1 / 60

ADAPTED VERSION OF A PRESENTATION IN THE TERMINAL OPERATORS CONFERENCE

RETHINKING MARITIME TRANSPORT AND SUPPLY CHAINS IN THE REGION . CONTAINER- LINES E. C. S. A. ADAPTED VERSION OF A PRESENTATION IN THE TERMINAL OPERATORS CONFERENCE IN BUENOS AIRES ON NOVEMBER 9TH 2009. EAST COAST OF SOUTH- AMERICA,

inara
Télécharger la présentation

ADAPTED VERSION OF A PRESENTATION IN THE TERMINAL OPERATORS CONFERENCE

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. RETHINKING MARITIME TRANSPORT AND SUPPLY CHAINS IN THE REGION .CONTAINER- LINES E. C. S. A. ADAPTED VERSION OF A PRESENTATION IN THE TERMINAL OPERATORS CONFERENCE IN BUENOS AIRES ON NOVEMBER 9TH 2009

  2. EAST COAST OF SOUTH- AMERICA, FROM PECEM /FORTALEZA BRAZIL TO BS. AS (SOME NOW INCLUDE BAHIA BLANCA). A BIT OF HISTORY FIRST. UNTIL 15 YRS AGO, RELATIVELY SMALL VESSELS WERE USED BY THE SHIPPING-LINES IN THESE TRADES. THESE VESSELS MADE CALLS AT MANY PORTS. ALL PORTS HAD THEIR OWN “CAPTIVE HINTERLANDS” AND SHIPPERS HAD NO OPTIONS. ALL GENERALCARGO OF ARGENTINA & PARAGUAYENTERED OR WENT OUT, EXCLUSIVELY THRU THEPORT OF BUENOS AIRES. THE PORT OF MONTEVIDEO MOVED ONLY IMPORTS AND EXPORTS OF URUGUAY. EVERY PORT IN BRAZIL ATTENDED ITS OWN HINTERLAND . SOMETIMES CARGOES WERE TRANSHIPPED BETWEEN “DEEPSEA” AND “COASTAL” VESSELS.

  3. BUT THIS COMMENCED TO CHANGE IN THE NINETIES WITH THE MASSIVE USE OF CONTAINERS IN THE REGION. AND STILL A BIT MORE AFTER 2003, WHEN SLOWLY BIGGER SHIPS ENTERED THE TRADES . NOW 55 % OF ALL CONTAINER-MOVEMENTS OF THE PORT OF MONTEVIDEO, ARE ARGENTINE CARGOES. HOWEVER IN THE NEAR FUTURE, THE CHANGES IN THE MARITIME TRANSPORT-SYSTEM IN THE REGION WILL BE MUCH GREATER, AS I SHALL TRY TO EXPLAIN.

  4. EFFECTS OF THE “ECONOMIES OF SCALE” BY APPLYING “ECONOMIES OF SCALE”, THE COST OF TRANSPORT PER UNIT CAN BE REDUCED. ITS CONSTANT ADVANCE IN WORLD SHIPPING, MADE GLOBALIZATION POSSIBLE, AND NOW MOST MANUFACTURING IS DONE INASIA, WITH CHEP LABOR. WHEN “ECONOMIES OF SCALE” START IN A REGION, THE PORT-SYSTEM CHANGES. COMPETITION BETWEEN PORTS INCREASES AND NO PORT CAN MAINTAIN A CAPTIVE HINTERLAND. MANY PORTS NOW FIGHT FOR THE SAME CARGO. NEW SUPPLY-CHAINS ARE DEVELOPED AND NOW SHIPPERS HAVE SEVERAL OPTIONS.

  5. COMPARISON FEBR. 2008 CONSTRUCTIONCOSTS (MILLIONS) COST PER TEU CAPACITY CREW 30 FUEL-CONSUMPTION THE INCREASE OF FUEL-CONSUMPTION IS PROPORTIONALLY LESS THAN THE INCREASE OF CARGO THAT IS CARRIED

  6. EVOLUTION SOVEREIGHN MAERSK 9 9 9 THE DIFFERENCE BETWEEN CAPACITIES / SIZE OF EMMA MAERSK & MSC-DANIT. HAS TO DO WITH THE AVERAGE WEIGHT OF THE CONTAINERS.

  7. NOMINAL CAPACITY 5905 TEU = “VOLUME”. THE VESSEL CAN LOAD 5905 T.E.U.s BUT ONLY WITH AN AVERAGE WEIGHT OF 10 TONS PER TEU. HOWEVER AVERAGE WEIGHT IN MANY TRADES IS 14 ts x TEU . THEREFORE HAMBURG SÜD GIVES ANOTHER CAP. : 4380 TEU at 14 t, MEANS THAT THE VESSEL REACHES ITS MAXIMUM DRAFT , WHEN 4380 TEUS ARE LOADED, WITH AN AVERAGE WEIGHT PER TEU OF 14 TONS. HAMBURG SUD CARRIER HAMBURG SÜD BIGGEST VESSEL CALLING at B.A. LENGTH 286 M WIDTH 40 M DRAFT 44 FEET 7 DECLARES 2 CAPACITIES

  8. BUT WHY SHOULD WE SUPPOSE THAT SOON BIGGER SHIPS WILL ENTER THIS TRADE, WHEN VOLUMES STILL ARE FAR BELOW 2008 FIGURES ? • HAMBURG SÜD ORDERED VSLS OF 7000 TEU. 2010. • ANOTHER EXPLANATION CAN BE FOUND IN WHAT IS HAPPPENING IN THE 2 MOST IMPORTANT TRADES OF THE WORLD (EAST – WEST TRADES): • EUROPE – FAR EAST AND U.S.A. – FAR EAST, • AT THE END OF 2008, THERE WERE MORE THAN 200 VESSELS OF OVER 8000 TEU IN THESE TRADES. • AND MORE THAN 300 VESSELS OF OVER 8000 TEU UNDER CONSTRUCTION / ORDERED, ALL WITH DELIVERY 2009 - 2011, ALTHOUGH SOME HAVE BEEN SUSPENDED . • IN 2009 MONSTERS OF 14.000 TEU STARTED TO ENTER THE MARKETS, JUST WHEN THESE COLLAPSED. • 10,8 % OF THE CONTAINER-FLEET IS LAID UP, IN ORDER TO REDUCE OVERSUPPLY. • SLOW STEAMING IS THE NEW PASSWORD. 8

  9. ALREADY LONG BEFORE THE CRISIS COMMENCED, MANY PREDICTED THAT FAR TOO MANY BIG SHIPS HAD BEEN ORDERED FOR THE EAST-WEST TRADES. AND THAT MANY OF THEM WOULD HAVE TO LOOK FOR OTHER MARKETS. ALREADY AT THE BEGIN OF 2008, MANY THOUGHT THAT FINALLY THESE SURPLUS VESSELS WOULD WIND UP ON THE EAST COAST OF S. AMERICA. BECAUSE OF THE CRISIS THIS WILL HAPPEN EARLIER THAN EXPECTED.

  10. CRISIS & OPPORTUNITIES. BEFORE: THERE WAS MUCH CARGO AND INSUFFICIENT VESSELS, CARRIERS HAD NO INCENTIVES TO ADD PORTS OF CALL TO THEIR SCHEDULES. SHIPS WERE FULL ANYWAY. SHIPPERS COULD NOT ORGANIZE NEW AND MORE EFFICIENT SUPPLY CHAINS. NOW:LESS CARGOES AND MANY NEW VESSELS ENTERING THE MARKET: NOW THERE ARE TOO MANY SHIPS. OPPORTUNITIES:

  11. IN ORDER TO MITIGATE THE EFFECTS OF THE CRISIS, NOW CARRIERS ARE WILLING TO ADD SECONDARY PORTS OF CALL, IF THIS CAN INCREASE THEIR MARKETSHARE. SOME CARRIERS IN ARGENTINA ARE ALREADY OFFERING THEIR CLIENTS THE POSSIBILITY TO FORM NEW SUPPLY-CHAINS, AND INSTEAD OF CALLING ONLY AT THE PORT OF BUENOS AIRES, OFFER SERVICES FROM RIVERPORTS (ROSARIO / TERMINAL ZARATE) WITH THEIR OCEAN GOING VESSELS, INSTEAD OF BARGES, AS WAS DONE BEFORE.

  12. VERY LITTLE TRAFFIC THIS SHOWS HOW THE PRINCIPAL SHIPPING-LINES COME TO THE EAST COAST OF SOUTH AMÉRICA. (E.C.S.A.), (SEE “CORREDORES BI-OCEÁNICOS” FOR DISTANCES TO ASIA VIA PORTS OF THE PACIFIC ) . 12

  13. AFRICA LET´S SEE HOW THE SYSTEM FUNCIONS NOW 2009 PECEM SUAPE VITORIA RIO DE JANEIRO SANTOS ITAJAI / SF RIO GRANDE MONTEVIDEO BUENOS AIRES 13

  14. AFRICA PECEM SUAPE SYSTEM 2009 NEARLY ALL CARRIERS TAKE PART IN A VESSEL SHARING AGREEMENT V.S.A. / JOINT SERVICES VITORIA RIO DE JANEIRO SANTOS ITAJAI / SF RIO GRANDE MONTEVIDEO BUENOS AIRES 14

  15. AFRICA JOINT SERVICES PECEM OFTEN THE SAME CARRIERS PARTICIPATE IN 2 SERVICES to EUROPE, 2 SERVICES to USA . EACH SERVICE IS WEEKLY ON A FIXED DAY FOR EACH PORT. EACH SERVICE HAS 6 VESSELS. THE CARRIERS USE A TOTAL OF 24 VESSELS SUAPE VITORIA RIO DE JANEIRO SANTOS ITAJAI / SF RIO GRANDE MONTEVIDEO BUENOS AIRES 15

  16. AFRICA PECEM SUAPE VITORIA NEARLY ALL 24 VESSELS START DISCHARGE AT RIO DE JANEIRO OR SANTOS. NORTHERN PORTS ARE LOADING PORTS. 4 SHIPS PER WEEK CALL AT SANTOS FOR DISCHARGE RIO DE JANEIRO SANTOS ITAJAI / SF RIO GRANDE MONTEVIDEO BUENOS AIRES 16

  17. AFRICA THIS IS THE SCHEME THAT IS MOSTLY USED NOW. 2009 PECEM SUAPE VITORIA RIO DE JANEIRO ALL VSLS OF OUR EXAMPLE CONTINUE SOUTH TILL MONTE OR BUENOS AIRES. PREDOMINANT SCHEME. BUT OTHER JOINT SERVICES DECIDED IN 2003 TO TURN AROUND WITH TWO OF THE 4 LINES IN RIO GRANDE AND CONTINUE TO THE SOUTH WITH ONLY TWO LINES AND TRANSHIP CARGOES BETWEEN THEIR OWN VESSELS. SANTOS ITAJAI / SF RIO GRANDE MONTEVIDEO BUENOS AIRES 17

  18. AFRICA PECEM SUAPE MOST USED SYSTEM 2009 VITORIA RIO DE JANEIRO SANTOS ITAJAI / SF RIO GRANDE MONTEVIDEO BUENOS AIRES TAKING A CLOSER LOOK AT OUR EXAMPLE : AFTER THE DISCHARGE IN SANTOS, THE SHIPS OF 5000 / 6000 TEU GO TO THE SOUTH, GENERALLY WITH ONLY +/- 35 % OF THEIR CAPACITY OCCUPIED, WHICH WAS UNECONOMICAL WHEN SPACE WAS SCARCE AND CHARTER-RATES VERY HIGH. THERE WAS ROOM FOR IMPROVEMENTS /COST-REDUCTIONS: FOR EXAMPLE THEY COULD DO WHAT SOME ALREADY DO IN RÍO GRANDE : GO TO THE SOUTH WITH ONLY 2 LINES AND TURN AROUND 2 LÍNES AT SANTOS, TRANSHIPPING BETWEEN SHIPS OF DIFFERENT LINES. 18

  19. SO IT SEEMS LOGICAL TO ASK : WHY DID NOT THEY DO THIS AND WHY DO´NT THEY DO IT YET ? THE ANSWER IS SIMPLE: SANTOS STILL DOES NOT FULFIL THE REQUIREMENTS TO ACT AS A TRANSHIPMENT PORT. BEFORE THE CRISIS IT DID NOT HAVE SUFFICIENT CAPACITY TO EFFICIENTLY HANDLE ITS OWN IMPORTS AND EXPORTS. IN ORDER TO “CHASE TRANSHIPMENTS AWAY”,SANTOS TERMINALS CHARGE VERY HIGH RATES FOR THIS. THIS POLICY IS STILL FOLLOWED, BUT WILL CHANGE VERY SOON.

  20. THERE ARE 2 IMPORTANT NEW PROJECTS IN SANTOS: SANTOS WILL DUPLICATE ITS OPERATIONAL CAPACITY BETWEEN 2012 AND 2014. THERE ARE STILL “OBSTACLES”, BUT THE DECISION HAS BEEN TAKEN AT THE HIGHEST LEVEL OF THE BRAZILIAN GOVERNMENT.

  21. ARTIST´S IMPRESSION OF “TERMINAL PORTUARIO BRASIL” UNDER CONSTRUCTION IN SANTOS / ALAMOA . OPERATIVE 2012 .

  22. ARTIST´S – IMPRESSION OF A MUCH BIGGER PROJECT at theotherside of theestuary of Santos for2013 / 4 Embraport– Coimex = D. P. WORLD IlhaBarnabé – Bagres

  23. NOTWITHSTANDING THE CRISIS AND THEOPPOSITION OF THE COMPETITORS, THESE BIG PROJECTS CONTINUE THEIR COURSE, ANOTHER BIG PROJECT THAT IS UNDER CONSTRUCTION IS THE NEW TERMINAL OF HAMBURG SÜD IN ITAPOÁ, ( BAY OF SAO FRANCISCO DO SUL ). DEPTH15 m . 2011 BRAZIL HAS STARTED AN ENORMOUS PROGRAM OF DREDGING OF ALL ITS PORTS AND SOON DREDGING WILL START IN SANTOS TO PERMIT DRAFTS OF 49´ / 55´ AND WE SAW ALREADY THAT THE SHIPPING-CRISIS, SOON MAY PRODUCE A FAR - GOING APPLICATION OF ”ECONOMY OF SCALE” IN THE REGION.

  24. WHAT WILL THE CARRIERS DO WHEN THEY BRING IN BIGGER SHIPS ? IT IS NOT CLEAR, WHICH DECISION THE DIFFERENT CARRIERS WILL TAKE INITIALLY, WHEN THEY START TO USE SHIPS OF 7000 / 8000 OR MORE TEU . THE SEVERE CRISIS HAS CAUSED AN ENORMOUS OVER-CAPACITY, WHICH DISTORTS NORMAL CALCULATIONS . SOME (HAMBURG SÜD ) MAY DECIDE TO MAINTAIN THE PRESENT SYSTEM AND NAVIGATE WITH THESE BIG SHIPS TO MONTEVIDEO OR BS. AIRES. ( HSD UNTIL THEIR ITAPOÀ TERMINAL IS READY IN 2011). OTHERS WILL LOOK FOR GLOBALEFFICIENCY AND START AS SOON AS POSSIBLE WITH “HUBS & FEEDER-PORTS” IN THE REGION. THEY WILL PRESS BRAZIL TO HURRY UP !!!!

  25. WHEN SHIPPING COMES BACK TO A NORMAL SITUATION, WHICH IS EXPECTED IN THE SECOND HALF OF 2011, IT IS MORE THAN LIKELY THAT THE MAJORITY WILL DECIDE TO CHOOSE THE SYSTEM OF “HUBS & FEEDER-PORTS”.

  26. THE EXPERIENCE IN ALL TRADES IN THE WORLD HAS SHOWN, THAT IN TIMES OFNORMAL OFFER AND DEMAND,THE BIG SHIPS GO TO FEW, SELECTED PORTS. IN EACH REGION CARRIERS SELECT SOME IMPORTANT PORTS … THAT WILL BECOME THEIR HUBS, FROM WHERE THEY DISTRIBUTE IMPORT CARGOES TOSECUNDARY PORTS AND VICEVERSA FOR EXPORTS. ACCORDING TO INFORMATION OF UNITEDNATIONS / UNCTAD, OF ALL CONTAINERS TRANSPORTED BY VESSELS IN THE WHOLE WORLD, ONLY 17% GOES DIRECTLY BETWEEN TWO PORTS, 62 % UNDERGOES ONE TRANSHIPMENT 21 % HAS TWO OR MORE TRANSHIPMENTS. 26

  27. BUT THIS SYSTEM CAN ONLY FUNCTION, IF THERE ARE HUB-PORTS THAT FULFIL CERTAIN REQUIEREMENTS, SUCH AS: SUFFICIENT DRAFT, RELIABILITY, SUFFICIENT INFRASTRUCTURE AND EQUIPMENT TO GUARANTEE HIGH SPEED OF OPERATIONS, GUARANTEE THAT COLD-CHAINS ARE MAINTAINED FOR ALL REEFER-CONTAINERS, LOW TRANSHIPMENT COSTS etc etc.

  28. WE NOW COME TO AN IMPORTANT QUESTION : WHICH E.C.S.A.- PORT WILL BE THE PRINCIPAL HUB-PORT FOR MOST CARRIERS IN THE NEAR FUTURE ? JUDGING BY FUTURE OPERATIONAL CAPACITY, ALLOWED DRAFTS, GEOGRAFICAL POSITION, CARGO VOLUMES, FOR MOST IT WILL BE SANTOS. FOR HAMBURG SÜD IT WILL BE ITAPOÁ BUT FOR THOSE THAT TAKE A LONGER RANGE, THE PORT OF SUAPE SHOULD BE STUDIED.

  29. PORT- SYSTEM OF THE NEAR FUTURE IN THE REGION: WE SHALL TAKE A LOOK AT VOLUMES FIRST:

  30. TAKING ONLY FULL IMPORTS AND EXPORTS, COUNTING ONE MOVE FOR DISCHARGE OF AN IMPORT-BOX AND ONE MOVE FOR EACH EXPORT-BOX (NO TRANSHIPMENTS COUNTED), THE FIGURES FOR 2007 SHOW A TOTAL Brasil - Uruguay – Argentina 5.500.000 TEU FUTURO SISTEMA MARÍTIMO DE LA REGION (1)

  31. Total Full Impo Expo 2007 Brazil - Uruguay - Arg. 5.500.000 TEU (1) OF THIS TOTAL Rio - Santos - Paranagua moved 2.500.000 TEU. THIS IS +/- 45 % (2)

  32. Total Full ImpoExpo 2007 Brazil - Uruguay - Arg. 5.500.000 TEU (1) (2) Region Rio - Santos - Paranagua 2.500.000 TEU = 45 % Argentina 1.300.000 TEU +/ - 25 % (3)

  33. FUTURE PERMITTED DRAFTS: Total Full ImpoExpo 2007 Brazil - Uruguay - Arg. 5.500.000 TEU (1) (2) Region Rio - Santos - Paranagua 2.500.000 TEU = 45 % (DRAFT 15m) (3) Argentina 1.300.000 TEU = 25 %

  34. FUTURE PERMITTED DRAFTS Total Full ImpoExpo 2007 Brazil - Uruguay - Arg. 5.500.000 TEU (1) (2) Region Rio - Santos - Paranagua 2.500.000 TEU = 45 % Santos 49 pies DRAFT 15 m 2011 HSD ITAPOÁ NATURAL DEPTH 15 m DRAFT 15 m (3) Argentina 1.300.000 TEU = 25 %

  35. FUTURE DRAFTS Total Full ImpoExpo 2007 Brazil - Uruguay - Arg. 5.500.000 TEU (1) (2) Region Rio - Santos - Paranagua 2.500.000 TEU = 45 % Santos 49 pies DRAFT 15 m/ 49 ´ DRAFT 15m 2010 HSD ITAPOÁ 15 m NATURAL (3) Argentina 1.300.000 TEU = 25 % RIVER PLATE 32´ / 39´ MONTEVIDEO 12 m 39 ´ BS. AIRES NOW 9.7 m / +- 32´. FUTURE 11 m /36´? LA PLATA doesnotexistyet/future 36 ´ ?

  36. WE SAW THAT THERE ARE NOW SEVERAL SHIPS IN THIS TRADE OF +/- 6000 TEU. THAT NEXT YR (2010) HAMBURG SUED WILL BRING IN VESSELS OF 7000 TEU, ORDERED IN THE HEY-DAYS. THAT PROBABLY AN OVERFLOW OF VESSELS OF 8000 TEU OR MORE, SUPERFLUOUS IN EAST-WEST TRADES, WILL SOON COME TO THIS REGION. AND THAT BRAZIL IS PREPARING ITS PORTS TO RESPOND TO THE HIGHEST DEMANDS, INORDER TO BE COMPETITIVE IN WORLD MARKETS . WE DID NOT MENTION HOWEVER A VERY IMPORTANT FACT: IN 2003, SIMULATIONS WERE CARRIED OUT IN ONE OF THE BEST HYDRAULIC INSTITUTES, THAT SHOW THAT VESSELS OF 265 m LENGTH CAN SAFELY NAVIGATE TILL TERMINAL ZARATE. SO WHAT WILL THE FUTURE SYSTEM LOOK LIKE ?

  37. FUTURE SYSTEM 2011/ 2014 FUTURO SISTEMA MARÍTIMO DE LA REGION DIRECT LINES TO THE RIVER PLATE WITH VESSELS OF 4.500 TEU TO POSSIBLY 6000 TEU (WHICH COME NOW). POSSIBLY AS THIS DEPENDS ON VOLUME THAT ARGENTINA CAN OFFER AND ON COSTS OF TRANSHIPMENT IN BRAZIL. BUT IT IS MORE THAN LIKELY THAT VESSELS OVER 6000 TEU WILL TURN AROUND IN SANTOS / ITAPOA. TRANSHIPMENTS / FEEDERS. (1) (STS 49´) Barranqueras SIMULATIONS MARIN / HOLLAND 2003 TERM. ZARATE. 4.500 TEU

  38. Withthisfuturesystem of regional maritimetransport in mind, thatwithoutanydoubtwilldevelop in thenextfewyears, Argentina must try tocreateitsmostefficientsupply-chains, whichofferthelowestpossiblecostsfromOrigintoDestination. Correctinformationshouldbegatheredoncargo flows, and withmaps of River-ports, Railways and Roads, thebestsupply-chainsshouldbeselected. AND THE LOWEST POSSIBLE COSTS ARE USUALLY OBTAINED BY MAKING THE BEST USE OF TRANSPORT BY WATER AND/OR RAIL.

  39. / 30 % EXPO 75 % from the north / 25% from the south. IMPO 70% -30% Argentina is a country with long distances. Port of Buenos Aires. (P.B.A.) CORDOBA - P.B.A 700 km MENDOZA - P.B.A. 1.000 km N.E.A -P.B.A 1.200 km N.W.A -P.B.A. 1.600 km MAPA ARGENTINA MANI Expo 75% 25 % NOW NEARLY ALL CARGOES ARE TRANSPORTED BY TRUCK, WHICH IS UNECONOMICAL. THE COSTS ARE HIGH AND FUEL-CONSUMPTION IS EXCESSIVE . FUEL IS WASTED WITH THESE DISTANCES THE COUNTRY MUST IMPLEMENT INTERMODAL TRANSPORT AND TAKE ADVANTAGE OF THE PARANA RIVER AND RAILWAYS. 39

  40. TRANSPORT POLICIES PROGRESSIVE COUNTRIES, EVEN WITH SHORT DISTANCES, HAVE INTERMODAL TRANSPORT POLICIES AND TRY TO LOWER THE TOTAL TRANSPORT COSTS . THEY MAKE COMPLETE STUDIES AND CONSIDER EVERY COMPONENT OF THE COST-STRUCTURE. THEY ESTIMATE THE COST THAT EACH TRANSPORT -MODE PRODUCES FOR THE WHOLE COMMUNITY. NOT EVERYBODY PAYS WHAT HE USES, AND NOT EVERYBODY USES WHAT HE PAYS FOR BUT INEFFICIENCY IS PAID BY THE WHOLE COMMUNITY !!!!

  41. THESE PROGRESSIVE COUNTRIES ESTIMATE THE COSTS TO CONSTRUCT ROADS, RAILWAYS, CHANNELS AND TERMINALS, TAKE VALUES OF TRUCKS, LOCOMOTIVES, TRAINS and WAGONS, VESSELS, TUGBOATS and BARGES, ESTIMATE MAINTENANCE COSTS AND LIFETIME OF EACH ELEMENT, AFTER THAT THEY CALCULATE COSTS OF OPERATION: PERSONNEL, TOTAL HANDLINGS IN THE COMPLETE CHAIN, AND THEY ALSO INCLUDE THE “EXTERNAL” COSTS OF EACH MODE: CONGESTION, ACCIDENTS AND EFFECTS ON THE ENVIRONMENT. AND WITH ALL THESE DATA THEY DEVELOP INTERMODAL TRANSPORT POLICIES 41

  42. GRAPH OF A STUDY IN HOLLAND. WITH THE SAME ENERGY THAT A TRUCK USES TO TRANSPORT A CARGO OVER 100 KM: 100 km camion 200 km * the railways do it over and inlandwaterwaysover 268 km* • * INITIAL & FINAL TRANSPORT by TRUCK • HOLLAND IS VERY SMALL BIGGER COUNTRIES HAVE BIGGER ADVANTAGES

  43. WE ALL KNOW THAT INTRINSICALLY TRANSPORT BY WATER IS CHEAPEST, FOLLOWED BY RAIL AND THAT THESE MODES ARE MORE FUEL-EFFICIENT THAN TRUCKS. THEREFORE THE GENERAL GOAL SHOULD BE THAT A VESSEL GOES CLOSEST POSSIBLE TO THE ORIGEN OR DESTINATION OF THE CARGO AND TO THE MAIN TRACKS OF THE FREIGHT-RAILWAYS. SHIPPERS SHOULD WORK TOGETHER WITH CARRIERS TO WORK OUT THE BEST POSSIBLE SUPPLY CHAINS. CARRIERS NOW HAVE IDLE SHIPS AND ARE INTERESTED TO LISTEN TO NEW IDEAS. BETTER SUPPLY CHAINS MAKE A COUNTRY MORE COMPETITIVE AND A COMPETITIVE COUNTRY PRODUCES MORE CARGOES.

  44. ARGENTINA MUST DEVELOP A REAL INTERMODAL TRANSPORT POLICY, NOT JUST A “SLOGAN_” THE COUNTRY MUST TAKE ADVANTAGE OF THE PARANA-RIVER. AND MAKE INDEPTH-STUDIES OF HOW THE PORTS CAN BE INSERTED IN THE INTERMODAL TRANSPORT POLICY. THERE ARE SEVERAL EXAMPLES IN THE WORLD THAT SHOULD BE STUDIED AND ONE OF THESE IS THE PORT OF ANTWERP, WHICH, AGAINST ALL PREDICTIONS IN THE PAST, IS GROWING FASTER THAN ITS NEIGHBOURS.

  45. ANTWERP IS LOCATED INLAND ON THE RIVER SCHELDT, WHICH HAS A VERY DIFFICULT BEND, AND • IT WAS THOUGHT THAT BECAUSE OF THE STRAIT OF BATH, NO BIG SHIPS WOULD WISH TO GO TO ANTWERP. • IN THE EARLY NINETIES IT WAS FORECAST THAT THE PORT OF ANTWERP WOULD SOON DISAPPEARAS A PRIMARY PORT FOR CONTAINERS. • HOWEVER THE GROWTH OF ANTWERP HAS BEEN HIGHER THAN OTHER PORTS OF NORTH EUROPE. • WHILE THE GAP WAS VERY BIG IN THE NINETIES, NOW ANTWERP IS COMING CLOSE TO ROTTERDAM. • ANTWERP OVERCAME THE PROBLEMS, NOT ONLY WITH DREDGING OF THE RIVER, BUT BY APPLYING MODERN TECHNOLOGIES FOR NAVIGATION AND TRAINING OF PILOTS / USE OF SIMULATORS. • THE PORT OF ANTWERP, THE RIVER-PILOTS AND A HYDRAULIC INSTITUTE ALL WORKED TOGETHER DURING SEVERAL YEARS.

  46. THESE EFFORTS OF THE PORT OF ANTWERP, HAD THE FULL SUPPORT OF THE EUROPEAN UNION. VESSELS GOING TO ANTWERP, TAKE TRUCKS AWAY FROM THE MOST CONGESTED REGION OF NORTH EUROPE. LESS TRUCKS ON THE ROADS, MEANS LESS DETORIATION OF THE ENVIRONMENT. BECAUSE OF ITS STRATEGIC LOCATION, AND AGAINST ALL FORECASTS OF THE NINETIES, ANTWERP NOW RECEIVES VESSELS OF NEARLY 14.000 TEU !!! ARGENTINA SHOULD STUDY THIS EXAMPLE.

  47. A GOOD STUDY WILL PROVE THAT THE COUNTRY SHOULD DEVELOP A PORT-SYSTEM THAT SHOULD SPAN FROMLA PLATA ON THE RIVER PLATE, TILL BARRANQUERAS ON THE PARANA IN THE NORTH OF THE COUNTRY. LA PLATA : DIRECT LINES B.A. & DOCK Sud: DIRECT LINES/ FEEDERS, ZARATE : DIRECT LINES / FEEDERS, PORTS ON THE RIVER PARANÁ FROM BARRANQUERAS TILL ZARATE FOR FEEDER-SERVICES, TAKING THE RHINE AS AN EXAMPLE . IN 2007 A MASTERPLAN WAS ANNOUNCED FOR PORTS AND NAVIGATION OF THE PARANA, THIS PLAN IS ABSOLUTELY NECESSARY, BUT SO FAR VERY LITTLE HAS BEEN DONE. IT SHOULD BE COMPLETED SOONEST POSSIBLE.

  48. BUT IN ARGENTINA MOST PEOPLE BELIEVE THAT IT IS ONLY THE RESPONSIBILITY OF THE STATE TO MAKE THIS STUDY. IN REALITY THIS IS THE RESPONSIBILITY OF ALL / SPECIALLY SHIPPERS SHOULD PLAY AN IMPORTANTROLE !!!! THEY MUST CREATE NEW IDEAS WITH EFFICIENT SUPPLY CHAINS !!! STATE: THE LEADER OF ECONOMIC STUDIES. MAKE ARRANGEMENTS FOR SAFE NAVIGATION / DREDGING / USE MODERN TECHNOLOGIES / ELECTRONIC CHARTS AND MAKE SIMULATOR MODELS FOR DIFFICULT PARTS. IMPROVE TRAINING & SELECTION OF PILOTS AND COAST-GUARD PERSONNEL / CREATE GOOD VESSEL TRAFFIC SYSTEMS.

  49. A MAP OF THE RIVER PARANA TILL ROSARIO / SANTA FE, WITH ROADS AND RAILWAYS, AND A FEW PHOTOGRAPHS OF THE PRINCIPAL PORT-AREAS, MAY HELP YOU TO UNDERSTAND THE SITUATION:

  50. TO REACH THE PORT OF BUENOS AIRES, TRUCKS MUST CROSS. MAPA ESC 1:2.500.000 GREATER BS.AIRES, WHERE 12 MILLION PEOPLE LIVE. 34´ 70 75% 30 25%

More Related