The aim of maritime policy is to achieve continued trade development and hence economic growth while ensuring seas and coastal areas are adequately protected. Historically, many policy decisions, not least with regard to maritime transport, were arrived at from a top-down approach. However, there are criticisms of the top-down policy-making process. This article presents a new bottom-up policy development methodology as well as the findings of the Maritime Transport Cluster (MTC) project funded by the Interreg IVB North Sea Region Programme (NSRP), which applied the cluster idea to the maritime and hinterland transport sector. MTC picked up the two elements of a cluster approach as proposed by Roelandt and den Hertog - (i) cluster analysis and (ii) support to remove cluster imperfections through policy advice. The methodology followed a five-level working structure interlinking European Union programmes, NSRP projects, academic research and maritime transport industry representatives resulting in identification of 10 'hot topics' relating to future maritime policy for the North Sea region (NSR). Recommendations were derived as stimuli for future policy making in order to remove cluster imperfections through policy advice for future maritime policy and programmes in the NSR and beyond

In academia as in practice, seaports are increasingly viewed as elements in supply chains. It is argued that seaports should add value to shippers by aligning their own business activities with shippers’ Supply Chain Management (SCM) strategies and requirements. The implications of this ‘port-SCM’ philosophy are not fully explored, however. In this context, it is especially important to create mutual understanding between shippers, in terms of their SCM strategies, and port actors, in terms of services provided. In this paper a framework is developed, which aims to improve mutual understanding between shippers and port actors from a SCM point of view. It thereby aims to contribute to the dialogue on how the port logistics system can be better integrated into shippers’ SCM strategies. Three SCM reference models are analysed and twelve SCM subsystems identified that represent broad design areas of shippers’ SCM strategies. Further, the seaport system is discussed in terms of system boundaries and the actors involved. Port actors and SCM subsystems are then combined into one explanatory framework, the SCM-port actor matrix. Finally, applying the matrix, three cases retrieved from academic and trade literature in which port actors are actively involved in conducting shippers’ supply chain strategies are discussed. The paper concludes with a brief outlook on future research needs.