Maritime Trade and Transport - HWWI

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from or are destined for the USA – Antwerp 27% (2004) and Rotterdam 20% (2004). In Marseilles, as in Tarragona (39.1%; 2003), Africa’s share in non-European total cargo handling was the highest. 31 In the port of Hamburg, however, the exchange of goods with Asia was the most important in interregional maritime trade (33%, 2003). Each of the five ports mentioned has an intraregional total cargo handling volume of under 50%. In contrast, ports like those of Lübeck, Helsinki and Dublin trade almost solely intraregionally. Generally speaking, as the size of the port increases, the share of intraregional maritime trade decreases while, as a rule, ports with an above-average share of interregional trade serve as hubs. It is only in the large ports that mass advantages can be utilized in transport. Furthermore, it is evident that some of the leading port sites in Europe demonstrate international trade patterns that differ from one another. While Hamburg concentrates on Asia, for example, the trade relations of the major European ports in southern Europe are distinguished by intercontinental maritime trade with Africa. 4.4 Europe’s ports in the world economy Two ports in the North Range, Hamburg and Rotterdam, are listed in the ranking of the world’s ten largest container ports. In comparison with world standards, however, most of the European ports are small. The East Asian ports head the list in a ranking of the world’s largest container ports in 2005 (see Figs. 28 and 29). The world’s six largest ports are located in this region: Singapore, Hong Kong, Shanghai, Shenzhen, Pusan and Kaohsiung. In 2005, a Middle East port, Dubai, joined this list. Of the American ports, only Los Angeles is listed among the ten largest container ports. 32 The six Asian ports account for a share of approximately 75% of the top 10 in container handling. There are considerable differences in growth in container handling among the world’s largest container ports (see Fig. 29). Shenzhen’s container handling grew by 219.1% between 2001 and 2005. During the same period, Hamburg recorded a growth rate of 72.5%. Kao hsi - ung and Hong Kong, on the other hand, with a plus of 25% during this period, showed the lowest growth rate of the studied ports. Particularly striking here is the dynamic development of port locations in Asia, which profit immensely from the increasing integration of the Asian locations in the international division of labor. Singapore33 is the world’s leader in container handling and, following Shanghai, the world’s second largest port in total goods handling. In 2005, it recorded 23.2 mn TEU in container handling. 34 This means that Singapore has ousted Hong Kong from first place among the 31 The data on hub and feeder traffic come from the Institute of Shipping Economics and Logistics (ISL). Here the definitions of regions are somewhat different than those used by Eurostat. For example, the ISL considers Santa Cruz de Tenerife as part of Africa, while Eurostat sees it as part of Europe. See ISL (2005). 32 See N.N. (2006a). 33 See www.internationalpsa.com and www.singaporepsa.com. 34 See N.N. (2006a). Berenberg Bank · HWWI: Strategy 2030 · No. 4 47
The top 10 of the world’s largest container ports, container handling 2005, in mn TEU 35 Singapore (Singapore) Hong Kong (PR China) Shanghai (PR China) Shenzhen (PR China) Pusan (South Korea) Kaohsiung (Taiwan) Rotterdam (NL) Hamburg (D) Dubai (UAE) Los Angeles (USA) Total (Top 10) Asia (Top 16) Hamburg/Rotterdam Fig. 28 Fig. 29 23.2 22.4 18.1 16.2 11.8 9.5 9.3 8.1 7.6 7.5 17.4 48 Berenberg Bank · HWWI: Strategy 2030 · No. 4 101.2 133.7 0 30 60 90 120 150 180 The top 10 of the world’s largest container ports, growth in container handling, 2001–2005 Shenzhen Shanghai Dubai Hamburg Rotterdam Singapore Pusan Los Angeles Hong Kong Kaohsiung 52.3 48.9 46.7 44.4 25.8 25.6 72.5 117.6 Source: www.hafen-hamburg.de. 219.1 185.5 0 50 100 150 200 250 300 35 It is common to count double (loading and unloading) in the container transshipment segment. This should be noted in the evaluation of the rankings of the world’s largest container ports. For example, in 2005 Singapore recorded handling of 23.2 mn TEU, 80% of which belonged to the transshipment segment, or 18.64 mn TEU of the total container handling. This means that 9.32 mn TEU were unloaded in Singapore. Then 9.32 mn TEU plus the remaining amount of 4.64 mn TEU were again loaded onto ships. Source: www.hafen-hamburg.de.
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 and 46: Shares of total goods handling of t
Page 47: 4.3 Hubs and feeder transport in Eu
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
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Maritime Trade and Transport - HWWI

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