The hypothesis of this paper is that the circular economy (CE) has the potential to (re)balance the conflict within urban spatial planning between ‘place as a location’ and the ‘organization of space’. The former dominates the latter following a shift from a Fordist towards a finance and real-estate driven regime. A consequence is that existing manufacturing areas are increasingly transformed into residential and commercial areas. However, this conflicts with the rationale of CE, namely that to end the linear economy, externalized activities, such as the (re)manufacturing of waste, should be internalized again, especially within urban regions. Emphasized by the EU, The Netherlands have the ambition to become fully circular in 2050. To test our hypothesis, we focus on two ongoing circular area developments in Amsterdam and Utrecht. By performing a discourse-institutional analysis, we detect in both case studies a change in discourse towards CE. Our results show that in contrast to our hypothesis, the concept of circularity is not emphasizing the ‘organization of space’, but even accelerating ‘space as a location’, increasingly transforming urban industrial areas into circular built residential and commercial areas. We conclude with spatial policy recommendations regarding the ambitions of a future CE.

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Large seaport hubs in Northwestern Europe are aiming to develop as circular hotspots and are striving to become first movers in the circular economy (CE) transition. In order to facilitate their transition, it is therefore relevant to unravel potential patterns of the circular transition that ports are currently undertaking. In this paper, we explore the CE patterns of five Belgian seaports. Based on recent (strategy) documents from port authorities and on in-depth interviews with local port executives, the circular initiatives of these ports are mapped, based on their spatial characteristics and transition focus. The set of initiatives per port indicates its maturity level in terms of transition towards a circular approach. For most studied seaports, an energy recovery focus based on industrial symbiosis initiatives seems to dominate the first stages in the transition process. Most initiatives are not (yet) financially sustainable, and there is a lack of information on potential new business models that ports can adopt in view of a sustainable transition. The analysis of CE patterns in this paper contributes to how ports lift themselves out of the linear lock-in, as it demonstrates that ports may walk a different path and at a diverging speed in their CE transition, but also that the Belgian ports so far have focused too little on their cargo orchestrating role in that change process. Moreover, it offers a first insight into how integrated and sustainable the ports’ CE initiatives currently are.

This paper underlines the importance of space for the transition towards the circular economy (CE). Policy-makers and industry give most attention to closing material flows, largely ignoring the important spatial implications. The CE requires (re)producing and consuming as locally as possible to avoid problem displacement. This clashes with the general urban land use policy to externalize (re)manufacturing activities. This paper proposes a methodology that combines territorial and network perspectives to understand this conflict. Our results show the importance of place to foster the CE as re-emerging industry combining existing and new activities, offering insights for planning and policy.

Increasingly, space for remanufacturing is seen as the most valuable resource to achieve circular economy (CE) policy goals, in particular for cities. However, in many cities, industrial urban areas are increasingly subject of – mostly circular designed - residential redevelopment. The proposition of this paper is that these diminishing industrial areas host, at least potentially, essential functions necessary to “close the material loop.” The reason why policy makers neglect the necessity of remanufacturing capacity, is because it is difficult to pinpoint the “ideal” geography of a circular loop. Most (circular) products can be transported limitless, thus their remanufacturing functions can be located around the world. But what if a critical material cannot be transported limitless and has circular potential? Therefore, this paper focusses on concrete for two reasons. First, concrete is by far the most abundant material in urban areas. Second, newly/circular made fluid concrete can only be transported for a limited time and distance. The hypothesis of this paper is that concrete plants are and will become essential for circular cities. Subsequently, we focus on the Dutch city of The Hague and combine a Material Flow Analysis with the locations of the concrete resupply chain. Our results show that potentially The Hague has a 100% circular concrete chain, but the importance of its concrete plant is (implicitly) neglected. We conclude that The Hague is illustrative for the problem of many circular cities that are without (implicitly) taking into account the whole circular resupply chain, jeopardized today a future urban CE.