Transcript The Hamburg-Le Havre range

The Hamburg-Le Havre range*
The gateway to the European
continent
*All ports and logistics nodes located between the seaporst of Hamburg and Le Havre
Overview of major trade corridors
Hub for global corridors
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Corridors have become the main
arteries of world trade.
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All major sea routes have at least
one stopover in the H-LH range
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Even if new corridors arise the
range will remain an important
hub for future cargo flows
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Possible new routes are the
opening of new larger Panama
Canal locks in 2014, The Cape
route, Northern Sea Route (NSR),
east-west rail corridors and North
South land corridors
Source: Notteboom 2012
Land side corridors
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Trans-European Transport Network
(TEN-T)
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Six European Railway Traffic
Management System (ERTMS)
Corridors exist
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RailNetEurope (RNE) developed
corridor management along a set
of European rail corridors
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Corridors C02, C03 and C05 are
especially important for Ghent and
the range
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International
freight-oriented
corridors are under development
for example the planned full
reactivation of the Iron Rhine link
between Antwerp and Germany
RNE corridors
Source: www.rne.eu
Target markets for European ports
Large concentration of
major trade nodes in the
area
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In the last fifteen years, the
dynamics in logistics networks
have created the right conditions
for a large-scale development of
freight villages and inland ports
throughout Europe.
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The range has a large number of
seaports working as nodes: Ghent,
Zeebrugge, Rotterdam, Antwerp.
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Many inland locations with
multimodal access have become
broader logistics zones.
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Source: Notteboom 2011
Major cargo airports in Europe
An other main entry or exit nodes
for goods in Europe are airports.
The Benelux region is equipped
with some of the biggest cargo
airports within Europe, i.e.
Schiphol, Luxembourg, Brussels
and Liège.
Source: Vonck, Notteboom 2013
Largest share of imports
across Europe
-
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The share of the Delta in the entire
European
port
system
is
particularly high in the container
business, followed by liquid and
dry bulk.
Flemish ports are responsible for
20,9% of all the cargo transported
in the range and 6,3% of all
European cargo, these figures may
vary depending on cargo type (for
e.g. Breakbulk levels are 30% and
7%)
Overview of cargo shares in Europe
Total port traffic (ton)
20,1%
Conventional general cargo
(ton)
Roro (ton)
69,6%
10,2%
81,9%
13,6% 4,5%
76,9%
10,3% 12,8%
Liquid bulk (ton)
20,0%
7,5%
72,5%
Dry bulk (ton)
19,8%
7,8%
72,4%
Containers (TEU)
25,9%
0%
10%
56,0%
18,1%
20%
30%
40%
50%
60%
70%
80%
90% 100%
Share in total European throughput per cargo type
Rhine-Scheldt Delta
Other ports in H-LH range
Source: Notteboom 2011
Other European ports
The Blue Banana
At the core of the blue
bananna
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The range is located in the center
of the Blua Banana
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The Blue Banana encompasses the
region between London and Milan.
After further economic
developments the region was
enlarged towards Valencia and
Madrid. The final adjustments
allowed for an increase in activity
in the Eastern European countries,
these are called the ‘Blue Fingers’.
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Connectivity to emerging logistics
zones in the East is in a number
one priority for local nodes
Source: Vonck 2013
The Rhine-Scheldt delta*
Beating heart of the HLH range
(also known as ARA Antwerp, Rotterdam, Amsterdam region)
*All ports and logistics nodes located between Amsterdam and Zeebrugge
Home for specialised
cargo
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India, China, Scandinavia and
Russia are key markets for Belgian
ports in a variaety of markets
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Many of Europe’s steel plants are
located in seaport areas. The
majority of break bulk in the port
of Ghent is comprised of steel
(90%)
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In Belgium, a lot of the production
is sent to other facilities for valueadding activities and finishing. The
final products are distributed
across Europe to main buyers in
a.o. Germany, France, the UK,
Turkey and Switzerland.
Overview of steel mills in Europe
Source: Notteboom 2011
Strong hinterland
connections
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The creation of inland terminals
mainly benefited container flows,
but also break bulk flows
increasingly use rail and barge.
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The further development of major
inland ports such as Liège and the
development of the Seine-Nord
Canal are expected to boost the
use of barges in the break bulk
cargo trade even further.
The port of Ghent
A specialized industrial port
Belgian rail system in
constant evolution
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The rail system is evolving from a
national control policy towards a
more harmonious European policy.
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The liberalization of the rail network
led to a split between infrastructure
management and rail operations.
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Belgium is thus a medium to late
adopter of rail liberalisation, but is
catching up fast.
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Licensed rail operators in Belgium
include NMBS, Fret SNCF, Crossrail
Benelux, Veolia, Cargo Nederland,
Trainsport, ERS Railways, SNCF Fret
Benelux, Rotterdam Rail, Feeding and
CFL Cargo. With infrabel as
infrastructure manager
RNE corridors
Source: Danny Debussere photography
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Big pitfalls are capacity shortages on
peak moments and the priority of
passenger trains leading to an
uncertain cargo service.
Warehousing activity in the Netherlands
In the center of the
warhousing hotspots
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Belgium counts close to 2,900
warehousing related enterprises
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The Belgian ports have a lot to
offer in terms of geographical
location and nautical accessibility,
port labour, availability of space,
hinterland accessibility, cargo
generating capacity and
innovation.
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Over 60% of the EU spending
power is located in an area
stretching 500 km from the ports.
Source: Vonck, Notteboom 2013
Warehousing activity in Belgium
Source: Vonck, Notteboom 2013
Logistics hotspots in Belgium detailled
In the center of the
warhousing hotspots
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Belgium is well represented in
three out of the four market
segments shown below
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The larger Ghent area is one of the
major locations for warehousing in
Belgium
Source: Vonck, Notteboom 2013
Distribution centers in Europe overview
Source: Capgemini 2006
The The Seine-Nord
project
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The Seine basin and Scheldt basin are
two of Europe’s most important
industrial regions.
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Flanders, the gateway to Europe and
the Rhine-Scheldt delta will become
connected to the regions of Le Havre
Rouen and Paris and vice versa.
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The new connection enters Belgium
via the Leie at Deulemont and
continues across Wallonian territory
into Wervik. From there on it reaches
the canal of Ghent-Brugge.
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After entering the port of Ghent via
the Noordervak and Ringvaart it
follows the canal of Ghent-Terneuzen
into the river Scheldt. The new
connection is expected to particularly
strengthen the role of Ghent as a
barge hub between northern France,
the Rhine basin and the other RhineScheldt Delta ports.
The Seine-Nord project
Source: Vonck, Notteboom 2013
Activities in Ghent
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The Kluizendok, one of the biggest
‘greenfield’ terrains in Europe is
finished for over 50% with full
utilities and roads allowing
companies to locate in the port
area. By 2020 the dock should be
fully operational
In the old port area an additional
25% of the current land is more
efficiently utilized due to various
PA “brownfield” projects
Elsewhere in the port area 60
hectares is developed towards
waterfront sites and another 150
ha are given in concession for portrelated activities.
Activities in Ghent
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De Nest and Rieme-noord are the
two main logistical sites under
development in the port of Ghent.
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De Nest is 160 ha large and offers
space for (inter)national, regional
and local companies.
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Rieme-noord, about 100 ha large
and ideally placed for distribution
and logistics companies thanks to
a new access road and a
connection to the R4 road. The
development of this site started in
2011.