Maritime Trade and Transport - HWWI

More documents

Recommendations

Info

Top 40 ports*, total goods handling** in t, growth 2000 to 2004 Valencia (ES) Barcelona (ES) Gioia Tauro (IT) Cartagena (ES) Hamburg (DE) Bremerhaven (DE) Taranto (IT) Bilbao (ES) Amsterdam (NL) Antwerp (BE) Milford Haven (UK) Ravenna (IT) Le Havre (FR) Sines (PT) London (UK) Southampton (UK) Venice (IT) Grimsby & Immingham (UK) Göteborg (SW) Rotterdam (NL) Tarragona (ES) Porto Foxi (IT) Liverpool (UK) Augusta (IT) Dunkerque (FR) Genoa (IT) Tees & Hartlepool (UK) Nantes Saint-Nazaire (FR) Wilhelmshaven (DE) Marseilles (FR) Trieste (IT) Forth (UK) Felixstowe (UK) Zeebrugge (BE) Sullom Voe (UK) Fig. 27 -37.3 -21.1 -23.8 * Without Algeciras (ES), Tallin (EE), Gdansk (PL), Ventspils (LV) and Klaipeda (LT). ** Handling without container tare weight. -15.2 -0.5 -5.7 -40 -30 -20 -10 0 10 20 30 40 50 18.9 18.8 18.7 16.8 13.9 13.0 12.5 12.4 11.3 10.5 9.9 9.7 9.4 9.4 9.0 6.2 6.0 5.9 4.8 4.8 4.6 3.8 3.6 29.3 27.9 35.9 35.5 40.8 Source: Eurostat (2006). Berenberg Bank · HWWI: Strategy 2030 · No. 4 47.1 45
4.3 Hubs and feeder transport in Europe Increasing use has been made recently of the “hub and spoke strategy,” in which cargo is transported on feeder ships from smaller ports to larger ports (hubs). Having arrived at the hubs, the cargo is regrouped and then loaded onto larger ships along with goods from other ports. Feeder ships are those that transport goods from the smaller ports, while large seagoing vessels are primarily used for transporting goods over long distances. This makes it possible to take advantage of economies of scale, because large volumes of goods mean lower average transport costs. At the same time, the transport time required by the large ships is reduced, since they do not have to call in at every single port. The hub and spoke strategy is also essential because many of the smaller ports in the European trade area do not have the structures necessary to permit entry by large vessels and container ships. The same strategy is used to distribute arriving goods. Feeder and ocean-going vessels run on fixed schedules between ports in many places, to regionally distribute the containers that arrive at hubs like Hamburg, Marseilles or Rot ter - dam. In short sea shipping27 , on the other hand, not only feeder vessels are used, but other small ships that run between ports in the same geographical region. With the long EU sea coast of 35,000 km and the many inland waterways in the EU, there are numerous ways of utilizing short-distance ships for transporting cargo. These are being used more and more frequently, with growth in short sea shipping between 1990 and 1998 amounting to 27%. 28 This is in part due to the fact that the escalating use of increasingly larger vessels in long-distance shipping, with concurrent growth in cargo handling, means a continuous increase in the cargo volumes that are transported further from the large ports. The European Commission sees considerable potentials in short sea shipping and is implementing measures to foster it. Unfortunately, it is still being hindered to an extent in the EU, e.g. through administrative barriers. 29 New regularly scheduled runs between the hubs and the smaller ports could upgrade certain port locations. In the course of this development, existing ports may develop into new hubs. 30 This assessment applies primarily to ports that are affected by the expansion in container handling. Intraregional trade accounts for a considerable share of the total cargo handling of individual ports. The share of European intraregional trade (total cargo handling in t) in Antwerp in 2004 was 32%, in Marseilles 45% (2004), in Hamburg 41% (2003), in Rotterdam 47% (2004), and in Tarragona 39,5% (2003). These five ports operate as hubs. In Antwerp and Rot - terdam, the largest share of goods that do not originate from inner-European trade originate 27 The European Commission suggests the following definition [translation]: “Short sea shipping is the conveyance of cargo and passengers between two ports located in the geographical region of Europe or between these ports and ports in non-European countries that have a coastline on inland seas that border on Europe.” This definition thus also includes EU shipping traffic with Norway, Iceland, and states bordering on the Black Sea, the Mediterranean, and the Baltic Sea (see EU 1999). 28 See EU (2001). 29 See EU (2001). 30 European Sea Ports Organisation (2004). 46 Berenberg Bank · HWWI: Strategy 2030 · No. 4
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 and 28: portant customers for coal in 2004.
Page 29 and 30: The various regions of the world ar
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: Shares of total goods handling of t
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

Create successful ePaper yourself

Delete template?

Save as template?