According to an analysis of liner services on the North Europe \u2013 Far East trade published on PortEconomics<\/i>, the average vessel size has increased from 4,250 teu in 1998 to 12,200 teu in 2015. The number of liner services on the North Europe \u2013 Far East trade peaked in 2006 with over 30 regular services, but today just over 20 weekly services connect the two regions. <\/p>\n
The combination of ever large container vessels combined with a relative decline in the number of ports of call per liner service results in larger call sizes, says Mr Notteboom. “Winning or losing a weekly call can have a huge impact on the annual volumes handled by Europe’s container ports. No wonder that port authorities and terminal operators are doing everything they can to accommodate carriers and their ever larger vessels,\u201d he says. <\/p>\n
According to Mr Notteboom, in 1998 a weekly call meant an annual volume of between 80,000 and 100,000 teu per port of call, depending on the position of the respective ports in the schedule, while in 2015, these figures are said to amount to between 235,000 and 330,000 teu, or about three times higher than in 1998. <\/p>\n
A weekly Europe-Far East service operated with 10 to 11 vessels of 20,000 teu is expected to generate an annual volume of between 385,000 to 540,000 teu per North-European port of call, he adds. These figures exclude the volumes generated by possible feeder services connected to these deep-sea services in the framework of sea-sea transhipment activities.<\/p>\n","protected":false},"excerpt":{"rendered":"
As vessel sizes continue to rise, but the number of regular liner services on the North Europe \u2013 Far East route fall, annual volumes handled by Europe\u2019s container ports are taking a hitting, says University of Antwerp professor, Theo E Notteboom.<\/p>\n","protected":false},"author":8,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[30],"tags":[],"sponsor":[],"class_list":["post-2139","post","type-post","status-publish","format-standard","hentry","category-europe"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/2139","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/comments?post=2139"}],"version-history":[{"count":0,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/2139\/revisions"}],"wp:attachment":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/media?parent=2139"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/categories?post=2139"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/tags?post=2139"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/sponsor?post=2139"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}