ Opportunities. ˯˯ Only river port in Spain. ˯˯ Inland (river) cruises. ˯˯ Joint interest of metropolitan municipalities for building pending infrastructures. ˯˯ Reservation of railway platform for connection with airport. ˯˯ Proximity of the port area to future Metro lines 3 and 4. ˯˯ Enable access of “Panamax”-size vessels to the port after the completion of the lock. ˯˯ Future new roads in the area most favourable for development of the port. ˯˯ Free up rail traffic on the northern section of the port, which Objectives for the network and settlement framework would then run through the south and over the new lock. THE MASTERPLAN The MASTERPLAN seeks to study this area to open new opportunities for unification of the city while fostering the economic development of the port, which has always been a focal point in the urban economic structure of the territory given its strategic position. To that end, not only must public transport and road traffic be modernised, but the riverside landscape and its environmental value must be recovered and quantified. ˭˭

Port to city connection As for the actions proposed to improve the connection between the port and the rest of the city, we contemplate: ˭˭ Maritime actions: dredging of the access channel from the mouth of the Guadalquivir River upstream to deepen the draught, up to 8 metres, making it navigable up

4. DESCRIPTION OF PARTNERS´ WORK

˭˭

to Alfonso XIII Canal. Moreover, the new lock will make the port accessible to new, larger vessels. Railway actions: A new rail access to Merinales station is envisaged in order to avoid making manoeuvres at La Salud station and to improve connection between the port and La Isla industrial park. Road actions: New Territorial Sur passage through the port grounds, providing a stable alternative for metropolitan travel on the SE-40 motorway. This passage must be deployed at a depth of not less than 21 metres, enabling a road link with the westbound carriageway of the SE-40 motorway.

Goals for the city Project proposals are divided into three systems: ˭˭ Environmental System. It provides details of the system of open spaces, urban and metropolitan parks, pedestrian routes and bike lanes. ˭˭ Infrastructure System. It provides details of major existing and proposed freight and passenger rail infrastructure, metropolitan network and main road routes. ˭˭ Settlement System. It provides details of urban (PGOU) and Port of Seville 2020 planning instruments. Parks and Waterways Environmental System

Parks and waterways system

SEATOLAND â&#x20AC;&#x153;Connections of Ports to Hinterlandâ&#x20AC;?

The MASTERPLAN focuses on identifying environmental systems, as well as urban and metropolitan parks, to ensure their harmonisation with the Guadalquivir and Guadaira river banks and the Tamarguillo, Miraflores and Ranillas fluvial axes and their integration into the urban context of Seville. This will generate a green ring for citizens to enjoy new leisure and outdoor recreation opportunities, serving as a lookout over the river. This raises the need for forest and landscape treatments, using species native to the Lower Guadalquivir and the Aljarafe escarpment, and preparation of the two main rivers - Guadalquivir and Guadaira - that run through the city. The MASTERPLAN also proposes measures to adapt this area as urban parks within the Charco de la Pava Park and the current fairgrounds, enabling the articulation of both branches of the river. The rail-car interchange node system will also serve as an access to existing territorial urban parks and those under construction. Open spaces within the port area will be re-zoned and new linear axes of green connectivity, consisting of rows of trees and bike lanes, will be built. Infrastructure Systems The new road system planned for the city introduces a reticular pattern geared towards solving the functional and morphological shortcomings of the radio centric model. This new sys-

Infrastructure system

4. DESCRIPTION OF PARTNERS´ WORK

tem focuses on creating a more homogeneous distribution grid superimposed onto the existing road networks in order to organise new urban growth and major traffic flows, creating alternative routes to avoid excessive functional dependence on central road structures. Intermodality between the various mass transit systems will enable the integration of a consolidated city’s transport strategies, as well as new urban growth to be better planned. The Santa Justa train station could become the primary urban and metropolitan transport interchange in Seville together with the commuter system, the metro network and the “metrocentro”, with connections to San Pablo Airport, now under development. The MASTERPLAN also proposes the interconnection of existing urban accessibility and mobility systems -the main gateway to the metropolitan backbone and the city- through structural axes, the future metro network, existing (and future) large interchange nodes, and the main public services of the urban and metropolitan system. We are in the process of integrating the network of cycle routes, popularly known as “bike lanes”, taking into account universal accessibility criteria, and creating themed tourist routes, leveraging the vast investment made in this form of Mobility. In particular, a decision has been made to shift rail flows to the infrastructure in the south of the port area, freeing the northern sector from freight traffic. It is thus possible to recover the northern railway route as a backbone of passenger travel, even linking it to other urban public infrastructure through interchange nodes. In any case, the following strategies are envisaged to promote links within the port area, and with the rest of the municipality: ˭˭ First, there is special interest in the protection, valuation and ease of access to elements found along both riverbanks, in particular those which are architectural, historic and landscape landmarks of the city and an attraction for tourism. ˭˭ Efforts will be made to maintain the essentially empty and continuous nature of the port area, although interconnection with the rest of the municipality through smaller roads that lead to the Guadalquivir riverbanks will be encouraged. ˭˭ Building of pedestrian walkways, footpaths and bike lanes will be fostered, as well as adaptation of the port’s internal rail network for public use or improving interconnection between the port and the city. Settlement Systems In this regard, the MASTERPLAN seeks to link urban (PGOU) and Port of Seville 2020 planning tools, reviewing major on-going projects in order to strengthen links between the existing urban elements, and develop a system interconnecting access infrastructure (port, airport), metropolitan interchange nodes and major urban interchanges with axial areas and open water routes. The following proposals have been put forward to enable this decision to interconnect the port with Seville airport -the two most important structural elements in the city: ˭˭ To develop the port of Seville as an element capable of defining the metropolitan economic area according to a regional scheme. ˭˭ To ensure the functioning of the main intermodal nodes and strengthen the connectivity infrastructure between them. ˭˭ To ensure the functioning of intermodal nodes, fostering their connection through green routes. The northern structure of the port area, as envisaged in the map of Seville, is a major urban centralisation project that will radically transform the river bank. At this stage, it appears imperative to take into account the interaction that will take place between the city of Seville and the port.

SEATOLAND â&#x20AC;&#x153;Connections of Ports to Hinterlandâ&#x20AC;?

Urban settlement

The project includes five major areas, both internal and external to the port, subject to morphological and functional reconfiguration. This represents a clear opportunity for improvement and development of the city of Seville. To achieve this goal, we will proceed to: Finalise agreements on co-operation, transfer and exchange of Port-owned lands, made under the Special Plan to be elaborated by the Port Authorities, and subject to the review of the General Plan, to facilitate the building of new avenues of connection and car parks, both underground and surface, the inclusion of socio-cultural elements promoting interaction between port and city and, the regeneration of urban land and creation of new green areas of public use in line with various proposals for re-zoning existing open spaces and developing new recreational areas to encourage the building of a new river walk, reinforced by the existence of a green corridor. Goals for the port To date, the riverfront of Sevilleâ&#x20AC;&#x2122;s port area is being used for nautical-sport events and freight traffic. At the legislative level, it is the responsibility of two authorities: Port and Planning Department of Seville. For the purpose of analysis, the area has been divided into five sectors: Northwest Sector. Avenida de la Raza and surrounding areas (C) This sector continues to experience steady passenger traffic and cruise activity; however, it has incorporated new administrative, leisure, cultural and university uses. Consideration is being given to the possibility of adapting the existing railroad tracks for a two-line tram system, connecting the south of the port with the Torre del Oro, thus supporting mobility of tourism from the port to the old town, and connecting the two banks of the Guadalquivir river. The intention is also to develop a true open spaces system along this route.

4. DESCRIPTION OF PARTNERS´ WORK

Port zones

South Sector. V Centenario Bridge. (D) Industrial activity will continue in this sector. The Port Authority’s proposal to develop a logistics area has been approved. The topography of the terrain will be altered to relocate port activities, whilst paying particular attention to the riverfront and landscape value of the port area and proper distribution of new berths and related machinery and industry. Pedestrian overpasses that cross the road and connect the logistics area with the new socio-cultural and tourism area will be designed. Speed limiting devices will also be placed along the road. West Sector. Batan Docks. (B) It is proposed that a maritime freight traffic station be built in the southern section of the port area, next to the Logistics Area, to facilitate the transport of containers -by rail or motorwayto the various receiving points distributed throughout the city. Likewise, the northern section of the port will be reserved for the central maritime station and docks for cruise ships and tourism boats. This section will be connected to the city’s public transportation system by internal tram, by the city bus network, whose station will be located underground next to the car park, or by private vehicles. Furthermore, easy access to the inner part of the port from Santa Justa Railway Station will be provided by a new railroad spur extending from the Cadiz-bound passenger rail, along the freight rail route, in order to achieve the desired interconnection between Port, Airport, Rail and Urban Transport. Similarly, the riverside landscape, close to the Dock, will be regenerated, and footpaths and trails connecting to the river walk will be built.

SEATOLAND “Connections of Ports to Hinterland”

Northwest Sector. CAMPSA tanks. (A-B) This sector is intended for Port-Commercial Use. The facilities required for berthing cruise vessels and existing hotel ships shall be built; while the area closest to Las Delicias Bridge shall be re-zoned as a multipurpose zone for Services, Commercial and Cultural-Leisure uses, with the dock front intended for free use. A maritime station and ancillary port facilities, preferably conceived as a business park, are planned for developing tertiary activities, as well as pontoons for berthing hotel ships. Following the relocation of CLH’s liquid fuel storage tanks, incompatible with urban uses, to La Isla industrial park or the southern and westernmost corner of the port, this area will be equipped with new infrastructures. In order to regenerate a series of open spaces covered under Seville’s General Plan, the Director plan of the Sevilla’s port

docklands and water bodies of the Guadalquivir Dock River Park have been integrated north of the river, between the San Jerónimo dam and San Telmo bridge. It also aims to link this new green branch with the Alamillo Park via a new pedestrian bridge over the San Jerónimo Docks. This intervention is part of the urban strategies to improve and rehabilitate the namesake neighbourhood. Along the right bank of the river, in the Charco de la Pava Park area, environmental regeneration is encouraged to develop forest recreation and public use, improve the river bank and provide landscape solutions compatible with the surroundings. Footpaths and pedestrian walkways will be built to implement this proposal, supported by existing bike lanes. Further south, the empty spaces next to the Los Remedios Bridge will be properly equipped to service the Los Remedios quarter, and create an open plaza serving as a lookout balcony over the River Guadalquivir. Similarly, the industrial areas north of the Carretera de la Esclusa will be re-zoned for economic, productive and service activities, and cease to be used for port activities. Seville’s General Plan encourages the full integration of the port into the city centre, focusing on specific river activities that will be availed from San Jerónimo to the north -for integration into the Guadalquivir Dock River Park-, to the Las Delicias Bridge, thus decoupling this entire area from port use and integrating it into the urban mass of the city through the inclusion of open spaces and facilities. Likewise, it seeks to revalue the area adjacent to Los Remedios Bridge so that it can be by the neighbourhood as a plaza and a public balcony overlooking the Docks. Following the removal of CAMPSA’s fuel tanks and restructuring of the access points to the port and existing internal and external road system, a business and service park will be built to support development of adjoining neighbourhoods and increase the flow of tourists

4. DESCRIPTION OF PARTNERS´ WORK

to the adjacent aeronautical museum. It also seeks to build a socio-cultural area, as well as a financial centre to help develop this sector. This would also provide continuity to the existing green corridor that stretches from the left bank to the new Los Gordales Park and the future Tablada Metropolitan Park, reaching the vacant lands near Los Remedios Bridge via a possible future route that would skirt the Sailing Club, thus improving the connection with the historic city centre. In the Los Gordales re-zoning project, local access to the intervention area is ensured by car parks located throughout the new Los Gordales Park. This provide support for both new future infrastructures and traffic from the Aljarafe, and enables the use of new public transport systems planned for the city, promoting links between the urban area and the other side of the river.

Environmental links between the port area and the town

THE STRATEGIC PROJECTS Following the review of the growth outlook for Seville, various strategic proposals, based on the forecasts set out in the PGOU and Port of Seville plans, have been put forward to establish city development guidelines. They focus, in particular, on interventions that seek to transform the river into a structuring element of the city. Strategies are grouped into three themes: ˭˭ Environmental System of Parks and Waterways ˭˭ Infrastructure system ˭˭ Settlement system

Environmental System of Parks and Waterways The port of Seville plays a strategic role within the new green ring surrounding the urban fabric. It represents the pinnacle of the Guadalquivir River park systems. In this case, the railcar interchange node system will also serve as an access point to urban parks in the territory, both existing and those under construction (Guadaira, Tablada, left and right banks of the Guadalquivir, Docks, etc.). ) The open spaces located within the port area will be re-zoned and new linear axes of green connection, consisting of rows of trees and bike lanes, will be built. Two specific measures are proposed to implement the plan: 1. Link between Guadaira Park, the port area, the South district and the system of green areas along the Guadalquivir. The former course of the Guadaira and the river front of the Guadalquivir will be converted into a recreation area with facilities and open spaces for citizens and young people attending the neighbouring university campus. Specifically, a bike lane will be built parallel to the river, enabling closer contact with the watercourse, and promoting the idea of continuous river walk. Moreover, the platform with the remains of the Alfonso XIII Bridge will be rehabilitated as an extension of the Guadaira Park, with two branches running north and south of the city,

SEATOLAND “Connections of Ports to Hinterland”

Environmental corridors

encouraging pedestrian connectivity between the two campuses and the surrounding neighbourhoods. This system of green areas is completed with a boulevard linking Guadaira Park with the port area along Avenida de la Raza. 2. Reshaping and connection between the northern section of the fairgrounds and the port area. In order to strengthen the concept of “waterfront”, developed throughout Europe in recent years, and recover the environmental characteristics of the river environment, lost by port activities, the existing green areas in and around the port will be restored, and a river walk, stretching from the passenger terminal to the former tobacco factory in Triana, will be promoted. The need to improve and rehabilitate the CAMPSA fuel tank area is also being considered, as this would enable the construction of a new residential area equipped with socio-cultural facilities and open spaces to better serve as support for other sectors of the city where the lack of such services is noticeable.

3. Reconfiguration of the northwestern section of the Port and creating functional links with existing flora. In order to extend this network of green spaces, a boulevard linking with the future Los Pedestrian streets Gordales urban park is proposed. This boulevard would serve as a buffer between Seville’s urban area and the future Dehesa de Tablada Metropolitan Park. The use intersections, promenades and occasional milestones would further contribute to slowing traffic. Infrastructure system A decision has been made to achieve continuity between the city and the port, transferring rail flows to the infrastructure located south of the port area, thus freeing the northern sector from freight traffic. It is hence possible to recover the northern railway line as the backbone of passenger travel, linking with other urban public infrastructure. Interchange nodes connecting to the metro centre and north may be used to enable this link with other infrastructure. Specifically, we propose three strategies: 1. Integration of urban and port rail network. In order to enhance interconnectivity between various passenger transit nodes -port, airport and railway stations-, existing public transport will be improved and new access points

4. DESCRIPTION OF PARTNERS´ WORK

Railway connections

for road traffic will be upgraded. Actions envisaged in the plan include transforming the port’s internal rail network into a passenger tram system. The line running from the Central Railway Station will be divided into two branches: one towards the historic centre and one towards the new maritime terminal. The new Guadaira interchange node will facilitate connection between La Salud and La Negrilla stations, and provide new tourism functions -shelter, documentation and information centre, Port Museum, etc.- which will be situated in the former cavalry barracks after their rehabilitation. The rehabilitation of the car parks located under Las Delicias Bridge and along the southern corner of Tablada neighbourhood is being contemplated in order to encourage the use of the Port as a starting point to reduce traffic congestion and foster greater use of public transport. On the other hand, the plan proposes building a cargo terminal in the Port’s new logistics area, which would contribute to a better image of the river. 2. Extension of the metro line and connection with the north side of the port area. Following the completion of various subway lines linking the city to the north of Seville’s port, the connection between the port and the city will be improved by relocating the regional bus station to a site within the former port. This will enable the creation of a river transportation system along the river, which would link the most important elements Exchange nodes of the city. In order to encourage activity in this area, the project envisages the rehabilitation of the former tobacco factory in Triana, which would include exhibition halls, congress centre, commercial and service uses and tourist information office. Given its hisExchange node sudest toric value, it would become a new landmark for the city. 3. Reconfiguration of freight railway infrastructure and logistics area. In order to complement the public transport system and enable good connection between different networks without disrupting road, pedestrian or bike traffic, the plan envisages using the western branch of the rail network -La Cartuja-Torre Triana-Puerto- for passenger transport. All these measures provide strong impetus to the development of this new urban area of the city. Settlement system The structure north of the port area constitutes a major urban centralisation project, whose development will foster radical change along the river bank. The project includes five major areas, both internal and external to the port, subject to morphological and functional recon-

SEATOLAND “Connections of Ports to Hinterland”

figuration. This represents a clear opportunity for improvement and development of the city of Seville. Three actions are encouraged: 1. Rehabilitation and development of the quays along the left bank of the River Guadalquivir. Avenida de La Raza. In order to interlink the existing urban fabric, the university and the re-zoned port area, the project seeks to rehabilitate the existing docks, striving to include visual, heritage and/or leisure landmarks located in this part of the city and adapt current uses to more dynamic activiExchange node tram-boat ties designed to appeal to the population as a whole. To that end, several measures have been implemented, including the reconfiguration of Avenida de La Raza riverfront to create a promenade and leisure area consisting of boulevards and green spaces that bring together the consolidated city to the north and east of the river, and the new future city to the south and across the river. Moreover, the pavilions of the 1929 Ibero-American Exhibition have been rehabilitated, enabling their conversion from its current use (warehouse and wholesale distribution) to an area with amenities and services for the city. 2. Rehabilitation of the northwest corner of the port area. Development of the new city. Following the removal of CAMPSA’s CLH tanks, the intention is to create a new urban-port neighbourhood capable of tackling shortcomings in the surrounding areas and becoming the very heart of this sector, where the new maritime passenger terminal and associated services (restaurants, museums, pedestrian areas, entertainment facilities, etc.) will be located. The future skyscrapers of the financial district may eventually be located here as well. As in other parts of Europe, this district could enable the regeneration of Seville’s business fabric. 3. Reconfiguration and connection between the planned new area and the existing network. To foster the development of this sector, a connection will be established with the adjoining city districts, restructuring the current image of the right river bank, dotted with obsolete industrial structures and machinery, and encouraging the installation of new equipment and pedestrian connections. THE PILOT PROJECT INTERVENTION STRATEGIES AND CRITERIA The re-zoning and revaluation strategies, criteria and objectives to be applied by the city council in the urban areas selected under the re-zoning scheme seek to develop an integrated tourism system by strengthening and completing the existing infrastructure, notably by improving the functionality of the service and the cultural infrastructure, and highlighting their environmental values. The aim of the study phase of the project is to identify urban-environmental axes within the selected areas in order to improve the local viability of services and tourism use, while respecting the landscape architecture, and taking account of the added value of co-operation with all actors involved in the program. ADAPTATION PLAN AND WORKS The guide-project is therefore envisaged as a system of infrastructure and socio-cultural services, integrating measures for “real estate revaluation based on strategies for articulating

4. DESCRIPTION OF PARTNERS´ WORK

future uses of the land and the regenerated urban areas”. The proposed interventions are part of a series of urban, architectural and environmental works to restore and re-zone brownfields, aimed at achieving interaction between urban and cultural-tourism activities. In short, the program provides a multiplicity of interventions identified in the articulation of three systems: ˭˭ The infrastructure system for culture and entertainment, including the refurbishment of the “former tobacco factory” thematic area, of particular interest due to the presence of brownfield sites, and the future development of a “tourism-hotel area” through the recovery and rehabilitation of the main building, intended as a Public Centre for Cultural, Administrative and Management uses; ˭˭ The adaptation and revaluation of the “El Solar” area, through construction of not only a cultural/media centre and urban park equipped with underground parking, but also a museum (“Museo del Mar”) and urban park (green corridor/route in botanical gardens) with underground parking. The cultural system of the two centres is envisaged as a highly versatile, landscaped, cultural park with integrated services that offer improved functionality; Refurbishment of port areas (river front) with appropiate environmental connection routes, as well as a green, plant filter area, consisting of a path and a water park along the riverbanks, and an urban park with gardens on the surface of the areas concerned (El Solar and tobacco factory). Analysis of the intervention The intervention aims to create a new, highly functional cultural, services and management system, creating a range of structures and infrastructure for cultural, entertainment, recreational and leisure activities, within the framework of a very comprehensive plan for urban recovery and regeneration of a very sensitive area of the city, across from the left bank of the river, whose re-zoning, regeneration and urban use has historically advanced further than in other areas. The plan for the target area, which is homogeneous and acts as a hinge-zone between the “Solar” area, the tobacco factory and the “Muelle de las Delicias” area,” provides for: ˭˭ A study of the right river front, between San Telmo and Los Remedios bridges, including the vacant lot next to the Los Remedios bridgehead. ˭˭ The possibility of building a pedestrian walk between the various bridges at the same level as the river. ˭˭ The construction of a cultural centre and museum, with underground public parking, and open spaces for public uses on the vacant lot near Los Remedios Bridge. ˭˭ Possibilities for action on the site of ALTADIS’ former tobacco factory, enabling its urban integration and permeation of the existing waterfront. ˭˭ The possibility of widening Juan Sebastian Elcano Street, at the confluence with Plaza de Cuba, enabling public access to the river, via the San Telmo bridgehead.

SEATOLAND “Connections of Ports to Hinterland”

Restructuring of existing gardens at Los Remedios bridgehead. The possibility of building a Cruise Terminal at Muelle de Las Delicias, in the area close to current facilities. The interventions proposed under this general refurbishment plan, including open, public green areas, and cultural-tourism-leisure facilities for leisure, cultural, musical and entertainment activities, range from adapting the backbone network to an urban park with multifunctional squares, and even an outdoor amphitheatre-forum. The urban area thus articulated, linked to the cultural and entertainment areas identified via existing green areas, will become a “natural” complement to urban interstitial spaces used for recreational purposes (combined with multipurpose spaces for advanced services). Following the planned interventions, the target area under study would be designated a “qualified node”. The range of planned interventions will therefore play a significant role in the future urban axis. The area-park and open-covered spaces project seeks not only to create opportunities for “quantitative services”, but also to provide future users with a number of initiatives that stand out for their qualitative features, for their full experience of nature and for defining a new concept of urban territory and river front. ˭˭ ˭˭

Planned interventions and activities - “El Solar” and Former Tobacco Factory area ˭˭ This area is conceived as an ensemble of multipurpose spaces for cultural and musical events, shows and exhibitions, and as an open “container” for tertiary activities. The improved environmental-cultural route consists of natural and artificial spaces where the project seeks to maintain part of its original identity using vegetation and Mediterranean river flora. It also aims to create areas for outdoor musical and cultural activities, equipped with video/music facilities and multimedia video screening systems. ˭˭ There are a wide variety of components positioned along the route, including services, cultural and commercial spaces, wellness centres, etc. Ramps (green corridors) are the main urban connection between the park and the river. They are an axis that, penetrating into the heart of the park, acts as reference for accessing different spaces and places in the park, providing along its “course”, a space for social intercommunication, alternating empty and full spaces between planned activities and services. An extension of the brdige platform is also envisaged in this space as a proposed improvement, enabling access and (berthing) manoeuvres of larger vessels. It is very important to note that the actions undertaken in the Altadis tobacco factory area are but urban reflections of a particular area, currently under private ownership. This devel-

4. DESCRIPTION OF PARTNERS´ WORK

opment should not be interpreted as anything other than a non-binding reflection of a section of the city’s waterfront that is a particularly sensitive urban regeneration area. Consequently, we are not talking about binding images or proposals from which further actions nor municipal positions may be inferred. The project envisions: ˭˭ Greater flexibility and availability of space: the role of conference tourism and hotel activities, as well as musical, cultural and entertainment events, is embodied by a number of spaces of small- and medium-size capacity for conferences or parallel sessions during conferences and/or exhibitions. The modular structure of the exhibition rooms and spaces will make it possible to adapt to individual needs and functions. ˭˭ A versatile and adaptable network of connected spaces conceived as a “service” system based on multipurpose structures with commercial and catering spaces-itineraries, spaces for temporary and permanent exhibitions, outdoor exhibition spaces and thematic gardens, and car parks. The Cultural Centre and Museum Complex Diagram of project interventions The project directory for the complex refurbishment study envisions a system of social and cultural services based on the logic of integrated features. Actions concern a series of landscape and environmental architecture measures to recover and rebuild the complex, ensuring interaction between landscape, social functions and tourism-cultural activities. These activities and facilities will focus on the recreational and tourism dimension, addressed with a culture- and marine environment research approach, as part of the “River Guadalquivir and the Sea Media Library” To that end, the following is planned: a) Tourism-Cultural Service Centre, adjacent to the Club Mercantil, with a reception hall, information centre, exhibition spaces, conference rooms, offices, exhibition areas and itineraries, screening rooms, accommodation area - restaurants and services. b) Marine Studies and Research Centre, consisting of exhibition spaces, laboratories, offices, meeting rooms, archives, server room, technical rooms, catering services, etc. c) Upgrading of existing footpaths and roads, construction of an access ramp from

SEATOLAND “Connections of Ports to Hinterland”

the street, and completion and improvement of parking areas. d) Trails of cultural and tourist interest e) Amphitheatre f) Mechanised connections (escalators and/or inclined lift) Scope of the interventions The interventions relate specifically to: The Marine Studies and Research Centre, divided into two independent, functional parts. The former envisages flexible spaces for exhibiting the activities of the Marine Centre, supported by office buildings, warehouses and other uses. The space would be divided into two levels above ground, connected by stairs and lifts. The ground floor connects the interior with the atrium, with the functional system (conference room, offices, toilets and warehouses) spread around the atrium or hall, towards the slope. The first and second floors, consisting of workstations where databases on the Marine Research Centre can be consulted, will be designed as a space used as a form of expression of a laboratory, driving new ideas, with exhibition areas and a newspaper archive. The Cultural Centre is divided into a tourist area and a commercial area. The former, organised on two levels connected by continuous paths, consists of exhibition spaces and multimedia rooms, as well as meeting rooms for artistic and cultural activities. The slightly arched geometry of the spaces creates an asymmetric space. The project will therefor consist of a gallery of distorted spaces with an endless series of ever-changing perspectives. All wall joints are made of ventilated, continuous glass walls, while the roofing is shaped as corrugated structures or terraces. The exhibition area can be accessed through the reception. This area also features a cloakroom, a café bar and a library, where temporary and permanent exhibitions can be organised. The office and tourist accommodation building The main building of the tobacco factory will be refurbished and converted for cultural and public administration uses. It will be supported by a new commercial/service area with a complex management structure, conceived as an advanced multi-purpose centre with multiple functions, offices and medical centre. The complex will include three fully-equipped conference rooms (one with a seat capacity of 650 and the other two with 300), and services closely related to the management of conference activities and the maritime station. The system is completed with a tall building to be used as a 100-room hotel, a source of possible support to the proposed future cultural and tourist activities. This building will “offset” the height of existing buildings in the Glorieta for which the bridge serves as a hinge-zone. The implementation of these independent, yet complementary, actions enable re-qualification of the activities and their specialisation, in accordance with project requirements, allowing for a new visualisation of the historic centre, landscape integration and interweaving with the adjacent urban fabric. Together, these actions will simultaneously enable the gradual recovery of a historic river bank and a new appreciation of its value. In the urban setting, this recovery will make possible an “urban frequentation itinerary”, highlighted by the sheer enjoyment of the various services and new improvements, visible through a virtual grid of accessible points such as properly equipped urban nodes and squares. The “River front” system The natural area made available to the public is not only the “historical memory” of the original morphology of the sites, but also an attraction for the inhabitants of neighbouring munic-

4. DESCRIPTION OF PARTNERS´ WORK

ipalities, and may become a major focus for weekend visitors and summer tourists. The green area will include routes and rest areas designed to enhance enjoyment of characteristic landscapes of local flora, alternating with sites where “green architecture” plays a greater role. The intervention involves improvement of the right river bank, creation of an integrated, green walk-route covered with technological “arbours”, and a number of services needed for proper functioning. The interventions mentioned above are components of an organic project, which can be implemented in self-contained, functional sequences, and successive excerpts. Though part of a broader intervention (organic project), these functional sequences enjoy technical, functional and economic autonomy, and therefore can generate benefits, even in the absence of the other components. Cruise Terminal - Interchange Node The project proposes the construction of an interchange node consisting of a cruise terminal connected to various bus terminals, with all equipment and dock structures essential to the proper functioning of a cruise terminal. The building envisioned in the project would have the capacity to undertake all port operations for cruise ships - loading and unloading of cargo, passenger embarkation, disembarkation and transit. This project is the most important intervention of the programme for re-zoning the port area and upgrading its structures. The terminal is conceived as an interchange node for on-board and ashore activities, and will therefore have dockside reception facilities, as well as the infrastructure and services needed for the performance of its activities. The terminal can simultaneously serve two cruise ships and transfer passengers to 50-seat intercity- and urban-type coaches and 250 seat airport shuttle buses. Parking spaces for 20 to 30 coaches are planned behind the cruise terminal, in addition to those already designed. A pier structure for berthing speedboats servicing the Dock and other river areas is also envisaged. To avoid scaffolding construction along the pier, gangways for embarking and disembarking passengers have been placed at a height of 6 metres above the dock (8 metres above sea level), consistent with the height of the Azamara cruise ship hatchway (6-7 metres). The hatchway and gangway are connected by means of mobile telescopic springs. The new cruise terminal, which covers 3,100 square metres and 3 floors (ground floor plus 2 floors), has been carefully designed to preserve the delicate balance between the environment and the role of the port of Seville. The terminal, designed as an interchange between water and land uses, is equipped with all the necessary facilities to ensure smooth functioning of port operations, as well as boarding / disembarking / transit of passengers, while cruise ships are docked at port. Due to its strategic location, very close to “Maria Luisa” Park, it is a gateway to the city for cruise passengers who arrive or are in transit. It will strengthen the Virgin of Lujan, Los Remedios Bridge, Avda. Rodriguez de Caso and Plaza de España axis, around Maria Luisa Park, and create a new gateway for tourists visit-

SEATOLAND “Connections of Ports to Hinterland”

ing the historic city centre. It will also promote and revitalise actions and investments made around Plaza de España, and encourage better urban management of the tourist transport system. All this without even taking account of the universality of its buildings designated World Heritage sites. The project is divided into two levels, located respectively at a height of 6.00 and 8.00 metres. The lobby with public information desk and preboarding check-in is located on the ground floor (2.00 masl). The waiting area reserved for departing and/ or arriving passengers, located after the security control, integrates shops, restaurants and baggage claim for arriving passengers. The departure and arrival areas, located respectively at a height of 6.00 and 8.00 metres, are accessible by ramps, escalators and moving walkways that cross the empty area of the terminal. There is another public entrance at a height of 6 metres, where the skywalk connecting the cruise terminal with the bus terminal is located. Arriving and departing passengers and their belongings must pass through metal detectors to access the areas where loading and unloading operations take place, in accordance with the standards established by the shipping companies. The passenger waiting areas (at a height of 6.00 and 8.00 m) are designed to be used also for other commercial, exhibition and/or meeting activities, including multi-purpose spaces that can be used during off-peak cruise season. This building is the symbol of the new urban waterfront centre. It is the symbol and emblem of the whole project. From its privileged position, the iconic power of its geometry is clearly identifiable, both from the city and from the water where the light is reflected. Even at night, the design of the lighting, which reflects the internal volume of the building, plays reflections on the large external surfaces facing the city and the river, turning the building into a “Lantern”. The cultural activities carried out in this great, light-filled architecture are many and freely connected to one another in a complex manner. The terminal is structured as a “gateway” between the river and the city, a place for cross-contamination and bonding of cultures, a fragment of a network contained in the formal decisions made from pieces loosely arranged in space and linked to the Muelle de las Delicias Park by walkways and other connections. This has enabled the identification of some project ideas that are clearly susceptible of improvement, the primary purpose of which is to direct its efforts towards the sequential and definitive implementation of the project (and financial contribution).

4. DESCRIPTION OF PARTNERS´ WORK

FEPORTS

SPECIFIC ISSUES AND PROBLEMS FROM THE PARTNER’S POINT OF VIEW The Valencia Port Authority is one of the principal port authorities in the Mediterranean and Europe. The entity manages the three ports of general interest in the province of Valencia: Sagunto, Gandía and Valencia. It occupies a privileged location in relation to both inter-oceanic and short-distance traffic in the western Mediterranean. The region´s hinterland is also of the utmost importance, 55% of Spanish GDP being situated within a radius of less than 350 km. In 2011 the port registered the second highest overall traffic in Spain and the first in the Mediterranean in terms of container traffic. The Valencia Port Authority has been developing a specific commercial policy to attract cruise liners to the Port of Valencia for over 15 years. If we take into account the increase in the number of cruise liners arriving in the port each year, it may be said the policy has been highly successful. Furthermore, the city council and the companies involved in the provision of tourism services are increasingly adapting to the specific needs of this type of tourism, the most recent milestone being the declaration of 4 busy tourist areas in which businesses are permitted to open at any times in accordance with the stay of cruise ships in the city. Nevertheless, the link between the port and the city has not been adequately dealt with and thousands of cruise ship passengers face problems in relation to leaving or getting to the terminal. Ferry passengers using the same terminal are Geographical situation of Port of Valencia faced with the same problem. This problem is not related to infrastructure, but to poor services. The problem can be addressed from two points of view: on one hand we have cruise ship passengers beginning their cruise in Valencia, whereby the Port of Valencia serves as a base, and on the othPanoramic view of the inner dock of Valencia Port er cruises which stop off in Valencia and whose passengers have only a few hours to visit the city´s best attractions or a specific point of interest. Today, the only means of public transport available on the cruise ship dock is the taxi service, whilst the port is served by buses and trams to the city. If, as hoped, the Port of Valencia continues to serve as a base for certain cruise lines, a market which is expanding, a suitable link between the airport and the train station will be required. The tram, using the Metro line, reaches the airport in 40 minutes and the train station in 20 minutes; however the nearest tram stop is located 1.2 km from the cruise ship terminal. The nearest bus stop is 300 meters from the terminal and serves the train station but not the airport. The issue to be dealt with

SEATOLAND “Connections of Ports to Hinterland”

involves the provision of a satisfactory link between the cruise ship terminal and the city of Valencia, to ensure visiting the city becomes a more comfortable and simpler operation. This problem will worsen on the construction of the new cruise ship terminal in the new port extension, as the same is located even further from the city itself. The distance from the new terminal to the tram stop will increase by 2.5 km, whilst the nearest bus stop will be a further 2 km away. On the other hand, the advantage of the terminal opened in mid - 2012 (the remote terminal) is that it is located in the docks nearest to the city, a mere 600 meters from the tram stop and 200 meters from the bus stop. STUDY AREA SURVEY The Port of Valencia is situated to the east of the city of Valencia on the southern coastal strip of the city, the beach lying to the north. The oldest part of the port, the inner dock, lies nearest to the city itself. This dock no longer sees the loading and unloading of commercial goods and is now used mainly by recreational vessels. It was completely redesigned between 2004 and 2006 to host the 32nd America’s Cup, and also served as the base for the 33rd America’s Cup in 2010. Likewise, it has hosted the European Formula 1 Grand Prix since 2008. This area is separated from the rest of the port by the Transversal Quay, home to the passenger terminal under analysis in this report. As such, the passenger terminal is located in the nearest Inner dock Port of Valencia part of the commercial port to the city of Valencia. The Port of Valencia has one main access route, Terrestrial connections of Port of Valencia the “southern access route”, for the inflow and outflow of merchandise. Cargo arriving from both the north and from the west and south is transported along the city´s by-pass to the V-30, the road which connects the port with the motorway network. The main road links from the port to its area of influence are the following: ˭˭ AP-7, A-7, E-15 – the Mediterranean motorway: provides a direct link between Valencia and the European motorway network through the La Junquera - Le Perthus border pass and a link to its areas of influence in the Mediterranean corridor. ˭˭ The North - South Corridor composed of the motorways: N-340 (Barcelona - Cadiz) and N-332 (Cartagena - Valencia), V-31, V-21 and V-15 or CV-500 (south) El Saler motorway. The N-340 joins the A-23 and the N-234 (Sagunto - Burgos) in Sagunto and provides access to the regions of Aragon, Castile - La Mancha and the other northern regions. ˭˭ The East – West Corridor, basically comprising the A-3 (Madrid - Valencia) motorway and the CV-35 Ademuz motorway.

4. DESCRIPTION OF PARTNERS´ WORK

Connectivity of the Valencia passenger terminal

Cruise liner passengers visiting Valencia with only a few hours at hand need to know where the most appealing areas are and how to reach them. Valencia and its surrounding areas boast a series of architectural, natural, cultural and recreational attractions to fully occupy groups or individual tourists for the duration of the time available, usually around 8 to 10 hours between arrival and departure. Valencia is a city in which the remnants of its distant past exist side by side with the most innovative and vanguard buildings of the new millennium. It is a city of trade and culture, of nature and leisure. From a cultural and historical point of view, the city offers a wide range of options. The oldest and most central area of the city is obviously that which holds the most attractions. Another highlight is the “City of Arts and Sciences”, nestled in the old bed of the Turia river. The increase in cruise ship traffic has coincided with a time of improved port-city relations. In October 1997, the Ministry of Development, the Generalitat Valenciana, the Valencia City Council and the Port Authority signed the “Sea Veranda Operation” agreement, which defined the Logistics Activities Zone, the new rail access route and the northern access route, and assigned an area of 23 hectares in the inner dock area to public use. The “Special Plan” was approved by the City Council in the year 2001 and its Special Plan of Grao key lines of activity in an area of 33 hectares, were: ˭˭ Integrating the area with the city. ˭˭ Providing a dignified facade on the city limits. ˭˭ Organizing the local traffic and access routes. ˭˭ Creating new facilities and services with the aim of meeting the city´s needs. ˭˭ Respecting the unique nature of the port´s surroundings The plan was put into motion in the form of several projects of an urban nature involving the opening of new lines of connectivity between the city and the port and the creation of more pleasant surroundings in the interface area. Some of the most noteworthy projects are: ˭˭ Juan Carlos I Royal Marina ˭˭ The Grao Integrated Action Program me (PAI) ˭˭ The extension of Avenida Blasco Ibáñez ˭˭ “Villa Thermal Valencia” thermal complex

SEATOLAND “Connections of Ports to Hinterland”

EVALUATION OF THE AREA, MAIN POINTS OF STRENGTH AND WEAKNESS This study includes a SWOT analysis which contemplates the internal strengths and weaknesses of the Port of Valencia in relation to the development of the links and the threats and opportunities that come from abroad. The most noteworthy points are: ˭˭ Weaknesses ˯˯ Valencia does not have a terminal used exclusively for cruise ship passengers (it is shared with the Acciona trans-Mediterranean ferry terminal.) ˯˯ The biggest cruise liners are not able to dock at the current terminal, but use the ro-ro VTE terminal, as the mooring line is too short. ˯˯ The city can only be reached from the terminal by taxi or buses put on by tour operators in charge of guided tours. ˯˯ The nearest bus stop to the terminal is around 350 meters away and the nearest tram stop 1.2 km away. These distances will increase by around 1 km on completion of the new terminal. ˯˯ Poor services when the terminal is not used (and the ship moors at remote quays). ˭˭ Strengths ˯˯ Ideal geographic and climatic conditions for winter cruises. ˯˯ The expansion operation in progress will provide Valencia with a new terminal. Furthermore, the APV is developing a “Master Cruise Ship Plan”. ˯˯ A wide range of tourism resources: cultural, gastronomic, recreational, sun and beach, natural beauty spots, holidays and congresses. ˯˯ The status of Valencia as a new vanguard European destination. ˯˯ A comprehensive and efficient public Special Plan of Grao transport network (bus, tram and metro). ˯˯ An increase in the number of ships choosing Valencia as a base and/or transit port. ˯˯ The importance of the port of Valencia in terms of global traffic (leading container port). ˯˯ An expert and dynamic maritime-port sector. ˯˯ Cooperation between APV and “Truism Valencia” for the promotion of the cruise ship sector in Valencia and services for the passengers. ˭˭ Threats ˯˯ The global economic crisis. ˯˯ A highly competitive cruise ship sector and proximity to Barcelona, the number one cruise port in the Mediterranean. ˯˯ Increasingly bigger ships and the need for docks and drafts to handle the same. ˯˯ A lack of cooperation from other Valencia institutions. ˭˭ Opportunities ˯˯ The arrival of AVE will increase the number of passengers from new markets via the fly & cruise option. ˯˯ The congestion of cruise ship traffic in certain European ports favors the inclusion of Valencia in new cruise line circuits. ˯˯ The growth of the cruise ship sector.

4. DESCRIPTION OF PARTNERS´ WORK

˯˯

˯˯ ˯˯

Improved port - city relations due to the execution of important architectural works (Balcón al Mar, PAI del Grao, extension of the Avenida Blasco Ibañez, etc.) Valencia hosts major sporting and social events including the European Formula 1 Grand Prix, the Masters 1000 tennis tournament, and the America´s Cup, all of which promote the city throughout the world. The enhancement of the city´s waterfront in the form of important works. The remapping of routes to the western Mediterranean due to the climate of instability in the Middle East and Northern Africa.

THE MASTERPLAN Based on the initial situation presented and the analysis conducted, FEPORTS has drawn up a master plan on accessibility to the Port of Valencia passenger terminal. This document defines the principles, objectives and basic strategic lines for the comprehensive management of mobility with the aim of maximizing accessibility to the port of Valencia passenger terminal and the connection of the same with the city in accordance with parameters of efficiency, sustainability, safety and fairness. The purpose of the plan, besides providing a comprehensive and easily accessible transport services network, is to strike a balance between the mobility needs of the users from the passenger terminal, whatever their physical and sensorial limitations, and the environmental and social needs of the city and its inhabitants. The geographic scope of the master plan encompasses the entire area linked to the passenger terminal and the access routes to the same and the urban spread which passengers arriving and departing from the same terminal travel to and from. The master plan has been drawn up for implementation in the short and Evolution of passengers by mode. Valencia and metropolitan area medium term. All the activities set forth in the plan are geared to the enhancement and optimization of the accessibility and mobility of the current passenger terminal located at the Transversal Quay. The initiative for the development of the measures set forth in the master plan is the responsibility of the entities with powers in relation to the geographic scope in question; in this case, both the APV as the concessionaire of the terminal and the regional and municipal authorities for the geographic areas affected by the plan. The definition of the plan took into account all the current regulations and laws in relation to the efficiency of transport and mobility, at both national and regional level: ˭˭ The Spanish Strategy for Sustainable Mobility (2009). ˭˭ The Strategy on Energy Savings and Efficiency in Spain (2004). ˭˭ Law 2/2011 dated 04 March ruling on sustainable economy. ˭˭ Law on the social integration of the disabled (LISMI), approved by the Council in 1982. ˭˭ Law 51/2003 dated 02 December ruling on equal opportunities, discrimination and the universal accessibility of disabled persons (LIONDAU). ˭˭ Royal Decree 1544/2007 dated 23 November ruling on the basic conditions of accessibility and discrimination in relation to the access and use of types of transport for disabled persons. ˭˭ Law 6/2011 dated 01 April and passed by the Generalitat, ruling on the sustainable mobility of the Valencia Community.

SEATOLAND “Connections of Ports to Hinterland”

The Territorial Strategy of the Valencia Community. Law 9/2009 dated 20 November and passed by the Generalitat, ruling on universal accessibility in relation to the transport system of the Valencia Community. ˭˭ Law 1/1998 dated 05 May 1998, passed by the Generalitat Valenciana, ruling on accessibility and the removal of architectural, urbanistic and communication barriers. All the above was considered to conduct an analysis of the connection of the passenger terminal with the city of Valencia, taking into account the different means existing today. On exiting the terminal passengers may opt for the taxi service, and in the case of groups of passengers, a shuttle service to the tourist attractions or the nearest public bus stop. A short distance from the terminal passengers may opt for the public bus service provided by municipal company EMT, the metro/ tram service of the Valencia government-run company FGV, and a bicycle service provided by a municipal conBus lines close to the Port cession called Valenbisi. Several bus lines operate from the port area, enabling cruise passengers to travel anywhere in the city. More specifically, lines 4 and 19 serve the “del Norte” train station and the city Centre, lines 3 and 20 the “Joaquín Sorolla” high-speed train station, line 1 the bus terminal and line 2 the City of Arts and Sciences and the “calle Colón” and the “Gran Vía Marqués del Turia” shopping zones. Main connections with the public transport system In addition to the aforementioned public bus service, a company known as “Valencia Bus Turistic” runs a series of lines enabling tourists to make a quick trip to the city. The services in question basically comprise three routes, “historic Valencia”, which invites visitors to see the city from a historic and cultural viewpoint, “maritime Valencia” which shows how the sea has influenced the evolution and development of the city, and the “Albufera” route, which consists of a visit to the nature park of the same name. Both the high-speed train station (Joaquín Sorolla) and the del Norte station and the airport are linked to the port by metro line N° 5. There are two metro stations, Bailén and Jesús, nearby the former, and Xátiva station is located right opposite the main entrance of the latter. The airport has its own metro station. The same line also serves the historical central area of Valencia and certain stretches of the Jardín del Turia. ˭˭ ˭˭

4. DESCRIPTION OF PARTNERS´ WORK

Finally, the Valenbisi service provides residents and visitors with the opportunity to travel (short-term) around town by bicycle, with a total of 2,750 bicycles distributed among 275 stations located in different points of the city. The service can be used to travel anywhere in the city. With regard to accessing the terminal by private vehicle, there are three different routes with four congested areas: ˭˭ The junction between Avenida del Puerto, av. J.J. Domine and Av. Ingeniero Manuel Soto; ˭˭ The junction between Av. Juan Verdeguer and Av. Ingeniero Manuel Soto; ˭˭ The junction between Av. Ingeniero Manuel Soto and the “paseo de Cantarranas” and with the entrance/exit gateway to the port of Nazaret; ˭˭ The fourth, inside the port facilities, is the junction on the access road to the terminal with the railway network inside the port. Pedestrian Access routes Special care was taken to analyze the pedestrian route for people arriving or leaving the terminal on foot, remembering that these people will often be carrying luggage. Three possible pedestrian access routes were considered and the following items taken into account: ˭˭ Pavements ˭˭ Krebs and crosswalks ˭˭ Street decorations and pedestrian protection equipment ˭˭ Street signs ˭˭ Temporary barriers ˭˭ Access to the terminal ˭˭ Reception areas ˭˭ Horizontal and vertical circulation ˭˭ Toilets Finally, the master plan also includes the analysis of two other success stories with which to compare the situation of Valencia. A specific analysis of the cruise ship sector in Malaga and Cruises Terminal of Port of Malaga Barcelona was conducted. The former was chosen due to the clear similarities it has with Valencia; and the latter due to it being the most important port in the Mediterranean in relation to this type of traffic. In recent years the port of Malaga has experienced a significant growth in both the number of ships using the city as a base for their cruises, and in the number of passengers, increasing from a little over 200,000 in 2006 to almost 640,000 in 2011. Malaga is now the second most important cruise ship base in Spain, surpassed only by Barcelona. The spectacular growth in the cruise liner industry registered by the port over the last 5-6 years is basically the result of two factors: the conclusion of the new passenger terminal in 2008 (the 2nd ter-

SEATOLAND “Connections of Ports to Hinterland”

minal was concluded in 2011), which has vastly increased the port´s capacity, and the highspeed AVE rail connection with Madrid, which has expanded the port´s area of influence and, consequently, the number of potential customers. In turn, Barcelona has been witnessing a considerable increase in cruise ship traffic for some years now, registering over 880 liners and 2.6 million passengers in the year 2001. The port features seven terminals adapted to this type of traffic and the construction of an eighth is planned. THE STRATEGIC PROJECTS In light of the situation under analysis, FEPORTS has proposed eight measures which could improve access to the Port of Valencia passenger terminal: ˭˭ Upgrading of the tourist bus network lines. There is currently no tourist bus stop in the vicinity of the passenger terminal. The line which runs closest to the port area is the blue “Maritime Valencia”, line with a stop in Av. Juan Verdeguer, an approximate 15-20 minute walk from the Acciona Terminal. The proposal is to transfer the Bus Touristic stop located in Av. Juan Verdeguer to the vicinity of the Acciona Passenger Terminal, as a means of enabling cruise ship passengers to use this service without the need to walk around 1 km to the present stop. ˭˭ Extension of the T2 metro/tram line. The nearest Valencia Metro station to the Acciona Passenger Terminal is that of Grao-Canyamelar, around 1.4 km away (over 20 minutes on foot). This stop serves the T6 (tram) and 5 (metro) lines, used by trains heading to Tossal de Rei, Dr. Lluch and Marítim Serrería. The last of the three serves the city Centre via the 5 metro line. In turn, the future T2 line does not plan for a stop in the vicinity of the passenger terminal, but is Proposal extension line T2 due to end in street Fontillas in the district of Nazaret, over a kilometer away from the Acciona Passenger Terminal. It is proposed to extend the line to the port area and to create two new stops, one at the end of the line and the other halfway along the extended stretch. ˭˭ The creation of a Valenbisi stop in the vicinity of the passenger terminal. Due to the fact getting to know a city by bicycle is a highly recommendable alternative, as it is a healthy activity, a quick form of transport which enables the user to visit several places in a short period of time, the proposal is to create a Valenbisi service stop near the terminal, which in turn would be capable of serving workers from the terminal offices located nearby. ˭˭ Removal of traffic lights at the junctions and replacement of the same with roundabouts. There are two single-level junctions in the viNew Valenbisi base

4. DESCRIPTION OF PARTNERS´ WORK

˭˭

Car park proposed

˭˭

cinity of the port passenger terminal considered to be of some danger. The first is the junction of Av. Ingeniero Manuel Soto with street Juan Verdeguer. The other is where street J.J. Dómine crosses Av. del Puerto. What is proposed is the creation of a central island roundabout 20 meters in diameter and with a 10-metre wide ring road, located so as not to affect the route of the Formula 1 circuit, as illustrated in the images below. An exclusive parking service for cruise ship passengers using the terminal by means of a shuttle service. The passenger terminal currently has no exclusive car park for the vehicles of passengers embarking in Valencia, unless these passengers use the car park located on the esplanade used to embark passengers using the ferries sailing to the Balearic Islands. One way of improving this situation would be to create a new economical car park in the city reserved exclusively for cruise ship passengers, connected to the terminal by means of a bus shuttle service. For example, this project could use the land belonging to the ADIF1 bordered by Av. Ingeniero Manuel Soto, street de la Station and the old bed of the Turia river, and which is traditionally rented by the Association of Traders to house the Christmas fair. This piece of land would hold around 1,200 parking spaces. ˭˭Improvement of the pedestrian access route to the terminal. In order to ensure the improvement of the existing pedestrian routes to the terminal complies with the provisions of the applicable norm (Ministerial Order VIV/561/2010) and may be classed as an accessible pedestrian route, a series of updates needs to be implemented, particularly in relation to urban mobility and footpaths, pavements, signage and traffic management. The 70-centimetre wide footpath needs to be widened, certain stretches should be painted red to make the same easily recognizable, tactile paving needs to be laid at certain crossings, the surface needs to be repaired, the slope of one of the ramps reduced, and certain pieces of concrete replaced with universal type modular pedestrian fencing or similar. An overhaul of all signage. An analysis of the signage in relation to the port of Valencia and the passenger terminal has been conducted from three different viewpoints: signage in relation to getting to the port from the outskirts of the city of Valencia, getting to the passenger terminals once in the vicinity of the port, and internal signage, both for vehicles and pedestrians. The conclusion is that despite an abundance of signage, more signs need to be installed on the final stretches to make it clear what area of the port users are in and how to reach the terminal via the shortest route. What is proposed is a general overhaul of the existing signage, replacing obsolete signs and adding new ones where necessary.

Administrador de Infraestructuras Ferroviarias

SEATOLAND “Connections of Ports to Hinterland”

The implementation of a short-term electric vehicle rental service. Several Spanish cities are implementing short-term car-sharing systems using electric vehicles, combining the advantages of both systems. These are systems with one or more street-level bases at which an electric vehicle may be picked up and dropped off later. The service is generalElectric urban car ly charged for in accordance with the time of use, although in certain cases the parameter of distance driven is used. An electric car sharing service charged per hour is an excellent alternative for getting to know the city in a comfortable manner whilst respecting the surroundings. Furthermore, the technology used makes the service a currently feasible option, as some of these vehicles can travel up to 150 km on a single charge. The proposal is to implement a short-term electric car sharing service for tourists disembarking in Valencia. This would require the implementation of an electric charging base at the site selected (in the vicinity of the terminal or in a car park), in addition to developing or purchasing the software needed to put the service into operation, and finally, the acquisition of the vehicles themselves. ˭˭

THE PILOT PROJECT Of the 8 measures proposed as the emblem for the master plan, FEPORTS has developed the “Overall overhaul of signage” project. This involves a thorough analysis of the signage existing along the access routes to the Port of Valencia passenger terminal and proposing the changes needed to ensure the result complies with the objective of users being able to arrive at or leave the same without encountering any problems. The methodology used in the study was as follows: ˭˭ An analysis of Spanish signage regulations. ˭˭ An analysis of the signage in relation to the Port of Valencia and the passenger terminal. ˯˯ The main access roads. ˯˯ The surrounding areas to the port. ˯˯ Within the port facilities. ˭˭ An analysis of signage in relation to other ports: ˯˯ The port of Seville, Andalusia (Spain). ˯˯ The port of Livorno, La Romana (Italy). ˭˭ Preparation of the signage report. ˭˭ A proposal for the general overhaul of the signage. The first step was to analyze the existing legislation on the issue in order to understand the existing signage and which are the most suitable for each type of use. Firstly, research was conducted of the existent norms, the most important of which are listed below: ˭˭ The Law on Traffic, the Circulation of Vehicles and Road Safety and Royal Legislative Decree 339/1990 dated 02 March approving the wording of the same. (Heading IV - Signage). ˭˭ Royal Decree 1428/2003 dated 21 November passing the General Regulation on Circulation for the implementation and development of the wording of the law on traffic, the circulation of motor vehicles and road safety. ˭˭ Royal Decree 1231/2003 dated 26 September, altering the naming and cataloguing of the motorways and main roads of the state road network. (BOE N° 234 dat-

4. DESCRIPTION OF PARTNERS´ WORK

ed 30/9/2003). Correction of errors in relation to RD 1231/2003. (BOE N° 235 dated 01/10/2003). ˭˭ Order FOM/3053/2008 dated 23 September, approving the Technical Instruction for the installation of speed bumps and speed tables on roads of the state road network. (BOE N° 261 dated 29/10/2008). Norms such as “8.1-IC accompany this basic legislation. Vertical signage from the “Ministry of Development and manuals such as “Recommendations for informative urban signage” published by AIMPE2 . This item involved an analysis of the signs and boards which can be used, as follows: ˭˭ Signs and panels. ˯˯ Warning signs. ˯˯ Regulatory signs. ˯˯ Direction signs or boards. ˯˯ Complementary panels. ˭˭ Road markings ˯˯ Long white lines. ˯˯ Cross white lines. ˯˯ Horizontal traffic signs. ˯˯ Other white markings and lettering . Example of traffic signs ˯˯ Markings in other colors. ˭˭ Warning signage ˯˯ Roadside markers. ˯˯ Traffic cones. ˯˯ Directional route markers. ˯˯ Reflectors . ˯˯ “Jersey” type barriers or similar. ˯˯ Prefabricated Krebs. ˯˯ Bollards. Once it was clear which type of signs exists and which should be used in each case, a diagnosis was carried out of the signage existing on the different access roads to the terminal in relation to the metropolitan area, the city and the port. Information was gathered on all existing signage, the location of the same and the information provided. In relation to the metropolitan area, an analysis was conducted of the V-30 and V-15 motorways, used to reach the port when arriving from other cities. The other roads access the port via the V-30. As such, the V-30 and the Saler motorway (roads which soak up the traffic from the aforementioned motorways leading to the port) where the signage needs to be more specific, distinguishing between the commercial area located in the port and the area set aside for passengers. In the case of the V-30, the port is well signed all along the road, on both the main and the secondary lanes. Most of these signs show the port in a general manner with the words “Puerto/Port” and a graphic icon, but fail to distinguish between the commercial area and that set aside for passengers. The situation is repeated on the V-15 towards Valencia. The port´s commercial and logistics area (ZAL) is signed, but there is no indication of how to get to the passenger terminal, with the exception of the last sign, which displays “Port America’s Cup”. On entering the city limits in the district of Nazaret, signs exist to the port, but do not always direct drivers along the most suitable routes due to the changes effected

Asociación de Ingenieros Municipales y Provinciales de España.

SEATOLAND “Connections of Ports to Hinterland”

in this neighborhood over recent years. In relation to travelling in the opposite direction, in other words leaving the port for other cities or the airport, the route is the same, via the CV5010. Once again, there is no adequate signage on the roundabouts. There are many signs in the city guiding drivers to the port from different points of the maritime district, some of which are placed near the entrances and others on the major roads leading to the port. The main signs are located in: ˭˭ Av. Ingeniero Manuel Soto, near the southern entrance to the port (Puerta de Nazaret). ˭˭ At the junction of Av. del Puerto and Av. Ingeniero Manuel Soto, near the main entrance to the port (gateway to the clock tower building). ˭˭ On street Eugenia Viñes, street de la Reina and street del Mediterráneo in the vicinity of the northern entrance to the port. ˭˭ Along street Serrería and street Menorca, more specifically at the junctions with Av. del Puerto, street Juan Verdeguer and Av. Baleares. The series of signs in question should be accompanied by the placing of indicative panels at all the major junctions along this road. Likewise, more signs of this type need to be placed on other roads, which although are not main roads, also lead to the port. However, the biggest fault in relation to the signage around the port is that the different terminals are not distinguished. There is no indication whatsoever of which is the most suitable route to get to the Acciona passenger terminal or any other. Given the current size of the port, this is highly advisable. There is also no signage to other destinations of interest such as the airport, the highspeed train station, to the main roads leading to other cities or tourist attractions in Valencia itself. As such, passengers leaving the port in their own vehicle do not know how to get out of the city or to visit the most interesting locations in the same. The analysis of the port itself involved both vehicles and pedestrians and cyclists. There is an easily accessed pedestrian route with red signage and two vertical signs stating “Pedestrian Access”. However, two other older routes also exist which fail to comply with the minimum requirements in relation to access. These alternative routes are discontinuous, the steps and ramps of the same are inadequate and the signage is poor. There is a lack of signage indicating the destination of each of the routes and providing information to help tourTraffic signs close to the port ists find their way within the port area or in the city. Moreover, although most cruise passenger excursions are conducted by tourist bus or on foot, some ships run guided bicycle tours. A bicycle path exists for such, running alongside the America’s Cup facilities and the Juan Carlos I Royal Marina, however there are no links with the city bicycle paths located near the port.

4. DESCRIPTION OF PARTNERS´ WORK

With regard to road traffic, the port facilities feature signage guiding tourists on how to reach the Acciona passenger terminal and other terminals, but only when driving to the port via the gateway to Nazaret. On the other hand, when driving to the port along the other two access routes (the northern entrance or alongside the Clock tower building), this type of signage is nonexistent. The proposal based on this report is the upgrading of the signage along the three routes. At intercity level, the signage on the final stretch of the V-30 and the V-15 is incomplete and confusing and needs to be improved. In the case of the V-30, the informative panels located along the final two kilometers of the main road displaying Pedestrian itinerary port alongside the exit signs for the V-15 need to be upgraded, whilst the signs containing the words port/puerto should indicate this refers to the port facilities themselves. There are also two signs on the V-15 which need to be altered in the same way as the others. A total of 5 gantries with 9 signs need to be altered. Signs warning of upcoming roundabouts need to be installed on the final stretch of the route in the inner city itself, on each of the entrance roads to the three roundabouts existing on the said route. In addition to the port exit, these directional signs should also indicate the route to the V-15 and/or the V-30, as this is the most common route to the port and to other cities and the airport. With regard to the city, the existing signage in relation to the port, the access roads to the same and the passenger terminal all needs to be upgraded. The series of signs proposed is basically made up of directional and advance warning signs. To summarize, a minimum of 12 signs are required to guarantee suitable directional signage to the port, the access routes to the same and to the port terminals. At the same time, signage on the busiest tourist routes needs to be improved, signs indicating monuments and cultural attractions and transport need to put up in the port area and on the way to the city Centre. Finally, traffic and pedestrian signage within the port facilities needs to be improved. The series of signs geared to pedestrians encompasses both the existing pedestrian signage and signs which provide some kind of additional information such as maps, information on the public transport system, etc. In the case of the pedestrian routes, the ideal solution would be to fully upgrade the two deficient alternative routes, removing all the urban barriers encountered and signing the same in the same way as the current pedestrian route, however we intend to settle for the improvement of whichever proves to be accessible. What is proposed here is the installation of informative panels of the “You are Here” type, at both the beginning and end of the route. A further proposal is to erect a panel of the directions-information type (of the “You are Here” type but of a more general nature) in the area surrounding the terminal, containing information on the main points of interest in the city and the links to the terminal using the public transport system. With regard to cyclist signage, continuity needs to be given to the different bicycle paths within the port facilities, connecting the same with the passenger terminal and paths beyond the port area, in addition to painting the path itself or placing markers at regular intervals. With regard to road traffic, the solution would be the placing of indicative signs on the main and northern access routes, as well as on the two roundabouts in the port itself, which lack signage, preferably on the secondary islands. Likewise, it is recommended the signs located on the central island be transferred to the secondary islands.

SEATOLAND “Connections of Ports to Hinterland”

Proposal of reinforcement of signalization

Furthermore, the areas alongside the terminal designated for parking guided tour and shuttle buses are not signed. These areas should contain a sign indicating that the reserved space is used as a car park for tourist buses and another restrictive sign prohibiting other vehicles from parking there. The manner in which all these improvements are conducted may vary, and the project contains alternative solutions for some of the proposals. Moreover, in most cases we are talking about solutions with a relatively low budget. The standard estimate is 60,000 euros for the improvement of the three different types of signage proposed: metropolitan, urban and port. The estimate increases to 200,000 euros when including the proposal to replace the roundabout at the entrance to the port with the gateway to Nazaret and the inclusion of artificial landscaping. Despite having been developed for the case of the Port of Valencia, Example of panel “You are here” this methodology may be applied to other case studies. As such, an analysis was conducted of the signage of the port areas of other cities participating in the project such as Seville and Livorno, using the same methodology, although in far less detail. This work has proven to be useful to demonstrate the fact that despite different regions having been included in the project, the work developed at local level may in some way be extrapolated to other regions, adapting the same to the specific nature of each case. PROJECT RESULTS AND NEXT STEPS FOR THE FUTURE The project has provided a serious, methodical and complete proposal on how a port passenger terminal should be connected to the city it serves. It is clear this factor is often put to one side and forgotten when designing a new terminal and then subsequently becomes a serious inconvenience in relation to the exploitation of the same. Indeed, the development of the project was able to illustrate how other ports (as is the case of Livorno in Italy) studied the issue in greater depth and far fewer faults are encountered. The problems in evidence in the Port of Valencia will increase in coming years. Forecasts point to the fact cruise liner traffic will continue to rise in coming years and in order to meet this demand a new port terminal was opened in the summer of 2012, and the construction of a brand new terminal in the northern extension of the port is expected to be completed in 2014, which will allow several ships to dock simultaneously, as well as accommodating larger cruise liners. At the time of compiling this document no complete data for 2012 was avail-

4. DESCRIPTION OF PARTNERS´ WORK

New VPS Terminal

able, but at the end of October cruise ship traffic had increased by around 25% compared to the same period in 2011. From the city council´s point of view, the Valencia Tourism Foundation has included the cruise ship industry in its strategic plan for 2012 - 2015 and states the following on this sector: ˭˭ Cruise ship tourism is included, together with that of incentives, in the category of developing tourism, which is that with certain experience in the city but which enjoys significant growth potential. ˭˭ The congested traffic in certain European ports, in conjunction with the current status of Valencia as a new vanguard European destination, are factors which favor the inclusion of Valencia in new cruise liner circuits. ˭˭ The improvement in connectivity Valencia is experiencing thanks to AVE and the development of air routes is turning the city into a key location for cruise ship passenger traffic in the Mediterranean. ˭˭ Cruises are now subject to an extremely significant demand which has begun to be analyzed in the form of specific field work. Two areas which are due to given greater attention are excursion and cruise liner tourism. ˭˭ The specific nature of the cruise liner business requires a differentiated strategy, which the Foundation plans to execute via the Cruise Ship Plan for 2012 – 2015. As such, this study may be regarded as the first step in the process in relation to improving the issue of the connectivity of the passenger terminals and the city. On one hand, only one of the 8 proposals included in the master plan has actually been developed. On the other, there will be three terminals and not just one in the near future and the scope of the study will increase. FEPORTS is willing to continue work on these issues in connection with improving the standard tourism in Valencia and the quality of the service provided to cruise liner passengers, and in general, to ferry passengers, thereby increasing the capacity of attracting business to the port sector and to the city as a whole.

SEATOLAND “Connections of Ports to Hinterland”

Port Authority of Livorno

SPECIFIC ISSUES AND PROBLEMS FROM THE PARTNER’S POINT OF VIEW

Getting past the hurdle of functional promiscuity in the city-port interface The port and its local businesses competing with urban functions to control use of the land over time has led to the proliferation of functions that are now largely incompatible in the urban middle areas; the enduring of this situation has generated urban degradation and inefficiency of the available port infrastructures. The phenomenon that has most contributed to congestion and degradation is with no question the exponential growth of promiscuous traffic flux, both private and commercial. Reorganizing the urban and port interface areas is an opportunity not only to overcome rampant degradation, but also to spur new development of the city. The current Structural Plan approved in July 1997 and the Urban Regulation of January 1999 have fenced the interfacing areas between the city and port into a functional Sub-system known as “6D-Porta a Mare”, in turn divided into three Elementary Organic Local Units meant to quantify the transformation and define its functional objectives. A first urban operational tool has been already approved to carry on with the redevelopment of the city-port interface: the Detailed Plan of the STU Porta a Mare. The Port Authority has simultaneously begun executing a Variation to the Local Port Plan for the construction of a tourist mooring in Port Mediceo and the Darsena Nuova (Harbor). As of public domain, these tools will be used to transform the area by: ˭˭ Back-setting the Shipyard toward Harbor Morosini (the shipyard has in the meantime shifted to constructing yachting boats); ˭˭ Residential buildings, tourist information centers and hotels, shopping malls and restrooms in the areas surrounding the Harbor Nuova and of part of Port Mediceo, excluding those in Andana Anelli; ˭˭ Adapting the bodies of water in Harbor Nuova and in part of Port Mediceo (the stretch South of the axle between Dock Elba and Forte di Bocca) to serve as tourist mooring, transferring to other port areas all those infrastructures that are incompatible, such as the dock for trailers, maintenance and floating dock in the Piccolo Basin, boating installations, etc.; reorganizing access traffic routes with a new road that intersects the Mediceo, which starts out in Piazza Orlando and extending traffic accessibility between Bellana and Piazza Giovine Italia. The area from the Northern docking of Molo Elba, passing through the Stazione Marittima, Dogana d’Acqua all the way to Stazione S.Marco, is an area that by now has acquired a

4. DESCRIPTION OF PARTNERS´ WORK

shape of its own, with the presence and growth of the passenger port, which has grown to host 3 million of passengers (ferryboats + cruise ships). Due to its urban structure and the exponential growth of the passenger port in the past decade, the area has become heavily congested, urging the need, therefore, to redesign the whole area; required works call for: ˭˭ On one hand, the restructuring and broadening of the passenger terminal, to accommodate the growing traffic of ferryboats to the islands and of cruise ships; ˭˭ On the other hand, the addition and development of infrastructures that are typically urban, such as shopping malls, restrooms, administrative buildings and museums, hotels and tourist information centers, thereby creating the conditions to renovate and valorize local historical and cultural heritage, like Fortezza Vecchia, Forte S. Pietro, the Dogana d’Acqua, Stazione S. Marco, the circuit of Lorenesi Walls and the Venice Canals. A key element in achieving the above goals is, besides relocating incompatible port infrastructures, to reorganize traffic accessibility that is known to be heavily promiscuous in this segment: urban, tourist and commercial. The necessity to reorganize and strengthen access traffic routes in the Last Mile is not only meant to improve accessibility and decongestion, though this is a core objective of the project, but it is also useful to a more general urban reorganization of the area and to protect and exploit the remains of the ancient system of city walls. The redevelopment strategy employed for the Livorno waterfront will benefit a closer linkage between Stazione Marittima to the Northern axis that reaches as far as the S. Marco seaport, exposing the correlation with the system of land, road and railway infrastructures, as envisioned in the current strategy plan. STUDY AREA SURVEY Sea system: polarity and roles The coastal area here identified as “Sea System” is represented by the local economic systems (LES) overlooking the sea. The LES that are part of the Tuscan coast are the area of Massa-Carrara, Versilia, Pisa, Livorno area, Val di Cecina, Val di Cornia, the Tuscan Archipelago, Grosseto’s Metalliferous Hills, Albenga, Fiora, Argentario. This area stretches over about 5200 km2, with a population of nearly one million inhabitants and an average density of 137 inhabitants per km2. In Tuscany, the economy of the coast makes up a very high proportion of the whole regional economy, in terms of both quantity and quality. With the progressive industrialization of the coast, the relationship with the specific features of the coastal zone has been strengthened by the absolute and relative growth of the tourism economy, logistics and transport, and maritime activities. The resource of the sea has probably played and continues to play an even more important role in the development of key sectors, such as tourism, shipbuilding, ports and maritime transport, fishery and aquaculture.

SEATOLAND “Connections of Ports to Hinterland”

Access to the Tuscan sea system consists of the ports of Carrara, Livorno and Piombino. The port of Carrara specializes in handling marble from the Apuane area. The port of Piombino focuses on two main activities, a strictly industrial one, related to the transport of raw materials for the steel industry, and a tourist activity, acting as a connection to the island of Elba. The port of Livorno is a multi-purpose port, with facilities and equipment that can adapt to any type of vessel and manage all goods related to all types of traffic (lo-lo, ro-ro, liquid and solid bulk, new cars, cruises, ferries, machinery and transport equipment, wood products, plants, etc.). Maritime connections The port of Livorno has always been highly demanded by mass cruise lines due to the high market value of tours that owners realize from Livorno. 60% of cruise passengers arriving at Livorno take trips and 90% of these trips are to the art cities of Pisa and Florence, about ¾ of the remaining 40% take mini-tours of the town and province. In 2012, the cruise sector scored a record of 1,037,849 passengers, with an increase of 5.6% on the previous year, which had already scored a two-digit increase (+19.5%) on the year before. Indeed, the cruise sector has enjoyed a steady growth in the last ten years, with the exception of 2009, in line with the two-digit growth rates registered in Europe and particularly the Mediterranean. As far as the size of the cruise ships that docked at the port of Livorno in 2011 is concerned, an increase was registered in the number of ships with a length of over 250 m (from 221 ships in 2010 to 256 ships in 2011); in particular, the number of ships with a length of over 300 m tripled (36 ships in 2010 to 109 ships in 2011). These data confirm the tendency of larger ships visiting the port of Livorno and highlight the problems connected with the low availability of docks for larger ships at the passenger port. On the contrary, the number of passengers (ferry) decreased after the increase registered in the previous years, with a drop of 18.3% on 2010. The main ferry connections with the port of Livorno are Sardinia, Corsica, Sicily and Spain. Infrastructure connections The area of Livorno plays a strategic role in a vast region that includes a substantial part of central Italy, thanks to its central position on the Mediterranean coast and an important infrastructure that helped strengthen its strategic position.

4. DESCRIPTION OF PARTNERS´ WORK

The region of Livorno relies on a very important multi-modal infrastructure network, consisting of two major ports (Livorno and Piombino), an interport that is set to become very important in the regional transport system (“A. Vespucci”, Guasticce), a network of roads, highways and railways that can easily connect the region with the main national traffic lines, and finally an airport (Galileo Galilei), located in the province of Pisa, only 20 km from Livorno, and integrated into the European air transport network. Tourist Destinations Whenever a ship approaches the shore, it clearly creates some economic flows that benefit the port and, indirectly, the territory. When passengers get off the ship for land tours, and even more if they stay overnight before or after boarding, the flow becomes stronger and takes the objective form of tourism. Italy can be considered one of the most important markets for the cruise industry; it plays a role in relation to its European partners, and proves to be the main beneficiary of the business generated by cruise tourism. Tuscany is one the most popular destinations internationally due to the presence of some of the most famous cities in the world and the beauty of its land. The destinations of tourists calling on the port of Livorno are Florence, Pisa, Lucca, San Gimignano, and the Cinque Terre, in the nearby region of Liguria. Structural components of the harbor park According to the map of relationships, different structural elements have been identified to define the principles of spatial relationship and aggregation within the park. These include: ˭˭ Functional and operational nodes ˭˭ Management nodes ˭˭ Hub ˭˭ Interchange nodes ˭˭ Gateways ˭˭ Connective filaments ˭˭ Connective corridors ˭˭ Margins We proceeded to identify the relationships of subsystems (clusters) consisting of closely related activities, distributed along the main infrastructure of the port. This selection has led to define the physical forms of spatial organization as filamentary, fringed, irregular, fractal, with a tendency to stretch their effects on the urban areas connected with them. These filaments have been the focus of the SeaToLand project, with the purpose to assess structural elements, problematic issues, strengths and opportunities for development in the short and medium head.

SEATOLAND “Connections of Ports to Hinterland”

Four filaments have been taken into consideration for the city of Livorno: ˭˭ Filament 1. It consists of the infrastructure and logistics activities intended primarily for the commercial port and industrial units clustered around the port/intraport dialogic unit. The filament also provides some environmental correlations with the natural park of the river and the Navicelli canal. ˭˭ Filament 2. It includes all activities and infrastructure through which it acts as access to the port terminal and for passengers to the historic town center. The filament connects, in a very fragmented and highly differentiated form, some nodes of activity with a lower level of interconnection. It also establishes some connections between areas of hybrid nature (port-city overlapping areas) as the most interesting space resources for the future development of the waterfront. This category includes the areas of the ferry terminal, the district of Venezia Nuova and the Monumental Port. ˭˭ Filament 3. It consists of activities and facilities that connect the city to the sea. It includes the “urban banking system” and it is connected to the hilly terrain through two environmental corridors on the coastal road to the north and to the south of Barriera Margherita. ˭˭ Filament 4. It includes activities, infrastructure and local structures that stood on the Navicelli canal and interacted with the Pisan Dock / Dock of the Medici dialogic unit. Filament 4 is associated with a series of attractions including logistics nodes (international airport), the environment (Migliarino-St. Rossore), culture and sports (Ex Penal Colony and the CONI), tourism (Marina di Pisa, Tirrenia), military communities (Camp Darby-NATO). Corridors and historic and cultural systems The enhancement of Livorno’s historic and cultural resources has been associated with the transformation of the ferry terminal into the cruise terminal. The opportunity presented by the functional transformation of the closest port to the city for the recovery of historical monuments related to the city’s maritime and commercial identity at international level, has led to find an area of “port-city overlapping”, determined by the Medici port and the cruise terminal, which include some thematic corridors, represented by infrastructural filaments and monuments or evidence of its rich history as a commercial city. The first corridor identified is the “road of the Leopoldino Aqueduct”, connected to a system of public spaces and historical monuments, some of which are still working, such as the large storage tank of the aqueduct, and some abandoned, such as the Terme del Corallo thermal baths.

4. DESCRIPTION OF PARTNERS´ WORK

The second corridor identified is “corridor of urban renewal” on the Leopoldine Walls. The corridor connects the ferry terminal to the Venezia Nuova district, the Dogana d’Acqua complex, the old San Marco railway station and green areas up to the vegetable market. The corridor extends to the northern districts of the city and creates a link that connects inner and isolated urban areas to the sea. The road of Leopoldine Walls is connected to areas that were originally formed by canals that were meant to protect the city. The municipal government has planned to re-open these canals and has started the first phase of work. EVALUATION OF THE AREA, MAIN POINTS OF STRENGHTH AND WEAKNESSES Livorno is the main infrastructure and logistics center in the Tyrrhenian corridor, to which it is connected, just like it is to the international airport near Pisa. The port is multifunctional, serving all kinds of goods and types of naval transport, and it has become a part of the international transport circuit thanks to a widespread, lively and dynamic presence of entrepreneurs involved in maritime traffic, although a lack of regional logistics could make this port of call is ineffective. The acquisition of significant portions of traffic of quality products is expected in container and ro-ro cargo systems, together with an improvement of accessibility for high-draught vessels, the increase of cruise traffic and the development of boating. The reorganization of the shipbuilding system on higher levels in terms of technological content and luxury, should require the greatest professional and technical skills available in the area. The limited distance between the production departments of the Arno Valley and the shipyards of Versilia and Pisa, is quite favorable, hence the possibility to implement a logistics platform in Tuscany with the development of a center for coordinated services and post-production activities. The presence of large areas behind the port assigned to the inter-port and to Distripark, including large areas that are still free and should be exploited by enhancing their landscape and environmental value, is proving to be important. They should as well be better connected, even with the industrial areas behind the port, dealing with the lack of a rail link with the inter-port and a railway yard that is still inadequate. However, the hydrogeological stability of the coast, with limited silting and changing currents, is challenged by small-size waterways and docks, with insufficient depths and inappropriate spaces for maneuvering state-of-the-art container vessels, as well as insufficient areas intended for multiple terminals. The simultaneous presence of different types of naval traffic (commercial ships, trawlers, passengers, tourism) generates some interference, with overlapping port traffic lines and mixed flows of heavy vehicles related to port and rear port logistics, urban flows and passenger flows. The separation of urban traffic lines from those functional to the port will pave the way for enhancing the monumental port and creating a section of the city by the sea, after surpassing

SEATOLAND “Connections of Ports to Hinterland”

the great conflicts between the decision-making bodies that direct the transformation for the use of land and water surfaces within this context, including the creation of systems of green and open spaces for urban use, now entirely absent. Thanks to the connection between the Luogo Pio area to the Harbour Station, by extending the network of urban open spaces, it will be possible to develop strong infrastructure links and urban functions, which are currently somewhat lacking. The redevelopment of “Canale dei Navicelli” as an inland waterway connection to the dock of Pisa may also be supported by the productive activities and services related to the construction of smaller ships and pleasure sailing. That is why it will be necessary to strengthen the possibility of characterizing the port area as the “head of the sea” with a naturalist corridor, with the purpose to connect the port structure and port-city interface areas to the local urban system of green spaces, by connecting the landscape of the sandy beach in the north to the rocky coast in the south. THE MASTERPLAN The Masterplan for the redevelopment of the port invests in the waterfront area of the city that lives off a close bond with the body of water, which has always been an interfacing element between the urban fabric and the waterfront; a delicate interface, as it must maintain different (not to say utterly opposite) elements in contact while at the same time convert the port infrastructures close to the city center back to an urban type of service, with the city regaining control over its historical port. The underlying assumption of the method of our project proposal to the urban scale will therefore be to hinge all action strategies on the possibility of integrating the several infrastructures and service orientation, so as to create a an attraction “hub” and urban life condenser, thereby speeding up the process of transformation under way, both cultural and social and economic.

4. DESCRIPTION OF PARTNERS´ WORK

Framework of the proposed objectives The Masterplan for the Livorno port is configured as a system of networks and infrastructural services for local development. Construction in the maritime station, which acts as a hinge between the urban texture and port basin in an integrated infrastructural logic, aims at diversifying and specializing certain areas, also contributing localized distinctions between cruising/passenger transport and commercial activities, and eliminating flow promiscuity. The planned works are part of a series of architectural and infrastructural kind meant to redevelop the area of the Maritime Station and to link it to the city’s historical center, thus improving interaction between seaport and urban activities. These structures will focus on recreation, culture, commerce and leisure, as is customary in many European countries. The study of the master plan is intended to identify functional, rental and distribution criteria to provide the port with a complex of services for the management of cruise traffic working on the following points: ˭˭ Defining the type of port and cruise terminal in relation to the organization of backand-forth flows of passengers, including non-Schengen and EU passengers, and the first identification of a line of separation between city and sea; ˭˭ The definition and location of the maximum urban functions and additional connection with the city ˭˭ Provision of infrastructure for intermodal landside access to the interchange service, for both suburban and urban areas, bus terminals, tramway and train stations, Kiss & Ride buses, taxicabs and private cars; ˭˭ Allocation of parking spaces, for short and stays, organized to avoid using large areas of the hold unnecessarily, study of multistory car parks; ˭˭ Provision of an urban interface between Port and Venezia Nuova, designed to facilitate exchanges between the historic town and ferry and cruise terminals; ˭˭ Definition of passenger access to port infrastructure, suburban and urban areas, the study of bypass roads; ˭˭ Definition and integration of new service equipment for mini-cruises and transport of small boats. Masterplan - Drafting Guidelines The analysis carried out during the presentation of the port redevelopment plan has allowed us to identify the construction works that are meant to form a grid in support of the Masterplan for the area of the Maritime Station, broken down as follows: ˭˭ Port waterfront redevelopment; ˭˭ Adaptation of traffic accessibility and parking spaces; ˭˭ Settlement of green areas;

SEATOLAND “Connections of Ports to Hinterland”

The project workplans have substance and economic value each of their own, but have been veered toward the definition of a larger series of construction works to develop the tourist attraction of the basin, and are most effective if their execution and management is coordinated and integrated. The infrastructural reorganization will create potentially ideal conditions to carry out an urban settlement work and annex buildings to complete works already financed and/or executed and/or in progress. The project choices consider urban and territorial research studies, site morphology, urban references set by the existent plan schedules (PIAU, PTC, PRP, PS, RU) and constructional perspective of the Port Authority, to be milestone issues. General criteria of intervention

On an urban-territorial level, the proposal is to develop an integrated tourism system by strengthening and completing the infrastructural system that distinguishes the “last mile”, streamlining above all infrastructural efficiency and service provision, highlighting environmental importance, encouraging the introduction of transport systems with low impact on the environment, creating new pedestrian walkways and bicycle tracks (interlinked network), so that the Port Park is not just a self-confined place, but is actively tied to its surroundings and to the urban fabric. Another aim of the redevelopment plan is to identify the urban-environmental set-up of the areas involved, in order to improve local safety and livability, service provision and tour-

4. DESCRIPTION OF PARTNERS´ WORK

ist accessibility, respectful of the coastline landscape and bearing in mind the existent historical-cultural heritage. Morphology of the Maritime Station and interrelations with the bordering historical urban area suggest certain urban decisions to provide restoration and a uniformly knit territory. Urban strategies To this end, connection points have been spotted between the port, urban fabric and hinterland, reaping the most of the site’s morphological references and landscape and employing systems that are indicative of the ecological determination behind the proposed construction works. Special attention is given to these links, which are more specifically represented by the urban parks, service facilities and urban green, evaluating the ideal arrangement and placement of parking spaces and open-air social gathering locations within the area. Intervention on the driveway and pedestrian walkways touches on aspects that are intimately interconnected: ˭˭ Identification of a system of links between the urban-extra-urban texture and the port park; ˭˭ Completion of a transient surface line; ˭˭ Adaptation of the pedestrian walkways and green areas; ˭˭ Construction of parking lots in strategic locations nearby the identified traffic nodes; ˭˭ Connection with the road system; ˭˭ Development of transit areas and urban green. The system of links between the Maritime Station and local territory has been organized to ensure agreeable continuity between territorial components and the port, exploiting certain hinge nodal points between the port and the urban texture. The redevelopment plan includes a detailed description of the construction works that are meant to treat the visual impact of the roadway system that gives access to the passenger port; the new solution to ensure traffic accessibility on the urban-port waterfront is especially significant and is partly underground to form a by-pass nearby connecting roads between the port and Luogo Pio (Venezia Quarter). The plan has also made provisions for green screens and visual channels that make the construction works rather enticing on a whole. Engineering criteria The Port Masterplan is configured as a system of services and infrastructures to enhance crossway traffic to the coastline centered in the Livorno port hub. The global restructuring of the Maritime Station, which acts as a hinge between the urban texture and port basin in an integrated infrastructural logic, aims at diversifying and specializing certain areas, also contributing localized distinctions between cruising/passenger transport and commercial activities, and eliminating operational promiscuity.

SEATOLAND “Connections of Ports to Hinterland”

The planned works will affect five different aspects of the passenger port, while always mindful of relations with the sea, city and hinterland: ˭˭ Improvement of accessibility by sea (dock length, seabed depth, basin breadth, mooring efficiency in the wharf); ˭˭ Reconfiguration of accessibility by land (diversification of flows by functional category, identification of shunting nodes and roadway rerouting, system of controlled port tunnels, rationalization of internal port flows, construction of a landside mooring system); ˭˭ Configuration of accessibility from/to the city center (elimination of net rests, visual and functional continuum of the urban space); ˭˭ Restoration of perimeter waterway of Fortezza Vecchia, which is presently in part enjoined to the port platform, and its functionalization within the system of tourist service and cultural facilities of the waterfront; ˭˭ Enhancement and exploitation of the cultural-environmental corridor of the Lorenesi Walls that stretch from the Northern neighborhoods of Livorno down along the ancient walls of the customs belt to the Maritime Station; To this end, construction works will include: ˭˭ Pathways of historical and cultural interest, urban routes for leisure strolls; ˭˭ Equipped platforms with exhibition halls; ˭˭ Parking spaces (short and long transit); ˭˭ Green areas (parks and gardens, boulevards, service centers); ˭˭ Platforms and open pathways, connecting the linking nodes and furnished urban squares; ˭˭ Restoration and redevelopment of the port areas of the nodes with integration of commercial, administrative, sports, cultural and tourist accommodation services and infrastructures. The system of waterways Construction works in the Maritime Station, inter-dependent and complementary, will allow for the considerable improvement of the spatial and functional structure of the Northern limit of the city, which is presently truncated and partly outskirts, thereby integrating this part of the city with the rest of its historical center and monumental waterfront of the “Porta a Mare”. These combined works will in parallel fit into the progressive restoration of the “inner port” historical area, the one formed by the system of “Urban Moats and Basements”, and its exploitation. Exploitation of the moats in Livorno has a strategic role in this reference framework, due to its implications on both the urban texture and port, since the moats are simultaneously an inner waterway, a port-canal, an historical monument, an urban staple and system of established and potential economic business. Such a vast richness of connotations is a vital resource to add complexity and value to the projects under way to transform the maritime station, also with the aim of improving integration of the port infrastructures tied to passenger transport (cruise ships) with the urban and territorial ones tied to the provision of services catering to incoming tourism.

4. DESCRIPTION OF PARTNERS´ WORK

THE STRATEGIC PROJECTS Foreword The studies conducted at first on the territorial analysis and inspection of the accessibility system and linkage to the Livorno port area (phase C3.1 – C3.2), as well as the study (phase C.4 1-Masterplan) of the redevelopment project for the port have allowed us to identify a series of strategic local projects and the infrastructural works meant to form a grid in support of the new port system, divided as follows: ˭˭ PS1. The integrated exchange node Cruising terminal / Vehicle terminal / Railway terminal ˭˭ PS2. The cruising system - The new configuration of the sea-side and landside access system ˭˭ PS3. The linkage system - The historical-environmental corridors, waterways and new “urban harbors”; These strategic projects are the set of guiding action plans tied to ateliers no. 1 (Corridors and linkage) and no. 2 (Accessibility/Exchange nodes and inter-modality), which are referred to studies and projects for urban development and reclamation. The engineering decisions consider urban analysis, site morphology and urban references established by the local planning tools and action plans of the Port Authority, to be milestones. The strategic projects are complex, as is customary of integrated urban projects and, as such, form the global framework of integrated master action-plans that are useful to pursue the general and specific objectives of each one. With particular regard to Livorno, each local strategic project includes a description of the pilot actions, listed in the chart below: ˭˭ PS1_AZ PLa. Cruising terminal ˭˭ PS1_AZ PLa1-2. Operational terminals ˭˭ PS1_AZ PLb. Vehicle terminal ˭˭ PS2_AZ PLa. Mooring structures ˭˭ PS2_AZ PLb. Redevelopment of the harbors ˭˭ PS2_AZ PLb1-2. Moat Reale, redevelopment of historical-cultural corridors (P24) ˭˭ PS2_AZ PLb3. Redevelopment of the district behind the ancient city walls

SEATOLAND “Connections of Ports to Hinterland”

˭˭ ˭˭ ˭˭ ˭˭

PS2_AZ PLb4. Redevelopment of mooring docks in Venezia Nuova PS3_AZ PLa. Cultural corridors PS3_AZ Pb. System of green areas PS3_AZ PLc. System of historical-environmental corridors, sailing routes and urban harbors PS3_AZ PLc1. Fortezza Vecchia, new urban harbor PS3_AZ PLc2. Fortezza Nuova, new shuttle service zones and urban harbor PS3_AZ PLc3. Dogana d’Acqua, restoration and functionalization PS3_AZ PLb5. Redevelopment of the Navicelli Canal

Cruising Terminal and Service Center In the context of the port’s global restructuring, cruising activities are bound to assume central importance, considering the rise in mooring ships over the past few years. Cruising is nowadays one of the fastest growing tourist sectors and may prove very important for the development of the port and highly lucrative, especially in terms of the attraction and engendering it can trigger locally on a vast scale. For this reason, the redevelopment plan to complete the port that is part of the SeaToLand project is heavily focused on boosting city-port connections (valuable urban activities, businesses, tourist-accommodation services). The expanding dynamics of cruise ship traffic, as a matter of fact and as can be drawn from the industry case studies over the past five years, have led to a growing awareness that cruising transport in Livorno widely justifies investments in tourism and in related historical-cultural sectors, the aim being to exploit the driving effect that growing development of this economy can have on those activities. The designed terminal is meant to ensure the smooth performance of all port boarding/ landing/transit operations for passengers and goods from/to cruise ships. The structures can be divided into two sectors: ˭˭ Sector (A) reserved to first passenger welcoming on land and luggage sorting and handling ˭˭ Sector (B) linked to cruise ships by two tunnels and a powered runway to connect the ship to the tunnels, inside which police and customs will carry out regular inspections. The terminal is conceived to serve as an exchange node between tasks on-board and on-land. Each terminal can simultaneously service two cruise ships and board passengers on buses (50-seater) and airport-type shuttles (250-seater). The back of the Cruise Terminal will have parking lots that can host more than 20/30 buses, besides those for ship boarding. A fully-equipped docking station to moor motorboats for service in the lagoon and off the coastline is also envisioned in the project.

4. DESCRIPTION OF PARTNERS´ WORK

The vehicle terminal / railway terminal The cruising terminal will be directly linked to the vehicle terminal, with stalls capable of hosting more than 60 buses, traveler’s restrooms, gas stations and especially refreshment areas and information centers to provide the utmost comfort to travelers and tourists who are using the port infrastructures. Urban, extra-urban and regional activity will have a key role as part of the local transport system in Livorno, counting as one of the fastest growing and most important sectors to achieve functional integration of railway-tire transport and develop local tourism. A railway terminal is also integrated in the transport system, connected to the maritime station, to provide a highly flexible and efficient exchange service. The Masterplan’s design wants to provide Livorno with an efficient integrated transport network to serve as a modern exchange node, largely achieved with two types of construction: ˭˭ Creation of an efficient modal sea-railway-tire exchange hub to articulate the following transport networks: ˯˯ Long-distance buses, city shuttle buses ˯˯ Local public transportation network (TPL) ˯˯ Taxi, car rental ˯˯ Trolley cars-trains/ vast trolley car line network ˯˯ National railway network (RFI, Trenitalia) ˯˯ Private land transport ˯˯ Public sea transport ˯˯ Sea transport charter service watercabs ˭˭ Creation of infrastructures for activity-related movement and transit and, in particular: ˯˯ Roadway network connecting the several reception points between roads and port ship boarding ˯˯ Parking space for short transit and port operators THE PILOT PROJECT Pilot project - Study model Study layouts for phase C5 (strategic projects and pilot action plans) prepared by the Port Authority of Livorno jointly with the Inter-partnership Project Lab (partnership between the Port Authority and Town of La Spezia, Ayuntamento of Seville - lead company) has made the application possible of a common approach to the issue of port waterfront redevelopment. The strategic projects that are here proposed are part of a systemic vision of the port’s infrastructural set-up, which includes the identification of multiple pilot actions, layered polarities and connecting elements. Relations between these elements and their “commissioning” have allowed for the preparation of a study model of the pilot project in the form of a network and not a hierarchical pyramid structure.

SEATOLAND “Connections of Ports to Hinterland”

The model’s feasibility both on a local and urban level relies heavily on the exchange nodes, the redevelopment corridors and urban parks. The strategic projects are seen as sub-system of the pilot project; they identify and highlight the pilot actions by which the global project plans to achieve its redevelopment targets for the port’s waterfront. The study model allows us, on one hand, to have a unified approach with partners, while on the other, it supplies a single structure to the system of complex projects identified. Potential of the architectural and historical heritage of Livorno Alongside the sea and a short distance from the Arno estuary and the city of Pisa, Livorno clearly displays the duality that its kinship to Pisa has evoked in the city’s collective conscience (see the previous chapter: Reputation): Livorno is a port, industry, logistics; Pisa is services, tourism and culture. But Livorno is also an extraordinary city from a historical and architectural viewpoint, with its very plan design representing an asset and cultural resource. The historical-architectural wealth of Livorno is far from being fully exploited as things now stand, as a resource of the city and hinterland. There are vast areas of the sight-seeing historical center, those closest to the commercial port, that over time have crowded with infrastructures that are incompatible with the residing population and services, an exteriorization that may very well generate outskirting, marginalization, physical and environmental ruin.

4. DESCRIPTION OF PARTNERS´ WORK

It is only in recent years that the city has developed a new self-conscience and of the value of its history and of the resource, economic too, found its waterfront and urban waterways, and has begun works to redevelop the monumental port with the objective of restoring the water margin to urban life. The exploitation of the system of Moats and Basements To loosely sum things up, the research commenced by the Port Authority alongside the SeaToLand Project determined to trace a set of guidelines to exploit the urban waterways of Livorno, setting the issue within the broader framework of a valorization of the historical, cultural and environmental resources on a local scale and across a vaster area. The question posed basically revolved around what role could be assigned to the “moats” as a resource, if considered an urban element closely related to the complex of buildings, to the accounts of historical and cultural weight, to the natural elements of the coastline, to the structures that provide a link to the urban and territorial scale, to the dynamics of the tourist economy and transportation on cruise ships. If we had limited ourselves to only analyzing relations on a local and micro-industry level, it would have been impossible to spot the “added value” contributed to the local, while yet no doubt extant, identity represented by the “hyper-identity” owed to its constituency to the vast territorial network, mentioned earlier in the first quoted research endeavor. Based on this introductory assumption, exploiting the urban moats as an asset has proven an essential instrument to profoundly connect the chief historical, cultural and environmental resources of the Labronic city to the vast area’s strategic nodes, embracing the connotation of a “cultural landscape of the valley coastline”, incredibly valuable and environmentally precious. In this sense, there is a symbiotic enrichment between local resources in a vast area framework, because each local component, interacting with the others within the identified territorial network, expresses an array of dormant qualities and offers an organic and clearcut context to financial operators and investors, who are thereby helped to choose which investments are more appropriate, where to make them and in what amount. The question is: why spend money on the historical center and on moats, in particular? In a frame like the one just described in the cited study, the answer appears somewhat clearer: ˭˭ The linkage system pointed out renders alternative accessibility (i.e. waterways) to places of cultural and environmental interest scattered throughout the territory feasible, generating new opportunities for knowledge that can become new destinations to add to the market of cruising tourism, thus profiting more wealth to the territory and open to more tourist flocks. This virtuous cycle is fueled by the international reputation of the other identified network polarities (Pisa and Lucca), guaranteeing project start-up a conspicuous concentration of demand for historical and cultural content. It is in this mindset that sponsoring “moats” as resource vests greater solidity and purpose, since historical-cultural and environmental contents on a local level are tied to it; it is easily inferred that a reinstatement of the moats, along with the completion of the maritime cruising station, can trigger a beneficial driving force for the entire urban heritage associated with the waterways, channeling all economic investments and the ensuing redevelopment and urban renovation plans into it. Launching a process of this kind would elevate Livorno’s reputation as city that is a node of historical, cultural and environmental interest (which it presently is not), engendering positive feedback also for the whole territorial network of the Livorno coastline valley.

SEATOLAND “Connections of Ports to Hinterland”

The groundbreaking element that can effectively capture the interest of incoming tourism generated by the maritime station and spark an “event” even on an urban level we suggest is relocating the “Mercatino Americano” (American Marketplace), turning it into a floating market in the Pontino Seaports. In light of the high urban value of the place and the innovative nature of the installed structure, this transformation would configure a new polarity, not only locally, but also on a territorial level. Advertising the new tourist attraction on the cruising market could exercise further leverage to fuel the local economy that is prevalently focused on trade and give a more prominent standing to the Buonalentiana city in the number of elite destinations of historical-cultural interest available on the international scene. The floating Mercatino Americano It is a known fact that the tradition of floating markets is of Asian origin, one need only think of the world-famous market of Manoen Saduak in Bangkok. These markets are tied to the traditional riverside population that dwells in buildings made out of wood, having a “palafitte structure”, edified on the river banks and tied to the use of waterways to move and procure goods. The tradition of markets and floating commercial structures in the West is much less common. In Europe, we have a tradition of both permanent and temporary floating market activities, primarily in the Netherlands and Switzerland, but with examples also in the Northeast in France and England. These structures are the product of an ancient tradition of sailing waterways for trade, tourism, and cultural and recreational purposes. The most prominent specimen of said tradition is found in the historical Market of Flowers in Amsterdam (Bloemenmarkt), which trades flowers and seeds along the Singel canal. The floating flower market was officially opened in 1862; since then, it has expanded and become the most notorious market of flowers in the Netherlands. A beautiful example of a floating water establishment is represented by the famous Frauenbadi/Barfussbar. It is located in Zurich on the Limmat river; opened in 1837, it formerly was a “women’s bathing home” IT consists of a rectangular wooden construction closed on the outside, with a view of the Church of Grossmunster, the most important Romanic church of Switzerland. The structure includes the Barfussbar, a “barefoot” lounge bar that regularly hosts concerts, theater-sports and literary conversations. These structures are important destinations that are sponsored by many organized excursions sold on the global tourist market. They are easily spotted on any tourist guide and are featured on a number of social networks that contribute to increasing their popularity. This brings us to a key point in fully understanding the scope of the proposal submitted by the Port Authority as part of the SeaToLand project: namely, transferring the traditional Mercatino Americano of Livorno from its current temporary site to the aprons of the Stazione Marittima, in the heart of the historical city in front of the Fortezza Nuova, rebuilding it as a floating structure.

4. DESCRIPTION OF PARTNERS´ WORK

This new configuration will accentuate two staple traditions in Livorno: on one hand, navigating the moats for leisure, sports and tourist activities. On the other, the Mercato delle Pulci (Flee Market), where antiques, vintage dresses and jewelry, silverware and furniture, but especially clothing items, accessories and military paraphernalia coming from the nearby U.S. base of Camp Darby (NATO) are sold. It would be the first floating flee market in all of Europe and its completion, if well-advertised on an urban marketing level, could be a fantastic element to restyle a make-over of Livorno’s image on the tourist market and in international cruising circles. Its construction would add even more importance to the traditional “tour of the moats on boat”, an sight-seeing attraction for tourists that is already thriving: as a matter of fact, the proposed design will grant privileged access to the waterway precisely to channel tourist flowing in and out from the new urban dock that will be built in the Cruising Terminal, on board boats to tour the city. Constituent elements of the floating structures The proposal, which is open to suggestions for improvement, will rely on reusing containers that are now equipped to form the individual commercial units. The system’s modularity makes it possible to form flexible and structured floating “assemblies”, constructed off site and easily transportable on site on the existent waterways. Every module consists of a floating platform of the same kind as those used for floating jetties, duly equipped in terms of its systems and with independent power supply, the commercial unit (container) installed on the module. The container is then covered by a superstructure in coated galvanized steel, hydrophobic wood and glass fiber that forms the visible casing of the commercial unit. The system of market routes and moorings will continue to be the Fosso Reale, alongside the historical structures of the city of Livorno; a system of sunblind grilles will adjust direct solar radiation, creating partly shadowed routes, but that are open to the urban landscape. An efficient, but not intense night-time lighting system will make the floating market visible, without overshadowing the monumental complex of the Fortezza Nuova. Our hope is that this construction will create drive and bring to the re-allocation of the infrastructures, to also exploit the commercial and cultural activities located in the area. PROJECT RESULTS AND NEXT STEPS FOR THE FUTURE The studies conducted as part of the SeaToLand project have allowed the Port Authority of Livorno to define a very rich framework of strategic actions to exploit the historical city and passenger port, which can be enacted in the short and medium term and that are both clear project aims.

SEATOLAND “Connections of Ports to Hinterland”

They can be summarized in the following points: ˭˭ Formation of a coherent framework of studies and actions to transform and improve infrastructural efficiency and internal cohesion of the urban system and territory involved in the redevelopment of Livorno’s waterfront; ˭˭ Sharing the same analytical model and operational approach with international partners, based on the system and reticular value of the “Port Park”, prepared as part of a previous European project (Waterfront Med); ˭˭ Definition of a system of integrated projects that are strategically meant to develop maritime passenger transport and cruising services, in an effort to exploit the local and vast area historical-cultural resources to strengthen relations between urban and territorial polarities that represent the settlement structure of the coastlines of Livorno and Pisa. Future of the project The specific end-goals of the SeaToLand project addressed above will enable the Port Authority of Livorno to launch further activates to examine its proposals within a frame of inter-institutional concert with all subjects involved. The near future will therefore aim at pursuing the following action plans: ˭˭ Developing an implementation plan for the area of the Stazione Marittima that takes account of the strategic contents highlighted in SeaToLand; ˭˭ Development of feasibility studies to build the Cruising Terminal and the global restructuring of the Stazione Marittima, in accordance with the guidelines of the aforesaid implementation plan; ˭˭ Establishment of agreements and understandings with public agencies and administrations, private operators and other stakeholders, the aim being to launch detailed studies on actual and full navigation of the urban and extra-urban waterways, as identified in the SeaToLand project; ˭˭ Development of feasibility and specialist studies to complete the infrastructural system of the urban waterfront and access to the maritime station, including the selection of traffic flows in the last mile, access systems and land-side transit to passenger terminals, reconfiguration of the road belt of the urban-port waterfront, partially underground as well; ˭˭ Development of a technical-economic feasibility project to relocate the Mercatino Americano in floating form within the system of urban moats in Livorno.

4. DESCRIPTION OF PARTNERS´ WORK

Municipality of La Spezia / Port Authority of La Spezia

SPECIFIC ISSUES AND PROBLEMS FROM THE PARTNER’S POINT OF VIEW The city of La Spezia has a strategic and prestigious position as it represents a landmark for the whole Western Mediterranean area and the natural access to the sea for the North of Italy and the Central Europe. The city of La Spezia - from the right you can see the Military Arsenal, the harbour, the historic city centre and the commercial port For this particular position the Gulf of La Spezia in the past had been chosen as privileged seat for military settlements and for the development of trades. The project for the development of the area aims to promote La Spezia as centre of excellence of yachting and shipbuilding, taking advantage of the presence of an important network of small and medium enterprises with a high level of technological excellence. There is also a strong link between university courses and employment needs of local companies, thanks to the presence of a University Pole with a didactic offer of high specialisation in Nautical Engineering and Nautical Design. The sea also in the future will than play a key role for the city, both as resource of strong tourist attraction (the Gulf of Poets and The Cinque Terre known worldwide) and as hub for connecting and producing resources. The eastern areas of La Spezia City have to endure the heavy insistence of productive activities linked to the port which impact negatively on quality of life of who’s living in these areas. It is therefore currently under implementation a scaling of some activities and the rationalization of the costal layout for a new coexistence among port activities, businesses and residential functions. These changes have freed spaces to be allocated to new vocations of the territory as a result of recovery and rehabilitations of these areas. In addition to these areas there are other opportunities of development for the city deriving from the re-use of areas owned by the Navy, today poorly used or abandoned (for example Ex Casemate area, recently acquired by the municipality of La Spezia). A grate occasion for the final take off of the cruise tourism, that today, despite not having land moorings is performing well, are the restoring of Calata Paita and the realization of the new Waterfront. These operations are accompanied by other interventions: the redevelopment of Valdellora freight area with the construction of the new railway station, the redevelopment of the disused IP refinery in which already insists a shopping mall and the realization in the eastern area of the city of a nautical centre complementary to the actual dock of Fossamastra Pagliari. All these projects are supported by the construction of road infrastructures (some of which have already been completed or currently being completed) in order to connect the above-mentioned areas with the city, the sea and the main roads of access. With the implementation of these road infrastructures and thanks to the development of alternative ways of transport, such as railways and sea modalities, the aim is to reduce road traffic allowing a lightening of the load vehicle on urban road network. Calata Paita and the eastern area of the city

SEATOLAND “Connections of Ports to Hinterland”

Nowadays Calata Paita is an operative area inside the commercial port where general cargoes (dry bulk goods) are moved in the multipurpose terminal of Speter. The multipurpose terminal handles every kind of goods, manufactured products and solid bulk such as minerals, kaolin, chromite, steel, iron, marble, timber, lead and copper. The port Authority of La spezia in cooperation with the Municipality of La Spezia is carrying out an important planning about Calata Paita and all the waterfront area: a part of the old port (Paita wharf) will be converted to important urban function with a new waterfront project and a new cruise terminal. The general planning of the port would reach the goal of strategic reorganization of the port activities and the urban life to facilitate the coexistent of both realities. Calata Paita is today an important part of the commercial port but it’s inside the urban context, very close to the city and to the waterfront area where people spend their free time in several activities in front of the sea. In the new masterplan the port activities will be moved from Calata Paita to Garibaldi pier which works are in progress and will be completed by the end of March 2013. The old rail tracks in Calata Paita will be decommissioned and removed. The construction of 650 metres of new tracks, which involves the areas undergoing expansion of the Canaletto quay and the Ravano terminal, will allow the objective of further increasing intermodal transport of goods up to the target of 50% to be achieved and will increase the productive capacity of the port. The decommissioning of the strip of railway track on Calata Paita is part of the preparation for the works on the new waterfront for La Spezia and the reconversion to public use for tourism, residential and recreational purposes of the areas currently occupied by commercial port activities. Calata Paita with the reconversion to public and urban use will became an important part of the new waterfront area in the city of La Spezia. The connections between this new urban area and the surrounding area of the city are studied in SEA TO LAND project in order to understand the issues relating the new traffic flow arising from the cruise activities and to find the best solution to reduce the impacts on the urban traffic. It has been therefore necessary and useful for La Spezia, but it might be interesting for all the cities on the Mediterranean with similar characteristics, to analyse the city area and the hinterland and to develop studies and interventions to better ensure the connection portcity –surroundings, both for regular users as for tourists, taking into account (in La Spezia case) the new and increased flows that will derive from the new cruise station with new transits generated in the Gulf, in the inland and in the nearby valleys. STUDY AREA SURVEY The study of the survey area was performed following an approach divided in three phases: 1. Study and analysis of the territory ˭˭ Analysis of typological and relational components. 2. Summary and interpretation ˭˭ Evolutionary phenomena. ˭˭ Settlement phenomena. ˭˭ Organization of functions. ˭˭ Organization of infrastructural networks. 3. Definition of strategies ˭˭ General objectives. ˭˭ Specific objectives. ˭˭ Integrated objectives.

4. DESCRIPTION OF PARTNERS´ WORK

The analysis shows that territorial assets are characterized by a structured or rarefied settlement. Those of structured type can be further divided into: ˭˭ Settlement in urban areas: characterized by arrangement of settlements substantially defined, included in a metropolitan context (complex system with a high density of settlements). ˭˭ Settlements in rural areas: characterized by arrangement of settlements substantially identified, placed in an area with low degree of structure (simple systems with low settlement density). ˭˭ Rural and urban areas have been further analysed and have been classified in central, peripheral and specialized settlements. In particular, for the settlement in urUrban and rural areas ban area, we have identified different elements that gave rise to the “complex system” (Sarzana, Arcola, ameglia, Castelnuovo, La Spezia, Lerici), which have gradually diversified its role: La Spezia and Sarzana became “Centri Ordinatori” of the metropolitan system, Lerici take a specialist role, while the other, with the exception of Santo Stefano, suffered an almost generalized impoverishment of the socio economic fabric. The system has evolved through suburban settlements that have been originated by the proximity of a centre (suburbs of La Spezia and Sarzana) or by the presence of linking axes (settlements along the highway 1, highway 62 and highway 432) although sometimes arisen on the assumption of the original presence of a nucleus (“rolling downstream”). The system has exceeded the historical extension, affecting in a consolidated manner also the municipalities of Bolano and Follo, now fully integrated, and actually is beginning to affect the two “belt” municipalities (Riccò del Golfo and Beverino). Within the macro context it is easy to distinguish two particular areas: the Gulf and the Valley of Magra. The Gulf is characterized by a strong centre, terminal, with suburbs radially polarized on this: a system in a fan. The Magra Valley is characterized by a strong centre, barycentre, with diffusive suburbs that are distributed on the dorsal axis and the links to the historical centres: a linear system - widespread. A different interpretation of the elements of settlement brings to distinguish the settlements of ancient formation, inserted both in rural and urban contexts, in four components: ˭˭ Heritage Cities. ˭˭ Historic Centres. ˭˭ Ancient core. ˭˭ Cores rural. According to their location and relationship to the sea, were also distinct: ˭˭ Coastal centres. ˭˭ Coastal villages.

SEATOLAND “Connections of Ports to Hinterland”

System of production functions - with different colours have been identified industrial areas, craft areas and port and logistics areas

Elements of settlement

Were further identified: ˭˭ A strong and connected industrial centre, made of all the productive areas of the Eastern of La Spezia, the cluster of Arcola, Ceparana - Follo and Santo Stefano - Vezzano - Sarzana (system of the IAEA -- industrial areas ecologically equipped); ˭˭ Two productive “suburbs” formed by the clusters of Sarzana-Castelnuovo-Ortonovo and Beverino, Brugnato and Carrodano. In the analysed area the used planning tools took into account the objectives and priorities summarized below, already established at the provincial level at the Conference of scope of 16 January 1997 and resumed by the City of La Spezia in the preparation of Urban Plan. Objectives and priorities by sectors SECTORS Industry – Large enterprise Industry – Nebula of induced ﬁrms Industry – Independent entrepreneurial network

Crafts Port services Trade Tourism Extra-commercial services

OBJECTIVES AND PRIORITIES it is necessary to structure a shipbuilding centre need redevelopment and reorganization processes, greater autonomy in production and obtainment of quality certiﬁcations it requires the interaction between manufacturing areas and development of marketing and production services support to business aggregation to improve market competitiveness articulate and diﬀerentiated it is an opportunity for self-employment for young people with an over sizing of the distribution network growth of museums and creation of a cruise node Sarzana and La Spezia are tertiary poles

4. DESCRIPTION OF PARTNERS´ WORK

Framework of the environmental context inside the gulf of La Spezia: ˭˭ The gulf, the Cinque Terre marina protected area. ˭˭ The green area with the Val di Magra area, Val di Vara area and the hills surrounding La Spezia. ˭˭ The river Magra environmental system with the area of “Parco Montemarcello Magra”. The planning of the tourist offer - The local tourist system in the Gulf e in the valley of Magra. Framework of the territorial links and environmental relations inside the local context and framework of the tourism context.

EVALUATION OF THE AREA, MAIN POINTS OF STRENGTHS AND WEAKNESSES The road system La Spezia is a special and unique city in the national scene. In fact it isn’t only a coastal city but it is delimited by a crown hill. These features and the history of the city have made the centre decentralized and, consequently, the mobility system, especially the public one, difficult. The “Brennero – Tirreno Passage” is the main objective that the city should pursue both for the truck and the rail transports. The doubling of the “Pontremolese” and the completion of the port-highway node will therefore be of significant importance. Relevant road infrastructures are also in progress among which: ˭˭ “Variant Aurelia” that once completed will allow the construction of three access points to the city and the connection of the city with the highway system in Boschetti area; ˭˭ The realization of the road junction in Pianazze area (already built); ˭˭ The re-building of the provincial road called “Ripa”. The city mobility has a system shaped like a “L” firmed tied to the axes of Avenue Amendola and Avenue Italia, which surround the city of the nineteenth and twentieth century and divide it by the military and commercial port. Inside the city the road network is characterized by an orthogonal road chessboard and by a dense network of narrow streets characterized by one way traffic and parking on the side of the street. On the Road Town structure, remained the same of twenty-five years ago, converges a traffic that over time is tripled without particular adjustments. Moreover, from urban traffic plan has been detected the high incidence of the private traffic on the total of movement modes. Result strongly unbalanced if compared to those of other Italian city of same size. Objectives and Possible Solutions ˭˭ Intensify modalities of transport alternatives to roads transport ˭˭ Rationalize the roads transport in the central area ˭˭ It thus appears: the need to complete the infrastructure planned and already partially realized. ˭˭ Main action, of fundamental importance for the city, the completion of “Variante Aurelia”.

SEATOLAND “Connections of Ports to Hinterland”

Railway hub The passenger’s station is located in the northern area of the city that represented the centre of the city over the years in which the military arsenal was built, but that today appears decentralized after the development of the city to the east. This led to the creation of a secondary station at Migliarina, especially in service of commuters. This new station hasn’t characteristics that make it an alternative at the central one, because not equipped with a sufficient number of rails. From a freight traffic point of view, following to the successful development of the commercial port, the rail system was insufficient and inadequate, also for the strong proximity with the urban tissue. It was therefore necessary to put beside the area of Santo Stefano Magra, offering spaces for the composition of freight trains and areas that became an important storage containers area. Objectives and Possible Solutions The National Railway Company intends to implement a bundle of binary in Canaletto area and to double the track between Avenue San Bartolomeo and Boschetti. In collaboration with the Municipality the National Railway Co. intends also to complete the third track of “Pontremolese” from the Central Station to Boschetti stop, allowing to plan to use this stretch of rail for metropolitan transport too. A final intervention of fundamental importance concerns the construction of the new passenger station at the freight station of Valdellora throughout the reuse of these areas that are currently in the process of discharging. Public transport - bicycle path and pedestrian areas The current situation of La Spezia is heavily characterized by the use of private transport mainly used by commuters who contribute to make transportation critical in the city. For this reason the administration is gradually encouraging the use of public transport and alternative modes of transport to the private car with improved cycling and pedestrian network. The lack of real pedestrian routes and in particular a connection of the historic city with the promenade is then emerging. Objectives and Possible Solutions

Framework of the infrastructural system by land side: motorways, main roads, secondary roads, railroad, nodes for the interchange of transport mode

Footpaths can be generated by shifting city traffic in more peripheral areas and on road of better sliding as Avenue Amendola, making pedestrian all the roads within urban contexts of high value or high pedestrian vocation as expanding areas of restricted traffic, going gradually to affect the entire historic center. The creation of new parking spaces at the edge of the historic centre seems also essential, in order to be used as real exchange areas in which to leave private cars and to use alternative modes to reach the down town (public buses, bike paths, etc.).

4. DESCRIPTION OF PARTNERS´ WORK

The urban facilities Is in progress a process to relocate the main tertiary centres, such as the Palace of Justice, Kennedy Centre, Police Headquarters, in a city area more shifted to east compared to the down town and directly connected with the exIP area and Calata Paita which is accompanied by the planned construction of the new hospital, in “Felettino” area. In addition to this urban portion plays an important rule the area built near the Pala sport (Indoor sporting palace) actually hosting the exhibition centre, a cinema complex and the forthcoming new public library and conference/exhibition halls that are going to be realized in the ancient deposit of public transports. The green system The urban green system is currently made up of four major areas: the Historic Gardens, the “Maggiolina Park”, the “Gaggiola Park” and the so called “Colombaio”. Objectives and Possible Solutions These areas are mutually disconnected and require a completion mainly through a connection with neighbouring services and environmental systems. THE MASTERPLAN The park system and the system of hilly villages on the sea The Masterplan of La Spezia is focused on the integration of various strategic project of interest for the city and the different ways of transport in order to improve accessibility from sea to land and from land to sea. The main objectives are listed below: ˭˭ Development of intelligent transport to control flows of people and goods, taking into account the environmental sustainability criteria; ˭˭ Development of interchange systems between public and private transport by sea and land; ˭˭ Planning of a new passenger terminal for cruises and mini cruises in the Gulf; ˭˭ Identification of better links between urban area and sea to provide new opportunities for passengers in the new waterfront; ˭˭ Study of new solutions in transport management for easy access to the water front and to achieve integration with the urban traffic. The masterplan has analyzed various modes of transport, by sea and by land, of interest for the urban area and of its surroundings (inland, arc of hills, Val di Magra, etc.), taking into account: 1. accessibility of waterways (public transport by sea and along the river) 2. accessibility of terrestrial infrastructure (urban and suburban) 3. accessibility of green (system of hilly roads and roads internal to park areas, funicular, stairs ...). The Masterplan highlighted the whole system of accessibility and connections. Regarding the maritime accessibility were identified different poles: ˭˭ The hub port that will serve as interchange between the cruise terminal and the bus terminal; ˭˭ The land-sea connection pole, which is the interchange between the central station, that from the current position will be transferred in a new area called “Valdellora”

SEATOLAND “Connections of Ports to Hinterland”

Connections and accessibility system

and the new waterfront where a cruise station will be built up; ˭˭ The system of waterways that will link various places, including tourist attractions overlooking the gulf. ˭˭ With regard to the environmental system connective systems between the various green areas, including parks of provincial, regional and national levels, have been identified. ˭˭ As regards the infrastructural accessibility, points of potentiation have been identified at level of roads, junctions, tollgates and metropolitan lines (connecting the city with surrounding’s) together with points of new construction, such as the connection between port and the passenger station. The study also covered the local tourism system with a focus on cruise tourism that plays a central role in the Gulf of La Spezia, in spite of the port of La Spezia does not yet have maritime station. From a touristic point of view the city of La Spezia is structurally located within a territorial segment with significant resources and attractions, often in a position of forced transit towards Liguria, Tuscany and Emilia Romagna. Obviously this transit posiInfrastructural networks tion, on the one hand promotes the development of tourism, The hilly park system and seaside villages and on the other hand it exposes the city to a very strong competition with established tourism destinations. foreign tourist development has developed in recent years is of relevant importance and it certainly should be strengthened through the lever of landings cruise. Among the potential levers of development, in addition to those of cruise and hiking tourisms and food and wine tourism, rising at the national level, the congress one, which is an important part of Italian tour-

4. DESCRIPTION OF PARTNERSÂ´ WORK

ist revenues. However, it is an area that needs special attentions and professionalism and, as written below, in fierce competition with the best equipped destinations. Among the touristic developments that might be suitable to reinforce the attractiveness of the Waterfront are cited sport and the environment specializations. It is, among other aspects, a type of tourism that could exploit the characteristics of the accommodation system. Finally, another segment to be reinforced is that of nautical tourism, for which the design of the new Waterfront provides a strong development. The study also focused on the analysis of the road and pedestrian network highlighting the need to identify a system of pedestrian links between the city and the waterfront to be affected by the changes related to the implementation of the new waterfront. The project foreseen the built up of underground parking, bus terminal and subways in order to allow better pedestrian connections between the down town and the new waterfront.

The new waterfront - interchange area passenger land /sea

Pedestrian links between the town center and waterfront

THE STRATEGIC PROJECTS The town of La Spezia is situated in a strategic geographical position and can be considered a natural sea pass for North Italy and Central Europe. Today the Port of La Spezia, easily connected to East Europe, is one of the most important mercantile calls of Italy. The recently approved Port Planning Scheme foresees investments that will allow increasing volume of trades, which already exceeds 1 million of Tons. The Urban Masterplan

SEATOLAND “Connections of Ports to Hinterland”

La Spezia is a pole of excellence in the defence field thanks to the presence of the productive Naval Basin of Italian Navy and of international companies as Finmeccanica, Oto Melara, Alenia Difesa and Fincantieri. Furthermore primary research centres of European level (ENEA - Research Centre on sea environment - CNR - National Research Centre and the Sacland Undersea Research Centre managed by NATO) are also placed in La Spezia, the activities of which are generally linked to sea contest. The construction of the first Italian marine technological district is in its initial stage. After Government’s acknowledgment, the beginning of this project will bring to La Spezia considerable public financings to assist the process of integration between the different research and innovation centres situated in La Spezia’s area. In addition to this the process of improvement of the territory aims at turning La Spezia into a pole of excellence in shipbuilding yard activity and pleasure boating through the presence, in the Gulf of La Spezia, of primary companies active in shipbuilding business (as Ferretti - Baglietto - Cayman, etc.) as well as of many small companies, with high technological standard, in ship building, fitting and fixing business, both for military and mercantile ships. The University Pole of La Spezia offers high level courses of Nautical Engineering and of Nautical Design and, since 2002, allows creating a strong link between university formation and employment needs of companies situated in this geographical area. The principal resource, to build the future of La Spezia on, is certainly the sea. It is already an important element of attraction for tourists (The Gulf of Poets and the Five Lands are already known all over the world) and will also become an element of junction and a productive resource. The reduction of the activity of some important firms of the past and the rationalization of the coast line layout for a new cohabitation of harbour activities and productive activities (in the east side of the Gulf of La Spezia) and tourist infrastructures (in the west side) set free spaces that could be used to develop new interesting projects. The town is engaged in a deep process of recovery and re-qualification of these areas with the purpose to support new settlements. Furthermore, there are many other opportunities of development: a negotiation with the Italian Ministry of Defence has already started to give back to the town of La Spezia some strategic part of the coast line. These areas are currently owned by the Italian Navy, but they are underutilized. Italian Navy currently occupies an area of about 85 hectares. New Urban Waterfront La Spezia’s waterfront has an extension of 15 hectares and is a really important project that will totally change La Spezia’s aspect. Sixty-four international architecture firms took part in an international competition that was announced on 2006; the winner of the competition is the Spanish architect José María Tomás Llavador. The project concerns an area of 330.000 square metres (40.000 of which planned to become green) where it has been planned to realize a new coast-line, two hotels, a commercial zone, a conference centre and a new cruising terminal. The project includes an “artificial island” between Paita Quay and Garibaldi Pier as cruising ship terminal, so that will be possible to disembark 4.000 The new waterfront of La Spezia city passenger a day.

4. DESCRIPTION OF PARTNERS´ WORK

Cruising tourism will increase thanks to the fulfilment of this project; it is important to consider that 86.000 tourists have reached La Spezia for pleasure cruise in the last years even if the town doesn’t offer a dedicated landing berth. New Valdellora - Railway Station Area The project includes a deep re-qualification program of an important zone of the town: former goods yard of Valdellora. The property of the area of about 70.000 square metres is owned by the Italian Railways Net Company and by the public company ACAM, the area is a nerve centre both from an urban and from an infrastructural point of view. The good yard will be substituted by a passenger station which will be added to the present one. This area will become the most important railway, road and water junction of the town. In this area will be built one of the stop of the fast urban railway, a strategic point because of its position near to the main present and future roads (as Variante Aurelia), to the cruise station and to the new waterfront of Paita Quay. The Municipal Urban Plan foresees to create in this area an urban park and 25.000 square metres of office district and commercial/residential buildings.

Aerial view of the cargo where will be built the new passenger station

Urbanization of the disused - ex-IP oil refinery area The disused oil refinery areas (Ex – Ip Areas) are strategic from a town planning point of view thanks to its position in the centre of the urban area. The whole project concerns an area of about 65 hectares and has been planned inside a bigger joint programme that outlines how to regenerate and to reconvert spaces to new urban functions as commerce, production, accommodation facilities, residential buildings and services. This area is going to become the trade and services centre of the new town. Ex-IP oil refinery area The whole project is supA detail of the new shopping centre built in the ex-IP area ported by a complex plan that includes the construction of new roads necessary to connect this new area to the rest of the town. A share of this area of 221.674 square metres will be available for building industry. The whole area has been split into 11 sub districts that will develop in equal parts commerce and service activities (61.356 square metres), residential buildings (60.000 square metres) and industrial facilities (58.165 square metres). Nautical Production District The project concerns total re-qualification of areas in the east side of the town, where new production activities and other services connected to nautical sector will be settled down. The re-qualification of these areas, currently we find open air storages, has to be considered in the urban plan to create a nautical production district. The first project reserves 11.000 square metres to install firms that operate in shipyard busi-

SEATOLAND “Connections of Ports to Hinterland”

ness of small and medium size. Inside this area was realized a basin (sheet of water of 6.000 square metres); in order to access to this basin a movable bridge was built. State of the roads was already upgraded to create a direct connection between these areas and the highway net. Areas available for new settings are next to the one on which interventions were finalized. Total surface is equal to 282.662 square metres of which 96.582 square metres useful. Foreseen develop of these areas is on production, manufacturing and service industry. A small area of about 7.200 square metres will be reserved for residential buildings. Mirabello Port The project has to be considered into the complex waterfront re-qualification plan. Nautical Mirabello District is located inside the urban centre sheet of water. The project of the new Tourist Port includes various services for pleasuring boat: accommodation facilities, major and minor shipbuilding industry and spaces for sport connected activities. Pleasure boating frameworks include 380 medium-big boat posts and more than 1.500 small boat posts. Nautical Mirabello District 1

THE PILOT PROJECT The pilot projects realized by Municipality of La Spezia and Port Authority of La Spezia are the study for the introduction of a public waterborne transport system in the Gulf of La Spezia and the study for the building of a funicular transport system “People Mover”. With regard to the study of the waterborne transport system the main themes developed are: a) Analysis of available data (landings, number of passengers, frequency, etc.), in particular the demand of transport generated by commuters and/ or tourists; b) Hypothesis of a cruise ships departure / arrival calendar and the resulting increased demand for tourist mobility; c) Identification of routes, estimation of travel times and frequency of boats. We have identified potential points of attraction of the future waterborne transport service. In the following images in green we identify the locations within the city, in orange we identify the locations outside the city and in yellow we identify the main beaches which are currently not served or difficult to reach with the land transport systems. Potential points of attraction of the future waterborne transport service

4. DESCRIPTION OF PARTNERSÂ´ WORK

Potential points of attraction of the

future waterborne transport service The service will initially be a seasonal service, having as main target the users residing in the city centre or urban area which want to reach the beaches; it will take place from early June to mid-September on a daily basis, the frequency will be differentiated by time period and type of day of the week. d) Type of vessels usable in accordance with the needs (size, diesel engine, hybrid engine, etc.). During start-up is considered to use boats with traditional diesel engine for traction, readily available in the market, probably some of the vessels currently operating in the tourist services in the Gulf of Poets, then there will be investment in new high-tech vessels, such as the one-man-operated-ship of Hamburg, whose equipment make it easy to use that it can be managed with the minimum number of crew members. The objective of reducing the number of crew members is important because personnel affects significantly on operating costs. With regard to the service along the river Magra is provided the use of boats with shallow draft able to achieve the Two Lakes Area. At the moment we identified a boat with fibreglass hull with 40 seats, equipped with two engines and two independent lines of axis, with immersion of 0.75 meters and manning a Examples of usable vessels single agent, a pilot-engineer. At the same time we will begin a project for the introduction of boats with low environmental impact: the alternatives that will be examined and currently operating in some European cities are hybrid diesel-electric vessels, all-electric with batteries vessels, hydrogen (fuel cell) vessels or latest innovation all-electric drive with super capacitor vessels. Recently, some boats of these types entered service in the maritime environment. e) Proposal for the restructuring of the old piers and project of new piers. It is assumed to provide all landings in the Gulf of a floating pontoon connected by a gangway hinged to the dock to ensure maximum safety during the operations of embarkation and disembarkation for alignment between the floor of the pontoon and the deck of the boat. It is believed appropriate to equip, where the conditions on the surrounding land area so permit, the piers of a superstructure capable of ensuring a protected space for users of the service. Where conditions permit the areas overlooking the landing place will be equipped in order to guarantee the interchange with the land transport, both public transport service and individual transport. Examples of floating pontoons connected by a gangway hinged to the dock

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f) Estimate of the costs for managing the waterborne transport service and implementation procedures. g) The measures to be taken in terms of traffic and parking. Study for the building for a funicular transport system “People Mover”. It is a system able to ensure very rapid transfers due to its ease of access to the carriages and the top speed attainable. It will be a fully automated system. The main themes developed are: a) Analysis of available data (urban planning, implementation plan of the integrated program for mobility, etc.), focused on the demand for transport of urban and suburban commuters; b) Routes, travel time and frequency; The route is identified as follows: Departure Station in the APAM area (where the Municipality will construct the new railway station interchange) - Via Valdellora - Via Crispi (with possible intermediate station near the intersection with Via XXIV Maggio) - Avenue Italy - Arrival Station closed to the new Cruise Terminal. The length of the route will be about 650 m. The track will be completely at an average altitude of 7.25 meters, so as to ensure the maintenance of vehicular traffic and parking areas along its The path of “People Mover” route. Two trains pulled by a rope will run the track at a maximum speed of 8 m/s, so the travel time at the maximum speed allowed will be 1 minute and 22 seconds. Assuming that each train has a maximum capacity of 200 people and a peak frequency of a train every 3 minutes, the People Mover will offer 4000 seats/hour. To reduce the noise is assumed to use trains with rubber wheels. c) Proposal to restructure the areas where the stations will be built, trying to facilitate the interchange with other land transport traditional equipment and with the future waterborne transport system in the Gulf of La Spezia; we suggest to develop a particular design and the use of innovative materials to make attractive the new transport system. d) Estimate of the costs of investments, estimate of the costs for managing the People Mover and implementation procedures. e) The measures to be taken in terms of traffic and parking. PROJECT RESULTS AND NEXT STEPS FOR THE FUTURE Seatoland project offered to The Municipality of La Spezia and to the Port Authority to cooperate together in order to study issues and topics of the most important project for the next years: the new waterfront of La Spezia and the new cruise terminal. Especially the Municipality and the Port Authority of La Spezia have studied the topic regarding the accessibility from the sea to land and from the land to sea in the new waterfront area with a specific focus on the integration between different modes of transport in the multimodal node where the new cruise terminal will be build.

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The three pilot projects developed into Seatoland have studied: The accessibility to the new waterfront area by land with a new public fast transport service (people mover); the accessibility by sea side with a new and more efficient maritime transport service; the integration between different modes of transport in the new cruise terminal. The first pilot project showed the opportunities and the potentialities of a new maritime transport service inside the gulf of La Spezia with the extension to the Magra River in order to enforce the connections between different areas in the same land. Today those connections ensured by roads present some problems due to the geographical features of the area surrounding the gulf and the main river Magra. The results highlighted by various studies carried out in pilot projects, together contribute to an overall result that the Municipality and Port Authority of La Spezia have set from the beginning with participation in this project, namely the integration of different modes of transport in order to reduce the impact that the construction of the new maritime station will have on the city and the terrestrial transport in particular. Diversifying the range of modes of transport and integrate them will be the key element for the development of new waterfront. Starting from the study about the three pilot projects, the next steps to be developed are the following: ˭˭ A test about a new maritime transport service during the winter/autumn season in order to test the potential transport demand for the links between the town inside the gulf in order to support the mobility on the road, ˭˭ To plan several meeting after the end of Seatoland project with the municipalities of town in the gulf of La Spezia in order to understand which of them are interested in building new piers and developing the new service, ˭˭ To plan several meeting with the schools and the university of La Spezia in order to match the solutions regarding the boats studied by the students with those of the pilot projects, ˭˭ To promote the study regarding a new service between the waterfront area and the new railways station in Valdellora underlining the weaknesses of the people mover due to the few space in a street (via Crispi) for the accommodation of the new infrastructure but highlighting the potentialities of a fast public transport service to link the new urban area in Valdellora and The Gulf of La Spezia in 2016 the new waterfront area, ˭˭ To plan more in details the project of the new cruise terminal taking into account the outputs of the pilot projects especially the best location and the best design of the cruise station, the best location of the bus stop, the best location and design of the pier to catch the boats for the maritime transport, the best location for the intermodal links between the cruise station and the other modes of transport.

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Temi Zammit Foundationand / City Council of Birgu

SPECIFIC ISSUES AND PROBLEMS FROM THE PARTNER’S POINT OF VIEW The SEATOLAND project is about the integration of coastal territories and the hinterland in a crucial hub that will permit an integrated approach to sustainable development, based on improving the accessibility and functional reconfiguration of Mediterranean port areas that will favor the emergence and implementation of development policies in coastal areas. The project will develop shared strategies of enhancement of competitiveness of certain territories by improving accessibility between the coastal areas and hinterland, and proposes specific methodologies of integrated territorial and institutional analysis in order to identify possible synergies between local and national authorities, as well as stakeholders from private enterprise and civil society. A view of the fort St. Angelo (Birgu)

The Grand Harbor of Malta has of late experienced profound changes in uses and economic outlook, and is seeking to redefine itself to meet the challenges of the present and future, building on its own and the country’s strengths as a maritime nation with an immense heritage for its size. The development of specific tourism strategies centered on cultural tourism, as opposed to mass holiday making in the proper sense, as well as changes in cargo handling methods, have encouraged central government and the local authorities located on the harbor to look more at maritime tourism and pleasure activities. Even more profound changes in the social and economic structure of cities are happening as the result of other changes, such as shifts away from strategic naval uses and the decline of the ship building and repair industries in the face of competition from emerging economies and the effects of globalization. These elements were amply discussed as part of the SEATOLAND project, wherein a comprehensive territorial study and SWOT analysis provided a basis for the definition of the objectives for a rethink of some aspects of accessibility between sea and hinterland, particularly those involving passengers in line with the general thrust of the project as it has been developed by the partners. The ultimate aim of any plan for development and sustainability must be the improvement of the quality of life of citizens, and in this regard the involvement of the citizenry of all the involved municipalities is being considered as being of utmost importance.

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STUDY AREA SURVEY The study of the Malta Grand Harbor found an area steeped in history and characterized by an extensive system of fortifications mostly of the early modern era (circa 1560) onwards, reflecting a strategic importance that extended up to and including the Second World War. The profound maritime mission of Malta and its people has promoted an economy that transcends the purely agrarian, which latter economy would at best support a mere tenth of the current population of the islands. This economy has traditionally centered on the naval and the commercial, and by time developed as one of the main and strategically important Mediterranean ports. The port cities comprising the study area are essentially walled in with no possibility of expansion, meaning that land is distinctly at a premium, and considerable overlap exists between the various uses. The last 5 years have seen a progressive dismantling of the dry docks operation and the rehabilitation of the vacated areas, with extensive restoration and re-use as pleasure boat and yacht berthing. This has resulted in a marked increase of accessibility to the immediate shoreline and the removal of eyesores such as the Dockyard perimeter wall. The harbor area also suffers considerably from traffic congestion and parking problems. Vehicle ownership in Malta is relatively high, and a number of arterial routes pass through the area. For the last 20 years tourism has been acknowledged as Malta’s foremost economic activity with a major role in the social economic and environmental scenarios. Although Malta has long been a destination for so called ‘blue tourism’, tourists who come for the sun and beaches, more recently it has moved to make the most of its cultural and heritage assets in an attempt to exploit the growing number of people seeking so called ‘grey tourism’. Through this conscious decision the Malta product Aerial View of Birgu and Valletta from the south was redefined to rest on Malta’s distinctive comparative advantage. A number of extensive projects form part of the Vision for Malta’s Grand Harbor area. The projects are either located within the Valletta Peninsula or scattered along the shoreline of the Grand Harbor, stretching from its entrance up to the inner most part of the harbor. The SEATOLAND project is a technically oriented exercise intended to distil in an effective manner the achievements and findings of the territorial and economic analysis. For each local context a framework was developed aimed at formulating specific objectives to be reached in the designated coastal areas and the hinterland. The result was a framework that adequately brought forward the key issues and the resourcThe traditional ‘Dghajsa tal-Pass’

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es that are available in order to implement a particular vision in this regard. This resulted in the definition of three overall main points (vision) for the development of accessibility and social advancement of the harbor cities. EVALUATION OF THE AREA, MAIN POINTS OF STRENGHTH AND WEAKNESSES 1. Enhancing the quality and accessibility of the Grand Harbor area Setting up of a water bus service in Grand Harbor using the traditional boats, this measure will help reduce land transport and improve accessibility. The water transport service to be set up using electric motors and batteries charged using photovoltaic panels. Eco-friendliness is an important selling point and strategically will enhance the image of the harbor cities and favors more quality tourism. Rehabilitation of access points and landing places for boats, especially ‘it-Toqba’ area in Birgu and other landing places in Isla and Bormla. A Key strategic importance as the platforms will get visitors directly to the heart of the cities. Will encourage small entrepreneurship like catering establishments for tourist services. Significantly, work on the new lift service to central Valletta from the waterfront is has been finalized which in turn will make it easy for locals and tourists to move freely and quickly. The creation of new landing places in Marsa and Floriana will widen the scope of the water bus itinerary, useful at a later stage when the Marsa power station is closed down and the Menqa area is rehabilitated, also great potential for a “park and sail” by commuters to Valletta and the three cities. The work depends on completion of other projects, but these are under way. The landing places, if kept simple enough, can be integrated within the Menqa rehabilitation works proper. 2. Polycentric Development Setting up a creative cluster in central Valletta, linked to the harbor by the new lift and to similar structures in the historic areas of the three cities by traditional boats. Strategically this would enhance the tourism product, but more importantly favor exchange of ideas in the area, and therefore polycentricism which will favor small entrepreneurship. A network of harbor city councils to work together on new strategies for polycentric development which should promote exchange of ideas and people, and contribute to a better quality of life. The vital link would be the harbor itself as a vector for experiences and creativity. Boats will link directly to cruise ships in Valletta waterfront Terminal and Isla Terminal to take visitors to the other cities. Finally setting up a committee for the recognition of the Cottonera and St. Margherita Lines, as well as the three cities, by UNESCO. This would favor polycentricism the three cities with equal importance on a par with Valletta.

The new lift linking Valletta centre to the grand harbor waterfront

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3. Encouraging tourism in the Three Cities Create an Albergo Diffuso in Isla, Birgu and Bormla these can be linked up specifically to the water buses and help create a unique experience. Visitors would stay at an Albergo Diffuso in one of the three cities, then cross Grand Harbor by boat, up with the lift to the heart of Valletta. A boat trail of the Grand Harbor with GPS and audio commentary in different languages can be set up. Boats will be traditional ones, perhaps dressed up on occasions to coincide with national or local festivities, this is an excellent proposition for exploiting to the full the harbor’s heritage and potential. An incubator for cultural enterprises in central Valletta would provide cruise passenger liners with an opportunity to purchase unique art items in Valletta as opposed to cheap souvenirs. THE MASTERPLAN Strategy The strategy adopted as part of this project is based on a multi-pronged vision that acts on different levels. The principal vision is to make the hinterland more accessible by joining the waterfronts of the port area across the Grand Harbor. In addition, more activities are encouraged within the towns and cities around the port area, increasing the flow of pedestrians between these and their waterfronts. Finally, this ties in with long term plans to reach beyond the immediate cities and link these to the rest of the urban areas in Malta.

Graphical representation of the Masterplan

Main Purpose The purpose of a Master Plan is to assist policy makers and stakeholders, and not to dictate to them. A port must essentially operate in a dynamic commercial world, and it is therefore important to stress that it should have the flexibility to adapt to changing patterns of use, demand, and social realities, whilst at the same time being able to recognize and act upon emerging competitive opportunities. The master plan should ideally represent a framework within which such adaptation can occur, within the constraints imposed by the political, social and economic environment, and without undue concerns with the bureaucratic processes. The main purposes of the port master plans are to: ˭˭ Clarify the port’s own strategic planning for the medium to long term; ˭˭ Assist planning bodies, municipalities and social partners in preparing their own development strategies; and, ˭˭ Inform port users and local communities as to how they can expect to see the port develop over the coming years. ˭˭ Main Objectives ˭˭ The Master Plan sets out to achieve these objectives:

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˭˭ ˭˭ ˭˭ ˭˭

˭˭ ˭˭

How the port expects to develop its cruise business over time; Where changes of land-use are likely to be required to support growth areas; What alternative solutions will be considered; What measures will be taken to mitigate adverse social and environmental effects, and as far as possible make a positive contribution; How people will be consulted, both within the master planning process itself, and beyond; How the port’s development plans integrate and support existing national plans and regulations.

Policy Context In laying down the Master Plan, a detailed consideration is being made of the background policies of central and local government as detailed in various documents, such as the National Strategic Reference Framework, the National Reform Programme, and various Pre-Budget Documents. Other information in this regard was derived from the Structure Plan for the Maltese Islands. Other strategic elements that lie within the national interest were also considered, especially where these were likely to have implications related to land use. Consultation was carried out in order to seek full congruence with the aspirations and concerns of the stakeholders, particularly political groups and civil society. The identifiable issues of strategy were considered together with input from consultation exercises and used to develop, initially, the objectives framework, and in the current instance the Master Plan, consisting of a collection of proposals upon which to base subsequent ideas for a pilot action. Approach The principles of master planning can be applied with a degree of flexibility responding to economic, planning or stakeholder concerns. The plan is derived from an understanding of the characteristics of the Grand Harbor area, its history and its geography to suggest how a sense of place can be created by building on what is already there. The ultimate aim is to improve the accessibility and participation of the harbor communities while preserving and celebrating the harbor’s unique heritage, and therefore the Master Plan has been drawn up in parallel with a plan to manage and valorize the historical and cultural heritage, setting out a series of policies aimed at enhancing and protecting the cultural heritage of the site while acknowledging that the harbor is a living, dynamic place which has and will continue to evolve over time. THE STRATEGIC PROJECTS The strategy adopted as part of this project is based on a multi-pronged vision that acts on different levels. The principal vision is to make the hinterland more accessible by joining the waterfronts of the port area across the Grand Harbor. In addition, more activities are encouraged within the towns and cities around the port area, increasing the flow of pedestrians between these and their waterfronts. Finally, this ties in with long term plans to reach beyond the immediate cities and link these to the rest of the urban areas in Malta. Grand Harbor Water Bus Service It is a notable fact that the Grand Harbor, whilst being one of the most interesting and visited harbors in the Mediterranean, lacks a water bus service. There exist some forms of water transport services, in which service is provided on demand, as well as ferries between two points, but not a proper commuter boat used to provide scheduled public transport with multiple stops, operating in a similar manner to a bus on dry land.

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‘Dghajsa tal-pass’ with ‘Barklor’ taking visitors across grand harbor

The strategic objective proposes to set up a water bus service in Grand Harbor using the traditional boats. This measure will help reduce land transport and improve accessibility to cruise liner passengers to the hinterland, and will thus help to considerably improve the quality of life for residents and make the areas more attractive to visitors. In convening the stakeholders, the SEATOLAND partners have secured the interest for this measure of the Malta Tourism Authority (MTA), as well as of the association of traditional harbor boat owners.

A Viable Sea Transport Service It can take as little as 6 minutes to cross over from Birgu to Valletta by traditional boat and this is much quicker than taking a bus, taxi or private means of land transport. Sea transport offers short linear crossings across the harbor or traffic-free trips around the coast, avoiding the congested roads and significantly reducing air pollution. To become popular, the service also needs to be efficient, and the challenge is therefore to organize it well in order to ensure quality, consistency and reliability. For tourists, the service presents an attractive way of travelling around the Grand Harbor. It allows passengers to admire the remarkable bastions and heritage sites located around the coast, absorbThe size of the pontoon is derived from the proportions of the dghajsa tal-pass ing the stunning views of this Proposed links to Harbor Cruise Terminal Valletta and Cottonera area historical harbor. It will also serve to bring a wider flow of tourists to Cottonera. At the same time, the trip offers an enjoyable experience, raising appreciation of the authentic maritime traditions and customs. However, the service needs to be promoted and adequately marketed, especially until it is well established, so that it can gain a reputation of being a truly unique and genuine experience found exclusively at the Grand Harbor.

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Landing Places in the Grand Harbor This proposal includes the rehabilitation of access points and landing places for boats, especially at it-Toqba area in Birgu and at other landing places in L-Isla and Bormla. It has a key strategic importance as this will get visitors directly to the heart of the cities. The proposal will encourage small entrepreneurship activities like catering establishments and tourist services. In addition, new landing places will be created in Marsa and Floriana. Cruise Ship Boat Links The rise of the cruise passenger liner sector has opened up opportuProposed ‘Artist Impression’ of a landing station nities for providing a taste of the Grand Harbour through the traditional use of the harbour boats as water transport or ferries. The fact that the boats are conspicuously absent from the harbour means that this opportunity is not being taken today. It is being proposed to include the cruise passenger terminals in the water buses’ rounds by setting up boat links directly to cruise ships in Valletta and L-Isla, and linking them to the landing stations in the other areas. Harbor Boat Trail As part of the water front regeneration and valorization it is being proposed to set up a boat The Valletta waterfront Cruise liner terminal trail of the Grand Harbor with GPS location-based audio commentary in different languages. The boats will be traditional ones, but using electric motors, and perhaps dressed up on occasions to coincide with national or local festivities. The proposal exploits to the full the harbor’s heritage, with information about the various architectural features. In addition, with the aid of sound or even visuals using waterproof monitors, the trip may even re-enact events that occurred in Grand Harbor in the past, such as the Great Siege of 1565 and the World War II blitz. The route of the trail will take passengers around the main creek and the branching creeks, notably Dockyard Creek and French Creek. The trail will include forts St Angelo, St Michael and St Elmo, as well as the Birgu and Valletta Waterfronts, Birgu Bastions, Old Customs House, Fort Ricasoli and Bighi. Creative Clusters The development of the territorial context through the rehabilitation of the historical and architectural heritage of the Grand Harbor regions ties in with a number of initiatives to this end, all of which can relate to the overall aims and objectives of this Master Plan. In particular, in order to enhance the experience of resident and visitor alike, the idea goes well beyond simply

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the restoration of the inanimate stone itself, but rather the integration into the concept of polycentric and dynamic creative clusters. One such creative cluster is also identified with ongoing initiatives and will be located in central Valletta. The complex will be unique in setting and operation as well as in concept, and will be intrinsically linked with the harbour through its traditional links with the Royal Navy, as well as physically by virtue of An artistic interpretation of a proposed creative cluster and arts centre in the cottonera area the new lift. It will also link to proposed similar clusters in and similar structures in the historic areas of the three cities in a network of clusters that will be the vehicles for the exchange of skills for the benefit of the various harbour communities. Strategically, these clusters will considerably enhance the tourism product, but more importantly favour exchange of ideas in the area, which in turn will encourage polycentricism and favour small entrepreneurship. Cultural Incubators It is being proposed to set up an incubator for cultural enterprises in Valletta and another one in Birgu, as part of the creative clusters in the two cities. This will provide cruise passenger liners with an opportunity to purchase unique art items as opposed to cheap, mass produced souvenirs. The incubator will attempt to show that Malta is more than a ‘sun, sea and sand destination’. On the contrary it will amply illustrate that Malta is embracing its culture in an effective manner in order to target cultural tourism and promote a new image for Malta. It aims to elevate Maltese culture to an unparalleled level by providing local artists the possibility to showcase and create their art and act as an attraction to residents and visitors alike. Such a concentration of local artistic talent in one particular area will inevitably be an innovation in our tourism industry and at the same time show Malta has much more to offer than the traditional perspective of a summer destination. Albergo Diffuso The term Albergo Diffuso refers to a concept which originated in Carnia, Italy, in 1982. It was proposed by a working group which had the objective of recovering tourist villages and houses renovated after the earthquake of 1970. This model of hospitality was developed by Giancarlo Dall’Ara, professor of tourism marketing, and has a history rooted in the specific Italian hospitality, warn and relational, and has been recognized formally for the first time in Sardinia with specific legislation that dates back to 1998. In 2008 the popular idea of the hotel was recognized in Budapest at the Convention “Helping new talents to grow” as a best practice in the transfer of economic growth in developing countries.

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In a nutshell, the concept is a proposal designed to offer guests the experience of living in a historic Centre of a city or country, backed up all the hotel services, that is, of hospitality, catering, spaces and services for guests staying in villas and rooms are located no more than 200 meters from the “heart” of the hotel, i.e. a building containing the reception, common areas, and the dining area. However, the albergo diffuso is also a model of land development that has no environmental impact. In order to set up an albergo diffuso it is not necessary to build anything at all, since the activity is limited to recovering, restructuring and enhancing a network that already exists. An albergo diffuso also serves as a social Centre, animating city cores by stimulating initiatives and engaging local producers considered as a key component of the offer. An albergo diffuso, thanks to the authenticity of the proposal, the proximity of the structures that compose it, and the presence of a resident community, is able to offer a lifestyle option rather than simply an accommodation. Precisely for this reason an albergo diffuso cannot arise in desert villages. As an added advantage, it offers an experience that is often independent of the environment of the albergo diffuso itself, and it is therefore rather independent of seasonality. Moreover, it can generate induced economic activities and can contribute considerably to preventing the depopulation of old city centers. Traditional Maltese Daghjsa and the Living Heritage Centre Learning to live with the maritime powers that held sway over the Mediterranean, the ancestors of modern-day Maltese managed to build up the island’s nationhood while enriching the Maltese identity through their association with successive rulers. Throughout the years, Malta’s survival depended on its people’s ability to reap what the sea could offer. From fishing to ship repair, aquaculture to shipbuilding and servicing naval powers to tourism, the country thrived on the sea. Rather than serving as an isolating factor, therefore, the sea defines Malta’s character and arguably accounts for its nationhood. The Mediterranean represents our channel of communication to the world, while the boat, or dghajsa, embodies the medium. This spurred the development of the skill of boat-building – a skill nurtured and matured for centuries to produce our own distinctive brand of sea-craft. Today, the Maltese dghajsa is one of the most popular and easily recognized icons of the country. Delivering the bold statement of a maritime nation, the dghajsa has become a pillar of our cultural heritage, capturing more than any other symbol the spirit of our maritime past. And yet, next to nothing has been done over the years to ensure that the skill of building boats survives and flourishes. Nor has there been a drive to preserve the last remaining specimens of traditional Maltese boats, with the exception of the fishing boat (Luzzu). As a result, these unique, richly-decorated boats are in danger of being lost, along with the skill required to build them in the traditional way. It is being proposed to convert a warehouse in the harbor area to set up a living heritage Centre, where the boatmen will not only maintain their sea-craft but also repair and restore damaged boats. The Centre will be equipped with facilities to serve as an innovative attraction for tourists visiting Malta and seeking to learn about its cultural heritage, providing a unique experience where they can watch local boatmen at work, thus supporting the upgrade of the tourism product while promoting the Maltese Island as a prime and diverse tourism product. Since the traditional Maltese dgħajsa will be built and maintained in the Centre, the proposed project will promote sustainable tourism through product development.

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Promotion of Identity through the City Network and UNESCO This proposal is to set up a network of harbor city councils to work together on new strategies for polycentric development. This should promote exchange of ideas and people, and contribute to a better quality of life. The vital link would be the harbor itself as a vector for experiences and creativity. There are no significant investments needed, except those of time to convince a number of localities to work together for their common good. It is also being proposed to set up a committee for the recognition of the Cottonera and St. Margherita Lines, as well as the Three Cities, by UNESCO. This would favor polycentricism, giving the Three Cities their deserved importance on a par with Valletta. Although no significant investments are needed, this will depend on the will of others, namely UNESCO, the Maltese central government, and the Local Councils involved. THE PILOT PROJECT The core result of the project is the sustainable conservation of maritime heritage within the Grand Harbor region, in particular the traditional ‘Dghajsa tal-Pass’. Several tangible and intangible aspects were identified with respect to this tradition, and five urban and architectural interventions were proposed to address them. The three tangible aspects identified were: fabric, activity and memory. Fabric conservation deals primarily with the restoration and maintenance of the actual material that the boats are constructed from. Unfortunately a significant number of these boats, some dating back to the early twentieth century, are in dire need of maintenance while others are damaged beyond repair. Timber tablet-sculptures depicting saints and patrons are common on these boats, which are worth restoring for their own merit. The conservation of an activity refers to measures taken to revive the Dghajsa tal-Pass as a mode of transport which, albeit still popular with tourists, has drastically lost popularity amongst locals. Apart from the cultural-heritage connotations of such measure, it also carries logistic and environmental benefits, especially in a region where vehicular traffic is heavy during peak hours. The conservation of memory, relating to the this boat with respect to port activity, stems from the cultural significance of the ‘Dghajsa tal-Pass’, both in terms of aesthetics and historic integrity. Intangible aspects were also identified, namely; skill, trade and identity. The boat-building skill used to be available through a number of craftsmen, often passed on from one generation to another. However, with the decline of demand for the Dghajsa tal-Pass, craftsmanship has rapidly dwindled, and youths from the region seek employment elsewhere. This skill is also threatened by the demand for fiberglass replicas or high-speed contemporary water transport. The trade of the ‘barklor’ as a way of life, has the same fate as that of the boat builders as can be noted by the fact that youths are a minority amongst those having the skills of steering, maintaining and daily operation of the Dghajjes tal-Pass within the Grand Harbor region. However, this boat still provides a strong sense of identity to the locals of the Three Cities, as evident during the Regatta which is held annually on the 8th of September in commemoration of Victory Day, a national day commemorating the victory of the Maltese over the Ottoman Empire. In order to conserve such tangible and intangible heritage, a polycentric approach was adopted towards urban design to ensure that the project will be socio-economically feasible. Such an approach led to the utilization of existing infrastructural networks, while ensuring better sea-to-land intra-connections within the Grand Harbor. Five sites were identified to initiate such incentive. These sites would house a sea-terminus, landing place, an interactive heritage experience Centre, a restoration and maintenance workshop and administrative offices. The sea-terminus, located at Senglea, was designed on the proportions of the ‘Dghajsa

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tal-Pass’, and is essentially a floating pontoon roofed over by glass supported by a stainless steel space-frame. The transparent and reversible design is sensitive towards the existing historic setting and does not hinder present panoramas of the Grand Harbor. A landing place, which also serves as a prototype for future expansion of the incentive, was designed on similar grounds to the sea-terminal; however it has a smaller footprint. Given that several infrastructural projects are proposed within the Grand Harbor region, the floating nature of the landing place facilitates its temporary removal or relocation. Adaptability and reversibility are the two key factors that underline the design philosophy of this project. A former store of H.M. Dockyard will house a restoration and maintenance workshop for the Dghajjes tal-Pass whilst a similar building in St. Michael’s Ditch will be converted into an interactive Centre. Green Transport The end result for the water bus service using traditional harbor boats, which can also offer a taxi on demand service as well, will reduce road congestion, harmful emissions, air pollution and, ultimately, the carbon footprint. It may be rendered even cleaner and more environment-friendly if at least some of the boats were to be converted to run on electricity. For this to happen, the boat terminals could include electric feeder pillar stations where the boats could be charged between trips. The batteries will be charged using photovoltaic panels placed on the roof of the landing stations as well as from the national grid. The few traditional boats that are still operating today run using internal combustion outboard motors. These motors are deleterious to the aesthetic appeal of the boats, as well as being noisy and polluting. They considerably reduce the pleasure of the passenger, and the insistent noise makes conversation difficult. It is therefore being proposed to fit underwater pod drive type motors that are invisible above the water surface, thereby having zero visual impact. They are also maintenance free and, using lithium batteries, give a maximum autonomy of about 4 hours to the boat. Electric motors have various advantages when compared to the fuel engines. The main problem with fuel engines is the high amount of sea pollution which is produced which is very harmful to the marine environment. The exhaust gases are also harmful and unpleasant for the passengers. Apart from the emissions, fuel engines are very noisy. On the other hand electric motors produce no harmful emissions and are very silent. The conversion of conventional boats into electric ones will promote the use of clean urban transport. The harbor also lacks landing places to provide a hop-on hop-off service for the tourists wishing to take a trip around the Grand Harbor. It is proposed that two floating pontoons will provide landing places with the necessary facilities for tourists fetching a boat trip. One of these will be situated in (Birgu) Vittoriosa. These stations shall be equipped with the feeder pillars for charging electric boats. The availability of the charging stations will promote the investment in electric modes of transport. Eco-marketing Eco-friendliness will result in an important selling point. The green movement has created a wave of eco-conscious consumers, with new challenges and opportunities for service providers and marketers. With every advance in technology and awareness there are new ways for all companies to improve services toward sustainability, and the ways this is com-

Pod drive type motor

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municated back to consumers will improve their eco-friendly and sustainable focus. Promoting the transport service as fundamentally green is of great strategic importance, and will enhance the image of the Grand Harbor region and of Malta in general and favor quality tourists. PROJECT RESULTS AND NEXT STEPS FOR THE FUTURE Future Actions There are various regeneration projects within the Southern Harbour currently in existence and others planed in the future, and these present ample synergies with the SEATOLAND project as it has developed through the various meetings and exchanges between the project partners. However, the overall Grand Harbour Regeneration Plan has demonstrated a desire by central government to exploit one of Malta’s greatest assets for tourism and locals. This plan centres on creating new facilities and refurbishing old ones with the intention of making the Grand Harbour more attractive to the modern tourist. The government has essentially sanctioned new and extensive planning permissions, allowing a lot more scope for change than in the last 30 years. Numerous plans, both strategic and operational, exist for Grand Harbour, and these are described hereunder. Grand Harbour Local Plan The Grand Harbor Local Plan drawn up by MEPA in 2002 has a series of aims for the regeneration of the area based upon the Structure Plan’s key goals of resource creation, management and protection. These provide a framework for more specific and detailed area-based policies: ˭˭ Containment and more efficient use of the urban areas in the context of a settlement hierarchy; ˭˭ Reversing population decline mainly by rehabilitation and redevelopment; ˭˭ Maintaining and enhancing the positive characteristics of the Local Plan area, especially in relation to heritage and urban design aspects; ˭˭ Enabling the port function of the Grand Harbour to flourish; ˭˭ Reducing the impact of industry generally and on residential areas in particular; ˭˭ Improving access and public transport facilities; ˭˭ Developing social and community facility provision; ˭˭ Reinforcing the vitality and viability of Valletta as the nation’s capital; ˭˭ Encouraging tourism, especially in the Three Cities; ˭˭ Strengthening the retail hierarchy, in the interests of consumer service; ˭˭ Assisting industrial efficiency through the supply of land and sites; ˭˭ Expanding upon Structure Plan policies in respect of Marsa Park. The Seatoland project final aim is to stimulate a sustainable conservation of maritime heritage within the Grand Harbor region and to promote its cultural richness and diversity through a reliable and efficient water bus transport system. A number of development permit applications are currently awaiting approval from the Malta Environment Planning Authority (MEPA), once these permits are issued it will lead the way towards turning this project from concept to a sustainable, fun and an environmentally friendly means of harbor maritime transport and to enhance tourism to the Cottonera area while giving an added value experience to the visitor.

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Port Authority of Pireo

SPECIFIC ISSUES AND PROBLEMS FROM THE PARTNER’S POINT OF VIEW PPA has implemented a SWOT analysis for both the Attica Region and the Port of Piraeus. The problems identified and are in the focus within the framework of the SEATOLAND project are the following: The port is secluded from the greater port region and the neighborhoods around the port. The majority of the port space lacks green spaces and public squares with seating capabilities. There are no proper sidewalks and footpaths. There is a need for walkways and cycle paths. There is also a lack of pedestrian bridges above ground and underground. There is not a knowhow on mobility management measures within the port area. There is a gap in information for the cruise and coastal passengers and there are no information points available to assist passengers on their mobility needs to and from the city of Athens and Piraeus and to the Aegean islands. There are limited means of transportation within the port terminal and the connection to the metro/bus/metro and railway lines. There is not efficient parking management of open spaces and not sufficient infrastructure to service the mobility of the 20 million passengers and commuters currently using the road network around the port. STUDY AREA SURVEY The study area surveyed is located in its entirety in the region of the Port of Piraeus. It concerns the land zone, property of PPA from Vasileiadi’s Coast, successively passes through the Coasts of Kondyli, Kallimasioti, Tzelepi, Poseidon, Miaouli and Xaveriou extending up to the region of the School.of Naval Officers. The largest part of the work is located internally the fencing of the port, within the land area of PPA, whilst some parts are located outside the area of the port, especially the region extending from the spot wherein is located the Port Police up to the region of the School of Naval Officers. The prevailing uses in the region of the work are: small industrial units, trade, industries, transport installations, housing, uses of public services, buildings offices and private enterprises, spaces of archaeological interest, a limited number of free spaces, special installations in the interior of the port. Housing uses are confined almost exclusively at the two ends of the lay out being studied, such uses being provided in places presenting a differentiated altitude and a planimetric differentiation in relation to the work as a whole. The port and its installations occupy the major region of the work being studied. A large part of the axis being studied is located at the perimeter of the main port region that is dominated by industrial, handicraft and commercial uses, but also by services and private enterprises.

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A particular role in the region directly subject to the work have the installations of transport infrastructure (port, installations of the terminal of the Hellenic Railways (OSE), of the Athens-Piraeus Electric Railways (ISAP), of the Electric Company of Transports (ILPAP), etc.), whilst westwards of OSE terminal and along the port there is also provided an area of archaeological interest (ancient Hetionian), which has been established as an area under protection. The last part of the lay out being studied is located near the uneven level crossing in the viaduct of PPA that connects the region of the port with Gr. Lampraki’s Avenue and via this with the upstream region of Drapetsona, located next to Keratsini, etc. EVALUATION OF THE AREA, MAIN POINTS OF STRENGHTH AND WEAKNESSES STRENGTHS ˭˭ Piraeus is the largest port in Greece and one of the largest ports in the Mediterranean and has a strategic geographical position at the crossroads of Asia - Africa - Europe ˭˭ The port is a hub of international trade being the only European port in the East Mediterranean with the necessary infrastructure for the accommodation of transshipment cargo ˭˭ Piraeus Port connects continental Greece with the islands and is an international cruise center (over 2 mil cruise passengers) and a commercial hub for the Mediterranean. ˭˭ Piraeus was acknowledged as an environmentally friendly port. PERS certification received in 2011, respects the environment and reduction of the impact of port activities are key priorities. ˭˭ Climate conditions which allow the extension of the tourist period WEAKNESSES ˭˭ The port has broken away from the city and from the citizens and secluded from the greater the port region and the neighborhoods around the port. ˭˭ There is a lack of green spaces, no squares with seats, sidewalks, lack of footpaths, walkways cycle paths, parking facilities, pedestrian bridges above ground and underground.

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˭˭

Insufficient quay walls and berths for the accommodation of new generation cruise vessels. Lack of mobility management measures within the port area to service the mobility of the 20 million passengers and commuters currently using the road network around the port.

THE MASTERPLAN The port of Piraeus has set up the Master Plan after reviewing the land uses and the passenger traffic conditions in the greater port area since these are the main determinants of the problems facing the port today.

Due to the investment plan for the enhancement of the cruise and coastal shipping activity in the port of Piraeus an increase of the passenger traffic is foreseen in the near future. Within this framework in order to enhance the existing connections of the city to the port, new transport modes and routes are foreseen to be implemented . For this reason it is useful to carry out studies for the improvement of public transport means usage of the passengers in order to improve the access to the port area like the metro-tram lines, bus lines. The construction of new transport infrastructure which will serve internal port routes like: monorail, busses, coaches etc

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The enhancement of the accessibility to the central port (passenger and cruise) will result to a new character of the Piraeus Port not only as a passenger transit terminal but also as a tourist destination for the passengers and for the citizens of the city of Piraeus. The port in order to set up its master plan has considered the territorial and economic analysis and the problems identified from the SWOT analysis, the possibility of funding from the Greek NSRF and the ROP of Attica, the ports strategic plan and objectives, the SEATOLAND project resources and objectives and the the general framework for the solutions to the identified problems. The Master plan of the Piraeus Port Authority within the context of the SEATOLAND project is focused on the development, promotion and implementation of actions related to: ˭˭ The Improvement of public transport services linking the port and the Piraeus/Athens city centers for the cruise and coastal shipping national and international passengers. ˭˭ Coastal Zone Rehabilitation interventions of part of the Piraeus Port Authority and its transformation into an open public space for outdoor activities. ˭˭ The implementation of Mobility Management (MM) measures for adapting effective Mobility management into the port of Piraeus. The area of implementation is situated in Piraeus. Piraeus is a city of Attica and the most important port of Greece and Eastern Mediterranean. In the modern era, Piraeus is the largest industrial centre of the country, whilst it allocates the largest port of Europe and third port worldwide in terms of passenger traffic that renders the same the largest commercial centre of Greek economy that is be-

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ing connected coastally through this port with the islands of the Aegean. As part of the urban complex of Athens, it is being served by a plurality of means of transport: buses, trolleys, Suburban Railway, at present via the old electric railway line and in the future via an extension of the Underground Railway, whilst it is also being connected with the railway network of Hellenic Railways. THE STRATEGIC PROJECTS The strategic projects within the Master Plan towards the establishment of an effective regeneration strategy for the Port of Piraeus are listed here below: PROJECT: The construction and installation of an elevated transport medium peripherally around the port (monorail) This project concerns the construction of infrastructure and installation of a transport medium (of the MONORAIL type) peripherally around the Central Port at level + 1 (at a height of 5-6m so as to allow passage through the gates of the port of private cars and lorries, since in accordance with statistical data of the port there is an annual traffic of 2 million vehicles on board vessels employed in coastal navigation). PROJECT: Cultural Coast Of Piraeus The project concerns the progressive conversion of the area located between Agios Dionysios and the Ministry of Marine Affairs into a space of combined cultural activities, which will include: (a) the emergence of the area encompass-ing the Hetionian Gates into an archaeological park with lighting, plantations, promenade decks, etc., (b) the usage thereof as a thematic Archaeological Museum in the building located at Kastraki, following configuring of the existing building and of the surroundings thereof, (c) the conversion of the old SILO into a building wherein will be accommodated the Sea Antiquities of the country. The cranes and belt conveyors provided therein will be maintained as industrial monuments, (d) the conversion of the Stone Warehouse into a Museum of Emigration and a Historical Archive of PPA, (e) the conversion of the two large Warehouses (northern and southern) in the Hetionian Coast into thematic parks focusing on the history of the city of Piraeus, on shipping

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and on the battle of Salamis. At the same time cultural, innovative and tourist activities will be developed. (f) the general reform of the area with pedestrian pathways and green plantations, and (g) the restoration and maintenance of the fixed built reservoirs of the 19th century that constitute an industrial monument. The works of the three Museums constitute works that interest the Ministry of Culture and Tourism and PPA, whilst the two deposits will be renovated and will operate via concession contracts.

PROJECT: Seatoland Mobility Management Measures (MMM) The port of Piraeus is confronted with accessibility and connection problems, both between the port area and the greater Athens and Piraeus cities. Moreover the development of economic activity, the growth of tourism and the rise in movements of goods and passengers puts a high level of pressure on both the coastal and urban area and on the main transport corridors. Economic growth causes an increasing need for Transport. This fact and the traffic volume that results from it are of course fundamental to economic growth and development. At the same time, however, the resulting problems become a limiting factor. The SEATOLAND MMM project aims to improved access to the seaport and guaranteed mobility to all social groups in order to ensure sustainable economic growth in the port city of Piraeus. THE PILOT PROJECT The port of Piraeus is confronted with accessibility and connection problems, both between the port area and the greater Athens and Piraeus cities. Moreover the development of economic activity, the growth of tourism and the rise in movements of goods and passengers puts a high level of pressure on both the coastal and urban area and on the main transport corridors. Economic growth causes an increasing need for Transport. This fact and the traffic volume that results from it are of course fundamental to economic growth and development. At the same time, however, the resulting problems become a limiting factor. The SEATOLAND MMM pilot project will lead to

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improved access to the seaport in order to ensure sustainable economic growth in the port city of Piraeus. The pilot implementation consists of a small and manageable project which represents realistic steps, along with the exchange of experience that will enable the port of Piraeus to build up relevant capacities for future development.

2nd prize artist view; cultural coast competition

It will provide the established work group and the decision makers with relevant experiences about best practices in creating and implementing a tailor-made mobility management plan in order to efficiently implement sustainable, cost-effective, environmentally friendly and efficient measures. Objectives The overall objective of the SEATOLAND MMM pilot project is to improve the effectiveness of the port development policies in the areas of mobility management. By promoting the use of mobility management in the port of Piraeus the SEATOLAND project partnership will gain from the exchange of experiences and best practices that in turn can be disseminated also to other MED ports. The pilot will contribute to achieving a balance between economic growth and the process of increasing mobility while taking environmental aspects into account. Through the exchange of experiences, SEATOLAND MMM will produce mobility concepts for effective mobility management measures in the port areas which are ready for implementation, generate knowledge and result in: ˭˭ Creation of a greater understanding of mobility management issues. ˭˭ Demonstrating the impact of mobility management on the port areas of Europe ˭˭ Improvement of the access to seaports. ˭˭ Mitigation of traffic-related impacts on the environment. ˭˭ Facilitation of transport intermodality in passenger traffic. ˭˭ Development of innovative methods to overcome bottlenecks in the transportation network.

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Creation of a positive awareness of sustainable transportation methods Promotion of the acceptance of public transport in port cities . ˭˭ Improvement in the quality of life and the economic situation in port areas. SEATOLAND MMM aims to create a development strategy that meets the demands on transport in and around the port area while at the same time mitigating the negative impact on the environment and on specific social groups. ˭˭ ˭˭

Activities of the pilot Project

ACTIVITY 1 : Formation of a MM Work Group Drawing up of an organizational chart describing the responsibilities of the parties involved, together with their interactions and interdependencies. The members of the Work Group formed participate in the port MM activities and come from the divisions of the Port management, the cruise sector, the environment division the Divison of works and the Data Networks and e-Porting Department.

ACTIVITY 2 : Development of Training material The training material includes: Information and advice as the main service of MM, Awareness on the existence of sustainable transportation, Organization of new forms of sustainable transport, MM planning for adopting measures to reduce motorized vehicle traffic around the port area. ACTIVITY 3 : Research of best MM practices in ports To identify and analyze in depth specific good examples concerning the planning and the application of successful Mobility Management measures in other ports. Best practices have been identified in ports like Rotterdam, Helsinki, Hamburg, Odense, Tallin Aalborg harbour front – Denmark and in Bristol Harbourside in the UK ACTIVITY 4 : Analysis of the port of Piraeus situation The activity aims to the development of the Mobility Management Plan which will be a comprehensive document describing how to implement a MM scheme for the port. The developed MM plan will set out the planned measures and responsibilities for implementation, how measures are to be implemented and a realistic implementation time schedule. ACTIVITY 5 : Workshops on establishment of a Mobility Center It aims to improve the conditions of implementation of the port MC through the application of SWOT analysis. Reviewing of the analysis of the port of Piraeus situation, the objectives of the developed MM plan and identification of the factors to achieve the expected result. ACTIVITY 6: Development of a MC master plan Assessment of the existing port of Piraeus structure and development of a tailor made Master Plan for creating and managing a viable port MC that can play a key-role in the advancement of effective Mobility Management measures in the Port of Piraeus

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ACTIVITY 7: Implémentation of a Virtual MC Content development on Public Transport information and access to/from the port and also what to do in Piraeus/Athens. The info will be displayed on dedicated public info terminals so that passengers can browse web pages dealing with public transport and tourism in the area of the greater port. Pilot action benefits for the port and the SEATOLAND partnership ˭˭ Improvement of accessibility from, to and through the port of Piraeus and the cities of Athens and Piraeus. ˭˭ Improvement of passenger flows in ports through improved information flow. ˭˭ Support of sustainable development in European ports. ˭˭ Improvement of quality and attraction for non-motorized passengers in the port area. PROJECT RESULTS AND NEXT STEPS FOR THE FUTURE The SEATOLAND project has been possible due to the co financing provided by the European Regional Development Fund through the MED Transnational Cooperation Programme. The Piraeus Port Authority S.A. wishes to thank the project leader, the partnership consortium and the MED Joint Technical Secretariat staff for the successful cooperation during the project. PPA has been an active partner in all the phases of the SEATOLAND Project. During the course of the of Project, PPA has worked on the project activities that promoted the integration of the port and the hinterland. PPA set up a Master plan focused on the development, promotion and implementation of actions related to the Improvement of public transport services, the transformation of a large area into an open public space for outdoor activities and the implementation of effective Mobility management into the port of Piraeus. To this purpose it focused in the improvement of existing connections (metro, buses, etc.) and the construction action plan of a new in port transport infrastructure such as the elevated monorail around the central port, the progressive conversion of a large port area into a space of combined cultural activities and the implementation of mobility management measures for the benefit of the port passengers and the citizens of the greater port area. PPA implemented a succesful pilot project that has enabled the port work group and the decision makers to build up capacities for implementing appropriate and effective mobility management measures in the port area. PPA has benefited from the SEATOLAND transnational cooperation in achieving the set goals. The next steps of the port are to capitalize on the main outcomes of the project such as the master plan, the strategic projects and the pilot implementation of the Mobility Measures and make the SEATOLAND project results available to the stakeholders and to potential transnational project cooperation.

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EVALUATION OF THE EXPERIENCE General evaluation of the project Council of Sevilla THE DEPARTMENT OF CIVIL AND ENVIRONMENTAL ENGINEERING OF THE UNIVERSITY OF CATANIA The Department of Civil and Environmental Engineering of the University of Catania (DICA) was established in 1999 to promote and co-ordinate scientific research and teach Civil and Environmental Engineering. It offers, inter alia, a course on Transportation Infrastructure Engineering. The DICA seeks, inter alia, to unite the aims of strategic research and international co-operation projects. To that end, it has participated in various European co-operation projects related to transportation, logistics, environment and climate change, mobility, accessibility, and port-city relations. It also is a member of the RETE Network, an association to promote co-operation between ports and cities. Projects in which DICA participated include Grabs - Adaptation for Urban Areas (www. grabs-eu.org), and ASTUTE - Partnership Project to Increase travel by walking or cycling (www.astute-eu.org), both of which have finalised. Furthermore, the Department of Civil and Environmental Engineering, together with FEPORTS (project leader) and the Port Authority of Catania, devised the PORTA project (www. porta-project.eu), which started on June 1, 2010 and will end on May 30, 2013. The project includes partners from Greece, Slovenia and France. EXPERIENCES OF THE PORTA PROJECT The main objectives of PORTA are: ˭˭ establishing a dialogue between ports and cities for the comprehensive sustainable development of the Euro-Mediterranean region; ˭˭ integrating maritime policies in port facilities with territorial planning processes in coastal areas; and ˭˭ improving access to port facilities for passengers and goods, a key element of sustainable economic, social and environmental mobility. In addition to newsletters, promotional material, conferences, seminars and workshops, the main deliverables of this project are: ˭˭ defining a set of common indicators that allow a comparative analysis of transport, environmental, and territorial characteristics of the ports under study (Marseille, Valencia, Alicante, Piraeus, Catania and Koper); ˭˭ providing guidelines for the development of a Port Action Plan, including a reference methodology and instruments for integrated planning of port systems in the urban areas of reference; ˭˭ conducting an analysis of the interrelation between different actors involved in urban and territorial planning decisions (Port Authorities and local and regional government representatives) to create a network of actors (economic, social and political) to be included in the planning process; and ˭˭ delivering a proposal for a European directive to encourage Short Sea Shipping. Both PORTA and Seatoland are MED co-operation projects. The themes revolve around port-city relations, impact of port systems, land use and integration of transport in urban and coastal areas, accessibility, role of the Mediterranean ports as key “gateways” to access the region, and Short Sea Shipping capacity.

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ASSESSMENT OF THE SEATOLAND PROJECT EXPERIENCE AND OF THE WORK OF SEVILLE CITY COUNCIL TOWN PLANNING DEPARTMENT: Both projects are linked in various ways, Territorial and Metropolitan Area given that their common goal is to overcome the urban and port development dichotomy. Historically, ports are located in densely populated urban areas with which they share space and infrastructure. This proximity often leads to problems, including congestion within the territory caused by high traffic flows, generated by individuals who arrive or prepare to embark, and, above all, negative social, economic and environmental effects on adjoining and neighbouring areas. In addition to freight traffic, ports facilitate the influx of tourists attracted by cultural or natural resources found along the coast and in surrounding areas, which results in a steady increase of tourist flows, fuelled by pleasure boats, ferry and cruise traffic. Relations between the port systems and the urban context play a key role in planning processes. Intervention strategies should be based on the awareness of the complexity of these relations, along with the desire and ability to improve. The transnational nature of MED co-operation projects, and their capitalization activities, has allowed us to participate together in two conferences held in Valencia on September 29, 2011 and October 18, 2012. Prof. Matteo Ignaccolo, Scientific Director for DICA in the PORTA project, and I participated in a joint exhibition of several projects, including PORTA and Seatoland. These seminars, and the RETE Fall Meeting in Geneva, in November 2012, have enabled the exchange of information on the work that Seville’s Town Planning Department is undertaking for the Seatoland project, including its characteristics, weaknesses, strengths, and uniqueness as the inland port of an estuary located almost 90 km downstream, as well as similarities between Seville and Catania: ˭˭ Commercial ports ˭˭ Existence of logistics nodes ˭˭ Problems of accessibility ˭˭ Environmental issues ˭˭ Problems integrating a port with the city due to the proximity of port systems to the historic city and the old districts, notably in relation to the flow of goods to and from the port. ˭˭ Study of the various city waterfronts ˭˭ Difficulties in co-operation between institutions, Port Authority, and City Council, and lack of co-ordination between town planning and port planning schemes.

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The various partners in the Seatoland project, from Spain, Italy, Malta and Greece, have provided a broad overview of the problems common to most Mediterranean ports, which are due, among other factors, to the legal frameTarget Table. Synthesis systems work and historical nature of the institutions governing ports, and their urban location, a situation quite different from many northern European ports: ˭˭ Institutional co-operation issues ˭˭ Urban planning issues ˭˭ Universal accessibility issues ˭˭ The cruise ship boom, and their spatial and infrastructure needs ˭˭ The coexistence of productive activities of great vitality and problems arising from these, including pollution and traffic. This international exchange has once again proven that port areas are more complex than traditional, inland non-port cities. Today, in a society characterised by globalisation and logistics, the existence of a port in a city is a luxury and an excellence. Port cities play the role of gateway and bridge to the country and the continent. These gateways are at the heart of flows of all kinds, both tangible (passengers, cargo, etc.) and intangible (cultural heritage) and are spaces for new developments and innovations. In the case of Seville, a positive evaluation may be given to the study and analysis of the work undertaken. Since the submission of the SWOT matrix (July 2011) to date, the situation appears to have considerably improved, owing to intensified co-operation between the institutions concerned, Seville’s Town Planning Department and the Port Authority. There is at least co-operation and co-ordination in the presentation of the various works undertaken by the Planning Department. The partnership between the Town Planning Department and RETE, sponsored by the Port Authority, and the forthcoming creation of the Seville Advanced NODE, are notable examples of this progress. Seville’s unique position as a linear and river port is another aspect to be evaluated in this analysis. Its development through time is a clear example of “Port-City Urban Dialogue Cycles”, which are often related to the Deming Cycle or PDCA cycle (the basis of the PORTA project methodology), or as described in the various papers presented: The impetus in port activity, whether civic, environmental or technological, are driving activities in the planning, construction, management and permanence cycles towards technical obsolescence, and, therefore, transformation. As for Seville, it could be said that this activity is part of the historical legacy of the city. The City is what it is today because of the development of its port.

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Pilot Project. Urban area. New Waterfront

Lastly, the participation of local society is essential to an understanding of port life. The notion that the support and acceptance of port development is necessary for the transformation of ports into genuine premier logistics nodes has become a precondition for good relations between the port and the city. Today, the Port of Seville is arguably a regional economic powerhouse and the main employer in the area. Elena Cocuzza. Dott. Architetto Dipartimento di Ingegneria Civile e Ambientale (DICA) UniversitĂ degli Studi di Catania Viale Andrea Doria 6 - 95125 â&#x20AC;&#x201C; Catania. Sicily. Italy

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FEPORTS Industrial area of Valencia’s port

The study undertaken by Feports focuses on an extremely relevant and current theme in the port-city relationship making itself an asset to the analysis of this issue and presenting a suite of innovative solutions. The importance and complexity of accessibility between ports, cities and surrounding land areas make this theme central to port-city relationship research despite problem resolution not always being straightforward. With this in mind, the Feports study is important because: ˭˭ It tackles a topic that is rarely studied relating to the accessibility between passenger transport terminals, the city and surrounding region; ˭˭ It centres itself on an interesting case-study - the Port of Valência - not only in terms of the complexity and size of the problems identified, but also of the existing dynamics. Valência Port is one of the main Mediterranean and European ports and is the second busiest Spanish port in terms of port traffic and first in terms of Mediterranean containers, having in the last 15 years experienced significant growth in cruise ship traffic. ˭˭ It suggests innovative and viable solutions that not only can positively contribute to the resolution of problems identified at Valência Port and city but can also be adapted to other ports and cities that struggle with similar problems. The study focuses on the physical accessibility between the port and its hinterland, more specifically the accessibility of passenger terminals, both cruise ships and ferries. This theme becomes more relevant as this sector grows, particular that of cruise ship passengers. In fact, cruise ship tourism is one of the tourist sectors that has experienced the greatest growth worldwide, with a steady increase in the number of ships in circulation, the number of routes, the integration of new ports and routes and a marked increase in the number of cruise ship tourists. The Mediterranean has long been an important cruise ship region and as such Valência Port has established itself, both nationally and within Europe, as an important port due to the number of passengers and ships that pass through - over 3785 thousand passengers in 2011 - and its growth dynamics. This has come about due to the combined efforts of the port and city authorities and also private companies associated with the port and tourist sector.

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Through this collaboration, the improvement of port infrastructure and equipment has taken place - alterations to piers and construction of a new cruise ship terminal - and new services and tourist attractions for cruise ship passengers have been created. An interesting example of good practices that can be taken from the study is the creation of the Master Plan of Cruise Ships that envisages a new terminal in the planned port expansion. The city has improved tourist attractions - art and science - and restored buildings and historical locations, particularly in the city centre. Despite these improvements, the study identified that accessibility between passenger terminals and the city still needed to be resolved, a problem common to many port cities, as passengers were still not able to easily, comfortably or autonomously make their way into the city. This problem is also applicable to ferry passengers and becomes ever more critical as the number of cruise ship passengers increases and so do their requirements such as wanting to visit the city on their own and not in group excursions. The study approaches the accessibility problem from different angles - from city and port sign posts associated with public transport and private cars to the public transport service provided between the cruise ship terminal and the city - concluding that current failings hinder the ability of tourists to enjoy the city. As Valência is both a terminal and stopover port, this problem occurs at two levels: passengers that begin or end their cruise in Valência and passengers that stopover here and have limited time (8 to 10 hours) to visit the city and its main attractions or sites of interest. As such, the study highlights that it is not an infrastructure problem but a service one and points to the need for an integrated approach to the management of urban and metropolitan mobility and suggests possible solutions to resolve or mitigate the problems identified. These solutions range from the improvement of public transport services (buses and roads) to innovative transport solutions that do not require large investments and can be integrated in the transport system. These solutions improve the connection between the cruise terminal and the city of Valência so that the visit to the city is more comfortable, easy and autonomous. This aspect is particularly relevant as the persistence of Valência Port as a terminal port, attracting more cruise ships, will require a good connection with the airport and train station. Despite there being a road connection between the port and airport and a connection to the train station by metro, the closest station is 1.2km away. Such problems in accessibility will tend to increase with the new cruise ship terminal envisaged within the expansion of the port to the north. This new location will mean that the cruise ship terminal will be further from the city centre, from public transport and roads requiring new mobility solutions. From a technical point of view, the study has been accurately carried out and clearly lays out the strong and weak points, opportunities and threats in a SWOT analysis. The Master plan outlined is also a good frame of reference for the resolution of problems found with strategic projects and a pilot-project clearly presented both in terms of their implementation and technical aspects. It should be added that in scientific terms, the project results are a novel contribution that will help to understand, contextualise and resolve similar situations not just in the national context but also at an international level. João Figueira de Sousa. Dr. en Geografía Faculdade de Ciências Sociais e Humanas Universidade Nova de Lisboa

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Port Authority of Livorno PRESENTATION OF THE CONTEXT As part of the French National Federation of Public Urban Planning Agencies (FNAU), the AURH (Urban Planning Agency for the Region of Le Havre and the Seine Estuary) is an active member of the “Maritime Territories Club”, created in 2009 by the AGAM (Urban Planning Agency for the Marseille Metropolitan Area - Marseille) and the AURH (Le Havre). This club brings together ports and planning agencies (Lorient, St Nazaire, Dunkerque, Le Havre, Brest, Bordeaux, Marseille, Boulogne-sur-mer…) that deal with city/port relationships, as well as issues specific to coastal and maritime areas. The result of these exchange meetings was the publication of two books which have been written collectively (planning agencies, ports, IACP): st ˭˭ 1 publication: Port observatories (published in September 2009). This report provides a comprehensive analysis of French port areas and their economy. http://www.fnau.org/file/news/ObservatoiresPortuaires%281%29.pdf nd ˭˭ 2 publication: Port-city Innovations (published in September 2011). This report analyses many examples of innovations and “City/Port” integrated projects in France and abroad. It was presented in September 2011 at the biennial of town planners in Genoa: http://www.fnau.org/file/news/Collaborationville-port_BR.pdf THE ENGLISH SUMMARY: http://www.fnau.org/file/news/Collaborationville-port_Synth_Anglais_BR.pdf This publication aims to describe and illustrate the innovative practices and projects developed in recent years to combine the interests of territories (local communities, people…), economic actors (public institutions, companies) and the new environmental factor. These innovative practices cover a broad spectrum, going beyond the mere scope of planning (such as the management of natural environments or research and development). The comparison between French and foreign initiatives has revealed some major trends and identified possible areas for improvement (through four themes, Economy, Environment, Planning and Governance). In 2012, the Maritime Territories Club met three times to discuss about: ˭˭ The territorial concept of Gateway (illustrated in particular by the case of Seine Gateway®) ˭˭ Coastal law and maritime/port features with regard to planning ˭˭ “Economic, port and connection networks”, reflections on European corridors, connections and hinterland logistics networks. THE DISCOVERY OF LIVORNO AND THE SEATOLAND PROJECT AS A WHOLE The AURH has been invited by the Port Authority of LIVORNO, on behalf of the planning agencies and the National Federation of Planning Agencies, to present the “Port-city innovations” study in its broad outlines. This presentation was held on June 12, 2012, as part of a European seminar within the Seatoland project. This seminar has allowed: ˭˭ To exchange information on major governance projects and environmental projects concerning port territories in France and in the World ˭˭ To present the major development project in the French territory: the Grand Paris Maritime de Paris au Havre (turning the port of Le Havre into the port of Paris using river Seine as natural link)

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To relate European project “WEASTflows” (corridor for North West Europe, involving Ireland, Great Britain, Belgium, Luxembourg, Germany, Netherlands, France) supported by the AURH (www.aurhinweastflows.com) and Mediterranean project “Seatoland” ˭˭ To observe many similarities between the port cities of Le Havre and Livorno: ˯˯ Ports created in the sixteenth century (Le Havre was founded in 1517 by Francis I) ˯˯ Cities destroyed during the Second World War, ˯˯ Importance of the role water in the city for both cities (many basins in Le Havre), ˯˯ Commercial ports (containers), ˯˯ Industrial structure (sometimes with heavy industries), ˯˯ Passenger ports (ferries and cruises, with the booming of cruising in the port of Le Havre), ˯˯ Issues of environmental protection, ˯˯ Rehabilitated docks, ˯˯ Waterfront, port-city interface issues, ˯˯ Issues of port city identity ˯˯ “Port Center” projects to open ports to the population (the Port Center project in Le Havre should be implemented in 2013). The partners of the Seatoland project (Italy, Spain, Greece) have provided a wide overview of topics common to many Mediterranean ports: ˭˭ The problem of hosting a growing number of cruise ships, ˭˭ Urban planning issues, ˭˭ The extent of cruise-related economy and employment, ˭˭ the coexistence of activities that affect port cities: vitality, but also problems (pollution, traffic, ...) ˭˭

Conections between the port of Livorno and the hinterland

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CONCLUSIONS This international exchange has proven once again that port areas are complex in nature, more than “traditional” non-port cities. Port cities play a significant role as a gate for the country and the continent. These gates are at the heart of flows of all kinds (culture, passengers, freight, etc.) and are places of new developments and innovation. Urban, economic and environmental issues are more critical and complex in these areas, as they are combined with a wider range of players (related to the marine environment, the cruise industry, the transport sector, the logistics chain, etc.). Finally, the participation of the local population to port life and port planning projects, as well as their support and acceptance of port development, have become prerequisites for a good relationship between the port and the city. They help create a strong port and maritime identity for the people who can only see the damage of the port, although it is often the economic engine and the number one employer in the area. Juliette DUSZYNSKI. Project Manager AURH - Town Planning Agency Le Havre area and Siene Estuary 4 Quai Guillaume Le Testu - 76063 LE HAVRE CEDEX – France

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Municipality of La Spezia / Port Authority of La Spezia What happened especially in recent years, and what goes on happening in Europe – financial crisis, public debt, recession – has put in evidence by now to all as the common currency cannot make alone the project of a Europe that must face massive and complex challenges to stay, for more as protagonist, in a globalized world. This is an awareness that we feel increasingly as Europeans together with what we might call a more mature acceptance of responsibility at all levels. Increasing awareness not only on the fact that more concrete commitments and actions are needed on the path of a political union, starting with the key and strategic area for a State and more particularly for a Federal State, a political union, able to break down fences and barriers between nationalisms and various localism generating integration and solidarity between communities. The idea that we are all called to build great project for a great Europe, with attention to the time factor, whose acceleration will always be an unavoidable constant, has to grow up. It is not to force methods and times but to proceed with a constant and convinced work of integration and intelligent osmosis not only, as has been noted, among the nations but also for overcoming localism, preserving however that heritage of identity and traditions making up our strength and our so different as common history. Yes, in hindsight, there are more things that join us than those that divide us. But the work to be done to grow up must be done together feeling protagonists, each in their own way, in the interdependent process in which local communities, included minority ones, pool and make available their smartness and their assets, in a perspective of healthy competition. European projects, such as Seatoland, are one of the most important actions to approach this target: cities of different nations with similar problems, carrying on a project that, during its progress, interfaces with the partners to improve it, to exchange experiences and to communicate it. Forces of different cultures and realties will thus join together, belonging and feeling to belong to the future United Stated of Europe. Seville, Valencia, Piraeus, Malta, Livorno and La Spezia, the six cities that have joined the Community Programme SEATOLAND, are all port cities, all with developmental problems and situations of inadequate infrastructure, all with an even guessed problematic relationship between the port areas and the city. So the theme of the program is this: to design improved accessibility through the creation of a land-sea intermodal transport, inland water-ground infrastructure. In La Spezia, we can say that has been done even more than required by the European Project, because in SeaToLand worked together the Municipality and the Port Authority, the two public authorities involved in the coast planning, who demonstrated to be able to join energies and objectives. The first part of the job – the Masterplan – is the conclusion of a long phase of set up of various plans and urban and economic strategies that were prepared over the years by the various public and private subjects (PRUST, PTC La Spezia-Val di Magra, Municipal Development Plan and Port Masterplan). A common work that, on one side, has shown a development model of seaside city, administrative centre of a tourist area of extraordinary value, the second commercial port of Italy, a place of concentration of an exceptional nautical sector and, in the other side, has emphasized criticalities, particularly those between the city and its port. From the Masterplan the project moved to the Pilot Project that has identified as theme to be developed the intermodality of the transport by sea and by land, necessary also for the development of the cruise industry, based on the new pier designed by Port Authority in “Calata Paita”.

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Cruisers that stop in La Spezia and in a Gulf of rare beauty landscape and with an amazing variety of well-balanced landscapes must have ease of movement towards the city, towards the Gulf and the “Cinque Terre”, by sea and by land. The tourist who embarks on a cruise in La Spezia must be easy to arrive by their own means, but primarily through the railway that represents and is the best connection to the airports of Pisa and Genoa. The Pilot Project is currently working to establish a rapid transport - people mover between the future railway stop of Valdellora, The “Cinque Terre” designed by the Municipality, and the cruise station, designed by the Port Authority. At the root of the cruise station is foreseen the arrival and departure of shipping in the Gulf and for the Cinque Terre, whose functions and related costs are under analysis, to ensure that this way of transport can be used by tourists but also by citizens all abroad in the Gulf of La Spezia and the Riviera, thanks to the exceptional geographical position and mild climate. It is clear that this active progress of the project is in line with the Community Programme MED, which requires cities to become themselves more and more protagonists of their own development with a view to the competitiveness of territories. La Spezia has followed with great commitThe Gulf of La Spezia ment this invitation, aware of being a “City in Motion” that, ended the military era, of the big and national industries, has now to encourage, under financial autonomy, all potential investors to focus on the Sea economy and, in particular, on three aspects: port-services-tourism. The correspondence of intents among public administrations is and remains, as we have seen, an element not only positive but also crucial to achieve this goal. I would then say and write, as a constant observer of this reality and this community, that this project is an important signal of a cultural, social and economic change, compared to a past in which, for too many causes and too many reasons, this almost never happened. Enzo Millepiedi. Journalist

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CONCLUSIONS Collaboration at workshops and added-value experience

The Seatoland project grew from the common goal of restructuring port areas in Mediterranean cities. This restructuring involves the transformation of mono-functional, logistics areas into a new centre that will provide “gateways” to the sea and its surrounding areas. This transformation involves the ability to change the layout of the port area, not only physically and morphologically, but also and more importantly, the role of the city, which is enriched by new features, images and meanings. Moreover, the studies conducted for each city under the Seatoland project focus on changes in the concept of port areas and the city with regard to the new role it will play in the territory, both as a place of access to the region and inland cities, and as a place of “departure” to the sea. The Seatoland project defines the role of “gateway” from different viewpoints, which are applicable, in varying degrees, to each Partner. It is for that reason that the Seatoland project, along with case studies, seeks to summarise common issues in ad-hoc workshops (workshops). Workshops highlight the different components developed in complex projects and allow each partner to compare methodology and results, and address specific aspects, regardless of territorial diversity and country-based specificities. There are four (4) workshops dealing with areas of special interest agreed at the beginning of the project. These are a sampling of some of the considerations raised in the workshops.

Connection nodes

Connection nodes are a concern in all the cities involved. Each experience addresses a particular point of view on this issue. Seville focused on building a new crossing at the river port, capable of creating a new urban centre with a direct functional connection to the airport and Santa Justa train station, and a new gateway along the river, which connects the urban centre of the city with the sea. For Livorno, the connection node is the new maritime terminal, which provides an opportunity to build a new urban benchmark for the increasing flow of cruise ships. FEPORTS explores the possibilities of streamlining interchange between the port and the rest of the urban fabric through support measures for urban uses. La Spezia views the connection node as an opportunity to break the bottleneck between the historic access to the sea and the railway system. This problem has been explored and discussed in the Seatoland project. As for Birgu, the connection hub is intrinsically linked to the relative inaccessibility of the city, and the lack of an efficient intraport transport system in the Grand Harbour. For the Port Authority of Piraeus, the connection nodes are linked to the complete overhaul of the Port’s internal accessibility system, including the construction of a monorail system and new stations to improve efficiency in one of the busiest Mediterranean ports.

Infrastructure and environmental corridors

Infrastructure and environmental corridors lend the Seatoland project a significant territorial dimension, as evidenced, for instance, in the “filaments” of the Livorno project, which provide a direct rail link to Pisa and Florence. In Seville, the territorial system of linear urban and metropolitan parks converges in the centre of the city through the port area and the river.

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These examples show that the city should be viewed as a reticular territorial system, where infrastructure and the environment should be a coherent and sustainable urban space. As for inland and maritime transport corridors, La Spezia and Malta refer to the possibility of strengthening the territory in terms of ease of use of sustainable tourism sites. The reorganisation of accessibility at Valencia and Athens will involve infrastructure, signalling and mobility management measures to improve the efficiency of urban functions.

The “Waterfronts”

Seatoland project’s concept of coastal zone takes on a dual function: The first relates to the traditional notion of the “Waterfront”, i.e. a boundary between water and land. The second refers to the area where the port and the port-city overlap. This double border demarcates the functional areas of the port that have been subjected to decades of environmental and morphological changes. The rehabilitation of piers and manoeuvring areas, as well as the reuse of tanks and storage facilities for commercial and service purposes, has become standard practice worldwide. However, the activity under study is far more complex as it takes account of the relationship between the city and the harbour, which, in many cases, is not only of local importance, but also regional. This often solely relates to some aspects of logistics. In particular, those affected by the presence of transport infrastructure, and loading and unloading of cargo or passengers. Partial recovery of these spaces as urban spaces can give new meaning to the harbour area and the city, enabling the development of new features that will increase their competitiveness. This issue is covered by the Seatoland project, with different meanings in the context of each partner’s work. A range of complementary interventions have been implemented, including FEPORTS, wherein signalling indirectly takes on a re-zoning connotation, and the port of Piraeus, where re-organisation of logistics is part of a process to transform urban functions across the waterfront, including the identification of archaeological sites, museum spaces, etc. In this regard, Seville’s experience is of particular importance, since work on urban development along the river front, consistent with the River Guadalquivir, has been underway for many years, creating a formidable system of environmental and functional uses along the urban stretch of the Guadalquivir. The rehabilitation and opening of former port areas will result in the development of the entire South Sector, in particular, the marginal areas, including the Reina Mercedes University Campus and the southeastern part of the city. Similarly, Livorno avails itself of the opportunity created by Seatoland project to recover the city’s historical canal system, providing accommodation to tourists arriving at the port and ferry terminal, thus triggering a new revitalisation process of the city centre. The concurrent potential of urban renewal and rehabilitation of the area where the future cruise terminal is to be built will create an area of influence that may spread throughout the entire area delimited by the old canal system. The construction of piers for berthing traditional “Dghajsa tal-Pass” at Vittoriosa and Senglea ports provides an opportunity for Malta to recover the old warehouses and their connection with the Grand Harbour. La Spezia recovers the city facing the sea, which will be converted into a terminal for the access system that currently connects the coastline of the “Five Lands” park with the surrounding territories.

The integration between sea-land accessibility as a competitive factor

Each partner in the Seatoland project has interpreted and adapted the principles and methodological approach of the project to their strategic regional vision (Masterplan) and specific local actions (pilot projects).

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These actions form a set of experiences that may be used as a benchmark for Mediterranean cities to enhance the competitiveness of local systems. However, above and beyond the results of individual partners, the Seatoland project shows very clearly how the integration of sea-to-land accessibility and harmonisation of urban and territorial logistics are powerful and critical factors for reorganising port, sea and river cities. In this regard, the topics addressed by Seatoland project go beyond the extensive documentation on “measures” used to build the MED Programme: a project that only focuses on solving the logistics of port cities may not be the most appropriate approach to fully harness the capacity and meaning that the recovery of potentially competitive cities throughout the Mediterranean may have for Europe, in particular, in our era of economic globalisation and interaction between the cultures of Europe and the world. Accordingly, Seatoland project partners have worked to integrate different aspects during the workshops and discussions: multiple spatial scales (land - city - port), which translate into the building of a territorial connection network (axes) and local interchange system. The multidisciplinary approach is more likely to explore jointly accessibility of urban functions, environmental quality of space and socio-economic aspects. As the association continues to organise local seminars in the coming years, this last point is the one more likely to introduce interesting developments in the future. These seminars have served to inform and involve stakeholders, institutions, social groups and/or business groups, based on the perspectives developed and presented during project implementation. The use of the integrated approach, as well as the multi-scale and multisectoral approach, as a basis for developing strategic plans for port cities, emerges as a factor to be highlighted in the Seatoland project working model. The experience gained from the Seatoland Project will not only serve as a working model for the MED area, but will also contribute to existing networks that study the problems of port-cities, such as IACP and RETE, who for years have been working on these issues. Seatoland project partners have joined the RETE network, not only as individual entities, but also as a transnational working group that can make a significant contribution to the competitive challenge of port-cities through the Seatoland project, and within the framework of Europe’s 2020 Horizon. Although not a member of the Seatoland project, the Port Authority of Seville will also participate in the project in its capacity as a member of RETE, and as the driving force behind Seville’s future advanced NODE.

Internal collaboration: cooperation between port authorities and municipalities

Building substantial synergy between the two institutions -Port Authority and municipalitieswas an initial goal of the Seatoland project, and the reason for creating an association. This was a crucial point in the early stages of the project. This synergy was not so obvious at first, given the characteristics of some partners, but it was soon realised and became a core activity of the project. Interest and synergy have grown over the course of the project. Following approval, the Port Authority of La Spezia has now joined the Seatoland project company, and has started working closely with La Spezia City Council. Both the Temi Zammit Foundation and town of Birgu have been involved from the onset. They have subsequently served as a catalyst for a specific topic, participating in local seminars organised by other municipalities, which are, in the case of the Valleta Grand Harbour area, comparable to districts in a large conurbation. The local workshops organised by the Port Authority of Livorno, in which the plans and programmes were presented and exchanged, were participated by the Local Council and key

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economic players and institutions, including the Livorno Chamber of Commerce, the National Railway Agency and shipping companies. Even the Port Authority of Piraeus and FEPORTS have developed a work strongly interrelated with urban planning and development. This resulted in the verification of municipal logistics management systems. These contributions have been presented at capitalisation seminars and symposia, with the assistance of other European projects and experiences, including the PORTA project, of which the Port Authority of Piraeus and FEPORTS are also partners. In particular, the importance of the technical and institutional work undertaken by the Planning Department of the City of Seville, together with the Seville Port Authority, must be stressed. The Seatoland project became an opportunity to nurture the embryo of a form of working with and understanding critical elements in urban planning, such as port activities, and overcoming barriers of institutional specificities. As is often the case, MED co-operation projects allow institutions to create spaces for relations between individuals in order to overcome the barriers or rigid adherence to procedures and responsibilities exercised in the performance of their duties. Furthermore, the particularities of local contexts are transcended in the context of transnational co-operation, enriching the debate and needs of the neighbouring areas of different context. These experiences provide real added-value to the city. On the one hand, it places the city in the context of supranational comparison, and on the other hand, it provides a set of technical assistance tools, including the Masterplan and Seatoland pilot projects, which could improve and contribute to its development and recognition within Europe.

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PROJECTS PARTNERS

Gerencia de Urbanismo AYUNTAMIENTO DE SEVILLA Lead Partner

Maximiliano Vílchez Porras, Teniente de Alcalde Delegado de Urbanismo, Medioambiente y Parques y Jardines Belén Toribio Matías, Jefe de Servicio de Gestión Financiera, Tesorería y Fondos Europeos F. Javier Huesa Laza, Arquitecto. Responsable Técnico Proyecto Seatoland y Fondos Europeos Mª Luisa Díaz Borrego, Administrativo Consultants Aldo Mazzanobile, Arquitecto, Coordinador Laboratorio Internacional del Proyecto Giovanni Pineschi, Arquitecto, Experto Externo, (Studio Pineschi de Pascale Architetti Associati) Giampiero Garzarella, Arquitecto, Experto Externo, (Euros SRL) Marco Lucente, Coordinador Financiero Contact address Gerencia de Urbanismo Avda. Carlos III, s/nº Isla de La Cartuja. 41092. Sevilla. Andalucía. España Tfno.: +34 955 476 508. Fax: +34 955 476 341 e-mail: BTM@urbanismo-sevilla.org. Website: www.sevilla.org/urbanismo/

Fundación Instituto Portuario de Estudios y Cooperación de la Comunidad Valenciana FEPORTS Pablo Palomo Torralva, Jefe de Área Genesio Antonelli, Técnico Eva Pino, Técnico Contact address Avda. Tres Forques, 98 46018 Valencia. Valencia. España Tfno.: +34 963 533 100. Fax: +34 963 944 898 e-mail: ppalomo@feports-cv.org. Website: http:\\feports-cv.org

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COMUNE DI LA SPEZIA Emilio Erario, Arquitect Sara Bruschi, Financial Support Laura Niggi, Technical support Sofía Roncone, Arquitect Chiara Bianchi Contact address Piazza Europa, 1 19124 La Spezia. Liguria. Italia Tfno.: +39 0187 727 316. Fax: +39 0187 727 489 e-mail: laura.niggi@comune.sp.it. Website: www.comune.sp.it/

AUTORITÀ PORTUALE DELLA SPEZIA Federica Montaresi, Project Coordinator Lorenzo de Conca, Financial Manager Adriano Figone, Technical support Contact address Via del Molo, 1 19126. La Spezia. Liguria. Italia Tfno.: +39 0187 546 368. Fax: +39 0187 599 664 e-mail: federica.montaresi@porto.laspezia.it. Website: www.porto.laspezia.it

AUTORITÀ PORTUALE DE LIVORNO Dtt. Claudio Vanni, Director del Departamento de Planificación Francesca Pichi, Architect Alessandro Rosselli, Architect Patrizia Innocenti, Administrative Andrea del Corona Contact address Scali Rosciano, 6/7 57123. Livorno. Toscana. Italia Tfno.: +39.0586.249 437. Fax: e-mail: c.vanni@porto.livorno.it. Website: www.porto.livorno.it

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BIRGU LOCAL COUNCIL Mr. John Boxall, Mayor Christine Bonello, Executive Secretary Moira Azzopardi Contact address Couvre Porte BRG 1810 – Birgu. Malta Tfno.: (+356) 2166 2166. Fax:(+356) 2166 2266 e-mail: birgu.lc @ gov.mt. Website: www.birgu.gov.mt

FONDAZZJONI TEMI ZAMMIT Lawrence Attard, CEO Jesmond Xuereb, Technical Contact address Ir-Razzett tal-Hursun. University of Malta 2080. Msida. Malta Tfno.: (+356) 2340 2189. Fax:(+356) 2133 1505 e-mail: lawrence.attard@ftz.org.mt Website: www.ftz.org.mt

PIRAEUS PORT AUTHORITY Dimitris Spyrou, Director Morpho Michoudi, Technical Yannis Garyfalos, External Expert Athanasios Chaldeakis, External Expert Yannis Papagioannopoulos, Managing Chryssanthi Kontogiorgi Contact address 10, Akti Miaouli str 18538. Pireo. Attika. Grecia Tfno.: +21 0455 0242. Fax: +21 0455 0181 e-mail: kontogiorgich@olp.gr Website: www.olp.gr

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