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Gene Ellis

Arctic Shipping Soars, Led by Russia and Lured by Energy - 0 views

news.nationalgeographic.com/...c-shipping-soars-led-by-russia

russia artic shipping

shared by Gene Ellis on 09 Jan 14 - No Cached
  • Although the Arctic provides a shorter route around the world than the traditional course through warmer waters, it is not necessarily cheaper.
  • The ships were expensive to build and operate,
  • The first commercial Chinese vessel and first container ship to transit the NSR, the Yong Sheng, commissioned by state-owned Cosco shipping, arrived in Rotterdam on September 10 laden with steel and industrial machinery. Its 33-day journey from the Chinese port of Dailan was nine days and 2,800 nautical miles shorter than the conventional voyage through the Suez Canal
  • ...6 more annotations...
  • The Arctic Council's 2009 report estimated that the NSR offers from a 35 percent to 60 percent savings in distance for ships traveling between Europe and the Far East. Ships also can circumvent regional conflicts and the risk of piracy near the coast of Africa or in the Straits of Malacca off Malaysia.
  • Hiring charges for mandatory escort by Rosatomflot's icebreakers vary, but the average cost is about $200,000,
  • the cost of escort through the NSR is roughly equivalent to that of passage through the Suez Canal.
  • Because "container" shipping of goods, (as opposed to bulk shipping of raw commodities like ores and fuel), relies heavily on on-time delivery, Carmel thinks it unlikely the NSR ever will become a major pathway for this kind of global commerce.
  • primary focus on the 22 percent of the world's remaining undiscovered oil and natural gas resources to be found in the far north.
  • Just last month, Novatek signed a deal to supply China National Petroleum Corporation for 15 years with fuel sent from Yamal by tanker
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 Seek to Lure Big Ships After Panama Canal Expands - NYTimes.com - 0 views

www.nytimes.com/...fter-panama-canal-expands.html

panamax

shared by Gene Ellis on 10 Apr 13 - No Cached
  • The big ships — known as “Post-Panamax” and even “Super-Post-Panamax” — are already in heavy use worldwide, making up 16 percent of the container fleet but accounting for 45 percent of its capacity, according to a July report by the Army Corps of Engineers.
  • The Port of Virginia, in Norfolk, is ready to receive the big ships today. And New York is also prepared, thanks to a massive dredging project that began 13 years ago.
  • But nearly every port in the game still faces major challenges and expenses —
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  • Baltimore, which already has a 50-foot channel, has a bottleneck on the land side: the Howard Street tunnel, through which trains have to pass to reach the port, and which is too small to accommodate the double-stacked container cars that are increasingly the standard for rail shipping. The rail line CSX has announced a workaround that could cost hundreds of millions, involving a new yard beyond the tunnel filled with containers brought by truck; the port will load the trains with a single container to get through the tunnel, and the trains can be completed at the yard.
  • The big ships will also come via places beyond Panama: many are expected to come from Southeast Asia through the Suez Canal, and from South America’s eastern ports.
Gene Ellis

Shipping Costs Start to Crimp Globalization - NYTimes.com - 0 views

www.nytimes.com/...03global.html

Business globalization economics shipping ocsts

shared by Gene Ellis on 15 Jan 14 - Cached
  • The cost of shipping a 40-foot container from Shanghai to the United States has risen to $8,000, compared with $3,000 early in the decade, according to a recent study of transportation costs. Big container ships, the pack mules of the 21st-century economy, have shaved their top speed by nearly 20 percent to save on fuel costs, substantially slowing shipping times.
  • Jeffrey E. Garten, the author of “World View: Global Strategies for the New Economy” and a former dean of the Yale School of Management, said that companies “cannot take a risk that the just-in-time system won’t function, because the whole global trading system is based on that notion.” As a result, he said, “they are going to have to have redundancies in the supply chain, like more warehousing and multiple sources of supply and even production.”
  • In a more regionalized trading world, economists say, China would probably end up buying more of the iron ore it needs from Australia and less from Brazil, and farming out an even greater proportion of its manufacturing work to places like Vietnam and Thailand.
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

After Bangladesh, Seeking New Sources - NYTimes.com - 0 views

www.nytimes.com/...adesh-seeking-new-sources.html

shared by Gene Ellis on 16 May 13 - No Cached
  • Dozens of impoverished countries make T-shirts and other very basic clothing. But only a few countries — really just China, Bangladesh, Vietnam, Indonesia and to some extent Cambodia and Pakistan — have developed highly complex systems for producing and shipping tens of thousands or even hundreds of thousands of identical, high-quality shirts, blouses or trousers to a global retailer within several weeks of receiving an order.
  • The clothing needs to be labeled correctly so that it travels smoothly through a large retailer’s distribution centers
  • The process requires formidable numbers of skilled workers who can oversee quality control as well as labeling and shipping of garments.
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  • Big retailers and fashion companies have repeatedly tried and failed to develop alternatives, experimenting in India, Africa and Latin America, only to run into infrastructure bottlenecks and shortages of skilled managers or workers.
  • India was not organized for large-scale, timely production,
  • Africa did not have enough workers with the right skills for high-volume labeling and shipping,
  • and Latin America did not have enough workers interested in operating sewing machines.
  • In Guatemala, the quality was excellent, he said, but, “They can’t handle big orders and they’re slow on delivery.”
  • What may save Bangladesh from a sharp, immediate drop in export orders is simply that most Southeast Asian factories are already fully booked with orders from multinationals fleeing China’s ever-rising costs.
  • “For this year, it’s impossible — we’re already full,”
  • Indonesia’s national training center for seamstresses — women make up 98 percent of the students — is here in Semarang, producing 12,000 graduates a year. But even that isn’t enough. Four factories with a combined employment of 30,000 are to open in the next year in Semarang, and many more factories are being built nearby.
  • “It’s going to take time, but it’s going to eventually filter out all over the place,” he said. “It’ll take two or three years.”
  • Newly opened factories have started competing for scarce seamstresses by offering free meals and free health insurance
  • Dozens of impoverished countries make T-shirts and other very basic clothing. But only a few countries — really just China, Bangladesh, Vietnam, Indonesia and to some extent Cambodia and Pakistan — have developed highly complex systems for producing and shipping tens of thousands or even hundreds of thousands of identical, high-quality shirts, blouses or trousers to a global retailer within several weeks of receiving an order.
  • He said that he and a couple of other suppliers of elite retail chains always worried about Bangladesh’s reliance on high-rise factories,
Gene Ellis

Deepening divide over Elbe dredging | Germany | DW.COM | 19.12.2016 - 0 views

www.dw.com/...a-36833744

Hamburg Ports Shipping

shared by Gene Ellis on 20 Dec 16 - No Cached
  • Deepening divide over Elbe dredging
  • The Marco Polo, for example, carries 16,000 containers and has a draft (the vertical distance between waterline and ship's keel) of 16 meters. Given present river depths and tides, such ships can only enter Hamburg at certain times and when not fully loaded.
  • Tidal range is a prime cause for erosion, which previous river dredging, as well as waves generated by passing ships, have exacerbated
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  • As the river deepens, more seawater from the North Sea flows at a faster rate towards Hamburg, bringing sediment that builds up on the riverbed. The Hamburg Port Authority dredges the river to counteract the build up, which cost taxpayers 120 million euros ($125 million) in 2015.
  • The two projects amount to an expensive redundancy, Siegert said, with the JadeWeserPort costing $1.6 billion and the Elbe project an additional $940 million. "This is the reason for our protest: They decided on the first port, and now they should coordinate traffic, so that the really large ships can go to Wilhelmshaven or, under certain restrictions, to Hamburg."
Gene Ellis

France banned free shipping. So Amazon made it cost one cent. - 0 views

www.slate.com/...zon_made_it_cost_one_cent.html

shared by Gene Ellis on 05 Feb 15 - No Cached
  • France Banned Free Shipping. So Amazon Made It Cost One Cent.
  • France's fun didn't last long. With the law officially in effect, Amazon announced that it is indeed complying with the terms and charging for shipping—a full one cent.
  • Where Amazon can't shirk the law so easily is in its second provision: that online retailers can no longer legally discount the price of books.
Gene Ellis

U.S. Ports Seek to Lure Big Ships After Panama Canal Expands - NYTimes.com - 0 views

www.nytimes.com/...fter-panama-canal-expands.html

u s ports ships panama canal nytimes nytimes com com

shared by Gene Ellis on 21 Aug 12 - No Cached
  • But, he said, containers loaded on the West Coast, which has built up its container yards and highway and rail infrastructure, can outrun those that travel to the East Coast by water, and that can make the difference when speed and dependability are more important than cost alone
  • Besides, he added, costs and fees can shift; Panama can be expected to raise rates for canal passage, and “the railroads are not going to sit idly by” and let the water route undercut their business.
  • After Hurricane Katrina, Gov. Haley Barbour of Mississippi trumpeted plans for a “port of the future” at Gulfport with a 50-foot-deep channel, redirecting some $600 million in federal housing disaster funds on a project he pledged would spur the economy and create bountiful jobs.
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  • To Robert Puentes, a transportation expert at the Brookings Institution, the problem of whether the ports are overbuilding for a Panama payoff is one of planning. “We are the only industrialized country on the planet that doesn’t have a comprehensive freight policy,” he said.
Gene Ellis

Shipping Boom: Hamburg's Port Sees Fruits of German Upturn - SPIEGEL ONLINE - 0 views

www.spiegel.de/...of-german-upturn-a-720267.html

shared by Gene Ellis on 21 Feb 14 - No Cached
  • Shipping Boom: Hamburg's Port Sees Fruits of German Upturn
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

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

Reinventing the European Dream by Anne-Marie Slaughter - Project Syndicate - 0 views

www.project-syndicate.org/...reinventing-the-european-dream

shared by Gene Ellis on 19 Dec 12 - No Cached
  • Natural-gas fields in the Eastern Mediterranean are estimated to hold up to 122 trillion cubic feet, enough to supply the entire world for a year. More gas and large oil fields lie off the Greek coast in the Aegean and Ionian Seas, enough to transform the finances of Greece and the entire region. Israel and Cyprus are planning joint exploration; Israel and Greece are discussing a pipeline; Turkey and Lebanon are prospecting; and Egypt is planning to license exploration.
  • But politics, as always, intervenes. All countries involved have maritime disputes and political disagreements. The Turks are working with Northern Cyprus, whose independence only they recognize, and regularly make threatening noises about Israel’s drilling with the Greek Cypriot government of the Republic of Cyprus. The Greek Cypriots regularly hold the EU hostage over any dealings with Turkey, as has Greece. The Turks will not let Cypriot ships into their harbors and have not been on speaking terms with the Israelis since nine Turkish citizens were killed on a ship that sought to breach Israel’s blockade of Gaza. Lebanon and Israel do not have diplomatic relations.
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

Read, I, Pencil | Library of Economics and Liberty - 0 views

www.econlib.org/...rdPncl1.html

shared by Gene Ellis on 26 Apr 13 - Cached
  • Simple? Yet, not a single person on the face of this earth knows how to make me.
  • Not much meets the eye—there's some wood, lacquer, the printed labeling, graphite lead, a bit of metal, and an eraser.
  • a cedar of straight grain that grows in Northern California and Oregon
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  • The logs are shipped to a mill in San Leandro, California.
  • The slats are waxed and kiln dried again.
  • The cedar logs are cut into small, pencil-length slats less than one-fourth of an inch in thickness. These are kiln dried and then tinted for the same reason women put rouge on their faces.
  • Don't overlook the ancestors present and distant who have a hand in transporting sixty carloads of slats across the nation.
  • Once in the pencil factory—$4,000,000 in machinery and building, all capital accumulated by thrifty and saving parents of mine—each slat is given eight grooves by a complex machine, after which another machine lays leads in every other slat, applies glue, and places another slat atop—a lead sandwich, so to speak. Seven brothers and I are mechanically carved from this "wood-clinched" sandwich.
  • The graphite is mined in Ceylon.
  • The graphite is mixed with clay from Mississippi in which ammonium hydroxide is used in the refining process. Then wetting agents are added such as sulfonated tallow—animal fats chemically reacted with sulfuric acid. After passing through numerous machines, the mixture finally appears as endless extrusions—as from a sausage grinder-cut to size, dried, and baked for several hours at 1,850 degrees Fahrenheit. To increase their strength and smoothness the leads are then treated with a hot mixture which includes candelilla wax from Mexico, paraffin wax, and hydrogenated natural fats.
  • My cedar receives six coats of lacquer. Do you know all the ingredients of lacquer? Who would think that the growers of castor beans and the refiners of castor oil are a part of it? They are.
  • Observe the labeling. That's a film formed by applying heat to carbon black mixed with resins. How do you make resins and what, pray, is carbon black?
  • My bit of metal—the ferrule—is brass. Think of all the persons who mine zinc and copper and those who have the skills to make shiny sheet brass from these products of nature. Those black rings on my ferrule are black nickel. What is black nickel and how is it applied? The complete story of why the center of my ferrule has no black nickel on it would take pages to explain. RP.18
  • An ingredient called "factice" is what does the erasing. It is a rubber-like product made by reacting rape-seed oil from the Dutch East Indies with sulfur chloride. Rubber, contrary to the common notion, is only for binding purposes. Then, too, there are numerous vulcanizing and accelerating agents. The pumice comes from Italy; and the pigment which gives "the plug" its color is cadmium sulfide
  • Actually, millions of human beings have had a hand in my creation, no one of whom even knows more than a very few of the others.
  • There isn't a single person in all these millions, including the president of the pencil company, who contributes more than a tiny, infinitesimal bit of know-how.
  • Here is an astounding fact: Neither the worker in the oil field nor the chemist nor the digger of graphite or clay nor any who mans or makes the ships or trains or trucks nor the one who runs the machine that does the knurling on my bit of metal nor the president of the company performs his singular task because he wants me.
  • There is a fact still more astounding: the absence of a master mind, of anyone dictating or forcibly directing these countless actions which bring me into being. No trace of such a person can be found.
  • For, if one is aware that these know-hows will naturally, yes, automatically, arrange themselves into creative and productive patterns in response to human necessity and demand—that is, in the absence of governmental or any other coercive masterminding—then one will possess an absolutely essential ingredient for freedom: a faith in free people. Freedom is impossible without this faith.
  • Gene Ellis on 26 Apr 13
     
    " Articles EconLog EconTalk Books Encyclopedia Guides Search "I, Pencil: My Family Tree as told to Leonard E. Read" A selected essay reprint Home | Books | Read | Selected essay reprint Read, Leonard E. (1898-1983) BIO Display paragraphs in this essay containing: Search essay Editor/Trans. First Pub. Date Dec. 1958 Publisher/Edition Irvington-on-Hudson, NY: The Foundation for Economic Education, Inc. Pub. Date 1999 Comments Pamphlet PRINT EMAIL CITE COPYRIGHT Start PREVIOUS 4 of 5 NEXT End "
Gene Ellis

What If We Never Run Out of Oil? - Charles C. Mann - The Atlantic - 1 views

www.theatlantic.com/...5

shared by Gene Ellis on 01 May 13 - No Cached
  • Walking around town, my friend and I had noticed that almost every home had a pile of coal outside, soft dark chunks that people shoveled into stoves for cooking and heating. Thousands upon thousands of coal fires were loading the air with tiny dots of soot. Scientists have taken to calling these dots “black carbon,” and have steadily ratcheted up their assessments of its harm. In March, for instance, a research team led by a Mumbai environmental group estimated that black carbon and other particulate matter from India’s coal-fired power plants cause about 100,000 deaths a year.
  • A 31-scientist team from nine nations released a comprehensive, four-year assessment in January arguing that planetary black-carbon output is the second-biggest driver of anthropogenic (human-caused) climate change; the little black specks I found on my glasses and clothes have roughly two-thirds the impact of carbon dioxide.
  • The rule of thumb is that if a well leaks more than about 3 percent” of its methane production into the air, “natural gas actually becomes dirtier than coal, from a climate-change perspective,
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  • Worse still, the aging natural-gas infrastructure is riddled with holes and seeps; early this year, a survey of gas mains along Boston’s 785 miles of road, the first-ever such examination, found 3,356 leaks.
  • What we can’t do, or at least not readily, is overcome the laws of economics.
  • As an example, typical solar cells today have an EROEI of about 10—better than tar sands but worse than most oil and gas.
  • One recent estimate put the EROEI of Spain’s extensive solar-power network at less than 3.
  • When renewables supply 20 to 30 percent of all electricity, many utility-energy engineers predict, the system will no longer be able to balance supply and demand. Brownouts will ripple across the landscape
  • To ask utilities to take in large amounts of solar power
  • is like asking a shipping firm to replace its huge, professionally staffed container ships with squadrons of canoes paddled by random adolescents.
  • But even if such techniques work in the way researchers hope, the infrastructure transformation ahead is daunting in scale and scope. It’s like setting up a second Industrial Revolution, only all over the world and in one-third the time.
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