2. Important Developments in the European
Port Industry and Consequences
- Focus on the Antwerp Port -
Dr. Christa Sys
20/03/2014
3. Port of Antwerp
Some facts
• Ranking: 16th global | 2nd European port (2013)
• Accessible for world‘s largest container vessels of 18.000 TEU
• State-of-the-art automized installations
• Highest handling productivity in Europe: up to 42 moves/hour/crane
• Excellent hinterland connections
• Collaboration with hinterland hubs
• Added value: 19.2 billion euros (in 2011) or 8.9% of Flemish GDP |5.1% of Belgian GDP
• Employment: 142,972 jobs (≈ 40% direct employment)(FTE 2011)
Maritime cargo turnover 2012 2013 2012-2013
Liquid bulk 45.275.901 t 59.493.776 t 31,4%
petrol products 34.541.000 t
Dry bulk 19.106.424 t 14.376.834 t -24,8%
General cargo 119.753.000 t 116.978.469 t -2,3%
containers 104.060.000 t 102.325.934 t -1,7%
8.635.169 TEU 8.578.269 TEU -0,7%
Total 184.136.000 t 190.849.079 t 3,6%
Number of seagoing vessels 14.556 14.220 -2,3%
Gross tonnage 318.481.084 329.636.387 t 3,5%
11. Future?
David Tozer, global manager for container
ships at Lloyd's Register Group, warned that
even bigger – 25,000-container capable ships
– are perfectly feasible.
14. Effect …
• An increasing pressure to optimize
operations at ports
• Container terminals under pressure
to improve productivity and
efficiency to minimize disruptions in
the supply chain
• Putting inland operations under
pressure (intermodal road, rail and
inland waterways)
• Cascading effect of larger vessels
into East-West/South-North routes
concentration of volumes on
ports and terminals
• Pressure for more alliances and
cooperation to fill the ships
+ 16,000 TEU ports
16. Rationale of Top 3 carriers to step into P3
This is a REACTION!
o Too low freight rates
o Overcapacity (or too little
demand)
Two developments
o Daily Maersk experiment
o Increased cooperation MSC-
CMA CGM
PURPOSE?
- Management capacity
- Higher freight rates
MARKET POWER
- 255 ships / 2.6 million TEU / 3
trades
- Stability?
17. Implications…
A significant impact on ports worldwide, but who will
win and who will lose?
• More ports, less terminals?
• Reduction in the number of terminal calls/port.
• Improve service offerings to shippers
• ‘smaller’ ports (with a combined volume of the P3 partners of
about 500,000-2m teu)
• Increase of direct calls
Previously one carrier would have to reach a certain minimum threshold
to make a direct call to a port attractive - about 50,000-200,000 teu per
year
20. Reaction…
• Re-design network
• For the associated terminal operators
• For feeder and intermodal operations, both beyond the scope of
P3 cooperation.
• For the remaining operations of the partners
• For all trades apart from the three East-West trades remain
outside P3.
• Due to the fact that in many ports the different trades intersect
and the P3 operations cannot be seen in isolation.
• Increased cooperation
• P3 network (to be agreed by FMC)
• G6 plans expansion to Transpacific West Coast and Transatlantic
trades
• CKYH alliance CKYHE Alliance (on Asia-Europe)
• Collaboration COSCO and CSCL
• No consolidation
• Hapag-Lloyd and CSAV in mergers talk
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