Economic importance of the Flemish maritime ports: Report 2002

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3 Intermodality 86In the transport sector, the competitive environment that exists between the different modes of transport (maritimeor inland water, road, rail and air) leads them to become segmented, which runs counter to integration. Each modeof transport benefits from its own specific advantages in terms of cost, service, reliability, speed and safety. In thisrespect, pubic monopolies have done very little to further integration, even though governments have understoodthe need to do so. The concept of the intermodal transport chain is the result of advances in technology, and inparticular information technologies (e.g. Electronic Data Interchange or EDI). The development of containertransport during the sixties and the privatisations, which began in this sector in the eighties, signalled the startingpoint for intermodality. Major integrated transport agencies now provide « door-to-door » services in such a way thatthe customer no longer has to take account of the way in which his cargo is handled by different charter companiesusing different modes of transport. Only the cost and the quality of the service are of importance to the customer.Transport systems encompassing several means of transport may be viewed in two ways:o Intermodal transport network: logistically integrated system using two or more modes of transport. These sharecertain characteristics with regard to cargo handling, enabling freight (or passengers) to be transferred betweenthese modes of transport during the journey between the point of departure and the point of arrival;o Multimodal transport network: all of the modes of transport providing connections between points of departureand arrival. Intermodal transport is not always applicable.The limits to intermodality are imposed by factors of time, space, network model, number of hubs and connections,as well as the type and characteristics of the convoys and terminals.In an intermodal environment, the success of containerisation – the traffic of which is increasing – is based onseveral factors:o manoeuvrability of containers;o standardisation of the means of transport (ISO standards);o flexibility of use and automated management;o low cost (if compared, for example, to the price for bulk shipments);o speed of transhipment operations;o ease of storage since a container often constitutes its own store;o safety (very low level of cargo loss);o optimal use of space (the capacity of a container ship is three to six times greater than that of a traditional cargoship).On the other hand, infrastructure costs related to this type of transport are very high, which limits the number ofterminals that can be set up, especially in developing countries.Throughout the Hamburg - Le Havre range, companies now have an extremely wide choice of operators within anintermodal environment. Cost and the duration of transport are the first decision-making criteria. Other factors(reliability, safety, etc.) also have a cost dimension. However, the technical, organisational and operationalobstacles and those related to market conditions sometimes run counter to this decision-making process.If we set aside the individual aspects, it is evident that transport by road, rail and waterways has different costfunctions, given the current state of the market (price of fuels, infrastructures and costs associated with their usage,etc.). Thus, transportation by road turns out to be the most competitive means of transport for shorter distances(less than 750 km). Rail is the cheapest solution for intermediate distances (between 750 and 1,500 km) although inEurope, the incompatibility of cross-border networks is still a problem 87 . For long distances (more than 1,500 km),maritime transport remains the most competitive means of transport by far.8687Sources: final report of the Services fédéraux des affaires Scientifiques, Techniques et Culturelles (SSTC - ULg) on « Inlandwater transport and its long-term development », Anast, December 2000 and the work of Prof. Dr. J-P. Rodrigue of theDepartment of Economics and Geography at Hofstra University - New York.Different types of electrical supply, gauge, etc. These are all problems to which the Trans-European Network is trying toprovide medium-term solutions.118 NBB WORKING PAPER No.56 - JUNE 2004
BibliographyAntwerp Port Authority (2003), « Port of Antwerp: Bulk Liquid Logistics in the Heart of Europe », Antwerp.National Bank of Belgium - NBB -, « Report 2002 - Part 1: Economic and financial developments », Brussels.NBB, Antwerp Branch (2003), « Economisch Belang van Zeehavens: Haven van Antwerpen », Year 2001,Antwerp.NBB, Ghent Branch (2003), « Economisch Belang van Zeehavens: Haven van Gent », Year 2001, Ghent.NBB, Ghent Branch (2003), « Economisch Belang van Zeehavens: Haven van Oostende », Year 2001, Ghent.NBB, Ghent Branch (2003), « Economisch Belang van Zeehavens: Haven van Zeebrugge », Year 2001, Ghent.NBB, Antwerp Branch (2003), « Economisch Belang van Zeehavens: Methodologie », Year 2001, Antwerp.NBB, Microeconomic Analysis office (2003), « De autonijverheid in België: het belang van het toeleveringsnetwerkrond de assemblage van personenauto's », Working Paper no. 38, Brussels.NBB, Microeconomic Analysis office (2003), « Results of non-financial companies in 2002 », Economic Review2003/4, Brussels.NBB, Microeconomic Analysis office (2004), « ICT Sector in Belgium », Economic Review 2004/1, Brussels.NBB, Central Balance Sheet office, Annual accounts filed from 1995 to 2002, Brussels.NBB, Analysis and Research Group office (2003), « The Social Balance Sheet 2002 », Economic Review 2003/4,Brussels.NBB, Economic and Financial Statistics office, « Note on methodology about the supply and use tables », Brussels.G. Blauwens, De Brabander, etc. (1993), « De Dynamiek van een Haven », Pelckmans Kapellen.G. Blauwens, P. d'Haens and A. Van Breedam (2004), 26de Vlaams Wetenschappelijk Economich Congres:« Logistiek, Laatste front in de concurrentieslag », Garant Antwerp.European Commission (1997), Green book: « Maritime ports and infrastructures », European Community.European Commission (2001), White book: « European transport policy for 2010: time to decide », EuropeanCommunity.Eurostat (1996), « European System of Accounts: ESA95 », European Community.Elvira Haezendonck (2001), « Essays on Strategy Analysis for Seaports », VUB - Garant Louvain.Havenbedrijf Gent GAB, « Jaarverslag 2002 », Ghent.National Accounts Institute (NAI) (2003), « Input - Output Tables of Belgium for 1995 », NAI Brussels.NBB WORKING PAPER No. 56 - JUNE 2004 119
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AbstractThis paper provides an exte
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conditions than those in Europe in
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1 INTERNATIONAL CONTEXTIn 2002 the
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average 41.1 p.c. of the traffic in
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The study goes on to describe some
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3.1.2 Changes in indirect VAAs poin
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3.3 Comparison of change in value a
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3.5.1 Contract type and human resou
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GRAPH 4TOTAL NUMBER OF STAFF EMPLOY
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as a whole (0.8 p.c. in 2002). Desp
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• A slight decline in solvency wa
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4.1.2 Value addedTABLE 7 SUMMARY OF
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• The car manufacturing rose by 4
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TABLE 9 SUMMARY OF CHANGES IN EMPLO
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TABLE 11 SUMMARY OF CHANGES IN INVE
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4.1.5 Financial ratios (private com
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4.2 Port of Ghent4.2.1 Significant
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TABLE 16 SUMMARY OF CHANGES IN VALU
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4.2.3 Salaried employmentTABLE 18 S
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At the port of Ghent, the major cha
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investments was seen (+ 26.9 p.c.),
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Binnenvaart Bulk en Container Trans
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4.3 Port of Ostend4.3.1 Significant
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TABLE 25 SUMMARY OF THE CHANGES IN
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Changes by sector in direct effects
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continued in 2002. Hence, investmen
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TABLE 32RATIOS BY SECTORSectorsRetu
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4.4 Port of Zeebrugge4.4.1 Signific
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TABLE 34(continued)SUMMARY OF THE C
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• Following two good years for th
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36.0 p.c. in industry and by 51.9 p
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By sectorTABLE 41RATIOS BY SECTORSe
Page 74 and 75: 5 SUMMARY OF THE MAIN RESULTS AND P
Page 76 and 77: 5.2 Prospects for the Flemish marit
Page 78 and 79: List of abbreviationsd.w.t.ESA 95EU
Page 80 and 81: TABLE 45CLUSTERSClustersNACEcodesDe
Page 82 and 83: 3.2 SelectionNon-maritime companies
Page 84 and 85: Comment: This is why there is a two
Page 86 and 87: o 3413 early retirement (*)o 3423 d
Page 88 and 89: 5.2 Estimation of indirect effects5
Page 90 and 91: means that this value grew by 4.0 p
Page 92 and 93: 86 NBB WORKING PAPER No.56 - JUNE 2
Page 94 and 95: - ten zuiden: het kanaal Plassendal
Page 96 and 97: Haven van Gent - Port de Gand - Por
Page 98 and 99: Haven van Zeebrugge - Port de Zeebr
Page 100 and 101: Suttak Nace-bel Cluster Sector Defi
Page 102 and 103: Suttak Nace-bel Cluster Sector Defi
Page 104 and 105: ANNEX 4:LIST OF PUBLIC ADMINISTRATI
Page 106 and 107: 1.2 EMPLOYMENTTABLE 50SUMMARY OF TH
Page 114 and 115: TABLE 59BREAKDOWN OF FINDINGS BY CL
Page 116 and 117: TABLE 63BREAKDOWN OF FINDINGS BY CL
Page 118 and 119: Table 65(continued)SOCIAL BALANCE S
Page 120 and 121: ANNEX 8: MARITIME TRAFFIC BY PORT I
Page 122 and 123: ANNEX 9:GLOSSARY AND MARITIME TRANS
Page 126 and 127: KB Weekly Bulletin no. 51/16 (May 1
Page 128 and 129: NATIONAL BANK OF BELGIUM - WORKING
Page 130: 53. « Does Financial Liberalizatio
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