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Short sea shipping, the shortest path to reach further


SSS DEFINITION
For short sea shipping (Short Sea Shipping, SSS) refers to the movement of goods and passengers by sea between ports situated in territory European Union or between those ports and those in countries outside Europe with a coastline in the coastal seas around Europe.
includes shipping both nationally and internationally, and feeder services. The concept also applies to maritime transport between member states of the European Union and other countries bordering the Baltic, Black and Mediterranean.
Since the early 1990's, the European Union institutions have been emphasizing the need to promote the development of the SSS as a complement and alternative to land transport, to reduce the increasing saturation of facilities thereof. Growth SSS is considered, therefore, essential for sustainable development in the EU towards 2010.
However, this concept should be developed with a clear modal. This is not to raise a confrontation between the road and maritime transport, but to promote cooperation between businessmen from both modes so that competition arises between multimodal transport chains.


The port of Barcelona is making a determined bid to boost short sea shipping as a competitive mode of transport for goods. The goal is to become a true center logit and a key link in the chain gear, making short shipping is a tool to increase the competitiveness of firms that export and import their goods through the installation of Catalonia.
The demand for this type of transport has enabled the port to have an increasing number of coastal lines of short sea shipping, which together with a competitive schedule with other Mediterranean ports. The competitiveness of short sea shipping and the investments made by port and shipping facilities to make this as a real alternative to the road is supported by figures of spectacular growth.
higher growth

According to recent data European Commission (EC), released in 2002, short sea shipping has grown by 39% in terms of tonne-kilometers during the last decade, growth comparable to that of the only road that was in 41 %. However, during the second half of the 90's, short sea shipping grew by over land transport by road, with annual increases of 3.5%. These increases have allowed that, currently, the market share of short sea shipping is 42% of the total market for freight transport. At European level, the short sea shipping has meant 68% of the total volume of goods transported. The Mediterranean and the North Sea were the main areas of development of this transport, 34 and 31%, respectively, of the goods. During 2000, the latest data deck EC from the Mediterranean moved 662 million tons through this mode. In Spain, 65% of the transport of short sea shipping is done through the Mediterranean ports, especially with Italy, Algeria and Libya.

The Mediterranean Basin, the greatest potential
In the short sea shipping traffic that is carried across the Mediterranean, Spain accounts for 14% of the total, ranking second, behind Italy, that captures this type of transport with 38% of all goods. In fact, the Mediterranean is the one with greater potential for acquisition of goods from road to short sea shipping. According to a study of the English Association for the Promotion of Short Sea Shipping, the products most likely to be captured by the SSS are hortofrutículas and steel products.
is estimated that next year, the traffic likely to be attracted by the SSS to reach two million tons of goods. Of this total, the Euro-Mediterranean arc will slightly more than half, to 318,000 tons captured on routes with Italy and more than 720,000 tons of routes with France.

Barcelona bids for SSS
In this context, the port of Barcelona, \u200b\u200bwith its geostrategic location and a growing and important hinterland, is developing a range of strategies aimed at increasing the number of lines that perform this type of transport and provide a more flexible shipping and competitive corporate clients. The port has, currently, space docking, loading and unloading dedicated to this means of transport and has become a benchmark for this type of short-haul traffic.
In recent months, have been put into service new short sea shipping lines in the Catalan port. After the success of the pioneer, undertaken by Grande Navi Veloci between Barcelona and Genoa, with exponential growth year after year, Barcelona has been increasing the number of links to other Mediterranean ports and North Africa.
The latest example is the line commissioned in March by Grimaldi Napoli to Civitavecchia (Rome). The line, covered by a mixed-passenger ferry and ro-ro cargo, covers the service between the Catalan port and Italy three times a week and has already established itself as a "sea highway" competitive with the land route. The speed to meet these modern ships engaged in short sea shipping gives them a competitive advantage and not just off the road, but even on the plane.


Cost Savings The benefits of short sea shipping for the environment because it is much less polluting than other major modes of transportation now, is a basic: the costs. According to a study by the English Association for the Promotion of Short Sea Shipping, 70% of the 210 logistics chains were analyzed, the cost savings using the alternative of short sea shipping are above 10%. Added to this is that in 35% of the connections, the total distance traveled is significantly reduced and in 26% of trips, the use of short sea coastal reduce transit time.
However, despite these advantages, the SSS is still perceived by shippers as a means of transport unreliable. They are urging thus increase the reliability of transport within, to respect the day of delivery and cost savings assume opposed to the traditional road.

What to consider in the SSS
When selecting a mode of transport to, companies have to take into account that, despite its advantages, the short shipping is not always the most appropriate. For this reason, the association pointed out six basic requirements to achieve a competitive transport: Select
shipping routes over the 450 miles.
adapt the speed of the vessel to maximize the rotations. Focusing
recruitment goals of traffic in the road when they cover a distance exceeding 1,500 km. Concentrate
shipping services to ensure a greater number of frequencies.
promote interaction with road transport companies from other countries.
Note that the ground operator wants to maintain control of clients.

A matter of community interest
The short sea transport is driven by long-EU executive order to curb the growing saturation of European roads. Although the short sea shipping has the full support of the Commission are still some points to iron out, as the realization of the concept of 'motorways of the sea' or a financial aid policy in line with reality, and that the 75 million euros budgeted by the Marco Polo for the years 2003-2006 are little more than symbolic.


In Marco Polo its White Paper on Transport in the horizon of 2010, the European Commission proposed a series of measures to balance the different modes of transport. One of the measures to achieve this goal is the Marco Polo, which was adopted on July 22, 2003. The objective of this plan is to reduce road congestion and mitigate the harmful effects of the current transport system on the environment through intermodality. To this end, the program financially supports initiatives in the freight and logistics so that the 12,000 million tons per kilometer increase annually provided they are transferred to short sea shipping, rail and inland waterways or a combination of these modes, minimizing road trips.
Between June and July this year, is scheduled to begin negotiations of contracts and, next September, will start the second round of proposals for mid-November, have all the initiatives on the table.
All Community transport companies are invited to participate in this program. Marco Polo replace the PACT, a similar program, but with a narrower scope. Marco Polo is active in all market segments of transportation, not only in combined transport.
The aid will go to the launch of new services that capture traffic so far were made by road. The minimum endowment of 500,000 euros will be provided that the capture of the road project 250 million tons per kilometer. Another aspect to be taken into account is that this grant, awarded up to three years, does not involve a distortion of competition in the market and that the service can be profitable when aid ceases.
addition to direct aid at the beginning of a new service, Marco Polo will also consider two types of action: catalyzing calls, as overcoming structural barriers in the markets, and training and cooperation projects and exchange of know-how.
Administrations may not participate in this program, which is directed solely to private enterprise to undertake cross-border services, excluding leaving national initiatives. Nor may qualify for support of new infrastructure projects, technology or feasibility studies. Editorial


SAC Port Authority of

interest BarcelonaDirecciones The Short Sea Shipping in European Union
English Association for the Promotion of Short Sea Transportation
European Network for the Promotion of Short Sea Shipping
Port Authority of Barcelona Line
Algeria - CNAN
Shipper Line Algeria - Transcoma
Line Rome - Naples Grimaldi Line
Genova - Grandi Navi Veloci

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Transport is a major consumer of energy, which is obtained changing fuels, mainly by combustion engines. In the combustion process generates gaseous emissions (CO2, CO, NOx, SOx, and others like particles) whose harmfulness depends on the source of energy used.

often argued that powered electric vehicles are "clean", like those using hydrogen fuel cells. but in reality, these types of vehicles generate today, the more pollution than internal combustion vehicles.
The reason is that the generation of hydrogen or electricity consumed energy produced in coal-fired steam power plants, ie plants that are used off-peak period.
hydrogen production or storage in batteries introduces losses of around 60% of the electricity produced and, therefore, three times the amount of pollution produced by coal plants.

In general, it is estimated that the use of hydrogen vehicles will increase the amount of carbon and sulfur in the atmosphere (Responsible for global warming and acid rain), but decrease the amount of nitrogen compounds (responsible for the "smog" or "smog"). They do have the advantage (or disadvantage) that allow you to centralize the pollution in one place and make treatment easier (or hiding).

Given the expected depletion of fossil fuels by 2050, global transportation is challenged to fully customize their systems in just under five decades.
is expected that hydrogen vehicles will be cheaper, extrapolating current technologies, which we learn to produce by other than the highly polluting methods used today (natural gas treatment with steam), which generates huge amounts of carbon dioxide, if its use does not further contribute to global warming.

In recent years vehicles have been getting cleaner as a result of stricter environmental regulations and incorporation of improved technologies (catalytic converters, etc..), And, above all, for better fuel efficiency. However, this situation has been more than offset by the increase in both the number of vehicles and the increased annual use of each vehicle, which determines that cities with more than 1,000,000 people have problems of excessive air pollution levels, affecting the health of the population. ENVIRONMENTAL STANDARDS




Develop and implement an EMS standard need not necessarily culminate in certification thereof. But the certification of an EMS is only possible if it has been developed based on the specific requirements of ISO 14001. Certification will
then to demonstrate to interested parties that the organization has successfully implemented and appropriately an EMS in accordance with the reference standard.
For certification EMS is necessary that the system has completed its full cycle, that is, from the development of environmental policy to the management review. It is generally recommended that the system is implemented in the organization and running at least three months before the certification process. During this time records will be generated will create habits and detect weaknesses in the EMS that will require timely corrective actions.
Therefore, they should not wait until the end to generalize the EMS to all staff but to proceed gradually.
Once the project, the selection of the certifier should be done soon. Should talk to auditors and to consider whether the certification meets the needs of the organization, taking into account that the auditor, in addition to competition, should preferably have expertise in the sector.
For your selection, should take into account qualifications, experience in the sector, the independence and objectivity.
The organization is now able to demonstrate compliance with minimum levels, which may be audited and certified, but they are subject to a systematic process of continuous improvement and cyclical. That is, you have to move forward on the spiral of continuous improvement

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COMPUTER SYSTEMS ENVIRONMENTAL ISSUES

1.1. CONCEPT COMPUTERS
Informatics is the study of a computer and its uses. Includes physical and computer hardware (the machine itself with the team working with her, printer, scanner ...) and computer programs and languages, better known as software.


1.2. STRUCTURE OF A COMPUTER SYSTEM
The basic units of a computer are the CPU (Central Processing Unit), memory and drives E / S (Input, Output).
The CPU or processor is the central nervous system. Performs the functions of central control. Takes all operational decisions, logic and computation. Retrieved from memory instructions machine and makes the operations required by these instructions will be running correctly. To this is connected with the units I / S and Memory.
The memory stores instructions and data inputs needed for computer operations and data generated by different applications installed on it (programs).
units E / S transfer information outside of your computer and vice versa.
Although main memory is used for programs and data, generally using a auxiliary devices that can store data and / or programs. Hard disks provide fast storage, reliable and high capacity. Floppy disks are much less previous capacity, and access to information stored on them is slower. Blank floppy disks must be formatted to be usable.


1.3. COMPUTER PLAN
By computerized transport routes are designed so that the total cost of the entire system of routes is minimized.
To carry out a good design of routes, it is necessary to collect information (warehouse location, distance, downtimes for loading and unloading, deadlines and delivery times ...) and take into account a number of conditioning factors such as weight and dimensions of vehicles.
Moreover, for the design of routes is necessary to calculate the distances. Existing methods for this are: Distances
straight: you get the straight line distance between the different clients by applying a correction factor (the distance by road is 20% higher than in a straight line). Roadmap
computer: this is a program designed maps that simulate the state of the road network and store large number of details about the roads and the distances between points, road types (motorway, highway ... ), tolls, traffic lights ...
For the design of transport routes is practically essential computer system, which requires:
Database with information about customers, fleets, demands ... Map
computer.
method of solving the problem of optimization (method of savings, Branch & Bound method, integer programming, dynamic programming).
Finally, the solution must provide at least the following:
Number of vehicles for all routes. Route
assigned to each vehicle.
Order of delivery of each route.
demand of each route.
distance or time cost of each route. Full Set
made routes.


2. TELEMATICS APPLICATIONS IN THE ROAD TRANSPORT SECTOR
2.1. CONCEPT
TELEMATICS Telematics involves an exchange of electronic documents between computers. Using this method requires a change in commercial transactions which for centuries has been dominated in the use of paper and has replaced other media such as email, phone and negotiations in the presence of the parties.
2.2. THE HIRING OF TRANSPORT TELEMATICS MEDIA
The Law Commission of IRU (Union Internationale des Transports Routiers, Geneve) in 1989 initiated a series of works devoted to the use of telematics in the use of international transport services by road these work has completed the development of an IRU Agreement Model Electronic Data Interchange, which was adopted in 1994 and has since been available to carriers and their customers.
IRU model does not imply an exchange of documents, but there are just two computers connected to the telephone network and the message is transmitted from one to another. IRU
This model provides the legal framework needed by road hauliers and their customers to communicate by computer. Companies can adapt this model to each case thus avoiding having to build a separate agreement for each case. IRU
Model Agreement on Exchange of Information Technology is divided into data two parts: the communication protocol and user manual. IRU
The protocol is designed for companies to remove the clauses that are not essential, rather than having to fill gaps, and it contains a large number of optional clauses.
The different options available to contractors in square brackets, the remaining provisions are not mandatory (those that appear in brackets), but should not remove them.
is appropriate for companies that use this protocol to respect their management as far as possible, since one of the principles underlying it is to achieve uniformity among the member countries of the CMR Convention
The user manual is devoted to procedures and technical regulations in the transmission of documents and messages, as the communication protocol.
that companies should use this IRU to agree on security measures to protect them from possible fraud.

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RAILWAY SECTOR PLAN

Railway Sector Plan 2005-2009

The General Interest Railway Network (RFIG): definition, composition and characteristics
Definition


The General Interest Railway Network consists of rail infrastructure essential to ensure a common rail transport throughout the national territory, or whose administration is necessary for the proper functioning of the common transport system, such as those related to international trafficking routes, which link the different regions and their connections and access to major population centers and essential facilities for transport or the economy or national defense.


The General Interest Railway Network consists of all railway infrastructure managed by RENFE, before processing the first of January 2005, or whose administration has been entrusted to ADIF or holding the Port Authority at the ports of general interest . The meter-gauge network managed by FEVE is also part of the RFIG.

Decisions on the inclusion or exclusion of rail infrastructure to / from the RFIG must be approved by the Minister of Development, the report of the affected regions, where justified for reasons of general interest. The Autonomous Communities may request the transfer of infrastructure agreed to exclude from RFIG.

The Council of Ministers proposed by the Minister of Public Works may order the closure of lines or sections of rail infrastructure when the economic performance of their operation is highly deficient.

Specific guidelines for the development of rail policy

Consolidation sector reform and development of new model railway
Promotion of a "central role" of rail corridors
most important contribution to the accessibility of the territory
Establishment a high-performance network designed especially for mixed traffic
Reduced total travel time in the intercity rail
Increasing the share of rail freight in the medium and long distance
Definition of a rail freight network Defining a strategy
for changing the width in the conventional network maintenance level
rail safety
Definition of a comprehensive and preventive maintenance of the railway network plans in
conservation and modernization of the conventional rail network
Definition of large performances in urban areas to improve the integration of rail networks will be completed
local and upgrade its rolling stock. On the institutional side, will promote greater participation in its management of the CCAA and Transport Authorities

Defining a new framework for the development of rail services within Establishing regional
intermediate time horizons for the development of the Plan, through the development of railway sector plans
Highlighting the public property of the closed lines disused
For further information you can see the Specific Guidelines for Development Policy PEIT sector in paragraph 5.2.2