Curs Transporturi v2 (2)

8/12/2019 Curs Transporturi v2 (2)

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TRANSPORTURI SI EXPEDITII

INTERNATIONALESuport de curs

Dr. CEZAR COJOCARIU


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CONTINUT

DEFINITIITRANSPORTUL RUTIERTRANSPORTUL AERIAN

TRANSPORTUL MARITIMTRANSPORTUL FLUVIALTRANSPORTUL FEROVIARTRANSPORTUL CONTAINERIZATEXPEDITIA INTERNATIONALACORIDOARE DE TRANSPORT PAN-EUROPENEBIBLIOGRAFIE

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Transport (largo sensu ) = ramura economica a careifunctie reprezinta deplasarea in spatiu a marfurilor sicalatorilor, materializarea legaturilor intre toate celelalteramuri economice, interconectarea tuturor zonelor

administrative si localitatilor unei tari precum sirealizarea si dezvoltarea legaturilor economice cu altetari, prin mijloace de transport terestre, navale, aeriene,precum si prin sisteme de conducte si cabluri.Transport (stricto sensu ) = proces economic prin carese asigura deplasarea spatiala a marfurilor de la locul deproductie la cel de consum.


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Aspecte economice:Locul productiei nu coincide cu locul consumuluiResursele nu sunt distribuite egal in teritoriuEliminarea izolarii economiceDezvoltarea schimbului de produse si servicii(national si international)Echilibrarea teritoriala (nationala si internationala) acererii si ofertei (cu consecinta ei stabilizarea

preturilor)Optimizarea amplasamentului unitatilor de productiein raport cu zonele de origine ale resurselor


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In epoca moderna transporturile trebuie privite ca unsistem dinamic si coerent format din mijloace tehnicespecifice (mijlocul de transport), cai de comunicatie,personal specializat, utilaje pentru servicii conexe sistem ce asigura transferul marfurilor din sferaproductiei in sfera circulatiei si a consumului


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Particularitatile transporturilor internationale (T.I.):T.I. sunt serviciul ce concretizeaza schimburileeconomice ale unei tari cu celelalte state

T.I. continua procesul de productie intern in sferacircuitului economic mondial => o parte a produsuluiintern se realizeaza pe piete externeCheltuielile legate de T.I. participa direct la formareapreturilor internationale ale marfurilor


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T.I. + marketing => logistica = ansamblul proceselor,activitatilor necesare vehicularii tehnice, comerciale si

juridice a marfurilor (stadiul resursa / stadiul produsfinit) pe tot lantul de la producator pana la

consumatorul final Cererea de transport international este determinatadirect de volumul fizic al marfurilor de export / importCererea de transport international este inelastica inraport cu evolutia preturilor serviciilor de transport =>daca pe plan mondial pretul transportului creste mairapid decat pretul marfii, sporul cheltuielilor detransport va fi suportat de tarile cu elasticitate scazutaa importurilor si exporturilor


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Cererea de transport se manifesta distinct pe moduride transport, in raport cu natura marfii.Cererea de transport se modifica continuu in raport cufluxurile comerciale

Pretul transportului (orizont lung) creste continuu


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TRANSPORTUL RUTIER

Definitie : subsistem al transporturilor internationale careasigura deplasarea in spatiu a marfurilor cu ajutorulvehiculelor rutiere

Autovehicul = mijloc de transport rutier autopropulsatMijloace tractate = remorci, trailere, etc

Caracteristici :Mobilitate deosebita (autovehiculele nu sunt legate de

instalatii fixe ca de exemplul in cazul transportuluiferoviar)Pot asigura transportul door-to-door (se evitatransbordari si manipulari)


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Dezvolta viteze tehnice si comerciale ridicatePot asigura livrari succesive dupa un orar prestabilit=> micsorarea stocuri, evitarea depozitarii excesive,evitarea deprecierii marfurilor

Autovehiculele pot fi redirijate usor pe parcursTransportul rutier necesita investitii specifice mai miciCapacitatea de transport relativ redusa comparativ cualte moduri de transport

Costuri specifice per tona-km mai ridicate decat laalte moduri de transport Eficienta maxima pe distante mici si medii


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Tendinta de crestere a puterii si capacitatii detransport a mijloacelor auto

Adancirea specializarii autovehiculelor in functie denatura marfurilor transportateCresterea preocuparii pentru construirea unorautovehicule cu consum de carburant cat maiscazut


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Componentele procesului de transport rutiera. Drumul

Totalitatea drumurilor de pe teritoriul unei tari

constituie infrastructura rutieraClasificare drumuri:1. Drumuri publice:

de interes republican (autostrazi,

magistrale, drumuri nationale) De interes local (drumuri judetene, drumuri

comunale, reteaua stradala)2. Drumuri de exploatare (agricole, forestiere,

etc.)


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b. AutovehicululOmologarea autovehiculelor Registre Autonationale

Inmatricularea autovehiculelorc. Conducatorul autovehiculului (sofer)


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Tipologia autovehiculelor rutiere comercialestandard:

Tendinta actuala este adaptarea autovehicululuicomercial trasaturilor definitorii ale marfii (Anexa1).


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P&O Ferrymasters Trailer Prelata(Anexa 2)


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P&O Ferrymasters Mega-Trailer


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P&O Ferrymasters Trailer FRIGO


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P&O Ferrymasters Atelaj cu containeropen -side pentru transport multimodal


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Reglementari si institutii in traficul rutierinternational de marfuri

1948 Geneva I.R.U. ( International Road TransportUnion )=> Libertatile rutiere de la Geneva

Elaborarea Scrisorii de Trasura Internationalein conformitate cu Conventia privitoare laContractul de Transport Tnternational Rutier deMarfuri (C.M.R. Anexa 3)

Conventia referitoare la transportul marfurilorpericuloase (A.D.R.)


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Crearea Asociatiei internationale pentru transportul demarfuri perisabile ( Transfigroute Europe )

1959 Geneva Conventia vamala referitoare la transportulinternational de marfa sub acoperirea carnetelor T.I.R. (Anexa 4,

Anexa 5) (acorda transportatorilor avantaje de ordin vamalmenite sa faciliteze tranzitul international de marfuri prinpunctele de frontiera)

Autovehiculul care circula sub protectia carnetului T.I.R.beneficiaza de eliminarea operatiunilor de control vamalfizic in punctele vamale de tranzit => reducerea durateitransportului, reducerea cheltuielilor de manipulare,reducerea posibilitatii degradarii marfurilor


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Carnetul T.I.R. scuteste transportatorii de depunereaunor garantii vamale

Carnetul T.I.R se emite pentru o singura calatorie Numarul de volete ale carnetului T.I.R. este mai mare cu

2 fata de numarul punctelor vamale de tranzit Pe carnetul T.I.R. se insereaza traseul ce va fi urmat de

autovehicul; acest traseu va fi obligariu respectat Carnetul T.I.R. preia integral toate elementele

mentionate in CMR in legatura cu expeditorul,destinatarul si marfa

Carnetul T.I.R. este emis de I.R.U. Geneva si sedistribuie tarilor membre ale Conventiei Vamale T.I.R.prin intermediul asociatiilor nationale garante T.I.R. (inRomania: ARTRI si UNTRR)


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Odata cu marirea spatiului vamal UE utilizarea carnetuluiT.I.R. si-a pierdut din importanta dar ramane incontinuare utilizat pentru transporturile din / catre tari ex-U.R.S.S., Asia Mica si Orientul Apropiat


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Contractul de transport in traficul rutier internationalde marfuri

Scrisoarea de trasura pentru transport internationalrutier de marfa = CMR = materializarea contractului

Se intocmeste in 3 exemplare originale, toatesemnate atat de caraus (transportator) cat si deexpeditor

Primul exemplar original se remite expeditoruluidupa incarcarea marfii in autovehicul

Al doilea exemplar original insoteste marfa petimpul transportului


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Al treilea exemplar se retine de catre transportator;acest exemplar trebuie semnat de catre destinatar,la livrarea marfii

Clauze si elemente ale Scrisorii de Trasura

Internationale Auto CMR: Numarul CMR-ului Locul si data intocmirii Expeditor full style

Destinatar full style Transportator full style Transportatori succesivi (daca este cazul)


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Autovehicul: marca, tonaj, numar de circulatie,echipaj

Locul si data incarcarii marfii Locul prevazut pentru livrarea marfii Documente anexate (certificat de origine, certificat

de calitate, certificat de conformitate, specificatii,facturi comerciale, etc)

Denumirea comerciala a marfii si felul ambalajului In cazul marfurilor periculoase denumirea marfii

conform cod ADR, clasificarea marfii conform cod ADR


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Numarul coletelor, marcaje speciale, cantitate Greutatea bruta Cubaj

Instructiunile expeditorului (formalitati vamale sioficiale) Prescriptii de francare Sume de plata: fracht, reduceri / sporuri, taxe

accesorii, diverse, total plata Sume ramburs


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Mentiunea conform careia transportul este supusregimului conventiei CMR si niciunei altereglementari contrare

Semnatura si stampila expeditorului Semnatura si stampila transportatorului Semnatura si stampila destinatarului Rezerve si observatii ale transportatorului


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In anumite circumstante CMR poate contine si clauze ca: Interzicerea transbordarilor Valoarea declarata a marfii

Instructiunile expeditorului pentru transportator cuprivire la asigurarea marfii Termentul convenit pentru efectuarea transportului


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In lipsa rezervelor transportatorului mentionate peCMR, marfa si ambalajul se prezuma a fi fost in starebuna in momentul primirii acesteia de catretransportator => transportatorul este raspunzator deorice deteriorare a marfii / ambalajului pe timpultransportului

Modificarea contractului de transport: Poate fi facuta de catre expeditor sau destinatar

(care are drept de dispozitie asupra marfii conformconditiei de livrare din contractul comercial) sipoate consta in:


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Oprirea transportului Schimbarea locului prevazut pentru livrarea

marfii Schimbarea destinatarului


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Impedimente la transportul si eliberarea marfurilor

Raspunderea transportatorului auto

Pentru pierdere total sau partiala, pentru avarie intre momentul preluarii marfii la transport si cel aleliberarii acesteiaPentru intarzierea la eliberarea marfii

* Cazuri de exonerare de raspundere atransportatorului


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* Transportatorul despagubeste expeditorul (saudestinatarul) pentru pierdere totala sau partiala cuo suma maxima egala cu valoarea marfii pierdute; inplus se restituie pretul transportului (frachtul) si altesume avansate transportatorului

* Cuantumul maxim al despagubirii este 8.33 DST/1 kgde greutate bruta lipsa


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Formarea preturilor in transportul auto internationalFactori :

Fluxuri comerciale

Disponibilitate a tonajului specializat Distanta Natura marfii Existenta caricului de retur

Costuri specifice: combustibil, mentenanta,amortisment, salarii, taxe de drum, etc.


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Este cea mai rapida modalitate de transport => faceposibila comercializarea internationala a marfurilorperisabile care, datorita naturii lor, s-ar putea vindedoar in proximitatea locului de productie (flori, fructe,

legume, ziare, pui de o zi)Este eficient pe distante medii si lungi (ruta lunga >10000 km; ruta scurta ~ 3500 km)Este modalitatea de transport cea mai costisitoare(prin asumarea limitelor de timp carausii pot obtinepreturi maxime)


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Versatilitatea avionului => convertibilitateaaeronavelor in legatura cu transportul de marfa, depasageri, transport mixt, transporturi postale, curieratrapid

Frecventa si regularitate deosebiteCosturi de ambalare a marfii mai mici prin utilizareatranscontainerelor de tip aeroRiscuri de avariere a marfurilor mai scazute =>costuri de asigurare mai mici


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Tendinte actuale :Cresterea vitezei tehnice si a celei comerciale (~ 960km/h)Crestera capacitatii de transport (Boeing 747 Jumbo~ 115t)Cresterea capacitatii de operare a terminalelor aeroInformatizarea procedurilor de incarcare, descarcare,transbordare, track & traceTrecerea de la documentele de transport in formatfizic la cele in format electronic (e-AWB)


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Antonov An-225 Mriya

General characteristicsCrew: 6Length: 84 m (275 ft 7 in)Wingspan: 88.4 m (290 ft 0 in)Height: 18.1 m (59 ft 5 in)Wing area: 905 m2 (9,740 sq ft)

Aspect ratio: 8.6Empty weight: 285,000 kg (628,317 lb)Max takeoff weight: 640,000 kg (1,410,958 lb)Fuel capacity: 300000 kgCargo hold volume 1,300m3, length 43.35m, width 6.4m, height

4.4mPowerplant: 6 ZMKB Progress D-18 turbofans, 229.5 kN (51,600 lbf)

thrust each

PerformanceMaximum speed: 850 km/h (528 mph; 459 kn)Cruising speed: 800 km/h (497 mph; 432 kn)Range: 15,400 km (9,569 mi; 8,315 nmi) with maximum fuel; range

with maximum payload: 4,000 km (2,500 mi)Service ceiling: 11,000 m (36,089 ft)Wing loading: 662.9 kg/m (135.8 lb/sq ft)Thrust/weight: 0.234


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747 DreamlifterModel 747 Dreamlifter

Cockpit crew Two

Length 235 ft 2 in (71.68 m)

Wingspan 211 ft 5 in (64.4 m)

Height 70 ft 8 in (21.54 m)

Fuselage width 27 ft 6 in (8.38 m)

Spec Operating Empty

Weight 180,530 kg (398,000 lb)Maximum take-off weight 364,235 kg (803,000 lb)

Cruising speedMach 0.82 (474 kt,878 km/h)

Takeoff run at MTOW 9,199 ft (2,804 m)

Range fully loaded4,200 nmi (4,800 mi;7,800 km)

Max. fuel capacity 52,609 U.S. gal (199,150 l)

Engine models (x 4) PW 4062

Engine thrust (per engine) 63,300 lbf (282 kN)


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Modalitati de exploatare a aeronavelor :Exploatarea in regim de linie:

Ruta fixa informatie publica

Orar fix informatie publica Tarife de linie informatie publica Exploatarea in regim charter Inmatricularea aeronavelor civile Ministerul

Transporturilor Registrul Unic de Inmatriculare al Aeronavelor Civile


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Terminale aero : Aerodrom = suprafata delimitata la sol ce cuprindecladiri instalatii si piste utilizate pentru manevrarea,decolarea si aterizarea aeronavelor

Aeroport = aerodrom deschis operatiunilor comerciale Aerogara = componenta a aeroportului specializata intrafic de marfuri sau de pasageri

* Aerogara de marfuri cuprinde spatii de depozitare subsupraveghere vamala (antrepozite vamale), rampe deincarcare / descarcare, utilaje pentru manipularea /sortarea marfurilor, etc


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Organizatii si conventii internationale in domeniultransporturilor aeriene :

I.C.A.O. = Organizatia Internationala a Aviatiei Civile(International Civil Air Organisation) , infiintata in 1944

cu prilejul Conferintei de la Chicago Are ca scop dezvoltarea internationala a navigatieicivile aeriene, combaterea concurentei neloiale,respectarea si garantarea drepturilor egale alestatelor membre

I.A.T.A. = Asociatia Internationala a Transporturilor Aeriene ( International Air Transport Association ),infiintata in anul 1945 la Havana


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Membrii: companiile de transporturi aerieneinternationale

Obiective:Promovarea unui trafic aerian sigur, regulat sieficientCooperarea intre membri, cooperarea cu alteorganisme internationale (ICAO, FIATA,CEE/ONU, etc)


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IATA are in componenta 3 Conferinte de Trafic,cate una pentru fiecare din cele 3 zone de traficdelimitate:

Zona 1 = America de Nord si de Sud

Zona 2 = Europa, Rusia europeana, Africa,Orientul Mijlociu inclusiv IranZona 3 = Asia, Australia, Noua Zeelanda siinsulele Oceanului Pacific

* Conferintele de Trafic adopta hotarari cu privire latarifele de transport ce trebuie practicate, conditiilede expediere, etc (TACT = The Air Cargo Tariffand Rules )


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Prin comisia de specialitate, pe baza Conventiei dela Varsovia (1929), a Protocolului de la Haga(1955, 1970) si a Conventiei de la Montreal (1999)a creat forma standard a Contractului de Transport

Aerian International (Air Waybill = AWB)


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Contractul de transport international aerian Air Waybill = Contract de transport internationalaerian (Anexa 6)Se emite in 3 exemplare originale pe bazainstructiunilor expeditorului:

Primul original este semnat de expeditor si arementiunea pentru transportator

Al doilea original este semnat de expeditor sitransportator, insoteste marfa pe timpultransportului si are mentiunea pentru destinatar


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Al treilea exemplar este semnat de transportatordupa primirea marfii la transport si i se daexpeditorului

Setul AWB mai cuprinde recipisa de primire,exemplarul pentru formalitati vamale la destinatie, sicopii pentru caraus si agentii acestuia si pentruaeroportul de destinatie


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Clauze si elemente ale AWB-ului (Anexa 7) :Numarul de AWBExpeditor ( Shipper ) full styleDestinatar ( Consignee ) full styleCaraus sau agentul acestuia full style

Aeroportul de plecare Aeroportul de destinatieDetaliile legate de zbor (echivalent cu voiaj)In situatia in care transportul este efectuat de maimulti carausi consecutivi se mentioneaza de zbor cerevine fiecaruia


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Clauza ce indica faptul ca transportul respectiv estesupus prevederilor Conventiei de la Varsovia siamendamentelor ulterioare (mentionate pe verso-ul

AWB-ului)

Instructiuni cu privirea la manipularea marfiiRegimul vamal sub care circula marfaDescrierea marfii (denumire comerciala, greutate,dimensiuni si cubaj, numar de colete, clasa tarifaraconform TACT, greutatea taxabila)Rata de fracht aerian

Alte taxeMoneda in care se platesc fracht-ul si taxele


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Informatii optionale: valoarea declarata a marfii pentrutransport si pentru formalitati vamale

Cuantumul total al fracht-ului si al taxelor aditionale siplatitorul / platitorii acestora (in functie de conditia delivrare)

Locul si data emiterii AWB-ului Pe verso-ul AWB-ului sunt inserate conditiile generale

de transport asa cum sunt ele definite de catre IATA


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Modificarea scrisorii de transport aerian (AWB)Expeditorul are drept de dispozitie asupra marfii(poate opri marfa in aeroportul de plecare, in cursulunei escale sau in aeroportul de destinatie, sau poateschimba destinatarul, sau poate cere sa i sereturneze marfa) cu conditia ca exercitarea acestuidrept sa nu cauzeze prejudicii carausului sau altorexpeditori si cu suportarea cheltuielilor suplimentare


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Raspunderea transportatorului aerian este limitata lamaxim 19DST/kg brut marfa deteriorata sau lipsa (cf.Conventiei de la Montreal 1999)Elemente care influenteaza nivelul fracht-ului aerian :

Greutatea marfurilorCubajul marfurilorDistanta de transportZona de transport (relatia)

Modul de ambalare a marfiiModalitatea de angajarea a transportuluiCostul combustibiluluiNivelul taxelor aeroportuare


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Modalitati de plata ale fracht-ului aerian :Se face conform conditiei de livrare din contractulcomercial:

Charges prepaid

Charges collect Cash on delivery (implica colectarea nu doar a fracht-ului

aerian ci si a contravalorii marfii)


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House Air Waybill (HAWB) = document intern carematerializeaza instructiunile de transport aferentefiecarei expeditii ( shipper , consignee , etc. conformcontractului comercial)

Master Air Waybill (HAWB) = document detransport care insumeaza toate expeditiile cuaceeasi destinatie si care are mentionat la shippercasa de expeditii care grupeaza partizii de marfa,

iar la consignee casa de expeditii care efectueazadeconsolidarea partizilor la destinatie


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Shipper- ul si consignee -ul pot fi identici in cazuloperatorilor globali

Consolidated manifest = lista (specificatia)partizilor de marfa consolidati sub MAWB


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Curieratul rapid Serviciu de transporturi aero consolidate oferit deintegratorii de logisticaServiciile oferite sunt exclusiv de tipul door-to-door ,se asigura timpi de transport impresionant de scurti,se poate asigura livrarea chiar si la ora fixa (ex: 10AMdelivery ) Se bazeaza pe transport multimodal (auto / aerian /auto)Utilizeaza tehnologii de varf in preluarea la transport,evidenta, gestiunea, rutarea si livrarea expeditiilor


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De regula se utilizeaza aeronave proprii;suplimentarea capacitatii de transport se face cuaeronave charterIn general partizii constau in expeditii de tip postal(mesagerie, coletarie, max. 35kg)


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TRANSPORTUL MARITIM

Definitie : Deplasarea fizica a marfurilor cu navemaritime intre doua porturi maritime.

* Transportul maritim asigura derularea a cca. 75-80% dintotalul traficului mondial de marfuriNava maritima = constructie plutitoare de dimensiuni superioare

ambarcatiunilor avand forma, structura, calitatinautice, propulsie proprie si echipament care ii permitefectuarea incarcarii, descarcarii si transportuluimarfurilor


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Elementele navei:a. Coca (corpul navei):

Osatura navei (carcasa) Bordaj exterior Bordaj interior Bordajul puntii Chila (etrava, etambou) Puntea ( single decker , double decker , etc.) Fundul (fund simplu, dublu fund celular) Tancuri de combustibil (pentru consumul

propriu)


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Tancuri de balast Magazii / hambare / tancuri

* Gura de hambar* Linia de plutire* Linia puntii* Rezerva de flotabilitate* Asieta navei (nava canarisita, nava

bandata)* Pescaj (draft)


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Suprastructura navei (castel, teuga, duneta)=> Silueta navei = opera moarta +

suprastrucura naveib. Masinile navei asigura propulsia acesteiac. Echipamentele de navigatie

Aparatura specializata de bord (comunicatii,GPS, etc)

Carma Instalatii de ancorare Echipamente de salvare


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* Echipamente de incarcare / descarcare: vinciuri,catarge, bigi, gaiuri, ganciuri

Liniile internationale de incarcare a navelorPescaj maximMarca de bord liberDiscul PlimsollLinia de incarcare de vara

Stabilirea bordului liber


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Clasa navei. Registre de clasificareRegistrele de clasificare (registre navale) clasificanavele conform conventiilor internationale silegislatiilor nationale => certificat de clasa pentru

nava Lloyds Register of Shipping Germanischer Lloyd American Bureau of Shipping

Nippon Kaiji Kyokai Le Bureau Veritas Registrul Naval Roman


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Tonajul navei ( Ships Tonnage )Tona registru = unitate conventionala de exprimare avolumului spatiilor inchise ale navei (se determina deregistrul maritim national, prin masuratori, duparegulile de tonaj ale tarii de inmatriculare) =>Certificatul de tonaj al naveiTona registru brut

masoara toate spatiile inchise ale navei este egala cu 2.83 mc (100 picioare cubice)

de spatiu inchis al navei


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Tona registru net masoara numai spatiile inchiseale navei care castiga efectiv navlu (hambare,magazii, tancuri, fore-peak , after-peak , shelter-deck)

Pe baza tonajului registru brut si tonajului registru net

se determina anumite taxe portuare, taxe de canal,etc. Tonaj deplasament = greutatea apei dislocuita de

nava* Tonajul navei usoare ( Light displacement )

nava goala* Tonajul navei grele ( Full load displacement )

nava incarcata la capacitate maxima si armata


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Tonaj Deadweight (Deplasament) = capacitatea naveide a transporta o anumita cantitate de marfaexprimata in unitati de greutate (1 tona lunga =1016.05 kg)

* In tonajul deadweight se includ, pe langagreutatea caricului, greutatea combustibilului, aproviziilor (rezerve de apa si alimente),materiale de intretine, apa de balast

* Deadweight Cargo Capacity = diferenta dintredeplasamentul brut si deplasamentul net


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Capacitatea cubica pentru marfa ( Cargo CubicCapacity ) = volumul spatiilor inchise destinatemarfurilor

* Se utilizeaza pentru marfurile de volum mare si

tonaj redus* Se calculeaza diferit pentru marfuri vrac si

marfuri ambalate (CCC vrac 8-10% > CCCambalat)


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Clasificarea navelor 1.a. Nave tanc ( Tankers ) pentru transportul marfurilor

lichide Tancuri petroliere Tancuri pentru produse lichide alimentare Tancuri pentru produse chimice lichide Gaziere (transport gaze naturale lichefiate)

* Nave cu o singura punte ( Single Deckers )* Capacitate de transport mare si foarte mare* Capacitate de pompare / ora foarte mare* Instalatii auxiliare pentru racire


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* Ulaj (capacitate suplimentara a tancului in cazuldilatarii produselor)

1.b. Nave specializate pentru transportul marfurilorsolide (D ry Cargo Vessels )

Vrachiere universale ( Bulk carriers )* Nave specializate in transportul marfurilor demasa (minereuri, carbune si cocs, bauxita,cereale, zahar vrac, ciment vrac, ingrasamintechimice vrac, etc)* Mineralierele nave cu o singura punte ( SingleDecker )


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* Hambare de tip self-trimming

1.c. Nave combinate ( Combined Carriers ) transportaconcomitent marfuri solide si lichide

Nave de tip Ore-Oil (O.O.) Nave de tip Ore-Bulk-Oil (O.B.O.)

* Hambare de tip self-trimming

* Tancuri in babord si tribord* Instalatii de pompare + instalatii de incarcare /descarcare


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1.d. Nave speciale Nave frigorifice Traulere Nave portcontainer

* Nave de tip LO-LO (Lift on / Lift off ) Nave portbarje ( LASH = Lighter Aboard Ship )

* Transport multimodal maritim / fluvial


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1.e. Nave auxiliare Remorchere / Impingatoare Dragoare Nave de bunkeraj Spargatoare de gheata


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2. Dupa particularitatile operatiunilor de incarcare /descarcare:

a. Nave de tip RO-RO (Roll on / Roll off )* RO-RO Trailer Ship

* RO-RO Container Shipb. Nave de tip LO-LO (Lift on / Lift off )

* Nave celulare portcontainerc. Nave de tip LASH (Lighter Aboard Ship )

* Nave portbarjed. Nave de tip Ferry (sistem RO-RO )

* Nave portvagoane


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Caile de navigatie maritimaDrumuri de cabotaj (intre doua porturi situate peaceeasi coasta):

Cabotaj national (Midia / Constanta)

Cabotaj international (Constanta / Varna) Mic cabotaj (porturi situate in acelasi bazin

maritim Constanta / Mangalia) Mare cabotaj (porturi situate in bazine maritime

diferite (Charleston / Los Angeles)Drumuri maritime internationaleDrumuri oceanice internationale


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Canaluri internationale de navigatie: Suez Panama Corint Kiel

Porturi comerciale

Port maritim= principalul element al infrastructurii de transport

maritim


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= organizatii cu functii comerciale si de transportcomplexe (incarcare, descarcare, depozitare,procesare, operatiuni vamale, functiiadministrative, activitati de tip ecologist, etc),

protejate natural sau artificial, care asiguraplecarea, sosirea si operatiuni de manevra alenavelor in conditii de siguranta a navigatiei

Porturi generale opereaza orice tip de nava si orice

tip de marfa (Hong Kong, Singapore, Rotterdam, NewYork, Hamburg, Kobe, etc)


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Porturi specializate deservesc doar anumite tipuride nave si anumite marfuri (Abadan, Basrah petroliere; Vitoria, Lulea, Narvik , Vizagapatnam carboniere; Baton Rouge, Vancouver, Bahia Blanca

cerealiere, etc)

Elementele componente ale portului: Acvatoriu (suprafata de apa situata in interiorul

portului) Rada (suprafata de apa situata in fata intrarii

portului)


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Constructii hidrotehnice: moluri (diguri), cheiuri,dane

Instalatii de acostare, instalatii de deservire cuutilitati, echipamente de incarcare / descarcare

* Dane specializate

Modalitati de exploatare comerciala a navelora. Navigatia Tramp

nu este legata de o anumita ruta de transport,de un anumit orartransporta in general marfuri de masa


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de regula un singur navlositorfiecare cursa a unei nave tramp se face subun contract Charter Partypentru navigatia tramp , unui armator ii este

suficienta o singura nava => exista maricompanii maritime dar si mici armatoripretul transportului este Navlul

b. Navigatia de linieruta fixa se publicaorar fix se publica


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mai multi navlositori marfuri in partizi relativ mici dar consecutive se aplica principiul first come / first served navlurile imbraca forma tarifelor se publica fiecare partida de marfa are la baza un

contract de transport maritim denumitconosament ( Bill of Lading )

de regula operatiunile de incarcare /descarcare se fac sub clauza Liner Terms

armatorul are drept de substituire a navei cu oalta echivalenta


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Contractele de navlosire pentru navigatia Tramp contracte de tip CharterPartypentru navigatie de linie contracte de tip

conosament ( Bill of Lading )1. Ch ar ter Par ty (Anexa 8.1 8.12):a. Voyage Charter Party = contractul dintre armator

si navlositor prin care primul se obliga satransporte celui de al doilea, cu o nava armatade el o cantitate determinata de marfa de laportul de incarcare la portul de descarcare, inschimbul unui pret numit navlu


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* Descrierea marfii: denumirea comerciala,greutate, volum, bucati, vrac / ambalaj, etc (seva mentiona cu necesitate unitatea de masura

tona metrica, tona lunga, tona scurta, metricubi)

* Marfa incarcata pe punte* Materiale pentru fardaj si separatie ( dunnage

and separation )* Portul de incarcare (clauza Range )* Portul de descarcare (clauza Range )* Transmiterea ordinelor (nominarea de catre

navlositor a porturilor de incarcare / descarcarein interiorul unui anumit termen)


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* Clauza A lways afloat* Clauza A lways afloat or safely aground* Clauza At all times of the tide always afloat* Clauza Ready Berth (dana gata pregatita)* Nivelul navlului si plata acestuia* Cheltuielile cu incarcarea si descarcarea* Lay time (timp de stalii)* Demurrage (contrastalii, supercontrastalii) * Dispatch money* Clauza Paramount (drepturile si imunitatile

armatorului)


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* Rotatia geografica (nava urmeaza sa operezein porturi consecutive conform drumului firescal navei)

* Clauza Safe Port, Safe Place (Safe Port, Safe

Berth ) portul trebuie sa fie sigur d.p.d.v. alconditiilor fizico-geografice, al dotarilor cuechipament, al conditiilor social politice, alconditiilor sanitare, etc.

* Clauza A s near as she can safely get * Pescajul maxim ( maximum draft )* Clauza Lighterage (utilizarea barjelor pentru

micsorarea draftului)


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b. Time Charter Party = contract de transportmaritim in care navlositorul inchiriaza nava siechipajul pe o perioada determinata de timp.

Armatorul pune la dispozitie navlositorului navacu tot echipajul si comandantul in schimbul unuipret denumit chirie ( Hire )

Clauze* Clauza privitoare la nava care este inchiriata:nume, pavilion, armator, tonaj registru brut / net,

capacitatea cubica, puterea motoarelor, viteza,consumul specific de combustibil, subclauza inevery way fitted for ordinary cargo service


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* Clauza referitoare la conditiile de plata a chirieisi dreptul armatorului de a-si retrage nava dincontract (chiria se plateste de regula in transeegale per unitate de timp)

* Clauza referitoare la perioada de valabilitate acontractului si relivrarea navei catre armator perioada de valabilitate a contractului estestipulata cu o anumita marja de siguranta(about urmata de perioada de valabilitate)

* Dreptul navlositorului de a dirija nava (limitelegeografice ale voiajelor ~ limitele geograficepentru care nava este asigurata)


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* Clauza referitoare la structura costurilor deoperare a navei (armatorul suporta costurilelegate de mentinerea navei in stare denavigabilitate: salariile echipajului si alcomandantului, provizii, cheltuieli cuasigurarea, iar navlositorul cheltuieli pentrucombustibil, taxe portuare, taxe de pilotaj, decanal, de remorcare, taxe consulare, si deasemenea cheltuielile de operare ale navei

* Clauza legata de suportarea riscurilor pentruavarii suferite de marfa sau nava sunt insarcina navlositorului


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c. Charter Party by Demise (Bareboat Charter) =contractul de inchiriere al navei nude =>navlositorul obtine de la armator posesia, uzul, sicontrolul complet al navei inchiriate pentru operioada determinata de timp in schimbul platiiunei anumite sume de bani denumita chirie* In perioada de valabilitate a contractuluinavlositorul devine armator-chirias si ii revineintreaga responsabilitate pentru exploatarea sinavigatia in bune conditii a navei* Navlositorul plateste toate cheltuielile legate deutilizarea si exploatarea navei (salarii, buncar,provizii, andocare si reparatii, taxe)


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* Armatorul suporta doar cheltuielile de asigurareale navei contra riscurilor obisnuite ale marii* Chiria (in functie de tonajul deadweight al naveisi exprimata pe 1 t.d.w. pentru o luna

calendaristica) se plateste in avans de catrenavlositor pentru luna urmatoare* Aceste contracte se incheie de regula intre unarmator cu excedent de tonaj disponibil si un alt

armator ce doreste sa-si completeze tonajul pentrua face fata cererii.


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2. Co n o s am en tu l (Bil l o f Lading Anexa 9) In navigatia Tramp conosamentul este oadeverinta semnata de armator sau de agentulacestuia si eliberata expeditorului ( Shipper ) prin

care face dovada ca marfa expeditorului a fostincarcata pe nava cu o anumita destinatie (OnBoard B/L ), sau a fost incredintata armatorului invederea transportului ( Received for ShipmentB/L)


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In navigatia de linie conosamentul are douafunctii: a. Contract de transportb. Titlu de proprietate asupra marfii (ceea ce ii

confera calitatea de document negociabilbancar)

Clauze:* Nr. Conosament* Nr. exemplarelor originale de conosament* Shipper (expeditor)* Consignee (destinatar)* Notify (poate fi destinatarul sau un agent al acestuia)


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* Port de incarcare* Port de descarcare* Nava / nr. voiaj* Descrierea marfii (denumirea comerciala a marfii,mod ambalaj, nr. colete, greutate, cubaj, marcaje)* Clauza Clean On Board / conosament cu rezerve(Foul B/L )* Clauza Received for Shipment* Clauza referitoare la navlu si alte taxe* Documentele insotitoare ale marfii* Locul si data emiterii conosamentului


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* Semnatura comandantului ( Master sau agentularmatorului)

Conosamente nominative

Conosamente la purtator / Conosamente la ordin(To order ) / procedura andosarii


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Conosamentul direct ( Through B/L) de regulaacopera un transport multimodal (combinat) sau untransport maritim efectuat de 2 sau mai multi armatorisuccesivi => armatorul semnatar al unui conosamentdirect raspunde de marfa de la locul de preluare latransport a acesteia pana la locul de livrare finala(acopera si tronsoanele de transport inland )


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Conosamentul fractionat ( Delivery Order B/L ) comercianti ( Shipper ) care vand en-detail De regula un set de conosamente contine 3 originalesi 7 copii

Verso-ul conosamentului contine conditiile generalede desfasurare a transportului (cf. Ch/P)

TRANSPORTUL FLUVIAL


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TRANSPORTUL FLUVIAL

Definitie : Transportul de marfa pe cursuri interioare(fluvii, rauri) cu mijloace de transport specifice, denumitebarje sau slepuri, constituite in convoaie

Propulsia convoaielor este asigurata de naveauxiliare (impingatoare sau remorchere)Exista si barje autopropulsate

Caracteristici :Dupa transportul maritim, cel fluvial este modalitateade transport cea mai ieftinaCapacitate mare de transportViteza tehnica si comerciala relativ scazute


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In genere se transporta marfuri de masa cu valoareunitara scazuta sau medie (nisip / pietris, calcar /marmura, cereale, ingrasaminte chimice, minereuri,carbune, etc)

Cheltuieli de investii mai reduse pentru infrastructurasi mentenanta acesteiaIntroducere in circuitul economic a unor noi zonegeografice

Modalitate de transport impracticabila in anumiteconditii (seceta, inghet)


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Cai de transport fluviale :RauriFluviiCanale fluviale navigabile

Contractul de transport international fluvial =Scrisoarea de trasura fluvialaSe intocmeste pe baza dispozitiei de incarcareElementele / clauzele scrisorii de trasura fluviale:

Expeditor ( Shipper ) Destinatar ( Consignee ) Port de incarcare


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Port de descarcare Numar barja / numar convoi Numar voiaj Descrierea marfii: denumirea comerciala a marfii,

cantitate (ambalaj), greutate, volum, Clauza de navlu navlul se achita de expeditor laterminarea incarcarii marfii pe barja sau de catredestinatar la terminarea descarcarii

Incarcarea / descarcarea marfii se face cumijloacele carausului (sau agentul acestuia) incontul expeditorului / destinatarului (in functie deconditia de livrare)


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Clauza Lay time (stalii) Clauza Demurrage (contrastalii) Clauza Dispatch money Raspunderea armatorului / carausului pentru

transportul in termen al marfii la destinatie diferain functie de distanta, sezon (vara / iarna) si sensultransportului (amonte / aval)

Conventia de la Bratislava (1955 / 1980) tarife

unice pentru transportul marfurilor pe Dunare


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* B. Vagoane. Clasificare (Anexa 10) : Dupa particularitati de constructie:

Vagoane cu 2 osiiVagoane cu 3 osiiVagoane cu 4 osiiVagoane tehnologice / speciale (cu mai multeosii)Vagoane inchise (acoperite: G;H) de regulatransporta marfuri sensibile, cu valoare maimareVagoane deschise (descoperite: E) articolemetalice, produse de lemn, cherestea


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Identifcarea vagoanelor:Numarul unui vagon este compus din 12 cifre,fiecare avand o semnificatie precisa (Anexa 11)

Infrastructura cailor ferate = asamblul elementelornecesare circulatiei materialului rulant in scopulefectuarii transportului feroviar de marfa, in conditii desiguranta, potrivit tehnologiilor si reglementarilor

specifice transportului feroviar:


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Linii ferate deschise circulatiei publice Lucrarile de arta (poduri, tunele, viaducte, etc.) Lucrari biotehnice de protectie si consolidare,

plantatii de protectie

Instalatii de siguranta si de conducereoperativa a circulatiei feroviare Triajele de retea ale caii ferate Instalatii electrice (alimentare si transformare),

instalatii de telecomunicatii (asiguratransmiterea informatiilor si conducereaoperativa a circulatiei feroviare)

Cladirile aferente


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* Parametrii tehnici ai infrastructurii cailor ferate romanetrebuie sa fie compatibili cu cei ai cailor ferate de careeste legata si sa corespunda normelor interne siinternationalea) Sinele de cale ferata = calea de rulare a trenurilor

* Ecartament = distanta dintre fetele interioare alesinelor:

Ecartament normal (Romania si majoritateatarilor europene 1435 mm)

Ecartament mare: Portugalia, Spania,FinlandaEcartament SUA: 1675 mm


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Ecartament ex-URSS: 1524 mm* Cai ferate:

Cai ferate magistraleCai ferate principaleCai ferate secundareCai ferate uzinale

* Necesitatea existentei (in principiu) a cailor ferateduble


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Caracteristicile transportului feroviar: Diversitate mare a marfurilor (marfuri de masa solidesi lichide, produse finite si semifinite, industriale sauagricole)

Partizi de marfa mai mici decat la transportul maritimdar mai mari decat la cel rutierIn regim door-to-door , transportul feroviar poate fiparte a unui transport multimodal (auto / feroviar /

auto; auto / feroviar / maritim / auto)Eficienta economica mare pentru distante medii silungi


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Procesul de transport se desfasoara neintrerupt, inconditii de regularitate

* Utilizarea sistemului de transport RO / LA =incarcarea pe platforme de cale ferata a

autovehiculelor rutiere excluse de la transportrutier pe timpul weekend-urilor in Europa Centralasi de Vest => transport intermodal / tehnologiimoderne de transport


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Grad de siguranta ridicat Viteza tehnica si comerciala mai mici decat la

transportul rutier dar mai mare decat la cel maritim Pret de transport mai mare decat cel maritim dar mai

scazut decat cel rutier


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Conditii generale de transport feroviar international: Conventia privind transporturile feroviareinternationale (C.O.T.I.F.) participa toate tarileeuropene, inclusiv Turcia, Siria, Iran si Irak

Regulile uniforme privind contractul de transportinternational de marfuri pe calea ferata (C.I.M.)

Contractul de transport feroviar international =scrisoare de trasura internationala C.I.M. (Anexa 12)

Este considerat incheiat in momentul in careexpeditorul a predat marfa statiei de predare iaraceasta a stampilat scrisoarea de trasura C.I.M.


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Elementele scrisorii de trasura C.I.M.: Predatorul (expeditorul) full style ; si semnatura

acestuia Denumirea statiei de predare

Destinatarul full style Denumirea statiei de destinatie Locul si data intocmirii scrisorii de trasura C.I.M. Numarul de identificare al vagonului

Denumirea comerciala a marfii Felul ambalajului si numarul coletelor Greutatea marfii


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Mentiuni facultative:* Taxe in sarcina predatorului* Tarife de transport aplicabile (identice cu cele

trecute in buletinul de francare)

* Sume ramburs* Formalitati vamale / administrative

Exemplarele scrisorii de trasura C.I.M.: Fila 1 = Originalul STI, insoteste transportul pe tot

parcursul si se elibereaza destinatarului odata cumarfa


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Fila 2 = Foaia de expeditie, este oprita la statia dedestinatie si serveste la decontarea taxelor detransport intre caile ferate

Fila 3 = Buletin de insotire / vama, insoteste marfapana la primitor si ramane la statia de destinatiedrept confirmare a primirii marfii

Fila 4 = Duplicatul scrisorii de trasura, ramane inposesia predatorului pentru a face dovada predariimarfii la transport pe calea ferata

Fila 4a = Fila suplimentara pentru expeditor,insoteste transportul pana la frontiera tarii depredare


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Fila 5 = Matca scrisorii de trasura, ramane la statiade frontiera de iesire din tara Fila 5a = Copia scrisorii de trasura, ramane la

statia de expediere (predare) In cazul transportului avand ca destinatie o localitate

deservita de mai multe statii, predatorul (expeditorul)este obligat sa indice in scrisoarea de trasura C.I.M.denumirea exacta a statiei respective

In prezent nu se mai admit la transport feroviar

expeditiile de mesagerie si coletarie Marfuri excluse la transport Transportul feroviar al marfurilor periculoase


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Trenuri marsruta (trenuri bloc) = trenuri cu ruta si orarfixe;

* Pot deservi unul sau mai multi predatori* Viteza comerciala superioara

Contractul de transport feroviar international(scrisoarea de trasura C.I.M.) poate fi modificat numaide catre predator prin statia de predarePretul transportului:

* Pretul efectiv de transport (de la statia depredare la cea de destinatie)


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Contract de transport feroviar international de tipS.M.G.S.

Initial era utilizat, sub forma scrisorii de trasura de tipS.M.G.S. intre tarile membre C.A.E.R. (Consiliul de

Ajutor Economic Reciproc)In prezent este utilizat in transporturile din fostele tarimembre ale URSS, Vietnam, Mongolia, RPDCoreana si China

Scrisoarea de trasura S.M.G.S. asemanatoare caforma cu scrisoarea de trasura C.I.M.;


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* Elementele si datele inserata in scrisoarea detrasura S.M.G.S. sunt la fel cu cele din scrisoareade trasura C.I.M.; diferentele rezida in legeaaplicabila, proceduri, responsabilitati;

Transporturile feroviare initiate intr-o taraeuropeana cu finalizare intr-o tara membra aconventiei S.M.G.S. necesita:

Schimb de documente (scrisoare de trasuraC.I.M. / scrisoare de trasura S.M.G.S.) instatia de cale ferata de intrare pe teritoriulfostei URSS


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Operatiuni de transbord / transpunere amarfii / vagoanelor pe osii cu ecartament tipURSS

In prezent Comisia Economica pentru Europa prin

CTT ( Comite international des transports ferroviaires ) lucreaza la realizarea unui document (contract) detransport feroviar comun C.I.M./S.G.M.S. (Anexa 13)

Coridoare de transport feroviar european

Coridoare de transport feroviar euroasiaticAxe de transport feroviar euroasiatic (Anexa 13)

TRANSPORTUL CONTAINERIZAT


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Modalitate moderna de transportMijlocul de transport = containerul (transcontainerul)

Nota bene : Containerul = mijloc de transport= ambalaj al marfii

Containerul apare ca mijloc de transport militar inperioada interbelicaUtilizare comerciala incepand cu anii 1960La inceput dimensiunile containerelor nu eraustandardizate; existau containere de 5, 10, 20,Incepand cu finele anilor 1960 doua tipuri decontainere:


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a) Containerul de 20 picioare (20) * Un picior = 0.3048 m* Dimensiuni standard:

L = 5.95 ml = 2.35 mH = 2.39 mTarra ~ 1900 kg 2200 kgCapacitate incarcare ~ 18000 kg 23000 kg1/20 = 1 TEU ( twenty-foot equivalent unit )


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b) Containerul de 40 picioare (40) * Dimensiuni standard:

L = 11.92 ml = 2.35 m

H = 2.39 mTarra ~ 4000 kg 4600 kgCapacitate incarcare ~ 28000 kg 32000 kg1/40 = 1 FEU (forty-foot equivalent unit)


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Definitie : Container = structura metalica avand o bazametalica, pereti metalici, acoperis metalic si usa metalicade dimensiuni standard apta sa preia la transport diferitemarfuri in conditii de siguranta maxima

Nota bene : Containerul nu are sistem de propulsie propriu=> are nevoie de un vehicul propulsor=> are nevoie de o infrastructura (terminal)

pentru operatiuni de incarcare / descarcare pe / de pe

mijlocul de transport propulsor=> are nevoie de spatii de depozitare de tip

logistic (terminal) pentru stocurile de containere goale


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=> are nevoie de mijloace de incarcare /descarcare a containerelor pe / de pe mijlocul detransport propulsor

Containerul, gol sau incarcat cu marfa poate fi

transportat cu autocamion (camion cu semi-trailer,platforma pentru 1 / 20, sau 2 / 20, sau 1 / 40),platforma de cale ferata (4 osii), sau barja fluviala,sau nava maritima (tip RO / RO sau Ferry sau navacelulara)

* Containerele utilizate in transport aerian auparticularitati constructive diferite (Anexa 14):


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Container AKE (cod IATA: LD-3)Tarra: 82 kgL = 1.93 ml = 1.45 m

H = 1.55 mVolum utilizabil = 4.3 mcCapacitate incarcare ~ 1500 kg


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Container AMU (cod IATA: LD-39)Tarra: 290 kgL = 4.62 ml = 2.39 m

H = 1.42 mVolum utilizabil = 15.77 mcCapacitate incarcare ~ 5000 kg

s.a.


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Clasificarea containerelor (Anexa 15.1-15.2) :a) Dupa particularitatile marfurilor

Containere Dry Van (D/V)Containere Tank

b) Dupa particularitati de constructie:Containere Open Top (O/T ) Containere Open Side (O/S )Containere Flat Rack (F/R )Containere High Cube (Hi Cu )Containere frigorifice ( Reefer )


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c) Dupa proprietate:Containere proprietate a carausului (armatori,administratii de cale ferata, operatori feroviariprivati)

Containere proprietate a firmelor de leasing * Sistemul inter-change => facilitati de tip logistic

Pana in anii 1990 containerele utilizate in trafic

feroviar nu erau admise in trafic maritim; ulterior prinadancirea standardizarii containerele standard pot fiutilizate in orice modalitate de transport


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Containerul vehiculul ideal pentru transportulmultimodal Documente de transport si expeditie internationala

standardizate pentru transport containerizatmultimodal (FIATA Bill of Lading )

Tendinta actuala cresterea capacitatii de incarcare(kg) atat la containerele de 20 cat si la cele de 40

marirea dimensiunilorcontainerelor (containere de 45, containereHigh Cube )

Necesitatea conectarii intermodale a terminalelor decontainere (auto / feroviar / maritim)


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Monitorizarea containerelor prin sistem GPS (sistemtrack-and-trace ) conexata cu tehnologia RFID ( RadioFrequency Identification )

Tehnologii moderne de management si securitate intraficul containerizat

Marirea capacitatii de operare (per ora) a mijloacelorincarcare / descarcare containere

Containere FCL ( full container load )

Containere LCL ( less than container load ) => trafic degrupaj / transporturi consolidate (auto / maritim / aero)


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In contextul actual (cooperare, concentrare,globalizare) frontiera dintre cele doua activitati adevenit foarte elastica

* Marii transportatori au dezvoltat divizii de expeditieinternationala sau chiar societatii fiica de expeditie

internationala* Consecutiv marile societati de expeditie internationala

au dezvoltat divizii sau societati fiica de transport,specializandu-se, de regula, pe anumite modalitati detransport

Nota bene : Expeditorul (societatea de expeditieinternationala) = arhitectul transporturilor internationale


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Functiile activitatii de expeditie internationala :Consultanta economica, tehnica, juridica la incheiereacontractelor comerciale externe

Adecvarea marfii / mijlocului de transport cu cerintele,temporale de securitate si de pret

Alegerea rutei optime de indrumare a transporturilorConsultanta in legatura cu pachetizarea, paletizarea,ambalarea, incarcarea / descarcarea marfii in / dinmijlocul de transport

Consultanta in privinta incheierii contractului detransport de catre exportator / importator cu carausul /carausii


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* Preluarea integrala a contractului / contractelor detransport in numele si pe contul firmei de expeditie(expeditor / caraus => contract de mandat)Consultatii si derulare de operatiuni / formalitativamaleOperatiuni de stocare / depozitare / distributie de tipsupply chain Traficul de grupaj (transportul consolidat)Intocmirea documentelor de transport si expeditie

* FCR ( Forwarding Agents Certificate of Receipt )

Anexa 16* FCT ( Forwarding Agents Certificate of Transport ) Anexa 17


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* Concentrare / globalizare Deutsche Postcumpara si contopeste Danzas AG si Nedlloyd Logistics,dupa care cumpara DHL pe care il uneste cu rezultantaDanzas / Nedlloyd => DHL = societatea de expeditieinternationala dar si operator logistic de tip 3 PL alDeutsche PostOrganul coordonator si de reglementare la nivelinternational al activatii de expeditie internationala F.I.A.T.A. Federatia Internationala a Asociatiilor a

Firmelor de Expeditie Internationala (FederationInternationale des Associations de Transitaires et

Assimiles), infiintata in 1926 la Viena


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Reprezinta interesele firmelor de expeditie sitransport international in relatie cu organismeleguvernamentale si alte organizatii internationale

Actioneaza in vederea standardizarii si tipizariiprocedurilor si documentelor de transport siexpeditie internationala

Operatori de logistica (furnizori de servicii logistice) =societate de expeditie internationala care abordeaza sidomeniile conexe operatiunilor de import / export, atat inaval cat si in amonte

PAN-EUROPEAN TRANSPORTCORRIDORS


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Transport infrastructure is fundamental for the smooth operation of theinternal market, for the mobility of persons and goods and for theeconomic, social and territorial cohesion of the European Union. TheEU 27 comprises 5.000.000 km of paved roads, out of which 65.100 kmare motorways, 212.800 km of rail lines, out of which 110.458 kmelectrified, and 42.709 km of navigable inland waterways. The totalinvestment on transport infrastructure during the period 2000-2006 was

859 billion.


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At the beginning of the 21 st century, European transport systems areconfronted with a serious modal imbalance, which has favoured thedevelopment of the most polluting and congested modes of transport.This requires a change of strategy in the Common Transport Policy,which puts users at the centre of the system, guaranteeing their right toefficient, safe, affordable, and environment-friendly transport.


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As global freight transport volumes have increased, the external costsof traffic congestion, accidents, air pollution and noise have becomemore apparent, not only as an issue of concern for the quality of life,but also with respect to their potential for disrupting economic growthand mobility. As a result, one of the major challenges facing thetransportation industry is the need to introduce a more efficient, modallyintegrated service, which utilizes spare capacity in other modes.During the 1990s, Europe began to suffer from congestion in certainareas and on certain routes. The problem is now beginning to threateneconomic competitiveness. Traffic jams cost Europe dear in terms ofproductivity. Bottlenecks and missing links in the infrastructure fabric;

lack of interoperability between modes and systems.

THE PAN-EUROPEAN TRANSPORT CORRIDORS AND TRANSPORT AREAS


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The Pan-European Transport Network has been developed along withthree Pan-European Transport conferences. The set out of the firstPan-European Transport conference in Prague in 1991 was anappropriate concept for transport infrastructure, which became thecorridor concept.

At the second Pan-European Transport conference in Crete in 1994,the countries of Western, Central and Eastern Europe identified ninelong-distance transport corridors as priorities for infrastructuredevelopment.

At the third Pan-European Transport conference in Helsinki in June1997 a tenth corridor and the Pan-European Transport Areas for

maritime basins were added.


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These multi-modal Corridors, so called Helsinki Corridors, have a totallength of about 48,000 km, of which 25,000 km are rail network and23,000 km are road network. Airports, sea and river ports and majorterminals serve as nodes between the modes along these longdistance interconnections between the Central and Eastern Europeancountries.


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The Pan-European Transport Network consists of the followingcomponents: The Trans-European Transport Network on the territory of the

European Union (TEN); The TINA (Transport Infrastructure Needs Assessment) Network,

which is composed of the ten Corridors and the additional networkcomponents within the candidate countries for accession;

The ten Pan-European Transport Corridors situated in the candidatecountries for accession, in the NIS (New Independent States) andbeyond;

The Four Pan-European Transport Areas (PETrAs) covering

maritime areas; The Euro-Asian Links, notably TRACECA (Transport Corridor

Europe Caucasus Asia).

Funding


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Europe needs a core network of corridors, carrying large andconsolidated volumes of freight and passengers traffic with highefficiency and low emissions, thanks to the extensive use of moreefficient modes in multimodal combinations and the wide application ofadvanced technologies and supply infrastructure for clean fuels.Despite EU enlargement, large divergences in terms of transportinfrastructure remain between eastern and western parts of the EU,which need to be tackled. The European continent needs to be unitedalso in terms of infrastructure.


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The selection of projects eligible for EU funding must reflect this visionand put greater emphasis on European added value. Co-fundedprojects should equally reflect the need for infrastructure that minimisesthe impact on the environment, that is resilient to the possible impact ofclimate change and that improves the safety and security of users.

A well-performing transport network requires substantial resources. Thecost of EU infrastructure development to match the demand fortransport has been estimated at over 1.5 trillion for 2010-2030. Thecompletion of the TEN-T network requires about 550 billion until 2020out of which some 215 billion can be referred to the removal of themain bottlenecks. This does not include investment in vehicles,

equipment and charging infrastructure which may require an additionaltrillion to achieve the emission reduction goals for the transport system.


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Diversified sources of finance both from public and private sources arerequired. Better coordination of the Cohesion and Structural Funds withtransport policy objectives is needed, and Member States need toensure that sufficient national funding is available in their budgetaryplanning, as well as sufficient project planning and implementationcapacities. Other sources of funding to be considered include schemesfor the internalisation of external costs and infrastructure use charges,which could create additional revenue streams making infrastructureinvestments more attractive to private capital.


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Unlocking the potential of private finances equally requires an improvedregulatory framework and innovative financial instruments. Projectassessment and authorisation must be carried out in an efficient andtransparent manner that limits time, cost and uncertainty. Newfinancing instruments, for example the EU project bonds initiative, cansupport Private Public Partnerships (PPP) financing on a bigger scale.


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Price signals play a crucial role in many decisions that have long-lasting effects on the transport system. Transport charges and taxesmust be restructured in the direction of wider application of the polluter -pays and user -pays principle. They should underpin transports role inpromoting European competitiveness and cohesion objectives, whilethe overall burden for the sector should reflect the total costs oftransport including infrastructure and external costs. Widersocioeconomic benefits and positive externalities justify some level ofpublic funding, but in the future, transport users are likely to pay for ahigher proportion of the costs than today. It is important that correct andconsistent monetary incentives are given to users, operators and

investors.


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CORRIDOR IC id I L h (i k )


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Corridor I is a multi-modal transport link, running in North - Southdirection. It starts in Helsinki (Finland) and connects Tallinn (Estonia),Riga (Latvia) and Kaunas (Lithuania) with Warszawa (Poland) andGdansk (Poland). In Kaunas Corridor I crosses the alignment ofCorridor IX, which runs in East-West direction in Lithuania.

Corridor I: Length (in km)

Tallinn Riga Kaunas WarszawaBranch: Riga Kaliningrad GdanskRail 1.655Road 1.630

CORRIDOR IIC id II L h (i k )


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Corridor II is a multi-modal East West link connecting Berlin -Warszawa - Minsk Moskva and Niznij Novgorod. It is composed of

railway and road connection running parallel linking above cities. Thedistance from Berlin to Niznij Novgorod is 2,313 km by rail and 2,260km by road.The extension of Corridor II from Moskva to Niznij Novgorod wasdecided upon at the Helsinki Conference in 1997. The extension gives

the Corridor access to the inland waterways in Russia, along the VolgaRiver to the Caspian Sea and via the Volga/Don Canal to the Sea of Azov and the Black Sea.

Corridor II: Length (in km)

Berlin Warszawa Minsk Moskva Niznij NovgorodRail 2.313Road 2.200


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CORRIDOR IV


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Corridor IV: Length (in km)Dresden Praha Bratislava/Wien Budapest Arad

Branch: Nrnberg PrahaBranch: Arad Bucuresti ConstantaBranch: Arad Sofija IstanbulBranch: Sofija ThessalonikiRail 4.340Road 3.640

CORRIDOR IV


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Corridor IV is a multi-modal Northwest - Southeast transport linkrunning from Dresden/Nrnberg (Germany), via Praha (CzechRepublic), Wien (Austria)/Bratislava (Slovakia), Budapest (Hungary) toRomania. In Romania Corridor IV divides into two branches. Thenorthern branch runs from Arad via Bucuresti to Constanta at the BlackSea, while the southern branch from Arad via Craiova to Sofija

(Bulgaria) and divides again, with one branch running further toThessaloniki (Greece) and the other to Istanbul (Turkey).

CORRIDOR VCorridor V: Length (in km)


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Corridor V is a multi-modal transport link running from South-West inSlovenia towards North-East in the Ukraine. The main line of Corridor Vlinks Venezia (Italy) and Trieste (Italy) via Ljubljana (Slovenia) andBudapest (Hungary) with Lviv (Ukraine). In addition to this line there arethree branches to ports on the Adriatic Sea, and one branch to connect

Corridor V with Corridor IV in Bratislava.

Corridor V: Length (in km)

Venezia Trieste/Koper Ljubljana Budapest Uzgorod LvivBranch: Rijeka Zagreb BudapestBranch: Ploce Sarajevo BudapestBranch: Bratislava Zilina UzgorodRail 3.270Road 2.850

CORRIDOR VI I l h C id i li k d h f V i d T i i


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In Italy the Corridor is linked to the ports of Venezia and Trieste, inSlovenia one branch links the Port of Koper with Corridor V in Divaca.In Budapest (Hungary) the Corridor splits into two branches, both ofthem running southwards to the Adriatic Sea. One branch goes toRijeka in Croatia, the other branch runs via Sarajevo (Bosnia-Herzegovina) to the Croatian port of Ploce.

On the Railway Corridor there was a missing link between Slovenia andHungary. The concerned countries have built a direct rail connectionbetween to be operated starting from May 2001.

CORRIDOR VICorridor VI: Length (in km)


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Corridor VI is a multi-modal transport link running from North to South,connecting the Polish Baltic Sea ports of Gdynia and Gdansk withSlovakia and the Czech Republic.

Corridor VI: Length (in km)

Gdansk Grudziadz/Warszawa Katowice ZilinaBranch: Grudziadz PoznanBranch: Katowice Ostrava Breclav/BrnoRail 1.800Road 1.880

CORRIDOR VII


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The Danube is the second longest river in Europe and represents themain inland waterway transport Corridor linking Western and Eastern

Europe through the Rhine, the Main and the Rhine-Main-Danube canal.It connects the North Sea with the Black Sea crossing the countries ofGermany, Austria, Slovakia, Hungary, Croatia, FR Yugoslavia,Romania, Bulgaria, Moldova and the Ukraine.

Corridor VII: Length (in km)Danube 2.415


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CORRIDOR VIIICorridor VIII: Length (in km)


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Corridor VIII is a multi-modal transport link running from East to West inSouth-Eastern Europe, linking the Pan-European Transport Area

Adriatic-Ionian Sea with the Black Sea Pan-European Transport Area.The Corridor starts at the port of Durrs (Albania), runs via Tirana(Albania) and Skopje (FYR Macedonia), further to Sofija (Bulgaria) andto the Bulgarian ports Burgas and Varna at the Black Sea.The Corridor was not affected by any adjustments at the Helsinki

Conference in 1997.

Corridor VIII: Length (in km)

Durres Tirana Skopje Sofija Varna/BurgasRail 1.270Road 960

CORRIDOR VIIIHowever Corridor X as agreed upon in Helsinki being a new link from


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However, Corridor X, as agreed upon in Helsinki being a new link from Austria to Greece with several side alignments, as well as Corridor IV,on the section Sofija Plovdiv, has integrated Corridor VIII into the corelinks of the Pan-European Transport Corridors. New connections toItalian ports and to the Trans-European Network at Greek borders arebeing considered by interested countries. In the draft Memorandum of

Understanding (MoU) the alignment reads as follows: Bari/Brindisi -Drres/Vlore Tirana Popgradec Skopje Sofija Plovdiv Burgas Varna.

CORRIDOR IX


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Corridor IX: Length (in km)Helsinki St. Petersburg Pskov/Moskva Kiev

Ljubasevka Chisinau Bucuresti AlexandroupolisBranch: Klaipeda/Kaliningrad Vilnius Minsk KievBranch: Ljubasevka OdessaRail 6.500Road 5.820

CORRIDOR IXCorridor IX is the longest of the ten Pan European multi modal


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Corridor IX is the longest of the ten Pan-European multi-modalTransport Corridors. The Corridor starts in Helsinki (Finland), runs toSt. Petersburg (Russia), where it splits into two branches, one runningto Moskva (Russia), the second to Pskov (Russia). Both branchescome together again in Kiev (Ukraine). In Ljubashevka/Rozdilna(Ukraine) the Corridor splits again. One branch runs down to Odessa

(Ukraine) on the Black Sea, whereas the main line continuessouthwards to Chisinau (Moldova), further to Bucuresti (Romania),Dimitrovgrad (Bulgaria) and ends at the Aegean Sea in the Greek portof Alexandroupolis.

CORRIDOR IXBesides the above mentioned branches there are two additional links


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Besides the above-mentioned branches there are two additional links.Both links start at the Baltic Sea; one in Kaliningrad (Russia), thesecond in Klaipeda (Lithuania). In Kaunas (Lithuania) both branchesmeet and continue via Vilnius (Lithuania) to Minsk (Belarus), whereCorridor IX crosses the Corridor II route and continues further to Kiev(Ukraine).

CORRIDOR X


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Corridor X: Length (in km)Salzburg Ljubljana Zagreb Beograd Nis Skopje Veles Thessaloniki

Branch: Graz Maribor ZagrebBranch: Budapest Novi Sad BeogradBranch: Nis SofijaBranch: Veles FlorinaRail 2.528Road 2.300

CORRIDOR XThe Pan-European Transport Corridor X has been adopted during the


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The Pan-European Transport Corridor X has been adopted during thethird Pan-European Transport Conference held in Helsinki in 1997. Thismultimodal transport link running from Northwest to Southeast connectsSalzburg (Austria) Ljubljana (Slovenia) Zagreb (Croatia) Beograd(FR Yugoslavia) Nis (FR Yugoslavia) Skopje (FYR of Macedonia) Veles (FYR of Macedonia) Thessaloniki (Greece).

CORRIDOR XThe main axis is connected to the following cities or areas via four


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The main axis is connected to the following cities or areas via fourbranches: Graz (Austria) Maribor (Slovenia) Zagreb (Croatia); Budapest (Hungary) Novi Sad (FR Yugoslavia) Beograd (FR

Yugoslavia);

Nis (FR Yugoslavia) Sofija (Bulgaria) and further along Corridor IVto Istanbul; and Veles (FYR of Macedonia) Bitola (FYR of Macedonia) Florina

(Greece) and further via Florina Kozani (via Egnatia) to Igoumenitsa.

STATUS OF THE PAN-EUROPEANTRANSPORT AREAS

When considering transport network development for maritime areas it


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When considering transport network development for maritime areas itbecame apparent that the Corridor concept, as identified in Crete in1994, was not the appropriate form. It was therefore agreed at the thirdPan-European Transport Conference in Helsinki in 1997 that four Pan-European Transport Areas (PETrAS) should be defined complementaryto the Pan-European Transport Corridors. All of them,

the Barents Euro-Arctic; the Black Sea Basin; the Adriatic/Ionian Seas and; the Mediterranean Basin;

are adjoining Europe.

TEN-T: The Future ofEuropean Transport

Most of the before mentioned transport infrastructures have been


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Most of the before mentioned transport infrastructures have beendeveloped under national policy premises. In order to establish asingle, multimodal network that integrates land, water and air transportnetworks throughout the Union, the European policymakers decided toestablish the trans-European transport network (TEN-T), allowinggoods and people to circulate quickly and easily between Member

States and assuring international connections.

If Europe is to fulfill its economic and social potential it is essential to


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If Europe is to fulfill its economic and social potential, it is essential tobuild the missing links and remove the bottlenecks in our transportinfrastructure, as well as to ensure the future sustainability of ourtransport networks by taking into account the energy efficiency needsand the climate change challenges.

In view of the growth in traffic between Member States, expected to


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In view of the growth in traffic between Member States, expected todouble by 2020, the investment required to complete and modernise awell-performing trans-European network is substantial. The cost of EUinfrastructure development to match the demand for transport has beenestimated at over 1.5 trillion for 2010-2030.The completion of the TEN-T network requires about 550 billion until

2020 out of which some 215 billion can be referred to the removal ofthe main bottlenecks. Given the scale of the investment required, it isnecessary to strengthen the coordination dimension of networkplanning and development at European level, in close collaborationwith national governments.

The European Union is supporting the TEN-T implementation by


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The European Union is supporting the TEN T implementation byseveral financial instruments - the TEN-T programme, the CohesionFund, the European Regional Development Fund and EuropeanInvestment Bank's loans and credit guarantees.

Goals for a competitive and resource efficient transport system:


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Goals for a competitive and resource efficient transport system:benchmarks for achieving the 60% GHG emission reduction target Developing and deploying new and sustainable fuels and propulsion

systems Optimising the performance of multimodal logistic chains, including

by making greater use of more energy-efficient modes Increasing the efficiency of transport and of infrastructure use with

information systems and market-based incentives

The new EU infrastructure policy as agreed in trialogue negotiations


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p y g g gbetween the European Parliament, Council and European Commission

aims at creating a real network and no longer focuses on isolatedprojects. The guidelines contain precise maps of the network which hasbeen identified on the basis of an objective methodology.The new regulation provides for deadlines to make sure that all projectscontributing to the core transport network are implemented as a priority.It sets standards to ensure that trains, ships, planes, trucks and carscan use the transport infrastructure safely and without any technicalproblem. The core network is to be completed by 2030.

Core network corridors will be created as a way to promote the


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y pcoordinated development of infrastructure and resource-efficient waysof using it. The new policy focuses the most critical elements: cross-border projects, interoperability and inter-modality between differentmeans of transport. European coordinators will support Member Statesand project promoters so as to reap optimal benefit from all

investments.

"This is a historic agreement to create a powerful European transport


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g p p pnetwork across 28 Member States. Transport is vital to the Europeaneconomy, without good connections Europe will not grow or prosper.This agreement will connect East with West and replace todays transport patchwork with a network that is genuinely European. This isa major step towards building a new transport network that will be the

backbone to boost growth and competitiveness in Europe's SingleMarket.

Siim KallasEuropean Commission Vice-President

Brussels, 30 May 2013

BIBLIOGRAFIE

Tranzactii comerciale internationale , Popa, Ioan,


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Tranzactii comerciale internationale , Popa, Ioan,coord.; Cristureanu, Cristiana, Editura Economica,Bucuresti, 1997Transporturi internationale , Alexa, Constantin , Editura

ASE, Bucuresti, 2001Transporturi si expeditii internationale , Alexa,Constantin , Editura All, Bucuresti, 1995Tendinte actuale in transportul maritim international,cu deosebire in cel containerizat , Cojocariu, CezarRadu, Editura Pro Editura si Tipografie, Bucuresti, 2009Managing transport operations , Gubbins, J Edmund ,Editura Kogan Page Limited, 2003

http://www.iru.org/


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http://www.iru.org/http://www.icao.int/http://www.iata.org/Pages/default.aspxhttp://www.fiata.com/

http://www.lr.org/Default.aspxhttps://www.bimco.org/http://www.cit-rail.org/en/

Curs Transporturi v2 (2)

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