Maritime Trade and Transport - HWWI

More documents

Recommendations

Info

Box 3 Jade-Weser-Port 1 Germany’s first deepwater port, the JadeWeserPort, is currently being built in Wilhelmshaven in Lower Saxony. The JadeWeserPort, whose container terminals are to go into operation by 2010, will be a port of call for future giants of the sea with a length of up to 430 m, a draft of up to 16.5 m, and a capacity of more than 8,000 TEU (postpanamax container ships). Container ships of this new generation will soon be able to call at the JadeWeserPort, only 23 sea miles from the open sea, regardless of the tides. The planned quay length of the terminal is 1,725 m, enough to permit four large container ships to be loaded or unloaded at the same time with up to 17 container bridges. The terminal will cover an area of 120 ha and, at full capacity, will be able to handle 2.7 mn TEU annually. When this complete capacity has been reached in 2020, 1,000 new jobs are expected to have been created right at the port, and an additional 1,000 with other local logistics companies. 2 Planning for the JadeWeserPort began in 2001, originally as a project to be conducted jointly by the federal states of Hamburg, Bremen and Lower Saxony. In addition to Lower Saxony, where the port is located, Hamburg and Bremen also expect positive economic effects through this port construction in Wilhelmshaven, due to their proximity to it. In 2002, however, Hamburg decided to withdraw from the financing of the new port construction, having decided that its priorities had to be on investments in the Hamburg port as well as the deepening of the Elbe navigation channel, to support deve - lopment of the Hamburg harbor. 3 Bremen and Lower Saxony are jointly financing the approximately 670 million euros for infrastructure and transport links for the Jade - Weser Port. The investments for the suprastructure (container bridges, industrial trucks, ground stabilization and reinforcement, buildings, etc.) amounting to approximately 300 million euros will be made by the operating companies, who will be granted a concession for 40 years. APM Terminals International has a 30% interest in EUROGATE Container Terminal Wilhelmshaven GmbH, to be established for port operations, and will finance the same share of the investments in the suprastructure, while EURO - GATE will be responsible for the remaining 70%. Basic capacity utilization of the new port was not yet certain in 2002. After world trade slumped following the weak economy of 2001, it was feared that the Jade Weser - Port could become a “white elephant.” 4 Especially in the case of economic slumps, there is reason to fear that the giant container ships, for which the JadeWeserPort was being built, would be the first to be running under capacity. Should this happen, the Jade - WeserPort would no longer be the port of call for large vessels, but would be competing with Hamburg for the handling of smaller cargo ships. Slumps in international trade will in all probability be temporary in the future, too, and would therefore only lead to a decline in the volume of handled cargo for a limited period of time. Long-term, in view of the lasting expansion in world trade that is expected, it is assumed that the sea cargo market will continue to expand and that both the JadeWeserPort and Hamburg harbor will profit from this. 1 See www.jadeweserport.de. 2 See Geisler (2006). 3 See N.N. (2004a). 4 See Hollmann (2002). Berenberg Bank · HWWI: Strategy 2030 · No. 4 53
Modal split in container handling traffic 2005 Inland waterway Fig. 31 Feeder traffic gauges and signals, making it necessary to change vehicles at a national border, adding to transport costs and time. The EU Commission regards short sea shipping and shipping by inland waterways as the options that may be able to provide solutions to congestion on certain roads and the short -comings of the railroad network. This means that transport by truck would only be indispensable for short distances, and there would be alternative solutions for medium- and long-distance transports. 52 It should, however, be kept in mind that transport by inland waterways also has numerous disadvantages to road traffic. Inland waterway traffic, for example, is highly dependent on seasonal fluctuations in the water level. Geographical conditions are also responsible for a considerable portion of the marked differences in modal split in the onward transport of goods. Container handling at the ports of Hamburg and Rotterdam (see Fig. 31) is a perfect illustration of this. The port of Rotterdam, even ahead of Hamburg as the largest container port in Europe, has direct access to the North Sea. In 2005, 49% of the further transport of the container ship cargo from Rotterdam was by inland waterway vessel. In contrast, merely 2% of the container volume in Hamburg was further transported by inland waterway vessel. In Rotterdam, the importance of the pipelines and thus Rotterdam’s regional significance in regard to handling liquid bulk goods similarly come into play. Some 24% of the crude oil transported from Rotterdam to Germany in 2002 traveled via pipeline. An additional area that is of great significance in determining the competitive position of ports is the legal provisions, e.g. environmental regulations, that apply to the modernization and expansion of harbor facilities. An example of this is the decision-making process in connection with the planned deepening of the Elbe River near Hamburg, after which ships with a draft of 14.5 m will be able to put into the Hamburg port and put out to sea from there, regardless of the tides. 52 EU (2001). 23% 27% Rotterdam Hamburg 7% Railroad 43% Truck 54 Berenberg Bank · HWWI: Strategy 2030 · No. 4 Feeder traffic Railroad Inland waterway 2% 27% 22% 49% Truck Source: www.portofrotterdam.com Source: www.hk24.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 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: areas. Its location on the Elbe, ho
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?