Transcript Document

“Quien comanda el mar rige el comercio;
quien comanda el comercio mundial
gobierna las riquezas del mundo
y consecuentemente, al propio mundo”
-Sir Walter Raleigh (c1610)http://www.people.hofstra.edu/geotrans/eng/ch5en/conc5en/ch5c1en.html
4 perspectivas de la geoestrategia del transporte
internacional:
1. Conquista.
La tecnología del transporte se uso inicialmente para conquistar océanos,
territorios y recursos naturales. European powers were the first to improve significantly the maritime technology in terms of speed and
offense/defense capacity and were thus able to establish maritime trading roads and colonies all over the world. The railroad was also a mean to achieve
territorial conquest, notably in North America (nation building) and in Africa (colonialism).
2. Competencia.
El transporte internacional es un medio competido dentro de la economía
global. Traditionally, through cabotage regulations, many nations reserved the right to carry national passengers and freight to national transport
companies. Although these regulations are still prevalent for air (air freedoms) and maritime transportation (Jones Act), competition has become a prevalent
force in shaping modern transportation systems. For several countries, the development of their international transport system has favored exports and
transport related activities such as shipbuilding, trade and insurance. Several newly established maritime nations in East Asia, such as South Korea, Taiwan
and now China have grown using this strategy. A new form of international transport competition is related to the usage of flags of convenience where a
maritime company can significantly reduce its costs by using the fiscal advantages of another country.
3. Cooperación.
Aunque el transporte internacional es un medio muy competido, hay intereses
comunes que culminan en acuerdos acerca de diferentes aspectos como acceso a infraestructuras
o el establecimiento de estándares. By 1792, most countries along the Rhine agreed to free navigation. Canada and the United States
started from 1871 a long process of negotiation and projects related to the development of the St. Lawrence Seaway in 1954. International trade within
Europe was enhanced by the adoption of a standard over rail gauges (1.435 meters). International air transportation is subject to regulations over security
and prices. Furthermore, the emergence of economic blocs such as the European Union and the North American Free Trade Agreement leans on common
rules about transport standards and prices.
4. Control.
El control de lugares estratégicos es también una parte importante del
transporte internacional. As the global economy becomes more interdependent, developed countries are becoming more vulnerable to
supplies of freight and raw materials while many developing countries, such as China, are becoming vulnerable to supplies of raw materials and food. For
instance, as the United States became more dependent on external supplies of oil, its foreign policy shifted at keeping an eye on strategic locations in oil
trade, dominantly in the Middle East.
Principales rutas Marítimas
•
Principales rutas del sistema de transporte marítimo mundial por donde se efectúa el
grueso del comercio, aunque existen muchas otras por lo general costeras.
•
Estas rutas marítimas son espacios de pocos kilómetros de ancho y son función de los
puntos obligatorios de transito (estratégicos) y de restricciones físicas tales como costas,
vientos, corrientes marinas, profundidades, bajos y hielo.
•
Origen y destino de recursos como el petróleo y minerales determinan las rutas marítimas
para los graneles. Esos son los insumos que mas se transportan.
•
A estas rutas se les conoce como chokepoints (cuellos de botella) debido al potencial que
tienen de un posible cierre u obstaculización. La disrupción del flujo de petróleo en
cualquiera de esa rutas tendría un impacto significante en los precios mundiales del
petróleo.
Chokepoints are narrow channels along widely used
global sea routes. They are a critical part of global
energy security due to the high volume of oil traded
through their narrow straits.
The Strait of Hormuz leading out of the Persian Gulf and
the Strait of Malacca linking the Indian and Pacific
Oceans are two of the world’s most strategic
chokepoints.
Other important passages include: Bab el-Mandab
which connects the Arabian Sea with the Red Sea; the
Panama Canal and the Panama Pipeline connecting the
Pacific and Atlantic Oceans; the Suez Canal and the
Sumed Pipeline linking the Red Sea and Mediterranean
Sea; and the Turkish / Bosporus Straits joining the Black
Sea and the Caspian Sea region to the Mediterranean
Sea.
In 2007, total world oil production amounted to
approximately 85 million barrels per day (bbl/d), and
around one-half, or over 43 million bbl/d of oil was
moved by tankers on fixed maritime routes.
The international energy market is dependent upon
reliable transport. The blockage of a chokepoint, even
temporarily, can lead to substantial increases in total
energy costs.
In addition, chokepoints leave oil tankers vulnerable to
theft from pirates, terrorist attacks, and political unrest
in the form of wars or hostilities as well as shipping
accidents which can lead to disastrous oil spills.
Hormuz
17.0
Malacca
15.0
Suez Canal & Sumed
4.5
Chokepoints of the World
Bab el-Mandab
3.3
Bosforo
En 2007 la producción mundial de
petróleo era de 86 millones de
barriles diarios.
2.4
Panama Canal
La mitad ó 42.7, transitaba en
buques tanque sobre rutas fijas a
través de estos 6 Chokepoints
0.5
0.0
2.0
4.0
6.0
8.0
10.0 12.0 14.0 16.0 18.0
• La geoestrategia de la circulación marítima de 36 MMBD de petróleo del total de 85 diarios, se
compone de 6 Chokepoints principales, con 2 de importancia extremadamente alta: Hormuz y
Malacca.
• La necesidad de mantener la integridad de esos Chokepoints se incrementa a la par del incremento
en la presión de los flujos de petróleo y la creciente piratería
• Este es el caso de China en que sus importaciones de petróleo cruzan los estrechos de Hormuz y
Malacca y el Mar del Sur de China controlados en su mayoría por los Estados Unidos de
Norteamérica.
• Fuente: http://www.eia.doe.gov/emeu/cabs/choke.html
Impacto del Canal de Panamá
Comunica los oceanos Atlántico
y Pacifico, 80 Km. de longitud,
estratégico para USA, reduce la
travesía de costa a costa en
13,000 kilómetros
Para buques de hasta 65 mil
TPM. Ideado desde 1534 por
españoles, se construyo entre
1904 y 1916.
Parcialmente elevado, tiene 32
metros en su parte mas
angosta que esta en las
esclusas.
Impactos del Canal de Suez
• Junto con Panamá, representan los
“atajos” mas significantes que el
hombre haya construido.
• Acorto el viaje por mar entre Londres
y Bombay en 41% y el de Londres a
Shanghái en 32%.
• Conecta el Mediterráneo con el
Golfo de Suez y el Mar Rojo a nivel
del mar, con 163 Km. de largo evita
6,000 Km. de viaje, al no tener que
rodear el Cabo de Buena Esperanza
por buques de hasta 120 mil TPM
que viajan entre puertos de América
y Europa, hacia puertos del Sur de
Asia, el este de África y Oceanía.
• Reconocida su importancia desde el
siglo 13 antes de Cristo, el canal
actual planeado por Francia, pero
llevado a cabo por Inglaterra, se
construyo entre 1859 y 1869 y tiene
60 metros en su parte mas angosta.
Entre 1976 y 1980 se adecuo para
dar paso a petroleros de hasta 200
mil TPM.
Containership on the Suez Canal
•
"For over 80 years the Canal was essentially a foreign enclave. The Suez Canal Company,
which owned and operated the Canal was an Egyptian cooperation, but practically all the
share capital was held abroad. Foreigners controlled the board of directors and
constituted the great bulk of the managerial and technical staff. Only a fraction of the
profits went to Egypt. In 1949, the Suez Canal Company concluded an agreement with
the Egyptian Government establishing new conditions of administration more favorable
to the country, including an increased share of the profits and a provision enlarging the
countries representation on the board of directors."
•
"Presumably the agreement of 1949 would forever satisfy the Egyptians. However, in
1956 the Nasser regime seized control of the canal and claimed its sovereign right to
govern its use. Thus the Suez canal remains to this day, a national treasure to the
Egyptian people, making the country millions of dollars daily."
Strait of Malacca
– Estrecho de Malaca, natural. Comunica los océanos Pacifico e Indico es uno de los
pasajes marítimos estratégicos mas importantes del mundo porque facilita el
movimiento de cargas entre Europa y la costa de Asia con el Oceano Pacifico. Con 800
Km. de longitud, es el estrecho mas largo del mundo utilizado diariamente por 600
cargueros de todo tipo, de hasta 300,000 TPM. Tiene entre 50 y 320 Km. de ancho.
Strait of Hormuz
Located between Oman and Iran, the Strait of Hormuz connects the Persian Gulf with the Gulf of Oman and the
Arabian Sea. Hormuz is the world's most important oil chokepoint due to its daily oil flow of 16.5-17 million barrels
(first half 2008E), which is roughly 40 percent of all seaborne traded oil (or 20 percent of oil traded worldwide). Oil
flows averaged over 16.5 million barrels per day in 2006, dropped in 2007 to a little over 16 million barrels per day
after OPEC cut production, but rose again in 2008 with rising Persian Gulf supplies.
At its narrowest point the Strait is 21 miles wide, and the shipping lanes consist of two-mile wide channels for
inbound and outbound tanker traffic, as well as a two-mile wide buffer zone. The majority of oil exported through the
Strait of Hormuz travels to Asia, the United States and Western Europe. Currently, three-quarters of all Japan’s oil
needs pass through this Strait. On average, 15 crude oil tankers passed through the Strait of Hormuz daily in 2007,
along with tankers carrying other petroleum products and liquefied natural gas (LNG).
Closure of the Strait of Hormuz would require the use of longer alternate routes at increased transportation costs.
Alternate routes include the 745 miles-long Petroline, also known as the East-West Pipeline, across Saudi Arabia from
Abqaiq to the Red Sea. The East-West Pipeline has a capacity to move five million-bbl/d. The Abqaiq-Yanbu natural
gas liquids pipeline, which runs parallel to Petroline to the Red Sea, has a 290,000-bbl/d capacity. Other alternate
routes could include the deactivated 1.65-million bbl/d Iraqi Pipeline across Saudi Arabia (IPSA), and the 0.5 millionbbl/d Tapline to Lebanon. Oil could also be pumped north to Ceyhan in Turkey from Iraq.
Rutas alternas en el medio este
Estrecho de Bab el-Mandab
The Strait of Bab el-Mandab is a chokepoint between the horn of Africa and the Middle East, and a strategic link between the
Mediterranean Sea and Indian Ocean. It is located between Yemen, Djibouti, and Eritrea, and connects the Red Sea with the Gulf of Aden
and the Arabian Sea. Exports from the Persian Gulf must pass through Bab el-Mandab before entering the Suez Canal. In 2006, an
estimated 3.3 million bbl/d flowed through this waterway toward Europe, the United States, and Asia. The majority of traffic, around 2.1
million bbl/d, flows northbound through the Bab el-Mandab to the Suez/Sumed complex.
Bab el-Mandab is 18 miles wide at its narrowest point, making tanker traffic difficult and limited to two 2-mile-wide channels for inbound
and outbound shipments. Closure of the Strait could keep tankers from the Persian Gulf from reaching the Suez Canal or Sumed Pipeline,
diverting them around the southern tip of Africa. This would effectively engage spare tanker capacity, and add to transit time and cost.
The Strait of Bab el-Mandab could be bypassed through the East-West oil pipeline, which crosses Saudi Arabia with a 4.8 million bbl/d
capacity. However, southbound oil traffic would still be blocked. In addition, closure of the Bab el-Mandab would block non-oil shipping
from using the Suez Canal, except for limited trade within the Red Sea region.
Security remains a concern of foreign firms doing business in the region, after a French tanker was attacked off the coast of Yemen by
terrorists in October 2002.
Otros pasajes marítimos importantes
•
Hormuz represents the most important strategic passage in the world, solely because of its access to the
oil fields of the Middle East through the Persian Gulf, while Malacca is an active commercial point of transit
between the Indian and Pacific oceans. From the Persian Gulf, two major axis of oil circulation service
Western Europe and the United States (westbound) and Pacific Asia (eastbound).
•
Estrecho de Hormuz de importancia estratégica entre los pozos petroleros del Golfo Pérsico, el Golfo de
Omán y el Oceano Indico, con los consumidores del oeste de Europa , USA y Japón entre otros. Tiene entre
48 y 80 Km. de ancho.
•
Estrecho de Bab el-Mandab, entre el Oceano Indico y el Mar Rojo, este estrecho de 40 a 80 Km. de ancho
controla el acceso de la navegación marítima al Canal de Suez, de bloquearse también forzaría la
navegación alrededor del Cabo de Buena Esperanza.
•
Estrecho de Magallanes, descubierto en 1530, separa Sudamérica de la Tierra del Fuego, tiene 530 Km. de
largo, con un ancho de entre 4 y 24 Km. El canal de Panamá le hizo perder importancia estratégica.
•
Cabo de Buena Esperanza. en 1497, Vasco de Gama fue el primer europeo en llegar a la India por Mar; la
ampliación del Canal de Suez le ha hecho perder importancia. Separa al oceano Atlántico del Oceano
Indico.
Bósforo
Bósforo, la división entre Europa y Asia, este
pasaje tiene 30 Km.; comunica el Mar Negro
con el Mar Mediterráneo.
Es el antiguo valle del Bósforo sobre una
fractura tectónica y se encuentra totalmente
en Turquía.
Desde la independencia de Ucrania en 1991,
retomo importancia internacional para países
adyacentes como Ucrania y Georgia, granos y
petróleo transitan por aquí de manera notable.
Desde el Mar Mediterráneo, corre a través de
los Dardanelos para pasar por el Mar interior
de Marmara y llegar al estrecho pasaje del
Bósforo con 1 Km. en su parte mas estrecha y
pasa por Estambul para llegar al Mar Negro.
Gibraltar
Península que divide el
Oceano Atlántico del Mar
Mediterráneo.
Con longitud de 64 Km. y
ancho de 13 a 39 Km. es
paso obligado entre esos
dos cuerpos de agua.
The size and capacity of oil tankers
There are different sizes of tankers used in the international transportation of oil, from a modest coastal tanker to a VLCC or ULCC
Supertanker. The common rule is that the volume that can be carried in a tanker increases as a function of the cube of its length. For instance,
a ULCC is about twice the length of a coastal tanker (415 meters versus 205 meters), but can carry about 8 times the volume (50,000 tons
versus 400,000 tons). Because of their huge mass, tankers have a large inertia, making them very difficult to steer. A loaded supertanker could
take as much as 3 kilometers and 15 minutes to come to a full stop and has a turning diameter of about 2 kilometers. Among the main tanker
classes are:
Class
Length
Beam
Draft
Overview
Less than 50,000 deadweight tons, mainly
used for transportation of refined products
(gasoline, gasoil,…).
Coastal Tanker
205 m
29 m
16 m
Aframax
245 m
34 m
20 m
Approximately 80,000 deadweight tons.
Suez-Max
285 m
45 m
23 m
Between 125,000 and 180,000 deadweight
tons, originally the maximum capacity of the
Suez Canal.
VLCC
350 m
55 m
28 m
ULCC
415 m
63 m
35 m
Very Large Crude Carrier. Up to around
300,000 deadweight tons of crude oil.
Ultra Large Crude Carrier. Capacity exceeding
300,000 deadweight tons. The largest tankers
ever built have a deadweight of over 550,000
deadweight tons.
Capacity in liters
Car 60-ltr gas tanks
50,000,000
833,333
80,000,000
1,333,333
180,000,000
3,000,000
300,000,000
5,000,000
550,000,000
9,166,667