Untitled - Ministerstwo Rozwoju Regionalnego

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Liner shipping and tramp shipping in the Baltic Sea is dominated by ships of gross tonnage below 10 thousand GT. The operating oil tanker fleet, due to draught restriction of 15.4 m, allow only for Aframax tankers of approximately 110 thousand DWT. Fully laden VLCC and ULCC tankers cannot enter the Baltic Sea. The container fleet of BSR countries constitutes ca. 13% of the world fleet in terms of DWT, the tanker fleet 6.4% and general cargo fleet 11%. Container shipping in the BSR can be assessed in three basic areas: – deep sea shipping serviced by big container operators calling central BSR ports; – feeder shipping cooperating with big container operators, – short sea shipping between Central European ports under dedicated feeder services run by deep sea operators such as Maersk or MSC, or commercial feeder services offered by such operators as Team Lines and BCL. Container shipments in the BSR and related container fleet structure remains in line with the major world trends. In the BSR, 134 container ships were operated in 2006 totalling 88.4 thousand TEU, ca. 660 TEU on average. With the beginning of 2007, 18 operators provided services in the BSR, above all Unifeeder and Team Lines. They operate 62 container ships and their market share amounts to 46%. The second group comprises carriers cooperating with global container service providers, i.e. CMA, CGM, OOCL. The third group includes local carriers operating on short routes. These are BCL, IMCL. More and more often BSR hosts container ships of bigger loading capacity. In March 2007, the Baltic Container Terminal in Gdynia handled a 4174 TEU container vessel and in April a 5029 TEU container ship. The container fleet in the next 10-15 years is expected to feature bigger vessels. Introduction of bigger container ships is restricted by port facilities, i.e. the depth of port basins as well as equipment and wharf length. In this situation 480-1000 TEU feeder vessels are assigned a crucial role in delivering containers to BSR ports handling big container vessels. The structure of feeder vessels, until recently, was dominated by charter vessels on the market providing operational flexibility. With time, due to the fluctuating rates on the charter market, feeder operators are investing in tonnage, gradually replacing charter tonnage with own tonnage. The shipment of dry cargo in the BSR is covered by multipurpose, general cargo, reefer ships. They are generally 2600 DWT ships which can call at most ports in the region. On Baltic and on many North European lines, traditional passenger car ferries are replaced by ro-pax ships adapted to mainly to the carriage of trailers, roll on and roll off cargo and passengers. The Italian shipyard Fincantieri is building a series of four, the biggest to date, ro-pax vessels of gross tonnage 42500 with 500 passenger berths. They will be operated on the Helsinki- Travemûnde line by the Finnlines. 279
In the BSR, as well as the entire European Union, short sea shipping has a special role to play in the future facilitating the shift of cargo transport from land to sea, mitigating congestion and improving safety of road traffic in land transport. Support of short sea shipping benefiting from Community funds and programmes such as Marco Polo II should be linked with the development of hinterland transport. Development of short sea shipping is to be closely entwined with motorways of the sea, providing for the operation of appropriately equipped port terminals guaranteeing efficient vessel handling. Motorways of the sea are considered to be a substitute for land motorways and are developed to avoid congestions on land. Three key motorways are considered, i.e. the Baltic Sea motorway, Western Europe and South East Europe motorways. The short sea shipping concept is propagated and supported by European Union funds as an important link of the European transport system, becoming one of the key tasks included in the development strategy of the Baltic Sea Region. 17.5. Bibliography 1. Baltic Containers 2006 Report. “Baltic Transport Journal” 2006 No. 6. 2. Baltic Maritime Outlook 2006. Goods flows and maritime infrastructure in the Baltic Sea Region. 3. Borkowski M., Wiêcej potrzeb – wiêcej kontenerów. “Namiary na Morze i Handel” 2007, No. 8. 4. Nowosielski T., Koncentracja w ¿egludze liniowej. “Namiary na Morze i Handel” 2006, No. 22. 5. The Platou Report 2007. R.S. Platou Shipbrokers. 6. Review 2006. Fearnleys’ Annual Review. Fearnresearch 2007. 7. Review of Maritime Transport 2006. Report by the UNCTAD Secretariat. New York and Geneva 2006. 8. Shipping and Shipbuilding Markets 2007. Barry Rogliano Salles. 9. Stareñczak B., ¯egluga promowa i ro-ro na Ba³tyku. “Namiary na Morze i Handel” 2006, No. 2. 10. Strategia rozwoju polskiej gospodarki morskiej do roku 2015. <strong>Ministerstwo</strong> Infrastruktury. Warsaw 2005. 11. WoŸniak R., ¯egluga i jej perspektywy. “Namiary na Morze i Handel” 2006, No. 6.
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Contents FOREWORD (Jan Burnewicz)..
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9.4. Security of information.......
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20.3. Factors stimulating the devel
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great and has brought measurable ef
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The theory of innovation was introd
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According to Robert U. Ayres, who p
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tions may be of technological, orga
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1.2. Innovation features Innovation
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The sources of innovation embrace a
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Table 2. Innovation processes model
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of techniques. Strategic integratio
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32. Sudo³ S., Przedsiêbiorstwo pr
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land, attempts were made in the ear
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English 9 . As can be seen, the phr
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The European Union, being an area o
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tives of member states and associat
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- a direct result of research which
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is, in particular, the response to
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2.6. Bibliography 1. Blaug M., Teor
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stems from the economic policy 3 ,
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according to the linear innovation
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- the shaping and consolidation of
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Treaty of Amsterdam (“Research an
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Unfortunately, the first period of
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and technical subjects in several a
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Fig. 5), where growing competitiven
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Table 8. Innovation performance of
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0,700 0,600 0,500 0,400 0,300 0,200
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3.3. Polish innovation policy In Po
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lopment in the future, e.g. Turkey,
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1989 1990 1991 1992 1993 1994 1995
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- 6.4 billion euro to be provided b
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knowledge-based economy is the only
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- arising during business activity,
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- the use of advanced methods and t
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Chapter 4 A STUDY OF INNOVATIVE TRE
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In more recent centuries, though, t
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economic development. In this diagn
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placing private car use with public
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The prime module of modern transpor
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cialisation. 33 What this notion ac
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era in technology, but had no comme
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ecome a matter of honour for major
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Fig. 14. A Toyota FT-EV at Detroit
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Fuel Cell Vehicles - FCV) 75 are a
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94 - Toyota FCHV 81 is another of T
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- Daimler Mercedes-Benz Citaro fuel
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ange. The popularity of hybrid pass
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X2000 116 , the Finnish S220 117 ,
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•Commercial Turboprop Service •
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dards 138 . Intense activity can al
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- new technologies of winter inland
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Fig.18.Vélib-abicycle rental syste
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tional and EU authorities as well a
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National Highway Research Laborator
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innovation in terms of rail shape a
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Infrastructural innovations aim at
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14. Konings R., ThijsR., Foldable C
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tainable competitive advantage in t
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ten years. Technological innovation
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ticians, researchers and practition
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show that it is the time of respons
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gies were gaining more importance i
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chain at a strategic level and focu
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sary for company management and for
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- Electronic Data Interchange (EDI)
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effective solution of logistic task
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- thermostat warehouse. Automation
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assess the productivity of the rend
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15. Follow the leaders. Scoring hig
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Chapter 6 NEW-GENERATION TRANSPORT
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1. The Panama Canal bridge 2. The B
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Among intercontinental crossings is
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Each human action has an effect on
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monious effect remains ingrained de
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Regrettably, the project was not co
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6.7. Bibliography 1. Brown D. J., M
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The purpose of this chapter is not
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7 8 9 10 11 12 Improving road safet
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Table 20. Satellite navigation in t
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predict a traffic jam on a specific
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of rail tracks, inspections and tes
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9. Roads. Galileo Application Sheet
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transport modes, infrastructure and
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- plan the routes and optimize park
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ies. In modern logistics systems, t
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Fig. 33. Option II of vehicle route
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Optimization of route selection dep
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Chapter 9 NEW INFORMATION TECHNOLOG
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uilding. The competitive advantage
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- systems for planning and optimiza
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and consist of defining information
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2. Naporowska E., Warunki rozwoju e
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10.2. Factors causing changes in ur
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10.3. Model description of modern u
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The French urban transport organiza
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petitiveness of urban transport wit
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a system of rewards and penalties b
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sales of tickets received on the ba
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Chapter 11 SUSTAINABLE URBAN MOBILI
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einstate the proper role of environ
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European cities had already been af
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limiting car use, especially in cit
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- support instruments for measures
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City-wide Campaigns Innovative dema
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ture, of consistent cycle-promoting
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should be treated preferentially in
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is that the bicycle is quite simply
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Fig. 40. Comparison of various tran
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struggle with inappropriate pavemen
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Bicycle racks Other amenities They
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Table 30. Comparison of percentage
Page 229 and 230: 12.8. Bibliography 1. Cycling: the
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Page 233 and 234: methods of performance enhancement
Page 235 and 236: Table 31. Timeline of Euro standard
Page 237 and 238: 10. Smalko Z., Sznytko J., Kierunki
Page 239 and 240: Transport activity, a complementary
Page 241 and 242: sis for making them more dynamic. I
Page 243 and 244: The literature of the subject menti
Page 245 and 246: specific nature of new markets and
Page 247 and 248: In this context, the operation of T
Page 249 and 250: Chapter 15 FACTORS INFLUENCING MODA
Page 251 and 252: - to improve the understanding of u
Page 253 and 254: The fiscal function of the charges
Page 255 and 256: 15.3. Examples of How Differentiate
Page 257 and 258: - increasing the accepted weight of
Page 259 and 260: Still, from a technological viewpoi
Page 261 and 262: At last, one notices that the natur
Page 263 and 264: operation it results from, whereas
Page 265 and 266: 16.6. New qualitative preference of
Page 267 and 268: The importance of quality of servic
Page 269 and 270: Chapter 17 TRENDS IN WORLD SHIPPING
Page 271 and 272: 17.2. World seaborne trade and the
Page 273 and 274: Table 37. World fleet size in the 1
Page 275 and 276: day in 2011, compared with 83.3 mil
Page 277 and 278: hicles at the end of 2005 to 168 ca
Page 279: ate of BSR countries is higher than
Page 283 and 284: 2005, the volume of cargo handled i
Page 285 and 286: Among the trends of the EU transpor
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Page 289 and 290: 18.5. Port business diversification
Page 291 and 292: 18.6. Relations with port cities, r
Page 293 and 294: Chapter 19 MODERN ENVIRONMENTAL MAN
Page 295 and 296: Green Paper on the Impact of Transp
Page 297 and 298: - new tasks have appeared in connec
Page 299 and 300: this area resulted in the Greening
Page 301 and 302: activities aimed at separating dema
Page 303 and 304: It is also worth noting that energy
Page 305 and 306: Table 41. The most likely growth sc
Page 307 and 308: Table 42. Towards sustainable trans
Page 309 and 310: such. The use of the existing infra
Page 311 and 312: Chapter 20 DEVELOPEMNT OF INTERNATI
Page 313 and 314: tional logistics strengthened, and
Page 315 and 316: Paradoxically, we can say that the
Page 317 and 318: their financial resources (by 2008)
Page 319 and 320: At present, there are 15 Euroregion
Page 321 and 322: 4) international financial relation
Page 323 and 324: Where: F= number of trips between t
Page 325 and 326: 6. Logistyka w internacjonalizacjio
Page 327 and 328: prastructure and logistics services
Page 329 and 330: In the 1980s, more factors appeared
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which plans to cover the whole coun
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and Eastern Europe, it is only a lo
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to open for market economy. It led
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used and where the full range of co
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of intralogistics (see Fig. 68). Th
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sulting in the creation of new of s
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changes refers mainly to these sect
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costs. Because of the “bypassing
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5. Bogaschewsky R., Globale Beschaf
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this theory, a natural course of de
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On the other hand, the company’s
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a basis, particularly the evaluatio
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The ‘list of risks’ method cons
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the success of this risk descriptio
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It must be stressed that what is at
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Partial formalization in the proces
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etween those types of investments c
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other sectors of the economy. Such
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Comparative analysis of innovative
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on presenting periodical payment in
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time) of a new solution that has no
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12. Pietrzyka B., Klasyfikacja prze
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activities more attractive (quads 1
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interdisciplinary, although individ
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tem and modal deficiencies of conte
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Hydrogen propulsion is becoming ano
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can be regarded as the most importa
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lift-sharing, also called car-pooli
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A large group of technologies, give
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Every human activity has an impact
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The most useful function of road ca
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a growing number of inhabitants liv
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nation-wide promotional campaigns a
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As for innovations aimed at using a
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of freight on a given route, shapin
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and development of ports as land-se
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of economy: they are high in consum
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than potential profits the innovati
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PODSUMOWANIE I WNIOSKI (Jan Burnewi
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nia od podstaw w wybranych regionac
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ski. Strategicznym (nadrzêdnym) ce
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struktorów samochodów elektryczny
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opracowan¹ z myœl¹ o ograniczeni
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acji lotniska i l¹dowiska. Wœród
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w¹tpliwych efektów wdra¿ania now
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œwiecie koncepcji i nowych rozwi¹
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nologie budownictwa infrastruktural
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TEN wpisany zosta³ projekt europej
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staw/ w ramach sieci dostaw (certyf
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nych), takich jak wprowadzanie ró
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obytu ludzie staj¹ siê coraz bard
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Trzy pierwsze typy procesów innowa
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który musi opracowywaæ nowatorski
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Przemiany technologiczne i innowacy
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ne uwidoczni³a siê ju¿ pod konie
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nia logistycznego, • stosowanie f
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Formalizacja oceny ryzyka w innowac
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List of tables Table 1. Innovation
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Table 50. Time horizon of risk fact
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Fig. 24. Strategic crossings within
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About Authors El¿bieta Adamowicz:
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Michel Savy: Professor in the Unive
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Untitled - Ministerstwo Rozwoju Regionalnego

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