“ELABORATION OF THE EAST MEDITERRANEAN MOTORWAYS OF THE SEA MASTER PLAN”
DELIVERABLE 1 - VOLUME I
SUPPLY OF MARITIME TRANSPORT IN THE EAST MEDITERRANEAN REGION
June 2009
Supply of Maritime Transport in the East Mediterranean Region
TABLE OF CONTENTS
1 Introduction...... 1-12 1.1 VOLUME I content outline ...... 1-12 1.2 Data collection process ...... 1-13 2 Supply of Maritime Transport Services ...... 2-16 2.1 Port service patterns...... 2-16 2.1.1 Greece ...... 2-17 2.1.2 Italy ...... 2-18 2.1.3 Slovenia...... 2-19 2.1.4 Malta ...... 2-19 2.1.5 Cyprus...... 2-20 2.2 Port calls...... 2-22 2.2.1 Greece ...... 2-22 2.2.2 Italy ...... 2-23 2.2.3 Slovenia...... 2-25 2.2.4 Malta ...... 2-26 2.2.5 Cyprus...... 2-28 2.2.6 Overview...... 2-28 2.3 Ro-Ro services...... 2-31 2.3.1 Greece ...... 2-31 2.3.2 Italy ...... 2-34 2.3.3 Slovenia...... 2-36 2.3.4 Malta ...... 2-36 2.3.5 Cyprus...... 2-36 2.4 Container services...... 2-37 2.4.1 Greece ...... 2-37 2.4.2 Italy ...... 2-41 2.4.3 Slovenia...... 2-43 2.4.4 Malta ...... 2-44 2.4.5 Cyprus...... 2-48 2.5 Port infrastructure and hinterland connections ...... 2-49 2.5.1 Greece ...... 2-50 2.5.1.1 Port of Alexandroupolis...... 2-50 2.5.1.2 Port of Corfu ...... 2-51 2.5.1.3 Port of Elefsina ...... 2-53 2.5.1.4 Port of Igoumenitsa...... 2-55 2.5.1.5 Port of Heraklion...... 2-56 2.5.1.6 Port of Kavala ...... 2-59 2.5.1.7 Port of Lavrio...... 2-61 2.5.1.8 Port of Patras...... 2-62
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2.5.1.9 Port of Piraeus...... 2-64 2.5.1.10 Port of Rafina...... 2-68 2.5.1.11 Port of Thessaloniki ...... 2-70 2.5.1.12 Port of Volos...... 2-73 2.5.1.13 Port of Chalkida ...... 2-75 2.5.1.14 Port of Chios ...... 2-76 2.5.1.15 Port of Kalamata ...... 2-77 2.5.1.16 Port of Katakolo...... 2-78 2.5.1.17 Port of Korinthos...... 2-80 2.5.1.18 Port of Mykonos ...... 2-81 2.5.1.19 Port of Mytilene ...... 2-82 2.5.1.20 Port of Preveza...... 2-83 2.5.1.21 Port of Rhodes...... 2-84 2.5.1.22 Port of Samos...... 2-86 2.5.1.23 Port of Souda...... 2-86 2.5.1.24 Overview of Greek ports...... 2-89 2.5.2 Italy ...... 2-90 2.5.2.1 Port of Ancona ...... 2-90 2.5.2.2 Port of Augusta ...... 2-94 2.5.2.3 Port of Bari...... 2-95 2.5.2.4 Port of Brindisi...... 2-99 2.5.2.5 Port of Catania ...... 2-101 2.5.2.6 Port of Chioggia...... 2-103 2.5.2.7 Port of Monfalcone ...... 2-105 2.5.2.8 Port of Ravenna...... 2-107 2.5.2.9 Port of Taranto ...... 2-110 2.5.2.10 Port of Trieste ...... 2-113 2.5.2.11 Port of Venice ...... 2-118 2.5.2.12 Overview of Italian ports ...... 2-122 2.5.3 Slovenia...... 2-122 2.5.3.1 Port of Koper...... 2-122 2.5.4 Malta ...... 2-125 2.5.4.1 Port of Marsaxlokk ...... 2-125 2.5.4.2 Port of Valletta...... 2-128 2.5.5 Cyprus...... 2-131 2.5.5.1 Port of Limassol...... 2-131 2.5.6 Overview of Port Identified Needs According to Port Authorities... 2-134 2.5.7 Greece ...... 2-142 2.5.7.1 Port of Alexandroupolis...... 2-142 2.5.7.2 Port of Corfu ...... 2-142 2.5.7.3 Port of Elefsina ...... 2-142 2.5.7.4 Port of Igoumenitsa...... 2-142 2.5.7.5 Port of Heraklion...... 2-143 2.5.7.6 Port of Kavala ...... 2-144 2.5.7.7 Port of Lavrio...... 2-144 2.5.7.8 Port of Patras...... 2-144
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2.5.7.9 Port of Piraeus...... 2-145 2.5.7.10 Port of Rafina...... 2-146 2.5.7.11 Port of Thessaloniki ...... 2-146 2.5.7.12 Port of Volos...... 2-146 2.5.7.13 Port of Chalkida ...... 2-146 2.5.7.14 Port of Chios ...... 2-147 2.5.7.15 Port of Kalamata ...... 2-147 2.5.7.16 Port of Katakolo...... 2-147 2.5.7.17 Port of Korinthos...... 2-147 2.5.7.18 Port of Mykonos ...... 2-148 2.5.7.19 Port of Mytilene ...... 2-148 2.5.7.20 Port of Preveza...... 2-149 2.5.7.21 Port of Rhodes...... 2-149 2.5.7.22 Port of Samos...... 2-149 2.5.7.23 Port of Souda...... 2-149 2.5.7.24 Overview...... 2-150 2.5.8 Italy ...... 2-153 2.5.8.1 Port of Ancona ...... 2-153 2.5.8.2 Port of Augusta ...... 2-153 2.5.8.3 Port of Bari...... 2-153 2.5.8.4 Port of Brindisi...... 2-153 2.5.8.5 Port of Catania ...... 2-154 2.5.8.6 Port of Chioggia...... 2-154 2.5.8.7 Port of Monfalcone ...... 2-154 2.5.8.8 Port of Ravenna...... 2-154 2.5.8.9 Port of Taranto ...... 2-155 2.5.8.10 Port of Trieste ...... 2-155 2.5.8.11 Port of Venice ...... 2-155 2.5.8.12 Overview...... 2-155 2.5.9 Slovenia...... 2-159 2.5.9.1 Port of Koper...... 2-159 2.5.10 Malta ...... 2-159 2.5.10.1 Port of Marsaxlokk ...... 2-159 2.5.10.2 Port of Valletta...... 2-160 2.5.11 Cyprus...... 2-160 3 Institutional, Financial and Regulatory Framework of the MoS Master Plan Port System...... 3-162 3.1 Institutional and regulatory framework of ports ...... 3-162 3.1.1 Greece ...... 3-162 3.1.2 Italy ...... 3-168 3.1.3 Slovenia...... 3-180 3.1.4 Malta ...... 3-181 3.1.5 Cyprus...... 3-183 3.1.6 Overview of port institutional, financial and regulatory framework 3-184 Table 3-2: Number of port service providers in selected EU ports/category A 3-184
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3.2 Short description of coastal and port fee systems...... 3-185 3.2.1 Greece ...... 3-185 3.2.2 Italy ...... 3-188 3.2.3 Slovenia...... 3-190 3.2.4 Malta ...... 3-192 3.2.5 Cyprus...... 3-194 3.2.6 Overview...... 3-195 3.2.7 Conclusions on coastal and port fees...... 3-197 3.3 Charges for calling at selected ports ...... 3-198 3.3.1 Greece ...... 3-198 3.3.2 Italy ...... 3-199 3.3.3 Slovenia...... 3-200 3.3.4 Malta ...... 3-201 3.3.5 Cyprus...... 3-202 3.3.6 Overview...... 3-203 4 Conclusions related to MoS...... 4-205 4.1 Greece ...... 4-207 4.2 Italy ...... 4-208 4.3 Slovenia...... 4-209 4.4 Malta ...... 4-209 4.5 Cyprus...... 4-210 5 Missing Links and Other Barriers ...... 5-211 5.1 Missing links identification...... 5-211 5.2 Barriers...... 5-212 5.2.1 Port handling services efficiency...... 5-212 5.2.1.1 Problem identification...... 5-212 5.2.1.2 Recommended action...... 5-212 5.2.2 Safety and Security implementation ...... 5-213 5.2.2.1 Problem identification...... 5-213 5.2.2.2 Recommended action...... 5-213 5.2.3 Sea traffic congestion...... 5-216 5.2.3.1 Problem identification...... 5-216 5.2.3.2 Recommended action...... 5-216 5.2.4 Low Freight traffic concentration ...... 5-216 5.2.4.1 Problem identification...... 5-216 5.2.4.2 Recommended action...... 5-216 5.2.5 Hinterland connections ...... 5-216 5.2.5.1 Problem identification...... 5-216 5.2.5.2 Recommended action...... 5-217 5.2.6 Transport market structure...... 5-217 5.2.6.1 Problem identification...... 5-217 5.2.6.2 Recommended action...... 5-217 5.3 Representative barrier examples according to the port authorities...... 5-219 Bibliography ...... 5-221
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ANNEXES
ANNEX I.1 PORT FREIGHT TRAFFIC FOR GREEK PORTS ...... I-2 ANNEX I.2 PORT FREIGHT TRAFFIC FOR ITALIAN ADRIATIC PORTS...... ……… I-35 ANNEX I.3 PORT FREIGHT TRAFFIC FOR SLOVENIAN PORTS ...... I-58 ANNEX I.4 PORT FREIGHT TRAFFIC FOR MALTESE PORTS...... I-61 ANNEX I.5 PORT FREIGHT TRAFFIC FOR CYPRIOT PORTS ...... I-66 ANNEX I.6 PORT VESSEL CALLS DATA FOR GREEK PORTS ...... I-69 ANNEX I.7 PORT VESSEL CALLS DATA FOR ITALIAN ADRIATIC PORTS ...... I-128 ANNEX I.8 PORT VESSEL CALLS DATA FOR SLOVENIAN PORTS ...... I-162 ANNEX I.9 PORT VESSEL CALLS DATA FOR MALTESE PORTS...... I-166 ANNEX I.10 PORT VESSEL CALLS DATA FOR CYPRIOT PORTS ...... I-173 ANNEX I.11 QUESTIONNAIRE FOR PORT DATA COLLECTION...... I-177 ANNEX I.12 PORT INFRASTRUCTURE – EQUIPMENT - FACILITIES...... I-195 ANNEX I.13 FINANCING OF GREEK PORT INVESTMENTS ...... I-198 ANNEX I.14 CALLING CHARGES IN GREEK PORTS ...... I-201
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LIST OF TABLES
Table 1-1: List of contacts...... 1-14 Table 2-1: Indicative Rail Supply...... 2-16 Table 2-2: Ro-Ro traffic per country for the port of Trieste...... 2-35 Table 2-3: Container traffic per country for 2006 for the port of Piraeus ...... 2-38 Table 2-4: Freight flows between Piraeus and major East Mediterranean ports in 2006..... 2-39 Table 2-5: Container traffic (TEUs) per country for the port of Thessaloniki ...... 2-39 Table 2-6: Container traffic (TEUs) per country for the port of Volos...... 2-40 Table 2-7: Container traffic (TEUs) per country for the port of Heraklion...... 2-41 Table 2-8: Container traffic for Italian ports ...... 2-43 Table 2-9: Container regular lines for the port of Koper...... 2-44 Table 2-10: Malta Freeport’s Throughput Level and Ship Calls (1990 to 2007)...... 2-44 Table 2-11: Malta Freeport’s regular lines...... 2-45 Table 2-12: Container traffic (TEUs) per country for the port of Limassol...... 2-49 Table 2-13: Summary of accessibility to transport infrastructure for the potential MoS ports...... 2-134 Table 2-14: Summary of projects under construction and planned actions in each port according to port authorities...... 2-136 Table 2-15: Assessment of the current situation according to port authorities ...... 2-139 Table 2-16: Turnaround type per vessel type for Greek ports (according to the questionnaires and estimations)...... 2-151 Table 2-17: Road to ship / ship to road dwell times per vessel type for Greek ports (according to the questionnaires and estimations)...... 2-152 Table 2-18: Waiting time/ turnaround time per vessel type for Italian ports ...... 2-156 Table 2-19: Road to ship / ship to road dwell time for Italian ports...... 2-157 Table 2-20: Rail to ship / ship to rail dwell time for Italian ports ...... 2-158 Table 3-1: Services and responsibilities, port of Piraeus, OLP ...... 3-165 Table 3-2: Number of port service providers in selected EU ports/category A ...... 3-184 Table 3-3: Pilotage charges for Greek ports...... 3-185 Table 3-4: Lighthouse charges for Greek ports...... 3-186 Table 3-5: Mooring / Unmooring charges for Greek ports ...... 3-187 Table 3-6: Towage charges for the port of Patras ...... 3-187 Table 3-7: Towage charges for the port of Preveza...... 3-187 Table 3-8: Port services charges for Ro-Ro vessels (GT 3,000) for Italian ports...... 3-188 Table 3-9: Port services charges for Ro-Ro vessels (GT 15,000) for Italian ports...... 3-189 Table 3-10: Port services charges for Ro-Ro vessels (GT 30,000) for Italian ports...... 3-189 Table 3-11: Port services charges for passenger vessels (GT 5,000) for Italian ports ...... 3-189 Table 3-12: Port services charges for passenger vessels (GT 10,000) for Italian ports ..... 3-189 Table 3-13: Port services charges for passenger vessels (GT 30,000) for Italian ports ..... 3-189 Table 3-14: Pilotage charges for the ports of Valletta and Marsaxlokk...... 3-193 Table 3-15: Mooring/Unmooring charges for the ports of Valletta and Marsaxlokk...... 3-193 Table 3-16: Towage charges for the ports of Valletta and Marsaxlokk ...... 3-194 Table 3-17: Pilotage charges for the port of Limassol ...... 3-195 Table 3-18: Criteria used in estimating different port charges in the EMR ports ...... 3-196 Table 3-19: Port and coastal fees in the ports of Taranto & Igoumenitsa (comparative table)...... 3-197 Table 3-20: Calling charges for the Limassol Port...... 3-203 Table 3-21: Criteria used in estimating calling charges in the EMR ports...... 3-204 Table 4-1: Traffic characteristics overview for main EMR seaports ...... 4-206
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Table 5-1: Main measures against major bottlenecks / barriers in EMR ports, related to MoS services development ...... 5-218
LIST OF FIGURES
Figure 2-1: Aggregate freight traffic distribution in Greek ports ...... 2-17 Figure 2-2: Aggregate freight traffic distribution in Italian ports...... 2-18 Figure 2-3: Aggregate freight traffic distribution in Slovenian ports...... 2-19 Figure 2-4: Aggregate freight traffic distribution in Maltese ports ...... 2-20 Figure 2-5: Aggregate freight traffic distribution in Cypriot ports...... 2-21 Figure 2-6: Port calls (absolute value) for Greek ports...... 2-22 Figure 2-7: Port calls (Gross Registered Tonnage) for Greek ports ...... 2-23 Figure 2-8: Port calls (absolute value) for Italian ports ...... 2-24 Figure 2-9: Port calls (Gross Registered Tonnage) for Italian ports...... 2-24 Figure 2-10: Port calls (absolute value) for the port of Koper (Slovenia)...... 2-25 Figure 2-11: Port calls (Gross Registered Tonnage) for Slovenian port ...... 2-26 Figure 2-12: Port calls (absolute value) for the ports of Malta...... 2-27 Figure 2-13: Port calls (Gross Registered Tonnage) for Maltese ports ...... 2-27 Figure 2-14: Port calls (absolute value) for the port of Cyprus ...... 2-28 Figure 2-15: Port calls (Absolute value) for all countries...... 2-29 Figure 2-16: Port calls (Gross Registered Tonnage) for all countries ...... 2-29 Figure 3-1: Organisational set up of the Ministry of Mercantile Marine, The Aegean and Island Policy (from www.yen.gr)...... 3-162 Figure 3-2: Organisational set up of Ports’ and Port Policy General Secretariat (from www.yen.gr) ...... 3-163 Figure 3-3: Institutional framework of Italian ports ...... 3-169 Figure 3-4: Main subject links in Italian ports’ operations...... 3-171
LIST OF MAPS
Picture 2-1 Layout of the port of Elefsina ...... 2-53 Picture 2-2 Layout of the port of Heraklion...... 2-56 Picture 2-7 Layout of the Passenger Terminal of the port of Piraeus...... 2-66 Picture 2-9 Layout of the port of Thessaloniki ...... 2-70 Picture 2-10 Layout of the port of Volos...... 2-73 Picture 2-11 Layout of the port of Chios ...... 2-76 Picture 2-12 Layout of the port of Souda...... 2-87 Picture 2-13 Layout of the north end of the Ancona port...... 2-90 Picture 2-14 Layout of the south end of the Ancona port...... 2-91 Picture 2-15 Layout of the east end of the Ancona port ...... 2-92 Picture 2-16 Layout of the west end of the Ancona port ...... 2-92 Picture 2-17 Layout of the port of Augusta ...... 2-95 Picture 2-18 Layout of the port of Bari...... 2-96 Picture 2-19 Layout of the port of Brindisi...... 2-99 Picture 2-20 Layout of the future scenario for the Brindisi port...... 2-101 Picture 2-21 Layout of the port of Catania ...... 2-102
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Picture 2-22 Layout of the port of Chioggia...... 2-104 Picture 2-23 Layout of the port of Monfalcone ...... 2-106 Picture 2-24 Layout of the port of Ravenna...... 2-108 Picture 2-25 Layout of the port of Taranto ...... 2-111 Picture 2-26 Layout of the port of Trieste ...... 2-114 Picture 2-27 Layout of the port of Venice ...... 2-119 Picture 2-28 Layout of the Koper port...... 2-123 Picture 2-29 Layout of the port of Marsaxlokk ...... 2-126 Picture 2-30 Layout of the port of Valletta...... 2-129 Picture 2-31 Layout of the port of Limassol...... 2-132
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Abbreviations
ABS American Bureau of Shipping AIS Automatic Identification System BV Bureau Veritas BV CCTV Closed circuit television CEE Central and Eastern Europe COLREG Convention on the International Regulations for Preventing Collisions at Sea COF Certificate of Fitness CPA Cyprus Port Authority CS China Classification Society CSA Cyprus Shipping Association DBFOM Design-Build-Finance-Operate-Maintain DCD Design & Construction Directorate DMS Department of Merchant Shipping DNV Det Norske Veritas EastMoS East Mediterranean Motorways of the Sea EC European Community ECMT European Conference of Ministers of Transport EDC European distribution centre EDI Electronic Data Interchange EDIFACT Electronic Data Interchange For Administration, Commerce and Transport EFTA European Free Trade Association EIB European Investment Bank EILU European Intermodal Loading Unit EMR East Mediterranean Region EMSA European Maritime Safety Agency EQASIS Database on vessel condition ERDF European Regional Development Fund EU European Union EUR Euros EUROSTAT European Statistics Office FAL Facilitation of International Maritime Traffic FoE Friends of the Earth 4PL Fourth party logistics FYROM Former Yugoslav Republic of Macedonia GDP gross domestic product GIS Geographic Information System GISIS Global Integrated Shipping Information System GL Germanischer Lloyd GMDSS Global Maritime Distress and Safety System GMES Global Monitoring of Environment and Security GPS Global Positioning System GRT gross registered tonnage Gt gross tons HELCOM Helsinki Commission, protection of Baltic marine environment
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HGVs Heavy Goods Vehicles HRS Hellenic Register of Shipping HS Harmonised System HSC International Code for Safety of High Speed Craft HSO Hellenic Railways Organisation ICOF International Certificate for Carriage of Dangerous Goods ICT Information and Communication Technologies IMF International Monetary Fund IMO International Maritime Organisation IOPP International Oil Pollution Prevention IPC Implementing Provisions of the Code IRAP Regional Tax on Productive Activities ISM code Management for the Safe Operation of Ships ISM-ISPS/D Verification of Safety & Security Management ISPS International Ship and Port Facility Security Code IT Information Technology ITS Intelligent Transport Systems LAN Local Area Network LL International Convention on Load Lines LLPA Limassol Licensed Porters Association LRS Lloyds Register of Shipping Lo-Lo lift on / lift off LOA Length Overall MAIB Marine Accident Investigation Branch MARPOL International Convention for the Prevention of Pollution from Ships MCA Maritime and Coast Guard Agency MCC Minimum Common Core MTCP Maritime Transport Coordination Platform MED Mediterranean MID Maritime Inspection Division MMA Malta Maritime Authority MODU Mobile Offshore Drilling Unit MOS Motorways of the Sea MOU Memorandum of Understanding MPG Maritime Policy Group MSC Maritime Safety Committee MSD Merchant Shipping Directorate MSI DG Merchant Ship Inspection General Directorate MSUO Maritime Safety Umbrella Operation NCTS New Computerised Transit System NKK Nippon Kaiji Kyokai Nrt net register tons NST-R Standard Goods Classification for Transport Statistics Nt net tons NUTS Nomenclature of territorial units for statistics OD origin / destination OFE Federation of Cargo Handlers of Greece OLP Pireaus Port Authority OMYLE Federation of Permanent Employees of Greek Ports PAX Passengers
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PEC Pilot exemption certificate PLIT Integrated Logistic Platform of Taranto P-MIS Port Management Information System PPP Public Private Partnership PPPGS Ports’ and Port Policy General Secretariat PRP Port Regulatory Plan PRS Polski Register of Shipping PSC Port State Control PSCOs Port State Control Officers R&D Research and development RDC Regional distribution centre REMPEC Regional Marine Emergency Response Centre for the Mediterranean RFID Radio Frequency Identification RINA Registro Italiano Navale RMRS Russian Maritime Register of Shipping Ro-Ro roll on / roll off ROD Regulations & Organizations Directorate ROS Classification societies RSOs Recognized Security Organisations RTGs rubber tyred gantry cranes S&S safety and security SAD Single Administrative Document SAR Search and rescue in sea SID Ships’ Inspection Directorate SITC Standard International Trade Classification SND Safety of Navigation Directorate SLD Seamen’s Labour Directorate SOLAS International Convention for the Safety of Life at Sea SOPEP Shipboard Oil Pollution Emergency Plan SPIWG Ship-Port Interface Working Group SSS Short Sea Shipping STCW International Convention on Standards of Training, Certification and Watchkeeping for Seafarers TEN-T Trans-European Transport Network TEU 20-foot equivalent unit 3PL Third party logistics UN United Nations UNCTAD United Nations Conference on Trade and Development VAT Value added tax VHF Very high frequency VoT Value of Time per mode VTMIS Vessel Traffic Management Information System VTS Vessel Traffic Service WAN Wide Area Network WP Work Package YENANP Ministry of Mercantile Marine, Aegean and Island Policy
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1 Introduction
1.1 VOLUME I content outline In VOLUME I, the potential MoS ports in the East Mediterranean region are presented in terms of the transport services provided by them, as well as the institutional, financial and regulatory framework within which they operate.
It should be mentioned that the selection among ports for qualifying the MOS ports was based upon: ♦ Assessment of MOS criteria fulfilment level for port infrastructures/ services ♦ Ports’ role in the maritime system of the region & ♦ Country specific policies in ports’ development.
In this context, each country represented in the Steering Committee (SC) compiled and made available a list of ports considered important for MOS development. The consultant commented on it and the final list of ports to be considered by the study was concluded.
Additionally, two things should be underlined: ♦ Due to the large number of ports in the study area the consideration of all the ports could lead to limit the realistic implementation of the study’s methodology and the validity of its final results. ♦ The methodology followed for defining MOS potential at the level of port clusters in the area provides the possibility to assess a potential market initiative involving a port not initially considered by the study, since the specific port may easily be assigned in a cluster and thus the cluster results may be used for further examination of the port’s potential in a specific MOS case.
The selection criteria that were defined and followed in the selection process were as follows: • For both the core and wide study area, the ports selected were the main ports of each core or wide study area country examined. • Especially in the case of Greece, the selected ports are those which, in accordance to the relevant Ministerial resolution, have been grouped in the categories of “Ports of International Interest” and “Ports of National Importance”, through the ranking process followed for all country’s ports based on the development options of these ports, their position and role within the National Port System and the growth prospects of national flows. • Especially in the case of Italy, the selected ports consist of the Italian ports of EU interest, which were investigated in the Italian Master Plan, with
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special emphasis to the ports of the eastern coasts.
The description of the supply of maritime transport services in the EMR is carried out taking into consideration several factors, such as the service patterns, the number of port calls, as well as the recorded Ro-Ro and container traffic. Eurostat data is used in order to examine the service patterns and traffic for each port and investigate the progress made over the past years. Furthermore, the main infrastructure of the ports as well as their operational characteristics, such as turnaround and dwell time, the availability of port services and operational hours, is described.
Moreover, the institutional framework within which the ports operate is examined, while the coastal and port navigation rules and regulations applied are briefly described, in an effort to determine the impacts these might have on the operational cost. Finally, calling charges imposed by each port as well as port services charges, such as pilotage, navigation, lighthouse and towage charges are presented.
The ultimate goal is to collect maritime transport data based on which reliable conclusions can be drawn regarding the EMR maritime links. A comparison between the different links will be feasible, making it, thus, possible for the most efficient links to be determined. At the same time, estimations can be made regarding future demand and supply of maritime services in the EMR.
The findings of this present Volume I, together with Volume II and Volume III contribute in setting the basis for the development of the Generic MoS scheme of the EMR which is presented in Deliverable 4 “Generic EastMed-MoS Scheme development”, of the study.
1.2 Data collection process The maritime transport data presented and analysed in the following sections were collected through desktop research and available literature, as well as through contacts with port experts from each port of interest. More specifically, a structured questionnaire was sent to a list of experts in the ports examined, in order to obtain all available information on port infrastructure, operational characteristics, maritime traffic, charges and fees, as well as the institutional and regulatory framework within which ports in each country operate. The above questionnaire is presented in Annex I.11. Furthermore, direct meetings with port authority officials were carried out. Feedback was obtained from the list of contacts presented in the following Table.
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Table 1-1: List of contacts Country Port Expert Name Position Alexandroupoli Georgios Mpentis Managing Director Elefsina Athanasios Peppas Managing Director Igoumenitsa Konstantinos Grinias Development Director Heraklion Georgios Milakis Deputy Managing Director Kavala Foteini Lazaridou Director of Technical Services Patras Sotirios Mammasis Managing Director Piraeus Nikos Anastasopoulos Managing Director Lavrio Several Sources Rafina Konstantinos Gerlovas Director of Administration and Financial Services Thessaloniki Several Sources Volos Alexis Valassas Managing Director Greece Chalkida Kleanthis Maniatis Foreman Chios Nikolaos Choulis Technical Officer Kalamata Vasiliki Limperopoulou Supervisor Katakolo Dimitrios Apostolopoulos President Korinthos Eleni Kagiouli Administrative Officer Mykonos Christos Veronis President Mytilene Several Sources Preveza Apostolos Tassis President Epaminondas Aksiotis Director Rhodes Dimosthenis Vasilopoulos Deputy Supervisor–Directorate of Technical Services Samos Pagonitsa Sechioti Civil Engineer Souda Antonis Proimos Civil Engineer Italy Tito Vespiani General Manager Ancona Port Authority Ancona Stefano Sargenti Marketing Manager Matilde Cellerino Marketing Department Augusta Several Sources Bari Several Sources Brindisi Several Sources Catania Several Sources Chioggia Several Sources Monfalcone Several Sources Ravenna Luca Antonellini Port Planning and Development Department Taranto Several Sources Trieste Several Sources
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Country Port Expert Name Position Antonio Revedin Director of Strategic Planning and Development – Venice Venice Port Authority Slovenia Koper Milan Pučko Executive Director for Marketing and Development MMA Capt. David Bugeja Deputy Harbour Master MMA Charles Abela Deputy Executive Director Ports MMA Jason Bongailas R&D Manager Valletta Peter Darley Managing Director Gateway Terminals Valletta Ricky Yong General Manager Gateway Malta Terminals VISET Malta plc Chris Paris General Manager Ministry of Saviour Spiteri Director Finance, Customs Department Malta Freeport Charmaine Bertalanitz Business Executive Terminals Ltd Valletta Port Several sources Cyprus Limassol Panayiotis Agathocleous Administrative Officer
It should be also noted that in cases where the information provided was limited from a quantative and qualitative perspective, attempts were made to find and explore alternative information sources. Detailed data for all ports of interest are presented in the following sections.
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2 Supply of Maritime Transport Services
2.1 Port service patterns Within this section port services patterns for each potential MoS port of the EMR are investigated, in terms of freight and passenger data. More specifically, the way in which import and export volume is allocated per cargo type determines the port’s service patterns. Thus, for each port Eurostat data on freight traffic per cargo type is collected, in an effort to determine service patterns and to further investigate their evolution through the years.
It should be mentioned that for plenitude reasons for the presentation of data, the liquid and dry bulk cargo is presented at this section of the study. However, since they are thought to be irrelevant with an MoS study, they are excluded in the next steps.
In Chapter 5 of VOLUME II of the Deliverable an analysis of the ports traffic related to MOS (market segments) is done, defining which part of the traffic is MOS related. In the same chapter further analysis of the data is provided with relation to ports of origin & ports of destination.
Before presenting the port services patterns per Country, it should also be mentioned that the rail supply in the area was also investigated as it comprises an important parameter for the Master Plan. Some indicative rail services are provided in the following Table.
Table 2-1: Indicative Rail Supply
Frequency Delivery PATHS Form To Via Route (two directions) (pairs/ time Operator week) (days) Trieste - Hodos(Slovenia/Hungary) - Budapest Italy Hungary Slovenia 63Alpe Adria SpA BILK Italy - Hungary Hungaria Hungary Italy Slovenia Sajoszentpeter(Hungary) - Hodos - Bologna 1 3 Intermodal Kft. Oriszentpeter(Slovenia/Hungary) - Italy - Romania Hungary Hunagry 2 3 Hungaro-Rail Lokoshaza(Hungary/Romania) Italy Poland Busto Arsizio/ Gallarate - Warzaw 3 3 HUPAC Italy Poland Busto Arsizio/ Gallarate - Warzaw 1 4 HUPAC Italy Poland Busto Arsizio/ Gallarate - Warzaw 1 5 HUPAC Busto Arsizio/ Gallarate - Slawkow (next to the Italy Poland 24HUPAC Chez boarders) Busto Arsizio/ Gallarate - Slawkow (next to the Italy - Russia Italy Poland 15HUPAC Chez boarders) Busto Arsizio/ Gallarate - Slawkow (next to the Italy Poland 14HUPAC Chez boarders) Busto Arsizio/ Gallarate - Slawkow (next to the Italy Poland 16HUPAC Chez boarders) Poland Russia Slawkow - Moscow 1 6 HUPAC Austria, Hungary, Mannheim - Sopron(Hungary/Austria) - Greece - Germany Germany Greece 23Masped Railog Kft Serbia Kelebia(Serbia/Hungary) - Thessaloniki Lambach(Austria) - Sopron(Austria/Hungury) - Austria Greece Hungary, Sebia 23Masped Railog Kft Greece - Austria Kelebia(Hungury/Serbia) - Thessaloniki Hunagry Greece Sopron - Thessaloniki 7 3 ICF Hungary Kft Trieste - Hodos(Slovenia/Hungary) - Budapest Italy Hungary Slovenia 63Alpe Adria SpA BILK Slovenia - Italy Sajoszentpeter(Slovenia/Hungary) - Hodos - Hungaria Hungary Italy Slovenia 13 Bologna Intermodal Kft. Italy Italy Trieste - Fernetti Terminal Intermodale 1 1 Alpe Adria SpA Italy Italy Trieste - Padova Interporto 5 1 Alpe Adria SpA Italy - Italy Italy Italy Trieste - Bologna Interporto 1 1 Alpe Adria SpA Italy Italy Trieste - Milano Certosa (ONT TEAM Terminal) 31Alpe Adria SpA Italy Italy Trieste - Bari 1 1 Alpe Adria SpA
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2.1.1 Greece Based on freight and passenger traffic data published by Eurostat in 2006 78,915 thousand tons of cargo and 15,179 thousand passengers moved through the main Greek ports. More specifically, 47,742 thousand tons of cargo moved into the Greek ports, while 31,173 thousand tons moved out of the ports. Freight traffic data indicates that the two most important cargo types moving through the Greek ports are liquid bulk goods, followed by dry bulk goods (20,679 and 20,524 thousand tons, respectively). At the same time the least important type of traffic for 2006 is Ro-Ro mobile non-self-propelled units (3,738 thousand tons).
Greece freight traffic 2006 (%) (Port Authorities)
4,9 5,9 26,4 Liquid Bulk 15,1 Dry bulk Large freight cont Ro Ro self prop. Ro Ro non self prop 22,8 24,9 Other cargo
Figure 2-1: Aggregate freight traffic distribution in Greek ports
Traffic data on freight transportation reveal that most of the cargo transported through the main Greek ports originates from / is destined to other Greek ports or Italian ports. More specifically, 42% of 2006 freight traffic moved between Greek ports, while 14% moved between Greek and Italian ports. Other important destinations/origins are the ports of Russian Federation – Russia: Black Sea (4.8% of total 2006 freight traffic) and the ports of Turkey (4.1% of total 2006 freight traffic). As far as the rest 35.1% of Greek freight traffic is concerned, this is divided to many destinations/origins within and beyond the MoS region of interest. More specifically, 14.05% of the Greek freight traffic is destined to / originates from countries, such as Cyprus, Ukraine, Libyan, Lebanon, Syria, Israel, Georgia, Albania, Slovenia, Romania, and Malta, while the rest 21.05% is destined to / originates from countries beyond the MoS region of interest.
As far as passenger traffic is concerned, the Eurostat 2006 data indicate that 80% of the passenger traffic for the main ports of Greece is between Greek ports, while the second most important destination is Italy (8.55% of passenger traffic).
In Annex I.1, detailed data on freight traffic for the years 2000-2006 are separately presented for each Greek port. It is noted that for the ports of Rafina and Kalamata no available information on freight traffic is available.
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2.1.2 Italy The present chapter presents an overview of the 2005 Italian port freight traffic, since no complete set of 2006 data was available. More specifically, based on the 2005 data published by Eurostat, 204,976 thousand tones of cargo moved through the potential MoS Italian ports, 154,203 of which moved into the Italian ports, while 50,773 moved out of the ports. Freight traffic data indicates that the most important cargo type moving through the Italian ports is liquid bulk goods (98,152 thousand tons), followed by dry bulk goods (64,654 thousand tons). At the same time the least important type of traffic for 2005 is Ro-Ro mobile self-propelled units (6,404 thousand tons).
Italy freight traffic 2005 (%)
3,3 3,1 8,6 Liquid Bulk 5,6 Dry bulk 47,9 Large freight cont Ro Ro self prop. Ro Ro non self prop 31,5 Other cargo
Figure 2-2: Aggregate freight traffic distribution in Italian ports
Traffic data on freight transportation indicate that a large part of the cargo transported through the potential MoS Italian ports originates from / is destined to Italian ports. More specifically, 23% of 2005 freight traffic moved between Italian ports. Furthermore, 9.2 % of total freight traffic for 2005 moved between Italian and Libyan ports, while 8% moved between Italian and Russian ports. Other important destinations/origins are the ports of Turkey (5% of total 2005 freight traffic) and the ports of Greece and Ukraine (4% of total 2005 freight traffic respectively). As far as the rest 46.8% of Italian freight traffic is concerned, this is divided to many destinations/origins within and beyond the MoS region of interest. More specifically, 10.75% of the Italian freight traffic is destined to / originates from countries, such as Bulgaria, Cyprus, Malta, Romania, Slovenia, Croatia, Albania, Egypt, Georgia, Israel, Serbia and Syria, while the rest 36.05% is destined to / originates from countries beyond the MoS region of interest.
In Annex I.2, detailed data on freight traffic for the years 2000-2005 are separately presented for each Italian port.
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2.1.3 Slovenia The Eurostat data on freight traffic for the year 2006 indicate that 15,390 thousand tons of cargo moved through the port of Koper in Slovenia. More specifically, 10,501 thousand tons of cargo moved into the Koper port, while 4,889 thousand tons moved out of the port. Based on this data it seems that the most important cargo type moving through the port of Koper is dry bulk goods (10,078 thousand tons), followed by large freight containers and liquid bulk goods (2,106 and 2,078 thousand tons respectively). At the same time the least important type of traffic for 2006 is Ro-Ro mobile self- propelled units (6 thousand tons).
Slovenia Total Freight Traffic (2006)
13,7% 65,5% 0,1%
7,2%
13,5%
Liquid bulk goods Dry bulk goods Large freight containers Ro-Ro Other cargo
Figure 2-3: Aggregate freight traffic distribution in Slovenian ports
Moreover, the main destination/origin for freight traffic moving through the port of Koper is Italy, as 31.5% of the total freight traffic of the port in 2006 moved between Koper and Italy. Furthermore, 5.92% of total freight traffic of the port of Koper for 2006 originated from or was destined to Greek ports. Other important destinations/origins are the ports of Turkey (2.4% of total 2006 freight traffic) and the ports of Israel (2.3% of total 2006 freight traffic). As far as the rest 57.88% of Slovenian freight traffic is concerned, this is divided to many destinations/origins within and beyond the MoS region of interest. More specifically, 7.73% of the Slovenian freight traffic is destined to / originates from countries, such as Bulgaria, Cyprus, Malta, Romania, Croatia, Albania, Egypt, Georgia, Israel, Syria, and Ukraine, while the rest 50.15% is destined to / originates from countries beyond the MoS region of interest.
In Annex I.3 detailed data on freight traffic for the years 2001-2006 are presented.
2.1.4 Malta Eurostat figures relating to imports and exports of the main cargo types through the ports of Malta indicate that in 2006, the most significant cargo type in terms of tonnage moving through the potential MoS ports of Malta was liquid bulk goods, with 1,839 thousand tons moving into the ports and 64 thousand tons moving out. This
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high amount of liquid bulk cargo can be attributed to the volume of oil and petroleum products, given that Malta offers a wide variety of core, specialized services to the oil and gas industry and has the only independent oil jetty and storage facility in the Mediterranean.
After excluding liquid bulk goods, the Port of Valletta is mostly geared towards the movement of dry bulk goods (539 thousand tons coming into the port and 14 thousand tons outward bound) as well as Ro-Ro mobile non-self propelled units (158 thousand tons inward and 37 thousand tons outward). Similarly, for the port of Marsaxlokk, large freight containers accounted for 539 thousand tons moving into the port, and 84 thousand tons leaving the port. Statistics also reveal that most of the cargo transported originates from / is destined to Italy, which correlates with information regarding the main maritime links serviced between Maltese ports and other ports of the study area.
Malta Total Freight Traffic (2006)
6,3% 4,1%
20,6%
53,2%
15,9%
Liquid bulk goods Dry bulk goods Large freight containers Ro-Ro Other cargo
Figure 2-4: Aggregate freight traffic distribution in Maltese ports
In Annex I.4 the detailed freight traffic data moving through the ports of Malta for the period of time 2003 – 2006 are separately presented for each port.
2.1.5 Cyprus Since no 2006 data on port freight traffic for Cyprus was available, the present chapter presents an overview of the 2005 freight traffic of the country. Eurostat data on freight traffic for 2005 indicate that 3,517 thousand tons of cargo moved through the port of Limassol in Cyprus. More specifically, 2,713 thousand tons of cargo moved into the Limassol port, while 804 thousand tons moved out of the port. Based on this data it seems that the main cargo type moving through the port of Limassol is large freight containers (2,178 thousand of tons), followed by non specified cargo and dry bulk goods (447 and 440 thousand of tons respectively). At the same time the least important type of freight traffic for 2005 is liquid bulk goods (26 thousand tons).
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1% 7% 31%
2% 60%
Liquid bulk goods Dry bulk goods Large f reight containers Ro-Ro Other cargo
Figure 2-5: Aggregate freight traffic distribution in Cypriot ports
The main destination/origin for freight traffic moving through the Limassol port is Greece, with 9% of the total freight traffic of the port in 2005 moving between Limassol and Greek ports. Furthermore, Italy and Israel are the second most important destinations/origins for the Limassol port with 6.8% of the total freight traffic moving between Limassol and each of these countries. At the same time, 4.07% of Limassol freight traffic originates from / is destined to Egypt. As far as the rest 73.33% of Limassol freight traffic is concerned, this is divided to many destinations/origins mainly beyond the MoS region of interest. More specifically, 6.51% of Limassol freight traffic is destined to / originates from countries, such as Bulgaria, Malta, Romania, Croatia, Turkey, Georgia, Lebanon, Libyan, Russia, Syria, and Ukraine, while the rest 66.83% is destined to / originates from countries beyond the MoS region of interest.
In Annex I.5 detailed data on freight traffic for the years 2002-2005 are presented.
2.1.6 Overview The analysis of port service patterns in the five examined countries yields two main findings that hold in general: - incoming cargo is much more than outgoing cargo in all cases, - bulk goods account for the greatest part of total freight transport. With respect to freight traffic distribution across type of goods, Greece exhibits a rather balanced profile, with liquid bulk, dry bulk and containerized freight each accounting for approximately one fourth (¼) of total transported cargo, while large containers are prevailing in Cyprus. The other three countries mainly serve liquid and dry bulk goods, which account for 70-80% of total freight transport.
Further analysis in terms of origin/destination pairs reveales additional counclusions: - domestic transport is only notable in Greece and Italy (42% & 23% of total), - in Slovenia and Cyprus a large part of transported freight involves countries 2 beyond the MoS region of interest (½ & /3 of total cargo respectively).
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2.2 Port calls This section examines port call patterns per vessel type and therefore per cargo type for each port examined. Specifically, Eurostat data on port calls is collected and further analysed. This data is related to general indicators at national level, such as GDP and transport sector growth –with an emphasis on freight.
Analytical data and time series analysis on port traffic is presented in Annexes I1-I5 of the report. In the main chapter the average annual increase of the traffic by port is provided, underlining in this way the main trends.
2.2.1 Greece Based on Eurostat data on vessel calls for the potential MoS Greek ports, it seems that the number of vessels calling at Greek ports during the period 2000-2006 has followed an upward trend, even though there was a decrease of about 20% during year 2000. In 2006 the number of vessel calls for Greece reached the number of 97,782 (from 89,039 in year 2000), 79% of which refers to passenger vessels. More over, 5.81% of total vessel calls for the year 2006 refer to liquid bulk ships, while 6.4% to non-specialized general cargo carriers. Overall, the number of vessel calls during the 2000 – 2006 time period has experienced a 10% increase. In the following chart the 2000 – 2006 trend for the absolute number of vessel calls for the Greek ports is presented.
Port Calls (Greece) 120000 100000 e 80000 60000 40000
Absolute Valu 20000 0 2000 2001 2002 2003 2004 2005 2006
Figure 2-6: Port calls (absolute value) for Greek ports
Eurostat data indicate that while the absolute number of vessel calls has been increasing during the past 6 years (with the exception of year 2000 as shown above), the gross registered tonnage (GRT) has not followed that trend. Specifically, the GRT has experienced, during the 2000 – 2006 time period, an overall slight decrease of about 4.4%, which is mainly caused by the significant decrease of 22% during the
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year 2000. In the following chart, the gross registered tonnage for the period of time from 2000 to 2006 in Greece is presented.
Port calls (Greece) 600000 500000 400000 T 300000 GR 200000 100000 0 2000 2001 2002 2003 2004 2005 2006
Figure 2-7: Port calls (Gross Registered Tonnage) for Greek ports
In the Annex I.6 detailed data on port calls per vessel type is separately presented for each of the potential MoS Greek ports.
2.2.2 Italy Based on the Eurostat data on vessel calls for the potential MoS Italian ports, it seems that the number of vessels calling at Italian ports during the period 2000-2006 has followed an overall decreasing trend. More specifically, during the 2000 – 2002 time period the absolute value of port calls for Italy decreased. However, for the period 2003-2005 the number of port calls followed an upward trend and finally port calls for Italy experienced a significant decrease in 2006. Overall, the absolute value of port calls during the time period 2000 – 2006 experienced a 10.7% decrease.
Furthermore, Eurostat data on port calls indicate that in 2006 the number of vessel calls for Italy reached the number of 25,933, 57% of which refers to non-specialized general cargo vessels. At the same time, 19.3% of total vessel calls for the year 2006 refer to liquid bulk ships, while 9.4% to dry bulk carriers. In the following chart the 2000 – 2006 trend for the absolute number of vessel calls for the Italian ports is presented.
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Port Calls (Italy) 40000 35000
e 30000 25000 20000 15000
Absolute Valu Absolute 10000 5000 0 2000 2001 2002 2003 2004 2005 2006
Figure 2-8: Port calls (absolute value) for Italian ports
Moreover, Eurostat data indicate that, while the absolute number of vessel calls has been decreasing during the past 6 years, the gross registered tonnage (GRT) has not followed the same trend. Specifically, the GRT has experienced, during the 2000 – 2006 time period, an increase of 9.08%, suggesting a gradual shift towards larger vessels visiting country’s ports. In the following chart, the gross registered tonnage for the period of time from 2000 to 2006 in Italy is presented.
Port Calls (Italy) 500000
400000
300000 T
GR 200000
100000
0 2000 2001 2002 2003 2004 2005 2006
Figure 2-9: Port calls (Gross Registered Tonnage) for Italian ports
In Annex I.7 detailed data on port calls per vessel type is separately presented for each of the potential MoS Italian ports.
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2.2.3 Slovenia Based on the Eurostat data on vessel calls for the port of Koper in Slovenia, it seems that the number of vessels calling at Slovenian port during the period 2002-2006 has followed an upward trend. Specifically, the absolute number of port calls has increased since 2002 by 31%. Furthermore, Eurostat data indicate that in 2006 the number of vessel calls for the Koper port reached the number of 2,312, 25.7% of which refers to dry bulk carriers. At the same time, 23% of total vessel calls for the year 2006 refer to non specialized general cargo vessels, 21% to container vessels and 19% to specialized carriers.
In the following chart the 2002 – 2006 trend for the absolute number of vessel calls for the port of Koper is presented.
Port Calls (Slovenia) 3000
2500
2000
1500
Absolute Valu Absolute 1000
500
0 2002 2003 2004 2005 2006
Figure 2-10: Port calls (absolute value) for the port of Koper (Slovenia)
Eurostat data also indicate that both absolute number of vessel calls and GRT have experienced significant growth over the 4 year period examined. More specifically, GRT has increased by 57%. In the following chart, the gross registered tonnage for the period of time from 2002 to 2006 in the port of Koper is presented.
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Port Calls (Slovenia) 40000 35000 30000 25000 20000 GRT 15000 10000 5000 0 2002 2003 2004 2005 2006
Figure 2-11: Port calls (Gross Registered Tonnage) for Slovenian port In Annex I.8 the detailed data on port calls per vessel type is presented for the port of Koper.
2.2.4 Malta Based on the Eurostat data, the bulk of traffic passing through the Malta Freeport consists of container vessels. Vessel calls at the Malta Freeport have increased at a commensurate, albeit less accelerated rate, to container throughput from 231 vessel calls in 1990 to 1,757 in 2000 and 1690 in 2007. The stabilization of vessel calls recorded after year 2000 is mainly due to increased capacity and capacity utilization of vessels, which results in a higher volume of cargo being transported on a lower number of vessels. Malta Freeport is linked by regular liner services to practically all parts of the globe and has an established feedering network, which connects it to approximately 60 ports in the Mediterranean and the Black Sea.
The most important maritime links from Valletta are Genova, Civita Vecchia, Catania, Salerno, Pozzallo, and Reggio. The main shipping lines including the Grimaldi Group Napoli and Grandi Navi Veloci service these ports regularly, allowing a high volume of Ro-Ro and Breakbulk vessels to visit the port each year (259 Ro-Ro and 273 Breakbulk vessels for 2006). The number of container vessel calls at the Port of Valletta has decreased steadily and significantly, from 118 in 1998 to 4 in 2006, since the bulk of containership is now being handled by the Freeport in Marsaxlokk, while the focus of the Valletta port is increasingly on Ro-Ro traffic. The other types of vessels that make use of the Port of Valletta (but to a lesser extent) are Bulk Carriers, Car Carriers and Container vessels. Furthermore, a significant amount of passenger traffic passes through the port each year, making use of cruise liners, catamarans and ferryboats.
In the following chart the 2003 – 2006 trend for the absolute number of vessel calls for the Malta ports is presented.
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Port Calls (Malta) 5000 4500 4000 3500 3000 2500 2000
Absolute Valu Absolute 1500 1000 500 0 2003 2004 2005 2006
Figure 2-12: Port calls (absolute value) for the ports of Malta
Eurostat data indicate that both absolute number of vessel calls and GRT have experienced significant growth during the period 2003 - 2006. Specifically, vessel calls have increased by approximately 7% during this period, while GRT has increased by more than 65%, revealing a clear shift towards larger vessels involved in national maritime. In the following chart, the gross registered tonnage for the period between 2003 and 2006 in the port of Malta is presented.
Port Calls (Malta) 160000 140000 120000 100000 80000 GRT 60000 40000 20000 0 2003 2004 2005 2006
Figure 2-13: Port calls (Gross Registered Tonnage) for Maltese ports
In Annex I.9 the detailed data on port calls for the two ports of Malta examined are separately presented.
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2.2.5 Cyprus Based on Eurostat data on vessel calls for the port of Limassol in Cyprus, the absolute value of vessel calls has increased from 3,604 in 2003 to 5,311 in 2006. At the same time the GRT for the years 2005 and 2006 are 47,089 and 50,618 respectively (data for previous years were not available). In addition 28.83% of total vessel calls for the port of Limassol refer to non-specialized general cargo vessels, while only 7.9% to passenger vessels. Furthermore, 20.3% refers to liquid bulk ships and 15% to container ships.
In the following chart the 2003 – 2006 trend for the absolute number of vessel calls for the the port of Limassol in Cyprus is presented.
Port Calls (Cyprus) 5900 5400 4900 4400 3900 3400
Absolute Valu Absolute 2900 2400 1900 1400 2003 2004 2005 2006
Figure 2-14: Port calls (absolute value) for the port of Cyprus
Given that there is no available data on GRT before 2005 it is not possible for a trend to be estimated. Nevertheless, the detailed data on vessel calls per type of vessel for the port of Limassol are presented in the Annex I.10.
2.2.6 Overview In the period 2003-2006, the analysis of port calls data confirms the improvement of provided services in maritime transport in the region, even though there was a significant decrease of GRT in year 2000 regarding greek ports. Vessel calls and Gross Registered Tonnage data demonstrate a steady growth for Greece, Slovenia, Malta and Cyprus. Greece shows its dominant position due to high passenger traffic. Additionally, Malta shows a 65% increase in terms of GRT calls, mainly due to the significant growth of container transhipment in Malta Freeport. In the following charts, the absolute number of vessel calls and the Gross Registered Tonnage for all five countries are presented.
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Port Calls 100000 90000 80000 70000 60000 50000 40000
Absolute Valu Absolute 30000 20000 10000 0 2000 2001 2002 2003 2004 2005 2006 Greece Italy Slov enia Malta Cyprus
Figure 2-15: Port calls (Absolute value) for all countries
Port Calls
500000
400000
300000 GRT 200000
100000
0 2000 2001 2002 2003 2004 2005 2006 Greece Italy Slov enia Malta
Figure 2-16: Port calls (Gross Registered Tonnage) for all countries
It is apparent that there is no clear common trend among the five examined countries. This may be viewed as a rather reasonable finding, considering different overall economy growth rates per country. Underlying differencies in the development of freight and passenger transport compared to the Gross Domestic Product at national level (GDP) should also be taken into account.
In the following chart, the evolvement of GDP for all five countries for the period 2000-2006 is presented.
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Gross Domestic Product
1.600.000 1.400.000 1.200.000 1.000.000 800.000 600.000 Mil. EUR Mil. 400.000 200.000 0 2000 2001 2002 2003 2004 2005 2006
Greece Italy Cyprus Malta Slovenia
Figure 2-17: Trend of GDP in all countries
In the case of Greece, between 2000-2006, GDP exhibited a 54.6% increase (annual growth rate: 7,5%). The respective growth for the period 2001-2005 is 35.0%, which practically matches vessel calls growth in the same period. GRT increased at a lower rate, suggesting that average vessel size has decreased somewhat. The notable drop recorded in year 2000 is related to developments in the maritime sector alone.
The evolvement of GDP in Italy for the same period was clearly more pronounced than the respective one of port calls, with an increase of 24.7% (annual rate: 3.7%). The fluctuating italian trend of port calls complies with that of the indicator based on Eurostat data for the volume of freight transport relative to GDP over the same period. This suggests some slowdown of the transport sector in the country lately. Concerning maritime transport in particular, this may be attributed to an extent to the saturation observed in certain Italian ports that have approached their capacity recently.
Between 2002-2006 the GDP of Slovenia increased by 26.4% (annual rate: 6.0%), which is in agreement with the respective increase of vessel calls (31%) for the port of Koper. The significantly larger increase of GRT (57%) shows that larger vessels are employed overall, coinciding with a declining share of railway in freight transport.
In the case of Malta, national GDP increased by 15.8% between 2003-2006 (annual growth rate: 5.0%). Interestingly, the growth of port calls is significantly higher, especially after 2004 with the country’s accession in the EU, reflecting its transformation into a Mediterranean hub. Maritime intense development is also illustrated by the even more notable growth of GRT, since larger vessels are employed. The drop recorded in 2003 preceded regulatory changes and initiatives.
Over the same period, GDP in Cyprus increased by 24.5% (at a quite high annual rate: 7.6%). The maritime development pattern is rather similar to the case of Malta. This
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may be attributed to the two countries’ parallel course of preparation and accession, eventually, in the EU in year 2004. GRT data do not allow building a trend that would verify the profile of vessels visiting the country.
It should be highlighted that the Master plan study does not have the objective of comparing country-specific maritime sector profiles. In contrast, in order to efficiently serve the regional master plan objective of the study, the emphasis was put on defining the maritime traffic profile of the Eastern Mediterranean region. In this context the comparison of countries profiles was not identified as providing added value for reaching the study expected results and for supporting multination decision making which is important for the whole project success.
Nevertheless in chapter 5 of Deliverable 1/ Volume II an analysis of the port service patterns has been executed in country level as well as in port level that leads to the identification of the role of the ports at the regional level.
2.3 Ro-Ro services Regarding both the Ro-Ro services and the Container services (chapter 2.4) it should be commented that the difference in the detail of available service presentation by county and among the ports of the same country was mainly due to the variation of data available from common sources. Additionally, there could be no systematic distinction between door- to–door & deep sea container, since the data that could enable the specific distinction were not available by a central public source and port authorities.
It should also be underlined that it was not always possible to collect the initially planned typology and detail of information for all the ports of a such large study area since data are not available by the relevant ports authorities in the same way (measurement process, meaning of values, availability of metrics etc).
Finally, these sections present the maritime supply inventory. The comparison between maritime-based and non-combined (road only) transport is presented in Chapter 6 volume II (Table 6-9).
Within this chapter the main Ro-Ro regular lines in the EMR are recorded, while the average travel time, as well as the frequencies of the these lines are also described.
2.3.1 Greece Based on Eurostat data, in Greek ports Ro-Ro traffic varies from rather limited freight transport recorded in some smaller port Authorities to million tons in major Greek Ports, such as the port of Piraeus. Within this section, the Greek ports are presented in
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descending order, according to the volume of Ro-Ro/Ro-pax freight traffic recorded in each port.
In 2006, 5,351 thousand tons in terms of Ro-Ro traffic were recorded in the port of Piraeus, representing approximately 27% of total freight traffic for this port. Furthermore, approximately 30% of Ro-Ro traffic of the port of Piraeus in 2006 was ingoing flows, while the majority of outgoing flows (93%) is mainly concentrated to maritime links between Greek ports. The remaining 7% is concentrated to maritime links between Piraeus and Italian ports. Finally, 67% of Ro-Ro traffic for the port of Piraeus refers to mobile self propelled units.
At the same time, the port of Patras has 4 main maritime links with Italian Ports (Ancona, Bari, Brindisi and Venezia), which concentrate approximately 96% of total freight traffic. In 2006, the port recorded 3,837 thousand tons of freight, more than 50% of which to/from the Ancona port. The freight flows are balanced as for embarking and disembarking and the traffic is characterized by the strong prevelance of accompanied traffic (83%). The average travel time for the Ro-pax maritime links of the Patras port and the previously mentioned Italian ports is:
• Patras – Ancona: 21 hours • Patras – Bari: 16 hours • Patras – Brindisi: 14 hours • Patras – Venezia: 31 hours (Ro-pax maritime link) 41 hours (Ro-Ro maritime link)
The Igoumenitsa port has two maritime links with the Greek ports of Corfu and Patras. For these two links in 2006 7,640 of vessels calls and 98,810 of trucks and trailers were recorded. Furthermore, the port of Igoumenitsa has the following 4 main maritime links with Italian ports:
• Igoumenitsa – Ancona (15 hours travel time) • Igoumenitsa – Bari (10 hours travel time) • Igoumenitsa – Venezia (22 hours travel time) • Igoumenitsa – Brindisi (7 hours travel time)
As far as the above maritime links with Italian ports are concerned, the port of Igoumenitsa recorded 5,647 vessel calls, and 161,876 trucks and trailers in 2006.
Overall, the volume of freight transport with regards to Ro-pax traffic for the Igoumenitsa port in 2006 was 2,777 thousands tons. Freight traffic concentrated to Italian destinations is approximately 84% of the overall freight traffic of the port, while the remaining 16% is towards / from Greek ports.
In the Heraklion Port maritime links in terms of Ro-Ro/Ro-Pax traffic only refer to Greek destinations. In 2006, in the Heraklion port 2,777 thousand tons of freight traffic were recorded, the majority of which was transported with Ro-Ro, mobile self-
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propelled and non self-propelled units. The traffic of the port is balanced as for accompanied and non-accompanied traffic.
The main Ro-Pax regular lines of the port of Corfu serve maritime links with the Greek port of Igoumenitsa and with four Italian Ports (Ancona, Bari, Brindisi, Venezia). In 2006 6,428 vessel calls were recorded for the maritime link Corfu – Igoumenitsa, while 484 thousand tons of freight and approximately 39,200 trucks/trailers were transported. At the same time, for the maritime links of Corfu with the four Italian Ports, 882 vessel calls, 47 thousands tons of freight transport and about 1,600 trucks/trailers were recorded. It is noted that the average travel time for the Corfu-Bari link is 24 hours, while for the Corfu – Venezia link is 11 hours.
The port of Korinthos has two Ro-Ro regular lines with the Ancona and Venezia ports. These two maritime links recorded 155 vessel calls in 2006. There are 3 vessels in the maritime link Korinthos – Venezia, with a garage capacity from 100 to 140 trucks and average speed 19 knots. Each one has 5-6 calls per month in Korinthos port. The average travel time is about 40 hours. In the maritime link Korinthos – Ancona there is one vessel with 5-6 calls per month.
The port of Rafina is mainly a passenger traffic port, while its two regular maritime links are the Rafina – Andros – Tinos – Mykonos link and the Rafina – Nea Stira link. In these links, 3,630 vessel calls and 30,671 trucks/trailers were recorded for 2006.
The two main maritime links of the Souda port are with the Piraeus port: one Ro-Ro traffic link and one Ro-Pax traffic link. The Ro-Ro traffic link recorded 160 vessel calls in 2006 with 51,000 trucks and trailers, while the Ro-Pax traffic link 660 vessel calls and 7,000 trucks and trailers. Both links are expected to have a 16% increase in vessel calls in the 2007-2015 period.
Mytilene, Chios, Mykonos, and Samos ports do not have any significant Ro-Ro/Ro- Pax maritime links with foreign destinations. According to the 2000 Eurostat data, in the ports of Mytilene, Chios, Mykonos and Samos, 253, 129, 114, and 58 thousand tons of Ro-Ro/Ro-Pax traffic, respectively, were recorded. It is noted that the majority of the specific freight flows were outgoing. The traffic is characterized by the prevelance of accompanied traffic.
The Rhodes port is mainly linked with the ports of Piraeus, as well as several ports on Crete and the Dodecanese islands. In the Ro-pax/ Ro-Ro regular lines of the port, 188 thousand tons of freight traffic were transported with Ro-Ro, mobile self-propelled and non self-propelled units (2006 data), while approximately 3,540 vessel calls and 55,890 trucks/trailers were recorded.
The ports of Volos, Kavala and Lavrion, have Ro-Ro links only with other Greek ports. More specifically, in the port of Volos for the year 2006, 64 thousand tons of Ro-Ro freight traffic were recorded, while in the Kavala and Lavrion ports 176 and 115 thousands tons, respectively.
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Ro-Ro traffic does not play significant role in the port of Thessaloniki. Only 49 thousand tons of Ro-Ro traffic were recorded for 2006, while the maritime links for which Ro-Ro traffic was recorded refered to Greek Ports.
In the Elefsina port 28 thousands tons in terms of Ro-Ro traffic were recorded for the year 2006. Approximately 60% of freight Ro-Ro transport refers to connections between the port of Elefsina and other Greek ports. Furthermore, approximately 20% of the goods transported with Ro-Ro traffic came from Italy.
2.3.2 Italy Ro-ro and ro-pax flows for the potential MoS Italian ports are mainly concentrated towards Greece, Turkey, Croatia, Albania and Montenegro. In particular the port of Trieste is specialized in traffic towards Turkey, while the ports of Bari and Ancona manage the majority of flows towards Greece.
In the Ancona port Ro-Ro transport plays a key role, with particular regard both to passenger and freight flows. The traffic is characterized by the prevalence of accompanied traffic (trucks) (94%). Most traffic is concentrated on Greek routes, while the freight flows are balanced as for embarking and disembarking. At the same time, Turkey’s traffic flows are characterized by the strong prevalence of outgoing flows (97%), while Albania’s traffic flows, after a strong unbalance in 2004 (90% of outgoing flows) achieved a traffic balance in the years after (55% outgoing and 45% incoming).
In the port of Bari freight ferry traffic expierenced a 10% increase in 2007 both in terms of trailers/trucks and in tons of freight carried on trailers/trucks. More specifically, freight traffic in 2007 accounted for over 70% of Bari’s entire traffic. The majority of the traffic is concentrated to Greek destinations (accounting for approximately 75% of total ro-ro traffic in terms of trucks and trailers) and to Albania routes (23% of ro-ro traffic). Traffic flows between the port of Bari and Greece experienced a 14% increase in 2007, while traffic between Bari and Albania a 13% increase over the same period (+20% of calls). As for future traffic development regarding ro-ro, good perspectives derive from the opening of a new route with Turkey and from the continuous growth of flows towards Igoumenitsa, which is currently the main corridor linking Italy with the new EU member states Bulgaria and Romania.
In the port of Brindisi the majority of traffic activities refer to the disembarking of bulk, while containers and Ro-Ro traffic are still secondary, representing 125,000 tons per year. Generally, the ferry freight segment of the port experienced a significant decrease over the last few years (from 90,000 trailers and trucks in 2000 to less than 60,000 in 2006), as a result of the strong competition with the Bari port.
Traffic within the port of Catania is characterized by a strong component of ro-ro flows that accounts for over 80% of total traffic. Ro-Ro services are mainly focused
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on the West-Med area, nevertheless, services connecting the port with East-Med ports (Ravenna in Italy and Malta) are also available. Over the last few years ro-ro traffic data did not experience any significant change.
In the past 20 years, most of the goods moving through the port of Chioggia are transported by conventional non-liner ships, while the amount of cargo transported by Ro-Ro vessels has been rather small. With the prospective of the port of Chioggia increasing its regular services and opening up to new transport modes, including ferry and container transport, many liner ships engaged in traffic in the Mediterranean Sea are now becoming interested in the Port of Chioggia.
The port of Taranto is itended to further develop its ro-ro/ro-pax traffic (cargo and passengers) in order to become a complementary port to the nearby ports of Bari and Brindisi. In 2005, 2,295 thousand tons of cargo were recorded, all of them in Italian Maritime links.
Annual traffic for the Trieste port has not experienced any significant progress over the recent years, with 48 million tons recorded in 2006. The traffic on Ferry/Ro-Ro ships has been 5.6 million tons, amounting to approximately 12% of total traffic. In the ferry/Ro-Ro sector, the traffic towards the Turkish Mediterranean ports plays a dominant role (90%), followed by Albania (4%). As for flows between Trieste and Turkey, an important role is played by the automotive sector, accounting for about 20% of cargo. Less significant flows are towards Egypt, Libya and Cyprus. Finally, traffic to/from Greece has experienced a significant decrease in recent years, while in 2006 no ferry/Ro-Ro traffic between the port of Trieste and Greece was recorded. Traffic data for the port of Trieste are summarized in the following Table.
Table 2-2: Ro-Ro traffic per country for the port of Trieste
Ferry / Ro-Ro Traffic 2004 2005 2006
ITALY 1,701 0 0 TURKEY MED. 4,964,545 4,919,655 5,360,149 ALBANIA 282,875 279,923 252,032 GREECE - AEGEAN 926,311 17,290 0 CYPRUS 1,186 2,159 538 EGYPT 41,871 98,692 58,863 SYRIA 2,954 1,420 0 LIBYA 0 0 8.904 TOTAL FERRY/RO-RO 6,221,443 5,319,139 5,680,486 of which Embarking 3,327,847 2,804,408 2,972,319 Disbarking 2,893,596 2,514,731 2,708,167
% national 0.03% 0.00% 0.00% % international 99.97% 100.00% 99.84%
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The port of Venice has registered approximately 2 million tons in terms of Freight carried on trailers and trucks for the year 2006. Most traffic is concentrated on Greek routes (about 94%), whose freight flows are balanced as for embarking/disembarking.
2.3.3 Slovenia The terminal has regular weekly lines to the Far East and is connected via feeder services with important hub ports in the Mediterranean (Gioia Tauro, Malta, Piraeus, Haifa, Taranto).Nevertheless, the main regular Ro-Ro lines for the Koper port are: Koper – Monflacone – Pireus – Haifa – Ashdood – Limassol – Izmir – Ravenna - Koper and Koper – Trieste – Durres – Trieste –– Koper. Both lines are on weekly frequency, while in 2007 1,920 trailers were recorded. The first link’s length is 1,600 nm.
2.3.4 Malta The Port of Valletta in Malta has recognised the importance of Ro-Ro traffic within the Mediterranean region, and has invested over the years in offering efficient handling facilities to Ro-Ro vessels. At the same time, the port’s future plans include measures to further increase its Ro-Ro traffic handling capability. The annually number of trailers serviced via Ro-Ro traffic each year has increased steadily from 8,694 in 1998 to 17,185 in 2006.
Furthermore, introducing new, larger Ro-Ro vessels, will allow for more efficient vessel capacity utilization, given that a higher volume of trailers can be transported in one vessel, having, thus, positive environmental impacts on the wider area.
2.3.5 Cyprus The main Ro-Ro regular lines in the Mediterranean Region for the Limassol Port are the following:
• Livorno – Genoa – Amerseilles – Barcelona – Castellon – Alex – Lattakia – Limassol – Larnaka – Beirut – Mersin – Alexandria – Lattakia (45 vessel calls in 2006) • Piraeus – Limassol – Haifa – Limassol (203 vessel calls in 2006) • Koper – Piraeus – Limassol – Beirut – Tartous (35 vessel calls in 2006) • Piraeus – Limassol – Haifa (136 vessel calls in 2006)
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2.4 Container services Within this chapter the main Container regular lines in the EMR are recorded, while the average travel time, as well as the frequencies of the these lines are also described.
It should be mentioned that the available data couldn’t enable the distinction between feeder and chain container services. However, container flows involved in global container chains, currently served by feeder Lo-Lo lines, could be to the benefit of Lo-Lo based MoS schemes development in the future.
2.4.1 Greece In 2006, very few container vessel calls were recorded for the Greek ‘municipal coffers’ ports (Chalkida, Chios, Kalamata, Korinthos, Mytilene, Mykonos, Preveza, Rhodes, Samos, Souda, etc.). More specifically, for the Chalkida port 21 calls were recorded, of approximately 20,000 NT, while the port of Korinthos recorded 6 calls of approximately 19,400 NT. Thus, the most significant Greek ports in terms of container traffic are the ports of Piraeus, Thessaloniki, Volos, and Herakleion. Within this section, container traffic for these ports is briefly discussed based on Eurostat data.
The Piraeus port recorded in 2006, 1,565 container vessels calls (inwards direction only), while the average calls for the period 2000 – 2006 is 2,241. In terms of large freight container transport, Piraeus recorded 13,870 thousand tons in 2006, which accounts for approximately 70% of the entire freight transport. Approximately 15% of large container traffic is linked to Italian ports, 4% to Greek ports and 3% towards the Limassol Port. Furthermore, Piraeus’s throughput over the recent years has not experienced any significant change (from 1,404,939 TEUs in 2002 to 1,403,408 TEUs in 2006).
The container transport of Piraeus port (both TEUs and tons) with countries of EMR is presented in the following table. Furthermore, the percentages for each flow, taking as base the Piraeus total flow in TEUs and tons is also presented. Based on these data, it seems that more than 15% of Piraeus’ container traffic is concentranted to martime links with Italy, while container traffic towards / from the rest EMR countries is less than 5% of total Piraeus container traffic. The other 80% of container flows for the port of Piraeus refers to maritime links with non-EMR countries. The most important non-EMR maritime links in terms of container traffic are China (16.9% of total Piraeus container traffic), Turkey (9.1% of total Piraeus container traffic), Singapore (8.2% of total container traffic), and Spain (7.6% of total Piraeus container traffic).
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Table 2-3: Container traffic per country for 2006 for the port of Piraeus
Piraeus Loading Unloading container traffic T.E.US % Tons % T.E.US % Tons % Italy 109,744 15.42 1,184,939 14.65 105,895 15.31 792,323 13.93 Ancona 8,321 1.17 88,186 1.09 4,698 0.68 48,409 0.85 Augusta 5 0.00 80 0.00 0 0.00 0 0.00 Bari 0 0.00 0 0.00 2 0.00 23 0.00 Cagliari 1,471 0.21 17,201 0.21 131 0.02 1,196 0.02 Genoa 410 0.06 4,144 0.05 738 0.11 909 0.02 Gioia Tauro 45,063 6.33 414,533 5.13 40,742 5.89 193,476 3.40 La Spezia 12,888 1.81 140,427 1.74 3,512 0.51 41,044 0.72 Livorno 125 0.02 1,242 0.02 1,887 0.27 9,794 0.17 Monfalcone 48 0.01 805 0.01 0 0.00 0 0.00 Naples 8 0.00 100 0.00 2,327 0.34 15,910 0.28 Palermo 232 0.03 3,954 0.05 2,409 0.35 23,485 0.41 Ravenna 9,687 1.36 138,929 1.72 8,043 1.16 109,516 1.92 Salerno 1,196 0.17 16,658 0.21 293 0.04 263 0.00 Taranto 3,160 0.44 35,343 0.44 10,590 1.53 29,053 0.51 Trieste 7,327 1.03 87,766 1.09 7,171 1.04 96,652 1.70 Venice 19, 803 2.78 235,571 2.91 23,352 3.38 222,593 3.91 Greece 9,000 1.26 147,808 1.83 17,901 2.59 249,898 4.39 Volos 1,523 0.21 24,442 0.30 2,338 0.34 40,616 0.71 Heraklion 366 0.05 4,096 0.05 5,357 0.77 71,261 1.25 Thessaloniki 7,111 1.00 119,270 1.47 10,206 1.48 138,021 2.43 Cyprus 6,784 0.95 40,019 0.49 33,895 4.90 296,751 5.22 Limassol 6,784 0.95 40,019 0.49 33,895 4.90 296,751 5.22 Malta 13,692 1.92 144,176 1.78 3,032 0.44 16,282 0.29 Marsaxlokk 224 0.03 1,519 0.02 0 0.00 0 0.00 Valletta 13,468 1.89 142,657 1.76 3,032 0.44 16,282 0.29 Slovenia 7,236 1.02 89,343 1.10 13,806 2.00 146 ,130 2.57 Koper 7,236 1.02 89,343 1.10 13,806 2.00 146,130 2.57 Source: Piraeus Port Authority
Furthermore, freight flows between the port of Piraeus and major East Mediterranean ports are presented in the following Table.
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Table 2-4: Freight flows between Piraeus and major East Mediterranean ports in 2006
Piraeus freight flows Frequency (annual trips) Annual volume in TEU's (2006) Arrivals Departures Imports Exports Constanza (ROM) 62 67 9,444 3,189 Varna (BUL) 21 28 1,043 1,130 Burgas (BUL) 18 18 1,238 976 Thessaloniki (GR) 43 159 7,111 10,206 Volos (GR) 34 37 1,523 2,338 Izmir (TUR) 105 357 19,047 25,229 Mersin (TUR) 70 125 17,471 12,271 Lattakia (SYR) 65 56 8,122 11,408 Beirut (LEB) 53 85 1,768 5,801 Source: Piraeus Port Authority
In the port of Thessaloniki in 2006, 616 container vessels calls were recorded (inwards direction only). In terms of large freight container transport, Thessaloniki recorded 2,969 thousand tons in 2006, which accounts for approximately 18 % of total freight transport. Furthermore, more than 27% of large container traffic is linked to Italian ports, 11% to Greek ports and 3% to the port of Limassol. Throughput levels for the port of Thessaloniki have increased over the past few years from 240,439 TEUs in 2002 to 343,727 TEUs in 2006 (source: Thessaloniki Port Authority).
Container traffic for the port of Thessaloniki with countries of EMR is presented in the following table.
Table 2-5: Container traffic (TEUs) per country for the port of Thessaloniki
Thessaloniki container traffic 2005 % 2006 %
Inwards 18,6230 17,9067 Total 100 100 Outwards 18,6245 17,6113 Inwards 13,771 10,154 Greece 6.1 6.6 Outwards 9,063 13,282 Inwards 53,800 49,669 Italy 29.8 27.7 Outwards 57,067 48,607 Inwards 6,602 6,316 Cyprus 3.7 3.6 Outwards 7,202 6,381 Inwards 7,270 6,500 Malta 4.1 3.8 Outwards 8,086 6,896 Inwards 361 0 Slovenia 0.3 0.1 Outwards 916 302 Source: Eurostat
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The port of Volos in 2006 recorded 99 container vessel calls (inwards direction only). In terms of large freight container transport, Volos recorded 208 thousand tons in 2006, which accounts for approximately 2% of total freight transport. More than 35% of large container traffic for the Volos port is linked to Malta ports, while approximately 34%to other Greek ports.
Container traffic for the port of Volos with countries of EMR is presented in the following table.
Table 2-6: Container traffic (TEUs) per country for the port of Volos
Volos container traffic 2005 % 2006 %
Inwards 5,752 9,329 Total 100 100 Outwards 4,915 7,705 Inwards 1,786 2,378 Greece 29.8 33.9 Outwards 1,391 3,399 Inwards 136 583 Italy 5.1 4.8 Outwards 408 235 Inwards 0 0 Cyprus 0.0 0.0 Outwards 0 0 Inwards 164 3,640 Malta 2.7 35.7 Outwards 124 2,446 Inwards 0 0 Slovenia 0.0 0.0 Outwards 0 0 Source: Eurostat
The Heraklion port recorded 48 container vessel calls in 2006 (inwards direction only), while in terms of large freight container transport, it recorded 125 thousand of tons, which accounts for approximately 3% of total freight transport. Approximately 60% of large container traffic moving through the port of Heraklion is linked to other Greek ports, while 39% to Italian ports.
Container traffic for the port of Heraklion with countries of EMR is presented in the following Table.
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Table 2-7: Container traffic (TEUs) per country for the port of Heraklion
Heraklion container traffic 2005 % 2006 %
Inwards 10,280 9,121 Total 100 100 Outwards 3,064 2,359 Inwards 4,526 5,393 Greece 44.6 59.7 Outwards 1,425 1,461 Inwards 5,738 3,728 Italy 51.5 39.1 Outwards 1,132 761 Inwards 0 0 Cyprus 0.2 0.0 Outwards 23 3 Inwards 0 0 Malta 0.0 0.0 Outwards 0 0 Inwards 0 0 Slovenia 0.0 0.0 Outwards 0 0 Source: Eurostat
2.4.2 Italy As far as the port of Ancona in Italy is concerned, container traffic has not experienced any significant change during the period 2004 - 2006; nevertheless, compared to previous years container traffic, it seems that there has been a significant decrease, which can be attributed to the shift of feeder traffic from Taranto on rail services. The Ancona Port recorded 198 container vessels calls (inwards direction) in 2006, while the large freight container transport in 2005, accounts for approximately 11 % of total freight transport. Traffic data indicate that approximately 53% of container traffic moving through the port of Ancona is linked to other Italian ports, 31% to Greek ports, while 8% to the ports of Malta.
Regarding the Italian ports of Augusta and Chioggia, it is noted that the volume of container traffic is rather small.
The volume of container flows for the port of Bari is not very significant, mainly due to infrastructural issues, such as the lack of rail connections and inadequate terminal facilities. Moreover, the fact that Bari operates in a highly competitive environment (ports of Taranto, Gioia Tauro and Salerno attract most of the container traffic) has also affected the already low levels of container flows for the Bari port.
The same applies to the port of Brindisi, which records rather limited container traffic, especially given its potentials (its position outside the urban area, adequate draught, availability of rail link).
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The Catania port recorded 14 calls of container ships for 2006 (inward direction only). The majority of traffic flows (approximately 97%) is concentrated on Italian ports. During 2006, 16,400 TEUs were recorded for the port of Catania, indicating a 6.7% increase compared to the respective 2005 traffic data. As far as the port of Monfalcone is concerned, in 2007 the commercial terminal handled 4,411,900 tonnes of cargo, which is slightly reduced compared to the 2006 data (-2.61%). Furthermore, container traffic of the port in 2007 summed up to 1,519 TEUs, while in 2006 to 1,523 TEUs.
The Container Terminal of the Taranto port operates with 4 oceanic lines and 6 feeder lines that connects the Mediterranean region with Far East, Middle East, Northern Europe and the US. Transhipment traffic accounts for nearly 90% of total container traffic (892,303 TEUs in 2006).
Two liner services connect Taranto with the Mediterranean:
• Europe Levante Service (ELS) – Thamesport, Rotterdam, Hamburg, Antwerp, Lisbon, Taranto, Piraeus, Istanbul/Kumport, Izmir, Taranto • Inter Mediterranean Service (IMS) – Taranto, Alexandria, Limassol, Ashdod, Izmir, Haifa, Taranto
The feeder links are:
• Greece – Turkey Service (GT1) – Taranto, Piraeus, Izmir • Greece – Turkey Service (GT2) – Taranto, Salonicco, Haydarpasa, Gemlik • Inter Mediterranean Service (IMS) – Taranto, Piraeus, Alessandria , Limassol, Ashdod, Izmir, Taranto • Civitavecchia – Tunis Service (CTS) – Civitavecchia, La Spezia, Tunis, Catania, Taranto • TEX – Taranto, Ploce, Bari, Taranto, Venezia, Gioia Tauro • SPL – Taranto, Beirut
The significant progress of the container sector and the fact that the container traffic is expected to reach over 2 million TEUs by 2009 has revealed the urgent need of constructing a new terminal.
Regarding the Trieste port, a significant progress in container traffic has been recorded during the past few years. More specifically, 220,310 TEUs have been loaded / unloaded in 2006 at the Trieste port, indicating an 11% and 20% increase compared to the 2005 and 2004 figures, respectively. Moreover, the Trieste Port recorded 290 container vessel calls (inwards direction) in 2006, while approximately 34% of large freight container traffic is linked to Italian ports and 17% to Greek ports.
Container traffic for the port of Venice experienced a 9.2% increase in 2006 compared to the 2005 figures. More specifically, in 2006 the port of Venice handled approximately 317,000 TEUs, while it recorded 341 container vessel calls (inwards
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direction). Large freight container transport in 2005 for Venice accounts for approximately 6 % of total freight transport, and at the same time 42% of container traffic is linked to Italian ports, 17% to Greek ports, 3% to Koper port and 8% to ports of Malta.
In the following Table container traffic in TEUs for the potential MoS Italian ports for the period 2004-2006 are presented.
Table 2-8: Container traffic for Italian ports
Container Traffic 2004 2005 2006 (TEUs) Taranto 763,318 716,856 892,303 Venice : 289,860 316,642 Trieste 173,962 198,319 220,310 Ravenna : 168,950 162,000 Ancona 85,969 85,441 97,035 Catania 11,751 15,343 16,372 Brindisi : 2,116 4,268 Monfalcone 2,234 577 1,523 Bari 20,192 10,008 49 Augusta : : : Chioggia 201 0 0 “:” Data not available Source: Italian port Authorities
2.4.3 Slovenia The port of Koper in Slovenia recorded 489 container vessel calls for 2006 (inwards direction only), while the average vessel calls for the period 2002 – 2006 are 373. In terms of large freight container transport, Koper recorded 2,106 thousand tons in 2006, that accounts for approximately 13.7% of total freight transport. 45% of container traffic moving through the port of Koper is linked to Italian ports, 20% to Greek ports and 3% to ports of Malta. Throughput levels for Koper have experienced a significant increase over the past few years, from 179,745 TEUs in 2004 to 306,648 TEUs in 2006.
The main Container regular lines of Koper port are presented in the following Table.
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Table 2-9: Container regular lines for the port of Koper Link Transit Average ship capacity Origin – Destination length Frequencies time per type of vessel (Nm) Koper - Trieste - Ravenna - Venezia - Gioia Tauro - Istanbul 1,250 12 Weekly 2500 TEU - Gemlik - Piraeus Koper - Treste - Venezia - Ravenna - Izmir - Haifa - 1,600 15 Weekly 2500 TEU Ashdod Gioia Tauro - Alexandria - Mersin - Piraeus - Ravenna - 1,400 15 Weekly 2500 TEU Venice - Trieste - Koper - Gioia Tauro Koper - Venezia - Ravenna - Ancona - Alexandria - Limassol 1,500 15 Weekly 2500 TEU - Beirut - Tartous - Lattakia - Mersin - Koper Ravenna - Koper - Monfalcone - 500 TEU, 2860 CARS, 1500 Piraeus - Haifa - Ashdod - Izmir 1,600 15 Weekly TRAILERS - Ravenna
2.4.4 Malta The Malta Freeport has experienced significant progress over the past years and has become a key player in the Mediterranean containerisation industry, amalgamating the activities of container handling and industrial storage. Currently the Malta Freeport is the 12th major European port and the 3rd largest transhipment and logistics centre in the Mediterranean. It handles, on average, 2 million TEUs per annum. Throughput levels have improved over the past years, from 94,500 TEUs in 1990 to 1,033,052 TEUs in 2000 and 1,901,180 TEUs in 2007. On average, approximately 5% of total annual throughput is local cargo, with the rest being transhipment cargo. Through planned developments and expansion of the port’s facilities, it is anticipated that the Terminal’s annual capacity will increase from the present 2 million TEUs to more than 3 million TEUs.
Table 2-10: Malta Freeport’s Throughput Level and Ship Calls (1990 to 2007) Year Throughput (TEUs) Ship Calls 1990 94,500 231 1991 157,631 381 1992 259,232 660 1993 288,192 621 1994 383,060 754 1995 514,767 973 1996 593,013 1383 1997 662,648 1339 1998 1,071,669 1555 1999 1,044,972 1655 2000 1,033,052 1,757 2001 1,165,070 1,951
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2002 1,244,232 1,909 2003 1,300,000 1,746 2004 1,461,174 1,698 2005 1,321,000 1,483 2006 1,485,000 1,559 2007 1,901,180 1,690
The main container regular lines serviced by the Malta Freeport are presented in the following table:
Table 2-11: Malta Freeport’s regular lines
SERVICE SHIPPING PORTS OF CALL FREQUENCY LINE FAL 1 CMA CGM Malta Freeport, Khor Weekly One Eastbound Service Group Fakkan, Chiwan, Dalian, Tianjin, Shanghai, Hong Kong, Yantian, Port Kelang, Southampton, Hamburg, Rotterdam, Zeebrugge, Le Havre, Malta Freeport MEX Service CMA CGM Malta Freeport, Damietta, Weekly - One Westbound, One Group Port Kelang, Chiwan, Eastbound Lianyungang, Qingdao, Pusan, Shanghai, Xiamen, Chiwan, Hong Kong, Port Kelang, Malta Freeport, Valencia, Barcelona, Fos, Genoa, Malta Freeport NEMO Delmas, CMA Malta Freeport, La Spezia, Weekly CGM Group, Tilbury, Hamburg, ANL, Deutsche Antwerp, Le Havre, Fos, La Afrika Linien Spezia, Damietta, Pointe des Galets, Port Louis, Melbourne, Sydney, Brisbane, Tauranga, Lyttelton, Melbourne, Adelaide, Jakarta, Port Kelang, Chennai, Colombo, Damietta, Malta Freeport Amerigo CMA CGM Malta Freeport, Taranto, Weekly Express Group, Leghorn, Genoa, Fos, Evergreen Valencia, Lisbon, New York, Norfolk, Savannah, Miami, Malta Freeport Mediterranean Delmas Malta Freeport, Dakar, Every 12 days Line Service Conakry, Douala, Dakar, Valencia, Barcelona,
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SERVICE SHIPPING PORTS OF CALL FREQUENCY LINE Marseille, Genoa, Leghorn, Naples, Malta Freeport Epic 1 Service CMA CGM Malta Freeport, Tilbury, Weekly - One Westbound, One Group, Hapag Hamburg, Antwerp, Le Eastbound Lloyd, Hamburg Havre, Port Said, Jebel Ali, Sud Port Qasim, Nhava Sheva, Mundra, Malta Freeport ECSA Service CMA CGM Malta Freeport, Dakar, Weekly Group, Hamburg Valencia, Genoa, Malta Sud Freeport ECL Line IRISL Malta Freeport, Misurata, Weekly - One Westbound, One Felixstowe, Hamburg, Eastbound Antwerp, Le Havre, Genoa, Malta Freeport, Jeddah, Bandar Abbas, Dubai, Tianjin, Shanghai, Ningbo, Chiwan, Singapore, Bandar Abbas, Dubai, Damietta, Malta Freeport AEC United Arab Malta Freeport, Rotterdam, Weekly Shipping Co Thamesport, Hamburg, Antwerp, Yokohama, Nagoya, Kobe, Hakata, Pusan, Yantian, Hong Kong, Singapore, Khor Fakkan, Jebel Ali, Jeddah, Malta Freeport MIX United Arab Malta Freeport, La Spezia, Weekly Shipping Co Fos, Barcelona, Valencia, New York, Norfolk, Savannah, Port Qasim, Pipava, Nhava Sheva, Jebel Ali, Jeddah North Africa CMA CGM Malta Freeport, Jakarta, Weekly Express Group Chiwan, Shanghai, Ningbo, Hong Kong, Chiwan, Malta Freeport Libya/Italy Brointermed Malta Freeport, Misurata, Weekly Service Ras Lanuf, La Spezia, Malta Freeport, Benghazi, Marsa el Brega, El Khoms, La Spezia, Malta Freeport Malta / United Feeder Malta Freeport, Koper, Every 8 days Adriatic Service (UFS) Venice, Ravenna, Ancona, Service Durres, Taranto, Malta Freeport
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SERVICE SHIPPING PORTS OF CALL FREQUENCY LINE Adriatic & IRISL Malta Freeport, Venice, Weekly Tirrenic Koper, Naples, Malta Service Freeport Algerian IRISL Malta Freeport, Skikda, Weekly Service 2 Oran, Algiers, Malta Freeport Tunis / IRISL Malta Freeport, Tunis, Weekly Spanish Barcelona, Castellon, Service Marseille, Malta Freeport Libyan IRISL Malta Freeport, Misurata, Weekly Service 1 El Khoms, Tripoli, Benghazi, Malta Freeport Adriatic Losinjska Malta Freeport, Rijeka, Weekly Service 3 Plovidba Split, Ploce, Bar, Gioia Tauro, Malta Freeport Malta - Spain Medex Malta Freeport, Tunis, Every 10 days - Tunis - Valencia, Barcelona, Tunis, Sicily Service Pozzallo, Malta Freeport Gioia Tauro/ United Feeder Malta Freeport, Palermo, Weekly Sicily Service (UFS) Catania, Gioia Tauro, Malta Freeport Levant B United Feeder Malta Freeport, Gioia Every 10 days Service (UFS) Tauro, Malta Freeport, Alexandria, Ashdod, Haifa, Malta Freeport Naples United Feeder Malta Freeport, Durres, Weekly Service Service (UFS) Naples, Malta Freeport Aegean C United Feeder Malta Freeport, Marport, Weekly Service (UFS) Istanbul, Gemlik, Izmir, Gioia Tauro, Malta Freeport Tyrrhenian/ United Feeder Malta Freeport, Tunis, Fortnightly Tunis Service Service (UFS) Trapani, Gioia Tauro, Salerno, La Spezia, Genoa, La Spezia, Leghorn, Salerno, Gioia Tauro, Malta Freeport
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2.4.5 Cyprus The port of Limassol in Cyprus recorded 795 container vessel calls for the year 2006 (inwards direction only). Furthermore, in terms of large freight container transport, Limassol recorded 1,511 thousand tons and 667 thousands tons (inwards and outwards direction respectively), which accounts for approximately 62% of total freight transport. Approximately 22% of container traffic is linked to Italian ports, while 8.7% to Greek ports. Throughput has significantly increased over the past few years, from 320,130 TEUs in 2005 to 360,805 TEUs in 2006.
The main Container regular lines of Limassol port are presented below:
Mediterranean • Ravenna – Limassol – Beirut (16 calls and 1.539 TEUs in 2006) • Damietta – Port Said – Beirut – Lattakia – Tartous – Limassol (79 calls and 9.543 TEUs in 2006) • Port Said – Beirut – Limassol – Lattakia – Alex – Limassol – Haifa • Gioia Tauro – Marsaxlokk – Limassol – Mersin – Ashdod – Alexandria (2 calls and 210 TEUs in 2006) • Damietta – Port Said – Beirut – Limassol (86 calls and 22.643 TEUs in 2006) • Gioia Tauro – Limassol – Latakia – Beirut – Limassol (2 calls and 59 TEUs in 2006) • Port Said – Lattakia – Tartous – Limassol (74 calls and 19.010 TEUs in 2006) • Taranto – Alexandria – Limassol – Ashdod – Mersin (45 calls and 20.236 TEUs in 2006) • Damietta – Limassol – Ashdod – Haifa – Mersin (6 calls and 351 TEUs in 2006) • Limassol – Piraeus – Limassol – Thessaloniki (43 calls and 12.747 TEUs in 2006) • Damietta – Lattakia – Port Said – Mersin – Limassol – Thessaloniki (18 calls and 2.057 TEUs in 2006)
Mediterranean / Europe • Tilbury – Antwerp – Rotterdam – Piraeus – Limassol – Alex – Ashdod – Haifa – Salerno • Ravenna – Venice – Ashdod – Haifa – Limassol (113 calls and 42.192 TEUs in 2006) • Liverpool – Cardiff – Dublin – Leixoes – Lisbon – Valletta – Piraeus – Limassol – Ashdod – Haifa – Salerno – Leixoes – Belfast (73 calls and 23.225 TEUs in 2006) • Felixstowe – Antwerp – Hamburg – Rotterdam – Limassol – Ashdod – Haifa (12 calls and 4.061 TEUs in 2006) • Felix – Hamburg – Rotterdam – Antwerp – Limassol – Haifa – Ashdod • Salerno – Liverpool – Dublin – Antwerp – Limassol– Ashdod – Haifa
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• Haifa – Limassol – Alexandria – Port Said – Damietta (74 calls and 19.822 TEUs in 2006) • Felix – Antwerp – Rotterdam – Hamburg – Le Havre – Limassol – Haifa – Ashdod – Alex – Napoli • Ravenna – Trieste – Venice – Brindisi – Ancona – Pir – Limassol – Ashdod (139 calls and 133.251 TEUs in 2006) • Valencia – Barcelona – Marseilles – Piraeus – Limassol – Haifa – Alex • Felixstowe – Antwerp – Hamburg – Limassol – Ashdod – Haifa (36 calls and 10.566 TEUs in 2006)
Finally, container traffic for the port of Limassol with countries of EMR is presented in the following Table.
Table 2-12: Container traffic (TEUs) per country for the port of Limassol
Limassol container traffic 2005 % 2006 %
Inwards 160,566 61,449 Total 100 100 Outwards 160,212 41,083 Inwards 19,759 3,555 Greece 7.0 8.7 Outwards 2,606 5,317 Inwards 16,019 13,752 Italy 9.0 22.4 Outwards 12,887 9,170 Inwards 47 865 Cyprus 0.1 1.6 Outwards 411 796 Inwards 697 355 Malta 0.5 2.3 Outwards 776 1,975 Inwards 125 539 Slovenia 0.0 0.6 Outwards 12 75 Source: Eurostat
2.5 Port infrastructure and hinterland connections Within this chapter the existing and planned infrastructure of each port examined is briefly described. More specifically, for each port the existing berths, the handling equipment, the cargo storage facilities, the terminals, as well as the information and communication technologies used are presented. Furthermore, any planned or currently under construction projects, as well as port accessibility to transport infrastructure are also described.
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2.5.1 Greece
2.5.1.1 Port of Alexandroupolis
Type of traffic served in relation to the existing berths
Within the port of Alexandroupoli, there are a total of 10 berths with an overall length of about 3,715 meters. The draught of the berths varies from 7.40 to 13.70 meters. The majority of berths are dedicated to general cargo and multi purpose traffic.
Furthermore, in the 3rd quay there is an area of about 12,600 sqm available for trucks, trailers and private cars.
Port handling equipment
The Alexandroupoli Port is equipped with facilities for the handling operations referred to bulk and general cargo traffic. Port equipment includes rail mounted cranes, a forklift and two mobile cranes. The two stevedore associations have handling facilities for loading/unloading bulk good as well.
Warehouse and cargo storage facilities
Alexandroupoli Port has about 172,000 sqm of storage areas, 4,900 sqm of which are covered. There are 3 warehouses with total area of 2,700 sqm and one warehouse for bulk and general cargo goods in the 5th quay, of 2,200 sqm.
In the new freight terminal there are 130,000 sqm of open storage area, but it will be available for use after the completion of the works for the dredging of that section of the port. Another two open storage areas are in 5th quay and in 6th-7th quay, with 7,000 sqm and 30,000 sqm area accordingly.
Freight and passenger terminals
The new freight terminal is located in the north section of the port. It has 730m overall length of berths, 500m of which are dedicated for bulk and Lo-Lo traffic and the rest 230m for container and Ro-Ro traffic. (available after the completion of the works for dredging the port in that section)
There are not any passenger terminals in the port.
Planned and under construction projects/ works
In the Alexandroupoli port the dredging of the basin and the excavation of port’s channel is under construction. The estimated year of completion is 2009. The funding
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sources were 25% from national funds and 75% from the TEN-T budget. The estimated budget is about 19.5 million € (taxes not included).
The construction of a multi use terminal, along with a small port for small boats is under planning. The estimated budget for the studies of the project (preliminary and detailed studies) is about 1 million € (taxes not included).
Accessibility
The port of Alexandroupoli has direct access to road network. The distance from the national highway network (Egnatia Odos highway) is about 5 km via urban network (Dimokratias Avenue). The Port will have access to the planned European Corridor IX (Helsinki – St. Petersburg – Moscow – Kiev – Ljubasevka – Chsinau – Bucuresti – Stara Zagora – Dimitrovgrad – Alexandroupoli) via Egnatia Odos. Furthermore, the completion of studies for direct access to Egnatia Odos highway is expected soon. It also should be mentioned that the port is located 34 km far from Turkey and 150 km far from Bulgaria, via Egnatia Odos highway.
As far as access to rail is concerned, the Alexandroupoli port area is directly connected to national rail network. This connection is thought to be crucial, especially after the recent agreement (March of 2009) between Greece and Bulgaria, according to which the rail services will be upgrated. The rail network, apart from Bulgaria, has access to Turkey.
Finally, port of Alexandroupoli has access to the closest airport, which is situated about 5 km away, via highway road.
The port has two main (7m and 14m width) and one secondary (temporary used) entrances in the west section.
The main deficiency in the port’s accessibility is the fact that the only way to reach Egnatia Odos highway is via the city of Alexandroupoli, which results in increased traffic and road accidents. The problem will be solved with the construction of the new ring road of Alexandropoli with direct access to the highway.
2.5.1.2 Port of Corfu
Type of traffic served in relation to the existing berths
Within the port of Corfu there are a total of 7 quays with an overall length of 227.6 metres. The draught of these quays varies from 3 to more than 7 m. All quays are designed to serve Ro – pax vessels.
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Finally, within the port there is a designated 1,500 sqm area for non-accompanied traffic transported with Ro-Ro and Ro-pax vessels, which has a maximum capacity of 20 trucks.
Warehouse and cargo storage facilities
Within the port of Corfu there is one close storage area of total surface of 1,152 sqm.
Freight and passenger terminals
Within the area of the port there are 2 passenger terminals: • Old passenger station • New passenger station
Planned and under construction projects/ works
Currently, there are three projects under construction within the port of Corfu: • Construction of the leeward pier with a total estimated budget of 8,274,769.56 €. The project is estimated to be completed in 2008 and is financed by INTERREG. • Construction of the windward pier with a total estimated budget of 10,303,403.03 € which will be completed by the end of 2009. The project is financed by INTERREG. • Construction of a yacht shelter at the old Port of Corfu with an estimated budget of 7,113,445.00 € that will be completed by the end of 2009. The project will be financed by the Regional Operational Programme.
Other foreseen projects within the area of the Corfu port are:
• Construction of a port for yachts and small cruise ships with an estimated budget of 29,411,765 €. The project is estimated to be completed in 2012, while the funding sources are yet to be defined. • Construction of infrastructure for providing services to hydroplanes. The project’s budget is 504,202 € and will be completed in 2009. The funding sources are yet to be defined • Construction of a floating parking area with an estimated budget of 1,512,605 €. The project will be completed in 2010, while the funding sources are not yet identified. • Maintenance works at the inland area of the port with an estimated budget of 840,000 €. It is noted that the fuding sources of this project are yet to be defined.
Accessibility
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The port of Corfu has direct access to road network infrastructure and has one main entrance with one lane per direction. The distance from the secondary national road network is 1.5 km.
2.5.1.3 Port of Elefsina
Type of traffic served in relation to the existing berths
There are a total of 7 berths with an overall length of 1,221.8 metres (5 in the main/ central port and 2 in Vlyha area). The draught of the berths varies from 4.50 to 12.50 metres. The berths are designated to handle general cargo and multipurpose traffic.
Picture 2-1 Layout of the port of Elefsina Port handling equipment
The Port of Elefsina is equipped with proper facilities for the handling operations referred to container and general cargo traffic: quays have modern and efficient infrastructures which are able to handle any kind of goods. There are 23 cranes, 21 forklifts and one charger.
Warehouse and cargo storage facilities
There is an open storage facility at the east of the pier of the port, with a surface of 10,000 sqm. If necessary the areas of jetties are also used as storage spaces, with an area of roughly 15 acres.
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Freight and passenger terminals
There is no passenger terminal in area of the port, but there are two freight terminals, one at the central area of the port north-east and north-west of the pier and another at Vlyha.
Planned and under construction projects/ works
One project takes place in the port area (funding sources were not provided), namely the complementary work for the port police base, that has a cost of 2,008,403 € (taxes not included). The project’s duration is 14 months
Other foreseen projects are:
• Complementary quays at Vlyha area, with an estimated budget of 180,000 € • Addition to the existent building of the port authority, with an estimated budget of 280,000€ • Covering part of the main port with asphalt pavement, with an estimated budget of 160,000€
Moreover, other foreseen projects with emphasis to new technologies – innovation within the area of the port are:
• The expansion of the program AEM-MED, with an estimated budget of 93,000 € (taxes not included) • The implementation of bumpers, with an estimated budget of 40,000 € (taxes not included).
Accessibility
The port of Elefsina has direct access to road network infrastructure, while it has two entrances/exits; the east gate for large vehicles with one lane of 7-8 m per direction and the west gate for smaller vehicles with a total width of 4 m. The primary connection axis has a width of about 15 m.
The port is also connected to the international network, through the “Attiki Odos” Motorway in a distance of 4 kms and the National Highway Athens – Korinthos (E65) in a distance of 2 km. Furthermore, the port is connected to the primary national network (National Highway Athens – Korinthos in a distance of 2 kms), while it is also connected to the secondary national network in a distance of 1 km (Old National Highway Athens – Korinthos and Old National Highway Athens – Thiva).
As far as rail accessibility is concerned, in a distance of about 2 km from the port a new railway line exists, although there is no connection with the port. The inexistence of this connection comprises a ‘missing link’.
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The port is not directly connected to the nearest airport via highway road or rail.
2.5.1.4 Port of Igoumenitsa
Type of traffic served in relation to the existing berths
There are a total of 3 berths with an overall length of 1,829 meters. The draught of the berths varies from 5.00 to 10.30 meters. The berths are not dedicated to handle specific traffic. Furthermore, the port has an area of 10,000 sqm available for non accompanied traffic transported with Ro-Pax vessels.
Port handling equipment
There is no handling equipment within the port of Igoumenitsa.
Warehouse and cargo storage facilities
There are no cargo storage facilities within the port of Igoumenitsa. Freight and passenger terminals
There are no freight terminals in the area of the port, while there is one passenger terminal of total area of 6,800 sqm.
Planned and under construction projects/ works
During the past few years civil works for the first phase of the new port, located on the Southern part of the existing port outside the urban area of Igoumenitsa, were completed. Currently, the second phase of this project is under construction, while the total estimated budget for this phase is 58,000,000€. The project is co-funded by the national budget and the Cohesion fund (57%). The Hellenic Ministry for the Environment, Physical Planning and Public Works is responsible for the completion of the new port.
Some of the major works within the second phase of the construction of the new port that are currently carried out are the following: a) Construction of the second passenger terminal b) Construction of building for several purposes c) Increasing the draught and the width of the quays d) Connection of the quays of the existing and new port e) Construction of pier for ship berthing f) Construction of new port exits
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Accessibility
The port of Igoumenitsa has direct access to road network infrastructure. It has one post entrance with eight lanes connecting the port with “Egnatia” highway and two lanes connecting the port with the city of Igoumenitsa. Further to the port having direct access to Egnatia highway, it is also connected with the National road network of Igoumenitsa – Preveza (0.1 km distance).
The port of Igoumenitsa has also access to the nearest airport via highway road. The airport is approximately 75 km away from the port.
The port areas are not connected directly to the national rail network. However, the final rail design studies, of the so called West Rail Axis in Greece, being a TEN-T priority project, are almost complete..
2.5.1.5 Port of Heraklion
Type of traffic served in relation to the existing berths
Within the port of Heraklion, there are a total of 23 berths with an overall length of 4,050 metres. The draught of the berths varies from 6.00 to 14.20 metres. The berths are dedicated to handle specific traffic.
Moreover, there is a dedicated area for non-accompanied traffic transported with Ro- Ro and Ro-pax vessels of maximum capacity of 50 trailers. The area’s total surface is 1,500 sqm. Furthermore, the Port of Heraklion has an area available for trucks transported with Ro-Ro nad Ro-pax vessels of total capacity of 100 vessels (total area surface equals to 3,000 sqm).
Picture 2-2 Layout of the port of Heraklion
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Port handling equipment
The Port of Heraklion is properly equipped with infrastructure for handling operations refered to bulk, Ro-Ro and container traffic: quays have modern and efficient infrastructures which are able to handle any kind of goods. The port’s equipment is listed below: • forklifts • 9 cranes • 2 Ro-Ro tractors • 3 stevedoring vehicles • 2 dump trucks for bulk cargo
Warehouse and cargo storage facilities
The port of Heraklion has open space storage areas of total surface of 275,878 sqm and close storage area of total surface of 3,000 sqm
Freight and passenger terminals
There are not any freight terminals in area of the port. The loading/unloading of the goods takes place in different berths with the use of the handling equipment of the ship or the port.
There are two passenger terminals I and II. The new passenger terminal (Terminal II) has a total area of 2,500 sqm and has high technology facilities. Furthermore, there is one more passenger terminal which is currently under construction. Planned and under construction projects/ works
Within the Port of Heraklion area there are 10 construction projects which are currently under development. The total estimated budget for these projects is 1,101,602,000 €. These projects are:
• Improving the architectural design of the port avenue from the main building of the port station until the “Katsampa” intersection, of total estimated budget of 3,000,000 € that will be completed by the end of 2008. This project is funded by the Regional Operational Programme of Crete. • Extension and regeneration of the coastal avenue (in Alikarnassos), with a cost of 1,272,000 € that will be completed by the end of 2008. This project is funded by the Regional Operational Programme of Crete. • Construction of a cargo storage area at quay IV of the port, with an estimated budget of 2,050,000 € and estimated year of completion 2008. This project is funded by the Regional Operational programme of Crete. • Regenerating the old marina of the Heraklion Port, with an estimated budget of 1,000,000 €.
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• Marina of the “Dermata” bay with an estimated budget of 50,000,000 €. • Construction of the “Timpaki” Port of a total budget of 1,000,000,000 €. • Regenerating the marina and the cruise station of the Heraklion Port, with an estimated budget of 35,000,000 €. • Increase of the draught of the Heraklion Port berths, of total estimated budget of 5,200,000 €. The project will be completed by the end of 2008. • Regenerating and designing the wider area of the port, of total estimated budget of 2,280,000 €. The project will be completed by the end of April 2008. • Designing the windward marina of the Heraklion Port, with an estimated budget of 1,000,000 €.
In addition, there are 5 other projects under consideration, 3 of which in final study. These projects are:
• Implementation of an ERP system, with an estimated budget of 45,000 €. The start year is 2008, while the estimated year of completion is 2009. The funding sources for the project are yet to be defined. • Installation of software for weighing vehicles, with an estimated budget of 8,500 €. The estimated year of completion is 2009, while the project will be funded by private sources. The project is in final study. • Installation of software for the commercial terminal of the port, of total budget of 30,000 €. The estimated year of completion is 2009, while the project will be funded by Ten-T. The project is in final study. • Installation of payroll software, with an estimated budget of 5,235 €. The estimated year of completion is 2008, while the project will be funded by private sources. The project is in final study. • Installation of a backup system, with estimated budget of 3,000 €. The estimated year of completion is 2008, while the project will be funded by private sources.
Accessibility
The port of Heraklion has direct access to road network infrastructure. More specifically, the port is connected to the primary national road network (Northern National Road Network of Crete EO90), approximately 2 km away. Furthermore, the port of Heraklion has also access to the Heraklion airport via national road. The airport is situated approximately 4 km away from the port.
Existing information and communication technologies
The information and communication systems used by the port and port stakeholders are supported by the internet.
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2.5.1.6 Port of Kavala
Type of traffic served in relation to the existing berths
Within the passenger port of Kavala there are a total of 8 berths with an overall length of 1,498 meters, while the draught of the berths varies from 4 to 10 meters. At the same time, the commercial port of Kavala has 1 quay with an overall length of 400 meters and 11.5 meters draught.
Picture 2-3 Layout of the passenger port of Kavala
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Picture 2-4 Layout of the commercial port of Kavala (port of Nea Karvali)
Port handling equipment
The Kavala Port terminal is equipped with proper infrastructure for the handling operations refered to bulk, Ro-Ro and container traffic: quays have modern and efficient infrastructures which are able to handle any kind of goods. There are 3 self driven cranes and 2 forklifts for containers and general cargo, as well as 2 loaders and 2 conveyors for bulk cargo.
Warehouse and cargo storage facilities
Within the port of Kavala there are open space storage facilities with an overall surface of 35,000 sqm.
Freight and passenger terminals
There are no freight or passenger terminals in area of the port.
Planned and under construction projects/ works
Within the “Filippos” cargo dedicated port, there are currently two construction works under development with an overall budget of 32,000,000 €. All costs for these projects are covered by the Operational Programme “Road Axes, Ports and Urban Development” (OP-RAPUD).
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• Construction works of quays at the northern part of the port, that have an estimated budget of 21,000,000 € and will be completed by 2009. • Works for the extension of the windward pier, with a cost of 11,000,000 € and completion year 2011.
Furthermore, within the passenger dedicated port there are four projects which are currently under construction. The total estimated cost for these projects is 23,109,243 €.
• Construction of networks, with an overall budget of 1,008,403 € and completion year 2009. The project is funded by the OP-RAPUD. • Construction of a passenger terminal with an estimated budget of 2,100,840 € and completion year 2009. The project is funded by the OP-RAPUD. • Works for protecting and extending the windward pier with an estimated budget equal to 16,000,000 €. The project is estimated to be completed by 2010. • Installation of a floating piers system with an estimated budget of 4,000,000 €. The project is estimated to be completed by 2011.
Accessibility
The port of Kavala has direct access to road network infrastructure, while it has one port entrance with one lane per direction.
The distance from the National highway network is 5 km (Egnatia Odos Highway), while the distance from the secondary national road network is 0.5 km (National road Kavala – Xanthi). The road connection of the port is expected to be improved with the completion of the two Vertical axes: • Xanthi – Echinos – Greek-Boulgarian borders and • Komotini – Nimfea – Greek-Bulgarian Borders (Bulgaria – Pan-European Corridor IX) The port has also access to the nearest airport, situated approximately 30 km away, via highway road.
The port areas are not connected directly to the national rail network. However, according to the foreseen railway projects in the specific area, in the future, the commercial port of Nea Karvali will establish direct connection with the existing railway network, almost 45 kms in length.
2.5.1.7 Port of Lavrio
Data not avalilable.
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2.5.1.8 Port of Patras
Type of traffic served in relation to the existing berths
There are a total of 18 berths with an overall length of about 2,800 metres. The draught of the berths varies from 8.50 to 11.50 metres. The berths are not dedicated to handle specific traffic.
Picture 2-5 Layout of the port of Patras
Port handling equipment
The Patras Port terminal is equipped with proper infrastructure for the handling operations refered to bulk, Ro-Ro and container traffic: quays have modern and efficient infrastructures which are able to handle any kind of goods. There are 3 cranes, 14 forklifts and one loader. It should be mentioned that the port of Patras is expanding. However, since the relevant studies are now in progress, it is assumed that the new infrastructure will not serve the purposes of MoS (time horizon 2015).
Warehouse and cargo storage facilities
There are 3 multi-purpose cargo open storage facilities:
• Quay 10: 2,180 sqm
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• Quay 4 : 2,310 sqm • Quay 1 :1,980 sqm
On quay 10 and quay 4 there are also two closed storage facilities of 670 sqm and 1,130 sqm respectively.
Freight and passenger terminals
There are no freight terminals in area of the port. The loading/unloading of the goods takes place in different berths with the use of the handling equipment of the ship or the port’s.
There is one two-storey passenger terminal in quay 14 of 2,368 sqm..
Planned and under construction projects/ works
In the last few years a new port is under construction, about one kilometer south from the existing one. The total investment amounts to 50 million € (taxes not included) for the first and second project phase, which is covered by INTERREG funds. The estimated year of completion of the project is 2010. The new port will have berths to serve the passenger traffic with an overall length of about 1,000 m, and draught of 11 meters. There will also be a berth for freight traffic 300 m long, and open storage facilities of 140.000 sqm. The project’s third phase, which is for the freight transport facilities and operations, is planned with an estimated budget of 150 million € (taxes not included) and the funding sources are from cohesion funds.
Three other projects take place in the port area that are covered from cohesion funds along with the participation of Port Authority:
• Works for the repair and maintenance of the infrastructure facilities in the port area, that have an estimated budget of 588,506 € (taxes not included) and will be completed by 2009. • Dredging of berths for operational and safety reasons, with a cost of 385,323 € (taxes not included) and completion year 2008. • Repair and rehabilitation of pavements and roads in port area, with an estimated budget of 757,060 € (taxes not included) and estimated year of completion 2008.
In addition, the repair and the extension of the breakwater in the south entrance of the port is in preliminary study. Its estimated budget is 4 million € (taxes not included) and the sources are from cohesion funds.
Other foreseen projects are:
• The construction of a freight terminal, with an estimated budget of 17 million € (taxes not included)
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• The extension and repair of the marina, with an estimated budget of 150 million € (taxes not included). • Port security works (ISPS code), with an estimated budget of 1 million € (taxes not included) • Computerization of port Authority, with an estimated budget of 2 million € (taxes not included).
Accessibility
The port of Patras has direct access to road network infrastructure, while it has two post entrances with one lane per direction. The distance between the port and the national highway network is 2 km (Patras – Athens Highway E65). Furthermore, the port has also direct access to the secondary road network “Patras – Pirgos” highway (E55).
The nearest airport to the port of Patras, to which there is direct road connection, is situated approximately 25 km away.
Inside the old port there is a railway station. In the new port, by now, the port areas are not directly connected to the national railway network. However, it is expected that by year 2013, such a connection will be established within the National Strategic Reference Framework (NSRF).
2.5.1.9 Port of Piraeus
Type of traffic served in relation to the existing berths
Within the port of Piraeus there are a total of 9 quays with an overall length of 17,057 metres. More specifically, there are 2 quays within the area of the Container Terminal of the port (Quay I and quay II with total length of 763 m. and 2,011 m. respectively) with 9 berthing places overall. The draught of these quays varies from 11.5 to 16 m. Furthermore, there are 5 quays within the area of the Passenger Terminal with a total length of 8,248 m. which have 31 berthing places. The draught of these quays varies from 4 to 12 m. Finally, there are 2 quays within the area of the Ship repair and maintenance services to ships Terminal with total length of 6,035 m. and draught varying from 1 to 12.5 m. All quays are designed to serve specific cargo. Finally, within the port there is a designated area for non-accompanied traffic transported with Ro-Ro and Ro-pax vessels (5,300 sqm).
Additionally to the Ro-Pax traffic, which is the main traffic component in the central port basin (on summer season the current port basin capacity - 37 berths for Ro-Pax vessels and 35 berths for hydrofoils – is really stressed to its limits), the port is strategically planning to grow in the areas of car terminal and cruisers (higher
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profiatability segments). For that reason Ro-Ro berths currently located near the existing car terminal are challenged.
In general, capacity of the port regarding availability of berths is marginal, particularly on summer season (tourist season peak). At the same time, Ro-Ro traffic is not within the strategic priorities of the Port Authority.
Decongestion of the port is already under discussion within the framework of a rationalized maritime traffic distribution plan in the Attican port system (ie between the ports of Rafina, Lavrion, Elefsis and Pireaus. These three neighbouring ports have already built-up good capacity excess that can be suitably explored.
Picture 2-6 Layout of the Container Terminal of the port of Piraeus
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Picture 2-7 Layout of the Passenger Terminal of the port of Piraeus
Port handling equipment
During the last decades, the port of Piraeus has invested in the acquisition of handling equipment necessary to cope with the constantly increasing cargo traffic and in order to improve customer services. Specifically, the Container Terminal of the port is currently equipped with 60 straddle carriers, 23 forklifts, 38 heavy trucks and 15 loading cranes. Furthermore, the port is also equipped with 14 electric cranes, 11 tractors, 2 loaders, 8 self driven cranes, and 72 forklifts for several purposes.
Warehouse and cargo storage facilities
The warehouse and storage areas within the port of Piraeus are the following:
• Container Terminal o Open space storage area (626,000 sqm) o Close storage area (18,626 sqm) o Car Terminal o Open space storage area (193,380 sqm) o Other inland port area • Open space storage area (108,589 sqm) o Close storage area (54,803 sqm)
Freight and passenger terminals
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Within the area of the port of Piraeus there are 7 freight terminals as well as 8 passenger terminals:
• Freight Terminals o 1 Container Terminal o 3 Car Terminals o 2 Ro-Ro Terminals o 1 Bulk cargo Terminal • Passenger Terminals o 2 Cruise ships Terminals o Coastal shipping Terminals
Planned and under construction projects/ works
In recent years intensive investments for the infrastructure expansion and upgrade of the port of Piraeus have been made in order for the port to cope with the constantly increasing passenger and container traffic. The investment plan 2008-2012 for the Piraeus port amounts to approximately 499 million €. The main projects foreseen within this investment plan are:
• The completion and equipment installation for Quay I of a total estimated budget of 25,000 €. The project will be completed by the end of 2009. • Increasing the draught of the main port • Reconstruction of storage areas and connection with the rail network works. The project will be completed by the end of 2008. • Upgrading the tourist vessel repair yard • Civil works for the expansion of the passenger terminal “Kanellos” • Civil works for the construction of general purpose buildings • Handling equipment for the Container Terminal (Safety equipment, PLC, trucks, upgrading of equipment, 10 straddle carriers, 3 spreaders, etc.) • Equipment for other Terminals (forklifts, trucks, pick-up vehicles, upgrading of equipment, etc.) • Upgrade of the I.T. system (new hardware and softwares, study and implementation of an upgraded Port Management Information System P-MIS)
Accessibility
The port has direct access to road network infrastructure and more specifically, it has direct access to the national road network Athina – Korinthos and Athina - Thessaloniki. However, the road link to the motorway is often highly congested.
Rail connection of Ikonion container terminal with the Thriassion freight center is under implementation and expected to be completed in 2010, funded equally by the Cohesion Fund and National Resources. The project consists of the construction of a
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new single track standard gauge railway line, of a total length of 17 km, with an alignment design speed of 90 km/h. The line will serve freight trains only and it will connect N. Ikonio port to the remaining railway network at Thriassio Pedio complex, where the railway and freight activities will be assembled (source: ERGOSE website).
The port is not directly connected to the airport via railway or road network.
Existing information and communication technologies
The operations of the Container Terminal of the Piraeus port is supported by a Port management Information System (P-MIS) which electronically links all port members (port administrator, terminal operators, shipping agents, freight forwarders). It offers real time information on all cargo status, as well as availability of port facilities and billing. The P-MIS has been operational since 2000.
2.5.1.10 Port of Rafina
Type of traffic served in relation to the existing berths
There are a total of 8 berths with an overall length of 439 meters. The draught of the berths varies from 3.00 to 7.60 meters. The berths are dedicated to handle specific traffic.
Picture 2-8 Layout of the port of Rafina
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Port handling equipment
The port of Rafina is not equipped with facilities in order to handle operations referred to bulk, Ro-Ro and container traffic. There is no equipment (e.g. forklift, reach stacker, straddle carrier etc.).
Warehouse and cargo storage facilities
There are no warehouse and cargo storage facilities.
Freight and passenger terminals
There are no freight or passenger terminals in area of the port.
Planned and under construction projects/ works
Three projects take place in the port area, which are covered from cohesion funds along with other sources: • Supplementary Works at Rafina fishing port, that have an estimated cost of 1,618,966.09 € (taxes not included) and will be completed by 2008. • Landfill & quay construction of the intermediate port, with a cost of 697,478.99 € (taxes not included) and completion year 2008. • Upgrade and Improvement of the quays of Rafina Port, with an estimated budget of 695,378.15 € (taxes not included) and estimated year of completion 2008.
Other foreseen projects are:
• Operational interventions to Agia Marina port, with an estimated budget of 2,149,579.83 € (taxes not included) • Refuge of tourist ships, with an estimated budget of 5,500,000.00 € (taxes not included) • Construction of Passenger Terminal – Port police offices, with an estimated budget of 2,350,000€ (taxes not included) • Construction of station for the handling of sewages, with an estimated budget of 600,000€ (taxes not included).
Moreover, there is a project with emphasis to new technologies – innovation, namely the “Installation of electronic access control system of passengers and recording of tickets via barcode technology”, with a budget of 95,000€ from private capitals that will be completed by 2010.
Accessibility
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The port of Rafina has direct access to road network infrastructure, while it has one entrance with one lane of 7.50 m per direction. The port is not connected to the primary national network, it is, however, connected to the secondary national network (Marathonos Avenue) in a distance of 3 km.
The port is not connected to airport via highway road or railway network.
2.5.1.11 Port of Thessaloniki
Type of traffic served in relation to the existing berths
There are a total of 26 berths with an overall length of 6,200 meters. The draught of the berths varies from 8.00 to 12.00 meters. The berths are dedicated to handle specific traffic.
Picture 2-9 Layout of the port of Thessaloniki
Port handling equipment
The port of Thessaloniki is equipped with modern mechanical equipment for handling all kind of cargo, general, bulk and contairers. More specifically, the Container Terminal of the port is equipped with the following container handling equipment:
• 4 cranes
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• 1 transtainer of 50 tons capacity for the loading / unloading of containers to / from the railway wagons • 17 straddle carriers • 4 tractors • 5 front lifts • 20 trailers • 6 forklifts
Moreover, the Conventional Cargo Terminal of the port is equipped with:
• 44 rail-mounted electrical cranes cranes of 40 tons lifting capacity • 1 Gottwald HMK 260 EG mobile harbor crane of 100 tons lifting capacity • 2 mobile cranes of 120 and 150 tons lifting capacity respectively • 78 forklifts • 24 loaders • Numerous other cargo handling equipment
Warehouse and cargo storage facilities
Within the area of the port of Thessaloniki there are 600,000 sqm of indoor and open staorage areas. More specifically, within the Conventional Cargo Terminal there are: • Warehouses of total surface of 85,000 sqm • Sheds of total surface of 12,000 sqm • Outdoor storage areas of total surface of 500,000 sqm • Silo of 20,000 tons
Freight and passenger terminals
The Container and the Conventional Cargo Terminal are the two freight terminals within the are of the port, of 254,000 and 1,000,000 sqm total surface respectively. At the same time there is a Passenger Terminal with modern infrastructure to meet with the port’s constantly increasing passenger traffic.
Planned and under construction projects/ works
The port of Thessaloniki has planned a series of infrastructure works and equipment purchases in order to upgrade its services and meet with the increasing freight and passenger traffic. Some of the most important planned works for the next years is the construction of the extension of the 6th pier, the dredging in front of the quays, as well as the purchase of the appropriate equipment.
Accessibility
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The port of Thessaloniki has direct access both to the national road and rail network, which provides the ability of combined transport of merchandises from and to regions inside Greece, within neighboring countries, but also in Europe more generally.
The port of Thessaloniki is directly connected to national road network infrastructure. More specifically, it has access to:
• West – East via Egnatia Odos • North – South via national highway PATHE (Patras – Athens – Thessaloniki – Evzoni) • Trans-European Corridors ΙV and X
There is direct connection with the railway network. Furthermore, the nearest airport is situated 16 km away from the port.
Existing information and communication technologies
The operations of the Container Terminal of the Thessaloniki port is supported by the “The Management Information System of the Container terminal” which develops technological applications that optimize the services provided by the port. Some of the key features of the management information system used are:
• The installation and use of advanced telecommunication networks • The securing of an automatic and safe control of movements to and from the terminal from the land and the sea • The optimization of container receipt / delivery time and space • The control of collection / stowage in the stowage area • The graphic surveillance of container position (GIS – GPS) • The automated intergration of relevant actions • The provision of alternative communication systems • The electronic submission of official documents • The electronic information of customers with regard to the position and state of the containers in the Container Terminal
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2.5.1.12 Port of Volos
Type of traffic served in relation to the existing berths
There are a total of 11 berths with an overall length of about 5,544.55 meters. The draught of the berths varies from 3 to 11 meters. The berths are dedicated to handle specific traffic.
Picture 2-10 Layout of the port of Volos
Port handling equipment
The Volos Port terminal is equipped with proper infrastructure for the handling operations refered to bulk, Ro-Ro and container traffic: quays have modern and efficient infrastructures which are able to handle any kind of goods. There are 9 electric cranes, 1 self driven crane, 11 forklifts, 3 stevedoring vehicles 1 excavator, 1 tractor and one tilt hammer.
Warehouse and cargo storage facilities
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There are 8 multi-purpose cargo close storage facilities:
• Warehouse 1: 3,000 sqm • Warehouse 2: 2,240 sqm • Warehouse 3: 1,260 sqm • Warehouse 4: 2,520 sqm • Warehouse 5: 2,520 sqm
Furthermore, there are also 3 open storage facilities within the area of the port:
• On quay 1: 42,895 sqm • On quay 2: 31,842 sqm • On quay 1-2: 15,644 sqm
Freight and passenger terminals
There are no freight or passenger terminals within the area of the port.
Planned and under construction projects/ works
Within the area of the port there are currently three construction works under development of total estimated budget of 7,113,018 €. These projects are:
• Extension of the quay at pier 3, that has an estimated budget of 2,016,800 € and will be completed by 2009. The project is financed by National Budget. • Construction of a passenger terminal, with a cost of 3,946,218 € and completion year 2009. The project is financed by National Budget. • Construction of bridge at the “Ksiria” stream, with an estimated budget of 1,150,000 € and estimated year of completion 2008. The project is financed by Cohesion funds.
In addition, there is one more project in preliminary study under consideration which is estimated to be completed by the end of 2014. The project refers to construction works for the completion of the new quay at pier 3. The project’s budget and funding sources are not yet defined.
Accessibility
The port has direct access to road network infrastructure. It has four entrances, three of which with one lane per direction, while the fourth entrance has two lanes per direction.
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The distance from the national highway network is 17 km (Patras – Athens – Thessaloniki Highway E65). The port has access to airport via highway, approximately 200 km away.
It has also direct access to the rail network, however the rail infrastructure needs improvement. The completion of the rail bypass of Volos, decreases the time needed to access the port by rail, while positive results are expected from the completion of the Western Railway Axis that will connect the ports of Igoumenitsa and Volos.
2.5.1.13 Port of Chalkida
Type of traffic served in relation to the existing berths
There is 1 berth with a length of 585 meters. The draught of the berth varies from 6.20 to 8.50 meters. The berth is designated to handle General cargo/Multi-purpose traffic. There is available area of 15,500 sqm (maximum capacity of 60 trucks or 40 trailers) for non-accompanied traffic (trailers) transported with Ro-Ro vessels. There is available area of 6,000 sqm for trucks transported with Ro-Ro and/or Ro-pax vessels.
Port handling equipment
The port of Chalkida is equipped with facilities in order to handle operations referred to General cargo/Multi-purpose traffic. There is some equipment (1 forklift, 1 crane).
Warehouse and cargo storage facilities
There is an open storage facility, covering an area of 4,000 sqm.
Freight and passenger terminals
There is one freight terminal in the area of the port.
Planned and under construction projects/ works
The reconstruction of the old port of Chalkida is currently underway. The project’s estimated budget is 2,600,000.00 € (taxes not included), while the funding sources are yet to be defined..
Accessibility
The port of Chalkida has direct access to road network infrastructure, since it is adjacent to the ring road (Papastrati steet) of Chalkida. It has one entrance with one lane per direction. Furthermore, the port is connected to the international network, through the National Highway Athens – Lamia in a distance of 12 kms.
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The port is also connected to the primary national network (National Highway Athens – Lamia) and the secondary national network (National Highway Chalkida – Thiva)in a distance of 12 kms.
2.5.1.14 Port of Chios
Type of traffic served in relation to the existing berths
The port of Chios has two jetties, of total length of 904 meters. The draught of the berths varies from 3.20 to 10.00 meters. The berths are not dedicated to handle specific traffic.
Picture 2-11 Layout of the port of Chios
Port handling equipment
The Port of Chios is equipped with the following infrastructure for handling cargo:
• 2 forklifts • 1 weigh bridge
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• 1 pilot boat
Warehouse and cargo storage facilities
Within the port of Chios there are 3 multi-purpose cargo storage facilities: • “Old fish-wharf”: close storage facility of 400 sqm • Storage area: open space facility of 2,000 sqm and close space facility of 30 sqm • Custom services storage area: close storage facility of 400 sqm
Freight and passenger terminals
There are no freight or passenger terminals within the port of Chios.
Planned and under construction projects/ works
There are currently no projects under construction within the port of Chios. However, there is one project in tendering procedures and one project in preliminary study:
• Construction of pavements, of total estimated budget of 200,000 €. The project is in tendering procedures, while the estimated year of completion is 2008. • Improvement of the main facilities of the port, of total estimated budget of 12,000,000 €. The project is in preliminary study, while the estimated year of completion is 2010.
Accessibility
The port of Chios is directly connected to road network infrastructure, while it has three entrances at its northern part with one lane per direction. The fact that the port is located in the centre of the town overloads the current road network, causing congestion problems. Furthermore, the port has access to the airport, situated approximately 3 km away, via national road network.
2.5.1.15 Port of Kalamata
Type of traffic served in relation to the existing berths
There are a total of 7 berths with an overall length of about 2600 meters. The draught of the berths varies from 4.00 to 10.00 meters. The berths are designated to handle specific traffic.
Port handling equipment
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The Kalamata Port terminal is equipped with proper facilities for the handling operations referred to Ro-Ro, General cargo and container traffic: quays have efficient infrastructures which are able to handle any kind of goods. There is 1 self-driven reticular crane and 3 forklifts.
Warehouse and cargo storage facilities
There are 2 designated purpose close storage facilities:
• Collection warehouse A: 1,500 sqm • Warehouse for pollution control materials: 500 sqm
There are also open storage facilities of 32,000 sqm.
Freight and passenger terminals
There are no freight terminals in area of the port. The loading/unloading of the goods takes place in different berths with the use of the handling equipment of the ship or the port’s.
There is one passenger waiting area of 40 sqm.
Planned and under construction projects/ works
There are two projects in final study, with a total estimated budget of 1,312,000 € (taxes not included) and the sources are from the national budget. These projects are:
• The improvement of the west quayside infrastructure of Kalamata port, with an estimated budget of 812,000 € (taxes not included) • The construction of a shed in the west quayside, with an estimated budget of 500,000 € (taxes not included).
Accessibility
The port of Kalamata is directly connected to road network infrastructure, while it has one entrance. The distance between the port and the national highway network is 2.5 km (Kalamata – Tripolis Highway E65).
Furthermore, the port also has access to the nearest airport via highway road and train connection. The airport is situated 8 km away from the port. It should be mentioned that although there is rail infrastructure in the port, it is not connected with the main rail network.
2.5.1.16 Port of Katakolo
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Type of traffic served in relation to the existing berths
There are a total of 3 berths with an overall length of about 662 meters. The draught of the berths varies from 7.50 to 10.00 meters. The berths are designated to handling general cargo / multipurpose and passenger only vessels.
Port handling equipment
The Katakolo Port terminal is equipped with 2 forklifts of a 3 tons lifting capacity each.
Warehouse and cargo storage facilities
There are no warehouse or cargo storage facilities within the area of the port.
Freight and passenger terminals
There are no freight or passenger terminals within the area of the Katakolo port.
Planned and under construction projects/ works
Currently, there are no construction works under development within the port area. There are, however, 15 projects under consideration, several of which in final study. The total estimated budget of these projects is 22,082,426 €. The foreseen projects are listed below: • Extension of the windward pier, with an estimated budget of 4,000,000 €. • Construction of a mooring buoy, with an estimated budget of 418, 200 €. This project is in final study, while the funding sources are yet to be defined. • Construction of a new pier, with a total estimated budget of 12,000,000 €. • Repair and maintenance of the main quay and repair of the smaller piers, with an estimated budget of 180,000 €. • Regeneration of the inland area of the port, with an estimated budget of 190,922 €. This project is in final study, while the funding sources are yet to be defined. • Construction of floating piers, with an estimated budget of 123,304 €. This project is in final study, while the funding sources are yet to be defined. • Construction of a shelter for yachts, with an estimated budget of 2,500,000 €. • Construction of bridge for pedestrians, with an estimated budget of 300,000 €. • Construction of 450 sqm building for several purposes, with an estimated budget of 550,000 €. • Repair and maintenance of the building formerly used as passenger terminal, with an estimated budget of 650,000 €. This project is in final study, while the funding sources are yet to be defined.
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• Construction of one storey building at the windward pier for passenger services, with an estimated budget of 120,000 €. • Construction of an open storage area at the windward pier, with an estimated budget of 300,000 €. • Construction works for the completion of the marina infrastructure, with an estimated budget of 300,000 €. • Construction of a building dedicated to repair and maintenance works, with an estimated budget of 150,000 €. • Implementation of the ISPS code, with an estimated budget of 300,000 €.
Accessibility
The port of Katakolo is directly connected to road network infrastructure (Patras – Archaia Olympia National Road). It has one entrance, with one lane per direction.
2.5.1.17 Port of Korinthos
Type of traffic served in relation to the existing berths
There are 2 berths with an overall length of 499 meters. The draught of the berths is 8.00 meters. The berths are not dedicated to handle specific traffic. There is available area of 15,000 sqm (maximum capacity of 80 trucks or 70 trailers) for non- accompanied traffic (trailers) transported with Ro-Ro vessels.
Port handling equipment
The port of Korinthos is not equipped with facilities in order to handle operations referred to bulk, Ro-Ro and container traffic. There are, however, private cranes that are occasionally used in for the port to provide relevant services.
Warehouse and cargo storage facilities
There are no warehouse and cargo storage facilities in area of the port.
Freight and passenger terminals
There are no freight or passenger terminals in area of the port.
Planned and under construction projects/ works
There is no project taking place in the port area, but the foreseen project “Completion of the port of Korinthos – Construction of quays – Dredging of the port”, with an estimated budget of 7,000,000.00 € (taxes not included) will be covered from the National Budget and ERDF funds.
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Accessibility
The port has direct access to road network infrastructure, as it has one entrance/exit to the municipal road network with one lane (4 m width) per direction. Via this road (that crosses the city of Korinthos) and in a distance of 4 kms, the port is connected to the international road network, and in particular to the National Highway Athens – Korinthos – Patras (E65) and to the National Highway Korinthos – Troipolis (in a distance of 5 kms). Additionally, there is also access to the secondary national network (Old National Highway Athens – Korinthos – Patras) in a distance of 100 m.
The port is connected to the nearest airport, situated 110 km away, via highway road.
2.5.1.18 Port of Mykonos
Type of traffic served in relation to the existing berths
There are a total of 4 berths with an overall length of about 415 metres. The draught of the berths is around 10.38 metres. The berths are dedicated to handle specific traffic. Furthermore, there is a dedicated area for trucks transported with Ro-Ro and Ro-pax vessels of maximum capacity of 10 trucks or 5 trailers.
Port handling equipment
The port of Mykonos is not equipped with facilities in order to handle operations referred to bulk, Ro-Ro and container traffic. There is no equipment (e.g. forklift, reach stacker, straddle carrier etc.).
Warehouse and cargo storage facilities
There are no warehouse or cargo storage facilities within the Port of Mykonos.
Freight and passenger terminals
There are no freight terminals in area of the port.
There is one open space passenger terminal, while a second passenger terminal is currently under construction.
Planned and under construction projects/ works
There is currently one project under construction within the Port of Mykonos of total estimated budget of 6,399,357.41 €. The project refers to the extension of the inland area of the Port which involves the construction of parking areas, a fishing shelter, a
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new passenger terminal and office buildings for several purposes. The estimated year of completion is 2010.
At the same time, there are two projects in tender process of total estimated budget of 448,000 €. These projects are the following:
• Construction of a new transversal arm to serve fishing boats and yachts. The estimated budget is 320,000 €, while the funding sources are yet to be defined. • Damage repair of the quay walls of the Port of Mykonos for safety reasons. The estimated budget is 128,000 €.
Two other projects are in final study, with a total estimated budget of 250,000 €, while the funding sources are yet to be determined. These projects are:
• The acquisition of equipment for waste management, with an estimated budget of 50,000 €, which will take place in 2008. • The acquisition of port facilities equipment, such as X-rays magnetic gates and CCTV, with an estimated budget of 200,000 €, which will take place in 2008 and 2009.
Other foreseen projects are:
• Optimizing the use of the port’s inland area and facilities, with an estimated budget of 3,030,000 € • Improving the inland area between the old and new port of Mykonos, with an estimated budget of 6,000,000 €. • Regenerating the wider area of the port, with an estimated budget of 400,000€.
Accessibility
The port has direct access to road network infrastructure, while it has one entrance and one exit. Furthermore, the port is connected to the nearest airport, which is situated 3.5 km away, via road network.
The port areas are not directly connected to the national rail.
2.5.1.19 Port of Mytilene
Type of traffic served in relation to the existing berths
There are a total of 7 berths with an overall length of about 1900metres. The draught of the berths varies from 2.70 to 9.40 metres. Quay 1,3 and 4 are dedicated to general cargo traffic, Quay 2 and 3 to Ro-Pax and Pax only traffic, and quay 6 and 7 for other use.
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Port handling equipment
The Mytilene Port is equipped with 2 forklifts, one crane and one bobcat for the handling operations.
Warehouse and cargo storage facilities
There is one enclosed open storage area for cargo, of 3,000 sqm.
Freight and passenger terminals
There are no freight or passenger terminals in area of the port.
Planned and under construction projects/ works
The construction of a new quay is going to start in 2009. The studies are in detailed study level and the estimated budget is 5,5 million € (taxes not included), from ERDF funds. The estimated year of completion of the project is 2012.
Accessibility
The port of Mytilene has direct access to road network infrastructure, while it has one port entrance. The port also has access to the airport, which is situated 6 km away, via national road.
2.5.1.20 Port of Preveza
Type of traffic served in relation to the existing berths
There are a total of 2 berths with an overall length of about 360 metres. The draught of the berths varies from 5.80 to 10 metres. The berths are not dedicated to handle specific traffic.
Port handling equipment
The Preveza Port terminal is equipped with proper infrastructure for the handling operations refered to general cargo / multi purpose traffic. There are 5 clarks, 1 crane, and 2 weigh bridges.
Warehouse and cargo storage facilities
There are 2 multi-purpose cargo open storage facilities:
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• Open storage area (attended): 20,000 sqm • Open storage area (unattended): 40,000 sqm
Freight and passenger terminals
There are no freight or passenger terminals in the area of the port. The loading/unloading of the goods takes place in different berths with the use of the handling equipment of the ship or the port’s.
Planned and under construction projects/ works
There is currently one project under construction and one project is in final study with a total estimated budget of 4,500,000 €. These two projects are:
• The construction of a new jetty of total estimated budget of 4,000,000 €. The project is already under construction, while the estimated year of completion is not yet known. • The construction of an office building within the area of the port. The building’s surface is 500 sqm, while the project’s budget is 500,000€. The estimated year of completion is 2009.
Accessibility
The port of Preveza is directly connected to road network infrastructure, while it has one entrance with one lane per direction. The distance between the port and the national highway network (Preveza – Athens National Road, Preveza – Thessaloniki National Road and Preveza – Igoumenitsa National Road) is 2 km.
Furthemore, the port also has access to the nearest airport, situated 2 km away, via highway road. Finally, the port areas are not connected directly to the national rail.
2.5.1.21 Port of Rhodes
Type of traffic served in relation to the existing berths
There are a total of 11 berths with an overall length of about 2052 meters. The draught of the berths varies from 5.60 to 12.00 meters. On these berths all types of traffic are served.
Port handling equipment
The Rhodes Port is equipped with 4 forklifts for the handling operations.
Warehouse and cargo storage facilities
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There are 2 open storage facilities, one of 2,000 sqm for cargo subject to custom services/check and one of 20,000 sqm for the rest cargo and one close storage facility of 1000 sqm for cargo subject to custom check.
Freight and passenger terminals
Informally the Dockers workforce uses a secured area for storage of containers and cargo.
There is one passenger terminal in the “Commercial Port section” and another one under construction in “Akantia Port section”.
Planned and under construction projects/ works
One project takes place in the port area:
• Repair and rehabilitation of pavements and roads in port area, with an estimated budget of 1,000,000 € (taxes not included) and estimated year of completion 2008.
Other foreseen projects are:
• Construction of refuge for fishery vessels, with an estimated budget of 3,000,000 € (taxes not included) • Construction of parking areas, with an estimated budget of 700,000 € (taxes not included) • Construction of quay for daily ships • Study for the construction of building facilities for port services • Prominence of coastland in the medieval part of city of Rhodes
Accessibility
The port of Rhodes has direct access to road network infrastructure, while it has in total four port entrances; two port entrances in the “Commercial Port area” and two in the “Akantia Port area”. The distance between the port and the secondary road network is 1 km (Rhodes-Kallithea national road and Rhodes-Airport national road).
Furthermore, the port has access to the nearest airport (16 km away) via national road.
Existing information and communication technologies
A Vessel Traffic Management Information System (VTMIS) will be installed in the port area. However, the implementation year is not yet known.
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2.5.1.22 Port of Samos
Port handling equipment
The port of Samos is not equipped with facilities in order to handle operations referred to bulk, Ro-Ro and container traffic. There is no equipment (e.g. forklift, reach stacker, straddle carrier etc.).
Warehouse and cargo storage facilities
There are no warehouse and cargo storage facilities in area of the port.
Freight and passenger terminals
There are no freight or passenger terminals in area of the port.
Planned and under construction projects/ works
One project has been completed in the port area, which was covered from INTERREG funds of 3,380,000.00 €, namely the “Freight port Malagariou”.
Other foreseen projects are:
• Construction of Passenger Terminal, with an estimated budget of 2,700,000.00 € (taxes not included) • Construction of Freight Terminal, with an estimated budget of 2,000,000.00 € (taxes not included)
Moreover, there are no projects with emphasis to new technologies – innovation.
Accessibility
The port of Samos has direct access to road network infrastructure, while it has two entrances/exits with one lane of 3.00 m per direction. The port is not connected to the international network, it is, however, connected to the primary national network (National Highway Vathy – Karvovasi) and the secondary national network (National Highway Vathy – Pythagoreio – Samos), approximately 5 km away.
The port is also connected to the nearest airport via highway road, while the distance between the port and the airport is 20 kms.
2.5.1.23 Port of Souda
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Type of traffic served in relation to the existing berths
There are a total of 4 berths with an overall length of about 1,655 meters. The draught of the berths varies from 8 to 12 meters. The berths are dedicated to handle specific traffic, while there is a dedicated area for non-accompanied traffic transported with Ro-Ro and Ro-pax vessels of maximum capacity of 60 trailers. The area’s total surface is 4,000 sqms. Furthermore, the Port of Souda has an available area for trucks transported with Ro-Ro nad Ro-pax vessels of total capacity of 75 vessels (total area surface equals to 5,500 sqms).
Picture 2-12 Layout of the port of Souda
Port handling equipment
The port of Souda is properly equipped with infrastructure for handling operations referred to bulk, Ro-Ro and container traffic. More specifically, the port is equipped with 4 forklifts (lifting capacity of 2 tones each), and 2 self driven cranes.
Warehouse and cargo storage facilities
Within the Port of Souda there are 2 enclosed open space storage areas (total area surface of 17,000 sqm) and 1 non-enclosed open space storage area (total area surface of 9,000 sqm). Finally, there are two close storage areas (total area surface of 1,555 sqm).
Freight and passenger terminals
There are no freight or passenger terminals in area of the port.
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Planned and under construction projects/ works
There are currently two projects under construction within the Port of Souda of total estimated budget of 14,960,000 €. These projects are the following:
• Extension of the passenger dedicated jetty “Adria”. The estimated budget is 9,500,000 €, half of which is provided by National funds, while the other half is provided by the European Regional Development Fund (ERDF). The estimated year of completion is 2008. • Reconstruction of the quay walls of the passenger dedicated jetty “Adria”. The estimated budget is 5,460,000 €. National funds provide 20% of the total budget, while the other 80% is provided by the ERDF. The estimated year of completion is 2008.
Other foreseen projects are:
• Completion of the construction of the multi-purpose port station facilities, with an estimated budget of 18,500,000 €. The estimated start year is 2009, while the estimated year of completion is 2013. • Construction of facilities dedicated to cruise ships, fishing boats and other small ships, with an estimated budget of 19,500,000 €. The estimated start year is 2014, while the estimated year of completion is 2018. • Completion of the construction of facilities dedicated to cruise ships, with an estimated budget of 9,000,000 €. The estimated start year is 2019, while the estimated year of completion is 2023. • Construction of building infrastructure both for the passenger station and the multi-purpose port station, with an estimated budget of 30,000,000 €. The estimated start year is 2009, while the estimated year of completion is 2013. • Construction of the electromechanical facilities dedicated to serving cruise ships, fishing boats and other small ships. The project’s total estimated budget is 1,000,000 €, while the estimated start year is 2014, and the estimated year of completion is 2018. • Completion of construction of the electromechanical facilities dedicated to serving cruise ships, with an estimated budget of 250,000€. The estimated start year is 2019, while the estimated year of completion is 2023.
Accessibility
The port of Souda is directly connected to road network infrastructure, while it has two main entrances; entrance A, situated on the west side of the Port that serves commercial traffic, and entrance B, situated on the east side of the Port that serves passenger traffic. The port is connected to the secondary national road network. More specifically, the Northern National Road Network of Crete is at about 1 km away from the port, while the Old National road Chania – Souda is at about 0,5 km away from the port.
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Furthermore, the port has also access to the nearest airport via national road. The distance between the airport and the port of Souda is approximately 10 km.
Finally, the port areas are not directly connected to the national rail.
2.5.1.24 Overview of Greek ports
Based on all the above information, the major Greek ports in terms of infrastructure are the ports of Piraeus, Thessaloniki, Heraklion and Patras, with more than 20 berths each. Being properly equipped, these ports can serve all type of traffic, such as Ro- Ro, Ro-Pax, container and general cargo. The ports of Piraeus and Thessaloniki, in particular, have both passenger and freight terminals and more than 500,000 sqms of storages areas, whereas the ports of Heraklion and Patras do not have freight dedicated terminals. In general, based on available data on the Greek ports examined, only 5 Greek ports (Alexandroupoli, Elefsina, Piraeus, Thessaloniki and Chalkida) have freight dedicated terminals, while the rest of the ports either serve mainly passenger traffic or freight traffic is served through the passenger terminals. Furthermore, as far as information and communications systems are concerned, only two Greek ports (Piraeus and Thessaloniki) are supported by such systems.
Piraeus port is currently facing congestion problem, mainly on summer time. International Ro-Ro / Ro-Pax connections (main MoS components) are not within the main strategic options of future traffic development for the port, as emphasis is given to car terminals and cruisers.
An overview of the basic port infrastructure characteristics for the Greek ports examined is presented in Annex I.12.
Future capacity of Greek ports will be greatly affected by the current and planned investments which mainly refer to either constructing new port infrastructure, or upgrading and extending the existing one. The total cost of major investments in Greek ports that already have secured financial resources (national funds, Cohesion funds, TEN-T and other private funds) is estimated at approximately 562 million €. The majority of these projects will be completed before 2014 and are expected to contribute significantly to the improvement of the maritime services offered by Greek ports.
An overview of the mature port projects included in the port Operational Programme (3rd CSF) for Greek ports is presented in the table of Annex I.13. It is noted that the projects presented in this Table are investment plans that have secured financial resources (mature investments).
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2.5.2 Italy
2.5.2.1 Port of Ancona
Type of traffic served in relation to the existing berths
The port develops more than 9,100,000 tons, managed with 25 berths on a total surface area of 169,000 sqm. The total length of available quays is about 3,300 meters. The maximum draught is 12.5 meters in depth. The majority of berths is dedicated to Ro-Ro, Ro-pax and containerized traffic. There are more than 79,000 m2 dedicated to non accompanied traffic transported with Ro-Ro vessels and 120,000 for containerized traffic.
Picture 2-13 Layout of the north end of the Ancona port
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Picture 2-14 Layout of the south end of the Ancona port
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Picture 2-15 Layout of the east end of the Ancona port
Picture 2-16 Layout of the west end of the Ancona port
Port handling equipment
The Ancona port terminals are equipped with proper facilities for the handling operations referred to bulk, Ro-Ro and container traffic: quays have modern and efficient infrastructures which are able to handle any kind of goods: in particular, nine quays are equipped with rail mounted cranes, unloading bridges hydraulic mobile cranes portainers and lift pumps.
Warehouse and cargo storage facilities
The port of Ancona has about 225,700 m2 of storage area, 161,700 of which covered. These areas are mostly dedicated to bulk and 40,000 m2 to containers storage.
Freight and passenger terminals
The majority of Ancona terminals is dedicated to Ro-Ro, Ro-pax, container and general cargo traffics: • Seven quays, for a total length of 810 meters, are dedicated to Ro-pax flows. The maximum draught is 10.5 at Calata della Repubblica.
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• General cargo operations are developed on eleven quays for a total length of more than 2,100 meters • The port includes the API oil refinery in Falconara’s area and the ENEL coal terminal • There is a dedicated container terminal which is under enlargement works through gigantic fillings, new docks and seawall. All these works are close to the end.
The location of dedicated quays is not concentrated in a specific area of the port.
As for Passenger terminals, there is the Ancona Ferries Terminal which is managed by the Dorica Port Services (DPS) company and is situated in the East end of port area. The terminal guarantees the following services:
• Maritime Agencies check-in desks • Bank • Exchange Bureau • Ancona Port Authority offices • Infirmary (open only in July and August) • Touristic Information Desk (open only during the summer) • Forwarders offices • Immigration office • Police – passport control desk
Planned and under construction projects/ works
The Ancona Port Authority is managing several projects for the development of port activities: the work in progress regard the realization of infrastructures (as new and enlarged docks, new piers) and the development of the existing rail connections. The estimated budget for the realization of the projects under construction is about 53,150,000 €, financed with national, regional and local funding sources. The port Authority participates in the 26% of the investments.
The Ancona Port Authority estimates interventions in new realizations of infrastructures (enlargement of docks, dredging, new piers, etc) and superstructures (lighting, water and electric systems for new docks) for nearly 246 hundred million €. It is foreseen an investment in new technologies in order to integrate the existing security systems. The estimated budget is about 1.4 millions € and the project is in a preliminary stage.
Accessibility
The port of Ancona has direct access to the primary national road network (motorways A1 and A14) which connects the city of Ancona to the rest of Europe, through Milan and Bologna. The distance between the port and the the highway
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network is 15,4 km. The most important secondary networks via Adriatica are accessible through the S.S.16 highway (21km away) and the S.S.76 which links Ancona to Rome and is 11,4km away.
The port has an internal rail network which reaches several berths but is not connected to the national network. As for passengers, Ancona’s central station is 3 km away from the port and within proximity to the Passengers Terminal.
2.5.2.2 Port of Augusta
Current infrastructural equipment within the port of Augusta consists of about 1,600 m of quays in a total area of over 1,414,726 sqm, of which only 86,600 sqm are dedicated to commercial traffic. Commercial traffic is currently minimal but investments are foreseen by Port Authority in order to develop container and ro-ro traffics. In fact plans foresee the widening of commercial area and the building of a container terminal with a capacity of about 700,000 TEU/year. The port area should be widened of about 300,000 sqm and berths lengthened of about 200 m (with adequate draught).
Main interventions planned for the period 2008-2010 can be summarized as follows:
• Intervention on port security (about 3,200,000 € financed by Law 413/98) • Renovation of old basin - “vecchia darsena” (about 1,695,960 € founded by Law 166/02) • Renovation of Pier “Sant’Andrea” (about 650,160 € founded by Law 166/02) • Interventions on Commercial Port quays in order to allow for the mooring of container carrier vessels (about 6,800,000 € financed by law 166/02) • Building of a container terminal (total intervention of about 131,000,000 € of which about 25,000,000 € planned for the period 2008-2010 and financed by national and regional sources) • Increase of draught (to about 18 meters) in the area where the container terminal will be developed (about 10,000,000 € founded by the Ministry of Transport and Infrastructures) • Development of new yards for devoted to commercial activities (about 21,000,000 €) • New railway link connecting the Commercial Port to the rail network Catania- Siracusa (about 10,000,000 €).
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Picture 2-17 Layout of the port of Augusta Accessibility
Augusta port has direct access via motorway A14 (east/west) and highway ss16 (north/south). The yard is lodated 300 km from Milan and 98 km from Bologna.
There is a distance of Kms from Catania International Airport, and of about 60 minutes drive from Bologna’s airport via motorway.
There is no direct access to the railway network since Ravenna’s railway stations are located 8 km away from the port area.
2.5.2.3 Port of Bari
Type of traffic served in relation to the existing berths
The port of Bari is endowed with about 27 berths along a 5,750 metres long quay, with drafts up to 13 meters, operational yards for more than 740,000 sqm and warehouses for about 6,500 sqm.
The port also has a wide availability of berths devoted to ro-ro traffic. These berths are located in different port areas: Molo San Vito, Dogana, Molo di Ridosso and Bacino di Levante. The draught varies from a minimum of 3.5 m to a maximum of 11 m.
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Picture 2-18 Layout of the port of Bari
Port handling equipment
The port of Bari has a strong specialization in ro-ro and ferry flows and its terminals’ handling equipment are therefore focused on this kind of traffic. An example of handling equipment is represented by electric quay cranes with 3 and 24 tons capacity, truckcranes with 30 and 150 tons capacity and 2 bascules with 80 tons capacity.
Warehouse and cargo storage facilities
Within the port area there are about 20,000 m2 of warehouses and 80,000 m2 of open storage areas. In general, a lack of stacking areas for heavy goods vehicles has been pointed out within the analysis of current infrastructural situation. In fact due to a lack of areas different typologies of goods are handled within the same yards.
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Freight and passenger terminals
Due to the importance of ro-ro and ferry traffic, the port of Bari has several terminals dedicated to this kind of flows.
As for freight terminals, the Darsena Levante is mainly devoted to the Ro-Ro traffic and it has 3 quays (each one 470 lm long).
The ferry and cruise terminal (managed by Bari Porto Mediterraneo srl) was inaugurated in 2003. It is devoted to EU ferry traffic (with Greece) and cruises. It extends for about 3,000 m2 (covered area) distributed on 3 floors. It has fingers for the embarking/disembarking of passengers, panoramic coffee bar, conference rooms, and commercial area. The Ferry terminal for extra EU passengers (managed by Bari Porto Mediterraneo srl) is situated on S. Vito Quay (with 4 quays at its disposal). It has been totally refurbished in 2000 and it is used for extra-Schengen ferry traffic (e.g. Albania, Croatia, Montenegro). It has covered areas for passengers’ rest.
Planned and under construction projects/ works
Main infrastructural interventions are represented by the construction of 2 new quays, one perpendicular to the other. The first one (300 m long and 150 m wide) will be developed within the Darsena di Levante, while the second one (250 m long and 100 m wide) will be included within the Old Molo Foraneo. The draught of the new quays should be about 12 m. The new quays will be devoted to the mooring of Ro-Ro vessels and further interventions are foreseen in order to allow for the simultaneous mooring of four ferries. Two further berths for Ro-Ro ships should be built within the Molo San Cataldo: the project had a slowing down due to problems with local citizens worried about the impact that the interventions might have on local viability. All the previously mentioned interventions will be mainly covered by public financial sources provided by the Italian Ministry of Infrastructures through special funds for the port sector.
Furthermore, in order to face the problems related to the lack of stocking areas, the widening of yards has been planned. Due to the positioning of the port, close to the city center, areas for the stocking of goods and vehicles must be found within the port are (e.g. through the silting up of berths).
Accessibility
The port of Bari is situated 10 km away from the national road network (A14 motorway linking Bologna to Taranto) to which it is connected. In general, several interventions at regional level, focusing on the port’s accessibility, are foreseen, in order to better exploit the presence of several neighbouring ports and logistics platforms.
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As for rail accessibility, the port of Bari currently has access to the rail axis linking Lecce-Bari-Brindisi-Foggia-Pescara-Bologba-Milano-Torino. Furthermore, rail accessibility should be guaranteed by the foreseen interventions in the Marisabella area (area dedicated to ro-ro traffic with a wide yard for the parking of trailers).
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2.5.2.4 Port of Brindisi
Type of traffic served in relation to the existing berths
The port of Brindisi has 21 commercial docks for a linear development of 3,700 meters. The port is divided in three main parts: the inland port, the medium port and the external port.
In the external port, the dock of Costa Morena is developed on 1,170 meters, with a maximum draught of 14 meters. The external port mainly handles industrial activities and it is equipped to embark and disembark products intended for the chemical industrial area of the Region. In the west part of Costa Morena (Terrare Area) there is an area of 270 meters dedicated to Ro-Ro traffic with the possibility to berth five ships simultaneously.
The medium port (S. Apollinare) is developed on 1,200,000 sqm. The maximum draught is about 7.5 meters. The medium port is dedicated to commercial activities, such as gas and cement handling activities.
The inland port (Seno di Levante) is developed on an area of 727,000 sqm. There are eleven docks developed on 1,925 linear meters; the maximum draught is 10 meters. It is dedicated to ferryboat traffics and it allows for berthing eight ships simultaneously. Along Punto Franco quay there are dry corn Silos with a capacity of 27,000 tons; the area is properly equipped.
The total area dedicated to trailers transported with Ro-Ro and/or Ro-pax vessels is about 154,000 sqm.
Picture 2-19 Layout of the port of Brindisi
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Port handling equipment
The port of Brindisi is equipped with one Regglane-Paceco portainer crane which handles 20’ and 40’ containers.
Warehouse and cargo storage facilities
The Brindisi port has 154,000 sqm of open storage areas; 53% of which are located in the Costa Morena and Seno di Levante areas, where Ro-Ro traffic is developed.
Freight and passenger terminals
The Port of Brindisi has several terminals dedicated to general cargo and Ro-Ro traffic and three terminals specifically dedicated to passenger traffic:
• Passenger Terminal - Costa Morena Quay (Punta delle Terrare): this terminal was inaugurated in 2003. It extends for about 3,000 sqm. It consists of wooden structure • Levante Terminal: the terminal is situated in an old refurbished building in the internal part of the port. The renovation has been financed by the Italian Ministry of Transport and Infrastructures. It has a waiting room for extra- Schengen passengers (Albania/Turkey) and other additional services (coffee bar, toilets, air conditioning, etc.). Customs, Frontier Police and Port Medical Office are located inside the structure • Stazione Marittima Terminal: works are currently ongoing for the restoration of the terminal and its connection with the Levante Terminal. Some offices of the Port Authority are situated in the Stazione Marittima. Part of the terminal will be probably devoted to cruise traffic.
Planned and under construction projects/ works
In the last few years, the port of Brindisi developed its port areas, thanks to the building of the outer breakwater, creating new docks and new space ashore to be used for goods and passengers, as well as for petrochemical and energy industrial activities.
For the development of the port, the Operative Plan of the Port Authority estimates the work completion of several infrastructures and services as the broadband network, for more than 45 million euros. It is also foreseen the construction of the rail connection to the national network.
The building of infrastructures comprises a large amount of projects for the development of the Motorways of the Sea traffic, for a total amount of nearly 72 million euros. It is foreseen the building of quays, wharfs and several large squares.
The implementation of these activities is mainly financed through national funding sources.
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Picture 2-20 Layout of the future scenario for the Brindisi port
Accessibility
The port of Brindisi is connected to the A14 National road network, which links Bologna to Taranto on the north-south axis, through the Brindisi-Bari highway. On the East-West axis, Brindisi is connected to Taranto through the SS7, as well as to the Tyrrhenian Regions of Calabria and Campania, through the SS 106.
Furthermore, the railway connections are developed through the node of the Brindisi train station that links the city of Brindisi to the Bari - Bologna – Milano axis; Brindisi is also linked to the South Tyrrhenian region.
2.5.2.5 Port of Catania
Type of traffic served in relation to the existing berths
The port of Catania has about 5,000 m of quays, 3,000 m of which are currently used for commercial traffics. Ro-Ro traffic is concentrated mainly in Crispi Quay (3 berths, 480 m long with a maximum draught of 8m), in Sporgente Centrale Quay (over 470 320 m and a maximum draught of about 8 m). Other berths are dedicated to dry bulk traffic, container, cruises, general cargo and to facilities dedicated to gas tankers.
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Picture 2-21 Layout of the port of Catania
Port handling equipment
The port is equipped with several types of facilities due to traffic’s typologies managed and activities carried out within the port area (facilities dedicated to fishing activities, shipbuilding, etc.). As for commercial traffic several cranes, gantry cranes and other equipment (forklifts, tractors, etc.) are available within port terminals.
Warehouse and cargo storage facilities
The port of Catania has about 70,000 m2 of open storage areas dedicated to ro-ro, general cargo and container flows. The port has chances to develop the unaccompanied traffic thanks to the availability of inland areas that could be used for the boosting of that kind of traffic.
Freight and passenger terminals
Freight traffic is managed in quays already described in previous sections. The passenger terminal currently consists of a tensile structure situated in the quay named Sporgente Centrale. The port P.O.T. foresees the building of a new Maritime Station with services to ferry and cruise passengers (tourist information, bank and mail services, car rental, taxis, etc.).
Planned and under construction projects/ works
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The Port Authority of Catanaia has planned several interventions in order to foster the development of ro-ro traffic. New parking areas for vehicles and stocking areas will be developed and current rail tracks will be renovated. Furthermore a multipurpose basin should be built close to the “Mezzogiorno” quay where container and ro-ro traffics will be handled. The POT also foresees the carrying out of studies and interventions for the assessment of port access (with particular regard to the Southern entrance). All the previously mentioned interventions will be mainly covered by public financial sources provided by the Italian Ministry of Infrastructures through special funds for the port sector. However, it should be noted that some funding sources are yet to be defined.
Accessibility
The port of Catania has direct access to the national road network (A18: Messina – Catania and A19: Palermo-Catania). However, it should be noted that road congestion, experienced in the Catania Nord exit in the A18, significantly affects port’s accessibility.
As for rail infrastructure, the port of Catania has two rail access points, which however have not been in use for several years. In order to make these access points operative again, several interventions and upgrading should take place.
2.5.2.6 Port of Chioggia
Type of traffic served in relation to the existing berths
The port of Chioggia mainly handles steel products, construction materials and cereals towards the Mediterranean and the Black Sea, through two dedicated calls:
• Val di Rio, which is the most important, handling all kinds of cargo. The quay is 1,500 meters long and he maximum draught is about 7 meters. • Scalo dei Saloni, which is a multipurpose quay, 550 meters long. The maximum draught of berths is 6 meters.
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Picture 2-22 Layout of the port of Chioggia Port handling equipment
The Chioggia port terminals are equipped with proper facilities for the handling operations referred to Ro-Ro and container traffics, including cranes, basket from masters, trailers, fork-lifts, spreader for carriage and other equipment for the efficient and reliable operations.
Warehouse and cargo storage facilities
There are two specialized cargo storage areas within the port of Chioggia:
• Three silos with a capacity of 1,000 tons each, for bulk cement and two silos with a capacity of 3,500 tons each, for the storage of bulk cement and materials by Friulcem S.p.A. • One grain silo, which is served by a 120 m long private dock connected to the railways and has a maximum capacity of 70,000 tons. This area is also used as a private customs warehouse.
Freight and passenger terminals
There is a terminal dedicated to car carrier services. The area covers about 93,000 square meters, with a capacity to hold approximately 4,000 cars.
Planned and under construction projects/ works
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For the development of port activities the Port Authority of Chioggia estimates interventions in new realizations (or in maintenance) of infrastructures, superstructures, rail connections, dredging of navigational channels of a total estimated budget of 152 million euros. More specifically, plans foresee the following main interventions: the construction of a luminous path for nocturnal navigation and other works for the external Lombardo channel, the construction of docks and yards for stocking goods, the development of the railway connection to the yards, the dredging of Lombardo channel and the dredging of areas near the new docks, the construction of warehouses and infrastructures to support activities on MoS, the implementation of an intergrated system for video surveillance, and finally the connection to the Chioggia-Rovigo railway line. Funding sources for all these projects are yet to be defined.
Accessibility
The Port of Chioggia is set at the south end of the lagoon of Venice, in proximity to the mouth of Brenta and Adige Rivers.
The city of Chioggia is linked to the main road and rail networks of the North East of Italy: o The port approaches the A4 National road network through the SS309. The A4 network which links Turin to Trieste on the West-East axis, is 40km far from the port of Chioggia. o The railway connections are developed through the node of Chioggia train station that links the city to the Trieste-Venezia/Udine-Tarvisio axis
2.5.2.7 Port of Monfalcone
Type of traffic served in relation to the existing berths
The port of Monfalcone has quays, fully equipped to handle any type of cargo, operative for 1,500 metres. Nine berths are available at the “Portorosega” quay (where ro-ro operations are usually concentrated), 2 for the power station at the “Endesa” quay and 1 at the “De Franceschi” quay (grains silos).
The port access consists in a 4,500 metre long canal (11.70 m depth and 166 m. width in the ditch). The maximum draft of the port varies from 9.5 m to 11.70 m (tide 0). Dredging works on access canal to the port must still be tested and current max accepted draft: -10.90 meters.
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Picture 2-23 Layout of the port of Monfalcone
Port handling equipment
The port facility equipment includes rail mounted gantry cranes (RMG), 4 rubber tyred gantry cranes (RTG), power shovels, lifting trucks, towing tractors, carriages of various dimensions, rail locomotives and specific equipment such as self-propelled tired filtered hoppers for powdery materials, special grimping jaws for handling of logs, lifting grabs, buckets, etc.
Furthermore, a self-ballasting pontoon, owned by the Chamber of Commerce of Gorizia is also available, operating as a floating bridge for ro-ro operations. The pontoon can also be used for purposes other than those specified, with the help of tugboats. Few month a Gottwald HMK300E mobile harbor crane was inaugurated; the vehicle has been financed with the financial contribution of the European Union, Ministry of the Transports, Ministry of the Infrastructures, Regione Autonoma Friuli Venezia Giulia, Fondo Gorizia e SIS. Warehouse and cargo storage facilities
Within the port area several yards are available for the carrying out of port operations:
• Yards subject to customs regulations, for temporary storage and deposit for fiscal purposes • Public and private warehouses subject to customs deposit regulations and temporary storage • Sheds at the quays for the recovery of goods in transit • 60,000 m2 covered area.
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Ro-ro traffic is mainly concentrated in the 70,000 sqm “Cabotage Area”, while the car carrier operator have a 75,000 m2 open storage area. Furthermore, a new 60,575 sqm intermodal area has been inaugurated in September 2007. The intervention has been realized with the financial contribution of the European Union, Ministry of the Transports, Ministry of the Infrastructures, Regione Autonoma Friuli Venezia Giulia, Fondo Gorizia e SIS.
Freight and passenger terminals
The port of Monfalcone currently does not have a passenger terminal; however, the Port Development Plan foresees the building of a Maritime Station devoted to ro-ro and passenger traffics.
So far ro-ro flows are managed in the 70,000 m2 area. Works are currently ongoing for the realization of yards and for the consolidation of the quay. A toothing is planned to be built in order to allow for the simultaneous berthing of two vessels.
Planned and under construction projects/ works
The development plan of the Special Authority for the Port of Monfalcone includes several interventions:
• The construction of a new 660 m long quay • The dredging of the access canal to the port up to –13 m • The development of Motorways of the Sea with investment in yards, mooring hook, dock station • The construction of intermodal yards
Accessibility
The port area is directly connected to the A4 Torino-Trieste motorway, which leads to Slovenia, and the A23 Monfalcone-Udine-Austria leading to Germany, the Czech and Slovak Republics and Hungary. The distance between these motorways and the port is approximately 1.5 km. Furthermore, the port is connected to the trunk roads leading to Venice, Udine, Gorizia and Triest.
The port of Monfalcone is also connected to the Trieste-Venezia/Udine-Tarvisio railway; more specifically, a new and modern railway connection to a simple non electrified track assures connections to the freight yard located 2 km away. The special ring structure and feeder line makes it easy to serve the wharfs and the yards, allowing, thus, companies to make use of complete and integrated transport services.
2.5.2.8 Port of Ravenna
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Type of traffic served in relation to the existing berths
The Port of Ravenna is one of the major Italian ports as far as break-bulk cargo is concerned: in particular, it is specialized in the handling of raw materials for ceramics, cereals, fertilizers and meals for animals. It is also an important port for general cargo, in particular timber and coils which are unloaded in the Ravenna port.
The main area of traffic is the Mediterranean and the Black Sea. Concerning these areas, the port of Ravenna is an Italian leader also in the container traffic. Ravenna also represents an important centre for national coastal shipping services (Ro-Ro lines) particularly with Sicily.
Picture 2-24 Layout of the port of Ravenna
Port handling equipment
25 port terminals (multipurpose, specialized and industrial), 3 port companies operating on public quays and 7 coastal depots operate in the port where any type of commodity can be handled. Besides the terminals with a licensed quay, there are other companies specialised in discharging operations. Port terminals, together with the coastal depots, have a large quantity of equipment for unloading/loading.
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Warehouse and cargo storage facilities
The Port has facilities permitting a large store of capacity. 2,500 sq.m are dedicated for bulk cargo warehouse. The four main terminals have over 1,000 sq.m of storage capacity for Ro-Ro and container traffic.
Freight and passenger terminals
The Ravenna port has four main freight terminals:
• Sapir – Porto Intermodale Ravenna: Facing the quays, there are 51,000 sq. m. of covered warehouses and 350,000 sq. m. of yards for cargo storage. The company's infrastructures consist also in a liquid product terminal able to store up to 90,000 cu.m. of bulk liquid products (except oil products) and a warehouse to store raw materials for ceramics. In the SAPIR areas it is located also FRIGOTERMINAL, which runs a reefer terminal where cargo is stored in 7 rooms with controlled temperature ranging between -30 to +16°C with a storage capacity of 3,000 pallets.
• The Terminal Container Ravenna (TCR): extending over an area of roughly 300,000 sq. m., has 680 meters of berth dedicated to LO/LO and RO/RO vessels. From the terminal, linked to the rail road, reliable MTOs offer regular departures from/to Melzo (Milano), Dinazzano (Modena) and Bologna.
• The Setramar terminal: bonded warehouse for foreign and national goods and licensed VAT deposit, with a handling capacity of over 2,500,000 tons of dry goods and 100,000 containers per year, extends over an area of 227,000 sq. m.
• Eurodocks: terminal operator since 1994 and still in continuous expansion. Considerable investments are being made to remain competitive and offer greater opportunity to even the most demanding customers wishing to improve their product by using services that can give added value. In just 10 years Eurodocks has expanded to give an unloading potential of over 2,500 tons per hour thanks to the use of 5 traveling cranes and of a bridge crane, and now handles 2,000,000 tons of goods annually, mainly materials for the ceramics and glass industries, also cereals, flour, fertilizers and iron and steel products. From 2007 new equipment for the processing of over 500,000 tons annually of minerals and iron and steel products will be put into use.
The T & C traghetti e crociere is the terminal with ferry, liner and cruise ship dedicated berth, specialized in embarking/disembarking of passengers, cars, trucks and trailers.
Planned and under construction projects/ works
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The Port of Ravenna Authority has invested € 220 million to put into practice the development master plan of the Port of Ravenna (the canal bed was brought to -10.50 m., new quays were built extending for 5 km. overall, the port canal was widened, new piers were built to protect the port entrance, a new light plant was installed) and is carrying out works totaling a further € 180 million.
The canal bed is being deepened to -11.50 m. and this new depth will soon allow for access of ships with a draft of up to 35 ft and safer navigation during darkness. Moreover, the project and procedures for the canal bed dredging to -14.50 m has already begun. In a few years the port of Ravenna will be ready to accommodate vessels with a draft of up to 44 ft thus allowing for the accommodation of bulk carriers with a load capacity of over 50,000 tons and container carriers with a capacity of over 4-5,000 TEUs. Project are planned to solve remaining bottlenecks on road accessibility.
Accessibility
The port of Ravenna is directly connected to the main transport networks of Italy, and can be easily reached from the main Italian and European centres. The link to the motorway network ensures fast transfers to the Northern regions of Italy, the transalpine and the Central and Northern European countries. Ravenna is connected to Rome and southern Italy, through the E45 superhighway and the A14 motorway.
The Port's potential is strengthened due to the fact that it is part of the European Freeways Network and in the "Adriatic Corridor" project. Finally, road axis SS309, SS253, SS16 directly connect the port areas to the secondary national network.
As far as rail is concerned, in fact, the road network overlaps the railway network to which the main terminals are linked by several tracks, which are being extended along the north bank of the Canal Harbour. In particular, the terminals handling containers and general cargo are real multimodal junctions.
The nearest airports are: in Forlì (30 km from the centre of Ravenna), in Rimini (60 km from the centre of Ravenna) and in Bologna (80 km from the centre of Ravenna).
2.5.2.9 Port of Taranto
Type of traffic served in relation to the existing berths
There are a total of 20 berths with an overall length of 8,616 meters of which 1,560 m in the commercial port, 5,060 m in the industrial port and 2,000 m in the container terminal.
A great part of the existing berths are located in the industrial port, in concession to industrial companies (ILVA, Cementir and ENI) for loading/unloading iron & steel
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products, cement, crude or refined oil products. The maximum draught n the industrial port is 25 meters, the operating area occupies 691,300 sqm.
Five berths (Quay 1, Pier 1 – East side, Pier 1 – West side, Pier 1- seaward end and Quay 2) are in the commercial port for handling bulk cargo and miscellaneous goods, with 1,046,400 sqm of operating area. It is situated outside the city area, close to the customer gate and to the national road network. These characteristics, together with the availability of the adjacent parking areas, make the commercial port easily accessible to road vehicles and represent great incentive of its use by operators specialized in ro-ro/ro-pax traffic.
Molo Polisettoriale and Calata 5 (multi-purpose Pier & Quay 5) are destined for handling container traffic, with 14 meters draught and 1,000,000 sqm of operating area.
Picture 2-25 Layout of the port of Taranto
Port handling equipment
Port handling operations are provided by authorised companies that have their own equipment for handling various types of cargo.
The stevedores company operating in the commercial port is adequately equipped to carry out necessary port operations. The terminal operators managing the container operations are equipped with state-of- the-art equipment to guarantee effective terminal operations. In view of the
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development plan to reach a throughput of over 2 million TEU by 2009, some improvements are foreseen that includes:
• Increase the number of shore and yard gantry cranes • Increase the container stacking capacity from 35,310 to 45,000
Warehouse and cargo storage facilities
There are 3 multi-purpose cargo open storage facilities:
• Calata 1: 1,800 sqm • Calata 2: 30,000 sqm • 1° Sporgente Ponente: 13,000 sqm
On Molo Polisettoriale and Calata 5, there is a storage area of 45,000 sqm for bulks.
Freight and passenger terminals
The Container Terminal on the Multi-purpose Pier has an annual handling capacity of nearly 2 million TEU. In 1996 its container traffic has been 892,303 TEU, of which nearly 90% is accounted by transhipment. The Terminal is linked directly to the national rail and road networks.
Besides the container terminal, there are 5 common commercial use berths for loading/unloading of bulk cargo and miscellaneous goods, including Ro-Ro traffic (Quay 1).
The Steel Terminal, Oil Terminal and Cement Terminal are in concession to industrial companies for loading/unloading steel products, crude/refined oil and cement.
There are no passenger terminals in the Port of Taranto.
Planned and under construction projects/ works
Development project, named PLIT (Integrated Logistic Platform of Taranto), will create a new port logistics area with efficient, modern road and rail connections.
The PLIT, to be located close to Pier 4, will result in the realization of the Logistics Platform, a new internal road system that connects the quays with other related infrastructures, the expansion of Pier 4 and a new dock to the west of Pier 4. the Logistics Platform will offer support services for commercial traffic (container traffic, Ro-Ro vessels, ferries and/or general cargo ships).
The total investment amounts to 156 M€, which will be covered mainly by the Taranto Port Authority and by government fund, 37.5 million will be covered by private capital through project financing.
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Of utmost importance are projects to improve connectivity of the port with the national road and rail network.
In addition, it is foreseen the realization of a Distripark with the objective to favorite the coexistence of transport operators, logistics operators and raw material processing activities, to attract more maritime traffic and to give added value to goods entering and exiting from the Port of Taranto.
Existing information and communication technologies
The operations in the container terminal (TCT) are supported with advanced information technologies to provide cost effective excellence and to maximize handling efficiency:
• Ship Stowage Planning system to facilitate ship operations • Yard Planning system to optimize the use of yard facilities and cut operation time • Real Time Container Tracking system to keep updated container records
Accessibility
The port of Taranto is connected to the major national road and rail network of Italy. The distance between the highway A14 (Taranto-Bari-Bologna) and the port area is 15 km, allowing for the connection to northern Italy and central Europe. Secondary roads (SS100 Taranto-Bari, SS106 Taranto-ReggioCalabria, SS7 Taranto-Lecce and superstrada Taranto-Brindisi) are also accessible to/from the port. The new North Gate (“Varco Nord”) for accessing the commercial port guarantees efficient direct access to the port areas from major road arteries.
Finally, the port areas are not directly connected to the national rail network, with the exception of the container terminal which has direct rail access with 5 sidings of 1,200 meters long.
2.5.2.10 Port of Trieste
Type of traffic served in relation to the existing berths
The Trieste port develops over about 2,304,000 sqm, about 1,765,000 sqm of which are in a free zone. It has a wide availability of berths (47), many of which are dedicated to Ro-Ro and containerized traffics. The maximum draught is about 18 meters.
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Picture 2-26 Layout of the port of Trieste
Port handling equipment
The Trieste port terminals are equipped with proper facilities for the handling of container traffic, Ro-Ro and general cargo. In particular, regarding container traffic, modern quayside equipment (e.g. post-panamax cranes at Pier 7) allows for the performing of very good ship-to-shore operation hourly rates and efficient yard handling (e.g. rail-mounted gantry cranes with a four-high capacity).
Warehouse and cargo storage facilities
Trieste port has about 925,000 m2 of storage areas, 500,000 m2 of which are covered. The Terminal dedicated to container and Ro-Ro traffic has about 590,000 m2 of open storage areas and over 90,000 m2 of close storage areas distributed among Riva Traiana, Adria Terminal Multipurpose, Pier V, VI and VII.
Freight and passenger terminals
Trieste port has several freight terminals dedicated to Ro-Ro, container and general cargo traffic:
• Riva Traiana Ro-Ro ferry terminal completed in 2001, whose construction work had been carried out in different phases starting in the mid 1980s. Located at the entrance of the New Free Port, the terminal has three operational quays of 720 metres, three fixed ramps and a draught alongside of 12.2 metres together with 90,000 m2 of storage area. • RO-RO ramp I and II devoted to traffic with Albania (both passengers and goods)
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• Terminal Molo VI has 5 berths. It has 48,000 m2 of close storage areas and 30.000 m2 of open storage area. It is devoted to General Cargo and Ro-Ro traffic with Turkey • Terminal Ro-Ro - Radice Molo 7°- Nord, which has a yard for vehicles parking and a ro-ro ramp • Riva 71 - Cap. 69/71 is devoted to General Cargo and Ro-Ro traffic. It has 2 berths • Terminal Ferry – Berth 57 is mainly dedicated to traffic with Greece. • Adria Terminal, which is a multipurpose terminal including a 570 meters long quay with 11.9 draught alongside and directly linked to the rail network
Furthermore, within the port of Trieste several passenger terminals have been developed over the years:
• Terminal Ro-Ro passengers Radice Molo 7° - Sud, with a yard for the parking of vehicles • The maritime Station, situated close to the city center. It is devoted mainly to cruise traffic, but it handles also ferry traffic • Terminal Molo IV is situated in the old free port and it is dedicated to high- speed ferries linking Trieste to destinations in the Gulf of Trieste and the nearby coast of Slovenia and Croatia (the Istria peninsula).
Planned and under construction projects/ works
The following interventions have been planned by the Port Authority:
Interventions on the Old Free Trade Zone and the town waterfront:
• Functional restoration of warehouse n. 26 • Reuse of the hydrodynamic power plant • Consolidation of pier zero. • Demolition of derelict buildings • Consolidation and adjustment of the port wharves in the quay basin n. 4 in the Old Free Port • Restoration of warehouse n. 1 on Pier 4 in the Old Free Port • Structural consolidation and conservative restoration of the monumental entrance to Trieste Old Free Zone ("A Town-Planning Innovative Programme") • Completion of the Maritime Station, including the renovation of warehouse n. 42 and the consolidation of the wharf and the berths • Enhancement of the Fratelli Bandiera pier and construction of a pleasure craft marina • Enhancement of the Ausonia bathing resort
Interventions in the New Free Port and in the South-Easterly port development areas:
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• Lengthening of the breakwater dam located in front of the Riva Traiana in the New Free Port • Structural improvement and consolidation of Pier 5 • Consolidation of the terminal on Pier 6 in the New Port: the warehouses located on this pier appear unsuitable both from the structural point of view, and in the planimetric ratio to outer yards (the ratio between the free areas of the pier and the covered ones). Moreover, the pier needs a general consolidation of its edges that could be carried out whilst widening the wharves with ad hoc open-work floor systems, obtaining on the one hand new operative areas and on the other ensuring a greater bearing capacity for the modern port traffic. At the same time, the draft of the various berths will be increased considerably. For these intervention hypotheses to materialize, two procedures have been undertaken with regard to both marine and land structures. The planned interventions concern the functional adjustment of the wharves (with special regard to the Southern bank), the demolition of the old warehouses and the setting up of new storage areas suitable to the features of the goods currently handled. The proceedings concerning the casting off of buildings and the technical/administrative activities regarding the town- planning aspects (technical/functional adjustment) are in progress. The cost of these interventions has been estimated at 21 million euros to be financed • Consolidation of the container terminal on Pier 7 in the New Port: a series of interventions has been undertaken (four new cranes were installed on the Southern bank, the Magrini/Galileo cranes were demolished and the yard cranes were relocated). The removal of the old cranes located along the Northern bank has been completed. In keeping with the Port Committee’s resolution n. 9/06, issued on 28th July 2006, the consolidation of the Container Terminal will undergo some changes in comparison with the initial programme: installation of some rails along the Northern bank, installation of 2 new rail transtainer cranes and revamping of 3 wharf cranes located on the Southern bank. These interventions, which were agreed upon with the terminal operator, are being carried out and are estimated at 12.5 million euros (already financed) • 400 m lengthening of Pier 7, that will allow having an 800,000 TEU/year capacity. The cost of this intervention has been estimated at a total of 120 million euros, to be financed. The Port Authority hopes that this intervention shall be financed through a project loan and, should this be the case, it will issue a concession on State property the length of which shall be proportional to the private intervention level. The lengthening of Pier 7 shall start as soon as the new Port Development Plan is approved; meanwhile, if qualified actors put forward suitable projects, all technical, administrative and legal formalities that are necessary to approve, commission and carry out the project and are compatible with the town-planning system in force, shall be complied with • Repaving at the root of Pier 7 • The full functional capacity of Berth n. 57, as a ferry terminal, shall be ensured by widening the approach ramp for roll-on/roll-off vessels, the size of which, at present, does not appear suitable to the unloading doors of modern
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ships. This work is being commissioned and will soon be carried out. The cost of this intervention amounts to 1.5 million euros, financed by the ministry of Infrastructure • Construction of a passenger station to host the administrative activities supporting roll-on/roll-off traffic and passenger facilities and restrooms. Trieste Port Authority has already developed a specific project, that has been approved by the relevant authorities and that meets such requirements. The cost of this intervention amounts to 1.2 million euros, to be financed • Headquarters of the Port Authority at the Lloyd’s Tower • Extraordinary maintenance of the former San Marco shipyard district • Construction of a new service road to connect the Timber Dock with the New Free Port necessary in order to connect this area with the New Free Port. To this end, a feasibility study has been commissioned to ascertain the feasibility of this connection, its functional features, the port areas to be served (junctions and interchanges), the width of the roadbed, the bending radius and the type of crossings. This road appears in the preliminary documents of the Port Development Plan. The overall cost of this intervention has been estimated at 20 million euros, which have not been financed • Logistics platform • Construction of a service centre in the San Sabba area and of a berthing pier for tug boats on duty • Construction of new berths in the area of Zaule navigable canal: should it be necessary to gradually transfer from the New Free Zone the roll-on/roll-off ferries – an activity that requires wide sorting yards and involves a large number of trucks in the port, which in turn slow down the vehicle traffic at the customs crossings and take up most of the area dedicated to the parking of commercial vehicles -, a new and alternative area shall be found for this traffic. With this regard, the State property area located at the entrance of Zaule navigable canal has been deemed suitable; if this area is provided with a suitable wharf equipped with a roll-on/roll-off mooring indentation, a proper draft, a yard on land providing wide parking areas for transit and suitable connections with public roads, it will gradually absorb the traffic of roll- on/roll-off ferries that, at present, concentrates in the New Port. This, in turn, because of its functional features, will be used for traffic and storing of general commodities. The whole intervention falls within the polluted site of national interest “Trieste”, and will require specific analysis, characterization and reclamation activities in compliance with the rules in force. Anyway, Trieste Port Authority aims at ensuring the entrepreneurial initiatives already undertaken, thus implementing the administrative acts issued to take possession of the territory. The overall cost of this intervention has been estimated at 30 million euros for the construction of new berths in the navigable canal area (to be financed) and at 60 million euros to build new berths for roll-on/roll-off vessels (to be financed) • Environmental activities • Port Security
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Accessibility
The port of Trieste has direct access to both national road network (A4 motorway linking Turin to Trieste) and the Transeuropean Transport Network (Corridor V: Lisbon-Barcelona-Lion-Turin-Trieste-Koper–Ljubljana-Budapest-Kiev).
Furthermore, the port currently has internal rail network and direct access to the rail network, and further development may derive from projects within the Corridor V plan. The project of a new rail link between Venice and Trieste is under completion.
In the port area, the existing infrastructure is the result of a series of adjustments carried out, over the years, on the traditional lay out, keeping up with the principle “one rail for every warehouse, one railway connection for every pier”. This principle was acceptable as long as the port was an industrial port and handled conventional goods. However, this is no longer the case, as conventional cargo has been mostly replaced by unitized traffic and the port activity has shifted from the rail mode to intermodal traffic. Railway infrastructures in the ports have started to slowly change and to adopt current patterns, which focus on large infrastructure – the intermodal terminal; its management aims at ensuring efficiency, rapid handling, rational use of the port area, specialized lifting devices, safety and integrated control of the work, similar to and integrated with maritime terminals. The port of Trieste is not equipped with an intermodal terminal, therefore it lacks a fundamental infrastructure to ensure suitable services to several different operators. It is up to RFI to decide; and indeed RFI is now defining the organization of terminals and ports at a national level. The Port Authorityof Trieste will make every effort for the adopted solutions to meet the Port expectations and to carry out short-term partial interventions – already detected by Trenitalia.
2.5.2.11 Port of Venice
Type of traffic served in relation to the existing berths
The port is dedicated to four main traffic segments:
• The Commercial Terminal, which represents 48% of total traffic and is situated at Porto Marghera on the dry land, where the containers ships traffic is concentrated • The Industrial Terminal, situated at Porto Marghera on the dry land • The Oil Terminal on the dry land, where the oil tankers traffic is concentrated • The Passengers Terminal located in the historical centre, at the Maritime Station, dedicated to cruises, Ro-Ro services and Yacht. Total number of licensed terminal facilities is 24. Six are licensed to operate in commercial sector, the remaining ones in industrial and oil sectors. Total number of operating berths in use in commercial sector only equals to 63.
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Picture 2-27 Layout of the port of Venice
Port handling equipment
The Venice port terminals are equipped with proper facilities for the handling operations referred to bulk, Ro-Ro and container traffic.
Warehouse and cargo storage facilities
Venice port open storage areas dedicated to Ro-Ro, Ro-Lo and multipurpose traffic consist of over 1,200,000 m2, while covered areas are about 180,000 m2. These facilities are distributed among Terminal Multiservice, Terminal Intermodale Venezia, Terminal Rinfuse Italia, Vecon, Terminal Rinfuse Marghera, Centro Intermodale Adriatico and Venezia Terminal Passeggeri.
Freight and passenger terminals
The majority of Venice terminals are multipurpose and a mixed usage of areas is a common practice. In addition, regarding the Ro-Ro and Lo – Lo traffic, peaks of demand are managed with existing facilities. Main freight terminals of Venice port dedicated to Ro-Ro, container and general cargo traffic are:
• Terminal Multiservice, which mainly handles activities, such as loading/unloading for third parties of all types of goods in particular iron and steel packaged products and bulk, to other bulk products - cereals, grains, fertilizers, sand etc. parts, to other varied goods and roll-on roll-off traffic.
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• Terminal Intermodale Venezia SpA (TIV): The terminal is mainly specialized in containerized traffic, general cargo and project cargo but it carries out also Ro-Ro traffic. • Terminal rinfuse Italia, which is dedicated to multipurpose and Ro-Ro traffics. It has 4 quays supplied with gantry and mobile cranes The maximum draft is about 9.7 meters. • Veton S.p.A., which is dedicated to container and Ro-Ro traffic with an operating area of approximately 185,000 m2, a wharf front of 510 m dedicated to exports and a berth dedicated to Roll-on Roll-off ships
The Passenger Terminal is located in the historical centre, at the Maritime Station, and is dedicated to cruises, Ro-Ro services and Yacht traffic. It is managed by Venezia Terminal Passeggeri S.p.A. (VTP) and it expands over a surface of more than 260,000 sqm, 44,000 sqm of which dedicated to the Passenger Terminals. The maritime basin in the Marittima area measures 123,700 sqm. In the late 90s the ancient port buildings, once dedicated to the commercial traffic, have now become modern and multi-purpose facilities:
• The Ferry Terminal 123 serves ferries for the Eastern Mediterranean area • The S. Basilio Terminal accommodates medium-size cruise ships, mega- yachts and high speed hydrofoils • Cruise Terminals 103, 107/108 and 117 in the Marittima area are multi- purpose facilities which, additionally to their original purpose, are utilized for hosting meetings, conventions and fairs.
Planned and under construction projects/ works
For the development of port activities the Investment Plan of Venice Port Authority estimates interventions in new realizations (or in maintenance) of infrastructures, superstructures, road and rail connections, dredging of navigational channels of total estimated budget of nearly 600 million euro (only one third of which with financial coverage).
Some of the above mentioned investments have been given priority. More specifically, public works of total budget of 106 million euro are estimated to be completed by year 2010 as summarized in the enclosed document “Programma Triennale dei Lavori 2008/10”.
The Operative Plan of the port of Venice foresees the development and re- qualification of part of the Marghera area to assign to the Motorways of the Sea traffics. The investments regard progress of available quays and the progress of areas dedicated to logistic and other services.
The Operative Plan forecasts the development of a specific terminal dedicated to the Mo and Short Sea Shipping localized in the Fusina (ex Alumix) Area of Marghera. The area of 36 hectares is located in a strategic positioning for the Motorways of the
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Sea thanks to the availability of direct connections to rail and mainly road networks. Besides, the area is large and allows the development of logistic services which can support MoS traffics. The re-qualification of the Fusina area will be realized through the following investments: • 20 millions of Euros for improving road and rail connections; • 20-40 millions of Euros (project financing) for drainage activities; • 15 to 20 millions of Euros for the development of logistic infrastructures.
In addition, in year 2007 Venice Port Authority, together with Regione del Veneto and Rete Autostrade Mediterranee, signed a Master Plan for the development of Motorways of the Sea that encompasses interventions which amount up to an additional estimate of 100 million euro (to be funded).
In particular, with regard to development of Short Sea Shipping (SSS) – Motorways of the Sea (MoS) traffic (Ro-Ro and Lo-Lo vessels, according to a container traffic mainly generated by hub and spoke distribution services), in the port of Venice the volume of investments of the public sector equals about to 205 million euro of which only 14% with financial coverage. Therefore, nearly 180 million euro of public spending are required to fully implement the expansion plan which primarily schedules the realization of new terminals for Ro-Ro-Pax and Lo-Lo vessels. For one of the planned new terminals the land-side intervention is going to be realized in project financing- for over 200 million euro (about 91 millions of which are considered priority objectives), and the public role takes into account the execution of new berths and road/rail connections. Therefore, the overall program for development of SSS – MoS (public and private funds) estimates a capital spending of over 400 million euro.
Accessibility
The Port of Venice is situated on a strategic crossroads position for traffic flows between Corridor V Lisbon-Kiev (road and rail) and Corridor I Berlin-Palermo. The port has direct access to international corridors with regard to Pan European Corridor n. 5 (road and rail) Lisbon – Kiev - EU TEN – T (east – west) project n. 6 intersecting EU TEN T (north south) project n. 1 in Verona (Italy) and EU TEN T (Short Sea Shipping and Motorways of the Sea) project n. 21 in Venice.
The distance between the port and the primary national road network A4, which links Turin to Trieste is about 5 km. Furthermore, several terminals have direct access to the rail network and the port has an internal rail network.
The road and rail networks link the port to two important logistic centers settled in Padova and Verona, in the North-East Italian region.
The accessibility of Venice port will be further improved through the development of the project of the new rail link between Venice and Trieste, which is currently under completion.
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2.5.2.12 Overview of Italian ports
Based on all above information, the most important Italian port in terms of infrastructure is the port of Trieste with more than 40 berths and total inland area equal to 2,304,000 sqms. At the same time, other major Italian ports are the ports of Ancona, Bari, Brindisi and Taranto. Being properly equipped, these ports can serve all type of traffic, such as Ro-Ro, Ro-Pax, container and general cargo. Less significant Italian ports in terms of infrastructure and type of traffic served are the ports of Augusta, Chioggia and Monfalcone. Furthermore, as far as information and communications systems are concerned, it seems that three Italian ports (Ancona, Ravenna and Taranto) are supported by such systems.
An overview of the basic port infrastructure characteristics for the Italian ports examined is also presented in the Table of Annex I.12.
2.5.3 Slovenia
2.5.3.1 Port of Koper
Within this section, the main port infrastructure characteristics, as well as hinterland connections for the port of Koper in Slovenia are briefly discussed. Furthermore, an overview of these characteristics are presented in Table xxx in Annex xxx.
Type of traffic served in relation to the existing berths
The port of Koper has a total of 26 berths on 6 quays of a total length of 3.134 meters. The draught of the berths varies between 7,5 and 18 meters. It is a multipurpose port with cargo traffic mainly being containers, cars, break bulk, general cargo and Ro-Ro. Furthermore, passenger ferries are also served on newly constructed pax terminal.
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Picture 2-28 Layout of the Koper port
Port handling equipment
The terminals in the port of Koper are equipped with modern technology necessary to provide quality services. Each terminal is equipped for cargo handling– general cargo, containers and Ro-Ro. Luka Koper constantly invests in new equipment and new technology to cope with the increase in traffic and with new cargo groups.
Main bottleneck for the efficient port handling in the port of Koper is lack of development areas for port infrastructure and poor railway connection to corridor V.
Warehouse and cargo storage facilities
There are 222.000 sqm of closed warehouses, 76,000 sqm roofed storage facilities and 900,000 sqm open storage facilities in the port. The port also has also a silo of 80,000 tones capacity, tanks of 50,000 cubic meters capacity, cold storage facilities – 21,000 m2, garage for 3,500 cars and livestock stables for 1,300 head of cattle.
Freight and passenger terminals
Within the port of Koper there are 11 freight terminals in total:
• General cargo (Break bulk) terminal • Container and RO-RO terminal
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• Liquid bulk terminal • Timber terminal • Car terminal • Dry bulk terminal • Fruit terminal • European Energy Terminal (iron ore and coal) • Alumina terminal • Livestock terminal • Terminal for cereals and fodder
Furthermore, there is one passenger terminal within the port of Koper (Cruise ship passenger terminal).
Planned and under construction projects/ works
Currently, 4 major projects are carried out within the port of Koper. The main goal of these projects is to expand the facilities in order to cope with the constantly increasing cargo traffic. These works mainly consist of the extension of piers, construction of garage, construction of a new entrance, and construction of new tanks.
Furthermore, 7 other projects are either in preliminary and final study, or in tender process:
• Construction of a new passenger terminal, of total estimated budget of 12,000,000 € and estimated year of completion 2009. • Construction of a new container terminal, of total estimated budget of 155,000,000 €. The project’s estimated year of completion is 2013. • Construction of new storage facilities with an estimated budget of 1,090,000 €. The project is in tender process and is estimated to be completed by the end of 2008. • Reconstruction of berths in Pier II of an estimated budget of 55,000,000 € and estimated year of completion 2013. • New equipment for the extended pier I (Post Panamax STS crane) of an estimated budget of 14,000,000 €. The project is in tender process and is estimated to be completed by the end of 2008. • Construction of a distribution warehouse for steel products with an estimated budget of 2,000,000 € and year of completion 2009. • New coal handling equipment KS of an estimated budget of 9,000,000 €. The project is in tender process and is estimated to be completed by the year 2010.
Operational capacity Project Technical data Financial data data Berthing of Panamax Lenght: 160 m Construction of pier I 55.00 million EUR container and RO-RO Drought: -14 m ships Construction of closed 5 floor car storage 9.38 million EUR 2,751 new parking lots cars storage building
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Operational capacity Project Technical data Financial data data New 8 lanes truck Construction of new entrance with truck port entrance terminal (400 units) and public facilities Construction of new 30.000 m3 yet fuel 10.00 million EUR tanks tanks
Accessibility
The port of Koper has direct access to the motorway and railway network. The distance between the port and the the motorway Koper – Ljubljana is 2 km, while the distance between the port and the Pan European Corridors V and X is 30 km and 100 km, respectively. Furthermore, the port of Koper is connected to the main road axes leading to Trieste and Rijeka (2 km away).
The port is connected to the international rail network, having direct access to all terminals.
2.5.4 Malta
2.5.4.1 Port of Marsaxlokk
Within this section, the main port infrastructure characteristics, as well as hinterland connections for the port of Marsaxlokk in Malta are briefly discussed. Furthermore, an overview of these characteristics are presented in Table I-72 in Annex I-12
Type of traffic served in relation to the existing berths
There are two terminals at the port of Marsaxlokk (Malta Freeport) – Terminal One and Terminal Two. Terminal One has two berths – the North Quay with a draught of 15.5 meters target for container traffic as well as the West Quay which has a reduced draught of 9.5 meters and is intended as a lay-by berth for general cargo and multi- purpose vessels. Terminal Two has four berths. The North, South and West Quays all have a draught capacity of 15.5 meters and are intended for container traffic. There is also the Ro-Ro Berth, with a draught of 15.5 meters, that accommodates Ro-Ro vessels. However, this type of traffic is being phased out. Being a freight port, Malta Freeport’s infrastructure does not support Ro-Pax or pax only traffic.
The total operational length of all the quays across Terminals One and Two is of around 2km.
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Picture 2-29 Layout of the port of Marsaxlokk
Port handling equipment
As the third largest port operation in the Mediterranean region, Malta Freeport is well equipped to support the extensive trans-shipment and feeder traffic using its facilities. Spread across Terminal One and Terminal Two, there are a total of 18 super-post Panamax quayside cranes that are designed to allow containers to be stacked in rows that are 16, 18, 22 and even 24 deep, thereby enabling the port to maximize its storage capacity and at the same time enhance loading / unloading times. To further support the container traffic operations, each terminal is also equipped with a rubber tyred gantry crane, and Terminal One also has a rail mounted crane. Besides the above infrastructure, the Port also has a considerable number of ancillary equipment comprising five reach stackers, eighty tractors, more than one hundred trailers, five multi-trailer tractors, fork lifters and empty handlers. Since Ro-Ro traffic is being phased out from the Port, there is no equipment that specifically serves Ro-Ro vessels.
Warehouse and cargo storage facilities
In total Malta Freeport includes approximately 14,400 sqm of warehousing and storage facilities (including 6,000 sqm of closed storage space) that are spread across six general purpose warehouses. In this manner the Port supports an extensive range of handling operations including cargo consolidation, break-bulk, storage, re-packing, re-labelling and onward shipping. Malta Freeport also offers assembly and processing possibilities and in some instances, goods finished or partly finished in Malta may qualify for a certificate of origin from the Freeport Authority, provided that certain criteria are met.
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Freight and passenger terminals
The Freeport does not cater for passenger traffic, with its main operations being centered around transshipment and containership. There are two container freight terminals, each having a number of quays, the majority of which cater for container vessels. Terminal One has 7,031 TEU ground slots, while Terminal Two has 4,876 TEU ground slots.
It is noted that the main port infrastructure characteristics of the port of Marsaxlokk in Malta are presented in the table of Annex I.12.
Planned and under construction projects/ works
Malta Freeport will be expanding further its facilities to increase the Terminals’ annual capacity from the current 2 million TEUs to more than 3 million TEUs. This will be attained through the development of its quays from the present operational length of 2 kilometres to over 3 kilometres. Malta Freeport will also be dredging the extended fairway and berth on the North Quay of Terminal Two enabling the manoeuvring of the larger vessels on order. The present depth of 15.5 metres will be increased to 17 metres. This development will enable Terminal Two North Quay to berth 16 metres draught vessels. The Port concession operator will also be developing in four phases an additional 100,000 square metres of land behind Terminal One for further container stacking. The water depth of the West Quay of Terminal One will be increased from 13 m and dredging works will be undertaken in order to widen the channel of the North Quay of Terminal Two so that the Port will be able to handle vessels carrying 12,000 TEUs. The bulk of these developments will be privately funded. However, the development relating to the dredging of Terminal Two North Quay will be partially funded from the TEN-T budget.
Accessibility
Malta’s main national road network consists of Highway 1, Victoria (capital of Gozo)-Mgarr (ferry station on Gozo)-Cirkewwa (ferry station on Malta)-Bugibba-St. Julian’s-Marsa-Valletta (including the links to Grand Harbour and Passenger Sea Terminal)-Luqa (airport)-Birzebbugia (Freeport). Although Malta Freeport is located in Marsaxlokk at the south-east perimeter of Malta, it is in close proximity to the main road network and thus easily accessible from all areas across Malta and Gozo in relatively short distances.
Existing information and communication technologies
Apart from in-house development, the port has the following technology in place for container tracking, yard and ship planning, container and equipment control:
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• Navis Sparcs: This system offers accurate and real time information for planning, managing and tracking container movements through the Terminals. It also ensures the efficient real-time management of the entire container handling cycle and enables better reaction to unplanned surges in demand. With this system, the planning aspect and the real-time dispatch of operations were also integrated eliminating any duplicate data entry. Through the deployment of this system, Malta Freeport has achieved improved productivity levels, significant time saving, increased density of container stacking and reduced turnaround time of vessels berthing at the Terminal. Malta Freeport has recently invested in additional Navis Sparcs Modules to further increase utilisation efficiency of the Terminals. • Navis Express: This system provides statistical and billing information as well as full computerization of operations at the Main Gate. This initiative has significantly boosted the Main Gate productivity. Furthermore, clients have real time information access for the entire container handling cycle. Use of the system has resulted in a drastic reduction in truck turnaround times. It also supports the on-line update of container movements, vessel schedules and on- line allocation of container positions on the yard, besides tracking all activity at the Terminals. • SMDG-EDIFACT connections: These system interfaces facilitate the intermodal handling of containers by streamlining the information exchange between the shipping lines, the agents and the Port operation. Use of these connections has resulted in more effective and real time links. • Motorola Digital Communications System: This system facilitates voice communication throughout the terminals and has resulted in an enhanced communication system throughout the terminals.
2.5.4.2 Port of Valletta
Within this section, the main port infrastructure characteristics, as well as hinterland connections for the port of Valletta in Malta are briefly discussed. Furthermore, an overview of these characteristics are presented in Table xxx in Annex xxx.
Type of traffic served in relation to the existing berths
The port is furnished with a series of multi-purpose quays capable of handling all types of cargo. Warehousing and open storage facilities are available throughout the port area. Laboratory Wharf hosts secured storage facilities for various types of transshipment cargo, ranging from the storage of grains to car containers. Ship repair also continues to be one of the major activities in the port, in view of several ship repair concerns located therein. Because of its climate and geographical location, Malta is a natural area for the cruise industry. The year 2005 saw the completion of the first phase of a new cruise and passenger terminal. Other plans include the creation of new transport links from the harbour using water taxis/buses and a cable car system.
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There are 22 quays at the Port of Valletta, with a combined operational length of more than 3000 meters, and varying draughts according to their primary function. The main types of vessels served by the different quays are Ro-Ro vessels, general cargo vessels and passenger vessels. Some quays cater specifically for a particular type of vessel, such as the Lighters Wharf, which services small craft, or the Fuel Wharf which is used primarily as a cement silo. A full list of the berths and their uses can be found in Annex I.4. The combined maximum number of trucks and trailers that can be facilitated at a time is 150.
Picture 2-30 Layout of the port of Valletta
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Port handling equipment
The port handling equipment is operated by VGT and consists of several cranes, gantries, stackers, container handlers, tractors and fork trucks of different dimensions and capacities to handle the various types of trailers/ containers/ cargo that move through the port. The age of the equipment varies from 1980 (which equipment was purchased from MMA) to 2007.
Warehouse and cargo storage facilities
There are four open storage areas, namely the total area of the Deep Water Quay and the Laboratory Wharf Vehicle Compound, the Laboratory Wharf Container Yard and the Laboratory and Magazine Wharf total area. These have a combined area of 105,720 m², and can be used for all kinds of storage purposes. There are also three closed storage areas located at the Deep Water Quay and Laboratory Wharf, with a combined area of 9,747 m². These are mainly used for general cargo storage, and vehicle storage.
Freight and passenger terminals
The main freight terminals operated by Valletta Gateway Terminals are the Deep Water Quay and the Laboratory and Magazine Wharves. There are two main passenger terminals at the port of Valletta, which are operated by VISET. Forni Cruise Terminal serves cruise liner traffic, whereas Pinto Ferry Terminal services the requirements of ferries and other non-cruise ship passenger vehicles.
It is noted that the main port infrastructure characteristics of the port of Valletta in Malta are presented in the table of Annex I.12.
Planned and under construction projects/ works
One of the main projects being undertaken at the port of Valletta which is significant in the context of Motorways of the Sea, is the upgrading of the Deep Water Quay, in order to be able to handle large cargo, particularly Ro-Ro vessels. The project has an estimated budget of around 16 million euros, which will be co-funded by the national budget and cohesion funds, and should be completed by 2011. Another project involves the construction of a new cruise berth, to cater for additional cruise liners. With an estimated budget of 26 million euros (again funded by the national budget and cohesion funds), this project should be completed by 2012. When it comes to infrastructure, structural repairs will be carried out on the Valletta breakwater to a cost of 1 million euros between 2009 and 2010. Preliminary engineering, environmental and feasibility studies have already been conducted in this regard, and funding for the project will come from the National Budget and Cohesion funds.
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On its part, in 2008 VGT will be funding a number of engineering studies and civil works on the quays and berths. The terminal operator also plans to invest further in the extension of the crane rails and the purchase of two more cranes by 2015, and will also have implemented a new Container Terminal Management System by 2011.
Accessibility
The port of Valletta has direct access to the main road network, while it has one entrance. The port is also connected to the airport via main corridors and the distance between the port of Valletta and the airport is 6km.
Existing information and communication technologies
The ship navigation activities of the Port of Valletta are supported by a Vessel Traffic System, which has resulted in an increase in vessel monitoring. PortNet Malta is a system that supports vessel clearance documentation. Its implementation has resulted in a reduction in the handling of manual forms.
2.5.5 Cyprus
2.5.5.1 Port of Limassol
Within this section, the main port infrastructure characteristics, as well as hinterland connections for the port of Limassol in Cyprus are briefly discussed. Furthermore, an overview of these characteristics are presented in the table of Annex I.12.
Type of traffic served in relation to the existing berths
Within the port of Limassol in Cyprus, there are a total of 5 berths with an overall length of about 1,980 metres. The draught of the berths varies from 11 to 14 metres. The berths are dedicated to handle specific traffic.
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Picture 2-31 Layout of the port of Limassol
Port handling equipment
The Limassol Port is properly equipped with infrastructure for the handling operations refered to bulk, Ro-Ro and container traffic: quays have modern and efficient infrastructures which are able to handle any kind of goods. The port’s equipment consists of:
• 2 transtainers • 11 straddle carriers • 6 L trucks • 11 empty container handling equipment • 23 terminal tractors • 50 forklifts • 60 trailers
Warehouse and cargo storage facilities
Within the area of Limassol port there are 7 multi-purpose cargo storage facilities:
• Close storage area 1: 7,200 sqm • Close storage area 2: 6,080 sqm
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• Close storage area 3: 10,000 sqm • Close storage area 4: 10,080 sqm • Close storage area 5: 6,400 sqm • Container stacking area (open): 344,400 sqm • Cargo storage area (open): 157,500 sqm
Freight and passenger terminals
There are no separate terminals for cargo and passengers. The terminal of the port is multi-purpose serving both cargo traffic and passengers.
Planned and under construction projects/ works
Currently there are no projects under construction within the port of Limassol. There are, however, several projects that are in final or preliminary study or in tender process. These projects are the following:
• Dredging works, that have an estimated budget of C£7,500,000 and will be completed by the end of 2008. 62% are expected to be contributed by Cohesion Funds and 38% by CPA. • Construction of a new 500 m quay, with a cost of C£15,000,000 and completion year 2011. 62% are expected to be contributed by Cohesion Funds and 38% by CPA. • Construction of a new passenger terminal, with an estimated budget of C£8,000,000 and estimated year of completion 2011. The associated studies are expected to cost around €1m. They are to be financed 100% by CPA. • Purchase of a new tug boat, with an estimated budget of C£3,500,000 and estimated year of completion 2009. It is to be financed fully by CPA.
Accessibility
The port of Limassol has direct access to road network infrastructure, while it has two entrances with one lane per direction. The distance between the national highway network (Highway connecting all major cities) and the port is 3 km.
The Limassol port has also access to two airports via highway road; the distance between the port and Larnaka airport is 70 km, while the distance between the port and Paphos airport is 60 km.
The port areas are not connected directly to the national rail.
Existing information and communication technologies
The information and communication technologies used within the port of Limassol are the CyPOS software, which supports all port operations (ships, cargo, services),
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and the AIX 5.2 Server and the Database Informix software, both of which support the CyPOS software, as well as other CPA software.
2.5.6 Overview of Port Identified Needs According to Port Authorities In this section, the data gathered from the completion of the relevant questionnaire by the port authorities, concerning the accessibility to the potential MoS ports and the projects under construction (among with the planned projects) is being summurised for the main potential MoS ports.
Table 2-13: Summary of accessibility to transport infrastructure for the potential MoS ports Accessibility to transport infrastructure Ports road rail Airport direct access to national rail 5 km via highway Alexandroupoli 5 km from Egnatia Odos highway network road 4 km from international network, 2 not directly km from the National Highway Elefsina ― connected via Athens-Korinthos (E65), 1km from highway road or rail the secondary national network direct access to Egnatia Highway, 0,1 not directly connected to Igoumenitsa km from the National road 75 km the national rail Igoumenitsa-Preveza 30 km via highway Kavala 5 km from Egnatia Odos Highway ― road 2km from Patras-Athens Highway E65, direct access to the secondary Patra ― 25 km road network "Patras-Pirgos" highway (E55) rail connection of Ikonion direct access to the national road container terminal with the Piraeus network Athens-Korinthos, Athens - ― Thriassion freight center Thessaloniki (under implementation) connected to the secondary national Rafina network (Marathonos Avenue) in a ― ― distance of 3 km dirrectly connected to national road network, Trans-European Corridor X direct access to rail Thessaloniki 16 km (Salzburg-Ljubjana-Zagreb-Beograd- network Nis-Skopje-Veles-Thessaloniki) 17 km from the national highway Volos rail reaches the port ― network 12 km from the primary national network (National Highway Athens- Chalkida Lamia) and the secondary national ― ― network (National Highway Chalkida-Thiva) 2,5 km from the national highway 8 km via road and Kalamata network (Kalamata-Tripolis Highway ― train connection E65)
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Accessibility to transport infrastructure Ports road rail Airport connected to the international road network, 4km from the National Highway Athens-Korinthos-Patras 110 km via highway Korinthos and 5 km from National Highway ― road and railway Korinthos-Tripolis. The secondary network national network is in a distance of 100m. 2 km from the national highway network (Preveza-Athens National 2 km via highway Preveza Road, Preveza-Thessaloniki National ― road Road and Preveza-Igoumenitsa National Road) direct access to motorways A1, A14, internal rail network but 15,4 km from the highway network, Ancona not connected to the ― 21 km from S.S.16 highway and 11,4 national network km from S.S.76 Augusta no data no data no data 10 km from the national road network Bari (A14 motorway linking Bologna to rail accessibility ― Taranto) Brindisi no data no data ― direct access to the national road two rail access points but Catania network (A18: Messina-Catania and ― not in use A19: Palermo-Catania) 40 km from the A4 National road Chioggia no data ― network directly connected (1,5 km) to the A4 2 km to the Trieste- Monfalcone Torino-Trieste motorway and the Venezia/ Udine-Tarvisio ― A23 Monfalcone-Udine-Austria railway directly connected to the main Bologna transport networks of Italy, road axis International Airport, Ravenna SS309, SS253, SS16 directly connect Train stations 8 km away 60 minutes drive via the port areas to the secondary motorway national networks access to the major national road and The container terminal is rail network of Italy and secondary Taranto directly connected to the no data roads, the A14 highway is 15km from national rail the port internal railway network direct access to both national road and direct access to the rail Trieste network (A4 motorway) and the network (a new link no data Traneuropean Transport Network Venice-Trieste is under completion) internal rail network and direct access to international several terminals have Venice corridors, 5 km from the primary no data direct access to the rail national road network network
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Accessibility to transport infrastructure Ports road rail Airport direct access to the motorway network, 2 km from the motorway connection to the Koper-Ljubjana, 30 km and 100 km international rail Koper from the Pan European CorridorsV no data network,direct access to all and X respectively, 2 km from the terminals main road axis leading to Trieste and Rijeka direct access to the main road Marsaxlokk no data no data network direct access to the main road 6 km via main Valletta no data network corridors 70 km from Larnaka direct access to road network no connection directly to airport and 60 km Limassol infrastructure, 3 km from the national the national rail from Paphos airport highway via highway road
Table 2-14: Summary of projects under construction and planned actions in each port according to port authorities Port Under Construction Planned Actions Dredging of the basin and excavation of port’s Alexandroupoli channel; Construction of a multi use terminal Complementary quays; Addition to the existent building of the port authority; Elefsina Complementary works for the port police base Covering part of the main port with asphalt pavement; Implementation of bumpers Construction of a new port; Works for the repair and Construction of a freight terminal; maintenance of the infrastructure facilities in the port Extension and repair of the marina; Port Patras area; Dredging of berths for operational and safety security works; Computerization of port reasons; Repair and rehabilitation of pavements and Authority roads in port area Repair and extension of the breakwater; Construction of the extension of a pier; Thessaloniki Dredging in front of the quays; Purchase of equipment Extension of the quay; Construction of a passenger Volos terminal; Construction of bridge at the “Ksiria” stream Construction works of quays; Works for the extension of the windward pier; Construction of Kavala networks; Construction of a passenger terminal; Installation of a floating piers system Construction of the second passenger terminal; Construction of building for several purposes; Igoumenitsa Increasing the draught and the width of the quays; Connection of the quays of the existing and new port; Construction of pier; Construction of new port exits
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Port Under Construction Planned Actions The completion and equipment installation for a quay; Increasing the draught of the main port; Reconstruction of storage areas; Connection with the rail network works; Upgrading the tourist vessel Piraeus repair yard; Civil works for the expansion of a passenger terminal; Civil works for the construction of general purpose buildings; Handling equipment for the Container Terminal; Equipment for other Terminals; Upgrade of the I.T. system Operational interventions to Agia Supplementary Works at fishing port; Landfill & Marina port; Refuge of tourist ships; Rafina quay construction of the intermediate port; Upgrade Construction of Passenger Terminal – and Improvement of the quays Port police offices; Construction of station for the handling of sewages Completion of the port; Construction of Korinthos quays; Dredging of the port Chalkida Reconstruction of the old port Improvement of the quayside infrastructure; The Kalamata construction of a shed The construction of a new jetty; The construction of Preveza an office building Superstructures (lighting, water and Realization of infrastructures (as new and enlarged electric systems for new docks); Ancona docks, new piers); Development of the existing rail Investment in new technologies in order connections to integrate the existing security systems. Intervention on port security; Renovation of old basin; Renovation of a Pier; Interventions on Commercial Port quays (for the mooring of container vessels); Building of a container terminal; Increase of Augusta draught in the area where the container terminal will be developed; Development of new yards for commercial activities; New railway link connecting the Commercial Port to the rail network Catania- Siracusa Construction of new quays;Construction of two Bari Widening of yards berths for Ro-Ro ships Broadband network; Construction of Brindisi the rail connection to the national network.; Construction of quays, wharfs New parking areas for vehicles; Construction of stocking areas; Renovation of current rail tracks; Studies and interventions for the Catania Construction of a multipurpose basin for ro-ro assessment of port access traffics
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Port Under Construction Planned Actions Construction of a luminous path for nocturnal navigation; Construction of docks and yards for stocking goods; Development of the railway connection to the yards; Dredging of Lombardo channel and of areas near the new Chioggia docks; Construction of warehouses and infrastructures to support activities on MoS; Implementation of an intergrated system for video surveillance; Connection to the Chioggia-Rovigo railway line The construction of a new quay; The dredging of the Monfalcone access canal; Investment in yards, mooring hook, dock station; The construction of intermodal yards Improvement of container terminal Ravenna Deepening the canal bed; Dredging the canal bed capacity; Solve remaining bottlenecks on road accessibility Integrated Logistic Platform of Taranto; Expansion Realization of a Distripark to favorite of a Pier; Construction of a new dock; Projects to Taranto the coexistence of transport and improve accessibility to the national road and rail logistics operators network Functional restoration of warehouse; Reuse of the hydrodynamic power plant; Consolidation of a pier; Demolition of derelict buildings; Consolidation and adjustment of the port wharves; Restoration of a warehouse; Structural consolidation and conservative restoration of the monumental entrance; Renovation of a warehouse and consolidation of the wharf and the berths; Enhancement of a pier and construction of a pleasure craft marina; Lengthening of the Trieste breakwater dam; Structural improvement and consolidation of a pier; Consolidation of the terminals; Lengthening of a pier; The full functional capacity of a berth as a ferry terminal; Construction of a passenger station to host the administrative activities; Headquarters of the Port Authority; Construction of a new service road; Logistics platform; Construction of a service centre and of a berthing pier for tug boats on duty; Construction of new berths; Environmental activities; Port Security Upgrade of available quays and of areas Realizations (or in maintenance) of infrastructures; dedicated to logistic and other services; Realizations (or in maintenance) of superstructures; Venice Improvement road and rail connections, Construction of road and rail connections; Dredging drainage activities, logistic of navigational channels infrastructures Extension of piers; Construction of garage; Construction of a new entrance; Construction of new tanks; Construction of a new passenger terminal; Construction of a new container Koper Construction of new storage facilities; New terminal; Reconstruction of berths equipment for the extended pier I; Construction of a distribution warehouse for steel products; New coal handling equipment
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Port Under Construction Planned Actions Development of the quays (increasing the capacity of Marsaxlokk TEUs); Dredging the extended fairway and berth Upgrading of the Deep Water Quay; Construction of Valletta a new cruise berth; Structural repairs on the breakwater Dredging works; Construction of a new Limassol quay; Construction of a new passenger terminal; Purchase of a new tug boat
Important conclusions related to MoS development in EMR sum up to the following: • there is significant investment currently planned or under construction which is expected to increase significantly port capacity for Lo-Lo and Ro-Ro segments. This investment takes place in the form of o new port terminals / quays (e.g. Bari, Koper, Valletta, Patras, Piraeus, Thessaloniki, in Turkey etc) o rehabilitation of existing quays and terminals (the vast majority of the ports under consideration) o increasing port basin and quay draught (e.g. Alexandroupolis, Heraklion and Korinthos etc) o enlarging port sea access channel (e.g. Igoumenitsa, Alexandroupolis, Ravenna) • new subregional greek ports are progressively coming into play due to upgraded infrastructure and also due to new land transport networks and connections (e.g. Alexandroupolis, Kavala, Igoumenitsa and Korinthos). However, these ports are lacking basic handling equipment which will allow them to grow their freight transport potential • Port hinterland connections remain a key problem for most of the Italian Adriatic and Greek ports
In addition, an effort has been done in order to group the above projects in each port in larger categories, according to the need they come to serve. In the following table the major needs and the actions to be taken by the ports concerned are being presented.
Table 2-15: Assessment of the current situation according to port authorities
ACTIONS BY PORT IDENTIFIED NEEDS PORTS CONCERNED AUTHORITIES
A. PORT INFRASTRUCTURE / HANDLING EQUIPMENT
New port exits / Congestion of entering facilitation measures Ports of Ravenna, Koper and A.1 / exiting vehicles in the for incoming / Igoumenitsa port vicinity outgoing vehicles
A.2 Limited container and Investments in new Ports of Elefsina, Patra, RO-RO terminal container terminal Thessaloniki, Volos, Kavala,
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ACTIONS BY PORT IDENTIFIED NEEDS PORTS CONCERNED AUTHORITIES capacity capacity – Igoumenitsa, Rafina, Korithos, Construction of RO- Ancona, Augusta, Bari, Prindisi, RO quays Catania, Monfacone, Ravenna, Taranto, Trieste, koper, Marsaxlokk, Limassol
Create conditions for Limited freight storage improved freight Ports of Kavala, Piraeus, Catania, A.3 capacity / facilities storage capacity / Chioggia, Trieste, Koper facilities
Limited cargo handling equipment Handling equipment Ports of Piraeus, Thessaloniki, A.4 capacity in relation to purchases Koper potential container traffic
Ports of Alexandroupolis, Patras, Restrictive port basin Dredging works Thessaloniki, Piraeus, Korinthos, A.5 draught needed Augusta, Chioggia, Marsaxlokk, Limassol
B. PORT SEA ACCESS
Port access sea-channel Port access channel Ports of Ravenna, Venice, B.1 limitations (width, improvements Moncafone and Alexandroupolis depth)
C. PORT HINTERLAND CONNECTIONS
Improvement of port Port access limitations connection to the Ports of Venice, Taranto, Ravenna, C.1 to national road national highway Catania network network
Port access limitations Improvement of port Ports of Venice, Ancona, Augusta, C.2 to national rail connection to the Chioggia, Brindisi, Taranto, network national rail system Piraeus.
Within this chapter the main operational characteristics of the ports examined, such as the port working hours, additional costs for working overtime, constraints affecting stowage operations and which type of vessels are given priority, are described. Moreover, turnaround and dwell times for each port are presented, given the fact that they directly affect the operations of the ports, thus influencing, the quality of the services provided.
At first, it is important to define the ‘Turnaround’ and the ‘Dwell’ time: ♦ Turnaround time is the time need to prepare a vessel or ship for a return trip.
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♦ Dwell Time is the time cargo remains in a terminal's in-transit storage area while awaiting shipment by clearance transportation.
More specifically, productivity and efficiency levels at ports are mainly measured based on turnaround and dwell times, as well as the respective delays. In general, turnaround time is influenced by factors such as:
• The amount of goods carried on the vessel • The share of non-accompanied traffic (trailers) • Yards operating conditions (available areas, road access, etc.) • Ships’ characteristics (with particular regard to the hold) • The presence of passengers (and passengers vehicles) on the ship • The season and week day (in particular for ro-pax vessels)
Thus, even within the same port the turnaround time varies depending on shipping companies and vessels involved in the service.
As for the average dwell time for mode exchange for cargo, estimations are elaborated based on the following:
• Road to ship operations are in general influenced by the level of congestion of the port area and by the characteristics of the road infrastructures guaranteeing the port accessibility • As already stated for turnaround time, ship to road operations are influenced by available handling facilities (in particular for container and general cargo traffic), yards operating conditions, ships’ characteristics, ships’ load factor, the share of non-accompanied traffic (for ro-ro and ro-pax vessels), the presence of passengers, the seasonality and by the characteristics of the road infrastructures guaranteeing the port accessibility
The Automatic Identification Systems (AIS) data was not selected to be used since a number of study area ports are not included in the list of ports for which data is available. In addition, the arrival/departure data of the vessels are provided in terms of statistics for a period that corresponds to the last month (at least annual data would be representative), and finally, despite the indication of statistical data provision possibility such a corresponding possibility is not provided to the user.
The deviations observed in the values of turnaround & dwell time amongst the ports are actual and are related to both the infrastructure and processes of the individual ports as well as to the reliability of the data used by ports for quantifying the specific figures.
The data sources (for the above operational characteristics) used in the following paragraphs are the relevant Port Authorities.
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2.5.7 Greece
2.5.7.1 Port of Alexandroupolis
Ro-ro vessels turnaround time was estimated at about 24 hours on the basis of available information. For Ro-pax vessels the estimation was at about 12 hours and for general cargo/multi purpose vessels 24 hours.
For Ro-Pax and Pax only vessels average dwell time for road to ship / ship to road exchange is estimated at about 1 hour and for Ro-Ro and General cargo/ Multi- purpose vessels 3 hours.
There are additional charges for 24 hour water and electricity supply.
In general, priority is given to vessels according to their arrival time.
2.5.7.2 Port of Corfu
The main port of Corfu operates 24 hours a day, while there are no extra charges for operations outside the normal working hours.
2.5.7.3 Port of Elefsina
General cargo/Multi-purpose vessels turnaround time is estimated at about 24 – 36 hours depending on the type of freight. There is no available information on turnaround time or the percentage of turnaround time to general delays for other vessel types.
The normal operational hours of the port is between 8:00 and 16:00 from Monday to Friday, and if requested can operate overtime. There are overtime further than the normal operation hours tariffs, that are defined from the port authority and the tariffs of the stevedores.
2.5.7.4 Port of Igoumenitsa
Ro-pax vessels turnaround time is estimated at about 30 minutes on the basis of available information. Moreover, there is no available information on the percentage of turnaround time due to general delays.
As far as the dwell time for mode exchange for cargo transported is concerned, there is no available information for any kind of vessel type.
The port of Igoumenitsa operates 24 hours a day.
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There are additional charges for working overtime which mainly refer to electricity and water supply, the use of electromechanical equipment, as well as costs for human resources.
There are no stowage operations that are limited to time constraints.
No priority is given to any kind of vessel.
2.5.7.5 Port of Heraklion
Ro-ro vessels turnaround time is estimated at about 30-35 hours on the basis of available information. Furthermore, the percentage of turnaround time due to general delays is estimated at 50%. For Ro-pax vessels there is no available information on either the turnaround time or the percentage of turnaround time due to delays. For container vessels the estimated turnaround time is about 8-15 hours and the percentage of waiting time 20%, while for general cargo / multi-purpose vessels the turnaround time is about 50-55 hours (50 % waiting time). Lastly, for Pax only vessels there is no available information on the turnaround time.
As far as the average dwell time is concerned, there is no available information for the Port of Heraklion.
The port of Heraklion operates 24 hours a day, 7 days a week.
There are additional charges for the loading/unloading of the cargo with the cranes and forklifts of the port’s Authority:
For weekdays
• from 15:00 – 22:00 50% additional charge • from 22:00 – 07:30 75% additional charge
For Saturday
• from 07:30 – 15:00 50% additional charge • from 15:00 – 22:00 75% additional charge
For Sunday
• from 07:30 – 15:00 75% additional charge • from 15:00 – 22:00 100% additional charge
As far as stowage operations are concerned, these are carried out at each vessel, according to the First In – First Out theory. The only exceptions are the container vessels, which are given priority regarding stowage operations.
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In case of congestion, in general, priority is given with the following order:
• Ro-Pax vessels • Ro-Ro vessels • Container vessels
2.5.7.6 Port of Kavala
Turnaround time for Ro-Ro vessels within the port of Kavala is estimated at about 4 hours, while for container vessels and general cargo/multipurpose vessels at 48 and 36 hours respectively. There is no information available on the percentage of turnaround time to general delays or on the dwell time for the Kavala port.
The port of Kavala operates 7.5 hours a day and 5 days a week. However, in case of emergency the port is always prepared to provide the relevant services.
2.5.7.7 Port of Lavrio
N/A
2.5.7.8 Port of Patras
Ro-ro vessels turnaround time was estimated at about 12-24 hours on the basis of available information. The percentage of turnaround time due to general delays was estimated at 10%. For Ro-pax vessels the estimate was at about 6-24 hours and the waiting time percentage was 15%. For general cargo / multipurpose vessels the estimated turnaround time is from 6 hours to 3 days (percentage of waiting time 30% while for container vessels, turnaround was estimated in about 12-24 hours (15 % waiting time). Lastly, for Pax only vessels the estimated turnaround time is at about 2- 12 hours. The percentage of turnaround time due to general delays was estimated at 30%.
For Ro-Ro vessels average dwell time for road to ship exchange is estimated at about 8-24 hours and the percentage of dwell timedue to general delays is 15%. The port of Patras operates 24 hours a day, 7 days a week.
There are additional charges for the loading/unloading of the cargo with the cranes and forklifts of the port’s Authority:
For weekdays
• from 14:30 – 22:00 50% additional charge • from 22:00 – 07:00 100% additional charge
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For Saturday – Sunday and holidays
Minimum charge 2 hours, 100% additional charge per hour
There are additional charges for towage:
For weekdays
• from 14:00 – 22:00 60% additional charge • from 22:00 – 06:00 86% additional charge
For Saturday – Sunday and holidays
• from 06:00 – 14:00 60% additional charge • from 14:00 – 22:00 105% additional charge • from 22:00 – 06:00 116% additional charge
Scale Platform: Night hours operation with minimum charge 157.5 €/hour
Water Supply: 15% additional charge for use at night hours, weekend and holidays. In case of congestion, in general, priority is given to Ro-Pax and Ro-ro vessels.
2.5.7.9 Port of Piraeus Container vessels turnaround time within the port of Piraeus is estimated at approximately 35.5 hours based on the available information. There is no information on turnaround time or waiting time for any other vessel type.
For container vessels average dwell time for road to ship exchange is estimated at about 7.6 hours, while for ship to road exchange the respective time is 6.2 hours. Finally, for transhipment containers the average dwell time is estimated at about 8.2 hours.
The port of Piraeus operates 24 hours a day, 7 days a week.
The working shifts for dock workers at weekdays are: 7:30 to 14:40 the first shift, and 15:00 to 22:10 the second shift. The additional charges for operations outside the normal working hours are the following:
For weekdays • from 14:40 – 22:10 1/5 of the daily wage per hour for the 1st shift dock workers • from 22:10 – 06:00 1/5 of the daily wage per hour for the dock workers and 35% additional charges • from 06:00 – 07:30 1/5 of the daily wage per hour for the dock workers
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For Saturday • from 15:00 – 22:00 1/5 of the daily wage per hour for the 1st shift dock workers • from 21:00 – 22:00 1/5 of the daily wage per hour for the 2nd shift dock workers • from 22:00 – 06:00 1/5 of the daily wage per hour for the dock workers and 35% additional charges • from 06:00 – 08:00 1/5 of the daily wage per hour for the dock workers
For Sunday and Holidays • from 08:00 – 14:00 1 daily wage • from 15:00 – 21:00 1/5 of the daily wage per hour for the 1st shift dock workers and 75% additional charges • from 22:00 – 06:00 1/5 of the daily wage per hour for the dock workers and 110% additional charges • from 06:00 – 08:00 1/5 of the daily wage per hour for the dock workers and 75% additional charges
It is noted that the previously mentioned additional charges refer to operations related to general cargo. For handling operations within the car and container terminals no additional charges are imposed.
Within the port of Piraeus all vessels are served on a first in – first out basis.
2.5.7.10 Port of Rafina Ro-pax and Pax-only vessels turnaround time is estimated at about 6 hours based on the available information. Furthermore, there is no information on the percentage of turnaround time to general delays.
The administrative – economic services port of Rafina operate 7.5 hours a day, 5 days a week, while the technical services operate 24 hours a day, 7 days a week.
2.5.7.11 Port of Thessaloniki N/A
2.5.7.12 Port of Volos The port of Volos operates 24 hours a day, 7 days a week. However, administrative services of the port operate 5 days a week (Monday – Friday) from 7:00 to 14:30.
2.5.7.13 Port of Chalkida General cargo/Multi-purpose vessels turnaround time was not estimated, on the basis of available information, since there are no regular connections to the port. There was
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no information on the percentage of turnaround time to general delays. The dwell time was declared to be 1 day at the maximum.
The port of Chalkida operates 8 hours a day, 6 days a week. There are overtime - further than the normal- operation hours tariffs, in relation to the overtime work of the stevedores and the private cranes. There are no stowage operations limited to time constraints. In case of congestion, in general, there is no priority given to any vessels, lines or cargo type.
2.5.7.14 Port of Chios N/A
2.5.7.15 Port of Kalamata Based on the available information the turnaround time for the port of Kalamata is estimated at about 1 hour for Ro-pax vessels, 6 hours for Container vessels and 48 hours for general cargo/ multipurpose vessels. There is no information available on the percentage (%) of general delays (waiting time) to turnaround time.
For Ro-pax vessels the average dwell time for road to ship exchange is estimated at about 1 hour and for ship to road exchange at ½ hour. There is no information for the percentage of dwell time to general delays.
The port of Kalamata operates 8 hours a day, 5 days a week and 260 days a year.
There are additional charges of 25% to the normal charges for operating outside the operation hours of the port. There are no stevedoring activities limited by time restrictions.
In general, in case of congestion, priority is given to Ro-Pax vessels.
2.5.7.16 Port of Katakolo Based on available information the turnaround time for passenger only vessels within the port of Katakolo is estimated at approximately 6 to 12 hours. There is no available information on the percentage of turnaround time to general delays.
The port of Katakolo operates 24 hours a day, 365 days a year.
Additional charges for operating outside the operation hours of the port mainly refer to port workers overtime costs, while the stevedoring activities are not allowed t be carried out after the sun sets.
2.5.7.17 Port of Korinthos Ro-Ro vessels turnaround time is estimated at about 24 hours on the basis of available information. There is no information on the percentage of turnaround time to general
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delays. For Ro-Ro vessels the average dwell time for road to ship exchange is estimated at about 3 hours and the percentage of dwell time to general delays is not stated.
General cargo/ multipurpose vessels turnaround time is estimated at about 72 hours, while the percentage of turnaround time to general delays is declared to be 2%.
Pax-only vessels turnaround time is estimated at about 14 hours based on available information. There is no information on the percentage of turnaround time to general delays.
The port police of Korinthos operate 24 hours a day, 7 days a week, 365 days a year, while the customs operate 8 hours a day, 5 days a week, does not operate on official holidays, but if requested can operate overtime. There are overtime -further than the normal- operation hours tariffs, in relation to the overtime work of the stevedores, the customs, the navigation and the pilotage. There are stevedoring activities limited by time restrictions from the stevedores association.
In case of congestion, in general, priority is given to feeble products and the pharmaceutical and military material.
2.5.7.18 Port of Mykonos Ro-ro vessels turnaround time is estimated at about 45 minutes on the basis of available information, while for Ro-pax vessels the estimate time is 1 hour. More over, for general cargo/ multipurpose vessels the estimated turnaround time is 8 hours and for Pax only vessels is about 30 minutes. There is no information on the percentage of turnaround time due to general delays for any of the vessel types.
There is no information regarding the dwell time for road to ship exchange or ship to road exchange
The port of Mykonos operates 24 hours a day, 7 days a week.
There are no additional charges for working overtime, while at the same time there are no stevedoring activities limited by time restrictions.
In case of congestion, in general, priority is given to Pax vessels Ro-Ro vessels.
2.5.7.19 Port of Mytilene N/A
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2.5.7.20 Port of Preveza General cargo / multi purpose vessels turnaround time is estimated at about 72 hours on the basis of available information, while the percentage of turnaround time due to general delays is not known.
For General cargo / multi purpose vessels, the average dwell time for ship to road exchange is estimated at about 96 hour (cargo: wood). There is no information for the percentage of dwell time to general delays.
The port of Preveza operates 24 hours a day, 7 days a week. The Port Management Office, however, operates 7.5 hours a day, 5 days a week.
There are additional charges of 30% of the normal charges for operating outside the operation hours of the port. There are no stevedoring activities limited by time restrictions, while there is no type of traffic to which priority is given.
2.5.7.21 Port of Rhodes Ro-ro vessels turnaround time is estimated at about 2-8 hours on the basis of available information. For Ro-pax vessels the estimate is at about 2-5 hours. For general cargo/ multipurpose vessels the estimated turnaround time is from 1 to 3 days, while for container vessels 3–24 hours. Lastly, for Pax only vessels the estimated turnaround time is at about 2-5 hours.
For Ro-Ro and Ro-pax vessels average dwell time for road to ship exchange is estimated at about 1-3 hours. For ship to road exchange, average dwell time for Ro- Ro and Ro-pax vessels is 1-3 hours and 1-2 hours correspondingly.
The port of Rhodes operates 24 hours a day, 7 days a week.
There are additional charges for overtime work of Dockers workforce and of customs services. In case of congestion, in general, there is coordination in order to define which cruise or Ro-pax vessels are given priority.
2.5.7.22 Port of Samos N/A
2.5.7.23 Port of Souda Ro-ro vessels waiting time / turnaround time is estimated at about 48 hours on the basis of available information, while for Ro-pax vessels the estimate time is 12 hours. More over, for general cargo/ multipurpose vessels the estimated turnaround time is 48 hours and for Pax only vessels is about 3 hours. There is no information on the percentage of turnaround time due to general delays for any of the vessel types.
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There is no information regarding the dwell time of mode exchange for cargo transported by any of the vessel types.
The port of Souda operates 7 days a week, 365 days a year from 6:00 am to 00:00 am or 1:00 am of the next day.
There is no available information regarding the additional costs for working overtime or whether or not the stowage operations are limited to time constraints.
In case of congestion, in general, priority is given to the Souda – Piraeus coastal connection.
2.5.7.24 Overview Turnaround times and dwell times for each Greek port per vessel type are presented in the following Tables.
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Table 2-16: Turnaround type per vessel type for Greek ports (according to the questionnaires and estimations)
Turnaround time Ro-Ro Ro-Ro (hours) Ro-pax Pax only only Pax Container Multipurpose General cargo - General cargo to general delays delays general to delays general to to general delays delays general to to general delays delays general to delays general to time/turnaround time time time/turnaround time time/turnaround time/turnaround time time time/turnaround time/turnaround time time time/turnaround time time/turnaround Percentage (%) of waiting (%) Percentage of waiting (%) Percentage Percentage (%) of waiting (%) Percentage Percentage (%) of waiting (%) Percentage of waiting (%) Percentage Alexandroupoli 24 - 12 - 20 - 24 - - - Corfu 7 - - - 20 - - - - - 24 - - - - - 30 - - - - Elefsina 36 Igoumenitsa 10 - 0.5 ------Heraklion 12 - 24 10% 6 - 24 15% 12 - 24 15% 6 - 72 30% 2 - 12 30% Kavala 4 - - - 48 - 36 - - - Lavrio 9 - - - 30 - - - - - Patras 12 - 24 10% 6 - 24 15% 12 - 24 15% 6 - 72 30% 2 - 12 30% Piraeus 7 - - - 35.5 - - - - - Rafina 6 - 6 - - - - - 6 - Thessaloniki 10 - - - 18 - - - - - Volos 18 - - - 20 - - - - - Chalkida 5 - - - 18 - - - - - Chios 10 ------Kalamata 10 - 1 - 6 15% 48 30% - - Katakolo 9 - - - 30 - - - 6 - 12 - Korinthos 24 - - - - - 72 2% 14 - Mykonos 0.75 - 1 - 8 - 8 - 0.5 - Mytilene 12 ------Preveza 17 - - - 20 - 72 - - - 24 - 2 - 8 - 2 - 5 - 3 - 24 - - 2 - 5 - Rhodes 72 Samos 10 ------Souda 48 - 12 - - - 48 - 3 -
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Table 2-17: Road to ship / ship to road dwell times per vessel type for Greek ports (according to the questionnaires and estimations)
Dwell time (hours) Ro-Ro Ro-Ro Ro-pax Ro-pax Pax only only Pax Container (waiting time) time) (waiting (waiting time) time) (waiting time) (waiting (waiting time) time) (waiting time) (waiting to general delays delays general to to general delays delays general to delays general to to general delays delays general to delays general to Percentage (%) of dwell time of dwell time (%) Percentage Percentage (%) of dwell time of dwell time (%) Percentage of dwell time (%) Percentage Percentage (%) of dwell time of dwell time (%) Percentage of dwell time (%) Percentage GeneralMultipurpose cargo - Alexandroupoli 3 - 1 - 20 - 3 - 1 - Corfu 1 - - - 17 - - - - - Elefsina - - - - 17 - - - - - Igoumenitsa ------Heraklion 8 - 24 15% - - 12 - - - - - Kavala 1-2 - - - 20 - - - - - Lavrio 3 - - - 15 - - - - - Patras 8 - 24 15% ------Piraeus 2 - - - 148 - 182 - - - - - Rafina 2 ------Thessaloniki 1-2 - - - 12 - - - - - Volos 1-2 - - - 20 - - - - - Chalkida 1 - - - 20 - max 24 - - - Chios 2 ------0.5 - 1 - - 6 - - - - - Kalamata 1 Road toShip shiproad to / Katakolo 3 - - - 15 - - - - - Korinthos 3 ------Mykonos 1 - - - 12 - - - - - Mytilene 1-2 ------Preveza 1-2 - - - 20 - 96 - - - Rhodes 1 - 3 - 1 - 3 - 9 - - - - - Samos 2 ------Souda 4-5 ------
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2.5.8 Italy
2.5.8.1 Port of Ancona The average waiting time/turnaround time for Ro-Ro, Ro-pax, container and general cargo vessels is about 20 minutes. Ro-Ro vessels can record a 2.5 hours maximum delay.
As for the average dwell time for mode exchange for Ro-Ro vessels, generally it is from one up to two days; while for containers and general cargo vessels, it reaches a maximum of 3.5 days. Generally speaking, road to ship operations are influenced by the level of congestion of the port area and by the characteristics of the road infrastructures guaranteeing the port accessibility. As already stated for waiting time/turnaround time, ship to road operations are influenced by available handling facilities (in particular for container and general cargo traffic), yards operating conditions, ships’ characteristics, ships’ load factor, the share of non-accompanied traffic (for ro-ro and ro-pax vessels), the presence of passengers, the seasonality and by the characteristics of the road infrastructures guaranteeing the port accessibility. The port of Ancona in particular has adequate infrastructure that ensure high level of services for passenger anf cargo traffic. However, congestion problems may occur, mainly during high season, due to issues related to the port’s road accessibility.
The Port of Ancona operates 24 hours a day, 7/7.
2.5.8.2 Port of Augusta The Port Authority of Augusta is one of the most recent in Italy. More specifically, the Port Authority was set up in 2001. The port is mainly specialized on oil traffic and the infrastructure related to other traffic typologies are currently under development. The port foresees the development of terminals dedicated to Ro-Ro and Container traffic, which at the moment are residual and non-regular.
2.5.8.3 Port of Bari Ro-ro vessels waiting time/turnaround time for the port of Bari is estimated at about 6-10 hours on the basis of available information. For Ro-pax vessels the estimation is of about 3-4 hours while for infra-med container vessels (that usually are quite small vessels) waiting time/turnaround time is estimated at about 12-24 hours. In case of congestion, in general, priority is given to ferry and cruise vessel with passengers on board.
The Port of Bari operates 24 hours a day.
2.5.8.4 Port of Brindisi Based on the existing information for the port of Brindisi, Ro-ro vessels waiting time/turnaround time is estimated at about 6-10 hours. For Ro-pax vessels the
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estimation is of about 3-4 hours, while for infra-med container vessels waiting time/ turnaround time is estimated at about 12-24 hours.
The Port of Brindisi operates 24 hours a day.
2.5.8.5 Port of Catania Regarding the port of Catania, Ro-ro vessels waiting time/ turnaround time is estimated at about 6-10 hours on the basis of available information. Furthermore, for Ro-pax vessels the estimation is at about 3-4 hours, while for infra-med container vessels waiting time/ turnaround time is estimated in about 12-24 hours.
The Port of Catania operates 24 hours a day.
2.5.8.6 Port of Chioggia Regarding the port of Chioggia, there was no available information on operational characteristics. Thus, there is no estimation son waiting time/ turnaround time for Ro- ro and container carrier vessels, since these typologies of traffic are currently insignificant.
2.5.8.7 Port of Monfalcone Ro-ro vessels waiting time/ turnaround time for the Monfalcone port is estimated at about 6-10 hours, based on the available information. For Ro-pax vessels the estimation is at about 3-4 hours, while for infra-med container vessels waiting time/ turnaround time is estimated at about 12-24 hours.
2.5.8.8 Port of Ravenna The Port of Ravenna operates 24 hours a day, 7 days a week.
The average turnaround time varies according to the type of vessel. More specifically, the average turnaround time is approximately 12 hours for Ro-Ro units, 24 hours for Container carriers, and up to 48 hours for general cargo and multipurpose vessels. As far as the average dwell time is concerned, in case of Ro-Ro traffic dwell time is approximately 24 hours for ship to road operations and vice-versa. Furthermore, the average dwell time for Container vessels varies from 48 to 72 hours for ship to road operations, 72 hours to road operations and approximately 48 hours for rail to ship operations.
Considering the height and voltage of the electricity cables that cross the Candiano Canal, access to the port of Ravenna is, normally, permitted to ships with height no greater than 55 meters (max air draft - vertical distance between the waterline and the highest point of the ship, including antennas). Taking into account the actual depth and width of the channels, the maximum dimensions for day-time and nocturnal navigation vary across the various stretches of the port channels.
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The limitations to ship's size are compulsory. The parameters of the advanced class apply to those ships with length or width greater than those indicated.
Within the scope of the present norms, navigation in nocturnal hours begins thirty minutes after sunset and ends thirty minutes before sunrise. Navigation can also be carried out in appropriate weather-marine conditions and provided that the lighting system for navigation is in operation.
The Harbor Master's Office can, in any case, delay/cancel the entrance/exit of the ships to/from the Port and the movements between approaches when particular weather-marine conditions or other impediments render navigation insecure.
2.5.8.9 Port of Taranto Ro-ro vessels waiting time/ turnaround time is estimated at about 6-10 hours on the basis of available information. For Ro-pax vessels the estimation is at about 3-4 hours, while for infra-med container vessels waiting time/ turnaround time is estimated at about 12-24 hours. In case of congestion, in general, priority is given to ferry and cruise vessel with passengers on board.
The TCT container terminal provides round-the-clock ship services, 7 days a week.
2.5.8.10 Port of Trieste Regarding the Trieste port, Ro-ro vessels waiting time/ turnaround time is estimated at about 6-10 hours on the basis of available information. For Ro-pax vessels waiting time/ turnaround time is at about 3-4 hours, while for infra-med container vessels at about 12-24 hours.
The Port of Trieste is open 24 hours a day.
2.5.8.11 Port of Venice The average waiting time/ turnaround time for Ro-Ro and Ro-Pax vessels is between 6 and 10 hours, for Ro-Lo it’s between 6 and 12 hours, while for Lo-Lo vessels it’s about 24 hours.
The Port of Venice operates 24 hours a day, 7days a week.
2.5.8.12 Overview Waiting time/ turnaround times and dwell times per vessel type for each Italian port are presented in the following Tables.
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Table 2-18: Waiting time/ turnaround time per vessel type for Italian ports
Waiting time/ Turnaround Ro-Ro Ro-Ro time Ro-pax Pax only only Pax (hours) Container Multipurpose General cargo - General cargo to general delays delays general to delays general to to general delays delays general to to general delays delays general to delays general to time/turnaround time time time/turnaround time time/turnaround time/turnaround time time time/turnaround time/turnaround time time time/turnaround time time/turnaround Percentage (%) of waiting (%) Percentage of waiting (%) Percentage Percentage (%) of waiting (%) Percentage Percentage (%) of waiting (%) Percentage of waiting (%) Percentage 20 20 20 20 2.5 - 20 min - - - Ancona min min min min Augusta ------Bari 6-10 - 3-4 - 12-24 - - - 0.5-8 - Brindisi 6-10 - 3-4 - 12-24 - - - 0.5-8 - Catania 6-10 - 3-4 - 12-24 - - - 0.5-8 - Chioggia ------Monfalcone 6-10 - 3-4 - 12-24 - - - 0.5-8 - Ravenna 12 - 12 - 24 - 48 - - - Taranto 6-10 - 3-4 - 12-24 - - - 0.5-8 - Trieste 6-10 - 3-4 - 12-24 - - - 0.5-8 - Venice 6-10 - 6-10 ------
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Table 2-19: Road to ship / ship to road dwell time for Italian ports
Dwell time (hours) Ro-Ro Ro-Ro Ro-pax Ro-pax Pax only only Pax Container Multipurpose (waiting time) time) (waiting time) (waiting (waiting time) time) (waiting (waiting time) time) (waiting (waiting time) time) (waiting General cargo - General cargo time to general delays general time to delays general time to time to general delays general time to time to general delays general time to time to general delays general time to Percentage (%) of dwell (%) Percentage of dwell (%) Percentage Percentage (%) of dwell (%) Percentage Percentage (%) of dwell (%) Percentage Percentage (%) of dwell (%) Percentage 15 Ancona 24 - 48 - - - 84 - 84 - - min Augusta ------Accompanied traffic:1-2 144 – Bari - 1-2 ------Unaccompanied: 192 24-48 Accompanied traffic:1-2 144 – Brindisi - 1-2 ------Unaccompanied: 192 24-48 Accompanied Catania traffic:1-2 144 – - 1-2 ------Unaccompanied: 192
24-48 Chioggia ------Accompanied traffic:1-2 144 – Monfalcone - 1-2 ------Unaccompanied: 192
Road toShip shiproad to / 24-48 Ravenna 24 - - 48-72 - - - - - Accompanied traffic:1-2 144 – Taranto - 1-2 ------Unaccompanied: 192 24-48 Accompanied traffic:1-2 144 – Trieste - 1-2 ------Unaccompanied: 192 24-48 Venice ------
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Table 2-20: Rail to ship / ship to rail dwell time for Italian ports
Dwell time (hours) Ro-Ro Ro-Ro Ro-pax Ro-pax Pax only only Pax Container Multipurpose (waiting time) time) (waiting time) (waiting (waiting time) time) (waiting (waiting time) time) (waiting time) (waiting General cargo - General cargo time to general delays general time to delays general time to time to general delays general time to time to general delays general time to delays general time to Percentage (%) of dwell (%) Percentage of dwell (%) Percentage Percentage (%) of dwell (%) Percentage Percentage (%) of dwell (%) Percentage of dwell (%) Percentage Ancona 24 - 48 - - - 84 - 84 - 15 min - Augusta ------Bari ------Brindisi ------Catania ------Chioggia ------Monfalcone ------Ravenna - - - - 48 - - - - - Taranto ------Rail to ship / Shiprail to Trieste < 24 ------Venice ------
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2.5.9 Slovenia
2.5.9.1 Port of Koper The average turnaround time differs for each vessel, while it mainly depends on the cargo type and the volume of the cargo. Based on the available information, turnaround time for Ro-Ro, container and pax only vessels is estimated at about 24 hours, while for general cargo / multi purpose vessels between 24 and 72 hours. The port policy is to minimize turnaround time for cargo stored.
The working hours of the port are: 24 hours a day, 7 days a week, 365 days a year, except for January 1st and May 1st.
The additional costs for working overtime are:
• 3rd shift on weekdays: 50% additional charge • 2nd shift on Saturdays: 75% additional charge • 3rd shift on weekends: 100% additional charge
In case of congestion, priority is usually given to cargo, such as perishable goods and livestock.
2.5.10 Malta
2.5.10.1 Port of Marsaxlokk The Terminal operates 24 hours a day, seven days a week, with the exception of the following days:
• 31 December from 16:00 hours to 02 January 08:00 hours • Good Friday from 08:00 hours for 24 hours • 1 May from 08:00 hours for 24 hours • 15 August from 08:00 hours for 24 hours • 24 December from 12:00 hours to 26 December 08:00 hours
Outside normal operating hours, the contractual rates are applicable for the shipping lines operating from the Freeport with a contract. For all other clients, the official Tariff rates apply to all shipwork and landside operations, including hatch covers and restows, with the following qualifications whereby the overtime rates apply:
• Domestic containers handled between 17:01 hours and 07:59 hours between Monday and Friday and between 12:01 hours Saturday and 07:59 hours Monday • Transhipment containers handled between 17:01 hours Friday and 07:59 hours Monday
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• Other chargeable work carried out between 17:01 hours Friday and 07:59 hours Monday
Since the Operations Department must provide the expected time of sailing, stowage operations are limited to time constraints. Malta Freeport Terminals commits window availability to contractual clients.
2.5.10.2 Port of Valletta Port services at the port of Valletta are available 24 hours a day, 7 days a week, 365 days a year. When it comes to working overtime, there are normally percentage increases for services such as pilotage, towage and mooring. There are no additional charges in the case of cargo handling operations. Stowage operations are not limited to time constraints, and are operational on a 24x7 basis all year round – however, there are five Maltese National Holidays when all businesses close and regulated port workers do not work. Cargo vessels are given priority.
As far as turnaround time within the port of Valletta is concerned, for Ro-Ro vessels it is estimated at about 60 hours, while the percentage of general delays to turnaround time is 5.5. For Ro-pax vessels turnaround time is estimated at 29.8 hours (percentage of waiting time 26.3), for container vessels 7.2 hours (percentage of waiting time 2.2) and finally for general cargo / multi purpose vessels turnaround time is at about 43.3 hours and the percentage of waiting time at 31.26.
Furthermore, ship to road and road to ship dwell time within the Valletta port for Ro- Ro, Ro-pax and container vessels is estimated at 6 hours, while for general cargo / multi purpose vessels at 24 hours.
2.5.11 Cyprus Based on the available information, Ro-Ro vessels turnaround time within the port of Limassol is estimated at about 12.53 hours and the percentage of turnaround time due to general delays is estimated at 14.37%. For Ro-pax vessels there is no available information on both the turnaround time and the waiting time percentage. As far as container vessels are concerned, the estimated turnaround time is 19.72 hours, while the estimated waiting time percentage is 22.82%. For general cargo/ multipurpose vessels the estimated turnaround time is 98.36 hours (percentage of waiting time 8.24%), while for pax only vessels, turnaround is estimated at about 36.5 hours (0.27% waiting time).
As far as dwell time is concerned, for Container vessels average dwell time for road to ship exchange varies between 5.3 and 19.28 hours according to the type of cargo transported, whether or not the containers are empty or full and the type of delivery. As far as the other type of vessels are concerned, there is no available information on the dwell time.
The port of Limassol operates 24 hours a day, 7 days a week. However, the port remains closed on the 1st of January, Easter day and Christmas day.
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The additional costs for operations outside normal operating hours are the following:
• Tug boats operations over two hours • Employees overtime out of normal working hours (07:30-14:30) at weekdays • Employees overtime out of normal working hours (07:30-13:00) at Saturdays • Employees overtime (24 hours) at Sundays and Official Holidays
In case of congestion, in general, priority is given to Container mother vessels.
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3 Institutional, Financial and Regulatory Framework of the MoS Master Plan Port System
3.1 Institutional and regulatory framework of ports
3.1.1 Greece Greece is the only country in the EU whose government includes an autonomous Ministry to handle matters of merchant marine and maritime transportation. With the possible exception of terminals dedicated to the needs of specific private or state- owned industrial enterprises (mainly in the oil, cement, grain and ore businesses), to date all general-use ports in Greece are under the control of the state. The relevant overseeing Government ministry is the “Ministry of Mercantile Marine, The Aegean and Island Policy” (YENANP), although for a variety of issues other ministries are also involved, including the Ministry of Economy and Finance (for budget and price approval matters), the Ministry of Environment, Physical Planning and Public Works (for construction of major works), and the Ministry of Transportation and Telecommunication (for public transport networks).
Figure 3-1: Organisational set up of the Ministry of Mercantile Marine, The Aegean and Island Policy (from www.yen.gr)
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In 2001, Law 2392/2001 has radically reformed the commercial port system in Greece by • setting up the Ports’ and Port Policy General Secretariat (PPPGS) in YENANP with its full organisational &operational framework. PPPSG was assigned the responsibility for the overall planning and implemention of the national Port Policy in Greece at a port infrastructure and port services level. Under the General Secretariat there are three (3) Directorates – the Port Policy Directorate, the Ports Infrastructure Directorate, and the Directorate for organisational, functional and operational services of ports (see Diagram below) • upgrading ten (10) new port authorities (Alexandroupoli, Elefsina, Igoumenitsa, Iraklio, Kavala, Corfu, Lavrio, Patra, Rafina, Volos) at a “Societe Anonyme” level, fully specifying a suitable organisational &operational framework regarding their future operation. The State at present maintains the priviledge of being their only shareholder. • setting up a Port’s Development and Planning Committee with the responsibility of planning and supervision of port infrastructure development in the Greek port system
Figure 3-2: Organisational set up of Ports’ and Port Policy General Secretariat (from www.yen.gr)
According to a recent (16.02.2007) resolution by the above mentioned Ministries, the Greek ports have been ranked and grouped according to their position and role within the national port system and their prospects in view of the potential increase of national (passenger and freight) flows in order to determine priorities, hierarchies and
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planning in the implementation of port projects and works. The first group “Ports of International Interest” consists of the (16) ports of Piraeus, Thessaloniki, Alexandroupoli, Elefsina, Igoumenitsa, Iraklio, Kavala, Kerkyra (Corfu), Lavrio, Patra, Rafina, Volos, Mykonos, Mytilene, Rhodes and Soudas Hanion. The second group “Ports of National Importance” consists of the (15) ports of Argostoli, Zakynthos, Thira, Kalamata, Katakolo, Korinthos, Kos, Lagos, Paros, Preveza, Rethymno, Vathy Samou, Syros, Halkida and Chios. The third group “Ports of Significant Importance” (at interregional level) includes the (25) ports of Ag, Kirikos Ikarias, Ag. Konstantinos Fthiotidas, Ag. Nikolaos Lasithiou, Aigina, Aigio, Gytheio, Thasos, Itea, Kymi, Leykada, Mesolloggi, Myrimna Lymnou, Naksos, Nayplio, N. Moudania, Patmos, Samothraki, Poros Kefallinias, Skiathos, Skopelos, Siteia, Spetses, Stylidas, Tinos and Ydra. All the remaining ports of the country are characterized as “Ports of Local Importance”.
The Ministry of Mercantile Marine has set up a four level port classification scheme in terms of their institutional and regulatory framework governing their ownership, operational and management structure. The country’s top two state-controlled ports, Piraeus and Thessaloniki, are considered ‘large trans-european ports’. The second level consists of 10 ports that are considered ‘national ports’, which are Alexandroupoli, Elefsina, Igoumenitsa, Iraklio, Kavala, Kerkyra (Corfu), Lavrio, Patra, Rafina and Volos. The third level consists of 53 ports that are considered ‘municipal portuary fund’ ports, and the fourth level includes all other ports (approximately 1,250), which are considered ‘peripheral ports’.
The National Center for Port Development carries out the co-ordination of the twelve main Greek ports (level 1 and 2 classified ports) which have been transformed into limited companies in order to establish a more flexible frame for the ports’ management, given the degree of autonomy that allows the port authorities to take immediate decisions. It should be noted that the 12 main ports have no formal relation with the municipalities in which they are located, as is prevalent in many other European ports. All twelve ports are corporations in which the Greek state has a majority stake and with the exception of Piraeus and Thessaloniki, each respective corporation has a single share, wholly owned by the state. For Piraeus and Thessaloniki the scheme is different, with the Greek state retaining a majority stake in both ports, 74.14% and 74.27% respectively, the rest being held by private investors (individuals, including port employees, and institutional). Shares of the two ports are currently listed in the primary Greek Stock Exchange. Although the Ministry oversees and coordinates their operation at a high level, thus far they have been pretty much independent of one another. The responsibilities of the Center are the follow-up of the application of legislation, of market developments and of statistical data; and the general co-ordination between the Greek ports.
The congestion problem of Piraeus port and the spare capacities in its neighbouring ports in the Attican Port System (ie the ports of Elefsis, Lavrion and Rafina) still indicates the need for some corrective policy measures of redistribution of port roles, to bring about potential improvements in the level of port services of the subregion.
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The management of the small Port Authorities, which are established in ports all over Greece, has been transferred to the Local Municipality Sector in order to allow improvements in the operation of the ports, use of local resources for development projects and better service for the residents and growth of the local tourism industry. The so-called ‘portuary fund’ (‘limeniko tameio’) scheme, which is also a public law undertaking could include more than one port, and generally referred to a specific municipal area. The management of the port is exercised by the municipal authorities and operations are monitored by Coast Guard officers.
Organisation of ports services
All 12 top-tier ports are ‘service’ ports, at least on paper, with all basic services (of which more below) provided by port’s personnel. . No competition is present in port freight handling services. A port reform is currently in progress with the attempt to concession two container terminals (in Piraeus and Thessaloniki ports) to private operators. If successfully completed, it would be a serious step in the long overdue port reform in Greece, opening up the prospects of competition in port services.
All (former and current) civil servant personnel of Greek public ports are unionised under the Federation of Permanent Employees of Greek Ports (OMYLE), which, together with the Federation of Cargo Handlers of Greece (OFE), representing dockers, are the two main port labour unions in Greece. Lower-level unions also exist in all ports. Dockers work regulations vary among ports, with ports such as Piraeus and Thessaloniki having a strict employer-personnel relationship with their dockers workforce (which guarantees, among other things, a minimum salary), whereas others such as Elefsina having a more loose relationship (engaging dockers on an ad hoc basis).
As regards the spectrum of responsibilities and services rendered, the following table which is relevant to OLP, is indicative.
Table 3-1: Services and responsibilities, port of Piraeus, OLP Category Element Responsibility Maritime Infrastructure Fairways, dredging OLP VTS, navigational aids YEN Lighthouses, buoys Ministry of Defence/national hydrographic service Port Infrastructure Docks, quays, jetties, piers, mooring points, graving Greek state (ownership) docks OLP (maintenance) Superstructure owned by Cranes, gantries, cargo handling vehicles, tools and OLP port shops, trucks, buses and other vehicles, port service vessels, floating docks, furniture, computer and other equipment, software Superstructure owned by Pavements, warehouses, sheds, silos, terminal OLP the state and leased to buildings, office buildings, parking garages,
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Category Element Responsibility OLP exhibition centre sLinks to transport Roads Ministry of Environment, modes Physical Planning and Public Works City of Piraeus and other municipalities OLP Rail tracks National Railway Organisation Maintenance Port infrastructure & superstructure OLP Maritime infrastructure Greek state Cargo handling, ship-dock OLP Port services Cargo handling, dock-gate OLP Storage OLP Barge services OLP Trucking & distribution Private Baggage handling OLP Pilotage YEN/pilotage service Towing Private Mooring-unmooring Private Waste reception Private (contracted to OLP) Pollution control Private (contracted to OLP) YEN/coast guard Cleaning & garbage removal Private (contracted to OLP) Insect & mice control Private (contracted to OLP) VTS YEN/VTS service Customs control Ministry of Finance/Customs service Port police YEN/coast guard Port state inspections YEN/coast guard Flag state inspections YEN/coast guard Health & medical inspections Prefecture of Piraeus Security YEN/coast guard OLP Fire-fighting Fire-fighting service Forwarding Private Bunkering Private Water supply OLP Private Telephone supply OLP Electricity supply OLP Sewage disposal OLP Passenger shuttle services OLP Ancillary services Public parking OLP City of Piraeus other municipalities Parking garage of Exhibition Centre OLP Private Ministry of Public Works
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Category Element Responsibility Bus services Athens Urban Transport Organisation (OASA) Exhibition Centre OLP Rental of land and buildings to private enterprises OLP within the port Ship repair dry-docking OLP Ship repair services Private Source : Public Financing and Charging in EU Seaports: The case of Greece by Harilaos Psaraftis, NTUA
Investment Financing
Financing of port infrastructure has traditionally been provided by port dues, charges for services rendered, rents of leased space, own funds of port corporations, state nd rd funds, and, occasionally, European Community funds (Cohesion Fund, 2 and 3 Community Support Frameworks, and others) and bank loans.
In the small ‘Port Authority’ governance structure the local municipalities manage the respective ports and carry out all relevant investments. Funds are provided from port dues and the state. Port employees are civil servants.
New developments/prospects
An ambitious investment program for Greek port development is planned and currently estimated at 6 billion euros (half to be covered by a European Investment Bank loan and the other half by state funds). The program, covering a ten year period (2006-2015), includes the construction and improvement of infrastructure and superstructure, the purchase of modern mechanical equipment, information technology projects, personnel training programs etc, aiming to offer high-quality port services and improve port competitiveness. Within the context of the 2006-2015 port development plan, it is foreseen that the private sector will contribute significantly to the development of the ports and the improvement of port infra- and superstructure.
Regarding the implementation of full ISPS Code security measures in the twelve (12) major Greek ports, a government decision was recently taken to finance the project by private funds on the basis of Public Private Partnership (PPP) basis. A DBFOM method was decided upon with time horizon of 8 years and a total projected cost of €340M. The process is currently at the tendering stage.
Furthermore, the forthcoming liberalization of the port market in Greece is expected to increase significantly the opportunities for the involvement of the private sector and attract private funds for investments in the ports. Granting access to the port market services for private providers will enhance competition and affect positively the quality of port services.
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3.1.2 Italy The seaports are defined by Italian law as public domain, which is State owned and inalienable, and devoted to navigation. The State as “owner” takes care of the administration. As regards the major ports the State takes care of their tasks through dedicated non economic public bodies – the Port Authorities.
In 1994 the port sector organisation was modified by Law n° 84/94.
Before 1994 the Italian institutional framework was mainly based on:
• public property of land • public planning for land use, infrastructure and strategic development • public stevedoring activities • public funding of port infrastructure.
Law n° 84/94 and following modifications introduced several changes, but ports public nature was not changed.
The Port Authorities, which are submitted -on some issues- to the control of the Ministry of Infrastructures, were installed in several ports with autonomous budgets and finance. These are:
• Ancona • Messina • Augusta • Napoli • Bari • Olbia • Brindisi • Palermo • Cagliari • Piombino • Catania • Ravenna • Civitavecchia • Salerno • Genova • Savona • Gioia Tauro • Taranto • La Spezia • Trapani (abolition process is currently on going) • Livorno • Trieste • Manfredonia (abolition process is currently on • Venezia going) • Marina di Carrara
Port Authorities have public legal status. They have administrative autonomy, as well as budgetary and financial autonomy, in the limits foreseen by Law n° 84/94. Their main assignments (art. 6, law 84/94) can be summarized as follows:
• policing, programming, coordination, control and promotion of the commercial and industrial activities that are carried out in a port • maintenance of the common parts (open to all users) • arrangement of the plans for disposition and use of the port (programming and port planning)
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• administration of port areas and quays. This means that the Port Authority has the power to assign in “concession” parts of the port territory, equipped or not, to private undertakings carrying out commercial and industrial activities against payment of a “concession fee”. The “concession” of the maritime public domain, in general, is regulated by the Navigation Code (article 36 and following) and by its implementation rules. The concessions generally have a more than one year duration • granting authorizations to private undertakings to carry out their port activities
ITALIAN PORTS
“Port“Port authority” authority” afterafter the the law law n. n. 84/94 84/94
State Administration ¾ PAs are responsible for land use, development of port, its territory, infrastructure, links with land transport networks “Port entity” ¾ PAs are responsible of control of prior to the law n. private firms operating handling 84/1994 services ¾ Cargo handling is developed solely by private firms after concession or authorisation ¾ The procedure for the concession of a port area should be public and by bidding ¾ PAs are forbidden to carry out ¾ public property of land handling activities and to hold ¾ public planning for land use, shares in private companies infrastructure and strategic ¾ Charges for cargo handling are development fixed by the market ¾ public port operations ¾ Technical/nautical services carried out by private companies under ¾ public funding of port infrastructure supervision and control of PA
Figure 3-3: Institutional framework of Italian ports
Port Authorities do not perform any direct management of the economic activities (cargo loading and unloading, services supply to ships, etc.), which have to be entrusted to private parties. More precisely, Port Authorities cannot carry out port operations and their connected activities, not directly neither as shareholder.
As regards infrastructural investments, the major port works are included in the Port Regulatory Plan (PRP) and in the Three Year Operational Plan. The Port Regulatory Plan:
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• defines the territorial area of the port and the disposition of its activities, including the industrial areas within the port, the dockyards, the road and rail infrastructures • defines the nature and activities of the port area • it must conform to the overall urban plan
The Three Year Operational Plan
• is updated once a year by the port authority • concerns the development strategies of the port with the purpose of guaranteeing the objectives as set out in the Port Regulatory Plan • is subject to approval by the Port Committee • all financing has to be in place at the time of presentation
On the proposals included in the Port Authorities’ Operational Plans the Ministry of Transport yearly determines the major works to be carried out that are financed by the State. As for organisational aspects, Port Authorities main bodies are the following:
• The President: o is nominated by the Ministry of Transport o is responsible for the submission of the Port Regulatory Plan and the Three Year Operational Plan to the legally defined authorities o issues the authorisations and allocates the concessions o co-ordinates and supervises the authorised and allocated activities o is responsible for the administration of State property o is responsible for all matters of navigational safety within the port
• The Port Committee: o It’s composed by: President Secretary-General Harbour Master (Vice President) 6 institutional representatives 6 representatives of ship owners, the local confederation of industry, cargo handling companies, freight forwarders, shipping agencies, independent hauliers 6 representatives of the port workers 1 representative of Rete Ferrovie Italia (Italian Railway Network Company) o approves the Three Year Operational Plan o adopts the Port Regulatory Plan o approves the annual financial report and the projected budget o takes in consideration the proposed authorisations and allocations of concessions
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o nominates and dismiss the Secretary-General o considers the composition of the technical and operational secretariat
• The Secretariat-general: o carries out activities necessary to ensure the smooth and safe running of the port o must prepare the President’s and Port Committee’s “acts” o must ensure that all Presidential and Port Committee directives are implemented o sets out the Three Year Operational Plan using the services of the technical and operational secretariat o submits a progress report concerning the implementation of the development plan and the economic organisation of the port activities
Main links between subjects involved in port operations are presented in the following figure.
CENTRAL GOVERNMENT
PUBLIC FUNDS
PORT AUTHORITY
CONCESSION FEE PORT INFRASTRUCTURE PORT TAXES MARITIME TERMINAL OPERATOR ACCESS
CHARGE HANDLING SERVICE
SHIPPING LINE/FREIGHT
Figure 3-4: Main subject links in Italian ports’ operations
The Italian Parliament has started to examine some proposals modifying law 84/94. Proposals are mainly focused on the overcoming of procedures for port infrastructure and land planning and of financial problems in funding investments in building / redeveloping infrastructure and facilities.
Under the terms of Article 62 of the Navigation Code, arrival, departure, movement, mooring and berthing of ships are ruled by the harbour master, since they concern safety of navigation.
The berthing assignment to commercial ships belongs to Port Authorities in liaison with the Maritime Authority relevant to the vessel’s safety aspect.
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Relations between Port Authorities and their personnel are ruled by National Collective Labour Contracts, on the basis of general criteria established by a decree of the Ministry of Transport. Assoporti – the representative association of the port authorities – stipulates such national contracts (both normative and economic part) with the representative national trade unions of the personnel. For some limited matters a local integrated agreement between the port authorities and their employees’ trade unions is admitted.
After either consultation with the Port Committee, or a resolution of the same body, the President of a Port Authority grants authorizations to undertakings to carry out port operations and connected complementary services and concessions on port areas and quays or on other public domain assets.
The Maritime Authority: the Corps of the Capitanerie di Porto - Guardia Costiera
The Corps of the Capitanerie di Porto - Guardia Costiera is a Corps of the Italian Navy that has tasks and functions connected mostly to the civil use of the sea and with functional dependence of various ministries that avail themselves of their work, first of all the Ministry for Transports which is responsible for the major part of the functions connected to the use of the sea and the activities connected to commercial and pleasure navigation and on whose budget weighs the costs for the running of the corps. The Maritime Authority - Coast Guard must exercise an effective control in sea for the safeguard of human life, for the safety of navigation, for the correct going on of the economic activities (fishing and exploitation of the continental platform) and for the protection of the marine environment.
The principal lines of the Corps activities can be summarised as follows:
• Search and rescue in sea (SAR) with the entire organization of co- ordination, control, detection and communications active for 24 hours a day requested by this activity • Safety of navigation with systematic investigative controls on the entire national mercantile, fishing and pleasure shipping, through the activity of Port State Control, also on the foreign mercantile shipping calling at national ports • Protection of the Marine Environment with functional dependence of the Ministry for the Environment, using for this aim also resources (operations' centers, aeronaval crafts, naval traffic control systems) already dedicated to rescue, safety of navigation, and maritime police; • Control on maritime fishery with functional dependence on the Ministry of Agriculture; at this end the General Command is the responsible authority of the National Fishing Control Center and the Capitanerie carry out the controls prescribed by the national and community norms on the entire fishing fleet;
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• Peripheral administration of State functions for training of the maritime personnel, of registration of the mercantile and fishing shipping, of pleasure shipping, and of the contentious for those maritime crimes that have been de-penalized; • Maritime Police, namely technical-administrative maritime police, including the discipline of maritime navigation and the regulation of the events that are carried out in the maritime areas that fall under the national sovereignty, the control of the maritime traffic, the manoeuvre of the ships and the safety in the ports, inquiries on the maritime accidents, the control on the maritime State property, the testing and periodic inspections of coastal deposits and other hazardous installations.
Other functions are carried out for the Ministries of Defence (enrolment of the military personnel), for Cultural Activities and Treasures (underwater archaeology), of Internal Affairs (anti-illegal immigration), of Justice and the department of civil protection, all having an active role on sea and navigation issues. The broadness and the variety of activities carried out present the Capitanerie as an organism of reference for the maritime activities and make of them a true "sole counter" for the relations with the seafarers.
Port services
Services provided for goods
According to the articles 16 and 18 of the Law 84/94, the port operations, that is loading, unloading, transhipment, cargo handling, deposit and connected complementary services to these operations, carried out in the port area are performed by suitable undertakings by themselves or on behalf of third parties (terminal operators and undertakings for port operations or services). These undertakings must meet specific technical-organizational and operators’ professional skills requirements. They must also have a sound financial situation and they have to submit an operational plan to relevant Port Authority.
To carry out port operations and connected complementary services a prior authorization, granted by the Port Authority is needed. The Port Authority sets out the maximum number of authorizations that can be granted taking into consideration the port and the traffic needs. As provided by law, as maximum competition as possible has to be ensured in any case.
A request of authorization can also be submitted by non-Italian undertakings.
Such undertakings are registered in special rolls held by the Port Authority. Moreover, they are subject to the payment of an annual rental (“canone”). The usual duration of the authorization is one year but it can be longer depending on the operational plan submitted by the undertaking. The authorization can be extended. In any case the Port
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Authority has to yearly verify the compliance with the conditions included in the operational plan of the undertaking.
The port operations tariffs (loading, unloading, etc.), applied to port users, are set by the interested undertakings and notified to the Port Authority as well as communicated to the users. These undertakings have their own personnel. To face activity peaks they have recourse to temporary port labour provided by an undertaking or agency duly authorized by the Port Authority.
In case of terminal operators holding a concession on a part of the port area (terminals), - which must be in possession of suitable requirements established by law - such multi-annual concessions of areas and quays are granted after proper forms of publicity with specific deeds of the Port Authorities. In certain cases, the duration of such concessions lasts over 30 years. Terminal operators must:
• submit a programme of activities – when applying for a concession - aimed at the traffic increase and productiveness of the port. Such programme has to be accompanied by appropriate sureties (e.g. bank guarantee); • have adequate technical and organizational equipments, capable to meet the production and operational cycles needs (also from the safety point of view), having continuous and integrated characteristics performed by themselves or on behalf of third parties; • foresee an organization chart connected to the above mentioned programme of activities
In each port, the concessionaire undertaking of a public domain area has to perform directly the activity for which the concession has been given for. Such undertaking cannot be, at the same time, concessionaire of another public domain area within the same port, unless the activity for which it submits a request of a new concession is different from those already given in concession in the same public domain area. It cannot even perform port activities in different areas than those given in concession.
A Port Authority has to yearly verify the continuance of the requirements which existed when the concession was granted and the implementation of investments included in the programme of activities submitted by the terminal operator.
In case of the concessionaire non-compliance with its undertaken obligations as well as in case of its non-achievement of the objectives included in the programme of activities, the concession deed can be revoked by the Port Authority.
Based on the provisions of the port reform law (n.84/94) Port Authorities determine the concession tariffs for concessionaires.
Services provided to the ship
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The pilotage service (ruled by the Navigation Code) is carried out by pilots’ Corporations1. This service is ruled by the Maritime Authority in agreement with the Port Authority, and consulting de facto the interested trade associations. Until now the local rules of the pilotage service have been approved by the Ministry of Transport. The relative tariffs are approved by the Ministry of Transport after a national inquiry that foresees the presence of the General Command of the Harbour Offices (“Capitaneria di Porto”), Assoporti (representing the Port Authorities), service providers and port users.
The number of pilots of each port is determined on the basis of local needs. In order to become a pilot it is necessary to join a “Corporation” through a competitive examination in which candidates’ professional qualifications and experiences are considered.
In case of particular needs the pilotage service may be made mandatory in a port by D.P.R. (Administrative Deed) or by the Maritime Authority. Usually in ports where this service is mandatory this is not foreseen for smaller ships. Simplified modes might be also foreseen (e.g. pilotage via V.H.F) for certain kind of ships and/or certain port areas, and/or certain situations (e.g. only on departure). Reduced tariffs are usually foreseen for the pilotage via V.H.F. Self-handling is not possible.
At the moment in all the Italian ports the towage service is assigned in exclusive de facto to private enterprises through deeds of concession (Article 101 of the Navigation Code). The Maritime Authority establishes, upon consultation with the Port Authority, the service’s local rules (the number and the characteristics of the tows, it authorizes them to operate, etc.) and it determines the corresponding amount (tariffs). The Ministry of Transport has until now, approved the local rules on the service.
In general the mooring/unmooring service to ships is ruled by the Regulations of the Maritime Navigation and it is carried out in each port by a “mooring-team2” which has de facto the exclusive right for that port. Persons in charge of mooring are skilled workers, taking into account that they also develop safety-related assignments. The number of operators of each port is determined on local needs. In order to become a mooring operator it is necessary to join a “Mooring-Team” through a competitive examination in which a candidates’ professional qualifications and experiences are considered.
This service may be made mandatory in a port by the Maritime Authority. The mooring-teams are subject to the control, vigilance and discipline of the Maritime Authority in agreement with the Port Authority.
1 “Corporations” are particular juridical subjects similar to cooperatives. 2 The “Mooring-Team” is a Cooperative.
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The criteria and mechanisms of charging for the aforesaid service (likewise pilotage and towing) are established by the Ministry of Transport according to a national inquiry which is performed by the General Command of the Harbor Offices, the representatives of the Port Authorities, services providers and port users. After that, the tariffs for every individual port are established by action of the Maritime Authority in strict observance of the above mentioned criterions.
The technical-nautical services (pilotage, towing and mooring) besides their commercial tasks carry out assignments related to navigation safety in port.
Industrial activities connected to the fitting out or repair of ships and others
The industrial activities connected to the fitting out, or repair of ships (dry docking, slipway services, unballasting, degassing, scaling and cleaning and painting activities, etc.) are carried out by private enterprises via the issue of operating authorizations.
Activities of commercial or professional nature (ships agents, custom forwarders, ship chandlers, insurance surveyors, etc.) are also carried out by private companies. Shipping agents and customs forwarders must be registered on special rolls.
Fire-fighting services
In the Italian ports, fire-fighting services come under the responsibility of the Fire Department which is directly on dependent the Ministry of Internal Affairs. However fire-fighting operations in ports come under the supervision of the Harbor Master. Private firemen expressly authorized by the competent authorities carry out an integrative fire prevention service. Railway services within the port
The management of the railway services to/from ports is generally carried out by the Italian railways, which provides for shunting and moving train wagons on the basis of request by the port operators.
In some major ports there are special undertakings, authorized by the Port Authority, carrying out the maneuver service of railway wagons inside the port up to the national railway system.
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Other services
The Port Authorities are competent for the soundings maintenance, public lighting, cleaning of port areas, roads and harbor waters maintenance - common parts.
The other port services – e.g. waste collection from ships or from concessionaires, water supply, electricity and telephone connections to ships, passenger transport inside the port boundaries, managing passenger terminals, etc. – are entrusted through a public tender and for a limited period of time to private concessionaires. In very limited cases only, they are carried out by Port Authorities in a remainder way (coming to an end). Tariffs are due to benefit of these services. Such tariffs are usually public.
All the undertakings carrying out port services are subject to the relevant provisions on tax treatment, social security, etc.. They do not benefit by any particular financing and/or facilitation/reduction by Port Authorities.
Infrastructures
As mentioned before, infrastructures that can be financed and realized in a port must be foreseen in the Port Regulatory Plan, an instrument to develop the port area in keeping with the territorial general planning.
The constructions of maritime channels, breakwaters, wet-basins, basins and equipped quays, as well as the dredging, are considered by law major infrastructural works.
In ports administered by Port Authorities, in general, such works are publicly financed by the State (according to the Law 84/94); furthermore it is also State responsibility the realization and the maintenance of the lighthouses, lights, other navigational aids and VTS equipments.
Port Authorities can realize infrastructural works with their own financial resources but in practice this is usually not the case because of the poor revenues. Port Authorities take care of the realization of the major infrastructural works financed by the State.
As mentioned, the ordinary and extraordinary maintenance of the common parts in the port area, soundings maintenance included, are entrusted to Port Authorities. The ordinary procedures to call for public tender are applied to entrust the realization of work and the maintenance interventions.
The concession deeds can foresee that the concessionaires (e.g. terminal operators) provide the extraordinary maintenance of the infrastructures granted to them as well the realization of certain works included in the Port Regulatory Plan.
Superstructures
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In general, terminal operators, or port operations undertakings, employing their own personnel, provide and manage warehouses, mobile assets (self-moving, trailers, etc.) or semi-mobile ones. However, most of the existing warehouses on the port public domain territory have been built in the past by the State or by public corporate bodies and entrusted in concession to private undertakings for the operational management. The Port Authorities that followed to the preexisting port corporate body, have sold or rented or granted in concession to the port enterprises or to the terminal operators the quays fixed facilities (cranes).
Inland transport within the port area
The execution of railway works inside the port area is usually planned by the Port Authorities. In the past these works were mainly executed by the State Railways and the Civil Engineering offices of the Ministry of Infrastructures and Transports at their own expenses.
However such situation is changing. The maintenance of railway installations of general interest will be ensured by the Port Authority. The Port Authorities provide the maintenance and the interventions on the roads inside the port area. According to the respective areas of competence (R.F.I., State, Province, Communes) the interested Administrations provide the port infrastructural links to the railway and road networks outside the port area.
Oil pipelines linking the port to inland refineries are built and managed by private companies.
Port Dues
In all the Italian ports, port taxes are established by the State and collected by the Customs Authorities (local offices of the Ministry of Economy and Finance). The taxes applied in the Italian ports can be summarized as follows:
• Anchorage Tax: determined on the basis of the net tonnage of the ship • State tax on cargo • Port tax on loaded and unloaded cargo
The first two taxes (the Anchorage Tax and the State Tax on cargo) are collected by customs and devolved to Port Authorities since the 1st of January of 2007. As regards the Port Tax, it is also collected by the customs and entirely devolved to Port Authorities since 2006.
Revenues
The main revenues in the balance sheets of the Port Authorities consist of:
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• revenues derived from the “concession tariffs” paid by the terminal operators for the use of port areas/quays assigned to them and from the “concession fee” for concessions released to other operators (industrial and commercial) • revenues derived from the proceeds (tariffs) for the release of authorizations to the enterprises • revenues derived from the above mentioned “port dues”.
These ordinary revenues are destined to cover the Port Authority running costs of the organizational structure, the costs necessary to perform its assignments and for the ordinary and extraordinary maintenance of the common parts in the port area; the Port Authority may destine to the realization of port works the surplus part of its own structure funding needs.
No measures or systems of public financing to the operational activities carried out by the private sector are provided.
Transparency and vigilance
The balance sheets of the Port Authorities are drawn up according to a standard model foreseen by specific regulations. Such model complies with the provisions of the assets administration and the public accounting relative laws. In fact the assets administration and the financial management of Port Authorities are regulated by a “Regulations of Accounting” approved by the Ministry of Transport in agreement with the Ministry of Economy and Finance.
The balance sheets of the Port Authorities are submitted to the approval of vigilant Ministries.
If the budget of the Port Authority shows a deficit, the Minister of Transport orders the revocation of the President and the dissolution of the Port Committee. The Minister also designates a Commissioner who has to adopt a Recovering Plan.
Special services
Port Authorities are required to allocate free of charge areas, premises and offices in public domain to the State public administrations.
Tax treatment
Port Authorities (as they do not run commercial activities) are not liable to corporate income tax, while they are liable to stamp-duty, registration fee and IRAP (Regional Tax on Productive Activities) according to national rules. In respect of VAT, the Port Authorities are considered final users like public bodies. Companies and firms operating in ports are liable to normal taxes/duties laid down at national and local level.
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3.1.3 Slovenia
The legislative framework for Slovenian ports is set by articles 32, 33 and 34 of the Maritime Code, with the definitions for the international maritime port with regard to its physical composition, scope and the property structure of port infrastructures.
Obligations and rights for the concessionaire in taking care of port infrastructure (primary and secondary) and waste collection from ships are set by the Government Decree. Annual, mid and long-term plans for activities are presented by the concessionaire and approved by the Government and supervised by the Slovenian Maritime Directorate and other related State institutions. The Maritime Code stipulates that port infrastructure comprises built-up shorelines, breakwaters, pier accesses, mooring devices, access routes, railway tracks, entrances, fences, sewage and water systems, electrical installations, lighting and other facilities whose purpose is to ensure safe navigation and safe mooring as well as the undisturbed performance of port activities and telecommunication installations.
In accordance with the Slovenian Law, the port infrastructure shall be the property of the Republic of Slovenia or of the local community or private law entities. The same applies for the real estate inside the port area. The Republic of Slovenia or local community shall transfer the administration management and development of the port infrastructure to a port operator by granting concession. The ports can be financed from founds of the Republic of Slovenia, local community or private companies.
In Slovenia, issues relating to the port services market, state subventions, etc., are regulated in accordance with the EU Treaty. For the regulation of issues concerning ports the provisions of the European Court of Justice and European Commission are applied.
The Port of Koper, unlike other ports, currently acts both as terminal operator and port authority. This enables the port to be very efficient and flexible in its operations.
For the Port of Koper, being the only international cargo port in the Republic of Slovenia, primary port infrastructure (such as piers, gates, adjacent land, etc.) belongs to the State and secondary port infrastructure (such as roads, rails, fences, power, telecommunications, water and waste waters installations, etc.) represents the 51% capital value for the States share in the company Luka Koper and the recognition of the Luka Koper concession rights in the port of Koper. The Slovene Maritime Directorate supervises the implementation of the concession. Luka Koper has to report on the implementation of the concession twice a year.
The concessionaire (Luka Koper) has to suggest and accept a 5-year programme for the development of port infrastructure that is in accordance with the National Programme for Maritime Development. The programme can be changed or complemented annually and must be approved by the Government of the Republic of Slovenia.
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Luka Koper is managed in accordance with the Commercial Companies Act, the fundamental legal act regulating this field in the Republic of Slovenia, and in accordance with the Articles of Association of Luka Koper.
The Company has a proper system for the management of the business group, allowing realizing development orientations, business policy and goals. All activities of the business group are included in the system. The principles of management of the business group are embodied in the Quality Manual. The Management Board of the Company regularly reviews the effectiveness of the management system on the basis of periodical reports presented at meetings of the Quality Assurance Council. It compares the planned and achieved goals and determines the necessary measures for improving the system, processes and services. The review of the system includes business plan objectives, strategy implementation, human resources development, partnerships and sources, and improvement of processes.
3.1.4 Malta
Institutional and regulatory framework of ports
The Malta Maritime Authority was established through the Malta Maritime Authority Act in 1991 as a Government Agency, and so vested with detailed regulatory powers. Its main functions are to act as the port authority for all ports in Malta and to supervise the organization of primary maritime services. The set-up of the Authority was to enable ports, merchant shipping and yachting centres to operate within centralised framework. Therefore, it acts in a regulatory capacity over port functions and operations without actually carrying out any commercial activities itself. In fact, all cargo and passenger handling facilities as well the provision of port services have been contracted out to private operators. Investments, however, may be carried out both by the Authority and the private operators depending on the contractual arrangements entered into between both parties.
All EU environmental legislation is in force in Malta, and any port development projects need environment impact assessments and approval from the Malta Environment and Planning Authority. Furthermore, coastal and port navigation rules implement IMO and EU legislation in respect of safety, security and environmental issues. Upgrading on new standards normally increases the costs of the operators.
Malta Freeport Corporation Ltd was set up in January 1988 to administer the affairs of Freeports with a view to fostering the economic development of Malta by encouraging the establishment of industrial and economic enterprises therein. Through the legislation of the Malta Freeports Act 1989, Malta Freeport Corporation constituted the Freeport Authority. Its main roles were to act as regulator, investor and landowner in the Freeport Zone. In the course of developing the area into a fully- fledged operational and commercial Freeport, the Corporation developed a container terminal, which today is one of the leading Mediterranean transhipment hub ports.
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Malta Freeport Terminals Ltd was privatised on 5th October 2004 and is owned by the CMA-CGM Group (‘MFT’). MFT is fully responsible for all the developments/investment in the Port during its 65-year concession period and it is obliged to ensure that Malta Freeport Terminals remains a common-user facility allowing different clients to avail themselves of the Port’s services.
The Malta Freeport Terminals co-operate with the Malta Vessel Traffic Service operated by the Malta Maritime Authority, and are moreover committed to providing a safe and healthy place of business. In an effort to meet this goal, the Company fully adheres to the requirements and standards set in the relevant local Occupational Health and Safety Regulations. For more information and guidance on safety, several regulations, documents and publications are held and regularly consulted by Malta Freeport Terminals Management or the Company’s QA-HSE Department. The Terminals also have a Terminal Information booklet detailing its safety and environmental policies. All the relevant EU regulatory environment measures are applicable and the current role of Malta Freeport Corporation is primarily to act as a regulator in terms of the Malta Freeports Act and be responsible to ensure that all Freeport users comply with the provisions of the Act and Licence agreements.
When it comes to customs administrative procedures and the respective legislation, different procedures are applied for EU countries and non-EU countries as follows:
Non-EU Countries: • In the case of vessels, Customs board incoming vessels to compile IMO General Declaration together with all relevant documents indicated therein, e.g. crew list, etc. It is mandatory that all incoming and outgoing vessels are granted pratique formalities and clearance, respectively. (EU Directive 2002/6/EC, Regulation 10 of Subsidiary Legislation 352.01; Customs Ordinance Chapter 37). • Vehicles, goods and passengers are all subject to Customs control and any dutiable, restricted or prohibited goods must be declared to Customs. (Chapter 37, Chapter 337, Chapter 382, 1983R/918EEC, 1992R2913EEC, 1993R2454, Directive 92/12EEC).
EU Countries • Although it is not required that vessels arriving from or departing to EU Member states to submit the IMO Declaration (as above), however, agents are encouraged to deliver the documents to Customs which are then kept for records purposes. • Although these arrive from or depart to other EU member state, Customs still have the right to conduct checks within the parameters of Article 30 of the Treaty of Amsterdam; Directive 92/12EEC and Chapter 382.
Non-EU/EU Countries • Currency Control may also be effected on incoming/outgoing passengers EC\1889/2005 (Chapter 233.07)
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3.1.5 Cyprus
Cyprus Port Authority
The organisation that administers all Cypriot seaports is the Cyprus Ports Authority (CPA), which is a public autonomous organisation under the supervision of the Minister of Communication and Works. The CPA was established in 1973 (originally as Cyprus Ports Organisation), under the basic law 38/1973, within the context of the World Bank port loan to Cyprus. Among the conditions of the loan was the establishment of a national port authority, with the aim of replacing previous port management arrangements which were based on non-market-driven administrative procedures. The CPA is governed by a nine-member Board of Directors (President, Vice-President and 7 members), which is appointed by the Council of Ministers for a three-year term.
The CPA owns all Cypriot ports and lighthouses and its main role is to regulate the provision of port services, as well as to provide commercial, financial and port services. Its main activities are:
• Planning, development and management of Cypriot ports infrastructure. • Licensing of port land and provision of any services in the ports. (excluding stevedoring) • Licensing for provision of port services and any activities that take place in the ports area. • Offering facilities like the pilotage, towing and mooring of ships. • Providing quay cranes for the loading and unloading of cargo from vessels. • Receiving, storing and delivering cargo such as containers, general cargo etc.
Department of Merchant Shipping
The Department of Merchant Shipping is a government entity within the Ministry of Communication and Works and its main responsibilities are to provide maritime activities such as the registration of ships, the administration and enforcement of the merchant shipping legislation, to investigate marine casualties, as well as to train and certify seafarers.
Cyprus Shipping Association (CSA)
The CSA is the entity representing the interests of the shipping agents. The main goals of the CSA are:
• The enhancement of the quality of services offered by shipping agents; • Protecting the interests of its members; • Organising and promoting improvements in the ports of Cyprus.
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The CSA is owner of the United Stevedoring Company, which is engaged in the actual provision of the stevedoring services in the Limassol Port, in cooperation with the licensed port workers.
Port Workers
Under the Port Workers Law, stevedoring services on board of the vessels are provided by port workers registered (licensed) with the Government’s Labour Office. The employment of port workers is governed through collective agreements concluded between the port workers and the Cyprus Shipping Association. The employment of the port workers by the shipping agents is mandatory and the terms of their employment is predetermined according to the cargo handled.
Limassol Licensed Porters Association (LLPA)
The LLPA is an association of 65 (private) members formed under the Port Workers Law. The members of the LLPA have the sole legal right to transfer cargo and containers between the quay and the storage locations. The LLPA applies their own equipment for the transport and handling of cargo and containers. As stated above the quay handling equipment is owned and operated by the CPA.
3.1.6 Overview of port institutional, financial and regulatory framework Summarising findings regarding port institutional, fianancial and regulatory framework in the five countries, the following main conclusions may be drawn: • major ports have aquired the legal status of an independent Port Authority. Real independence is gradually but steadily earned • Ministries are maintaining a central coordinating role focusing in strategic planning, investment planning and main regulation issues. Special general directorates have been assigned this central role regarding ports • Port services competition may be significantly improved, as it becomes clear from the table below. The Italian ports are in a leading position as good level of competition is already present Table 3-2: Number of port service providers in selected EU ports/category A3 Terminal handling & Technical-nautical services Country Port transhipment Pilotage Towage Mooring Container Break-bulk Italy Genoa 1 1 1 3 5 Trieste 1 1 1 1 10 Taranto 1 1 1 1 6 Greece Piraeus 1 Private pool 1 1 1 Eleusis 1 Private pool 1 1 1 Thessaloniki 1 Private pool 1 1 1
3 Category A: seaports of International importance with a total annual traffic volume of not less than 1.5 million tonnes of freight or 200.000 passengers.
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Terminal handling & Technical-nautical services Country Port transhipment Pilotage Towage Mooring Container Break-bulk Malta Marsaxlokk 1 4 1 1 1 Cyprus Limassol 1 1 1 2 1 Larnaca oil 1 1 1 1 1 terminal Vassiliko 1 1 1 1 1 Slovenia Koper 1 1 1 1 5 Data source: Port Authorities and other sources, 2007 • National funding is mainly directed to strategic national ports. However, these funds are decreasing fast as at the same time private funds are encouraged to be directed to the port sector. For this reason a concession friendly legal framework / environment has already been established (not only for ports) • Labour reform issues are still pending, creating serious inefficiencies, preventing growth. Greece and Cyprus are mainly concerned.
3.2 Short description of coastal and port fee systems Within this chapter port charges refering to port services, such as pilotage, navigation, lighthouse and towage are briefly described.
3.2.1 Greece The main coastal and port tariffs imposed by the majority of the potential MoS Greek ports are pilotage, mooring/unmooring, lighthouse and towage dues. These tariffs mainly depend on the size (tonnage) of the vessel, as well as the time of the day and day of the week.
As far as the pilotage dues are concerned, these mainly depend on the vessel size, while extra charges are imposed for pilotage services provided in the evenings or on Sundays and holidays. Furthermore, additional charges are also imposed in case the vessel carries dangerous or inflammable cargo. It is noted that pilotage services are not provided by all Greek ports. The detailed pilotage charges for Greece are presented in the following Table.
Table 3-3: Pilotage charges for Greek ports
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Vessel type Pilotage Charges (GT) (€) 0 - 500 45.73 501 - 1000 60.8 1001 - 2000 106.54 2001 - 3500 175.66 3501 - 5000 244.76 5001 - 7000 305.56 7001 - 10000 374.18 10000 - 15000 442.79 15001 - 20000 518.65 20001 - over Plus 76,40 per 10000 GT Additional charge: 45,73 per hour 50% for 18:00 – 06:00 weekdays and Saturday Extra Charge: 50 % Sundays and holidays 50% dangerous or inflammable cargo
Lighthouse charges mainly depend on the size of the vessel, as well as its destination/origin. More specifically, lighthouse charges differ according to whether the vessel is destined to or originates from foreign or Greek ports. In the following Table the lighthouse charges for Greek ports are summarized.
Table 3-4: Lighthouse charges for Greek ports Vessel type Lighthouse annual fees (€) (NT) 1 – 500 No charge 0,00417* NT (from or to greek ports) 501 – 1000 0,07495* NT (from or to foreign ports) 0,00954 * NT (from or to greek ports) Over 1001 NT 0,17244 * NT (from or to foreign ports) Vessel type Lighthouse monthly Fees (€) (NT) 1 – 500 NT No charge 0,00176* NT (from or to greek ports) 501 – 1000 NT 0,03125* NT (from or to foreign ports) 0,00320 * NT (from or to greek ports) Over 1001 NT 0,05746 * NT (from or to foreign ports)
Mooring and unmooring charges are mainly estimated based on the size (tonnage) of the vessel. Furthermore, extra charges are imposed for services provided in the evenings or on Sundays and holidays and for vessels carrying dangerous or inflammable cargo. In the following Table the mooring/unmooring charges imposed by Greek ports are summarized. However, it has to be noted that these charges are subject to change, as different dockers unions in different ports impose different additional tariffs for services provided. Thus, the following tariffs can only be considered as indicative prices.
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Table 3-5: Mooring / Unmooring charges for Greek ports Vessel type Mooring charges (€) (GT) 1 – 1000 15.58 1001 – 5000 30.66 5001 – 10000 45.73 Over 10000 Plus 15,58 / 10000 GT Vessel type Unmooring charges (€) (GT) 1 – 1000 7.27 1001 – 5000 11.43 5001 – 10000 15.58 Over 10000 Plus 7,27 / 10000 GT 50% for 18:00 – 06:00 weekdays and Saturday Extra Charge: 50 % Sundays and holidays 50% dangerous or inflammable cargo
Towage services in Greek ports are provided by private companies. Thus, towage charges for each port differ, as the company providing the service establishes the price. In the following Tables towage charges for a Greek Port Authority (Patras) and a Port Treasury (Preveza) are presented and can be considered as indicative prices.
Table 3-6: Towage charges for the port of Patras Vessel type Towage Charges - Patras (GT) (€) 001 - 1000 210 1001 - 2500 285 2501 - 4000 325 4001 - 7000 395 7001 - 10000 450 10001 - 15000 535 15001 - 25000 650 25001 - 35000 745 35001 - 50000 865 50001 - 100000 950 100001 - 150000 1100 150001 - up 1260 60% for 14:00 – 22:00 weekdays 86% for 22:00 - 06:00 weekdays Extra Charge: 60% for 06:00 - 22:00 weekends / holidays 105% for 14:00 - 22:00 weekends / holidays 116% for 22:00 - 06:00 weekends / holidays
Table 3-7: Towage charges for the port of Preveza
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Vessel type Towage Charges - Preveza (GT) (€) Weekdays 07:00 - 14:00 1 – 1000 190 1001 – 2500 250 2501 – 4000 310 4001 – 7000 365 7001 – 10000 420 10001 – 15000 500 15001 – 25000 620 25001 – 35000 700 35001 – 50000 795 60% for 14:00 – 22:00 weekdays 90% for 22:00 - 07:00 weekdays Extra Charge: 60% for 07:00 - 14:00 weekends / holidays 110% for 14:00 - 22:00 weekends / holidays 130% for 22:00 - 07:00 weekends / holidays
3.2.2 Italy Pilotage services in Italian ports are carried out by pilots’ Corporations, while the number of the pilots in each port is determined by the local demand. Furthermore, pilotage charges are approved by the Ministry of Transport. At the same time, towage services in all Italian ports are carried out by private enterprises, which act under local rules established by the Maritime Authority. Towage charges are determined by the Maritime Authority.
As far as mooring / unmooring services are concerned, these are carried out under rules established by the Regulations of Maritime Navigation, while the number of mooring / unmooring operators in each port is determined by the local demand. The Ministry of Transport is responsible for determining the criterions and mechanisms of mooring / unmooring charges.
In the following Tables pilotage, towage and mooring charges for Ro-Ro and passenger vessels are presented for several Italian ports per vessel size. These prices can be considered indicative for Italy.
Table 3-8: Port services charges for Ro-Ro vessels (GT 3,000) for Italian ports Ro-Ro vessels Brindisi Bari Ancona Venezia Trieste Monfalcone Taranto Augusta Messina Chioggia GT 5,000 Daytime weekday pilotage 150 133 110 507 215 363 216 250 449 416 Night-time holiday pilotage 299 267 221 1,014 430 727 432 500 898 831 Daytime weekday towage 686 908 396 493 617 458 594 702 694 562 Night-time holiday towage 1,371 1,815 792 493 1,234 915 1,188 1,404 1,456 1,124 Daytime weekday mooring 108 90 83 180 94 210 202 184 46 191 Night-time holiday mooring 217 180 176 359 188 420 405 368 93 381
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Table 3-9: Port services charges for Ro-Ro vessels (GT 15,000) for Italian ports Ro-Ro vessels Brindisi Bari Ancona Venezia Trieste Monfalcone Taranto Augusta Messina Chioggia GT 15,000 Daytime weekday pilotage 292 283 227 959 376 609 382 453 1,022 803 Night-time holiday pilotage 585 567 454 1,918 752 1,218 764 906 2,044 1,605 Daytime weekday towage 1,908 1,694 1,057 951 1,079 908 1,026 1,237 1,235 903 Night-time holiday towage 3,816 3,388 2,114 951 2,159 1,817 2,051 2,474 2,593 1,806 Daytime weekday mooring 138 179 142 347 131 418 404 384 127 289 Night-time holiday mooring 276 358 283 693 262 836 808 767 353 577
Table 3-10: Port services charges for Ro-Ro vessels (GT 30,000) for Italian ports Ro-Ro vessels Brindisi Bari Ancona Venezia Trieste Monfalcone Taranto Augusta Messina Chioggia GT 30,000 Daytime weekday pilotage 460 441 335 1,263 606 845 523 649 1,413 1,139 Night-time holiday pilotage 919 882 670 2,525 1,211 1,690 1,045 1,299 2,826 2,279 Daytime weekday towage 2,430 2,257 1,321 5,076 1,477 1,134 4,304 1,591 1,930 1,244 Night-time holiday towage 4,860 4,514 2,641 5,076 2,954 2,267 4,304 3,182 4,052 2,487 Daytime weekday mooring 293 262 269 538 314 928 674 557 297 686 Night-time holiday mooring 587 524 538 1,075 628 1,856 1,348 1,115 594 1,373
Table 3-11: Port services charges for passenger vessels (GT 5,000) for Italian ports Passenger vessels Brindisi Bari Ancona Venezia Trieste Monfalcone Taranto Augusta Messina Chioggia GT 5,000 Daytime weekday pilotage 150 133 110 507 215 363 216 250 449 416 Night-time holiday pilotage 299 267 221 1,014 430 747 432 500 898 831 Daytime weekday towage 686 908 396 493 515 458 594 702 694 562 Night-time holiday towage 1,371 1,815 792 493 1,030 915 1,188 1,404 1,456 1,124 Daytime weekday mooring 108 90 83 180 94 210 202 184 46 191 Night-time holiday mooring 217 180 166 359 188 420 405 368 93 381
Table 3-12: Port services charges for passenger vessels (GT 10,000) for Italian ports Passenger vessels Brindisi Bari Ancona Venezia Trieste Monfalcone Taranto Augusta Messina Chioggia GT 10,000 Daytime weekday pilotage 239 217 181 723 239 531 320 351 749 597 Night-time holiday pilotage 478 434 361 1,445 587 1,061 639 703 1,498 1,194 Daytime weekday towage 1,089 1,457 898 743 641 685 910 1,075 1,003 717 Night-time holiday towage 2,177 2,915 1,795 743 1,282 1,370 1,820 2,150 2,106 1,434 Daytime weekday mooring 126 136 103 273 98 319 321 341 70 244 Night-time holiday mooring 251 272 206 546 196 637 642 682 139 489
Table 3-13: Port services charges for passenger vessels (GT 30,000) for Italian ports Passenger vessels Brindisi Bari Ancona Venezia Trieste Monfalcone Taranto Augusta Messina Chioggia GT 30,000 Daytime weekday pilotage 460 441 335 1,263 606 845 523 649 1,413 1,139 Night-time holiday pilotage 919 882 670 2,525 1,211 1,690 1,045 1,299 2,826 2,279 Daytime weekday towage 1,620 2,257 1,321 5,076 1,314 1,134 4,304 1,591 1,930 1,244 Night-time holiday towage 3,240 4,514 2,641 5,076 2,628 2,267 4,304 3,182 4,052 2,487 Daytime weekday mooring 293 262 269 538 314 928 674 557 297 686 Night-time holiday mooring 587 524 538 1,075 628 1,856 1,348 1,115 594 1,373
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3.2.3 Slovenia As far as port services tariffs imposed by the port of Koper in Slovenia are concerned, pilotage, towage, waste removal and similar services are charged according to the type of cargo transported and the type of waste. Discounts can be applied according to the frequency of vessel calls; thus, a 25% discount is applied to vessels calling the port of Koper more than 25 times, 15% for calling 16 – 25 times, and finally 10% for calling 6 -15 times. Furthermore, special tariffs are imposed to operations outside the working hours and to dangerous cargo.
More specifically, as far as pilotage charges are concerned, the port of Koper imposes pilotage dues according to the gross tonnage of the vessel and in accordance with the International Tonnage Certificate (1969), issued under the International Tonnage Convention (London, 1969). For vessels not holding an International Tonnage Certificate, the gross tonnage tariff will be estimated based on the IMO formula (MSC/Circular letter no. 653 of 8 June 1994).
The tariff scale according to gross tonnage of the vessels is:
Gross Tonnage Points
0
It is noted that the price for each of the points is 1.05 €. Thus, for a 1,000 GT vessel the pilotage charges will be 1.05*100 = 105 €.
The extra charges imposed for pilotage services by the port of Koper are the following:
• 50% from 22:00 to 05:00 during weekdays
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• 75% from Saturday 22:00 to 04:00 Monday • 100% for working on the day preceding a holiday from 22:00 – 24:00 • 100% for working on the day following a holiday from 24:00 – 05:00 • 150% for working on holidays • 20% for vessels carrying o Dangerous goods of class 1, IMDG Code o Compressed gases, liquefied gases and gases dissolved under pressure classified to Class 2, IMDG Code, in excess of 25% of total vessel capacity o Inflammable substances classified to class 3 of the IMDG Code, in excess of 25% capacity of the ship, o Inflammable substances classified to class 4 of the IMDG Code, in excess of 25% capacity of the ship, o Oil derivatives (tankers), o Chemical substances in liquid or gaseous state (tankers), o Empty tankers not possessing a "Gas-Free Certificate", which had been carrying dangerous goods under IMDG Code, and other
Other extra pilotage charges imposed by the port of Koper are:
• If the manoeuvre, due to circumstances that are out of the Pilot's control, takes more than three hours, the tariff is increased by 25 % for each commenced subsequent hour of the manoeuvre. • Should the manoeuvre fail to start within 30 minutes after the Pilot's arrival on board, duly called by the Master or the Agent resp., the tariff shall be increased by 50%, if the Pilot is requested by the Master to stay on board, the vessel shall pay additional 25 % for each commenced subsequent half an hour of the Pilot's idle time before the manoeuvre has finally started. • For pilotage of a ship without its own drive, or with its rudder equipment in average, or without anchor windlass or mooring winches, the tariff is increased by 50%. • Shifting of the vessel from berth to berth, or turning the vessel around along the berth shall be counted as two manoeuvres. • For ships with draft over 16,70 m, the tariff is increased by 10 %.
As far as towage charges for the port of Koper are concerned the charges imposed are summarized below.
Gross Tonnage € 0 Deliverable 1 3-191 GT> 75.001 651.00 The above prices are estimated per one hour movement per tug in normal conditions during ordinary working hours. For each additional half hour in the area of the port and its aquatorium, 50% of the original charges are imposed by the port. Furthermore, for extra services and conditions towage charges will be increased by: • 25% for the overtime on working days and Saturdays • 50% for operations performed on Sundays and holidays and non-work days • 25% for vessels with dangerous and inflammable cargo • 100% for vessels with nuclear substances on board • 30% for gearless vessels • 10% for supply of the towing cable by the tug • 25% for use of a tug with over than 1.500 KW It is noted that working hours are on Monday from 04:00 to 22:00, from Tuesday to Friday from 05:00 to 22:00, and on Saturdays from 05:00 to 14:00. Overtime work is on Sundays and holidays from 22:00 on Saturday or on the day before the holiday to 04:00 on Monady or to 05:00 on the day after the holiday. Other extra towage charges imposed by the port of Koper are: • In case of idle time caused by a delay on the part of the ship (e.g. anchor lifting, non-readiness of the engine or other facilities, nonperformed formalities, etc.) and lasting more than 30 minutes, each commenced hour of idle time shall be charged at 30% of the applicable rate. • If the towage has been cancelled on any ground beyond the control of the port’s service provider, after the tugboats have sailed out or been placed at the disposal of the ship, 50% of the rate shall be charged. Finally, discounts are applied for vessels of an individual ship owner calling the port of Koper several times. These discounts are the following: Number of vessel calls Discount 1 – 5 0% 6 – 15 5% 16 – 25 10% > 25 15% 3.2.4 Malta The main coastal and Port Tariffs imposed in Malta involve pilotage dues, mooring/unmooring dues, port dues, port dues in respect of laid up vessels and towage dues. These charges are made at a standard rate according to the net registered tonnage of a vessel, and with the exception of pilotage and mooring/unmooring dues, according to how long the ship remains in the port. In the case of towage dues, between 21.00 hours of one day and 08.00 hours of the next, and at any time on Deliverable 1 3-192 Saturdays, Sundays, and Public Holidays, a higher rate than normal is charged, again calculated according to the tonnage of the vessel in question. The specific charges for pilotage, mooring/unmooring and towage services provided are summarized in the following Tables. Table 3-14: Pilotage charges for the ports of Valletta and Marsaxlokk Vessel size (Tonnage) Pilotage charges (€) < 500 tons 160 500 tons < T<1000 tons 170 1000 tons Table 3-15: Mooring/Unmooring charges for the ports of Valletta and Marsaxlokk Mooring/Unmooring Vessel size (Tonnage) charges (€) < 500 tons 20.96 500 tons < T<1000 tons 25.62 1000 tons Deliverable 1 3-193 Table 3-16: Towage charges for the ports of Valletta and Marsaxlokk Vessel size (GT) Normal towage rate (€) Other towage rates* (€) < 3,000 221.29 302.82 3,001 Port Dues are charged at a standard rate according to the Net Registered Tonnage of a ship as follows: • Sailing and auxiliary vessels: Each period of seven days or part thereof during which the vessel remains in port – for every 20 tons or part thereof € 9.32 • Steam vessels not exceeding 2,000 tons: Each period of seven days or part thereof during which the vessel remains in port – for every 500 tons or part thereof € 23.29 • Steam vessels exceeding 2,000 tons: Each period of seven days or part thereof during which the vessel remains in port – for the first 2,000 tons €116.47, for every 1,000 tons or part thereof in excess of 2000 tons €11.65 Port dues payable in respect of laid-up vessels (whether registered in Malta or otherwise) are as follows: • Load < 10 tones: 10.48 € for every seven days period • 10 tones < Load < 50 tones: 20.96 € for every seven day period • 50 tones < Load < 100 tones: 31.45 € for every seven day period • 100 tones < Load < 500 tones: 41.93 € for every seven day period • 500 tones < Load < 2,000 tones: 34.94 € for every seven day period • Load > 2,000 tones: o 174.70 € for the first 2,000 tones o 17.40 € for every 1,000 tones in excess of the 2,000 tones 3.2.5 Cyprus The main port charges at the port of Limassol in Cyprus involve pilotage, mooring/unmooring and towage dues. These charges are made at a standard rate according to the net registered tonnage of a vessel, as well as the vessel type. Deliverable 1 3-194 More specifically, as far as the pilotage dues are concerned, these mainly depend on the vessel size and type, while different rates are applied for exports. The detailed pilotage charges for the port of Limassol are presented in the following Table. Table 3-17: Pilotage charges for the port of Limassol General cargo / Multi Pilotage charges ( ) Ro-Ro Ro-Pax Container Pax only € Purpose 1 – 2000 NT 0,0936*NT 0,0936*NT 0,0783*NT 0,0936*NT 0,0627*NT 2001 – 4000 NT 0,0627*NT 0,0627*NT 0,0518*NT 0,0627*NT 0,0311*NT 4000 NT - over 0,0311*NT 0,0311*NT 0,0263*NT 0,0311*NT 0,0311*NT For exports only 1 – 2000 NT 0,0518 *NT 2001 – 4000 NT 0,0518*NT 4001 - over 0,0263*NT It is noted that the following extra charges for pilotage services are imposed by the port of Limassol: • 65.18 € per hour for weekdays • 97.78 € per hour for Saturdays after 13:00, Sundays and holidays Mooring / unmooring charges for the Limassol port are mainly estimated based on the size (tonnage) of the vessel. At the same time, towage charges depend on the capacity of the tug used for the provision of towage services. The detailed charges are listed below: • Mooring/Unmooring charges o 22.98 € per day for vessels between 1 - 5000 NT o 34.45 € per day for vessels between 5001 – 10000 NT o 45.91 € per day for vessels more than 10001 NT • Towage charges o 82.66 € per hour for tugs with up to 200 kp o 214,94 € per hour for tugs between 201 – 1000 kp o 237,63 € per hour for tugs between 1001 – 2000 kp o 835,88 € per hour for tugs over 2001 kp 3.2.6 Overview Based on the above information on coastal and port fees for the examined ports, it becomes quite apparent that there is no common framework within which the tarrifs are set. More specifically, while coastal charges in Greece, Italy, Malta and Slovenia are estimated based on the vessels’ gross tonnage, in Cyprus coastal fees depend on the vessels’ net tonnage. In Italy, in particular, pilotage, mooring / unmooring and towage fees not only depend on the vessel size but on the time of day as well. Furthermore, as far as towage fees are concerned, in Italy and Greece the private companies providing the towage services are responsible for seting the respective price. At the same time, in Slovenia, Malta and Cyprus towage fares vary from 257.25 € to 651 € for Slovenia, from 221.29 € to 1,747.03 € for vessels more than 200,000 Deliverable 1 3-195 tons and for operations between 21:00 to 08:00 at weekdays and at any time on weekends and holidays for Malta and from 82.66 € to 835.88 € per hour for Cyprus. An overview of the criteria used in different ports in order to estimate the imposed port charges is presented in the following Table. Table 3-18: Criteria used in estimating different port charges in the EMR ports Criteria Pilotage Mooring/Unmooring Towage Vessel Type of Vessel Type of Vessel Type of Discounts GT NT Hour/day GT NT Hour/day GT NT Hour/day type cargo type cargo type cargo Ports Greece Alexandroupoli 999 999 9 9 Corfu 999 999 9 9 Elefsina 999 999 9 9 Igoumenitsa 999 999 9 9 Heraklion 999 999 9 9 Kavala 999 999 9 9 Lavrio 999 999 9 9 Patras 999 999 9 9 Piraeus 999 999 9 9 Rafina 999 999 9 9 Thessaloniki 999 999 9 9 Volos 999 999 9 9 Chalkida 999 999 9 9 Chios 999 999 9 9 Kalamata 999 999 9 9 Katakolo 999 999 9 9 Korinthos 999 999 9 9 Mykonos 999 999 9 9 Mytilene 999 999 9 9 Preveza 999 999 9 9 Rhodes 999 999 9 9 Samos 999 999 9 9 Souda 999 999 9 9 Italy Ancona 99 9 99 9 99 9 Augusta 99 9 99 9 99 9 Bari 99 9 99 9 99 9 Brindisi 99 9 99 9 99 9 Catania 99 9 99 9 99 9 Chioggia 99 9 99 9 99 9 Monfalcone 99 9 99 9 99 9 Ravenna 99 9 99 9 99 9 Taranto 99 9 99 9 99 9 Trieste 99 9 99 9 99 9 Venice 99 9 99 9 99 9 Slovenia Koper 999 9999 Malta Marsaxlokk 999 Valletta 999 Cyprus Limassol 999 Deliverable 1 3-196 In general, charges in Italian ports are the most expensive followed by Slovenia, Malta, Cyprus and Greece (in desceding order). The table below with recent data, provides evidence for the ports of Taranto and Igoumenitsa. Table 3-19: Port and coastal fees in the ports of Taranto & Igoumenitsa (comparative table) TARANTO IGOUMENITSA COST BASE PORT PORT TOTAL PILOT IN/PILOT OUT € / CALL 350 0 350 TOWAGE € / CALL 1.299 350 1.649 MOORING/UNMOORING € / CALL 307 1.132 1.439 HARBOUR OFFICE DUES € / CALL 146 0 146 GARBAGE COLLECTION FEE € / CALL 55 54 109 ISPS/ SECURITY DUES € / CALL 54 0 54 FRESH WATER (50M3) € / CALL 325 200 525 ANCHORAGE € / CALL 0 200 200 TOTAL 2.536 1.936 4.472 Source: NEW.TON Study It may be ssen that a ship-call in Taranto port costs around €600 than in Igoumenitsa port (around 30% more expensive). 3.2.7 Conclusions on coastal and port fees In 2005, EC has commissioned a study on “Impact Assessment on the levying of charges for the use of ports infrastructure” in order to assess the scope for a harmonised charging policy across EU seaports. After combining results of this particular study with the diagnostic elements in the five countries of our study, the following conclusions were reached regarding port infrastructure charges: • the methodology used for setting port infrastructure tariffs varies between ports • offers for reductions are possible in all ports • overtime charging is applicable almost everywhere • there are differences in charges related to vessel types, for which a relation with costs is not clear. According to port authorities, various methods are applied such as variable operational costs recovery, fixed and variable operational costs recovery, full cost recovery including investments • it is not clear if tariffs correlate to costs involved in providing the service • in general, charges in Italian ports are the most expensive followed by Slovenia, Malta, Cyprus and Greece (in desceding order) However, although differences do exist between the five countries related to port infrastructure charges setting mechanisms and levels, it is believed that harmonisation Deliverable 1 3-197 in this respect is not a critical issue for the development of MoS in the region. This is because • the level of seaport charges in the region is still very low by global standards (and particularly in comparison to Northern European ports) • port infrastructure charges are relatively very low in comparison to port handling costs • intraport competition is gradually increasing leading to lower prices and better services quality level • port services quality and reliability is gradually gaining higher importance for shipping lines as opposed to port charges Freight handling costs are considered to be at the high side in Greece, Cyprus and Valletta port (Malta), mainly due to the absence of competition. 3.3 Charges for calling at selected ports In the present chapter the system of calling charges for each potential MoS port is briefly discussed. 3.3.1 Greece In Greece, the twelve major Greek ports (Alexandroupoli, Corfu, Elefsina, Igoumenitsa, Heraklion, Kavala, Lavrio, Patras, Piraeus, Rafina, Thessaloniki, Volos) have been transformed into limited companies in order to establish a more flexible frame for the ports’ management, given the degree of autonomy that allows the port authorities to take immediate decisions. It should be noted that these 12 ports have no formal relation with the municipalities in which they are located, as is prevalent in many other European ports. All twelve ports are corporations in which the Greek state has a majority stake and with the exception of Piraeus and Thessaloniki, each respective corporation has a single share, wholly owned by the state. Calling charges are different for each of the twelve Port Authorities mentioned above; nevertheless all charges imposed are set depending on vessel type, as well as the size / tonnage of the vessels. More specifically, each vessel calling at one of these ports is charged with a calling fee according to its Gross Tonnage. The different gross tonnage categories used for setting the calling charges for each vessel are: o 1 up to 100 GT o 100 up to 500 GT o Over 500 GT It is noted, however, that while all major ports in Greece use the previously mentioned categorisation for imposing caling charges, the port of Thessaloniki estimates vessel calling charges based on the following vessel size categories: Deliverable 1 3-198 o 100 up to 999 GT o Over 1000 GT Apart from the previously mentioned calling charges, vessels calling at Greek ports have to pay additional mooring fees that depend on whether mooring by side or stern mooring is required. These fees also depend on the size of the vessel (meters) and the length of stay (days). It is noted that in the port of Thessaloniki the estimation of mooring fees also depends on the vessel’s gross tonnage, while discounts on calling charges are applied depending on the number of calls of the same vessel. These discounts for the port of Thessaloniki are: • For 30 – 49 calls: 10% • For 50 – 69 calls: 15% • For 70 – 79 calls: 20% • For 80 – 89 calls: 30% • For more than 90 calls: 35% The specific calling charges for each of the twelve Port Authorities are listed in the table of Annex I.14, while charges for the Thessaloniki port are listed in a separate table in the same Annex. The rest of the Greek ports included in this study (Chalkida, Chios, Kalamata, Korinthos, Mykonos, Mytilene, Preveza, Rhodes, Samos, Souda) operate under the so-called “Port Coffer” (‘limeniko tameio’) scheme which is also a public law undertaking including more than one port, and generally referred to a specific municipal area. The management of these ports is exercised by the municipal authorities and operations are monitored by Coast Guard officers. Charges imposed to vessels calling at one of these ports are the same, while they vary according to the vessel type and the size / tonnage of the vessel. Thus, for instance a Ro – Ro vessel calling at one of these Greek ports will be charged with a calling fee starting from 3.20 € according its size plus an extra fee of about 0.085 € per meter per day for mooring by side, or 0.003 € per meter per day for stern mooring. 3.3.2 Italy In all the Italian ports, port taxes are established by the State and collected by the Customs Authorities (local offices of the Ministry of Economy and Finance). The taxes applied in the Italian ports can be summarized as follows: • Anchorage Tax: determined on the basis of the net tonnage of the ship • State tax on cargo (common to all ports in Italy, it doesn’t apply to trucks, trailers and containers boarded on ro-ro and container carriers connecting national ports) • Port tax on loaded and unloaded cargo Deliverable 1 3-199 The first two taxes (Anchorage Tax and the State Tax on cargo) are collected by customs and devolved to Port Authorities since the 1st of January of 2007. Regarding the Port Tax, this is also collected by the customs and is entirely devolved to Port Authorities since 2006. The detailed charges for the Italian ports are listed below: • Anchorage tax o 0.09038 € per ton in case of NRT between 50 and 200 o 0.13582 € in case of NRT between 200 and 350, or for NRT over 350 in case of vessels calling only at Italian ports o 0.72304 € in case NRT over 350 in case of vessels with O/D in foreign ports o 2.32406 € per embarked/disembarked passenger in case of cruise vessels • Additional anchorage tax (for Genoa, Venice and Naples ports) o 0.00258 € per ton of NRT • State tax on cargo o Phosphate and assimilated, nitrate: 0.03873 € o Building materials: 0.05810 € o Cereals: 0.09684 € o Other goods: 0.19367 € • Cabotage o Phosphate and assimilated, nitrate: 0.02582 € o Building materials: 0.03873 € o Cereals: 0.06456 € o Other goods: 0.12911€ • Tax on cargo arriving from foreign ports o Phosphate and assimilated, nitrate: 0.0129 € o Building materials: 0.0258 € o Cereals: 0.0387 € o Other goods: 0.0839 € 3.3.3 Slovenia Port charges and tariffs for the Koper port include calling charges and port services tariffs for handling and storage. As far as calling charges are concerned, these are estimated based on the vessel type, and type of cargo transported. Calling charges Deliverable 1 3-200 vary from 0.89€ per ton for container and general cargo / multi purpose vessels to 4.46€ per passenger for Pax only vessels. More specifically, calling charges imposed by the Port of Koper per vessel type are: • For Ro-Ro vessels: 1.07 € per ton of cargo • For Container vessels: 0.89 € per ton of cargo • For General Cargo / Multipurpose vessels: 0.89 € per ton of cargo • For Pax only vessels: 4.46 € per passenger 3.3.4 Malta The terminal operators for the two main ports of Malta examined in this research, both have a system of tariffs for services rendered and the handling of trailers and containers on various vessel types. As from 1st August 2006, the Port of Valletta introduced a single tariff, which makes payment for services easier and has allowed for a reduction of rates charged to clients. The tariff is based on standard rates charged to different sizes of empty/full, import/local export/re-export containers, Ro-Ro trailers, small trucks and vans, and various categories of empties (such as empty bowsers, tanktainers, Mafis, platforms, flat racks and mechanical horses). The charges levied by the terminal operator and regulated service provider can be accounted for separately. Any shifting from vessel to quay, quay to stack and delivery performed by contractors are not included in the single tariff and are to be charged at cost if applicable. Port worker over time charges & other additional regulated charges are billed if applicable. Furthermore, all the other rates, which were included in the Ports rates subsidiary legislation 352.02, are still applicable. There are separate basic standard tariffs covering shifting of cargo (according to LN 142 of 1994) and transhipment. All vessels calling at the Valletta Port are charged with port dues as follows: Laid-up vessels: • Load < 10 tons: 10.48 € for every seven days period • 10 tones < Load < 50 tons: 20.96 € for every seven day period • 50 tones < Load < 100 tons: 31.45 € for every seven day period • 100 tones < Load < 500 tons: 41.93 € for every seven day period • 500 tones < Load < 2,000 tons: 34.94 € for every seven day period • Load > 2,000 tons: o 174.70 € for the first 2,000 tons o 17.40 € for every 1,000 tons in excess of the 2,000 tons Berthage dues: Deliverable 1 3-201 • For LOA < 80 meters: 81.53 € per day • For 80 meters < LOA < 200 meters: 116.47 € per day • For LOA > 200 meters: 174.70 € per day The port at Marsaxlokk has a complex system of tariffs covering the wide range of services offered by the terminal operators. The basic single tariff for domestic cargo includes all charges from ship hold to out- gate and is composed of the Terminal Operator Charge, which is regulated by Malta Freeport Authority, as well as the Regulated Service Provider Charge, which is regulated by the Malta Maritime Authority. The Terminal Operator reserves the right to alter, change or amend from time to time any or all charges, terms, conditions or interpretations contained in this Tariff with or without prior notice excluding the Regulated Service Provider Charges. All vessels calling at the Terminals of the port of Marsaxlokk are charged with a wharfage fee, which depends on the size of the vessel, as well as the length of the vessel’s stay within the port. The 24 hour calling charges per vessel size are listed below: • For LOA < 120 meters: 700 € • For 121 meters < LOA < 200 meters: 1,000 € • For LOA > 201 meters: 1,400 € 3.3.5 Cyprus All vessels calling at the port of Limassol in Cyprus are charged with calling tariffs according to the vessel type, as well as the size / tonnage of the vessel. The specific calling charges for the Port of Limassol are listed in the following Table. Deliverable 1 3-202 Table 3-20: Calling charges for the Limassol Port Vessel type Vessel size/Tonnage Cost (Euros) Up to 800 NT 0.1252 € * NT Over 801 NT 0.0627 € * NT Ro-Ro Plus (Mooring by side) Exports only + 0.0311 € * NT All other vessels + 0.0627 € * ΝΤ Up to 800 NT 0.1252 € * NT Over 801 NT 0.0627 € * NT Ro-pax Plus (Mooring by side) Exports only + 0.0311 € * NT All other vessels + 0.0627 € * ΝΤ Up to 800 NT 0.1044 € * NT Over 801 NT 0.0518 € * NT Plus (Mooring by side) Exports only + 0.0311 € * NT Container All other vessels + 0.0518 € * ΝΤ Up to 800 NT 0.1252 € * NT Up to 800 NT 0.1252 € * NT General Over 801 NT 0.0627 € * NT cargo/Multi- purpose Plus (Mooring by side) Exports only + 0.0311 € * NT All other vessels + 0.0518 € * ΝΤ Up to 800 NT 0.1252 € * NT Over 801 NT 0.0627 € * NT Pax only Plus (Mooring by side) Exports only + 0.0311 € * NT All other vessels + 0.0518 € * ΝΤ 3.3.6 Overview Based on the above information on calling charges for the examined ports, it becomes quite apparent that there is no common framework within which calling charges are set. More specifically, in Greece there are different calling charges for each port which mainly depend on vessel type and the vessel’s gross tonnage. Furthrmore, calling charges in Greek ports also depend on the way mooring takes place (mooring by side or stern mooring). At the same time, in Italy anchorage charges depend on the vessels’ net tonnage, while the taxes imposed (state and port taxes) depend on the type of cargo transported. In Slovenia, calling charges vary from 0.89 € per ton of cargo for container and general / multipurpose vessels to 4.46 € per passenger for pax only vessels. Finally, in Malta and Cyprus calling charges mainly depend on the size of the vessels (LOA for Malta and net tonnage for Cyprus). An overview of the criteria used in different ports in order to estimate the imposed calling charges is presented in the following Table. Deliverable 1 3-203 Table 3-21: Criteria used in estimating calling charges in the EMR ports Criteria Origin/ Vessel size Gross Net Type of Length of Mooring Vessel type destination of Discounts (m) Tonnage Tonnage cargo stay type Ports vessel Greece Alexandroupoli 999 99 Corfu 999 99 Elefsina 999 99 Igoumenitsa 999 99 Heraklion 999 99 Kavala 999 99 Lavrio 999 99 Patras 999 99 Piraeus 999 99 Rafina 999 99 Thessaloniki 999 999 Volos 999 99 Chalkida 999 99 Chios 999 99 Kalamata 999 99 Katakolo 999 99 Korinthos 999 99 Mykonos 999 99 Mytilene 999 99 Preveza 999 99 Rhodes 999 99 Samos 999 99 Souda 999 99 Italy Ancona 999 Augusta 999 Bari 999 Brindisi 999 Catania 999 Chioggia 999 Monfalcone 999 Ravenna 999 Taranto 999 Trieste 999 Venice 999 Slovenia Koper 99 Malta Marsaxlokk 99 Valletta 99 9 Cyprus Limassol 99 Deliverable 1 3-204 4 Conclusions related to Mos In Table 4-1 that follows, the current role of potential ports in the East Med region (EMR), from a strategic and traffic perspective, is summarised. First key observations indicate: 1. The dominant position of Taranto, Piraeus and Malta Freeport ports, as world container transshipment hubs 2. The leading position of Piraeus Port as passenger port, due to domestic passenger traffic from/to the Greek islands 3. The well established RO-RO traffic between Greece and Italy Looking into more depth, our diagnostic conclusions regarding maritime transport in the EMR concentrate in four main areas: 1. Port infrastructure and equipment aspects with emphasis on capacity, efficiency of use and investment plans 2. Port handling competition and efficiency, flexibility of working conditions and competition for port facilities between SSS and ocean shipping 3. Shipping services quality mainly with respect to capacity and connections frequency to other important regional ports Deliverable 1 4-205 Eastern Mediterranean Region MoS Master Plan Study Volume I Table 4-1: Traffic characteristics overview for main EMR seaports TOTAL FREIGHT TOTAL FREIGHT GENERAL CARS & TRUCKS & COUNTRY OF CONTAINERS DRY BULK LIQUID BULK PASSENGERS PORT NAME CURRENT PORT POSITION MAIN PORT ACTIVITY TRAFFIC EXCL LIQUID BULK CARGO COACHES TRAILERS ORIGIN (tons) (tons) (tons) (tons) (tons) (tons) REGIONAL PORT - PREDOMINANT MULTIPURPOSE CYPRUS LIMASSOL*** NATIONAL IMPORTANCE 3.992.000 3.992.000 1.821.061 2.170.939 349.399 194.000 SLOVENIA KOPER GATEWAY - SOLE NATIONAL PORT MULTIPURPOSE 14.030.732 11.408.198 1.180.924 2.120.807 8.106.467 2.052.321 MALTA MARSAXLOKK CONTAINER TRANSHIPMENT HUB CONTAINER TRANSIT 6.772.272 5.681.722 5.681.722 1.090.550 VALETA REGIONAL PORT MULTIPURPOSE 1.984.547 1.319.547 156.070 819.512 343.965 665.000 11.571 REGIONAL MULTIPURPOSE HUB - RO-PAX TO GREECE PIRAEUS**** TRANSHIPMENT HUB GREEK ISLANDS 21.128.134 21.086.327 6.873.652 13.777.090 435.585 41.807 480.000 20.507.263 250.000 MULTIPURPOSE TRANSIT PORT SERVING THESSALONIKI GATEWAY PORT NEIGHBOURING BALKAN COUNTRIES 16.951.089 8.431.677 1.160.117 3.506.043 3.765.517 8.519.412 121.720 PATRAS REGIONAL PORT RO-RO & RO-PAX TRAFFIC TO / FROM ITALY4.140.000 4.032.000 3.837.000 195.000 108.000 1.718.000 295.206 IGOUMENITSA REGIONAL COMMERCIAL PORT RO-RO & RO-PAX TRAFFIC TO / FROM ITALY3.878.000 3.764.000 2.864.000 900.000 114.000 613.658 2.504.000 260.686 MULTIPURPOSE PORT - OIL TERMINAL IS TO REGIONAL PORT - BORDER PORT BE CONSTRUCTED SOON DUE TO THE NEW ALEXANROUPOLIS WITH CURRENT DOMESTIC BURGAS - ALEXANDROUPOLIS OIL PIPELINE542.000 542.000 356.000 186.000 155.756 IMPORTANCE DUE MULTIPURPOSE PORT WITH SIGNIFICANT IRAKLION REGIONAL PORT DOMESTIC RO-PAX AND RO-RO TRAFFIC 4.173.000 3.433.000 2.335.000 125.000 973.000 740.000 2.000.000 85.000 PORT OF PREDOMINANT NATIONAL CORFU MULTIPURPOSE PORT IMPORTANCE 1.212.000 1.075.000 593.000 481.000 137.000 NA NA NA PORT OF PREDOMINANT NATIONAL ELEUSINA MULTIPURPOSE PORT - BULK CARGO IMPORTANCE 12.923.000 4.326.000 1.565.000 2.762.000 8.597.000 NA NA NA PORT OF PREDOMINANT NATIONAL VOLOS MULTIPURPOSE PORT - DRY BULK IMPORTANCE 9.463.000 9.309.000 873.000 208.000 8.228.000 154.000 NA NA NA PORT OF PREDOMINANT NATIONAL KAVALA MULTIPURPOSE PORT IMPORTANCE 1.837.000 1.619.000 537.000 1.000 1.081.000 218.000 NA NA NA PORT OF PREDOMINANT NATIONAL LAVRION MULTIPURPOSE PORT IMPORTANCE 1.232.000 236.000 170.000 65.000 996.000 NA NA NA PORT OF PREDOMINANT NATIONAL CHALKIDA MULTIPURPOSE PORT IMPORTANCE 2.592.000 2.369.000 752.000 1.618.000 223.000 NA NA NA LIQUID BULK AND RO-RO TRAFFIC MAINLY ITALY TRIESTE GATEWAY PORT FROM / TO TURKEY 48.167.718 10.402.320 6.461.953 1.963.053 1.977.314 37.765.398 12.072 103.408 207.378 MULTIPURPOSE WITH EMPHASIS ON VENICE REGIONAL PORT PASSENGER AND DRY BULK 30.940.932 17.895.393 5.511.765 3.353.552 9.030.076 13.045.539 1.203.999 155.000 ANCONA REGIONAL PORT RO-PAX TRAFFIC TO / FROM GREECE 9.231.542 4.480.340 2.286.492 584.149 1.609.699 4.751.202 312.433 1.574.050 196.234 BARI REGIONAL PORT RO-PAX TRAFFIC TO / FROM GREECE 5.116.662 5.032.148 3.529.314 532 1.502.302 84.514 300.000 185.673 RO-PAX TRAFFIC MAINLY TO / FROM GREECE BRINDISI REGIONAL PORT & ALBANIA + DRY BULK 9.697.032 7.420.336 16.660 7.403.676 2.276.696 94.125 454.405 57.195 INDUSTRIAL PORT & CONTAINER TARANTO MULTIPURPOSE TRANSHIPMENT HUB 49.423.294 41.909.90711.427.305 6.236.732 24.245.870 7.513.387 * CONSULTANT'S ESTIMATES ** YEAR 2004 FIGURES *** YEAR 2005 FIGURES **** CAR TERMINAL 2006 THROUPUT 493,494 UNITS, AROUND 43% FOR TRANSHIPMENT - CONTAINER THROUPUT 1,403,408 TEUs, AROUND 50% FOR TRANSHIPMENT Deliverable 1 4-206 Eastern Mediterranean Region MoS Master Plan Study Volume I 4.1 Greece Greek ports are characterized by: • Strategic position for regional freight traffic (in East Mediterranean and Black Sea region), mainly due to their proximity to the global maritime route between Far East – Northern Europe. Furthermore, Thessaloniki port is a key gateway port providing fast and easy sea access to northern Balkan states (FYROM, Serbia, Bulgaria, Romania) • Large number of sea ports scattered in mainland and the islands. However, few are the ports with freight potential and due to this reason only a very limited number of ports has really been developed at a satisfactory level from an infrastructure and handling equipment point of view (Piraeus, Thessaloniki and Patras). However, things are gradually changing as smaller regional ports are becoming important, particularly with the development of EGNATIA motorway (Kavala, Igoumenitsa, Alexandroupolis, Korinthos) • At the same time, a rationalised distribution of roles between the neighbouring Attican ports is still long overdue. As a result, o Piraeus remains today a very congested port, accommodating high levels of deep sea vessels, RO-RAX and RO-RO traffic o cases of ports which remain underused although expensive investment has already been commited (see Lavrion port case) o intraport competition is still absent. This implies monopolistic practices leading to high costs, low quality and high inefficiencies in general • No private port investment by global private port operators yet. However, two private container terminals are planned to be shortly concessioned (Ikonio Terminal in Piraeus and Thessaloniki Container Terminal). The process is already at the tendering stage • Port handling services are relatively inefficient as they are currently monopolized by local portworkers unions. This doesn’t seem to change unless privately operated port terminals start to become concessioned Greece, due to its geographical position and land morphology (islands) attracts high domestic and international RO-RO traffic. Piraeus is the key port for domestic RO- RO traffic through RO-PAX vessels to the Greek islands. In western Greece, the port of Patras and the port of Igoumenitsa (currently to a lesser extent) are the key ports for international RO-RO traffic to / from Central Europe through Italy. The current congestion in Patras port is expected to be improved once four (4) new RO-PAX quays are delivered in the new port terminal (by the end of 2009 – recent announcement made). The role of Igoumenitsa port is expected to rise sharply once the Egnatia Motorway (with its vertical axes) becomes fully operational, also expected by the end of 2009. This last port is expected to become gradually a focal point not only for RO-RO traffic but for containers, cars and other types of cargo. The planned Ionian Motorway (north/south axis in Western Greece) and the already planned Igoumenitsa logistic centre are going to contribute greatly to the justification of the above expectations. Deliverable 1 4-207 Eastern Mediterranean Region MoS Master Plan Study Volume I For containers, Greek ports despite their strategic position, are still seriously lagging back demand needs regarding terminal capacity and handling efficiency. In fact, there are two container ternminals in Greece, in Piraeus and Thessaloniki, currently under expansion. Frequent tense industrial disputes have seriously undermined customer relations in both ports. Very limited container handling capacity also exists in Volos and Heraklion ports. The private container terminal of Astakos is practically inactive as it still faces a very serious problem of access to the national land transport network. Piraeus is a container transshipment hub of uncotestable importance for the region including the Black Sea. It is pretty well connected to the global shipping route Far East – Mediterrnaean – Northern Europe. Furthermore, frequent regular feeder line connections of Piraeus exist with the East Med ports of Izmir, Istanbul, Mersin, Limassol, Latakia, Beirut, Haifa, Ashdod, Port Said and Alexandria from global shipping operators such as MSC, MAERSK and ZIM. Apart from the important Greek ports already mentioned (Piraeus, Thessaloniki, Patras, Igoumenitsa), there is a number of other small ports with latent freight potential. This potential is expected to be gradually released as new road axes (rail modernisation / rehabilitation projects) and logistics services centres become progressively operational, at least within the next five years. Ports like Heraklion (in Crete), Kavala, Alexandroupolis, Volos, Korinthos, could progressively develop their competitive advantages gaining niche freight markets. In the mean time, the related port authorities should have to strengthen their organisational / operational capacity and know-how (serious capacity building needs). 4.2 Italy The Italian Adriatic ports are characterized by: • Strategic position for transit freight traffic between Central Europe and East Mediterranean. Their extensive hinterland secures high freight volumes and justifies extensive development investment • Even development of a fair number of ports along the Adriatic coast implying o sufficient capacity levels o limited congestion and bottlenecks o promotion of intraport competition and higher port services efficiency o potential to rationalise freight routes according to cargo origin / destination within Italy, minimizing transport related costs • Significant level of private port investment. Global private port operators are currently operating big container terminals (i.e. Taranto, Ravenna) • Successful integration of main ports and their operations into big international logistics chains Port access to land transport networks (rail and road) could be improved but in general it is not a critical issue. Regarding RO-RO freight, traffic stems from Greece, Turkey, Croatia, Albania and Montenegro. Main RO-RO ports are: • Trieste port, specializing in RO-RO traffic from/to Turkey, Deliverable 1 4-208 Eastern Mediterranean Region MoS Master Plan Study Volume I • Ancona, Bari and Brindisi ports, specializing in RO-RO traffic from/to Greece Current traffic to / from Greece is mainly served by daily RO-PAX connections. RO- RO vessel regular connections also exist (from Patras and Korinthos ports), but it seems that at the current moment they only provide marginal capacity. Container traffic is distributed mainly between the ports of Taranto, Ravenna, Trieste and Venice. Main origin / destinations countries are Turkey, Greece, Egypt and Israel. Fair number of regular feeder lines connect Italian Adriatic ports with the other East Mediterranean ports like the ports of Koper (Slovenia), Piraeus (Greece), Limassol (Cyprus), Izmir (Turkey), Istanbul (Turkey), Latakia (Syria), Beirut (Lebanon), Haifa (Israel), Alexandria (Egypt). Such regular shipping links are mainly operated by MSC, MAERSK and ZIM. Important passenger traffic concentrates in Trieste, Venice, Ancona, Bari and Brindisi, stemming from the regular ferry services (mainly from Greece) and cruises. Modern passenger terminals are located in all above-mentioned ports. Modern equipment, good productivity levels, intraport competition and 24-hours a day port operation system jointly contribute to a satisfactory level of handling services efficiency. 4.3 Slovenia Slovenia’s port of Koper also possesses a strategic position for transit freight traffic between Central Europe and East Mediterranean. Since Slovenia’s recent accession to EU (2003), the port started systematically adapting itself, in order to compete successfully with the neighbouring Italian ports of Trieste and Venice. Significant investment on port infrastructure and superstructure was escorted by a serious institutional and regulatory reform. The new environment has already led to high annual freight growth in all freight types. RO-RO traffic is currently limited with one (1) regular line connecting once per week Koper with Greece, Turkey and Israel. Container traffic is increasing sharply with regular feeder lines running mainly to/from Italy, Greece and Israel. Koper port clearly possesses good development potential. The level of its future development though undoubtly depends on how successfully will manage to compete with Trieste and Venice in hosting international logistics chains. In case of failure, its growth will be restricted to domestic traffic and capacity overflows of the two previous ports. 4.4 Malta Malta holds a strategic geographic position regarding global maritime routes as it lies exactly on the global route Far East – Northern Europe. As a result, Malta Freeport has developed very fast into a world class container transshipment hub (two private Deliverable 1 4-209 Eastern Mediterranean Region MoS Master Plan Study Volume I terminals) in the Mediterranean. Its further growth is planned to be supported by a major investment plan in order to increase its capacity from 2million TEUs today to 3million TEUs. Malta Freeport provides today very efficient port handling and logistics services on a 24-hours a day basis. Valletta port is a multipurpose port, focusing its activities both on freight and cruisers. A passenger and cruise terminal was completed in year 2005. A new cruise berth is still a high priority due to cruiser demand. RO-RO transit traffic, important for the MoS concept, is anticipated to grow and for this purpose a new deep water quay is under construction. 4.5 Cyprus Although the geographic position of Cyprus is important, the regional role of Cypriot ports is currently limited due to: • small economy size (limited volume of imports/exports and domestic freight traffic) • the Turkish embargo In the main commercial port of Limassol, there is adequate infrastructure for projected freight traffic needs (no major investments planned at the moment). However port handling efficiency and costs are key areas for major improvement. CPA is still in strong need of a serious reform in order to overcome the monopoly status of the Limassol Licensed Ports Association (LLPA) regarding on-shore cargo handling. RO-RO and container feeder regular lines exist connecting Limassol with other East Med ports like Koper, Piraeus, Beirut, Latakia, Haifa, Alexandria. Nevetheless, the role of Limassol port could be significantly improved within East Med region, from the moment Turkish embargo is lifted. Deliverable 1 4-210 Eastern Mediterranean Region MoS Master Plan Study Volume I 5 Missing Links and Other Barriers Following the analysis of the previous chapters of current Volume I, it is clear that the current conditions of maritime transport supply have an important role to play for future prospects of MoS services in the EMR. An attempt therefore will be made to summarize and put into the right perspective existing or potential missing links / barriers and recommended actions related to the supply side in EMR. 5.1 Missing links identification In order to identify the missing links, in the context of the study, the following two- level approach was followed: • Level 1 – Missing infrastructures (port capacity constraint) and access to the port constraint for satisfying the potential MoS traffic needs in the EMR • Level 2 – Missing services for the serving of future transport demand (2015) At this stage of the study, the Level 1 missing link identification is examined at this section as derived from the bottlenecks’ analysis and the system users’ & stakeholders’ surveys. The Level 2 analysis of the missing links identification will be included and presented in Del. 5 following the running of the model and the future trade flows estimations made for the 2015 time horizon. Concerning missing infrastructures the analysis as well as the results from the relevant questionnaire surveys indicate that there is no real current and/ or future (2015) port capacity constraint regarding potential MoS traffic needs in the EMR. For the current situation, this can be justified by the following reasons: 1. A continuous port infrastructure investment flow was present in the vast majority of regional ports during the last decade, regarding both rehabilitation and capacity increases. This was particularly noticeable in the ports of Greece and the Adriatic Italian ports as well as in the port of Koper. 2. A significant number of new subregional greek ports are progressively coming into play with new or upgraded infrastructure and quite improved hinterland connections (e.g. Alexandroupolis, Igoumenitsa, Lavrion, Korinthos etc.) 3. Freight handling efficiency improvements are also apparent, stemming from the utilization of new equipment and more effective port services, mainly due to better port organization 4. Faster and larger shipping vessels into service have also created conditions of overcapacity (e.g. sea Ro-Pax vessels used between Western Greece and the Italian Adriatic ports) In the medium and long run, port overcapacity is expected to be sustained, since significant port investment/upgrading works are currently planned or are under construction to cater for the needs of the Lo-Lo, Ro-Ro segments as well as for demand concerning new/modern handling equipment. This investment will be actualized in the form of: Deliverable 1 5-211 Eastern Mediterranean Region MoS Master Plan Study Volume I • new port terminals/ quays (e.g. Bari, Koper, Valletta, Patras, Piraeus, Thessaloniki, in Turkey and the Black Sea). • rehabilitation of existing quays and terminals (in the vast majority of the ports under consideration) • increasing port basin and quay draught (e.g. Alexandroupolis, Heraklion and Korinthos etc.) • enlarging port sea access channel (e.g. Igoumenitsa, Alexandroupolis, Ravenna) • new handling equipment (e.g. Piraeus, Thessaloniki, Turkish ports, Black Sea ports etc.). 5.2 Barriers 5.2.1 Port handling services efficiency 5.2.1.1 Problem identification Handling efficiency clearly refers to two specific components, the level of freight handling costs and the level of handling services quality and productivity. In this respect, it was found that the competitiveness of freight handling services was relatively lower in the Greek ports and in the ports of Limassol (Cyprus) and Valletta (Malta). This was fully justified from the complete absence of competition in these ports (see Table 3.2). In fact, bad industrial relations in the Greek ports of Piraeus and Thessaloniki are a long on-going concern, with negative results on national economy and the ports themselves. In Cyprus, the problem is mainly associated with the current monopoly status of Limassol Licensed Porters Association – LLPA. 5.2.1.2 Recommended action In Greece, there is a strong priority need (in fact long overdue) to push forward with an integrated port reform package which would effectively create a competitive port services environment. Emphasis should be given to the following parallel steps: • introduction of an effective licensing system to port services like handling, pilotage and towage, with all necessary regulatory mechanisms / framework. Related issues like self-handling and Pilotage Exemption Certificates are considered very important for MoS services in this respect, and should also be examined for application in the remaining countries as well • introduction of port terminal concessions (Public Private Partnerships) with suitable project packaging design which will effectively support the development of healthy competition • effective solution to the pending port labour reform issue (which is closely related to the previous two issues) Same issues have to be also effectively treated along similar action lines in Limassol and in Valletta ports. Deliverable 1 5-212 Eastern Mediterranean Region MoS Master Plan Study Volume I 5.2.2 Safety and Security implementation 5.2.2.1 Problem identification In maritime transport, voyages from one port of an EU Member State to another are always considered international even when the cargo transported consist of goods in free circulation ("Community goods"). A vessel is considered to leave the customs territory when it leaves a Community port for another Member State port with a consequence that maritime transport of goods is subject to complex administrative procedures that decrease its attractiveness for the transport of Internal Market goods. New legislation on Dangerous Goods transport is a delicate pending issue in the Greece – Italy Ro-Ro and Ro-Pax segments. New regulation has to take into consideration any negative repurcussions to the MoS services. Full implementation of ISPS Code and the related EC Regulation may also be potential source of bottlenecks in EMR ports regarding MoS services, by causing delays and barriers to the regular carrying out of activities. Progressive measures are expanding fast (see cases of Greek ports and Ancona port) and therefore special consideration has to be given now. 5.2.2.2 Recommended action In order to face administrative problems the concept of the European maritime transport space without barriers has been introduced: this is a concept which extends the Internal Market to intra-EU maritime transport through the elimination or the simplification of administrative procedures in intra-EU maritime transport, in order to enhance its attractiveness and reinforce its efficiency and competitiveness, and contribute to a higher protection of environment. To implement this concept, the Commission identified a series of measures that can be summarised as follows4: • Elimination of systematic controls and documentary requests by Customs for goods carried by sea between EU ports in line with inland transport. The measure will require a modification of the implementing provision of the Community customs code early in 2009 and should be in force by 2010 • Rationalisation of vessel-related and goods-related reporting and forms required by Directives 2002/6/EC (formalities for vessels at the arrival/departure of ports), 2000/59/EC (waste and residue reception), 2002/59/EC (vessel monitoring) and Regulation (EC) N° 725/2004 (maritime security) through a proposal for a directive of the European Parliament and the Council attached to the Communication • Examining the possibility to grant facilitation to ships sailing between Community ports but making a call in a port located in a third country or a free zone • Enhancing the electronic transmission of administrative data through the deployment of e-maritime systems • Setting-up an administrative single window 4 Source: EU Communication on the establishment of an EU Maritime Transport Space without barriers Deliverable 1 5-213 Eastern Mediterranean Region MoS Master Plan Study Volume I • Evaluating the feasibility to recognise the equivalence of maritime rules and rules for road/rail for the carriage of dangerous goods in view to facilitate intermodal transport. In addition, recommendations should be given that Member States implement further enabling measures, each time the local conditions permit to do it in an efficient manner, namely: • To coordinate the inspections carried out in the ports by the various administrative services • To extend the scope of Pilot Exemption Certificates • To facilitate administrative communication • To create areas in ports dedicated to Short Sea Shipping where that can facilitate the operations for this mode. The administrative simplification is expected to reduce costs for undertakings and to induce a significant modal shift from land to short sea shipping which will bring environment benefits and reduce energy consumption and greenhouse gases emissions. The benefits for undertakings was estimated at 2.4 billion €, which is probably an underestimated figure as it does not take into account the effect of modal shift. Regarding ISPS Code implementation, in order to minimize the potential bottlenecks to MoS traffic suitable measures should focus to the following directions • fully explore ICT (hardware and software) in order to automate procedures and minimize negative effects • effective design of port operational procedures • in case there is still a need for further improvement, preferential treatment has to be somehow assigned to MoS services in order to guarantee the correct scheduling and quality services level In the case of the Dangerous Goods pending issue, a similar type of measures have to be adopted. Most vulnerable transport elements composing a transport system can be categorised in three main groups: • Infrastructure: fixed infrastructure used for transporting the cargo and nodes where embarking and disembarking operations take place • Operational elements: elements which facilitate the transportation of cargo over the infrastructure • Cargo: the actual objects to be transported which includes different types of cargo that can be manipulated in different ways to serve terrorist interventions In particular, as far as MoS are concerned, special attention should be paid to the following elements5: Most vulnerable elements Specific MoS aspects Nodes Ports/Terminals Infrastructures Connecting infrastructure n.a. Operational elements Control Systems Vessel traffic management Communication Systems GPS/VHF/AIS network 5 Source: “Study on the impacts of possible European legislation to improve transport security - Final report - Impact assessment”, Report for for European Commission DG TREN, 26 October 2005 Deliverable 1 5-214 Eastern Mediterranean Region MoS Master Plan Study Volume I Power supply n/a (self powered vessels) Staff Driving personnel Handling personnel Maintenance personnel Information processing personnel Mobile units Vessels Cargo Non-dangerous Explosive Toxic Flammable Security measures aiming at preventing and reducing negative events should search for a balance with the need to ensure a free flow of trade while allowing a gradual tightening of baseline standards. As for port terminals where MoS traffic is managed the following mitigation measures represent an example of actions that could be implemented6 in order to reduce the event of terrorist attacks: • Perimeter Fencing Standard/Alarmed • Access Control Manual/ Automated • • CCTV (Closed Circuit TeleVision) Motion Detection • Hazchem Management • Security Awareness/Exercise Program • Computer Security Measures • Traffic Inspection Manual / Explosive Detection • Risk Management System • Staff Vetting & Training • Security Guard Force The improvement of port access control represent a core point for the enhancement of security, but it should be accompanied by improved operations and cost effectiveness for port users, without creating obstacles to regular port operations. Studies have been carried out in order to examine the technology trends within EU ports submitted to ISPS code and the development of port access ID cards, as well as the existing procedures and formalities to obtain access credentials for all the personnel needing to have access to port infrastructures7. The aim was the creation of a common European Port Access Identification Card (EPAIC)8 ensuring the respect of the following main issues: • Effective and reliable identity checks to be made in compliance with European regulations and directives • Avoid the creation of delay to legitimate port traffic due to identity checks • Minimisation of administrative and cost burdens to port/terminal operators and to port users 6 Source: “Study on the impacts of possible European legislation to improve transport security - Final report - Impact assessment”, Report for for European Commission DG TREN, 26 October 2005 7 These personnel include port workers, truck drivers and hauliers, chandlers, security and emergency personnel, and legitimate visitors 8 Study for the Analysis and the Conceptual Development of an European Port Access Identification Card (EPAIC) – Final study – January 2008 Deliverable 1 5-215 Eastern Mediterranean Region MoS Master Plan Study Volume I • Standards of identity checks shared throughout the Member States 5.2.3 Sea traffic congestion 5.2.3.1 Problem identification The port of Piraeus today is a heavily congested port, as it accommodates high volumes of domestic, SSS and deep-sea traffic. Its congestion is related both to lack of of terminal capacity and sea-entrance channel capacity. At the same time, neighbouring ports (Elefsis, Rafina, Lavrion) with good potential and competitive advantages (even for MoS services) possess spare capacity (particularly Lavrion). Serious sea traffic congestion is not currently identified in other major EMR ports. 5.2.3.2 Recommended action Need to rationalise and redistribute port maritime traffic and roles between the neighbouring Attican ports (Attican port system consists of the ports of Piraeus, Rafina, Elefsis, and Lavrion located within a circle of no more than 50km diameter), in order to maximize efficiency of the whole port system. This need may also arise in other port cluster cases, in northern Greece and in Italy. 5.2.4 Low Freight traffic concentration 5.2.4.1 Problem identification Italy is a big country with heavy industry and well developed logistics chains / services. Thus, high volumes of freight can easily be concentrated in transport hubs. On the other hand the remaining four countries are small economies with limited industry size and limited level of development in the logistics sector. This creates a serious difficulty to concentrate critical freight volumes in port hubs, which is a pre- requisite for the development of viable MoS services. 5.2.4.2 Recommended action Governments shoud have to push forward decisively leading the market in the development of successful logistics centres (financial incentives may provide a useful tool at the initial stages). Development of logistics services may also benefit from government incentives. The legal framework related to road haulage services and forwarders has to be modernized, so that a healthy and competitive transport market is developed (see also section 5.2.8). 5.2.5 Hinterland connections 5.2.5.1 Problem identification Port hinterland connections remain a key problem for the majority of the Italian Adriatic and Greek city-ports regarding both road and rail. Rail connection of the port of Koper also needs significant improvement. It is crucially important type of investment with major implementation difficulties due to high costs involved and micropolitics within local authorities. Deliverable 1 5-216 Eastern Mediterranean Region MoS Master Plan Study Volume I The problem is well recognised across EMR and extensive work is already in progress (especially in Italy, Greece and Slovenia) as witnessed by Table 5.2. Furthermore, in Greece there is heavy investment currently going on construction of new national highway axes across the North-South and East-West directions. They are expected to contribute greatly to the expansion of port hinterlands of some key Greek ports like Igoumenitsa, Alexandroupolis etc. 5.2.5.2 Recommended action There are still ports with significant freight MoS potential where the solution of hinterland connections problems is still inadequate or given a relatively low priority (e.g. ports of Piraeus, Alexandroupolis etc). Higher urgency and more resources have to be allocated to the solution of these problems. In parallel, closer traffic monitoring is required for proactiveness, in order to prevent from situations of severe crisis. 5.2.6 Transport market structure 5.2.6.1 Problem identification The markets of Greek Forwarders and Road Hauliers are currently highly fragmented with problems of low profitability and viability. Very small companies are unable to concentrate / guarantee respectable freight volumes and further negotiate viable joint ventures with maritime operators (which is crucial issue for the development of MoS services). Improvements on this particular direction could provide a real thrust to MoS services development. In Italy the volume of goods transported by truck is still huge and the share of domestic traffic managed by companies operating on "own account" is 40%, while the trucker operating on "hire" is 60%. With regard to distances, below 50 km "own account" prevails, while the ratio is reversed as distance travelled increase: about 90% of goods beyond 500 km are transported on "hire". The road transport business is very fragmented: most companies own only one vehicle, and have a single independent trucker, the vehicle owner. The size of the road haulage companies appears to be one of the greatest weaknesses of the sector. It increases the pressure of demand: the drivers are often forced to accept low prices, and competition coming from other European drivers often becomes unbearable. The demand too is not structured, not regular and this puts even higher pressure on the market. Due to this, Italian government is already working on measures aiming at improving the sector competitiveness by fostering concentration and increase of average companies dimension. Same problems are anticipated for Cyprus, Malta and Slovenia. 5.2.6.2 Recommended action The Greek licensing system for Forwarders and Road Hauliers could be suitably revised and further rationalized with measures targeting to promote higher market concentration and consequently a healthier sector. This in turn could provide an impetus to MoS services development. Deliverable 1 5-217 Eastern Mediterranean Region MoS Master Plan Study Volume I Same line of action is recommended to the other countries too. Table 5-1: Main measures against major bottlenecks / barriers in EMR ports, related to MoS services development COUNTRIES MAINLY IDENTIFIED NEEDS CONCERNED 1 MARKET ACCESS - INTRODUCTION OF GREECE, CYPRUS, MALTA EFFECTIVE COMPETITION IN THE PORT SERVICES SECTOR with emphasis to: • LICENSING OF SERVICE PROVIDERS • PRIVATE PARTICIPATION IN PORT INVESTMENTS AND PORT SERVICES PROVISION • REGULATION ISSUES • PORT LABOUR REFORM 2 PORT HINTERLAND CONNECTIONS ITALY, GREECE, IMPROVEMENT (ROAD AND RAIL) SLOVENIA 3 TRANSPORT OPERATORS MARKET ALL COUNTRIES RESTRUCTURING POLICIES 4 TRAFFIC REDISTRIBUTION & GREECE DECONGESTION MEASURES IN VARIOUS PORT CLUSTERS 5 MEASURES TO PROMOTE THE GREECE, SLOVENIA, DEVELOPMENT OF LOGISTICS CENTRES / CYPRUS, MALTA SERVICES IN ORDER TO ACHIEVE FREIGHT TRAFFIC CONCENTRATION 6 MINIMISE NEGATIVE EFFECTS FROM ALL COUNTRIES ADOPTION OF NEW PORT SAFETY AND SECURITY REGULATIONS, TAKING FULL ADVANTAGE OF MODERN ICT 7 TAKE FULL ADVANTAGE OF CURRENT ITS ALL COUNTRIES APPLICATIONS REGARDING THE IMPLEMETATION OF MoS SERVICES 8 REDUCE AND SIMPLIFY ADMINISTRATIVE ALL COUNTRIES PROCEDURES WITH SIMULTANEOUS DEVELOPMENT OF INTEROPERABLE CUSTOMS SYSTEMS Deliverable 1 5-218 Eastern Mediterranean Region MoS Master Plan Study Volume I 5.3 Representative barrier examples according to the port authorities In this section the barriers identified and stated by the port authorities of the main potential ports are summurised. Port Barriers according to the port authorities ♦ Traffic congestion caused at the vehicle entrance, due to passenger traffic Igoumenitsa ♦ No direct rail connection ♦ Congestion due to its location: inside the urban centre Patra ♦ No direct rail connection ♦ Restricted inland area. Doubtful if the increasing cargo traffic will be served properly. ♦ No direct rail connection Piraeus ♦ Delays due to bureaucracy issues caused by overlapping customs responsibilities ♦ Customs do not have the same working hours Kavala ♦ No direct rail connection ♦ Traffic congestion for the vehicles in the summer period because of the closing in the sea side road ♦ The abandoned warehouse of the National Rail Authority in the entrance Alexandroupoli of the port: barrier for the traffic ♦ No direct access to national highway: missing link in transport corridor is the ring road of the city ♦ Congestion due to its location: inside the urban centre Heraklio ♦ Congestion due to the extended stay of the trucks from the Ro-Ro vessels and to the unique connection road to the national network through the Korinthos city centre ♦ The railway connection of the port to the national infrastructure network Kalamata and the airport do not operate ♦ Viability and accessibility bottlenecks: lack of stocking areas, traffic Bari promiscuity affects handling operations ♦ Congestion due to its location: close to the urban centre ♦ Need for harmonization between IT systems recently developed by Deliverable 1 5-219 Eastern Mediterranean Region MoS Master Plan Study Volume I Port Barriers according to the port authorities institutional bodies involved in port operations ♦ Bottleneck related to road and rail accessibility Brindisi ♦ Lack of yards dedicated to ro-ro traffic Catania ♦ Road congestion that often characterizes the Catania Nord exit ♦ The existent rail link is not used ♦ Lack of telecommunication facilities ♦ Lack of infrastructures dedicated to short sea shipping traffic Monfalcone ♦ Bottlenecks regarding road, rail and nautical (canal bed depth) Ravenna accessibility ♦ Congestion of the connecting road to the national highway Taranto ♦ The internal road system that connects different sections: a problem to the port logistics ♦ No rail connection ♦ Technical features that do not meet the needs of the current international Trieste trade exchange ♦ Limited operational area ♦ Insufficient width of the port area; the port is enclosed by the town ♦ Land equipment in the port lacks the necessary manoeuvring spac ♦ Wide heavily polluted areas which require a major financial inflow and quite long times to be authorized in order to be used as port areas ♦ Lack of suitable infrastructures to meet the demand for services and traffic requirements. ♦ Existence of oversized rail infrastructures ♦ Existing roads and railway lines have to be adjusted in terms of capacity Venice ♦ The linkages of road and rail infrastructure need improvement ♦ Insufficient parking area available for trailers Valletta ♦ Whilst all other cargo services are regulated, a specific cargo service does not fall under the same regulatory regime ♦ Insufficient inland railway connection Koper ♦ The rail for tracks needs upgrading ♦ Traffic congestion at the gates Deliverable 1 5-220 Eastern Mediterranean Region MoS Master Plan Study Volume I Bibliography 1. “Public Financing and Charging in EU Seaports: The case of Greece” by Harilaos Psaraftis, National Technical University of Athens, annual conference of the International Association of Maritime Economists, Athens, July 2007. 2. Factual Report on the European Port Sector, European Seaport Organisation (ESPO), prepared by Prof. Dr. Theo Notteboom & Prof. Dr. Willy Winkelmans, ITMMA – University of Antwerp (Belgium), December 2004 3. Greece – Marine Sector Report, prepared by Marina Arvanitaki, Commercial Officer, British Embassy Athens, July 2006 4. “Institutional and Socioeconomic Issues in Greek Ferry Services” by Stanley G. Sturmey, George Panagakos, DAS Hellas EPE, Harilaos N. Psaraftis, National Technical University of Athens, Second European Research Roundtable Conference on Shortsea Shipping, Greece, June 2-3, 1994. 5. “Greek ports- A new reality and a vision”, speech by George Vlachos, Secretary- general of Ports & Port Policy at the Greek Merchant Marine Ministry, BHCC Conference ‘Greece: Your Strategic Partner in Southeast Europe Investment Prospects & Business Opportunities,’ March 3, 2006, London. 6. Gatt, B. (ed.) (2007) Connecting the World [Feature on the Maritime Sector in CountryProfiler (Business and Investment – Malta)], p. 99 7. Gatt, B. (ed.) (2007) Dynamic Service Centre [Feature on the Maritime Services Sector in CountryProfiler (Business and Investment – Malta)], p. 105 8. The Malta Maritime Directory (2007) The Maltese Islands; At the Heart of the Mediterranean [Editorial in the Malta Maritime Directory 2007], p. 8-11 9. The Malta Maritime Directory (2007) Malta Maritime Authority [Article in the Malta Maritime Directory 2007], p. 13 10. The Malta Maritime Directory (2007) Port Management and Development [Article in the Malta Maritime Directory 2007], p. 22-28 11. The Malta Maritime Directory (2007) Malta Cruise Network [Article in the Malta Maritime Directory 2007], p. 29 12. The Malta Maritime Directory (2007) Malta Freeport; A Transhipment Hub in the Mediterranean [Article in the Malta Maritime Directory 2007], p. 32-33 13. The Malta Maritime Directory (2007) Valletta Waterfront [Article in the Malta Maritime Directory 2007], p. 36-37 14. “Impact Assessment on the levying of charges for the use of ports infrastructure”, by ECORYS & TRADEMCO, 2006 15. “Complementary Economic Evaluation study on the Commission proposal for a Directive on market access to port services”, by ECORYS & TRADEMCO, 2005 16. “The European and Mediterranean Containerport Markets to 2015”, by Ocean Shipping Consultants, 2006. 17. ESPO, Annual Report 2006-2007, 31st May 2007 18. “Analysis of the cost structures of the main TEN ports”, by Consultrans, Erasmus University Rotterdam, Institute of Shipping Logistics, Marconsult, NEI, PLS Consult, SETEC-Economie, University of Wales, Cardiff, 2001 19. “Factual report on the European port sector”, ESPO, 2004-2005 20. MOTORWAYS of the SEA - Update and Complement of Information for EuroMed Transport Data Base, Malta, 2007 21. MOTORWAYS of the SEA - Update and Complement of Information for EuroMed Transport Data Base, Cyprus, 2007 Deliverable 1 5-221 Eastern Mediterranean Region MoS Master Plan Study Volume I 22. EUROMED, “Technical Note 19: Maritime Containerisation Trends”, May 2005 23. Diagnostic Study – Module 5: Maritime Shipping and Ports, EUROMED TRANSPORT PROJECT-Main Contract, 2004 Deliverable 1 5-222