ANÁLISIS DE PERCEPCIONES DE LOS FUNCIONARIOS DE ESTA

All these changes in maritime transport systems have inevitably resulted in the transformation of the

role of ports.

In the past, port development responded mainly to requi­ rements of the users. Ports seldom initiated new techno­

logies.

While evaluating the impact of new shipping technolo­ gies upon port development, one has to bear in mind that the impacts differ according to whether the port is loca­ ted in a developed country or in a developing country.

Different types of vessels will create different impacts. Any analysis will have to take Into account political and social/human factors, which have a major influence in the developing countries.

Ports have always been a major link in any country's trade; therefore , they play an essential part in a coun­ try's economic activities. All economic activities always

lead to economic growth in the long term.

Modern trading concepts changed the function of ports into becoming one link in integrated, intermodal trans­

portation system, connecting ocean shipping to the

various modes of inland transportation, including air. To adapt their new role, ports and terminal operations have had to introduce new operational concepts.

The development of all modern cargo-handling and shipping systems lay in the need to escape from the slow rate of cargo handling and the high labor costs of the conventio­ nal system. With the new cargo handling system, ships' time in ports is reduced to 25 % compared to 60% a year

spent in ports by break bulk conventional vessels.

The process behind its development was based on the main assumptions efficiency productivity and costs-saving. The main trends,are in the further evolution of inland transport networks, the development of new types of flex­ ible ship (mainly the bulk/container-ship>, and the refix nement of existing types of vessels.

High-speed cargo handling, substantially reduced labor requirement per ton of throughput, and reduced capital investment per ton of throughput in long-run terms.

The pure container systems have been associated with sizeable change-over investments in the ports. Contai— nerships provide more transport capacity per unit of capital and almost all general cargo ships now being built are of modern design and incorporate a substantial container capacity.

When container penetration begins to approach 20 % of the potential of a particular route, the capacity of conventional ships is insufficient and full cellular ves­ sels have to be introduced.

With a limited traffic of 40,000-60,000 TEUs /year, most ports can operate more or less efficiently with simple equipmentzforklift trailer, tractor-trailers, and even by using ship's gear exclusively.When Container traffic begins throughputs of 70,000-100,000 TEL) per year, need to move towards the established technologies for container terminals Ci.e., shore cranes,transtainers, etc...

The inherent logic of the modern container and its integral intermodal transport system prevail when Customs

and bureaucrates understand that modern intermodal

transport is the least cost and the most efficient solu­ tion even for developing countries.

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2.1.3 The Shipping Industry

Technological choices are not simply a function of the port sector but are controlled by the configuration of the whole system as it affects ship choice and inland transport.

Containerisation removed the limits on ship size imposed by the rate of cargo handling in conventional systems, a new limit supersedsed it:the size of traffic flow became an important limitation on some routes.

In order to fill the new,large containerships, four modi­ fications to existing service patterns had to take place:

(a) service amalgamations;

Cb) elimination of certain port calls;

<c) concentration of large quantities of freight at a few ports;

Cd> All-round, efficient ' land/sea interface terminals.

All these factors'lead shipowners to believe that with

containerization, a higly concentrated route structure

would ensure, with very large containerships sailing between a limited number of super ports; secured by a feeder network of smaller ships, plus the use of inland transport'.

Container systems never, in fact, developed into highly concentrated route structures. The initial thinking on concentration never wholly materialised for a number of reasons:

a) The economies of size of large containerships were not as powerful as first anticipated;

b) The economies of scale in terminals were much weaker than expected;

c) To achieve wide network distribution by fee- derships, costs become exorbitant;

<d) Certain classes of high-value cargoes lure lines from rigid, concentrated route structures.

The present-day reality of container-line operating practices is far removed from the philosophy surrounding the original concept. The services that developed became hybrid, with a mix of various strategies that included

multiporting exercises of the main vessels together with feeder-ship extension, cross-route transhipment etc.

The overall strength of which was stronger than the sum of its individual ports. This combination of service pro­ ved to be more economical and financially rewarding for the shipping companies.

The contact between vessel and shore becomes an intricate interface operation, since the port has ceased to be the terminal point of cargo interchange.

The junction of the port and its facilities are now so complex that without the use of advanced technology ,ma­ nagers are unable to obtain all objectives and condi­ tions for surviving in highly competitive environment. To name just a few of the objectives:

(a) Minimizatioh of ship turnround time in port; <b) Minimization of holding time of cargo in the port area, with reduction or even elimina­ tion of cargo-holding costs;

(cl Minimization of unforeseeable delays,

including the effects of strikes, human errors ;

<dl Minimization of integration of port services with other transport modes interfacing at

the port;

(e) Minimization of ability of port operations to cope with changing technology of the port users (ships,transport systemss, packaging)

• a •

These objectives must be achieved in order to meet the

competition of other similar facilities aiming at cap­ turing the same market.

To survive, port facilities must be fully integrated into the intermodal transportation system, of which the ship and the port are only a part. In recessive competi­ tion, strides have been made by some ports in raising berth throughputs and land utilization.

Therefore,long container dwell-time, slow operations in the container park, ship waiting time caused by random arrivals, customs,and all the actual limits are invariab­

ly curtailed.

New technology will not only be applied in infras­ tructure and equipment, but will also play a major role in management planning, decision-making, and development of overall policies and strategies.

These latter ,in turn, will lead to improved output and productivity of operations and cargo handling;a better use of facilities, equipment,manpower and all transport modes.

The importance of towards technological planning as an integral part of the physical master planning has not yet been fully recognized.

But the new realities in planning, apply equally to- shi­ powners and the port industry. Among these are included.

(a) The risk analysis of traffic forecasts to determine the uncertainty of demand projec­ tions;

<b) The transport and cargo-handling technology forecasts;

<c) The institutional and political development

projections, including forecasts of regulatory changes;

<d) The environmental analysis and impact

assessments;

<e) The market and competition trend projec­ tions;

(f) The intermodal technology and choice fore­

casts;

<gl The cargo form projections;

<h) The operational and interface development forecasts;

<i) The Computerized Stacking Control, optimum

stacking and unstacking sequences (this system

is usually coordinated with computerized contai-

nership cargo planning, minimizes container

rehandlilng requirements) ;

<j) The Automated Container Inventory and Storage systems;

. (k) the Container Elevators and Sideload Devi­ ces, similar to shipside pallet loaders, are designed to transfer containers to or from pier- side to ship decks. The elevators are fed by side-load devices.