Port of Antwerp - Annual Report 2012 General introduction
Pagina 1 Port of Antwerp - Annual Report 2012 Foreword
2012, an investment in the future
2012 was a difficult year in economic terms, with Europe suffering more than other trading blocs under the effects of recession. The European ports as engines of the economy and gateways for trade are especially sensitive to shifts in economic trends, whether positive or negative.
This is just as true for the port of Antwerp, which nevertheless finished the year with fairly decent results. Certain choices were also made, building on the decisions taken by the port community during the crisis of 2008-2009.
First of all, additional efforts were made and investments were carried out. The Port Authority for its part devoted additional resources to promoting the port. By investing in people the commercial services were expanded and their activities were given extra support, while contacts in the field were given an additional boost. In difficult times there is only response: greater effort. The harder we try, the quicker we put the crisis behind us.
Secondly, the port-wide collaboration was consolidated. As a Port Authority it is our task to create and sustain the necessary élan. A General Assembly of the port community was once more held in 2012, this time under the theme of “Accessibility.” This covers maritime accessibility as the link between foreland and hinterland, as well as structural hinterland operations and digital accessibility. At this event the port of Antwerp confirmed that it will exploit its favourable location in relation to the demographic and industrial heartland of Europe, with a structured, goal-oriented approach to accessibility. With the event the port community also demonstrated its continued cooperation, reviewed the projects already carried out, and committed itself to tackling a number of challenges related to accessibility in all its forms.
Thirdly, in difficult economic times there can be no question of relaxing the efforts to ensure support among society. As a Port Authority we are determined also to play our social role. The MAS Port Pavilion was able to celebrate its first full year of operation and to welcome its 100,000th visitor. This splendid performance encouraged us to introduce bus tours through the port as a trial project on a small scale during the summer months. The tours lasted three hours, with Port Authority personnel acting as guides. What started as a modest experiment proved to be a huge success, to the extent that people had to be turned away even before the tours started, even with the number of buses being increased six-fold. It goes without saying that the tours will be repeated, albeit in a more structured form. The encouraging lesson we learned from this is that there is a real interest in the port among society; people want to learn more about the port and find out what goes on there and why.
Pagina 2 Port of Antwerp - Annual Report 2012
Fourthly, sustainability has become a key concept for the Port Authority and for the port as a whole. This was confirmed once more at the Accessibility event, and again when we won the "2012 Award for the Best Belgian Sustainability Report". Antwerp was the first port to publish a sustainability report, and so to win this award for our initial attempt was confirmation of the efforts devoted to it by the entire port community. Proof if any is needed that the Antwerp port community knows how to close ranks and collaborate when faced with a difficult task.
2012, an investment in the future
Marc Van Peel, chairman of Antwerp Port Authority and alderman for the port
Eddy Bruyninckx, CEO Antwerp Port Authority
The port of Antwerp received the first WPTS World Ports Award in 2012. Port Authority CEO Eddy Bruyninckx was presented with the prestigious award by Sultan Bin Saeed Al Mansouri, minister of Economy of the United Arab Emirates, during the second World Ports & Trade Summit (WPTS) in Abu
Dhabi. Eddy Bruyninckx was praised in particular for his work over the past 20 years in helping to build the port's outstanding reputation for business development, port organisation, sustainability and corporate social responsibility.
Pagina 3 Port of Antwerp - Annual Report 2012 Mission
To arrive at a vital, efficient, sustainable port that enjoys support among society
FOR EUROPE To contribute to a powerful, Europe-wide transport network as a lever for the entire European economy
FOR FLANDERS As a smart port, to act as the hub that helps to position Flanders as a top European region
FOR THE CITY AND REGION To contribute sustainability towards maximising added value
FOR THE MARKET To offer high quality, reliable, continuous service and well-developed infrastructure To assume responsibility for safe, efficient shipping traffic To develop a relationship of confidence
FOR SOCIETY To promote sustainable port development and environment-friendly transport of goods to and from the hinterland
FOR THE PORT AUTHORITY'S OWN ORGANISATION Based on improved internal management, to expand our ambitions and to participate in developing services outside the port area. To achieve the full support and collaboration of our employees
Pagina 4 Port of Antwerp - Annual Report 2012 Strategy
2012, the year of accessibility
The port of Antwerp is a unique maritime, logistical and industrial platform, ideally located in the heart of Europe in the immediate vicinity of producers and consumers. It is the second-largest port in Europe and an important gateway to the European hinterland and the rest of the world. The port of Antwerp is multifunctional, with a rich palette of economic activities; it is the engine of the Flemish and Belgian economy and an important source of income. The close connection between maritime services, industry and logistics that is so characteristic of the port is promoted and further developed wherever possible.
The port of Antwerp seeks to keep up closely with trends around the world that nowadays determine the development and organisation of the port. In this way it not only reacts logistically to changing economic structures and patterns of consumption, increases in scale and consolidation, with the trend towards globalisation as the main example; it also takes into account demographic changes, geographical relocation of production centres, liberalisation of trade, care for the environment and many other trends. The quality of logistic services is more important than ever for many industries. For the port’s customers, reliability and dependable delivery are just as important as cost efficiency. The port of Antwerp is ideally placed to make this a reality for its customers.
Antwerp seeks to be the port of choice in its customers' supply chains, with the focus on added value, supply chain performance, maximising connectivity (seaward and landward, in IT, networks etc.) and raising the level of its range of services. Maintaining and further developing the economic function of the port as a European logistics, maritime and industrial centre remains the port’s most important objective.
Vital, efficient, sustainable and supported
This fits in perfectly with the port’s objective of creating added value for the city and the region. The mission of Antwerp Port Authority is to develop a port that is vital (competitive and multifunctional), efficient (operational and reliable), sustainable (with care for the environment and wellbeing, and financially sound), and supported (as the partner of our employees, customers and society in general). The port seeks to be a supplier of reliable services for smooth accessibility and efficient mobility, enabling companies to operate in a sphere of legal certainty while at the same time offering a liveable environment for people. Antwerp aims to be the partner of choice for Europe, for Flanders, for the region and city, for the market, for society and for employees.
To achieve this in a sustainable way it is first of all essential to improve the port's range of services, to give it more marketing clout and to develop and implement a shared vision. On the marketing side the port has opted to target companies in particular regions and sectors and to convince them of Antwerp's attractiveness. Expert groups with various partners from the port community provide important support for this effort.
The strengths of the port of Antwerp
The port of Antwerp is able to profit from its favourable geographical position and the strong cargo-generating capacity of its immediate hinterland, enabling it to meet the needs of its customers with minimum external costs so as to concentrate on the logistics chain. The port is further able to take advantage of its logistical opportunities by guaranteeing reliability and dependability of delivery. These elements are to be found in each link of the chain, including the seaward approach, operations within the port, and distribution to and from the hinterland.
Pagina 5 Port of Antwerp - Annual Report 2012
In 2012 Antwerp Port Authority built further on the initiatives of its Total Plan to strengthen the port’s competitive position. At the General Assembly of the port community in 2012 the emphasis was on maintaining and further developing the existing advantages while attracting new trade, and on making Antwerp even more accessible and attractive as a location for logistics and manufacturing companies. In other words Antwerp Port Authority seeks to retain and win back existing trade (especially in its natural hinterland) while at the same time attracting new trade (especially in contested areas) thanks to better interconnectivity.
Antwerp offers logistics solutions to shipping companies, industry and 3PL operators, so as to raise its attractiveness as a location for logistics and manufacturing companies while lowering costs and promoting sustainability and mobility. In order to promote the interconnectivity between the port of Antwerp and its hinterland, new intermodal connections are developed, the frequency and cost-competitiveness of existing connections are improved, and the quality of intermodal services is assured.
Accessibility as the central theme
Within the Port Authority an investment unit and an intermodal unit have been set up to facilitate investments by maritime and logistics players and to ensure a sufficient range of rail and barge connections with the main hinterland regions. Where 2011 was the year of sustainability, in 2012 accessibility was the central theme in the activities of the Port Authority and its partners within the port.
The accessibility of the port is absolutely essential for Antwerp as an important link in the worldwide supply chain; not only nautical accessibility but also the smooth transport of goods to and from the hinterland by the various modes. The port of Antwerp aims to join the different links in the logistics chain together in such a way as to make it the preferred port for all shippers and industrial players in the hinterland. The port will adapt itself in this way not only functionally but also organisationally. Additional factors that are also taken into account in all decisions are sustainable service, good industrial relations and safe working conditions.
The improved sea access has already brought benefits: thanks to the deepening of the Scheldt the port can now accommodate even the very largest container carriers. In 2012 no fewer than 167 vessels of more than 10,000 TEU called at the port. Meanwhile the permissible draught has increased to 16 metres sailing upriver and 15.2 metres downriver. However, the possibility of further developments must always be borne in mind, and constant efforts must be put into ensuring maximum maritime accessibility of the port, taking into account the needs of shipping and further improvements in the nautical chain leading to and from the port.
Significant new steps were taken in 2012 with the development of “chain operation” (i.e. managing all shipping movements as part of an interconnected chain, from open sea to berth in port) and the roll-out of APICS2 (Antwerp Port Information & Control System, generation 2). With an eye to the future, preparations are being made for the arrival of the very largest units of 18,000 TEU, and the possibilities for further improving the sea access are being studied.
Internal projects within the port
Various projects are also under way within the port itself. In addition to various infrastructure projects – both new construction and renovation – there is a whole series of initiatives for improving logistics services and offering higher
Pagina 6 Port of Antwerp - Annual Report 2012 security. From the point of view of accessibility it is important for sea access to dovetail seamlessly with activities in the port area. A crucial factor here is to have enough lock capacity. Construction of the second sea access on the left bank, the Deurganck dock lock, started in 2012. Once it is completed this will make the sea access secure (because there will always be at least one lock available) and will more than double the lock capacity on the left bank. In the longer term the capacity of all locks in Antwerp will be evaluated with a view to determining what steps must be taken to cope with the increasing freight volumes and the need to handle ever larger seagoing ships. One possible solution that has been proposed is to have an additional lock on the right bank.
Defining the port boundaries
But the infrastructure development of the port goes much further than providing enough lock capacity. A large number of infrastructure projects were carried out in 2012 or were in the preparation stages. One essential precondition was to define the port boundaries in terms of the Regional Land Use Plan (so-called GRUP). By laying down strict boundaries in the plan, companies are given legal certainty about the development possibilities, which in turn will enable the port to continue playing its role in future as the engine of the economy.
More flexible services
Great efforts were put into services in 2012. Among other things the Customs system was made more flexible, and logistics services were further expanded with the introduction of APCS (Antwerp Port Community System). In addition, the role of the port as a link between the maritime “foreland” and the continental hinterland was further developed with a number of internal projects within the port itself. Road, barge, rail and pipeline transport were all employed to offer the most competitive pricing.
Towards the hinterland
Within a radius of 450 km by various modes, Antwerp has a competitive advantage over rival ports. Inside this core area Antwerp aims to position itself even more strongly in terms of costs and range of services. But at the same time more far-off regions will certainly not be forgotten. Thanks to its extensive range of logistics services and overseas destinations, Antwerp plays an important role for other economic centres in Europe such as Paris, Lyons, Vienna and central Europe. For the benefit of this more distant foreland and hinterland, the Port Authority will invest in projects specifically aimed at retaining existing flows of goods to and from the port, or attracting new sources of trade.
Pagina 7 Port of Antwerp - Annual Report 2012 Economic report 2012
Pagina 8 Port of Antwerp - Annual Report 2012 The port of Antwerp in 2012
The outlined developments in the world economy have a direct influence on world trade and thus also on the freight volumes handled in the various seaports. It therefore follows logically that the growth of freight volumes in Antwerp will be generally higher than the expected growth percentage for the Belgian economy as a whole.
Given the international situation, 2012 was certainly not a good year for the port of Antwerp. And yet the port stood up to the challenges fairly well, certainly in comparison with some of the main competitors in North-West Europe. One important observation is that the number of seagoing ships calling at the port fell by 4.5% in comparison with 2011. On the other hand the number of calls by ships of 10,000 TEU or more rose from 141 in 2011 to 167 in 2012, demonstrating that the upward trend in the size of ships is continuing and that Antwerp is reaping the benefits of the deepening of the river Scheldt.
Europe is the main trading partner for Antwerp, accounting for about 35% of the tonnage handled in the port. North and Central America for its part is the origin or destination of 18% of the cargo. The Near East accounts for a share of 15% and the Far East 14% of cargo loaded or unloaded in the port of Antwerp.
The volume of maritime freight handled in Antwerp amounted to 184.1 million tonnes, with 94.6 million tonnes unloaded and 89.5 million tonnes loaded in the harbour. This total was 1.6% less than in 2011. However, Antwerp is still the second-largest port in Europe, after Rotterdam (441.5 million tonnes) and before Hamburg (130.9 million tonnes). Last year Rotterdam gained 1.6% in cargo volume while Hamburg lost about 1%. Other ports in Europe lost substantial ground, like Le Havre (down 11.9%) and Zeebrugge (down 7.3%).
As regards the different forms of cargo, containers were by far the largest category, making up 56.5% of the total freight volume in Antwerp. At 8,635,169 TEU the container volume in Antwerp remained at practically the same level as the previous year (down only 0.3%). Expressed in tonnes the volume was down by 1.0% to 104.1 million tonnes. In terms of tonnage Antwerp is the second-largest port after Rotterdam. In terms of TEU (twenty-foot equivalent units, i.e. standard containers) Antwerp comes in third place after Rotterdam. Here it should be noted that the level of international container transport is largely determined by the level of trade, and thus the development in Antwerp is in line with changes in the European and Belgian economy. Since a rise in the volume of world trade is expected, this should lead to an increase in the number of containers handled in Antwerp.
The volume of bulk freight fell in 2012 by 1.1% to 64.4 million tonnes, representing 35% of the total volume handled. Liquid bulk for its part was down 1.6% from its record level in 2011, at 45.3 million tonnes. This development was largely due to the decline in volumes of chemicals (down 8.2%) which was not compensated by the rise in volume of imports and exports of oil derivatives (up 7.2%). Dry bulk remained at the same level as the previous year (up by just 0.1%), with 19.1 million tonnes of goods handled. This performance puts Antwerp in third place for bulk handling, after Rotterdam and Amsterdam.
Pagina 9 Port of Antwerp - Annual Report 2012
In the conventional breakbulk segment a volume of 10.9 million tonnes was loaded or unloaded. This is 14.2% less than in the previous year, which means that the share of the total freight volume represented by this category has fallen to 5.9%. This result is largely due to the lower volume of steel handled (down 19.2% to 6.8 million tonnes), reflecting the current market conditions. The fruit volume declined by 3.2% to 1.3 million tonnes, whereas paper and cellulose shot up by 17.4% and finished at 895,593 tonnes. Despite these developments Antwerp remains the European market leader for steel and fruit and the market leader for handling of conventional breakbulk, ahead of Zeeland Seaports, Amsterdam and Rotterdam.
Ro/ro freight, finally, rose by 13% to 4.8 million tonnes. The number of cars handled in 2012 amounted to 1.2 million, an increase of 14.8%.
Pagina 10 Port of Antwerp - Annual Report 2012 Antwerp in the range
Pagina 11 Port of Antwerp - Annual Report 2012
Pagina 12 Port of Antwerp - Annual Report 2012
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Pagina 14 Port of Antwerp - Annual Report 2012 Antwerp in the world
Pagina 15 Port of Antwerp - Annual Report 2012 Maritime accessibility
Pagina 16 Port of Antwerp - Annual Report 2012 Vision and context
Ensuring and improving the maritime accessibility is a constant concern, for the port of Antwerp just as any other port.
Maritime access is a sine qua non for port operation and for generating port activity. Ensuring and improving the maritime accessibility is a constant concern, for the port of Antwerp just as any other port.
Maritime access is currently assured on a day-to-day basis by carrying out the necessary dredging work and taking the necessary soundings within the port of Antwerp and also in the navigation channels giving access to the port. But maritime access goes much further than the availability of a navigation channel with sufficient depth. Maritime access also means that existing navigation routes are kept free for safe and smooth shipping traffic to and from our port.
With this aim in view, in 2012 Antwerp Port Authority protested against the plans by the federal government to grant planning permission for a wind farm in the North Sea in a particular configuration requested by the operator. We considered that the configuration (a small triangle of the proposed area) posed a danger to shipping. Eventually the parties concerned came to an agreement under which the configuration was adjusted so as to permit safe, unhindered shipping traffic.
As part of the process of drawing up the marine area plan for the Belgian part of the North Sea – which began in 2012 – Antwerp Port Authority is similarly responsible for assuring safe, unhindered shipping traffic to and from the port of Antwerp.
As it happens, one of the most important approach routes for the port of Antwerp is located in the Belgian part of the North Sea: most ships reach our ports via the Wielingen channel and the Western Scheldt (i.e. the lower Scheldt estuary). The Belgian section of the North Sea is therefore the gateway to the port of Antwerp. The Port Authority accordingly engages in dialogue to maintain this access.
As a Port Authority, we, together with the other partners, are also involved in examining new opportunities for maritime access, both short and long term. As part of this process, preparations began in 2012 for the arrival of the Triple E class of ships operated by the Maersk company with a LOA of 400 m, a beam of 59 m and a capacity of 18,000 TEU. In addition the Permanent Commission for Scheldt Navigation is collaborating with the University of Ghent to consider possible new ways of looking at the keel clearance (i.e. the distance between the bottom of the keel and the bed of the dock or navigation channel).
In its dealings with the various government authorities, Antwerp Port Authority also emphasises the importance of launching research into new opportunities for assuring and further improving the maritime accessibility of the port of Antwerp in the longer term.
Pagina 17 Port of Antwerp - Annual Report 2012 Accessibility
At the beginning of 2012 the Maersk shipping company took full advantage of the extended navigation possibilities afforded by the new Scheldt navigation regulations.
At the beginning of 2012 the Maersk shipping company took full advantage of the extended navigation possibilities afforded by the regulations for upstream and downstream navigation on the Scheldt, with ships having an LOA of more than 366 metres being permitted to call at the port on the basis of trial trips. On 13 January 2012 the Edith Maersk with an LOA of 398 metres (the largest container ship in the world along with its seven sister ships) called at the port of Antwerp without problem, unloading some 2500 containers in the Deurganck dock.
Less than three weeks after this successful call its sister ship the Eleonora Maersk also visited the port, unloading 3,700 TEU in the Deurganck dock. This second visit demonstrated not only that the shipping company considered the first call to be a success, but also that Antwerp is perfectly accessible to even the very largest container carriers, despite its location far inland. These trial trips were also assessed as successful by the Permanent Commission for Scheldt Navigation.
There were spectacular new calls not only by container carriers; there was also a “first” in the cruise ship sector. The cruise ship MSC Lirica called at Antwerp on 20 April. The Mediterranean Shipping Company, the second largest cargo carrier in the world, has long been a faithful customer of the port of Antwerp with its container ships. With 27 calls, 2012 was another successful year for the sea cruise business. In addition there were calls by 612 river cruises, bringing a total of 115,211 passengers and 1149 days at berth.
Pagina 18 Port of Antwerp - Annual Report 2012
Pagina 19 Port of Antwerp - Annual Report 2012 Shipping traffic management
Efficient shipping traffic management and good partnership are essential for correct chain operation.
Chain operation
For correct operation of the nautical chain all links are important and changes to the procedure are made whenever necessary. The port of Antwerp was hit by industrial action by pilots in February 2012. As an essential link for safe and smooth shipping traffic to and from the port of Antwerp, such action has an immediate impact on the entire nautical chain. Antwerp Port Authority and the Antwerp port community therefore began a dialogue with the Flemish government with a view to ensuring the best possible service from the pilotage. The professional abilities of the pilots themselves are not in doubt, but the availability and affordability of the pilotage services are constant matters of concern.
In 2012 DAB Loodswezen (the pilotage organisation) put its new resources into operation. The mother ship was named on Monday 18 June 2012 in Ostend, and the Port Authority management committee visited it on 1 October. Antwerp Port Authority has undertaken to fund 25% of the investment in all new resources.
In addition to the SWATH (Small Waterplane Area Twin Hull) mother ship (the Wandelaar) there are three tenders (the Westdiep, Wielingen and Westerschelde). The mother ship has onboard accommodation for the pilots and will operate in the same area as the present pilotage cutter, namely the Wandelaar pilot pickup station near the Kwinte Bank buoy. One of the tenders operates in the vicinity of the mother ship, while another ferries the pilots between Ostend and the mother ship. The third tender is kept in reserve in the home port of Ostend. The new pilotage resources are now fully operational, playing their role in assuring an efficient nautical chain.
Maintaining an efficient nautical chain also requires the existing procedures to be examined wherever necessary. A small working party made of representatives of among others the port community, the Port Authority and Brabo (the professional association of port pilots and boatmen) was set up to examine the present procedure for ordering tugs.
Changes were made to the procedure for ships leaving the port or being warped within the port (along the river). The required number of river tugs must be announced when a request for departure or warping is made by the agent (representing the ship's master), or at least four hours before requested departure. The new obligation was introduced for a trial period of one month starting on 4 December 2012.
The procedure for ordering tugs for ships arriving in port will be studied at a later date.
APICS2
The new port information system APICS2, developed in-house by Antwerp Port Authority, offers extensive planning
Pagina 20 Port of Antwerp - Annual Report 2012 possibilities that permit continuous improvement in shipping traffic management. The new system became operational on 1 May 2012. As well as affording more planning than before the system makes it possible to follow shipping movements even more closely and provides the same information in real time to all players in the nautical chain. This in turn offers possibilities for improving the exchange of information with other services.
APICS2 is designed for proactive improvement of planning and decision-making procedures. This requires not only transparency of data but also fast and continuous input of information from all players in the chain. APICS2 also affords new opportunities to barge traffic. In combination with AIS (Automatic Identification System) it permits full coordination of barge movements. The particular efforts being made not only by the barge industry but also by the shipping management operatives will contribute to smooth and safe accessibility of the port in the near future. http://www.portofantwerp.com/apics2/
Pagina 21 Port of Antwerp - Annual Report 2012 Barge waste collection
The Port Authority offers extensive, easy and responsible waste collection for barges.
Within the port of Antwerp barges are able to dispose of their waste in an easy and responsible way. The Port Authority collects waste not only so as to provide a service for barge operators but also to prevent waste being dumped illegally. Waste is collected by a bilge boat (on the right bank only) and at two container parks: one on the right bank and one on the left bank of the Scheldt. The barge waste gathered in this way is taken by an approved waste collector to a certified processing plant where it is further bulked and treated in accordance with environmental legislation.
In 2012 work started on construction of a new waste park at quay 601, near the fish spawning ground. This facility is also a service quay for barges, with a drinking water point and a car loading and unloading ramp. The construction project further includes structural improvement measures for testing to improve the biological quality of the water. Sustainable choices have already been made in construction of the office and warehouse there, with green roofs, high grade thermal insulation, a heat pump, concrete made with recycled granulates (see also the IRCOW project) and a reedbed for purifying the sanitation water. The new waste park will also be open on Saturday mornings so as to provide an even better service for barge operators.
The general decrease in the volume of waste since 2008 is ascribed to the economic recession, which in turn has meant a lower amount of barge traffic in the port.
Pagina 22 Port of Antwerp - Annual Report 2012 Waste collection for seagoing ships
The 2013-2015 Waste Management Plan was drawn up in 2012 and approved by the Flemish minister of the Environment.
The 2013-2015 Waste Management Plan was drawn up in 2012 and approved by the Flemish minister for the Environment. The port of Antwerp provides sufficient facilities for collecting ship’s waste and cargo residues. However, a number of changes had to be made to the system for covering the cost of this, in view of the rising volume of waste. The Port Authority has adopted an open market approach, so that there is competition between the various waste collection companies which in turn leads to competitive prices and good service.
In 2012 the European Maritime Safety Agency (EMSA) asked Antwerp Port Authority to take part in the EU’s “Waste” expert group for implementation of the FAL directive (directive 2010/65/EU). Under the terms of this directive, as of 2015 waste reports by seagoing ships will be made via the European SafeSeaNet, with the data being passed on via a “National Single Window.” Within the workgroup the information and monitoring system (Wastecol) used in Antwerp was presented to the EU member states by Antwerp Port Authority.
At the end of 2012 the Port Authority organised a three-day workshop on ship’s waste in collaboration with the International Maritime Organization (IMO), the Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea (REMPEC) and the waste agency of the Flemish government (OVAM). At the workshop there were discussions on best practices, waste handling, policy aspects and planning in relation to ship's waste, and Antwerp's pioneering role was confirmed.
Pagina 23 Port of Antwerp - Annual Report 2012 Ship fuel monitoring and oil spills
A new monitoring campaign for ship fuel and an emergency response unit for oil disasters will help to protect the environment.
In the summer of 2012 Antwerp Port Authority introduced a campaign for monitoring ship's fuel. The samples to be examined were determined by the Harbourmaster's office on the basis of weekly bunker reports and were systematically analysed by the laboratory for sulphur and water content. From this survey it was found that 9% of samples in the low sulphur category have a sulphur content equal to or greater than 1.00% (by mass). In case of levels being exceeded the Port State Control (federal government department responsible for control of shipping) is informed. Reporting will be made obligatory for bunkering companies in 2013 (at the moment reporting is voluntary).
Within the Port Authority’s Environmental department a permanently staffed emergency response unit was set up to coordinate the necessary containment and cleanup operations in case of oil spills and to further protect the port environment and other port activities. 64 incidents were recorded in 2012. Part of the task of the emergency response unit is to raise awareness among polluters and get them to use more responsible cleanup methods. The first results have already been obtained.
Pagina 24 Port of Antwerp - Annual Report 2012 LNG work group
Antwerp is taking the lead among the international port community.
Antwerp Port Authority accepted the invitation to be the lead port for the LNG workgroup that forms part of the WPCI (World Ports Climate Initiative) in an organisation of the IAPH (International Association of Ports and Harbours). The main objective of this workgroup is to standardise the port regulations governing LNG. In addition to Antwerp, ports participating in this workgroup are: Amsterdam, Bremen, Brunsbuttel, Gothenburg, Hamburg, Le Havre, Los Angeles, Rotterdam, Stockholm and Zeebrugge. The draft “ truck-to-ship bunker checklist” was submitted by the WPCI LNG workgroup in December 2012 and is currently being used in the ports of Antwerp, Rotterdam and Stockholm in order to validate it.
Pagina 25 Port of Antwerp - Annual Report 2012 Port
Pagina 26 Port of Antwerp - Annual Report 2012 Vision and context
Being and remaining a world port offers opportunities for growth, especially sustainable growth.
Being and remaining a world port offers opportunities for growth, not only literally but also metaphorically. Literally in terms of expanding in area and developing additional facilities, as well as extending or improving the range of services. Metaphorically in terms of the way in which we seek to achieve this growth. We opt for sustainable development, in consultation with the surrounding community and the various stakeholders.
The process of defining the port area geographically and thus marking out the boundaries for growth is long and complex. This process started in 1999 and entered an important phase three years ago.
In September 2009, after years of investigation and discussion, the Flemish government presented a scenario for the development of the port of Antwerp. This scenario covers not only economic activities and infrastructure (locks, docks, roads, railways, port company operating sites, etc.) but also housing, agriculture, the environment, nature and heritage. All of these aspects have to be defined in terms of geographical area, and this has now been done in the form of the Regional Land Use Plan. The plan permits the necessary changes to be made to land use designations and urban planning regulations, while at the same time clearly laying down the use to which each area is assigned (port activities, residential areas, agriculture, nature conservation etc.) and creates legal certainty for all those involved.
On the right bank of the Scheldt the chosen approach is densification and “inward expansion” (i.e. development of brownfield sites). There will be wider buffer zones between the port and the surrounding area, with space for nature development in the Opstal valley.
On the left bank there is space for actual expansion and new development. The Flemish government has earmarked an area of more than 1000 hectares to the North of the port, the Saeftinghe Development Zone. Here a second tidal dock will be built, next to the Deurganck dock. The Regional Land Use Plan also confirms the extension of the Verrebroek dock and the construction of the Deurganck lock, for which the framework has been marked out. The Regional Land Use Plan is key to the future of the port area: it affords legal certainty for companies in the port to orientate their investments between now and 2030. But just as importantly, local residents can draw conclusions regarding the development area.
A port is only as good as the interplay of all its services, which have to be efficient, safe, reliable and cost-efficient. As a port we have worked hard towards this year after year, not only in the form of investments but also in the form of consultation and good communication. Further investments were made in 2012, and the port is able to present a number of impressive and successful projects.
Pagina 27 Port of Antwerp - Annual Report 2012
One last aspect is the way in which we as a Port Authority aim to develop our own services and the port in general. The relevant choices that had previously been made were confirmed in 2012. The most convincing evidence of this is perhaps the Sustainability Report that the port community presented last year. This report, the result of hard work by an entire community, is proof if any is needed of the commitment to include sustainability in the operations of all those in the port area.
Pagina 28 Port of Antwerp - Annual Report 2012 Infrastructure
In the spring of 2012 the Flemish government presented the “provisional findings of the Regional Land Use Plan”.
Regional Land Use Plan
While it is still only a proposal, this is nevertheless an important development for the Port Authority. Already in 2009 the Flemish government presented a scenario for development of the port, governing not only the economy and infrastructure but also housing, agriculture, the environment, nature conservation and heritage. All these aspects are intimately bound up with one another in terms of land use, and the respective areas are defined in the Regional Land Use Plan. This clear definition affords legal certainty for all parties involved.
On the right bank of the Scheldt the Flemish government has opted for densification and “inward expansion” (i.e. rezoning of brownfield sites), while on the left bank there are real expansion possibilities, especially in the Saeftingen area to the North of the port. This expansion is important for the further development of the port of Antwerp and at last provides a clear framework for companies and future investors on the one hand, and for local residents and farmers on the other. Antwerp, the mainport of Flanders, provides work for almost 150,000 people and generates added value of 17.7 billion euros, or 9.1% of the Flemish gross domestic product.
From June to August there was a public inquiry in order to inform all those involved, and in mid-June the plans were also presented at a number of info markets in which the Port Authority participated. The Port Authority further distributed an information pack with more explanations about the role played by the port and its importance for the economy and society. The Flemish government is due to make a final decision at the beginning of 2013.
Pagina 29 Port of Antwerp - Annual Report 2012 Deurganck dock lock
Work on the actual construction of the lock for the Deurganck dock on the left bank began in 2012.
Work on the actual construction of the lock for the Deurganck dock on the left bank began in 2012. After large-scale excavation work over a period of a year, construction work on what will be the largest dock in the world was ceremonially started by Hilde Crevits, Flemish minister of Transport & Public Works.
Construction of this lock is one of the key projects of the Flemish government and is an objective of the Pact 2020. As a result of recent expansion on the left bank a second lock had become essential for ease of access by seagoing ships. The Kallo lock, currently the only one in this part of the port, has already reached its maximum capacity. The Deurganck dock lock is an appropriate response to the increase in scale of modern ships. It will also provide easy access to the port facilities on the left bank, and will moreover assure the necessary security of operation (because there will always be at least one lock available).
The significance of the new lock goes beyond the port of Antwerp, as it will be an important link in the new European core transport network, the backbone of the TEN-T network. The maritime sector in turn is important for the development of the Trans-European Transport Network in promoting sustainable transport, job creation, economic growth and cohesion within the European Union. Indeed the European Commission has emphasised the role of the European seaports as gateways to the European markets as part of the new "Transport 2050" strategy for Europe, supported by the "Connecting Europe" facility.
Thanks to the new lock, the port of Antwerp will once more have a suitable response to the increased dimensions of modern ships, thus maintaining and further strengthening its position within Europe. The Deurganck dock lock is specifically dimensioned to take the very largest ships. The Social Costs/Benefits Analysis carried out for this major infrastructure project examined not only the economic returns but also the social returns. The choice of a deep design was found to offer by far the greatest social and financial benefit, and so the lock will be the largest in the world with a length of 500 m, a width of 68 m and a depth of -17.80 m with respect to the local datum level.
Once it is completed the ship handling capacity of the port area on the left bank will be considerably increased. The volume of freight handled in the area behind the locks in this part of the port is expected to rise from around 16 million tonnes in 2011 to more than 25 million tonnes in 2020, an increase of 56%. As such the new lock forms part of the strategic plans for the growth of the port of Antwerp. So far the work is going ahead on schedule, and the Deurganck dock lock is due to become operational in 2016.
Pagina 30 Port of Antwerp - Annual Report 2012 Renovation and investment projects
As a landlord, Antwerp Port Authority carries out numerous renovation and investment projects each year.
As a landlord the Port Authority is responsible for operation and maintenance of the docks, bridges, locks, quays and sites within the port. In 2012 the port’s infrastructure services carried out a number of groundwork projects, refurbished and/or deepened quays, maintained the roads in the port areas and carried out work for maintenance or development of nature conservation areas.
In addition a number of investment projects were carried out in connection with the Deurganck dock lock (connection between the Northern Mooring dock and the St. Antonius road), new quays were built (among others in Canal dock B2), studies were carried out and a rail bridge was built (St Antonius road intersection).
Pagina 31 Port of Antwerp - Annual Report 2012 Abolition of VAT deposit for imports
An efficient Customs service is very important for the competitiveness of the Belgian economy and the Belgian seaports and airports. Customs has a dual role to play here: firstly as a gatekeeper to ensure safety and security (by means of border inspections) and secondly as a trade facilitator to ensure the smooth, continuous flow of trade.
Companies that import goods into Belgium through Belgian ports from non-EU countries no longer have to pay a deposit if they want to defer VAT payments. For some companies this frees up hundreds of thousands of euros. The abolition of the deposit also removes a competitive disadvantage for the Belgian ports.
The deposit saddled the port of Antwerp with a competitive handicap compared with foreign ports where VAT payments can be deferred without funds having to be committed. This simply encouraged Belgian importers to use a foreign port, and so the Antwerp port community has long pleaded for this system to be abolished. The Belgian government acceded to these pleas as part of its plan to boost the economy. As of 2013 this disadvantage has been removed, making it once more attractive for Belgian importers to opt for a home port.
Pagina 32 Port of Antwerp - Annual Report 2012 Extensive Customs services
With the reorganisation of Customs & Excise to provide 24-hour operation, the service has been modernised.
In his visit to the port of Antwerp the then deputy first minister and minister of Finance Steven Vanackere engaged in a full debate with the port community on a number of sore points. With the decision at the beginning of June to reorganise the Customs services for 24/7 operation the minister and his colleagues met the wishes of the port in full.
The three-shift system enables Customs to work around the clock, ensuring a smooth flow of goods through the seaports and airports. The new arrangement also complies with the new European obligations for the security of the logistics chains. The shift system has made it necessary to hire an additional 385 members of personnel.
This decision also removes a whole series of financial and administrative burdens for companies in the logistics sector:
● Companies no longer have to submit a request in advance for the local Customs & Excise to open outside normal working hours in order to clear consignments through customs. ● Transit times for imports and exports have been reduced. ● The hours during which goods can be cleared through Customs have been extended. ● Inspections can be carried out at natural stopping points in the logistics chain. ● There are no more formalities for trade.
There are no additional costs for trade: fees have been abolished in the seaports and airports.
Antwerp Port Authority is satisfied with this decision but at the same time hopes that the other desired steps in the modernisation programme will be carried out quickly. These include among other things setting up a Customer Management department within Customs to help companies with the various administrative procedures. The full modernisation programme should eventually lead to a service based on the logistics chain of which the port forms part.
Pagina 33 Port of Antwerp - Annual Report 2012 Logistics services
Promotional efforts and efficient applications.
The e-Desk application within the Antwerp Port Community System became operational on 16 January. This application enables users to give notification of the arrival of export goods at the terminal and subsequently to trace their movements.The e-Desk application within the Antwerp Port Community System became operational on 16 January. This application enables users to give notification of the arrival of export goods at the terminal and subsequently to trace their movements.
The e-Desk can also be used to register container details and Customs declarations. When the container arrives on the quay the terminal operator calls up this information from the e-Desk and uses it to send notice of arrival of the goods to the Customs service. This notification of arrival is obligatory under the Export Control System (ECS). In this way the e-Desk enables the declaration details to be sent by the user to the terminal operator more efficiently. The advantages include not only greater standardisation and automation within the port but also greater transparency; the status of the container when it arrives and when it is loaded on board is entered into the e-Desk application by the terminal operator, so that the exporter can follow the declaration.
The e-Desk was initially used to send electronic declarations of export and transit containers between the declarant on the one hand and on the other the MSC Home Terminal in Antwerp and the PSA terminals in Antwerp and Zeebrugge. The DP World terminals were added to the system in May 2012.
Since the e-Desk became operational some 600 companies have joined the system, together representing more than 1,600 users. A collaboration agreement was set up with the German company DBH for sending information electronically from shippers in Germany. More than 13,100,000 messages were sent via the Port Community system in 2012, or 35,000 per day. This represents growth of more than 200% compared with the previous year!
Promotional role of the Port Authority
Antwerp Port Authority daily meets its responsibility to guarantee a wide range of logistics solutions. It does this by acting directly or indirectly as a service provider, or by acting as a facilitator by creating the necessary framework or setting up the necessary consultation structures. For example, the Port Authority is responsible for promoting and marketing the port, for which purpose it works out a promotional programme each year in collaboration with the port community.
In 2012 particular efforts and initiatives were devoted to: - Defending Antwerp’s position in the perishables market, with a multimedia marketing campaign; - Reinforcing collaboration among the port community in certain sectors, by among other things setting up the “Perishables” and “Packed Chemicals” expertise groups; - Consolidating Antwerp’s market position in Africa, North America and Canada, with various roadshows; - Expanding the market share in the Far East, by participating in the Circle of Friends, organising numerous events and roadshows for supply chain operators and carrying out targeted 1-1 activities with shipping companies.
These initiatives will be further pursued in 2013, and additional efforts will be put into commercial development in the hinterland. In addition to the focus on China there will also be an extensive programme aimed at other growth countries in the foreland.
Satisfaction survey 2012
In 2012 Antwerp Port Authority organised its biennial satisfaction survey, covering the services provided by the Port Authority itself and by third parties. Apart from indicating the degree of satisfaction of the customers the survey also reveals points for improvement. The necessary internal feedback was provided concerning the Port Authority’s own
Pagina 34 Port of Antwerp - Annual Report 2012 services, while the tasks that are not carried out directly by the Port Authority were discussed with the partners involved.
Apcs messages
13,112,684 messages in 2012 (up 201%) or 35,000 messages per day
APCS Messages 2011 2012 Growth > Dangerous goods 1,293,153 1,415,807 9,48% > Nautical messages 319,463 367,862 15,15% > Customs declarations 83,507 92,621 10,91% > Waste declarations 38,867 13,351 -65.65% > BTS 49,207 92,662 88.31% > e-Desk CBS messages 0 6,750,083 > Chain operation 2,541,796 4,327,275 70,24% > Safe Sea Net 35,828 53,023 47.99%
Pagina 35 Port of Antwerp - Annual Report 2012 Port security and safety
A port is vulnerable to organised crime and also has to be protected against the risk of international terrorism.
Port security is a major concern: ports are not only vulnerable to organised crime, they also form possible targets for international terrorism.
The port of Antwerp has for many years put considerable efforts into meeting international standards, and continues to ensure close compliance. The many requests from international partners to share in its expertise and to make working visits testify to the port's outstanding reputation in this area. Raising the level of safety and security remains a challenge to which the Port Authority devotes unremitting effort. The Port Authority seeks to play a coordinating role in matters of port security and participates in numerous projects.
Pagina 36 Port of Antwerp - Annual Report 2012 Supervision of security measures
The port’s Security & Safety department not only ensures compliance with the ISPS Code but is also a partner in general security policy.
The main task of the Security & Safety department of the Harbourmaster’s office is to monitor compliance with the International Ship and Port Facility Security Code in the Antwerp port area on behalf of the Local Committee for Maritime Security. The various terminals and facilities that handle seagoing ships and so are subject to the ISPS Code are required to implement appropriate security measures. Whenever companies set up new facilities or no longer have to comply with ISPS requirements, or when there is a change in the type of goods handled and so also the associated risk, then a well-defined procedure has to be followed and documented at each stage.
ISPS Supervision 2011 2012
Port Facilities 84 83
New ISPS activity 0 0 ISPS activity ended 1 0 LCMB Verification 85 10 Renewal of certification 1 4
Inspection reports 445 563
NAMB Inspection 4 9
EU DG MOVE Inspection 0 0
Each ISPS facility is required to carry out a minor exercise every three months, designed to test part of the security plan. Every calendar year the facilities must also organise a major exercise that includes various components of the plan. To ensure proper supervision, the Port Security department regularly participates in these exercises. This not only creates relations of confidence with the companies concerned but also enables the team to advise on possible measures for improvement. All the reports submitted are assessed, and feedback is given. In 2012 there was a total of 398 such reports. The exercise policy is aimed at 100% implementation and reporting.
Pagina 37 Port of Antwerp - Annual Report 2012 Exercitium
Antwerp Port Authority shared its expertise with representatives of the EU Commission and other European ports.
The “EU Manual for Maritime Security Exercises & Drills” was drawn up by Antwerp Port Authority under a grant from the EU Commission (DG Move). The full theoretical and practical contents of the manual were written in 2011, based on the knowledge and experience available in Antwerp. The last touches were made to the layout at the beginning of 2012, and the finished manual was finally submitted to DG MOVE of the EU Commission on 4 May 2012. Under the title of “Exercitium” the manual was distributed to the various Member States in the second half of 2012. It can now be found on the port of Antwerp’s website .
“PORTEX” Port Exercise
A national exercise was held in the port of Antwerp on 4 May as the culmination of the “Drill & Exercise Handbook.” Members of DG MOVE and representatives of the Member States were able to observe various drills being carried out at three ISPS facilities in Antwerp, based on “Exercitium.”
At the same time an interdisciplinary security exercise was held with interaction between LCMB Antwerp (local committee for maritime security) and NAMB (national authority for maritime security). This “tabletop exercise” tested the communication and relations between the two committees. The scenario for the exercise was a threat phase that required an escalation of the Port Security Plan to level 2 and then to level 3, but without actually triggering a security incident. The exercise confirmed the positive collaboration between the two committees and their members, and resulted in recommendations that will lead to a national group of experts being set up. The practical points for improvement of the Antwerp Port Security Plan will be implemented by the Port Security department in 2013.
Pagina 38 Port of Antwerp - Annual Report 2012 AEO versus ISPS
Antwerp Port Authority participates in international expert studies.
The Port Authority's Security department is participating actively as an expert in a comparative study of the security aspects of ISPS and AEO (Authorised Economic Operator, for companies recognised as secure links in the logistics chain). The aim is for ISPS-approved port facilities that also wish to gain AEO status to be able to refer to their ISPS security plan as part of the certification process. In the course of the study the required standards were compared with each other and with their implementation by three ISPS companies in Antwerp.
Agreements for the confidential exchange of information were laid down for LCMB and for the Customs & Excise Administration's AEO auditors. The final proposal was submitted in 2012 to DG TAXUD. The latter showed itself favourable to this initiative, but requested further examination by other Member States. The Antwerp Harbourmaster’s office and the Ministry of Finance have discussed the comparative study with their opposite numbers in the Netherlands are now consulting with the German authorities. If implemented, this procedure will partly simplify the “Security” chapter of AEO certification and the relevant audits for all the parties involved.
Pagina 39 Port of Antwerp - Annual Report 2012 Restrictions on “secondary cargo” shipped in second hand cars
The stricter inspections for secondary cargo shipped in used vehicles brought immediate results.
In recent years it became clear that exporters of second hand cars were using the vehicles as “packaging” for materials that to all intents and purposes are illegal waste. To stem this practice the “Regulations for handling of second hand vehicles in the port of Antwerp” were introduced on 1 January 2012. The aim is to ensure stricter control of vehicles delivered on the quay, which in turn permits safer handling in the port, safer transport by sea and better protection of the environment.
To ensure compliance with the regulations the Port Authority has appointed additional inspectors. The new regulations and accompanying inspections have brought results: from observations over a six-month period there appears to have been a 17% reduction in secondary cargo. The number of vehicles leaving the port without secondary cargo has risen to 79%. To maintain this control it is of course necessary to ensure access to the vehicles, and the number of vehicles which cannot be accessed or accessed only with difficulty has dropped by 15% on an annual basis. Such results can only be achieved with the collaboration of all parties involved, in particular the terminal operators. In the meantime the Port Authority is determined to keep up the inspections.
Pagina 40 Port of Antwerp - Annual Report 2012 Procedure for barge access to ISPS facilities
Consultations on a more efficient terminal procedure for barges.
Barge operators still face problems when it comes to entering or leaving secure ISPS facilities. The terminal operators for their part may not even be aware that a barge is moored at one of their quays, and so neglect to inform the barge operator about the access procedure. The situation is complicated by the fact that procedures are not uniform for all facilities, so the barge operator and terminal operator must get in touch somehow in order to make the necessary arrangements. The existing procedure, dating from 2005, was revised in 2013 in consultation with barge operators, the Harbourmaster's office and the Security Think Tank; the revised procedure will be introduced for a trial period starting in 2013.
The general procedure for access control and announcing the arrival of barges essentially governs communication between barge operator and terminal in the port of Antwerp.The general procedure for access control and announcing the arrival of barges essentially governs communication between barge operator and terminal in the port of Antwerp.
Pagina 41 Port of Antwerp - Annual Report 2012 Collaboration
Collaboration for greater safety.
CALAHAN is a crisis management system for dealing with disaster situations in the port of Antwerp, so that crucial information is made available quickly to all the parties involved in dealing with the disaster (Fire department, police, other emergency services and government departments). The Port Authority has joined this system, and in September 2012 a team of its employees was trained in the use of the system.
For the Port Authority it is very important to obtain more information about the course of a disaster within the port area. Apart from this the Port Authority has its own notification procedure for disasters on its own sites, and is helping to develop additional scenarios for the system, for instance as regards security.
Collaboration with Liverpool Police
After a visit to the port and its Security department by Liverpool Police, detailed agreements were made between the two services for a more targeted approach for dealing with illegal immigrants who try to cross the borders as stowaways.
Pagina 42 Port of Antwerp - Annual Report 2012 Sustainable services
Sustainable policy
Antwerp Port Authority has for years pursued a sustainable policy, both internally and externally. Antwerp Port Authority has for years pursued a sustainable policy, both internally and externally. In this respect it seeks to set an example for the entire port community. As part of this effort it first signed the Corporate Social Responsibility Charter of the Province of Antwerp for the first time last year. During the 2012-2013 cycle the Port Authority committed itself not only to making progress in environmental initiatives but also to taking actions for the benefit of people and society.
In 2011 the Port Authority signed a declaration of intent for participation in the Environmental Charter. Subsequently, in 2012 it obtained the Environmental Charter Certificate for the cycle 2011-2012 for two buildings: its present headquarters and the technical department on quay 63. The citation for the certificate recognised the practical improvements that the Port Authority had made to the work environment. In the meantime the Port Authority began preparations for implementation of ISM (International standard for the safe management and operation of ships and for pollution prevention). This standard covers a wider area but also has a well-defined environmental section.
Sustainable procurement policy
In 2012 our environment coordinator examined 120 contract specifications and 59 products. In addition to providing advice on earthmoving or waste management for various projects, proposals for changes to a number of contract specifications were made in 2012.
The impact of these differs widely as regards products and/or services. For instance, they include banning the use of herbicides for removing moss on quay walls, environmental criteria for the cleaning products used for windows, and a proposal to specify bio-cotton for work clothing. They also cover the adoption of emission standards (for NOx and particulates) for the bus service within the port area, cleaning street drains and the purchase of a generating set for the Brabo floating crane. The department further provided support and expert advice for the purchase of a new sounding boat.
If you would like to read the full annual report by the Environment Coordinator, please send a request to [email protected]
Pagina 43 Port of Antwerp - Annual Report 2012 Nature conservation
Natuurpunt conservation society and Antwerp Port Authority: an example of results-oriented collaboration.
Antwerp Port Association has collaborated since 2002 (with the contract being renewed in 2009) with the Natuurpunt conservation society for managing the rich variety of flora and fauna in the Antwerp port area. Last year this collaboration agreement under the title of “The Port of Antwerp More Naturally” was renewed for a further period of three years. This time the emphasis is on the further development of a network of “ecological infrastructure” and implementation of the port-specific Species Protection policy. On the right bank, Natuurpunt normally collaborates with the Port Authority, while on the other side of the river the Left Bank Development Corporation has joined the commitment.
The Species Protection Plan for the Port of Antwerp (SP Plan) is port-specific, i.e. it aims to sustainably maintain protected and non-protected species over the port area as a whole, not just on specific sites or publicly-owned areas. Once the SP Plan has been approved by the Flemish minister responsible and the plan has been implemented on the ground, it will be possible to grant exemptions from the various protection and prohibition measures in the Species decree.
Combining the expertise of Natuurpunt and of the Port Authority’s Area Planning & Environment department has yielded solid results, as demonstrated by achievements on the ground. Over the next three years the current pilot projects will be continued, the species protection programme will be further developed, the proposal for defining areas of ecological infrastructure will be further refined, and there will be support, monitoring and inventorisation of a large number of projects. All these activities are fully in line with the Port Authority's sustainability policy.
Pagina 44 Port of Antwerp - Annual Report 2012 Air, energy and climate
Antwerp Biopower, solar panels on Port Authority buildings and constant concern for the problem of particulates.
As part of its Particulates Action Plan, Antwerp Port Authority introduced a new imitative at the end of 2011, with a programme of subsidies for port companies to reduce emissions of particulates, NOx and SOx. Subsidies are granted to companies that develop initiatives to reduce atmospheric emissions by port machinery. The subsidy budget is 400,000 euros.
The project proposals were assessed by the project group in 2012 as regards their effectiveness in terms of emissions avoided per euro of subsidy requested, and as regards their innovation potential. Five projects were selected, with contracts being signed between the Port Authority and the companies concerned.
In the meantime the Port Authority has fitted solar panels on five of its buildings as part of its policy for sustainable use of energy. There is room for a total of 2,500 m³ of photovoltaic systems on the roofs of the five buildings. Altogether the panels are expected to generate a peak output of 350 kW, which will mainly be used to cover the Port Authority's own consumption during the day. The Port Authority is currently examining whether any more of its locations apart from buildings are suitable for installing solar panels for its own use.
In 2011 the Port Authority carried out a feasibility study in collaboration with Solvay Energy Services, a subsidiary of the multinational chemical group Solvay, to determine whether a biomass-fired power station could be built on the Solvay site in the port of Antwerp. The first step in this long process was taken in 2012 with the setting up of a joint project company, Antwerp Biopower, whose first job will be to attract an operational partner. The company will then carry out a financial feasibility study with this partner, after which there will be a crucial evaluation. Antwerp Biopower is held 60% by Solvay Energy and 40% by the Port Authority.
The power station is planned to have a capacity ranging from 150 to 400 MW, corresponding to the consumption of 400,000 to 1,000,000 households.
Pagina 45 Port of Antwerp - Annual Report 2012 Different port dues for seagoing ships and barges
Rewards for more environment-friendly vessels.
As part of the NO2 & Particulates Action Plan for the city and port of Antwerp, measures were taken in 2012 to grant financial rewards for barges, which are inherently more environment-friendly when it comes to harmful emissions. As of 1 January 2012 the Port Authority grants a discount of 7% in port dues for calls by barges equipped with CCR II-certified engines, as these have better environmental performance and produce less NOx and SOx emissions.
This measure applies until CCR III or higher engines come on the market.
It goes without saying that studies and research are being carried out for many more measures as part of the normal work of the Area Planning & Environment department.
Pagina 46 Port of Antwerp - Annual Report 2012 Foreland and hinterland
Pagina 47 Port of Antwerp - Annual Report 2012 Vision and context
The port of Antwerp has a number of unique advantages for it to be included in the logistics chain that takes goods to their end destination.
The port of Antwerp aims to be the perfect link between foreland and hinterland. Antwerp offers significant advantages here, which the port community aims to further develop. The supply chain covers the end-to-end flow of goods: this was the central theme of the Accessibility event that was held last year by the port community. The port of Antwerp has a number of unique advantages for it to be selected as a link in the logistics chain that takes goods to their end destination. It is now up to the port community to exploit these advantages and to make maximum use of this position through good organisation and accessibility.
Here the Port Authority acts as facilitator, intermediary and initiative-taker. Antwerp draws its strength from the various players who form the link between foreland and hinterland. While the port itself is a link in the supply chain, the inward and outward routes followed by goods are also critical. The accessibility of the port therefore has to be viewed in very wide terms. It naturally covers transport by road, rail and water, but pipelines, ICT and trade facilitation also play important roles, as does the strategic positioning of the port of Antwerp in the hinterland.
Antwerp Port Authority has invested in this whole route so as to offer its customers the very best service, while the Flemish government for its part invests in mobility projects.
On the hinterland site the Port Authority has for a number of years now concentrated on collaborating and strengthening the links with a number of preferred hinterland locations. In so doing it does not act alone but works with partners in the private sector. This is done mainly through collaboration agreements, intermodal projects (rail and barge services), acquiring stakes in facilities and setting up inland hubs.
In the foreland Antwerp Port Authority concentrates on growth regions that are liable to generate trade for the port of Antwerp. These growth regions frequently turn to Antwerp Port Authority with requests for help and expertise to develop their ports and logistics networks. To extend its presence in the foreland the Port Authority has set up a subsidiary, Port of Antwerp International (PAI). Through PAI the port of Antwerp is able to set up intensive partnerships to develop facilities, operations and management. This collaboration with economic growth regions is vital for Antwerp’s foreland strategy.
Another Port Authority subsidiary is Antwerp/Flanders Port Training Center (APEC), an international knowledge centre which over the past 35 years has built up a worldwide reputation for training port professionals. Indeed, APEC frequently plays a significant role in forming partnership in the foreland. In addition to the normal courses it offers tailor-made seminars and also goes on mission abroad to transfer know-how. Over the years APEC has grown into an institution that champions know-how and expertise, forging links with port people all over the world. Or to put it another way, giving sustainability a very human face.
Pagina 48 Port of Antwerp - Annual Report 2012 Rail
Antwerp is one of the most important rail ports in Europe. New initiatives will make its position even stronger.
Antwerp is one of the most important rail ports in Europe with more than 250 goods trains per day, a number that is set to rise in the next few years. However, a number of high-level, long-term initiatives are needed in order to improve operation and marketing of rail transport within the port, in combination with distributed transport within the port itself. Antwerp Port Authority itself has already taken initiatives for holding fans, parking facilities for RID wagons (governed by the Regulations concerning the International Carriage of Dangerous Goods by Rail) and cleaning facilities for tank wagons.
In order to shift even more traffic from road to rail, large infrastructure projects are currently being carried out, such as the Liefkenshoek rail tunnel, and the new rail connection between the right and left banks of the Scheldt now under construction by Infrabel (the Belgian track operator). Trains will be able to run on these goods line as of 2014.
In the meantime a great deal of attention is being paid to distributed transport, as the port of Antwerp is very spread out geographically with more than 1,000 kilometres of internal rail track. In any case a major port such as Antwerp has an obligation to itself and to its users to offer a full range of services. It is therefore absolutely essential to keep this transport activity, since it meets the needs of a number of economic sectors that make Antwerp so specific and that generate huge added value.
For among others the petrochemical cluster in the port, JIT delivery is key to correct operation of various production plants. Indeed, reliable delivery is vital and in many cases there are no alternatives: storage and transport of chemical products are governed by strict regulations, and road transport is not always practical or indeed possible.
Pagina 49 Port of Antwerp - Annual Report 2012
For breakbulk handlers too, it is important to have distributed transport that is reliable and affordable. Hundreds of rail wagons with steel products are handled in the port every day. From there they are shipped to destinations all over the world, or are loaded onto wagons for hinterland destinations. Antwerp Port Authority has therefore set up a Distributed Transport Taskforce to ensure these needs are met.
Within NMBS-Logistics a structural process has been initiated which in turn has led to a large number of initiatives aimed at making big improvements in the quality of distributed transport. The expansion of holding fans and parking facilities for RID wagons together with various other services has also had a positive impact, making this type of transport more reliable while providing the flexibility needed for the logistics of production processes. The Port Authority is prepared to help shape the rail landscape, possibly in the form of a covenant under which the Port Authority acts as a neutral manager, playing a more guiding and coordinating role among the main players and Infrabel.
In response to the financial problems encountered by B-Logistics and the reduced services for distributed transport, a large-scale survey of 25 companies and stakeholders was carried out in collaboration with essenscia (chemical industry association) and Alfaport (federation of port industry associations). Based on an analysis of the main problems, eight areas for improvement were formulated and specific activities carried out for each of them. The Port Authority also issued a plea for port-wide transport management, as it is in everyone’s interest to be able to follow all the movements of the different operators in the port in real time. Furthermore, a neutral party would be able to manage the traffic flows more efficiently, avoiding potential conflicts between the various operators in the port.
Pagina 50 Port of Antwerp - Annual Report 2012 Road
With dynamic traffic management and monitoring Antwerp Port Authority is investing in smoother flow of road traffic.
Traffic census
The results of the latest traffic census were finalised in 2012.
Antwerp Port Authority regularly carries out a large-scale census of road traffic in and around the port. The results of the census carried out at the end of September 2011 were announced in February 2012. The data were taken from 67 measuring points at 26 locations in and around the port.
More than 200,000 trucks were recorded in a single day, representing 18.8% of all freight traffic on the roads of Antwerp. Only 4.6% of city traffic has its destination in the port area, on either the right or the left bank. This confirms the results of the previous census in 2006, demonstrating that congestion on Antwerp’s roads is not due to port traffic. Moreover, 53.2% of the freight traffic is transit traffic (not bound for a destination in the Antwerp-Waasland region), with the remainder being port traffic (24.4%) or local traffic (22.4%).
Such censuses provide important information about freight flows and the use of the road network in our port. They are also crucial for better management of the modal split, and provide interesting data for the political and social debate on mobility. For example, from the 2011 results it appears that the Liefkenshoek tunnel under the Scheldt is mainly dominated by internal port transport (40%) and transport bound for the port (31%). Of all the transit freight traffic crossing the Scheldt, only 11% uses the Liefkenshoek tunnel. This once more indicates that the tunnel is being greatly underused by transit traffic.
Dynamic traffic management
Pagina 51 Port of Antwerp - Annual Report 2012
Eleven dynamic traffic signs on the main approaches to the port will provide better information for road users in the port.
“Antwerp Port Authority is very aware of the general problem of mobility in the Antwerp region and is eager to contribute towards doing something about it," declared port alderman Marc Van Peel at the start of installation work for 11 dynamic traffic management displays on the main approaches to the port.
The Port Authority acts as area manager within the port, investing heavily in safe, efficient traffic control. By managing traffic dynamically on the basis of real-time information outgoing port traffic can be gently guided, thus raising the level of safety and making the flow of traffic smoother. Road users are given information concerning choice of route, travel times and traffic information such as incidents, tailbacks, road works etc. The dynamic traffic signs are being installed on the right and left banks of the river. The purchase and installation costs amount to 3 million euros.
Pagina 52 Port of Antwerp - Annual Report 2012 Barge
The Port Authority seeks to raise the share of container barge transport to 42% by 2020.
Container barge transport accounts for some 35% of carriage of containers to and from the port of Antwerp, a substantial amount in comparison with other ports. The Port Authority seeks to raise the share of container barge transport to 42% by 2020.
Automatic Identification System
As of 1 January 2012 the use of AIS (Automatic Identification System) is obligatory in the port of Antwerp.
This system automatically sends information concerning the name, position, speed and direction of the barge. Its obligatory use will first and foremost benefit safety in the port by raising the level of transparency and recognition, and will also permit smooth traffic management. The information obtained is particularly valuable for making better use of facilities, more efficient berth management, optimising lock capacity and permitting better reaction to incidents. In the longer term it is planned to introduce barge coordination, with barge movements being monitored and managed proactively with the help of among others AIS.
Barges equipped with AIS can book a place in the lock queue up to two hours before their estimated time of arrival. This enables them to adjust their speed according to the timetable of lock operations, permitting not only shorter waiting times at the lock but also lower fuel consumption, with consequent financial and ecological advantages.
Barge Traffic System
The use of BTS 3.0 became obligatory in September 2012 for all barge and terminal operators who carry or handle containers in the port of Antwerp.
Work on the new 3.0 version of the Barge Traffic System (BTS) began in 2012, with the BTS workgroup made up of representatives of terminal operators, barge operators and the Port Authority being frequently called upon. BTS is a free internet application developed by the Port Authority. It has been operating for more than six years as a unique reporting and monitoring platform for container barge traffic in the port of Antwerp. Use of the system was made obligatory on 3 September 2012 for all barge and terminal operators that carry or transport barges in the port of Antwerp.
Pagina 53 Port of Antwerp - Annual Report 2012
With BTS barge operators are able to give advance notice of their arrival at a terminal, request a time slot or pass on other information to the terminal operator. A uniform, port-wide procedure has been introduced for this, to replace bilateral agreements. This not only permits better planning of loading and unloading operations by terminal operators but also affords shorter waiting times for the barges and more efficient management of sailing schedules. Overall it makes traffic management in the port of Antwerp much smoother.
In the longer term it is planned to extend the system to other sectors of the barge industry.
Port-wide barge planning
Port-wide barge planning for greater competitiveness.
The first trials of port-wide barge planning were carried out at the beginning of 2012. From the assessment it appeared that terminal and barge operators experienced it as positive and were willing to collaborate in further development.
In the consultations that followed the Port Authority received agreement in principle from DP World, MSC Home Terminal and PSA to participate in a second, more extensive trial period, given certain changes to the conditions. In consultation with the players involved the Port Authority decided to organise a second trial after the introduction of the new version of BTS, namely BTS 3.0.
The combination of nautical barge coordination (on the waterways) and logistics coordination under the form of BTS together with port-wide barge coordination (inside the port) will ensure smooth movements of container barges within the port, making this mode even more competitive.
Pagina 54 Port of Antwerp - Annual Report 2012 Pipelines
The Port of Antwerp is the most important hub of the West-European pipeline network.
The Port of Antwerp is the most important hub of the West-European pipeline network. Pipelines offer chemical and other companies a safe, reliable and above all environment-friendly means of transport for supply and distribution of their products in Belgium and surrounding countries, not least between the port and industry complexes of Antwerp, Rotterdam and the Ruhr area of Germany.
Within the Antwerp chemical and petrochemical cluster, the manufacturing and independent tank storage companies are connected by more than 100 different product pipelines together accounting for nearly 90% of transport of all liquids in the port. Furthermore Antwerp, the largest producer of ethylene in Europe, is connected to the ARG network (Aethylen-Rohrleitungs-Gesellschaft) that supplies ethylene to the chemical industry in Belgium, Germany and the Netherlands. From Antwerp there are numerous pipelines to Terneuzen, Rotterdam, Feluy and the Rhine/Ruhr area, leading to strong integration with local industry.
The ports of Antwerp and Rotterdam are home to two of the largest industrial clusters in Europe. Last year the two port authorities decided to collaborate in examining the possibilities for expanding the pipeline links between their respective ports. A joint route study was carried out and an overall cost estimate was made for developing a pipeline bundle between Antwerp and Rotterdam. Work on this was carried out in 2013.
In the meantime Fetrapi (Federation of pipeline transporters), essenscia (chemical industry federation) and Antwerp Port Authority decided to start a field investigation together with the Flemish government. The investigation is to consider the reservation of a possible corridor between the chemical cluster in Antwerp and chemical companies in Limburg, the Netherlands and the German Ruhr area, subject of course to policy for making economical use of land resources.
Pagina 55 Port of Antwerp - Annual Report 2012 Hinterland participations
Participations as part of the hinterland policy.
Geleen
Antwerp Port Authority last year joined a consortium to operate the rail terminal on the Chemelot site in the Dutch town of Geelen. The two other shareholders are Ewals Intermodal and Meulenberg. The total investment for the new, open access terminal is 15.5 million euros. Work on construction of the terminal started in mid-2008, and the facility is due to be ready for operation in 2013.
Participation in the consortium fits in with the Port Authority’s hinterland policy under which it seeks to expand the links with the natural hinterland and grow the volumes of trade, thus attracting cargo to the port. Geelen is important in this respect mainly because use of the rail terminal can help to raise the proportion of rail transport between the southern Netherlands and Antwerp and in the total modal split between the two regions.
The 800 hectare Chemelot site is the second-largest chemical location in the Netherlands and one of the largest interconnected industrial sites in the Netherlands. Good rail connections and a rail terminal for chemical and other products will boost the competitiveness of the Chemelot site.
Beverdonk Container Terminal
This open access container terminal beside the Albert canal in Grobbendonk became operational last year. The partners in this terminal are DP World (80%) and Antwerp Port Authority (20%). The opening of the terminal has been welcomed as important in the modal shift for transport to and from the port of Antwerp, offering a sustainable alternative to road freight transport.
Pagina 56 Port of Antwerp - Annual Report 2012 Port of Antwerp International
Investments as part of the foreland policy.
Rosmorport
The port of Antwerp has signed a collaboration agreement with Rosmorport, the state-owned company that defends the interests of Russian seaports. The agreement initially runs for a period of five years after which it can be renewed. The parties have undertaken to collaborate in port development, expansion of the transport and logistics network and attracting investments in port infrastructure. They will also work together for sustainability, by among other things examining how to improve the energy efficiency of port facilities and the contribution that renewable energy can make towards this.
Russia and Antwerp have excellent trade relations. Indeed, Russia is the port's fourth largest trading partner. In 2012 the total volume of trade between the port of Antwerp and Russia was 8.6 million tonnes, most of it with the West Coast of Russia.
Essar Ports Limited
As part of its foreland policy Antwerp Port Authority participates in overseas ports and port-related projects through its subsidiary Port of Antwerp International (PAI). Last year PAI made a strategic alliance with Essar Ports Limited (EPL), the second largest private port operator in India. The alliance which permits commercial and structural collaboration is aimed at raising the productivity and quality of logistics services and connections with the Indian hinterland, as well as attracting trade between the respective regions. In addition to having greater visibility the port of Antwerp will gain access to the extensive EPL port network.
Pagina 57 Port of Antwerp - Annual Report 2012
EPL has two operational ports, Hazira and Vadinar, and plans to develop additional capacity in Salaya and Paradip for which it calls on the wide expertise available within the Antwerp port community. To give this collaboration a firm foundation PAI has invested 25 million, of which 5 million has been made available by GIMV, the Flemish regional investment company.
San Pedro
One year after PAI signed a collaboration agreement with the port of San Pedro in Côte d’Ivoire, the first direct connection between Antwerp and San Pedro became a reality in October 2012 when the MSC Astrid moored in the West African port, in the middle of the cacao season. The Mediterranean Shipping Company has put on six vessels that will call at San Pedro at regular intervals.
San Pedro is the largest cacao port in the world. It has great ambitions for further development and with the help of Antwerp it will implement its master plan to grow regionally and become an important player.
Oman
The concession agreement between Port of Duqm Company (PDC) and the Omani government was signed in December 2012, making PDC responsible for managing the port for a period of 28 years. A number of Antwerp companies already operate here, and further activities are planned.
Democratic Republic of Congo (DRC)
At the request of the DRC authorities PAI is taking initiatives to set up a workgroup that will formulate proposals for reforming the port management bodies.
Managing director of PAI
Gunther R M Ginckels was appointed as the new managing director of PAI with effect from 9 July 2012. He has many years of experience in general and operational management with multinational companies and B2B markets.
Pagina 58 Port of Antwerp - Annual Report 2012 APEC
35th year with a record number of trainees.
APEC-Antwerp/Flanders Port training Center has a clear mission: to transfer port know-how to Africa, Asia, Europe and South America. That this mission is accomplished with verve is demonstrated by the most recent year of operation. In 2012 no fewer than 1,049 trainees from around the globe took part in seminars organised by APEC in Antwerp or elsewhere in the world. With this new record APEC celebrated its 35th year at a glittering event to mark the occasion.
APEC mainly offers three types of training course: standard seminars, seminars tailored to the needs of visitors and courses held abroad. The knowledge centre is renowned for its flexibility and the very high quality of know-how that it makes available. A group from South Africa expressed this as follows in December 2012: “We thank you for allowing us the opportunity to be part of the most insightful, remarkable, world class, mind enriching, adventurous and Pagina 59 Port of Antwerp - Annual Report 2012 fascinating educational experience that we have acquired and gained in the APEC Port Training Authority over a period of 10 days. The programme has indeed opened our eyes and challenged our thought process to begin to think differently, learn best practice and be highly innovative in our current and future approaches, practices and governance.”
APEC employs 12 people full-time together with five ad hoc advisors, and further draws regularly upon a pool of some 15 port experts for foreign seminars. It is also able to rely on input from 400 or so lecturers and other experts from organisations or companies in the public and private sectors.
Pagina 60 Port of Antwerp - Annual Report 2012 Employment and social setting
Pagina 61 Port of Antwerp - Annual Report 2012 Vision and context
Antwerp Port Authority seeks to develop long-term relations, both internally and in the wider environment.
Ever since 1997 Antwerp Port Authority has been an independent municipal company with its own powers of decision and its own personnel policy. In the latter it always tries to be progressive. As of 2012 all new members of personnel are hired under a salaried contract of employment: there is no longer any distinction between white collar and blue collar. Previously, in 2008, the Port Authority introduced a new wage structure which existing members of personnel could opt to join while retaining their status as salaried or waged employees.
In the meantime, however, there have been rapid changes in the job market. Among other things the traditional division into waged and salaried employees has increasingly been challenged. The content of different jobs has also become more and more specific. In 2012 Antwerp Port Authority set a progressive example by introducing a "unitary status." As of January 2012 all new employees are hired under a salaried contract of employment.
Modern ports such as Antwerp are confronted with a lack of suitable job candidates in many disciplines. This applies not just to the Port Authority but to the port community as a whole. Additional joint efforts are therefore being made to cover the labour market and reach out to potential employees, not only current job seekers but also young people considering a direction of training or study, to make them acquainted with the many career possibilities offered by the Port Authority and the port as a whole. The “Talent Stream” programme is a good example of this.
In addition to the many unfilled vacancies and the shortage of suitably qualified candidates the Port Authority and port companies are faced with the problem of diversity. The port community is essentially male and Belgian. Targeted initiatives are necessary to make the pool of employees more open and varied. The Port Authority introduced an “intake diversity plan” in 2012 to pursue structured action.
The introduction of the unified status and the attention paid to diversity are expressions of the belief in respect for each member of personnel. Closely related to this, the welfare of employees is an important aspect of personnel policy. The Port Authority seeks to motivate its employees on an ongoing basis, and pays wide attention to safety within the organisation.
Social support
The port is a major employer that generates a huge amount of added value for the city, region and country, which means that it also plays an important role within society. The Port Authority fully recognises this role and invests in it. In recent decades the port has developed geographically away from the city, and unfortunately "out of sight is out of mind." The Port Authority seeks to bring the two together again, with initiatives aimed at involving people more closely in “their” port. The Port Authority seeks to become involved in society through sponsoring and targeted information,
Pagina 62 Port of Antwerp - Annual Report 2012 thus encouraging citizens to appreciate their port once more. With the MAS Port Pavilion the Port Authority has invested in a permanent location where everyone can become acquainted with the modern port. The Port Pavilion is also the ideal starting point for a tour of the port by bicycle, boat or car. In the meantime there is a wide range of events aimed at the general public.
Throughout its many centuries of history the port of Antwerp has always been concerned for the welfare of seafarers. While these people on whom the port depends were once a familiar sight in the streets of the city, this is no longer the case. For the crew members themselves the port has become a separate world which they only visit briefly. But while the composition of the seagoing contingent has altered greatly and their working conditions are much improved, their needs still have to be met during their short stays in the port. Just as in past centuries this task mainly falls to the churches and other organisations that cater specifically for seafarers, to which the Port Authority provides financial and organisational support as well as making facilities available. As a Port Authority we consider this to be important.
Under the motto “A port of and for people” the Port Authority gives form to its social commitment.
Pagina 63 Port of Antwerp - Annual Report 2012 Safety
Safety on the workfloor and on the way between home and work was given extra attention.
Safe travel between home and work
With a declaration of intent for safer travel between home and work in the Antwerp port area, Antwerp Port Authority is working towards greater safety.Antwerp Port Authority ended last year with a declaration of intent for safer travel between home and work in the Antwerp port area.
Analysis has shown that in particular bicycle accidents on the way to and from work are a major cause of lost time due to injury. The emphasis will therefore be on safe cycling, with an awareness-raising campaign and various other initiatives.
In preparation for this MoU talks were held with various partners in the port, the City of Antwerp and Province of Antwerp. Approval and promises of support for developing the campaigns were obtained from VOKA (chamber of commerce), VIBNA (association of industrial companies in North Antwerp), BASF (chemical company), VSV (Flemish traffic institute), BIVV (Belgian institute for road safety), the City of Antwerp, the Province of Antwerp and Alfaport Antwerpen (federation of port companies and logistics service providers in the port of Antwerp).
Examples of initiatives include a safe cycling film, traffic safety training and coaching for port companies, a “Home-work accidents in the port of Antwerp” indicator to monitor the effects of the campaign, a digital platform to raise awareness of safe cycling, etc. For the regular cyclists among its own employee Antwerp Port Authority already provides hi-vis jackets and safety helmets in order to prevent accidents on the way to and from home and work as far as possible.
In 2012 the Port Authority recorded 24 accidents on the way to or from home or work, resulting in 608 working days lost. By way of comparison, in 2011 there were 23 home/work traffic accidents, 590 days lost and 29 incidents without days lost. In the great majority of cases the accidents and days lost were due to cycle accidents between home and work. The initiatives planned and already taken therefore correspond to a real need.
Industrial accidents
Awareness-raising and additional efforts will reduce industrial accidents to a minimum. Last year the port community was shocked and deeply saddened by a number of fatal accidents. This brought the reality of ever-present danger home to everyone. Safety procedures are there for a reason: the port is a high-risk work environment, despite all the safety precautions, protective equipment and safety agreements. Within the Port Authority too, awareness of safety must be raised among employees and managers alike.
The Port Authority made a number of additional efforts in this respect, above and beyond the awareness raising measures already planned. Various campaigns were launched, safety flashes were issued at regular intervals (each time with an info sheet on a particular subject) and safety talks and demonstrations were given on the workfloor and on the equipment. The medical staff at the Port Red Cross Station on quay 142 for their part were shown around the
Pagina 64 Port of Antwerp - Annual Report 2012 various Port Authority locations, and work started on drawing up worksheets and risk analyses for each job.
These efforts were accompanied by continual improvements in work conditions and level of wellbeing, while particular attention was paid to the use of personal protection equipment. The circumstances of each industrial accident are now investigated in greater detail, leading to further improvements and corrective action. In the workshops special attention was paid to cleanliness and tidiness in the workplace, risk analyses were carried out for the various machines, and evacuation drills were held at each location. The ground surface at various points (especially cobbled areas) was made smooth and even so as to reduce the risk of tripping or falling. Lighter and better steps were installed on the tugs to permit easier access to the vessels.
The awareness raising campaign appears to be producing results, as demonstrated by the falling number of industrial accidents. The number of accidents declined from 101 in 2011 to 67 in 2012 (a drop of 34%), while the resulting number of days lost fell from 2,966 in 2011 to 1,480 in 2012 (a drop of 51%).
Accident frequency (F) = N° of industrial accidents x 1,000,000 N° of hours of exposure to risk
This represents the frequency with which accidents occur in relation to the number of hours worked.
Pagina 65 Port of Antwerp - Annual Report 2012
Accident seriousness (S) = N° of days lost x 1,000 N° of hours of exposure to risk
This represents how serious the accidents are in relation to the number of hours worked.
Pagina 66 Port of Antwerp - Annual Report 2012 Sustainability
Antwerp Port Authority has opted for a unified employment status while promoting diversification within its organisation.
Sustainability is an important consideration when it comes to employment also. Indeed “people” forms one of the three foundations of our sustainability approach. For Antwerp Port Authority this meant among other things that in 2012 each employee was issued with eco-vouchers up to a maximum value of 250 euros per person.
Company bikes and a cycle-friendly port.
Company bikes were bought for the more than 100 members of personnel who bicycle to work at least 50% of the time. On 31 December 2012 there were 120 company bikes in use. With this approach the Port Authority seeks to promote sustainable travel between home and work. A sustainable, socially responsible approach was also adopted for maintaining the bicycles. This work was contracted out to Levanto, a company that helps people to rejoin society through employment.
The company bikes are issued to particular individuals, although other employees can also make use of them to travel between the different Port Authority sites. In addition there are also "work bikes" that are available to everyone.
“With all these initiatives we seek to encourage our employees in a structural way to opt for cycling as the preferred means of travel to and from work,” declared port alderman Marc van Peel.
Diversity within the organisation.
In 2012 the Port Authority introduced an “intake diversity plan” in 2012 to support the work of formulating policy on diversity and taking practical initiatives, so as to widen the intake diversity and boost the chances of success among those who join the organisation. In this effort the Port Authority is able to call upon the know-how of Resoc (regional social-economic consultation committee).
The Port Authority wishes in the first instance to focus on minority groups of non-Belgian origin. It will do this by means of targeted initiatives to reach people of non-Belgian origin more efficiently and encourage them to apply for jobs, in order to boost the intake among these groups. Another area of effort is retention, i.e. holding on to these new employees once they have found their way to our organisation.
Meanwhile efforts are being made to develop the Port Authority’s “employer brand” among this target group. All these initiatives form part of the Port Authority’s integration policy.
As a general objective the Port Authority seeks to further develop and give practical shape to its diversity policy, helping and encouraging people from non-Belgian backgrounds to find their way to the Port Authority as an employer and make a career there. The perception of the Port Authority as an employer is important here, but so also is an appropriate selection procedure, as well as guidance and support for this group in order to ensure their retention.
The Personnel department is already taking a number of practical initiatives in this area, but seeks to go further so as to create a wider support basis.
Pagina 67 Port of Antwerp - Annual Report 2012
Unified employment status
As of 1 January 2012 the Port Authority only hires new employees under a salaried contract: the former distinction between white collar and blue collar no longer applies. Employees in service before that date with a waged (blue collar) contract were given the option of switching to a salaried contract as of that date. When it comes to employment too, the Port Authority seeks to push back the boundaries and indeed is in advance of national discussions on the subject. In view of the current economic situation the “social partners” (employer and employees) decided not to sign a new labour agreement but to extend the existing agreement for a period of one year. In addition to the general salaried contract it was also agreed to reduce the length of the recruitment process so as to make personnel policy more dynamic.
Pagina 68 Port of Antwerp - Annual Report 2012
On 31 December 2012 there were still 41 employees with a waged contract, representing 2.44% of the total.
Pagina 69 Port of Antwerp - Annual Report 2012 Image building
“Talent Stream” combines the various efforts for attracting suitable employees.
Talent Stream
The port and the logistics sector in general have for a number of years been faced with a structural shortage of suitably qualified employees, especially for knowledge-based logistics and maritime jobs such as forwarders, customs declarers, dispatchers, ship’s agents etc. Specialist employees are essential to maintain the flow of goods through the port, but such people are increasingly difficult to find. Furthermore, technological development and globalisation have led to increasing complexity of such activities, making suitable candidates even scarcer. Every month there are 200 or so vacancies that cannot immediately be filled, and the fear is that the situation will get worse in future as people grow old, retire and have to be replaced. Too few young people opt for training in the logistics sector, while job seekers do not find their way to these positions or are not familiar enough with the sector. The challenge is therefore great. Attracting and retaining well trained personnel is crucial for business in and around the port, and also for the education and training activities themselves in order to serve the job market.
Together with other players in the field the Port Authority has found that although many initiatives have been taken to deal with the problem, all too often they have fizzled out without attaining the desired objective. Accordingly, the players have joined forces and combined the know-how already obtained from previous collaboration projects.
With the backing of all the partners concerned the Talent Stream programme was officially launched on 24 September 2012. This new collaborative association brings together the City of Antwerp, the Province of Antwerp, VDAB (Flemish employment and training agency), Antwerp Port Authority, Alfaport (federation of port companies and logistics service providers in the port of Antwerp) and Logos (the training institute for the committee representing white collar workers in international trade, transport and logistics). The aim is to improve the image of the sector and offer sufficient training opportunities so as to steer people towards these jobs.
In Talent Stream people and resources are brought together under the same roof to provide integrated services for job seekers, employers, schools and colleges. Thanks to this joint approach, the many existing initiatives can be extended and new initiatives started.
In practical terms there will be stronger emphasis on image building, job seekers will be steered more directly towards vacancies or training opportunities within the sector, and there will be closer collaboration between education and training on the one hand and the job market on the other. In the latter area for example new subjects will be offered at Higher Vocational Training level in collaboration with companies.
Practical measures include the following:
* Support will be offered to companies in filling vacancies and collaborating with colleges. HR events will be organised Pagina 70 Port of Antwerp - Annual Report 2012 to inform and encourage them in particular areas such as work experience, employment measures etc. New, tailor-made training courses will also be developed. * Job seekers will be informed on a wider scale about the sector and the jobs available within it. They will also be given more support in their search for vacancies, and will be encouraged to follow vocational training. * Schools will be able to call on a range of educational materials and will be invited to participate in Port Activity days for primary and secondary pupils. Meanwhile, colleges will be encouraged to develop activities in collaboration with companies, such as internships and work experience.
Talent Stream is facing up to these big challenges along with Talent Building and Talent Factory, with the latter two focusing respectively on the construction industry and the chemical and metal industries. Synergies will be pursued wherever possible, based on the similar challenges.
Top Employer
In 2012 Antwerp Port Authority obtained the Top Employer label for the fifth time in a row for its HR policy and conditions of employment. Companies are assessed on the basis of their compensation and benefits package, secondary conditions of employment, training, internal promotion opportunities and culture management. Only those that meet the strictest requirements are entitled to use the Top Employer label. The Port Authority is one of only 54 companies to win this certification.
It scored particularly well on secondary conditions of employment and work conditions, defined as “non-financial aspects such as holidays, works regulations, internal communication possibilities and welfare programmes.” Antwerp Port Authority pursues a mark-to-market policy in this respect, based on a benchmarking exercise carried out in 2012. Antwerp Port Authority also distinguished itself by its strong corporate culture with among other things a clear vision and values, awareness-raising, well-planned communication and large efforts towards sustainability. These aspects were summed up under the heading of “culture management.”
Training 2012 Cost per hour €13.50 Investment in training 0.17% Training cost per employee €123.26 Training time ratio 0.65%
Pagina 71 Port of Antwerp - Annual Report 2012 Social support
Info markets, a chance to tell the port's story.
Info markets
In 2012 Antwerp Port Authority took part in various info markets at which municipal councils, local residents and companies were informed about the state of progress of two important projects, namely the second rail access for the port and the Regional Land Use Plan defining the boundaries of the port area.
Between February and March five info markets were held in the Antwerp region concerning the second rail access and the relaying of the E313 highway. The Flemish government aims to bring order into the great transport tangle stretching from the eastern approaches to Antwerp to the province of Kempen. Antwerp Port Authority therefore teamed up with AWV (Roads & Transport Agency) and Infrabel (the Belgian rail track operator) with an info market road show concerning these two important mobility projects. In addition to the explanations given by these partners, Antwerp Port Authority provided general information about the port, the number of people from the municipalities concerned who are employed in the port, and about transport developments in and around the port.
In addition the Port Authority was present at two info markets during the public inquiry into the Regional Land Use Plan for defining the port boundaries, held respectively on 19 June in Kallo and 21 June in Stabroek-Hoevenen.At these info markets the new Regional Land Use Plan was explained. Those interested were able to learn all about sustainable port development and nature conservation, with a balance being struck between economic welfare, employment, housing, agriculture and nature. Accompanying measures such as the Alternative Employment Plan and the "land banks” on the left and right banks of the Scheldt were also presented. The Port Authority further provided general information about the added value created by the port of Antwerp and its importance as the engine of the economy.
Pagina 72 Port of Antwerp - Annual Report 2012 MAS Port Pavilion celebrates its first anniversary
On 5 February 2012 it was exactly one year ago that the Port Pavilion opened at the foot of the MAS museum.
On 5 February 2012 it was exactly one year ago that the Port Pavilion was opened at the foot of the MAS museum. A festive weekend was organised to mark this successful initiative and to encourage yet more people to become acquainted with the modern, digital, innovative multimedia port experience. The information centre with its surround screen offers a 360° view of the port, an experience in itself. Information screens and touchscreens provide answers to all possible questions about the port. Meanwhile the giant map of the port on the ground brings many visitors, young and old, down onto their knees to study the details. In other words, the perfect excursion before visiting the actual port.
The success of the initiative is demonstrated by the figures. On 29 June the 100,000th visitor was ceremonially welcomed. The honour fell to a group of pupils from the St. Joseph institute in Antwerp who completed their “Bar del Mundo” port day in the MAS Port Pavilion (Bar del Mundo is a free educational game that introduces pupils to the route covered by Fair Trade products, based on various locations around the MAS Port Pavilion). Port alderman Marc Van Peel presented the 12 pupils and their teachers with a number of gadgets.
Pagina 73 Port of Antwerp - Annual Report 2012 Bus tours of the port, a big success
The first bus tours of the port aimed specifically at individual visitors left from the MAS Port Pavilion last year. The tours are part of the plan to build local support for the port, something to which the Port Authority devotes a great deal of effort. To enable people to discover the port in an organised way, bus tours of the port with a commentary by an expert guide were offered in July, August and September. The initiative turned out to be a huge success. In fact the interest shown was so great that the capacity was very quickly raised from one bus on Friday and another on Saturday to four on Friday and two on Saturday. And when even this was not enough, the difficult decision had to be taken to turn down all further applications.
The initiative was intended as a trial project to determine the potential interest. The tour of the port lasted at least three hours, with experts from the Port Authority providing explanations and answering questions. Information sheets and brochures were provided for those who wanted to know more. The combination of a bus tour with detailed explanations about all aspects of the port proved to be enormously popular. The trial project was clearly a resounding success and responded to the wishes of people from Antwerp and the rest of Flanders. The Port Authority is currently drawing up arrangements for a new programme in 2013 over a longer period and with a larger group of guides. Those who were not able to get a place on the bus tours were offered a boat tour of the port at half price.
The bus tours, the digital introduction in the MAS Port Pavilion, boat tours of the port showing the port from the water, the educational Provincial Port Centre in Lillo, the collaboration with the regional television channel: all these initiatives show what the port has to offer, not only in terms of employment and added value but also in terms of wildlife and the fascinating international world that lies just a stone's throw away.
“As a Port Authority we try to keep the doors to this world as open as possible for the general public,” declared port alderman Marc Van Peel, one of the main supporters of the bus tours.
Pagina 74 Port of Antwerp - Annual Report 2012 The Church Ship moves to a new location
The welfare of seafarers and barge operators enjoys high priority.
After being moored at quay 526 for 42 years, the St. Joseph Church Ship moved to a new berth in the Hout dock (quay 25 A) in the Eilandje neighbourhood of Antwerp. The new location will make the church more accessible to seafarers and ex-seafarers, as well as making it better known to the general public. This former naval supply barge with its unique concrete hull was given official protection last year when it was listed as “Floating Heritage,” testifying to its great historical importance. The Church Boat will undergo a great deal or restoration and decoration work in the next few years.
The Port Authority’s Tugging department, Harbourmaster’s office, Shipping Management department and General Workshops North were all involved in the move. A modified gangway was also provided to give better access to the boat. The Port Authority for its part took care of the utilities connections. The Port Authority has always attached great importance to the welfare of seafarers and bargees within the port. In 2012 this meeting place for the seafaring community celebrated its 60th anniversary.
Pagina 75 Port of Antwerp - Annual Report 2012 Tulips from Antwerp
Sponsoring, another way of bringing the port closer to local people.
In 2012 it was 450 years ago that the first tulip bulbs arrived in western Europe, via the port of Antwerp. This event was extensively celebrated in Berendrecht, a village in the middle of the port. As a part of our heritage it was co-sponsored by the Port Authority, providing an excellent opportunity to let visitors become better acquainted with the port.
To give the celebrations a sustainable character, visitors could make use of a free boat service to reach their destination after a tour of the port. For the more athletic types there was a 25 km cycle tour of the port starting at the MAS Port Pavilion. Guides on the boat and accompanying the cyclists provided explanations and introduced everyone to the wonderful word of the port.
In contrast to the situation 450 years ago, the day pickers were allowed to take their tulips home: no fewer than 160,000 bulbs in all. What remained the same was the finale: a great spectacle accompanied by music and tasty Antwerp treats.
The event demonstrated that providing information does not have to be dull and lecturing but can also be fun and entertaining. At the stand held by the Port Authority visitors were able to take part in a quiz with prizes for the lucky winners. The main prize was a helicopter flight over the port. With or without tulips. Just one of the many ways in which we as a Port Authority try to meet our social responsibilities! Certainly, helicopter ride was greatly appreciated.
Our sponsorship policy naturally takes many forms. The Port Authority supports various sporting and cultural activities, as well as social projects. In addition to the large projects the Port Authority responds to many small requests for projects.
In the past few years a tradition has arisen for the national radio stations to organise a charity fundraising campaign over the Christmas and New Year period, in which nearly everyone in Flanders is involved. More recently this has led to collaboration between the Port Authority and the port community, with contributions from both sides. Nevertheless, sponsorship policy is a living entity that demands regular review and analysis, with adjustments being made where necessary. Such a process of examination and consultation was started in 2012.
Pagina 76 Port of Antwerp - Annual Report 2012 Communication – 24 hours in the port
Communication in all its forms remains the basis for our support among society.
In collaboration with the regional television channel ATV a series about the port was broadcast in autumn last year. Under the title “24 hours in the port” the programme looked at activities behind the scenes in the port, following everything that happens 24 hours per day, 7 days per week. The story was told from the point of view of people who work in the port, in a reality format. In each episode there were three story lines covering a period of 24 hours.
Pagina 77 Port of Antwerp - Annual Report 2012 Financial Report 2012
1. Income Statement
The Port Authority's Income Statement is summarised in the following table.
(in euro x 1000) Financial year 2012 Financial year 2011 Financial year 2010
Operating income 331,102 314,177 306,912 Operating charges (243,058) (517,760) (241,876)
Operating result 88,045 (203,583) 65,036 Financial income 24,042 15,942 15,959 Financial charges (1,258) (1,747) (1,189) Result on ordinary activities 110,829 (189,388) 79,806 Extraordinary income 28,985 19,187 1,251 Extraordinary charges (408) 154 (971)
Result before taxes 139,406 (170,047) 80,086 Taxes (436) (208) (13)
Result for the financial year: 138,969 (170,256) 80,073
In 2012 Antwerp Port Authority made a profit of 139.0 million euros. The main elements of this result are as follows:
● The port fees were raised generally by 2% compared with 2011, with a consequent positive impact on the income figures. Since the freight volume was lower, and since also there was a half year of income from the electricity distribution network operation in 2011 while in 2012 there was no longer any income from this activity, the income from services is lower. However, the total turnover has increased as a result of 15.7 million euros in tonnage obligations being charged to a number of concession holders. The other operating income has also risen. ● The operating charges for their part fell sharply because new legislation in 2011 required a provision of 299 million euros to be set aside for pension obligations. That provision was further raised by 16.8 million euros in 2012; this has been booked under operating charges (provisions), while the initial provision was written down by 22.2 million euros. This write-down has been included under other extraordinary income.
Pagina 78 Port of Antwerp - Annual Report 2012 Operating Income
1.1 Operating income
The breakdown of the turnover (276.8 million euros) as part of the operating income among the various departments is as follows:
The variation in the different income categories over the past three years is as follows:
The rise in concession income excluding tonnage obligations is 1.7%, almost equal to the overall rise in port fees of 2%. There is a limited additional effect due to small changes in the area of sites, together with the net effect of some concession sites being suspended as a result of investments and other such suspensions coming to an end. Since a number of concession holders failed to attain the cargo volumes laid down in their concession agreement, the Port Authority charged tonnage obligations to them amounting to 15.7 million euros. Of this amount, 2.1 million euros
Pagina 79 Port of Antwerp - Annual Report 2012 relates to financial year 2012 while 13.6 million euros relates to financial years 2009 to 2011 inclusive. An amount of 13.5 million euros was charged relating to the cargo volumes on the terminals in the Deurganck dock for the years 2009 to 2012 inclusive. The amount of these tonnage obilgations was based on a decision by the board of directors on 26 March 2013.
The total cargo volume handled by the port fell slightly from 187.2 to 184.1 million tonnes, a drop of 1.6%. The number of ships calling at the port for its part was down by 6.5%. On the other hand the total gross tonnage remained practically the same, down only by 0.1%. The combination of these parameters together with the raising of the level of port dues finally led to a slight increase in income, of 1.2%. The substantial reduction in cargo dues for general cargo introduced in 2010 was maintained in 2011 and 2012. Income from barge dues fell by 2.8% after rising sharply in 2011.
The Port Authority’s tugging department experienced further growth in income, by 4.6% This growth is due to the combination of an increase of 2% in tugging fees and a rise in the fuel surcharge on the one hand, and on the other a fall in the operational parameters, namely a 2.5% contraction in the number of tugging jobs carried out while the number of gross tonnes tugged remained practically the same, up by only 0.1%.
The income from dock-mounted and floating cranes fell in 2012 compared with 2011. The drop was fairly limited for the dock-mounted cranes but more pronounced for the floating cranes.
Operation of the electricity distribution network was transferred to IVEG with effect from 1 July 2011, so in 2012 there was no income at all from this activity, after it had already been halved in 2011.
The other operating income amounted to 53.3 million euros in 2012 compared with 49.4 million euros in 2011. This operating income consists to a large extent of operating subsidies from the Flemish Region (27.2 million euros in 2012 and 25.1 million in 2011). These subsidies represent a contribution towards the costs incurred by the Port Authority in carrying out tasks which under the terms of the Port Decree are the responsibility of the Flemish Region. The contribution towards dredging the maritime access navigation channel was reduced unilaterally in 2012, with the impact amounting to 4.7 million euros. The Port Authority considers that this reduction, announced as a unilateral decision, is unjustified. However, since it is based on an announcement, it has become uncertain in character, and so the amount of 4.7 million euros that has now become uncertain has been entered under “Accrued charges and deferred income” and no longer under “Other operating income”. In 2012 the other operating income also included the amounts passed on for withholding tax on income from real estate and water supplies, totalling 18.0 million euros (compared with 17.8 million in 2011).
Pagina 80 Port of Antwerp - Annual Report 2012 Operating Charges
1.2 Operating charges
The following chart shows a comparison of the various sub-categories.
The amount of purchases, services and miscellaneous goods has fallen by 7.2 million euros as a result of:
● The elimination of expenditure associated with operating the electricity distribution network, such as network charges and the purchase of “green electricity” certificates; ● Lower expenditure on promotion; ● Lower maintenance expenditure; ● Higher expenditure on additional IT support due to a number of important ongoing projects such as APICS2, the new traffic management system; ● Lower expenditure on dredging work that has to be paid for by the Port Authority itself.
The personnel costs amount to 121.8 million euros. In 2011 the equivalent cost amounted to 118.7 million euros. This means that payroll costs rose by 2.6%. The main reasons for this increase are as follows:
● The impact of the provision in the Collective Labour Agreement for a higher end-of-year bonus and the granting of an eco-bonus; ● A slight increase in the number of personnel (expressed in Full-Time Equivalents). The net increase is the result of personnel involved in operation of the electricity distribution network transferring to the company that acquired this network on the one hand, and on the other hand a rise in the number of personnel in other departments; ● the cost of living index rising above a trigger level, with wages being increased by 2% as a result as of June 2011.
The provisions amounted to 5.8 million euros in 2012 compared with 279.8 million in 2011. In 2011 a provision of 299.3 million euros was booked to cover the estimated obligations at the end of 2011 arising from the Act of 24 October 2011 (“Act to maintain long-term financing of pensions of tenured members of personnel of the provincial and local authorities and local police areas, amending the Act of 6 May 2002 to set up the integrated police pension fund, and providing special measures for social security and various other legal provisions”). This Act led to changes being made in the financing principles for the social security contributions of tenured members of personnel: a supplementary pension contribution for individual “responsibilisation” ("the responsibilisation contribution") was introduced. Under the terms of this contribution an authority such as the Port Authority has to contribute part (currently set at 50%) of the difference between (a) what it already contributes to financing its pensioners through the general contribution, and (b) what the social security institution (in this case RSZPPO) pays the pensioners on behalf of the authority. As a result of this new Act, the Port Authority has an obligation to pay a “responsibilisation contribution." While the obligation itself is probable or indeed certain, the amount of it is not. As such the obligation meets the
Pagina 81 Port of Antwerp - Annual Report 2012 definition of a provision as laid down by art. 50 of the Royal Decree of 30 January 2001 implementing the terms of the Companies Act. According to arts. 54 and 95 §2 of the Royal Decree of 30 January 2001 a provision must be set aside to cover this. This provision is based on actuarial calculations which take into account among other things mortality tables, discount rates and the impact on pensions of expected wage rises. In 2012 the obligation rose by around 16.8 million euros due to the service cost incurred for the financial year, together with the impact of one year less of discounting effect. A necessary technical correction to the provision of 299.3 million originally set aside is accounted for in the extraordinary income (22.2 million euros).
As regards the other provisions there has been a write-back of 11 million euros on balance. This is largely due to new market prices being obtained for materials for a particular unloading quay (a location where dredging spoil is stored temporarily). The figures for the risks calculated in previous years for the “Fort Filip” sites remain unchanged, as there have been no new developments and no additional information has been obtained. However, the Port Authority still considers that other parties also bear responsibility for these environmental risks.
The main components of the other operating charges are the costs of withholding taxes on real estate and water distribution charges.
Pagina 82 Port of Antwerp - Annual Report 2012 Financial Income
1.3 Financial result
The financial result has risen sharply from 14.2 million euros in 2011 to 22.8 million in 2012 due to the following factors:
● An increase of 4.6 million on the capital gains made on current assets; ● An increase of 3.2 million euros on amortisation of investment grants, mainly due to the renovation work carried out on the Van Cauwelaert lock, which was subsidised under the terms of the Port Decree; ● A slight decrease in debt service costs, due to the lowering of the capital amount.
1.4 Extraordinary result
As already explained above, the extraordinary income represents a one-off technical modification to the provision set aside in 2011 for the "responsibilisation contribution" towards the pensions of tenured and other members of personnel.
The extraordinary income in 2011 represented the capital gain on sale of the fixed assets associated with the transfer of the electricity distribution network activities to IVEG.
Pagina 83 Port of Antwerp - Annual Report 2012 Balance Sheet
2. Balance sheet
The Balance Sheet is summarised in the table below.
(in euro x 1000) 31/12/2012 31/12/2011 31/12/2012 31/12/2011 Assets Liabilities II/III. Tangible/intangible assets 1,117,120 976,178 I. Capital 307,110 307,110 IV. Financial fixed assets 31,712 12,683 III. Revaluation surplus 9,570 10,506 V. Receivables > 1 year 6,083 7,458 IV. Reserves 377,518 250,579 VI. Stocks 2,510 1,963 VI. Investment grants 285,119 237,103 VII. Receivables < 1 year 58,850 48,676 VII. Provisions 399,706 416,721 VII. Investments 248,496 286,825 VII. Amts payable > 1 year 15,556 17,556 IX. Cash at bank and in hand 46,213 19,501 IX. Amts payable < 1 year 84,334 85,616 X. Deferred charges and accrued income 4,418 6,761 Accrued charges and deferred income 36,489 34,855
Total 1,515,403 1,360,046 1,515,403 1,360,046
2.1 Assets
The amount of tangible and intangible assets has risen by 140.9 million euros. The balance is made up as follows:
(million euros) Investments 195.3 Disposals & write-downs (45.9) Depreciation & amortisation (8.5)
The investments are made up mainly of the following components:
● Acquisition of the renovation of the Van Cauwelaert lock (61.3 million euros); ● An investment grant made to the Deurganck lock company to finance the second sea lock on the left bank of the Scheldt (34.7 million euros); ● Further payments with the progress of construction of four new tugs (70 tonnes pulling capacity) (31.2 million euros); ● Split hopper barges for the dredging department (9 million euros).
The financial fixed assets have increased by 19 million euros, mainly as a result of:
● Port of Antwerp International NV calling up a tranche of 16 million euros in capital contributions, with a view to acquiring a stake in Essar Ports Ltd.; ● Participation in the companies Wind aan de Stroom NV (47%), Antwerp Biopower NV (40%) and Rail Terminal Chemelot BV (33.33%) which were set up in 2012; ● Contribution of additional capital and a subordinated loan (2 million euros) to Wandelaer Invest NV, in accordance with that company's financial plan; ● Granting of a subordinated loan to Beverdonk Container Terminal NV.
The long-term trade accounts receivable include concession fees for which a payment schedule over a longer period has been agreed. The other long-term accounts receivable are contributions by the Port Authority to a "pre-land bank," as last year. Other entities have also contributed to the “pre-land bank” concerned. However, it still has to be decided how much each partner will eventually contribute towards acquiring sites. It will then also be possible to decide what form the contribution currently financed will take (acquisition of assets and/or contribution towards the costs, or something else).
The trade accounts receivable at the end of 2012 were higher than before since they included 15.3 million euros of tonnage dues, as previously explained regarding turnover. The other accounts receivable at the end of 2012 were also
Pagina 84 Port of Antwerp - Annual Report 2012 higher since less had been received as advance payments on subsidies under the terms of the Port Decree than at the end of 2011, and there were still balances from the end of 2011 remaining unpaid.
The balance of liquid assets and cash investments fell from 306.3 to 294.7 million euros, mainly as a result of the high level of investments in 2012.
2.2 Liabilities
The reserves have increased since all of the positive result of 139.0 million euros after deduction of the proposed dividend of 12.8 million euros was appropriated to the available reserves. Since the investment grants also increased, mainly due to full subsidies being granted for renovation of the Van Cauwelaert lock (61.3 million euros), the total equity has risen from 805.3 to 979.3 million euros.
The provisions have decreased by 17.0 million euros overall, with falls in the provisions for pensions and in the provision for environmental risks (see also preceding chapters).
The financial debts were repaid in 2012 according to the agreed due dates. There were no opportunities to pay off particular debts early at financially advantageous terms.
The amounts payable within one year have fallen (to 84.3 million euros at the end of 2012, compared with 85.6 million at the end of 2011) since a larger part of the tax assessment for withholding tax on real estate was paid. Like last year, the profit of 12.8 million euros to be paid out has been included under the heading “Other debts.”
As in previous years, the “Accrued charges and deferred income” mainly comprises concession fees already invoiced in 2012 for the first quarter of 2013. However it also includes:
● Part of the subsidy of 4.7 million euros for dredging of the maritime access, which would otherwise be included under other operating income, since there is uncertainty about whether it will actually be received.
Pagina 85 Port of Antwerp - Annual Report 2012 Cash Flow Statement
3. Cashflow Statement
The cashflow statement shows the main incoming and outgoing cashflows. Unlike in the two previous years, the cashflow ultimately generated is negative.
(in euro x 1000) Financial year 2012 Financial year 2011 Financial year 2010
Short-term investments and liquid assets at start of year 306,326 195,641 172,089 Cashflow generated from operating activities 138,325 141,610 85,798 Cashflow used in investment activities (135,143) (14,413) (36,461) Cashflow used in financing activities (14,800) (16,511) (25,791)
Short-term investments and liquid assets at year end 294,708 306,326 195,635
The cashflow from operating activities has remained stable despite the lower turnover from service activities. The net cashflow used in investment activities has risen sharply as a result of the high level of investment in 2012 (as explained above). The cashflow used in financing activities comprises the dividend and the repayment of the outstanding loan.
Pagina 86 Port of Antwerp - Annual Report 2012 Other required information
4. Other required information
Apart from the information mentioned in the annual accounts and the remarks below and above concerning tonnage obligations, there were no significant events after the closing date of the Balance Sheet. The points regarding R&D and the existence of branch offices are not applicable. No procedures were carried out under application of art. 523 of the Companies Act. No use is made of financial instruments of any significance in judging the assets, liabilities, financial position and result.
As regards the risks and uncertainties facing the Port Authority, these are mainly in the following areas:
● Developments in legislation as a result of the Port Decree and its implementation; ● Developments in legislation in the field of town and country planning and the delimitation of the port area; ● Compliance with environmental legislation, and changes in the latter.
There are also risks which in principle are borne by concession holders, but if the latter fail to meet them (e.g. in case of bankruptcy) then these obligations could fall upon the Port Authority. Further, there is still a risk posed by as yet unknown pollution of land or underwater sediment which might have to be cleaned up. Finally, changes in the law governing land and underwater sediment pollution could impose additional obligations on the Port Authority.
The attractiveness of ports in general is determined by factors such as accessibility, the efficiency of the port activities and the quality of the hinterland connections.
In addition to the above risks and uncertainties, the board of directors would like to comment on the following aspects:
● Disputes with a possible significant impact are disclosed in the annual accounts under heading 5.13 "Significant pending disputes and other significant obligations." This covers disputes with the companies Seaport Terminals NV (a member of the Katoen Natie group, concerning a claim of 89.9 million euros for alleged complicity in breach of contract) and Mexico Natie NV (a claim for an as yet undisclosed sum, for forced closure of a concession for safety reasons.) ● In another claim, Katoen Natie alleges that the Port Authority has treated various concession holders unequally in imposing the tonnage obligations laid down in the concession agreements. According to Katoen Natie, the obligation to pay tonnage obligations has not been applied correctly in the concession agreements for the Deurganck dock. Katoen Natie has already lodged claims against various parties in this connection, and in particular has taken the following steps:
1. A complaint has been lodged with the European Commission for granting improper state support; 2. On 10 April 2013 an application for an injunction was made to the President of the Commercial Court of Antwerp in order to (i) obtain a number of documents, (ii) prevent the Port Authority taking any steps to implement the decision of the board of directors of 26 March 2013 until the court hearing the main action has issued its decision, and (iii) oblige the Port Authority to invoice and collect the full tonnage obligations and pay them into a blocked account until the court hearing the main action has issued its decision.
Two concession holders have respectively lodged a protest and reservations in respect of the invoices for tonnage obligations that were issued in implementation of the decision of the board of directors of 26 March 2013, in respect of amounts totalling 14.7 million euros. Based on a legal examination of the available information, the board of directors considers that weighty legal arguments can be brought against the protest/reservations, and so has decided not to make any provision. The board further considers that, in this matter of the obligation to pay tonnage obligations, the principles of good governance have been applied in a correct way based on sound reasons. The obligation to pay tonnage obligations is included in a specific number of concession agreements, with the ultimate aim of acting as a stimulus to attract cargo volume. The extent of the acute economic crisis in 2009 and the economic difficulties that have continued up until the present constitute unforeseen circumstances that make the contractually imposed tonnage obligations no longer appropriate, and it is necessary to take account of the drastic change in the economic situation. The unforeseen circumstances also mean that certain contractual obligations that were based on the expectation of continuous growth are no longer feasible in the particular market segments concerned. The impact of the unforeseen circumstances during the period 2009-2012, as they affected the concession holders concerned, formed the object of
Pagina 87 Port of Antwerp - Annual Report 2012 a decision by the board of directors. The time taken into account for this was not identical for all the concession holders concerned, due to factors such as differences in complexity, differences in market segment and differences in the historical structure of the obligation to pay tonnage obligations. So far the board has completed all the invoicing of the amounts concerned up to and including 2011, as well as the invoicing for 2012 related to concession agreements for the Deurganck dock. The invoicing for 2012 still has to be carried out for the other concession agreements, according to the procedure laid down by the board of directors. The decisions taken by the board are where applicable further dealt with administratively and included in the accounting records and in the annual accounts (see also under "Balance Sheet and Income Statement" in the notes annexed).
Antwerp, 13 May 2013
For the Board of Directors
Eddy Bruyninckx Marc Van Peel
CEO Chairman of the Board of Directors
Pagina 88 Port of Antwerp - Annual Report 2012 Auditor's report
Statutory auditor’s report to the City Council of Antwerp on the financial statements of Antwerp Port Authority for the year ended 31 December 2012
In accordance with legal and statutory requirements, we report to you on the performance of our audit mandate. This report includes our opinion on the financial statements together with the required additional comments .
Unqualified audit opinion on the financial statements
We have audited the financial statements of
Antwerp Port Authority for the year ended 31 December 2012 , prepared in accordance with the financial reporting framework applicable in Belgium, which show a balance sheet total of € 1.515.402.549 and a profit for the year of € 138.969.105.
The board of directors is responsible for the preparation of the financial statements. This responsibility includes: designing, implementing and maintaining internal control relevant to the preparation and fair presentation of financial statements that are free from material misstatement, whether due to fraud or error; selecting and applying appropriate accounting policies; and making accounting estimates that are reasonable in the circumstances.
Our responsibility is to express an opinion on these financial statements based on our audit. We conducted our audit in accordance with legal requirements and auditing standards applicable in Belgium, as issued by the “Institut des Réviseurs d’Entreprises / Instituut van de Bedrijfsrevisoren”. Those standards require that we plan and perform the audit to obtain reasonable assurance whether the financial statements are free from material misstatement. In accordance with these standards, we have performed procedures to obtain audit evidence about the amounts and disclosures in the financial statements. The procedures selected depend on our judgment, including the assessment of the risks of material misstatement of the financial statements, whether due to fraud or error. In making those risk assessments, we have considered internal control relevant to the company’s preparation and fair presentation of the financial statements in order to design audit procedures that are appropriate in the circumstances but not for the purpose of expressing an opinion on the effectiveness of the company’s internal control. We have also evaluated the appropriateness of the accounting policies used, the reasonableness of accounting estimates made by the company and the presentation of the financial statements, taken as a whole. Finally, we have obtained from management and responsible officers of the company the explanations and information necessary for our audit. We believe that the audit evidence we have obtained provides a reasonable basis for our opinion.
In our opinion, the financial statements as of 31 December 2012 give a true and fair view of the company’s equity, financial position and results in accordance with the financial reporting framework applicable in Belgium.
Additional comments
The preparation of the annual report and its content, as well as the company’s compliance with the Flemish community decree of 2 March 1999 concerning seaport management and policy and their articles of association are the responsibility of the board of directors.
Our responsibility is to supplement our report with the following additional comments , which do not modify our audit opinion on the financial statements:
· The annual report includes the information required by law and is consistent with the financial statements. We are, however, unable to comment on the description of the principal risks and uncertainties which the company is facing, and on its financial situation, its foreseeable evolution or the significant influence of certain facts on its future development. We can nevertheless confirm that the matters disclosed do not present any obvious inconsistencies with the information that we became aware of during the performance of our mandate.
Pagina 89 Port of Antwerp - Annual Report 2012
·
Without prejudice to formal aspects of minor importance, the accounting records were maintained in accordance with the legal and regulatory requirements applicable in Belgium.
·
There are no transactions undertaken or decisions taken in violation of the company’s bylaws or the Company code that the company is subject to in conformance with art.5§2 of the Flemish community decree of 2 March 1999 concerning seaport management and policy that we have to report to you. The appropriation of results proposed to the general meeting complies with the legal and statutory provisions.
Antwerp, 27 May 2013
The Statutory auditor
______
KPMG Bedrijfsrevisoren CVBA
Represented by Erik Clinck
Réviseur d’Entreprises / Bedrijfsrevisor
Pagina 90 Port of Antwerp - Annual Report 2012 Report of the independent auditors
Report by the Auditor to Antwerp City Council on the financial statements of Antwerp Port Authority (independent municipal company) for the financial year ended 31 December 2012
In accordance with the legislation and the statutory requirements, we hereby report on the performance of the audit mandate that you have entrusted to us.
We, the members of the Board of Auditors of Antwerp Port Authority (independent municipal company) declare that in order to audit the financial statements for the financial year ended 31 December 2012, prepared in accordance with the financial reporting framework applicable in Belgium, which show a balance sheet total of € 1.515.402.549 and a profit for the year of € 138.969.105, we have performed the following procedures:
● Discussions with the Antwerp Port Authority management, to obtain explanations about the financial statements for the financial year ended 31 December 2012. We have obtained from management and responsible officers of the Antwerp Port Authority the explanations and information necessary for our audit.; ● Discussions with the Board of Auditors, in which KPMG Bedrijfsrevisoren CVBA reported in its capacity as Statutory Auditor of the Antwerp Port Authority, concerning their methods used and their audit procedures performed.
The board of directors is responsible for the preparation of the financial statements. This responsibility includes: designing, implementing and maintaining internal control relevant to the preparation and fair presentation of financial statements that are free from material misstatement, whether due to fraud or error; selecting and applying appropriate accounting policies; and making accounting estimates that are reasonable in the circumstances.
Our responsibility is to express an opinion on these financial statements based on our audit.
Based on these procedures, we report that, the financial statements as of 31 December 2012 give a true and fair view of the Antwerp Port Authority’s equity, financial position and results in accordance with the financial reporting framework applicable in Belgium.
Additional comments
The preparation of the annual report and its content, as well as the Antwerp Port Authority’s compliance with the Flemish community decree of 2 March 1999 concerning seaport management and policy and their articles of association are the responsibility of the board of directors.
Our responsibility is to supplement our report with the following additional comments , which do not modify our audit opinion on the financial statements:
● The annual report includes the information required by law and is consistent with the financial statements. We are, however, unable to comment on the description of the principal risks and uncertainties which the company is facing, and on its financial situation, its foreseeable evolution or the significant influence of certain facts on its future development. We can nevertheless confirm that the matters disclosed do not present any obvious inconsistencies with the information that we became aware of during the performance of our mandate. ● Without prejudice to formal aspects of minor importance, the accounting records were maintained in accordance with the legal and regulatory requirements applicable in Belgium. ● There are no transactions undertaken or decisions taken in violation of the bylaws or the Company code that the port authorities are subject to in conformance with art.5§2 of the Flemish community decree of 2 March 1999 concerning seaport management and policy that we have to report to you. The appropriation of results proposed to the general meeting complies with the legal and statutory provisions.
Antwerp, 14 May 2013 For the Board of Auditors
C. Marinower R. Voorhamme
Pagina 91 Port of Antwerp - Annual Report 2012
Auditor Auditor
Pagina 92 Port of Antwerp - Annual Report 2012 Antwerp Port Authority
Pagina 93 Port of Antwerp - Annual Report 2012 Antwerp as a landlord port
The Port of Antwerp is a landlord port. This means the Port Authority owns and manages the sites in the port area, and makes them available to port companies for their activities on the basis of concession agreements. The Property Management department of the Port Authority manages nearly 40,000,000 m² of land in this way.
The Port Authority's concession policy is carefully designed to make the most efficient use of the available land and to ensure that new investments fit in with the strategic vision for the port, namely to promote sustainable development, create added value, defend the port's competitive position and care for the environment. Companies wishing to set up business in the port can apply whenever new invitations for concessions are organised by the Port Authority.
The Port Authority follows the above-mentioned principles in its land acquisition policy too. Under the terms of the Port Decree the Port Authority has a right of prior purchase. This means that real estate located within the port but not owned by the Port Authority must first be offered for sale to the Port Authority. This enables the authority to make acquisitions in an intelligent, planned way so as to expand the opportunities for investment and make them available as concessions.
In 2012 additional concessions were granted on some 300,000 m³ of new land.
Customers and concession holders can find a wide range of information and services pages at www.portofantwerp.com/en. Among other things there is a Single Port Desk to apply for environmental permits and planning permission. There is also a guide to construction within the port.
Operational departments
In addition to the administrative departments the Port Authority has a number of operational departments that maintain the accessibility of the port and provide services for its customers.
The Tugging department is an essential partner in maintaining the chain of shipping movement to, from and within the port of Antwerp. In 2012 the department carried out a study of the diesel consumption of its tugs. This consumption is relatively large and so has a significant financial impact as well as a direct impact on the environment.
All the tugs together consume around 6,000 tonnes of diesel per year, emitting some 15,600,000 kg of CO2, or 820,000 kg per tug per year. By way of comparison, an average car emits “only” 2,280 kg (based on a driving distance of 20,000 km per year). Reducing the consumption would have a positive effect on the environment and would also reduce the department’s ecological footprint.
During 2011 and the first few months of 2012 the Tugging department monitored the fuel consumption of the tugs with the aim of reducing the overall consumption by 5% as part of the “ECOvaren” project that started in July 2012. Initial calculations show that consumption was reduced by about 4.5% of engine running time during the last six months of 2012. In the next phase the department will monitor the consumption of each series of tugs (10, 20, 30 and 40) separately, with a view to further reducing the fuel consumption of each series. Hans Fokker was appointed as the new manager of the Tugging department last year.
When it comes to the partners in the nautical chain the dredging companies are often forgotten, and yet they are essential for ensuring that ships can reach the port of Antwerp quickly and safely. With the increasing trend towards giant ships with deeper draught, dredging is an essential activity. This includes maintenance dredging (maintaining a constant river depth) and construction dredging (dredging below the normal river depth).
The Port Authority’s Dredging department carried out this essential task in 2012. Its dredging fleet mainly carries out maintenance dredging in the non-tidal parts of the port (i.e. above the locks).
The Port Authority’s Crane department has a fleet of three floating cranes and 30 dock-mounted cranes that are hired out for tasks within the port area. In 2012 a new mobile crane (MOB107) was taken into use. This 100-tonne mobile Gottwald crane is the “greenest” of its type: the braking energy released by jib swivel and lowering movements is stored temporarily in capacitors (“Ultracaps”) and used whenever there is another demand for energy. In older Pagina 94 Port of Antwerp - Annual Report 2012 cranes this energy is lost in heating resistances without being used, which necessarily leads to higher energy consumption.
In addition to their regular tasks the floating cranes in the Port Authority's fleet are called upon to support the other services, mainly for maintenance work carried out on the Port Authority’s own bridges and locks. Tasks that this frequently involves include: moving caissons and lock gates, positioning lock gate trolleys, and positioning or removing heavy racks (for rack-and-pinion drives for swing bridges).
The mobile cranes for their part are given an even wider range of movement by using the Brabo floating crane to carry them over longer distances (including sites on the left bank). Wim Bleyaert was appointed as the new manager of the Crane department last year.
Focus on service: the Condor garbage collection barge.
Plastic bottles, lengths of rope, wooden pallets and other rubbish can frequently be seen floating around in the water. Not a pretty sight. In any case, floating garbage can cause damage to vessels (by catching or blocking propellers, pumps etc.) and to port facilities. The rubbish gets into the water from all sorts of activities on the quays, as well as fly tipping from the landward side or from vessels.
The Port Authority strives to keep the port as sustainable and thus also as clean as possible. To intervene quickly and efficiently the Port Authority has its own garbage barge for picking up floating rubbish: the Condor. The crew of this vessel have the necessary skills and know-how to carry out this specialist task.
Over the past five years the Condor has picked up an average of around 30 tonnes of floating waste annually. Given the possible negative consequences for safe and smooth shipping traffic in the port it is very important for this garbage to be removed quickly.
On the positive side there has been a downward trend in the volume of garbage over the past few years, although the reason for this is not clear. It could be a change of mentality among would-be fly tippers, a more aggressive approach towards fly tipping on land, or better waste collection services for ships. But whatever the reason, we can be thankful that the quantity of garbage is diminishing.
Pagina 95 Port of Antwerp - Annual Report 2012 Organigram
Pagina 96 Port of Antwerp - Annual Report 2012 Board of Directors
The board of directors is the Port Authority's highest body. It lays down the strategic options and main policies for the port, and ensures democratic control of port policy.
The board of directors is made up of 18 members, of which the majority (at least ten) must be members of the City Council. Each political group represented in Antwerp City Council must also be represented in the board of directors. Other bodies represented are Alfaport (association of private companies in the port), VOKA (chamber of commerce), the Left Bank Development Corporation, Interwaas (local development association) and Natuurpunt (nature association). According to the provisions of the Port Decree (adopted in the Articles of Association) not more than two thirds of the directors may be of the same sex.
The port alderman of the City of Antwerp is ex officio the chairman of the board of directors. The regional port commissioner attends board meetings as a representative of the Flemish government.
Supervision is carried out by three commissioners appointed by the board. Under the terms of the Articles of Association two commissioners are members of the City Council and one is an auditor.
The board of directors is reconstituted after local elections. The board meets every month, except in July and August.
The remuneration of board members and of the supervising commissioners is set by the City of Antwerp Council.
The Port Authority's Articles of Association include provisions in case of conflict of interests. They also specify that members of the executive committee must not hold any political office.
Composition of the Board of Directors
Chairman
Marc Van Peel (alderman for the Port and Personnel)
Members
Ann Coolsaet (Open VLD city councillor) (as of 30/5/2011)
Rik Daelman (Chairman, Interwaas) (as of 19/9/2011)
Peter Deckers (chairman, Left Bank Development Corporation)
Wouter De Geest (CEO of BASF Antwerpen, director and member of the bureau of Voka)
Rudi De Meyer (CEO of Alfaport Antwerpen)
Annick De Ridder (Open VLD city councillor) (until 30/5/2011)
Bart De Wever (NVA city councillor) (until 24/10/2011)
Philip Heylen (alderman for Culture and Tourism)
Patrick Janssens (mayor)
Kris Luyckx (NVA city councillor) (as of 24/10/2011)
Erwin Pairon (Groen! city councillor)
Jan Penris (Vlaams Belang city councillor)
Peter Symens (policy officer, Natuurpunt)
Bruno Valkeniers (Vlaams Belang city councillor)
Pagina 97 Port of Antwerp - Annual Report 2012
Kathleen Van Brempt (sp.a city councillor)
Ludo Van Campenhout (alderman for City Development, Sport and Diamonds)
Robert Voorhamme (alderman for Education, Economy, Employment and the Self-Employed)
Toon Wassenberg (sp.a city councillor)
Freddy Willockx (chairman, Interwaas) (until 19/9/2011)
CEO, Antwerp Port Authority
Eddy Bruyninckx
Secretary
Luk Laerenbergh
Regional Port Commissioner
Antoon Colpaert
Supervision
Ann Coolsaet (Open VLD city councillor) (until 30/5/2011) Claude Marinower (Open VLD city councillor) (as of 30/5/2011) Guy Lauwers (alderman for Public Works, City & Neighbourhood Maintenance, Property Maintenance, Urban Decentralisation and Environment)
Luc Van Coppenolle (Deloitte auditors)
Remuneration committee
The remuneration committee is a sub-committee of the board of directors and deals with the remuneration of members of the executive committee.
Pagina 98 Port of Antwerp - Annual Report 2012 Executive Committee
The board of directors delegates day-to-day management of the Port Authority to an executive committee whose members are appointed by the board.
The members of the executive are employees of the Port Authority. Their term of office ends on the occasion of the first meeting of the new board of directors, after which they may be reappointed. The executive committee is chaired by the Chief Executive Officer.
The executive committee also prepares the decisions of the board of directors, and implements the decisions by the latter. The various aspects of day-to-day management of the Port Authority are shared among the different members of the executive committee.
Composition
Chairman
Eddy Bruyninckx, CEO
Members
Jan Adam, Chief Financial Officer
Luc Arnouts, Chief Commercial Officer
Greet Bernaers, Infrastructure & Environment Manager
Christiaan De Block, Chief Operations Officer
Pascale Van Hoecke, Personnel Manager
Jan Verbist, Harbourmaster
Björn Verhoeven, Property Manager
Secretary
Luk Laerenbergh, Chief Secretary
The operations both of the board and of the executive committee are governed by internal regulations.
Pagina 99 Port of Antwerp - Annual Report 2012 Foreign representatives
Henrique Machado Rabelo Fernando Bustamente
T. 00 56 9 890 17659 [email protected] Av. Samuel Lewis y Manuel Ma Icaza T. 00 55 31 3213 5554 Edificio Comosa Oficina EPI-2 [email protected] Ciudad de Panamá Rua Santa Catarina 1257/601 Chili Belo Horizonte – M.G. Brazilië
German Calderon Raj Khalid
T. 00 56 9 927 85668 T. 00 91 22 26431913 [email protected] [email protected] Av. Samuel Lewis y Manuel Ma Icaza , Manuel Gonsalves Road 50 Edificio Comosa Oficina EPI-3 400050 Bandra, Mumbai Ciudad de Panamá India Chili
Pagina 100 Port of Antwerp - Annual Report 2012
Dieter Lindenblatt Eddy Dekkers
T. 00 1 646 281 2395 [email protected] Rector Place 380, Suite 5 B NY 10280 New York USA
T. 00 49 171 48 97 359 [email protected] Grutstrasse 13 40878 Ratingen Duitsland
Jan van der Borght Stephen Yen
T. 00 86 021 6427 8228 [email protected] Eurbridge Ltd Chamtime Corporate Avenue Room N°501, T. 00 86 136 41 92 09 05 No.899 Haining Road, Tower A [email protected] 200071 Shanghai Eurbridge Ltd China Suite H 32th Floor Shanghai Industrial Investment Building, No.18 North Caoxi Road, 200031 Shanghai China
Pagina 101 Port of Antwerp - Annual Report 2012 Associated companies and organisations
Pagina 102