International trade and maritime transport in the Caribbean

For the countries of the Caribbean, the international trade and transport of goods are more important than for many others in the region (see FAL Bulletin No. 136 Maritime transport in the Caribbean), and the subregion is strongly affected by structural changes in maritime transport (see FAL Bulletin No. 142 The impact of structural changes in liner shipping on Caribbean ports).For these reasons ECLAC's Transport Unit and the Commissions' sub-headquarters in the Caribbean, jointly organized a Meeting of Experts which took place in Port-of-Spain, Trinidad and Tobago, from 14 to 15 September 2000. Twenty-six participants took part, representing different academic, intergovernmental, financial and industrial institutions and organizations.This edition of the FAL Bulletin presents some of the results of this meeting.

Ocean freight, shipbuilding costs and charter rates: recent trends

This issue of the Bulletin provides a brief overview of the maritime transport industry in Latin America and the Caribbean, with a focus on the behaviour of freight rates and the costs associated with chartering and shipbuilding, all of which increased sharply in 2003. Three separate markets will be analysed: 1) the containerized general cargo market; 2) the dry bulk cargo market and 3) the liquid bulk (crude oil and oil products) market. This study has incorporated contributions made by professional experts in the field and institutions associated with ports and maritime transport in the region, received subsequent to the study prepared and disseminated in January 2004.

Electronic data interchange in port management: the experience of the port of Barcelona

Every port is unique. Although all ports exist for the same basic purpose (to act as an interface in the transfer from one mode of transport to another), no two are ever organized in the same way.Ports may be classified according to: Physical conditions: location (geographical position, man-made or natural harbour, estuary location, difficult weather conditions, tides, etc.) and size (large, small or medium-sized). Use: commercial (general cargo, bulk solids, bulk liquids, oil, break bulk, mixed), passenger, sport and leisure, fishing, mixed, etc. Ownership: private, municipal, regional or State-owned. The Port Authority's role in management of the port: Overall control, i.e. the Port Authority plans, sets up and operates the whole range of services. Facilitator, i.e. the Port Authority plans and sets up the infrastructure and the superstructure, but services are provided by private companies. Landlord, i.e. the Port Authority allows private companies to be responsible for the superstructure and provide port services. Different combinations of port types will therefore give rise to different kinds of organization and different information flows, which means that the associated information systems may differ significantly from port to port. Since this paper relates to the port of Barcelona, with its own specific characteristics, the contents may not always be applicable to other ports.

Port throughputs in Latin America and the Caribbean in 2009 and the first half of 2010

This issue of the FAL Bulletin presents primary analytical data on port development in the region and analyses the impact of the economic crisis on port activity in Latin America in 2009. It also provides preliminary data on container port throughput through June 2010, which point to recovering activity at most of the region’s ports.

Infrastructure, transport and production development in an agricultural region: a case in Argentina.

The development of the agricultural area in central and northern Argentina was analysed in a recent ECLAC study. More than 80% by volume of the country's agricultural exports pass through the ports in this area. Exports by the agroindustrial complex account for 58% of the total value of Argentine sales.It is known that investments in infrastructure generally help to reduce the costs of enterprises and to enhance productivity. The main idea presented in this study is that investments in transport infrastructure are a necessary condition for the productive development of a region, especially in relation to external trade through ports and navigable waterways.In the case of Argentina, a positive relationship has been observed between the development of port and waterway services (with reduced costs and operating times, improved reliability and new services), and expansion of the agricultural border, growth of productivity and agricultural production, and its industrialization.

Energy Consumption and Efficiency: Emerging Challenges from Reefer Trade in South American Container Terminals

This issue of the FAL Bulletin discusses the relevance of energy consumption as a basis for identifying energy efficiency potential and calculating the carbon footprints of ports and terminals in Latin America and the Caribbean (LAC), focusing on the Southern Cone countries of Argentina, Chile, Paraguay and Uruguay.

Latin America and the Caribbean: Port system evolution, 1997-2013

This FAL Bulletin demonstrates the evolution of maritime networks and port development at primary and secondary ports in Latin America and the Caribbean. An analysis of time series data on container movements between 1997 and 2013 reveals patterns of cargo flows and trans- shipment location choices. The institutional context of devolution processes and new investments in the region provide additional insight into the performance of selected ports.

Asset productivity at container terminals in Latin America and the Caribbean: 2005-2013

This issue of the FAL Bulletin shows productivity trends at container terminals in Latin America and the Caribbean during the period from 2005 to 2013, comparing them to the trend of earlier years (2000 to 2004). One of the conclusions of the study is that most terminals in the region have improved their quay productivity in recent years, although there are large differences between the three container terminal size categories analysed. However, the author identifies a number of challenges still to be met at the region’s ports.

New maritime transport scenarios. Part I: current context of maritime trade

This FAL Bulletin is part of a series on ports and maritime trade in the region. It is closely related to Issue No. 337 - Number 1 / 2015, which sets out the need for a new port governance in the region to address the new circumstances that have arisen in the maritime market. As such, and given the need for contextual information, this Bulletin is divided into two sections, the first devoted to the current status of world maritime trade (with special focus on container trade), and the second detailing the situation of the shipping industry.

New maritime transport scenarios. Part II: fluctuations in shipping and new scenarios

This FAL Bulletin details the situation of the shipping industry and forms the second and final part of a larger document that begins with Issue No. 338, which puts the current status of maritime trade in context. Both documents fit into a series of bulletins about ports and maritime trade in the region and are, therefore, closely linked to Issue No. 337, which sets out the need for a new port governance in the region to address the new circumstances that have arisen in the maritime market.

Transporte marítimo y puertos: desafíos y oportunidades en busca de un desarrollo sostenible en América Latina y el Caribe

La evolución del paradigma de desarrollo sostenible hacia la enumeración integrada de las áreas económicas, sociales y ambientales, las cuales en su conjunto impactan sobre la calidad de la vida humana, facilita una mejor articulación entre el desempeño económico, social y ambiental del sector transporte y el progreso hacia el desarrollo sostenible. En la actualidad, más que continuar a sostener y justificar el vínculo general entre transporte y desarrollo, hace falta identificar cómo y bajo cuáles condiciones el sector de transporte puede brindar una contribución necesaria al logro de los objetivos post-2015. En este contexto, el presente documento busca ofrecer una visión del transporte marítimo basada en el contexto y los requerimientos del nuevo paradigma de desarrollo sostenible. Desde esta perspectiva, el documento evalúa los retos para los puertos de la región de América Latina, enfocándose en el desafío de la sostenibilidad en su sentido más amplio, y plantea la necesidad de cambios profundos de las políticas portuarias —cambios paradigmáticos que requieren una nueva gobernanza portuaria en la región.

Dinâmica econômica e recentes transformações no transporte marítimo de cabotagem e longo curso no Brasil: alguns apontamentos sobre a modernização portuária no Estado de São Paulo

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Estrutura, dinâmica e economia da pesca comercial do baixo Amazonas

O objetivo desse estudo é de caracterizar o pescador e a frota pesqueira do Baixo Amazonas. Este estudo está baseado em entrevistas com operadores ou donos de barcos referentes a 3.144 desembarques nos quatro principais portos da cidade de Santarém. Uma análise econômica da atividade desses barcos está baseada em 52 entrevistas conduzidas especificamente para esse fim. Os resultados mostraram que tanto os barcos grandes como os pequenos utilizam, essencialmente, a mesma tecnologia, mas que existem diferenças significativas em termos de estratégias de pesca. Barcos pequenos abastecem o mercado local com captura de uma grande variedade de espécies de peixe. Barcos grandes tendem a se especializar na captura de peixes lisos e, geralmente, abastecem os frigoríficos. Os barcos pequenos são menos eficientes em termos de CPUE (KG/Pescador/Dia), mas eles são economicamente mais eficientes, ganhando mais para cada unidade de dinheiro investido. A maior parte dos barcos que operam em Santarém possui capacidade de gelo abaixo de 4t. Essa categoria de barco é de grande importância para fornecimento de proteína animal, renda e emprego para a região de Santarém.

Educação ambiental crítica e sustentabilidade em portos na Amazônia: o Programa de Educação Ambiental da Companhia Docas do Pará

Este trabalho dissertativo tem por tema a Educação Ambiental portuária e como objeto o Programa de Educação Ambiental da Companhia Docas do Pará apresentando como objetivo a análise descritiva deste Programa no Terminal Petroquímico de Miramar relacionando-o a Política Nacional de Educação Ambiental (Lei nº 9.795/99) e demais legislações pertinentes. Foi problematizada a efetivação da Educação Ambiental enquanto política pública. De modo a atender as legislações ambientais a Companhia Docas do Pará (CDP) em parceria com a Universidade Federal do Pará (UFPA) através do Grupo de Estudos em Educação, Cultura e Meio Ambiente (GEAM) no ano de 2005 implanta o Programa de Educação Ambiental, no Porto de Vila do Conde, Porto de Santarém e em 2007 no Terminal Petroquímico de Miramar esse programa atinge tanto os funcionários dos portos e terminais quanto às comunidades dos bairros do entorno através de diversas atividades (cursos, oficinas e palestras) relacionadas à Educação Ambiental. Como metodologia, utilizamos a pesquisa documental a partir da análise descritiva dos Relatórios de Atividades do Programa de Educação Ambiental no Terminal Petroquímico de Miramar. Utilizamos como aporte teórico para compreensão do objeto os pressupostos do materialismo histórico dialético relacionado ao conceito de Educação Ambiental crítica, emancipatória, popular e transformadora, uma vez que nos deparamos com um cenário de insustentabilidade ambiental decorrente de políticas de exploração desenfreada dos recursos naturais e de ameaça à biodiversidade, biomas, ecossistemas e que repercutem no aumento das desigualdades socioambientais. Dessa forma, concluímos que o Programa de Educação Ambiental da Companhia Docas do Pará deve ser entendido como elemento de legitimação e efetivação da Política Nacional de Educação Ambiental, sendo esta política fruto de demandas sociais, mas que vem atender e revelar a face reformista e conservadora do Estado e do sistema capitalista em suas ações. Portanto, apesar dos avanços nos debates e nas discussões que visualizamos na análise descritiva do Programa, o mesmo precisa enfatizar a necessidade de superação da realidade de crise socioambiental global em sua prática de modo a possibilitar transformações efetivas relacionando o local ao global.