Abstract

The port of Barranquilla is located on the western margin of the Magdalena River, 22 km before the river mouth at the Caribbean Sea. Nowadays, it is ranked fourth among the biggest ports of the country in terms of cargo volume. Nevertheless, it has problems for navigation throughout his access channel due to the accumulation of the sediments dragged by the discharge of the river, which has caused the port to loss competitiveness in comparison with other deepwater ports of the region like Santa Marta and Cartagena. This problem demonstrates the lack of a policy of maintenance of the access channel that guarantees the entry and exit of large vessels at any time. Even so, the port has a promising future, based on the reactivation of the navigation throughout the Magdalena River. Therefore, the presence of the port of Barranquilla will be key in order to connect inland factories with the Caribbean Sea through the Magdalena River. RESUMEN: El puerto de Barranquilla se encuentra ubicado sobre la margen occidental del río Magdalena, a 22 km de la desembocadura del río en el mar Caribe. En la actualidad, es el cuarto puerto más importante del país por volumen de carga transportada. Sin embargo, presenta problemas para la navegación a lo largo de su canal de acceso por la acumulación de los sedimentos arrastrados por la corriente del río, lo que ha hecho que pierda competitividad frente a otros puertos de aguas profundas como Cartagena y Santa Marta. Este problema evidencia la falta de una política de mantenimiento del canal que garantice la entrada y salida de grandes embarcaciones al puerto en cualquier momento. Aún así, el puerto cuenta con un futuro prometedor, ya que en los próximos años se planea realizar importantes inversiones para reactivar la navegación por el río Magdalena y el puerto de Barranquilla será la pieza clave para conectar el interior del país con el mar Caribe por medio del río Magdalena. Document type: Report

Abstract

The inherent complexity of the port city has drawn attention from a vast number of scholars belonging to a variety of scientific fields. While a full and exhaustive review would reach beyond the scope of this chapter, it proposes evaluating the level of cohesion of port-city research through a classification of main study areas and their outcomes. Multiple definitions of the port city are both a cause and a consequence of the fragmentation of port-city research. There is a necessity refining the status of port-city research within mainstream approaches on either ports or cities.

Abstract

http://www.ashgate.com/default.aspx?page=637&calcTitle=1&title_id=9422&edition_id=12022; The interaction between port activities and regional development has caught the attention of various scholars and decision-makers worldwide. However, without a clear definition of the port region, confusion remains between a group of neighboring ports (e.g. façade, range) or an inland service area of a given port (e.g. hinterland). Considering the socio-economic characteristics of regional units around ports is proposed as a possible solution for international comparison. Main results show that in developed countries, specialization in the industrial sector has a negative impact on port performance, while unemployment, GDP, and service concentrations have a positive influence on traffic. This confirms the effects of globalization on port region

Abstract

The paper presents slewing port cranes with a luffing jib. The advantages of slewing port jib cranes are high lifting capacities, high speeds of re-loading and excellent mobility since they are capable of load lifting, travelling, luffing and slewing. The paper gives a detailed description of their characteristics such as the highest reached load-carrying capacities, speeds of motion and accelerations. It also presents the crane assembly, driving mechanisms, loads and load cases, transport by ships and testing of lifting capacity. As a practical example, the paper presents the slewing port jib crane with the capacity of 25/15/5 t at a 27/37/40 m radius made by the Slovenian companyMetalna Maribor for the shipyard 3. Maj, Rijeka, Croatia. V članku so predstavljeni vrtljivi pristaniški žerjavi z nagibno ročico. Odličnost vrtljivih pristaniških žerjavov se kaže predvsem v njihovih velikih nosilnostih in hitrostih pretovarjanja ter izredni gibljivosti, saj omogočajo dvigovanje bremen, vožnjo, nagibanje in vrtenje. V članku je podrobneje podan opis njihovih značilnosti kot so največje dosežene nosilnosti, hitrosti gibanja in pospeški. Prikazani so tudi sestava in pogonski mehanizmi žerjavov, delujoče obtežbe in obtežni primeri, ladijski transport in preizkus nosilnosti. Kot praktični primer smo predstavili vrtljivi pristaniški žerjav nosilnosti 25/15/5 t pri dosegu 27/37/40 m, ki ga je slovenska firma Metalna Maribor izdelala za ladjedelnico 3. Maj, Rijeka, Hrvatska.

Abstract

The growth in container transport volumes, the increase in the size of ships and the concentration of flows through a limited number of port hubs require higher capacity on hinterland connections. Road transport now accounts for most of the connections between ports and hinterland areas in Europe, resulting in port congestion associated with delays, waiting lines and increased permanence of ships and cargo in the port. This translates into additional costs and a negative environmental impact. In most cases, the development of rail transport becomes part of the solution to this problem. The current study contributes to the development of the strategy of the Port of Valencia in order to increase the rail modal share for import/export cargo through the definition and feasibility analysis of an innovative Just-In-Time (JIT) Rail Shuttle service for a key port-hinterland corridor in Spain connecting Valencia with Zaragoza. The proposed solution aims to directly unload the containers from the ship and load them onto trains, in order to minimize the movement of containers at the terminal and to operate as an “air bridge” at the airports, so that the shuttle makes round trips within one day and the containers are loaded on the first available JIT rail service. In order to minimize the cost per unit transported the feasibility study includes designing the operational solution, service characteristics, the requirements of the information system and the definition of the business models needed for its implementation.

Abstract

Sustainability issues in the field of shipping, port and maritime logistics, commonly known as the maritime transport and logistics industry, have historically received less stakeholder attention as compared to aviation and overland freight sectors. However, as International Maritime Organization (IMO) regulations on ships and port/city interaction has increased since 1997, the stakeholders in the industry have gradually started paying attention to sustainability issues, across all the sectors, such as, aviation, land transport, and supply chain. As a result, the industry has accumulated a significant body of academic research outcomes over the last two decades. This Special Issue aims to examine the various themes in recent sustainability studies, particularly relating to shipping, port, and maritime logistics, and identify and discuss the key topics emerging in sustainability in the industry. It will contribute to increasing industry stakeholders’ understanding of the current situation in sustainability, assist them in the design of appropriate managerial insights and help them develop appropriate sustainability policies for the industry. Document type: Article

Abstract

"jats:p" Determination of efficiency and optimization harbour tug fleet is based on simulation of fleet work and usage for this the methods of ship dynamics and probability theory. Visiting the port transport vessels of possible types is considered as random stream of given intensity. This stream is distributed over the berths. Productivities of berths are given random variables. Random variables are also characteristics of weather conditions in the harbour basin. Tug fleet is represented by the collection of existing port tugs of different types. Work of tugs is determined by operations of approaching to ships, escorting theirs in the near-port waters, posting on the approach channels, transportation within the port waters, berthing, unberthing and going out the ship from the port with the repetition of functioning operations in reverse order. Selection of tugs to service the next arriving or departing ship is dependent from the intensity of the current weather conditions in the port and busyness of tugs in operations with other ships. Work fleet is considered on the conditional time interval of one year. In this time the efficiency of the tug fleet is defined by economic indexes of fulfilment of all towing operations and operations on maintenance tugs. Optimization of the fleet composition is carried out according to the criteria required minimum total bollard pull, low cost and high profit. Based on performed research a program for calculating the efficiency and optimization of the port towing fleet is composed. The program can be adapted to any port with whatever types of tugs. Document type: Article

Abstract

"jats:p"Baltic Marine Environment Protection Commission members seeking to implement MARPOL 73/78 Annex IV amendments which recognize the Baltic Sea as special are, in which discharge of uncommitted sewage from passenger ships is forbidden, must ensure that ports are equipped with adequate reception facilities. To ensure implementation of amendments of Annex IV in port of Klaipeda, the analysis framework model was defined by authors. The model evaluates the readiness of the port to changes brought by the amendments of MARPOL Annex IV. The scientific problem comes with perception of adequacy. Resolution MEPC.200(62) amending MARPOL 73/78 Annex IV states, that port reception facilities must be adequate to the needs of passenger ships using them without causing undue delay. Concept of adequacy is not defined, therefore other guidelines explaining adequacy were used: EU directive 2000/59/EC and IMO resolution MEPC.83(44) Guidelines for ensuring adequacy of port reception facilities. Based on these sources, criteria that must be met to ensure adequacy were identified and tested in article: 1) reception facilities meet needs of ships normally using them; 2) discharge of sewage does to cause undue delay; 3) reception facilities does not provide disincentive to use them; 4) facilities are accessible; 5) facilities contribute to the improvement of the marine environment. Document type: Article

Abstract

International audience; For millennia, the Mediterranean has been one of the most active trading areas, supported by a transport network connecting riparian cities and beyond to their hinterland. The Mediterranean has complex trade patterns and routes--but with key differences from the past. It is no longer an isolated world economy: it is both a trading area and a transit area linking Europe and North Africa with the rest of the world through the hub-and-spoke structure of maritime networks. Understanding how trade connectivity works in the Mediterranean, and elsewhere, is important to policy makers, especially those in developing countries in the Mediterranean, concerned with the economic benefits of large investment in infrastructure. Better connectivity is expected to increase trade with distant markets and stimulate activities in the hinterland. This book is a practical exploration of the three interdependent dimensions of trade connectivity: maritime networks, port efficiency, and hinterland connectivity. Because of the complexity and richness of maritime and trade patterns in the Mediterranean, the research book combines both a regional focus and globally scalable lessons. This book is intended for a wide readership of policy makers in maritime affairs, trade, or industry; professionals from the world of finance or development institutions; and academics. It combines empirical analysis of microeconomic shipping and port data with three case studies of choice of port (focusing on Spain, Egypt, and Morocco) and five case studies on hinterland development (Barcelona; Malta; Marseilles; Port Said East, Egypt; and Tanger Med, Morocco). Document type: Book

Abstract

Trade facilitation is one of the key engines of growth in an economy. Improving the quality and reliability of the trade facilitation infrastructure and services is a major building block for reducing transaction costs, attracting domestic and foreign investment, and expanding access to economic opportunities. The Government of Congo, Rep. recognizesthat more needs to be done to address existing constraints to intra-regional trade. Indeed, efficient trade facilitation is central to achieving the objectives of Congo’s Vision 2025, whose overarching goal is to transform the country from a lower middle income economy to an upper middle income export-oriented economy. Attaining the country’s vision will require the addressing of at least three key constraints. Firstly, low investment in the development and maintenance ofthe country’s physical infrastructure; secondly, an insufficient and ineffective capacity to deliver therequired transport and port services; and thirdly, a lack of international competitiveness and export diversification. Addressing these constraints will catalyze the development of modern transport infrastructureand services, contributing to a reduction in the cost of doing business and thus increasing the country’scompetitiveness.Several policies and other interventions have been implemented by the Government to address the country’s trade facilitation challenges. Some of these interventions prioritize improving the quality and reliability of transport and port infrastructure and service, whichis critical for reducing transaction costs and attracting investments, contributing to the broader goals of inclusive growth by connecting rural communities toeconomic activities. This report aims to complement these efforts by making two key contributions. Firstly, it identifies thecore trade facilitation bottlenecks facing the country,and explores options for mitigating these challenges. Secondly, it presents an action plan covering both theexpansion of physical infrastructure and the developmentof transport sector structure, regulation, and institutional capacity; distinguishing between the short-and longer-term measures. The action plan is expected to strengthen the strategy for sustainable economic development and for informing dialogue on required reform measures. The report’s recommendations are also expected to support more inclusive growth, and also ensure that said inclusive growth is sustainable. It is hoped that the report’s findings will be used to inform the designand implementation of the measures required to promote trade facilitation.