Maritime Trade and Transport - HWWI

More documents

Recommendations

Info

3.2. Maritime foreign trade of the European Union Sea traffic plays a dominant role in the external foreign trade of the European Union (see Fig. 12). Its share of total extra-EU trade (in tons) amounted to 71.7% in 2004. Following at a great distance were pipelines with 14% and road transport with 5.1%, while 4.5% fell to rail transport. The share of air transport, at 0.5%, was very low. If the value of the external foreign trade of the EU (in euros) is analyzed, however, the share of air transport, at 26%, was much higher, while that of sea transport sank to 47.1%. 18 In this analysis, road transport was in third place with 14.2%. Pipelines had a 2.9% share of trade by value in 2004. The figures showing the development of extra-EU trade by mode of transport indicate that maritime transport has increased in significance in recent years in comparison to other types. Care should be taken in interpreting this data, however, as the statistical survey methods have changed along with the admittance of the new EU member states. The total amount of goods transported by sea in extra-EU trade can be estimated for the year 2005 at just under 1.5 bn tons. The amount that was imported by the EU was considerably greater than the amount exported. More than three quarters of the total volume (77.6%) constituted imports and less than a quarter (22.4%) were exports. If the seagoing trade is analyzed by value, the disparities are much smaller. In this case, imports into the EU account for a share of 54.6% and exports for 45.4%. This leads to the conclusion that the European Union exports goods of far greater value than those it imports. The ratio between value and amount of EU exports in 2005 was almost three times as high as that of the EU imports. 18 Almost half of the EU’s maritime trade is transported in containers. In December 2005, for example, the share of containerized maritime freight in extra-EU trade by value was 43.1%. External foreign trade of the EU by mode of transport, 2004 Fig. 12 Extra-EU trade Value in mn Share in % Volume in Share in % euros mn tons Sea 859.1 47.1% 1,430.0 71.7% Road 259.7 14.2% 100.8 5.1% Rail 25.1 1.4% 89.3 4.5% Inland waterway 6.5 0.4% 24.9 1.3% Pipeline 53.4 2.9% 279.1 14.0% Air 473.7 26.0% 9.8 0.5% Other 145.4 8.0% 59.7 3.0% Total 1,822.9 100.0% 1,993.6 100.0% Berenberg Bank · HWWI: Strategy 2030 · No. 4 Source: EU (2005b). 27
The various regions of the world are involved in the seaborne trade of the EU to differing degrees. Fig. 13 shows the regional distribution of the extra-EU trade in sea traffic for the year 2002. By volume, Africa – just ahead of the non-EU European countries (including the Russian Federation) – was the most important trade partner of the EU in sea traffic in 2002. The largest amounts of goods (in tons) were imported from these two groups of countries. In regard to exports from the EU, the largest amounts of goods conveyed by sea transport went to North America. In 2002, this was also the only region with which the European Union recorded a surplus in seaborne trade by volume. By value, the Asia-Pacific economic area was the most important trade partner of the EU in sea transport. This was especially due to the high imports of the EU from this region. In exports from the EU, on the other hand, Asia-Pacific only held second place, behind North America. Apart from trade with the Asian countries, the ratio between value and amount for EU exports was considerably higher than that for EU imports. Among the total imports of the European Union, petroleum products (including crude oil) were, by quantity, the most important category of goods in sea transport in 2005 (see Fig. 14). It accounted for 46.6% of the total import volume and was followed by solid mineral fuels with a share of 15.1%. Ore and scrap metal or metal waste had a 11.8% share. For this group of goods, the ratio between value and amount is very low. By value, for example, petroleum products only made up 30.4% of imports. The largest share here, 41.5%, was accounted for by the commodity group including “vehicles, machines, other semi-finished and finished articles, and special cargo.” For this category, the ratio between value and amount is the highest. 10.9% of the imports were foodstuffs and animal feed (Commodity Groups No. 0 and 1). Shares of imports and exports in maritime transport between the EU and the world regions, 2002, in % Fig. 13 28 Berenberg Bank · HWWI: Strategy 2030 · No. 4 EU imports EU exports Total Share of Share of Share of Share of Share of Share of trade trade trade trade trade trade volume value volume value volume value Non-EU European countries 23.4 16.5 17.4 12.5 22.0 14.5 (incl. Russia) Africa 25.0 13.2 17.3 12.1 23.2 12.6 North America 8.3 14.7 32.1 32.3 13.9 23.5 Central and South America 17.2 9.6 7.0 8.8 14.8 9.2 Middle/Near East 13.2 6.8 8.5 9.1 12.1 7.9 Asia 8.1 37.2 16.6 22.2 10.1 29.7 Australia and Oceania 4.8 2.0 1.3 3.1 4.0 2.6 Source: Pongas, Tronet (2004).
Page 1 and 2: Hamburgisches WeltWirtschafts Insti
Page 3 and 4: »Berenberg Bank · HWWI: Strategy
Page 5 and 6: Contents Part A 7 Summary Part A 8
Page 7 and 8: 5.2.5 Shipyards and shipbuilding na
Page 9 and 10: Summary Global economic development
Page 11 and 12: and have consistently modernized an
Page 13 and 14: The leading exporters and importers
Page 15 and 16: The three core regions also play a
Page 17 and 18: The USA continues to be the most im
Page 19 and 20: Whereas Ricardian foreign trade the
Page 21 and 22: y the European Union are the Euro-M
Page 23 and 24: Box 1 Advantages and disadvantages
Page 25 and 26: eached 1.6% annually between 1985 a
Page 27: portant customers for coal in 2004.
Page 31 and 32: Intra-EU trade by mode of transport
Page 33 and 34: 3.3. Determinants of maritime trade
Page 35 and 36: Annual growth rate in seaborne worl
Page 37 and 38: 4. Maritime trade and port economic
Page 39 and 40: Shares of individual shipping areas
Page 41 and 42: 2004 amounted in Wilhelmshaven to 9
Page 43 and 44: of total goods handling in Le Havre
Page 45 and 46: Shares of total goods handling of t
Page 47 and 48: 4.3 Hubs and feeder transport in Eu
Page 49 and 50: The top 10 of the world’s largest
Page 51 and 52: The Taiwanese port of Kaohsiung44 i
Page 53 and 54: areas. Its location on the Elbe, ho
Page 55 and 56: Modal split in container handling t
Page 57 and 58: Generally speaking, it should be as
Page 59 and 60: 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 112 and 113:
first time in 2007. Series producti
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
show all

Maritime Trade and Transport - HWWI

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?