Technical Papers - Finance
The ultimate reason to develop ports is to stimulate exports or imports, not to satisfy shipping companies. However, most ports are very attentive to the demands of their customers – too attentive. Sure enough, not providing satisfactory services could mean that shipping companies call another port.
In the new era we see, vendors of solutions will date to venture out their niches and look for solutions that connect and interchange information in real time to provide actionable visibility and enable efficient decision making. These solutions will be possible because new standards for information exchange and a set of common semantics have evolved.
Cirrus Logistics provides ports and terminals with applications and services that optimise the vessel call process, increase terminal throughput, and make the best use of available infrastructure and resources. This paper has been written to introduce an approach to vessel planning and scheduling that can return million-dollar savings per terminal per year.For supply chains that involve the chartering of vessels, demurrage is seen by many organisations as an inevitability of moving cargoes.
Simon Rush from Trimble discusses the SOLAS agreement, and it's effect on container weighing: There are many technologies available to port operations to achieve compliance with the new SOLAS amendment, including weighbridges and weighing systems for ship to shore container cranes, mobile harbour cranes, RTGs, straddle carriers, reach stackers and container handling fork lift trucks. Each of these options has pros and cons that will impact port operations workflow. Ports should consider the following criteria when considering options.
The importance of having reliable and accurate statistical data is crucial in all economic and social sectors. In the port area, until a few years ago, the most important data was that released by ports or port authorities. The reason for this lies in the fact that ports provide the data on punctuality and speed, usually one or two months after the end of a year.In Europe, Eurostat collect, process and disseminate statistical data for ports.It does this through the cooperation of the National Statistical Institutes of the EU Member States.
China has proposed a new silk route, commonly referred to as ‘One Belt One Road’ (OBOR). What does it mean, what are its consequences and what does it mean for the European ports system? This article will provide some answers to these questions. It will also provide some recommendations for European policy-makers.What is needed is a real reflection on the EU ports system. Which ports are needed for which amounts of cargo and which types of ships; which investments are needed where, and equally important: where not to invest? OBOR provides a unique opportunity to reflect on creating more focus, coherence and value in the European ports system.
In the early aftermath of Brexit, the International Monetary Fund (IMF) published its new World Economic Outlook (WEO), where the organisation revised its previous growth forecast published in April. The global growth outlook for 2016 and 2017 has been reduced and according to the IMF, the deterioration reflects the uncertainty of Brexit’s economic consequences. The IMF does not expect he combined growth for the emerging markets and developing economies to be affected. Their projection remains at the same levels as in the April WEO – a growth of 4.1% in 2016 and 4.6% in 2017. As the emerging markets rely on commodities as their main trade, this will not add to the headache for the currently depressed dry bulk shipping industry.