Call for proposals - INTERREG



Policy and regulatory framework study increasing the use of the Construction Consolidation Centers for Building Materials (CCC) in the North (Vergote Dock) and the South of Brussels (Biestebroek Dock)


Port of Brussels launches a call for proposals to carry out a study that sets out a road map/action plan for the development of a policy and regulatory framework that can increase the use of the CCC’s in the North (Vergote Dock) and the South of Brussels (Biestebroek Dock). The CCC in the North is operational since 2018 and consists of a terrain of 8.754 m² and a warehouse of 639m² (see plan in annex I). An extension of the CCC to the South of Brussels (Anderlecht) is currently in preparation to be tested in the coming months. The foreseen terrain (right bank of the Biestebroek Dock) along the canal has a total surface of 9.694 m² + 2.056 m² quay (see plans in annex II). A transhipment platform of 1.992 m² was built in 2014. A call for proposals to find a developer/concessionaire of the terrain was launched in 2020 (see annex III) and awarded in 2021. To increase the use of the CCC’s it is necessary to count on supporting policies and regulations. Interested candidates are invited to submit their proposal for a study that sets out all necessary aspects, conditions and steps to be taken to create a policy and regulatory framework in favour of the use of the CCC’s in Brussels.




CONNECTing North Sea Region’s TEN-T nodes - Support intermodality growth in the North Sea Region through smart efficiency enhancements (North Sea CONNECT) is a European project within the Interreg North Sea Region programme. 


The North Sea Region (NSR) is one of the main logistics zones in Europe: The largest seaports, but also many intermodal transportation nodes are located in the NSR. Those intermodal nodes are outstanding for the transportation of goods to and from the supply and demand markets. To increase attractiveness of a location along with its market potential, i.e. the achievable market, efficient, smart, and ecological transportation networks are needed. The intermodality should enable a concentration of transnational traffic and long distance flows, and as a result of their integration, provide for a highly resource efficient infrastructure use.


Currently, the Trans-European Network-Transport (TEN-T) policy is putting a strong focus on the development of the Core Network, the major transport axes across Europe. However, the whole trade and business network is not only depending on its major nodes but also on its hinterland. To raise the efficiency of transport flows in a holistic approach, the project thus includes both major and remoter transportation nodes to establish learning opportunities.


The overall project objective is to support smart intermodality growth in the NSR through efficiency enhancements. The detailed project objectives are:


  • Implementation of new smart processes and tools (smart intermodality);
  • Developing of strategies for smart efficiency enhancements (smart involvement)


Pilot project “Smart City Port Distribution”


Within the abovementioned context, Port of Brussels carries out the pilot project “Smart City Port Distribution” to tackle the following challenges:


Challenge 1: efficient transport of goods between Sea Ports and their Hinterland

Brussels is a major consumption centre for the construction sector. More than 75% of the 2.5 million transhipped tons of building materials in the Port of Brussels come from the Netherlands or Antwerp. It is estimated that only 5 to 10 % of Brussels’ construction flows are currently transported by waterway. Congestion problems around Sea Ports and in Brussels are partly due to missing links between Sea Ports and their hinterland. Waterway transport is a solution to (re)create these links and reduce the extensive use of trucks for the transport of goods.


Challenge 2: mobility of goods within urban areas

Like many other big cities in the NSR, Brussels is dealing with heavy congestion problems, creating mobility and logistic challenges for the transport of goods within urban areas, particularly in the construction sector. Moreover, the following problems can be summed up:

  • Split sector with multiple actors/no single interlocutor -> lack of reliability of deliveries (respect of planning and quality);
  • Increasing concentration of activities in the city/limited space on site for logistics activities (unloading, storage, etc.) -> risks related to handling;
  • Increase of renovation projects and flows;
  • Lack of visibility on the delivery schedule;
  • Traceability of materials on site;
  • Accessibility to construction sites;
  • Limitation of transport in the city and binding delivery times -> lack of flexibility of deliveries (time and place on site) and lack of flexibility of the producers.

Taking the abovementioned challenges into account, this pilot has two aims:


  • Reinforce hinterland connections between North sea ports and the Brussels’ region through the Antwerp-Brussels-Charleroi Canal;
  • Optimize global supply chain and city distribution for construction sites.


Concretely, this pilot project aims to test the possible extension of the Construction Consolidation Center for building materials (CCC) in the North (Vergote Dock) to the South of Brussels (Biestebroek Dock), in order to further develop the use of waterway for unitized building material supply (pallets, big bags, mobile boxes, etc.) with a special focus on the organization of the last mile and the whole supply chain from building material producers to the end consumer (construction sites)[1]. It moreover aims on creating a favourable policy and regulatory framework that increases the use of both CCC’s in Brussels.


A CCC is a smart and innovative logistic concept that aims to improve the logistic chain of building materials in city centers[2]. The Brussels Construction Consolidation Center is an intermodal distribution facility through which the delivery of building materials are channelled to construction sites. High volumes of different kind of construction materials are delivered by inland waterway transport and stored in the CCC. Here they are bundled and consolidated and then transported by truck by means of just-in*time delivery to construction sites in the city center of Brussels. This reduces construction traffic in to the city and leads to a reduction in congestion, noise, pollution and carbon emissions and improves reverse logistics.


This will contribute to intermodality growth as it directly fosters the hinterland connection with Dutch and Flemish sea ports and indirectly the connections on the TEN-T corridors North Sea-Mediterranean and Rhine-Alpine.



Tradition supply chain:                                                                               Supply chain with a CCC:            

Supply chain


The current CCC North is operational since 2018 and exploited by Shipit Multimodal Logistics. One of the main requirements for success of a CCC is the distance to the building sites, this cannot exceed 5 kilometers. In order to increase intermodality and the supply of the Southern part of Brussels through a CCC it is thus needed to extend the concept to the South. A study carried out by Technum in 2013[3] “Study on the Development of Multi-Purpose Canalside Transshipment Platforms in the Brussels Region” indicated the Biestebroek Dock as an ideal location for supplying the South of Brussels through intermodal delivery (see report in annex IV).


Policy and regulatory framework study


The foreseen study sets out a road map for the development of a favourable policy and regulatory framework aiming to increase the use of the CCC’s in Brussels, taking into consideration inspiring examples from Belgium and abroad[4], including the following aspects:


  • Overview and analysis of the current policy and regulatory framework regarding the delivery of building materials in the city;
  • Taking into consideration the complex governmental structure in Brussels, on what level should steps be taken (regional, local) and which institutions should be involved at each stage of the regulatory process?;
  • Concrete action plan (with time table) and recommendations for a favourable policy and regulatory framework;
  • The expected impact of the proposed regulations on the logistics flows related to construction wharves (as compared to BAU);
  • Any other aspect that should be taken into consideration…

In the abovementioned context, concretely the following deliverables are expected:


  • Mid-term report
  • Final report consisting of an action plan/road map that sets out all big steps to be taken in establishing a favourable policy and regulatory framework that increases the use of the CCC’s in Brussels.

Duration and practical requirements for the project


The study will be completed by the end of 2022.


The Port of Brussels has provided a maximum total budget of 30.000 euros.


Important comment:


The amount awarded will follow the ‘de minimis’ regulation, if applicable[5]: every recipient of this subsidy according to the European ‘de minimis’ rules (e.g. company, private commercial organisation etc.) must comply with the regulation. The recipient must therefore receive no more than 200,000 euros in government aid over a period of three years. The amounts awarded must be adjusted to comply with this requirement. If applicable, the recipient must make a declaration to the awarding authority, either on paper or by e-mail, concerning the other ‘de minimis’ support that it has received during the last two tax years and the current tax year.

The above-mentioned regulation uses the term “single enterprise”. For the purposes of the regulation, “a single enterprise” comprises all enterprises that have at least one of the following links between them:

  1. one enterprise has the majority of voting rights of the shareholders or partners in another enterprise;
  2. one enterprise has the right to appoint or dismiss the majority of the members of the governing, managing or supervisory body of the other enterprise;
  3. one enterprise has the right to exercise a controlling influence over the other enterprise, based on an agreement concluded with the latter enterprise or based on a provision in the Articles of Association of the latter enterprise;
  4. one enterprise, which is a shareholder or partner in another enterprise, based on an agreement concluded with other shareholders or partners in the latter enterprise, has the sole authority over the majority of the voting rights of the shareholders or partners of the latter enterprise. 


Enterprises that have one of the links referred to in paragraph 1a) to 1d) through one or more other enterprises are also viewed as a single enterprise.


Content of tenders


The candidate is obliged to append the documents listed below with his application. Otherwise his application will be declared inadmissible.


The file must include:


  1. proof of the candidate’s registration with the Crossroads Bank for Enterprises (or equivalent in the case of foreign companies) and certificate(s) to prove that it is compliant with its tax and social security obligations;
  2. the balance sheet and profit and loss account for the last three years;
  3. useful information on the candidate’s legal form and shareholder structure;
  4. a note presenting the study and providing a detailed description (concept, programme, timing);
  5. certificate concerning ‘de minimis’ support.


Candidate and project selection method


Selection criteria with relative importance (out of 100)


The project proposal is assessed on the basis of the following elements:


    • Proposed methodology for carrying out the mission (30/100),
    • Technical experience and capability (quality of proposed team) (25/100)
    • The price (25/100):
      • The first bid achieves the maximum number of points, i.e. 20 points;
      • Subsequent bids achieve between 0 and 20 points, based on the following calculation: number of points = 20*Kmin/K, where “K” is the price of the application included in the ranking (in euros) and Kmin is the price of the application that came first in the ranking (in euros),
    • Experience with similar missions executed in the past five years (20/100).

Weighting mode


The applicant will be awarded a specific score based on the following values:





Very unsatisfactory






More than satisfactory


Very satisfactory




Submission of project proposals


Tenders must be submitted by 9 May 2022 at 12 noon.


They can be sent by e-mail to Désirée Simonetti, European Projects Attaché:




Annex I: Plan CCC North

Annex II: Plan CCC South   

Annex III: Call for proposals development Biestebroek Dock

Annex IV: Study Technum


[1] BDO Advisery BV is currently conducting a feasibility study as regards the extension.

[2] and

[3] Co-financed by the INTERREG NWE IV programme in the context of the “Connecting Citizen Ports 21” project.

[4] London can be considered: Wilson James Construction Consolidation Center.

[5] European Commission Regulation (EU) No 1407/2013 of 18 December 2013 on the application of Articles 107 and 108 of the Treaty on the Functioning of the European Union to de minimis aid.

Published on 14/04/22