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FORUM dello Shipping
e della Logistica

COMMISSION OF THE EUROPEAN COMMUNITIES

Brussels, 13 February 2001

Proposal for a

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

On Market Access to Port Services

(TEXT WITH EEA RELEVANCE)

EXPLANATORY MEMORANDUM


1. INTRODUCTION

The port services market covers services of a commercial value which are provided against payment to port users in a seaport and whose payment is not normally included in the charges collected for being allowed to call at or operate in a port. Although this service sector is essential for the functioning of the Community's ports and hence for its trade, there is at present no specific Community regulatory framework for port services.

However, national port services regimes have to be in conformity with the freedoms guaranteed by the Treaty (freedom of establishment, free movement of workers, goods and services) as well as the Treaty's competition rules. Problems with the application of these rules, where they arose, have been dealt with by the Commission on a case by case basis.

Ports play a crucial role in intra and extra Community trade. They will be called upon to play an increasing role in attempts to transfer more goods and passengers to the environmentally less damaging and less congested sea transport mode and to encourage intermodal transport and make it less costly; there is hence a need to ensure their effectiveness.

The liberalisation of the Community's internal maritime transport market took place over the last decade. In fact, transitional rules continue to allow restrictions in the Greek islands cabotage market. The situation in port services varies considerably: in many ports, restrictions are still in place regarding access and fair and equal treatment of potential service providers with consequences for quality and costs of services. It can nevertheless be observed that developments in the port services market are following those of maritime transport towards a more open market, albeit with a considerable time lag. Developments, however, vary considerably.

For these reasons, it is necessary, in the interests of operators, authorities and consumers, to introduce specific and clear rules on access to the port services market which will take account of its unique features.


2. THE NEED TO ESTABLISH A COMMUNITY LEGAL FRAMEWORK

Recent developments have made it necessary to replace the case by case approach in the application of the Treaty rules by a more systematic approach.

Competition between ports within the same Member State and between ports in neighbouring Member States has substantially increased since the completion of the internal market. Although, of course, all ports have to follow rules set by the competent national authorities, the diversity and complexity of these rules as well as a considerable degree of uncertainty in procedural matters continue to be of key interest to port users and port service providers. Price and quality of port services have become one of the key elements where port users choose a port; a set of basic rules applicable in all Community ports would ensure that the competition between and within ports would take place on a level playing field.

Recent years have seen a continuing, even increasing trend to shift the provision of port services from the public to the private sector in order to increase efficiency, make use of the know-how of the private sector and introduce, and increase, competition between service providers. Although this trend is far from uniform and, indeed, tends to vary considerably between the different port service sectors, all Member States have opted for the principle of opening up this sector to competition. The accompanying rules vary considerably. Indeed, in many cases it is not clear what these rules are, thus effectively rendering unnecessarily difficult the exercise of the Treaty's freedoms.

The heterogeneous nature of the port services and the diversity of the ports (in terms of status, ownership, size, function and geographical characteristics) remain important factors. It requires that appropriate account be taken of each port's specificity and its relevance for the port service providers. This may, in particular, be the case where space and capacity constraints exist in a port or where specific maritime safety and environmental considerations exist. In addition, ports have a particular role to play in the Community's customs procedures.

The principle of subsidiarity implies that Member States and their competent authorities be empowered to take account of considerations of local, regional or national specificities. These considerations, well-founded as they may be in many cases, must, however, not unduly restrict the rights of service providers derived from the basic freedoms of the Treaty. It is therefore necessary to lay down at Community level the conditions for the exercise of these freedoms: in particular, that limitations in the number of service providers, where they are deemed necessary, are objectively justified and that the procedure leading to their authorisation is transparent, non-discriminatory, objective, relevant and proportional.

A further characteristic of a substantial number of ports is the dual role of the managing body of the port both as a body (public but also sometimes private) responsible for the management of the port and its development, for which in many cases public funds are given, and as a provider of port services where other service suppliers are admitted. It is often unclear under what conditions public and private suppliers can compete with each other.

A Community framework on port services should not apply to ports of all sizes. It is acknowledged that the implementation of the framework by Member States will, in most cases, impose an additional burden on authorities which, for the smaller ports, appears to be disproportionate to the expected results since limited cargo and passenger volumes do not normally require a multitude of service providers.

Under these circumstances it is appropriate to establish a Community legal framework ensuring, on the one hand, access to the port services market in application of the Treaty rules whilst, on the other hand, allowing Member States and their competent authorities to fill in this framework with specific rules which take due account of the ports' geographic and other characteristics as well as of local, regional or national specificities.


3. THE COMMISSION'S PROPOSAL

3.1. The key principles
  • Member States shall take the necessary measures to ensure that providers of port services have access to the market for the provision of port services.

    This principle gives effect to the Treaty rules on the major freedoms and competition as regards this specific sector.

    The Commission believes that no port service of a commercial nature should a priori be excluded from the Community framework. A list of port services is annexed to the legislative proposal.
  • Member States may require that a provider of port services obtain prior authorisation.

    This principle acknowledges that, in order to ensure proper management of a port with its inherent constraints as well as to ensure a satisfactory level of professional qualifications, Member States may operate a system of prior authorisation for providers of port services.

    The Commission believes that the conditions for granting of authorisations must be transparent, non-discriminatory, objective, relevant and proportional. They may relate only to the provider's professional qualifications, his sound financial situation and sufficient insurance cover, to maritime safety or the safety of installations, equipment and persons as well as to environmental protection. Where public service obligations are considered appropriate, these may relate to safety, regularity, continuity, quality and price of the service in question.
  • The number of authorisations can only be limited for reasons of constraints relating to available space or capacity or, for technical-nautical services, maritime traffic related safety. These constraints must be justified and Member States must carry out a transparent, objective and non-discriminatory selection process of the service providers. Key aspects of the selection procedures will be harmonised.

    This principle reconciles the Treaty rules on the freedoms of establishment and the provision of services with the fact that in a number of ports and port services sectors, the above-mentioned constraints make a limitation unavoidable.
  • Ports in which no limitations exist, are not bound by the rules on limitations, selection procedure, duration of authorisations and on transitional measures.

    This principle acknowledges that the aim which this Directive strives to achieve has already been achieved in these ports.
  • Member States shall take the necessary measures to allow self-handling.

    This principle acknowledges that there are in fact no reasons why self-handling should not, in principle, be allowed in ports if operators believe that such action provides better use of their resources and gains in efficiency of their own services. It acknowledges furthermore that conditions and criteria for self-handlers must not be stricter than those set for providers of port services for the same or a comparable kind of service.
  • Where the managing body of the port provides, or wishes to provide, port services in competition with other service providers, it must be treated like any other competitor. This requires that the managing body must not be involved in the selection procedure of service providers, must not discriminate, in its function as managing body of the port, between service providers in which it holds an interest and other service providers and must, in particular, separate its port services accounts from the accounts of its other activities.

    This principle reflects general competition principles and standards of transparency.
  • Member States will have to ensure full transparency of all procedures in relation to the provision of port services, as well as the availability of appeal procedures, including a judicial review.

    This is the principle of good governance.
  • Where a selection of service providers is made, the period during which the chosen provider may operate will be limited in time.

    This principle reconciles the need to maintain the possibility of potential and future service providers to enter the port services market with legitimate expectations of current service providers. It does not allow a simple catch-all solution. Indeed, it is appropriate to treat those cases differently where, on the one hand, no or only insignificant investments were made by the service provider and, on the other hand, where the service provider had to make such investments; where investments were made in moveable or immovable assets; and, of course, the level of investments needs to be given due consideration.
  • Transitional measures take account of legitimate expectations of current service providers but, at the same time, require that within a reasonable time frame, existing authorisations which were not granted in conformity with the Directive's rules be reviewed.

    This principle ensures that the objectives of this Directive are attained within a reasonable period of time whilst respecting legitimate expectations of current service providers. This is done, in particular, by taking into account the same criteria to be used for determining the duration of authorisations where their number had to be limited.
  • The Directive and its implementation by Member States must not jeopardise safety in ports.

    This principle re-affirms the Commission's concerns about maritime safety; all measures aiming at regulating access to the port services sector must fully ensure the highest levels of safety, in particular maritime safety, in ports.
  • The Directive and its implementation by Member States must not jeopardise environmental protection rules in ports.

    This principle re-affirms the importance the Commission attaches to environmental protection.

The proposal does not contain rules on institutional structures of the ports and does not prevent Member States from deciding which bodies should act as competent authorities.

In application of article 295 of the Treaty the proposal in no way prejudices the rules in Member States governing the system of property ownership of, or in, ports.

The proposal does not contain harmonised or minimum standards for training and qualifications of the personnel and the equipment involved. Without prejudice to existing Community legislation and in application of the subsidiarity principle it allows Member States to maintain and set appropriate rules provided these are, in particular, transparent, non-discriminatory and objective.

Finally, the proposal does not include harmonised safety and environmental rules but relies on existing rules which may take appropriate account of national, regional and local specificities.

The approach is in line with the conclusions of the European Council of Lisbon of 28 March 2000 where the Commission, Council and the Member States, each in accordance with their respective powers, were asked to "speed up liberalisation in areas such as….. transport". It takes into account the views expressed by the European Parliament, the Committee of the Regions, the Economic and Social Committee, following the publication of the Commission's "Green Paper on Sea Ports and Maritime Infrastructure", and has considerable (although not unanimous) support among interested industry groups.

3.2. Outline of the proposed directive

Article 1 sets out the Directive's objectives.

Article 2 sets out the Directive's scope. It clarifies that only services provided within the port area and not, e.g. in rivers leading to ports, are covered by the Directive and it explains, by referring to an annex, what port services are covered and introduces a threshold for ports to which the Directive would apply.

Article 3 explains that the Directive does not replace any of the obligations to which authorities are already subject as a result of the public procurement Directives 92/50, 93/36, 93/37 and 93/38. In addition, where one of those Directives already requires a contract to be tendered, it will be those Directives rather than the proposed Directive that determine the manner in which this should be done. Paragraph 3 furthermore ensures application of Directives 89/48, 92/51 and 99/42 on mutual recognition of professional education and training, in particular where Member States issue authorisations based on a provider's professional qualifications.

Article 4 defines key terms.

Article 5 requires Member States to designate competent authorities for the purpose of implementing this Directive.

Article 6 establishes the basic rule that Member State may require an authorisation for the providers of port services. The conditions for granting an authorisation must be transparent, non-discriminatory, objective, relevant and proportional. They must be made public, as has to be the procedure for obtaining the authorisation. This article contains a restricted list of optional criteria on which the authorisation may depend, in particular a limited list of public service obligations. It contains furthermore an obligation for the competent authority to provide adequate training where local knowledge is indispensable for a potential service provider and the right of a service provider to employ the personnel of his choice.

Article 7 sets out the procedures to be followed where the number of service providers in a port is to be limited. It requires nevertheless that the highest possible number of service providers must be allowed and that in the sector of cargo handling generally at least two providers must be authorised. It requires furthermore that a decision on limitations must not be taken by the managing body of the port if it is, or wishes to become, a service provider in that port.

Article 8 requires that a selection procedure of service providers must be set up and requires that this procedure be transparent, objective and non-discriminatory using proportionate and relevant criteria. It sets out certain key procedural formalities which a selection procedure must comply with whilst at the same time allowing that full use be made of modern electronic communication means. It addresses furthermore the situation where the managing body of a port wishes to provide a service in competition with another provider. In this case it cannot be the authority responsible for the selection process but an independent body has to be appointed for this purpose.

Article 9 introduces the principle of a time limit to authorisations given as a result of a selection procedure and links its duration to the criterion of investment in assets: The duration varies according to whether no or only insignificant investments were made by the service provider and whether the assets in which investments were made are moveable or not. Maximum duration periods are given.

Article 10 introduces the requirement that service providers must have accounts for port service activities.

Article 11 sets out that the rules of this Directive equally apply to self-handling and that any criteria set for self-handling should not be stricter than those set for other providers of the same or a comparable port service.

Article 12 addresses the situation where the managing body of a port, in addition to its management role, acts as service provider. It requires, in particular, that it must separate the accounts of its port services activities from those of its other activities. Auditing is made mandatory, and the auditor's report must include information on financial flows between the managing body's different activities. This article equally addresses the situation where no provider for a specific service is found and the managing body of the port therefore considers it necessary to offer this service itself and sets out that the managing body of a port must not discriminate between service providers.

Article 13 ensures full transparency of the selection process and requires Member States to establish appeal procedures, including a judicial review.

Article 14 recalls that the Directive in no way affects the rights and obligations of Member States in respect of law and order, safety and security at ports as well as environmental protection.

Article 15 ensures the application of social legislation.

Article 16 contains transitional measures. It allows for existing authorisations to remain in force unchanged where the port is not limiting access to the port services market, even though new authorisations have to comply with the rules of the Directive. This article then addresses existing authorisations granted after a public tender or an equivalent procedure and which are in conformity with the rules of this Directive which do not require adjustments. All other authorisations will become the subject of new authorisation procedures within given transition periods which latter vary according to the level and kind of investments made by the service provider currently holding the authorisation.

Article 17 lays down obligations of Member States to report on the application of the Directive and of the Commission to draw up a report on the basis of these reports accompanied, where appropriate, by a proposal for a revision.

Article 18 contains Member States' obligation to implement the Directive.

Article 19 provides for the entry into force of the Directive.

Article 20 contains the addressees of the Directive.


4. JUSTIFICATION FOR ACTION AT COMMUNITY LEVEL

4.1. What are the objectives of the proposed action in relation to the Community's obligations ?

The proposal aims to ensure a more systematic application of Treaty rules (4 freedoms and competition rules) in the port sector. It introduces procedural rules guaranteeing that all service providers, actual and potential, have a fair chance of entering the port services market. This will in turn lead to improved port services and encourage better use of shipping as an alternative transport mode and of combined transport, both reducing the strain on the Community's transport network.

Without pronouncing itself, in line with Article 295 of the Treaty, on the ownership regime of port installations and port service providers, the proposal establishes a system of equal rights and opportunities between private and public service providers.

4.2. Does competence for the planned activity lie solely with the Community or is it shared with the Member States?

The action falls under shared competence (article 80(2))of the Treaty.

4.3. What is the Community dimension of the problem (for example, how many Member States are involved and what solution has been used up to now)?

The Directive concerns all coastal Member States. Although in recent years Member States have generally made considerable progress in ensuring free access to port services, there is presently a wide divergence of practice with regard both to the coverage of port services and the procedures followed to implement the Treaty rights.

In order to ensure access to the ports services market and, in doing so, avoid distortion of competition, it is necessary to improve and harmonise, to the extent necessary, national rules, regulations and practices.

4.4. What is the most effective solution taking into account the means available to the Community and those of the Member States?

Given the current uneven levels of access to the port services market in the Member States and even within a Member State, and generally unclear and unsatisfactory procedural rules, in particular where private and public service providers are concerned, there is a need to establish Community-wide basic rules. These allow Member States, in application of the principle of subsidiarity, considerable discretion, in particular in view of geographic characteristics of the ports with varying maritime safety/environmental protection requirements.

The proposal establishes common rules in particular for

  • The implementation of the principle of freedom to provide port services;
  • Member States' right to require prior authorisation;
  • Member States' right to limit the number of service providers;
  • Procedures to be followed in the processes, including transparency;
  • The implementation of the right to self-handle;
  • The duration of authorisations;
  • The rights and obligations of port managing bodies in their dual functions of authority and service provider;
  • Appeal procedures.

4.5. What real added value will the activity proposed by the Commission provide and what would be the cost of inaction?

In view of the current situation as a result of developments in recent years, it is highly unlikely that a satisfactory situation throughout the Community will evolve which guarantees the implementation of the freedom to provide port services and does not distort competition between service providers in different Member States. This is essentially due to the fact that Member States, although they are making progress in their efforts to enhance free access to the port services market, lack a common framework of Community rules with the result that developments are incoherent, irregular and unsatisfactory.

4.6. What forms of action are available to the Community (recommendation, financial support, regulation, mutual recognition, etc…)?

In view of the complexity of Member States' port regimes and the diversity of ports with regard to size and function and maritime safety and environmental protection requirements, a Directive is considered the most appropriate legal instrument leaving the implementation of the common framework at the level of the Member States.

4.7. Is it necessary to have a uniform regulation or is a directive setting out the general objectives sufficient, leaving the implementation at the level of the Member States?

See 4.6 above.








Proposal for a

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

on Market Access to Port Services

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty establishing the European Community, and in particular Article [80(2)] thereof,

Having regard to the proposal from the Commission,

Having regard to the opinion of the Economic and Social Committee,

Having regard to the opinion of the Committee of the Regions,

Acting in accordance with the procedure laid down in Article 251 of the Treaty,

Whereas:

  1. The objective of Article 49 of the Treaty is to eliminate the restrictions on freedom to provide services in the Community; in accordance with Article 51 of the Treaty, that objective must be achieved within the framework of the common transport policy.
  2. Through Council Regulations (EEC) No 4055/86 of 22 December 1986 applying the principle of freedom to provide services to maritime transport between Member States and between Member States and third countries and (EEC) No 3577/92 of 7 December 1992 applying the principle of freedom to provide services to maritime transport within Member States (maritime cabotage) that objective has been attained with regard to maritime transport services as such.
  3. Port services are essential to the proper functioning of maritime transport since they make an essential contribution to the efficient use of maritime transport infrastructure.
  4. In the Green Paper on Sea Ports and Maritime Infrastructure of December 1997 the Commission indicated its intention of proposing a legislative framework in order to achieve access to the port services market in Community ports with international traffic. Therein, port services should be defined as those services of commercial value that are normally provided against payment in a port.
  5. Facilitatingaccess to the port services market at Community level should remove prevailing restrictions that hamper access for port service operators, improve the quality of service provided to users of the port, increase efficiency and flexibility, help reduce costs and thereby contribute to promoting short sea shipping and combined transport.
  6. Where the authorisation under this Directive takes the form of a contract falling within the scope of Directives 92/50/EEC, 93/36/EEC, 93/37/EEC and 93/38/EEC, these latter Directives apply. Equally, where applicable, Directives 89/48/EEC, 92/51/EEC and 99/42/EC on the mutual recognition of professional education and training apply.
  7. Diverse national legislations and practices have led to disparities in the procedures applied and have created legal uncertainty regarding the rights of providers of port services and the duties of competent authorities. It is in the Community's interest, therefore, to establish a Community legal framework which lays down basic rules on access to the port services market, the rights and obligations of current and prospective service providers, the managing bodies of the ports, as well as on the procedures accompanying the authorisations and selection processes.
  8. In accordance with principles of subsidiarity and proportionality as set out in Article 5 of the Treaty, the objectives of the proposed action, which is the access for any natural or legal person, established in the Community, to the market for port services, cannot be sufficiently achieved by the Member states because of the dimension of that action and can therefore be better achieved by the Community. This Directive confines itself to the minimum required in order to achieve that objective and does not go beyond what is necessary for that purpose.
  9. The Community legislation on access to port services does not exclude the application of other Community rules. Competition rules have already been applied to port services and are relevant in particular to monopoly situations.
  10. In the interest of an efficient and safe port management, Member States may require that service providers obtain authorisations. The criteria for granting such authorisations must be objective, transparent, non-discriminatory, relevant and proportional. They must be made public.
  11. Since ports are made up of limited geographical areas, access to the market may, in certain cases, meet capacity and available-space constraints and traffic-related safety constraints for technical-nautical services. In such cases it may therefore be necessary to limit the number of authorised providers of port services.
  12. The criteria for any limitation must be objective, transparent, non-discriminatory, relevant and proportional. In the case of cargo handling, and unless exceptional circumstances prevail, the number of service providers for each category of cargo handling must not be limited to fewer than two completely independent providers.
  13. Service providers should have the right to employ personnel of their own choice.
  14. Where the number of providers of port services is limited, these will need to be selected by the competent authority, according to a transparent, objective, open and fair selection procedure with non-discriminatory rules.
  15. In order to ensure that decisions and procedural measures under this Directive are taken, and are seen to be taken, by neutral bodies, the position of the managing body of a port which is itself, or wishes to become, a provider of a port service should be defined. It must be subject to the same conditions and procedures as other service providers whilst remaining in a position to ensure the functioning of the port. Therefore any decision on limiting the number of service providers and the selection itself must be entrusted to a neutral body and the managing body of a port shall not discriminate between service providers and between port users.
  16. It is therefore necessary to ensure non-discrimination between the managing body of the port and independent operators, as well as between managing bodies of different ports.
  17. In the financial field it is necessary to impose the obligation for managing bodies of ports covered by this Directive, which are also acting as service providers, to keep accounts for activities carried out in their function as managing bodies separate from those carried out on a competitive basis.
  18. Commission Directive n° 2000/52 of 26 July 2000 lays down, for a certain number of undertakings, the obligation to maintain separate accounts which only applies to undertakings whose total annual turnover for each of the last two years exceeded EUR 40 million.

    In the light of the introduction of the freedom to provide port services in the Community, it is necessary to ensure that the principle of separation of accounts applies to all ports falling within the scope of the present Directive and to impose on ports transparency rules that are not less strict than those laid down in the Commission Directive n° 2000/52.
  19. The requirement to keep accounts for port service activities should apply to all undertakings which have been selected to provide such services.
  20. Self-handling should be allowed and any criteria set for self-handlers should not be stricter than those set for providers of port services for the same or a comparable kind of service.
  21. Authorisations granted through a selection procedure should be limited in time. It is reasonable to take into account, when determining the period of authorisation, whether the provider has had to invest in assets or not and, where this is the case, whether these assets are moveable or not. Although such procedure should lead to an adequate outcome, it is nevertheless necessary to set maximum periods of authorisation.
  22. The current situation in the Community ports, with its multitude of authorisation and selection methods and periods, requires that clear transition periods be determined. These transition rules should distinguish between ports where the number of service providers is restricted and those ports where it is not.
  23. Where the number of service providers is not restricted, there is no reason to change the existing authorisations, whilst future ones should be granted in accordance with the Directive's rules.
  24. Where the number of service providers is restricted, the transitional periods should distinguish between authorisations granted in accordance with a public tender, or an equivalent procedure, or not; between situations where the service provider has made significant investments or not; and where these investments were made in moveable or immovable assets. The interests of legal certainty require that, in each case maximum periods be fixed, whilst leaving national authorities a substantial margin adequately to take into account the specificities of each case.
  25. Member States should determine the competent authorities responsible for the implementation of this Directive.
  26. Appeal procedures against decisions of the competent authorities should be in place.
  27. Member States must ensure an adequate level of social protection for the staff of undertakings providing port services.
  28. The provisions of this Directive in no way affect the rights and obligations of Member States in respect of law and order, safety and security at ports as well as environmental protection.
  29. This Directive does not affect the application of the rules of the Treaty; in particular the Commission will continue to ensure compliance with these rules by exercising, when necessary, all the powers granted to it by Article 86 of the Treaty.
  30. On the basis of Member States' reports on the application of this directive, the Commission should make an assessment accompanied, if appropriate, by a proposal for the Directive's revision,

HAVE ADOPTED THIS DIRECTIVE:

Article 1 - Objective

Freedom to provide port services shall apply to Community providers of port services under the provisions set out in this Directive. Providers of port services shall have access to port installations to the extent necessary for them to carry out their activities.

Article 2 - Scope

1. This Directive applies to those port services set out in the Annex which are provided inside the port area for users of the port.

2. This Directive applies to any sea port or port system located in the territory of a Member State and open to general commercial maritime traffic , provided that the port's average annual throughput over the last 3 years has not been less than 3 million tonnes or 500.000 passenger movements.

3. Where a port reaches the freight traffic threshold referred to in paragraph 2 without reaching the corresponding passenger movement threshold, the provisions of this Directive shall not apply to port services reserved exclusively for passengers. Where the passenger movement but not the freight traffic threshold is reached, the provisions of this Directive shall not apply to port services reserved exclusively for freight. The Commission shall publish for information, in the Official Journal of the European Communities and on the basis of information provided by Member States, a list of the ports referred to in this Article. The list shall first be published within three months following the entry into force of this Directive, and thereafter annually.

4. Member States may require that the providers of port services be established within the Community and that vessels used exclusively for the provision of port services shall be registered in, and fly the flag of a Member State.

Article 3

1. This Directive is without prejudice to the obligations for competent authorities which flow from Directive 92/50/EEC, Directive 93/36/EEC, Directive 93/37/EEC and Directive 93/38/EEC.

2. Where one of the Directives referred to in paragraph 1 makes the tendering of a service contract mandatory, Articles 8(1,2,3,4 and 5), 12(1and 2), and 13 of this Directive shall not apply to the award of that contract.

3. This Directive is without prejudice, where applicable, to the obligations of competent authorities which flow from Directives 89/48/EEC, 92/51/EEC and 99/42/EC on a mutual recognition among Member States of professional education and training.

Article 4 - Definitions

For the purposes of this Directive:

(1) 'sea port' (in this Directive referred to as 'port') is an area of land and water made up of such improvement works and equipment as to permit, principally, the reception of ships, their loading and unloading, the storage of goods, the receipt and delivery of these goods by inland transport, the embarkation and disembarkation of passengers;

(2) 'port system' means two or more ports grouped together to serve the same city or conurbation;

(3) 'port authority' or 'managing body of the port' (hereafter referred to as 'managing body of the port') means a body which, whether or not in conjunction with other activities, has as its objective under national law or regulation the administration and management of the port infrastructures, and the co-ordination and control of the activities of the different operators present in the port or port system concerned. It may consist of several separate bodies or be responsible for more than one port;

(4) 'port services' means the services of commercial value that are normally provided against payment in a port and which are listed in the Annex;

(5) 'provider of port services' means any natural or legal person providing, or wishing to provide, one or more categories of port services;

(6) 'public service requirement' is a requirement adopted by a competent authority in order to secure adequate provision of certain categories of port services;

(7) 'self-handling' means a situation in which a port user provides for itself one or more categories of port services and where normally no contract of any description with a third party is concluded for the provision of such services;

(8) 'authorisation' means any permission, including a contract, allowing a natural or legal person to provide port services or to carry out self-handling.

Article 5 - Competent authorities

Member States shall designate the competent authority or authorities for the purpose of implementing articles 6, 7, 8, 10, 11, 12 and 19 of this Directive.

Article 6 - Authorisation

1. Member States may require that a provider of port services obtains prior authorisation under the conditions set out in par. (2), (3), (4) and (5). Authorisation shall be automatically granted to service providers selected under Article 8.

2. The criteria for the granting of the authorisation by the competent authority must be transparent, non-discriminatory, objective, relevant and proportional. The criteria may only relate to the provider's professional qualifications, his sound financial situation and sufficient insurance cover, to maritime safety or the safety of installations, equipment and persons. The authorisation may include public service requirements relating to safety, regularity, continuity, quality and price and the conditions under which the service may be provided.

3. Where the required professional qualifications include specific local knowledge or experience with local conditions, the competent authority must provide adequate training for applicant service providers.

4. Criteria referred to in paragraph (2) shall be made public and providers of port services shall be informed in advance of the procedure for obtaining the authorisation. This requirement applies equally to an authorisation linking the provision of service to an investment into immobile assets which will revert to the port upon expiry of the authorisation.

5. The provider of port services has the right to employ personnel of his own choice to carry out the service covered by the authorisation.

Article 7 - Limitations

1. Member States may only limit the number of providers of port services for reasons of constraints relating to available space or capacity or, for technical-nautical services, to maritime traffic-related safety. The competent authority must:

(a) inform interested parties of the category or categories of port services and the specific part of the port to which the restrictions apply as well as the reasons for such restrictions;

(b) allow the highest number of service providers possible under the circumstances.

2. Where constraints relating to available space or capacity exist and, for as long as there are no exceptional circumstances in relation to the volume of traffic and categories of cargoes, the competent authority shall authorise at least two service providers for each category of cargo, which shall be completely independent of each other.

3. Where the competent authority deciding on limitations in relation to the port in question is the managing body of that port and where the managing body itself or a service provider over which it has direct or indirect control or is involved in, is, or wishes to become, also a service provider in that port, Member States shall designate a different competent authority and entrust it with the decision, or approval of a decision, on limitations. This newly designated competent authority must be independent of the managing body of the port in question and must not:

(a) provide port services similar to those provided by any of the service providers in the port in question; and

(b) have any direct or indirect control over, or be involved in, any of the service providers in the port in question.

Article 8 - Selection procedure

1. Where the number of providers of port services has been limited in application of Article 7, the competent authority shall take the necessary measures to ensure a transparent and objective selection procedure, through tendering, using proportionate, non-discriminatory and relevant criteria.

2. The competent authority shall publish in the Official Journal of the European Communities an invitation to interested parties to participate in the selection process.

This publication may refer to the competent authority's or the port's own internet web-site or, where there is no such web-site, any other appropriate manner which makes the necessary information available in a timely way to any person interested in the process.

3. The competent authority shall include in its publication

(a) authorisation and selection criteria that define the authority's minimum requirements;

(b) award criteria that define the grounds on which the authority will choose among offers meeting the selection criteria; and

(c) conditions setting out the service requirements that the contract will cover and identifying any assets to be placed at the disposal of the successful tenderer together with the relevant terms and applicable rules.

4. The procedure shall provide for an interval of at least 52 days between the dispatch of the call for proposals and the latest date for receipt of them.

5. The competent authority shall include in the information it supplies to potential providers all relevant information it holds.

6. Where the competent authority carrying out the selection procedure in relation to the port in question is the managing body of that port and where the managing body itself or a service provider over which it has direct or indirect control or is involved in, is, or wishes to become, a service provider in that port, Member States shall designate a different competent authority and entrust it with the selection procedure in question. This newly designated competent authority must be independent of the managing body of the port in question and must not:

(a) provide port services similar to those provided by any of the service providers in the port in question; and

(b) have any direct or indirect control over, or be involved in, any of the service providers in the port in question.

Article 9 - Duration

Providers of port services shall be selected for a limited period of time to be determined in accordance with the following criteria:

1. In cases where the service provider will make no or insignificant investments in order to carry out the provision of services, the maximum duration of its authorisation shall be 5 years.

2. In cases where the service provider will make significant investments in

(a) moveable assets, the maximum period shall be 10 years;

(b) immovable assets, the maximum period shall be 25 years, irrespective of whether their ownership will revert to the port.

Article 10 - Accounting provisions

The competent authority shall oblige the selected service providers to keep separate accounts for each port service in question. The compilation of the accounts must accord with current commercial practice and generally recognised accounting principles.

Article 11 - Self-handling

1. Member States shall take the necessary measures to allow self-handling to be carried out in accordance with this Directive.

2. Self-handling may be subject to an authorisation for which the criteria must not be stricter than those applying to providers of the same or a comparable port service.

Article 12 - Managing body of the port

1. Where the managing body of the port provides port services, it must fulfil the criteria set out in Article 6 and separate the accounts of each of its port service activities from the accounts of its other activities. The compilation of the accounts must accord with current commercial practice and generally recognised accounting principles to ensure that:

(a) the internal accounts corresponding to different activities are separate;

(b) all costs and revenues are correctly assigned or allocated on the basis of consistently applied and objectively justifiable cost accounting principles;

(c) the cost accounting principles according to which separate accounts are maintained are clearly identified.

2. The auditor's report on the annual accounts must indicate the existence of any financial flows between the port service activity of the managing body of the port and its other activities. The auditor's report must be kept by the Member States and made available to the Commission upon request.

3. Where as a result of a selection procedure under Article 8 no suitable service provider could be found for a specific port service, the competent authority may, under the conditions of paragraph (1) of this Article, reserve the provision of this service to the managing body of the port for a maximum period of 5 years.

4. The managing body of the port shall not discriminate between service providers. It shall in particular refrain from any discrimination in favour of an undertaking or body in which it holds an interest.

5. The provisions of this Directive in no way affect the rights and obligations of Member States in respect of the Transparency Directive n° 2000/52/EC.

Article 13 - Appeals

1. Member States shall ensure that any party with a legitimate interest has the right to appeal against the decisions or individual measures taken, under this Directive, by competent authorities or the managing body of the port.

2. Where an application for access to provide port services under this Directive is rejected, the applicant(s) shall be informed of the reasons for not having been authorised or selected. Such reasons must be objective, non-discriminatory, well-founded and duly substantiated. Appeal procedures must be made available to the applicant. It must be possible to bring the appeal before a national court or a public authority that is independent in its organisation, funding, legal structure and decision-making of the competent authority or managing body of the port concerned and from any service provider.

3. Member States shall take the necessary measures to ensure that decisions taken by appeal bodies are subject to judicial review.

Article 14 - Safety, security and environmental protection

The provisions of this Directive in no way affect the rights and obligations of Member States in respect of law and order, safety and security at ports as well as environmental protection.

Article 15 - Social protection

Without prejudice to the application of this Directive, and subject to the other provisions of Community law, Member States shall take the necessary measures to ensure the application of their social legislation.

Article 16 - Transitional measures

1. Where the number of providers of port services in a port is not limited by constraints relating to available space or capacity or maritime safety, existing authorisations may remain in force unchanged until such time as the number becomes limited. New authorisations must comply with the provisions of this Directive.

2. Where the number of providers of port services in a port is limited, the rules of points (a) to (e) apply.

a) Where an existing authorisation was granted after a public tender or an equivalent procedure and is otherwise in conformity with the rules of this Directive, the authorisation may remain in force unchanged.

b) Where an existing authorisation was not granted in conformity with the rules of this Directive and where the service provider has made no or insignificant investments, a new authorisation procedure in conformity with the rules of this Directive must be carried out within 2 years of the date of transposition of this Directive in the case of a sole service provider and within 4 years in all other cases.

c) Where in the context of an existing authorisation a service provider has made significant investments in moveable assets, the following shall apply:

(i) Where the authorisation was not granted in conformity with the rules of this Directive but was preceded by a public tender or an equivalent procedure, the maximum duration of the existing authorisation shall be 10 years;

(ii) Where the authorisation was not granted in conformity with the rules of this Directive and was not preceded by a public tender or an equivalent procedure, a new authorisation procedure in conformity with the rules of this Directive must be carried out within 3 years of the date of transposition of this Directive in the case of a sole service provider and within 5 years in all other cases.

d) Where in the context of an existing authorisation a service provider has made significant investments in immovable assets, the following shall apply:

(i) Where the authorisation was not granted in conformity with the rules of this Directive but was preceded by a public tender or an equivalent procedure, the maximum duration of the existing authorisation shall be 25 years;

(ii) Where the authorisation was not granted in conformity with the rules of this Directive and was not preceded by a public tender or an equivalent procedure, a new authorisation procedure in conformity with the rules of this Directive must be carried out within 5 years of the date of transposition of this Directive in the case of a sole service provider and within 8 years in all other cases.

e) Where in the context of an existing authorisation a service provider has made significant investments in moveable and immovable assets, point (d) shall apply.

Article 17 - Information report and revision

Member States shall send the Commission a report on the application of this Directive no later than 3 years after the date of transposition.

On the basis of the Member States' reports, the Commission will make an assessment of the implementation by Member States of the Directive accompanied, where appropriate, by a proposal for its revision.

Article 18 - Implementation

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive not later than one year from the date of its entrance into force. They shall forthwith inform the Commission thereof.

When Member States adopt those provisions, they shall contain a reference to this Directive or be accompanied by such a reference on the occasion of their official publication. Member States shall determine how such reference is to be made.

2. Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.

Article 19

This Directive shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Communities.

Article 20 - Addressees

This Directive is addressed to the Member States.

Done at Brussels, […]

For the European Parliament For the Council

The President The President

[…][…]

ANNEX

LIST OF PORTS SERVICES CONCERNED BY THIS DIRECTIVE

(1) Technical-nautical services

(a) Pilotage

(b) Towage

(c) Mooring

(2) Cargo handling including

(a) stevedoring, stowage, transhipment and other intra-terminal transport;

(b) Storage, depot and warehousing, depending on cargo categories;

(c) Cargo consolidation.

(3) Passenger services (including embarkation and disembarkation)

›››Archivio
DALLA PRIMA PAGINA
Il settore del trasporto marittimo di linea contribuisce in modo sostanziale all'economia degli USA
Washington
Lo evidenzia un'analisi realizzata da S&P Global Market Intelligence per conto di WSC e PMSA
Si aggrava il bilancio dell'esplosione nel porto iraniano di Shahid Rajaee
Teheran
Ha causato 46 morti e il ferimento oltre 1.200 persone
Entro metà anno la gara per la concessione del container terminal del porto ucraino di Chornomorsk
Kiev
La gestione includerà il terminal per merci generali
CEVA Logistics (gruppo CMA CGM) comprerà la turca Borusan Lojistik
Istanbul/Marsiglia
Positivo il primo trimestre di Wärtsilä
Helsinki
Battuta d'arresto della crescita del valore dei nuovi ordini
ESPO, bene la richiesta della Commissione Bilancio del Parlamento UE di maggiori finanziamenti per i trasporti, l'energia e le infrastrutture
Bruxelles
Evidenziata l'importanza del finanziamento delle reti TEN-T per consentirne l'adattamento a fini di duplice uso sia militare che civile
Contributo di solidarietà per le famiglie di lavoratori portuali vittime di incidenti sul lavoro
Roma
È stato istituito dall'Ente Bilaterale Nazionale Porti
La divisione Marine & Offshore di Bureau Veritas registra un fatturato trimestrale record
Neuilly-sur-Seine
Nuovo picco storico anche della flotta classificata
PSA starebbe valutando di cedere la propria partecipazione del 20% in Hutchison Ports
Singapore
Lo afferma la “Reuters”, che a fine 2022 aveva già ventilato questa ipotesi
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Roma
Pessina: non esistono spazi per riflessioni prede della burocrazia
Nel primo trimestre di quest'anno il traffico delle merci nel porto di Rotterdam è diminuito del -5,8%
Rotterdam
In calo sia i carichi allo sbarco (-3,1%) che quelli all'imbarco (-11,9%)
L'aumento dei carichi in container non basta al porto di Anversa-Bruges per evitare un calo del -4,0% del traffico trimestrale
Anversa
Si è accentuata la flessione delle rinfuse liquide (-19,1%)
La China Shipowners' Association considera le misure adottate dagli USA contro le navi cinesi un tipico esempio di unilateralismo e protezionismo
Pechino/Washington
Il WSC ribadisce che tali misure potrebbero minare il commercio americano, danneggiare i produttori statunitensi e indebolire gli sforzi per rafforzare l'industria marittima nazionale
COSCO manifesta ferma opposizione alle tasse sulle navi cinesi programmate dagli USA
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Madrid
Nel 2023 le performance del trasporto merci su rotaia sono diminuite del -8%
Le nuove tasse sulle navi cinesi che non faranno altro che aumentare i prezzi per gli americani
Washington
Lo ha denunciato il vice presidente esecutivo dell'U.S. Chamber of Commerce
Definiti gli importi delle tasse a carico di navi collegate alla Cina in arrivo nei porti USA
Washington
Calcolati in base alla portata netta o al volume di container, saranno applicati da ottobre e verranno progressivamente aumentati
Avviata la gara internazionale assegnare in concessione il nuovo cantiere navale del porto di Casablanca
Casablanca
È il più grande dell'Africa e dal 2019 è inutilizzato
Federlogistica, l'industria deve smettere di approcciarsi alla logistica solo in termini di costi
Genova
Falteri: necessaria una cabina di regia nazionale composta da rappresentanti del settore logistico e dei gruppi industriali
ABB chiude un primo trimestre positivo anche se la crescita del fatturato è inferiore alle attese
Zurigo
Wierod: il nostro consolidato approccio local-for-local ci mette al riparo dalla guerra dei dazi
Nuovo accordo per il salario minimo globale per i marittimi
Ginevra
Il livello salirà a 690 dollari dal primo gennaio 2026 per raggiungere i 704 dal 2027 e i 715 dollari dal 2028
Quest'anno gli scambi mondiali di merci potrebbero calare del -1,5%
Ginevra
Lo prevede la WTO. Okonjo-Iweala: la persistente incertezza minaccia di frenare la crescita globale, con gravi conseguenze negative per il mondo
Nel 2023 circa due terzi di tutte le merci movimentate nell'UE sono state trasportate via mare
Lussemburgo
Nel periodo 2013-2023 è cresciuta solo la quota del trasporto su strada, mentre è diminuita quella delle altre modalità
Sospese le spedizioni postali di merci da Hong Kong agli USA
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Hongkong Post prospetta tariffe esorbitanti e irragionevoli a causa delle azioni ingiustificate e intimidatorie degli Stati Uniti
Confitarma evidenzia la necessità che la strategia di decarbonizzazione non penalizzi lo shipping rispetto ad altre modalità
Roma
Zanetti: garantire inoltre che il processo di implementazione tenga conto delle esigenze operative dell'industria
Intercargo e Intertanko manifestano preoccupazioni sull'accordo per la decarbonizzazione dello shipping
Londra
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Nel primo trimestre del 2025 impennata degli attacchi dei pirati alle navi
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Londra
Accentuata crescita degli incidenti negli Stretti di Singapore
Interferry accoglie positivamente l'accordo IMO sulla decarbonizzazione dello shipping, ma ritiene la strategia troppo complessa
Victoria/Pireo
L'associazione degli armatori greci delusa per il mancato riconoscimento del ruolo essenziale dei combustibili di transizione come il GNL
L'International Labour Organization riconosce i marittimi come lavoratori chiave
Londra
ITF e ICS: momento storico
CMA CGM acquisirà il 35% dell'egiziana October Dry Port
Il Cairo
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Alla TiL del gruppo MSC l'intero controllo dei terminal di Hutchison Ports
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Le Aziende informano
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Roma
La Confederazione italiana precisa di condividere alcune preoccupazioni degli USA
Il WSC ribadisce che le misure di Trump per l'industria marittima nazionale non fanno bene all'economia americana
Washington
Kramek: pronti a supportare l'amministrazione con proposte costruttive
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Meyer Werft ha consegnato la nuova nave da crociera di lusso Asuka III alla NYK Cruises
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Mentre Trump ufficializza le misure per rivitalizzare l'industria marittima americana, per i porti nazionali si prospetta un drastico calo del traffico
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CK Hutchison respinge le accuse di violazione del contratto di concessione dei porti panamensi di Cristóbal e Balboa
Panama
Panama Ports Company sottolinea di aver rispettato tutti gli obblighi di legge e gli impegni contrattuali
Gli USA non partecipano ai negoziati IMO sulla decarbonizzazione dello shipping e minacciano misure reciproche
Londra
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T&E sollecita il MEPC a concordare misure chiare e ambiziose per la decarbonizzazione dello shipping
Bruxelles
È necessario - sottolinea l'associazione - fissare obiettivi vincolanti
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La nave sarà lunga 320 metri e verrà realizzata nel cantiere di Papenburg
Commessa da 1,3 miliardi di dollari del gruppo partenopeo Grimaldi per la costruzione di nove navi ro-pax
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Ordine al cantiere China Merchants Jinling Shipyard (Weihai)
Viking ordina a Fincantieri due navi da crociera con opzione per ulteriori due unità
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Antonio Ranieri è il nuovo direttore marittimo della Liguria
Genova
Subentra all'ammiraglio Piero Pellizzari congedatosi dal servizio per raggiunti limiti d'età
Nel primo trimestre del 2025 la cinese CIMC ha registrato un incremento del +12,7% delle vendite di container
Hong Kong
I ricavi sono cresciuti del +11,0%
Lo scorso anno i ricavi del gruppo cinese CMPort sono aumentati del +3,1%
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Nei primi tre mesi del 2025 i terminal portuali hanno movimentato 36,4 milioni di container (+5,6%)
Approvati i rendiconti delle AdSP della Liguria Occidentale e del Tirreno Centro Settentrionale
Genova/Civitavecchia
Nei primi tre mesi del 2025 i ricavi di Konecranes sono aumentati del +7,7%
Helsinki
343 milioni di euro di nuovi ordini di mezzi portuali (+37,5%)
Primo trimestre di crescita per Kuehne+Nagel
Schindellegi
Il fatturato netto del gruppo logistico è ammontato a 6,33 miliardi di franchi svizzeri (+14,9%)
Istanza della TDT (gruppo Grimaldi) per la costruzione e gestione del 50% del Terminal Darsena Europa di Livorno
Livorno
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Nel 2024 investiti 58 milioni per l'ammodernamento dei porti di Livorno, Piombino e dell'isola d'Elba
Livorno
Approvati il bilancio consuntivo e la relazione annuale dell'AdSP
Consulenza della BEI per rafforzare la resilienza climatica dei porti di Volos, Alessandropoli e Patrasso
Lussemburgo
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Valencia
Calo del traffico di transhipment
Il Comitato di gestione dell'AdSP del Tirreno Centrale ha approvato all'unanimità il bilancio consuntivo 2024
Napoli
SOS LOGistica acquisirà la qualifica di Ente del Terzo Settore
Milano
L'associazione conta oggi su 74 soci
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Barcellona/Algeciras
Hupac trasferisce su Novara il servizio intermodale con Padova
Chiasso
Sinora l'altro terminal era quello di Busto Arsizio
PSA SECH ha operato il primo treno da 400 metri al Parco Ferroviario Rugna
Genova
Capacità sino a 20 coppie di treni al giorno
Approvato all'unanimità il rendiconto di esercizio 2024 dell'AdSP della Liguria Orientale
La Spezia
In ultimazione la bonifica bellica propedeutica all'ampliamento del Terminal Ravano della Spezia
La Spezia
L'AdSP vi ha investito oltre 600mila euro
Francesco Rizzo designato alla presidenza dell'AdSP dello Stretto
Roma
Ha più volte denunciato l'inutilità della costruzione del ponte sullo Stretto
Aerei statunitensi hanno attaccato il porto yemenita di Ras Isa
Tampa/Beirut
38 morti e oltre cento feriti
Nel 2025 Stazioni Marittime prevede un rialzo del traffico dei traghetti e delle crociere nel porto di Genova
Rapporto del MIT sulla mobilità evidenzia un aumento della domanda sia passeggeri che merci
Roma
Nel primo trimestre il traffico delle merci nei porti russi è diminuito del -5,6%
San Pietroburgo
In calo sia le merci secche (-5,3%) che le rinfuse liquide (-5,8%)
Andrea Giachero è stato confermato presidente di Spediporto
Genova
Rinnovato anche il consiglio direttivo dell'associazione degli spedizionieri genovesi per il triennio 2025-2028
Studio per il monitoraggio del traffico veicolare nei porti di Venezia e Chioggia
Milano
Commessa aggiudicata a Circle e Arelogik
In Italia il settore del trasporto ferroviario delle merci è in profonda sofferenza
Ginevra
Fermerci invita a rendere strutturali e aumentare gli incentivi al traffico e a rifinanziare l'incentivo per l'acquisto di locomotive e carri
Rapporto del Global Maritime Forum sull'ottimizzazione degli scali delle navi per ridurre le emissioni
Copenaghen
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Nel primo trimestre di quest'anno il traffico dei container nel porto di Gioia Tauro è cresciuto del +15,5%
Gioia Tauro
Avviata la costruzione della “casa del portuale”
GNV ha preso in consegna in Cina la seconda di quattro nuove navi ro-pax
Genova
“GNV Orion” potrà ospitare 1.700 passeggeri e trasportare fino a 3.080 metri lineari di carico
Dopo dieci trimestri di flessione il traffico dei container nel porto di Hong Kong torna a crescere
Hong Kong
Nei primi tre mesi di quest'anno movimentati 3,39 milioni di teu (+2,1%)
Fincantieri acquisisce una quota in WSense
Roma
Consegnata alla Marina Militare italiana la nona unità FREMM “Spartaco Schergat”
Presentata la nuova edizione del Manuale pratico dei traffici marittimi
Genova
Redatto da Assagenti, compie cinquant'anni
Nel primo trimestre il traffico dei container nei porti di Long Beach e Los Angeles è aumentato del +26,6% e +5,2%
Long Beach/Los Angeles
Prossimo l'impatto dei dazi introdotti da Trump
Nei primi tre mesi del 2025 il porto di Singapore ha movimentato 10,5 milioni di container (+5,8%)
Singapore
In peso il traffico containerizzato ha registrato un calo del -1,4%
Firmato il regolamento per il bunkeraggio di GNL presso lo stabilimento Fincantieri di Genova
Genova
Definite le modalità di trasferimento del carburante da nave a nave
Gli storici marchi cantieristici Uljanik e 3.Maj verso l'estinzione
Zagabria
Lo Stato conferma l'intenzione di cedere le attività navalmeccaniche nei due siti di Pola e Fiume
Cambiaso Risso ha concluso l'acquisizione della francese Somecassur
Genova
L'azienda transalpina è specializzata nell'assicurazione di super e mega yacht
Nuovo servizio ferroviario settimanale tra il porto di Gioia Tauro e Verona
Gioia Tauro/Verona
Operato da Medlog per il trasporto di merci refrigerate
LA BERS alla ricerca di un partner strategico per lo sviluppo del porto fluviale moldavo di Giurgiulesti
Londra
Lanciata una gara internazionale
PROSSIME PARTENZE
Visual Sailing List
Porto di partenza
Porto di destinazione:
- per ordine alfabetico
- per nazione
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I porti turchi hanno segnato il nuovo record di traffico delle merci relativo al primo trimestre
Ankara
Picco storico dei carichi importati dall'estero
Nel primo trimestre del 2025 il traffico delle merci nel porto di Taranto è cresciuto del +37,6%
Taranto
Aumento di 854mila tonnellate delle rinfuse solide e di 265mila tonnellate delle merci convenzionali
DEME compra la Havfram, società che installa parchi eolici offshore
Zwijndrecht/Washington
Transazione del valore di circa 900 milioni di euro
Avviati da Reggio Calabria i trasporti ferroviari dei convogli per la Metro di Roma
Roma
Commessa aggiudicata da Hitachi Rail a Mercitalia Rail
Nel 2024 i volumi movimentati da Magli Intermodal Service sono diminuiti del -2%
Rezzato
Stabile il fatturato
A marzo Yang Ming registra la prima flessione del fatturato dopo 14 mesi di crescita
Keelung/Taipei
Prosegue l'aumento dei ricavi di Evergreen e WHL
La Commissione Europea ha approvato l'acquisizione della tedesca Schenker da parte della danese DSV
Bruxelles
L'impatto sulla concorrenza nei mercati in cui le due aziende operano è ritenuto limitato
Accordo Fincantieri - Kayo per promuovere lo sviluppo dell'industria cantieristica e navale in Albania
Trieste
Possibile creazione di un polo per la costruzione e il refitting navale nella regione
Recente lieve riduzione dei costi della logistica degli autoveicoli nuovi di fabbrica
Bruxelles
Montaresi (AdSP Liguria Orientale) premiata con l'“Oscar dei Porti”
Miami
L'evento è giunto alla diciottesima edizione
Nei primi tre mesi del 2025 i container trasportati dalle navi della OOCL sono aumentati del +9,3%
Hong Kong
Ricavi in crescita del +16,8%
L'AdSP dei Mari Tirreno Meridionale e Ionio vince in appello contro la Zen Yacht
Gioia Tauro
L'azienda condannata al pagamento dei canoni arretrati
Nel porto di Livorno è stato sequestrato un ingente carico di cocaina
Livorno
Due tonnellate di droga individuate dal personale delle Dogane e della Guardia di Finanza
Navantia rinnova l'accordo con il gruppo crocieristico americano Royal Caribbean
Miami
Sinora il cantiere di Cadice ha effettuato lavori di manutenzione, riparazione e ristrutturazione su 45 navi del gruppo
Quest'anno è atteso un traffico record delle crociere nei porti italiani
Miami
Cemar ritiene che la crescita non si arresterà neanche nel 2026
Accordo HII-HHI per accelerare la produzione navale americana e sudcoreana
National Harbor
L'obiettivo è di rafforzare la base industriale navale delle due nazioni
La Panama Ports Company accusata di aver violato i termini del contratto di concessione
Panama
Il revisore generale dei conti panamense ha annunciato la presentazione di accuse penali
È diventato operativo il Colombo West International Terminal
Ahmedabad
Ha una capacità di traffico pari a 3,2 milioni di teu
Lunedì a Genova si terrà il convegno “I nuovi combustibili marini sostenibili - Decarbonize Shipping”
Genova
Completata nel porto di Gioia Tauro la nuova struttura polifunzionale di controllo frontaliera PCF - Punto PED/PDI
Gioia Tauro
Venerdì a Roma il convegno “L'Intelligenza Artificiale arriva in porto”
Roma
È promosso dall'Unione Nazionale Imprese Portuali
Inaugurato a Miami il nuovo terminal crociere del gruppo MSC
Miami
Può ospitare in contemporanea tre navi di grandi dimensioni
A febbraio il traffico nel porto di Ravenna è cresciuto del +2,1%
Ravenna
Aumento delle rinfuse e calo delle merci varie
Nel 2024 Ferrovie dello Stato Italiane ha registrato una perdita netta di -208 milioni di euro
Roma
Ricavi in crescita del +11,7%. In aumento le merci trasportate dal gruppo grazie all'acquisizione di Exploris
Porto di Genova, Ente Bacini chiede nuovi spazi e il rinnovo della concessione
Genova
Convegno per celebrare il centenario della società
Il 19 giugno a Roma si terrà l'assemblea pubblica dell'Associazione Italiana Terminalisti Portuali
Genova
VARD costruirà una nave per operazioni subacquee offshore per Dong Fang Offshore
Ålesund/Trieste
Il contratto ha un valore di 113,5 milioni di euro
PORTI
Porti italiani:
Ancona Genova Ravenna
Augusta Gioia Tauro Salerno
Bari La Spezia Savona
Brindisi Livorno Taranto
Cagliari Napoli Trapani
Carrara Palermo Trieste
Civitavecchia Piombino Venezia
Interporti italiani: elenco Porti del mondo: mappa
BANCA DATI
ArmatoriRiparatori e costruttori navali
SpedizionieriProvveditori e appaltatori navali
Agenzie marittimeAutotrasportatori
MEETINGS
Lunedì a Genova si terrà il convegno “I nuovi combustibili marini sostenibili - Decarbonize Shipping”
Genova
Si svolgerà nella sede della Capitaneria di Porto di Genova
Venerdì a Roma il convegno “L'Intelligenza Artificiale arriva in porto”
Roma
È promosso dall'Unione Nazionale Imprese Portuali
››› Archivio
RASSEGNA STAMPA
Proposed 30% increase for port tariffs to be in phases, says Loke
(Free Malaysia Today)
Damen Mangalia Unionists Protest Friday Against Possible Closure
(The Romania Journal)
››› Archivio
FORUM dello Shipping
e della Logistica
Relazione del presidente Nicola Zaccheo
Roma, 18 settembre 2024
››› Archivio
La settimana prossima i porti italiani parteciperanno alla Seatrade Cruise Global
Roma
Marchio dell'iniziativa: “CruiseItaly - One Country, Many Destinations”
Inaugurato ufficialmente il terminal crociere del gruppo MSC nel porto di Barcellona
Barcellona
Nel 2027 sarà dotato di un impianto di cold ironing
Marcegaglia e Nova Marine Carriers costituiscono la joint venture NovaMar Logistic
Lugano/Gazoldo degli Ippoliti
Una general cargo trasporterà le materie prime agli stabilimenti del gruppo siderurgico
Liebherr registra un fatturato annuale record nel segmento delle gru per il settore marittimo-portuale
Bulle
Forte domanda di mezzi per l'industria offshore e per la movimentazione dei container
A Genova il convegno annuale “Programmazione, Esercizio e Gestione di Reti di Trasporto”
Genova
È dedicato al settore dei trasporti e della mobilità
Lo scorso anno sono state 656 le navi sottoposte a lavori di riparazione in Grecia
Il Pireo
Incremento di cinque unità rispetto al 2023
Porto della Spezia, completate le simulazioni di accosto delle navi da crociera al molo Garibaldi Ovest
La Spezia
Convegno di Assagenti sul futuro della professione di agente e mediatore marittimo
Genova
Si terrà domani a Genova
Stena Line presenta il progetto di una nave ro-ro in grado di ridurre il consumo di energia di almeno il 20%
Goteborg
Introdotte gran parte delle tecnologie innovative attualmente disponibili
Francesco Beltrano è il nuovo segretario generale di Uniport
Roma
Subentra a Paolo Ferrandino, che continuerà a collaborare come consulente
Saipem si è aggiudicata nuovi contratti in Medio Oriente e in Guyana
Milano
L'importo complessivo delle commesse è di circa 720 milioni di dollari
Convegno a Genova per il centenario di Ente Bacini
Genova
La società è stata istituita il 19 febbraio 1925
Rinnovato il consiglio di amministrazione di Interporto Bologna
Bentivoglio
Stefano Caliandro nominato presidente. Perdita di 1,7 milioni di euro nel 2024
NYK investe 76 miliardi di yen nella NYK Energy Ocean Corporation
Tokyo
La newco ha rilevato le attività della ENEOS Ocean
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