A popularização dos contêineres no transporte de cargas gerais por volta dos anos 60 provocou significativa mudança no tráfego de mercadorias ao redor do mundo. A utilização deste equipamento simplifica e agiliza o processo de transporte e manuseio de cargas, uma vez que permite a movimentação entre diferentes modais com rapidez e segurança nas operações de carga e descarga. Neste contexto, esta pesquisa trata do problema que integra decisões de escolha de cargas a serem transportadas pelo modal marítimo com decisões de reposicionamento de contêineres vazios de modo a maximizar a receita total. O modelo baseia-se em um problema de fluxo em rede multiproduto, a partir da qual é proposta uma modelagem matemática inédita, que permite levar em consideração as principais restrições encontradas na prática tais como: horizonte de planejamento de longo prazo; diferentes tipos e tamanhos de contêineres; múltiplos navios, rotas e suas respectivas programações; rotas que permitem que um porto seja visitado mais de uma vez; capacidades dos navios em termos de número máximo de contêineres cheios e vazios por tipo e peso máximo total; para cada rota e trecho entre dois portos consecutivos; etc. O modelo proposto foi implementado em C++ e utiliza o software de otimização GUROBI, lançado recentemente, assim como uma planilha eletrônica para os dados de entrada. O mesmo foi comparado a um modelo da literatura que utiliza método heurístico para resolução de problema semelhante. O modelo também foi aplicado a problemas de diversos portes evidenciando que é capaz de resolver problemas até à otimização de maneira eficiente e em tempos de processamento reduzidos. / The popularization of containers in transporting general cargo caused a significant change in freight traffic around the world. The use of this mechanism simplifies and streamlines the process of shipping and handling charges, allowing you to move it between different transport modes, with speed and safety in loading and unloading process. In this context, this research deals the problem that incorporates decisions of cargo selection to be transported by sea with decisions involving reposition empty containers in order to maximize total revenue. The problem is modeled as a multi-product network flow problem and is proposed a novel mathematical model, which takes into account the main constraints encountered in practice, such as planning horizon of long-term; different types and sizes of containers, multiple ships and routes and their schedules, routes that allow a port to be visited more than once, and capacity of vessels in terms of maximum number of full and empty containers by type, and maximum weight for each route and the segment between two consecutive ports, etc. The proposed model was implemented in C++ and uses for its solution, the optimization software recently launched, GUROBI, as well as a spreadsheet for data entry. The same was applied to a problem of literature that uses a heuristic method to solve it. The model also was applied to several size of problems showing the model able to solve problem to optimality of efficient way and in processing time reduced.

Submitted by Sandra Pereira (srpereira@ufrrj.br) on 2017-04-06T12:02:08Z No. of bitstreams: 1 2012 - Rodrigo Rossi Rodrigues.pdf: 2827044 bytes, checksum: 1e0bfbc21aa38412c1823ea16ac2e2ed (MD5) / Made available in DSpace on 2017-04-06T12:02:08Z (GMT). No. of bitstreams: 1 2012 - Rodrigo Rossi Rodrigues.pdf: 2827044 bytes, checksum: 1e0bfbc21aa38412c1823ea16ac2e2ed (MD5) Previous issue date: 2012-03-27 / The goal of this study is to show how the resource?s rationalization can improve the operational results of one maritime transport company. The tanker maket follows a world tendency on the hiring price of charter. It makes the process of costs reducing through the optimization of fuel and diesel or/and through the performance?s control of time, velocity and operational disponibility a mandatory factor. The control of the consume of fuel and diesel is a way to reduce the discounts on the ships earns. The losses can be caused by technical problems on the MCP's (Main Combustion Engine), MCA's (Auxiliary Combustion Engine) and auxiliary machinery of the ships, or by the necessity of revaluation on the contractual price of loading and unloading products on shipping terminals and also by the climate changes in the Brazilian coastline, which causes some different conditions of velocity and time trips. / Atrav?s deste trabalho pretende-se apresentar como a racionaliza??o de recursos pode contribuir para melhorar o resultado operacional de uma empresa de servi?o de transporte mar?timo. O mercado de afretamento de navios petroleiros segue uma tend?ncia mundial na contrata??o do pre?o do frete, tornando importante o processo de redu??o de custos atrav?s da otimiza??o de ?leo combust?vel e ?leo diesel, e controle das performances operacionais: tempo, velocidade e disponibilidade operacional. Uma das formas de reduzir os descontos na receita dos navios ? o controle do consumo de ?leo combust?vel e ?leo diesel. Sejam eles provocados por problemas t?cnicos nos MCP?s (Motor de Combust?o Principal), MCA?s (Motor Auxiliar de Combust?o) e M?quinas Auxiliares dos navios, ou at? mesmo pela necessidade de reavalia??o de taxas contratuais de bombeio de carga e descarga de produtos nos terminais, e velocidade/tempo de viagem em alguns trechos do litoral brasileiro, devido ?s mudan?as clim?ticas e geogr?ficas.

A popularização dos contêineres no transporte de cargas gerais por volta dos anos 60 provocou significativa mudança no tráfego de mercadorias ao redor do mundo. A utilização deste equipamento simplifica e agiliza o processo de transporte e manuseio de cargas, uma vez que permite a movimentação entre diferentes modais com rapidez e segurança nas operações de carga e descarga. Neste contexto, esta pesquisa trata do problema que integra decisões de escolha de cargas a serem transportadas pelo modal marítimo com decisões de reposicionamento de contêineres vazios de modo a maximizar a receita total. O modelo baseia-se em um problema de fluxo em rede multiproduto, a partir da qual é proposta uma modelagem matemática inédita, que permite levar em consideração as principais restrições encontradas na prática tais como: horizonte de planejamento de longo prazo; diferentes tipos e tamanhos de contêineres; múltiplos navios, rotas e suas respectivas programações; rotas que permitem que um porto seja visitado mais de uma vez; capacidades dos navios em termos de número máximo de contêineres cheios e vazios por tipo e peso máximo total; para cada rota e trecho entre dois portos consecutivos; etc. O modelo proposto foi implementado em C++ e utiliza o software de otimização GUROBI, lançado recentemente, assim como uma planilha eletrônica para os dados de entrada. O mesmo foi comparado a um modelo da literatura que utiliza método heurístico para resolução de problema semelhante. O modelo também foi aplicado a problemas de diversos portes evidenciando que é capaz de resolver problemas até à otimização de maneira eficiente e em tempos de processamento reduzidos. / The popularization of containers in transporting general cargo caused a significant change in freight traffic around the world. The use of this mechanism simplifies and streamlines the process of shipping and handling charges, allowing you to move it between different transport modes, with speed and safety in loading and unloading process. In this context, this research deals the problem that incorporates decisions of cargo selection to be transported by sea with decisions involving reposition empty containers in order to maximize total revenue. The problem is modeled as a multi-product network flow problem and is proposed a novel mathematical model, which takes into account the main constraints encountered in practice, such as planning horizon of long-term; different types and sizes of containers, multiple ships and routes and their schedules, routes that allow a port to be visited more than once, and capacity of vessels in terms of maximum number of full and empty containers by type, and maximum weight for each route and the segment between two consecutive ports, etc. The proposed model was implemented in C++ and uses for its solution, the optimization software recently launched, GUROBI, as well as a spreadsheet for data entry. The same was applied to a problem of literature that uses a heuristic method to solve it. The model also was applied to several size of problems showing the model able to solve problem to optimality of efficient way and in processing time reduced.

In a fast moving world where maritime transport corridors play a major role in the movement of people and goods, there are significant sustainability issues with these operations. This paper considers the sustainability of these corridors and the contribution of security and safety measures to achieve sustainability. The research commences with a literature review and practitioner survey on sustainability, security and safety of maritime transport, then develops the analysis using the Framework for Strategic Sustainable Development (FSSD) and causal loop diagrams to analyze and evaluate measures and actions that could lead towards a sustainable maritime transport corridor - education and training, energy alternatives, waste management, dematerialization, efficient land and sea use, standardized operations between ports and community engagement. The Baltic Transport Corridor is used for analysis. Further recommendations are made in order to facilitate the path for future research and study.

The thesis discusses the differences and the role of the traditional centers of international trade. It is conducted through comparative analysis of the two ports in the open and closed economy - Rotterdam and Alexandria. In the first chapter, that is based on the theoretical and analytical frame, are specified the relevant facts and empirical findings in the field of international trade, centers of the international trade and maritime transport. The second chapter named Characterization and comparison of national economies deeper investigates the environment in which are the selected ports located. Chapter three and four deal with the Rotterdam respectively Alexandria in the detail view consisting of a historical context, profile and description of the port, the commodity structure, current development, future plans, related industrial regions and areas. The last chapter contains a comparison of the Rotterdam and Alexandria, including SWOT analysis.

The aim of the diploma thesis is the comparison of maritime and rail freight transport between Asia and Europe. The thesis focuses on characteristic of rail transport as an alternative mode of transport and identification of possibilities, how to increase its competitiveness towards to maritime transport. First part of the thesis analyses current situation in maritime and rail transport and focuses on their specifics and future potential. The practical part deals with the change of fictitious company´s logistics system. Maritime and rail transport are compared in terms of risks, costs and shipping time. The last part of thesis deals with possibilities of increasing competitiveness of rail transport in the future.

The diploma thesis analyzes the impacts of maritime piracy on international community. The study analyzes the situation in terms of economic impacts, but also in terms of international cooperation in solving piracy issues. The aim of the diploma thesis is to define most vulnerable locations, quantify economic impacts and evaluate the impacts of military missions in the affected regions, as well as analyze the published recommendations.

Ett företag står inför nya logistiska alternativ när förutsättningar förändras. Det kan handla om infrastrukturförändringar, men det kan också handla om lag- och regelförändringar när samhället vill skärpa krav på miljömedvetenhet och hållbarhetsredovisning. I vänerområdet finns skogsindustri som i sina verksamheter är beroende av tunga transporter. Det är en energiintensiv industri. Historiskt har Vänern och Göta älv använts för utskeppning av exportvaror. Numera går dock många transporter på järnväg för omlastning i Göteborgs hamn. Slussarna i Trollhättan är gamla och betongkonstruktionerna har börjat att vittra sönder. För fortsatt möjlighet att använda fartyg till och från Vänern har Sjöfartsverket, Trafikverket och kommunerna längs Göta älv beslutat att bygga nya och större slussar i farleden. Detta kommer att ge nya möjligheter för industrierna kring Vänern, som framöver kommer att kunna använda större fartyg i sin logistik. I denna uppsats har StoraEnsos kartongbruk i Skoghall studerats för en fallstudie om styrande faktorer vid val gällande lönsam exportlogistik, hållbara transporter och effektiva godsflöden till kund. Semistrukturerade kvalitativa intervjuer har gjorts med representanter för StoraEnso, Sjöfartsverket och representanter för rederier som sedan länge trafikerar Vänern. I en diskussion ställs resultaten mot teorier relaterade till logistik och hållbarhet. Studiens slutsatser indikerar att nya större slussar kan ge fördelar genom ökade alternativ i företagens logistikkedjor och därmed en bättre redundans vid transporter. Det framkom att det finns vissa logistiska hinder på grund av att myndigheter och kommuner längs Vänern och Göta älv bättre borde koordinera underhåll och infrastrukturförändringar. Från respondenterna och från teorin noteras att jämförelser mellan olika transportslags lönsamhet och miljövänlighet är svåra att göra. Företagen har ofta komplexa logistiklösningar som har mejslats fram under lång tid. Det framkom att StoraEnso arbetar tydligt med miljöfaktorer i upphandling av nya logistikfunktioner. StoraEnso ser det som ett viktigt arbete för egen lönsamhet, men också för legitimering av sin verksamhet i samhället. / A company in a changing world is faced with new logistical options when conditions change. It can be about infrastructure changes, but it can also be about law and rule changes when society wants to tighten requirements for environmental awareness and sustainability reporting. In the Lake Vänern area, there is a forest industry that is dependent on heavy transport in its operations. It is an energy-intensive industry. Historically, Lake Vänern and Göta rivers have been used for shipping export goods. Nowadays, however, many transports go by rail for transshipment in the Port of Gothenburg. The locks in Trollhättan are old and the concrete structures have begun to crumble. For the continued possibility of using ships to and from Vänern, the Swedish Maritime Administration, the Swedish Transport Agency and the municipalities along the Göta river have decided to build new and larger locks. This will provide new opportunities for the industries around Lake Vänern, which in the future will be able to use larger ships in their logistics. In this essay, StoraEnso’s cardboard mill in Skoghall has been studied for a case study on profitable export logistics and sustainable transport. Semi-structured qualitative interviews have been conducted with representatives of StoraEnso, the Swedish Maritime Administration and representatives for shipping companies that have been sailing Lake Vänern for a long time. The mill’s audit firm was also contacted. In a discussion, the results are compared against theories related to logistics and sustainability. The study’s conclusions indicate that new, larger locks can provide benefits through increased options in companies’ logistics chains and thus better redundancy in transport. It emerged that there are certain logistical obstacles due to the fact that authorities and municipalities along the Vänern and Göta rivers should better coordinate maintenance and infrastructure changes. Comparisons between the profitability and environmental friendliness of different modes of transport are difficult to make, due to the fact that the companies often have complex logistics solutions that have been developed over a long period of time. StoraEnso works clearly with environmental parameters in the procurement of new logistics functions. StoraEnso sees it as important work for its own profitability, but also for legitimizing its operations in society.

Tudo começou em 2006, quando estagiário de um escritório de advocacia de São Paulo. Já havia passado algumas horas debruçado sobre centenas de Conhecimentos de Embarque e recebendo ligações de bancos estrangeiros que solicitavam o endosso daqueles documentos. Eu me questionava: que documento era aquele que exigia tanto cuidado quanto uma nota promissória original? Por que era tão importante para um banco que o endossássemos rapidamente? Eis que me surge um convite de viagem para conhecer um escritório de advocacia por algumas semanas em Londres. A experiência, por ora um tanto empolgante e aventureira para um jovem de 21 anos, possibilitou um contato frutífero com uma matéria muito específica do Direito Comercial: a natureza jurídica do Conhecimento de Embarque, nos países de língua inglesa chamado de Bill of Lading. Em muitos países, como no Brasil, é um tema pouco explorado, porém na Inglaterra, com seu rico passado de potência marítima durante séculos, é tema de bastante relevo e discussão nas altas cortes. Esta experiência e o contato com a matéria me trouxeram a vontade de poder aplicar em nosso país o aprendizado lá adquirido. Assim, uma dúvidasurgia: por que o Brasil, com o imenso território que tem banhado pelo mar, não é desenvolvido o bastante nesse tema? Por que não chegam aos nossos Tribunais as relevantes discussões sobre o Conhecimento de Embarque? Os próximos anos demandarão do Brasil uma grande mudança. A Copa do Mundo de 2014 e os Jogos Olímpicos de 2016 no Rio de Janeiro exigirão do Brasil quantias vultosas de investimento em infraestrutura e transportes. O comércio marítimo entre o Brasil e os demais países aumentará significativamente com estes eventos de ordem global. Até lá, teremos que estar preparados para esta demanda. E como toda exigência econômica demanda uma exigência jurídica, precisamos reformular os nossos conceitos de Direito Comercial e entender melhor a natureza jurídica do Conhecimento de Embarque, documento que ampara juridicamente as transações comerciais marítimas desde os tempos mais remotos. A conjunção do novo contexto econômico brasileiro com o interesse pela matéria relativa ao Conhecimento de Embarque, despertado desde a época de estudante de Direito, impulsionou o propósito deste trabalho, que tem por objetivo estudar a natureza jurídica do Conhecimento de Embarque sob a ótica da legislação pátria. A legislação brasileira é muito incipiente acerca do tema. Em comparação a diversas legislações estrangeiras, ainda engatinhamos sobre o assunto. Dentre as questões que se pretende ver elucidadas, enfatiza-se: (i) a característica contratual do Conhecimento de Embarque; (ii) a natureza de título de crédito do Conhecimento de Embarque e sua evolução para a versão eletrônica; (iii) o caráter de instrumento internacional que deve satisfazer às partes de diferente nacionalidades; (iv) a utilização em operações de financiamento como garantia real durante o percurso em que a mercadoria transita pelo mar; e, até mesmo (v) o caráter tributário que o Conhecimento de Embarque adquiriu em nosso país. Em suma, pretende-se com este trabalho tentar consolidar o conceito jurídico do Conhecimento de Embarque no Brasil, para que esse instrumento deixe de ser pouco discutido em nosso país e adquira a importância que lhe é devida e que há séculos em outros países já lhe é atribuída / It all began in 2006, when I was a trainee at a Law office in São Paulo. I have already spent hours and hours in front of hundreds of Bills of Lading and receiving calls from foreigner Banks which demanded the endorsement of that document. I used to question myself: What kind of document was that which needed me to be careful as if I was dealing with an original Promissory Note? Why it was so important to a Bank to endorse that document as fast as possible? An invitation to me was made to get to know a law office for some weeks in London. That experience, such exciting and adventurous for a young man of 21 years, made possible a fruitful contact with a very specific theme of Commercial Law: the legal nature of the Conhecimento de Embarque, in the countries of English law known as Bill of Lading. In many countries, such as in Brazil, it is not a theme so much explored, otherwise in England, with its rich history as a maritime power for centuries, it is a very important theme that is also discussed commonly in the High Courts. This experience and contact with this theme made me wonder how could I apply in Brazil the knowledge there acquired. Therefore, a doubt was in my mind: Why Brazil, with its big territory bathed by the sea, is not so developed enough in this subject? Why relevant discussions regarding the Bill of Lading do not arrive in our Courts? The next years will demand from Brazil a big change. The world cup in 2014 and the 2016 Olympic Games in Rio de Janeiro will require from Brazil huge amounts of investments in infra-structure and transportation. The maritime commerce between Brazil and other countries will raise significantly with this two events of global order. Until there, we must get prepared to this challenge. And as all economic requirement demands a law requirement, we need to reshape our concepts of Commercial Law and get to know better the legal nature of the Bill of Lading, the document that legally supports the maritime commercial transactions since the most ancient times. The combination of this new Brazilian economic context and the interest for the theme of the Bill of Lading awakened since when I was a law student boosted the purpose of this work, which aims to study the legal nature of the Bill of Lading in a perspective of Brazilian legislation. Brazil legislation is very weak in this subject. In comparison to other foreigner law, we still crawl about this theme. Among the questions that are intended to be elucidated, it must be highlighted: (i) the contractual characteristic of the Bill of Lading; (ii) the nature of negotiable instrument and its evolution to the electronic version; (iii) the characteristic of international instrument that need to satisfy the parties of different nationality; (iv) the use in financing transaction as a collateral for the route where the goods are being transported by the sea and, also; (v) the tax characteristic that the Bill of Lading acquired in our country. As a conclusion, the purpose of this work is to try to consolidate the legal concept of the Bill of Lading in Brazil, so that this instrument ceases to be little discussed in our country and get the importance that it already has for centuries in other countries.

Le transport maritime est d'une importance stratégique pour l'économie de l'Union européenne. Chaque année, un milliard de tonnes de pétrole transitent par les ports et les eaux de l'UE et deux milliards de tonnes de marchandises sont chargées et déchargées dans ses ports. C'est pourquoi, depuis le naufrage de l'Amoco Cadiz et les conséquences désastreuses, tant pour l'environnement que pour l'économie qui en découlèrent, l'Union européenne ne cesse de développer et d'intensifier sa politique de sécurité maritime dans le but de mettre un terme à la navigation sous normes, essentiellement par une application effective des règles internationales en la matière. Depuis 1993, l'UE et ses États membres sont au premier plan afin d'améliorer la législation en matière de sécurité du transport maritime de marchandises et substances dangereuses pour éliminer les navires sous-normes, augmenter la protection des équipages, réduire le risque de pollution de l'environnement et veiller à ce que les opérateurs qui suivent les bonnes pratiques ne soient pas désavantagés commercialement par rapport à ceux qui sont prêts à prendre des raccourcis avec la sécurité des navires. Les accidents de l'Erika et du Prestige encouragèrent l'UE à réformer radicalement son régime juridique et à adopter de nouvelles règles et normes de prévention des accidents en mer, en particulier celles impliquant les pétroliers. Depuis plus de trente ans l'UE n'a cessé de renforcer et d'améliorer son arsenal législatif. Elle fit évoluer sa réglementation consécutivement aux divers accidents qui vinrent frapper ses côtes ; c'est pourquoi la sécurité du transport maritime sera toujours en évolution. / Maritime transport has strategic importance for the economy of the European Union. Each year, one billion tons of oil pass through the ports and waters of the EU. Two billion tons of goods are loaded and unloaded in its ports. Because of the disastrous consequences the sinking of Amoco Cadiz has had on the environment and economy, the European Union continues to develop and strengthen its policy on maritime safety in order to put an end to substandard shipping, primarily through the effective application of international rules. Since 1993, the European Union and its Member States are at the forefront improving legislation on the safety of maritime transport of dangerous goods and substances, striving to eliminate substandard ships, increase protection of the crew, reduce the risk of environmental pollution. The EU is insuring operators who are following the best practices, compared to those who are willing to take shortcuts with the safety of ships, are not commercially disadvantaged. Accidents of the Erika and Prestige encouraged the EU to radically reform its legal system and to adopt new rules and standards for the prevention of accidents at sea, particularly those involving tankers. For more than thirty years the European Union has not stopped to strengthen and to improve its legislation in order to better protect itself against the risks of pollution due to maritime transports of dangerous goods. It has updated its regulation consecutivly to several accidents which damaged its coasts ; that is why the safety of maritme transport will always be evolving.