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03 October 2025 - Year XXIX
Independent journal on economy and transport policy
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FORUM of Shipping
and Logistics


Special Interest Group on Maritime Transport and Ports
a member of the WCTR Society

INTERNATIONAL WORKSHOP
Genoa - June 8-10, 2000



Dedicated containers terminals:
costs and benefits from a port perspective



Drs Benacchio - University of Genova
Drs Cariou - University of Nantes
Professor Haralambides - Erasmus University of Rotterdam


Abstract

One of the main trends during the last ten years is the emergence of container dedicated terminal in ports. This paper tries to analyse the reasons that could explain this new trend and the implications from the port point of view. A first section presents an overview of the dedicated terminals in the world and underlines that a general definition of a dedicated terminal is difficult to find. A second section stresses through the use of a generalised port cost function that one of the main factor that could explain the emergence of dedicated terminals can be the increasing gap between port and shipping lines objectives. Finally, a third section analyses, through the use of a simple queuing model, under which assumptions a dedicated terminal could be a "win-win" strategy for both port and shipping lines.



Introduction

The move to dedicated terminal is not a new one in port activities. In bulk shipping for example, the need for special infrastructures, the safety regulation… have already implied the segmentation of port area by activities between liquid terminals, bulk terminals…

The development of containerisation and its impact on the organisation of ports during the sixties also leads to a spatial differentiation between container terminal area, and others terminals ([1], [2]). The emergence of dedicated terminals is not therefore referring to the specialisation of terminals that already exists, but rather to a new trend that leads to the discrimination within a container terminal between users. The emergence of dedicated terminals arises in a period of horizontal consolidation between ship-owners and of vertical agreements ([3], [4], [5], [6], [7]). This evolution is mainly a consequence of the requirement from shippers of a higher geographic coverage and a better "supply chain management" ([8], [9], [10], [11]).


1. The definition and emergence of dedicated terminals

A dedicated terminal can refer to a geographic location, the use of facilities for a defined part of a terminal, to a temporal exclusivity, the use of facilities for a certain period, and usually both. The scope of a dedicated terminal can for example implied the exclusivity for a shipping line of quay, berth, stacking area, railway connections… within port and is difficult to generalise. In a sense, the use of "windows" for containerships already represents a time-limited dedicated terminal.

Scope of dedicated terminals

An other difficulty with the definition of a dedicated terminal arises from the definition of the content of the contract. For example, what are the equipment (cranes, straddle carriers…) and for which duration, the contract takes place?

A unique definition of a dedicated terminal in container industry is therefore difficult to reach. It implies a private contractual commitment between the port operators that could be a stevedoring company and/or a port authority, and the port users i.e. the shipping lines.

This private contract can lead the Liner Company to do the stevedoring by itself (see for example Maersk in Algeciras and Rotterdam) or to let a stevedoring company to run the terminal (MSC and CP Ships with Hessenatie in Antwerp for example).

A way to analyse the emergence of dedicated terminals is through the analyse of their locations. Figure 1 presents some examples of dedicated terminals in Asia, North America and Europe in 1998.

Figure 1: Main dedicated terminals in Northern America, Asia and Europe


Source: Bank of Japan, Containerisation International, Lloyd's List

The main common element when facing the emergence of dedicated terminals is their strategic location. Two components have to be considered: the strategic geographic location on the main trades or in interconnecting points between East-West and North Trade; the strategic location in the network of the shipowners.

It appears that to be one of the biggest ports in the world in terms of throughput is an important but not a sufficient condition for the development of a dedicated terminal. Evergreen or Maersk for example initially decided to develop a dedicated terminal in Sines or in Algesiras not because they were the biggest ports in the world, but because they were to become one of the most important ports in the organisation of their own network.

The next section discusses some of the reasons that could explain the emergence of dedicated terminals and underlines some implications from a port point of view.


2. Cost and benefit from a port point of view

A way to analyse the demand by shipowners of dedicated terminals can be through the use of the generalised port cost function. The generalised port cost function integrates the value of time for users and shows the gap between the level of traffic that minimises the cost for port (q02) and for the port and the shipowners (q01).

Due to the high level of fixed cost for the port, as long as the throughput is increasing, the cost per ton is going to decrease till a certain point where the congestion costs imply an increase in the average cost. For the ship, the value of time in port is going to increase with the size of the vessel and the kind of cargoes it carries [11].

Figure2: Effect of the increase in vessel size

A direct consequence of the growth in vessel size that has occurred during the last ten years ([12], [13]) can be seen in the increase of the value of ship time cost in port (from Ship time cost 0 to 1 in the figure). This increase induces a wider gap between port and shipowners objectives (q02 - q11 > q02 - q01).

From this relation, it can be stressed that for the shipowners who aim at minimising the ship time cost, the use of a dedicated terminal can be a way to control the previously exogenous factors that play on the time in port for the ships. The dedicated terminal gives the shipowners the opportunity to reduce the expected impact of queuing time in port, to minimise the impact of a delay in the arrival of its vessels, to plan in a more efficient way its schedule, and notably to co-ordinate mother and feeder vessels. The willingness for shipowners to "secured" space and time within a terminal can not solely be motivated by physical aspects. The fear for example of information sharing and the need to protect confidentiality could also lead to a demand for dedicated terminals.

The development of dedicated terminals is therefore generally present as the consequence of a higher shipowners' pressure on port.

At the same time, the emergence of dedicated terminals can also be seen as an attractive factor of competition among smaller ports. Evergreen chose for example Sines (Portugal) and Tarento (Italy) because of the possibility to create dedicated terminals in those ports rather than in ports close to full capacity.

It can be also argued that, over a certain level of throughput q02, the cost per ton is going to increase. Under the assumptions of a level of traffic higher than this breakeven point and of fixed capacity in the short run, the reduction in occupancy rate does not automatically imply a loss for a port.

Furthermore, the pressure on ports implied by the consolidation of shipowners can not be analysed as a pure exogenous factor for a port. Its ability to undertake for example new investments, new railway connections or inland terminals can reduce the gap between shipowners and port' operators objectives. Therefore, the need of shipowners to secure space and time can also be fulfilled by port operators' actions.

Finally, it appears that the stevedoring companies and the port authorities also play an important role in the emergence of dedicated terminals. They arose in a general context of worldwide investments in new capacities and disengagement of public funding (port authorities, regional, state). In order to secure investments, the new concession tenders take into account the possibility from potential operators to bring goodwill (see for example the concession in Antwerp for MSC/Hessenatie, CP Ships/Hessenatie) and are also encouraging stevedoring companies to choose for dedicated terminals.


3. The dedicated terminal: conflicting or common interest?

A way to show the trade off between shipowners' and port operator' objectives in the emergence of dedicated terminal is through the use of the Queuing Theory ([14], [15]).

In a general queuing theory system, the occupation rate is defined according to the probability of arrival rate λ and service times μ (usually, a Poisson distribution). In the simplest case (one stage, infinite queue and First In First Out), we can consider the choice for a port to keep a multi-user terminal with m servers, or to split the terminal with (d) dedicated servers and (m-d) multi-user servers.



From the port's point of view, the effect of moving from the first situation (pure multi-user) to the second one (multi-user and dedicated) is equivalent to comparing the occupation rate for the first (1) and the second (2) case with:


(1)

If we assume that the service rate is not going to change with the numbers of servers (constant economies of scale on services rates), and if the split of ships follows the repartition of servers between (m-d) and d then:


(2)

Under the assumptions of constant returns to scale for service rates and a perfect repartition of the number of vessel on servers, the port is therefore indifferent between a multi-user option and one to dedicate a server within the terminal. The situation is not indifferent for the shipowner calling at the dedicated and the multi-user terminal however, as long as their waiting time is higher in the second case.

The most important feature is therefore to discuss the assumptions of the previous case, in order to know when the port and the shipowners, the ones who use the dedicated and the ones who used the multi-user terminal, are not indifferent between the two situations.

The first assumption is that service times are going to remain the same when using one berth, two berths or m berths (μdm-dm). This assumption is challenged by some theoretical and recent empirical studies ([1], [2],[16], [17]). If economies of scale are continuous over the range of throughput, i.e. μdm-dm, the occupation rate for port with the introduction of a dedicated is going to decrease with the magnitude of the losses in port efficiency (service time μ). The assumption of constant economies of scale can be considered in a pure transhipment terminal where the economies of organisation implied by a better co-ordination between mother and feeder vessels could be more important that the diseconomies of scale coming from the reduction of the size of the terminal.

An others interesting case to discuss is that the total queuing waiting time can be reduced if it implies in the same time, a reduction in the variance of service [2]. In a general case, if the variance s is negatively exponentially distributed, var. (s) is s² and the global queuing time is (q) then:


(3)

If it is assumed that V(s) = 0, the waiting time can be reduced by half, and the interest of a dedicated terminal can become more accurate for the ship-owner using the dedicated terminal.

Table 1 shows, in the case of SeaLand dedicated terminal in Rotterdam. The homogeneity of ships calling at the terminal. This homogeneity and the reduction in the number of ships to be operated could lead to a routine in port operations that support the assumption of a reduction in the variance of service time.

Table 1: SeaLand' vessels calling in Rotterdam

Service - June 1999Number Vessel size
North Europe to US East Coast / US Gulf / US West Coast 94234 teu
Europe / Asia full container services1 4062 teu
Europe / Asia full container services3 3681 teu

Source: Alphaliner - 1999


It can be therefore considered that a better co-ordination between ships and port operations in the dedicated terminal is a way to reduce service variance and improve services (learning capacity).

The requirement by a shipping line of a dedicated terminal therefore does not automatically imply an increase in the queuing time. The previous example shows that, for the shipping line using the dedicated terminal the efficiency in terms of waiting time and through the reduction of service variance can compensate the losses induced by the decrease in service rate from m servers to d servers.

The example also underlines that losses (the increase in waiting time) could be mainly born by other shipowners moving from a multi-user terminal with m servers to a multi-user terminal with (m-d) servers. The problem with the choice of a dedicated terminal has therefore two main aspects.

a) The technical issues regarding losses and gains that could arise from the separation of terminal in different servers. b) The implication for all port users of dedicating a terminal. In order to internalise all the costs, the price for the shipowner that uses a dedicated terminal has not only to take into account its potential gains, but also the potential losses born by the other shipowners that suffer from the reduction in scale of the multi-user terminal.

In an extreme case, the best situation would be if the increase of revenue induced by the dedicated terminal gave port operators the opportunity to expand through new investments or to improve the organisation of the multi-user terminal. This solution can also be as well achieved through higher involvement of the shipping line in providing infrastructure, superstructure and management of the dedicated terminal.

A second assumption in the previous example is that ships are perfectly allocated to servers with a ratio of (d/m) and ((m-d)/m). From this assumption, the main interesting point is to make a distinction not between the number of ships (arrival rate), but between the characteristics of those ships and especially their value of time. We can for example consider the case where the queuing time in not infinite and a distinction exists between the insensitivity of ships to quit the queue according to their size. It can be therefore argued that the separation between "high speed servers" (dedicated) and "low speed servers" (multi-user) through the existence of dedicated terminals is a way for the port to keep, through differentiation, all the clients without expansion in capacity.



Conclusion

From the above discussion, it can be seen that the probability for a port to be indifferent between developing or not a dedicated terminal is low when its objective is to maximise occupation rate, under fixed prices. If one assumes that the port is maximising total revenue, it could be indifferent between the two previous situations, even if the occupation rate is lower, as long as the increase in price is going to compensate the decrease in volume. This solution could also be achieved through a higher involvement of the shipping line in providing infrastructure, superstructure and management of the dedicated terminal. At the same time, competition between ports presents a limit for this case as long as an increase in price could mean the departure or shipping lines from one port to another, in a highly competitive environment. The emergence of dedicated terminals can therefore be rather seen as a way for ports to secure futures traffics thanks to a higher involvement of shipping lines in port operations than to increase revenue through an increase in price.


Bibliography

[1] UNCTAD : Berth Throughput : Systematic Methods for Improving General Cargo Operations, TD/B/C.4/109, United Nation, 196 p., (1975).

[2] Janson J. O., Schneerson D. : Port Economics, The MIT Press, Cambridge, 183 p., (1982).

[3] Clarke R.L., An analysis of the International Ocean Shipping Conference System, Transportation Journal, 38, pp. 17-29, (1997).

[4] Hoffman J. : Concentration in Liner Shipping, ECLAC,(1998).

[4] Ryoo D.K., Thanopoulou H.A.: Liner alliance in the globalisation area: a strategic tool for Asian container carriers, Maritime Policy and Management, Vol. 26, N° 4, pp. 349-367, (1999).

[5] Meersman H., Moglia F., Van de Voorde E. : Mergers and Alliances in Liner Shipping: What does European port authorities have to fear?, Proceedings of IAME Conference, Halifax, (1999).

[6] Midoro R., Pitto A. : A Critical Evaluation of Strategic Alliances in Liner Shipping, Maritime Policy and Management, Vol. 27, n° 1, pp. 31-40, (2000).

[7] Slack B., Comtois C., Sletmo G. : Shipping lines as agents of changes in the port industry, Maritime Policy and Management, vol. 23, n°3, pp. 289-300, (1996).

[8] Heaver T. : Restructuring carriers to logistics suppliers: the challenge for international liner shipping, Canadian Transportation Research Forum, Victoria, Canada, (1994).

[9] Heaver T. : The opportunities and challenges for shipping liners in international logistics, Logistical Conference, London, Heathrow, UK, (1996).

[10] Evangelista P., Morvillo A. : Logistical integration and co-operative strategies in liner shipping: some empirical evidence, International Journal of Maritime Economics, Vol. II, No 1, January-March, pp. 1-16, (2000).

[11] De Langen P. : Time Centrality in Transport, International Journal of Maritime Economics, Vol. I, No 2, October-December, pp. 41-56, (2000).

[12] Gilman S. : The Size Economies and Network Efficiency of Large Containerships, International Journal of Maritime Economics, Vol. 1, n° 1, July-September, pp. 39-59, (1999).

[13] Cullinane K.P.B., Khanna M., Song D-W. : How Big is beautiful: Economies of scale and the optimal size of containership, Proceedings of the 1999 Halifax Conference: Liner Shipping: What's Next ?, International Association of Maritime Economists, September, pp.108-140, (1999).

[14] Saaty T.L., Elements of queuing Theory, Mc Graw-Hill, 423 p, (1961).

[15] Evans J. , Marlow P. B., Quantitative Methods in Maritime Economics, 2nd Edition, 282 p, (1990).

[16] De Monie G. : Mesure et évaluation du rendement et de la productivité des ports, Monographie de la CNUCED sur la gestion portuaire, Nations Unis, 64 p., (1988).

[17] Notteboom T., Coeck C., Van den Broeck J. : Measuring and Explaining the Relative Efficiency of Container Terminals by means of Bayesian Stochastic Frontier Models, International Journal of Maritime Economics, Vol. II, No. 2, April-June, pp. 83-106, (2000).

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The railway sector contributes 1.4% of the European Union's GDP.
Brussels
Study commissioned by CER
In the port of Naples, the Coast Guard has detained the bulk carrier Tanais Dream.
Naples
Serious irregularities found on board
Agreement to accelerate the implementation of robotics in Fincantieri's production processes
Trieste
It was signed with the Friulian Idea Prototipi
Sergio Liardo is the new general commander of the Port Authority Corps - Coast Guard
Rome
He takes over from Admiral Nicola Carlone
DBA to supply new Terminal Operating System for Georgia's Batumi Port
Villorba
The project includes all phases of development, testing and operational testing
Attack on a ship in the Gulf of Aden
Portsmouth
The captain reported hearing an impact in the water and an explosion
SAILING LIST
Visual Sailing List
Departure ports
Arrival ports by:
- alphabetical order
- country
- geographical areas
Danilo Ricci has been appointed managing director of Tarros Line.
La Spezia
He has held various positions in Italy and abroad within the group
Permanent discussion table between Confindustria Nautica and Federagenti
Genoa
This is provided for in an agreement signed today in Genoa
In the first half of 2025, cruise traffic in Italian ports grew by +6%
Venice
The twelfth edition of Italian Cruise Day will be held in Catania on October 24th.
SAL Heavy Lift buys two semi-submersible vessels from Pan Ocean
Hamburg
They were built in 2008 and 2012
30% of Sangritana Cargo will be acquired by the Marche-based company Transadriatico
The Eagle
The sale will be completed in the next few days
The eighth edition of "A Sea of Switzerland" will be held in Lugano on October 6th.
Lugano
Forum on economic and logistical integration between Ligurian ports, the Northwest manufacturing area, and Switzerland
DEME orders new cable-laying vessel from Singapore-based PaxOcean
Beveren-Kruibeke-Zwijndrecht
It will be built in the Chinese shipyard of Zhoushan
Assoporti will meet at RemTech EXPO 2025 to discuss the green transition in Italian ports.
Ferrara
The Smart Ports Award was awarded to three Port System Authorities
The first shipment of Syrian oil in 14 years arrives at the port of Trieste.
London
Part of the cargo - S&P Global Commodity Insights reports - was unloaded at the Sardinian terminal of Sarroch
In August, freight traffic in the port of Taranto grew by +20.3%
Taranto
The ferry "Drea" was also rejected by the Apulian port, where however it is temporarily stopped
Container traffic at the Port of Los Angeles remained stable in August.
Los Angeles
Volumes expected to decline in the remainder of 2025
Meeting between the port authorities of Jacksonville and Livorno
Livorno
Among the objectives, to start one or more direct services between the two ports
Italian State Railways and ENAC sign an agreement for the use of drones in infrastructure monitoring.
Rome
They will also be used to fly over sections of the railway and road network that would otherwise be difficult to monitor.
A.SPE.DO, the port of La Spezia is essential to ensuring employment, development, and a future for the local economy.
La Spezia
Landolfi: We cannot afford to underestimate its value.
The MIT meets with the heads of the Italian AdSPs
Rome
Meeting on the government's strategic vision for the sector and port reform
Yang Ming orders Hanwha Ocean Co. to build seven 15,880 TEU container ships
Keelung
They will be delivered between 2028 and 2029
Over 40 expressions of interest have been received for the development of the Ukrainian port of Chornomorsk.
Kiev
Today the first meeting of the tender commission
The first commercial ship is expected at the public dock in Largo Trattaroli in Ravenna.
Ravenna
The car carrier "AICC Huanghu" is coming soon
Container traffic at the Port of Long Beach decreased by 1.3% last month.
Long Beach
Empty containers are increasing. Full containers are decreasing.
Assiterminal's Terminal Road Show is starting
Genoa
Cognolato: We want to strengthen our ties with local communities and territories.
Assoporti, the Italian ports' cruise offerings presented at the Seatrade Europe fair.
Hamburg
Giampieri: We are leaders in the Mediterranean area and in Europe
Commander Claudio Tomei, USCLAC president from 2012 to 2024, has passed away.
Viareggio
His strong commitment to improving the working conditions of Italian seafarers
In the first quarter of 2025, cargo traffic in Greek ports grew by +1.4%
Piraeus
Passengers down by -1.1%
HD Hyundai Samho Orders Four New Container Ships
Seoul
Order worth approximately 468 million dollars
Trieste: Fraudulent bankruptcy in the shipbuilding sector
Trieste
Investigation into a company based in Palermo
Container traffic in the port of Hong Kong fell by 7.4% in August.
Hong Kong
In the first eight months of 2025 the decline was -3.8%
BigLift Shipping and CY Shipping order two additional heavy lift vessels
Amsterdam
Order placed at Chinese shipyard Jing Jiang Nanyang Shipbuilding Co.
Container traffic at the port of Singapore continued to decline in August
Singapore
Total volume of goods increased by +1.1%
The Charthage ferry was placed under administrative detention in the port of Genoa
Genoa
A Coast Guard inspection found numerous deficiencies
Disney Cruise Line's largest ship's debut delayed by three months
Lake Buena Vista
Construction delays force the maiden voyage to be postponed until March 10th.
Shell to supply liquefied biomethane to Hapag-Lloyd containerships
Hamburg
Agreement effective immediately
Andrea Zoratti has been appointed general manager of Hub Telematica
Genoa
The company is controlled by Assagenti and Spediporto
Jotun and Messina sign agreement to improve the environmental and commercial performance of ships.
Genoa
The "Jolly Rosa" vessel will use the Hull Skating Solutions solution
PSA Genova Pra' announces the hiring of 25 people dedicated to container handling.
Genoa
Ferrari: International markets have changed profoundly
CMA CGM will not apply surcharges for new US taxes on Chinese vessels and Chinese services
Marseille
The rates announced by the USTR in April will apply from October 14th.
South Korean HJ Shipbuilding wins orders for four 8,850 TEU containerships
Busan
Orders with a total value of approximately 461 million dollars
Conference: "Waiting and Delays in Road Transport: Logistics in Check"
Genoa
Organized by Trasportounito, it will be held on September 26th in Genoa
GNV has inaugurated a new office in Barcelona
Barcelona
The company currently has 52 employees throughout Spain.
Port of Trieste: EU funding for two new projects
Trieste
Resources with a total value of 1.7 million euros
Filt Cgil, the Flotilla incident is serious. Dockworkers are ready to mobilize.
Rome
Union announces action if aid is not allowed to reach Gaza
Stena Line to buy Latvian port operator Terrabalt
Gothenburg
It handles rolling stock, bulk cargo, and general cargo traffic in the port of Liepaja.
In the first eight months of 2025, container traffic in the port of Gioia Tauro grew by +10.6%
Gioia Tauro
2,912,943 TEUs were handled
Meyer Turku begins construction of Royal Caribbean's fourth "Icon"-class cruise ship
Miami/Turku
It will be delivered in 2027
More than one in ten maritime shipments has shortages
Washington
This is what a report by the World Shipping Council has revealed, highlighting the safety risks
Last July, traffic in the port of Ravenna increased by +3.8%
Ravenna
In the first seven months of 2025, growth was +5.4%
In the first quarter of 2025, freight traffic in Belgian ports fell by -3.2%.
Brussels
Landings down 1.3% and embarkations down 5.4%
Product tanker High Fidelity rescues 38 migrants on a drifting dinghy
Rome
Intervention in the south of the island of Crete
GES and RINA sign agreement to develop a prototype of a new hydrogen battery
Rovereto/Genoa
PSA's second phase of container terminal at Mumbai Port inaugurated
Singapore
Annual traffic capacity will increase to 4.8 million TEUs
The conference "EU ETS - Perspectives and Opportunities for Decarbonization in the Maritime Sector" will be held in Palermo.
Rome
It will be held on September 18th and 19th
PORTS
Italian Ports:
Ancona Genoa Ravenna
Augusta Gioia Tauro Salerno
Bari La Spezia Savona
Brindisi Leghorn Taranto
Cagliari Naples Trapani
Carrara Palermo Trieste
Civitavecchia Piombino Venice
Italian Interports: list World Ports: map
DATABASE
ShipownersShipbuilding and Shiprepairing Yards
ForwardersShip Suppliers
Shipping AgentsTruckers
MEETINGS
A seminar on the new law on interports will be held in Milan on October 2nd.
Milan
It is organized by the Chamber of Commerce of Padua
The eighth edition of "A Sea of Switzerland" will be held in Lugano on October 6th.
Lugano
››› Meetings File
PRESS REVIEW
Korean Firms Reassess U.S. Investments After Mass Immigration Raid
(The Korea Bizwire)
Russia's infrastructure development plan aims to build 17 marine terminals by 2036
(Interfax)
››› Press Review File
FORUM of Shipping
and Logistics
Intervento del presidente Tomaso Cognolato
Roma, 19 giugno 2025
››› File
Fincantieri and PGZ sign an agreement to support the modernization of the Polish Navy
Trieste
The third LSS section for Chantiers de l'Atlantique was launched in Castellammare di Stabia.
In the US, funding for wind energy development projects in ports is being cut.
Washington
Resources worth $679 million will be reallocated for port infrastructure upgrades
From January 1st, Kombiverkehr will operate the PKV intermodal terminal in the port of Duisburg.
Frankfurt am Main
It has a traffic capacity of approximately 200 thousand intermodal units per year.
Wallenius Marine and ABB form Overseas joint venture
Stockholm
The aim is to accelerate the launch of the platform of the same name for improving fleet performance.
The Ministry of Infrastructure and Transport has asked the Region to agree on the appointment of Bagalà as president of the Sardinian Port Authority.
Rome
He is currently the extraordinary commissioner of the same body
DHL eCommerce has acquired a minority stake in Saudi Arabia's AJEX Logistics Services.
Bonn/Riyadh
The Middle Eastern company has two thousand employees
CMPort's port terminals handled record container traffic in the second quarter
Hong Kong
In the first six months of 2025 the total was 78.8 million TEUs (+4.3%)
Confitarma approves the decree on advanced training for tanker seafarers.
Rome
Applause to the General Command of the Port Authority Corps
Quarterly freight traffic in Moroccan ports increases
Tangier/Casablanca
In Tanger Med the growth was +17%
The board of directors of the Genoa-based Ente Bacini has been renewed.
Genoa
President Alessandro Arvigo and CEO Maurizio Anselmo
In the second quarter, sales of dry containers produced by CIMC fell by -33%.
Hong Kong
Reefer boats increase by 57%
The Grimaldi Group has taken delivery of the Grande Shanghai
Naples
It will be used for the transport of vehicles between East Asia and Northern Europe
The ART urges to verify that the investment plan and the related amortization period are consistent with the duration of the port concessions.
Turin
Chinese automaker FAW ships components to Europe by train
Changchun
Transit time reduced to 18 days compared to 45 days for maritime transport
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