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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1998 2000 2002 2004 2006 2008 2010

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Loaded

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

17

+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

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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.

25

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

26

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

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PAR

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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!