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INTERNATIONAL WORKSHOP
Genoa - June 8-10, 2000



Topic area: A2 Maritime Transport and Ports

The measurement of port efficiency using Data Envelopment Analysis

V.F.Valentine and R.Gray (Corresponding author and speaker)

Institute of Marine Studies, University of Plymouth,
Drake Circus, Plymouth, PL4 8AA United Kingdom
Email: vvalentine@plymouth.ac.uk and rgray@plymouth.ac.uk
Telephone: +44 (0) 1752 232442
Fax: +44 (0) 1752 232406



Introduction

Understanding performance is a concept fundamental to any business, whether it is the measuring of achievements against set goals and objectives or, against the competition. Ports are no exception and it is only by comparison that performance can be evaluated. Ports are, however, a complex business with many different sources of inputs and outputs which makes direct comparison among apparently homogeneous ports seem difficult. The subject is further complicated by the various types of port ownership and organisational structures that exist throughout the world. During the last two decades the ownership of one of the most important trade entry points into any country, the seaport, has changed from being solely in the hands of national or local governments into, either wholly or partially, private hands. It is this change which is called privatisation that has attracted much interest from both academics and those working within the industry. This paper will look at how these seaports are owned and how their structure is organised to determine whether these factors have any relation to its performance. The results of this paper will help serve as a guide for governments, port administrators and port owners on the different ways they can structure their ports which may lead to greater efficiency.


Background

Privatisation is a concept rather than an actual definable process. The word came into being during the late 1960s and was later attributed to the UK government's reforms to ownership and operation of numerous companies managed by the state. Chapman (1990) has accredited Drucker (1969) as the author of the word 'privatization', in its American spelling. The actual process of implementing privatisation is not however a new concept. Neither can it be said to have originated in the UK. It was rather a christening of an established process, a renaissance of an earlier idea on the ownership and management of a company. What can be said is that the extent to which the UK government pursued this course of action certainly attracted attention from other countries which no doubt contributed to the sudden global desire to privatise during the 1980s. A comprehensive review of privatisation methods is given in Abdel-Fattah et al (1999).

Privatisation in developing countries is often the first phase in a process of industrial liberalisation and a move towards industrial progression. Viewed as this first step towards creating free trade it has therefore not surprisingly been a high priority for developing countries. It begins with the transferring of absolute control of industry away from the government to private partners with particular expertise. The reasons for this change are numerous but can be summarised as follows: improvements in efficiency through private sector management skills; enhancement of service quality through improved commercial responsiveness; reduction in the fiscal burden of loss making state enterprises or the need for the future subsidy; a reduction in the fiscal demands on central and local government through access to private sector capital; and additional revenue streams (Port Development International, March 1999).

More than 40 countries have committed to some form of port privatisation and more are likely to do so (Cass 1996). Some countries have rapidly progressed towards this goal of privatisation whilst others have been hindered by political, fiscal, labour or a general unwillingness to accept change.

One of the 'problems' with privatisation is the perception that it reduces jobs. Indeed, this is often the immediate reality in many industries that are privatised, as companies no longer have to accept restrictive employment practices. The longer term view that it creates efficiency, profitability and growth are not issues that are considered by those faced with the prospect of redundancy.


Ownership structure

Cass (1997) in his study of world port privatisation concluded that there were only really three types of port ownership, public, private or joint public/private. He points out that the most common type of port privatisation are (1) the sale of operating concessions, (2) joint public/private venture, (3) private orientated but port authority controlled operating subsidiaries, (4) the 'corporatisation' of government port agencies or (5) the dissolution of government owned cargo handling monopolies. The 'lock, stock and barrel' approach of Great Britain and New Zealand are the exceptions. The degree of public involvement is naturally dependent upon national ideology. Cass (1997) and Heikkila (1990) both state the examples of the United States where the municipal authority plays a major part in the operation of the port. Here ports compete against other ports along the coast for business. However, at the other end of the scale is Taiwan where the administration of the ports is centralised.

Boardman and Vinning (1989) found that different types of ownership structure, the state owned enterprises and mixed economies performed substantially worse than similar private companies. They concluded that there were performance differences between public and private companies in competitive environments and, that where there was a partial privatisation the performance was sometimes the worse. They cited that conflicting ideologies between the two different owners cause what they term 'cognitive dissonance'. However, Bos (1991) looked at what Tandon (1997) called the survey of all the surveys on the efficiency of public and private firms and came to the opinion that Boardman and Vinning (1989) were at direct opposing views with a previous study by Borcherding et al (1982). Tandon's (1997) explanation of these apparent conflicting views relies not upon the ownership structure but upon the market conditions in which they operate. Private firms are likely to be in a more competitive environment and thus more in tune with the need to be efficient than public enterprises that perhaps operate in a restrictive environment. He argues that in studies involving public and private firms in the same business, such as airlines, some private airlines are more profitable but on balance it is approximately equal. This research aims to see whether this is the case for ports.

Caves et al (1982) in looking at United States private railways and Canadian public railways concluded the Canadian public firm was more efficient. Tandon (1997) states that the process of identifying which approach is more efficient depends upon disentangling ownership from the effects of deregulation and competition. Everett and Robinson (1998) in their research into Australian port reform suggest that the corporization of some ports has not resulted in the liberalisation and the near private performance that was anticipated. Frech (1980) in looking at the role of property rights within the firm suggests that if the ownership structure is attenuated this leads to lower firm wealth and more nonpecuniary benefits. Thus, privatisation, by shortening the ownership structure should have an opposing effect. Likewise the organisation structure should also play a significant role by suggesting that simple structures be inherently more efficient than the more complex machine bureaucracy and divisional structures. De Alessi (1980) states that not only are government firms less efficient but are also less successful in satisfying the consumer's needs. Thus, efficiency of ports owned in a variety of ways needs to be measured and applied to a conceptual model in order to test these notions.


Organisational structure

Roe (1999) in looking at the newly privatised subsidiaries of the state owned Polish Ocean Lines observed that there was a desire to avoid control of the parent company and to change the organisational structure soon after privatisation. Mintzberg (1979) looked at organisational structures and reached the conclusion that there are essentially five different types of organisational structure. Simple, Machine bureaucracy, Professional bureaucracy, Divisional and Adhocracy. As far as ports are concerned only three of these seem to fit into the modern day port structure. First let us consider the options that do not fit. The adhocracy does not fit into the structure of any port because of its lack of rigidity. Suitable for software companies and film producers, its role within a port would likely lead to chaos. Ports require careful planning and development based upon what may be needed 10 or 20 years into the future. Without the rigidity of a formal structure each element in the chain would not know the whole picture, only the person at the top may see everything. Likewise the professional bureaucracy is not suitable in a port because of the routine and repetitive tasks that are commonplace within a port's day to day service. The professional bureaucracy is typical of industries that require highly professional people to perform routine tasks in an unsupervised manner such as solicitors and accountants. Whilst professional people are required in certain areas and qualified personnel needed to operate expensive and dangerous machinery, a professional bureaucracy would not be appropriate. This leaves us with the three remaining structures that are prevalent in the port industry, viz. simple structure, machine bureaucracy and divisional.

The simple structure is the most flexible, allowing separate divisions/departments reporting straight to the top decision-maker. As the name suggests it is usually the first stage through which a company progresses through in its evolution. In the conceptual model this has been chosen as the best description of a private port owner. This structure by its simplicity is therefore likely to be the most efficient.

The machine bureaucracy is characterised by its many departments reporting up a chain of command to a line manager before reporting to the top decision-maker. Because the decision making has to follow a long process before it reaches the top decisions tend to be slower. These structures tend to be found in government owned enterprises and hence the inclusion of port bodies and corporatisation in this category.

The divisional structure occurs when companies operate within large areas. Each department has to report to a regional office that in turn reports to a select group of managers before information is passed to the top decision-maker. This structure can be best seen in the municipal ports of the UK and the port societies of Chile. These divisional structures tend to operate where there are joint public/private enterprises or where conglomerates own the port.


Conceptual model

The use of models in looking at the organisational and ownership structures within the port industry is a necessity since the theory of organisation and ownership structure is abstract to the operation of the port. In order to see how the structure of the port can affect the efficiency of its operation the designing of models is imperative. The benefit of a conceptual model is that it enables real ports to be categorised and placed together according to their similarities. Ports that do not fit into the defined categories enable the research to be developed further by adapting the model and devising theories to take account of differences and previously unforeseen eventualities.

Using the three different types of organisation structure and the four different methods of ownership, mentioned earlier, it has been possible to create the following table (1). There are of course many different combinations of port ownership depending on the percentage of ownership by any of the categories, but essentially they can be broken down into ten categories.

Table 1 - Categories of port structures

Ownership StructuresOrganisational Structures
PublicPublic simple structure Public divisionalPublic bureaucracy
PrivatePrivate simple structure Private divisionalPrivate bureaucracy
Joint Public/PrivatePrivate/Public
simple structure
Public/Private divisionalPrivate/Public
bureaucracy
MixedMixed Public/Private/Municipal

By using the above ten categories of ports the conceptual model seen in figure 1 has been designed. One of the findings reached by this work is that the organisational structure of ports varies considerably throughout the world making it difficult to place certain ports into specific categories. Into this model were placed a random selection of ports to illustrate its applicability to the real world.

Ports may be divided into three distinct types of organisations, the first is the private simple structure, that of the wholly owned private company. This relates to the singly owned private port such as Boston, UK. The next is the public/private divisional structure which includes ports such as Portsmouth. The third type of port ownership listed is the machine bureaucracy which in terms of ports relates to the corporatisation which is present in South Africa and Singapore. The corporatisation is in effect a public concern which is due to be privatised within the near future, it is commonly the stage before privatisation.

Figure 1 - Ownership and organisational structure applied to ports



It is possible that the labelling itself may lead rise to opposition from within the industry because of the language used. To label a port such as Singapore as a machine bureaucracy will no doubt cause contention within its management, since the term machine bureaucracy tends to denote a rather old fashioned and inefficient structure. However, the port of Singapore rates as the largest in the world in terms of container throughput with figures that consistently year after year compete with its strong and next biggest competitor Hong Kong.

However, in the context of organisational theory, the term is not a derogatory label but refers to a system marked by pronounced procedures and regulations with the regularity and functionality of a clockwork machine.

The relationship between both the structure of the organisation and it ownership has a direct influence on the decisions made by the company. This is therefore seen as an input into an equation with the output being efficiency. The research associated with this paper sets out to establish whether the input functions have a bearing upon the final output, namely does structure, whether organisational or ownership affect efficiency. The results so far indicate that it does. This has been further compounded by other research such as Boardman and Vinning (1989).


Technique

Data Envelopment Analysis (DEA) is an established statistical technique which measures the relative efficiencies of units where simple efficiency measures are difficult to obtain (Farrell 1957; Charnes et al 1978). The main attraction of DEA is that it can deal with multiple inputs and outputs. The units in any DEA assessment are generally homogeneous and independent units performing the same function, and it is of most use where there are a large number of units providing an 'identical' service in relative isolation (Szczepura et al 1992). DEA was first developed as a way of measuring service units by Charnes et al. (1978). The model has since been added to and developed over the years. Warwick Business School in the UK has pioneered the research and are regarded as one of the leading institutions working in this field. DEA has been successfully used in airports, local government authorities, courts, hospitals general medical practices and bank branches to test efficiency where there are multiple centres of inputs and outputs. Its application to the port industry would therefore appear to be ideal. As far as the authors are aware there have been no studies using DEA within actual seaports. However, Roll and Hayuth (1993) state that DEA is a most suitable tool for measuring port efficiency, although they have only applied it hypothetically.

Sachish (1996) looked at the different techniques for measuring productivity and confirmed DEA's usefulness. However his research adopted an engineering method to take account of the technological investments when looking at the efficiency of Israeli ports. Various other studies have been made using the assessment of productivity based upon output per worker (DeMonie 1987), output per wharf (Frankel 1991) whilst others use production functions, (Kim and Sachish 1986, DeNeufville and Tsunokawa 1981). Gillen and Lall (1997) looked at airport terminals and chose two outputs, number of passengers and pounds of cargo. They chose six inputs, number of runways, number of gates, terminal area, number of employees, number of baggage collection belts and number of public parking places. They conclude that the number of gates has the most overall affect upon efficiency. In terms of ports, gates, which facilitate the loading of the cargo could be equated to loading cranes and runways to berths.

Efficiency can simply be expressed as a ratio of output to input provided that the product only produces one output. However, as most institutions produce multiple outputs from multiple inputs each variable must be given a weighting to produce a more accurate result. Efficiency then begins to resemble the sum of weighted outputs over the sum of weighted inputs. As the method of weighting can be biased towards one particular outcome, the DEA technique allows for each weighted input/output to be seen in its most favourable light. The number of variables entered into the formula cause for there to be more of a discriminatory power of DEA. This means that the more variables included into the equation may lead to a lack of emphasis on particularly important piece of data. Therefore Szczepura (1992) argues the number of variables should be kept to as low as possible. However, by weighting the variables it is still possible to reduced this limitation and include more variables.


Findings

For the purpose of this research data has been collected from 21 container ports in the Cargo Systems Journal 1999 list of top 100 container ports. The plan is eventually to obtain data for all 100 ports. The ports chosen for this preliminary study were those that either provided adequate statistics on their web sites or who responded for a request for information. The raw data collated for analysis by DEA as inputs and outputs is shown in Table 2

Table 2 Inputs and Outputs

OutputOutput InputInput
PortContainers Total throughputUS$- Assets Quayage (m)
Auckland499,285 4,200,000165,137,688 6,046
Charleston1,277,514 10,270,000520,402,000 3,844
Goteborg51964230,394,000 205,506,78811,955
Halifax435,425 13,173,35359,500,633 5,948
Houston968,169 169,100,000740,542,000 24,648
Jacksonville753,823 7,377,000549,394,000 12,728
Johor460,00019,322,363 208,379,7722,665
Liverpool487,000 33,000,000429,558,525 18,785
Long Beach4,100,000 60,800,0002,215,034,000 18,182
Los Angles3,378,218 82,126,6242,431,141,000 13,758
Melbourne1,044,000 42,108,000234,733,746 12,969
Miami860,0005,850,000 452,124,2195,686
Montreal932,701206,000,000 185,684,20015,537
New York/Jersey2,465,993 56,000,0003,505,136,000 9,000
Penang510,30716,480,000 119,060,6203,388
Port Klang1,820,018 40,000,00088,396,401 5,973
Rotterdam6,010,000 315,000,0001,418,117,624 77,000
Seattle1,544,00013,000,000 2,635,262,00022,912
Southampton846,257 35,000,0001,604,014,008 10,053
Sydney801,08116,450,000 219,119,7805,888
Vancouver800,000 71,405,000361,969,878 11,243

This above raw data has been computed using the DEA technique mention earlier. The two columns labelled outputs and the two columns labelled inputs have been compared with each other to produce a table of relative efficiency. This table of relative efficiency is shown in Table 3. However, it must be stressed that this is not an absolute efficiency measurement and that those ports that are at either end of the scale can neither be said to be efficient or inefficient. The results merely show that the ports can be ranked in order to show which ports achieve a greater throughput with the minimum of assets and least berth space, i.e. quayage. In order to achieve an absolute efficiency rating additional data needs to be included within the equation. Such additional data would have to include all the port's outputs such as number of passengers; amount of general, liquid, bulk or other type of cargo that pass through the port as well as other inputs, such as number of employees or cranes utilised.

Table 3 shows that in terms of container ports the Port Klang along with Johor and Charleston rate amongst the highest of this sample. These figures are capped to ensure that the ceiling of relative efficiency of any port does not exceed 100%. However if the scale is not adjusted then Port Klang has a score of 110.23 whilst Johor stands at just 110.13 and Charleston 109.07. This therefore denotes that these ports main specialisation is likely to be in containers.

Table 3 - Relative efficiency of ports

RankRelative Efficiency rating Port
1100PORT KLANG
2100JOHOR
3100CHARLESTON
492.28NEW YORK/JERSEY
591.77HOUSTON
687.16LOS ANGLES
784.96VANCOUVER
870.85LONGBEACH
967.73PENANG
1054.72ROTTERDAM
1146.84SOUTHAMPTON
1245.51MIAMI
1344.27SYDNEY
1443.82MELBOURNE
1534.01GOTEBORG
1631.16HALIFAX
1724.91AUCKLAND
1823.50LIVERPOOL
1920.33SEATTLE
2019.78MONTREAL
2118.02JACKSONVILLE

The figures for Asian ports may be distorted by the fact that they include within the equation the asset value converted to USD. Due to the difference in land values and the value of assets in general Port Klang would naturally be expected to rate more favourable than a port in the West where land and other goods are relatively more expensive. Therefore by including assets within the equation it is likely that a port situated in the East would achieve a higher ranking than a port in the West. Thus the position of Jacksonville at position (21) at the bottom of the scale does not mean that this port is inefficient but does highlight that this port has a higher asset value than say, Vancouver, which has approximately the same container throughput but ranks at position (7).

Indeed in terms of valuation the port of Seattle, ranked at position (19), is equivalent to almost 30 ports the size of Port Klang and 8 ports the size of Houston (5). The results of this test therefore show that assets valuation is a questionable raw input in the equation. However by adjusting the asset figure to reflect the economic situation of the country by say, comparing it to the Gross Domestic Product (GDP), it should be possible to compare ports from different countries. This method will be left open for further research but meantime another way to compare ports in different countries is to use a measurement that can cross national barriers and exchange rates. The method which has been chosen for this research is to include the size of the port by using the length of berth against the same outputs. It however should be noted that the results may be misleading since by utilising in the equation container traffic it assumes that this is the port's sole activity. The results do not allow for the number of passengers or quantity of bulk or liquid cargo that is handled by the port. Consequently Miami receives a rating below fifty percent which does not reflect the several millions of passengers that transit the port each year.

However using these ports as a guideline and ignoring the limitations of the present data the next stage of assessment is to analyse the data in terms of ownership and organisational structure. As a guide figure 2 shows the sample ports results placed into the conceptual model using just ownership structure. Further research needs to be undertaken on the organisational structure of these ports in order to utilise the model for its intended purpose. The numbers contained with the diagram indicate the average efficiency of ports in that particular category. The most efficient ownership structure is indicated to be joint private/private at an average of 58.5, followed by private ports at 56.78 and lastly publicly owned ports at 51.26. It must be stressed that in order to see whether this is indicative of the port industry more ports will need to be examined.

Figure 2



Conclusion

This research has shown that organisation theory and ownership structure can be incorporated into a conceptual model of the port industry that can in itself enable a simple comparison of the efficiency of differing patterns to be made. The research has highlighted the need for additional inputs into the equation as well as emphasising the limitations of using assets as an input. Data which knows no national boundaries such as size of the port, length of berth and the primary function of the port need to be included in order to compare ports on an equal basis. However, the results have shown that DEA's ability to handle multiple inputs and outputs combined with the ability to add weights will allow for a meaningful analysis to be accomplished.


References

Abdel-Fattah, N, Gray R., Cullinane S. (1999) Road freight and privatisation: the case of Egypt, Ashgate, Aldershot

Boardman, A.E. and Vining, A.R. (1989) Ownership and performance in Competitive Environments: A comparison of the performance of Private, Mixed and State-owned Enterprises, Journal of Law and Economics, Vol. 32, pp 1-33

Borcherding T.E., Pommerehne, W.W. and Schneider, F. (1982) Comparing the efficiency of Private and Public Production: A Survey of the Evidence from Five Federal Stated, Zeitschrift fur Nationalokonomie/Journal of Economic Theory: Public Production, Suppl.2, pp 127-56

Bos, D. and Nett, L. (1991) Employee share Ownership and Privatisation: A comment, The Economic Journal, Vol. 101, pp 966-969

Cass, S. (1996) Port Privatisation, Cargo Systems, IIR Publications Ltd., London

Caves, D.W., et al (1982) Economic Performance of U.S. and Canadian Railroads, In Managing Public Enterprises, edited by Stanbury, W.T. and Thompson, F., Praeger, New York

Charnes, A., Cooper, WW and Rhodes, E (1978) Measuring the Efficiency of Decision Making Units, European Journal of Operational Research, Vol.2, No.6, pp 429-444

De Alessi, L. (1980) The Economic of Property Rights: A Review of the Evidence, In Research in Law and Economics, Vol. 2, edited by Zerbe, R.O., JAL, Greenwich, Conn., pp 1-47

DeMonie, G (1987), Measuring and Evaluating Port Performance and Productivity, UNCTAD Monographs on Port Management, Geneva

De-Neufville, R and Tsunokawa, K. (1981) Productivity and returns to scale of container port, Maritime Policy and Management, Vol. 8, No. 2, pp121-129

Everett, S. and Robinson, R. (1998) Port reform in Australia: issues in the ownership debate, Maritime Policy and Management, Vol. 25, No. 1, pp41-62

Farrell MJ (1957) The measurement of productive efficiency, Journal of Royal Statistical Society, Vol. 120 pp253-281

Frankel, E.G. (1991) Port Performance and Productivity Measurement, Port and Harbours, Vol. 36, No.8, pp 11-13

Frech H.E. (1980) Property Rights, the Theory of the Firm, and Competitive Markets for Top Decision-Makers, In Research in Law and Economics, Vol. 2, edited by Zerbe, R.O., JAL, Greenwich, Conn., pp49-63

Gillen, D. and Lall, A. (1997) Developing Measures of Airport Productivity and performance: An Application of Data Envelopment Analysis, Transportation Research -E, Vol.33, No.4, pp261-273

Heikkila E.J. (1990) Structuring a national system of ports, Portus, Vol. 5 (3), pp19

Kim, M and Sachish, A. (1986) The Structure of Production, Technical Change and Productivity in Port, Journal of Industrial Economics, Vol. 35, No. 2, pp 209-223

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En el tercer trimestre de 2023 el tráfico de mercancías en los puertos de la UE disminuyó un -6,5%
Luxemburgo
Las cargas al aterrizar y al embarque bajaron un -7,2% y -5,4%, respectivamente.
La actuación de Bureau Veritas en el sector del transporte marítimo y offshore está creciendo.
París
Registro de la cartera de pedidos y el valor de flota en la clase
Aprobado el presupuesto de 2023 de la AdSP del Mar Tirreno del Norte
Livorno
El año pasado el número de trabajadores portuarios en Livorno y Piombino disminuyó en 46 unidades al caer a 1.767, de los cuales 1.499 estaban operando (1.632 en 2022) y 268 administrativos (181)
El Grupo MSC presenta una oferta para comprar el Gram Car Carriers, el tercer mayor operador del mundo en el segmento PCTC
El Grupo MSC presenta una oferta para comprar el Gram Car Carriers, el tercer mayor operador del mundo en el segmento PCTC
Oslo
La propuesta, por valor de unos 653 millones de euros, fue aceptada por la Junta de la compañía noruega y sus principales accionistas.
En el sitio de construcción Fincantieri en Marghera el varo del crucero noruego Aqua noruego
En el sitio de construcción Fincantieri en Marghera el lanzamiento del crucero Noruega Aqua
Trieste/Miami
Tiene 322 metros de largo y tiene un arqueo bruto de 156.300 toneladas
Paolo Guidi ha sido nombrado director general de CMA CGM Italia
Marsella
El primero de mayo se hará cargo en Romain Vigneaux
HHLA adquirirá el 51% del capital de la compañía de transporte intermodal austriaco Roland Spetion
HHLA adquirirá el 51% del capital de la compañía de transporte intermodal austriaco Roland Spetion
Hamburgo
Su red conecta puertos en Hamburgo, Amberes, Bremerhaven, Koper, Rotterdam y Trieste.
La tendencia bajista de Kuehne + Nagel en el desempeño económico continúa.
La tendencia bajista de Kuehne + Nagel en el desempeño económico continúa.
Schindellegi
En crecimiento la manipulación de volúmenes de transporte marítimo y aéreo
ESPO señala las cuestiones que deben abordarse para permitir a los puertos europeos afrontar los próximos retos
Bruselas
Memorándum de cara a las elecciones europeas de junio
El Puerto de Barcelona ha establecido nuevos registros históricos de tráfico de contenedores mensual y trimestral
El Puerto de Barcelona ha establecido nuevos registros históricos de tráfico de contenedores mensual y trimestral
Barcelona
Hasta marzo de 2024, se gestionaron 348mila teu (+ 34,3%), de los cuales 154mila en transbordo (+ 63,9%) y 194mila en importación-exportación (+ 17,4%)
Fincantieri ha entregado el nuevo crucero Reina Ana a Cunard
Monfalcona
Concordancia con Princess Cruises el aplazamiento de la entrega del Star Princess
Asociaciones internacionales de transporte marítimo piden ayuda en la ONU para proteger el transporte marítimo
Londres
Se solicitó una mayor presencia militar, misiones y patrullas. El mundo -escriben en una carta a Guterres-estaría indignado si cuatro aviones de línea fueran incautados.
En febrero, el tráfico marítimo en el Canal de Suez disminuyó un -42,8% por ciento.
En febrero, el tráfico marítimo en el Canal de Suez disminuyó un -42,8% por ciento.
El Cairo
El tonelaje neto del naviglio bajó -59,8% por ciento. Reducción drástica del -53% del valor de las tasas de tránsito
El Consejo Mundial de Navegación señala a la UE la manera de apoyar la economía y el comercio
Bruselas
Butler: Instamos a la Unión a trabajar conjuntamente con nosotros para salvaguardar un sector marítimo sostenible, competitivo y seguro.
En Noruega, la construcción de los dos mayores transbordadores de hidrógeno del mundo
En Noruega, la construcción de los dos mayores transbordadores de hidrógeno del mundo
Brønnøysund/Gursken
Orden de la empresa Torghatten en el astillero Myklebusto
Inaugurado el camino de conexión con las nuevas áreas del puerto de Piombino
Sumir
La infraestructura costó 10,1 millones de euros.
Las dificultades del primer trimestre del año para Finnlines
Helsinki
Aumento acentuado de los costes operativos
En 2023, el volumen de negocios de Fercam disminuyó un -6%
Bolzano
Establecida una empresa en Lituania
ICTSI registra un rendimiento económico trimestral récord
Manila
En el primer trimestre de este año, el tráfico de mercancías en los puertos albaneses aumentó un 3,4% por ciento
Tirana
Los pasajeros disminuyeron un -1,9%
Acelerar los tiempos para hacer el puerto del Spezia y su retropuerto la primera ZFD
El Spezia
Piden agentes marítimos, oficiales de aduanas y transitarios
Servicio de enrutamiento aéreo y de pasajeros en los puertos de Olbia y Gulf Aranci
Cagliari
Será gestionado por el Roman Italpol Servicios Fiduciarios
Decisión de bajar -15.1% por ciento de los bienes en el puerto de Taranto en el primer trimestre
Taranto
Las cargas en el aterrizaje disminuyeron un -21,0% y las de embarque de -8,7%
Este año se celebrará en Padua el foro nacional del transporte ferroviario de mercancías Mercintrain
Padova
Tendrá lugar dentro del ámbito de la Exposición de Logística Verde
Inaugurado en Safaga, Egipto, una fábrica para la construcción de remolcadores
Safaga
Diez unidades navales serán llevadas a cabo para la Autoridad del Canal de Suez
PROXIMAS SALIDAS
Visual Sailing List
Salida
Destinación:
- orden alfabético
- nación
- aréa geogràfica
Nuevo servicio Italia-Libia-Egipto de Tarros y Mesina
El Spezia/Génova
Se inaugurará a mediados de junio y se hará con dos barcos
Mañana PSA Venecia abrirá la terminal veneciana a la comunidad portuaria y la ciudad
Venecia
Hannibal planea activar un enlace ferroviario entre Italia, Hungría y Rumanía
Melzo
Se inaugurarán dos rotaciones semanales para finales de 2024.
Aprobado el presupuesto consuntivo de 2023 de la AdSP de Tirreno Central
Nápoles
Annunziata: los próximos años, fundamentos para finalizar la inversión europea del PNRR
Sensible aumento de la producción y venta de cajas secas CIMC
Hong Kong
La empresa china responde al crecimiento de la demanda
Aprobado el presupuesto consuntivo 2023 de la AdSP del Sur Tirreno y Jónico
Alegría Tauro
6 de mayo reunión en el MIT sobre el futuro de la Gioia Tauro Agencia Portuaria
El presupuesto de 2023 del East Ligure Sea AdSP muestra un superávit primario de seis millones
El Spezia
En el año nuevas inversiones de alrededor de 17 millones de euros
El beneficio neto trimestral de Cargotec a 81,2 millones (+ 11,8%)
Helsinki
En los primeros tres meses de 2024, los ingresos cayeron un -1,7% por ciento.
La tendencia negativa del desempeño económico del ONE continúa, menos marcada.
La tendencia negativa del desempeño económico del ONE continúa, menos marcada.
Singapur
En los primeros tres meses de 2024 las mercancías en contenedores transportados por la flota aumentaron en 15,6%
El Mesina Genovese ha tomado la entrega del barco más grande en su flota
Génova
El "Jolly Verde" es un buque contenedor de 6.300-teu
La inclusión del puerto de Civitavecchia en la red principal de la red RTE-T es definitiva.
Civitavecchia
El miércoles el OK del Parlamento Europeo
En 2023, las mercancías transportadas por Rail Cargo Group disminuyeron un -11%.
Viena
Ingresos en declive de -1,8%
Crecimiento trimestral sostenido de los nuevos pedidos adquiridos por Wärtsilä
Helsinki
En los primeros tres meses de este año, los ingresos del grupo cayeron un -9,8% por ciento.
DIS ordena dos nuevos petroleros más nuevos LR1
Luxamburgo
Nuevos compromisos en la Jiangsu New Yangzi Shipbuilding Co.
Un buque contenedor de MSC dirigido con misiles y drones en el Golfo de Adén
San'a ' Portsmouth
Ningún daño al buque ni a la tripulación
Aprobado el presupuesto consuntivo 2023 de la Central Adriática AdSP
Ancona
En el primer trimestre de 2024 las órdenes de los medios portuarios producidos por Konecranes cayeron un -51,6%
Hyvinkää
Grimaldi ha tomado la entrega del ro-ro polivalente Gran Abiyán
Nápoles
Es el cuarto de seis barcos de clase "G5"
Baltimore atribuye al propietario y al operador del buque Dali la culpa del colapso del puente de llaves
Baltimore
Se habría establecido la disfunción a la fuente de alimentación a bordo que causaría un apagón
Grimaldi e IMAT han renovado el acuerdo quinquenal para la formación de tripulaciones
Castel Volturno
Centrarse en las nuevas tecnologías instaladas a bordo de los buques
El rendimiento económico trimestral de DSV sigue disminuyendo
Heddesheno
En el primer trimestre de este año, el valor del beneficio neto disminuyó un -27,2%
Aprobado el presupuesto consuntivo 2023 del AdSP del Mar de Cerdeña
Cagliari
Un superávit de la administración de 530 millones de euros, de los cuales más de 475 atados por obras en curso
Las importaciones estadounidenses de mercancías peligrosas han sido penalizadas durante la pandemia.
Washington
Encuesta de la Oficina de Responsabilidad Gubernamental
En 2023, el Interport de CEPIM-Parma registró un crecimiento del 6,8% del valor de la producción.
Bianconeses de Fontevivo
Beneficio neto di788mila euro (+ 223,2%)
PUERTOS
Puertos italianos:
Ancona Génova Rávena
Augusta Gioia Tauro Salerno
Bari La Spezia Savona
Brindisi Liorna Taranto
Cagliari Nápoli Trapani
Carrara Palermo Trieste
Civitavecchia Piombino Venecia
Interpuertos Italianos: lista Puertos del mundo: Mapa
BANCO DE DATOS
Armadores Reparadores navales y astilleros
Expedicionarios Abastecedores de bordo
Agencias marítimas Transportistas
MEETINGS
Mañana en Livorno una conferencia sobre la historia del puerto de la ciudad
Livorno
Se hablará de la arquitectura, el comercio y la política entre el XVI y el siglo XX
El 11 de abril comenzará la sexta edición de las "Jornadas Portuarias italianas".
Roma
También este año el proyecto se ha dividido en dos sesiones: la primera en la primavera y la segunda del 20 de septiembre al 20 de octubre.
››› Archivo
RESEÑA DE LA PRENSA
Iran says MSC Aries vessel seized for 'violating maritime laws'
(Reuters)
Le transport maritime national navigue à vue
(Aujourd'hui Le Maroc)
››› Reseña de la Prensa Archivo
FORUM de lo shipping y
de la logística
Relazione del presidente Mario Mattioli
Roma, 27 ottobre 2023
››› Archivo
En el primer trimestre de 2024, los ingresos del Grupo UPS cayeron un -5,3%.
Atlanta
Beneficio neto-41,3%
Grendi ha perfeccionado la compra del barco Wedellsborg
Milán
Se renombrará con el nombre de "Grenching Futura"
Grimaldi consolida su presencia en China con nueva sede en Shanghai
Nápoles/Shanghai
Inaugura las oficinas de la Agencia naviera Grimaldi Shanghai
Aprobado el presupuesto consuntivo de 2023 del Western Ligure Sea AdSP
Génova
La nueva dotación de la planta orgánica de la institución prevé 50 contrataciones, incluyendo tres puestos directivos.
Primera planta para la distribución de GNL y GNC a los vehículos en el puerto de La Spezia
El Spezia
Se ha instalado en ubicaciones de Stagnoni
Acuerdo entre MSC, MSC Foundation y Mercy Ships para la construcción de un nuevo buque hospital
Ginebra/Lindale
Mañana en Livorno una conferencia sobre la historia del puerto de la ciudad
Livorno
Se hablará de la arquitectura, el comercio y la política entre el XVI y el siglo XX
Acuerdo de Asociación-STI Academia G. Caboto para la formación en los sectores marítimo, portuario y logístico
Roma
En el primer trimestre de 2024, el puerto de Algeciras manejó 1,2 millones de contenedores (+ 8,1%)
Algeciras
El tráfico de bienes en general aumentó un 3,3%
En los tres primeros meses de este año en Valencia, el tráfico portuario de contenedores creció un 12,1% por ciento.
Valencia
En marzo, el incremento fue de 15.7% por ciento.
El Spezia y Carrara tratan de romper el campanario y solicitar la cooperación en los puertos de Génova y Savona
El Spezia
Resumen: Es necesario presentarse en el mercado como un sistema coordinado
Suiza y Suiza cortaron el comercio entre Italia y Suiza.
Bern
En los primeros tres meses del descenso de 2024 en las exportaciones suizas. Importaciones estables
Puerto de Nápoles, la huelga del ferry rápido Isla de Procida contra un muelle
Nápoles
Cerca de treinta heridos leves entre los pasajeros
Convocado para el 23 de abril una reunión en el MIT sobre ex trabajadores portuarios del TCT
Taranto
Los sindicatos habían solicitado una aclaración sobre el futuro de los 330 miembros de la Agencia de Trabajadores Portuarios de Taranto.
El muelle exterior de Levante del puerto de Arbatax ha vuelto completamente operativo
Cagliari
En agosto de 2020 había sido gritado por el ferry "Bithia"
El Puerto de Los Ángeles cerró el primer trimestre con un crecimiento del 29,6% por ciento en el tráfico de contenedores
Los Angeles
Se espera una continuación de la tendencia positiva
Estable el valor de los ingresos de ABB en el primer trimestre
Zúrich
Los nuevos pedidos han bajado un -5.0% por ciento. A finales de julio Rosengren dejará la posición de CEO en Wierod
La crisis de la Cooperativa Sole Trabajadores de Porto Flavio Gioia oficializada en instituciones y sindicatos
Salerno
USB Mare y Porti, lo que está pasando en el puerto de Salerno es el resultado de la presión de los armadores
Euronav vende su propia empresa de gestión de buques a Anglo-Eastern
Amberes/Hong Kong
Gestiona la flota de buques cisterna de la empresa de Amberes
Génova Construcción de la construcción naval ha adquirido una barcaza sumergible de la capacidad de carga de 14.000 toneladas
Génova
También se puede emplear como una cuenca flotante para el varo de artefactos de hasta 9.800 toneladas
Venice Cold Stores & Logistics obtiene la calificación de depósito fiscal para vinos y espumosos
Venecia
Ampliación de los servicios ofrecidos a las empresas del sector vitivinícola
Gasparato insta a eximir a la propiedad de los interpuertos del pago del Imu
Nola
El Presidente de la Unión Interports Reunidos advirtió que con los sitios de construcción del PNRR la intermodalidad ferroviaria está en riesgo
- Via Raffaele Paolucci 17r/19r - 16129 Génova - ITALIA
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