DOCSLIB.ORG

Ulcv, Análisis De Su Impacto En El Transporte Marítimo Internacional Y En La Realidad Portuaria Nacional

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ulcv, Análisis De Su Impacto En El Transporte Marítimo Internacional Y En La Realidad Portuaria Nacional Escuela de Ingeniería Naval ULCV, ANÁLISIS DE SU IMPACTO EN EL TRANSPORTE MARÍTIMO INTERNACIONAL Y EN LA REALIDAD PORTUARIA NACIONAL Tesis para optar al título de: Ingeniero Naval Mención: Transporte Marítimo Profesor Patrocinante: Sr. Juan Condeza Parra Ingeniero Naval Oficial Marina Mercante Nacional OSVALDO MIGUEL MORALES CÁCERES VALDIVIA - CHILE 2018 Esta Tesis ha sido sometida para su aprobación a la Comisión de Tesis, como requisito para obtener el grado de Licenciado en Ciencias de la Ingeniería. La Tesis aprobada, junto con la nota de examen correspondiente, le permitirá al alumno obtener el título de Ingeniero Naval, con mención en Transporte Marítimo. EXAMEN DE TITULO: Nota de presentación (Ponderada) (1) ___________ Nota de Examen (Ponderada) (2) ___________ Nota Final (1 + 2) ___________ COMISION EXAMINADORA __________________________ ____________________ DECANO FIRMA __________________________ ____________________ EXAMINADOR FIRMA __________________________ ____________________ EXAMINADOR FIRMA __________________________ ____________________ EXAMINADOR FIRMA __________________________ ____________________ SECRETARIO ACADEMICO FIRMA Valdivia, _____________________________________________________ Nota de Presentación = NC / NA · 0,6 + Nota de Tesis · 0,2 Nota Final = Nota de Presentación + Nota de Examen · 0,2 NC = Sumatoria Notas de Currículo, sin Tesis NA = Número de Asignaturas Cursadas y Aprobadas Agradecimientos Muy en especial a mi mamita Claudina, por su gran esfuerzo, preocupación y apoyo incondicional para lograr mi sueño, que era el de convertirme en Piloto de la Marina Mercante e Ingeniero Naval en Transporte Marítimo. También a mi mami (abuelita) y papi (abuelito Q.E.P:D), quienes siempre me dieron mucho cariño y aliento para lograr alcanzar mis metas. A mi esposa Ana María, que ha sido mi compañera y esposa de un hombre de mar, y que siempre ha sabido sobrellevar de buena manera nuestro estilo de vida de largas ausencias fuera de casa. También a mis hermanos y tíos quienes de alguna u otra forma me dieron apoyo. Pasaron muchos años desde mi egreso hasta el momento de escribir estas palabras, pero creo nunca es tarde para completar lo pendiente, por esto, muy agradecido al profesor Sr. Juan Condeza por apoyarme en la realización de esta tesis y completarla satisfactoriamente. También muy en especial al profesor Roberto Casanova, quien durante mis años en la universidad forjo en mi la gran pasión por esta profesión y por motivar esta bonita carrera. ÍNDICE RESUMEN INSTRODUCCIÓN CAPÍTULO I ORIGEN Y EVOLUCION DEL TRANSPORTE MARITIMO EN CONTENEDORES 1.1.- Origen del contenedor………...………………………………………………………..…1 1.2.- Evolución del transporte marítimo en contenedores……………………...………..… 2 1.3.- Estandarización del Contenedor…………………………………………..…………… 2 1.3.1.- Tipos de contenedores…………………….………………………..………………… 3 1.3.2.- Identificación de contenedores………………………………………………….……. 4 CAPÍTULO II NAVES PORTACONTENEDORES 2.1.- Buques portacontenedores..…………………………………………………….……… 5 2.2.- Evolución en tamaño de los buques portacontenedores………………………..…... 5 2.3.- Dimensiones y Características de naves actuales………………………..………….. 7 2.4.- Primer ULCV en Chile………………………………………………………………..….. 8 CAPÍTULO III LOS BUQUES ULCV 3.1.- Definición de ULCV. ……………………………………………………………........... 10 3.2.- Evolución de los ULCV desde 2006………………………………………...………... 10 3.3.- Principales características técnicas…………………………………………….…….. 13 3.3.1.- Motor principal…………………………………………………………………..…….. 13 3.3.2.- Thrusters (Empujadores laterales)……………………………………………….…. 14 3.3.3.- Eficiencia energética y medio ambiente……………………………………………. 15 3.3.3.1.- Gases………………………………………………………………………...……… 16 3.3.3.2.- SOx, Óxidos de Azufre………………………………………………………….…. 16 3.3.3.3.- NOx, Óxidos de Nitrógeno………………………………………………………… 16 3.3.4.- Aguas de Lastre…………………………………………………………………...….. 18 3.3.5.- Hidrodinámica……………………………………………………………………..….. 19 3.4.- Principales astilleros constructores……………………………………………..…….. 19 3.5.- Construcción Naval en Sudamérica………………………………………...………… 21 CAPÍTULO IV INDUSTRIA DE LOS ULCV 4.1.- Principales armadores………………………………………………………………….. 22 4.2.- Rutas principales…………………………………………………………………..……. 26 4.3.- Adaptación de los Terminales……………………………………………....………… 27 4.4.- Efectos de los Canales ampliados……………………………………………………. 31 4.4.1.- Nuevas esclusas del Canal de Panamá…………………………...………………. 31 4.4.2.- Ampliación del Canal de Suez………………………………………….…………… 32 4.5.- Proyección al futuro de los ULCV……………………………………..……………… 33 4.6.- Como benefician a Sudamérica los ULCV…………………………………..………. 34 CAPÍTULO V REALIDAD LOCAL RESPECTO A LOS BUQUES ULCV 5.1.- Real capacidad actual de los puertos chilenos……………………………………… 37 5.2.- Terminales de Chile…………………………………………………………..………… 38 5.3.- Como Chile debe prepararse para recibir estos tipos de buques…………...…….. 39 CAPÍTULO VI MEGAPUERTO EN CHILE, POSIBLE O NO. 6.1.- Proyecto del Megapuerto en Chile……………………………………………………. 42 6.2.- Proyecto original en Valparaiso……………………………………………………….. 42 6.3.- Proyecto actual en San Antonio……………………………………………...........…. 44 6.4.- Proyección del crecimiento económico de Chile………………………………...….. 46 6.5.- Corredor Bioceánico entre Chile y Argentina…………………………………….….. 47 6.6.- Corredor Bioceánico Paso Internacional Las Leñas………………..……………… 48 6.7.- Corredor integrado con el Megapuerto en San Antonio…………………...……….. 50 6.8.- Otros proyectos de Corredores Bioceánicos ………….…………………...……….. 51 CONCLUSIONES…………………………………….……….……………………………… 53 BIBLIOGRAFIAS………………………………………….……..……………………………. 54 RESUMEN Vivimos en un mundo que avanza a pasos agigantados, la oferta y demanda crecen en el mundo, por lo que el transporte marítimo también va de la mano de aquello en especial el transporte de contenedores que es donde se centra este análisis. Desde que se inventó el “Contenedor” como medio de transporte en el año 1956, comenzó el gran despegue del transporte marítimo masivo contenerizado, se inició el servicio puerta a puerta donde el ahorro de tiempo sería lo que marcaría la diferencia con los otros sistemas de transportes, el no perder días con la nave amarrada para continuar a su siguiente destino hizo que los terminales también evolucionen, el tener una operación más rápida, haría que se optimicen los tiempos, y el contenedor lograba cargarlo abordo o descargarlo sin tener que hacerlo bulto por bulto mejoraba la eficiencia. Los buques se volvieron más tecnológicos y han continuado creciendo en tamaño y capacidad. Antes de la era del contenedor lo importante era llevar la carga de un lugar a otro sin importar las dificultades que existiese para lograr aquello, pero con el pasar de los años la operación portuaria se volvió fundamental para que la industria crezca como lo ha hecho hasta hoy, las grúas portuarias han contribuido mucho al desarrollo de la industria. Con la estandarización del contenedor se logró unificar este medio de transporte volviéndose global, un contenedor podía llegar desde una factoría en el centro de china, pasar por varios medios de transporte y ser entregado en la puerta del cliente. Este sistema se ve sencillo el día de hoy pero hace 60 años atrás era impensado. Chile no ha estado ajeno a esto, ha ido creciendo de la mano del avance pero muy realistas con la economía local, no se espera de aquí a muchos años más tener un flujo de mega barcos llegando todos los días, pero según las cifras de transferencia, los 2 principales puertos chilenos movieron en conjunto lo que movió el principal puerto peruano, que sería el principal competidor de Chile por la ubicación geográfica que le permite potenciar sus terminales. La llegada de los primeros buques ULCV a puertos nacionales también nos plantea si los seguiremos recibiendo y si serán o no un aporte para el desarrollo económico de nuestro país, y determinar si contamos con infraestructura adecuada para seguir atendiendo naves cada más grandes. El gran proyecto del Mega puerto para Chile que se instalaría en zona central del país se aprecia más como un ego político que como una necesidad real del país, si bien nuestro crecimiento aumenta año a año, no se espera que sea explosivo, y es justamente esto lo que justificaría tamaña inversión, lo que si haría falta y sería muy buena alternativa es un nuevo terminal en la zona central retirado del actual. Además del corredor bioceánico que se proyecta en la zona central entre Chile y Argentina ayudaría enormemente a potenciar este Megapuerto. Todo lo anterior es lo que busca explicar esta tesis para mostrar nuestra realidad local con el movimiento de contenedores a través de grandes naves. SUMMARY We are living in a world that is advancing by leaps and bounds, supply and demand are growing in the world, so the shipping industry also goes hand in hand with that, especially container shipping, which is where we will focus on analyzing. Since the "Container" was invented as a means of transport by sea in 1956, the great taking-off of container shipping started, the door-to-door service began, where saving time would be what would make the difference with the other transportations, not losing days with the ship moored to continue to its next destination, made the terminals also evolve, having a faster operation, would make the times are optimized, and the container managed to load it on board or discharge it without having to do parcel by parcel improved the efficiency. Ships became more technological and have continued to grow in size and capacity. Before the era of the container the important thing was to carry the load from one place to
Load more

Recommended publications
  • Container Shipping: Global Fleet and Industry Trends
    CONTAINER SHIPPING: GLOBAL FLEET AND INDUSTRY TRENDS MΠΑΡΙΑΜΗΣ ΕΛΕΥΘΕΡΙΟΣ ΑΚΑΔΗΜΙΑ ΕΜΠΟΡΙΚΟΥ ΝΑΥΤΙΚΟΥ Α.Ε.Ν ΜΑΚΕΔΟΝΙΑΣ ΕΠΙΒΛΕΠΟΥΣΑ ΚΑΘΗΓΗΤΡΙΑ: ΠΑΠΑΛΕΩΝΙΔΑ ΠΑΡΑΣΚΕΥΗ ΘΕΜΑ CONTAINER SHIPPING: GLOBAL FLEET AND INDUSTRY TRENDS ΤΟΥ ΣΠΟΥΔΑΣΤΗ: ΜΠΑΡΙΑΜΗ ΕΛΕΥΘΕΡΙΟΥ Α.Γ.Μ: 3552 Ημερομηνία ανάληψης της εργασίας: 27/04/2015 Ημερομηνία παράδοσης της εργασίας: Α/Α Ονοματεπώνυμο Ειδικότης Αξιολόγηση Υπογραφή ΤΣΟΥΛΗΣ ΠΛΟΙΑΡΧΟΣ ΕΝ 1 ΝΙΚΟΛΑΟΣ ΠΑΠΑΛΕΩΝΙΔΑ ΚΑΘΗΓΗΤΡΙΑ 2 ΠΑΡΑΣΚΕΥΗ ΑΓΓΛΙΚΩΝ 3 ΤΕΛΙΚΗ ΑΞΙΟΛΟΓΗΣΗ Ο ΔΙΕΥΘΥΝΤΗΣ ΣΧΟΛΗΣ : 1 Table of Contents 1. Abstract 2. Introduction 3. History of Container Shipping 4. Construction Size Categories Cargo Cranes Cargo Holds Lashing System Superstructure 5. Fleet Characteristics Flag States Vessel Purchases Scrapping Largest Ships Freight Market Shipping Industry Alliances 6. Container Ports 7. Safety Issues 8. Global Trends Affecting the Supply and Demand in the Container Shipping Industry 9. The Future of Container Shipping Industry 10. Sources 2 1.Abstract In the present project there is a reference to the history of container shipping. A record is made about the construction of a container ship, the global fleet characteristics and the largest container ports. A mention is also given about the safety issues of container vessels and the global trends affecting the shipping industry. In the end there is a note about the future of the container shipping industry. 3 2.Introduction Container ships are cargo ships that carry all of their load in truck-size intermodal containers, in a technique called containerization. They are a common means of commercial intermodal freight transport and now carry most seagoing non-bulk cargo. Container ship capacity is measured in twenty-foot equivalent units (TEU).
    [Show full text]
  • Tendency Toward Mega Containerships and the Constraints of Container Terminals
    Journal of Marine Science and Engineering Article Tendency toward Mega Containerships and the Constraints of Container Terminals Nam Kyu Park 1,* and Sang Cheol Suh 2 1 Department of International Logistics, Tongmyong University, Busan 48520, Korea 2 Institute of Port & Logistics Industry, Busan 48520, Korea; [email protected] * Correspondence: [email protected]; Tel.: +82-010-3575-1004 Received: 25 February 2019; Accepted: 17 April 2019; Published: 6 May 2019 Abstract: This paper focuses on the coping ability of the existing container terminals when mega containerships call at a port. The length of 30,000 TEU (Twenty Equivalent Unit) ships are predicted to be 453 m and occupy 498 m of a quay wall. As a result, the length of berth should be more than a minimum of 500 m. If a 25,000 TEU ship or 30,000 TEU ship call at a terminal, the outreach of QC (Quay Crane) should be a minimum 74.3 m or 81.0 m respectively. As mega ships are calling at the port, the ship waiting time, the available stacking area, and the number of handling equipment can be limited. The analysis reveals that larger ships wait for longer than the smaller ones because they have difficulty allocating the proper seat on berth. As a result of the survey in a terminal, the average occupancy is shown to be 60.4%, the minimum is 52.4%, and the maximum is 73.3%. Surveying the monthly equipment operation rate for 3 years, the average is 85.8%, the minimum is 80.1%, and the maximum is 90.1%.
    [Show full text]
  • Workers' Psychological Support Service 10 Biggest Container
    To be truly radical is to make hope possible, rather than despair convincing - Raymond Williams No. 183 – 14 June 2019 Branch Secretary’s Report – IDC Visit - Workers’ Psychological Support Service 10 Biggest Container Shipping Companies - Top 10 Box Port Operators 2018 – 10 Biggest Ports 10 Biggest Container Ships - Sail Power for Shipping Fleets – Book Review - Cartoon Corner Branch Secretary’s Report by Bob Carnegie watching Sergio gasp at, and enjoy taking many ‘selfies’ THIS WEEK HAS seen the Branch arguing for of the awesome stretch of the area, an appreciation of the members’ rights to work in Townsville with a 3rd major view that never leaves you. stevedoring company intending to start up. We are in a We travelled down the old Gold Coast Highway and very difficult situation in Townsville however the arrived at the Coolie Rocks festival, with all the old 50’s delegates need to be congratulated for keeping the cars, street dancing and celebrations that has become an members together and both Paul Gallagher and Dave annual event in Coolangatta. Sergio was amazed at the Lyons are working hard together trying to get a result. division of the State Border, and we ended up at Tweed Paul Petersen and delegates at Hutchison have been in Heads Twin Towns, where catching up, and thanks to Sydney in the extremely difficult negotiations with this Charlie Gray we enjoyed a lunch and a couple of beers. company which only recently has lost its crown as the After a nice relaxing night at my home, we drove down largest terminal operator in the world.
    [Show full text]
  • New Ways 2 Download
    NEW WAYS NUMBER TWO | 2017 POWERFUL AND GROWING BUSINESS Kiel-hauling of shipping 80 million environmental activists to Östrand Continued turbulence in the container market scalogistics.se 2 EDITORIAL An industrial eco system On June 12, the new SCA was reborn after 88 years as an independent forest and forest products company traded on the Nasdaq Stockholm exchange. The hygiene part of the company is listed The split of the company is a major event, same time, we will put stronger focus on separately as Essity. We are proud to but we as SCA Logistics and a part of sustainability. And often cost-efficient continue as the strong and healthy SCA, SCA will continue to develop cost-efficient solutions, innovations and sustainability and we will retain and build on our good logistics systems including our terminals, interact. Even though we almost never get core values: Respect, Responsibility marine services and forwarding. In fact, support from our politicians, as you can and, Excellence. our focus in developing will be even read on page 16. stronger and with a wider scope. Our old customers are still as valuable, but we will A strong and unique factor to succeed with also to take onboard new customers. our strategy is that SCA Logistics is a part of a solid and sustainable industrial eco The SCA company is “new,” but our system completed with our very important strategy is the same, and we aim to bring co-workers, the ones with the knowledge our customers’ production and products and the ability to make it all happen.
    [Show full text]
  • Roberts Bank Terminal 2 Public Hearing Undertaking #36 | Page 1 Figure UT36-1 Types of Container Ships Calling Weekly at Roberts Bank Container Terminals (2035)
    Undertaking #36 – Vessel Class Descriptions Undertaking VFPA to provide a table that presents vessel classes and their associated main engine sizes, their design speed, and their cruising speeds. VFPA Response The table provided in Appendix UT36-A presents the requested information regarding container vessel class characteristics by summarizing the main engine size (in Megawatts), maximum design speed (in knots), and cruising speed (in knots) for representative vessels for each vessel class. Additional information is provided below regarding potential effects considering the increased use of larger container vessels in the future with the Project. As indicated by Mercator International in its report entitled Roberts Bank Terminal 2 Container Vessel Call Forecast Study (the Mercator Study; CEAR Document #1362 1), there have been developments in the container shipping industry, such as an accelerated trend toward larger ship sizes and the formation of new service alliances among others, which motivated the port authority to seek validation of earlier vessel call forecasts presented in the EIS and Marine Shipping Addendum (MSA). As shown in the Figure UT36-1 below, two vessels from the Large Post-Panamax (PPX) class are projected to be replaced by a Neo-Panamax (NPX) and an Ultra-Large Container Ship (ULCS) in the future (2035), should the Project proceed. In 2035, without or with RBT2, the number of vessels calling weekly at Port of Vancouver container terminals will be 15. Additional information is provided below to support the conclusions presented in the response to Undertaking #2 from the January 30, 2019 Information Session (CEAR Document #1473 2) and the response to Request #3 from the Panel’s letter dated February 22, 2019 (CEAR Document #1547 3), that potential effects from the increased use of larger container vessels in the future with RBT2 will not differ from the potential effects in the future without RBT2.
    [Show full text]
  • Trans News 2016
    a weekly update a weekly update 23 May, 2017 I Vol - 26 Saudi Arabia Becomes 55th State to Ratify BWM Treaty Saudi Arabia has ratified the Ballast Water Management (BWM) Convention, which is scheduled to enter into force on September 8, 2017. Saudi Arabia deposited its instrument of accession with the International Maritime Organisation (IMO) on April 27. The accession brings the number of contracting parties to the convention to 55, representing 53.67% of world's merchant shipping tonnage. Adopted in 2004, the treaty aims to counter the threat to marine ecosystems by potentially invasive species transported in ships' ballast water. Under the convention's terms, ships will be required to manage their ballast water to remove, render harmless, or avoid the uptake or discharge of aquatic organisms and pathogens within ballast water and sediments. Oman Post partners with Fetchr for customer delivery solutions Fetchr, a delivery-business and customer technology application using its patented mobile technology solutions, is partnering with Oman Post to deliver the technology-backed delivery solutions. Fetchr is currently operational in the United Arab Emirates (UAE), Saudi Arabia, Egypt and Bahrain, with plans to expand its footprint in Middle East and North Africa (Mena) region and beyond, said a press release. “Fetchr has demonstrated impressive growth since our initial investment in 2015,” said Scott Sandell, managing general partner at NEA and Fetchr board member. “They are revolutionising global e-commerce by enabling delivery access via mobile (in contrast to the traditional requirement of a physical address).” Fetchr's innovative and technological edge in an antiquated industry comes at a time when e-commerce is growing in the Mena region and there has been a lot of focus on the delivery industry to enable the growth of ecommerce.
    [Show full text]
  • Daewoo Shipbuilding Chief Confident of Turnaround in Q1 Troubled Daewoo Shipbuilding & Marine Engineering Co
    DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 – 107 Number 107 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Sunday 16-04-2017 News reports received from readers and Internet News articles copied from various news sites. Dockwise BLACK MARLIN with crane Barge onboard at Umm Qasr Photo : Capt Alexander Belousov Master Black Marlin (c) Make Time For Safety. It Is Better To Be 5 Minutes Late In This Life Than Many Years Early In The Next. Distribution : daily to 37.000+ active addresses 16-04-2017 Page 1 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 – 107 Your feedback is important to me so please drop me an email if you have any photos or articles that may be of interest to the maritime interested people at sea and ashore PLEASE SEND ALL PHOTOS / ARTICLES TO : [email protected] If you don't like to receive this bulletin anymore : To unsubscribe click here (English version) or visit the subscription page on our website. http://www.maasmondmaritime.com/uitschrijven.aspx?lan=en-US EVENTS, INCIDENTS & OPERATIONS Above banner designed by Alexander Sinke The sheerlegs MATADOR under tow of the PIETER L and ithe MATADOR 3 under tow of the JAN LEENHEER followed by the Russian flagged general cargo vessel BARENTS in the port of Rotterdam Photo : Warner Leijenaar (c) At least 11 dead in Indonesian boat accidents At least 11 people were killed on Thursday (Apr 13) in two separate boat accidents on Indonesia's main island of Java, officials said. Five others were reported missing in the waters of a vast archipelago that relies heavily on boat transport but has a poor safety record.
    [Show full text]
  • In This Issue
    THE The magazine of thePILOT United Kingdom Maritime Pilots' Association AUTUMN 2017 No. 323 In this issue: Regional Committee News Houston Pilots Narrow Channels UK Ports Conference Report Autonomous Ships EMPA Football Piloting vessels outside your CHA Image: Approaches to the Haven Ports by M Robarts M by Ports Haven the to Approaches Image: Chairman's Report John Pearn A recent communication from the be an increased emphasis on local MCA to the UKMPA, regarding a contributions. Pilots frequently are noncompliant vessel reinforced this the focus of local interest stories. clause. "I'm also mindful that the Such examples are the recovery hapless pilots shouldn't have to make of redundant oil platforms on the the call in such or similar situations, Tees and the excellent cooperation however, to really lend the issue between pilots and the RN regarding of personnel-safety due credibility the new aircraft carrier at Rosyth it will be very beneficial if they do and Portsmouth. In order to keep take a tough stand, consistently and the UKMPA website and magazine Many of us consider pilotage to collectively, and simply refuse to fresh and relevant, the webmaster be a localized industry. However, board if circumstances of the case and magazine editor would welcome our practices are often decided by do permit so." any port, pilotage or shipping related other persons and organisations. news that you have. These can be The UKMPA attends many meetings Please do your part, by becoming either locally relevant issues or larger to ensure that pilots interests and familiar with the pilot ladder events.
    [Show full text]
  • Fellow Pilots
    ISSUE NUMBER 45 / JANUARY 2019 THE JOURNAL OF THE INTERNATIONAL MARITIME PILOTS’ ASSOCIATION IN THIS ISSUE: A MESSAGE FROM THE PRESIDENT 1 Message from the President Fellow Pilots, 3 Message from the The ancient Greeks created the myth of Sisyphus – who everyday for eternity had to roll Secretary General an immense boulder up a hill only for it to roll down when he neared the top – perhaps to illustrate how laborious life can be. 4 Roundtable of Ports Organisations I sometimes feel that our collective effort in engaging decision-makers in our respective 6 Keeping watch at IMO jurisdictions shares similarities with Old Sisyphus’ days. Nowhere is this more evident perhaps than in respect of questions related to the need for pilots to be insulated from Recommendations on undue commercial pressure, so as to be able to systematically focus on safety first. BRM Courses for Maritime Pilot When one reviews how pilotage systems are Although the value of this model is 7 Contract out on IMPA structured internationally, it rapidly becomes demonstrated literally every day around the President? evident that the vast majority of jurisdictions world with pilots safely conducting vessels in have concluded that the public interest, and challenging, high-risk waters, it never ceases 8 Electric pilot boat project marine safety, are best served through pilotage to amaze me how this most basic principle services being provided, on an exclusive remains under siege. 10 Get to Know your Executives basis, by a single group of pilots in any given compulsory area – pilots who can truly exercise For example, one recent situation that is cause 11 IMPA welcome new their best professional judgement in a context for concern has to do with a study conducted member where they are free from commercial pressure.
    [Show full text]
  • A Review of Factors Associated with Seamless Flow of International Trade Through Terminals: a Case of Dar Es Salaam and Mombasa Ports
    A Review of Factors Associated with Seamless Flow of International Trade through Terminals: A Case of Dar es Salaam and Mombasa Ports Kenya Tanzania Uganda Zambia Table of Contents Acronyms and Abbreviations ............................................................................................................................................................................iv Introduction ....................................................................................................................................................................................................................1 Background .....................................................................................................................................................................................................................1 Survey Objectives ........................................................................................................................................................................................................2 Methodology and Data Presentation .............................................................................................................................................................2 General Trend of Seaborne Trade .....................................................................................................................................................................2 Ocean Freight Rates ...................................................................................................................................................................................................4
    [Show full text]
  • Cascading Effects and Optimal Network Configuration Design for Liner Shipping
    Erasmus University Rotterdam MSc in Maritime Economics and Logistics 2017/2018 Cascading Effects and Optimal Network Configuration Design for Liner Shipping by Rafiazka Millanida Hilman copyright © Rafiazka Millanida Hilman Acknowledgement Hartelijk dank dat ik StuNed-beurs heb mogen ontvangen, hierdoor was ik in staat om mijn studie in Nederland te vervolgen. Het was ondenkbaar om aan de andere kant van de wereld een masteropleiding te volgen zonder de steun van het Koninkrijk der Nederlanden. Lieve Prof. dr. Ir. Rommert Dekker, Dank u wel voor deze kans en ik wens u het beste. Lieve mijn ouders, Ik ben jullie dankbaar voor de steun en vrijheid die jullie mij geven om mijn eigen keuzen te kunnen maken. Lieve het leven van mij, Ik heb gezegd. Ik ben tot de tanden gewapend. Doe maar gewoon, dan doe je al genoeg. ii Abstract Container liner shipping gains it centrality in the maritime transportation research along with the growth of seaborne trade. Global trade performance at higher speed brings twofold impact. The attractiveness of economies of scale captures the attention of major container liner as lower shipping cost per TEU may allow thicker profit margin. The deployment of Ultra Large Container Vessel (ULCV) afterwards is motivated by the aforementioned assumption. Consequently, persistent entrance of ULCV could exacerbate overcapacity condition. Falling transportation cost per TEU and tightening competition among shipping liners are the critical implication to which container liner should deal with. Most of ULCV are phased into Asia-Europe route due to demand hike within this trade lane. A swing in preference of the container liners towards ULCV triggers reallocation of ship assignment.
    [Show full text]