The Future of Maritime trade in 2020 and the implications for the port of Amsterdam

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Team Members:

  1. Maria Marcos
  2. Mirjam Terhorst
  3. Andreas Schuil
  4. Eduard de Visser
  5. David Verberne

Driving forces:

New Driving forces:

  1. Piracy
  2. Containerization
  3. Maritime Transportation security
  4. Consumer’s responsibility CO2 footprint
  5. Consumer/customer demands regarding speed of service/delivery
  6. Improvement through inventions
  7. Technical Innovation in the supply chain
  8. International Trade of goods
  9. The cost of freight shipping
  10. Building ‘green’
  11. Increase of Marine Pollution


Existing driving forces:

  1. Influence of the World Trade Organization (WTO)
  2. Increasing Use of e-Commerce
  3. Global Warming
  4. The increasing globalization of markets‎

Research Questions:















19. On what criteria is a port selected?

Traditionally primarily the standalone physical attributes of a port are considered such as

• the physical and technical infrastructure • the geographical location • port efficiency • interconnectivity of the port • quality and costs of auxiliary services such as pilotage, towage, customs, etc.., • efficiency and costs of port management and administration • availability, quality and costs of logistic value-added activities • availability, quality and costs of port community systems • portsecurity/safety and environmental profile of the port • port reputation • reliability,capacity, frequency and costs of inland transport services by truck, rail and barge.

But more recently people are starting to base the choice for ports on overall network cost and performance. This adds the next three points

• Time costs of the goods (opportunity costs linked to the capital tied up in the transported goods and costs linked to the economic or technical depreciation of the goods); • Inventory costs linked to the holding of safety stocks • Indirect logistics costs linked to the aggregated quality within the transport chain and the willingness of the various actors involved to tune operations to the customer’s requirements, e.g. in terms of responsiveness to variable flows, information provision and ease of administration.

David:

20. What are the effects of the financial crisis on the world trade in 2009? World trade declined more than 11% in the first quarter of 2009. The declines are the largest ever. If we annualize these figures, the total decline will be 38%.


21. What developments in Port performance can we observe? Ports are facing increasing demands for a quick turnaround of vessels from customers with increasing size of ships. The main bottleneck in port performance is crane handling. Ports have not made any significant breakthroughs in container handling, neither does there appear to be any new radical solutions on the horizon. In the “Review of MaritimeTransport 2007” is was reported that, in Shenzhen, China, a crane capable of lifting 3 FEU’s (forty-foot-equivalents) came into operation. These crane improved the container handling from 60 boxes per hour to 64 boxes an hour. If a ship contains more than 5000 containers, these improvements don’t make much difference. A concept to further improve container handling efficiency has led one crane manufacturer to design, on paper, a crane capable of handling 4 FEU’s simultaneously.

22. How does the Logistics supply chain look like?



Environmental improvements in maritime shipping The maritime shipping industry is looking for ways to improve their environmental impact and overall cost structure. One major innovation is the use of skysails, see www.skysails.info . Depending on the prevailing wind conditions, a ship’s average annual fuel costs can be reduced by 10 to 35% by using the SkySails-System. Under optimal wind conditions, fuel consumption can temporarily be cut by up to 50%. The first commercial ships are using the SkySails right now and are being rewarded for their environmental improvement .

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