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2014 | OriginalPaper | Chapter

3. The Evolution of Maritime Container Transportation

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Abstract

The significance of maritime container transport is well known today, as is the importance it has had in the birth of the global village and how the drive for internationalisation has produced the immense traffic flows that feed it. The container is one of the many standardisation processes that make the industrialisation of maritime transport of general cargo possible. This form of transportation is used worldwide and therefore requires standardisation in all terminals in the world and for all means of transport. A great effort is being made to unify international standards, which are controlled by special organisations. But the need for standardisation inevitably clashes with the need for change dictated by technological evolution. The conflict between evolution and standardisation, somewhat common to all industries, is particularly accentuated in the field of global container transport and is conditioning its nonetheless explosive development.

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Footnotes
1
To give the reader a clearer visual, consider that 9,000 trailers lined up on the motorway cover about 900 km, which is about 80 % of the distance between Genoa and Rotterdam.
 
2
An entirely different and explosively innovative project for a final destination port for future large oceanic ships is the one designed by SiTI of Turin (Politecnico and Compagnia di S. Paolo) together with a group of operators from Genoa and called “Bruco”(Bi-level Rail Underpass for Container Operations). The project foresees a capacity of up to 10 million TEUs and occupies an area of around 500–800 ha in Piedmont, where other 3,000 ha of intermodal centres already exist in the neighbourhood. This area can be connected to the docks of Genoa Voltri through a type of conveyor belt with its own tunnel; the water depths alongside the quays will be 20 m and in using also the existing break water, the port will have a quay length of 3,200 m to accommodate mother ships (7–8 berths) and additionally 4 berths for feeders, ferries and container ships in the Mediterranean. The project could be auto-financed, but is still in the planning stage (for more detailed information see [1, 2, 4].
 
Literature
1.
go back to reference Lami IM (ed) (2007) Genova: il porto oltre l’Appennino. Ipotesi di sviluppo del nodo portuale, Celid, Torino Lami IM (ed) (2007) Genova: il porto oltre l’Appennino. Ipotesi di sviluppo del nodo portuale, Celid, Torino
2.
go back to reference Lami IM, Beccuti B (2010) Evaluation of a project for the radical transformation of the port of Genoa–Italy: sccording to community impact evaluation (CIE). Manage Environ Qual 21:58–77CrossRef Lami IM, Beccuti B (2010) Evaluation of a project for the radical transformation of the port of Genoa–Italy: sccording to community impact evaluation (CIE). Manage Environ Qual 21:58–77CrossRef
3.
go back to reference Musso B (2008) Il porto di Genova. La storia, i privilegi, la politica. Celid, Torino Musso B (2008) Il porto di Genova. La storia, i privilegi, la politica. Celid, Torino
4.
go back to reference Musso B, Roscelli R, Lami IM, Rosa A (eds) (2009) Il BRUCO-Bi level rail underpass for container operations. Celid, Torino Musso B, Roscelli R, Lami IM, Rosa A (eds) (2009) Il BRUCO-Bi level rail underpass for container operations. Celid, Torino
Metadata
Title
The Evolution of Maritime Container Transportation
Author
Bruno Musso
Copyright Year
2014
DOI
https://doi.org/10.1007/978-3-319-04786-7_3

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