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Globalisation, as a phenomenon, is defined as a substantial (exponential) expansion of cross-border networks and flows. Symbols of globalisation have been the ever-increasing size and speed of ships and the shrinking cost of commercial transport. Ocean transports have achieved tremendous productivity gains increasing ports competition. Port productivity had to and has to be improved.
Sept 16th 2008, MAREFORUM Ghislain LORTHIOIS Page 2
Traffic growth.
In 2006 goods loaded at ports worldwide 7.4 billion tons, UNCTAD (2007). The estimation of global container trade in 2007 was 141.5 million TEU, Drewry Shipping Consultants (2008). The 2008 figure is expected to reach 154.4 million TEU. A forecast ending in 2020, container trade could exceed 371 million TEU in 2020.
No technical barriers?
Ever bigger container ships
Type / Class 1st generation 2nd generation 3rd generation 4th generation 5th generation 6th generation
Capacity (in TEU) 1 000 1 500 3 000 4 500 6 000 more than 8 000
Source : compilation, Cullinane et Khanna (2000), Gilman (1983) et Pearson (1988) and other.
No deterrent technical barriers to further increases. Designing vessels up to 18,000 TEU: The Malacca-max concept (Wijnolts 1999 2000)
Sept 16th 2008, MAREFORUM Ghislain LORTHIOIS Page 7
Increasing size of container ships implies to reduce the number of port calls.
Such vessels are very costly. They imply to limit the costs in port.
Big ships are working as part of a global network. They imply an extensive use of transhipment to fill them the concept of transhipment terminal has been developed. Improve port competitiveness with information technology.
Port operations are capital-intensive activities (management software, quayside cranes, reach stackers, straddle carriers, automation)
Point-to-point network:
16 independent connections.
Hub-and-spoke network:
9 connections. One of them is operated with mega container-ships. The others with short-sea services
Container lines have required minimising costs by limiting the number of port calls (hub and spoke system): port concentration. Thus, a new port hierarchy:
9 Global hubs located closed to the main maritime routes with intense
competition. Transhipment activities can move rapidly from one port to another.
9 Regional hubs. 9 Direct call ports. (Gateway ports) 9 Feeder ports. 9 Niche ports that can be compared to local monopolies.
Sept 16th 2008, MAREFORUM Ghislain LORTHIOIS Page 10
High competition. Ports innovative, productivity enhancing and cost cutting strategies. Improve connexions with the hinterland. Port huge investments.
Lower competition. Shipping lines provide technology to ports. Optimising transhipment operations. Shipping lines huge investments.
Mediterranean hubs
Damietta.
Capacity: 2,900,000 TEUs per annum in phase 1 Berth: 2,360m Draft: 17,3m 14 gantry cranes, 35 RTGs Start of commercial operations 2009
Istanbul...
Malta Freeport.
The ever-increasing transhipments? World total transhipment volume from 85 million TEU in 2005 to 184 million TEU in 2015. The share of transhipment is expected to be approximately 23.1 % Almost unchanged from the MPPM (Maritime Policy Planning Models) estimates of transhipment shares in 2005 (22.9 per cent of the global total).
Source: Regional shipping and Port Development Container Traffic Forecast 2007 Update (UN-ESCAP / KMI).
Big ships are less flexible. Could be a serious liability in a downturn Ever bigger ships = ever bigger risk Big ships need deeper water, bigger cranes, longer berths, bigger container yards. Who will pay for these port infrastructure improvements? Increased time in port can quickly outweigh economies of scale. A less visible presence in the port of origin (or destination) of the cargo. Additional handlings than a point-to-point network. For ports, transhipment volumes can be very volatile.
Transhipment activities can move rapidly from one port to another.
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Economies of scale at the hubs, enabling the potential development of an efficient distribution system since the hubs handle larger quantities of traffic. Economies of scope in the use of shared transhipment facilities.
This can take several dimensions such as lower costs for the users as well as higher quality infrastructures.
Sept 16th 2008, MAREFORUM Ghislain LORTHIOIS Page 18
Conclusions
Thank You