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Green Cities 2018

Green Cities 2018
The role of ports in reduction of road transport pollution in port
The role of ports in reductioncities
of road transport pollution in port
cities
a a
Izabela Kotowskaa*, Daria Kubowicza
a
Izabela Kotowska *, Daria Kubowicz
Maritime University of Szczecin, Faculty of Economics and Transport Engeneering, Adress, H. Poboznego 11, Szczecin, Poland,
a i.kotowska@am.szczecin.pl
Maritime University of Szczecin, Faculty of Economics and Transport Engeneering, Adress, H. Poboznego 11, Szczecin, Poland,
i.kotowska@am.szczecin.pl

Abstract
Abstract
Despite numerous actions taken by port authorities to enable modal shift, road transport has been playing a dominating role in
serving the
Despite hinterland
numerous of many
actions takenports. Millions
by port of tonnes
authorities of cargoes
to enable modal areshift,
carried bytransport
road heavy goods vehicles
has been which
playing due to the location
a dominating role in
of ports the
serving within conurbations
hinterland of manyhave to join
ports. urbanoftraffic.
Millions tonnesFreight traffic
of cargoes aregenerates
carried byconsiderable
heavy goods external
vehiclescosts caused
which due by congestion,
to the location
accidents,
of noiseconurbations
ports within or pollutanthaveemissions. This article
to join urban traffic.isFreight
aimedtraffic
at identification and classification
generates considerable externalofcosts
the caused
tools applied by port
by congestion,
authorities noise
accidents, in order
or topollutant
limit exhaust emissions
emissions. Thisand congestion
article is aimedcaused by heavy goods
at identification and vehicles handled
classification of intheports.
tools applied by port
authorities in order to limit exhaust emissions and congestion caused by heavy goods vehicles handled in ports.
© 2018 The Authors. Published by Elsevier B.V.
© 2019 The Authors. Published by Elsevier B.V.
This
© is an
2018 Theopen access article under
Authors. the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
This is an open accessPublished by Elsevier
article under B.V.
the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection
This and
openpeer-review
is an and
Selection under
access article
peer-review responsibility
under
under of the
the CC BY-NC-ND
responsibility of the scientific
scientific committee
licensecommittee of Green
Green Logistics
Logistics for
for Greener
Greener Cities
Cities 2018.
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
of 2018.
Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018.
Keywords: port management; external costs of transport; road transport; sustainable transport development
Keywords: port management; external costs of transport; road transport; sustainable transport development

1. Introduction
1. Introduction
A seaport is a transport node that handles several modes of transport. In most universal ports, the hinterland
A seaport
transport is a transport
is dominated nodetransport,
by road that handles several
which modes
results of transport.
in large In most in
truck movements universal ports,
port cities the hinterland
(Rodrigue et al.,
transport
2006). Theis effect
dominated
of thebyincreasing
road transport, which results
road carriage volumein islarge truck movements
a considerable increasein inport cities (Rodrigue
congestion et al.,
and transport-
2006).
related The effect Moreover,
pollution. of the increasing
accordingroadtocarriage volume
European is a considerable
Commission increase in
(2018) heavy-duty congestion
vehicles and transport-
are responsible for
related
about a pollution.
quarter of Moreover,
CO2 emissionsaccording to European
from road transport Commission
in the EU and(2018) heavy-duty
for some 6% of totalvehicles are responsible
EU emissions. (European for
about a quarter
Commission of CO2 emissions from road transport in the EU and for some 6% of total EU emissions. (European
(2018))
Commission
As a result(2018))
of the city-forming function of ports, they are often located in the middle of conurbations, in the
As a of
vicinity result
city of the city-forming
centres function(Wiegmans
or housing estates and Louw,
of ports, they 2011,
are often Pluciński,
located in the2013).
middleConsequently, port incities
of conurbations, the
vicinity of city centres or housing estates (Wiegmans and Louw, 2011, Pluciński, 2013). Consequently, port cities

* Corresponding author. Tel.: Tel.: +48 91 4809679

* E-mail address:author.
Corresponding i.kotowska@am.szczecin.pl
Tel.: Tel.: +48 91 4809679
E-mail address: i.kotowska@am.szczecin.pl
2352-1465 © 2018 The Authors. Published by Elsevier B.V.
This is an open
2352-1465 access
© 2018 Thearticle under
Authors. the CC BY-NC-ND
Published license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
by Elsevier B.V.
Selection
This is an and
openpeer-review under
access article responsibility
under of the scientific
the CC BY-NC-ND licensecommittee of Green Logistics for Greener Cities 2018.
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018.

2352-1465  2019 The Authors. Published by Elsevier B.V.

This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018.
10.1016/j.trpro.2019.06.023
 Izabela Kotowska et al. / Transportation Research Procedia 39 (2019) 212–220 213
2 Author name / Transportation Research Procedia 00 (2018) 000–000

become urban agglomerations that carry out the traditional urban functions. Urban agglomerations are the places
where the economic and social potentials of a given country concentrate, and their efficient functioning is decisive
for the country development. (Iwan, S., & Kijewska, K. (2012). Therefore, transport congestion in port cities results
not only from port-related cargo traffic, but also from the fast economic development of such cities. (Thompson, R.
G., & Taniguchi, E. (2008). Combination of the two traffic flows results in considerable congestion and increased
pollutant emissions. Therefore, it is very important for port authorities and municipalities to cooperate with regard to
urban logistics and spatial planning (Wiegmans, & Louw, E., 2011; Daamen, T. A., & Vries, I. (2013), Viana et al.,
2014, Mańkowska & Pluciński, 2011).

2. Literature overview

Sustainable urban transport requires stakeholders to develope new solutions and tools to assess them (Behnke,
M., & Kirschstein, T., 2017, Kotowska et al., 2018). In many cities, among others, distribution centers, unloading
bays or restricted zones have been introduced (Bektaş et al., 2017). Municipal authorities practice numerous
incentives to use more environmentally friendly vehicles, eg. they build a power station for electric vehicles or
introduce exemptions from parking charges (Quak, 2018, Altenburg et al., 2017). At the same time, in port cities, a
policy of reducing the harmful impact of seaport transport is gradually being introduced. All this makes freight
transport in cities less and less onerous.
From an environmental and social perspective, many ports have also developed corporate social responsibility
(CSR) strategies (Bergqvist, & Egels-Zandén, N. (2012), in which they address the problem of sustainable
development (Chang & Wang, 2012; Sheu, Hu & Lin, 2013; Becker, 2018).
More and more port authorities establish and consistently follow their “green strategies”. The research studies
carried out by Aregall et al. (2018) have shown that such strategies are implemented by 76 out of 365 studied ports.
Most often these strategies are focused on “modal shift” (Notteboom & Rodrigue, 2007, Wilmsmeier et al., 2011,
Caris et al., 2014, Álvarez-SanJaime et al., 2015, Rodrigues et al., 2015, Ambrosino, 2018). Such measures involve
reorganisation of the whole transport chain, consisting in shifting cargoes from roads to sea (Bernetti, 2002;
Kotowska, 2016), and also in changing the hinterland transport structure via development of rail transport and
inland shipping to replace the road transport (Franz & Freemont, 2010; Monios, 2016). Tao et al., 2018; Kotowska
et. al. 2018, in press).
The second group of measures taken by port authorities is aimed at limiting the pollutant emissions by vehicles,
cargo handling facilities and other mechanic equipment used within the port, and strictly connected with
transhipment operations. For example, ports offer reduced port fees for vessels producing less pollutant emissions or
those which use fuels of better quality or reduce fuel consumption by decreasing the ship velocity. (Kotowska,
2016).
The third kind of measures are those aimed at limiting the externalities that are generated directly by road
transport. The article identifies and analyses the tools applied by selected seaports, focused on limiting the
detrimental impacts of the road transport. Then, it attempts to systematise them according to the character and scope
of the applied measures.

3. Methodology

The purpose of the measures taken by port authorities is to even out the traffic intensity in ports, and to relieve
the access roads to the cities. The tools applied in the selected ports located in Europe and beyond were classified in
terms of the operation area: the organisational measures resulting from establishing the specified regulations;
financial measures based on, inter alia, imposing of financial penalties; technical measures focused mainly on the
infrastructure extension and upgrading; and measures based on transport innovations. The analysis comprised the
actions taken by port authorities of 17 ports located within member states of OECD, out of which the 11 largest ones
were selected, which promoted sustainable development strategies and implemented the aforementioned measures.
The data contained in this article were derived from publications and information provided by the port authorities.
214 Izabela Kotowska et al. / Transportation Research Procedia 39 (2019) 212–220
Author name / Transportation Research Procedia 00 (2018) 000–000 3

4. Research results

4.1. Structure

Port authorities being the bodies that supervise and control the port functioning take actions to implement the
assumptions of the sustainable development strategy. The article details the measures taken by the selected ports in
order to limit the congestion within the port premises and in its vicinity. The traffic in ports where the annual
transhipment capacity exceeds 3 m TEU generates considerable traffic intensity on the access roads, and
consequently congestion in the direct vicinity of the cities. For example, in the Rotterdam port over 67 m tonnes of
cargoes are carried by road every year, including 4.5 m containers (TEU), which means that every day the port is
entered by over 10,000 road vehicles that join the urban traffic as well.

Table 1. Classification of measures taken by ports with regard to reduction of external costs of road transport.
Kind of measures Specific actions Port
Regulatory measures Regulation of Antwerp, Botany,
vehicle handling Gdańsk, Hamburg,
time Felixtowe,
Southampton,
Rotterdam
Banning the
PA New York &
vehicles with high
exhaust emissions New Jersey,
Barcelona, Long
Beach
Extending the Antwerp
operation time of
the terminal

Financial measures
Financial penalties Long Beach,
for failing to Botany
comply with the
vehicle handling
time slots
Incentives for PA New York &
replacing the fleet New Jersey,
Virginia
Technical measures Car parks for road Rotterdam,
vehicles Valparaiso
Upgrading the Valparaiso
infrastructure
dedicated to road
vehicles
Support via ICT Antwerp
systems
Ensuring the Rotterdam
working condition
of vehicles

Innovative measures Supporting

innovation in road Rotterdam
transport
 Izabela Kotowska et al. / Transportation Research Procedia 39 (2019) 212–220 215
4 Author name / Transportation Research Procedia 00 (2018) 000–000

Measures taken by port authorities can be divided into four groups, focusing on the following aspects:

 organizational - measures taken in order to regulate the vehicle handling time and to ban vehicles with high
exhaust emissions from accessing the port premises;
 financial - measures consisting in imposing penalties on shippers who do not comply with the time slots for
vehicle handling in the port, and offering incentives to invite carriers to replace their fleet with vehicles that
meet higher standards for emissions;
 technical – measures aimed at upgrading the existing infrastructure or constructing new one, dedicated to
road vehicles entering or leaving the port premises; construction of special car parks for road vehicles and
supporting the shippers with regard to technical equipment of their vehicles;
 innovative - includes actions that support new solutions in transport.

Table 1 presents the classification of measures applied in the selected ports.

Each of the aforementioned group of tools applied in order to avoid congestion can be applied in another port.
This does not mean that any given measure is universal and may be applied in each port. Ports differ from each
other in terms of location in relation to the city, accessibility of roads or possibilities of their extension. Therefore,
different actions were taken in different ports, and they proved effective for both the port and the city.

4.2. Organisational measures

Out of the enumerated kinds of measures, the most widely applied methods fall within the organisational group.
The most often used tool, which functions in many ports in Europe and beyond, is the system for booking the time
of collecting containers from the port (Vehicle Booking System). The system is successfully used in many container
terminals, including the largest European ones. The differences between the systems in the individual ports pertain
only to details, but the measure as such is identical for all the ports. The system consists in prior booking of the time
(hours) when the carrier wishes to deposit or collect the container, via the special web-based platform. This is an
effective way to avoid congestion in the port and on the access roads, and also to even out the traffic intensity. The
system is applied, among others, in the ports of Hamburg, Antwerp, Rotterdam, Felixtowe, Southampon, Botany or
Gdańsk. Due to the fact that the system is new and in the case of many ports it has been in place for a short time,
there are no concrete figures available that would present the improvement in the traffic intensity as a result of its
implementation.
One of the ports which implemented the time slot booking system is Gdańsk. The e.BRAMA system applied in
Gdańsk is used for prior notification of truck arrival and it is obligatory for all shippers who wish to deposit or
collect a container. The notification is obligatory round the clock and it is possible upon prior registration in the
system. In the case of the e.BRAMA system, it is not applied with regard to empty containers. Due to the system
functioning, truck drivers decide themselves when they want to deposit or collect their cargo, by choosing a time
slot. The system enables a proportional distribution of truck arrivals at the port, which is beneficial not only for the
port and the city, but also for the driver who does not have to queue to enter the port premises. (DCT, 2018)
The time slot booking system has also been functioning in the port of Hamburg since the last quarter of 2017.
The purpose of the system implementation assumed by the port authorities was avoiding the bottlenecks. Due to the
synchronisation of the truck arrivals at the port, the capacity of the terminal was increased. The booking process
takes place via the TR02 data interface. The shipper or the driver logs in the system and books a concrete arrival
time that is available. If any chosen time slot is not available, the system automatically suggests the next free time
slot. A truck which arrives at the agreed time or 30 minutes before or after the agreed time will be served on a
priority basis. However, if the driver arrives 60 minutes before or after the agreed time, they will be served provided
that the slot is currently not taken and another truck is not being handled, upon prior amendment of the booking. It is
not possible to arrive at the terminal earlier. Also, it is not allowed to wait for the booked time slot at the terminal
premises or car park. What is more, in the case of delays exceeding 90 minutes the booking is lost and it is necessary
to make another booking. However, it is not possible to book directly at the terminal. If drivers fail to abide by the
agreed hours, this may lead to a failure of the system implementation due to ensuing queues. (source:
https://hhla.de/en/truck-info/slot-booking/introduction.html)
216 Izabela Kotowska et al. / Transportation Research Procedia 39 (2019) 212–220
Author name / Transportation Research Procedia 00 (2018) 000–000 5

Similar systems function in the ports of Felixtowe, Southampton, Rotterdam, Antwerp and Botany. Additionally,
Port Botany has introduced financial penalties for failing to appear at the agreed time for handling the truck (NSW,
2010). The port of Antwerp, in turn, apart from introducing the vehicle handling time booking system, has extended
the terminal operation time, which resulted in a shorter time of waiting for being served at the terminal and in a
decrease in traffic in peak hours. This also enabled the carriers to plan their journeys more effectively.
Another tool to limit the external costs of road transport is prohibiting the vehicles with high exhaust emissions
from entering the port premises. Ports, being vast industrial premises, emit large amounts of exhaust gases. These
come mainly from the means of internal transport and from the handled vehicles and vessels. Striving to implement
their sustainable development strategies, ports prohibit the vehicles that do not meet the current requirements and
standards from entering the port premises. For example, the port in Barcelona takes up a number of measures to
limit the exhaust emissions. Under the “Project RE-Port Mobilitat Eco”, actions are taken with regard to (RePort
Project, 2018):

 imposing the environmental requirements on the truck fleet used in container transport,
 promoting alternative fuels as well as efficient and economic driving,
moreover, imposing the above mentioned requirements with regard to the means of internal transport.

The port of Barcelona aims at creating a sustainable transport sector.

Also in American ports there are restrictions regarding vehicles. The Port of Long Beach has implemented a
program for reducing exhaust emissions, which has been successfully functioning and bringing significant benefits.
(Strategic Plan, 2016) The aim of the program is banning any trucks that do not meet the emissions standards from
entering the port premises. As early as in 2008, the port authorities introduced a traffic regulation, according to
which any vehicles manufactured before 1989 were not allowed to enter the port premises. In 2012 the ban was
extended – from then on, only the vehicles which were manufactured after 2007 could enter the port premises. It
was found that due to implementing the program the exhaust emissions caused by trucks was reduced by 90%, and
50% of all the vehicles handled in the port were manufactured after 2010. In the New York & New Jersey port
complex, the port authorities concentrated on reducing the exhaust emissions produced by all the vehicles operating
in the port. The Clean Truck Program was launched, which is mainly aimed at phasing out the oldest trucks which
contribute the most to the environmental pollution. Moreover, the program is aimed at reducing the emissions
produced by forklift trucks operating at the terminals. Since 2016, the port premises may only be entered by the
vehicles which meet the specified requirements and standards stipulated by the Federal Environmental Protection
Agency and which are registered in the Port Truck Pass system. (Port Truck Pass, 2018)

4.3. Financial measures

The second group of measures taken by ports comprises the actions that focus on the financial aspects, mainly
consisting in imposing financial penalties on carriers who fail to abide by the specified handling hours and
introducing incentives for upgrading the fleet to meet higher standards of emissions.
Among the American ports, the Port of Virginia was the first to voluntarily introduce the truck replacement
program. The Green Operator Program was the initiative of the port authorities that decided it was necessary to
upgrade the truck fleet. What is more, the program would contribute to reducing the costs of fuel and maintenance
incurred by the truck owners. The aim of the program was to incentivize the carriers to replace the older truck
models with newer ones equipped with the clean-diesel technology. The program was considered the most effective
among the ones applied in ports all over the USA. Up to now, over 400 trucks have been replaced or upgraded
thanks to the program. This contributed to reducing the exhaust and solid particles emissions by even 25%. Owners
of the trucks handled in the Port of Virginia may apply to receive up to USD 30,000. The amount may be used to
purchase a truck manufactured after 2010. The fleet replacement program was also applied by the New York & New
Jersey port complex, which was dedicated to owners of trucks manufactured in the years 1996-2003 and visiting the
port at least 150 times a year. Moreover, when the carrier receives a new vehicle under the program, they are
obliged to continue serving the port for five subsequent years. In accordance with the program requirements, new
trucks must be equipped with a motor of 2011 or later, certified in compliance with emissions standards. The old
 Izabela Kotowska et al. / Transportation Research Procedia 39 (2019) 212–220 217
6 Author name / Transportation Research Procedia 00 (2018) 000–000

truck must be disposed. The subsidising program comprises financial support for purchasing maximum two vehicles
for one applicant. The funds comes from two organisations: the federal Congestion Mitigation and Air Quality
Improvement (CMAQ) Program and the Diesel Emission Reduction Program (DERA). The applicant receives USD
25,000 or an amount equivalent to half the price of a new vehicle, whichever is less. (Green Operator Program,
2018).
The financial measures include not only incentives in the form of money amounts to be granted, but also financial
penalties imposed on carriers for failing to abide by specified principles of truck handling that are in place in the
port. For example, the ports of Los Angeles – Long Beach have been running the PierPass program which must be
followed by all operators of container terminals and consists in charging extra fees amounting to USD 50.00 if a
driver appears in the port in peak hours. Revenues from the penalties are used by the terminals that work on 24/7
basis, including public holidays. Within 6 months from the introduction of the PierPass program, 35% of the
containers were served in night hours. Also Port Botany introduced this kind of penalty, along with implementing
the Port Botany Landside Improvement Strategy. The Strategy consists in imposing a duty to book the vehicle
handling time slot and financial penalties imposed on carriers in the case they do not arrive at the agreed time. As a
result of simultaneous introduction of these measures, vehicle handling at the terminal was evened out, and vehicle
handling time was reduced from 50 to 30 minutes. Figure 1 presents the distribution of road vehicle handling in port
Botany compared to the port of Southampton. The main effect of the program implementation in port Botany is the
disappearance of congestion in the port. (PBLIS, 2013).

Fig. 1. Distribution of road vehicle handling in port Botany (orange) and the port of Southampton (green).

4.4. Technical measures

Another group of measures taken by port authorities are technical measures aimed at improving the condition of
the infrastructure by constructing new facilities or modernising the existing ones, and also supporting the road traffic
by means of various ICT systems. These include, among other things, construction of car parks for road vehicles by
the ports of Rotterdam and Valparaiso. The Rotterdam port authorities have completed the construction of as many
as five yards dedicated for parking the trucks. The largest of them may receive 350 vehicles. Thanks to the truck
parks, exhaust emissions are reduced, as vehicles may be handled outside peak hours, they also facilitate journey
planning.
One of the ports that implement a wide range of technical measures is the Port of Valparaiso. The measures
aimed at reducing the congestion are taken by both the port and the local authorities. The regulation introduced by
218 Izabela Kotowska et al. / Transportation Research Procedia 39 (2019) 212–220
Author name / Transportation Research Procedia 00 (2018) 000–000 7

the municipal authorities prohibits trucks from moving around the city in specified hours. In Valparaiso, traffic of
trucks exceeding 10 tonnes is prohibited from 5:00 a.m. to 11:00 p.m. Within the premises of the Valparaiso port, a
special zone called ZEAL (Zona de Extension de Apoyo Logistico) was designated as the zone for logistic support.
It was established as a joint initiative of enterprises from the private sector, the regional government and the public
shipyard sector. The ZEAL zone is divided into two subzones: ZAO (Obligatory Activities Zone) that enables e.g.
parking the vehicles, and ZSE (Special Service Zone) where additional services are offered regarding the vehicle
handling. The ZEAL zone is aimed at streamlining the port operations by offering services regarding inspection and
auditing the cargoes. It is located 14 km away from the port and south of the city, and it is connected with the port
by the city ring road, which enables smooth traffic. At the place where it was necessary to enter the city and use the
city roads to get to the port, a highway tunnel was built, dedicated to trucks, thus the through traffic to the port was
moved out of the urban area. The main reason for building the tunnel was to connect the ZEAL zone with the port.
In this way the port traffic is not constrained by any regulations imposed by the administration with regard to truck
traffic. (ZEAL, 2018)
The Port of Antwerp, in turn, makes use of ICT systems to streamline the vehicle traffic. The “truck guiding
system” was implemented, it is used by truck drivers making their way to the Port of Antwerp. The system helps the
drivers to plan their route by sending information pertaining to the road congestion, any accidents, blocked roads
and alternative routes, and any other helpful information to make the journey as short and efficient as possible.
(Sustainability Report, 2017).
Another tool in the technical group of measures comprises the actions addressed directly to road carriers, aimed
at ensuring the working condition of heavy goods vehicles. These innovative measures are applied by e.g. the Port
of Rotterdam. Such actions include free-of-charge checking the tyre pressure of the trucks leaving the terminal. The
tyre pressure is checked by means of the sensors installed in the road course when the truck is driven across them.
On completion of the measuring, the results are displayed on the special monitor in a graphic form. These measures
are aimed at reducing the congestion, as according to a research study every 24h in the vicinity of Rotterdam at least
two trucks have to stop as a result of a technical failure caused by too low tyre pressure or tyre puncture. This is the
reason for as many as 40% of all technical failures on the roads. A direct outcome of technical failures or accidents
is congestion – highly undesirable especially on the highways leading to ports and cities.

4.5. Innovation

The last group of measures comprises state-of-the-art, innovative solutions, mainly consisting in supporting road
transport innovations. Interesting innovative solutions are applied by e.g. the Port of Rotterdam. The port is engaged
in researching the idea of “car platooning”. “Car platooning” consists in movement of three trucks along a highway
while keeping very small distances between one another. Minimising the distances between the trucks leads to
reducing the aerodynamic drag and consequently a smaller fuel consumption and lower emissions. The Port of
Rotterdam is the leader among the European ports in terms of applying intelligent mobility measures in logistics.
(source: https://www.portofrotterdam.com/en/news-and-press-releases/truck-platooning-challenge-to-rotterdam)

5. Conclusions

Measures taken by ports as part of the green port philosophy are becoming the major element of global port
strategies. Ports take up a number of actions to achieve the green port status. Based on case studies, the authors have
identified and classified the measures taken by selected universal ports from various parts of the world, aimed at
reducing the congestion and pollution caused by the means of road transport. The classification reflected the nature
of the measures, and they were divided into four groups: organisational, financial, technical, and R&D.
The organizational activities are the most frequently used. The most often used tool is Vehicle Booking System.
This tool effectively reduces the time of vehicle service in the port and reduces congestion on access roads.
Financial activities are no less effective. The programs that encourage the replacement of the vehicles fleet, which
are widely used in US ports, bring particularly good results. From the user's point of view, the most valuable are
technical activities, in particular the construction of parkings with driver facilities. Innovative activities are the
 Izabela Kotowska et al. / Transportation Research Procedia 39 (2019) 212–220 219
8 Author name / Transportation Research Procedia 00 (2018) 000–000

domain of the world's leading ports. Although they often do not bring direct effects, in the long time they may
contribute to a better symbiosis between the city and the port.
The identified groups of measures may be applied by other ports in order to reduce the congestion as well as
pollutant and greenhouse gases emissions in port cities.

Acknowledgements

This research outcome has been achieved under the research projects No MUS 8/S/IZT/2017 and No
4/MN/IIT/18 financed from a subsidy of the Ministry of Science and Higher Education for statutory activities.

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