Characterization of the portuguese SSS into the Europe: a contribution

Nowadays, Short Sea Shipping (SSS) is an essential part in European multi-modal transport system, representing approximately thirty-seven per cent of intra-Community transactions in tonnes per kilometre (tkm). Since 2001, the European Shortsea Network (ESN) in partnership with the short-sea Promotion Centres (SPC) of each Member State of the European Union (EU) have managed to make significant progress in the promotion and development of this mode of transport. This paper aims to assess and analyse the SSS of containerised goods in Portugal and its articulation with other EU routes and also other transport modes. The current SSS infrastructure, how the sector is organized, as well as the future perspectives for the sector are also analysed for the case of Portugal. The analyses are based on a survey that was carried out on the logistics operators, navigation agents, freight forwarders, and the leading imports and exports manufacturers in Portugal.

Short sea como alternativa ao transporte terrestre

O Short Sea Shipping (SSS) é um conceito de transporte marítimo de difícil definição. No entanto, considera-se neste trabalho, que corresponde ao movimento de carga e passageiros por mar entre portos situados geográficamente na Europa ou entre outros portos que não estejam situados na Europa, mas que partilham costa com mares que banham a Europa. Esta definição é sem dúvida aquela que melhor se adequa à inclusão do Short SSS como elo de uma cadeia multimodal de transporte de mercadorias no espaço Europeu, e como alternativa ao transporte de mercadorias apenas por estrada. Este trabalho aborda alguns conceitos importantes subjacentes ao transporte marítimo de forma a permitir uma contextualização que possibilite uma melhor compreensão da abordagem feita ao SSS. A sua promoção e implementação, como alternativa viável para o transporte de mercadorias dentro do espaço Europeu, são objetivos da política de transportes da União Europeia (UE). Este trabalho reflete sobre algumas das políticas estratégicas de promoção da UE para impulsionar o SSS como alternativa ao transporte rodoviário. O objetivo deste trabalho é analisar se o SSS é uma alternativa ao transporte terrestre, no contexto de uma distribuição no Reino Unido de produtos de uma Industria localizada nos arredores da cidade do Porto. Neste trabalho analisou-se as vantagens e desvantagens do SSS, foi efetuada uma descrição do Porto de Leixões como porto escolhido para as expedições, assim como uma análise descritiva dos serviços de Short Sea disponiveis neste porto para as zonas de distribuição desta empresa. Foram descritos os fatores chave da mudança de transporte terrestre para SSS, efectuada uma caracterização da distribuição desta empresa e da solução que esta adotou para distribuir os seus produtos no Reino Unido. A anállise económica da operação, dos tempos de trânsito são dois temas fundamentais para a viabilidade da solução como alternativa ao transporte terrestre.

Corporate Social Responsibility and Shipping Views of Baltic Sea Shipping Companies on the Benefits of Responsibility

The safety of shipping operations in the Baltic Sea is an extensively studied issue due to the density of traffic and the ecological sensitivity of the area. The focus has, however, mainly been on ship technology or on traffic control measures and the operative safety aspect of shipping is in a minor position in maritime safety studies and is lacking in terms of solutions. Self-regulatory and voluntary measures could be effective ways to improve the operational safety of shipping. Corporate social responsibility, or CSR, is one example of a voluntary measure that the shipping companies can take. CSR can enhance maritime safety and improve the shipping companies’ competitiveness. The aim of this study is to increase the knowledge of CSR in the maritime sector and study its applicability and benefits to the shipping companies. The research comprises of a theory part and a questionnaire study, which examine the significance of corporate social responsibility in shipping companies’ maritime safety and competitiveness. The aim of the questionnaire study is to find out how corporate social responsibility is implemented in the shipping companies. According to the literature review, responsible actions can produce financial and time costs, but due to these actions cost savings in the form of learning and increased efficiency can be achieved. Responsible actions can also produce concrete improvements and a reputation of responsibility that can lead to both cost savings and increase in the company’s income. CSR is recognised as having real business benefits in terms of attracting customers and high-quality employees. In shipping, CSR usually focuses on environmental issues. Environmental social responsibility in shipping is mainly motivated by the need to comply with existing and forthcoming regulation. Shipping companies engage in CSR to gain competitive advantage and to increase maritime safety. The social aspects of CSR take into account the well-being and skills of the employees, corporation and other stakeholders of the company. The questionnaire study revealed that the most common CSR measures in shipping companies are environmental measures, and that environmental concerns are considered to be the most important reason to engage in CSR. From the preliminary question about the concept of CSR it can also be seen that safety issues are commonly considered to be a part of CSR and safety gains are the second most important reason to engage in CSR. From the questionnaire, it can also be extrapolated that gaining a better reputation is one of the most important reasons to engage in CSR in the first place. For example, the main economic benefit was seen to be the increase of customer numbers as a result of a better reputation. Based on the study, it would seem that companies are starting to realise that they might gain competitive advantage and be favoured as shippers if they engage in sustainable, responsible operations and present themselves as “green”.

Developing short sea shipping transportation chains at Helsinki-Tallinn route

Short sea shipping is an important part of the European economy and an alternative to road transport of goods in Europe. It represents an intermodal transport combination of sea and land on a Door-to-Door basis, and it aims to develop more sustainable transport network with the least negative impacts by the transport modes. This Master’s thesis addresses the development of short sea shipping transportation chains at Helsinki-Tallinn route. The Master´s thesis explores the development of short sea shipping at Helsinki-Tallinn route by analyzing the shipping costs per unit transported by different ship types and sizes between port of Helsinki-Vuosaari harbour and port of Tallinn-Muuga harbour, and examining the possibility of Ro-Ro traffic as well. The study is qualitative-quantitative method and it is based on a case study, data is collected from secondary and primary sources, and mixed methods analysis is used to implement the interviews and observations results with the databases analysis. In the thesis factors affecting on short sea shipping are explored and analyzed, also the possibility of Ro-Ro shipping is examined, by comparing the shipping cost and the environmental impact of different ships like container ships, Ropax, and CONRO ships. The finding of this research shows the importance of time at port and utilization as a shipping cost determinants, the relationship between ship type and costing, and the possibility of Ro-Ro shipping.

Ports in short sea shipping: a critical assessment of the European maritime transport policy

Programa de doctorado: Perspectivas Científicas sobre el turismo y la Dirección de Empresas Turísticas

Exact solutions to the short sea shipping distribution problem

Short sea shipping has several advantages over other means of transportation, recognized by EU members. The maritime transportation could be dealt like a combination of two well-known problems: the container stowage problem and routing planning problem. The integration of these two well-known problems results in a new problem CSSRP (Container stowage and ship routing problem) that is also an hard combinatorial optimization problem. The aim of this work is to solve the CSSRP using a mixed integer programming model. It is proved that regardless the complexity of this problem, optimal solutions could be achieved in a reduced computational time. For testing the mathematical model some problems based on real data were generated and a sensibility analysis was performed.

Transporte marítimo de curta distância na União Europeia e em Portugal

O transporte marítimo sempre assumiu uma importância primordial no transporte, quer de pessoas como de mercadorias. O uso das vias marítimas para o transporte de mercadorias é uma prática utilizada desde os tempos antigos. O transporte marítimo na Europa sempre foi uma forma eficaz e de baixo custo de transportar passageiros e mercadorias de um local para outro. Atualmente, todos os modos de transporte necessitam de melhorar a sua eficiência e reduzir o montante de poluentes que libertam para o meio-ambiente. O transporte marítimo de curta distância (TMCD) é parte essencial no sistema de transporte multimodal Europeu representando cerca de 37% das transações intracomunitárias (tkm). Os resultados alcançados advêm desde que, em 2001, a European Shortsea Network (ESN) em parceria com os Shortsea Promotion Centres (SPC) de cada Estado-Membro da União Europeia (EU) conseguiram efetuar progressos significativos na promoção e desenvolvimento do transporte por esta via. Esta tese de mestrado pretende caraterizar o TMCD na EU e em Portugal e a sua articulação com os outros meios de transporte de mercadorias. Será também analisada a situação Portuguesa ao nível do transporte marítimo de mercadorias fazendo especial relevância à mercadoria contentorizada, às infraestruturas atualmente existentes em Portugal assim como às perspetivas futuras para o setor. A metodologia utilizada inclui a revisão de literatura da investigação efetuada sobre o setor, a recolha de informação primária através do instrumento inquérito e a recolha de informação estatística a partir de fontes secundárias, permitindo a caraterização do setor. O inquérito foi desenvolvido e partilhado com mais de um milhar de empresas a operar em Portugal, nas que se incluem as empresas transportadoras, operadores logísticos, agentes de navegação e as principais empresas exportadoras/importadoras a operar em Portugal, tendo-se obtido 106 respostas válidas. A nível nacional, o inquérito realizado permitiu confirmar que os principais portos logísticos para a movimentação internacional de mercadorias são os portos de Leixões, Lisboa, Sines e Setúbal, estando a maioria das empresas inquiridas localizadas no hinterland destes portos. O inquérito permitiu também concluir que o facto de o transporte rodoviário ser um meio de transporte rápido, de baixo custo para curtas e médias distâncias, de elevada frequência de transporte, de oferecer elevada capacidade e diversos tipos de carga transportada, de oferecer serviços Porta-a-Porta, da elevada flexibilidade e mobilidade oferecida, assim como a rapidez das operações de carga e descarga continuam a contribuir para a elevada competitividade deste modo de transporte de mercadorias, sendo as razões pelo qual este modo é escolhido, pese embora, ser o modo mais poluente por tonelada transportada. Os modos de transporte TMCD e ferroviário apenas são alvo de escolha, como modo de transporte de mercadorias, por parte das empresas mais responsáveis socialmente e ambiental. O inquérito permitiu ainda concluir que, para haver uma melhor articulação entre o TMCD com outros meios de transporte, é necessário que sejam disponibilizados novos serviços, portos e terminais logísticos com serviços privatizados, assim como a redução das tarifas aplicáveis TMCD.

Bridging infrastructural gaps in Central America: prospects and potential for maritime transport

Includes bibliography

Maritime sector and ports in the Caribbean: the case of CARICOM countries

Includes bibliography

Caracterização do transporte intermodal de cargas na zona norte de Portugal

Dissertação apresentada ao Instituto Politécnico do Porto para obtenção do Grau de Mestre em Logística Orientado pela professora Doutora Maria Teresa Ribeiro Pereira Esta dissertação não inclui as críticas e sugestões feitas pelo Júri.

Externalities of Shipping in the Gulf of Finland until 2015

During the last few years, the discussion on the marginal social costs of transportation has been active. Applying the externalities as a tool to control transport would fulfil the polluter pays principle and simultaneously create a fair control method between the transport modes. This report presents the results of two calculation algorithms developed to estimate the marginal social costs based on the externalities of air pollution. The first algorithm calculates the future scenarios of sea transport traffic externalities until 2015 in the Gulf of Finland. The second algorithm calculates the externalities of Russian passenger car transit traffic via Finland by taking into account both sea and road transport. The algorithm estimates the ship-originated emissions of carbon dioxide (CO₂), nitrogen oxides (NO_x), sulphur oxides (SO_x), particulates (PM) and the externalities for each year from 2007 to 2015. The total NOx emissions in the Gulf of Finland from the six ship types were almost 75.7 kilotons (Table 5.2) in 2007. The ship types are: passenger (including cruisers and ROPAX vessels), tanker, general cargo, Ro-Ro, container and bulk vessels. Due to the increase of traffic, the estimation for NO_x emissions for 2015 is 112 kilotons. The NO_x emission estimation for the whole Baltic Sea shipping is 370 kilotons in 2006 (Stipa & al, 2007). The total marginal social costs due to ship-originated CO₂, NO_x, SO_x and PM emissions in the GOF were calculated to almost 175 million Euros in 2007. The costs will increase to nearly 214 million Euros in 2015 due to the traffic growth. The major part of the externalities is due to CO₂ emissions. If we neglect the CO2 emissions by extracting the CO₂ externalities from the results, we get the total externalities of 57 million Euros in 2007. After eight years (2015), the externalities would be 28 % lower, 41 million Euros (Table 8.1). This is the result of the sulphur emissions reducing regulation of marine fuels. The majority of the new car transit goes through Finland to Russia due to the lack of port capacity in Russia. The amount of cars was 339 620 vehicles (Statistics of Finnish Customs 2008) in 2005. The externalities are calculated for the transportation of passenger vehicles as follows: by ship to a Finnish port and, after that, by trucks to the Russian border checkpoint. The externalities are between 2 – 3 million Euros (year 2000 cost level) for each route. The ports included in the calculations are Hamina, Hanko, Kotka and Turku. With the Euro-3 standard trucks, the port of Hanko would be the best choice to transport the vehicles. This is because of lower emissions by new trucks and the saved transport distance of a ship. If the trucks are more polluting Euro 1 level trucks, the port of Kotka would be the best choice. This indicates that the truck emissions have a considerable effect on the externalities and that the transportation of light cargo, such as passenger cars by ship, produces considerably high emission externalities. The emission externalities approach offers a new insight for valuing the multiple traffic modes. However, the calculation of the marginal social costs based on the air emission externalities should not be regarded as a ready-made calculation system. The system is clearly in the need of some improvement but it can already be considered as a potential tool for political decision making.

Improving Cost-Efficiency and Reducing Environmental Impacts of Intermodal Transportation with Dry Port Concept – Major Rail Transport Corridor in Baltic Sea Region

Transportation plays a major role in the gross domestic product of various nations. There are, however, many obstacles hindering the transportation sector. Cost-efficiency along with proper delivery times, high frequency and reliability are not a straightforward task. Furthermore, environmental friendliness has increased the importance of the whole transportation sector. This development will change roles inside the transportation sector. Even now, but especially in the future, decisions regarding the transportation sector will be partly based on emission levels and other externalities originating from transportation in addition to pure transportation costs. There are different factors, which could have an impact on the transportation sector. IMO’s sulphur regulation is estimated to increase the costs of short sea shipping in the Baltic Sea. Price development of energy could change the roles of different transport modes. Higher awareness of the environmental impacts originating from transportation could also have an impact on the price level of more polluting transport modes. According to earlier research, increased inland transportation, modal shift and slowsteaming can be possible results of these changes in the transportation sector. Possible changes in the transportation sector and ways to settle potential obstacles are studied in this dissertation. Furthermore, means to improve cost-efficiency and to decrease environmental impacts originating from transportation are researched. Hypothetical Finnish dry port network and Rail Baltica transport corridor are studied in this dissertation. Benefits and disadvantages are studied with different methodologies. These include gravitational models, which were optimized with linear integer programming, discrete-event and system dynamics simulation, an interview study and a case study. Geographical focus is on the Baltic Sea Region, but the results can be adapted to other geographical locations with discretion. Results indicate that the dry port concept has benefits, but optimization regarding the location and the amount of dry ports plays an important role. In addition, the utilization of dry ports for freight transportation should be carefully operated, since only a certain amount of total freight volume can be cost-efficiently transported through dry ports. If dry ports are created and located without proper planning, they could actually increase transportation costs and delivery times of the whole transportation system. With an optimized dry port network, transportation costs can be lowered in Finland with three to five dry ports. Environmental impacts can be lowered with up to nine dry ports. If more dry ports are added to the system, the benefits become very minor, i.e. payback time of investments becomes extremely long. Furthermore, dry port network could support major transport corridors such as Rail Baltica. Based on an analysis of statistics and interview study, there could be enough freight volume available for Rail Baltica, especially, if North-West Russia is part of the Northern end of the corridor. Transit traffic to and from Russia (especially through the Baltic States) plays a large role. It could be possible to increase transit traffic through Finland by connecting the potential Finnish dry port network and the studied transport corridor. Additionally, sulphur emission regulation is assumed to increase the attractiveness of Rail Baltica in the year 2015. Part of the transit traffic could be rerouted along Rail Baltica instead of the Baltic Sea, since the price level of sea transport could increase due to the sulphur regulation. Both, the hypothetical Finnish dry port network and Rail Baltica transport corridor could benefit each other. The dry port network could gain more market share from Russia, but also from Central Europe, which is the other end of Rail Baltica. In addition, further Eastern countries could also be connected to achieve higher potential freight volume by rail.

Viability of part cargoes in tramp shipping company’s routing and scheduling decisions

Operational excellence of individual tramp shipping companies is important in today’s market, where competition is intense, freight revenues are modest and capital costs high due to global financial crisis, and tighter regulatory framework is generating additional costs and challenges to the industry. This thesis concentrates on tramp shipping, where a tramp operator in a form of an individual case company, specialized in short-sea shipping activities in the Baltic Sea region, is searching ways to map their current fleet operations and better understand potential ways to improve the overall routing and scheduling decisions. The research problem is related to tramp fleet planning where several cargoes are carried on board at the same time, which are here systematically referred to as part cargoes. The purpose is to determine the pivotal dimensions and characteristics of these part cargo operations in tramp shipping, and offer both the individual case company and wider research community better understanding of potential risks and benefits related to utilization of part cargo operations. A mixed method research approach is utilized in this research, as the objectives are related to complex, real-life business practices in the field of supply chain management and more specifically, maritime logistics. A quantitative analysis of different voyage scenarios is executed, including alternative voyage legs with varying cost structure and customer involvement. An on-line-based questionnaire designed and prepared by case company’s decision group again provides desired data of predominant attitudes and views of most important industrial customers regarding the part cargo-related operations and potential future utilization of this business model. The results gained from these quantitative methods are complied with qualitative data collection tools, along with suitable secondary data sources. Based on results and logical analysis of different data sources, a framework for characterizing the different aspects of part cargo operations is developed, utilizing both existing research and empirical investigation of the phenomenon. As conclusions, part cargoes have the ability to be part of viable fleet operations, and even increase flexibility among the fleet to a certain extent. Naturally, several hinderers for this development is recognized as well, such as potential issues with information gathering and sharing, inefficient port activities, and increased transit times.

Strategies and procedures for the development of intermodal freight transport in Europe: the role of motorways of the sea services and railway terminals

Since the birth of the European Union on 1957, the development of a single market through the integration of national freight transport networks has been one of the most important points in the European Union agenda. Increasingly congested motorways, rising oil prices and concerns about environment and climate change require the optimization of transport systems and transport processes. The best solution should be the intermodal transport, in which the most efficient transport options are used for the different legs of transport. This thesis examines the problem of defining innovative strategies and procedures for the sustainable development of intermodal freight transport in Europe. In particular, the role of maritime transport and railway transport in the intermodal chain are examined in depth, as these modes are recognized to be environmentally friendly and energy efficient. Maritime transport is the only mode that has kept pace with the fast growth in road transport, but it is necessary to promote the full exploitation of it by involving short sea shipping as an integrated service in the intermodal door-to-door supply chain and by improving port accessibility. The role of Motorways of the Sea services as part of the Trans-European Transport Network is is taken into account: a picture of the European policy and a state of the art of the Italian Motorways of the Sea system are reported. Afterwards, the focus shifts from line to node problems: the role of intermodal railway terminals in the transport chain is discussed. In particular, the last mile process is taken into account, as it is crucial in order to exploit the full capacity of an intermodal terminal. The difference between the present last mile planning models of Bologna Interporto and Verona Quadrante Europa is described and discussed. Finally, a new approach to railway intermodal terminal planning and management is introduced, by describing the case of "Terminal Gate" at Verona Quadrante Europa. Some proposals to favour the integrate management of "Terminal Gate" and the allocation of its capacity are drawn up.

The role of European "ro-ro" port terminals in the automotive supply chain management

The aim of this paper is concerned with the design and development of a functional framework for maritime mode integration in European automotive supply chain management when considering outbound distribution. Furthermore, it provides a readjustment of traditional concepts and terminology with findings that the role of ro-ro port terminals should be considered as decoupling points, poles and postponement platforms. Case studies examine relevant Western European ro-ro port terminals for cars and respective links to assembly/factories of vehicles localized in the hinterland and concludes that ro-ro port terminals reduce logistical friction and impedance, as well as promote space/time compression.