ZEEBRUGGE

Evening Post, Volume CV, Issue 142, 16 June 1923, Page 5

ZEEBRUGGE

PORT OF RECENT CREATION

OUTLET FOR TRADE OF BRUGES

THE ONLY FAEE BELGIAN

HARBOUR.

What is exactly the importanoe of the Jort of Zeebrugge, of which so much is heard at the present moment? asks Emile Cammaerts in the "Daily Telegraph." Though its trade is gradually increasing, it cannot be compared with that of the great metropolis of Antwerp, and remains considerably inferior to that of the port of Ghent. During 1921 only 359 vessels entered and left the canal; in 1922 the number rose to 796. It is true that the port is of recent creation, and suffered great damage during the war, and it may be safely assumed that when the necessary, improvements are achieved and industries spread along both banks of the canal prospects will be more favourable. Two years ago Zeebrugge looked dismal and deserted, while to-day important works have already been erected on the site of the factories destroyed by the Germans. If the smoking chimneys do not improve the landscape, the- sight of them may at least comfort those who expected wonders from the resurrection of the port of Bruges. The creation and the improvement of the new port has been for a long time the subject of discussion in Belgium. When the construction of the Mole began in 1900, some critics contended that millions were squandered in vain," that the port could only be kept open through very -expensive dredging operations, and that these efforts were altogether out of proportion to the results that could be expected. Besides, the great port of Antwerp provided Belgium with the necessary outlet, and the recent enlargement of the Terneuzen Canal placed the industrial region of Flanders in direct contact with the sea. Local jealousies might have encouraged some of these criticisms, which were naturally endorsed by many art-lovers who dreaded any scheme which might alter the historical character of the city of Bruges. The latter had been proclaimed by French and Belgian poets a "dead city," and any attempt to bring new life within its old walls was bitterly resented. The work was nevertheless carried on and inaugurated in 1907 by King Leopold, who declared in his speech that "through Zeebrugge Belgium'reached the sea, open to all, free from, all barriers and frontiers. ''

ITS VALUE TO BELGIUM.

During the first months after the Armistice certain rumours spread abroad, according to which the port of Zeebruggo had been rendered useless during the war and would be abandoned. The only justification for this news may have been the financial situation of the company, which found itself unable to undertake the repairs necessitated by war damage and to proceed with the required improvements. As a matter of fact, the part played by Ze.ebrugge during the war had shown that it was of far greater value to Belgium than ,might have been expected. During September and October, 1914. thirty-seven great ships entored and left the port, and within a few hours it had been possible to disembark a British contingent of 23,000 men. The argument that Zeebrugge was undesirable because it rendered greater help to the Germans as a submarine base than to the Allies as a landing port can scarcely be considered seriously. It was therefore decided to appoint a special commission, which repotted in December, 1921. The commissioners advised the Belgian Government to undertake dredging operations to preserve a channel nine .metres deep, accessiblo to the largest vessels, and moorings of a similar depth along the Mole. They also recommended the establishment of a free port on both banks of the maritime canal, and the construction of docks at Zeebrugge itself. in order to start herring fisheries. Tho works and projects are now well in hand, and all idea that the port, which is now connected with this country by two regular services, to Hull and Harwick (not to mention, the forthcoming train ferry), should b e abandoned may be finally disposed of.

While Zeebrugge is bound to play an important part in Belgium's future economic life, it must not be forgotten that, owing to the- competition of Ghent and Antwerp and to tho small industrial importance of the region at present, the development -of the port is necessarily limited. There has been some talk recently of prolonging to Zeebrugge the Knine-Antwerp Canal provided for by the Treaty of Versailles. Tho construction oi tins waterway would be of paramount importance, but tho plan has not vet matured, im d it might be safer to consider the future without taking it into account. It may, however, be assumed that sooner or later, some link will be <?reated between the great port and the Belgian coast, for both political and commercial reasons.

Zeebrugge is at present the only port which can be reached through BeWan territorial water.,, the lower reaches of the bcheldt being placed under Dutch sovereignty. It was from Zeebrugge and not from Antwerp, that King Albert started his voyage to Brazil in 1921, and ur Xf at Zcebrugge that the Prince of Wales will land on his way to Brussels on the 27th. If we were ever obliged to consider again the eventuality of an aggression on Belgian territory, Holland remaining neutral, Zeebrugge would again be the only port on the Belgian coast where a landing, of .British troops could take place. The port is of special importance from an Anglo-Belgian point of view, and the Anglo-Belgian Union may therefore be .congratulated on the initiative taken in the erection of a monument commemorating the glorious raid

BRUGES, PAST AND PHESENT.

It would, however, be rash to prophesy that, through Zeebrugge, Bruges will reconquer her medieval prosperity. Present conditions do not justify the fear that the general a-snecfc of the town would be considerably "modified by the activity which is bound to take place on both banks of the canal. There is no reason why this activity should spread as far as the old town, and for a long time industries are more likely to settle in the vicinity of the sea. The broad estuary which, in. the thirteenth and fourteenth centuries, connected the town with the sea, lay further. north, and its last vestige is within easy reach of Knocke, immediately beyond the Dutch frontier.

The walk is too well known to British visitors to Knocko to require a lengthy description. It is certainly the most interesting ana the most picturesque which can be taken along the Belgian coast. The beach and dunes are perfectly preserved, and at about a' mile north of Knocke no trace of human activity can be seen: The depth of the beach increases gradually, and at low tide assumes fantastic proportions. Due north lie the high dunes, hiding the first houses of Cadzand, and on a clear day the shores of the isle of Walcheren can plainly be seen. Atone point only tlie range of sandhills is interrupted, and we reacli a narrow stream following a Sue of shell-covered wooden posts. It

is ijot a fresh-water stream, and merely carries to the sea the overflow of a region ol marshes lying further inland. This is all that remains of tho broad gulf of the Zwyn, which, six centuries ago, brought to "tho Venice of the North" the trade of tlie wholo world. It is reckoned that, within fifty or seventy years, the low dunes on the Bel.giau side, which have been gradually creeping towards tha north, will bo linked with the Dutch lunos of Cadzand, and finally close the last remains of the silted estuary. "From tho top of one of these dunes we see, in one direction, the Wielingen channel between Walchren and the coast, the main entrance to the western Scheldt, used by a continuous flow of large steamers, and, in the other, a series of distant towers, marking the side of the villages and towns which were built on tho banks of the old Zwyn. Still further south the distant towers of Bruges shine through the mist .The whole history of the region may thus be reconstructed. On one side, the great way of access to the modern port, which was greatly improved in the fifteenth century by a succession of floods which occurred in Zeeland; on the other, the low-lying polders and marshes (with, in August, their characteristic purple flowers), which since that time have been gradually conquered by man from the retreating sea. Thus nature opened in one direction what she closed in another, and built the prosperity of Antwerp on the decadence of Bruges.

It is usual to return to Knocke along one. of the dikes, such as the "Digue Internationale" or the "Digue dv Duo Jean," built in medieval and modern times in order to protect the low-lying meadows from tho possible incursions of tho sea. Such incursions remain always possible, especially during the fierce equinoxial gales, when the barrier of dunes may be broken, through, and vast stretches of low-lying country invaded by the waters. Though there is no reason to believe that this part of the coast should be specially threatened, the people were greatly alarmed only a year ago by the sudden destruction of the sea-front between Knocke and Duinbergen,_ which is still in the first stages of repair. The temper of the sea is capricious, and she is apt to reassert her claims unexpectedly. The reopening of the Zwyn, which was attempted oYi several occasions towards the end of the fifteenth century, has now become materially impossible. The shorter canal, built twenty years ago, can replace it to a certain extent, but cannot survivethe industry of the town. The prosperity of Bruges depended as much on tho industry of her weavers as on her favourable situation as a clearinghouse for the trade of Northern Europe. Bruges has now become merely the centre of an important agricultural district, and Antwerp has inherited her commercial activity. Art-lovers may therefore rest confident that for long years to come the old city will be preserved to them, and that the importance which her modern port may attain, as the only free Belgian harbour, and as the centre of local industry, will not disturb the repose of her sleepy canals and the joyful peal of her church bells.