DOCSLIB.ORG

Economic Importance of the Belgian Ports

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Economic Importance of the Belgian Ports The heterogeneous employment outcomes of first- National Bank of Belgium Limited liability company Working Paper Research RLP Brussels – Company number : 0203.201.340 Registered office : boulevard de Berlaimont 14 July 2020 N° 384 BE - 1000 Brussels www.nbb.be Economic importance of the Belgian maritime and inland ports – Report 2018 by Ilse Rubbrecht and Koen Burggraeve The heterogeneous employment outcomes of first- National Bank of Belgium Limited liability company Working Paper Research RLP Brussels – Company number : 0203.201.340 Registered office : boulevard de Berlaimont 14 July 2020 N° 384 BE - 1000 Brussels www.nbb.be Economic importance of the Belgian maritime and inland ports – Report 2018 by Ilse Rubbrecht and Koen Burggraeve Publisher Pierre Wunsch, Governor of the National Bank of Belgium Statement of purpose The purpose of these Working Papers is to promote the circulation of research results (Research Series) and analytical studies (Documents Series) made within the National Bank of Belgium or presented by external economists in seminars, conferences and conventions organised by the Bank. The aim is therefore to provide a platform for discussion. The opinions expressed are strictly those of the authors and do not necessarily reflect the views of the National Bank of Belgium. Orders For orders and information on subscriptions and reductions: National Bank of Belgium, Documentation - Publications Service, boulevard de Berlaimont 14, 1000 Brussels Tel +32 2 221 20 33 - Fax +32 2 21 30 42 The Working Papers are available on the Bank’s website: http://www.nbb.be © National Bank of Belgium, Brussels All rights reserved. Reproduction for educational and non-commercial purposes is permitted provided that the source is acknowledged. ISSN: 1375-680X (print) ISSN: 1784-2476 (online) 2 NBB WORKING PAPER No. 384 – JULY 2020 ABSTRACT This Working Paper provides an extensive overview of the economic importance and development of the Flemish maritime ports, the Liège port complex and the port of Brussels for the period 2013 – 2018 in terms of value added, employment and investment. Each of these ports play a major role in their respective regional economies and in the Belgian economy, not only in terms of industrial activity but also as intermodal centers facilitating the commodity flow. In 2018, Belgian ports generated € 32.1 billion in direct and indirect value added (i.e. 7% of Belgian GDP) and employed 249 612 people as full-time equivalents (FTEs) either directly or indirectly (5.9% of Belgian domestic employment including the self-employed). While direct employment in Belgian ports grew by 1% in 2018, thanks to a significant rise recorded in the branches of the ports themselves, direct value added contracted by 2.9%, compared to the record year 2017. The decline in direct value added was particularly noticeable in the non-maritime branches of the ports of Antwerp and Liège. Direct employment at the Belgian ports increased by 1% in 2018 on the back of a significant rise in the number of jobs registered in the cargo handling sector, part of the maritime cluster. All Flemish ports generated additional jobs. Aside from extra employment creation in cargo handling, also other branches generated supplementary jobs. The pattern of investment is closely linked to projects and therefore highly volatile. Direct investments went up for the third year in a row; to a level of almost € 6 billion in 2018. The increase was mainly explained by investment at the port of Antwerp in the context of a merger operation in the shipping companies branch. Based on the figures of maritime traffic, the Flemish ports can be considered as real bridgeheads for trade with the UK. As the current free access for the UK to the Single Market and for EU member states to the UK will cease to apply once the transition periods ends, the shape of the future trade relationship between the EU and the UK will have an impact on the import and export volumes in terms of tonnage. This chapter will try to shed some light on the macroeconomic impact of Brexit on the Belgian economy as a whole. The initially planned publication of this study coincided with the global outbreak of the COVID-19 crisis. Therefore, a brief chapter is devoted to the economic impact of the corona virus on the Belgian ports, more precisely on the port of Antwerp. This report is available for download at the following address http://www.nbb.be. Key words: Belgian ports, microeconomic data, direct effects, indirect effects, input-output table, employment, value added, investment JEL classification: C13, C43, C67, C81, J21, J49, L91, L92, R11, R15 and R41. NBB WORKING PAPER No. 384 – JULY 2020 3 Authors Ilse Rubbrecht, National Bank of Belgium, Boulevard de Berlaimont 14, 1000 Brussels, Belgium, e-mail: [email protected] Koen Burggraeve, National Bank of Belgium, Boulevard de Berlaimont 14, 1000 Brussels, Belgium, e-mail: [email protected] This paper was compiled with the technical support and expertise of Elena Gueli and Marc Van Kerckhoven. The authors would like to express their gratitude for their painstaking work on putting together the port population, preparation of tables and graphs and their thorough proofreading of the paper. Thanks to close collaboration with the Port Authority of Antwerp and Alfaport Voka, survey results on the impact of COVID-19 could be collected at short notice. Colleagues from the Microeconomic Information Department deserve thanks for their assistance and support as well as colleagues from the National and Regional Accounts Service for their input. Special thanks to François Coppens for the indirect effect calculation methods. The authors thank also Didier Muraille, Head of the Microeconomic Information Department at the NBB, Hugues Famerée, Head of the Economics and Research Department at the NBB, Saskia Vennix from the Microeconomic Information Department at the NBB and Jean-Pierre Merckx of the Flemish Port Commission for their support and their comments on this paper. Research results and conclusions expressed are those of the authors and do not necessarily reflect the views of the National Bank of Belgium or any other institution to which the authors are affiliated. All remaining errors are ours. 4 NBB WORKING PAPER No. 384 – JULY 2020 Contents Abstract ............................................................................................................................................. 3 Foreword ........................................................................................................................................... 6 Introduction ....................................................................................................................................... 7 Objectives of the study and comments on the methodology ......................................................... 7 1 ECONOMIC IMPORTANCE OF THE BELGIAN PORTS......................................................... 10 1.1 National and international economic context ............................................................................ 10 1.2 Traffic in the Belgian ports ....................................................................................................... 11 1.3 Competitive position of the Belgian ports ................................................................................. 12 1.4 Value added at the Belgian ports ............................................................................................. 15 1.6 Employment at the Belgian ports ............................................................................................. 18 1.7 Investment in the Belgian ports ............................................................................................... 20 1.8 Financial ratios in the Belgian ports ......................................................................................... 22 1.9 Relative importance of the components of value added ........................................................... 28 2 ANALYSIS BY PORT ............................................................................................................. 30 2.1 Port of Antwerp ....................................................................................................................... 30 2.2 North Sea Port Flanders .......................................................................................................... 38 2.3 Port of Zeebrugge ................................................................................................................... 44 2.4 Port of Ostend ......................................................................................................................... 52 2.5 Liège port complex .................................................................................................................. 59 2.6 Port of Brussels ....................................................................................................................... 65 3 IMPACT OF BREXIT ON BELGIAN ECONOMY ..................................................................... 71 3.1 Introduction ............................................................................................................................. 71 3.2 Political context ....................................................................................................................... 71 3.3 The macroeconomic consequences of a soft and a hard Brexit scenario.................................. 75 4 IMPACT OF COVID-19 ..........................................................................................................
Load more

Recommended publications
  • Economic Importance of the Belgian Ports : Flemish Maritime Ports, Liège Port Complex and the Port of Brussels – Report 2006
    Economic importance of the Belgian ports : Flemish maritime ports, Liège port complex and the port of Brussels – Report 2006 Working Paper Document by Saskia Vennix June 2008 No 134 Editorial Director Jan Smets, Member of the Board of Directors of the National Bank of Belgium Statement of purpose: The purpose of these working papers is to promote the circulation of research results (Research Series) and analytical studies (Documents Series) made within the National Bank of Belgium or presented by external economists in seminars, conferences and conventions organised by the Bank. The aim is therefore to provide a platform for discussion. The opinions expressed are strictly those of the authors and do not necessarily reflect the views of the National Bank of Belgium. Orders For orders and information on subscriptions and reductions: National Bank of Belgium, Documentation - Publications service, boulevard de Berlaimont 14, 1000 Brussels Tel +32 2 221 20 33 - Fax +32 2 21 30 42 The Working Papers are available on the website of the Bank: http://www.nbb.be © National Bank of Belgium, Brussels All rights reserved. Reproduction for educational and non-commercial purposes is permitted provided that the source is acknowledged. ISSN: 1375-680X (print) ISSN: 1784-2476 (online) NBB WORKING PAPER No. 134 - JUNE 2008 Abstract This paper is an annual publication issued by the Microeconomic Analysis service of the National Bank of Belgium. The Flemish maritime ports (Antwerp, Ghent, Ostend, Zeebrugge), the Autonomous Port of Liège and the port of Brussels play a major role in their respective regional economies and in the Belgian economy, not only in terms of industrial activity but also as intermodal centres facilitating the commodity flow.
    [Show full text]
  • Investigation of Freight Rail Transport in Worldwide Logistics Important Area Port of Antwerp: a Review
    Investigation of freight rail transport in worldwide logistics important area Port of Antwerp: A review Lucia Knapčíková1*,Michal Balog1 {[email protected], [email protected]} Technical University of Košice, Faculty of Manufacturing Technologies with a seat in Prešov, Department of Industrial Engineering and Informatics , Bayerova 1, 080 01 Prešov, Slovak Republic1* Technical University of Košice, Faculty of Manufacturing Technologies with a seat in Prešov, Department of Industrial Engineering and Informatics , Bayerova 1, 080 01 Prešov, Slovak Republic1 Abstract. The situation with the road transportation inspires companies to think more and more about alternative ways of transporting goods from remote industrial zones quickly, safely and taking into account an ever more important environmental aspect. The quantity of goods transported in freight transport is increasing every year, which is also reflected in the unfavourable increase in road transport. Road transportation is often used, roads are more prone to wear, and their repair requires significant financial costs each year. The traffic situation proves that the future is using rail transportation. Moving freight from road to rail is also the intention of the European Union, which is declared in the “White Paper on Transport”. In addition to other targets, it states that by the year 2030, 30% of road freight over 300 km should be transferred to other modes of transport such as rail or inland waterway transport, and by the year 2050, this should be represent more than 50%. Keywords: Port Antwerp, logistics, railway solution 1 Introduction The Port of Antwerp lies on the banks of the river Schelde about 88 kilometers from the North Sea in Belgium.
    [Show full text]
  • A Window on the World
    International cooperation: a window on the world 1 November 2020 2020-2025 POLICY NOTE Mathias De Clercq Mayor in charge of international cooperation City of Ghent Colophon Stad Gent (City of Ghent) Operational Management, Relationships and Networks Service Publication date November 2020 Contact Mayor Mathias De Clercq [email protected] +32 (0)9/266.54.00 www.gent.be Postal address Stad Gent – Kabinet burgemeester De Clercq Stadhuis, Botermarkt 1, 9000 Gent (Ghent) Address for visitors Botermarkt 1, 9000 Gent (Ghent) Phone: +32 (0)9/266.54.00 2 Contents Preface 5 Course of the project 6 1. Vision en priorities 7 1.1. Our vision: international cooperation en positioning are a necessity 7 1.2. Ghent's international top priorities 8 1.3. Strategy en tools 9 1.4. Initiatives 10 2. Shared international policy agenda: our partners 11 2.1. Introduction 11 2.2. Attracting and keeping international talent 11 2.3. A strong city in a dynamic (international) region 12 2.4. Administrative players Flanders and Belgium 14 2.5. The European policy agenda 15 2.6. Ghent in the rest of the world 19 2.7. External stakeholders active in Ghent 20 2.8. Initiatives 20 3. European subsidies 2021-2027 22 3.1. Introduction 22 3.2. The wider European framework 22 3.3. The Ghent approach 23 3.4. Initiatives 24 4. City diplomacy 25 4.1. Introduction 25 4.2. International networks 25 4.3. Visits and receptions 27 4.4. Foreign missions 28 3 4.5. Consultation with Flemish MEPs and the European Commission 29 4.6.
    [Show full text]
  • Port of Antwerp
    Port of Antwerp Port authority organization and land lord model. Dr. Walter Van Mulders Antwerp Port Authority Global Trade Development Port authority organization and land lord model. 1. Port of Antwerp in a glimpse 2. Landlord model 3. Stakeholders relationships 4. Antwerp Port Authority 5. International services Port of Antwerp in a glimpse Europe’s leading integrated maritime and logistics platform Largest Worldclass Nr 1 Extensive Widely european oil Breakbulk value added expertise and & chemical connected port logistics flexibility cluster Port of Antwerp in figures Largest in size – Total area: 13,057 ha – Quay length: 151 km – Railway: 1,061 km – Roads: 409 km – Covered warehousing: 556 ha – Pipelines: 350 km Economic engine - 145.000 direct and indirect jobs - 19,2 billion euros of added value = 9,5% of Flemish GDP = 5,4% of Belgian GDP Cargo handling 2012 Break- 2nd European port: bulk 1. Rotterdam 16 m 2. Antwerp tonnes 3. Hamburg Con- Liquid tainers 184 bulk 104 m tonnes 45 m 8,7 mio TEU m tonnes tonnes Dry bulk 19 m tonnes Top 20 world ports Realising unique synergies Value added Logistics Industry Cargo handling Industry: Europe’s largest integrated petrochemical cluster Shanghai Antwerp Houston Jubail Singapore Logistics: value added services and cargo handling perfectly integrated 10 Landlord model 11 Landlord model : Successful cooperation Port Authority Port companies (public) (private) Management of territory: Management of superstructure: • investments • terminals • concessions • cranes • equipment Management of
    [Show full text]
  • Port of Zeebrugge Is Located in the World’S Most Densely Populated Consumer Area So Your Importing And/Or Exporting Partner Is Never Far Away
    DEDICATED FOOD PORT THE F OOD SECTOR Infrastructure Food cargo travels in many ways: in containers or RORO freight loads, in bulk or reefer ships. That’s why multiple installations for the reception, handling and storage of perishables are found in the port area. What’s more, the Port of Zeebrugge is located in the world’s most densely populated consumer area so your importing and/or exporting partner is never far away. CSP reefer C.RO roro P&O roro Pittmann Seafoods Acutra BIP European Food Zeebrugge Food Center (fish) Logsitics Borlix Zeebrugge ECS Breakbulk Terminal 2XL Flanders Cold Center II Flanders Cold Zespri Center I Belgian New Fruit Wharf Tropicana Tameco Seabridge Verhelst-Agri* Voeders Huys* Seaport Shipping & Trading* Group Depré* Oil Tank Terminal* *Agrobulk terminals located in the port of Bruges C ONCEPT Intercontinental food cargo We know that sensitive reefer cargo and frozen food transport and warehousing deserve a dedicated approach. That is why we have brought together all the official authorities involved with perishable cargo in our Border Control Post (BCP). In this specialised centre, veterinary clearance, customs and maritime police all work under the same roof to speed up the clearance of your cargo, which is completely segregated from other food cargo to avoid contamination with products. In the Port of Zeebrugge, your container can be dispatched to the market while the vessel is at berth; the food cargo can make its way to your customers or be temporarily stored in our deepfreeze warehouses. ContinentalContinental Europe Europe & & UK UK cargo cargo Food cargo originating from the EU travels freely within the unified European market.
    [Show full text]
  • Building a Decision Support System
    PIANC-World Congress Panama City, Panama 2018 BUILDING A DECISION SUPPORT SYSTEM FOR THE TERNEUZEN LOCKS : COMBINING OPTIMAL MANAGEMENT FOR WATER AND SHIPPING by Chantal Martens 1, Gert-Jan Liek 2, Dré Maes 3, Herman Haas 2, Maarten Deschamps 1, Leen Dekker 2, Harry van ‘ t Westeinde 2, Mario Vermeirssen 2, Harm Verbeek 2, Kees Storm 2 ABSTRACT The Terneuzen lock Complex in the Dutch city of Terneuzen gives access to the Ghent-Terneuzen Canal and thus to the port of Ghent (Belgium) from the Western Scheldt. Currently, the construction of a new lock is being prepared, which is expected to be operational in 2022. In the context of the licensing process for the new lock, how to deal with the available (fresh)water in the most optimal way was examined. The quality values for water (mostly focusing on salt intrusion) must be met, together with the shipping requests and taking into account the daily water management issues of the Canal. Following the conclusions of an expert group, set up to optimize the use of the lock complex, the decision has been made to prepare for a Decision Support System for the Ghent- Terneuzen Canal, in a joint Flemish-Dutch collaboration. This DSS will provide the planners and operators with streamlined and uniform information and support them in the economic and ecologic optimisation of the daily operations of the lock complex. The paper gives an overview of the background and the preparation phase of the DSS. 1. INTRODUCTION 1.1 The Ghent-Terneuzen Canal and the Terneuzen Locks The Ghent-Terneuzen Canal is situated on Belgian and Dutch territory and was constructed between 1823 and 1825.
    [Show full text]
  • From Planning the Port/City to Planning the Port-City Exploring the Economic Interface in European Port Cities Van Den Berghe, Karel*1 & Daamen, Tom*
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Ghent University Academic Bibliography From Planning the Port/City to Planning the Port-City Exploring the Economic Interface in European Port Cities Van den Berghe, Karel*1 & Daamen, Tom* *Delft University of Technology, Department of Management in the Built Environment, Julianalaan 134 2628BL Delft, The Netherlands In last three decades, planning agencies of most ports have institutionally evolved into a (semi-) independent port authority. The rationale behind this process is that port authorities are able to react more quickly to changing logistical and spatial preferences of maritime firms, hence increasing the competitiveness of ports. Although these dedicated port authorities have proven to be largely successful, new economic, social, and environmental challenges are quickly catching up on these port governance models, and particularly leads to (spatial) policy ‘conflicts’ between port and city. This chapter starts by assessing this conflict and argue that the conflict is partly a result of dominant— often also academic—spatial representations of the port city as two separate entities. To escape this divisive conception of contemporary port cities, this chapter presents a relational visualisation method that is able to analyse the economic interface between port and city. Based on our results, we reflect back on our proposition and argue that the core challenge today for researchers and policy makers is acknowledging the bias of port/city, being arguably a self-fulfilling prophecy. Hence, we turn the idea of (planning the) port/city conflicts into planning the port-city’s strengths and weaknesses.
    [Show full text]
  • Relationships Between Container Terminals and Dry Ports
    Relationships between Maritime Container Terminals and Dry Ports and their impact on Inter-port competition Master Thesis within: Business Administration – ILSCM Thesis credits: 30 Author: Robert Castrillón Dussán. Supervisor: Leif-Magnus Jensen Jönköping May 14, 2012 INTENTIONALLY BLANK i Acknowledgement _________________________________________________________________________ I would like to thank my supervisor Professor Leif-Magnus Jensen for his support and guidelines. I also want to thank Per Skoglund for his advice and interesting thoughts. Additionally, I want to express my appreciation and gratefulness to all the respondents from the container terminal and dry port industries. Special thanks to the interviewees and respondents of Gothenburg and Jönköping area for their time and valuable contribution to this study. May 2012, Jönköping Robert Castrillón D. ii INTENTIONALLY BLANK iii Master Thesis in Business Administration - ILSCM Programme Title: Relationships between Maritime Container Terminals and Dry Ports and their impact on Inter-port competition Author: Robert Castrillón Dussán Tutor: Assistant Professor Leif-Magnus Jensen Date: 2012-05-14 Subject terms: Container terminals, dry ports, relationship assessment, customer /supplier interaction, inter-port competition, inland integration of port services _________________________________________________________________________ Abstract Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo.
    [Show full text]
  • Study Visit in Antwerp – Local Context and Cultural Policies
    Study visit in Antwerp – Local context and cultural policies 1. About the city Antwerp Number of inhabitants 516 000 Area in Km² 204,5 km2 Annual budget of the city 1 480 000 000 euro Annual budget for culture Total amount of 87 800 000 euro for buildings/equipment/overhead, exploitation/operation, staff. Divided into: • 35 200 000 euro: local cultural policies: libraries, cultural centra, • 16 000 000 euro: art policies: subsidies of opera, ballet, theatres, filharmonie,… • 36 600 000 euro: musea and cultural heritage The local/regional context Belgium, officially the Kingdom of Belgium is a small, densely populated country which covers an area of 30,528 square kilometres and has a population of about 11 million people. Belgium is a federal constitutional monarchy with a parliamentary system of governance. It is divided into three regions and three communities, that exist next to each other. Its two largest regions are the Dutch-speaking region of Flanders in the north and the French-speaking southern region of Wallonia. The Brussels-Capital Region, officially bilingual, is a mostly French-speaking enclave within the Flemish Region. A German-speaking Community exists in eastern Wallonia. Belgium's linguistic diversity and related political conflicts are reflected in its political history and complex system of government Antwerp is the most populous city in Flanders. Antwerp is on the River Scheldt, linked to the North Sea by the Westerschelde estuary. The Port of Antwerp is one of the biggest in the world, ranking second in Europe and within the top 20 globally. 1 Antwerp has long been an important city in the Low Countries, both economically and culturally, especially before the Spanish Fury (1576) in the Dutch Revolt.
    [Show full text]
  • National Activities 2013
    NATIONAL ACTIVITIES 2013 Traditionally the PIANC-AIPCN. Belgium Young Professionals started their year 2013 on January 17 with a culinary road trip. This time organized in Brussels, on which 15 gourmands participated. On March 26 2013, the annual general assembly of PIANC-AIPCN. Belgium took place. About 92 members participated in the assembly. This year, it was the Brussels region that organised the annual meeting in the neighbourhood of the Port of Brussels, on a place where you can still find the ancient warehouses and sheds. The assembly itself took place in one of the marvellous old wine cellars of the port. Ancient warehouses and sheds General assembly in the old wine cellers During the statutory part of the assembly, three new board members were appointed: ir. Freddy Aerts (Flemish authority), prof. dr. ir. Peter Troch (UGhent) and ir. Jean Polet (Besix) in replacement of ir. Luc Van Damme, prof. dr. ir. Julien De Rouck and ir. Jules Janssen. Ir. L. Van Damme, now retired, was appointed as treasurer of PIANC-AIPCN.be. During the academic part of the assembly, interesting presentations about the foundation and the construction of the Up-site-project, bordering the ABC canal were presented. Up-site building the new landmark of Brussels-North. Up-site building Port of Brussels from the top of the tower Tour & Taxis Top-information to the PIANC group The lunch was served in the Royal Depot of Tour & Taxis. Afterwards a numerous part of the PIANC members took the opportunity to climb up the highest residence tower in Brussels (140 m high), still in construction.
    [Show full text]
  • 715783 BAT-GREEN SUPPLY CHAINS-IMPLICATIONS and CHALLENGES for RHINE-SCHELDT DELTA SEAPORTS T.Pdf 1 13/08/2019 11:12
    Green Supply Chains Implications and challenges for Rhine-Scheldt Delta Seaports Report prepared for Report prepared by 715783_PDF_Cover_Study_GreenSupplyChains_BAT.indd 1 13/08/2019 10:56 715783_BAT-GREEN SUPPLY CHAINS-IMPLICATIONS AND CHALLENGES FOR RHINE-SCHELDT DELTA SEAPORTS T.pdf 1 13/08/2019 11:12 | Green Supply Chains: implications and challenges for Rhine-Scheldt Delta Seaports | 715783_BAT-GREEN SUPPLY CHAINS-IMPLICATIONS AND CHALLENGES FOR RHINE-SCHELDT DELTA SEAPORTS T.pdf 2 13/08/2019 11:12 | Green Supply Chains: implications and challenges for Rhine-Scheldt Delta Seaports | GREEN SUPPLY CHAINS IMPLICATIONS AND CHALLENGES FOR RHINE-SCHELDT DELTA SEAPORTS FINAL REPORT – 17 JULY 2019 PUBLICATION PREPARED FOR ING Belgium PUBLICATION PREPARED BY Theo Notteboom (University of Antwerp), Larissa van der Lugt (Erasmus UPT), Niels van Saase (Erasmus UPT), Steve Sel (VIL) and Kris Neyens (VIL) 715783_BAT-GREEN SUPPLY CHAINS-IMPLICATIONS AND CHALLENGES FOR RHINE-SCHELDT DELTA SEAPORTS T.pdf 3 13/08/2019 11:12 | Green Supply Chains: implications and challenges for Rhine-Scheldt Delta Seaports | DISCLAIMER The views expressed in this report reflect the personal views of the analysts about the subject of this report. No part of the compensation(s) of the analyst(s) was, is, or will be directly or indirectly related to the inclusion of specific views in this report. This report was prepared on behalf of ING Belgium N.V. (“ING”), solely for the information of its clients. This report is not, nor should it be construed as, an investment advice or an offer or solicitation for the purchase or sale of any financial instrument or product.
    [Show full text]
  • US Fabrication for Konecranes Rmgs APMT to Monetise Facilities
    FEBRUARY 2018 US fabrication for Konecranes RMGs The steel structures for the and trolley, plus the spreader and The drives and controls for cranes), and multiple US ports eight new Konecranes widespan headblock. The gantry structures the GPA RMGs will be supplied for mobile harbour cranes. Im- RMGs ordered by the Georgia are not, however, included in by TMEIC, which is headquar- portantly, there is no blanket Ports Authority (GPA) for its the waiver, and Konecranes con- tered in Roanoke (VA), and is a waiver for container cranes as a Mason Mega Rail project will be firmed that these will be manu- wholly owned subsidiary of Ja- class, and a separate waiver must fabricated in the USA. factured in the US, but declined pan’s Toshiba Mitsubishi-Electric be sought for each purchase that The Mason Mega Rail project to name the fabricator at this stage. Industrial Systems Corporation. uses any federal grant, for the full received a US$44M grant from The RMGs are very large, TMEIC is also supplying drives price or part of it. the US Government’s FAST- with a span of 53.34m, and to the GPA for new and retrofit The question of whether to LANE programme. This funding 16.7m cantilevers. Capacity is STS cranes, and the RMG drives fabricate RMGs in the US will is subject to a ‘Buy America’ re- 40t, and lifting height is 11m. will have many common parts. come up every time. In the cur- quirement that stipulates a “do- WorldCargo News believes that The decision to use a US fab- rent political climate, where the Fully erect delivery of new cranes has become a familiar site in Savannah, but mestic manufacturing process” these will be the biggest contain- ricator sets an important prece- Trump administration is trying structures for the port’s eight new RMGs will be fabricated in the USA for the steel and iron products.
    [Show full text]