Departement Mobiliteit en Openbare Werken Maritieme Toegang

Transcription

1 What happens the day after we stop dredging? Why is dredging necessary for navigation and trade? Ir. Freddy Aerts Flemish Government, Mobility and Public Works Department, Maritime Access Division, Belgium

2 Maritime Access Division is in charge for: -) the access to the Flemish seaports (Antwerp, Ghent, Ostend, Zeebrugge) -) dredging, investments and maintenance in sealocks and other non-commercial infrastructure Budget: 350 million euro/year

3 Table of contents 1. Introduction 2. Scheldt Estuary 3. Market dynamics 4. Social Cost Benefit Analysis enlargement of the Scheldt / EIA 5. Economic importance Flemish seaports 6. Conclusion

4 1. Introduction

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6 Share maritime access in total expenses seaports 80,0% 70,0% 60,0% 50,0% 40,0% 30,0% 20,0% 10,0% 0,0% Source: Vlaamse Havencommissie Jaaroverzicht Vlaamse havens 2006

7 expenses Flemish Community in Seaports million euro Maritime access total expenses Source: Vlaamse Havencommissie Jaaroverzicht Vlaamse havens 2006 year

8 2. Antwerp & the Scheldt estuary

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10 enlargement = deepening + broadening

11 GLLWS Draught irrespective of the tides 13,10 m Keel clearance (12,5 %) 14,74 m (<-> 13.3 m) Start dredging Average constructiondepth

12 capital dredging (million cubic metre) Zeeschelde Westerschelde east middle west 6,1 4,5 0,9 1,4

13 Maintenance dredging , , , ,00 m ,00 Zeeschelde Westerschelde , , ,00 0, ye ar

14 3. Market dynamics 3.1 Increase in world trade 3.2 Powerful port users 3.3 Global presence terminal operators 3.4 Fewer but bigger shipping lines 3.5 Enlargement of scale

15 3.1 Increase in world trade

16 3.2 Powerful portusers

17 3.3 Global presence terminal operators

18 3.4 Fewer but bigger shipping lines => port competition

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20 3.5 Enlargement of scale Source: Jean-Paul Rodrigue, Dept. of Economics & Geography, Hofstra University

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22 Capacity TEUs LOA 349 metres Breadth: 45.6 metres Laden Draught 14.5 metres

23 The share of ships in excess of 5,000 TEU increased from 1 percent in 1996 to 30 percent in 2006 The share of postpanamax vessels will have increased over the same period from 15.4 percent to 47.1 percent

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25 4. Social Cost Benefit Analysis enlargement of the Scheldt

26 Costs Enlargement (million incl. VAT) Preparation 11 Implementation - capital dredging - wreck removal - bank protection -othercosts Total 226

27 Benefits Enlargement in 2030 (billion ) Europe 1,5 2,2 Flanders 0,7 1,1 the Netherlands 0,4 0,6

28 EIA (environmental impact Assessment) FL NL bottom / morphology 0 0 water / silt / salt 0 0 nature (Flora and Fauna) + use of space en mobility 0 0 air 0 noise and vibrations 0 0 landscape and archeology 0 0 external and nautical safety 0 0 human and health 0 0

29 The Netherlands Restoration of a shoal: Walsoorden

30 The Netherlands Shoal of Walsoorden Evolution 8 m-depth 40 y ago 20 y ago now

31 Flanders a) Flora and Fauna As a result of the widening: possible loss of maximum 4 hectare (1 ha mud flat and 3 ha marsh) compensation needed restoration near Noordkasteel Fort FiIip

32 Flanders b) Air PM10* * PM10 refers to particulate mater less than 10 microns (an eight the size of human hair), which is small enough to enter into the deepest reaches of the human lungs. As a result of the capital dredging there will be an increase in the concentration of PM10 dust. Near Deurganckdok ther will be a growth in the number of days on which the maximum PM10 is exceeded.

33 Flanders c) Mitigation and source measures Mitigation measures: Spreading the work over 2 years Use of larger dredgers => less navigation movements Dumping has preference Source measures: Use of sulphur poor fuels (since 2007 obliged) Agreements with industrial sectors

34 5. Economic importance of the Flemish seaports

35 Direct added value: 14,1 billion = 8,2 % of GDP Flemish Region = 4,7 % Belgian GDP Direct employment: FTE = 4,9% of employment Flemish Region = 2,8 % of Belgian employment + indirect employment: FTE Source: Figures of the NBB (National Bank of Belgium) for 2005

36 Total traffic (in million ton) during first 3 quarters of the year Antwerp Ghent Zeebrugge Ostend Total growth ,5 17,9 23,4 5,6 160, ,9 16,4 25,7 5,8 167,8 4,7% ,3 17,5 29,0 5,6 176,4 5,1% ,7 18,4 31,5 6,4 191,0 8,3% Source: Vlaamse Havencommissie newsletter october 2007

37 Containertraffic (in 1000 TEU) during first 3 quarters of the year Antwerp Ghent Zeebrugge Ostend Total growth ,9% ,7% ,9% Source: Vlaamse Havencommissie newsletter october 2007

38 6. Conclusion

39 6.1 In view of the enormous economic importance of the port of Antwerp for the region, keeping ahead of developments in container trade and container shipping is not an option but a necessity, too many jobs are at stake. 6.2 studies conducted as part of the EIA show that the environmental effect of the enlargement will in any case be small compared to the autonomous developments, and compensation for the possible loss is provided.