El objetivo que se logró en la presente investigación consistió en determinar la relación que existe entre cultura organizacional y calidad de servicio en el sector de transporte marítimo en la empresa Maersk Line Perú, en el distrito de Lima, en el año 2018. El tipo de investigación fue de enfoque cuantitativo y a un nivel correlacional; cuyo diseño fue descriptivo -correlacional no experimental, y transeccional. La técnica utilizada fue la encuesta, y el instrumento de recolección de datos fue el cuestionario estructurado, la población muestral censal estuvo conformada por 50 trabajadores y se realizó la operacionalización de variables y se consignaron los aspectos éticos de la investigación. Los resultados son: el 50% de encuestados optaron por la posición neutral en la variable cultura organizacional, el 52% decidieron por la posición neutral en la cultura burocrática, el 54% decidieron por la posición neutral en la cultura de clan, el 54% opinaron positivamente por la cultura emprendedora, el 56% afirmaron optar por posición neutral en la cultura de mercado, el 54% opinaron por la posición neutral en la calidad del servicio, el 68% decidieron por el nivel neutral referente a la capacidad del personal, el 62% indicaron por la posición neutral referente a la cortesía y amabilidad, el 66% adoptaron la posición neutral en relación a la credibilidad. Conclusión: Queda determinada la relación que existe entre cultura organizacional y calidad de servicio en el sector transporte marítimo en la empresa Maersk Line Perú, en el distrito de Lima, en el año 2018. Dado que el valor de Chi Cuadrado=118,965 con un grado de libertad gl. =4 y un p=0,001; porque se ha verificado que existe evidencia suficiente para concluir que existe relación significativa entre las variables cultura organizacional y calidad de servicio en la empresa Maersk Line Perú (Chi cuadrado, ***p = 0,001). También según la prueba de correlación de Spearman = 0.300 (***p = 0,034), se concluye que existe correlación directa y significativa entre las variables. / The objective that was achieved in the following investigation consisted in determine the relationship that exists between organizational culture and quality of service in the maritime transport sector in the company Maersk Line Peru, in the district of Lima, in 2018. The type of research was of quantitative approach and correlational level; whose design was descriptive-correlational, not experimental, and transversal. The technique used was the survey, and the data collection instrument was a structured questionnaire, the census sample population consisted of 50 workers; the variables were operationalized and the ethical aspects of the research were consigned. Results: 50% of respondents opted for the neutral position in the organizational culture variable, 52% decided for the neutral position in the bureaucratic culture, 54% decided for the neutral position in the clan culture, 54% thought positively for the entrepreneurial culture, 56% said they opted for a neutral position in the market culture, 54% said they had a neutral position on the quality of service, 68% decided on the neutral level regarding staff capacity, 62% % indicated by the neutral position regarding the courtesy and kindness, 66% adopted the neutral position in relation to the credibility. Conclusion: It is determinate that there is a relationship between organizational culture and quality of service in the maritime transport sector in Maersk Line Peru, in the district of Lima, in 2018. Since the value of Chi-squared test = 18,965 with a degree of freedom gl. = 4 and one p = 0.001; because it has been verified there is sufficient evidence to conclude that there is a significant relationship between the variables organizational culture and quality of service in Maersk Line Peru, 2018. (Chi-squared, *** p = 0.001). Also, according to the Spearman correlation test = 0.300 (*** p = 0.034), it is concluded that there is a direct and significant correlation between the variables. / Tesis

Master's thesis. / Format: PDF. Bibl.

A la faveur de la réforme portuaire intervenue au Cameroun à la fin de la décennie 1990, les pouvoirs publics espéraient que les délais idéaux de passage portuaire des marchandises à l’importation devraient être de 7 et de 2 jours ouvrés à l’exportation dans le moyen terme. Pour tenir compte des difficultés liées à la phase d’expérimentation de la réforme durant la période transitoire, les délais de franchise jugés plus ou moins atteignables durant lesquels les marchandises ne devraient pas être passibles des surestaries et/ou des frais de stationnement, ont été fixés à court terme à 11 et 7 jours, respectivement à l’importation et à l’exportation. Au troisième trimestre de l’année 2017, l’analyse des chiffres présentés par le CONAFE démontre que la moyenne de ces délais oscille respectivement entre 16 et 18 jours pour l’importation des conteneurs et entre 16 et 20 jours, pour l’importation des véhicules. Plus précisément, 63, 54 et 57% de marchandises conteneurisées à l’importation, ont payé des pénalités respectives aux trois premiers trimestres de l’année 2017. Par ailleurs, d’une part, 89, 84, et 86% et d’autre part, 54, 49 et 67% des véhicules importés, ont payé les mêmes pénalités durant les mêmes intervalles respectifs pendant leur séjour aux parcs SOCOMAR et TMFD. La situation est presque la même dans les ports des autres États de la sous-région CEMAC. Les importateurs de marchandises en transit rencontrent les mêmes difficultés. Une étude comparative présente des statistiques plus ou moins laudatrices dans d’autres sous-régions du monde, notamment européennes. Dans un tel contexte qui n’est pas propre à la CEMAC, il est nécessaire de revoir les différentes procédures et mesures prescrites pour l’acheminement des marchandises. A ce défi, logistique viennent s’ajouter les problématiques liées aux instruments juridiques inapplicables, ou qui ont montré leurs limites à cause des dissensions enregistrées lors de leur mise en œuvre. Particulièrement dans la CEMAC, la reforme sur les procédures de transport et des échanges, la législation ainsi que la coordination des divers intervenants de la chaîne des transports sont une urgence. Il est clair qu’il y a aussi un manque réel d’infrastructures et des moyens tant matériels que financiers. A cela s’ajoutent des questions de gouvernance, de prévisibilité juridique, les risques liés aux transports, ainsi que la nécessité de protéger l’environnement. Au terme de l’analyse, il est ressorti que de nombreux efforts ont été fournis. Il reste que les États de la CEMAC ne peuvent véritablement faciliter leurs échanges qu’en tirant profit des instruments internationaux. En plus des textes existants, certaines dispositions novatrices des RR et de l’AFE doivent permettre de résoudre les problématiques liées aux rapports contractuels, aux délais, aux coûts de passage et à la livraison des marchandises. Sans doute, c’est ce qui a justifié l’appropriation presque servile du premier texte par le législateur communautaire et la ratification du second par certains États. Mais pour tirer le meilleur parti de ces instruments, leur adoption et leur mise en œuvre doivent tenir compte du contexte économique de la sous-région. Si la participation effective aux échanges est un signe de puissance, leur politique d’appropriation communautaire ou d’adoption devraient tenir compte du contexte économique sous-régional. / In the wake of the port reform that took place in Cameroon at the end of the 1990s, the public authorities hoped that the ideal transit times for goods to be imported should be 7 and 2 working days for export in the medium term. In order to take into account the difficulties associated with the experimental phase of the reform during the transitional period, the duty periods considered more or less attainable during which the goods should not be liable to demurrage and / or parking fees, were fixed at short term at 11 and 7 days, respectively for import and export. In the third quarter of 2017, the analysis of the figures presented by CONAFE shows that the average of these delays varies respectively between 16 and 18 days for the importation of the containers and between 16 and 20 days, for the importation of the vehicles. Specifically, 63%, 54% and 57% of containerized import goods paid penalties in the first three quarters of 2017. On one hand, 89%, 84% and 86% and on the other hand, 54, 49 and 67% of the imported vehicles paid the same penalties during the same intervals during their stay at SOCOMAR and TMFD. The situation is almost the same in the ports of the other states of the CEMAC sub-region. Importers of goods in transit face the same difficulties. A comparative study presents more or less laudatory statistics in other sub-regions of the world, notably in Europe. In such a context that is not unique to CEMAC, it is necessary to review the different procedures and measures prescribed for the movement of goods. In addition to the logistical challenge, there are also issues related to legal instruments that are inapplicable or that have shown their limits because of the dissensions recorded during their implementation. Particularly in the CEMAC, the reform of the transport and trade procedures, the legislation as well as the coordination of the various actors of the transport chain are an emergency. It is clear that there is also a real lack of infrastructure and both material and financial means. Added to this are issues of governance, legal predictability, transportation risks, and the need to protect the environment. At the end of the analysis, it emerged that many efforts have been made. The fact remains that the CEMAC States can only genuinely facilitate their trade by taking advantage of international instruments. In addition to the existing texts, certain innovative provisions of the Rotterdam Rules and the Trade Facilitation Agreement must make it possible to solve the problems related to the contractual relations, the deadlines, the costs of passage and the delivery of the goods. No doubt that is what justified the almost servile appropriation of the first text by the Community legislator and the ratification of the second by certain States. But to make the most of these instruments, their adoption and implementation must take into account the economic context of the sub-region. If effective participation in trade is a sign of power, their policy of community ownership or adoption should take into account the sub-regional economic context.

A importância do transporte aquaviário é dada pelos diferentes modos de navegação, podendo ser por meio fluvial, lacustre e navegação marítima. Para a logística e economia brasileira, este é um modal extremamente importante, haja vista a pluralidade de transporte pelo fato das relações de exportação e importação ocorrerem especialmente por este tipo de modal. No Brasil há cinco modalidades de transportes: o aquaviário, o rodoviário, o aeroviário, o ferroviário e o dutoviário. Serão descritas nos próximos capítulos as características de cada tipo de modal, especificamente dos modais rodoviário e aquaviário, em especial a cabotagem, objeto principal deste estudo. O objetivo deste trabalho é analisar a atual situação do transporte marítimo no Brasil, especialmente a cabotagem. Através de três parâmetros - custos, tempo de viagem e segurança -, procurar-se-á avaliar o nível de qualidade do modal, visando à identificação da existência de pontos críticos e sugerir possíveis soluções baseadas na logística e na tecnologia, ferramentas fundamentais para a busca da eficácia na redução dos custos de transportes, contribuindo para um melhor resultado dos custos logísticos finais. Para uma reflexão sobre o transporte nacional de mercadorias por via marítima através da cabotagem, serão apresentadas as características principais do transporte marítimo, com suas vantagens e desvantagens e sua importância para a economia brasileira. A crítica envolverá a questão do frete marítimo e suas interrelações, discutindo variáveis que compõem o preço do frete. Ferramentas tecnológicas fundamentais para a eficácia das operações também serão abordadas durante este trabalho. Serão descritas as características dos portos brasileiros, em especial as dos portos do Rio Grande (RS), Santos (SP), Suape (PE) e Rio de Janeiro (RJ), a distancia entre o porto do Rio de Janeiro (RJ) e os demais, bem como o tempo de viagem relacionado entre eles. Explorado pela União diretamente ou mediante concessão (precedida de licitação), o porto organizado, construído e aparelhado para atender necessidades da navegação e da movimentação é administrado pelo Conselho de Autoridade Portuária - CAP -, contando ainda com a figura do OGMO Orgão Gestor de Mão de Obra que controla a força de trabalho nas áreas portuárias, organismos instituídos pela Lei n. 8.630, de 25 de fevereiro de 1993, chamada da Lei de Modernização dos Portos. Por fim serão analisadas as variáveis custo, tempo de viagem e segurança no intuito de contribuir para uma reflexão para o crescimento do transporte de cabotagem no Brasil, procurando identificar um ganho substancial na economia brasileira, através da economia de escala, observados todos os parâmetros necessários para o bom desenvolvimento da logística de transporte de mercadorias por via marítima. Este trabalho abordará a Gestão do Transporte Marítimo de Cargas no Brasil, em especial a cabotagem. / The importance of water transport is given by different modes of navigation can be by river, lake and sea. For the logistics and the Brazilian economy this is a very important shift, given the plurality of transport because of the relationship of exports and imports occur especially for this type of shift. In Brazil there are five modes of transport, water transport, road, aviation, rail and pipeline. Will be described in later chapters the characteristics of each type of shift, specifically the roadway and water transport, in particular cabotage, the main object of this study. The objective of this study is to analyze the current situation of transport in Brazil, especially the coasters. By three criteria, costs, travel time and safety, an attempt will be to evaluate the quality of the shift in order to identify the existence of critical points and suggest possible solutions based on logistics and technology, key tools for search effectiveness in reducing transport costs, contributing to a better outcome of the final logistic costs. For a reflection on the national transport of goods by sea by cabotage, will present the main characteristics of the sea, with its advantages and disadvantages and its importance for the Brazilian economy. The criticism will involve the issue of freight and discussing its relationship variables that make up the price of shipping. Technological tools essential for efficient operations will also be addressed during this work. We will describe the characteristics of the Brazilian ports, in particular the ports of Rio Grande (RS), Santos (SP), Suape (PE) and Rio de Janeiro (RJ), the distance between the port of Rio de Janeiro (RJ) and other as well as the related travel time between them. Operated by the Union directly or through concessions (preceded by auctioning), organized port, built and equipped to meet needs of shipping and handling is managed by the Port Authority - CAP - and we also have to figure OGMO - Organ Manager Labor, which controls the work force in the port area, the bodies established by Law No. 8630 of 25 February 1993, called the Law of Modernization of Ports. Finally the variables will be considered cost, time travel and security in order to contribute to a reflection on the growth of cabotage transport in Brazil, trying to identify a substantial gain in the Brazilian economy, through economies of scale, observed all the necessary parameters for the proper development of the logistics of transporting goods by sea. This paper will address the Management of Maritime Carriage of Cargo in Brazil, in particular cabotage.

Plusieurs accords internationaux ont été conclus pour tenter d'unifier les règles régissant le contrat de transport maritime dont il résulte une complexité qui les met parfois en doute. Mais comme en droit international privé, le droit maritime international est, selon la législation qu'on lui applique, interprété différemment selon pays. Cette divergence d'interprétation ressort des disparités notables dans les décisions des différents pays, notamment en ce qui concerne les clauses insérées au connaissement. Par ailleurs, la conteneurisation qui représente des avantages en ce qui concerne la sécurité et la rapidité des chargements et déchargements, soulève des difficultés en ce qui concerne les fausses déclarations et le règlement des surestaries, faces auxquelles, force est de constater qu'un manque de moyens subsiste aux ports algériens et français. Autant de problématiques, qui touchent le plus souvent soit le transporteur maritime, soit le destinataire de la marchandise et qui ne sont pas entièrement traitées par les Conventions en vigueur actuellement. Ces textes qui avaient pour ambition l'uniformisation du régime international du contrat de transport maritime sous connaissement, ne permettent toujours pas d'atteindre l'harmonisation recherchée. La présente thèse a dès lors pour ambition d'en faire la critique dans une perspective constructive du régime juridique international du contrat de transport maritime de marchandises sous connaissement et du contentieux qu'il engendre en particulier en ce qui concerne les transports en provenance ou à destination de l'Algérie. / In the last decades, the International maritime transport has been developed on a large scale. Several international agreements have been concluded in purpose of an unification of the rules governing maritime transport agreements, resulting in a complexity which sometimes raises doubts. However, as in the international private law, the international maritime law is, according to the legislation applied to it, interpreted differently according to country. This difference of interpretation is corning from significant disparities in the decisions of the different countries, particularly about the inserted clauses in the bill of lading. Furthermore, the containerization has Advantages in terms of safety and speed of loading and unloading, it presents difficulties regarding the false declarations and the settlement of demurrage, that they are facing, a lack of resources remains between the Algerian and French ports. All these problems, affects mostly the shipping carrier or the consignee of the goods and which are not fully covered by the current agreements in force. These texts were aimed standardization of the international regime of maritime transport of lading contract, are still not achieving the desired harmonization. This thesis aims to criticize in a constructive perspective of the international legal regime of the maritime transport contract of goods under bill of lading and litigation that creates especially regarding transport to and from Algeria.

Bassora se situe au fond du golfe Arabique. L’Irak ne possède qu’une modeste bande littorale sur le golfe Arabique, d’une longueur de 58 km, qui lui permet de donner sur le monde. Cette côte a une influence importante sur le commerce local comme sur le commerce extérieur de l’Irak étant donné qu’elle accueille les navires chargés de marchandises venant de divers pays, ainsi que l’exportation du pétrole. Cette situation a créé beaucoup d’opportunités comme elle a suscité des périls. Durant les deux dernières décennies, les ports irakiens ont connu une forte concurrence de la part des ports de pays voisins (Koweït, Jordanie, Syrie, Arabie Saoudite, Iran, Émirats Arabes Unis) qui ont fait des progrès et des développements remarquables, alors que, au contraire, la performance et l’efficacité des ports irakiens ont diminué au cours de la même période à cause des guerres des années 1980-2000 (avec la 1ère, la 2e et la 3e guerre du Golfe). Parmi les causes qui ont affaibli et causé un grand tort aux ports irakiens, il faut relever en particulier le blocus économique qui a été imposé à l’Irak durant 13 ans. Ce qui a incité le pays à utiliser les ports des pays voisins, tels que le port commercial d’Aqaba, pour importer et exporter des marchandises. Suite à l’ouverture économique de l’Irak après 2003, le pays a eu besoin de ports efficaces et efficients pour accueillir les navires avec des services attractifs et une bonne qualité de service. L’amélioration de leur compétitivité est alors devenue une nécessité. La thèse positionne la problématique irakienne dans le champ scientifique de la géographie des transports, dont elle utilise les concepts. Elle se place dans le champ général de l’émergence pour inscrire le cas particulier de l’Irak dans une réflexion qui vise à démontrer que, malgré un contexte encore dominé par des facteurs négatifs, la rationalité du monde des transports et de la logistique peut imposer un scénario de croissance sinon de développement durable. Par conséquent, cette étude vient révéler les possibilités des ports irakiens actuels. Elle s’intéresse aux problèmes et aux obstacles qu’ont connus les ports irakiens, ainsi qu’à l’analyse de leur compétitivité actuelle et à leurs perspectives d’avenir. De grands travaux sont nécessaires. L’organisation interne des ports doit également être revue. En construisant le port de Fao, qui est une étape essentielle pour l’amélioration de la compétitivité de l’Irak et en réponse aux exigences du commerce mondial, le pays relève la tête. Son but est d’entrer dans la compétition, non seulement en revoyant son schéma portuaire, mais également en développant des stratégies d’arrière-pays et de corridors multimodaux. Ainsi, avec Bassora-Fao, et en dépassant les seules logiques pétrolières, l’Irak peut retrouver une place dans le monde. / Basrah in the bottom of the Arabian Gulf. Iraq possesses a small 58km-coastline in the Arabian Gulf which gives the country a strategic view of the world. This side has a vital influence on the Iraqi local market as well as the global one since imports goods from various countries and mainly exports oil. Such a condition has triggered great opportunities, but it has unfortunately caused perils. During the last two decades, Iraqi ports have witnessed a tough competition with neighbor countries’ ports (Kuwait, Jordan, Syria, Saudi Arabia, Iran, United Arab Emirates) who have been through noticeable development and progress while , the performance and efficiency of the Iraqi ports decreased during the same period because of the wars Iraq has conducted between 1980-2000 (1st , 2nd and 3rd Gulf war) . One of the causes which has weakened and caused shortcoming to the Iraqi ports is the economic blockade which has been imposed on Iraq for 13 years. This eventually forced Iraq to resort to neighbor countries’ ports goods such as the commercial port of Aqaba in order to import and export. Due to Iraqi economic prosperity after 2003, the country was in urgent need of affective and efficient ports that would enable it to host ships with attractive and high-quality services. Enhancing their competitiveness has thus became of great importance.This paper locates the Iraqi problematic in the scientific field of the geography of transport of the concept of which is seeks to rely on. It is framed within the emergency context to to include the particular case of Iraq in a reflection which aims to demonstrate that, despite a context still dominated by negative factors, the rationality of the world of transport and logistics can Impose a scenario of growth if not of sustainable development. Therefore, this survey proposes to reveal the possibilities of actual Iraqi ports It aims to study both the problems and obstacles that the Iraqi ports have witnessed and the actual actual competitiveness and for their future perspectives. A huge amount of work isis, accordingly, deemed necessary.The internal organization of ports needs to be examined. With the building of Fao port, which is an essential step towards the enhancement of Iraq’s competiveness and a response to the requirements of global market, Iraq holds its head high. Its goal is to enter the competition, not only by reexamining its port schema , but , in fact , by developing backcountry strategies and multimodal corridors. Furthermore, with Al-Basrah –Fao and through going beyond the oil logics alone, Iraq can find a maritime opening on the world.

The master thesis deals with the application of delivery conditions in the maritime and air transport which was done in forward company Hellmann Worldwide Logistics Ltd. The theoretical part describes air and maritime transport focusing on development in Europe. The international interpretative rules INCOTERMS 2010 were discussed. The practical part explains application of delivery conditions by using business cases from company Hellmann. This part includes their comparison. Export and import operations were chosen on route Europe and Far East.

This work is about maritime transport and should help people to orientate in this theme.

The topic of this thesis is groupage service in maritime transportation and its use for export out of Czech Republic. In the theoretical and methodological part I am defining the main terms in maritime transportation and maritime transportation in general. In the thesis I am describing the role of maritime transportation in the Czech Republic emphasized by statistics. Further I am writing about containerization and main container types because those are very important for the groupage service. In the practical part I am describing the processes of exports groupage service (LCL) within company Austromar spol. s r.o. on which I am applying business cases to to show how those processes work in reality. One of the business cases is transportation of hazardous material. In the last part of thesis I am comparing the direct and non-direct container with example of the freight charges calculation.

The main goal of my Master's thesis is to complete , update and deepen the knowledge acquired in courses of Logistics and apply them on a specific example with respect to the discipline (trnsport mode). The whole work is focused on the issues associated with the transport solution for company which dealing with foreign goods. It is a topic that conceals a wide range of theoretical and practical knowledge and skills focused on issues that are the most important for importer as I think. I devoted primarily transport-legal relations ( transport operators , transport contracts , transportation conditions - INCOTERMS , etc.), transport documents relating to shipping from Canada to the Czech Republic , customs and especially the issue of the maritime transport, when I focused on transport unit pricing , the issue of the bill of lading and in fact the whole process from booking of shipping space to unload . My goal is to prepare such a transport solution that would bring BEL, spol . s r.o. reduce the costs associated with it.