christa sys@bdm2014
TRANSCRIPT
20/03/2014
Important Developments in the European Port Industry and Consequences
- Focus on the Antwerp Port -
Dr. Christa Sys20/03/2014
Port of AntwerpSome 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 2012-2013Liquid bulk 45.275.901 t 59.493.776 t 31,4%
petrol products 34.541.000 tDry 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%
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Container liner shipping
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North Range container handling
Key drivers
Economies of scale
P3 Alliance
Environmental issues
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Economies of scale
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Door to door
Port to port
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2013, Rotterdam
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.
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Safety?
Source: Safety and Shipping Review 2014
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
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P3 Network
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Rationale of Top 3 carriers to step into P3
This is a REACTION!o Too low freight rateso Overcapacity (or too little demand)Two developmentso Daily Maersk experimento Increased cooperation MSC-CMA CGM
PURPOSE?- Management capacity - Higher freight rates
MARKET POWER - 255 ships / 2.6 million TEU / 3 trades- Stability?
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
Hinterland connections: Modal split Container Transport
5643
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3542
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Today 2030
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Barge
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Road
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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
Environmental issues
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Planet
Environmental control area’s Port shift? Reverse modal shift? Reverse globalisation?More efficient newbuildingsExisting ships Retrofitting Technologies (LNG,…) Coating “ a nose job” Cost …
Planet
Without external costs With external costs
van Hassel, et al., 2013
Thank you for your attention!Dr. Christa SysPrinsstraat 13, 2000 Antwerpen@ www.uantwerpen.be/tpr [email protected]
