200 Million Tonnes from Past to Present

Home , Berendrecht Lock, Eastern Scheldt, Mark (Dintel)

200 million tonnes From past to present

Introduction

Dear Customers and Colleagues,

We would like to congratulate the Antwerp port community and you, our customers. The port of Antwerp finished 2015 with a record freight volume of 208.42 million tonnes and passed the 9 million mark for containers by a wide margin, at 9.6 TEU. Indeed with expansion of more than 7.5% in container volume Antwerp has the strongest growth in the region. This new record has been achieved thanks to the efforts of the port community and our faithful customers.

This result is no accident, however, because “Everything is possible at the Port of Antwerp.” Over the past decades there has been massive investments in the port, not only by multinational companies but also by private companies in Belgium and by the Flemish government. This has resulted in the largest integrated petrochemical hub in Europe, highly specialised terminals and very high productivity, together forming a sustainable link in the international supply chain.

As a port we look towards the future, offering our customers new growth possibilities in a sustainable context. Preparations are under way for a new large tidal dock with accompanying terminal capacity. The area of more than 1000 hectares that has been set aside for this, the Saeftinghe Development Area, also offers space for logistics, freight handling and industry. In addition to this project on the Left bank of the Scheldt there are also reconversion projects on the Right bank. The Churchill Industrial Zone (96 ha) is one of these, offering a top location for the development of industrial activities in the port of Antwerp. We offer you our rich history and are determined to write new history for you in the heart of Europe. In doing so we have opted for sustainable development which respects people and the environment. Our location deep inland combined with our excellent connections with the European hinterland are signifi- cant advantages here. The challenges facing our sector are large, demanding long-term vision, creativity, innovation and out-of-the-box thinking. This is a challenge which we gladly accept along.

Marc Van Peel Eddy Bruyninckx Port Alderman CEO Antwerp Port Authority Chairman Antwerp Port Authority

From zero to 50 million tonnes

The port of Antwerp has a particularly rich history. Ever since the Middle Ages ships laden with cargo and passengers have found their way up the river Scheldt to Antwerp. After the “Golden Century” in which Antwerp grew into a prosperous international port, the closure of the Scheldt in 1585 represented a new low in the history of the port. It would be nearly 300 years until the toll on the Scheldt could be finally redeemed in 1863 and the river became fully open to commercial traffic once more. The “port on the river” began to flourish in the decades that followed. After the Second World War, the Marshall Plan and the Belgian government’s Ten Year Plan brought hitherto unseen growth: the volume of the docks doubled and the port expanded along the Right bank of the Scheldt right up to the Dutch border. Before 1800: from river port to world port

12th century – early 15th century Antwerp functions as a port of embarkment for passengers travelling to England and Zee- land, and as a cargo port for German wine being exported to England. Products such as wool and cloth bring more trade to the city. The port has three moorings and three docks along the Scheldt: the Holenvliet, the Sint-Jansvliet and the Burchtgracht. Shipping orig- inally reaches the port via the Eastern Scheldt (an arm of the Scheldt estuary), but a series of storm tides causes natural deepening of the Western Scheldt so that seagoing ships can access the port directly and trade flourishes accordingly.

16th century Antwerp experiences its “Golden Century” when it first begins to flourish as a major international port, a position which uniquely among ports it still maintains today. The port prospers thanks to booming exports from the South Netherlands provinces, with among other things art objects finding their way via Antwerp to France, Spain, Portugal and even Morocco. During this Golden Century Antwerp develops into a centre of world trade, with ever larger ships calling at the port. To support its further growth and development an extension of the city is planned to the North, in what is now the Eilandje neighbourhood.

1550 1585 1811 1813 The port has 10 mooring Closure of the Scheldt Construction of the first The “Grand bassin” jetties and eight docks dock “Le petit bassin” enters operation

Antwerp mayor Marnix van Sint-Aldegonde signs the capitulation in 1585 and the city falls into Spanish hands. In response the Dutch promptly blockade the river. Antwerp is no longer a centre of world commerce and declines into a purely local, inland port, although it is still internationally important.

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From 1800 to 1940: The industrial revolution propels development

Late 18th century – 19th century Napoleon Bonaparte brings sweeping changes and the Scheldt is once more opened to shipping. He sees Antwerp as “a pistol pointed at the heart of England” and decides to build new docks and shipyards. The first dock, “Le petit bassin,” is built in 1811 and “Le grand bassin” follows in 1813. These are later renamed the Bonaparte dock and the Willem dock respectively.

Between 1816 and 1829 the port experiences average annual growth of 4.5%. Thanks to the industrial revolution and new technologies the port forges trading links with Africa, America and Asia. At that time Antwerp is larger than the ports of Rotterdam and Amsterdam together. The transit trade with the German hinterland also grows and flourishes.

On 16 July 1863 the maritime nations of the world finally redeem the toll imposed by the Dutch on ships sailing to and from Antwerp. The Scheldt is open to commercial shipping once more and development takes off.

> Transfer from the Willem dock to the Bonaparte dock

1829 1860 1863 1866 Kattendijk dock Asia dock 1890 Scheldt Hout dock Suez dock 1 million tonnes 129,000 tonnes toll finally Verbindings dock Lefebvre dock of freight handled abolished Kempisch dock Petroleum dock

> Docks 1872 Between1860 and 1890 The available length of quay expands six-fold. In that period the volume of exports from the port of Antwerp also grows by a factor of six, while new records for imports and transit freight are set regularly. The port of Antwerp is once more a European hub and leading international trading firms set up branches here. Exports are dominated by semi-finished iron and steel products: exports of iron and steel quadruple to 1.3 million tonnes. In this period also the Red Star Line starts operating. Eventually the shipping company carries some two million emigrants from Antwerp to America.

7 > Port activity on the quay, around 1930 > Port activity on the quay, around 1930

1907 1st Haven dock Royers lock

> King Leopold II visits the Royers lock, 1907

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20th century

Antwerp is bursting at the seams and it is decided to straighten the Scheldt quays (1875- 1911). The “fleets” (natural inlets along the river where ships berth) are filled in, and new docks are built to the North of the city. In 1913 a total of 7,056 ships call at the port. Onward transport towards the hinterland is mainly by rail and barge. Barges carry 10.3 million of the 19 million tonnes of freight.

Between 1900 and 1930 the port experiences strong growth in freight volume, only temporarily interrupted by the First World War. Expansion continues towards the North with the construction of new locks. In 1929 the dockers unload 26 million tonnes of breakbulk and other freight. Antwerp is the third-largest port on the continent of Europe, with a very strong reputation as a port of lading and breakbulk. The port lays the basis for what is still one of its main advantages, as a port where “Every cargo finds a ship and every ship a cargo.” Specialist handling facilities are built for grain, chemicals, coal, fruit and refrigerated goods, and the first industrial companies (car manufacturers and oil refineries) set up shop in Antwerp. The port is now firmly estab- lished as a distribution centre of world importance, with a reputation for fast, efficient work.

> Sack carrier

1913 1914 1928 1932 2nd Haven dock Van Cauwelaert lock Canal dock A is 19 million tonnes 3rd Haven dock Leopold dock renamed the Albert of freight Hansa dock dock Antwerp is the most important steel port with 3.7 million tonnes

> Prince Leopold visits the Kruisschans lock (now the Van Cauwelaert lock), 1926 9 From 1940 to 1964: big expansion to the North

Marshall Plan forms the basis for the largest chemical cluster in Europe The port of Antwerp plays an important role in the Second World War. It is large, with modern facilities and good connections with the hinterland (including the Albert canal), and it is close to the front. Antwerp is liberated by the Allies in 1944 and the port quickly picks up where it had left off, especially as it is one of the few European ports to remain more or less intact. Fur- thermore the Marshall Plan gives the necessary impulse for development. Thanks to this plan Antwerp grows into the largest modern integrated petrochemical cluster in Europe. The Petro- leum dock is built in 1951, designed specially to handle petroleum products. Later it is renamed the Marshall dock. The composition of the various types of cargoes handled changes radically as a result: the rising volumes of oil imports account for half of the growth and ore imports for one quarter.

Ten Year Plan With its Ten Year Plan (1956-1965) the Belgian government invests heavily in development of the port. The port expands rapidly to the North with construction of the Canal docks and the arrival of large industrial companies. During this period the volume of docks doubles and the port ex- tends along the Right bank of the Scheldt as far as the Dutch border.

> Construction of the 5th Haven dock

1947 1951 1955 1960 1964 King Boudewijn opens Industry dock 6th Haven dock 22 million the Boudewijn lock tonnes (360m to 45 m)

Marshall Plan The Marshall Plan is a large-scale programme of aid to the war-torn countries of Europe, helping them rebuild their shattered economies. It is launched three years after the end of the Second World War on the initiative of George C. Marshall, Secretary of State.

> The first elements of the petrochemical industry

10 > > > > > 50 100 150 200 SHIPPING FREIGHT VOLUME

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0 1911 1911 2011 1863 1867 1871 1875 1879 1883 1887 1891 1895 1899 1903 1907 1915 1919 1923 1927 1931 1935 1939 1943 1947 1951 1955 1959 1963 1967 1971 1975 1979 1983 1987 1991 1995 1999 2003 2007 2015 1967 Churchill dock Million tonnes of shipping freight Dry bulk Liquid bulk Containers Breakbulk

> Construction of the Canal dock

11 From 50 to 100 million tonnes

From 1960 onwards the port activities are revolutionised by a number of radical new developments which lead to changes both in transport and in handling of goods. Standardised loads and the container make their appearance. Freight handling is increasingly mechanised, and the age of the specialised terminal has arrived. In the chemical industry investments follow rapidly one after the other, laying the basis for the growth of the oil industry. From the 1970s onwards the port also starts to expand on the Left bank of the Scheldt. > > > > > 50 100 150 200 From 1964 to 1990: In the maelstrom of the transport revolution 2.4m

On 10 September 1967 the first ship in the world designed specially to carry containers, the m 2.4 Atlantic Span, calls at the Churchill dock. The Atlantic Span has a capacity of 700 TEU. The con-

tainer volume in Antwerp immediately starts to grow exponentially. 6m

The Zandvliet lock makes Antwerp much more accessible, essential to handle the growing number of container carriers.

New concepts A first development that brings great changes is the introduction of standardised loads, also referred to as unitised loads (pallets, containers etc.). The concept is not entirely new but has far-reaching consequences for ships (which increase rapidly in size) and for freight handling. Together with the introduction of unitised loads, freight handling is further mechanised. This also leads to more added-value activities as well as more freight being handled faster.

> Churchill dock

1966 1967 1970 60 million Zandvliet lock 80 million tonnes of tonnes freight handled Canal docks B1, B2 and B3 First deepening of the Scheldt

Big boxes The container revolution arrives. Container ships make their appearance, becoming the symbol of progress. Thanks to the standardised dimensions of the containers (one 20-foot container = 1 TEU or “twenty-foot equivalent unit”) the various transport modes can form an uninterrupted chain. The first containers are unloaded in the port of Antwerp in the mid 60’s. Gylsen Steve- doring, the freight-handling subsidiary of the Belgian national shipping company CMB, has the honour of unloading the first container on its terminal in the 6th Haven dock. According to the official statistics 43,820 boxes are handled in that first container year of 1966, representing nearly 300,000 tonnes of containerised freight.

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Specialist terminals The introduction of containerisation and unitised loads poses great challenges for freight hand- lers, with consequent changes. Handling activities increasingly move to specially equipped > BASF quays. The era of the specialist terminal has arrived. Eventually all modern docks are equipped with specialist terminals for handling particular types of freight such as iron and steel, fruit, sugar and forest products.

1971 1973 The first crude oil reaches the Beginning of the oil crisis port via the Rotterdam-Antwerp pipeline (RAPL)

A chemical reaction From 1965 onwards there is heavy investment in the chemical industry. Companies such as Bayer, BASF, Degussa and others lay the basis for the growth of the petrochemical sector in the port of Antwerp. Antwerp is currently not only the largest integrated petrochemical hub in Europe, it also generates a huge amount of added value. As a result of the oil crisis that begins in 1973 expansion of the sector stalls, but investment in innovative projects continues nevertheless. During this period the RAPL pipeline is laid between Rotterdam and Antwerp to carry crude oil. This method of transport is fast, safe and environment-friendly, not least because it takes tanker trucks off the road. > BAYER

15 > Berendrecht lock Expansion on the Left bank of the Scheldt The freight volume grows rapidly from the 1970s onwards, making it urgently necessary to expand the storage and distribution facilities and also the industrial sites. But there is hardly any space left on the Right bank of the Scheldt, and so the planners start to consider the other side of the river. Everyone is convinced that expansion is essential if the port is to retain its leading position. After long discussions all the parties reach agreement and work starts on expansion of the port on the Left bank.

> King Boude the Berendrechtwijn lockofficially opens

1976 1979 1980 1982 The Left Bank Development The Kallo The Delwaide dock The Lefebvre dock is Corporation is set up lock incorporated into the expanded America dock Work starts on construction of the Vrasene dock

Deepening of the Scheldt x3 The first round of deepening of the Scheldt in the 1970s lowers a number of “humps” in the bed of the Western Scheldt (i.e. the lower Scheldt estuary). In 1995 the Netherlands and Flanders sign a treaty for a second round of dredging work which is completed in 1998. With the official completion of the third round of deepening on 24 December 2010, ships with a draught of 13.1 m are able to sail up and down the river independently of the state of the tide. This is the result of a process that began in 1999 with the Long-Term Vision for the Scheldt Estuary, Memoranda of Understanding between Flanders and the Netherlands in 1999, 2001, 2002 and 2005, the Outline Development Plan in 2010 and a number of Scheldt Treaties in 2005. 16 > > > > > 50 100 150 200 SHIPPING FREIGHT VOLUME

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0 1911 1911 2011 1863 1867 1871 1875 1879 1883 1887 1891 1895 1899 1903 1907 1915 1919 1923 1927 1931 1935 1939 1943 1947 1951 1955 1959 1963 1967 1971 1975 1979 1983 1987 1991 1995 1999 2003 2007 2015 1989 The Berendrecht lock, the largest in the world, Million tonnes of shipping freight enters operation Dry bulk Liquid bulk Containers Breakbulk (No breakdowns of shipping freight volumes are available before 1975)

17 > Kallosluis From 100 to 150 million tonnes

Globalisation of the world economy becomes a fact in the 1990s. The internationalisation of port companies, the increasing degree of monopolisation in container handling and the ever-larger ships are clear expressions of this. The unstoppable rise of the container plays a fundamental role in the spectacular growth in the volume of freight, with the container volume alone quadrupling. These rapid developments clearly illustrate the necessity of deepening the Scheldt and building terminals on the river. > > > > > 50 100 150 200 From 1990 to 2004: the port returns to the Scheldt

River terminals The Europa terminal is the first of two tidal terminals on the Scheldt, as part of the expansion of the port below the locks on the Right bank. Not having to go through the locks affords great time savings for ships, with a direct impact on the freight volume.

In 1992 the port handles just under 104 million tonnes, with the volume doubling in the Vrasene dock on the Left bank. In the years that follow there is steady growth in the various categories of freight.

Deepening of the Scheldt With the second round of deepening of the Scheldt ships with a draught of 11.9 m can sail up and down river irrespective of the state of the tide. This deepening of the navigation channel comes none too soon, as container shipping is expanding rapidly. Indeed the container volume in terms of the number of TEU handled doubles to just under 3 million tonnes between 1990 and 1997. The North Sea terminal, the second terminal on the Scheldt below the locks, enters service during this period.

During the 1990s the port continues to flourish on the Left bank. In 1998 the Flemish government gives its approval for construction of a new tidal dock, to be called the Deurganck dock.

> Construction of the North Sea terminal

1990 1996 1997 North Sea terminal The Europa terminal is 2.5 million TEU officially inaugurated enters operation Antwerp Port Authority 102 million tonnes becomes an independent municipal company

> Construction of the Europa terminal 20 > > > > > 50 100 150 200

The Deurganck dock, first tidal dock on the Left bank The proposal to build a new dock on the Left bank of the Scheldt is put forward in 1995, work starts four years later and the first container ship unloads its cargo on 19 Sep- tember 2005. The Deurganck dock meets the need for addi- > North Sea Terminal tional container handling capacity in the port of Antwerp.

1998 1998 The largest container carrier in the world at that time – the Yunhe 5,250 120 million tonnes TEU, owned by the Cosco shipping Second deepening of the company – enters the port of Antwerp Scheldt completed

21 More space needed Construction of the first phase of the Verrebroek dock is completed in 1999, leading to a considerable expansion in handling capacity for non-containerised breakbulk and associated added-value activities. The process of defining the geographical boundaries of the Antwerp seaport area begins. This is the start of a long process that lays down the new outline of the port area, thus affording the legal certainty necessary for sustainable development.

1999 2000 2001 2002 First phase of construction The setting up of the Belgian First Memorandum of Flanders and the of the Verrebroek dock Coffee Federation makes Antwerp Understanding for the third round Netherlands sign the a global trading hub for coffee of deepening of the Western Second Memorandum of Scheldt Understanding

Security in the port after 9/11 After the September 11 attacks in the USA heightened security standards are introduced for ports around the world. The “International Ship & Port Facility Security Code” (ISPS) comes into force in the port of Antwerp in the summer of 2002. Each terminal carries out a risk analysis and draws up plans to assure its own security. In an additional measure the port introduces Economy and ecology go hand-in-hand the “Alfapass” identity card so that everyone who works in the port can be reliably identified. At the end of 2000 the Antwerp Port Authority signs a collaboration agreement with the nature Antwerp has a particularly good reputation when it comes to security and threat prevention. A conservation society Natuurreservaten/Natuurpunt to develop an “ecological infrastructure net- good reputation for security that does not compromise the efficiency of operation is a powerful work” within the boundaries of the port area. argument for choosing a particular port.

22 > > > > > 50 100 150 200 SHIPPING FREIGHT VOLUME

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0 1911 1911 2011 1863 1867 1871 1875 1879 1883 1887 1891 1895 1899 1903 1907 1915 1919 1923 1927 1931 1935 1939 1943 1947 1951 1955 1959 1963 1967 1971 1975 1979 1983 1987 1991 1995 1999 2003 2007 2015 2003 142 million tonnes including 61 Million tonnes of shipping freight million tonnes of Dry bulk containerised freight Liquid bulk Containers Breakbulk (No breakdowns of shipping freight volumes are available before 1975)

23 From 150 to 200 million tonnes

The port of Antwerp has grown its freight volume by 50 million tonnes over a period of ten years, thus confirming its position as the second-largest port in Europe. Antwerp is currently the market leader for containers on five of the six main trading routes. The third round of deepening of the Scheldt is bringing results, with the record for the largest container carrier ever to visit the port being regularly broken. The port has now passed the 200 million-tonne mark, thanks to collaboration throughout the port community to respond to the worldwide financial crisis, the strong expansion of the chemical industry in the port and the port’s own high productivity. Over the past ten years the port community has opted resolutely for sustainable growth of the port, with respect for people and the planet. > > > > > 50 100 150 200 From 2004 to 2015: Port of Antwerp on course for a record

Royal opening for the Deurganck dock The Deurganck dock is ceremonially inaugurated in the presence of King Albert II. The opening of this new tidal dock is crucial for the port to continue playing its role as an efficient hub of international trade. With a length of 2.6 km and a width of 450 m the dock is able to handle the latest generation of giant container carriers with ease.

The Scheldt Treaties Flanders and the Netherlands sign four treaties. The treaty establishing the 2010 Scheldt Estuary Development Outline covers deepening of the river together with nature conservation projects and flood safety measures. A second treaty defines collaboration between Flanders and the Ne- therlands concerning policy for the Scheldt estuary and its management. The third deals with joint shipping traffic control, while the fourth covers de-linkage of the respective pilotage fees for the Rotterdam approaches and the Scheldt estuary. Together these four treaties represent a crucial step to actually get the necessary deepening work started in 2007. Upgrading the navigation channel in this way is vital for the port of Antwerp if it is to maintain its position as the second-largest port in Europe and be accessible to the latest generation of Ultra-Large Container Ships.

> Construction of the Deurganck dock

6 July 2005 15 June 2005 Inauguration of the renovated MSC Home Terminal (Delwaide dock)

Opening of the > Opening of the Deurganck dock Deurganck dock

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> Deurganck dock

15 August 2005 > The first ship, the Cosco Tianjin, 21 December 2005 MSC Pamela enters the Deurganck dock

The MSC Pamela, the largest container carrier in the world at that time, moors in the port of Antwerp. The arrival of the MSC vessel heralds the era of ships of 9,000 TEU.

Signature of the Scheldt Treaties Four Scheldt Treaties signed by the Flemish and Dutch govern- ments

27 > Liefkenshoek rail tunnel - © Frederik Beyens

2006 28 February 2007 Rail Master Plan The Flemish parliament ratifies the Scheldt Treaties

By train With its Master Plan for rail transport the Port Authority sets itself an ambitious objective and Antwerp is currently the third-largest rail port in Europe, with 18 million tonnes of freight an- develops initiatives for services that will enable customers to carry their consignments in an nually finding the way to its destination by rail. The port of Antwerp seeks to further increase efficient, reliable way. One of these projects is the construction of the Liefkenshoek rail tunnel the volume carried by this sustainable mode of transport. to provide a quick crossing between the Left and Right banks of the Scheldt and connect the port area on the Left bank to the eastern hinterland. The 6 km tunnel consists of a double rail tube underneath the Scheldt and the Canal dock. The total length of the new rail link is 16.2 km.

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By barge The Master Plan for barge transport brings together 20 or so projects to systematically eliminate a number of obstacles and thus facilitate barge transport and cope with the expected growth in this mode of transport. In the meantime the Flemish government raises the height of the bridges over the Albert canal to accommodate barges stacked even higher with containers. Opting for barge and rail transport not only promotes mobility but is also more environment-friendly.

2007 2008 5 April 2009 Barge Master Plan 190 million tonnes of freight, a new record year

Arrival of the giants With the arrival of the MSC Beatrice, the largest container ship in the world at the time with a capacity of 14,000 TEU (14,000 twenty-foot containers) a whole series of records are smashed. The arrival ceremony symbolises important progress for the port of Antwerp. Container carriers are rapidly increasing in size, and Antwerp is doing everything necessary to accommodate these leviathans.

29 > Nature reserve ‘De Kuifeend’

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Growth for the future Never waste a good crisis The Flemish government presents a scenario for development of the port of Antwerp, covering Eddy Bruyninckx, CEO of Antwerp Port Authority, and Roger Roels, chairman of Alfaport (port not only economic activities and infrastructure but also residential facilities, agriculture, en- employers’ association), take the initiative to set up an action plan in order to strengthen the vironment, nature conservation and heritage. These functions are assigned to particular geo- position of the port of Antwerp in reaction to the worldwide economic crisis which has also graphical areas defined in a Regional Land Use Plan. hit the shipping industry hard. The impact of the crisis convinces many players in the port to The Right bank of the Scheldt is earmarked for “inspansion” (repurposing of existing areas), commit themselves to an “out of the box” approach which enjoys general support. The aim is to with large buffer zones between the port and the surrounding area and space for nature devel- quickly develop a number of new projects and speed up existing ones. The initiative is named opment in the Opstal valley. the “Total Plan for a Competitive Port.” On the Left bank the Flemish government reserves an area of more than 1000 hectares to the North, named the “Saeftinghe Development Area.” Here in addition to the Deurganck dock The Total Plan and the future vision for the port are drawn up in various workgroups and the there is space to build a second tidal dock. The initial draft of the Regional Land Use Plan also results are presented to the port community in two General Assemblies. The main aim is to provides for extension of the Verrebroek dock and construction of a second lock giving access streamline the logistics chain, with the common theme of “strong through collaboration.” to the Deurganck dock. The basis for this scenario was already laid in the Flemish government While the details are being worked out two new subjects are added: Talent and Sustainability. In agreement of 1999. the latter area the port community opts resolutely for sustainable development, laying the basis for what will become the first Sustainability Report.

September 2009 2009 December 2009 Definition of the Regional Total Plan 157 million Land Use Plan tonnes of freight

31 A lock with its own comic strip Construction of a second lock on the Left bank of the Scheldt begins at the foot of the Deurganck dock. This lock is one of the Flemish government’s key projects as it is essential to allow for further growth of the port and to avoid long waiting times for ships.

> In 2104 The comic strip hero Sylvester first appears in the album entitled “The Port Ghost,” published to mark the construction of a second lock on the Left bank of the Scheldt.

> Construction of the Deurganck dock lock

24 December 2010 21 November 2011 2011 Deepening of the Scheldt completed Construction work starts on the 187 million tonnes second lock on the Left bank of freight TEU 20.000 15.000

10.000

5.000

1975 1980 1985 1990 1995 2000 2005 2010 2015

Increase capacity container carriers

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Big and bigger The Maersk shipping company takes full advantage of the greater room for navigation permitted in the new regulations for ships sailing up and down river. These allow ships with a length of more than 366 m to call at Antwerp, provided trials are first carried out. The Edith Maersk with a length of 398 m (the largest container carrier in the world at that time along with its seven sister ships, each with a capacity of 15,550 TEU) calls at Antwerp without problem. Less than three weeks after this success it is followed by its sister ship the Eleonora Maersk. Proof if any is needed that Antwerp is perfectly accessible to even the largest container carriers, despite its geographical location relatively far inland.

13 January 2012 21 December 2012 27 April 2012 The Edith Maersk moors Provisional approval of in Antwerp the Regional Land Use Plan for the Antwerp port area

A sustainable “first” Antwerp is the world’s first major international port to publish a Sustainability Report for the port community as a whole, with the active support of that community. This report, a collaborative effort by Antwerp Port Authority, Voka Chamber of Commerce Antwerp-Waasland, Alfaport and the Left Bank Development Corporation, is born out of the “Total Plan for a Competitive Port.” A clear signal that all parties in the port are aware of the importance of sustainable development in the 21st century. In the meantime the third Sus- tainability Report has already appeared.

33 Containers and liquid bulk The strategic choices made by the various shipping companies reflect the maritime ac- cessibility of Antwerp and the advantages that the port has to offer. This development is clearly reflected in the number of 198 vessels of more than 10,000 TEU calling at the port, including the Mary Maersk (18,270 TEU).

MSC, the second-largest shipping company in the world and Antwerp’s largest container customer, makes an official request to shift its activities from the Delwaide dock to the Deurganck dock. This Swiss shipping company no longer has any room left to expand in the Delwaide dock, while its own ships are becoming ever larger.

Liquid bulk in particular is experiencing very strong growth in the port of Antwerp. The high volumes are the consequence of investments by a number of important players over the past few years, demonstrating that conversion of former breakbulk sites into tank storage sites is paying off.

30 April 2013 24 October 2014 The Regional Land Use Plan receives The amended Regional Land Use Plan final approval but is partially suspended defining the boundaries of the Antwerp by the Council of State in December port area is approved

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In 2015 thousands of people take advantage of the last opportunity to walk on the bottom of the new lock on the Left bank of the Scheldt. The lock was filled with water and enters operation in April 2016.

9 december 2014 2014 29 July 2015 22 August 2015 Inauguration of the Liefkenshoek The MSC Zoe, with 19,224 TEU the The largest car carrier in the world, the 199 million tonnes rail tunnel largest container carrier in the world, MS Höegh Target, calls at Antwerp of freight moors in the Deurganck dock.

35 SHIPPING FREIGHT VOLUME

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36 We keep moving. We keep growing.

200 million tonnes. Reason enough to celebrate and to look back with justified pride on what has been achieved. But also a good reason for looking forward to the future. Because the port of Antwerp aims to keep growing. According to the current forecasts Antwerp will need to have new container handling capacity by 2020-2021. And so the Port Author- ity is already making preparations for a large new tidal dock with accompanying terminal capacity on the Left bank of the Scheldt. The Saeftinghe Development Area covering more than 1,000 hectares has been earmarked for this dock along with surrounding sites for logistics, transhipment and industry. Construction of the Saeftinghe Development Area will be carried out in phases.

In parallel with this expansion an active search is being carried out for new, high-value uses for existing sites on the Right bank. The Port Authority owns the site of the former Opel car plant and has launched an international Request for Proposals to find suitable projects. The Churchill Industrial Zone covers an area of 96 hectares, offering potential investors a unique location for developing industrial activities in the heart of the port. The Port Authority has the ambition to make this site a centre of employment and added value once again, for the benefit of Antwerp and the wider region. And with MSC moving its activities to the Deurganck dock on the Left bank, the search is on for port-related activities to replace it in the Delwaide dock on the Right bank.

Saeftinghe dock

Deurganck dock lock renamed Kieldrecht lock

37 55

n° name in use since filled in The port of Antwerp 1 Bonaparte dock 1811 2 Bonaparte lock 1811 1974 3 Willem dock 1812 45 4 Lock nr6 1855 1872 5 Kattendijk lock 1859 6 Kattendijk dock 1863 7 Kempische Vaart 1863 1935 44 70 8 Hout dock 1864 9 Verbindings dock KTD-WLD 1869 52 53 10 Asia dock 1873 68 11 Kempisch dock 1873 66 65 12 Oud Lobroek dock 1878 1957 13 Kool dock 1881 1968 14 Schippers dock 1881 1968 67 46 15 Zuider lock 1881 1868 54 16 Steen dock 1881 1968 17 Scheldt Quays old 1882 18 Amerika dock 1887 19 Suez dock 1887 20 Scheldt Quays new 1900 47 57 21 Royers lock 1907 22 Access channel ROS 1907 23 Albert dock 1907 24 1st Haven dock 1907 1992 48 25 3rd Haven dock 1914 26 2nd Haven dock 1914 27 Waiting dock for barges 1922 1993 28 Access channel LED-ALD 1928 75 29 Leopold dock 1928 30 Access channel VCS 1928 50 31 Van Cauwelaert lock 1928 32 Hansa dock 1928 33 4th Haven dock 1932 34 Albert canal 1935 35 Straatsburg dock 1935 49 61 72 36 Lobroek dock 1938 37 Marshall dock 1951 38 Access channel BOS 1955 39 Boudewijn lock 1955 62 40 Industrie dock 1960 41 5th Haven dock 1960 38 51 42 Graan dock 1964 2010 30 43 6th Haven dock 1964 73 39 42 44 Canal dock B3 1967 31 45 Insteek dock 4 1967 59 46 Insteek dock 3 1967 71 63 32 43 47 Insteek dock 2 1967 48 Insteek dock 1 1967 49 Canal dock B1 1967 56 58 37 50 Duwvaart Schuil dock 1967 74 64 51 Churchill dock 1967 60 29 28 25 52 Access channel ZAS 1967 53 Zandvliet lock 1967 23 26 54 Canal dock B2 1967 33 55 Schelde - Rijn canal 1975 27 56 Kallo lock 1976 57 Delwaide dock 1979 40 69 41 24 58 Access channel KAS 1979 59 Noordelijk insteek dock 1982 18 60 Zuidelijk insteek dock 1982 35 21 61 Gedempt Doel dock 1986 2007 19 22 62 Doel dock 1986 4 63 Waasland canal 1986 8 34 5 6 10 7 64 Vrasene dock 1988 Filled in 11 12 65 Berendrecht lock 1989 9 36 66 Access channel BES 1989 Under construction/planned 2 1 3 67 Europa terminal 1989 1811-1900 68 Schuilhaventje ZAS 1989 69 Noordkasteel dock 1994 1901-1910 70 North Sea Terminal 1997 17 71 Verrebroek dock 2001 1911-1930 72 Deurganck dock 2005 Deurganck dock lock, renamed 2016 1931-1940 73 Kieldrecht lock 1941-1967 13 74 Verrebroek dock (planned) 2017 75 Saeftinghe dock (planned) 2020 1968-1990 14 1991-2015 16 38 20 Antwerp Port Authority Entrepotkaai 1 2000 Antwerp België T +32 3 205 20 11 E [email protected] www.portofantwerp.com www.sustainableportofantwerp.com Follow us

Colofon Lay-out: Kaplus Fotografie: MAS | Museum aan de Stroom Michel Dauchy | Antwerp Port Authority (unless otherwise stated)

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