The Coastlink Conference 2022 Handbook by Mercator Media

Antwerp 2022

COASTLINK Conference

11 MAY Antwerp 12 2022 Belgium TO

Hosted by:

Conference Handbook Building connectivity: Short sea shipping & intermodal networks Supporters:

Gold Sponsor:

Conference Handbook Sponsor

A neutral pan-European network dedicated to the promotion of short sea and feeder shipping and the intermodal transport networks that support the sector. Chairman: Nick Lambert, Co-Founder & Director, NLA International Ltd visit: coastlink.co.uk contact: +44 1329 825335 email: info@coastlink.co.uk

#Coastlink

Media partners:

Port of Tyne is one of the UK’s most innovative and efficient deep-sea ports handling cargoes across five continents. The diversity of cargoes we can handle ranges from cars to containers and bulk goods to renewable energy and offshore. We offer a unique end-to-end solution that truly is a one-stopshop ensuring your goods move safely, securely and efficiently wherever they need to be. We continually invest in improving and extending our leading-edge facilities at our location on the River Tyne in North East England, served with a network of sea routes, major roads and rail. Coastal shipping to South Shields offers a sustainable, viable, green and cost-effective solution. Our frequent, reliable short-sea feeder services offer connection without the congestion. While our prime location on the North East coast provides excellent connectivity to a network of road, rail and sea links enabling customers to improve the efficiency of their supply chain and avoid costly delays and disruptions.

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Welcome Letter

Welcome to the Coastlink 2022 Conference - we are delighted to finally meet you all. Firstly, I would like to extend our sincere thanks to the Port of Antwerp for hosting this long-awaited Conference event. The Port House is an award winning and dynamic venue, reflecting the innovative nature and sustainable values set out by the port. I am sure that this prestigious venue will add to your Coastlink experience and overall enjoyment of the event. As Europe’s second largest seaport, the Port of Antwerp has an excellent inland location and an extensive reach into the hinterland. Antwerp’s short sea terminal facilities link to multimodal rail and barge transport networks which deliver the seamless movement of freight – naturally aligning with Coastlink’s focus for this year. Taking a step forward from our inaugural event in 2019, the 2022 conference will focus on: Building Connectivity between Short Sea Shipping and Intermodal Networks. Over the 2-day event we will be covering pertinent topics: starting with a market sector overview looking at both the industry challenges and new opportunities for short sea and feeder shipping. Michiel Vermeiren, Manager Maritime Business & Market Intelligence, will provide you with the Port’s Welcome Address before we move onto the informative presentations and panel discussions. The opportunities for growth and expansion within the short sea shipping sector are now more notable than ever taking political, social and environments considerations into account. In the afternoon of Day 1 we will debate the topic of Building Connectivity & Networks for the Future – linking short sea shipping to intermodal transport routes. In this session we will look how partnerships with multimodal links at the ports are key to driving efficiency and providing a sustainable future for the movement of freight. For Day 2, we will move onto the key topic of digitalisation and innovation within the shipping and port sector, and how this is now improving efficiencies in the end-to-end supply chain. Once again, partnerships, connectivity, and new technologies are driving the future to benefit the industry as a whole. I would like to thank the Port of Antwerp for hosting the technical visit at the Port in the afternoon of Day 2, where attendees will be provided with a tour of the ATO short sea and DP World deep sea terminals. It is an opportunity to see how Antwerp manage their short sea proposition, as well as their growing rail and barge intermodal connections at the Port. I am sure that you will find the tour insightful. Coastlink is a pan-European network focussed on the promotion of short sea and feeder shipping – and how they form part of the logistics supply chain. I hope that the sessions and networking opportunities on offer provide you with the forum to engage with key stakeholders and industry professionals to drive forward partnerships that will provide a sustainable future. I am delighted that Nick Lambert, Co-Founder and Director at NLA International will be your Chairman at Coastlink in 2022. I know that Nick will promote active debate and discussion throughout the event, whilst introducing you to our schedule of expert speakers. Finally, I would like to give a thank you to Navtek Naval Technologies for being our Gold Sponsor, to the Port of Tyne for also sponsoring, and to all the supporters and speakers who have helped to make Coastlink 2022 possible. Last, but not least, to you our delegates for joining this long-awaited conference. On behalf of the Coastlink team I hope that you enjoy the Conference. We look forward to meeting you all throughout the 2 days.

MARIANNE RASMUSSEN COULLING Events Director, Mercator Media Ltd

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Welcome to the Antwerp port house

We are proud to welcome all Coastlink delegates to our port and city. Shortsea and feeder solutions are an environmentally-friendly alternative for road transport, aligning perfectly with the port’s sustainable development policy. Port of Antwerp-Bruges provides an extensive network of shortsea and feeder services. It offers a great deal of advantages such as cost savings, a greater transport capacity than road haulage and just-in-time deliveries. www.portofantwerpbruges.com

Welcome Address

MICHIEL VERMEIREN Maritime Business and Market Intelligence Manager, Port of Antwerp-Bruges

BIOGRAPHY After a 10 year career within the Maersk Group in different (management) roles (trade & commercial), Michiel started at the port of Antwerp in 2016 as business development manager. In 2018 he took up the position of shipping lines manager, and since 2022 Michiel is now responsible for the department Maritime Business & Market Intelligence. In this role he leads the commercial department focusing on the shipping lines, agents, bunker companies and market intelligence. On the one hand, the goal is to detect what is required in the market to keep the port’s products towards carriers future proof. Sustainability, innovation and digitalization are crucial drivers. In this perspective, the department is involved in strategic projects as ‘on shore power supply’ and ‘multifuel port’. On the other hand, the team gathers market intelligence basis quantitative and qualitative research focusing on all relevant segments, customer, sectors etc… This knowledge feeds the organization to make the best possible (commercial) decisions.

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Welcome Address

Welcome to the Coastlink Conference 2022

As hosts of Coastlink 2022 I have the great pleasure on behalf of the Port of Antwerp-Bruges of welcoming you to the Port House, in the wonderful city of Antwerp. The building is designed by British-Iraqi architect Zaha Hadid counts as one of the main landmarks in the city skyline. The region of Flanders has a long and rich maritime history and since the Middle Ages both cargo and passengers have travelled by ship to and from the Flemish ports. Over the last five centuries in particular, the ports have developed and today the Port of Antwerp-Bruges is Europe’s second largest port, handling in excess of 280 million tonnes of cargo annually. As one port operating across two locations, the Port of Antwerp-Bruges creates a unique synergy between maritime transport, logistics and industry and builds a crucial link in the global economy. The strategic location and extensive multimodal network by short sea, barge, rail, road, and pipeline ensures a critical role in the motorway of international supply chains. However, we are not complacent and therefore continuously adapt ourselves to the requirements of our customers, achieving better results, faster distribution, more intelligent logistics, smoother customs handling and greener activities. We are building a digital network of integrated port systems and continue to focus on the port’s accessibility. We will become increasingly resilient through continual improvement and collaboration both with our port community and a wider network of stakeholders and partners. Standing still is not an option - we have to keep moving. We are delighted to be working with Coastlink’s organisers, Mercator Media on this year’s conference which we hope will debate the challenges and opportunities affecting the short sea sector whilst enabling participants to discuss future innovation, economic and environmental considerations, and to develop partnerships and networks that will help in building a sustainable future. We sincerely hope that you enjoy your time in Antwerp and find some time in your schedule to explore our beautiful city, eat in one of the many fine restaurants and to indulge in some of the world’s finest beers or chocolates (or both)! Michiel Vermeiren Maritime Business and Market Intelligence Manager, Port of Antwerp-Bruges

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Chairman

NICK LAMBERT Co-founder and Director, NLA International

BIOGRAPHY A master mariner and a committed proponent of the maritime users’ perspective, Rear Admiral Nick Lambert concluded a long naval operational career as the UK National Hydrographer in December 2012. He advises on a wide range of maritime issues including the growing potential of the blue economy concept, the importance of spatial data infrastructures and hydrography for maritime economies, the evolution of eNavigation and GNSS vulnerability, near or real time situational awareness (especially that derived from space based assets and applications), maritime connectivity and cyber security, human factors, and training and education in the maritime sector. He has a particular interest in the Polar Regions and is also engaged in a variety of situational awareness, fisheries and aquaculture management, marine autonomous systems and vessel efficiency projects.

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Welcome Address

Welcome to the Coastlink Conference 2022

Dear Delegate In his welcome letter for Coastlink 2019 Southampton my predecessor, Gavin Roser, coined the phrase ‘the Coastlink debating chamber’ and it’s fantastic that our debating chamber is back once more in a face-to-face, live environment. Sponsored by NAVTEK and Port of Tyne, hosted by and in Port of Antwerp; what better combination to get us back into the real conference groove? Top marks too, if I may say so, to Team Mercator for so tenaciously instigating the Coastlink virtual debating chamber for the two years of the pandemic thus enabling us to maintain our networks and stay in tune with shipping and logistics developments. There have been so many eye-catching and thought provoking grand strategic events since we last gathered; all of which highlight the pros and cons of our globally connected economies and emphasise the fact that efficient logistics are trans-boundary and essential to our modern lives. The politics of Brexit and COVID generated lots of heat rarely matched by equivalent light; meanwhile the professional logisticians gripped the challenges designing new routes, creating new processes and, by and large, keeping our economies going. Traditionally characterised as conservative and astern of other sectors, international and coastal shipping operators have in fact been at the heart of that activity working with counterparts in ports and terrestrial logistics to drive process change, institute digitalisation and create ever more efficient logistics business models. There is, of course, always room for improvement but I would argue that shipping has stepped up to the plate. We cannot ignore events in central Europe. From the near total exclusion of Russia from the global economy, through the closure of manufacturing lines dependent on Ukraine supply chains and our alarming dependence on oil and gas, to the bogged down and increasingly immobile Russian forces; if ever there was a demonstration of the importance of logistics it is the terrible war in Ukraine. Logistics are enabling the brave resistance of the Ukrainians and hobbling the Russian onslaught; logistics generally and shipping in particular will be at the heart of rebuilding Ukraine (and Russia in the fullness of time) when hostilities end. Thanks to Mercator Media, our sponsors and host, we have a cracking agenda, great speakers, and an expert audience. Our Coastlink debating chamber for 2022 is open for business in the wonderful leading-edge port that is Antwerp; I very much look forward to welcoming, meeting, debating, and learning with you all. Best wishes Nick Lambert Co-Founder and Director, NLA International

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Contents

Contents Welcome Letter...................................................................................................................................................3 from Marianne Rasmussen-Coulling, Events Director, Mercator Media Ltd

Welcome Address..............................................................................................................................................6 Michiel Vermeiren, Maritime business and market intelligence manager, Port of Antwerp-Bruges

Chairman’s Welcome.......................................................................................................................................8 Nick Lambert, Co-Founder and Director, NLA International

Session 1.................................................................................................................................................................11 Market Sector Overview: Industry Challenges and New Opportunities for Short Sea & Feeder Shipping

Session 1 Panel Topic.................................................................................................................................... 25 Industry Challenges and New Opportunities

Session 2................................................................................................................................................................32 Building Connectivity & Networks for the Future – Linking Short Sea & Feeder Shipping to Intermodal Transport Routes

Session 2 Panel Topic...................................................................................................................................48 Joining the dots: Connecting short sea shipping with other modes

Session 3................................................................................................................................................................ 55 Looking to the Future – Improving Efficiencies through Digitalisation & Innovation

Session 3 Panel Topic...................................................................................................................................69 Digitalisation & Innovation – Can we benefit from this now?

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B U I LT O N T R U S T, D R I V E N B Y I N N OVAT I O N .

SESSION 1

Market Sector Overview: Industry Challenges and New Opportunities for Short Sea & Feeder Shipping

Session 1 - Keynote

NILS MINOR General Manager Sales West & Central Europe, Unifeeder

BIOGRAPHY Nils Minor started his career in shipping 17 years ago at an independent liner agent (Broekman) where he gained experience in various functions in finance, customer service, operations and sales. Thereafter Nils held commercial roles for the Dutch Port Community system – Portbase where he became an expert in marketing logistic IT solutions. In 2017 Nils joined Unifeeder’s shortsea business unit, where he currently is commercially responsible for the region West & Central Europe.

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Session 1 - Speaker

CATRIEN SCHEERS Chairman of Fast Group

BIOGRAPHY Catrien Scheers is Chairman of Fast Group (www.fast-lines.com). She has over 25 years’ experience in the shortsea breakbulk sector, built from in-house expertise as a shipowner, forwarder, terminal operator, ship agent and ship management. Catrien holds a master’s degree in Communication and Media Studies from KU Leuven University. With offices in Europe Fast Lines offer a total logistics solution which they call ‘Sofa style service’. Fast Lines continually invest in people, ships and in port terminals. Catrien’s motto is “Assets are important, but people make the difference!”

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Session 1 - Conference Paper

From PREthinking to REthinking

Antwerp’s “Golden Age” This lovely painting shows Antwerp during its heyday when Antwerp was the undisputed metropolis of the Low Countries. Although this 16th century Antwerp looks idyllic it had its fair share of problems: 9 Safety: At night the city gates were closed but the city walls were worn out and the treasury was empty... 9 Environmental challenge: There was a lack of clean, drinkable water. 9 Migration: Due to the large migration, there was an acute shortage of houses. 9 Congestion: There was a lack of quays and ships had to sit at anchorage for long periods. One young genius entrepreneur, Gilbert van Schoonbeke (1519-1556) found solutions to the problems raised. 9 Safety: he contributed to the restoration of the city walls. 9 Migration: as ‘project developer’ Gilbert gave the city a new face. 9 Drinkable water: In the ‘Nieuwstad’ (New City) he set up a brewerie. Breweries need water and that’s why he build a waterhouse, now known as the ‘Brouwershuis’ (Brewer’s House). https://archixplore.com/en/brouwershuis-beer/ 9 Congestion: Gilbert constructed ‘Vlieten’, side arms of the river Scheldt so that ships could unload and load quickly and efficiently.

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Session 1 - Conference Paper Today we live in challenging times too. Covid changed our world. Empty racks made the previously invisible transport sector visible. When the logistics chain falters, store shelves remain empty. No logistics, no toilet paper, no vaccines. 90 % of everything comes to us by ship. No Seafarers, No Shipping! No Shipping, No Shopping! The good news? During the pandemic logisticians kept working and ships kept sailing. However, as a result of covid containers got stuck. In combination with massive online consumption this caused and is still causing congestion. I’m not madam soleil but I accept that this is not going to change immediately.

WHY? 9 Since the boom of cheap container transport, China became the factory of the world. Never before has there been so much for sale, for so little money. Goods from all over the world were coming to us quick and cheap. Covid 19 made this well-oiled chain falter. Have we not become too dependent on production in the Far East? Is the time right to opt for nearshoring, manufacturing closer to home? 9 Just In Time logistics ensured optimization of warehouses, materials and people. Ideal because sustainable? Covid showed the weakness of this system. Lack of stocks shut down production lines. Since many companies were scaling down their warehouses we saw and still see the expensive storage depots in the ports filling up. Could a solution be to evolve from Just In Time logistics to Just In Case logistics? 9

Since the start of the lockdown +150 000 seafarers have been stuck on their ships or in quarantine on their way home. It is about time we recognize seafarers as key workers. Just like nurses there needs to be an upgrade and more respect for seafarers.

Too often the maritime sector makes use of physical documents such as bills of lading. Since aircrafts remained on the ground many essential documents did not reach the users in time. Now it is time to further roll out the digitization of these document flows.

Megaships like Ever Given and MSC Gülsün require mega terminals, giant locks ditto cranes and dredged rivers. And even then thing sometimes go wrong. These mammoth ships deposit thousands of containers at the same time in one place from where they go further into the hinterland. Due to consolidation there is little competition. Often it is take it or leave it for the customers.

Is big still beautiful or are there limits to growth and can shortsea be an alternative?

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Session 1 - Conference Paper Opportunities for shortsea shipping WHY SHOULD SHIPPERS CHOOSE SHORTSEA? 9 Traffic Jams. We all know the phenomenon. Traffic jams are everywhere and it’s a problem that is getting worse every day. Shortsea is an alternative for congested road transport. With small coasters you can enter deep into the hinterland. 9 Shortsea Shipping is friendly for the environment. Ships consume less fossil fuels per ton-km than planes, trucks or trains. 9 Whether you want to ship containers, trucks, wind mill blades… Name a cargo and there is a Shortsea Ship. 9 Think out of the box. With shortage of containers it is interesting to shift cargo back from containers onto a breakbulk vessel. 9 Breakbulk shortsea and oversized and overweight cargo are a perfect match. 9 Shipping large volumes is often profitable by Shortsea. 9 With Brexit and the shortage of truckdrivers there is a shift from trucks to shortsea shipping. Cargo from/to European mainland and Ireland shipped by sea cuts out the UK land bridge and customs formalities. Because of Brexit many shipping lines started up services to/from Irish ports. Fast Lines Belgium also started a regular ‘Bel Eire’ breakbulk service from Port of Antwerp to Port of Drogheda. 9 As mentioned ships are getting bigger and bigger. These huge ships connect different parts of the world but are not able to discharge in small ports and this is where Shortsea steps in. Shortsea ships are ideal for transshipment. In analogy with roads, long-haul intercontinental transport routes are the highways of the oceans and shortsea shipping routes represent the inner roads. Both are vital! IS SHORTSEA SHIPPING THEN AN EASY BUSINESS? NO, THERE ARE CHALLENGES: 9 Good port performance is a key factor in the success of Shortsea. Ports have to be efficient. They have to be accessible at a competitive cost. Shippers need effective and cost efficient port infrastructure with skilled flexible labor. 9 Compared to land transport shortsea faces more complex customs formalities. We are still waiting on The European Single Window Environment for Customs. 9 There is an overload of regulations and paperwork in shipping putting a lot of extra pressure on captain and crew. 9 As shipping is international we need international standards and simplicity. 9 Shortsea is driven by the private sector. As a consequence Shipping should be profitable. Rail and Road are directly or indirectly supported by public funds. We want a level playing field. 9 Political issues: like the war in Ukraine. 9 Maritime environmental challenges like the installation of ballast water treatment systems and the pathway to zero shipping emissions

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Session 1 - Conference Paper Whoever thinks Covid is the biggest challenge on our path, think again! Most of the challenges in the logistics landscape are not caused but exacerbated by the pandemic! A selection of the challenges of the 21st century: 9 Conflicts 9 Demographic challenges such as migration 9 Technological disruption Professor Vardi states “We are approaching a time when machines will be able to outperform humans at almost any task” 9 Climate change 9 Implementation of the 17 sustainable UN development goals 9 Cyber-attacks 9 ... I see Covid as an opportunity and challenge to shift up a gear in stimulating the agility of people and resources. My business card states architect of transport because in my opinion the logistics sector is too fragmented and often thinks in boxes while we have to think in the chain. Transport is as good as its weakest link. Logisticians should create value: organize customers transports optimally i.e. deliver the goods to the unloading premises in the state of their departure as efficiently and sustainably as possible. I used to call this PRE-thinking. The pandemic teaches me to go one step further, to RE-think. Write ‘what if scenarios’ and start from a blank slate. Think ‘out of the box’, outside existing conventions. Is a container always paramount or can we ship some cargoes breakbulk and how do we do this efficiently? In this VUCA world (which stands for volatility, uncertainty, complexity, and ambiguity) we face major challenges that will affect our shortsea shipping industry such as the aging of the population. Today more 50+ as 30+ers are working in my company. When the current generation of 50+ retire it will be challenging to fill in jobs. It is paramount to deploy people smartly and efficiently. Mixed forms of working virtually and physically can be part of the solution and might provide a better balance between work and private life and as cherry on the cake it could diminish traffic jams. There is a shortage of crew on ships set to be worsened by the Russia-Ukraine war. Ukrainian and Russian seafarers account for 14.5% of the global shipping workforce. Will we allow future captains to remotely support navigating as is already happening in inland navigation? Does paperwork still need to be physically checked on board ships or can we use databases to shift these inspections to the technical department ashore? Nowadays some of my ships have to wait for days before they are unloaded and loaded, due to a lack of dockers. Time to optimize the composition of shifts by using innovative safe technologies to handle cargoes. Last but not least every industry, including shortsea shipping must contribute to a world in line with the Sustainable Development Goals (SDG’s).

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Session 1 - Conference Paper The SDG’s are a blueprint to achieve a better and more sustainable future for all people and the world by 2030. Fantastic! But how to report on the SDGs, where to start and how to see the wood for the trees? I make a plea for ONE NEW GAME CHANGING UNIVERSAL SDG LABEL whereby the United Nations 17 SDG’s are the driving force and building block that makes the life cycle of our products fully TRANSPARENT from ‘cradle to grave’. We do not even have to use language we can use pictograms comparable with the energy label on washing machines. The implementation of these SDG’s disrupt our industry. 9

We must recruit diverse talent on board our ships and in our offices, regardless of cultural, racial, gender or physical diversity.

We have to build even cleaner and smarter shortsea ships. This comes with challenges. Shortsea ships are built with a lifespan of 30 years. Today the average age of shortsea vessels of sizes ranging between 2600 and 4500 tonne deadweight are 20 + year. Newbuilding orders remain low because there are dilemma:

At this moment we cannot sail emission free YET and what is the appropriate propulsion of the future?

What about autonomous sailing?

Confusion is the name of the game. Shall we invest in old school ships on MGO, equipped for a full crew today? Will this type of ship become obsolete and if so, when? My conclusion. In this VUCA world not one single man like Gilbert van Schoonbeke has an answer to all these questions. We cannot build the future of Shortsea Shipping alone! Therefore, I call upon all brilliant minds to work together across industries and companies on the challenges of the 21st century. Covid taught me to RE-think TOGETHER beyond bubbles and silos. We have to work SMARTER instead of harder to create VALUE and make our planet in line with the SDG’s. Only than the dark covid cloud has a silver lining.

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Session 1 - Speaker

JOHN LUCY Director – Liverpool Freeport, Liverpool City Region Combined Authority

BIOGRAPHY John is Director of Liverpool Freeport and is the UK representative of the World Free Zones Organisation. John has been involved in international transport and trade for over thirty years and was the international haulage industry representative to various government departments during the Brexit preparations since 2018. John is now leading the Liverpool Freeport Zone project which is capitalizing on the port being the UK gateway to transatlantic trade. The freeport zone is enabling the largest regional regeneration project in decades and will be foremost in innovative zero carbon energy and transport strategies.

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Session 1 - Conference Paper

Post Brexit Ro Ro Rebound-disrupting supply chain geography INTRODUCTION This keynote speech will address the unprecedented disruption in UK EU and rest of world trade and how it is leading to significant changing trends in RoRo routes to the UK and also in modal shift from RoRo to short sea shipping. The geography of the UK’s supply chains is changing rapidly and I will focus on what has changed and highlight the emerging trends in shipping freight from UK to EU. Liverpool City Region Freeport Zone is one of the UK’s leading special economic areas designed to drive opportunity through inspirational, inclusive, innovative and sustainable investment to achieve transformational change. LCR Freeport will ensure further engagement and development with our international networks to capitalise on our full potential as the pre-eminent western global gateway to the UK economy. The LCR Freeport will be the catalyst that accelerates trade and investment opportunities in the world’s fastest growing markets and helps raise the region’s global potential.

The LCR Freeport will be a low carbon, modern multi-modal, multi-gateway trade and logistics platform across a network of key sites which will attract high value inward investment and support growth and quality employment in key sectors and help regenerate communities across LCR through industry, innovation and collaboration. The LCR Freeport will comprise three combined tax and customs sites, twelve customs sites and a primary customs site at the Port of Liverpool. It will benefit from existing and planned strategic multimodal infra-structure assets across air, maritime, rail and road. A key asset will be the Port of Liverpool which is a deep water, large vessel port capable of handling postpanamax sized vessels and which, with its strategic west coast location, is ideally positioned to enable the UK to fulfil an enhanced role in global trade.

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Session 1 - Conference Paper

The LCR Freeport will unlock over 310ha of land for development and over 700,000 sqm of commercial floorspace and result in over £150m of total investment in the first 10 years. It will: 1: establish a hub for global trade and investment and be the primary UK west facing multi-modal global gateway for trade; 2: attract over £150m of new investment over the first 10 years 3: deliver local regeneration including through the re-investment of retained business rates; 4: support the creation of an additional GVA per annum of £547m and create over 10,000 direct and indirect jobs 5: create a hotbed of innovation connecting identified business challenges with knowledge holders and universities able to provide research solutions; and 6: deliver the Net Zero Ambition – LCR was the first combined authority in the country to declare a climate emergency. Freeport funding will enable research and demonstration projects to be delivered which will showcase low carbon solutions across the LCR. Benefits of LCR Freeport LCR Freeport will offer a range of benefits relating to customs, tax planning, infrastructure and innovtion including: Enhanced Structures & Building Allowances 10% per annum tax deduction for ten years of qualifying expenditure, on non residential structures and buidligns for which constuction commences for the date a tax site os confirmed and approved by govenrment and brought into use before 30/09/2026

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Session 1 - Conference Paper Stamp Duty Relief 0% stamp duty on property to be used for qulaifying commercial purposes until 30/09/26 Enhanced Capital Allowance 100% first year allowance for qualifying ependiture of plant & machinery. 10% per annum tax deduction Business Rates Relief 100% relief form business rates on qulaifying new properties and partial relief for expanded properties in Freport tax sites until 30/09/2026 NIC Relief 0% Employer NICs paid on salary up to £25,000 p/a applicable for 3 years per eligible employees (new hires who spend 60% of their workign time in the Freeport)

Customs Tariff Benefits Duty Referral for goods stored onsite and duty inversion for goods exiting the Freeport Savings from duties that do not need to be paid on outside goods anda ttract a lower tarfiff than their component parts Duty expemtion for goods that are exported form the Freeport Trade Benefits Simplified and more streamlined import procedures VAT Benefits VAT suspension until goods leave the tax site entering into free circulation n the UK. Planning Supportive local planning environments Local Development Orders provde greater certainty ofr new buildings Public sector support for land remediation, site preparation, skills programmes and other investments Permitted Development rights extended enabling quicker planning process

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Session 1 - Conference Paper Target markets The LCR Freeport will drive development in advanced logistics, manufacturing and research and development activities. The LCR Freeport Skills Academy and LCR Freeport Innovation Hub will be aligned to the Freeport’s key growth and opportunity sectors. The Freeport will support the future success of the key sectors and prime businesses crucial to the LCR and NW economy. The key sectors identified in the LCR Freeport are: - Aerospace, Maritime, Energy & Automotive (Key Primes/Business supporting the LCReconomy include Peel Ports, Cammell Laird, Bibby, BAE, Bentley, Ford, JLR, Stellantis) - with specific focus on transition to electrification and low carbon fuels including hydrogen - Bio Manufacturing and Chemicals (Key Primes/Business supporting the LCR economy include AstraZeneca, Seqirus, Teva) – pandemic resilience, vaccine supply chain, advanced chemicals manufacturing - Food and Drink & FMCG (key Primes/Business supporting the LCR economy include Heinz, Unilever) – focus on packaging and population centric logistics LCR Freeport will target global markets for enhanced inward investment building on the region’s extensive cultural and investment connections with China and the USA. A key focus of the LCR Freeport is to target high tariff, high value markets and partner countries who will find the customs and tax measures of most interest. Conclusion Liverpool City Region Freeport is set to enhance trade and investment regionally and nationally, boosting growth and prosperity, creating high-skilled jobs, increasing innovation and productivity in the region. Freeport will send a strong signal that the UK is an attractive trade and investment location which is open for business.

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Blue Economy Solutions NLA International Ltd is a Blue Economy solutions company working with governments, NGOs, International Organisations and businesses large and small to address some of the world’s major marine and maritime challenges through the application of innovation, technology, process and a depth of ocean expertise.

Visit www.nlai.blue to learn more about our work and to order our latest book Technology and the Blue Economy.

Technology and the Blue Economy From autonomous shipping to big data

Nick Lambert, Jonathan Turner and Andy Hamflett Production date: 3rd September 2019 Price: £44.99 ISBN: 9780749483951 Provides a clear, accessible picture of the current and future potential of technology within different sectors in the Blue Economy. Published by Kogan Page. Get your copies at: www.nlai.blue/buy-our-book/

SESSION 1 PANEL TOPIC

Industry Challenges and New Opportunities

Session 1 - Moderator

NICK LAMBERT Co-Founder and Director, NLA International

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Session 1 - Panellist

RICHARD NEWTON Commercial Director Logistics - Port of Tyne

BIOGRAPHY Richard graduated from Northumbria University in 2001 with a 2:1 BA Hons degree in Business Studies with Transport. He subsequently joined the Port of Tyne in 2001 where he held an operational role, managing and planning the work for the Port’s container transport fleet. In 2005 Richard moved to Northern Ireland where he held roles with LIDL as Warehouse Supervisor, & Montgomery Transport as the Scottish Transport Manager. Richard re-joined the Port of Tyne in 2007, and since then has enjoyed a number of Business Development and Commercial roles that involve the Port’s container, warehouse and transport business areas. Richard’s current position is Commercial Director Logistics at the Port of Tyne. In his roles, Richard has always had a passion and an interest in Short Sea Shipping & Feedering - trying to take trucks off the road so goods are moved by sea. Richard holds a keen interest in Coastlink as Port of Tyne were founder members in 2004. He commented “I’m proud to have been a small part of Coastlink’s history and look forward to a part in its future.”

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Session 1 - Panellist

ANDREA BUCELLA Port Labour and Port Operations, North Adriatic Sea Port Authority

BIOGRAPHY Andrea Bucella joined the Venice Port Authority in 2010. A logistics expert with a background in communications, after taking a PhD he cut his teeth with a stint as researcher at Ca’ Foscari University in Venice. He works in Port Operations, where his daily job is bridging the gap between port operators and public agencies, smoothing day-to-day operations and fostering new business and services at the port. Currently, he is focusing on the development of Ro-Ro traffic and on the further digitalisation of customs procedures at the Port of Venice. He took an MBA from the University of Turin SAA School of Management, and, is a member of the European Sea Ports Organisation’s Trade facilitation, Customs and Security Committee.

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Session 1 - Panellist

JOLKE HELBING Director, Royal HaskoningDHV / Ocean Shipping Consultants

BIOGRAPHY Mr. Jolke Helbing has over 25 years of experience in the Maritime sector including 21 years in various functions and countries for the A.P.Moller-Maersk Group. Since 2010 he has worked as an independent consultant and as Consulting Director with ICF International. He joined RHDHV in 2015 as a Director within the Port Economics and Operations team. His experience with international trade and shipping covers many markets and locations, including postings in Denmark, Italy, The Netherlands and the USA. Mr. Helbing’s responsibilities range from daily operational logistics, to global strategic contracts and port investment strategy development. In these roles and others he has demonstrated accomplished networking with government stakeholders and key stakeholders at both management and board levels. His consultancy focus has mainly been on strategic business plans for container ports, related commercial market due diligence and M&A preparations within the port industry, including extensive work on commercial agreements and concessions. Recent work involved investment opportunities in a global container portfolio, review of North America assets and the Mediterranean ports. In these roles he has also contributed to the discussion on hinterland coverage on a European platform and regularly participates at conference discussions and panels. Since 2016 Mr Helbing is also involved as one of the lead mentors in the PortXL program in Rotterdam, a global entrepreneurship hub for innovation in logistics, maritime and energy.

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Session 1 - Panellist

MATTHEW WRIGHT Policy Manager, UK Chamber of Shipping Supporting Association

BIOGRAPHY Matthew looks after Chamber policy relating to ferry and cruise issues, UK border controls and provides policy advice regarding the United Kingdom’s exit from the European Union. Matthew joined the UK Chamber in August 2017, after working for nine years in the shipping industry. He holds an LLM in International Law and an MSc in Maritime Policy.

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SESSION 2

Building Connectivity & Networks for the Future – Linking Short Sea & Feeder Shipping to Intermodal Transport Routes

Session 2 - Speaker

PATRICK VERHOEVEN Managing Director of the International Association of Ports and Harbors (IAPH)

BIOGRAPHY Patrick Verhoeven is Managing Director of the International Association of Ports and Harbors (IAPH), responsible for policy and strategy. The organisation represents about 170 ports and some 140 port-related businesses in 90 countries worldwide. Prior to joining IAPH in 2017, Patrick spent twenty-four years in Brussels representing the interests of shipowners, port authorities, terminal operators and ship agents at EU level. He started his career in 1991 with the Antwerp-based ship agent Grisar & Velge. In 2019, Patrick joined the supervisory board of the Ukrainian Sea Ports Authority as deputy chairman. Patrick holds a PhD in applied economics and a bachelor’s in law from the University of Antwerp. He is assistant professor at the university’s Centre for Maritime and Air Transport Management (C-MAT). Patrick lives in Antwerp with his wife and three children.

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Session 2 - Speaker

DR. IVEN KRAEMER Head of Department - Port Economy, Infrastructure, Shipping - The Ministry for Science and Ports, Bremen

BIOGRAPHY Iven started his career in the maritime business in the middle of the nineties. With an apprenticeship at Hamburg Sued he became a ships mechanic and gained first experience on several container ships and routes. Later he studied regional and economical geography at the University of Leipzig. After that, he worked with Bremenports - the port management company of Germany’s number two seaport Bremen/Bremerhaven - first as a Port Planner and later as a Management Assistant. Since 2009, Iven has headed the division for Port Economy, Infrastructure and Shipping, at the Ministry of Science and Ports of the Free Hanseatic City of Bremen. In this role, he is responsible for port and hinterland development, financial and real estate issues, port railway activities, deep sea and short sea shipping, high water protection, port economy and logistics for the ports of Bremen and Bremerhaven. In 2015 Iven completed his extra-occupational PhD studies with a work on “The German seaports in focus of supra-regional development policies.” Besides his profession, Iven gives lectures at various Universities and Institutes and publishes articles and books. His latest lecture engagements include Hochschule Bremen - City University of Applied Sciences on Maritime Technology & Port Operations, and, the University of Split in Croatia on current maritime issues. His active memberships are: 9 PIANC - World Association for Waterborne Transport Infrastructure, 9 HTG - German Port Technology Association, 9 STG - German Shipbuilding Association, 9 DVWG - German Transport Research Association, 9 Nautical Society Bremerhaven and 9 Friends of World Maritime University – German Division

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Session 2 - Conference Paper

Challenges and innovations in last mile port and hinterland railway operations *Preliminary Notice: This paper is based on the authors article “Shunt-E 4.0—Autonomous Zero Emission Shunting Processes in Port and Hinterland Railway Operations” in the Journal of Traffic and Transportation Engineering 7 (2019) 157-164z, doi: 10.17265/2328-2142/2019.04.002, David Publishing.

Abstract The port railway operation in Germany and Europe is not least due to its long history of technological and regulatory developments characterized by a high number of players and a lack of comprehensive planning and optimization of all relevant processes. Innovative technologies and business processes are therefore useful and needed to achieve key steps on the way to an overall optimization of rail transport within global supply chains. A substantial part of the European rail freight transport has its origin or its destination in sea or inland ports. Considering the railway system, ports play a more important role for urgently needed innovations than the pure interfaces between sea and land transport. Especially ports with their own railway system have an own responsibility in this matter. Insofar the goal of the Bremen Port Railway - which already now has a leading share of railway in modal split in Europe – is to exploit the opportunities offered by automation and digitalization. Significant steps for this are the optimization and gradually automatization of rail operational processes on the last mile including modern and transparent IT systems and the designing of autonomous shunting processes. Together with research partners ISL (Institute of Shipping Economics and Logistics Bremen), BIBA (Bremen Institute for Production and Logistics) and IVE (Institute for Transport, Railway Construction and Operation in Brunswick) and in connection with associated business partners the project Rang-E has been applied for at the Ministry of Transport in the funding initiative IHATEC (Innovated HArbour TECnologies) – and had won a grant to perform the proposed work. Basic thoughts of this project, which aimed to speed up procedures, save capacities, better utilize rare infrastructures and though improve the modal share of rail in ports and hinterland operations are outlined in the following article. Preamble Hinterland connectivity on road, rail and inland waterways is one of the most competitive distinguishing factors for today’s sea- and dry ports. Therefore innovations with a clear focus on autonomous and emission free port and logistics operations are crucial to safeguard a prosperous future of global ports. In this context the German Federal Government set up a program to support innovative port solutions and thus supports the project “Shunt-E 4.0 Autonomous zero emission shunting processes in port and hinterland railway operations.” This practical research program focusses on improvements in last mile rail operation. It is conducted together with Bremen’s port railway which is regarding the modal share of rail hinterland transport already one of the leading European port railway systems. This article describes the overall objectives, ambitions and expected outcomes of the Shunt-E project. Rail transport - a competitive advantage not just for the environment From the early days of railway operation towards today it has always been a success factor to many European ports that there were direct rail connections and a dense rail network between the ports and their hinterland. As a result we find some of the most focused rail ports in the so called North-Range, a comparatively short coastal stretch in northwestern Europe between

Session 2 - Conference Paper Le Havre in France and Hamburg in Germany which serves some the strongest industrial and consuming areas within Europe. Right there the four largest European container ports to date Rotterdam, Antwerp, Hamburg and Bremerhaven are concentrated. All of them have a significant rail share in their container hinterland transport with the German ports clearly in the lead. The following figure demonstrates the development of container numbers in million TEU transported by rail to and from the leading EU seaports over the past 15 years. Figure 1: Container Hinterland Traffic to and from leading EU Seaports on Rail in mill. TEU

Source: Port Authorities of Hamburg, Bremen, Rotterdam and Antwerp. As the figure shows the modal share of rail in hinterland transportation reaches in ports like Hamburg and Bremerhaven already 50 percent and gives these ports a very high score regarding their environmental performance. Regarding the overall number of containers transported by rail to and from the seaports of Hamburg and Bremerhaven these ports are by far the leading rail-ports on the European continent although there are some smaller ports like Gothenburg in Sweden or Koper in Slovenia which have a slightly higher rail share. Compared to the total rail share in EU land based transport these figures are more than twice as high as the average, which demonstrates that the European maritime transport chains as part of global supply networks are the forerunners in the climate change driven necessary transport shift. Historical development of rail cargo transport – a burden for a modern industry Aside from this successful status port and hinterland railway operations today are comparably complex processes. The reasons are manifold and may first of all be seen in the long historical development of rail transport on the European continent both in terms of technology as well as in regulation. Within the more than 150 years of railway development processes every single European nation and also the for a long period of time mainly state owned railway undertakings and infrastructure providers, which were typically integrated organizations, “invented” their own rules and regulations, technical and regulatory requirements, operating procedures, organizational structures and so on. Even if there were no specific needs may be except from the unspecified intention to protect the national rail markets each European country and each national railway organisation created explicit procedures that varied more or less from those of the neighbors. Key words like

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Session 2 - Conference Paper Interoperability and Intermodality only popped up recently and thus the European rail cargo sector today appears more than just a bit antiquated. The general rail cargo process within EU ports The general process which involves many different partners like railway undertakings, shunting operators, infrastructure providers, energy providers, terminal operators, port management organizations etc. is on the example of a typical European railway system (Bremen’s port railway) divided in various steps as follows: 1. Separation of main-line locomotives (electrical) after train arrival in the port area 2. Transport of train section or wagons with shunting locomotives (diesel or hybrid) towards forwarding groups and later on to the terminals 3. Terminals have do conduct control and supervision works on the train and on the cargo (i.e. seal-check) The first point means that the physical rail transport between EU seaports and hinterland destinations which may be cargo villages, inland or dry ports is typically conducted by railway undertakings. In some cases they are the owner of wagons and locomotives and sometimes they are operating with chartered or leased equipment. Over the longer transport legs rail transport within the EU is in most cases electrified, so that a typical cargo train between the ports and the hinterland destinations operates with a total length of 740 meters including one or two electrical locomotives. These locomotives are not able to operate on the non-electrified last mile, which is why they have to be separated from the wagons after arrival within the port area. In the ports area step two starts. Typically fossil fuel powered shunting locomotives with separate drivers take over. They manually couple to and push the wagons into the loading terminals. Before this process starts physical checks of the wagons and the cargo are being carried out. Therefore specifically qualified wagon technicians are needed. The shunting locomotives, their drivers and the wagon technicians are typically provided by dedicated port shunting companies. Depending on the size of ports there are different companies in competition to each other active in the shunting business. When the wagons with the containers or other kind of cargo finally have made it to the loading terminal tracks additional checks for the cargo, the seals and the papers accompanying the train section or wagons are being conducted, typically by terminal operators staff. For that port workers go along the up to 710 meter long wagon units and back to report the status and their findings. If everything corresponds to the expected standards the unloading process by highly efficient rail mounted gantries, rubber tyred gantries or other types of equipment can finally begin. As a consequence of these steps the first cargo movements can and do only start hours after train arrival in the port area. A comparable long procedure is also needed after completion of train loading process. Cargo trains with import goods also need to have specific checks, brake tests and load control works with following shunting processes. Just by these rules already technically ready cargo trains typically remain in the port area for an average of two more hours before they can start their trip back towards the national and European hinterland destinations. As a result port railway operation in Europe today is much more complex than truck and barge processes, which gives the rail mode a competitive disadvantage. The reasons are as mentioned mainly sector, country and or company specific rules and regulations.

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Session 2 - Conference Paper Figure 2: The port of Bremerhaven as a testbed for autonomous shunting processes

Source: Bremen’s Ministry for Economic Affairs, Labour and Ports Need for a modernization of rail procedures more than obvious Real innovations within the European rail cargo sector are rare, even if good ideas do exist and pop up again and again. Many previous projects on automatization and process optimization failed or were stopped by various reasons like the comparatively small market for cargo railways, the long-lasting lack of political support for the sector and the complex and long-lasting approval procedures. In fact technical solutions like automatic clutches, automatic brake tests, remote train control systems, automatic load controls, obstacle detection and many more rail related optimization measures are technically for a long time feasible and were already successfully tested in the past. But, they didn’t make it to the broader European market. One reason lies in the typically decades long life span of locomotives, wagons, steering and control equipment with consequently very long innovation cycles. Another reason is the comparatively small number of new locomotives that can be sold within the European market in combination with only very few technology providing companies. For them it is simply not lucrative enough to spend much money and efforts on research and innovation. As a consequence rail transport of cargo until today is in many European regions very traditional and old-fashioned. Especially in comparison to truck transport the rail sector is falling back. Ongoing innovative projects like truck-Platooning in combination with autonomous trucks endanger the overall system advantage of rail and thus the future perspective of rail transport. So, if global and especially European ports want to improve railway transport they strongly need innovative port and hinterland railway systems and processes. The aim for the sector must be that trains that arrive in port will spend a maximum of 30 minutes before the first containers or other commodities will be discharged and loaded to and from the wagons. After completion of the loading procedures in the terminals trains should be ready to leave the port area without any additional treatments or checks within minutes. Only if this is reached there will be a level playing field between railway and truck or barge operation and a prosperous future for rail cargo transportation. Long-term perspective autonomous emission free shunting processes in port railways With the support of Germans Ministry of Transport Bremen’s port railway has been selected as a test bed for autonomous emission free shunting processes. The port railway network in Bremerhaven is non-discriminatory accessible and part of the public infrastructure company “Bremische Hafeneisenbahn” who belongs to the Free Hanseatic City of Bremen which takes care of its infrastructure with related operational and technical service providers. Currently the tracks are regularly used by over 30 European railway companies with 70 more having license agreements. These companies connect the ports of Bremen with national and international hinterland traffic. Several competing shunting companies take the task of transporting the trains and wagons – which are usually loaded with vehicles or containers in Bremerhaven – from the starting rails to the receiving terminal and vice versa. They carry out the tasks on behalf of the corresponding railway company which in return make sure to provide

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Session 2 - Conference Paper the electrical operated mainline locomotives including their destined train drivers for entering and leaving the port area right on time. Currently there are 13 shunting locomotives of different type and age – all Diesel operated- being active 360 days a year in a 24/7 system. To operate a shunting locomotive a train driver and a shunting worker is needed. Shift planning for them is done by the on-site managing clerk of the respective railway company. The actual driving and shunting operation is based on the regulations of Bremen Port Railway. Their managing staff organizes the track use and their dispatcher at the signal box sets and authorizes the driving route. The handling companies set with their loading and unloading processes the pulse for the train movements. In Bremerhaven, loading and unloading containers as well as automobiles follow slot times specified beforehand. The processes also take into account the load levels of the specific wagons to avoid idle and waiting times.There is no direct contractual relationship between the terminals, the port train operator and the shunting companies so that communication and coordination between the involved parties is of major importance. Actors agreed on autonomous shunting as long-term objective, also because the expected shortage of train drivers. Bremen’s port railway system is demonstrated in the following picture. Figure 3: Railway network within Bremerhaven port

Source: Bremen’s Ministry for Economic Affairs, Labour and Ports The port railway plan in this picture highlights not to scale all rail tracks within the port area. The yellow marked tracks are electrified and the purple lines stand for non-electrified tracks. The overview shows that almost every corner of the port has a direct rail connection and the track arrangement in the upper area of the container terminal furthermore demonstrates the general technical development over the past decades. Whereas it was state of the art in the early days of containerization to place the rail tracks directly under the Ship to Shore (STS) cranes, it later turned out that rail tracks should be better placed in the middle of the yard. Nowadays modern rail operation takes place behind the yard with dedicated rail handling terminals, which can be seen here in the upper right area. The main-line transport between Bremerhaven and the national and European hinterland is currently conducted by railway undertakings which also take care that enough train drivers and wagon technicians are in place at the time when they are needed for the port leave. The railway undertakings are the purchasers and contract partners for shunting services. The shunting companies in Bremerhaven to date operate 13 shunting locomotives, most of them

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Session 2 - Conference Paper decades old and all running on fossil fuels. They operate 24/7 like the loading terminals within the port and despite the fact that they compete to each other to have a cooperation agreement for cases of unexpected locomotive failures or shortages in personnel. The overall rail traffic within the port is controlled and steered from a control tower in the center of the port, where dispatchers on behalf of the Free Hanseatic City of Bremen, the overall owner of the ports infrastructure fulfil their duties. Even if the port organisation, structure, ownership and responsibility within EU seaports differ from port to port the general system of port railway operations is pretty much comparable. It is depending on many different actors, their communication and collaboration and it depends today much more on people than on technology. Automatization and digitalization therefore are needed for the long-term perspective of autonomous emission free shunting processes in port railways. Figure 4: Railway container loading terminal within Bremerhaven port

Source: Bremen’s Ministry for Economic Affairs, Labour and Ports Expected effects of autonomous shunting operations in ports The description of the status quo of typical port railway procedures has shown that the aim of a totally autonomous shunting operation can and will only be reached with intermediate steps like process automatization. In general the expected effects of autonomous emission free shunting operations to date are the following: 1. Simplification of operational processes 2. Avoidance of empty-drives 3. Reduction of the overall shunting stock (Savings of about 30 percent are expected) 4. Avoidance of communication-interfaces 5. Optimization of infrastructure use with savings on future investments 6. Reduction of operational efforts and costs (on the locomotive and in the offices) through reduction of personnel 7. Safety-Improvements 8. Disruptions reduction in port railway operation

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Session 2 - Conference Paper A fully autonomous shunting operation is a long-term perspective which is preceded by many intermediate steps of process automation and generation of corresponding structures of infrastructure, processes and legislation. An essential step will be the implementation of a centralized remote-controlled shunting operation. With the active commitment of all involved parties this is possible within the upcoming decade. Basic consideration will be to organize the entire port train shunting operation process autonomously. As a result a smaller number of locomotives would be needed. The electrical operated shunting locomotives Shunt-E would be able to almost completely avoid the empty runs currently caused by lack of interaction and overall optimization. Completely interlinked and optimized IT interfaces between terminal operators and port train operator - as well if necessary also with the DB Netz AG (managing the majority of the railway infrastructure throughout Germany) and train operators - are building blocks contributing to process optimization in rail freight transport. Concepts in current innovation areas such as Industry 4.0, Internet of Things, digitalization in ports and Self-controlled logistic units find a grateful application field. An autonomous operating shunting locomotive Shunt-E must have access to all status information of railway infrastructure companies, such as Bremen Port Railway, port terminals but also to DB Netz AG, to always receive a complete overview over the current operational situation. At the same time it is necessary to secure for continuous access to information on plans and malfunctions, loading and unloading time schedules in terminals, planned slots, actual arrival and departure of trains, availability of train drivers and so on via standardized IT interfaces. On this basis an autonomous operating shunting locomotive Shunt-E would be able to always know which shunting tasks are next as well as the order of the following ones which would subsequently result in an optimized usage of rail tracks (infrastructure optimization). It would coordinate itself autonomously with other shunting locomotives (in sense of an auction as already used for optimizing multi agent systems), book the necessary infrastructure and by extent – in case of a problem – find a solution by co-operating with her „colleagues“ by herself. Compared to today’s train operating procedure in port areas Shunt-E would not need resting time and would run emission-free. Certainly, it is necessary to generate answers to multiple questions of operational, railway law, entrepreneurial, financial and organizational nature before implementing such an autonomous shunting operation on the grounds of Bremen’s Port Railway. Outlook and Relevance for the global port community As outlined the goal of a fully autonomous operated shunting service on one of the most important European port railway systems is - still – a fictional picture but with this vision it is possible to achieve noticeable efficiency gains by consistently implementing interim steps. Remote controlled locomotives as well as the automation in the area of testing breaks, coupling, train handling, train configuration, identification of rear of a train etc. are important elements on that route. There are technical solutions for all these areas; the objective is to combine them step by step in an intelligent way for the sake of the entire rail sector – and to achieve a joint breakthrough.Hence it is necessary to break up the very common rail sector approach of „keep the proven“ and to lead it to a clear innovation orientation as it is daily business for other transport sectors. “Shunt-E 4.0 - Autonomous zero emission shunting processes in port and hinterland railway operations” is of high relevance to the global port community as it combines the necessary innovation approach for future port development with a sustainable greenports strategy. The above described aim of highly efficient last mile railway procedures and productions will therefore be seen in ports from the year 2028. It is most likely that first installations will

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Session 2 - Conference Paper become operational in new green port projects, whereas the upgrading of existing ports with autonomous shunting systems will take longer due to the higher complexity. References Krämer, I. (2019): „Schiene und Häfen – Lösungen für einen reibungsfreien Transport vom Werk zum Schiff“, In: InfrastrukturRecht, Ausgabe 03/2019; ISSN 1612-7803, S. 82-85. Eickmann, C. & Krämer, I. (2018): „Bundesverkehrswegeplan 2030 – die Chancen nutzen“, In: Internationales Verkehrswesen, 70. Jahrgang, Heft 3/2018, S. 2-5. Krämer, I & Arendt, F. (2017): „Autonomes Rangieren auf der Bremischen Hafeneisenbahn: Innovationen auf der letzten Meile im Bahnverkehr“. In: Internationales Verkehrswesen, 69. Jahrgang, Heft 2, April 2017, S. 26-27. Trialog Publishers Verlagsgesellschaft in München. Krämer, I. (2016): „Autonomes Fahren auf den Hafengleisen“. In: HANSA, International Maritime Journal, 153. Jahrgang, Heft Nr. 11, 2016, S. 82-83, ISSN 0017-7504.

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Session 2 - Speaker

STEPHEN CARR Group Commercial Director, Peel Ports - Liverpool, Peel Ports Group Ltd

BIOGRAPHY Stephen joined Peel Ports in 2009 as Head of Business Development for the Mersey Division before moving to his current group role, Commercial Director in 2017. He started his career with BP, working across a variety of sales and marketing roles for the best part of 12 years, before becoming Sales Director for Manchester based chemicals firm TGD. Based in at the Port of Liverpool, Stephen is responsible for driving the businesses forward with new and existing commercial opportunities across the group’s diverse portfolio. During his time with Peel Ports, he has played a leading role in strategic projects including the development of container terminal Liverpool2, the growth in the use of the Manchester Ship Canal (as a multimodal logistics hub), and the development of port-centric warehousing throughout North-west England.

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Session 2 - Conference Paper

A look at the recent evolution of Peel Ports It’s around 10 years since the Port of Liverpool last hosted the Coastlink conference. Then, in 2011, Peel Ports were talking aspirationally about its growth plans, ambitions and – perhaps controversially – why we thought the market was not presenting the answers that the owners of cargo wanted. We were outlining how we would reposition the Port of Liverpool through its flagship investment, Liverpool2. So where are we, 10 years on? There are many metrics that can be used to judge whether a strategy has been successful. Here, I present just one. The tables below show volumes through the UK’s top-10 port authorities as reported by the Department for Transport For 2010 and 2021. 1 2 3 4 5 6 7 8 9 10

Grimsby & Immingham London Milford Haven Southampton Tees & Hartlepool Forth Liverpool Felixstowe Dover Medway Other major ports Total Market

2010 Tonnes M 54.0 48.1 42.8 39.4 35.7 34.3 30.0 25.8 24.1 14.0 150.4 498.5

1 2 3 4 5 6 7 8 9 10

London Grimsby & Immingham Liverpool Milford Haven Southampton Tees & Hartlepool Felixstowe Dover Forth Belfast Other major ports Total Market

2021 Tonnes M 51.8 49.9 34.0 31.5 29.3 26.8 21.7 19.9 19.8 19.5 132.6 436.8

This evidence suggests the strategy outlined for the Port of Liverpool has been successful. Over the last decade or so, its volume has increased 13% in a market that has declined by 12%. Of course, the observant will spot only two ports that were in the top-10 in 2010 actually saw volume growth – the second being the Port of London. It would be easy to assume the common factor is that both have seen major investments in container terminals and that is what must be bucking the market trend. It is true these investments have enabled the change, but I do not believe they are the cause. Those familiar with the presentation I gave to Coastlink in 2011 and a number of other speeches I made at the time will recall I cited history as a guide to the future, when London and Liverpool were the two dominant ports in the UK due to their proximity to population. I argued they were the right gateways to the country when land transport was difficult, costly and time consuming. I claimed, at some point, that environment would return. Of course, at the time, neither Brexit nor the pandemic registered as potential issues, but my presentation in 2022 will recap what the strategy was, why it is successful and – importantly – why it remains even more relevant in a post-pandemic, post-Brexit Britain than it was before.

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Session 2 - Speaker

LIEVE DUPREZ Chief Officer Shortsea, Port of Antwerp-Bruges

BIOGRAPHY Chief Officer Shortsea – Port of Zeebrugge since January 2020 Press and B2B Communication officer – Port of Zeebrugge from February 1999 to December 2019. Education: Master’s degree in Languages (Dutch, French, English), Master’s degree in Journalism.

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Shortsea offer sustained by a vast railway network The port of Zeebrugge constitutes a state-of-the-art logistic platform at the service of the European and intercontinental markets. The supply of both intra-European and intercontinental liner services has established Zeebrugge as an important gateway to Europe. The coastal port handles a total annual cargo throughput of 50 million tonnes, focusing mainly on container and roll-on/roll-off units. In addition, Zeebrugge is the world’s leading car handling port with a record volume amounting to 3 million vehicles. Zeebrugge is the bridgehead to the United Kingdom offering a high frequency of daily shortsea services to the east coast of the UK, serving the London area up to Scotland. As a result of the Brexit, the direct offering to Ireland has been increased considerably. Since two decades Zeebrugge has also evolved into a prominent hub for the Scandinavian markets, with daily services into Sweden, Norway, Finland and Denmark. Rail network As a non-industrial logistic platform, Zeebrugge has to ‘connect’ its cargo flows from the hinterland by a dense network of rail, barge and road connections. Having a limited access to the European inland waterway system, Zeebrugge has developed into a major rail port. Looking at Zeebrugge’s modal split, the rail transport mode already accounts for 15 % of the cargo movements. Our ambition is to step up this rail share to 25 %. In order to strengthen our position in the shortsea shipping, we keep on raising on the one hand the offering and the frequency at the seaside, and on the other hand the frequency on the landside through a more dense rail network. In this respect, Zeebrugge aims at creating strong trade axes from the UK up to Italy or Eastern Europe, from Scandinavia up to Spain, Turkey or Greece. The current and forthcoming driver shortage, the increasing fuel prices, the need to green our transport models are paving the way for more rail solutions and innovative rail projects. Being a platform that receives 5.000 trailers per day, we are amongst other investigating rail solutions where we can load and unload our core business cargo flows, being shortsea trailers, in a horizontal manner onto block trains.

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SESSION 2 PANEL TOPIC

Joining the dots: Connecting short sea shipping with other modes

Session 2 - Moderator

NICK LAMBERT Co-founder and Director, NLA International

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Session 2 - Panellist

RON BUITELAAR Chief Commercial Officer, Cofano Software Solutions

BIOGRAPHY Standing out of the crowd with out of the box ideas is not piracy but often leadership by sharing a different view. During his career Ron Buitelaar combined his passion for automation with knowledge and creativity, solving challenges in the logistics and transportation industry. Smart solutions should be satisfactory for either users or clients, either being a service, a concept, a process or a system. Having an education in commercial economics he was also successful in building business in his senior management positions with DHL and Samskip. This brought him a wide experience in the international logistics and transportation industry. His recent switch to Cofano Software Solutions, taking up the CCO role, was actually a logical one. Cofano has developed a portfolio of smart and intelligent software solutions for a wide domain of users in the transportation industry, like sea and air ports, barge and rail terminals, rail/barge/vessel operators, forwarders, warehouses etc... These solutions are based on the latest techniques, are cost friendly (SAAS) and secured using the highest certified standards. These solutions are continuously being improved in scientific collaboration with the Technical University of Twente. Combing experience, creativity and passion, Ron feels enormously motivated and energized to lead the mission of sharing these outstanding software solutions with the industry and also to further develop the portfolio successfully together with the young and ambitious teams of Cofano.

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Session 2 - Panellist

JOOST HINTJENS Researcher Transport, Logistics and Ports, Department of Transport & Regional Economics University of Antwerp

BIOGRAPHY Joost Hintjens (°1962) got his master’s degree in business engineering at the University of Antwerp in 1986 and started a career in the industry while getting his master’s in management at the University of Ghent in 1993. He worked for several mid-sized European industrial companies with a focus on international marketing and logistics. In 2008 he switched to teaching Logistics at Artesis Plantijn University College and today is also a researcher at the University of Antwerp at the Department for Transport and Regional Economics. He is currently working on a PhD thesis which focusses on cooperation between neighbouring seaport authorities in their hinterland development, which he hopes to deliver by the end of 2019.

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JAN CUYT Business Development Advisor, Customer Relations – Shipping Lines KR/SHL, Antwerp Port Authority

BIOGRAPHY I have worked all of my career in the maritime business - I am a former Master Mariner of Belgian Flagged vessels. After coming ashore, I have been working and heading up Ships Agency and Maritime Services companies in Antwerp, Benelux and abroad (Neste Shipping and Vopak Agencies in Antwerp). From 2005 I worked for Wilhelmsen Ships Service, firstly in Benelux and then transferred to France & NW Africa. Whilst working for Wilhelmsen Ships Service I managed roles relating to operational, sales and logistic activities and for the last 5 years in Global Operations positions. I joined the Port of Antwerp on January 1st 2021, within the Commercial Relations Department Shipping Lines. Developing Short Sea is one of my responsibilities, as well as the execution of other parts of the Port of Antwerp’s commercial strategy.

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Session 2 - Panellist

GRÉGORY BRION Director, Conti-Lines Group / Conti-Invest

BIOGRAPHY Grégory obtained a Master of Science Degree in Shipping, Trade and Finance at the CASS Business School (now Bayes Business School) in London. He started his career in the maritime holding company Conti-Lines Group in July 2009, where he has been active in the regular liner services out of Japan for over more than 8 years. He was appointed Director in 2016. In 2017, the Conti-Lines Group created a 50/50 joint venture company Conti Carwil – running various short sea trades – in which Grégory holds the position of board director. In 2018, he took the lead of Conti-Invest, the Projects & Investment entity of the Group.. Under his impulse new activities were developed in the run-up to the modal shift and sustainable growth of the company. With the creation of Conti Barge Invest (purchase and exploitation of barges) and Antwerp Railhouse (warehousing and port operations), Grégory is best described as a multi-talented allrounder.

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SESSION 3

Looking to the Future – Improving Efficiencies through Digitalisation & Innovation

Session 3 - Speaker

Gold Sponsors Address

FERHAT ACUNER General Manager of NAVTEK Naval Technologies Inc. Gold Sponsor:

BIOGRAPHY Ferhat ACUNER was born in 1966 in Istanbul. Mr. Acuner holds a bachelor’s degree in Naval Architecture & Marine Engineering from the Istanbul Technical University. He started his career in 1987 and has 33 years of engineering experience. Mr. Acuner joined Navtek Naval Technologies INC. in 1999 and is the General Manager. Before joining Navtek Naval Technologies, he served in the fields of management and project developments of distinguished companies of Shipbuilding, Naval Design, Ship Operations and Ship repair. He has also held in senior positions at unique project developments, Powership®, Karadeniz Holding A.Ş., is the name given to a barge/ship mounted fully integrated floating power plants. Throughout many years of experience and knowledge, Mr. ACUNER develops and spots on the importance of innovative ideas and technologies for a greener future!

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Zero Emission Ship Technology Association

Session 3 - Keynote

LARS ROBERT PEDERSEN Deputy Secretary General BIMCO

BIOGRAPHY In early 2010, Lars Robert Pedersen joined BIMCO as Deputy Secretary General. He is responsible for BIMCO’s technical and operational activities involving membership services, technical and nautical issues as well as security. Lars Robert is further responsible regulatory developments related to ship operation at international, regional and national levels. Before joining BIMCO he had a career at A.P. Moller-Maersk involving technical management of the Maersk fleet of container ships and prior to that as seagoing engineer officer. Lars Robert holds an unlimited Chief Engineers license.

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Session 3 - Speaker

ELENI BOUGIOUKOU Innovation Manager, Port of Tyne

BIOGRAPHY Eleni Bougioukou, Innovation Manager at the Port of Tyne, is responsible for the Port’s energy and sustainability-focused projects. She leads and manages the strategic development and tactical implementation of pioneering, sustainability-focused innovation and technology activities required to achieve the Port’s strategic net zero and environmental objectives, as outlined in the ambitious Tyne 2050 strategy. Eleni also manages relationships and collaboration opportunities with sustainability, commercial, R&D and academia partners to develop innovative environmental solutions and to co-create energy test-bed opportunities for the Port and its customers. Driven by her enthusiasm and energy, Eleni is also undertaking a part-time PhD at Newcastle University focusing on green and smart ports. In her role at the Port of Tyne and PhD research, Eleni is looking at multiplying the advantages of new technologies and innovative business ideas, through the collaboration of pivotal stakeholders from academia and industry, with a common goal to achieve a green, sustainable and smart future for the maritime sector.

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Session 3 - Conference Paper

Tyne 2050 and the transformational journey to be a centre of excellence for clean energy, digitalisation, decarbonisation and innovation” SYNOPSIS “An insight into the delivery of Tyne 2050 and the UK’s first Maritime Innovation Hub, sited at the Port of Tyne, looking at the efficiencies that can be made through digitilisation, decarbonisation and innovation in the maritime industry.” Port of Tyne Port of Tyne is one of UK’s most innovative and efficient deep-sea ports handling a diversity of cargoes across five continents, ranging from cars to containers and bulk goods to renewable energy and offshore. The Port operates under the trust ownership model, as it does not have any shareholders and all profits are reinvested back into the company to benefit future generations. Therefore, the investment, improvement and extension of the Port’s leading edge facilities in the River Tyne in North East England are a pivotal priority. The Port has 348 employees, supports over 9,300 jobs, covering 650 acres of land on both sides of the river and adding more than £557m to the economy. The Port of Tyne is a leader in innovative business change and is on a transformational journey to be a centre of excellence as the UK decarbonises, electrifies, digitises and automates its future. Three years ago, the Port of Tyne launched its strategic plan ‘Tyne 2050’ strategy and now, to celebrate the many milestones already achieved, a radical new brand identity and logo were established. ‘Tyne 2050’, fully aligned to the Government’s Maritime 2050 strategy and to the North East Economic Plan, is a long-term vision that will aim to see the Tyne become a gateway to help transform both the region and the maritime industry. The strategy is critical to sustaining the Port for the long-term and will help lead the way in key areas such as environment and technology as well as collaboration and innovation. The new brand identity captures the passion, dynamism and energy at one of the UK’s fastest changing ports. It also shows how much the Port has evolved and how it continues to diversify operations from solely focusing on traditional shipping activities, to become a world class hub for clean energy and maritime innovation. The Port of Tyne occupies a unique, deep water location at the mouth of the River Tyne, so it was important that this natural resource synonymous with the Port’s position within the local community was emphasised in the new brand identity. A key design element of the re-brand is a generative “kinetic Tyne”, a dynamic visual representing the River Tyne. Just like the fluidity and expansiveness of water, this innovative visual icon enables the brand identity to be continually in ‘motion’, just as the Port continues to evolve and is open for business 365 days a year. Communicating the Port’s significant recent achievements and ambition, the new identity includes the brand mantra ‘No Ordinary Port.’ The new branding is intentionally unlike anything else within the maritime industry today and marks a radical new phase in the Port of Tyne’s strategic development plans.

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Session 3 - Conference Paper Linked to the ‘No Ordinary Port’ strategic message are three other key sub-messages – each linking the Port’s core values with its commercial achievements. These include: • Built on Trust – as a Trust Port, the Port of Tyne is entirely self-funding; • Pioneering Sustainability – expected to be net zero by 2030, the Port is the operations base for the world’s largest offshore windfarm and becoming a hub for electric vehicle manufacturing; • Driven by Innovation – the Port will soon be implementing site wide 5G and has been home to UK Maritime’s only Innovation Hub, a centre of excellence for cross- industry collaboration and knowledge transfer since 2019. Clean Energy As further evidence of the Port’s commitment to becoming a clean energy enterprise and innovation hub, Port of Tyne has launched the 200 acre Tyne Clean Energy Park, to provide a convenient, versatile strategic base for the North East’s rapidly growing renewable energy sector. Tyne Clean Energy Park offers a high degree of flexibility for the offshore wind supply chain and the Park’s first tenant is Equinor, who are building the operations and maintenance base for the world’s largest offshore windfarm - Dogger Bank, a joint venture between Equinor, SSE Renewables and Eni. Moreover, and as part of the ambitious ‘Tyne 2050’ strategy, the Port aims to become a ‘Clean Energy Testbed’ through appropriate partnerships and collaboration with sustainability, commercial, R&D and academia partners to develop innovative environmental solutions and to co-create testbeds for new clean energy solutions for the Port and its customers. Decarbonisation In line with ‘Tyne 2050’s’ ambitious net zero roadmaps, the Port of Tyne aims to become ‘Carbon Neutral by 2030’ and an ‘All-electric port by 2040’. Currently the Port is working through an innovative asset electrification programme, which involves the conversion of legacy materials handling assets from diesel to low carbon electricity, and has already cut carbon emissions by some 27%. The Port has also invested in a new fleet of electric vehicles, LED lighting in every building and asset, smart energy monitoring meters and a team is managing the installation of solar panels on warehouse buildings. The Port is responding to the switch to sustainable fuels, by trialling HVO (Hydrotreated Vegetable Oil) fuel and is looking at plans for a decarbonised fleet of port vessels. To support the ambitious goals for decarbonisation, the Port of Tyne has also demonstrated a blueprint for decarbonisation of UK ports, and unveiled a new sustainable smart port platform – the Clean Tyne Project – that will provide a blueprint for its transition to net zero. As part of the Clean Tyne Project, the Port of Tyne and Siemens have worked with Connected Places Catapult, Newcastle University and the North East LEP to deploy a real-time digital platform for scenario planning and feasibility studies that will help determine the future power needs of the Port. Understanding its current and forecast power usage as well as its infrastructure opportunities will enable the Port to define its path to decarbonisation – and ultimately achieve its vision of becoming a net zero port by 2050. The Clean Tyne project was granted funding by the Department of Transport to create a blueprint for the decarbonisation of the UK’s ports. The project is part of the Clean Maritime Demonstration Competition, which sees £30m in total invested in a number of initiatives to reduce emissions from the maritime sector.

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Session 3 - Conference Paper

The project consortium has built on its extensive technical expertise, academic research and wider industry knowledge to integrate multi-vector renewable energy information into the purpose-built digital port platform. This allows the partners to determine which renewable energy implementations will offer the greatest benefits to the Port and what capacity it will need from the Grid going forward ensuring the optimisation and resilience of clean energy supplies for shore power, land-based infrastructure and other use cases. By using this form of planning, the Port of Tyne can evaluate the benefits of introducing new technology solutions before implementing them, thus minimising risk. The planning will focus on multiple areas including optimised operations, Grid compliance and flexibility, enhanced communications using 5G, the electrification of shipping and logistics, the reduction or avoidance of fossil fuels and the development of new digital skills. The digital platform will play a fundamental role throughout the Port’s decarbonisation journey by supporting the creation of business cases, budget planning and investment cases. It will also allow the project consortium to assess the technical, environmental and economic impact of the Port. Digitilisation & Innovation The Port of Tyne is the first UK port to join the Connected Ports Partnership, a global data and resource sharing initiative, thus being at the forefront of driving innovation across the North East’s international logistics cluster. Connected Ports is an innovative, world-leading collaboration between a network of global operators, which include the Ports of Rotterdam, Gdansk, Helsinki, Hamburg and Los Angeles. In order to take major steps forward in the efficiency and cost reduction of world trade lanes and reduce carbon emissions, it is necessary to have a shared logistics system. Through pooling data and resources, the Connected Ports partners aim to transform the way ports operate, learn from each other and to co-create a global hub of connected ports by extending important maritime developments such as data standardisation. The first step in joining the partnership will see the Port of Tyne advance shared technology to co-develop a mutual platform for monitoring shipping and environmental data. Connectivity is also one of the core pillars that will move the Port’s business forward and the ability to enable data-led decision making within the organisation is pivotal. Therefore, to be able to connect to all aspects of the business and to ensure information the right people at the right time. The Port is working closely with a 5G partner to enable the installation of a private 5G network, concentrating on the main operational areas initially. 2050 Maritime Innovation Hub The UK’s first 2050 Maritime Innovation Hub is an exciting partnership with Port of Tyne, Drax, Offshore Renewable Energy Catapult (OREC), Nissan, Connected Places Catapult, Accenture, Royal HaskoningDHV, Ubisoft and the Department for Transport. It’s the first hub of its kind and is fully aligned with the government’s Maritime 2050 strategy. The 2050 Maritime Innovation Hub inspires partners to collaborate to develop solutions to technological challenges facing the maritime sector and the wider logistics industry both nationally and globally. It acts as a catalyst for sharing ideas, harnessing research and development, advancing technology and tackling shared challenges. Maritime innovation has always been important and never more so than now, as the community collectively addresses the challenges and opportunities for UK maritime in a post Covid world. The 2050 Maritime Innovation Hub has hosted over 20 events, welcoming hundreds of businesses and academics from diverse industries - including space, defence, renewable

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Session 3 - Conference Paper energy, the rail industry, the RAF, data science and AI - to share ideas, concepts and strategies. The Hub’s events programme has also included a hackathon and an Innovation Live forum, where high tech start-ups pitched their business ideas to win funding. The 2050 Maritime Innovation Hub creates opportunities to raise awareness about how the maritime industry can benefit from advanced technology and innovation techniques, collaborate and learn, allowing the Port to stay at the forefront of maritime innovation.

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Session 3 - Speaker

RAOUL TAN Director Naviporta, Port of Rotterdam International

BIOGRAPHY On a mission to build a global network of connected ports, strong believer that co-creating and collaboration are vital for sustainable port models, that doing business is about creating the most added value for your customers and taking efficiency measures is the first step in the transport and logistics industry towards reducing the carbon footprint and meeting global sustainability goals. Holding a Master degree in Business Management from Nyenrode Business University and 10+ years of experience in generating business and setting up new business units which are aimed to enable organizations to utilize the full potential of data, digitalization and emerging technologies as key driver for business value and new business models. Heading Port of Rotterdam’s blockchain start-up Naviporta; at Naviporta everything starts and ends with our mission: “Propel seamless global trade through the elimination of any waste in the global supply chain”. We have a vision of a world where shippers and logistic service providers are empowered to make every (container) shipment easier, more efficient and more sustainable than the one before. Not an easy ambition to accomplish – however we’re not here for easy. We’re here for the better

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Session 3 - Conference Paper

Blockchain solution Quay Connect streamlines the trade and customs clearance process into the United Kingdom (UK) Each year, around 360 billion euros worth of goods are exported from the EU to the United Kingdom (UK) (parliament.uk, 2021). Brexit has led to sharply tightened customs formalities resulting in more administration and additional costs for exporting goods to the UK. Prior to leaving the EU, goods moved freely between the continent and the UK, with little or no formalities. For example, goods produced or imported into the EU could be sold within the UK, without the need for additional health and safety checks at the border. On January 31st, 2020, the EU and UK agreed on the terms and conditions under which the UK would leave the EU and the new arrangements between the partners in the so called Withdrawal Agreement and Political Declaration. A transition period keeping most of the pre-Brexit arrangements in place officially ended on the 31st of December 2020. On Christmas Eve 2020, the EU and the UK struck a last-minute deal on how to regulate future trade. This new regulation, as laid down in the Border Operating Model (UK Government, 2021), constitutes a phased approach towards tariff-free, quota-free access to each other’s markets for goods — but not services. However, the actual implementation of the model comes with a considerable administrative burden for both exporter and importer. Not only are they required to declare their goods upon import, but also these goods are now subject to more extensive checks from UK customs (HM Revenue & Customs)i, as well as other authorities, such as the Border Forceii and the Department of Environment, Food, and Rural Affairs (DEFRA)iii. As part of this phased approach, new regulations were introduced on the 1st of January 2022. The exact implementation, however, differs per port in the UK. Add to that the complex rules of origin, the individual trade deals that exist between the UK and the rest of the world, the pandemic, and global supply chain issues and it is easy to see why many importers and exporters have trouble in meeting these new customs requirements. Companies who do not meet the requirements face delays, additional paperwork, and fines. It was for this reason that a new service called Quay Connect, a solution for automated customs clearance, was developed on Naviporta; the neutral blockchain platform for the logistics industry.

First service on the Naviporta platform Quay Connect is developed in collaboration between Port of Rotterdam Authority, Blocklabiv, Azarcv, and the operator of CCS-UKvi, British Telecomvii. Built on Naviporta, Quay Connect provides a seamless and direct interaction between the system of the exporter, the Dutch port community system (PCS) ‘Portbase’ and the UK Cargo Community System (CCS). CCS connects the various members of the cargo community in a digital and distributed way. This community includes not only the HMRC, but also freight forwarders, importers, and haulers. All this together, ensures secure, reliable, and fast verification of information thereby creating a seamless and fully automated flow of information between all involved parties resulting in considerable savings in both time and money. The following steps have been integrated in the solution: 5 5 5 5

Preparing, submitting, receiving, and handling of the required customs documents in a digital fashion. Document management of the required underlying documentation such as packing-list, sales order etc. Tracking and tracing of the shipment using an intuitive user interface. Creating and signing e-CMR, providing immediate digital proof of pick-up and delivery the shipment.

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Session 3 - Conference Paper Common frame of reference for all involved parties The blockchain infrastructure by Naviportaviii allows for assets, such as documents, and datasets, originating from the often siloed systems operated by the various cargo community members, to be uniquely registered based on their cryptographically generated hash key without revealing any sensitive data on the blockchain. Moreover, users of Naviporta remain in full control of their data as the infrastructure does not store any of their data on the infrastructure ensuring strict neutrality and at the same time analysis and monetization of user data is completely excluded. All this results in a common frame of reference over the siloed systems for these assets, which in turn enables the generation of several proofs. These are: 5

Proof-of-existence: by publishing the hash of the asset on the Naviporta blockchain, a company provides proof that this document existed at a given point in time.

Proof-of-integrity: when a company shares the underlying asset with a cargo community member, this member can verify whether this asset is the same as the asset that has been registered on the blockchain. Even the smallest change will result in a different hash key for that asset thereby providing evidence that the has been tempered with.

Proof-of-origin allows authorized users to retrieve the origin of an asset registered on the Naviporta blockchain.

Proof-of-ownership allows authorized users to verify who is the owner of a particular asset.

Furthermore, various oracles such as Portbase or CCS are connected to Quay Connect, thus ensuring that validated data is available throughout the various process steps. This in turn facilitates automation of the import customs formalities, providing unprecedented levels of workflow automation without the need for all the cargo community members to use the same system. The user interface not only provides information about relevant tracking points within the customs declaration process, such as declaration submitted, approved etc., but also whether the goods have been picked- up and delivered. These features help improve customer service.

The practical implementation Speed is crucial for the export of perishable goods which is why Brexit has had major implications for the agri-food sector. On both sides of the border, the involved trading parties have experienced a 3% increase in costs. This has an impact on the entire chain, from buyer to retailer to consumer. It was for this reason that Quay Connect has initially been put to the test by the agri-food sector and has been piloted in collaboration with the Dutch Fresh Produce Centreix and ABC Logisticsx. Daco Sol, Programme Manager Logistics & Supply Chain at Dutch Fresh Produce Centre says this: ‘Quay Connect is a game-changer for the whole industry, but especially for companies that export fresh goods to the UK. This digital service fosters trust, transparency and greater efficiency in the logistics chain that focuses on exports to the UK.’ ABC Logistics is one the first commercial users of the platform. The company exports fruits and vegetables from all around the world to the UK and benefits from fully automated and digitised flow of documentation. The first live shipments have already been carried out, resulting in the following advantages: 5 5 5 5 5

Cost savings between 30 – 60% per customs clearance Faster and more efficient processing of documents and goods (>20% faster) Less manual work Lower risk of errors Better insight into the status of the cargo

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Session 3 - Conference Paper Quay Connect is live and available for companies that want to streamline their customs process. It is a plug & play solution that can be integrated based on different commodities and incoterms easily. More information about this solution can be found here: https://naviporta.com/quay-connect/

About Naviporta Naviporta is an open and neutral platform underpinned by blockchain technology and with interoperability at heart. Initiated by Port of Rotterdam Authority, the platform secures neutrality by launching a global consortium with leading port authorities. Naviporta envisions to empower shippers, freight forwarders, and logistic service providers to make every (container) shipment easier, more efficient, and more sustainable. The power of the network is that each company connects just once and is automatically connected to many other digital solutions. In the near future, additional services will be joining the platform and hereby introduced to the market, enabling shippers and logistics companies to further optimise their supply chains. Read more about Naviporta here: https://naviporta.com/ Bibliography UK Government. (2021, July). government/publications/the-border-operating-model. Opgehaald van www.gov.uk: https://www.gov.uk/government/publications/the-border-operating-model

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SESSION 3 PANEL TOPIC

Digitalisation & Innovation – Can we benefit from this now?

Session 3 - Moderator

NICK LAMBERT Co-Founder and Director, NLA International

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Session 3 - Panellist

NORBERT W.M. KOUWENHOVEN Strategy & Innovation Advisor Dutch Customs Administration

BIOGRAPHY Norbert Kouwenhoven started in 2021 at the Dutch Customs Administration. He is responsible for their automated detection program, aimed to ensure optimal insights in the quality of cargo crossing the EU border. These insights are used to facilitate trade, enforcement workforce planning and collecting customs duties. Before this Norbert was a member of IBM´s Core TradeLens Team (Customs and Authorities Lead), and Solutions Leader for IBM EU in the area of Customs, Immigration and Border Management. In that role he focused on Customs projects in the European Union and was involved in customs projects in the Netherlands, Belgium, United Kingdom, New Zealand, United States and more.

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Session 3 - Panellist

RICHARD BALLANTYNE OBE Chief Executive, British Ports Association

BIOGRAPHY Richard Ballantyne joined the British Ports Association in 2007 and became the Chief Executive in 2016. He represents the BPA on a number of industry bodies and is a member of a wide range of government stakeholder groups and international committees. Richard has in-depth expertise in ports, transport and environmental policy matters as well as a wide experience of the legislative process around the UK. He is a Director of Maritime UK and was previously a Director of Port Skills and Safety Ltd. Before joining the BPA Richard spent five years at a Westminster political consultancy and was previously an MP’s researcher in the House of Commons.

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Session 3 - Panellist

ANDRE FABIK Technical Sales Manager, L3Harris

BIOGRAPHY Andre joined L3Harris as Technical Sales Manager in May 2021 after 6 years in the commercial hydrographic survey sector, and before that 16 years in the Royal Navy as a hydrographer. He now leads on providing L3Harris’ unmanned vessel solutions to the survey, offshore energy and research sectors and supporting adoption of unmanned technology across the maritime domain.

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