Due to growing prosperity in the world, together with the trend of urbanization, more and more natural resources are needed. However, the earth cannot keep providing us these materials, since many of them are depleting. The concept of circular economy is seen as an opportunity to tackle this problem. However, the infrastructure industry lags behind in this transition. Transition theories state collaboration between stakeholders is the most important factor to transition successfully, and within the construction and infrastructure sector, partnering is seen as the ultimate form of collaboration. However, the role of partnering in the transition to a circular economy has never been studies before within the infrastructure sector. This research will try to fill in this knowledge gap by gaining empirical knowledge from the InnovA58, a highway alteration project in the Netherlands. It was found there is a definite role of partnering on the transition to a circular economy within the infrastructure. Some elements of partnering contribute to the transition, others hamper it. Also, partnering triggers a motor of change in the transition, which acts as a flying wheel to accelerate the transition. Therefore, partnering plays a role in the circular economic transition both directly as well as indirectly. Knowledge of the concept of partnering and the benefits it can bring can be highly positive for projects with a circular economic ambition, therefore, project team members as well as the client of such infrastructure projects should be knowledgeable about this topic. Furthermore, the current focus on the Iron Triangle in infrastructure projects is seen as a threat to the transition to a circular economy; something which will need to change radically, but can only be influenced slowly but steadily.

In Sri Lanka, the government and the Liberation Tigers of Tamil Eelam waged a civil war between 1983 and 2009. During this period the social and economic development in the north and east of the country was disrupted. Due to this disruption a development opportunity for this region is the expansion of the fishery industry. In 2016, the Sri Lankan government proposed the Northern Province Sustainable Fisheries Development Project, in which the construction of a harbour at Point Pedro in the Jaffna District is included. This harbour should become the second largest fishery harbour in Sri Lanka. This report covers the design study of the Point Pedro harbour project, the goal of this study is to design a safe, economically efficient and socially accepted harbour at Point Pedro. To achieve this goal, the following research question “How can safety, economic efficiency and environmental impact be combined optimally in a harbour design for Point Pedro in the Jaffna District?” is answered. In figure XX, the final design of the harbour can be seen. This design is focused on the optimal combination between safety, economic efficiency and environmental impact. Because these criteria are conflicting, they are prioritized as follows: (1) safety, (2) economic efficiency and (3) environmental impact. Safety is provided by constructing breakwaters around the harbour, providing sheltered water conditions in the harbour basin. Also, the harbour entrance is constructed in a way that monsoon waves cannot directly intrude into the basin. Economic efficiency is accounted for by constructing the quay wall close to the central located fish processing facilities. This optimizes the supply chain, resulting in a smaller loss in the fish production (compared to the current situation). The costs are optimized by reusing all dredged material inside the breakwater or for land reclamation. Additionally, the location of the harbour entrance is minimizing the sailing routes as much as possible, without creating safety issues due to wave intrusion. Finally, the negative effects of social impact are limited by involving local fishermen and residents during the entire development process. Because these stakeholders are potential blockers of the project, it is important to include their opinions in the design. This can also be done by broadening the scope, in which touristic facilities and accommodations can be included in the project. Other negative impacts of the harbour can be either mitigated or minimized. However, because the environmental impact is determined as the least important criteria, it is not able to solve every issue. This design is considered to be the most optimal combination for the harbour design of Point Pedro, regarding the criteria of safety, economic efficiency and environmental impact. It is recommended to EML Consultants that three characteristics of the proposed design should be implemented in their final design for Point Pedro: (1) apply building on the reef for land reclamation inside the harbour, (2) cluster the fish processing facilities near the unloading quay walls, because it optimizes the fish supply chain and reduces fish loss, and (3) construct the jetties for large boats (in the east of the harbour) as proposed, because it optimizes manoeuverability inside the harbour using minimal space. The final recommendation is to perform additional research to make a more accurate design, as the main limitation of the report is the limited amount of available data. Additional research should be done in the fields of; wave data, ground conditions over the entire harbour basin, cost estimation and sedimentation.