The Caribbean basin: adjusting to global trends in containerization

Positioned strategically between major east-west and north-south trading routes, the Caribbean basin has become a locus of new service configurations in container shipping. Over the last decade global shipping lines have been restructuring their service networks in the region in order to integrate local services with the newly rationalized intercontinental connections. By comparing service network structures in 1994 and 2002 at three levels of organization—local, regional and global—we are able to show that although Caribbean ports are well connected to the global system, and while the total number of services has declined between the two years, those mounted by members of global alliances have increased. Moreover, services of the global carriers at the local and regional levels are on the increase. As much as the alliances are reshaping Caribbean networks, the smaller carriers are still playing a role, but at a reduced spatial scale. Parallel with the modifications to network configurations are the changes in the port system. Essentially, traffic of the most important ports in the north and western part of the basin has grown at slower rates than the ports in the south and east. These traffic changes are only partly related to network changes. It is the growth of transshipments that is driving the most important developments in port traffic and bringing to the forefront the development of hub ports. The most important are: Colon, Panama (southwest), Freeport, Bahamas (north), Port of Spain, Trinidad and Tobago (southeast), Kingston, Jamaica and Rio Haina, Dominican Republic (middle), and Cartagena, Colombia and Puerto Cabello, Venezuela (south).     

The Caribbean basin: adjusting to global trends in containerization

Positioned strategically between major east–west and north–south trading routes, the Caribbean basin has become a locus of new service configurations in container shipping. Over the last decade global shipping lines have been restructuring their service networks in the region in order to integrate local services with the newly rationalized intercontinental connections. By comparing service network structures in 1994 and 2002 at three levels of organization—local, regional and global—we are able to show that although Caribbean ports are well connected to the global system, and while the total number of services has declined between the two years, those mounted by members of global alliances have increased. Moreover, services of the global carriers at the local and regional levels are on the increase. As much as the alliances are reshaping Caribbean networks, the smaller carriers are still playing a role, but at a reduced spatial scale. Parallel with the modifications to network configurations are the changes in the port system. Essentially, traffic of the most important ports in the north and western part of the basin has grown at slower rates than the ports in the south and east. These traffic changes are only partly related to network changes. It is the growth of transshipments that is driving the most important developments in port traffic and bringing to the forefront the development of hub ports. The most important are: Colon, Panama (southwest), Freeport, Bahamas (north), Port of Spain, Trinidad and Tobago (southeast), Kingston, Jamaica and Rio Haina, Dominican Republic (middle), and Cartagena, Colombia and Puerto Cabello, Venezuela (south).     

Cost analysis of bulk cargo containerization

ABSTRACT

Bulk cargo containerization (BCC) involves changes in the transportation mode of container shipping for cargo that uses bulk carriers without packing. This topic has recently attracted considerable attention as an alternative transportation method for container cargo. BCC is advantageous because it can address imbalances in the amount of cargo conveyed between the main and back hauls, thereby improving efficiency. A previous survey among companies involved in cargo shipping revealed that in addition to ocean freight, vanning and devanning, and customs clearance costs, consignees’ decisions were the key factor in selecting transport modes. The present study aims to clarify the cost competitiveness of container shipping and identify cost reductions that may increase the use of BCC. To quantitatively check the results of the survey employed in this study, we constructed a model based on consignees’ and container shipping companies’ costs to determine the choice of transport mode for back-haul trade, then examined the incentives for consignees and shipping companies. We found that BCC can be realized by cost reduction on the part of the consignee and profit improvement on the part of the container shipping company for some routes and goods. Although reducing the freight rate would effectively promote BCC, reducing other costs would not have the same effect.     

集装箱运输中的托运人决定权

交通运输和通信技术的发展几乎每时每刻都在改变世界，尤其是集装箱运输模式一直在推动全球贸易快速增长，有人甚至认为集装箱运输促使世界大变样。但是值得注意的是，集装箱运输不仅仅在运输条件上让干散货或者件杂货运输变成集装箱运输，还促使托运人或收货人与远洋承运人洽谈服务合同的方式发生变革。     

东亚港口集装箱运输发展前景

东亚地区正在建设或规划建设大量的集装箱码头,这是否适应本地区未来港口集装箱运输发展形势值得关注.介绍英国海运咨询有限公司的相关研究成果.     

2006——我国“集装箱化”又一辉煌成就年

2006年12上旬在汉堡举行的多式联运研讨会和展览会是对全世界集装箱运输行业的又一次大检阅。会上发表的演说以及出版物提供的最新信息，充分展示了全球这一领域的丰硕成果，使业内人士对当前全球“集装箱化”的新发展有了一个新的和更加全面的认识。我国的港口、航运、租箱、港机制造和造箱等行业的新成就，尤其引起与会者的关注。     

集装箱滚装托盘在军用物资集装化保障中的应用

为解决军用物资运输中集装箱与托盘模数相冲突的问题,提出在军用物资集装化保障中应用集装箱滚装托盘,介绍滚装托盘系统组成及配送保障模式,并分析滚装托盘应用的军事效益和经济效益．     

Congratulations on COSCO achieving four awards on the Australia/ East Asia and North Asia liner services

Over 500 people of the shipping and transport fraternity gathered at Darling Harbor in Sydney on 17 October for the Australian Shipping and Transport Awards 2001 hosted by Lloyd's List DCN. Through shipping and transport industry voting, COSCO has overcome strong competition on the Australia/East Asia trade to become winner of Customer Service Award. Other awards include three Highly Commended Award for Customer Service on the Australia/North Asia trade, and Sailing Schedule Reliability on both Australia/East Asia and North Asia trades. This is the sixth time for COSCO to be rewarded by Australian shipping industry. The awards show that     

大连东北亚重要国际航运中心的功能定位

中共中央国务院在实施东北地区等老工业基地振兴战略中指出，进一步扩大对外开放领域，大力优化投资环境，是振兴老工业基地的重要途径。而其中的一项重要战略举措，就是“充分利用东北地区现有港口条件和优势，把大连建成东北亚重要的国际航运中心”。     

全球供应链视角的东亚港口物流服务绩效与趋势分析*

东亚港口基于旺盛的贸易运输需求而在全球供应链体系中崛起,同时也因为港口拥挤等问题而存在降低贸易成本的空间。首先从全球供应链视角解析港口物流服务格局,突出了东亚地区、特别是中国港口的地位,评价港口物流的综合绩效和竞争状态,然后对发展趋势做出预测。研究发现：东亚港口将通过持续投资实现供给需求的动态平衡;日本地震引致的全球供应链重组将使港口物流服务发生结构性变化,东亚将加强跨国港口物流合作以满足区域经济一体化的要求。     

西亚、北非地区变局的经济根源

突尼斯、埃及政局严重动荡引发阿拉伯国家聚集的西亚北非地区接连发生政治地震.这是多种因素历史合力的结果,从经济角度看主要是:第一,被经济全球化边缘化.从全球范围看,西亚、北非地区动荡实际上是经济全球化深入发展、地缘政治大洗牌过程中发生的一次板块震动.经济全球化是人类历史和世界形势发展的潮流,开始由以美欧为代表的发达国家引领,这些国家利用经济全球化实现了经济结构战略转.     

Future of the Energy in Asia

I have been in oil and gas business, orthe evergy business in Japan for almost40 years at Mitsubishi Corporation. I hope myfew words will be a useful contribution totoday‘s agenda“Energy Security in Asia“and“Energy and Environment“.     

崛起中的南亚港口

南亚地区是全球最具活力的集装箱运输市场之一。在制成品出口增长和消费品进口上升的双重作用下,南亚港口的集装箱运输呈现一派繁荣景象,其中尤以印度港口的表现最为突出,     

The evolution of Canadian liner shipping policy

This paper traces the evolution of Canadian liner shipping policy from its beginnings, at the time of the initial formation of shipping conferences, in the late nineteenth century, to its current form, as provided by the 1987 Shipping Conference Exemption Act. It is shown that evolution has been associated with a shift in policy orientation from an initial British-based position to a contemporary form that is distincly American in nature. The reasons for this shift are analysed and the similarities and differences between curent Canadian and U.S.A. legislation are identified. The paper shows that the adoption by Canada of an American-style policy became inevitable once the container revolution had physically integrated the transport systems of both nations.     

亚太地区集装箱港口的发展前景

联合国亚太经济和社会理事会属下的 " 运输、交通、旅游和基础设施发展部 " 不久前推出 " 海运规划模式 " ,以详实的资料和数据全面总结全球航运业、港口业和国际贸易的发展态势.这份文件指出,到2010年或者最晚在2015年之前,全世界集装箱运输量将比现在增加2倍到3倍,而某些航线,如中国到北美西海岸的集装箱运输量将可能增加4倍.     

东非地区的箱管工作

东非地区(通常指埃塞俄比亚、索马里、肯尼亚、坦桑尼亚、乌干达、卢旺达和布隆迪七国)是非洲最落后的地区之一,其中埃塞俄比亚南部地区土地贫瘠,经济瘫痪,又在反政府武装控制之下,同外界几乎无正式交通运输联系,北部经济相对发达地区的海运只能通过吉布提港进出.索马里连年内战,除沿海地区有少量的地下海运以外,其他地区几乎同外界没有什么往来.其余5国的海运(包括集装箱运输)主要依靠肯尼亚蒙巴萨港和坦桑尼亚的达累斯萨拉姆港进出.     

东南亚港口发展动态及主要港口价位比较

简要介绍东南亚港口的发展动态,并对几个主要港口的价位进行比较。