José M P Sánchez finished his architectural studies (Bachelor + Master) in 2011, both at Lisbon's Technical University, been awarded with the Top 20

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1 finished his architectural studies (Bachelor + Master) in 2011, both at Lisbon's Technical University, been awarded with the Top 20 Master students price. During his studies he spent an erasmus year in the IUAV in Venice, where he first studied the issue of relation between ports and cities. After Portugal he worked three years as an architect in Frankfurt am Main in Germany, for the office schneider+schumacher. During this stage he was responsible for competitions from different scales and participated in complex refurbishment projects. In 2014 José started the PhD in Urban Planning at Hamburg's Hafencity University, with a research titled: "City and port? City or port? The coexistence between City and Port, the Lisbon Case". During his research he has published several articles and presented his work in different congresses. He is responsible for the blog where he explains his research experiences. Since 2016 collaborates with the AIVP in several projects, including the Port Center step-by-step guide.

2 Personal comment on AIVP Lisbon study trip José Sánchez, scientific coordinator of the Study Trip The river Tagus has been the key element of Lisbon s identity over the ages. It was the river that connected the city with the sea and gave a natural gate to the oceans. Through these oceans the Portuguese explorers searched for new worlds. The maritime character of the city has been present since it was founded by the Phoenicians 3000 years ago, when they named Lisbon Alis Ubbo. The port has been a crucial element of this maritime past, and is a key element of the present and the future of the city. As it happened to many others port cities in Europe, the industrial revolution broke the traditional port-city relationship. The fluidity between, physically, emotionally, and institutionally, followed separate paths, increasing the detachment. During the 20 th century we saw how the port strengthened its independence and the city turned its backs to the river. Lisbon lost contact with its raison d être, the Tagus was cut from the urban center. Since the late 1980s the city and the port have reduced the symbolical distance separating them. The city wants to recover its natural connection with the Tagus, while the port has contributes with plans and projects to create a peaceful coexistence. In recent years, the Port Authority (APL), the municipality and several relevant actors have recovered a certain fluidity in the port-city-river relationship. The AIVP study trip was organized to understand the new port and riverfront projects, how they could impact the port-city relationship, and to comprehend the broader regional scale. The presentations by local experts explained the point of view of the actors and the complex processes from the inside. The new cruise terminal, the MAAT museum, new waterfront public spaces, future developments on the eastern riverfront, the Barreiro terminal project and the integration of the ports of Lisbon and Setúbal, were the main discussion topics. The regional development of port infrastructure is one of the biggest challenges in many port-cities. In the case of Lisbon and Setúbal the new law has altered the governance institutions. Both port-cities share the same region and hinterland, hence, the strategic integration seems necessary to compete in international markets. The trend to merge different PAs is not new, we have several examples in Portugal (e.g., PA of Leixões managing Viana do Castelo, or PA of Sines managing the ports of the Algarve), and we can also see examples in other countries (e.g. in France, HAROPA administrates the ports of Le Havre, Rouen and Paris; in Italy the ports of Savona and Genoa share the same PA, the same happens in Malmö and Copenhagen). However, one of the key characteristics of the case of Lisbon- Setúbal, is the fact that both ports are very relevant in the national and regional scales. Also, they have different port profiles, while competing in some sectors. This cooperation could provide strategic advantages to increase the added value produced by both ports. The new governance also provides a stronger position to negotiate in a global market where horizontal and vertical integration between carriers and other actors in the logistic chain is clearer than ever before. We will briefly comment the main topics discussed during the study visit and what lessons can we learn from the projects visited in Lisbon. The economic recovery path led by the tourism has created new opportunities for this historic city, but also new challenges. The traditional port-city relationship models are been tested in Lisbon. This case is excellent to test new theories or confirm the existing ones. Key urban and port strategic decisions have contributed to a new stage in the port-city-river relationship.

3 What is new in Lisbon? The first day of our visit had a clearer urban focus, although in most sites port activities were often present. The visits took place mainly on the central and western sections of the waterfront, where we can see new infrastructures, museums and public spaces. The eastern part is also being redeveloped, but the separation between port and city areas is clearer. In this part of the waterfront the pressure to connect the city with the river is less than other areas. The regeneration in this case is taken place on a bigger scale, profiting from the existing plot structure. An example of this process is the plan "Braço de Prata", by Renzo Piano. In this project, besides the 500 new apartments, the eastern river park is one of the key features. The new green space is currently being developed on former port territory that was handled to the municipality in The first stop in our visit was the new cruise terminal. This infrastructure is situated in the area of Sta. Apolónia, close to the old railway station, where the current smaller cruise terminal is. The project is practically finished, only missing the exterior landscape arrangements and small interior design elements. The core infrastructure is 100% functional, already welcoming ships. One of the most relevant characteristics was the process. In 2010 the architect João Luís Carrilho da Graça won the international competition to design the new terminal. The PA was responsible for the landfill in the former dock where the new infrastructure would be built. An international consortia, Lisbon Cruise Terminal (LCT), formed by 4 companies ( Global Ports Holding (GPH), Grupo Sousa, SA - Investimentos SGPS, LDA, Royal Caribbean Cruises Ltd and Creuers del Port de Barcelona) financed the project and got the concession for 35 years. The construction process suffered several delays, but finally this year the new terminal welcomed the first ships. Flexibility is one of the key concepts in the terminal. The space can be adapted for different types of ship, passengers, or even to other activities to be held in the building. Another important characteristic is the compact geometry and footprint of the construction, this was an important criteria for the jury when choosing the winning design. The surrounding area is free of any visual obstruction from the city to the river. When the trees are fully grown it will be an interesting space on the riverfront for local inhabitants and tourists. The public space is also an important element in the building. In this project the architect implemented for the first time in Lisbon an elevated public space close to the water. This design decision creates a new type of space, where the locals can see the city from a new perspective. In a way, democratizing a view that, until now, was reserved to cruise passengers. Mr. Ricardo Ferreira, the manager of the terminal, also explained how important is an efficient cooperation between the different actors involved, from the cruise lines, to the PA, to the tourism department, service providers or customs offices. Experts have explained that one of the problems affecting the port-city interface is the difficult articulation between international flows and local spaces. This articulation, including the proper governance structures and the interaction with local companies, is crucial to reinforce the possible added value that port functions can provide. Economic development is one of the three fundamental areas for a sustainable port-city relationship. The Ribeira das Naus The central section of Lisbon's waterfront has changed rapidly in recent years. The projects of the cruise terminal and Cais do Sodré station introduce a functional connection with the river. Between both transport hubs, the projects of Campo das Cebolas, Praça do Comércio, Ribeira das Naus and Cais do Sodré itself, have renewed the relation of the city with the river. All these projects have been developed during the past 20 years. The Ribeira das Naus was inaugurated in João Nunes, from PROAP, was the landscape architect, responsible for the design. The main concept was to establish a new connection with the water,

4 creating a sort of "beach". The second important idea was to enhance the existing heritage. The navy shipyard was in this area until the early 20th century, hence its name. The project recreates the ramps from where the ships would be launched to the water and recovered the former dry dock. The Ribeira das Naus has been a success since it was opened, although the crossing traffic issue remains unsolved. This problem forced a change in the project's materiality, in the connecting bridge. The pavement of the bridge had to be changed to asphalt instead of the original wood. Crossing Lisbon's downtown has been a problem since the 19th century. Different solutions have been discussed, but the financial and technical challenges have stopped any possible solution. There is an increasing flow of people, including new tourists or locals attracted by the new amenities, that struggle with the traffic to get to the final line of contact with the water. In the coming future the challenge will be even bigger, since the navy dock on the eastern side of Praça do Comércio will be open, connecting the river with the Campo das Cebolas, adding a new conflict point between cars and pedestrians. The MAAT On the same day, October 19th, we continued the study-trip visiting the MAAT museum. The new cultural facility was opened in October The MAAT museum is located in a strategic place, between Belém and Alcântara, close to the Cordoaria. During our visit we could see the influence the new building has on the relationship with the river. Although initially it was a bold design by Amanda Levete, the geometry, characterized by its fluid lines, dialogues peacefully with the surroundings. The new elevated public space creates once again a new perspective over the Tagus and the city on its back, just as it happens in the new cruise terminal. In the design is included a new bridge, that connects the riverfront with the urban area across the railway. Close by, we can also see the Museu dos Coches, where another pedestrian bridge is also integrated in the new design. Overcoming the infrastructural barrier has been one of the main challenges in the relation between river and city in Lisbon. The new projects provides attractive and functional solutions that facilitate crossing the barrier. The inclusive design eases the access to the water also for people with mobility issues, an important aspect to be considered in new urban projects. New waterfront redevelopment, the Docapesca The last stop was the western area of the waterfront, from Belém Tower to limit between Lisbon and Oeiras. In these areas we visited three important projects: the Champalimaud foundation, the Docapesca and the VTS Tower. The first one is a hospital and research facility from a private foundation. The building, designed by Charles Correra, stands close to the water, on an area that used to be controlled by the PA. The facility brings new uses to the waterfront that are not leisure focus. The extension of the Champalimaud foundation will take place in the coming years, in land of the Docapesca. The Docapesca is the former fishing port of Lisbon. In this area we still find several warehouses, office building and a dock. The goal of the Sea ministry is to redevelop the area to host the Sea Campus. This is a good opportunity to implement a hybrid solution for this area of the waterfront, combining port and urban uses, as it happens in the RDM Campus in Rotterdam. It is not the first time that we see plans for this location. In the late 1980s and early 1990s it was consider one of the alternatives for the EXPO 98. Later, there was a bid for the America's cup, including the classical redevelopment scheme, with hotel, services and housing. More recently, before the sea campus concept, this area was planned to have the Tagus Marina. Today, the space is used for events such as the Volvo Ocean Race (VOR). The organization of the race installed its main shipyard in the Docapesca. During the event thousands of people come and visit the VOR village to see the ships up close. The VTS tower marks the end of the APL main functions on the north side of the Tagus, although its jurisdiction continues until the fort of São Julião da Barra. This iconic tower, designed by Gonçalo Byrne

5 in 1997, was opened in When we look at Lisbon 19 kms of waterfront we see that one of its most characterizing features is the presence of vertical elements on the river bank. Starting from this tower and heading west, we can also find the Belém Tower, the Padrão dos Descobrimentos, the Central Tejo, the silos in Beato, and on the eastern boarder of the municipality, the Vasco da Gama Tower. The ports of Lisbon and Setúbal today and in the future The second day of the study trip was dedicated to port issues. The APL presented the port of Lisbon, the current challenge and the future plans. Three main topics were presented by APL collaborators: the governance integration between the ports of Lisbon and Setúbal, the present situation of both ports and the new terminal in Barreiro. The port of Lisbon has experience a significant growth of traffic in recent years. Different kinds of goods arrive to Lisbon, from containers, through its three terminals, to cruises, or bulk cargo. Port facilities are located on both sides of the Tagus. In the north we find both container terminals, cruise terminals, marinas, multipurpose areas and dry bulk agro-food silos, linked with local industry. On the south bank we find mainly dry and liquid bulk facilities, from grain to petro-chemicals. Lisbon has a diversified profile, like Setúbal. Barreiro container terminal has been one of the main projects for the APL in recent years. The current status is that the layout suggested in the environmental report was rejected by the municipality of Barreiro. The process involved public discussion and dialogue with the local actors. However, the final proposal closed the view of the city over Lisbon, particularly the second phase. The new terminal will have a capacity of 0,9 mill in the first stage and another 1,1 for the second. A new discussion process will begin in the coming months to find an alternative design that could be accepted by all parts. Although some expected a full integration between both PAs, finally only the board is shared, to facilitate strategic decisions. The two organizations remain independent from each other. Nevertheless, the door is open for a common future and perhaps one single PA. Another novelty is that one member of the new board represents the AML (Metropolitan Area of Lisbon), and is responsible for the relation with the 11 municipalities. Both ports have significant shares in the national market, and both have diversified profiles, although with different specialization. Setúbal has an important ro-ro terminal, while in Lisbon the agro-food sector and the cruises are more relevant. The territorial integration of both ports is aims at profiting from shared platforms and strategic organization of traffic. Setúbal The Port of Setúbal has grown steadily over the past years, partly benefiting from the unstable labor situation in the port of Lisbon. As we said before, it has a diversified profile and a strong connection with the close regional industrial hinterland, where companies such as Volkswagen or Navigator, have large facilities and need efficient connections with the logistic chains. Another characteristic of Setúbal's port is that it is not "incrusted" in the urban structure. Besides the fish port or other small facilities, the majority of the port territory is clearly separated from the city. During our visit to Setúbal we were informed that the PA is also doing an effort to get in contact with the population, developing communication events. On the waterfront of this city we can also see the ferries connecting with Troia, the peninsula across the bay, where new hotel and apartments development have brought new visitors. The city and the region want to raise their profile in the touristic market, the port will be an important piece to achieve this goal.

6 Lisbon: A new relationship between port, city and river. In conclusion, the visit gave us the opportunity to see the rapid mutation of the Portuguese capital. Lisbon is adapting to the new economic situation, coming from a severe economic crisis. The new scenario provides vibrant opportunities, particularly for the port sector. The municipality has explicitly embraced the local maritime past in the recent UNESCO World Heritage application. New international players have brought new energy to the port activities and infrastructure, and the government has also adapted, implementing the integration of the two regional port authorities. The quest for a balanced relationship has produced new interesting solutions on the waterfront. This creative energy is also expected on the new Barreiro terminal, the true challenge for the future port-city relationship in Lisbon.

7 AIVP STUDY TRIP Integrating the Port into the Urban Territory 19 th & 20 th October 2017

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11 Lisbon A Global Port City in the 16 th Century Braun & Hogenberg, 1572

12 1755 Earthquake, Tsunami and Fire

13 Lisbon The Port and the City in the 19 th Century Francesco Rocchini 1868 H. Hersent, 1887

14 Lisbon A Port City in the early 20th Century

15 Lisbon A Port City in the early 20th Century

16 Lisbon A Port City of the 21st Century Gradual separation between port and city during the 20 th century Significant efforts since the late1980s to recover the port-city-river relationship Regionalization of the port facilities and terminals Waterfront areas for public use New stage: combining port uses and public spaces Dialogue between the different institutions New laws 2008/9

17 The port of Lisbon Today Since 2016 the port of Lisbon and the port of Setúbal share the same management board for strategic coordination. They remain independent ports and PAs.

18 Key Topics for Day 1 New cruise terminal and public waterfront area in the central section. Sta. Apolónia Cais do Sodré New museum and public spaces between Alcântara and Belêm Future redevelopment of port areas in the western boundary of the port and the city Docapesca Champalimaud/Sea Campus

19 Central Section Cruise Terminal and New Waterfront Spaces

20 Ribeira das Naus New Cruise Terminal

21 Western Section of the Waterfront Port-City Interface New Cultural Facilities on the Waterfront The MAAT

22 Central Section of the Waterfront Port-City Interface New Cultural Facilities on the Waterfront The MAAT

23 Western Section of the Waterfront Cultural, leisure and research activities on the waterfront

24 Champalimaud Foundation Docapesca

25 Day 2: The port strategy on a regional scale

26 Day 2: Two ports, one board, one region.

27 Enjoy Lisbon!