Les explosions qui ont frappé à plusieurs reprises le site de Tianjin en Chine viennent de contraindre Toyota à annoncer un arrêt de trois jours de la production. La ville où s’est produit la catastrophe est en effet une métropole industrielle de toute importance de l’Est de l’Empire du Milieu.
Fort heureusement, lorsque les déflagrations ont frappé le site mercredi soir, les lignes de production du groupe étaient interrompues par les congés estivaux. Si elles devaient initialement reprendre lundi, le constructeur japonais a indiqué qu’elles ne seront pas opérationnelles jusqu’à mercredi inclus suite aux recommandations d’évacuation en cours.
L’une des trois lignes, bien que située à environ 70 km du lieu des explosions, demeurera également fermée, son activité étant directement impactée par le fait qu’y sont assemblées des pièces en partie produites à Tianjin.
A l’heure actuelle, Toyota n’a pu indiquer s’il serait en mesure de rattraper la production perdue. « Tout dépendra de l’état des installations » et d’autres paramètres inconnus à ce stade, a précisé un porte-parole.
Rappelons que quelque 440.000 véhicules – des berlines Crown, Reiz, Corolla et Vioz – sont fabriqués chaque année sur le site de Tianjin FAW Toyota Motor (TFTM), ce qui correspond à près de la moitié de la production du groupe en Chine.
Toyota, dont l’effectif sur place est de 12.000 employés, a par ailleurs fait état de 50 blessés parmi ceux qui habitent dans les environs, et notamment parmi certains logés dans des locaux mis à disposition par la compagnie.
Un chiffre qui pourrait s’accroitre alors que le constructeur précise être encore en cours de vérification « quant au nombre de blessés et à la nature des blessures ». A noter également que des dégâts ont été recensés dans deux concessions d’automobiles ainsi que sur des véhicules.
L’impact sur les importations et exportations au port de Tianjin est « en cours d’évaluation », ajoute également Toyota. Selon le journal « Les Echos », le constructeur pourrait s’inspirer de la stratégie de son compatriote et concurrent Mitsubishi Motors, lequel a décidé d’utiliser d’autres ports en vue d’ajuster les véhicules à livrer aux concessionnaires, et » ainsi minimiser l’impact pour les clients ».
A noter que Volkswagen a lui aussi décidé de rediriger ses flux d’importation vers le port de Shanghai. Quelques 2.000 véhicules initialement prévus pour transiter par Tianjin passeront désormais par cette voie de délestage, laquelle permet en temps normal de faire transiter 10.000 voitures de la marque par semaine.
Précisons enfin qu’au delà du constructeur japonais, la zone industrielle qui a été touchée se trouve en périphérie de Tianjin, grande métropole de 15 millions d’habitants à 140 km de Pékin. Elle abrite notamment de nombreuses sites d’usines d’automobiles.
Sources : Toyota, AFP, Les Echos
Elisabeth Studer – 17 août 2015 – www.leblogfinance.com
ES tu vois un peu d’AZF dans ce grand boom ?
….. 😉
en tout cas …. ca plombe bien les concurrents auto des USA ….
alors que les USA manquent d’infra structure portuaires
IENA 2015 – US ports face funding and capacity crunch
Read this in: pt-brruzh-hans
12 August 2015 | Rachael Hogg
With the growth of the US population expected to grow by 70m people over the next 30 years, the country’s ports are expected to see a huge rise in freight demand and congestion. Without an increase in investment and strategic planning among the government, shippers and port operators this could have impacts on ro-ro and finished vehicle flows.
Speaking at the 2015 Import Export North America conference in Baltimore, Paul Jaenichen, maritime administrator at the US Department of Transportation (DoT) Maritime Administration (pictured), expressed worry about investments in infrastructure.
“We’re concerned about where ports are,” he said. “We know that they are increasingly congested and we know if we don’t do something now, we will be negatively impacted as to how the products we need everyday are shipped.”
Jaenichen pointed to government studies that suggest that freight volume will grow to 29 billion short tons (26.3 billion metric tonnes) by 2040, an increase of 45% from today, while value will increase to $39 trillion, an increase of 125%. To cope with this, multimodal logistics will have to increase. Waterborne freight is expected to grow by around 10%, from 975m tons in 2012, to 1.1 billion tons by 2040. Jaenichen said that this presents a good opportunity for the maritime industry to invest, and also to capture more market share from road, rail or air transport.
Investment in ports is a priority for the Obama administration, and Jaenichen cited a number of funding mechanisms and strategy studies currently underway. One important factor, for example, is the development of a National Maritime Strategy, which has been in the works for more than a year following a symposium with maritime officials and port authorities. After heated discussions, a draft of the strategy has been contracted out, and public comments for the proposed strategy are expected in the third quarter of the year. Jaenichen said, “We will make sure we get it right, and support all industries… but I’ll need your help to get it right.”
While the draft strategy is not limited to ports, and extends across the maritime industry, it includes a framework to ensure the capacity and capability of ports are taken into account. Jaenichen said, “We have to establish dedicated and reliable funding, and make sure we develop next generation solutions.”
The DoT is developing several programmes to help facilitate investment, notably TIGER grants (Transportation Investment Generating Economic Recovery). This grant programme provides funds to invest in rail, transit and port projects.
Some of the funds have gone towards vehicle-handling ports, including a $10m grant to the port of Baltimore in 2013, and $16m to the port of Los Angeles.
“We are making sure that ports adapt to accommodate higher volumes and increase the number of sailings, and handle larger vessels that are coming. We want to move vehicles safely, efficiently, and damage free,” Jaenichen said.
However, the TIGER programme is highly oversubscribed. The current funding round has around $500m in grants across all transport modes, with about 10% typically allocated to maritime projects. Jaenichen noted that the administration has received $9 billion in applications. “We can only give out a nickel for every dollar requested,” he said.
In the current surface transportation bill, which has been passed by the Senate and awaits a vote in the House of Representatives this autumn, TIGER funding is set to expand to $1.2 billion, which could mean maritime funding of $125m. “But we know that this will not be enough, and that we have to work together with port authorities and private companies to meet demand,” he said.
Along with Tiger, the government is developing other programmes and seeking to expand funding from other sources within the Transportation Bill, including through programmes that had previously been dedicated to highway or rail funding. The United States Maritime Association is also working to purchase acres next to ports, allowing them to develop and enhance their own facilities. There are also regional offices around the country that are engaging with port staff, shippers, and municipal planning organisations to take a collaborative approach to building the right infrastructure.
Another concern of developing import and export is the first and last mile. “If you can’t get cargo or cars off the port, it’s useless. We’ve asked Congress, but Americans aren’t waiting on Congress – they will keep driving and buying cars. There will be more on the roads, and we’ll have to steer the course and advance in maritime strategy,” Jaenichen said.
“It’s not final yet, but one thing is clear, we have to have a national maritime strategy,” he added
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