Detailed country-by country trade matrices
Assessment of feeder, cabotage and local trade flows
Economic and trade forecasts
Key information :
Regional economic overview: Economic and industrial development · Foreign direct investment · Labour markets · Focus on export industries · China's entry into WTO · The oil factor
Structure of the intra-Asia trades: Principal routes · The feeder sector · Cabotage · Regional import/export exchanges
Liner services and ship supply: Regional specialists · Common-user feeder companies · Global operators · Capacity deployed · Wayport versus dedicated end-to-end strategies · Vessel size and speed
Pricing and profitability:
Landside issues: Infrastructure · Intermodal initiatives · Seamless transport and logistics · Country profiles: China, India and Malaysia
The Intra-Asia Container Trades report explores all supply, demand, pricing and structural aspects of this region's container market and offers a detailed insight into its future growth, development and organisational make up. It is crammed full with economic and trade data matrices, including three years (1999-2001) of country-by-country container traffic flows. Running to 323 pages and with more than 150 tables and data charts, the report contains 'must have' information for all currently engaged in, or planning an involvement in the market.
Main findings
Growth in cargo volumes on the various intra-Asia routes have tended to outpace those on the main East/West trades over the past decade.
Rising levels of disposable income, a growing middle class and ongoing reforms in the personal banking and credit finance industries in many Far East countries is stimulating consumer demand, which in turn is fuelling further growth in the container sector.
Like everywhere else in the world, China is emerging as the manufacturing engine for this region with the result that the two-way movement of goods is expanding rapidly. China accounts for almost a quarter of intra-Asia box flows.
More than 200 ocean carriers are known to be present in the intra-Asia, Asia/South Asia and Asia/Mid-East (Gulf) trading areas. Well over 20 million teu of annualised slots are deployed.
Intense competition has meant that freight rates have fallen sharply over the past two/three years.
Maritime transport is the most effective means of moving cargo within Asia and road and rail services are either poorly developed and/or unreliable in most countries. Nonetheless, with coastal areas becoming increasingly congested and with several governments driving developments inland this will have to change.
Economic development and trade growth
A shift in economic activity has taken place within Asia, with Japan, South Korea and Taiwan gradually losing out to the ASEAN grouping and then more recently to China. This has also been reflected in international trade.
The high level of foreign direct investment, especially in manufacturing capacity geared towards the export markets, has meant that a high level of production (output) enters international trade. In addition, shipments of breakbulk cargoes are being containerised.
By end 2005, it is envisaged that Asian ports will handle approximately 47% of global container throughput, up from 45% in 2001 and just 25% in 1980.
Intra-Asian container trades
Estimates for the size of the core intra-Asia trades (ports in the Myanmar - South Korea range) varied from 7.8 million teu to 15.9 million teu in 2001. What is not in doubt is that it is a huge, highly complex and diverse market.
Just under a third of all traffic comprises domestic cabotage business, with China, Philippines, Japan and Indonesia the largest markets.
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