Economic importance of the Flemish maritime ports: Report 2002

More documents

Recommendations

Info

as a whole (0.8 p.c. in 2002). Despite a slight increase in production and port activity, the port employmentsituation could thus hardly be considered favourable in 2002.The reasons given for contract terminations can be broken down as follows (this point only relates to companieshaving filed accounts based on the full presentation):TABLE 5REASONS GIVEN FOR TERMINATING CONTRACTS(percentages)2000 2001 2002Retirement.................................... 4.9 3.7 4.0Early retirement............................ 4.9 6.5 9.9Dismissal ...................................... 13.9 17.4 17.7Other reasons (in particularending of temporary contracts) .... 76.3 72.4 68.4Source: NBB.Since 2000, the proportion of dismissals within this total has increased significantly, by 24.8 p.c. in two years(table 5). With 17.7 p.c. of contracts ended for reasons of dismissal in 2002, this remains just below the averagenoted for all Belgian companies filing accounts based on the full presentation (17.9 p.c.). This is followed by earlyretirements: their number more than doubled over the same period, partly explaining the continuing increase instaff costs during 2002, despite a fall in staff numbers.3.5.3 TrainingGRAPH 8HOURS OF TRAINING AND ASSOCIATED COSTS2,5100,090,0Total no. of hours (in millions)2,01,51,00,50,02000 2001 2002 2000 2001 200280,070,060,050,040,030,020,010,00,0Associated costs (in millions of euros).Training followed by male employeesNo. of hours training (constant sample)Training followed by female employeesCosts associated with training (constant sample)Source: NBB.The number of men following a training course has been declining since 2000. Whereas 41,747 men wereinvolved in some form of training in 2000, this number had fallen to 40,160 and 38,042 in 2001 and 2002respectively. The respective change in the number of training hours for the years 2000 - 2002 is as follows: 2.3,1.7 and 1.6 million hours. In relation to the previous year, account being taken of the change in male employment,this last decrease represented a fall of 1.7 p.c., with the proportion of men following a training course in 2002falling to 50.8 p.c., whereas the costs associated with this policy continued to rise (+ 5.1 p.c.).18 NBB WORKING PAPER No.56 - JUNE 2004
More women participated in training sessions during 2002 (+ 1.1 p.c.), the number involved being 6,573, or48.9 p.c. of the total number of female employees. In 2000 and 2001, the number of female employees involvedwas 6,019 and 6,479 respectively. The gap is thus gradually being closed with the men, even though a certain fallin number of hours devoted to their training could be noted: 0.3 million hours in 2000 and 0.2 million hours in 2001and 2002. Training sessions were thus more frequent but shorter. A slight drop in associated costs incurred bycompanies in 2002 was also noted (- 4.8 p.c., graph 8).The proportion of hours devoted to training in relation to the total number of hours worked - for both men andwomen - fell from 1.42 p.c. in 2001 to 1.32 p.c. in 2002, a level which remained above the national average(0.90 p.c. recorded in 2002). In spite of the difficulties encountered in terms of employment, companies that relyon the ports are maintaining their staff training efforts, particularly with regard to women, whilst endeavouring tolimit costs. This is particularly the case in the following sectors: other services, the electronics and oil industrieswhere more workers are spending time training.In cargo handling, too, there would seem to be an effort to broaden, update and improve workers’ qualifications.This translates into a dynamic human resources policy and lifelong training efforts. This will cannot yet be seen,however, in the 2002 figures.3.6 Overall data on the financial situationThe financial ratios are aggregated by port and compared to levels recorded for the economy as a whole (nonfinancialcompanies). The detailed results by port are presented in chapter 4.The trend over the last three years under review is as follows:TABLE 6SUMMARY OF FINANCIAL RATIOS BY PORTPortsReturn on equity after tax(in p.c.)Liquidity in broad senseSolvency(in p.c.)2000 2001 2002 2000 2001 2002 2000 2001 2002Antwerp................ 5.3 3.8 7.4 1.2 1.4 0.9 48.3 50.9 47.4Ghent ................... 8.9 3.3 - 7.6 1.1 1.0 0.9 47.0 46.2 41.8Ostend ................. 4.4 7.2 7.0 1.1 1.2 1.2 32.1 33.7 36.1Zeebrugge............ 5.5 5.9 2.8 1.2 1.2 1.3 37.6 43.4 45.2Total Ports .......... 6.2 3.8 4.5 1.2 1.2 0.9 47.1 48.9 46.0Non-financialcompanies .......... 9.4 5.0 2.7 1.1 1.2 1.2 42.9 45.9 45.7Source: NBB.The same method is used to calculate the ratios for the ports and for non-financial companies as a whole, i.e.aggregation. This method differs somewhat from that used by the end of 2003 in the Economic Review 35 .• Although the profitability of Belgian non-financial companies almost halved in 2002, that of all the portsunder review increased slightly, with the exception of Zeebrugge and Ghent. The strongest growth wasnoted at Antwerp port, where the average ratio in 2002 was more than 2.5 times that of non-financialcompanies as a whole, due particularly to good performance on the part of the chemicals and energyindustries (see chapter 4). From 2000 to 2002, profitability fell rapidly at Ghent port and turned negative, dueto bad results in the metal-working industry. At Zeebrugge, it was the metal-working and electronicsindustries that primarily pushed down profitability;• In 2002, the liquidity ratio was less than 80 p.c. that of non-financial companies. The Antwerp oil industry’scash position explains this development and, to a lesser extent, that of logistics services at Ghent. For theports of Ostend and Zeebrugge, liquidity was above that of the economy as a whole, due to a reduction inthe short-term debts of services in the former and in the electronics industry in the latter;35In the chapter on non-financial companies’ results in 2002 (NBB, Economic Review 2003/4), the median ratio method isused.NBB WORKING PAPER No. 56 - JUNE 2004 19
Page 3: AbstractThis paper provides an exte
Page 8 and 9: conditions than those in Europe in
Page 10 and 11: 1 INTERNATIONAL CONTEXTIn 2002 the
Page 12 and 13: average 41.1 p.c. of the traffic in
Page 14 and 15: The study goes on to describe some
Page 16 and 17: 3.1.2 Changes in indirect VAAs poin
Page 18 and 19: 3.3 Comparison of change in value a
Page 20 and 21: 3.5.1 Contract type and human resou
Page 22 and 23: GRAPH 4TOTAL NUMBER OF STAFF EMPLOY
Page 26 and 27: • A slight decline in solvency wa
Page 28 and 29: 4.1.2 Value addedTABLE 7 SUMMARY OF
Page 30 and 31: • The car manufacturing rose by 4
Page 32 and 33: TABLE 9 SUMMARY OF CHANGES IN EMPLO
Page 34 and 35: TABLE 11 SUMMARY OF CHANGES IN INVE
Page 36 and 37: 4.1.5 Financial ratios (private com
Page 38 and 39: 4.2 Port of Ghent4.2.1 Significant
Page 40 and 41: TABLE 16 SUMMARY OF CHANGES IN VALU
Page 42 and 43: 4.2.3 Salaried employmentTABLE 18 S
Page 44 and 45: At the port of Ghent, the major cha
Page 46 and 47: investments was seen (+ 26.9 p.c.),
Page 48 and 49: Binnenvaart Bulk en Container Trans
Page 50 and 51: 4.3 Port of Ostend4.3.1 Significant
Page 52 and 53: TABLE 25 SUMMARY OF THE CHANGES IN
Page 56 and 57: Changes by sector in direct effects
Page 58 and 59: continued in 2002. Hence, investmen
Page 60 and 61: TABLE 32RATIOS BY SECTORSectorsRetu
Page 62 and 63: 4.4 Port of Zeebrugge4.4.1 Signific
Page 64 and 65: TABLE 34(continued)SUMMARY OF THE C
Page 68 and 69: • Following two good years for th
Page 70 and 71: 36.0 p.c. in industry and by 51.9 p
Page 72 and 73: 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 108 and 109:
Page 110 and 111:
Page 112 and 113:
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 124 and 125:
3 Intermodality 86In the transport
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
show all

Economic importance of the Flemish maritime ports: Report 2002

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?