World Shipping Council, the congestion of the ports is not caused by the increase of the dimension of the ships and by the new shipowning alliances



The congestion of the ports is determined by more factors and they do not give the increase of the dimension of the ships and from the new alliances constituted from the navigation companies. It is an opinion that can be considered or less valid, but is not sure to above of the parts since it is that of the World Shipping Council (WSC), organization formed from shipowning companies that operate in the line field.

World Shipping Council has found that congestion in ports can to derive from multiple causes, between which aspects legacies to productivity of job, as - it has observed the association - clearly it is demonstrated by this that the productivity of some terminals has happened recently in the ports of West Coast of the United States where is come down of -73% from september 2014 to the February 2015 with a consequent slow down of the traffic and increase of the attended time of the ships, or the unexpected peaks of the traffic volumes, as has happened in the port of New York - New Jersey when the companies and the destined shippers have diverted you goods originally to the ports of West Coast.

Other factors - it has observed the WCS - can be the irregular productivity of the harbour terminals, the inefficient one slowly of cargo of the ships, the unreliability of the schedule of the departures of the ships, the ability or less than a terminal than to avoid the congestion of the traffic on the docks, inefficiency of the transport infrastructures that a harbour terminal with the railroad and the freeways connects, the interruption of intermodal services that serve the ports, the deficiency of railway ability in some harbour terminals or the inability to approach to you by the railroads, the availability in the harbour terminals of storage areas and the efficiency in handling of the container in these areas, the deficiency of several means types between which crane of large square, railway chassis or wagons, the tempistica chosen from the loaders or the truck drivers in order to withdraw the goods, the timetables in which the warehouses or the centers of distribution they can inside receive the containers and the presence of effective alternatives for empty storage of container of the harbour terminal. But between the several factors us it can be also that meteorological one, as - has remembered the WSC - it has happened for example in the winter of 2014 when the bad time has hit the American ports of the northern Atlantic.

The World Shipping Council has emphasized that this is not sure a complete and exaustive directory of the reasons that determine the harbour congestion, but is a list that it evidences that the problem does not result from a single one or from a simple one with of factors. These factors, so as it happens usually - it has explained the association - can vary based on the nation, to the port and the terminal. Therefore - according to the WSC - the resolution of these problems demands a concerted entirety of actions that all involve the parts, with solutions that will have to be adapted to the specific problems that emerge in specific resorts.

In its examination on the causes of the congestion of the containerized trade in the ports the World Shipping Council, almost in response to the International Transport Forum that the excessive increase of the ability to the portacontainer has put under accusation and the new concentration of the ability to hold generated from the constitution of alliances between the main operators of the field of the marine transport of line ( on 29 May 2015), it has defended and motivated the phenomenon of increase of the dimension of portacontainer, the development that - it has specified the association - beginning from continues without interruption the same advent of the containerizzazione, it has specified that the employment of mega portacontainer at all does not involve a decrease of the reliability of the schedule and has rimarcato that the alliances between the shipowning companies rather determine a more efficient use of the ability to the fleets.