In essence it moves and will always move

The map of international trade moves. What is its impact on the shipping

We saw emerge strong producing countries, particularly China, with the major consumer countries. Their relations are organizing world trade flows. But shipping a highly mobile means of production and moves its lines permanently. It has a great capacity to adapt in logistical terms to keep the hyphen between importers and exporters. In essence, it moves and will always move.

Are large inter-oceanic canal and the Straits today from geographical constraints that hinder the movements

Here again, shipping adapts. Everything is matter of negotiations between shippers and charterers to choose possible roads, the sizes of vessels, the costs... Shipowners were building boats adapted to the limits of the major channels, for example the "Panamax" from 32,31 metres wide across the American continent or bulk carriers "Suez max". Panama will always be limits. It is certainly great mutation to increase the size of the ships, but the number of boats that can borrow the canal each day will always be limited by passage times at locks or their size by the lack of rain water, which reduces the draught of the Gatun Lake. The Straits of Malacca also has template and traffic capacity limits in its narrowest part of One Fathom Bank. There are grandiose projects of channels, such as the isthmus of Kra, who cut the Thailand read next page. But the owners use the sea and its passages here where they are safe and responsive.

Congestion in some ports in the world not hamper not the fluidity of traffic

With the expansion of the vessels, ports must adapt. It returned back to the size of the supertankers in the 1970s, but the container continue to grow: boats carrying 14,000 "boxes" are today more surprising and the objective of 18,000 containers is envisaged. Ports must therefore better to dredge their channels of access, lengthen the docks or adjust the size and speed of unloading of the gantry. But the owners are not tethered to a port. With the advent of trafficking, they go to sites that have the infrastructure adapted to their needs.

What is the impact of the risk of piracy and terrorism

Piracy is everywhere, but it reaches record number and dangerousness in the Gulf of Aden. The Atalante force there protects ships willing to respect the safety rules. The assault of a boat place his crew at risk but also causes an average delay of one month for the cargo and significant additional costs. But this inflation has no impact on the price of the final products, since the unit cost of shipping is infinitesimal. On terrorism, it fortunately little touches the sector. This prevents not the insurers to simulations and shipowners to consider applying security rules, especially where their boats are the most vulnerable: in ports, now also protected than the airports.

Are there other Genoa or threats to shipping

The more barriers are disadvantageous for us regulatory and procedural, because each State is its own principles. The volumes of paper to provide will vary at each stop. Sometimes, it should be noted 24 hours in advance the nature of the goods, the type of fuel used, sailors must have visas to go down to the ground... The United States are champions of the year, creating environmental and safety barriers. China is not in balance, causing sometimes ludicrous situations, such as the obligation to unload the goods in the single port of entry. On the other hand, remain across a significant risk of criminal hazard to crews, that there is a tendency to criminalize and put in jail to doubt. Many international conventions are waiting to be signed or ratified and we lack of jurisprudence or references of the international courts.