Maritime Trade and Transport - HWWI

Fuijan (located opposite Taiwan) for oil/gas
Hainan/Guandong – Containers
Shanghai/Yangtse – Containers/coal
Shenzhen/Pearl River – Containers/ore
Tianjin/Beijing – Containers
Along with the actual construction or expansion of ports, by 2015 some 270 additional container
gantry cranes are to be installed. For Asia as a whole, ESCAP expects an increase of
570 terminals. Average construction costs in 2005 amounted to $50,000 to 60,000 per unit
(Regional Shipping and Port Development Strategies, New York, 2005).
Interesting for the investor: The world leader in equipment of this type, with a share of
approximately 50%, is Zhenhua Port Machinery. For mobile port cranes, for example, two
German companies are far ahead of the rest: the stock market newcomer of 2006, Demag
Cranes, with a world market share of 44%, and family-owned Liebherr Int. AG, with more than
20%. Since December 2005, three major Chinese port operators have also gone public: Xiamen
International Port Company, Dalian Port Company, and, in the summer of 2006, the
1,700 times oversubscribed Tianjin Port Development, with a total issue volume of $1.1 bn.
A representative of the port construction and infrastructure sector is China Merchants Holding.
One of its 2006 orders was a $550 bn contract in Qinhuangdao.
It is no wonder: Chinese companies account for a world market share of 90% in the
production of hardtop containers. Absolutely leaders are CIMC (50% share, not listed on the
stock market) and Singama (20% share, Hong Kong Stock Exchange).
5.1.3 Selected OECD nations
The most urgent capacity bottlenecks have plagued Australia. The government and private
investors have reacted. They plan to invest AU $10 bn in port expansion by the end of the
decade. The largest private operator of coal and ore shipment locations in Waratah (BHP Billiton)
and Dalrymple (Prime Infrastructure) will contribute more than AU $1 bn and will double
their capacities. According to statements by the Australian Council for Infrastructure
Development, an additional AU $8 bn will be required for changes in the railroad network.
Australia and Canada are considered the “mother country” of the mixed public-private finance
model (see Chapter 7).
Between 2003 and 2007, the USA will have invested close to $10 bn alone to eliminate the
most serious bottlenecks. Striking, however, is the fact that, beyond this “emergency management,”
hardly any long-term strategic plans exist on the federal level.
That is, except for security measures of all kinds. One exception is the “Plan for Action,”
extending to the year 2030, passed by the Southern California Regional Strategy for Goods
Movement in February 2005. As you will remember: California itself, with a GDP of $1,540 bn,
Berenberg Bank · HWWI: Strategy 2030 · No. 4
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