testata inforMARE
Cerca
29 de noviembre de 2023 - Año XXVII
Periódico independiente sobre economía y política de transporte
06:03 GMT+1
LinnkedInTwitterFacebook
FORUM de lo shipping y
de la logística


The demand remained strong during the first half of the year while the availability of ships was limited. This high demand came at a time when several 'Gdynia 2000' ships were immobilised for several months in order to change a major default on their main engine.

The market entered a bearish phase in the latter part of the year after the bull run of the previous months, with a relatively high level of availability and a slack demand. Rates remained flat despite this trend but were no longer rising.

Rates remained sustained for a 12-month period, while charterers covered long-term positions at lower levels with tonnage chartered for 36 or 48 months.

From $ 12,000 in the winter 1999-2000, rates for 'Gdynia 2000' ships (2,078 teu / 21 kts on 72 tons / 1995-97) went up to $ 17,000 in March. A ship of this design was fixed early November by Hamburg-S'd for 12 months at $ 17,750, with an option attached for a further 12 months at $ 18,750. Two 'Gdynia 2000' newbuildings were also fixed for 12 months by Lykes at a reported $ 18,000.

In December, modern 2,500 teu tonnage could be obtained for a 12-month period at around $ 17,000 / 18,000 instead of $ 22,000 in September.

A number of 2,500 teu newbuildings coming on stream in 2001 / 2002 were also chartered by batches. There was a consistent influx of orders in the 2,400 / 2,750 teu range, which was dominated by German owners. 74 ships were ordered in the course of the year in this narrow band. However, this sudden and massive ordering of 2,500 teu tonnage can be seen as a correction as there were so few orders in the 2,000 / 3,000 teu range in 1998-99. And it is market driven and not tax driven as it was in the mid-1990s.

CMA CGM MATISSE
2,205 teu, blt 1999 by China SB - Operated by CMA-CGM Group.

 

top

The 1,500 / 2,000 teu size range market was very contrasted. During the first half of the year, a sustained demand combined with an unusual low number of newbuilding deliveries led to a severe shortage. The demand was not only fuelled by operators for their usual North-South routes, but also to plug gaps in East-West sailings, or even to make extra sailings (mainly ex China). Humble 1,600 teu ships were thus diverted from their usual work to go along with much larger ones.

With a lack of cellular tonnage in this category, conbulkers made a comeback. Some of them were equipped (or re-equipped) with the needed lashing gear to take advantage of the rates increase.

Szczecin-built 'B-170's rates passed the $ 15,000 mark during the summer, against $ 13,000 in May. CC1600s and Thyssen 1500s were also negotiated at rates circa the $ 15,000 mark during the summer period.

Uniglory took advantage of these strong rates through the chartering out of three of their 'P' class ships (1,618 teu / 18.5 kts on 41.5 tons / 1999-2000) to GWSL for a 24 month-period at a healthy $ 15,500, agreed upon in May for a July laycan.

After a sparkling first half, the market for 1,500 to 2,000 teu ships entered a period of hesitation at the end of the summer. The number of ships available remained low but the demand was itself lower. Some of the few ships open for charter were fixed at the very last minute. The rationalisation of the Europe-ECSA trade by Maersk-Sealand and Hamburg-S'd may have played a role at this time.

In November / December, the 1,500 / 2,000 teu range suffered a lot from an unexpected high number of prompt ships and few charterers. The cascading effect took its toll while rationalisations on some lines using 1,300 / 2,000 teu tonnage have driven ships out. Some ships had to wait several days or weeks before finding employment.

The glut of open ships for prompt delivery is partly explained by the relet of ships that were initially expected to be open for charter in the first half of 2001. The FESCO / GWSL agreement leads to replacing of two services using a total of nine or ten 1,300 / 1,700 teu ships by a single loop using five 1,600 / 1,700 teu ones.

Not only ships of 1,500 / 2,000 teu are squeezed out of the East-West liner trades through such rationalisations, but they also suffer from the introduction of 2,000 / 3,500 teu tonnage on key North-South trades (especially for South America). In a perfect world, they should shift to feeder trades or to intra-Asia trades, from where they would kick-out the 1,000 / 1,500 teu ships, and so on.

The reality is different. Ships of 1,500 / 2,000 teu are still too big for most of the feeder trades and many intra Asia long haul operators (East of Singapore) stick to their 1,000 / 1,500 teu ships.

Given this, it is not surprising that rates fell. Very few charters were concluded in the last weeks of the year. As more ships were building up, owners had to accept much lower rates. In December, B-170s were traded at around $ 12,500. Confirming the downward trend, two 1,740 teu newbuildings with a good speed (20.5 kts on 58 tons / 2001), were fixed by ANZDL for 12-14 months at $ 13,550 / 13,800. A low was reached by a 'BV 1700' (1,684 teu / 19 kts on 48 tons / 1995) which went to Heung-A in December for 12 months at only $ 10,500.
 

top

The demand for ships in this size range remained consistent while the supply remained limited, at least until October. Furthermore, very few newbuildings were delivered (as well as in the 1,000 / 1,250 teu range). This is reflected in rates obtained by 'CS1400' vessels (1,388 teu / 18.5 kts on 46 tons / 1992-1995), which reached the $ 13,500 mark during the summer.

After these exceptional months, ships of 1,250 / 1,500 teu started to suffer for the same reasons as their 1,500 / 2,000 teu counterparts. Owners had then to accept lower rates than those enjoyed early September.

In May, a B-186 (1,354 teu / 19.5 kts on 48 tons / 1994) was negotiated at $ 13,200 with a July delivery for a 24-month period. In June, a sister ship was fixed by CMA-CGM at $ 13,875. In December, a sister vessel accepted $ 9,600 for 12 months with Kien Hung.

Illustrating the ups and downs throughout the year, a 'Merkur II' class ship (1,438 teu / 19 kts on 63 tons / 1982 - ice class), was extended in May for six months by Maersk-SeaLand at $ 11,250, a strong rise against the $ 6,500 it made in November 1999 for a similar extension. The same ship went in December to Senator Linie for a period of about four months at $ 8,200. In June, a trio of 18 years old 'Merkur II' ships went to APL for $ 10,800.
 

top

Despite a rise and fall in rates over the year, the 1,000 / 1,250 teu ships were less affected than the 1,250 / 2,000 teu ones. The rate increase observed since the 1999 lows were also less spectacular. However, a few ships became prompt as the year 2000 came to its end and this put the rates under pressure. But the demand matched the offer and charter rates remained strong until collapsing at the turn of the year.

Rates peaked during the summer. In July, CMA-CGM extended a 'VW 1100' ship (based on 'BV1000' - 1,122 teu / 19.5 kts on 44 tons / 1996) for 12 months at $ 11,200 while a sister ship was fixed to DAL for $ 11,125. In September, a sister ship got $ 11,050 for a six month charter with Costa for its Transatlantic triangular service while two 'Sietas Type 146' (1,048 teu / 18.5 kts on 40 tons / 1994) were extended for 12 months by P&ON at $ 11,450.

'B-183' / 'RW49' type (1,012 teu / 17.5 kts on 29 tons / 1992-97) got $ 6,500 in January. Rates went up to $ 8,000 / 8,500 in May. In September, they were negotiated at their highest, circa $ 9,000 / 9,200 for a 3 or 6-month period. In November and early December, such ships obtained $ 8,000 / 8,300 for commitments of six to nine months.

The enhanced version (1,162 teu) got around $ 8,000 / 8,500 in March and peaked at $ 10,000 / 10,500 in September / October for a three to twelve month period. It went back to circa $ 9,500 in November for a 12-month period.

Nevertheless, rates went down abruptly at the turn of the year as shown by the $ 7,500 obtained in late December by a 'Gdynia 8125 - Planet' (1,128 teu / 18.5 kts on 37.5 tons / 1995) for a three month-period with Hanjin. A low rate which also reflects the fact that this ship had been relet by its previous charterer and was opened prompt. In October, a sister ship obtained $ 11,000 for a six-month commitment.

'Stadt 1100' ships (1,102 teu / 20 kts on 42 tons / 1998-99) got $ 10,000 in May, reflecting a slight premium for speed. This premium was also reflected with a series of 1,216 teu fast newbuildings (1,216 teu / 22 kts on 63.5 tons / 2000), which obtained $ 10,000 / 10,500 in May and $ 11,000 in December. They are deployed, or will be deployed, on intra Asia services. This is an interesting development as it shows a need for speed, which may cause a rise in demand for such ships by other intra Asia operators. However, at 22 knots, these 1,200 teu ships are quite unique.
 

top

Rates for 800 / 1,000 teu ships climbed progressively during the year. There is a strong demand coming from regional feeder trades.

Illustrating the trend, a Turkey-built 'Box' class ship (812 teu / 18.5 kts on 33 tons / 2000) went to Shandong Marine at mid year for $ 6,700 while her sister obtained $ 6,100 in April. In August, a sister ship went to CMA-CGM for six months at $ 7,250.

In September, ships of 800 to 1,000 teu enjoyed a mini-boom. Fast, modern tonnage in this category passed the $ 10,000 mark, a level unseen since the peak period of 1995-96.

However, rates did not explode as they did for the large vessels but neither had they plunged as deep. Another factor may prevent any exaggerated rise: there are plenty of compact multipurpose tonnage around plying tramp trades that can easily be transferred to the feeder ship market.

A 'Szczecinska B-188' newbuilding (907 teu / 18.5 kts on 34 tons / ex-yard September) was reported fixed by Costa Container Lines in August at $ 8,750 for 12 months. Existing 'B-188' ships, which are slower (907 teu / 17.5 kts on 31 tons / 1995-1999) obtained about $ 8,100 / 8,600, against $ 7,500 four months earlier.

There is also a premium for speed in this category, as shown by the 12 months extensions by DAL of two 'Sietas Type 155' (910 teu e 19 kts on 37 tons / 1996) at $ 10,900.

By comparison, two older and slower 'Nordsino'-type ships (844 teu / 15 kts on 22 tons / 1983) were extended in September for 12 months by Hub Line at $ 5,500 for local intra Asia trading.

Ships of 600 / 700 teu are not performing as well as their 800 / 1,000 teu counterparts. In October / November, modern 650 / 700 teu cellular ships got $ 6,200 / 7,300, according to their speed. Two 'Sietas Typ 156' (646 teu / 17.5 kts on 32 tons / 1995) were extended for 12 months by OOCL at $ 7,225 / 7,325. Two 'Hakata 600 L' sisters (653 teu / 15.5 kts on 21 tons / 1997) were extended in October by APL and PIL for six and twelve months at $ 6,200/6,350 while a sister got $ 6,600 from P&ON one month earlier.

Signs of a slight improvement were also observed for the 500 / 600 teu range. Modern ships of 500 / 520 teu got $ 4,700 at mid year, against $ 4,300 / 4,400 two months earlier.

Rates for 'RW 39' ships (582 teu / 15.5 kts on 19 tons / 1980-1986) took off from the $ 4,000 / 4,200 in January to reach $ 5,000 in March, $ 6,000 in July. Rates remained strong, at around $ 6,000, for the latter part of the year.

However, in July, two 'Marcon 400' ships (408 teu / 16 kts on 17 tons / 1997) were fixed respectively to Associated Transport Lines (extension) and CMA-CGM at a reported $ 4,350. This shows a rate slide as both were fixed at a stagnant $ 4,700 during the past 12 months.
 


liner top operators


 

The containership second-hand market

top

The chronic shortage of large ships (above 2,500 teu) and the impossibility to obtain newbuildings with a short notice may have triggered-off a decision, not seen in the recent years from a large operator to consider second-hand ships as a way to boost its fleet (with the notable exception of MSC). CP Ships has bought seven ships of around 3,000 teu to continue to develop the activities of its subsidiaries. This decision provides also an indication that the charter market for such ships is expected to remain bullish and on the owners side for some time.

Besides CP Ships, Norwegian and Israel buyers have dominated the second-hand market, confirming the trend observed in 1999. Sellers have been mostly East Asian operators needing cash in order to keep afloat their operation or to improve their end year results. It can be said that without these sellers, the volume of second-hand deals for ships above 2,500 teu would have been reduced.

The market for these large ships was shared equally between sales/charter-back deals and straight sales. Cash-strapped Korean owners continued to sell ships with t/c back. Norwegian owners continued to show an interest into buying such ships. This move can be interpreted as a wish to diversify their assets in order not to rely only on the bulker or tanker sectors.

In 2000, Korean owners Hyundai and Choyang have sold 10 ships of 2,700 to 4,400 teu, all with charters back to the sellers. The number of large Korean ships sold since the beginning of the Asian financial crisis in 1997 amounts to 26 sales. In addition to this, an order for five 6,400 teu ships, reported as contracted by Hyundai in late 1999, was taken over in the spring 2000 by the Ofer-controlled company Zodiac Shipping, with a ten year charter to Hyundai.

The activity has been very reduced in the 1,500 / 2,000 teu range. Strong charter rates, at least until the end of the year, may have played a role in dissuading owners to sell. Only four ships were reported sold in this category, including two resales of newbuidling contracts.

A dozen of cellular-ships were reported changing hands in the 1,000 / 1,500 teu range, most deals were straight sales. In addition, four multipurpose ships of 23,500 dwt / 1,200 teu were sold.

Generally speaking whilst the market substantially progressed all over the year 2000, the market reached a plateau in the summer, followed by a price softening for the medium/low size range. Nevertheless, it remained very difficult after the summer to trace charter-free quality ships in the large sizes (above 2,500 teu).

It looks like most of the owners decided to keep their vessels, enjoying lower but still comfortable market rates. After the summer, unless the lines required immediate tonnage, the buyers became more selective or even preferred not to move, awaiting to see where the market was going.

At the end of 2000 the market dropped, but we remain fully confident that the prices should pick up again as from summer or autumn 2001.
 




Shipping and Shipbuilding Markets in 2000

I N D E X

›››Archivo
DESDE LA PRIMERA PÁGINA
Mattioli confirmó Presidente de la Federación del Mar
Roma
Elegido el nuevo consejo para los tres años 2024-2027
En el sitio de construcción Monfalcone de los Fincantieri fue el lanzamiento de la Mein Schiff Relax
Francia evalúa las posibilidades de producción autónoma de combustible electrónico para la descarbonización de aeronaves y buques
Angers
Un estudio de ADEME contempla dos escenarios y estima los recursos necesarios
Aún una cuarta parte de la caída de las mercancías en los puertos de la Unión Europea
Kirchberg
En los tres primeros meses de 2023, con la excepción de los graneles líquidos a granel, disminuyeron todos los tipos de cargas.
Meyer Turku entregó el Icono de los mares a Royal Caribbean International
Meyer Turku entregó el Icono de los mares en Royal Caribbean International
Miami/Turku
Tiene un tonelaje bruto de 250.800 toneladas y puede acomodar hasta 5.610 pasajeros
Una delegación de Confitarma ha sido recibida por el gobierno
Roma
Ilustrar las necesidades y expectativas, agotadas y no, del sector armador
Transbordador no tripulado varado en Sicilia
Roma
Debido a la rotura del cable del remolque el barco "Lider Prestij" ha permanecido en el balmis de las olas
Las asambleas de los socios de Attica de Grecia y Anek han aprobado la fusión de las empresas.
Kallithea/La Canea
Votación favorable casi unánime
En el tercer trimestre, el tráfico de mercancías en el puerto de Palermo disminuyó un -10,2%
Palermo
Cruceros y pasajeros de 43,0 %-año en ferries en 6,5%
Dos ofertas para adquirir el 58% del capital de HMM de Corea del Sur
Seúl
Fueron presentados por Harim y Dongwon Industries, mientras que LX International ha renunciado
FEPORT destaca los riesgos de pérdida de competitividad de los puertos y terminales de la UE con la aplicación del RCDE UE al transporte marítimo
Bruselas
Bonz: Es necesario llevar a cabo ahora un estudio sobre el impacto y no en dos años
En el tercer trimestre las mercancías en los puertos de Nápoles y Salerno disminuyeron en -4.0% por ciento y -1.7% por ciento.
Puerto de Gioia Tauro, también reducido para 2023 el importe de las tasas de anclaje
Alegría Tauro
La medida pretendía ser de 1,5 millones de euros de los gastos corrientes de la AdSP.
En el tercer trimestre de 2023 nuevo declive coyuntural en el comercio de bienes de las naciones del G20
París
Continuación de la desaceleración, especialmente en Asia Oriental y Europa
Avance para establecer un marco legislativo uniforme para el transporte de mercancías por ferrocarril en los corredores euroasiáticos
Ginebra
En febrero, con la luz verde del Comité de Transporte Interior de la CEPE, el Convenio sobre el Contrato de Transporte Internacional de Mercancías podrá ser firmado por todos los Estados
El contraalmirante Antonio Ranieri ha sido nombrado Comisario Extraordinario de la AdSP del Estrecho
Roma
Es director marítimo y comandante del puerto de Catania
ECSA se satisface a mitad del Parlamento de la UE a las normas para el CO2 de los camiones
Bruselas
Raptis: Cualquier incentivo adicional innecesario tendrá el efecto de restar combustible limpio al transporte marítimo
El Consejo General de Confitarma vota por unanimidad a Zanetti como nuevo presidente designado
Roma
Amoretti: importantes objetivos alcanzados bajo la presidencia de Mattioli
Maersk firma acuerdo con Goldwind chino para suministros a gran escala de metanol verde
Copenhague
Se espera un volumen anual de 500milas toneladas a partir de 2026
Parlamento Europeo: propuesta del Parlamento Europeo de reducir las emisiones de CO2
Estrasburgo/Bruselas
T&E, lanzó un salvavidas a la industria petrolera apoyando la escapatoria de los biocombustibles
ECSA, la luz verde del Parlamento de la UE al proyecto de reglamento Net Zero Industry Act
Bruselas
El reconocimiento de que los combustibles marítimos sostenibles son tecnologías de impacto cero es un avance significativo.
En el puerto de Spezia se ha facilitado el acceso a los buques mercantes alimentados con GNL
El Spezia
El remojo de estas unidades se rige por una Ordenanza de la Capitanía en Porto
Maersk Group sale de la capital de la noruega Höegh Autoliners
Oslo
Se vendieron los últimos 20 millones de acciones
Poner fin a las operaciones de desincitar Lider Prestij
Roma
Ahora procederá a comprobar las normas de seguridad de la navegación
Liberado el petrolero Central Park
Tampa
La intervención de la Fuerza Marítima Combinada TF 151 hizo que los atacantes se desistaran, obligados a rendirse.
Un barco decomisado en el Golfo de Adén y un avión no tripulado en el Océano Indico
Ataques al petrolero "Central Park" y al buque contenedor "CMA CGM Symi"
Gruber Logistics ha abierto una nueva sucursal en Francia
Tiempo
Tiene su sede en Lyon y se centrará en proporcionar servicios logísticos integrales
Los puertos de la hélice Club de La Spezia y Marina di Carrara nace
Marina di Carrara
En la asociación, el número de miembros inscritos está creciendo desde el puerto de apusian.
Entrega de entregas a la cumbre del Sistema Portuario del Estrecho de Estrecho
Messina
Mega ha recordado los obstáculos encontrados a lo largo de su mandato
PROXIMAS SALIDAS
Visual Sailing List
Salida
Destinación:
- orden alfabético
- nación
- aréa geogràfica
Concluyó el proceso de autorización para construir los cajones de la nueva presa foranea en Génova para ir a Ligure
Génova
Inicialmente se harán cinco que se colocarán en defensa de la obra.
Ok of the City Council at the Regulatory Plan of the Marina Port of Carrara
Marina di Carrara
Satisfacción de la ADSP por la luz verde a la nueva herramienta de planificación esperada desde 1981
Impala Terminals compra en la subasta el HES Hartel Tank Terminal en Rotterdam
Ginebra
La construcción de la terminal para graneles líquidos en el puerto holandés se completará gracias a una nueva inversión
Un Reglamento de Ejecución especifica los términos de gestión de las compañías navieras para el RCDE UE
Bruselas
Se ha publicado hoy en el Diario Oficial de la Unión Europea
Hapag-Lloyd inaugura un nuevo centro de computación en Chennai
Hamburgo
Se hace en asociación con los Solverminds de la India
La OMMP tunecina ha ordenado seis remolcadores en el astillero turco Med Marine
Estambul/La Goulette
Se trata de medios con una capacidad de tracción de 60 toneladas
Rhenus Overland Italia compra Pesenti Transport & Logistics
LAUZAC
La compañía tiene una flota de 25 tractores y 50 entre remolques y semirremolque
Colaboración de Fincantieri e IIT para la robótica aplicada a la asistencia y seguridad de los operadores
Trieste/Génova
Conferencia sobre cambios en la logística portuaria
Ravenna
Se celebrará en el primer diciembre en Ravenna
Del cilindro de la reforma del puerto nacerá una empresa
Palermo
Un Spa Central que seleccionaría la inversión
El nuevo Marebonus se encuentra en "Boletín Oficial"
Palermo
Rixi: Desde el 6 de diciembre, la plataforma de TI estará disponible para acceder a los incentivos
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
Conferencia sobre cambios en la logística portuaria
Ravenna
Se celebrará en el primer diciembre en Ravenna
Conferencia de Uniport sobre el futuro de la portualidad italiana
Roma
Se celebrará el 5 de diciembre en Roma
››› Archivo
RESEÑA DE LA PRENSA
Ports cyber hack reveals Australia's 'vulnerability' to attack
(The New Daily)
Economy Minister: Anaklia port project developing “according to plan”, “no delays” in deadlines
(Agenda.ge)
››› Reseña de la Prensa Archivo
FORUM de lo shipping y
de la logística
Relazione del presidente Mario Mattioli
Roma, 27 ottobre 2023
››› Archivo
Meyer Werft aumenta su presencia en el segmento offshore
Papenburg
Llevará a cabo estructuras de acero destinadas a plataformas de conversión en el Mar del Norte
Contrato por valor de 700 millones de euros para continuar el trabajo del Tercer Valico
Roma
Ha sido suscrito por la Red Ferroviaria Italiana y por Webuild
El puerto de Nápoles se prepara para cerrar 2023 con un tráfico récord de pasajeros
Nápoles
Annunziata: Este año, los cruceristas subirán a 1,6 millones por 448 aprox.
Canarias quiere tener más voz en la gestión de puertos y aeropuertos en el archipiélago
Santa Cruz de Tenerife
El tráfico cae en los puertos de Barcelona y Algeciras en octubre
Barcelona/Algeciras
El mes pasado, los contenedores de envío manejados por las dos estanterías cayeron un -0,4% y -3,0% por ciento.
En el tercer trimestre, el tráfico en los puertos suizos en el Rin creció un 22,3% por ciento.
Basilea
En los primeros nueve meses, el incremento fue del 20,0%.
El título de DIS admitido en las negociaciones sobre el mejor mercado de OTCQX ® en los Estados Unidos
Luxemburgo
Segmento de mercado dedicado a las empresas internacionales
En el Museo Galata del Mar de Génova un simulador le permitirá descubrir las actividades del puerto
Génova
Desde el jueves la instalación será accesible al público
En el puerto de Gioia Tauro es accesible el buque contenedor más grande de la historia
En el puerto de Gioia Tauro es accesible el buque contenedor más grande de la historia
Alegría Tauro
El Calabrian escaló planes para cerrar 2023 con un tráfico de contenedores a nivel récord
Conferencia de Uniport sobre el futuro de la portualidad italiana
Roma
Se celebrará el 5 de diciembre en Roma
COSCO Shipping Lines comunica a los clientes los importes del recargo por el RCDE UE
Shanghai
Se aplicarán a partir del próximo primer mes de enero
El mes pasado el tráfico de contenedores en el puerto de Los Ángeles aumentó un 7.0% por ciento.
Los Angeles
En los primeros diez meses de 2023, se manejaron 7,12 millones de teu (-16,6%).
Mario Zanetti (Costa Crociere) será el próximo presidente del Confitarma.
Mario Zanetti (Costa Crociere) será el próximo presidente del Confitarma.
Roma
Indicación unánime de la Comisión de Designación
En definitiva la carrera para la construcción de la nueva estación marítima en Ravenna
Ravenna
El proyecto incluye la realización del Dune Parc
Forkliftcenter proporciona 59 medios de manejo a Grimaldi Group
Amsterdam
En la entrega 47 carretillas elevadoras y 12 esfinners
El mes pasado, el tráfico de mercancías en el puerto de Valencia aumentó un 7,3% por ciento.
Valencia
En los primeros diez meses de 2023, un descenso del -6,1%
- Via Raffaele Paolucci 17r/19r - 16129 Génova - ITALIA
tel.: +39.010.2462122, fax: +39.010.2516768, e-mail
Partita iva: 03532950106
Registrazione Stampa 33/96 Tribunale di Genova
Director: Bruno Bellio
Prohibida la reproducción, total o parcial, sin el explicito consentimento del editor
Búsqueda en inforMARE Presentación
Feed RSS Espacios publicitarios

inforMARE en Pdf
Móvil