Economic Impact of the Container Traffic at the Port of by Daniel Coronado, Manuel Acosta, María del Mar Cerbán, María

By Daniel Coronado, Manuel Acosta, María del Mar Cerbán, María del Pilar López

This booklet reports the commercial impression of box site visitors at essentially the most vital ports within the Mediterranean: the Port of Algeciras Bay (PAB). The authors examine the worldwide framework of the containerisation enterprise and the features that at the moment situation this approach. Following is a proof of the actual features of the PAB, and an outline of the placement as regards the actual and logistics infrastructure in important Mediterranean ports.

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Extra info for Economic Impact of the Container Traffic at the Port of Algeciras Bay

Sample text

5 GNRAL: Wharves for general merchandise. 6 G/CNT: Wharves for general merchandise and for containers. 2. Physical characteristics of the principal Mediterranean ports 2004 (continuation) Operator Wharves 2 S/D 2 Venizelos Container Terminal St. 180 14 S/D Malta freeport terminal Source: Authors’ own elaboration from Containerisation International 2004. 1 “Wharves1” refers to the number of wharves that are dedicated in that port to general merchandise, containerised and non-containerised, and to ro-ro.

These civil works are currently in their second phase; the objective is to recover from the sea some 45 hectares of land area and a wharf of 618 metres length. This new wharf is constructed initially as a dry dock because it is going to be used first by the company Exxon Mobil for constructing an off-shore terminal for liquefied gas. Once finished, this Terminal will be taken to its final destination and the dock will be free for other uses. 50 metres. In aggregate these investments should increase the traffic of containers, principally that of the Port of Algeciras, and of ro-ro and general merchandise, but their eventual use will depend logically 32 2 The Port of Algeciras Bay of the future evolution of the types of traffic, both in the context of the port itself and in the international context.

Each generation of container carrier ships constructed is larger and/or faster. The current order lists published (October 2004) reveal that during the next three years eight new container carrier ships, each with capacity for more of 9,600 TEUs, will enter service. The increased size of the vessels is a very relevant fact, because it puts pressure on the ports to adapt their installations (berths, cranes, access for land transport and organisational systems), in other words, to undertake significant investments to receive these ships and thus to maintain or enhance their competitive position.

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