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Gene Ellis

Container ship - Wikipedia, the free encyclopedia - 0 views

en.wikipedia.org/...Container_ship

container ship

shared by Gene Ellis on 10 Apr 13 - Cached
  • Container vessels eliminate the individual hatches, holds and dividers of the traditional general cargo vessels. The hull of a typical container ship is a huge warehouse divided into cells by vertical guide rails.
  • Today, approximately 90% of non-bulk cargo worldwide is transported by container, and modern container ships can carry up to 16,020 twenty-foot equivalent units (TEU) (CMA CGM Marco Polo). As a class, container ships now rival crude oil tankers and bulk carriers as the largest commercial vessels on the ocean.
  • This system of tracking has been so exact that a two week voyage can be timed for arrival with an accuracy of under fifteen minutes. It has resulted in such revolutions as on time guaranteed delivery and just in time manufacturing.
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  • Today's largest container ships measure almost 400 metres (1,300 ft) in length.[14] They carry loads equal to the cargo-carrying capacity of sixteen to seventeen pre-WWII freighter ships.
Gene Ellis

U.S. Ports See Costly Delays as Cargo Ships,Volumes Grow - WSJ - 0 views

www.wsj.com/...-ships-volumes-grow-1430340113

u s ports cargo

shared by Gene Ellis on 06 May 15 - No Cached
  • U.S. Ports See Costly Delays as Cargo Ships, Volumes Grow
Gene Ellis

Oil tanker - Wikipedia, the free encyclopedia - 0 views

en.wikipedia.org/Oil_tanker

oil tanker

shared by Gene Ellis on 10 Apr 13 - No Cached
  • Oil tankers are often classified by their size as well as their occupation. The size classes range from inland or coastal tankers of a few thousand metric tons of deadweight (DWT) to the mammoth ultra large crude carriers (ULCCs) of 550,000 DWT.
  • The expense was significant: for example, in the early years of the Russian oil industry, barrels accounted for half the cost of petroleum production.[10]
  • While a typical T2 tanker of the World War II era was 532 feet (162 m) long and had a capacity of 16,500 DWT, the ultra-large crude carriers (ULCC) built in the 1970s were over 1,300 feet (400 m) long and had a capacity of 500,000 DWT.[29]
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  • "Supertankers" are the largest tankers, including very large crude carriers (VLCC) and ULCCs with capacities over 250,000 DWT. These ships can transport 2,000,000 barrels (320,000 m3) of oil/318 000 metric tons.[46] By way of comparison, the United Kingdom consumed about 1.6 million barrels (250,000 m3) of oil per day in 2009.[47] ULCCs, commissioned in the 1970s, were the largest vessels ever built, but the longest ones have already been scrapped; only a few ULCCs remain in service, none of which are more than 400m long.[48] Because of their great size, supertankers often can not enter port fully loaded.[28] These ships can take on their cargo at off-shore platforms and single-point moorings.[28] On the other end of the journey, they often pump their cargo off to smaller tankers at designated lightering points off-coast.[28] A supertanker's routes are generally long, requiring it to stay at sea for extended periods, up to and beyond seventy days at a time.[28]
  • As demand grew moderately in the United States and Western Europe, expanding economies such as China fueled exponential growth in demand.[60]
  • The average one-year time charter rate for a 5-year-old tanker of 280,000 metric tons of deadweight varied from $56,500 per day in December 2005 to $53,000 per day in September 2007 with a high of $64,500 per day in September 2006.[59]
Gene Ellis

Carmakers Are Central Voice in U.S.-Europe Trade Talks - NYTimes.com - 0 views

www.nytimes.com/...for-us-europe-trade-talks.html

shared by Gene Ellis on 18 Feb 15 - No Cached
  • With the dexterity of thieves stripping a vehicle for parts, they remove each van’s engine, bumpers, tires, drive shaft, fuel tank and the exhaust system.
  • Next, the crews pack everything into steel freight containers, which begin a journey by river barge and cargo ship to Ladson, S.C., near the port of Charleston. There, American teams put the vans back together again.
  • It would be more efficient to ship the vans in one piece, of course. But with current trade rules, efficiency is seldom the goal.
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  • Daimler’s stripped-down vans travel by cargo ship to Ladson, S.C., where a token portion of assembly occurs to avoid a costly American tariff.
  • It was first imposed on European light trucks during the 1960s in retaliation for German and French trade restrictions on American chickens.
  • The importance of European-American auto production, meanwhile, was highlighted by Volkswagen’s announcement on Monday that it would open a new production line in Chattanooga, Tenn., to make sport utility vehicles.
  • In Europe, discussion about the economic benefits of an agreement has been overshadowed by fears that more open trade would expose the Continent to what are widely perceived as less stringent safety and environmental standards in the United States. (And once again, chickens play a big role.)
  • Trucks, cars and other transportation equipment such as airplanes make up the second-biggest category of merchandise traded between the United States and Europe, just behind chemicals.
  • n the first three months of 2014 alone, the United States exported $2.6 billion in motor vehicles and parts to the European Union, and imported $12.3 billion worth.
  • The engines and other components used in Freightliner heavy trucks made in Portland, Ore., are similar to those installed in Mercedes-Benz heavy trucks made in Wörth, Germany. But Daimler must design and engineer many parts twice — and submit them for regulatory certification twice — to meet different United States and European rules.
  • The reason that Daimler goes to the trouble of finishing assembly in Germany in the first place is that the vehicles must be test-driven before they leave the factory. It would be too costly to set up a separate testing operation in the United States, the company said.
  • Industries like chemicals and pharmaceuticals are even trickier, and food is a particularly emotional issue in Europe.
  • there is a fixation on American chickens disinfected with chlorine, which local consumers find repellent
Gene Ellis

As Panama Canal Expands, West Coast Ports Scramble to Keep Big Cargo Vessels - NYTimes.com - 0 views

www.nytimes.com/...cramble-to-keep-big-ships.html

shared by Gene Ellis on 05 Feb 15 - No Cached
  • Making Everything Shipshape
  • The ports in Tacoma, Seattle, Oakland, Los Angeles, Long Beach and elsewhere offer much shorter sailing times than Gulf Coast and East Coast ports. But for shippers of some goods, the web of logistics, including trucks and railroads, ends up being less expensive if they go through the Panama Canal.
  • While the widened Panama Canal will allow an all-water route for big ships to the East Coast, the project — originally scheduled to open this year — has been plagued with construction delays. And the authorities have yet to announce toll charges for passing ships. In the end, it might be too expensive for some ships to use.
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  • At the same time, sailing patterns may shift as Asian manufacturing continues to move from China to countries to the south, like Singapore and Vietnam, which are actually closer by sea to East Coast ports through the Suez Canal than to West Coast ports across the Pacific.
  • For trade with China, Prince Rupert’s appeal is proximity. Prince Rupert is two to three days closer than the western coast of the United States, helping ships cut fuel costs.
  • While the railways and truck lines in Canada have a history of labor instability, cargo carriers sailing into the country can avoid taxes levied by the United States government.
Gene Ellis

World Steel Association - Triple E ships to launch new era for steel at sea - 0 views

www.worldsteel.org/...Triple-E-Container-Ships.html

triple ships launch world steel association

shared by Gene Ellis on 01 May 13 - No Cached
  • To provide some perspective on the scale of this storage capacity, the same number of containers would fill more than 30 trains, each a mile long and stacked two containers high, and inside them could fit 36,000 cars or 863 million cans of baked beans.
  • The Triple-E is constructed in blocks that are sub-contracted, and at the shipyard they are assembled into the final vessel, which requires a great deal of precision and organization.
  • the Triple-E can travel 184 kilometres using 1 kWh of energy per tonne of cargo, whereas a jumbo jet travels half a kilometre using the same amount of energy per tonne of cargo. Compared to the average container ship on the Asia-Europe tradelane, where the ships will be deployed, the Triple-E is expected to emit 50% less CO2 per container moved.
Gene Ellis

Suezmax - Wikipedia, the free encyclopedia - 0 views

en.wikipedia.org/Suezmax

shared by Gene Ellis on 10 Apr 13 - No Cached
  • The current channel depth of the canal allows for a maximum of 20.1 m (66 ft) of draft,[1] meaning a few fully laden supertankers are too deep to fit through, and either have to unload part of their cargo to other ships ("transhipment") or to a pipeline terminal before passing through, or alternatively avoid the Suez Canal and travel around Cape Agulhas instead. The canal was deepened in 2009 from 18 to 20 m (60 to 66 ft).
  • The term "Chinamax" refers to vessels able to use a number of harbours while fully laden. "Capesize" refers to bulk carriers too big to pass through the Suez Canal - and needing to go around the Cape of Good Hope - but recent dredging means many Capesize vessels can use the canal.
Gene Ellis

Europe's dangerous addiction to Russian gas needs radical cure - FT.com - 0 views

www.ft.com/...64-11e3-8b15-00144feabdc0.html

shared by Gene Ellis on 25 Apr 14 - No Cached
  • Europe’s dangerous addiction to Russian gas needs radical cure
  • “It really boils down to this: no nation should use energy to stymie a people’s aspirations,” Mr Kerry said in Brussels, just as Russia’s Gazprom raised the price it charges Ukraine for gas.
  • Bernstein Research has calculated that to do so, Europe needs to eliminate 15 bcm of residential and industrial gas demand, invest $215bn and incur $37bn of annual costs in the form of higher-priced energy. That works out as $160 for every single person in Europe.
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  • A new energy corridor has just been sanctioned that will bring Caspian gas being developed by a BP-led consortium into the heart of Europe.
  • Import terminals are being built to receive liquefied natural gas (LNG) from places such as Qatar and Nigeria.
  • And countries such as the UK are moving ahead with developing their substantial reserves of shale gas.
  • There are 20 operational LNG regasification plants in the EU, with a combined import capacity of about 198 bcm of gas per year. A further 30 bcm/y are under construction. But Europe’s terminals are conspicuously underused. Imports of LNG have fallen sharply, partly because of the 2011 Fukushima nuclear disaster, which prompted Japan to switch to gas-fired generation and diverted LNG cargoes from Europe.
  • The question is: are European customers prepared to pay Japanese prices for LNG?” says one Brussels-based European gas industry official.
  • Arguably a more urgent task is to improve energy security by unifying the EU market – in particular, linking up the countries of eastern Europe.
  • If Europe is serious about reducing its dependence on Russian gas, it will have to take radical measures. Bernstein’s Mr Clint lists some: switching from gas to diesel power, closing gas-intensive industries such as oil refining, reducing gas consumption in heating and adding more coal-fired generation – which would inevitably increase carbon emissions.
  • Added to that, Europe is contractually obliged to continue taking delivery of Russian gas. Bernstein makes the point that Gazprom has about 120 bcm of take-or-pay contracts – with companies such as ENI, Edison and RWE – that require Europe to continue paying about $50bn for Russian gas. Many of these stretch way beyond 2020.
  • Europe accounts for half of Gazprom’s gas revenues, according to the company, and 71 per cent of Russia’s crude oil exports, according to the International Energy Agency.
  • “Gazprom has heard it all before,” said Jonathan Stern, director of gas research at the Oxford Institute of Energy Studies. “For the past 20 years Europe has been trying to diversify away from Russian gas and failed.”
  • A growing share of oil, largely from Rosneft, is flowing directly to China by pipeline. Lukoil last week started commercial production at its enormous West Qurna field in Iraq – much of whose production is likely to be sold in Asian markets, analysts say. And Novatek, together with CNPC of China, is building an LNG terminal that will help shift gas exports towards Asia.
  • Any reduction in imports from Russia thanks to Europe’s diversification strategy “is not a prospect for the next few years,” he said. “And by that time I think Russia will find alternative gas export markets, especially in an environment of strong Asian demand for gas.”
Gene Ellis

Why Apple Got a 'Made in U.S.A.' Bug - NYTimes.com - 0 views

bits.blogs.nytimes.com/...-apple-got-a-made-in-u-s-a-bug

apple u s location economics mncs

shared by Gene Ellis on 11 Dec 12 - No Cached
  • Today, rising energy prices and a global market for computers are changing the way companies make their machines.
  • Hewlett-Packard, which turns out over 50 million computers a year through its own plants and subcontractors, makes many of its larger desktop personal computers in such higher-cost areas as Indianapolis and Tokyo to save on fuel costs and to serve business buyers rapidly.
  • “It’s important that they get an order in five days,
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  • there is a pride for the local consumer to see a sticker that says ‘Made in Tokyo,’
  • Cook is looking to give Apple some good news.
  • A Dell factory in Winston-Salem, N.C., for which Dell received $280 million in incentives from the government, was shut in 2010 (Dell had to repay some of the incentives).
  • In 1998, President Bill Clinton visited a Gateway Computer factory outside Dublin to cheer the role of American manufacturers in the rise of a “Celtic Tiger” in technology.That plant was shut in 2001, when Gateway elected to save costs by manufacturing in China
  • As cheap as a Chinese assembly worker may be, an emerging trend in manufacturing, specialized robots, promises to be even cheaper. The most valuable part of the computer, a motherboard loaded with microprocessors and memory, is already largely made with robots. People do things like fitting in batteries and snapping on screens.
  • The labor cost on a notebook, which is about 4 to 5 percent of the retail price, is only slightly higher than the cost of shipping by air. Soon even that is likely to change because of the twin forces of lower manufacturing costs from automation and higher transportation costs from rising global activity.
  • Intel, which makes most of the processors, has plants in Oregon, Arizona, New Mexico, Israel, Ireland and China.
  • Many other chip companies design their own products and have them made in giant factories, largely in Taiwan and China. Computer screens are made in Taiwan and South Korea, for the most part.
  • The special glass used for the touch screens of Apple’s iPhone and iPad, however, is an exception. It comes primarily from the United States.
  • More recent products, laptops and notebook computers, were in many cases originally assembled in China, and they are still largely made there. So are most smartphones and tablets. Every week, H.P. sends a group of cargo containers filled with notebooks to Europe.
  • That plant was shut in 2001, when Gateway elected to save costs by manufacturing in China. Dell, which made its mark by developing lean manufacturing techniques in Texas, closed its showcase Austin factory in 2008 as part of a companywide move to manufacturing in China. A Dell factory in Winston-Salem, N.C., for which Dell received $280 million in incentives from the government, was shut in 2010 (Dell had to repay some of the incentives).
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