Maritime Trade and Transport - HWWI

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first time in 2007. Series production is planned for 2008. The company is aiming at a market share of 1.5% five years after that. Systems solutions – Modern software in ship operation The trend in shipbuilding leans toward the fully electric ship. Modern, computer-controlled systems for navigation, communication and automation enhance safety for the crew, ship and environment, simplify decision-making in case of an accident, and make it possible to reduce the number of crew on board. Integrated systems will become more important in the future. Monitoring, automation, navigation, and engine management systems will be united on a single platform. 52 Important requirements for such systems are: The architecture is based on a modular concept that permits standardized hardware, simple maintenance, and easy expansion through sub-processes. User-friendliness is a decisive criterion with an increasing number of alarm and monitoring stations. The detection and elimination of problems should be enabled by the manufacturer through satellite communication at any time. Integration into the logistics chain requires sufficient interfaces to enable communication with the software designed for loading. Services – Greater status Services already generate one-fifth of turnover in the component supplier industry. A third of German companies expect the share to rise in their incoming orders. Suppliers will increasingly offer services available worldwide throughout the ship’s lifetime. Flexibility and expertise will become more important as competitive factors. The use of software-based tools such as CAD and CAM systems for the planning, design and production of ships provides considerable potential savings in time and cost. 53 Simulation and virtual reality technology help to optimize production and evaluate the operational behavior and environmental characteristics of a ship at an early stage. Since the early product development phase holds the greatest economic risks for the shipyards, the use of modern software for planning and design will continuously advance. 52 See Siemens (2005), Valkeejärvi (2005), BMBF (2000). 53 See Hansa International Maritime Journal (2003a) und (2002c). Berenberg Bank · HWWI: Strategy 2030 · No. 4 111
6. Perspectives of land-based transport logistics 6.1 The modal split – The path leads to the goal: The goods leave the port 6.1.1 Dominance of the road For years, the movement of goods in Europe has been growing more quickly than the economy as a whole. In view of globalization and the progressive integration of the Eastern European states into the EU, this will not change in the near future. As a result, greater demands will be made on European transport policy in the coming years. The problems surrounding its many facets are mirrored in the development of the individual segments of merchandise transport. At present, the modal split – that is, a breakdown into the shares of the overall movement of goods performed by individual modes of transport – is dominated by the road. The latter has increased its share by leaps and bounds in the past, while merchandise transport by rail and inland waterways has stagnated or declined. Within the EU-25, the movement of goods has increased an average of 2.8% annually in the past decade. 54 Traffic on waterways rose at about the same rate, principally due to short sea shipping between ports on the Baltic Sea. In contrast, transport volume on inland waterways grew by a mere 9% over the entire ten-year period. Above-average growth was recorded by road transport (35%), while rail transport only expanded by 6%. The largest share of traffic within the EU, about 45%, falls to the roads. The share accounted for by the railroads is around 10%. A further 40% falls to sea transport, but only 3.5% to inland waterways (see also Volume 1, Chapter 3.2). In Germany, too, the rising volume of merchandise in recent years has led to differing rates of growth for the various modes of transport. Here, unlike the EU, above-average rates were recorded by rail transport, whose share (figures all without sea transport or cabotage) 55 expanded by 14.5% in the past five years. According to the Federal Office for Freight Traffic56 , this was largely due to the vigorous growth in seaport hinterland traffic. The share of road transport has diminished to 81.6%. Inland waterway transport stagnated at 4%. Shares of modes of merchandise transport in the EU (2004) Inland 10% waterways 3,5% Road Fig. 11 Railroad 44,5% 39% 3% Pipeline Sea Source: EU white paper. 112 Berenberg Bank · HWWI: Strategy 2030 · No. 4 54 See EU Commission (2006a). 55 Depending on the source, there are sometimes significant differences in the measurement of the modal split. This is due to different definitions – with or without sea transport, with or without cabotage (transport volume of foreign companies) in transport kilometers or transport volumes. 56 See Bundesamt für Güterverkehr (2005a).
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Hamburgisches WeltWirtschafts Insti
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»Berenberg Bank · HWWI: Strategy
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Contents Part A 7 Summary Part A 8
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5.2.5 Shipyards and shipbuilding na
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Summary Global economic development
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and have consistently modernized an
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The leading exporters and importers
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The three core regions also play a
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The USA continues to be the most im
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Whereas Ricardian foreign trade the
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y the European Union are the Euro-M
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Box 1 Advantages and disadvantages
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eached 1.6% annually between 1985 a
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portant customers for coal in 2004.
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The various regions of the world ar
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Intra-EU trade by mode of transport
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3.3. Determinants of maritime trade
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Annual growth rate in seaborne worl
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4. Maritime trade and port economic
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Shares of individual shipping areas
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2004 amounted in Wilhelmshaven to 9
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of total goods handling in Le Havre
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Shares of total goods handling of t
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4.3 Hubs and feeder transport in Eu
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The top 10 of the world’s largest
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The Taiwanese port of Kaohsiung44 i
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areas. Its location on the Elbe, ho
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Modal split in container handling t
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Generally speaking, it should be as
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Box 5 education and research polici
Page 61 and 62: 5. HWWI forecast 5.1 World trade Th
Page 63 and 64: has grown much more than trade volu
Page 65 and 66: ences. Whereas the annual growth ra
Page 67 and 68: 5.3.1 Basic scenario For the basic
Page 70 and 71: Part B Perspectives of maritime tra
Page 72 and 73: Among the various modes of transpor
Page 74 and 75: 1.3 The symptoms: Delays at ports f
Page 76 and 77: 2. The macroeconomic significance o
Page 78 and 79: Parking aids and cruise controls ar
Page 80 and 81: Using the findings of the HWWI as a
Page 82 and 83: In the PRC, as in Europe, the futur
Page 84 and 85: slipped down to a lower middle-clas
Page 86 and 87: 4. Reorganization of the logistics
Page 88 and 89: In the long term, however, the mark
Page 90 and 91: Fuijan (located opposite Taiwan) fo
Page 92 and 93: Hapag Lloyd, Hanjin (South Korea) -
Page 94 and 95: The mood can become significantly o
Page 96 and 97: The second method, using larger shi
Page 98 and 99: completely or transferred to smalle
Page 100 and 101: Since the large capesize freighters
Page 102 and 103: (1,719 ships) were ordered at the b
Page 104 and 105: The result: Peak Oil will ultimatel
Page 106 and 107: LNG tankers - Elite class with pote
Page 108 and 109: dern technologies, and a productive
Page 110 and 111: Europe’s shipbuilding opportuniti
Page 114 and 115: 6.1.2 Comparing modes of transport:
Page 116 and 117: The highest growth rates in air fre
Page 118 and 119: Growth in shares of modes of transp
Page 120 and 121: Crossing Paths at the Port of Hambu
Page 122 and 123: should especially benefit the share
Page 124 and 125: 6.2.2 Harmonizing and privatizing t
Page 126 and 127: 6.2.4 Support for intermodal networ
Page 128 and 129: 6.3.2 Many roads lead to Rome: New
Page 130 and 131: 7. Financing transport infrastructu
Page 132 and 133: 300 250 200 150 100 50 frastructure
Page 134 and 135: The traditional chronology accordin
Page 136 and 137: frastructure program involving priv
Page 138 and 139: World potential for private partici
Page 140 and 141: 250 200 150 100 50 7.3.2 Investment
Page 142 and 143: Transport infrastructure sectors Fi
Page 144 and 145: Hafen Hamburg (November 1, 2005) ww
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