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2 aprile 2025 - Anno XXIX
Quotidiano indipendente di economia e politica dei trasporti
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EUROPEAN COMMISSION STAFF WORKING PAPER ON
PUBLIC FINANCING AND CHARGING PRACTICES
IN THE COMMUNITY SEA PORT SECTOR

(ON THE BASIS OF INFORMATION PROVIDED BY THE MEMBER STATES)


I N D E X

Results of the Inventory on Public Financing and Charging Practices in the Community Sea Port Sector

1. Introductionp. 2

2. Commission's Questionnaire / Methodologyp. 2
3. Organisational and Managerial Structures in Community portsp. 3
4. Public Financing in Community Ports (structural & geographical distribution)p. 6
5. Public Financial Flows and Accounting Systemsp. 12
6. Charging Systems and Cost Recovery Practicesp. 13
7. Access to Port Servicesp. 14
8. Conclusionsp. 15





Annexes:

Annex A: Definition "Public Financing"
Annex B: Glossary for the purposes of this inventory

Results of the Inventory on Public Financing and Charging Practices in the Community Sea Port Sector


1. INTRODUCTION

The Commission's Green Paper on Seaports and Maritime Infrastructure opened a debate on how to improve the position of ports in the European transport network. The discussion confirmed that the efficient functioning of ports as part of the door-to-door intermodal chain is an essential prerequisite to stimulate the development of maritime transport, in particular as a sustainable alternative to land transport.

One issue at the centre of the debate following the Green Paper was the need to assess whether specific rules for the port sector with regard to transparency in the ports' financial relations with Member States and other public bodies, to state aid and infrastructure charging should be developed. As a first step the Commission proposed therefore to gather, with the help and active involvement of Member States, information in the form of an inventory on public financing and charging practices in ports throughout the Community. Additionally, the enquiry covered the issue of access to port services.

The proposal to set up the inventory was supported by the European Transport Ministers in the Council of 18 June 1998.


2. COMMISSION'S QUESTIONNAIRE / METHODOLOGY

a) Commission's questionnaire

In order to collect the information needed for the inventory the Commission services submitted a questionnaire to Member States in October 1998. The questionnaire was composed of two parts:

Part A) Concerning information at national level, including an overview on organisation and management of ports, a description on general and specific measures or instruments for financing and charging of port infrastructure costs.

Part B) Concerning information on individual ports in Member States. It was suggested that ideally the selection of ports (4 to 5 per Member State) should offer a representative picture of major types of ports, in both organisation and cargo handled. A similar set of questions to those raised at national level was asked and, in addition, a request for information was made covering public investments undertaken in each port, to be quantified for the period 1995 to 1997. Finally, a description of the conditions on access to infrastructure facilities was requested.

The questionnaire encouraged descriptive replies concerning the organisational structure of ports. It also covered specific issues like cost recovery and public support, and asked there for key figures; the questionnaire was accompanied by appropriate explanatory documentation. In addition, bilateral meetings between the Commission services and each Member State were held in order to explain further the scope of the questionnaire and to resolve any uncertainties and eliminate possible misinterpretations.

Although these precautions were taken by the Commission services in order to ensure clarity, it has to be generally concluded that the quality of information received in reply to the questionnaire, and in particular the one on individual ports, varied considerably. Replies submitted by the Member States ranged from scant 'two page-statements' with virtually no information at all, to substantial documentation in both volume and quality. This divergence in the level of co-operation can be seen in the submission of information in aggregated form where individual port data was requested, partial or complete omissions on specific issues or refusals to supply data. While recognising that certain questions in the questionnaire could have been misinterpreted and/or certain data omitted, the results are, however, considered to provide a representative picture with regard to the issues raised for the inventory.

b) Methodology applied to analyse the replies to the questionnaire

From the outset it was clear that issues like public financing or charging practices in the European port sector are intricately linked to the level of public involvement in the ownership and/or operation of a port. Thus the Commission services tried to establish initially, for the purpose of this inventory, an ownership and management typology which would encompass most of the organisational structures found in the Community ports (see point 3.). In a second step, Member States replies to the question on public financial support provided to individual ports, were examined by investment category and geographical spread (see point 4.). Next, and recalling the objectives of the inventory set out above, the answers were analysed with a view to obtaining information about the accounting systems employed in the European port sector (see point 5.). Charging practices and, connected to that, the question of cost recovery for infrastructure expenditure were investigated on the basis of the information submitted by the Member States under point 6. Finally data made available on the issue of access to port services was analysed and is summarised under point 7..


3. ORGANISATIONAL AND MANAGERIAL STRUCTURES IN THE COMMUNITY PORT SECTOR (Part I - A.1 and B.1 of the questionnaire)

Public financial support for a port, transparency in the financial relations between Member States and ports, cost recovery practices and the conditions of access to the market of port services are all strongly influenced by ownership and management of a port. In order to obtain a more structured overview of existing organisational port structures in the Community, the information provided by Member States was used to establish certain major types of ports, which reflect the different degrees of public involvement found. The following parameters were used:

  • Ownership:

Ownership can range from exclusive public ownership (by federal, regional, municipal or other public bodies) to forms of mixed ownership (e.g. with basic infrastructure in public ownership whilst private ownership for the operational equipment, or shared ownership through a port holding company) to full private ownership.

  • Managerial autonomy:

Managerial autonomy over management decisions was used as a benchmark to describe the influence of the public sector, e.g. in financial resourcing, investments, tariff setting or the capability to adapt autonomously to changing market requirements.

  • Managerial responsibility:

Economic and public objectives set by national/regional port policies often pre-determine actions by port managers.

The analysis showed a wide range of existing models: at one extreme, ports are run as departments of the national, regional or local administration, or under the exclusive auspices of a Port Authority (P.A.), with, in either case, the obligation of the management to implement policy decisions taken elsewhere.

In particular the public institution "Port Authority", acting as port management, was noted in many Member States. P.A.'s have extensive responsibilities for port development, the provision of infrastructure, safety, services and, as an overall function, play a role as co-ordinator and arbiter of public and private interests within a port.

Other types of port organisations could be found which were characterised by a decreasing influence of the public sector, reserving the role of the public side to questions of planning, safety, land management or the provision of a corresponding infrastructure.

Finally, at the other end of the spectrum, ports established as private enterprises with managerial decision-making purely based upon economic considerations with no public influence whatsoever, aside from constraints associated with public policies such as environment, regional/territorial planning or connection of these ports to land networks.

The following Table 1 shows, with decreasing influence of the public sector from type I towards type IV, the principal organisational characteristics as established for the purpose of this inventory:

* = Traffic estimates based on Member States replies and best evidence available.
** = A port where the PA is not only providing basic infrastructure but also (some) facilities to port operators.
*** = A port where the PA is co-ordinating port development and manages only basic infrastructure.
**** = A port operating company runs the port entirely. This company is very often established in a mixed holding
between public and private operators.The above categorisation of current organisational structures in the Community port sector clearly shows the predominant involvement of public institutions. Indeed, some 90 % of European maritime traffic is estimated to be handled in ports where decisions on funding for infrastructure and charging of expenditure are, to varying degrees, dependent or influenced by public regulatory or supervisory bodies.




4. PUBLIC FINANCING IN COMMUNITY PORTS (structural & geographical distribution)(Part I - A.2, A.3, A.4 and B.2 of the questionnaire)

There is reason to believe that the information provided by the Member States on public monies invested in Community ports is incomplete (see page 8). Therefore, conclusions drawn may not necessarily reflect the actual situation correctly, i.e. underestimate the importance of the public role in port investment. In fact, and as a main result from Member States replies, public financing is important and clearly linked to port policy objectives (see point 3.), which are themselves dependent upon on-going developments in the respective Community maritime regions.

Having established the prominent role of the public sector in the organisation and management of Community ports it was expected, as a logic consequence, that public monies spent on infrastructure would be an important factor. Also it was clear from the outset that in those Member States where ports play a prominent role in the national transport policy, public authorities would use instruments such as laws, financing schemes or budget plans to support them financially. Against that background, it is worthwhile recalling what was meant, for the purpose of this inventory, by 'public financing': 'any financial advantage, in whatever form, granted by any public source to a port'.

Having identified the goals of the inventory it was however important not only to record total investments but also, in view of any future Community policies, to analyse public support per investment category as well as per geographic region.

a) public financing per investment category

The Commission services undertook a grouping of Member States replies on public financing in accordance with the investment categories as established in Annex II of the questionnaire.

The following Table 2 summarises the monies spent for the period 1995 to 1997 in million €:

In analysing the above data it is worthwhile noting that:

  • The figures on public monies invested in Community ports as reported by Member States seem to be grossly underreported. In fact, when cross-checking the data submitted with other sources of information available (published financial statements, web-sites, fact sheets & brochures of ports, institutional budget plans etc.), considerable inconsistencies were discovered, and there are strong indicators that public support was much more important than for example the 1.6 billion € registered for 1997. The unreliability factor in this figure is very high and indeed a prudent estimate of 2 to 3 times this level for public financing would appear realistic. Having said this, it is again recognised that to retrace all public financial streams flowing into an extremely heterogeneous economic conglomerate like a port area, implying in many cases divided responsibilities for the different types of investments (e.g. rail, road, port specific hinterland), is obviously not an easy task.
  • To assess whether the public financing of ports is important in relation to overall public investments for transport infrastructure and thus has a Community dimension to be reckoned with, the following should be considered:
    • The public monies included in this exercise cover only 52 major ports in the Community. There are more than 350 Community ports susceptible for public financing under the Trans European Network programmes.
    • Ports constitute a relative limited part of the overall transport network as nodes in the intermodal chain. All transport infrastructure investments in Europe reached some 67 billion € p.a., including all sources (public/private) and Member States (including land locked countries). A public financing of approximately 3 to 5 billion € p.a. dedicated alone to ports shows thus a considerable 5 to 10 %-share for these investments. Finally, it is recalled that in ports operated under extensive public influence (e.g. port types I, II) the impact of public financing is by nature very high.
  • The low levels and/or decreasing trends of typical 'start-up' investments such as expenditure on land purchase, basic maritime infrastructure and infrastructure links seem to confirm that the port industry in most parts of the Community can be considered mature. These three investment categories represent only some 11% of total public financing for ports.
  • A reservation to the above assessment needs however to be made when noting the dominant position of port infrastructure investments (32%), which also shows one of the most prominent growth rates among the various investment categories. This may reflect significant constructions in existing port areas, with major public spending on infrastructures such as internal locks, docks or quay walls.
  • Investments in port superstructure and port services, which are also indicators of expansion in existing capacities and/or improvement in efficiencies, represent together the major part of public support for ports (41%). In addition, this public support has shown significant growth in both absolute and relative terms.
  • Again stressing the precautions that should be noted when drawing conclusions from data available for only 3 years which, in addition, have been aggregated at European-wide level, there seems reason to believe that the trend in public financing for ports does not correspond to the evolution of overall traffic. Whereas overall port traffic in Europe is growing modestly, and as a rule of thumb by some 1-3% p.a. in line with trends in GNP and industrial growth (with exceptions for certain regions and types of cargo), public investment for ports is outpacing traffic growth. Investments levels may, however, be influenced by changes in the cargoes handled, in particular the considerable growth of container traffic and by technological changes.

    b) Public financing per Community region

    The distribution of total public investment made in ports in major maritime regions in the Community is shown in Table 3, based upon Member States replies to the questionnaire:

    Table 3: Total public investment per major maritime region:

    The following tables indicate the evolution of public investment per maritime region and major investment categories:

    Table 4: Public investment in typical "start-up"investments:
    (1.1.-land purchase, 1.2.-maritime infrastructure, 1.5.-infrastructure links)

    Table 5: Public investment in port infrastructure:

    Table 6: Public investment in port superstructure and services:

    Table 7: Public investment in maintenance and other activities:

    In order to assess the above data on public investment in ports by Community maritime region, the following remarks should be made:

    • Public investment need to be set against traffic handled by ports in the individual maritime regions.

    Table 8: Freight turnover in major Community ports (1993-1996; Mio tonnes):




  • 5. PUBLIC FINANCIAL FLOWS AND ACCOUNTING SYSTEMS (Part I - A.1.2 and B.1.9 of the questionnaire)

    The questionnaire aimed to examine the possibility to obtain from existing accounting systems meaningful and readily available information on financial flows between the public sector and ports:

    • to deliver aggregated information on public investments going into a port,

      and

    • to retrace flows and use of public investments within entities, which are, at the same time, engaged in both public infrastructure management and commercial activities.

    To that end, Member States replies to the questionnaire show that basically three accountancy practices are used, which, to a large extent, are a consequence of the organisational structure in ports:

    - The first corresponds to a port management with an accounting system that produces financial statements comparable to those employed in the private sector. Accounting procedures follow the general accepted accounting principles (GAAP) of the respective country, and audits through independent bodies are common. This situation can be found in a number of ports of Types II, III and IV. Overall, a trend could be observed to adopt this accounting system more often, possibly as a result of increased commercial exposure of ports. It should be noted that this practice is, in the first place, intended as an operating tool for the port management and as a benchmarking instrument for its shareholders.

    - The second system can be described as public accounting or 'budget' approach. It is commonly found in ports, which are under relative strong public control (e.g. by a P.A.), such as Types I and II. In principal, these accounting procedures are intended to record the use of public monies.

    - The third type of accounting system is employed in certain ports which are part of a wider public body (e.g. at municipal or federal level) and, as a consequence, do not maintain separate accounts. Expenditure such as investments are executed under the authority of the municipal body and are recorded as an integral part of the (public) accounting system of the municipality. This approach, termed as "bundled" accounts, can be found in some of the ports classified as Type I. As with the second type of accounting system, it is designed to monitor and control the financial affairs of the wider public body as a whole.

    When analysing these three accounting systems employed in ports, it is obvious that no accounting procedure is, by its nature, in a position to provide, in a transparent and practical way, the information looked for.

    The aggregation of datacovering all public financial support going into a port is virtually an impossible task with only the help of existing accounting systems. This is demonstrated by the fact that replies to the questionnaire did not report the complete financing given by public sources (see point 4.). When it comes to the possibility of an accounting system to retrace financial flows and use within different public entities, clearly a public accounting system, which was from the beginning not installed to distinguish between commercial activities and public infrastructure management, is unlikely to be an appropriate tool for showing the various flows of public monies and their cross-relationships. Indeed, the public 'budget' accounting system practised by certain municipal ports with its inherent principle of universality, i.e. the 'non-dedication of expenses and incomes', precludes a clear separation of money flows linked to specific activities.




    6. CHARGING SYSTEMS AND COST RECOVERY PRACTICES (Part II of the questionnaire)

    The question of charging systems and cost recovery practices for the use of transport infrastructure has been addressed by the Commission's "White Paper on Fair Payment for Infrastructure Use". As a follow-up to the discussion opened by this document between Member States and the Community institutions, the questionnaire enquired how and to what extent public monies invested in a port area are recovered from the user of the infrastructure 'port'. It is again important to underline the apparent discrepancies in Member State replies on the level of investments carried out by the public sector (see point 4.). Hence the question of cost recovery cannot be satisfactorily and comprehensively examined when there are serious doubts about one important element of the equation, i.e. the cost side.

    Member State replies on the subject of cost recovery varied in quality. Many answers indicated both, that they apply or require full cost recovery of the investments carried out. Others indicated that they try to generate incomes covering investments made by the port authority, but did not consider other financial flows. Statements like "Cost-recovery is not used at all levels", "Cost-recovery is applied taking into consideration competitors", and "We use a full cost-recovery system; in 1997 a recovery rate of 87% was achieved including State contributions", etc. showed a wide range of cost recovery methods, if any.

    Where Member States submitted quantified data, the analysis revealed that operating costs are generally covered through incomes such as dues, fees, rents etc.. Of course, the composition of these incomes is heterogeneous and directly linked to the organisational and managerial structure of a port.

    Table 9 gives an overview on the distribution of income per type of port organisation, as established by the inventory and based upon Member States replies:

    When it comes to the question how expenditure on investments is passed on to users, and in particular capital intensive ones (e.g. construction of rail, road, access, infrastructure links etc.) which are possibly carried out under the auspices of public bodies not directly related to the management of a port, Member States' replies were largely moot.



    7. ACCESS TO PORT SERVICES (Part I - A.4 of the questionnaire)

    The questionnaire invited the Member States to provide clarification regarding access to the port services market, notably concerning the methods for selecting/authorising (depending on the type of service) service providers in ports. While there is normally a simple selection of providers of cargo handling services (allocation of land and/or buildings), a more formal authorisation (usually with specific conditions) is required from the providers of those services which demands certain qualifications or equipment, e.g. to ensure safety. The results can be summarised as follows in the light of the different categories of ports identified earlier:

    In the (smaller) Type I - ports, the authority responsible for the port normally selects or authorises the providers of port services in a transparent manner, e.g. through public tenders or other forms of open selection procedures. However, in some ports, the selection or authorisation is carried out under direct agreement, i.e. following bilateral discussions between an interested provider and the port authority.

    In Type II - ports, there is a public body that operates with a considerable degree of managerial autonomy. This body selects or authorises service providers either through open tenders, or through direct agreements without an open selection procedure. Such direct agreements appear to be widespread. It is worth noting that the ports falling under this type of organisation are among the ones that handle the most significant volumes of traffic in the EU.

    In ports that can be classified as type III, and where often a port operating company is jointly established between the public and the private sector in order to provide port services, directly negotiated agreements seem rather common. In these ports, services are provided either by the port operating company itself or by other companies (sometimes on behalf of the operating company) usually on an exclusive basis.

    As regards type IV, the port services are normally carried out either by the private owner of the port or by a service provider selected by the owner generally through direct agreement.

    In view of the above, it seems that the selection or authorisation of individual service providers is carried out in different manners in the ports. When the selection/ authorisation is only based on direct agreement between the service provider and the relevant authority, it is usually more difficult for other potential service providers to enter the market, particularly in those ports where the number of service providers is limited. Further, without any public and transparent procedure for the selection/authorisation, the criteria and conditions for market access often remain unclear.



    8. CONCLUSIONS

    • Public financing plays an important role in the Community sea port sector.

      Recalling that an estimated 10% of overall Community investment in transport infrastructure is public money spent on ports, and that ports generally compete with each other, issues of state aid and competition policy, both of EU concern, need addressing. The involvement of Member States in the financing of ports pursues varying national interests, not only narrow port policies. It has a considerable impact on the development of ports, their functioning, their integration in the European transport network as well as on each port's competitive position in the market of transport services.

    • Public investments in ports have a considerable impact on the competitive positions of ports in the Community.

      The results of the inventory have shown that there are substantial public funds being provided to facilities and services resulting in a risk of distortion of competition. For example, a public financing of port superstructures for commercial market operators at conditions that do not correspond to those available to other market players is geared to disturb the sensitive market of port services. In addition, the inventory confirms that the public sector itself is experiencing a reorientation towards a more commercial involvement in ports, this being also a consequence of global trends for concentration and vertical integration in the market of maritime transport. Public undertakings are entering more often into direct competition with private operators. In these circumstances it is important that the Commission ensures, with the help of appropriate tools, fair competitive conditions for all operators.

    • Transparency in public financial flows in the Community port sector is an essential tool to ensure, before the background of the common transport policy, a level playing field within and between ports. It is insufficient.

      Due to the diversity of port structures, present accounting systems employed in the Community port sector are not in a position to provide transparent and readily accessible information on the flows of public monies into a port or between different organisational and managerial entities within a port.

    • Charging systems and cost recovery practices in Community ports vary considerably.

      From the limited information available through the inventory it is clear that charging systems and cost recovery practices in Community seaports do not follow common rules. These systems would require considerable modifications if a charging system covering all modes of transport would be introduced.

    • The port services sector is still characterised by unclear procedures which in effect limit access to the port services sector.

      The responses show that potential operators, either public or private, wishing to enter the market in order to provide port services, still face various obstacles, which are often the direct consequence of ports typology and the ports' organisational structure.





    Annex A

    Inventory of public financing and charging practices in the Community Sea Port Sector.

    Introduction:

    Public financing is for the purposes of this inventory considered to entail any financial advantage conferred in any form whatsoever by public authorities, i.e. national, regional or local. For these purposes, public authorities also include public undertakings and State-owned banks. Investment in ports is also co-financed by the Community, particularly by the Structural Funds, the Cohesion Fund and through the Trans-European Networks programme. Public financing can be provided in form of general schemes covering all ports and/or individual measures covering only specific ports. These schemes or measures are financed through various financial instruments, such as providing grants, soft loans, interest subsidy, reductions in or exemption from general forms or levels of tax relief (on profits, investment income, property income, asset sales, VAT, local taxes). This includes also reductions in or exemption from social security payments (e.g. in respect of dock workers) or other fiscal charges, special provisions for tax allowances or depreciation, loan facilities and guarantees.





    Annex B

    GLOSSARY FOR THE PURPOSES OF THIS INVENTORY

    1. Maritime/Port Infrastructure classification

    1.1 - Land purchase
    1.2 - Maritime access = - Capital dredging
    - Sea locks, dams & exterior breakwaters
    - VTS/Radar & ship movement information networks
    - Lights buoys & navigational aids
    1.3 - Port infrastructure = - land reclamation works
    - Internal locks (new works & capital repairs)
    - Docks, quays (quay walls), jetties piers, berths, - River berth & harbour basin dredging
    1.4 - Port superstructure = - Pavements
    - Warehouses; sheds
    - Cranes and gantries and other mobile/semi-mobile equipment
    - Linkspans
    - Terminal and office buildings and other associated facilities; and
    - Leasing/renting of buildings and/or equipment
    - Public utilities ( sewage, water supply, etc.)
    1.5 - Infrastructure Links = - Railways & metrolinks within the port area
    - Roads within the port area
    - Canals within the port area
    - Tunnels and bridges within the port area.
    1.6 Port maintenance works = - Maintenance dredging
    - Maintenance of Port infrastructure and superstructure
    - Others
    1.7 Port services = - Cargo-handling (stevedoring, storage, stowage)
    - Technical-nautical services (pilotage, towage, mooring)
    - Other services (fire fighting, water & electricity supply, safety services, bunkerage, cleaning, pollution control etc.)
    1.8 Other port activities = - Promoting industrial areas or units, port-related activities such as added-value enterprises etc.

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    Nuovo contratto della durata di 25 anni. Previsti investimenti pari ad oltre 53 milioni di euro
    Carnival segna nuovi record relativi al trimestre di bassa stagione dicembre-febbraio
    Carnival segna nuovi record relativi al trimestre di bassa stagione dicembre-febbraio
    Miami
    Positive le prospettive per la parte restante dell'esercizio 2025
    Nell'ultimo trimestre del 2024 nei porti francesi è cresciuto il solo traffico dei container
    Parigi
    Le Aziende informanoSponsored Article
    AAL Shipping sceglie il sistema di consulenza marina di ABB per ottimizzare la flotta Super B-Class
    La ferrovia perde terreno nel traffico transalpino delle merci attraverso la Svizzera
    Berna
    Nel 2024 i treni hanno trasportato 25,7 milioni di tonnellate di carichi (-3,7%)
    Lo scorso anno i ricavi della divisione portuale di CK Hutchison sono cresciuti del +10,8%
    Hong Kong
    Nel 2024 i ricavi di Hapag-Lloyd sono cresciuti del +6,5%. Utile netto in calo del -18,9%
    Nel 2024 i ricavi di Hapag-Lloyd sono cresciuti del +6,5%. Utile netto in calo del -18,9%
    Amburgo
    Nuovo record storico dei container trasportati dalla flotta
    L'OPS serve anche per caricare le batterie delle navi mentre sostano in porto
    L'OPS serve anche per caricare le batterie delle navi mentre sostano in porto
    Bruxelles
    Lo ricordano le compagnie di traghetti evidenziando la necessità di poter disporre di un'adeguata fornitura di energia elettrica
    L'estensione dell'EU ETS al settore del trasporto marittimo non ha determinato importanti cambiamenti nel mercato dello shipping
    Bruxelles
    Lo afferma un rapporto adottato dalla Commissione Europea, che non ha rilevato prove di tendenze all'evasione o all'elusione della norma
    A febbraio il traffico delle merci nel porto di Barcellona è diminuito del -4,2%
    Barcellona
    Container in calo del -4,2% a causa della riduzione del -18,8% dei box trasbordati
    Presentata una denuncia per frode e corruzione contro il gruppo Bolloré
    Parigi
    Accuse relative ad attività realizzate nell'ambito delle operazioni logistiche e portuali in Africa cedute nel 2022
    La statunitense FMC mette sotto indagine i sette principali corridoi marittimi mondiali
    Washington
    L'agenzia federale minaccia il bando dai porti americani delle navi di bandiera panamense
    Lo scorso anno il traffico delle merci nei porti tedeschi è tornato a crescere (+2,3%)
    Wiesbaden
    Risulta ancora inferiore al livello pre-Covid, così come il solo traffico dei container che è stato pari a 13,3 milioni di teu (+4,9%)
    BIMCO, l'applicazione di specifiche tasse portuali alle navi cinesi che scalano negli USA si rivelerà un disastro per l'economia americana
    Londra
    Assai incerto l'impatto delle misure proposte sul predominio cinese nella cantieristica navale
    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
    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
    La decarbonizzazione del trasporto marittimo sarà più rapida nell'UE e negli Stati Uniti
    DHL ha acquisito la CRYOPDP
    Bonn/Nashville
    La società fornisce servizi di corriere per cliniche e per l'assistenza sanitaria
    Oltre un milione alle imprese portuali di Livorno e Piombino per acquisire mezzi green
    Livorno
    Pubblicata la graduatoria di ammissione ai contributi del PNRR-Next Gen Eu
    Nel 2024 le vendite dei container della COSCO Shipping Development Co. sono aumentate del +204,1%
    Shanghai
    Il relativo fatturato è cresciuto del +124,0%
    Pubblicato il bando di finanziamento per l'acquisto di mezzi elettrici nei porti di Genova e Savona-Vado
    Genova
    Yang Ming acquista tre nuove portacontainer da 8.000 teu
    Keelung
    Saranno prese in consegna fra il 2028 e il 2029
    Avviata a Marghera la costruzione di una nave da crociera per Regent Seven Seas Cruises
    Trieste
    Fincantieri consegnerà l'unità nel 2026
    Federlogistica istituisce sedi operative in Spagna e Brasile
    Genova
    L'obiettivo è di andare oltre i teorici rapporti di cooperazione
    Sequestrata oltre una tonnellata di cocaina nel porto di Gioia Tauro
    Reggio Calabria
    Se immessa sul mercato avrebbe fruttato oltre 187 milioni di euro
    Nel 2024 i risultati economici di Interporto Padova hanno raggiunto valori record
    Padova
    Ricavi in crescita del +17%
    Tre cerimonie nel cantiere navale di Saint-Nazaire per altrettante nuove navi di MSC Crociere
    Ginevra
    Consegnata la nuova ammiraglia “MSC World America”
    Nel 2024 la società ferroviaria tedesca DB Cargo ha ridotto le perdite
    Berlino
    Ricavi nuovamente in calo. Flessione del -9,0% dei volumi di merci trasportate
    NovaAlgoma ordina in Cina una seconda nave cementiera da 38.000 tpl
    Lugano
    Sarà presa in consegna nel 2027
    Intesa doganale Italia-Brasile per facilitare gli scambi commerciali
    Brasilia
    Missione dell'Agenzia delle Dogane e dei Monopoli nella nazione sudamericana
    Un team di La Spezia Container Terminal a Rotterdam per testare tecnologie avanzate
    La Spezia
    Visitato il centro formazione di ECT Hutchinson Ports
    Lunedì l'assemblea degli spedizionieri genovesi
    Genova
    Si terrà al Palazzo della Borsa di Genova
    Assarmatori, in Italia il segmento dei traghetti non può sopportare l'onere dell'EU ETS in una situazione di mercato molto fragile
    Bruxelles
    Messina: tutelare lo shipping dagli eccessi ideologici del Green Deal
    Rinnovato il sito web del Corpo delle Capitanerie di Porto - Guardia Costiera
    Roma
    È diventato un unico punto di accesso digitale ai documenti e ai servizi
    Nel 2024 i trasporti fluviali di merci in Germania sono aumentati del +1,2%
    Wiesbaden
    Il volume, pari a 173,8 milioni di tonnellate, è il secondo più basso dal 1990
    Ad APM Terminals concesso il rinnovo della concessione nel porto di New York - New Jersey
    New York
    Contratto della durata di 33 anni. Previsti investimenti pari a 500 milioni di dollari
    Avviata la sperimentazione dell'automazione delle gru nel terminal di Interporto Padova
    Padova
    La società interportuale insignita del “Premio Industria Felix 2025”
    A febbraio il traffico dei container nel porto di Algeciras è calato del -17,0%
    Algeciras
    In riduzione sia i volumi in import-export che il transhipment
    A Miami è stata costituita la nuova compagnia crocieristica Crescent Seas
    Miami
    La flotta, inizialmente formata da una nave della Regent Seven Seas Cruises, salirà a cinque unità entro i prossimi cinque anni
    Nel 2024 il volume di veicoli trasportato dalla flotta di Wallenius Wilhelmsen è calato del -9,7%
    Oslo
    Flessione dei traffici sulla quasi totalità delle rotte mondiali
    PROSSIME PARTENZE
    Visual Sailing List
    Porto di partenza
    Porto di destinazione:
    - per ordine alfabetico
    - per nazione
    - per zona geografica
    Accordo tra Assoporti e Assologistica e le authority di commercio, trasporti e porti della Florida
    Roma
    È stato siglato oggi
    Ad aprile una missione in Albania del The International Propeller Clubs - Italia
    Genova
    Si svolgerà i giorni 9 e 10 a Tirana e Durazzo
    Nel 2024 i ricavi della COSCO Shipping Ports sono saliti alla quota record di 1,5 miliardi di dollari (+3,3%)
    Hong Kong
    Nel solo quarto trimestre calo del -3,0%
    A SO.RI.MA. (gruppo FHP) in concessione un'area di 125mila metri quadri nel porto di Chioggia
    Venezia
    Previsti investimenti pari a 11,5 milioni di euro nell'arco di 25 anni
    Lo scorso mese il traffico dei container nel porto di Valencia è cresciuto del +15,2%
    Valencia
    Il volume complessivo delle merci movimentate è aumentato del +6,8%
    Il network intermodale di Contship Italia è stato esteso al Terminal del Golfo di La Spezia
    Melzo
    Connessioni con gli inland terminal di Milano, Modena e Padova
    L'AdSP del Mar Tirreno Settentrionale ottiene la certificazione per la parità di genere
    Livorno
    È la prima port authority italiana ad ottenere questo riconoscimento
    Si indebolisce la crescita del traffico dei container nei porti di Los Angeles e Long Beach
    Los Angeles/Long Beach
    Lo scorso mese registrati incrementi rispettivamente del +2,6% e +13,4%
    Assarmatori, bene la posizione del governo italiano sull'impatto dell'EU ETS su shipping e porti
    Roma
    Messina: compresi appieno i rischi e le storture della regolazione climatica europea
    Conferita ai terminal portuali genovesi di PSA Italy la certificazione anticorruzione
    Genova
    La norma UNI EN ISO 37001 definisce i requisiti per un sistema di gestione anticorruzione efficace
    Assiterminal presenta tre progetti per la transizione sostenibile del settore portuale italiano
    Roma
    Ultimati i lavori alle banchine 33 e 34 del porto di Civitavecchia
    Civitavecchia
    Approntati 50.000 metri quadri di piazzali
    Il completamento e raddoppio della Pontremolese è il sogno-incubo della community portuale spezzina
    La Spezia
    Fontana: non si trovano i soldi quando risorse enormi sono convogliate su linee ferroviarie di dubbia utilità
    Hanwha ha acquisito il 9,9% del capitale della società navalmeccanica Austal
    Sydney
    Investimento del valore di circa 116 milioni di dollari USA
    La flotta europea è in crescita ma le flotte concorrenti crescono ad un ritmo più sostenuto
    Bruxelles
    Raptis (European Shipowners): investire i ricavi dell'ETS in tecnologie e combustibili puliti per lo shipping
    Trasportounito ha confermato il fermo nazionale dell'autotrasporto di merci
    Roma
    Proclamato per la durata di cinque giorni dal 31 marzo al 4 aprile
    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
    Convegno di Assagenti sul futuro della professione di agente e mediatore marittimo
    Genova
    Si terrà domani a Genova
    Convegno a Genova per il centenario di Ente Bacini
    Genova
    La società è stata istituita il 19 febbraio 1925
    ››› Archivio
    RASSEGNA STAMPA
    Damen Mangalia Unionists Protest Friday Against Possible Closure
    (The Romania Journal)
    Govt. to woo top ten shipping liners in world for Colombo port expansion
    (Daily Mirror)
    ››› Archivio
    FORUM dello Shipping
    e della Logistica
    Relazione del presidente Nicola Zaccheo
    Roma, 18 settembre 2024
    ››› Archivio
    A febbraio il traffico dei container nel porto di Hong Kong è cresciuto del +9,1%
    Hong Kong
    Tuttavia, per la seconda volta negli ultimi 25 anni, il volume di carichi è stato inferiore al milione di teu
    Stabile il traffico delle merci nei porti greci nel terzo trimestre del 2024
    Pireo
    L'aumento dei volumi trasportati sulle rotte nazionali ha compensato il calo del traffico con l'estero
    Al container terminal di Vado Ligure una portacontainer da 21.000 teu a pieno carico
    Vado Ligure
    Approdata la Cosco Shipping Nebula che è lunga 400 metri
    UIR propone un tavolo permanente per lo sviluppo dell'intermodalità
    Verona
    Compito principale, quello di costruire un programma di finanziamento dei progetti
    Approvato il piano di ristrutturazione della compagnia spagnola Armas Trasmediterránea
    Las Palmas de Gran Canaria
    Respinto il ricorso dei creditori
    A febbraio si è accentuata la flessione del traffico delle merci nel porto di Singapore
    Singapore
    I carichi containerizzati sono ammontati a 27,4 milioni di tonnellate (-3,6%)
    Nel 2024 i ricavi di Accelleron hanno superato per la prima volta il miliardo di dollari
    Baden
    Utile netto in crescita del +63,1%
    Fincantieri ha consegnato la nuova nave Norwegian Aqua alla Norwegian Cruise Line
    Trieste
    Ha una stazza lorda di 156.300 tonnellate
    Parte la gara per il primo lotto della nuova rete di distribuzione dell'energia elettrica nel porto della Spezia
    La Spezia
    Intervento del valore di 36,9 milioni di euro
    Nel 2024 d'Amico International Shipping ha registrato un calo dei ricavi base time charter
    Lussemburgo
    Flessione del -7,6% sull'anno record precedente
    Nel 2024 i terminal portuali di Global Ports Holding hanno movimentato un traffico crociere record
    Istanbul
    I ricavi della società sono aumentati del +21%
    Nel primo bimestre del 2025 il traffico delle merci nei porti russi è diminuito del -5,7%
    San Pietroburgo
    In crescita solo i carichi in importazione
    Segna variabile tendente al bello l'ultima lettura del Goods Trade Barometer della WTO
    Ginevra
    Trasportounito proporrà il fermo nazionale dell'autotrasporto dal 31 marzo
    Roma
    Longo: dal Ministero risposte evanescenti e prive di qualsiasi contenuto
    L'introduzione degli standard ESG rappresenta una trasformazione profonda per le imprese portuali
    Roma
    Nel 2024 Attica ha registrato ricavi e performance operative record
    Atene
    In calo gli utili a causa degli oneri della fusione con Anek e dell'acquisto di quote di emissione
    Arrestato un uomo nell'ambito delle indagini per la collisione tra la Solong e la Stena Immaculate
    Southampton
    L'accusa è di omicidio colposo per negligenza grave
    - Via Raffaele Paolucci 17r/19r - 16129 Genova - ITALIA
    tel.: 010.2462122, fax: 010.2516768, e-mail
    Partita iva: 03532950106
    Registrazione Stampa 33/96 Tribunale di Genova
    Direttore responsabile Bruno Bellio
    Vietata la riproduzione, anche parziale, senza l'esplicito consenso dell'editore
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