Post on 09-May-2015
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Port of Antwerp Today, Tomorrow
Forever
Success factors crucial for any Port
Location, Location, Location Economies of Scale
Port efficiencyAccess
Foreland-Hinterland
The case for Antwerp Port
Source: Cushman & Wakefield, 2006
Location in the heart of Europe
– Antwerp is located in the heart of Europe
– The “banana” contains the main European centres of production and consumption
– 60% of the European purchasing power is within 500 km from Antwerp
– Inland location: 80 km into Europe
50 km from Brussels– Bordered by France, Germany, the Netherlands
4Flanders port area expert meeting
Antwerp May 2011
ANTWERP
Antwerp: a seaport close to the hinterland
Multifunctional port
Industry
Logistics
Cargo handling
Antwerp, the second largest port in Europe Maritime cargo transport 2011 “Scale”
2011: 187 million tonnes(2010 + 5 % )
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The Port of Antwerp today (Scale)
– Total area: 13,057 ha– Quay length: 151 km (total quay – Length of 12 major Ports=51km– Railway: 1,061 km– Roads: 409 km– Covered storage space: 553 ha– More than Hamburg, Amsterdam, LE
Havre together.– One terminal operator has more
warhousing than Rotterdam Port– Katoen Natie
2nd largest petrochemical complex of the world
7 out of the 10 main international chemical companies have a production site in Antwerp
14 tank storage operators of which 11 are independent
Integrated model:• refineries• steam crackers• independent tank storage• waste treatment• Logistics
Extensive pipeline network
IndustryLargest chemical cluster in Europe
Houston
Singapore
Antwerp
TANK STORAGE
Doubling of capacity in a few years time
2011 : 5.3 million m³
Logistics (Scale)5.5 million m² covered storage space
Silos, cold storage, dangerous goods warehouses …
- Value-added services: quality control, retail packaging, weighing, order
picking, stock management, steel service centres …
- Antwerp warehouses: certified by ICE Intercontinental Exchange( for
coffee, cacao…), LME (for steel)
Cargo handling : Antwerp: the number 1 breakbulk port of Europe
Breakbulk liner services from Antwerp to Vietnam:
CarrierPort
Rickmers Pearl String Ho Chi Min – Haiphong
Chipolbrok Europe-Asia-US Gulf-Europe project cargo & breakbulk service HaiphongNYK-Hinode Kisen Asia-Europe Breakbulk service Ho Chi Min -
Haiphong
Breakbulk liner services from Antwerp to India
Rickmers – Europe India ServiceChipolbrok – India & Middle East ServiceConti-Lines – Conti Asian LinesEukor Car Carriers – AGEXOXL Heavy Lift carrier – Red Sea-Arab Gulf-EAF-India
Employment Economic engine
62 577 direct 86 749 indirect
149 326 jobs(full time equivalents, in 2009)
17,7 billion euros of added value(in 2009)
= 9,1% of Flemish GDP = 5,2% of Belgian GDP
Source: National Bank of Belgium, 2011.
12AIMaz 12
Capacity and terminal productivity• Average terminal productivity in Europe
Around 18,000 TEU/ha.
• New terminalsMaximum 26,000 TEU/ha in Europe
• 2007 AntwerpAverage terminal productivity of 20,500 TEU/ha in Antwerp for established terminals
Significantly higher than the European averageMSC terminal in Delwaide dock: productivity nearly 26,000 TEU/ha!
General average in line with European average
Rising trend is noticeableDeveloping toward 24,000 TEU per ha on average (2030)
New terminals: sharp increase in productivity to 28,000 TEU/ha or more
Intraport container distributionthe premium barge concept andcross terminal operator planning
• Intraport barge 400 000 TEU• Daily “milkrun” with fixed slots
between all containerterminals and shippers in the port: the Premium barge concept
• + development of an integrated planning among the principal terminal operators
Scheldt
Right bankRiver terminals Right Bank: Q913 & Q869Delwaidedock: Q730 & Q742Canaldock B1/2: Q604 (Ancon) & Q524 Churchilldock: Q420 Graandock: Q364 (ATO)3rd Havendock: Q170Albertdock: Q104
Left bankDeurganckdock: Q1700 & Q1742 Vrasenedock: Q1227
Deepening of the river Scheldt
• Deepening works: 2010• 75% of all currently tide-dependant
vessels will be able to call Antwerp without restrictions
Improved nautical access
Tidal independent:Before deepening
11,90 mAfter deepening
13,10 m
Improved nautical access
LOA < 340 m 340 up to 360 m
> 360 mand/or beam of 51 m
After deepening - lockbound
Inbound 15,56 m 15,56 m Subject investigation Common Nautical Authority
Outbound 14,50 m 14,50 m
After deepening - Deurganckdock
Inbound 16,00 m 16,00 m Subject investigation Common Nautical AuthorityOutbound 15,20 m 14,50 m
Tidal dependent: deeper draught and wider windows
A tidal window of minimum 60 minutes is required. Ship must state manoeuvring speed for each individual request for permission
Sailing possibilities under normal tidal circumstances and subject to authorisation by Common Nautical Authority
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+10.000 TEU container vesselsNumber of calls and TEU-capacityOn a quarterly base as from Q1 2008
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Well connected to the European waterway network
From Antwerp:
107 container barge services with
366 departures per week to
55 destinations in the European hinterland
HinterlandDaily barge connections with EU hinterland
Over 200 container shuttles per week to more than 40 destinations in 13 countries
HinterlandContainer shuttles with EU hinterland
HinterlandPort of Antwerp focus
Tier 1: Improving port related efficiency, beating congestion through the use transferia- WCT Meerhout- Beverdonk Container Terminal- TCT Willebroek
Tier 2: Developing intermodal Tri-modal hinterland hubs in “natural hinterland- South West: LAR Kortrijk / Moeskroen- South East: Athus / Liège
Tier 3: Developing Hinterland corridors (Rail/Barge)- South Lanes:
- France/Spain: Lille/Paris, Hendaye, Lyon, Marseille, Perpignan, Barcelona
- Italy/Switzerland: Basel, Milan East & West
- Eastern Lanes: - Rhine corridor- Germany/Austria/Hungary- Czech Rep/Poland
Customer’s benefit: rapid transport flows through efficient trimodal connections
HinterlandCollaboration with hinterland hubs
What?Tight collaboration between port and hub in
the hinterland
Why?– Supporting logistics platforms in the
natural hinterland of Antwerp (for ex. Liège, Genk, Venlo, Duisburg, etc.)
– Improved barge and railway network – Hinterland hubs create substantial
concentrated freight flows from/to seaport
Hinterland Road transport
– The port is surrounded by highways– Direct connection to surrounding
countries– Merely 40 km from Brussels, the
European capital
Development modal split
5643
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Modal split Container Transport
Cargo HandlingMaritime cargo transport 2010: Containers 2010: 8.5 million TEU2011: 9 million TEU
– Accessible for world‘s largest container vessels. Several top carriers are calling Antwerp with 13.000 teu+ vessels on a weekly basis with actual drafts up to 15.5 meter. On 15th of January 2012, Edith Maersk, the largest container ship in the world (capacity of 15,500 TEU), succesfully called at Antwerp.
– State-of-the-art automated installations
– Highest productivity in Europe: up to 40 moves/hour/crane
– No congestion !
Total capacity/year: 14 million TEU
direct liner services
More than 240 vessels of +10.000 teu already called at Antwerp.
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An inland port is a sustainable port with less CO² impact
The ports inland location makes maritime transport possible far into Europe.
Antwerp is the most sustainable port for landtransport per truck, rail and barge into Europe
Less CO² emissions
A sustainable port
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As an inland port Antwerp has the shortest connection to the most important hinterland area’s, thereby reducing considerably the hinterland transport cost the main regions
INN
LNZVIE
ANR
BRU
CRL
GNE
LGG
SJJ
ZAG
PRG
CPH
LIL
LYN
PAR
DTM
DRS
DUI
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MUC
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RTMUTC
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Road distance based optimisationratio ANT/OTHER
peripheral
w eak
question mark
battle
strong
captive
main container ports
Captive45%
“Battle”55%
Legend:
• Captive: < 0.75
• Strong: 0.75 to 0.9
• Battleground: 0.9 to 1.1
• Question: 1.1 to 1.5
• Weak: 1.5 to 2
• Peripheral: > 2.0
Interpretation:
E.g. captive <0.75 means that Antwerp has a clear advantage, more than 25% penalty to use the nearest port
Well connected to the European hinterland
• All berths are fully trimodal: barge/feeder, rail and truck
Trimodal port
Organisation in the Port of Antwerp
The Port of Antwerp is a landlord port since 1967, which means the land is owned by the Port Authority and leased to the port operators.
The Antwerp Port Authority is an autonomous body, managing
– Infrastructure:
• Docks• Bridges• Locks• Quays • Land
– Vessel traffic in the port– Marketing & branding activities
Organisation inthe Port of Antwerp
The private companies manage superstructure and operate the terminals:
– terminals– cranes– equipment– warehouses
The “port success paradox”
More maritime trade
Industrialisation, more export &
import
Bigger ports, more hinterlandtransport
“Too big too fast”?
increasing externalities: congestion,pollution
Rising standard of living
Decreasing public support
Stagnation slow down port
development
• Increasing standard of living requires more trade and (maritime) transport
• More transport causes externalities and decreases public support
“How to reverse the trend: a new
mission/mandate for port authorities?”
The historical “port management cycle”
SIZE
TIME
Strong direct involvement port authority:
“Service port”, “Tool port”
:Port authority focusues on core business: planning, master harbour office & basic infrastructure
“Landlord port”
Stronger direct involve-ment port authority:
“Active Landlord port”
Smaller port, strong growth
Big port, strong growth, diversity of activities
Big port, new sustainable growth path
Very big port, growth slows down
To a more active involvement of Port Authorities
The strong growth of the port economies up to 2008 as well as the subsequent 2009 crisis and the potential post-crisis stagnation triggered many European Main Ports to persue a more active involvement in order to reinforce a new type of sustainable growth.
• From a capacity-driven policy to a more “quality driven” growth path
• From a strong infrastructural focus to a more balanced policy based on improving the efficiency of the supply chain in and around ports
• From a more ‘ad hoc’ approach to a firm ‘pro-active’ approach
• From a largely competition driven community to a more cooperative setting with room for dialoque and common action between the pubic and private sector as well as between the different privateoperators
• From a reluctant support to environmental projects to a firm policy of internalised sustainable development
The main characteristics of the new approach can be described as:
Shift in role Port Authorities
Landlord & policy making
facilitator
initiator
operator
E.g. • e.g. fine tuning
supply and demand
• community-projects as e.g. consolidation projects
E.g.
• pro-active en continued prospection
• active role for soutions intraport-distribution
Today
Tomorrow
New Harbour House
Zaha Hadid Architects
Thank you for your attention!