“Green smoke” for FuelEU and AFIR
FEPORT congratulates the institutional negotiators who have been able to reach an agreement on FuelEU and AFIR as these two pieces of legislation are certainly corner stones of the “Fit for 55” proposals concerning the maritime sector.
To achieve a successful rollout of shore-side electricity, different actors in the port/maritime ecosystem will need to collaborate and be aligned. Port authorities have a central role in the administration and management of port infrastructure, including alternative fuels infrastructure such as OPS. At the same time, terminal operators need to be closely involved in the process as the installations will occupy a significant amount of space on the quayside, hence affecting the terminals’ operations. Coordination will also be needed with the electricity provider and with the shipping sector so that supply matches with demand.
As the deployment of OPS is such a complex logistical puzzle, FEPORT has always pleaded for OPS to be provided at those locations in the port (such as berths or terminals) where it makes the most environmental and economic sense and hopes that the implementation of AFIR will respect this principle.
Terminal operators have very limited impact on the effective use of shore power. The decision to invest or not in OPS should therefore remain a voluntary commercial decision based on expected return on investment. It is also crucial in this respect that the level playing field between ports is preserved thanks to a clear and harmonized legal framework regarding the responsibility for investments in OPS.
FEPORT reiterates that the implementation of AFIR should be consistent with existing pieces of EU legislation, especially article 2(5) of the Port Services Regulation as well as the 2023 amendment of the General Block Exemption Regulation.
The deployment of shore-side electricity implies huge investment costs and risks. Voluntary demand from shipping lines to use OPS prior to the deadline imposed by the new regulatory requirements will certainly contribute to limit faster air pollution emitted by ships in ports.
In this respect, FEPORT hopes that the fact that FuelEU Maritime will finally allow for the use of OPS or another zero-emission technology will not lead to more uncertainty regarding the effective use of OPS by shipping companies.
Giving the possibility to shipping companies to adopt another "technology neutral” solution entails a more significant need for public funding, as private investors are deterred from taking financial risks to propose a service that might not be used by their customers.
The revenues that will be raised via the implementation of FuelEU Maritime and the application of EU ETS to maritime shipping provide an excellent opportunity to mobilize public funding to support the rollout of shore-side electricity. The EU Commission’s upcoming examination of the resource needs of the Connecting Europe Facility should also be carried out bearing in mind the need for public funding to support the rollout of alternative fuels infrastructure in ports.
Such funding programs should also consider the technical needs of terminals and the costly adaptations of terminal superstructure that will be required for a successful rollout of OPS and clean fuels.
28.02.2023 – 62nd meeting of the Trade Contact Group - Brussels
On the 28th of February, FEPORT attended the 62nd meeting of the Trade Contact Group which was held in hybrid form, online and at the Centre Albert Borschette (CCAB) in Brussels.
During the meeting, participants from the business community and the European Commission (DG TAXUD) discussed topics such as the UCC IT implementation, reform of the Customs Union and the implementation of the Carbon Border Adjustment Mechanism.
Regarding IT implementation, the UCC Annual Progress Report 2022 was discussed as well as the Commission derogations granted to Member States.
The priorities of the upcoming UCC reform proposal were presented which will include, for example, strengthened risk management, risk analysis of supply chain data and data-sharing between customs and other authorities. Al so the creation of an EU customs authority in charge of some operational risk analysis related tasks was alluded to, as well as the setting up of an EU customs data hub.
07.03.2023 – FEPORT at MACN event on integrity in maritime supply chains - Hamburg
On the 7th of March, FEPORT participated in a public event held at Kühne Logistics University in Hamburg. The Conference was organized by the Maritime Anti-Corruption Network, a global business network working towards the vision of a maritime industry free of corruption that enables fair trade to the benefit of society at large.
During the event, shippers, freight forwarders, shipowners, port authorities and terminal operators discussed how best to advance integrity in maritime supply chains. The event included speakers from academia, port authorities, and MACN staff and members.
08.02.2023 – EU ETS Maritime: Managing bodies of Europe's ports and Private Port Operators welcome Commission monitoring of carbon and business leakage, but call for early and robust action against evasion - Brussels
On the 13th of March 2023, the European Parliament is expected to vote on the political agreement for the revised EU Emissions Trading System (ETS).
ESPO and FEPORT welcome the inclusion of maritime in the EU ETS as part of decarbonising shipping.
The revised ETS system will apply to maritime shipping and, after a phase-in period between 2024-2026, will require shipping companies to submit allowances covering 100% of emissions on intra-EU voyages (between two ports in the EU) and in ports, and 50% of emissions on extra-EU voyages (between a port in the EU and a port outside the EU).
Managing bodies of Europe’s ports (ESPO) and private port companies and terminal operators (FEPORT) support financial incentives to speed up the greening of shipping. Nonetheless, the geographical scope of the EU ETS Maritime agreement could still lead to evasive port calls where shipping companies can avoid paying into the ETS by adding a call to a port outside the EU, or by reconfiguring their routes.
Evasion will threaten the integrity of the ETS, leading to higher emissions from longer voyages whilst failing to push shipping companies to green their operations. Fewer allowances being auctioned will mean less revenues available for the decarbonization of the sector. Finally, evasive port calls will negatively affect employment and business activity in certain ports in the EU, and undermine their strategic role as hubs of transport, renewable energy, and connectivity.
More is needed to ensure monitoring and effective prevention of carbon and business leakage from EU ETS Maritime
It is a positive signal that the political agreement takes the risks of evasion into account, and ESPO and FEPORT appreciate that the Commission will monitor and report on the impacts of EU ETS Maritime on port traffic, port evasion and traffic shift of transhipment hubs. Port managing bodies and terminal operators strongly support thatthe Commission acts as soon as evasion is identified.
FEPORT and ESPO also value the co-legislators’ efforts to introduce a definition of “port of call” which excludes stops in container transhipment ports neighbouring the EU, to be defined via Implementing Acts.
However, in order to ensure successful monitoring of carbon and business leakage and take timely restorative measures, additional factors should be considered:
- • Early Warning: Once evasion is established, and trading routes have changed, it will be very difficult to reverse the negative development. The Commission’s intention to use AIS data and data from customs (to assess whether there are changes in maritime traffic) and the value of the goods imported and exported via EU ports, as indicators of potential evasion. However, these indicators only identify evasion after it has already taken place. The EU Commission should therefore use additional parameters that allow the early detection of evasive port calls and reconfigurations of shipping routes before they become irreversibly entrenched.
- • Consider possible distortions and evasion from all non-EU competitors: The EU Commission should monitor cargo diversion via all relevant non-EU ports, not only those ports where the total share of container transhipment traffic exceeds 65%. If cargo diversion also takes place via ports or terminals below this threshold, this latter should be lowered or abandoned immediately.
- • Stakeholder involvement: Port authorities, terminal operators and trade unions should be involved in the monitoring of the impact of EU ETS Maritime, and be continuously consulted on possible evasive trends. Both the European Port Forum and European Sustainable Shipping Forum should be consultative for the EU Commission in this respect.
- • Holistic approach: When monitoring the impacts of EU ETS Maritime, the focus should be on the cumulative impacts of the Fit for 55 package. This is especially true in the case of FuelEU Maritime. The impact of the current spike in energy prices on the competitive position of ports in the EU should be considered, as well as the trade and state aid policies of the EU’s competitors.
- • Use the revenues from EU ETS strategically: The decarbonization of the sector will require significant investments in green refuelling and recharging infrastructure in ports as well as adaptations of port superstructure. ESPO and FEPORT very much welcome that revenues from the maritime ETS will support maritime decarbonization through dedicated calls under the Innovation Fund. A significant part of the ETS revenues should be invested in ports in the EU via dedicated EU and national calls. The revenues should be allocated to EU Member States based on port calls to ensure that investments in decarbonisation can be made in locations where the emissions take place.
Evasion from the maritime EU ETS is a serious concern that continues to pose a threat to the credibility and robustness of the EU ETS. Early action is crucial as changes in port traffic and the reconfiguration of shipping routes are almost impossible to reverse once they occur.
ESPO and FEPORT are committed to supporting the EU Commission in its efforts to monitor carbon and business leakage and in swiftly adopting preventive and restorative measures.
15-16.03.2023 – TIC 4.0 General Assembly - Hamburg
FEPORT Secretary General, Ms Lamia Kerdjoudj has participated to TIC 4.0 General Assembly meeting held in Hamburg at Akquinet’s headquarters. After a visit of EUROGATE terminal, the meeting provided a good opportunity to present what TIC 4.0 members have achieved so far.
Among others, TIC 4.0 Vice President Mr Norbert Kettner, Secretary General Mr José Andrés Giménez Maldonado, Chair and Vice Chair of the Operation Council Mr Francisco Blanquer and Ms Luisa Kempf underlined that not less than four (4) publications have been issued in 2022 and one in 2023.
Other concrete achievements include, the "We Talk TIC" logo is now more than a marketing instrument, as it means for companies displaying it: “We are (or we aim to) integrating the TIC4.0Standard Language and definitions in our port operations / in the equipment or solutions we supply to the port operators".
The “We Talk TIC” logo can be used by TIC4.0 members as well as by non-members active in the port terminal industry, meaning it is available for its use to the whole port logistics community.
From the terminal operator perspective, by using the "We Talk TIC Logo" the company expresses that is has already implemented or has an interest in implementing parts of the TIC4.0 Language and will require services, tools and pilots for testing, validating and implementing it.
From the equipment manufacturer and digital solution provider perspective, using the "We Talk TIC" logo expresses that the company’s products already integrate the first versions of the TIC4.0 Language, or that the company is willing to integrate TIC4.0 Language in their products to address their customer’s needs.
TIC 4.0 is also involved in an EU funded project FOR-FREIGHT “More efficient and effective multimodal freight transport nodes to increase flexibility, service visibility and reduce the average cost of freight transport”.
TIC4.0 role aims at assessing and providing knowledge to align the project developments with the already defined TIC4.0 standards ensuring that FOR-FREIGHT is developed according to the port-logistics technological and operational requirements.
SEAMLESS (Safe, Efficient and Autonomous: Multimodal Library of European Shortsea and Inland Solutions) is the other EU funded project in which TIC 4.0 is providing its contribution.
TIC4.0’s role is to provide knowledge to develop common operational and technological standards in the shipport call operative interfaces.
TIC 4.0 leadership team presented the 2023 roadmap and welcomed the new members who have joined recently the organization.
16.03.2023 – EU Court of Justice ruled that Amazon’s Luxembourg tax regime has to comply with OECD guidelines – Luxembourg
In 2017, Amazon's tax deal in Luxembourg was declared illegal by EU state aid regulators, and the company had to pay an extra 250 million euros in taxes. The decision was overturned on appeal by the General Court of the European Union, which said there had been errors in assessment.
The Commission challenged this to the EU Court of Justice and its appeal was heard on the 16th of March 2023, during which Amazon's Luxembourg tax deal was correctly assessed in light of guidance developed by the Organization for Economic Co-operation and Development (OECD).
The Commission’s challenge has been complicated by a recent judgment from the Court, claiming that state aid regulators reviewing tax deals had to assess whether they complied with national law, not with principles or rules drawn up by the Commission.
Advocate General Nils Wahl, in charge of drafting the EU Court of Justice's verdict on the case, pointed to language in the Court's case law stating that "parameters and rules external to the national tax system at issue cannot be taken into account unless that national tax system makes explicit reference to them." The Advocate General drew a difference between an explicit reference to the OECD guidance and "reflections" of the OECD guidance.
Michel Petite, representative of the tech giant, claimed that "Amazon does not contest that Luxembourg administrative practice took OECD guidelines into consideration, but the European Commission failed to examine how these guidelines were actually applied in practice at the time, as required by the court in its case law”.
Wahl also quizzed the Commission on whether its appeal against the lower-court ruling was admissible, given that the EU Court of Justice only rules on questions of law and not facts. "Contrary to the Commission's claims, the General Court's judgment does not contain any such distortions."
Moreover, Advocate General Juliane Kokott, said she would deliver her non-binding legal opinion on June 8, which will be followed by a judgment at a later date.
16.03.2023 – EU Commission presents Net-Zero Industry Act - Brussels
On the 16th of March, the EU Commission proposed the Net-Zero Industry Act (NZIA) which aims at scaling up the manufacturing of clean technologies in the EU.
The aim of the Act is to develop sufficient domestic (EU) manufacturing capacity to allow the EU to cover at least 40% of its deployment needs for net-zero technologies by 2030.
This production benchmark will apply to a number of technologies which the NZIA labels as strategic such as onshore wind technologies, electrolysers and fuel cells, and grid technologies.
The NZIA will, among others, be based on the following pillars:
- Setting enabling conditions: the act should improve conditions for investment in net-zero technologies by enhancing information, reducing administrative burdens and by simplifying permit-granting processes.
- Accelerating CO2 capture: the Act sets an EU objective to reach an annual 50Mt injection capacity in strategic CO2 storage sites in the EU by 2030, with proportional contributions from EU oil and gas producers.
- Enhancing skills: the NZIA introduces Net-Zero Industry Academies which should contribute to quality jobs in the sectors identified as essential.
- Facilitating access to markets: to boost diversification of supply for net-zero technologies, the Act requires public authorities to consider sustainability and resilience criteria for net-zero technologies in public procurement or auctions.
On the 16th of March, the EU Commission also issued a Communication on the European Hydrogen Bank.
The main objective of the Hydrogen bank will be to promote the production of renewable hydrogen domestically as well as imports from international producers to European consumers. The European Hydrogen bank will connect supply to demand by European off-takers and thus establish an initial market for renewable hydrogen. It will launch an auction under the Innovation Fund in autumn 2023 for supporting the production of renewable hydrogen for European hydrogen producers.
Source: European Commission
17.03.2023 – FEPORT welcomes 2023 amendment of the General Block Exemption Regulation and reiterates the need for AFIR to be consistent - Brussels
On the 9th of March, the European Commission endorsed a targeted amendment to the General Block Exemption Regulation (GBER) to further facilitate, simplify and speed up support for the EU's green and digital transitions, in line with the Green Deal Industrial Plan.
FEPORT strongly supports the adoption of this targeted amendment, as it continues to cover public investments of up to €150 million in seaports.
Investments for the construction, replacement or upgrade of port infrastructures are included meaning that, as long as the mentioned threshold is not surpassed, aid can be granted without the need for prior notification.
The new definition of “port infrastructure” as introduced in the 2023 amendment explicitly includes green refuelling and recharging infrastructure in ports supplying all transport modes and mobile terminal equipment.
Governmental support for the rollout of green refuelling and recharging infrastructure in ports is crucial in order to ensure that the ambitious targets for the provision of onshore power supply at berth as laid down in the upcoming Alternative Fuels Infrastructure Regulation are met. Creating a supportive environment for ships and hinterland transport modes to decarbonise is also important in view of the need to reduce air pollution in ports.
In addition, it is very positive to note that the amended GBER now explicitly exempts aid for refuelling and recharging infrastructure supplying mobile terminal equipment. Aid for such infrastructure is key in speeding up the decarbonization of cargo handling operations and will contribute to the competitive position of terminal operators in the EU.
FEPORT also welcomes the 2023 amendment including the clear definition of refuelling and recharging infrastructure which reiterates that it forms part of “port infrastructure”, meaning that the “managing body of the port” as defined in article 2(5) of the Port Services Regulation remains the party responsible for the management and administration of this infrastructure.
FEPORT underlines the need for negotiators, in the framework of the ongoing trialogue negotiations on the Alternative Fuels Infrastructure Regulation (AFIR), to take into account the definitions as provided in the Port Services Regulation and reiterated in the 2023 amendment to the GBER.
 See article 4(1)(ee) of Regulation (EU) No 651/2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty (consolidated version)
 In added point 157 of the 2023 amendment to the GBER, “port infrastructure” is defined as “infrastructure and facilities for the provision of transport related port services, for example berths used for the mooring of ships, quay walls, jetties and floating pontoon ramps in tidal areas, internal basins, backfills and land reclamation, infrastructure for the collection of ship-generated waste and cargo residues and recharging and refuelling infrastructure in ports supplying vehicles, mobile terminal equipment and mobile ground handling equipment with electricity, hydrogen, ammonia and methanol”.
21.03.2023 – EU Commission’s workshop on the impact ofdigitalization and automation in the transport work force – Brussels
On 21st of March, FEPORT participated to the Commission’s stakeholder workshop on the impact of digitalisation and automation in the transport workforce. The event gathered representatives of employers’ organisations, trade unions and public authorities who exchanged about the challenges related to the digital transition in transport and discuss possible solutions.
The main objective of the workshop was to discuss a draft Commission recommendation on the means to mitigate the impact of the transition to automation and digitalisation on the transport workforce. The document comes from the implementation of the action point 69 of the Sustainable and Smart Mobility Strategy, and proposes several recommendations in this regard, including awareness-raising, reskilling and upskilling of workers, improving working conditions, management change and funding of the transition.
Participants advised the Commission to better identify the challenges related to the digital transition in view of the fact that digitization and automation could have different impacts on transport workers.
To conclude, participants believed in the Social Dialogue as an important way of the transition and that it should be supported by all parties, such as: employer organizations, trade unions and public authorities. In addition, they also pointed out that the upskilling and reskilling of workers remains crucial.
The Commission plans to publish its final recommendation by the end of 2023.
23.03.2023 – Provisional Political Agreement FuelEU – Brussels
On the 23rd of March, European Parliament and the Council reached a provisional political agreement on FuelEU Maritime which will require ships to gradually reduce the GHG intensity of the energy they use between 2025 and 2050 based on the below timeline.
The requirements will apply to all (100%) of energy used on intra-EU voyages (between two EU ports) and half (50%) of energy used during extra-EU voyages (between a port in the EU and a port outside the EU).
The Regulation will also require ships to use onshore power supply as of 2030, with some exceptions applying until 2035.
Now that the negotiators of the European Parliament and the Council have reached an agreement, both institutions’ formal adoption is needed before the Regulation can enter into force.
Source: European Parliament
27.03.2023 – The European Court of Auditors (ECA) publishes a report on Intermodal Freight Transport – Luxembourg
On the 27th of March 2023, the European Court of Auditors (ECA), published a report titled “Intermodal freight transport: EU still far from getting freight off the road”. The report aims to inform policymakers and stakeholders about the effectiveness of the EU’s regulatory and financial support for intermodal freight transport since 2014, assessing whether the EU targets on intermodality were well designed and monitored and whether the EU legal framework was fit for purpose.
The main findings of the audit are the following:
- Intermodality is about taking advantage of the relative strengths of different transport modes: for instance, even though it is true that road transport is the most flexible mode for transporting freight, as it provides a door-to-door journey, it is also true that rail or inland waterways offer a better safety and environmental performance and can reduce pressure on congested roads (see figure below).
- EU’s regulatory and financial support on intermodal freight transport was not sufficiently effective as there was no level playing field for intermodal freight transport, due to regulatory and infrastructure barriers. The Commission does not have a dedicated EU strategy on intermodality, which instead appears to be part of broader strategies on greening freight transport and modal shift.
- The Commission has not set quantitative targets for intermodality and has set unrealistic targets for greening freight transport for 2030 and 2050. In this regard, EU member states have not aligned their national targets with those of the EU, sometimes even being more ambitious than those of the Commission in terms of the required annual growth rate. Moreover, the Commission’s monitoring of the achievement of the EU targets has been significantly hampered by a lack of data from Member States
- Some EU legal provisions reduce the incentives for intermodality while others are outdated, such as the Combined Transport Directive, which is the only piece of EU legislation specific to intermodal transport.
- There is a lack of easily accessible information on intermodal terminals and on real-time network capacities. Moreover, the reports shows that the EU infrastructure network is not yet fit for intermodality needs, however underlining that TEN-T revision is a valid opportunity to improve the situation.
- The implementation of EU-funded intermodality projects was delayed in a number of cases, and they did not systematically estimate the results on modal shift.
In light of these findings, the Court of Auditors recommends the Commission to:
- Set targets regarding the modal share along the Core Network Corridors and report on them.
- Prepare regulatory changes to improve the competitiveness of intermodal transport.
- Lay the groundwork for a coordinated assessment by member states of intermodal terminal needs.
- Assess the modal shift potential in cost-benefit analyses for EU-funded project.
Source: European Court of Auditors
28.03.2023 – Institutional provisional agreement on AFIR – Brussels
The European Parliament and the Council have announced that a provisional agreement was reached on the proposal to revise the Alternative Fuels Infrastructure Directive (AFIR) during the fourth round of trilogues held on 27 and 28 March.
The Regulation is consistent with the provisional agreement adopted on the FuelEU Maritime proposal on 23 March 2023, which requires seaports hosting at least 50 calls of large passenger ships or 100 calls of container ships to provide shore-side electricity for these ships by 2030.
The agreement will have to be formally approved by the European Parliament's Committee on Transport and Tourism (TRAN) and adopted as the Parliament's position at first reading. The Council will then need to adopt the Parliament's first reading position.
Source: EU Parliament
29.03.2023 – FEPORT at Salon International du Transport et de la Logistique (SITL) – Paris
FEPORT Secretary General, Ms Lamia Kerdjoudj has been invited to participate to a panel discussion moderated by Hervé Deiss (Ports et Corridors) regarding the green transition in the maritime sector in the framework of the Salon International du Transport et de la Logistique (SITL).
Participants to the panel discussion included representatives from the Port of Brest, Nantes Saint Nazaire, ESPO, Port of Marseille, Clasquin and Sogestran and FEPORT. The theme was decarbonatization in the maritime sector, how ports are investing in this respect and under which conditions the Fit for 55 proposals will speed up the reduction of emissions.
It was very interesting to hear the views of a freight forwarder like Clasquin who is constantly comparing the different carbon footprint of different transport option before making its decision.
Sogestran’s representative explained that Inland Waterways Transport is making its way as a real alternative to road transport but recharging and refuelling infrastructure at shippers’ berths will be crucial in the coming years.
All Port authorities’ representatives said that they were all “hands on deck” and that the amount of investments for the decarbonization of the sector and the energy transition are already significant and will continue to grow but cooperation with all members of the ecosystem will be essential too.
FEPORT Secretary General, Ms Lamia Kerdjoudj explained that to achieve a successful rollout of shore-side electricity, it is essential that different actors in the port/maritime ecosystem. Port authorities have a central role in the administration and management of port infrastructure, including alternative fuels infrastructure such as OPS. At the same time, terminal operators need to be closely involved in the process as the installations will occupy a significant amount of space on the quayside, hence affecting the terminals’ operations. Coordination is also needed with the electricity provider and with the shipping sector so that supply matches with demand.
As the deployment of OPS is such a complex logistical puzzle, FEPORT has always pleaded for OPS to be provided at those locations in the port (such as berths or terminals) where it makes the most environmental and economic sense.
These investment risks should not be shifted to private terminal operators by compelling them to invest in OPS as it is the case in some ports. Terminal operators have very limited impact on the effective use of shore power. The decision to invest or not in OPS should remain a voluntary commercial decision based on expected return on investment. It is also crucial in this respect that the level playing field between ports is preserved thanks to a clear and harmonized legal framework regarding the responsibility for investments in OPS.
29.03.2023 – European rail freight associations, rail freight CEOs and the chair of the TRAN Committee call for rail freight to be on the right track - Brussels
On Wednesday 29 March 2023, European rail freight associations, rail freight CEOs and the chair of the TRAN Committee have called on decision-makers to implement ambitious policies to concretely foster the transport of goods by train.
“In May 2020, we called for relaunching rail freight across the European Union, in order to achieve a 30% modal share by 2030. Three years later, this modal share has slightly decreased, although the volume has got higher”, said Karima Delli. While we face climate emergency and we must comply with our climate objective (carbon neutrality by 2050), rail freight is definitely part of the solution”, MEP Delli added.
In this statement, the stakeholders make several recommendations to facilitate modal shift as well as to achieve the 30% modal share by 2030.
Many issues are raised, such as track access charges, the implementation of the European rail traffic management system, relevant state aids regimes as well as a review of the governance regime of rail freight corridors.
Member’s News Corner
27.03.2023 – Finger scanning solution for container security has been introduced by DP World Antwerp
DP World Antwerp has successfully tested and introduced a fingerprint scanning technology, known as the Certified Pick-up (CPu) software, to improve security for container collection.
This technology consists in the pre-registration and control of truck drivers, enabling them to collect containers at the DP World terminal by matching the driver’s fingerprints to their specific container, via the container’s Alfapass.
DP World reported that almost 2000 companies have registered interest in obtaining CPu thus far, and expansion plans include onboarding inland shipping and rail.
“The success of our pilot project is the first step towards further rolling out CPu with all stakeholders and for all modes of transport in 2023. We are hopeful that the industry will see the benefits of increased security at container terminals and introduce this technology throughout the entire logistics chain”, stated the CEO of DP World Antwerp, Dirk Van den Bosch.
Source: Port Technology
Events supported by FEPORT
13.04.2023 – Shipping 4.0, Brussels
31.05.2023 – European Environmental Ports Conference 2023, Valencia
13-15.06.2023 – TOC Europe 2023, Rotterdam
05.04.2023 Port Policy Committee
13.04.2023 Board of Directors
03.05.2023 Environment, Safety and Security Committee
04.05.2023 Port Policy Committee
09.05.2023 Social Affairs Committee
30.05.2023 Customs and Logistics Committee
01-02.06.2023 FEPORT GA – Arles, Marseilles
21.09.2023 Board of Directors
26.09.2023 Customs and Logistics Committee
28.09.2023 Social Affairs Committee
04.10.2023 Environment, Safety and Security Committee
05.10.2023 Port Policy Committee
02.11.2023 Board of Directors
28.03.2023 ITRE Committee Meeting – Brussels
28-30.03.2023 ENVI Committee Meeting – Brussels
13.04.2023 TRAN Committee Meeting – Brussels
25.04.2023 REGI Committee Meeting – Brussels
03.07.2023 Sectoral Social Dialogue for Ports
09.11.2023 Sectoral Social Dialogue for Ports
Other meetings and conferences
18.05.2023 Livorno international conference
31-01.05.2023 European Environmental Port Conference 2023 – Valencia
13-15.06.2023 TOC Europe 2023 - Rotterdam