Sustainability report Port of Antwerp

Transcription

1 Sustainability report Port of Antwerp Stop 1 The Port of Antwerp as the gateway to Europe Stop 2 Engine of the economy and employment 21 1 Summary Stop 3 A port that invests Stop 4 A productive, healthy port Stop 5 Reconciling economy with ecology 2 Stop 6 Active in industry and logistics 4 6 Stop 7 In harmony with the environment Stop 8 From region to hinterland Stop 9 Involving the local community MAATSCHAPPIJ LINKERSCHELDEOEVER

2 Introduction Antwerp is the first port in the world to publish a sustainability report focusing on and supported by the port community. The instigators of the report are Antwerp Port Authority and the Scheldt Left Bank Corporation in the public sector, and Alfaport Antwerp representing the private sector. The full report has been published as a website: In other words, a more sustainable form of communication that permits the widest possible distribution. This brochure is a more condensed version, as a taster for the website. This mini-report follows the same outline as the full Sustainability Report. It starts by looking at the port of Antwerp and sustainability from a global, strategic viewpoint. It then traces the path that goods from all over the world take to their final destinations in the hinterland via the port of Antwerp, taking us from foreland to hinterland in nine stops. The full itinerary can of course be found on the website, presenting various results in terms of People, Planet and Profit at each stop along the way. Supplemented by featured items, interviews, video clips and photographic material, the Sustainability Report in this way forms a rounded presentation, packed with information. Finally, the website enables you to make up our own report, on a pick-and-choose basis: you only read what interests you! So go to and don t hesitate to let us have your comments, suggestions and recommendations! Sustainable collaboration for a sustainable future When the Total Plan for the port of Antwerp was brought to an end on 22 June 21 the participants were faced with a striking conclusion: there was one aspect in particular that underlay all sections of the plan, namely sustainability. The Total Plan was a catalyst for us to put sustainability high on the agenda, explains Marc Van Peel, chairman of Antwerp Port Authority. It showed that all stakeholders in the port fully understood the importance of sustainability for creating the port of the 21 st century. All those involved are very well aware that sustainability is the new competitive advantage for the port. Competitive advantage is no longer limited to the economic sphere; increasingly it is sought in a wider social and indeed international context. The Antwerp port community is convinced of this. Sustainability is unique in that it is a process: it is never finished, further development is always possible. Of course we have to know the starting situation and then measure the progress in terms of conditions, figures and indicators. This is where the value of the first Sustainability Report lies, as it provides a framework, presents the measurements and demonstrates the results. We understand that sustainability is our licence to operate, and that this will be even more true in future, says Walter Van Mechelen, chairman of Alfaport, the federation of port companies and logistics service providers in Antwerp. This view is shared by Peter Deckers, chairman of the Scheldt Left Bank Corporation: As the operator of the port area on the left bank we fully subscribe to this vision for the development of a world-class, sustainable port. Especially when it comes to developing the left bank, attention to people and the environment is crucial. Hence the joint initiative to produce this first Sustainability Report for the port of Antwerp. It is a unique publication in that it reports on all activities throughout the port area, based as far as possible on information drawn from the entire port community. The report follows the guidelines of the Global Reporting Initiative (GRI). As such it forms a benchmark: making it possible to develop other joint projects, pointing out where further study and research are needed, and forming the basis for development of a sustainable port, by and for people. Colophon For more detailed information, see Suggestions may be sent to: Dr. Eric de Deckere Antwerp Port Authority Port House, Entrepot quay 1, 2 Antwerp, Belgium T , F duurzaamheid@haven.antwerpen.be GRI Application Level C+ Go to for more information From l. to r.: Peter Deckers (chairman, Scheldt Left Bank Corporation), Peter Van de Putte (manager, Scheldt Left Bank Corporation), Rudy De Meyer (managing director, Alfaport), Walter Van Mechelen (chairman, Alfaport), Marc Van Peel (chairman, Antwerp Port Authority), Eddy Bruyninckx (CEO, Antwerp Port Authority). February 212 Editors responsible: Alfaport, Scheldt Left Bank Corporation and Antwerp Port Authority

3 Contents Antwerp, a port with a vision 2 Stop 1 The Port of Antwerp as the gateway to Europe 4 Stop 2 Engine of the economy and employment 6 Stop 3 A port that invests 8 Stop 4 A productive, healthy port 1 Stop 5 Reconciling economy with ecology 12 Stop 6 Active in industry and logistics 14 Stop 7 In harmony with the environment 16 Stop 8 From region to hinterland 18 Stop 9 Involving the local community 2 Towards a first sustainability report 21 List of stakeholders involved 23 1

4 Antwerp, a port with a vision Transport mirrors the development of the world economy, with ports forming the link between overseas and overland freight. The port of Antwerp is certainly a world player: it is the second-largest port in Europe, with large cargogenerating capacity, able to call on wide-ranging synergy between maritime, logistics and industrial activities. It is also home to the largest integrated chemical cluster in Europe. the synergy between maritime trade, logistics and industry by developing new port-related services. Finally, greater attention than previously must be paid to reducing the environmental impact of hinterland transport, by among other things digital management of the flow of goods. Strategy The Antwerp port community aims to position itself as the sustainability leader in the Hamburg - Le Havre range. The strategy for realising this ambition rests on four foundations: Environment-friendliness - a port that values ecology, nature and the environment. Local support - a port of and for people. This multi-functional capability generates high added value for the surrounding communities, the region and the entire country. The companies in the port provide employment directly and indirectly for more than 145, people, with a pool of highly trained personnel. In this connection we must always remember that Antwerp s unique geographical location is an important factor in any future-oriented transport policy: Antwerp s position deep inland gives it significant advantage, reducing not only the costs of transport but also the environmental impact. Vitality - a port buzzing with activity, forming the economic engine of the region and the hinterland. Efficiency - a port where all activities are carried out swiftly and easily. Mission The port of Antwerp aims to position itself as the sustainability leader in the Hamburg - Le Havre range. Vision In the 2 th century the main emphasis of port policy was on economic development. Then as now, the core tasks of the port community are to organise the varied and constantly expanding flow of goods as efficiently as possible, while assuring a high level of stable, skilled employment. Good management requires a vision and a stable strategy, to steer a steady course despite the turbulent waves of the economy. In other words, a sustainable policy that seeks to maintain a balance between economy, people and the environment (People, Profit and Planet). With this Sustainability Report, offering a clear presentation of the many aspects of sustainability, the port community seeks to: involve the various players even more closely in sustainability; attract sustainable investment; inform stakeholders and involve them in sustainable performance; and present customers with a strong social and economic partner in the worldwide supply chain. North and Central America ,87% Africa ,9% Europe ,4% Near East ,18% Middle and Far East ,38% The main break with the past is that various matters of social concern will play a more prominent role in the port s future activities. For instance, greater emphasis will be placed on the environment. Stakeholder management too will have to be developed further. In coming decades the port will have to pursue a policy of economic diversification, extending South America ,34% Oceania ,13% Imports and exports between the port of Antwerp and the different continents, in tonnes (29) 2 3

5 Stop 1 The Port of Antwerp as the gateway to Europe 8, 7, Hamburg 1 Antwerp has been one of the most significant ports in the world for more than 5 years. Users including shipping lines, terminal operators, shippers, traders and forwarders appreciate its advantages to such an extent that it has now become the second-largest port in Europe. Quantity (m 3 ) 6, 5, 4, 3, 2, Bremen Rotterdam Antwerp 1, A versatile port in the heart of Europe One very important advantage of Antwerp is its position deep inland, 8 kilometres from the sea, enabling cargoes to literally sail into the heart of Europe. An extensive network of pipelines together with road, rail and waterway connections then permit rapid service of the European market. Antwerp is also a versatile port, able to handle all types of freight. This is combined with a varied range of industrial production within the port area, with a major role being played by the petrochemical cluster, the largest in Europe. In the field of container freight the port of Antwerp has been able to increase its market share year by year almost without interruption, so that it is now the second-largest container port in Europe after Rotterdam. When it comes to breakbulk (fruit, coffee, wood etc.) Antwerp is the N 1 in Europe. As for handling of steel and non-ferrous metals Antwerp does even better, as the world leader. For liquid bulk too (especially chemicals and crude oil) Antwerp s share of the European market is expanding steadily. In addition to all this Antwerp has excellent facilities for efficient handling of dry bulk (coal, iron ore and other minerals, china clay etc.). Indeed, in 29 it was acclaimed as Best dry bulk port. A secure port Shipping companies know that when their ships arrive in Antwerp they are calling at a secure port. In fact, Antwerp won an award in 29 from the National Nuclear Security Administration (an agency of the US Department of Energy). At international level the provisions of the International Ship and Port facility Security (ISPS) Code impose various obligations for safety and security. At Belgian national level there are requirements governing access to terminals: all those allowed into a terminal must be registered. For this purpose the port community has developed the Alfapass, an identity card that gives holders access to the various terminals so that they can go about their business unhindered. In the meantime, more and more port companies are obtaining Authorised Economic Operator (AEO) certification from the Customs authorities, as a reliable link in the chain of international trade. Waste sorting for ships too! There are various facilities for selective collection of waste from vessels berthed in the port of Antwerp. In the case of seagoing ships, waste collection is governed by the MARPOL (Marine Pollution) treaty. The practical arrangements for this in Antwerp have been recognised as best practice, making Antwerp the example for other European ports to follow! Barges for their part are able to deposit their waste fee of charge at three collection points. They can also call upon bilge boats to collect bilgewater (a mixture of water, engine oil and grease) as well as domestic rubbish and small items of dangerous waste Oil-containing waste from seagoing ships, collected in each of the four seaports (source: port authorities) Quantities (in tonnes) , 6, 5, 4, 3, 2, 1, N of barges Port of Rotterdam Port of Antwerp Barge traffic Miscellaneous non-dangerous waste deposited at the collection points in the port of Antwerp (source: Antwerp Port Authority), compared with the number of barges in the port (source: Antwerp Port Authority) and the quantity collected in the port of Rotterdam (source: Rotterdam Port Authority). 4 5

6 Stop 2 Engine of the economy and employment 12, Industry Added value 2 The composition of the added value mirrors the multi-facetted nature of the port. The importance of industry is undisputed, as it generates around 5% of the added value. Also notable are the great volatility of the shipping industry and the dynamism of the maritime sector, which in the period experienced average growth in added value of 5.9%. By contrast, the indirect added value is much less capricious than the direct added value, and so is more insensitive to the ups and downs of the economy. The total added value of the port of Antwerp in 29 accounted for 9.1% of the Flemish gross domestic product and 5.2% of Belgian gross national product. The profitability of the various sectors in the port of Antwerp is high, but in 29 most of these suffered a dip: only manufacturing industry proved to be fairly recession-proof. The port as employer The port provides employment for the surrounding area and the Flemish Region. Some 7% of Flemish workers (around 145, people) owe their job directly or indirectly to the port. In the municipalities around Antwerp the proportion is as much as 12.8%. With a drop of just 2.3% in 29 this employment suffered less than the added value did under the effects of the economic crisis. The interplay of maritime, logistics and industrial activities generates significant added value. Naturally this is also reflected in employment. The port of Antwerp provides direct employment for around 6, people. The maritime sector, land transport and other logistics services have been the most dynamic in terms of creating employment over the past six years. A typical feature of employment in the port is that it is permanent and full-time: only 1% of jobs are part-time, compared with 3% at national or provincial level, and only 3% of jobs are temporary. The port of Antwerp employs more men than women. In this respect the 8/2 ratio differs markedly from the 5/5 ratio at national level. One explanation may be that Parity Committee 31 (responsible for dock labour) has an overwhelmingly male tradition (parity committees govern the conditions of employment in particular industries, with parity in the sense of equal representation for both sides of industry). However, things are changing in the field of dock labour, with more and more women making their appearance. In the meantime all employers in the port stress equal opportunity in their recruitment literature. In comparison with the national situation the port of Antwerp employs more or less the same proportion of people with tertiary education qualifications (university and non-university). The proportion of people with highschool diplomas is even higher. The port community attaches particular importance to training; indeed, this is one of the factors contributing to the high labour productivity for which the port is famous. Added value (in mln euro) Employment (FTE) 1, 8, 6, 4, 2, Added value contributed by the various sectors active within the port (source: National Bank of Belgium) 7, 6, 5, 4, 3, 2, 1, Employment in the various sectors active within the port (source: National Bank of Belgium) Maritime cluster Non-maritime cluster Maritime cluster Non-maritime cluster Other logistics services Land transport Commerce Miscellaneous Port Authority Shipping companies Freight handling Ship s agents & forwarders Industry Other logistics services Land transport Commerce Miscellaneous Port Authority Shipping companies Freight handling Ship s agents & forwarders 6 7

7 Stop 3 A port that invests 1,, Renewable energy 3 A port that does not invest does not have a future, that much is certain. But investment has to go beyond merely maintaining and developing facilities. Investment in training is just as important, so that employees generate return on investment by working more efficiently. Installed capacity (kwe) 8, 6, 4, Cogeneration 2, Port Decree guidelines Investments are made in the port of Antwerp both by the public and by the private sector. The Flemish Region, the federal government, the Scheldt Left Bank Corporation and Antwerp Port Authority account for the majority of the public investment. The Port Decree lays down who invests in what. For example, the Flemish Region bears 1% of the investments in sea access (which includes dredging work in the Western Scheldt) and excavating new docks. The Flemish Region for its part is responsible for hinterland connections (road and waterway), while the federal government takes care of rail infrastructure. The port of Antwerp makes every effort to maintain its leading position. In the period between now and 225 the public sector will invest 1.6 billion euros. This represents double the annual investment until now. Major projects include creation of the Saeftinghe Development Area, construction of a second lock on the left bank, the Liefkenshoek rail tunnel and the new Port House (Port Authority headquarters). Heavy private investment too The Port Decree stipulates that the private sector has to invest in superstructure, i.e. warehouses, cranes, buildings, hard surfacing and roads within the terminals. The total investment by the private sector has risen almost continuously since 23, with dips only in 26 and 29. Over the past three years the annual investment has come to around 3 billion euros, or about one third of the annual added value. This investment effort is spread evenly over all sectors. Investments in research & development for their part remain modest, at just.5% of the total. A good 83% of this amount is accounted for by industry. Investment in training The port of Antwerp continues to create jobs: some 4, vacancies will have to be filled by 213. Since the number of people emerging from schools and universities will not be enough to meet this demand, the port community invests in training job seekers, providing additional courses for those who have just graduated, and expanding the range of skills of existing employees. The number of hours devoted to training rose until 28 both in absolute and in relative terms (number of hours per employee), after which there was a decline as a result of the recession. Development of sustainable energy The port community is a big consumer of energy, but at the same time it is putting great efforts into switching over to sustainable energy sources. The results have been spectacular, especially when the Zandvliet Power cogeneration unit came on stream in 28. There have been successive jumps in renewable energy output, with biomass in 26, wind power in 28 and solar panels in 29. Installed cogeneration capacity and installed renewable energy capacity (kwe) (source: VREG) Investments (in mln euros) 4, 3,5 3, 2,5 2, 1,5 1, Investments by the various sectors operating in the port of Antwerp (source: National Bank of Belgium) Maritime cluster Non-maritime cluster Shipping companies Industry Other logistics services Land transport Commerce Miscellaneous Port Authority Freight handling Ship s agents & forwarders 8 9

8 Stop 4 A productive, healthy port Ship s agents & forwarders 4 The port of Antwerp is famous around the world for its high productivity and excellent service. These advantages are the result of major efforts in training and innovation, which in turn have had a positive effect on health and safety at work. Freight handling Ship construction & repair Port construction & dredging Fishing Maritime trade Port Authority Commerce Industry Labour productivity A stable employment pool Land transport Other logistics services 1, 2, 3, 4, 5, Labour productivity (in /FTE) Labour productivity (added value per employee) in the port of Antwerp is about 5% higher than in the rest of the Belgian economy, and the difference is actually increasing. To a large extent this is due to the capital-intensive nature of the port economy. Manufacturing industry scores better in this respect than the other non-maritime activities on the one hand and the maritime cluster on the other, although both of the latter still do better than the national average. Safety at work Over the past few years the port community has invested specifically in accident prevention. For dock workers in particular there is systematic consultation between employees and employers organisations concerning problems of safety, safe working conditions and compliance with work instructions. The port of Antwerp has a stable pool of more than 6, employees. But after years of net growth the recession brought a change in the situation, and from 28 onwards there has been a net decline. On the other hand, the number of people leaving the port in 29 was significantly lower than in the period Despite a significant reduction in shipping activity the port community has managed to avoid mass redundancies. Go to for more information Labour productivity of the various sectors operating in the port of Antwerp (source: National Bank of Belgium) 15, Leavers (FTE) 12, Entrants (FTE) 9, 6, The statistics show that the number of industrial accidents is falling both in absolute and in relative terms (number of accidents in relation to jobs done). Looking back over a longer period, the number of fatal accidents also shows a clear downward trend. 3, Personnel turnover in the port of Antwerp (entrants and leavers) (source: National Bank of Belgium) 1 11

9 Stop 5 Reconciling economy with ecology 4, Right bank 4, Left bank 3,5 3, 5 The port of Antwerp is a major economic player at all levels: local, Flemish, Belgian and European. But with the construction of the Deurganck dock - the latest major expansion - came the realisation that sustainable, balanced development of the port is also a competitive advantage. Surface (ha) 3,5 3, 2,5 2, 1,5 1,,5 Surface (ha) 2,5 2, 1,5 1,,5, , Space on the landward side Antwerp has room for growth, for maritime, logistics and industrial activities. The area reserved for these activities expanded between 22 to 21 from about 1, hectares to 6,416 hectares: the equivalent of 1, or so football fields. In this way Antwerp offers its advantages as an inland port in the heart of Europe. Further growth in the medium and long term will be achieved by: Inward expansion (renovating older parts of the port) Construction of the Saeftinghe Development Area Growth of internal productivity per unit area A vision of investment focused on cluster effects and synergies Economic infrastructure The Port Authority acts as a landlord: it owns most of the port area, and grants concessions on port sites. The concession-holders (such as terminal operators, logistics service providers, producers etc.) in turn generate the economic activity. Thus the amount of covered storage space has expanded since 23 by around 1% to 55 hectares. The tank storage volume for its part has fluctuated around 1 million m 3 over the past decade. But ecological infrastructure too The Antwerp seaport area is an important ecological entity in its own right. Large parts of it are designated as Special Protection Areas (SPAs) under the terms of the European Bird & Habit directive (Natura 2). This directive requires the port of Antwerp to take appropriate account these SPAs. However, gone are the days when industry and nature were in conflict. In 2 a charter entitled The Port of Antwerp More Naturally was signed by Antwerp Port Authority and the Natuurpunt environmental association, aimed at setting up a network of ecological infrastructure. The aim is for 5% of the port area - around 6 hectares - to be set aside and managed specifically as habitats for plant and animal species that are typical of port environments. Use of port area for economic activities, (in ha) The port of Antwerp is an excellent example of how nature protection and economic development can go hand-in-hand. Janez Potočnik, EU Environment commissioner on the occasion of his visit to De Kuifeend nature reservation on the eve of International Biodiversity Day 21)

10 Stop 6 Active in industry and logistics 7 Groundwater 6 The port of Antwerp is more than simply loading and unloading ships. In 29 port activities generated 8.5 billion euros of added value, with industry and logistics accounting for 7% of this. (Million m 3 /year) Mains water (total) Mains water (from surface water) Mains water (from groundwater) Rainwater Interaction between industry and logistics The interaction between industry and logistics can best be illustrated by a number of examples. Nowhere else in Europe is there such a concentration of chemical companies as in the port of Antwerp, with more than 3 companies producing over 3 basic chemicals. Antwerp is also the largest steel port in the world, with a wide range of added-value services. For breakbulk cargo there is a range of products and services for handling, packing and repacking, quality control, dismantling etc. In the meantime new cars are cleaned, given protection and in many cases fitted with accessories. Finally, the port of Antwerp boasts the most modern fruit terminal in the world, and 45% of European stocks of raw coffee are stored here. Attention to energy, water and emissions The activities within the port naturally consume energy and water, while at the same time producing emissions. Energy consumption rose by 16% during the period 2-28, with the biggest users being the chemical and refining industries. This increase is partly the result of higher production, which rose by 7% during the same period. In the meantime investments were made in more energy-efficient facilities, but due to the financial crisis in 28 there was a delay in ramping up to full efficiency. About 95% of the water consumption is cooling water that is pumped from the docks and the river Scheldt and ultimately returned to them; only minimal use is made of rainwater. Valuable groundwater is seldom used for production processes. Some companies are trying to achieve a closed cycle for water. Emissions of sulphur dioxide (SO 2 ) and nitrogen oxides (NO x ) lead to acidification, while airborne particles (PM1) pose a health hazard. Despite rising production, levels of these emissions fell between 24 and 28. Indeed, refineries and manufacturers managed to cut their emissions dramatically. Shipping traffic is currently a major source of NO x and particulate emissions. Research is being done to find out whether this is due to a larger number of ships, ships of larger size, or more polluting ships calling at the port, or a combination of all these factors. The Environmental Ship Index (ESI) has been developed as an objective way of measuring ship emissions and rewarding those that are more environment-friendly. The port of Antwerp is taking part in this initiative. Emissions of CO 2 equivalents fell between 2 and 28 despite higher production levels. Manufacturing industry managed greater reductions than refining, while emissions by electricity generation increased. Consumption of mains water, groundwater and rainwater by companies in the port of Antwerp (cooling water not included) (source: VMM) 5, CO 2 emissions (ktonne/year) 6,379 6,385 5,372 1,798 1,114 1,37 28 Estimated emissions of CO 2 by the various sectors in the Antwerp port area in 2 and 28 (source: Antwerp Port Authority) Energy-related: CO 2 from electricity generation Energy-related and process emissions: CO 2 from refineries Process emissions: CO 2 from industry Energy-related: CO 2 from industry) 14 15

11 Stop 7 In harmony with the environment 4 35 Norm (annual average) 7 A port of course means water. The other three environmental factors that have to be constantly monitored are soil, sediment and air. In addition the port of Antwerp invests in the development of nature reserves and ecological infrastructure. SO 2 (µg/m 3 ) Industrial Urban Port of Antwerp Water Water quality as measured behind the locks (in the docks on the right and left banks) is generally good. The Integrated Water Policy decree specifies that discharges and emissions of 41 substances listed in an EU framework directive must be reduced or completely stopped. Analyses have shown that levels of these substances hardly ever exceed the limits laid down for water quality standards any more. Areas of concern where the standards are not yet met include nitrogen concentrations from fertiliser runoff, and biological oxygen demand (caused by decomposition of organic material in the water). Air The EU imposes air quality standards for among others nitrogen oxides (NO x ), sulphur dioxide (SO 2 ) and particulates (PM1), along with deadlines for attaining these standards. The high population density in the Antwerp area, the dense road network, industrial activities and imported air pollution all combine to make achieving these objectives especially difficult. In particular the port of Antwerp is a hot spot for particulates and nitrogen dioxide. To counter this an action plan for particulates and NO 2 was introduced in 28 for the port and the surrounding municipalities. This has resulted in a clear and systematic improvement in the values measured. Indeed, no excess PM1 concentrations were observed within the port in 21. Sediment Unfortunately there are no environmental quality standards for bottom sediment in brackish and salt water. Instead, a comparison has been made of the concentrations of various substances at different times (22 and 21). Various types of legacy pollution (such as most metals) have declined in concentration. On the other hand, in 21 there were higher levels of copper (used as an anti-fouling paint as an alternative to tributyl tin or TBT) and mineral oil (probably from oil spills). Soil Soil pollution in the Antwerp port area is mainly a legacy of past industrial activities and is being dealt with systematically. Various soil sampling campaigns and cleanup operations have been carried out in recent years, leading respectively to better knowledge of soil conditions and a greater number of healthy areas. The port and nature The port community is working on numerous initiatives for operation and development of the port to proceed in harmony with nature. Among other things, development of the port is being monitored in collaboration with the environmental organisation Natuurpunt, in order to ensure compliance with the standards laid down by the Bird & Habitat directive for a network of protected areas. Sulphur dioxide concentration in the port of Antwerp compared with other urban and industrial areas in Flanders (source: VMM). The 21 norm (4-6 µg/m 3 ) is based on the EU directive of 15 July 198. This was superseded by subsidiary directive 1999/3/EC, which only lays down a norm for the annual average for protection of vegetation Daily limit Berendrecht district Zwijndrecht district Boudewijn lock Luchtbal district Left bank (Scheldt dike) Number of days on which the airborne particles quality limit (PM1: 5 µg/m 3 ) was exceeded at the various measuring points in the port area. In the case of the Zwijndrecht measuring point data are available for only 77% of the period in 21, due to the measuring station having been moved (source: VMM). The quality limit for the number of days on which the level was exceeded is based on the Council directive (1999/3/EC)

12 Stop 8 From region to hinterland 8 A port, its region and its hinterland are all interconnected, not just in social and political terms but also in terms of economy and logistics. This is also true of Antwerp, which attracts some 18 million tonnes of freight annually from all over the world and distributes it to the hinterland via an extensive transport network. 32% 12% 21% 4% Rail Barge Truck Transhipment 31% Pipeline Freight transport and modal split The port of Antwerp is undeniably an important hub of international trade. The following statistics reveal just how important: 15, seagoing ships and 57, barges handled annually More than 1, km of rail track within the port area 25 freight trains per day Thousands of trucks per day 28 shortsea departures per month to more than 15 destinations Located at the centre of the European pipeline network The relative share of the different modes of transport used in carrying goods to and from the hinterland is termed the modal split. The composition of the modal split and its variation over time reveal the extent to which hinterland transport is becoming more environment-friendly. In the case of Antwerp, the modal split is developing slowly but surely away from road transport and towards other modes. Road transport now accounts for less than 5% of all freight movements except for containers. Barge transport The share of barge transport in the modal split is growing rapidly. This is particularly true when it comes to carrying containers ever since the opening of the Deurganck dock. About one third of all containers now travel by barge. Rail transport Further initiatives are required in order to speed up the development away from road transport, so as to permit further expansion of the port and to avoid problems of congestion. A good example is the construction of the 16.6 km Liefkenshoek rail tunnel underneath the Scheldt. This will be the second rail tunnel between the right and left banks of the river. It will considerably shorten journey times between the two banks, thus raising the capacity of the rail network in and around the port by 35%. Pipeline Large quantities of liquid products are transported via the European pipeline hub and the network of pipelines within the port. In fact, 88% of liquid goods moved around by industry within the port go by pipeline. Modal split (21) 18 19

13 Stop 9 Involving the local community Towards a first sustainability report The process of drawing up a sustainability report involves a planned approach (with workgroups, gathering data, stakeholder consultations etc.) and a number of choices (how often to publish the report, what geographical area to cover, which standards and indicators to use etc.). Below is a brief description of how this sustainability report came about. 9 In many cases the public and private sectors collaborate in such initiatives. For example, they call upon people in the social economy (i.e. cooperatives, mutual societies, non-profit associations, foundations and social enterprises) to participate in the day-to-day management of the port or the upkeep of public areas. They also promote public transport as a sustainable way of travelling between home and work. This has led to projects such as the I-bus, which already carries some 2,9 passengers each year, together with the shuttle service that takes 14 permanent and temporary employees to and from their place of employment. The new cycle paths also form part of this initiative. The sponsorship policies of public and private sector alike emphasise the soft values of the port, focusing on areas such as culture, education, sport, welfare, the environment, heritage and development cooperation. Various players in the port community are involved in projects such as the King Baudouin Foundation and the New Belgica. One of the main requirements of Antwerp s sustainability strategy is that the port must enjoy local support, both on the left and on the right bank. The port community therefore pursues various initiatives to foster links with the local population. Industry, port companies and local authorities maintain a structured dialogue with local people. Public consultation is required by law for large infrastructure projects, while the Flemish government has had an ombudsman for large-scale infrastructure projects since 29. Young people also play an important role. The Young Port project is another example of collaboration between the public and private sectors. It seeks to reach all the education systems, so as to bring the port, its industry and employment opportunities to the attention of youngsters. Lillo Port Centre for its part provides schools with educational material about the port of Antwerp. Methodology and standards The process of drawing up the sustainability report was managed by a Sustainability Steering Group set up in October 21 as part of the Total Plan for the Port of Antwerp. Four workgroups, reporting back to this steering group, were set up to cover particular subjects: People (internal): number of people employed, personnel policy, training, health and safety at work etc. within a geographically-defined port area People (external): neighbourhoods around the port, activities outside the port area, etc. Planet: the environmental impact of port activities and development of the port Profit: economic aspects of the port The steering group and the workgroups were made up of representatives of the instigators and of other stakeholders. This first Sustainability Report for the port of Antwerp has been drawn up in accordance with the Global Reporting Initiative (GRI) standard which is recognised around the world ( This offers a guarantee of quality, further validated by an external audit carried out by an objective third party. In this case the outside auditor is PwC Bedrijfsrevisoren, and the audit covers a selected number of indicators in the report, for 29 or for 29 and 21 respectively. The validation was carried out according to the International Standard on Assurance Engagements (ISAE) 3, offering a limited degree of certainty. ISAE 3 is a model developed for certification of non-financial data. Certification with limited certainty involves among others the following procedures: discussions with the persons responsible for the data about how the indicators are chosen and calculated, and limited checking of the data obtained. This is comparable with a review of financial data, and so is less exhaustive than an audit. The certified indicators are marked with the following logo wherever they appear in the text. Reporting parameters This first report is based on the data for the year 29. The report will be published every two years. In geographical terms the Sustainability Report covers the Antwerp seaport area, defined in the Environmental Impact Statement for the development plan as the most socially feasible alternative (MSFA). The MSFA is a target scenario, defining the land use at various points within the port that can be achieved by 23. In the report this demarcation has been further modified on the basis of the Spatial Development Plan (SDP) approved in 29 for the Antwerp metropolitan area. This SDP includes the Scheldt quays and the Petroleum Zuid area, which accordingly are no longer covered by the MSFA. GRI guidelines The most appropriate indicators were chosen on the basis of the GRI guidelines for relevance and verification. Companies can use these indicators as a starting point for changing the way they work, so as to become more sustainable. The indicators cover all aspects of sustainable development, both positive and negative, according to the principles of balance and completeness. Finally, the principle of comparability requires that activities can be compared to a benchmark and to all other relevant players. Modifications to suit the particular features of the port of Antwerp The GRI guidelines and methodology were modified and/or supplemented where necessary, so as to make the reporting framework relevant for the port of Antwerp. 2 21

14 List of stakeholders involved Apart from the GRI list, a number of other initiatives were also included that generate key performance indicators specifically intended for ports. Use of official data The data are based as far as possible on official statistics. 29 has been taken as the baseline, since nearly all data are available for that year. The limiting factor was the availability of data gathered by the National Bank of Belgium from the annual accounts of companies. For the other indicators the data for 21 were used (where available), so as to give the most up-to-date picture possible. Consultation with stakeholders The stakeholders (see list below) were involved in the process from a very early stage, as the instigators of the report wanted it to enjoy the widest possible support. Among the stakeholders VOKA (Antwerp-Waasland Chamber of Commerce) deserves special mention for gathering information on industry within the port. The first stakeholders meeting was held in February 211. The objectives were as follows: to ensure that the expectations of stakeholders were properly understood, especially as regards how closely they would be involved and how much they would contribute; to get an idea of the subjects that the stakeholders considered relevant and what they wanted to see in the report. A second stakeholders meeting was held on 6 September 211, at which the structure and basic texts of the report were presented. As regards the publishing format the choice fell on a website in combination with this summary report. In this way the instigators seek to spread the idea of sustainability as widely as possible, make the report more interactive and at the same time make the results available in the most sustainable possible way. The paper copy you are reading is printed on FSC-certified paper using biodegradable ink. Go to for more information Companies (through their respective business organisations) ABAS: General Association of Antwerp Stevedoring & Port Companies ASV: Antwerp Shipping Association BATO: Belgian Association of Tank Storage Operators CVBA (CEPA): Port of Antwerp Employers Organisation KBRV: Royal Belgian Association of Ship Operators KVBG: Royal Association of Freight Flow Operators VEA: Association for Forwarding, Logistics and Freight Interests in Antwerp VOKA: Antwerp-Waasland Chamber of Commerce Trade unions ACV ACLVB (VSOA) ABVV VSOA Local authorities Municipality of Beveren Municipality of Sint-Gillis-Waas Municipality of Stabroek Municipality of Zwijndrecht Province of Antwerp District of Berendrecht-Zandvliet-Lillo District of Ekeren Lillo Port Centre Province of East Flanders City of Antwerp Nature associations Bond Beter Leefmilieu Natuurpunt Agriculture ABS: General Farmers Syndicate Boerenbond Transport Infrabel: Belgian rail track operator NMBS: Belgian national rail company NMBS Logistics Rail Force VOKA Inland Waterway Commission FEBETRA: Belgian Transport Federation Transport & Logistics Flanders LOGOS: Training fund for Parity Commission N 226 serving employees in international trade, transport and logistics OCHA: training centre for dock workers, a non-profit organisation Prior consultation was held with essenscia (a multisectoral umbrella organisation that represents the numerous sectors of activities in the field of chemicals and the life sciences). However, essenscia did not participate in the workgroups. The National Bank of Belgium supplied various indicators in the form of information from company reports and employment statements. The Flemish government contributed by obtaining information for the indicators and by participating in informal discussions with VMM (Flemish Environment Agency), INBO (Institute for Nature & Forestry Research) and OVAM (Flemish Waste Company). Finally, the full content of the report was presented to a third stakeholders meeting on 9 November

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