Ports and Shipping

Mar del Plata cuenta con un puerto marítimo de ultramar, primariamente pesquero (concentra el 60% de la pesca en la Argentina) y, secundariamente, petrolero, cerealero y de explotación turística con, además, un área exclusivamente militar, actual asiento de la Base Naval Mar del Plata de la Armada Argentina.

El calado máximo permitido del puerto es de 32 pies, y opera con buques tanques petroleros, buques frigoríficos, buques de pasajeros, buques pesqueros y bulk carriers, y es un puerto artificial protegido por dos importantes...

This is an earlier and substantially lengthier version of the European Commission’s Green Paper on Ports and Maritime Infrastructure, which I had prepared as a member of Commissioner Neil Kinnock’s wise men group.

The Green Paper has often been described as the most influential port policy document ever produced by the EC. The current version does not in any way commit the European Commission and interested readers are advised to refer to the final version of the Green Paper as published by the EC.

The present work requires careful and persistent reading so that the reader bypasses the necessary bureaucratic 'superficiality' and identifies my core arguments which, I am happy to say, have not changed to the slightest in the 15 years since its publication. Many of these arguments had been described as ‘politically dangerous’ and, consequently, did not find their way into the Green Paper. I quote one of them in p.7 (emphasis added):

…The Commission’s White Paper on the future development of the common transport policy  laid down a new vision for transport policy, following the principle of sustainable mobility; i.e. a strategy that acknowledges the need for a more balanced transport system that would fulfil its economic and social role while, at the same time, containing its effects on the environment. The overall objective of such an approach, as clearly described by the European Parliament , is to …promote sustainable, efficient transport systems which meet the economic, social, environmental and safety needs of European citizens; help reduce regional disparities; and enable European business to compete effectively in world markets… Again, the ‘challenge’ is apparent: a more balanced  pan-European transport system with the above objectives is in stark contrast with hub-porting; concentration of traffic to selected ports; longer distances; and consequent transport externalities. It is thus increasingly felt that the European Commission needs to depart from its all-pleasing ‘statements’ and make hard-nosed decisions in order to effectuate its cohesion and regional development objectives which are the overarching ones…(unquote).

A closing note of caution on my use of the word 'superficiality': With remarkable consistency, European institutions involved in the maritime sector have been focusing all along on issues such as safety and environmental protection; issues which, among others, have allowed the proliferation of various monopolies in the port sector. I believe this has not happened accidentally. I believe instead that the focus on the ‘secondary’ has obscured and diverted attention from the ‘primary’, which comprises the ‘politically sensitive’ issues of port pricing; infrastructure financing; state aids; transparency of port accounts; and, finally, a European ‘port governance’ model.

Since its appearance in 2003, the what has come to be known as “The Erasmus Report” has been making headlines throughout the world. This, mainly due to its finding that “liner shipping conferences have a stabilizing effect on freight rates and are thus a low cost ‘necessary evil’ for trade promotion and for the survival from destructive competition of this most crucial of industries”.

Unfortunately, this result was not to the liking of DG COMP who, as it became clear, had already made its decision to do away with conferences, expecting the Erasmus Report to just rubber stamp its decision. Ten years later (2012) the Report continues to prove how right it was. European shippers now vehemently complain about rate volatility and this is just music to my ears.

During the last decade, new technologies have pushed organizations to innovate their business models. In particular, Industry 4.0 and the Internet of things (IoT) have called for their own business models, in order for them to live up to their potential as sources of value and revenues. Seaports have not been alien to this trend. As key nodes in the global supply chain and logistic networks, some of them have evolved towards a new value-generating and community-focused model, categorized as the fifth generation (5G) port. This research paper explores what impact does IoT technology will likely have in the evolution of seaports business models, as well as the role that institutional initiatives play in such evolution. To do so, a case-study is presented about the Port of Barcelona, and the strategic policies that it has adopted in the context of the Belt and Road Initiative developed by the Chinese government. The case shows, though not conclusively, a relationship between IoT technology and the adoption of a 5G business model.

Indian maritime sector, which is instrumental in carrying 95% Indian trade volume and 65% of the trade value, plays a crucial role in its socio economic growth. Globally India ranks 2nd in ship recycling, 21st in ship building and 5th in supplying trained manpower to this sector. Maritime India Vision 2030 (MIV2030), a blueprint for the coordinated and accelerated growth of Indian maritime sector, has been formulated by the Ministry of Port, Shipping and Waterways, Government of India with an objective of propelling India to the forefront of Global Maritime Sector in the next decade.

MIV 2030 outlines ten key themes, ranging from development of world class port infrastructure with well-coordinated multimodal transport chain to enhancement of maritime education, research and training, which are essential for overhauling Indian maritime sector and place India in a Global Maritime Leadership position.

MIV 2030 has been prepared after extensive consultations with all stakeholders and it identifies 150+ initiatives across various maritime sectors like ports, shipping and waterways. Port related initiatives focuses on capacity augmentation, operational efficiency improvement, port driven industrialization and creating safe and sustainable world class port to address Indian trade volume needs while reducing logistics costs through better evacuation and cost effective processes.

MIV 2030 expects an investment of INR 3,00,000-3,50,000 Cr across ports, shipping and inland waterways categories. Also, is estimated to help unlock INR 20,000+ Cr worth of potential annual revenue for Indian Ports. Further, about 20,00,000+ direct and indirect jobs in Indian maritime sector is expected to be created.

This paper focuses on the port sector and tries to analyze various initiatives and recommendations made in MIV 2030 to make Indian ports more smart, safe, economic sustainable and green.

The training of seafarers has been practically oriented with young boys often enlisting at the age of 12 where they performed a range of duties concerned with the operation and upkeep of deck department areas and equipment. They were rated as seafarers when they were 16 years old having mastered all skills associated with their rank. To rise to the rank of an officer the sailor had to pass an examination of all aspects of seamanship. Training of seafarers was very much "on the job" and long durations of service were required to prove one’s worth.

In our days the demand for sea transport is in great importance. The commodities that are transported have many differences on the type and on the groups that they divided into.

Below there will be a presentation of the demand in our days for the sea transport and how this demand can be examined as a direct or not. The below project is separated into four (4), in my opinion, chapters and each one has divided into sub-chapters, so as to be understood that all the chapters are connected each other. The terms that examined in my project are all linked to the today's and tomorrow's phase of the shipping market and are all updated. However, it is well mentioned that the structure of the shipping market hasn't changed more, since their first steps after the World War II, when the demand for sea transport was in her maximum level. Since then, the commodities are traded in almost the same rhythm with differences in the types of goods and the number of the consumers, which now is more.

Begging from the first chapter, I make a presentation of the nature of transport demand. It is a part that cannot be examined correctly, if we neglect the fact that it is very important and vital term in our daily life. Of course, we have to consider the factors that affect the product's service, which are all connected each other and these are the price, the speed, the reliability and the security. They are also important the factors that determine the demand for the specific product. These are the tastes of the consumers, the number of consumers, the consumers' incomes, the prices of the related goods and finally the expectations of the consumers about future prices and incomes. In this part of presentation, I have to say that all the factors are not same and they are factors that can be settled as direct and indirect. The direct ones, are the speed, the safety, the reliability and the freight market. On the other hand, the indirect are all the factors that affect the demand or supply in the product's market.

Continuing my presentation, in the second chapter I am doing a report about the commodities that are traded by sea and their groups. This is a very extensive chapter, due to the fact that they exist, and so they are traded, many types of many commodities. These are divided into some groups so as to be easily accessed and examined each time. So, the commodities that are traded are collected from the Agricultural family, the Metal industry group, the forest products, the energy sector and other manufacturers and industrial materials. In today's shipping market, they are traded many types and many groups of different commodities. From bulk grain to ores and minerals. All these types of goods have not a common type of transportation and stowage, and that's why they are not available in the same time and price from other products. This division created the need for being categorized in bulk cargo and general cargo. Another type of goods being transported is the dangerous goods. In this category they belong specific commodities, which are all identified and selected from the IMO (International Maritime Organization), and divided into nine (9) classes depending on the dangerous level they belong to. The IMO also makes frequent revisions in the classes and in the types of stowage and handling with care of these goods.

In the third chapter, I make a review to the world economy in connection to the demand for sea transport. The aim of this chapter is to locate and explain the main terms that compose the meaning of demand. These are all connected and co-exist in the world economy. Terms like the freight rate market, the types of freight that exist, the Parcel Size Distribution Function (PSDF) are all relevant to the understanding of the demand for sea transport. In the presentation of the PSDF, there is also a sub-chapter explaining the purpose of this function, which is important too, including the factors that affect the shape of the PSDF.

Ending, in the fourth chapter, I selected to present all the costs that compose the transportation of the commodities demanded, from one place to another. The expenses arising from the transport of the goods, can be examined and divided into two main parts. The maritime transport costs and the overland transport costs. In the first case, the costs are al the expenses demanded for the safely transportation of the goods by sea. This include wages for the crew, fuel consumption, indemnity charges, perils, fees and port dues, operating costs, repairs and maintenance costs. The second part of costs are the overland costs and they are the expenses from the time the goods leave the ship till the time they arrive in the final destination, which is the consumers. In this case, we find costs for the warehouses, wages for the workmen, expenses arising from the operation of the railway or any other transport system the port has, the use of FLTs and many others.

The OECD International Transport Forum (ITF) brings cruise and cruise ports at the centre of  discussions during the 2015 ITF/OECD Summit on "Transport, Tourism and Trade", with PortEconomics  co-director Thanos Pallis preparing the background discussion Paper to inform the high-level discussions that took place during the summit

2015 ITF Paper Pallis

The report covers the state of the art and growth potential of cruise shipping (Chapter 1), the characteristics, performance and competition of modern cruise ports (Chapter 2), and the major challenges that need to be addressed in order to secure the continuous and sustainable growth of the industry (Chapter 3).
The paper aims is to contribute to the understanding of the transport sector and to provide inputs to cruise related initiatives and transport policy design.

Oman's free zone leaders discuss their outlook and strategies for growth in 2018.

A breakdown of data trends and forecasts for the logistics and transportation sectors.

Oman's Vision 2020 and the Logistics Strategy 2040 for free zone investors.

This article presents results from the first statistically significant study of cost escalation in transportation infrastructure projects. Based on a sample of 258 transportation infrastructure projects worth US$90 billion and representing different project types, geographical regions, and historical periods, it is found with overwhelming statistical significance that the cost estimates used to decide whether such projects should be built are highly and systematically misleading. Underestimation cannot be explained by error and is best explained by strategic misrepresentation, that is, lying. The policy implications are clear: legislators, administrators, investors, media representatives, and members of the public who value honest numbers should not trust cost estimates and cost-benefit analyses produced by project promoters and their analysts.

Ports, as well as the load transfer, performs the coordination of many commercial and legal
processes. They are also in relationship with a lot of organizations or people at the same time
during such activities, such as shippers, exporters, importers, logistics companies, public
authorities, banks, insurance companies. Through this process, the ports are making a
significant contribution to the national economy. Ports have own types of services and
operational processes. Even if a port staff delays his job the entire service slows down because
all processes directly connected with each other. The most important component of ensuring
the effectiveness and efficiency of ports is human resources. Human mind is the most important
difference that distinguishes humans from other species. The mind is a phenomenon that
developing and strengthening by education. So the port staff needs to get a good education for
the development of ports. The purpose of this study is to determine the educational needs of
port staff according to the needs of port sector. Program content in undergraduate and graduate
levels at the universities concerned before working with port operations were examined in this
context. In this context the program contents examined first at the undergraduate and graduate
levels in the universities concerned with port operations. Then the educational needs of the port
industry are set out. Later the compatibility of the current situation with the sector needs is
examined. As a result of aforementioned study, it has been determined that current situation is
not fully meeting the sector needs. According to the identified results, new proposals have been
made based on the needs of the sector.

For a totally revised, extended and updated version/paper, see: "Gigantism in container shipping, ports and global logistics: a time-lapse into the future"  (freely downloadable from the link below).

https://link.springer.com/article/10.1057/s41278-018-00116-0

This paper examines several interrelated aspects of maritime connectivity within the Roman Mediterranean. First, it considers Fulford’s suggestion of a divide between eastern and western trading zones along the North African coast in the light of new discoveries since the publication of his article in Libyan Studies in 1989. Some evidence supports his analysis; the distribution of Italian bricks imported as return cargoes to North Africa does not extend east of the Gulf of Sirt; by contrast the identifiable exports from Cyrenaica go north up the Adriatic but not west to Tripolitania. However, the imported finewares at Berenice (Benghazi) in the third century AD are almost exclusively African Red Slip ware from Tunisia, though it is unclear if they have been imported directly (as clearly occurred much earlier with the import of Punic cooking wares to Cyrenaica), or as return cargoes from an intermediate entrepôt such as Portus. The idea of a certain amount of traffic along the North African littoral is supported by the epigraphic evidence suggesting Alexandrian worshippers at sanctuaries of Isis and Sarapis at major North African ports west of the Gulf of Sirt, who may be part of trading diaspora communities, of the kind attested at Puteoli and elsewhere. Such trading communities at major ports suggest regular mercantile connections on established routes, with knowledge about general market demand (if not actual price levels) at distant ports, and sometimes contacts between known trading partners. The glass industry is considered as a case study illustrating the geographical integration of the Roman economy through maritime networks between ports. Roman glass production relied heavily on large-scale primary production of raw glass in the Levant, using natron imported from Egypt. The raw glass was then shipped around the Roman world to secondary production centres where it was transformed into a final product; the different stages of production were linked by long-distance maritime trade routes. Finally, the paper examines how port structures, capacities and facilities might relate to and reflect the patterns of maritime trade in antiquity. The type and size of port infrastructure and harbour capacity can help to construct hierarchies of ports, ranging from villa harbours to major entrepôts like Portus, and to suggest connections between them within regional hierarchies. It is noteworthy that some of the villa harbours of the Roman period could accommodate sizeable sea-going ships capable of undertaking open-water voyages to distant emporia.

A facility has to be constructed in the Port to receive ships of sizes 65,000 – 1,50,000 DWT with all necessary arrangements for ship berthing, coal unloading from ship, coal conveying, coal stacking & reclaiming facilities with in the port area, loading to railway wagons & trucks and transportation. The location of the jetty, alignment of conveyors and buildings etc

This paper examines several interrelated aspects of maritime connectivity within the Roman Mediterranean. First, it considers Fulford’s suggestion of a divide between eastern and western trading zones along the North African coast in the light of new discoveries since the publication of his article in Libyan Studies in 1989. Some evidence supports his analysis; the distribution of Italian bricks imported as return cargoes to North Africa does not extend east of the Gulf of Sirt; by contrast the identifiable exports from Cyrenaica go north up the Adriatic but not west to Tripolitania. However, the imported finewares at Berenice (Benghazi) in the third century AD are almost exclusively African Red Slip ware from Tunisia, though it is unclear if they have been imported directly (as clearly occurred much earlier with the import of Punic cooking wares to Cyrenaica), or as return cargoes from an intermediate entrepôt such as Portus. The idea of a certain amount of traffic along the North African littoral is supported by the epigraphic evidence suggesting Alexandrian worshippers at sanctuaries of Isis and Sarapis at major North African ports west of the Gulf of Sirt, who may be part of trading diaspora communities, of the kind attested at Puteoli and elsewhere.

Such trading communities at major ports suggest regular mercantile connections on established routes, with knowledge about general market demand (if not actual price levels) at distant ports, and sometimes contacts between known trading partners. The glass industry is considered as a case study illustrating the geographical integration of the Roman economy through maritime networks between ports. Roman glass production relied heavily on large-scale primary production of raw glass in the Levant, using natron imported from Egypt. The raw glass was then shipped around the Roman world to secondary production centres where it was transformed into a final product; the different stages of production were linked by long-distance maritime trade routes.

Finally, the paper examines how port structures, capacities and facilities might relate to and reflect the patterns of maritime trade in antiquity. The type and size of port infrastructure and harbour capacity can help to construct hierarchies of ports, ranging from villa harbours to major entrepôts like Portus, and to suggest connections between them within regional hierarchies. It is noteworthy that some of the villa harbours of the Roman period could accommodate sizeable sea-going ships capable of undertaking open-water voyages to distant emporia.

Megaproject Planning and Management: Essential Readings contains the seminal articles from the growing body of research on megaproject planning and management along with an original introduction by the editor, Bent Flyvbjerg. The leading and most cited authority in the field, Flyvbjerg has used crowdsourcing and 25 years of experience to cherry-pick from several hundred articles and books the writings that define the field. This volume will be an indispensable source for those wishing to speak with authority about how megaprojects are prepared, delivered, and fought over. The target audience is students, academics, practitioners, and media pundits alike, as well as communities affected by megaprojects.

A native of Bruges (now part of Belgium), Jacques de Coutre was a gem trader who spent nearly a decade in Southeast Asia in the early 17th century. In addition to a substantial autobiography written in Spanish and preserved in the National Library of Spain in Madrid, he wrote a series of memorials to the united crown of Spain and Portugal that contain recommendations designed to reverse the decline in the fortunes of the Iberian powers in Southeast Asia, particularly against the backdrop of early Dutch political and commercial penetration into the region. Translated into English for the first time, these materials provide a valuable first-hand account of the bigger issues confronting the early colonial powers in Southeast Asia, and deep insights into the societies De Coutre encountered in the territory that today makes up Singapore, Malaysia, Thailand and the Philippines.

The barge unloaders shall be electric powered,travelling gantry mounted portal with boom & traversing trolley and with Grab attachment and provision of lifting beams & lifting hooks of suitable capacity. The BARGE UNLOADERS shall be suitable for continuous high speed intensive iron ore handling duty. The structure shall be of welded construction. For major load carrying member, as far as possible, welded plate girders or box girder construction shall be used. Welding at site shall not be permitted, except in very special instances and all joints shall be designed for bolted assembly with high strength friction grip bolts. The BARGE UNLOADERS shall be supplied with Equipment Management System (EMS) for condition monitoring, fault diagnostics, service maintenance and operational data etc. All the structures shall be designed to have adequate fatigue life for the duty without structural repairs and adequate stiffeners shall be provided to prevent sway under dynamic loadings.

Back cover text: Megaprojects and Risk provides the first detailed examination of the phenomenon of megaprojects. It is a fascinating account of how the promoters of multi-billion dollar megaprojects systematically and self-servingly misinform parliaments, the public and the media in order to get projects approved and built. It shows, in unusual depth, how the formula for approval is an unhealthy cocktail of underestimated costs, overestimated revenues, undervalued environmental impacts and overvalued economic development effects. This results in projects that are extremely risky, but where the risk is concealed from MPs, taxpayers and investors. The authors not only explore the problems but also suggest practical solutions drawing on theory, experience and hard, scientific evidence from the several hundred projects in twenty nations and five continents that illustrate the book. Accessibly written, it will be the standard reference for students, scholars, planners, economists, auditors, politicians and interested citizens for many years to come.

Annual report of the Spanish Shipowners Association on the shipping market in 2018-2019 seaborne trade, supply, demand, freight levels, shipbuilding market, Spanish seaborne trade, Spanish merchant fleet, shipping policy. This is the English version. A version in Spanish is also available.

As attached file, you will find information on the third call for contributions for the 7th International Colloquium on the Governance of Atlantic Ports, which will be held on October 27 and 28, 2022 in Santander (Spain).

Due to financial and health problems and the uncertain times we live in, the conference will have a hybrid modality (face-to-face and online). Telematic assistance will be prioritized for participants from Latin America, Africa, and Asia.

Oral papers will be selected for publication (after peer review process). The organization will inform later about the instructions for sending the proposals.

Researchers under 35 years of age are encouraged to participate. All registered participants who take part in the conference and are under 35 years old will be candidates by default. The Scientific Committee will examine the quality of the communication, as well as its presentation in the conference. The name of the chosen person will be made public later, once the Colloquium is over. The winner will receive an honorary diploma issued by the Scientific Committee of the Network. In addition, his/her communication will be included in the collective publication of the Conference. The prize can leave vacant.

The deadline for submitting proposals is July 15, 2022. Notification of acceptance will be sent before July 30, 2022.

Proposals must contain a title and abstract in one of the official languages of the Network (Spanish, French, Portuguese or English), of 500 words maximum and a biographical summary of 250 words. This information must be sent to: https://forms.gle/41QFPxanauTGUJuW6 before July 15, 2022. The acceptance of the proposal will be informed by email before July 30, 2022. Proposals sent before the postponement of the Colloquium have been retained by the Scientific Committee.

For more information, consult the attached document or you can visit the Network website https://gobernanzapuertosatlanticos.jimdosite.com/

The article first describes characteristics of major infrastructure projects. Second, it documents a much neglected topic in economics: that ex ante estimates of costs and benefits are often very different from actual ex post costs and benefits. For large infrastructure projects the consequences are cost overruns, benefit shortfalls, and the systematic underestimation of risks. Third, implications for cost–benefit analysis are described, including that such analysis is not to be trusted for major infrastructure projects. Fourth, the article uncovers the causes of this state of affairs in terms of perverse incentives that encourage promoters to underestimate costs and overestimate benefits in the business cases for their projects. But the projects that are made to look best on paper are the projects that amass the highest cost overruns and benefit shortfalls in reality. The article depicts this situation as ‘survival of the unfittest’. Fifth, the article sets out to explain how the problem may be solved, with a view to arriving at more efficient and more democratic projects, and avoiding the scandals that often accompany major infrastructure investments. Finally, the article identifies current trends in major infrastructure development. It is argued that a rapid increase in stimulus spending, combined with more investments in emerging economies, combined with more spending on information technology is catapulting infrastructure investment from the frying pan into the fire.