January-June Simplification of Customs Procedures for Short Sea Shipping and the Motorways of the Sea

Transcription

1 JanuaryJune 03 Newsletter F Front page news page news Simplification of Customs Procedures for Short Sea Shipping and the Motorways of the Sea Currently, approximately 40% of freight transport within the European Union is carried out by sea (Short Sea Shipping SSS). Simplifying customs procedures is a priority objective in promoting use of SSS and in improving the competitiveness of the maritime sector. With this in mind, the European Commission proposes two actions based on simplifying customs procedures for ships that use regular services within the European Union and on the other hand, launching the electronic manifest to facilitate customs procedures for ships calling at ports in nonmember countries. In this edition of the Bulletin, Marisa González, the Deputy Director General of Customs Management at the Customs and Excise Department, describes said simplified procedures and the advantages of using them in detail. In order for a customs administration to function appropriately, it must have a reference point that strives to achieve a: STRATEGIC VISION. To be a reference public body due to its effectiveness and efficiency, sensitive to the needs of the trade, capable of protecting the fiscal, security and protection interests of the Community and cooperating with other government bodies, and equipped in such a way that allows them to respond to the crises and new political demands. To get to this reference point, the MISSION of European customs is focused on creating and applying a series of policies and integrated procedures that will ensure increasingly improved security, real trade facilitation and the collection of revenue. To fulfil this Mission, customs in the European Union must carry out their activities in accordance with a series of SHARED STRATEGIC OBJECTIVES:. Protection: protect its citizens and the financial interests of the Union.. Competitiveness: promote the competiveness of European companies 3. Facilitation: further facilitate the legal trade 4. Control: control and manage the supply chains used in international freight traffic 5. Cooperation: maintain, develop and reinforce the quality of cooperation between the customs authorities of the Member States, between these authorities and other government bodies, and between customs and the economic operators. Cost reduction and simplification of all the administrative procedures is a priority objective in promoting more intensive use of Short Sea Shipping and sea trade between ports in the European Union (EU). All ships that enter or leave the ports in the EU must be subjected to customs control since it is impossible to ensure that a ship entering a port in the EU has not made a previous stop in a port in a nonmember country. For this reason, although 40% of the movement of goods by sea is done through ports located in EU territories (Short Sea Shipping), in general, the ships circulating between EU ports are subjected to the same formalities as those established for ships arriving in the EU which set sail from nonmember countries, with the operators being required to confirm the customs status of more goods being transported to the customs authorities. On 3 October 0, the Commission, in their communication Single Market Act II: Together for New Growth, proposed a series of actions to further develop the single market and use its potential as a driving force for growth. To establish an authentic European maritime Copyright. 009 Fundación Valenciaport. F U N D A C I Ó N valenciaport

2 Front page news transport space without barriers which will allow for a reduction in customs and administrative formalities demanded for Community goods transported between Community ports. To achieve this objective, the Commission proposed the Blue Belt Package which was defined as a key action that must include a package of legislative and nonlegislative initiatives to reduce the administrative burden of maritime transport within the EU until it is at a level comparable to that of other transportation methods (by air, rail and road). The Blue Belt initiative includes three scenarios: ) Improvements of Regular Services: One of the procedures most requested by the operators is the regular shipping service procedure (Article 33a of Regulation 454/93). In accordance with that established in article 33 of the current Implementing Provisions of the Community Customs Code, Community goods are taken to be all goods located in the customs territory of the European Union, unless it is declared to not have Community status. Nevertheless, the Implementing Provisions of the Community Customs Code establish other suppositions in which, among others, goods introduced by sea in the customs territory of the European Union, unless it is declared to not have Community status, when they have been transported between ports located in the customs territory of the Community through authorised regular services in accordance with article 33a and 33b, will also be considered Community goods. A regular shipping service means a maritime service which regularly carries goods in vessels that ply only between ports situated in the customs territory of the Community and may not come from, go to or call at any points outside that territory or in a free zone of control type I in the meaning of Article 799 of a port in that territory (Article 33.a. of Regulation 454/93). Thus, to even further facilitate the regular maritime services system, the Commission presented an amendment of the current Implementing Provisions of the Community Customs Code to the relevant Committee in June 03. This amendment includes: The reduction in the authorisation period further limiting the consultation period between the States from the current 45 days to 5 days; The extension of future port calls. Currently, the operators that request authorization from the regular maritime service must specify what States cover the service. If they subsequently wish to extend it to another Member State, a new enquiry must be made. Therefore, if the requestors could specify beforehand what States could be covered in the future and indicate which ones already are, they could save time when the situation arises. ) Introduction of the Blue Vessels Ships that circulate between Member States carry Community goods, not subject to authorisation, registered by the competent transport authorities, monitored through the Safety Net System (a scenario which in the end was not adopted by the Member States). In 0, the Commission launched a pilot project in cooperation with the European Maritime Safety Agency (EMSA). The Blue Belt pilot project showed that it could provide useful information to the customs authorities closest to the ships trajectories. However, the customs authorities indicated that the information connected with the ships had to be filled out with information on the goods being transported, in particular on the condition of said goods (if they are goods from the Union or goods from nonmember countries). This distinction allows the customs authorities to ensure suitable customs supervision on the goods that are not from the Union while also allowing for the procedures applicable to the Union s goods to be lightened. As a result, it was concluded that the Blue Vessels would not have any simplifications added to the existing Regular Services, nor is that an objective being pursued by the operators. 3) Creation of the Electronic Manifest, EManifest: Ships dedicated to trade within the EU, but also those calling at a port abroad, cannot opt for Regular Services. The electronic manifest would take on the form of a coordinated electronic cargo manifest and it would further facilitate maritime transport for ships calling at ports both in the EU and in nonmember countries. Upon presenting the electronic manifest at an EU port, the condition of the Union goods that are on board will be indicated and, once this is confirmed, those goods would be exempt from customs controls, except for random checking. The goods loaded in ports outside of the EU will be, by definition, goods that do not belong to the EU and will be specified as such in the electronic manifest. Furthermo

3 Front page news re, when a ship calls at a port in a nonmember country between two EU ports, but the goods remain on board, said goods will still be considered declared upon being unloaded at the last EU port. At the same time, the coordinated electronic manifest will facilitate the task of verifying the accuracy of the information provided by the port of origin and the port of arrival. The electronic manifest will also simplify another aspect: an operator that has the correct authorisation may endorse the condition of the goods declared in the electronic manifest. Operators who do not have this authorization will have to rely on confirmation by the customs authorities. Lastly, it is possible that the customs authorities will be able to authorise anyone, the socalled authorised consignor, who hopes to prove the community status of the goods via document TL pursuant to article 35, or using one of the documents listed in articles 37 to 37b, the socalled commercial documents, to use said documents without having to present them for endorsement at the competent office (Article 34a of the Implementing Provisions of the Community Customs Code). Marisa González General of Customs Management Customs and Excise Department To make this easy, the Commission is preparing an amendment to the current Implementing Provisions of the Community Customs Code, which will be presented for the end of 03. The emanifest is still in an emerging stage of development although it is expected to be implemented in July 04. Apart from the indicated simplified procedures, customs regulations also foresee other simplifications that could indirectly benefit importers and exporters, if they work with companies that make use of these simplifications.. Simplified Transit Procedure for Containerised Freight Traffic by Rail. This type of transit called NCTS (New Control System Transport) is expected to promote and speed up transportation by rail of noneu goods from the ports of entry of said goods located in national territory to the interior destination point of the goods. This procedure offers the following advantages: Guarantee waiver in accordance with that stipulated in art of the Community Customs Code (CCC). Delay in certain customs controls until the destination, speeding up the entry of the goods and reducing costs. Less data than that for a normal declaration. In order to be able to accept this type of transit, the person in charge must be the titleholder of an Authorised Economic Operator (AEO) certificate on customs simplifications, protection and safety.. Proof of the Community Status of the Goods, Authorised Consignor of Documents Proving the Community Status of the Goods 3

4 G Global indicators lobal indicators Global indicators s No. lines No. of shared lines No. of ocean carriers Average frequency weekly departures s No. of destination ports No. of ports with direct connections Average no. of ports connected per line Vessels No. of vessels Capacity offered Average speed Container Roro Container Roro GT GT Total Adjusted Total Adjusted ,378,056 0,476,06 76,33,958 66,49,849 TEUS Lane metres/ Swap bodies 9.8 knots 0.9 knots Total Adjusted Total Adjusted / / 38,354 Indicator calculations are detailed in the section entitled 'Methodological Notes' 4

5 s L ines Global indicators TOTAL LINES BY PORT OF ORIGIN TYPE OF FREIGHT Valencia Barcelona Algeciras Bilbao Castellón 6789: *,7" ;7<*9 8=:7" 78>9*, <7?" ;,8;7 =" *7?(9 88@:" 6,>=" 87?" A78)7?"+9" ><7:" *7:7<,7"?7 :( 78, *7 <( Vigo Las Palmas G.C. Santander Tarragona Alicante Gijón Almería Cartagena Motril Ceuta Melilla S.C. Tenerife Cádiz Málaga Pasajes Sagunto A Coruña Ferrol Gandía Marín Sevilla Vilagarcía 7: +9 <" (7<<7 >=:7" *7 :( 9" >,B@:" 78 )9 <C7" 7> 9: 7" ) =( <,8" *9 D( 7" )9 8,8 87"?7 :( 7" *< DE" +9" (9 :9 <,F?7 7" 6,8,./0/345",./0/345",./0/345",./0/345",./0/345",./0/345",./0/345" ()*+",./0/345" SSS,./0/345" ()*+" 9" *G +,E" )G 87 >7" A7? 7B9?" >D :( =" *= <D H7" F9 << =8" >7 :+,7" )7 <C:"?9 6,8 87" 7> 7< *C7"!" #" $!" $#" %!" %#" &!" &#" '!" *78I*788,98" *7<I*7<<,9<" A;8(7*;<(9<9+;8" CONTAINERSHIP A=<(7*=:(9:9+=<" 8;IA7J" <=IA7J" 8;I8;" <=I<=" PORT OF ORIGIN SSS INTEROCEANIC TOTAL Valencia Barcelona Algeciras Bilbao Castellón Vigo Las Palmas G.C. Santander Tarragona Alicante Gijón Almería Cartagena Motril Ceuta Meililla S.C. Tenerife Cádiz Málaga Pasajes Sagunto A Coruña Ferrol Gandía Marín Sevilla Villagarcía

6 Capacity C apacity Global indicators TOTAL CAPACITY OFFERED BY PORT OF ORIGIN TYPE OF FREIGHT GT 789:+ ;7<" Algeciras =7;+: 8>?7" +7" =8=7>" 87<" A78*7 <",:" 9;7?" +7?7; 7" <7 Valencia Bilbao Las Palmas G.C.?) 7?,: ;" +7<):8 8B?" 9CB?" *: ;D7" )7;;7 9>?7" A7< 7C: *E <" 8" 87 97" <7?) 7" +; FG",:" ):?: ;H *: <7 9F :" 9:?7" +E,G" 7; +D7" 888 7"?) >" H:; ;> 97 +: 7" +> Vigo Santander Castellón Gijón Almería Tarragona Pasajes Motril Alicante Málaga S.C. Tenerife Cartagena Cádiz Vilagarcía Melilla Sagunto Ferrol Marín Gandía Ceuta A Coruña Sevilla 8" *7 ;D?" 78 +7?) :"?, 7" F) 7" ;F I7" <:@ 88 7" *> );./ "./ "./ "./ "./ "./ " SSS )*+,"./ " SSS )*+,"./ " SSS )*+,"./ " )*+,"!" #$!!!$!!!" %!$!!!$!!!" %#$!!!$!!!" &!$!!!$!!!" &#$!!!$!!!" '!$!!!$!!!" '#$!!!$!!!" (!$!!!$!!!" (#$!!!$!!!" +7;J+7;;:;" A>;)7+>?):?:,>;" ;>JA7K" ;>J;>" +7;J+7;;:;" A>;)7+>?):?:,>;" CONTAINERSHIP ;>JA7K" ;>J;>" Valencia +,./0.,34" Barcelona +,./0.,34" Algeciras +,./0.,34" Las Palmas G.C. +,./0.,34" Bilbao +,./0.,34" Castellón +,./0.,34" '()*" Vigo SSS +,./0.,34" Tarragona +,./0.,34" Gijón +,./0.,34" S.C. Tenerife Vilagarcía Melilla '()*" Alicante Cartagena Motril '()*" SSS Cádiz '()*" SSS Almería '()*" SSS Marín '()*" Gandía SSS '()*" Ceuta A Coruña Sevilla 56789) +6" :6;)87 <96" 67=8)+ ;6>" 76>"?67(6>" *8" =;69" )696;+ 6" :+7:6<" )6>'87 7@9" 5+=<" '6;;6= <96" =+A@9" '6" ); BC" *8" '89 8;+ D8" 5+7 6= 6;) E6" ( " )6 9'8" )6; '6= 89 6" 67 6" (< ';+7" )F *+C" (8 ;E6" (6 ;E9" =6 9*+ )< 6" )8B '6" ;B G6" > " TOTAL CAPACITY OFFERED IN TEUs CONTAINER!" #!!$!!!" %$!!!$!!!" %$#!!$!!!" &$!!!$!!!" &$#!!$!!!"?<;'6)<9'898*<;"?<;'6)<9'898*<;" CONTAINERSHIP 5678) +95:" Algeciras ;59) 86<= Barcelona 5" >568=)+5" '()*" Valencia SSS +,./0.,34" Bilbao ;+6;5 <" Santander :5=' 5=*8 9" 7+?@=" Gijón Motril (<'9 +6" Almería 56(8 9A5" 56+)5 ='8" Alicante Tarragona '599 57<= 5" B5:5? 8:" Pasajes >+7<" Vigo )C*+D" Cádiz )5:'8 66@=" Castellón E899 <6" Ferrol :57F ='<" Sagunto (C65 75" Málaga )59'5 78=5" Cartagena 5:"*8" 795=" )5=5 9+5" Las Palmas G.C. TOTAL CAPACITY OFFERED IN LANE METRES RORO SSS '()*" '()*" SSS!" #!!$!!!" %$!!!$!!!" %$#!!$!!!" &$!!!$!!!" &$#!!$!!!" 9<GB5H" 9<G9<" 6

7 Zones Z ones Global indicators TOTAL LINES BY PORT OF ORIGIN TYPE OF FREIGHT DESTINATION ZONE Castellón Algeciras Valencia Barcelona Bilbao Cartagena Ferrol Gijón Las Palmas G.C. Melilla Motril S.C. Tenerife Santander Vigo Alicante Cádiz Ceuta Pasajes Sagunto Sevilla Tarragona A Coruña Almería Gandía Málaga Marín Vilagarcía ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo (/.0/".)//" RoRo ()*+,*,)." Container ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container (/.0/".)//" RoRo ()*+,*,)." Container ()*+,*,)." Container!" #" $!" $#" %!" %#" &!" &#" '!" '#" #!" ##" A:"B:9E39(=" ADRIATIC SEAA:"<E539(=" BALTIC SEAA:"B45"7=:34" NORTH SEA A:"484=" AEGEAN SEA A:"A4B934::E74=" MEDITERRANEAN SEA A:"748:=" BLACK SEA =(H7="35E739(=" ATLANTIC OCEAN LINES BY DESTINATION ZONE ATLANTIC COASTLINE ORIGIN LINES BY DESTINATION ZONE MEDITERRANEAN COASTLINE ORIGIN ATLANTIC OCEAN MEDITERRANEAN SEA " NORTH SEA ATLANTIC OCEAN " MEDITERRANEAN SEA NORTH SEA " BALTIC SEA AEGEAN SEA " AEGEAN SEA BLACK SEA " ADRIATIC SEA BALTIC SEA " BLACK SEA ADRIATIC SEA " SSS SSS 7

8 Global indicators Atlantic Coastline Mediterranean Coastline s s No. of lines: No. of shared lines: No. of ocean carriers: Average frequency (weekly departures): No. of lines: No. of shared lines: No. of ocean carriers: Average frequency (weekly departures): s s No. of destination ports: No. of ports with direct connections: Average no. of ports connected per line: No. of destination ports: No. of ports with direct connections: Average no. of ports connected per line: Vessels Vessels Container RoRo Container RoRo No. of vessels: Capacity offered Total GT: TEUs: Lane metres: Swap bodies: Adjusted: GT: TEUs: Lane metres: Swap bodies: Average length (metres): Average beam (metres): Average draught (metres): Average speed (Knots): Average age (years): 99 0,76,5 990,798,537,73 37, ,00, ,804 60,986 8,973,5 76,37 4, No. of vessels: Capacity offered Total GT: TEUs: Lane metres: Swap bodies: Adjusted: GT: TEUs: Lane metres: Swap bodies: Average length (metres): Average beam (metres): Average draught (metres): Average speed (knots): Average age (years): ,74,44 5,437,48 8,67,88 799, ,3,65 4,366,460 3,890 57,76,634 53,76 3,740,644 67, /5 9/3 9/7 0/6 56/67 00/48 Container/RoRo Container/RoRo 8

9 SSS alternative to road transport s Vessels Container RoRo No. of lines: No. of shared lines: No. of ocean carriers: Average frequency (weekly departures): s No. of destination ports: No. of ports with direct connections: Average no. of ports connected per line: No. of vessels: Capacity offered Total GT: TEUs: Lane metres: Swap bodies: Adjusted: GT: TEUs: Lane metres: Swap bodies: Average length (metres): Average beam (metres): Average draught (metres): Average speed (knots): Average age (years): 39 4,707,47,369,773 4,537,5 4, ,545,54,7,580 5,970 9,36,603,400,73 00, Atlantic Coastline Mediterranean Coastline s s No. of lines: No. of shared lines: No. of ocean carriers: Average frequency (weekly departures): No. of lines: No. of shared lines: No. of ocean carriers: Average frequency (weekly departures): s Puertos No. of destination ports: No. of ports with direct connections: Average no. of ports connected per line: No. of destination ports: No. of ports with direct connections: Average no. of ports connected per line: Vessels No. of vessels: Capacity offered Total GT: TEUs: Lane metres: Swap bodies: Adjusted: GT: TEUs: Lane metres: Swap bodies: Average length (metres): Average beam (metres): Average draught (metres): Average speed (knots): Average age (years): Buques Container RoRo Container RoRo 50 4,796,54 455,940,096,738 97, ,567, ,770 57,66 8,64, ,79 48, No. of vessels: Capacity offered Total GT: TEUs: Lane metres: Swap bodies: Adjusted: GT: TEUs: Lane metres: Swap bodies: Average length (metres): Average beam (metres): Average draught (metres): Average speed (knots): Average age (years): 05 0,880,44,009,094 3,005,99 80, ,977,768,30,80 94,344 0,5,89 73,38 5,

10 09 Motorways of the Sea (MoS) Western MoS SouthWest MoS OCEAN CARRIER TRAFFIC BARCELONAPORTO TORRESCIVITAVECCHIA GRIMALDI ROPAX 6xweek /0h GIJÓNSAINT NAZAIRE LD ATLANTIQUE SUARDIAZ ROPAX 3xweek 4h VALENCIACAGLIARISALERNO GRIMALDI RORO 3xweek 6/46h VALENCIABARCELONALIVORNOSAVONA GRIMALDI RORO 3xweek 36/5h3/47h 3 ROUTE GT LANE METRES FREQUENCY TRANSIT TIME ROUTE SWAP BODIES CAP. TEUS CAP. Nº VESSELS PASSENGER CAP. BARCELONAPORTO TORRESCIVITAVECCHIA 54,30 3,050 87,40 GIJÓNSAINT NAZAIRE 7,44, VALENCIACAGLIARISALERNO 30,835 3, VALENCIABARCELONALIVORNOSAVONA 3,645 3,80 80 YEAR BUILT SPEED (Knots) LENGTH (metres) BEARN (metres) DRAUGHT (metres) BARCELONAPORTO TORRESCIVITAVECCHIA GIJÓNSAINT NAZAIRE VALENCIACAGLIARISALERNO VALENCIABARCELONALIVORNOSAVONA ROUTE 0

11 Markets Ranking destination countries by total capacity offered in SSS services (interoceanic services not included) Total capacity offered in GT > Total capacity offered in GT >

12 Recent developments R Recent develpments ecent developments in SSS in Spain (January June 03) January January Naviera Armas launches a new ropax service linking the ports at Motril and Nador (Algeria). February The ZIM and MSC shipping companies offer a shared service for containerised cargo that connects the port of Valencia with Northern Europe. February March March The Brittany Ferries shipping company links a new rollon/rolloff service between the ports of Bilbao and Poole (United Kingdom). The port of Cartagena is added as a port of call in the Sloman Neptun line for cargo in containers which connects Spain to Algeria. The Unifeeder shipping company starts to run the shared service with Seago s which connects the ports of Barcelona, Tarragona and Valencia with Tunisia. February The port of Málaga offers a new connection with Northern Europe for rollon/rolloff cargo operated by the Sallaum s shipping company. April April The MTL shipping company launches a new direct containers service between the ports of Castellón and Sfax (Tunisia). RMR Shipping includes the port of Motril in their rollon/rolloff service which connects Northern Europe to Africa. April Launching of a new service for transporting fruits and refrigerated products between the ports of Gandia and Ghazaouet (Algeria) offered by the CMA CGM shipping company. May May The Unifeeder shipping company starts running a new shared container service with Seago s between the ports of Barcelona and Valencia with Algeria. June CMA CGM includes the of Almería in container cargo service which connects 03 Italy and Malta.

13 MMethodological notes notes Methodological notes This section details the methodology used to calculate the indicators published in this Newsletter and is structured as follows: Classifications defined in the database Calculation of indicators Abbreviations used Information updating and validation CLASSIFICATIONS DEFINED IN THE LINEPORT DATABASE s studied Origin The map below shows the Spanish ports studied by the database: Spanish ports studied Vigo FerrolS.Cibrao A Coruña Vilagarcía Avilés Gijón Marín y Ría de Pontevedra Santander Bilbao Pasajes Barcelona Tarragona Castellón Sagunto Valencia Gandía Alicante Alcúdia Palma Ibiza La Savina Mahón Huelva Bahía de Cádiz Tarifa Source: Own elaboration Sevilla Málaga Almería Motril La Línea Bahía de Algeciras Ceuta Melilla Cartagena S. C. de la Palma S. C. de Tenerife La Estaca Los Las Palmas S. Sebastián Cristianos Salinetas de la Gomera Arrecife P. del Rosario 3

14 09 Methodological notes The following classification is obtained using the location of the Spanish ports as a basis: Atlantic Coastline: Includes the Spanish ports on the coast of the Atlantic Ocean and the Cantabrian Sea along with the Canary Islands. Mediterranean Coastline: Includes the port of Algeciras Bay, the Spanish ports on the coast of the Mediterranean Sea and the Balearic Islands. Atlantic Coastline Mediterranean Coastline Source: Own elaboration Destination The ports included in the database are located in geographical Europe or in non European countries having a coastline on the enclosed seas bordering Europe. The map below shows the countries considered by geographical region according to the following classification: Balt ic S ea Countries studied North Sea Adriatic Sea Baltic Sea North Sea Aegean Sea Mediterranean Sea Atlantic Ocena Sea Black Ad Mediterranean Sea Source: Own elaboration ria tic Se a Ae ge an Se Black Sea Atlantic Ocean a 4

15 09 Methodological notes Classification of lines Type of line The classification below was undertaken according to the route followed by the maritime services studied:. INTEROCEANIC: maritime transport services that accept freight bound for destination countries studied by the database.. SSS: Commodity and passenger transport services by sea between ports in geographical Europe or between those countries and others situated in non European countries having a coastline on the enclosed seas bordering Europe in keeping with the definition of SSS by the European Short Sea Network (ESN). ESN Definition of SSS MAR DEL NORTE OCÉANO ATLÁNTICO MA Es TMCD No es TMCD E stado Miembro de la UE E RN GR O Países terceros Source: Own elaboration SSS alternative to road transport.. SSS alternative to road transport: this category includes maritime container or roro services that we believe represent an alternative to overland transport. The traffic between Spain and countries or islands not accessible over land* (except Ireland) have therefore been excluded from this classification, along with bulk and vehicle freight and interoceanic services, as they are considered to have a series of logistical features that make road transport unfeasible or uncompetitive and can consequently be considered, to a certain extent, a captive market of maritime transport. *The routes with ports in Malta, Cyprus, Iceland, Corsica, Sardinia, the Balearic Islands, the Canary Islands, Ceuta and Melilla are therefore excluded. Source: Own elaboration 5

16 09 Methodological notes... Motorways of the Sea: Western MoS SouthWest MoS Source: Own elaboration Source: Own elaboration Western MoS: SSS services competitive with road haulage established in the Western European corridor connecting the ports on Spain's Atlantic coastline with the North Sea and the Irish Sea, considering the port of Hamburg as the Eastern boundary of the motorway. SouthWest MoS: SSS services competitive with road haulage established in the SouthWest European corridor connecting ports along the Spanish Mediterranean coastline to the Mediterranean coast of France, Italy and Malta. *The criteria used to select the MoS services are as follows: Minimum frequency: 3 departures per week Maximum number of calls: 3 *The port of Algeciras is deemed capable of offering MoS services in both the Western and SouthWest corridors. Type of line The type of line was decided on the basis of the freight transported by each service and the characteristics of the vessels used. Adhering to these criteria, lines can be classified as: Container: includes pure maritime container services and general freight services that accept containerised cargo. Reefer: includes maritime services that exclusively transport containers with refrigerated products. If the vessel operating on the route of a given line transports both reefers and containers with non refrigerated goods, the line will be classified as a container service. RoRo RoPax Roro Freight RoLo Car carrier General Freight Dry Bulk Oil Tanker LNG Carrier Rest of liquid bulk 6

17 Methodological notes CALCULATION OF INDICATORS Indicators have been calculated on a halfyearly basis, coinciding with the issue of the newsletter. For example, the sample period for the first issue of the newsletter dates from January to June, 009. In light of the fact that not all the lines included in have been operative throughout the entire period, calculations have been made taking into account the period each line has been operative. For example, a line may have provided services from January to March, but not been operative since then. The average indicators for this line will be calculated over the period the line was operative (3 months). The methodology employed to calculate the indicators in this newsletter is explained below. s Total no. of lines: total number of lines in the database during the sample period, including both SSS and interoceanic services. No. of shared lines: total number of lines operated by more than one ocean carrier. No. of ocean carriers: total number of ocean carriers that provide services over the sample period. Average frequency: average frequency of all lines, calculated as the number of departures per week offered by the lines during the period they are operative. Total lines by port of origin and type of freight: total number of operative lines during the sample period broken down into Spanish load ports, grouped according to type of line (SSS or interoceanic) and the type of freight defined previously. The aggregate of this classification differs from Total s as one same line is accounted for in all the Spanish ports it calls at where goods can be loaded. Total lines by port of origin, type of freight and destination zone: total number of operative lines in the sample period considered for each Spanish load port, grouped according to type of freight (container or roro) and destination zone (Adriatic Sea, Baltic Sea, North Sea, Aegean Sea, Mediterranean Sea, Black Sea or Atlantic Ocean). The referred graph indicates that the top ranked port of origin will be connected with the highest number of destination zones. This does not mean the port in question offers the largest number of maritime connections. As in the previous case, the aggregate of this classification differs from Total s and Total s by of Origin grouped according to type and freight. s No. of destination ports: total number of foreign ports of destination connected with Spanish ports. No. of ports with a direct connection: total number of foreign ports of destination connected with Spanish ports without calls at other ports en route. Average no. of ports connected per line: average number of calls for all lines, considering all Spanish and foreign ports where the vessel calls. Vessels No. of vessels: total number of vessels deployed for all the lines that are operative during the period under consideration. 7

18 Methodological notes Average speed: average maximum speed of the vessels that operate on each line in knots, distinguishing between maritime services for containerised transport and lines for roro freight. Effective speed: average real speed of the vessels that operate on each line in knots, calculated using the real average distance covered and average transit time as a basis and distinguishing between maritime container and roro services. Real distance in nautical mile specifies the distance actually covered by a vessel between the port of origin and the port of destination that the freight is bound for. This calculation therefore includes the distance covered by the vessel throughout the entire voyage, including any calls made at ports en route. Total and adjusted capacity: calculated bearing in mind the frequency of the line and the characteristics of the vessels that operate on the route. Due to the fact that the load capacity allocated to a port does not coincide with the maximum capacity of the vessel on certain routes, the concept of adjusted capacity has been used. This figure is the result of applying a weighting factor to the total capacity of the vessel. The factor will only be applied to the maritime services that make more than two calls in total. Total capacity offered in GT: total GT offered by each line. Total capacity offered in TEUs: total TEUs that can be transported by container and reefer carrier lines. Total capacity offered in LANE METRES: total lane metres of capacity that roro lines can offer. Total capacity offered in SWAP BODIES: estimate of the total number of swap bodies that can be transported by the vessels that operate on all roro lines. The estimate was calculated by dividing lane metres by a conversion ratio of 4. Adjusted capacity offered (GT, TEUs, LANE METRES and SWAP BODIES): calculated using total capacity offered as a basis and applying an adjustment factor: SSS s: the adjustment factor is calculated on the basis of the Spanish ports that intervene on the route of the vessel for a given maritime connection and the total number of calls. Adjusted SSS capacity = Total capacity * (No. of Spanish ports/total no. of calls) lines: as the ultimate purpose of these lines is to transport freight between large geographical regions (e.g. Far EastMediterranean line), a correction factor of 0. is added to the foregoing adjustment ratio to calculate adjusted capacity. The correction factor stems from the hypothesis that only 0% of freight will be bound for the ports studied by. Adjusted INTEROCEANIC capacity = [Total capacity * (No. of Spanish ports/total no. of calls)]*0. GT capacity by port of origin: sum of total capacity offered by each Spanish port of origin according to the type of line and freight. Once again, the aggregate of this classification will differ from the general total. TEUs by port of origin: sum of total capacity in TEUs, broken down into Spanish ports of origin that offer maritime container and reefer services. LANE METRES by port of origin: sum of total capacity in lane metres broken down into Spanish ports of origin that offer maritime roro services. Average length, beam and draught: average characteristic dimensions of the vessels in metres, distinguishing between vessels used for container cargoes transport and those used for roro freight. Average age: average age of vessels that operate on each line in years. This figure is obtained by subtracting the year the vessel was built from the current year. 8

19 Methodological notes NOTE RELATING TO THE RECENT DEVELOPMENTS SECTION The section entitled Recent Developments in SSS in Spain only includes the SSS lines that have been registered at or eliminated from the database during the halfyear period of reference. It is not therefore a section of news related to SSS and does not include pilot experiences that have not been established as regular lines during that sixmonth period. ABBREVIATIONS USED ESN: European Short Sea Network GT: Gross Tonnage MoS: Motorway of the Sea ROLO: Combination of rollon/rolloff and lifton/liftoff ROPAX: Roro vessel used for roro freight and passenger transport RORO: Rollon/rolloff SSS: ShortSea Shipping TEUs: Twentyfoot Equivalent Units DATA UPDATING AND VALIDATION is a database that is constantly updated. The information contained in has been validated by representatives of the lines following a quality control programme. Please do not hesitate to contact us if you require any further information in relation to the content of the Newsletter or the database. We would be grateful for any comments or information about changes in services or new lines set in motion. You may contact us by at the following address: lsaez@fundacion.valenciaport.com. Acknowledgements and collaborators Front page news: Marisa González General of Customs Management Customs and Excise Department Editing: Lorena Sáez Data processing and analysis: Sara Martínez Amparo Mestre Eva Pérez Lorena Sáez Vanessa Sánchez The authors would like to thank the Authority of Valencia for the grant awarded to implement the project entitled Trade and Transport Observatory in 03.

20 F U N D A C I Ó N valenciaport LEGAL DEPOSIT: V ISSN: Fundación Valenciaport Nueva Sede APV (Fase III), Avda. del Muelle del Turia, s/n 4604 Valencia Tel Fax: info@fundacion.valenciaport.com