Comments on the figures

 

 

 

2009 was not an economic downtrend caused by a cyclic movement in the economy. It was an unexpected break from all known trends.

There appeared to be no reference or standard of value.

The world economy shrank by 12.5% and, in shipping, supply far amply exceeded demand. Ships were removed from circulation for demolition or laying up. Orders were postponed.

Shipping schedules were worked out on the basis of ‘super slow steaming’, so more ships could be deployed and significant savings could be made on fuels. Transit times were lengthened, but industry is accepting this as long as shipping schedules remain reliable.

Naturally, ports all over the world have had to suffer the consequences, with an unprecedented decline as a result.

Zeebrugge held out fairly well under the circumstances and even achieved growth in certain sectors.

By geographical distribution, the following markets are served:

Europe                                                 5.8%

Far East                                    20.4%

Middle East                                12.2%

North and South America              2.7%

Africa                                         2.4%

Oceania                                       0.6%

Other                                          6.5%

 

 

 

Containers

 

The share of the container sector in port activities continues to increase.

If we analyse container traffic based on the tonnage figures, we notice an increase of 17.4%. Ports are more often compared on the basis of TEU volumes, however, and the increase there is 5.36%. This indicates that considerably less empty containers were repositioned.

The port was able to further increase its market share through acquisitions and shipowners are deploying larger ships, extending the handling volume inches way. The port was able to play its trump card as a coastal port: a safe, competitive port of call for ships with the largest dimensions.

Building on the deepsea services, the feeder network was further expanded, resulting in a boom in transhipment.

As the estuary ships were first put into service in the course of 2008, it was not until 2009 that the first full year of operation could be registered.

Three ships provide the service on the Scheldt estuary and Albert Canal.

Both container terminals efficiently combine the handling of the mother ships with transhipment to feeder ships and providing hinterland services.

 

Roro

 

Intra-European traffic is suffering badly from the crisis. The weak position of the pound in relation to the euro was also unable to crank up exports from the UK.

It is worth mentioning that services to Northern Spain were introduced.

Connections to Scandinavia are holding up.

As a means of transport, the container’s ample share in this European roro service is specific to the port of Zeebrugge. This share is increasing year after year.

This port activity also includes the automotive sector, as well as project cargo and high and heavy cargos transported by deepsea roro ships.

Although the port has improved its market share through acquisitions, the decline is serious. European port throughout as a whole shrank by 12.5% in only one year.

A number of countries drastically increased their import duties to protect domestic production. As a result, transhipment to the Baltic region came to a standstill, which further suppressed figures.

Because construction projects were put on hold, sales of excavating equipment stagnated.

The terminals offer extensive capacity for both transhipment and added value logistics. They also have highly-trained personnel.

All operators have confidence in a slow market recovery.

 

 

Liquid bulk

 

The volume of fruit juices remained more or less constant.

With fewer calls of deepsea roro ships calling in, the number of bunker orders was reduced. The doubling of LNG throughout in terms of both volume and calls has positively influenced the figures, of course mainly on the import side. Howerver, LNG is also being exported for the second year in succession. The expansion in storage capacity was put to full use. This increase is part of the European policy of energy supply.

 

 

 

Solid bulk

Sand and gravel make up the chief component; essential raw materials for construction and infrastructure works.

There was less import in 2009, in accordance with market demand.

 

 

General cargo

 

This activity remained at virtually the same level. Traffic in fruit and vegetables fell slightly, but was compensated by increased imports of paper pulp from Brazil.

 

 

Passengers

 

Zeebrugge is the number one Belgian port of call for cruise ships. Between April and October, no less than 59 ships called at our port. The passengers then make trips to cities such as Bruges, Ghent, Brussels and Antwerp. The connections to the UK and Scotland are also very popular with business people and tourists.

 

 

Logistics

 

Services to the hinterland were further completed with daily rail connections to Duisburg and Ludwigshafen. France and Northern Italy are also accessible via rail connections.

The estuary inland shipping vessels have also completed a full year of operation, which are deployed in the Scheldt estuary and on the Albert Canal.

The port’s towing capacity was increased with the deployment of 65-tonne bollard pull units.

The chain approach, with all services actively collaborating in serving port traffic (pilotage, towage and port services) is in full operation and has proved its efficiency.

 

 

Distribution

 

Zeebrugge’s entire distribution sector has reinforced its service package.

A number of major investments were also made in 2009.
Zeebrugge Food Logistics has invested in a new distribution centre and offers added value for refrigerated and deep-frozen foods.

Efico has completed its state-of-the-art distribution centre, to serve the coffee sector.

In the Maritime Logistics Zone, all the roadworks have been completed and there is ample capacity available for distribution companies providing European distribution through the port traffic.

 

 

Expectations

 

After everything that has preceded, it is difficult to predict port activities for the coming months.

Most container ships are sailing at slow speed. Twenty percent of shipping capacity has been scrapped or laid up. A certain degree of stability has been achieved. Ships are sailing with good capacity use and sea freight has increased.

There are still a lot of newbuilds in the pipeline that could disturb this brittle balance if world trade fails to pick up.

In 2010, our port is also planning to commence the works for the deepening of the quay wall of the CHZ terminal, as well as the equipment of the Albert II-dock north site. These capacities are necessary to ensure further growth of the deepsea container traffic.

As it will not be possible to start using this infrastructure until later, we expect to equal the activity of the past year.

LNG is also at a high level. An increase is expected in the coming years, but this will also require an increase in the terminal capacity, with the construction of a new mooring place and storage tank.

In the roro and automotive sector, we expect limited growth after stabilisation.

For these reasons, we foresee similar activities to the past year throughout all sectors.