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Old February 24th, 2019, 08:52 PM   #961
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Strait of MESSINA, Sicily/Calabria - Italy

ferries




https://www.youtube.com/watch?v=DeUl3Ow0r3Q&t=139s
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Ponte sullo Stretto di Messina - Prima parte
Ponte sullo Stretto di Messina - Seconda parte
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Old February 26th, 2019, 02:21 AM   #962
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Sweden: Stockholm from the Ferry





















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Old February 26th, 2019, 02:22 AM   #963
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Old February 28th, 2019, 08:35 PM   #964
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https://www.porteconomics.eu/2019/02...urope-in-2018/
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Old March 25th, 2019, 08:45 PM   #965
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https://www.porteconomics.eu/2019/03...uropean-ports/
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Old April 13th, 2019, 05:21 PM   #966
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Port of Messina, Sicily - Italy

Project for a new cruise terminal




Quote:
Originally Posted by piritello View Post
Nuovo terminal crociere di Messina, al via l'appalto da quasi 7 milioni



...

https://messina.gazzettadelsud.it/ar...-2ec324802586/

https://www.archilovers.com/projects...i-messina.html

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Originally Posted by logan1975 View Post



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Ponte sullo Stretto di Messina - Prima parte
Ponte sullo Stretto di Messina - Seconda parte

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Old May 1st, 2019, 01:02 AM   #967
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Old May 18th, 2019, 12:07 AM   #968
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PortGraphic: are the Med ports breaking the hegemony of the top 4 north-European container ports?


more on https://www.porteconomics.eu/2019/05...ntainer-ports/
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Old June 1st, 2019, 12:21 AM   #969
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PortVideo: top-20 cruise ports in the Med, 2000-2018

https://www.porteconomics.eu/2019/05...med-2000-2018/
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Old August 21st, 2019, 09:55 PM   #970
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Infrastructure investment ongoing in Black Sea

There are many container ports in the Black Sea region and while few attract larger vessels, infrastructure investment is continuing to compete for volumes, writes Alex Hughes

Investment in infrastructure continues, or is planned, throughout the Black Sea region, driven by a combination of demand but also political will. However, it is not just for containers that facilities are expanding, with grain also being catered for moving forward.

Istanbul is the major container port serving the Black Sea, handling 60% of all volumes, says Nishal Sooredoo, analyst at Ocean Shipping Consultants. Constanta (a 12% share) and Novorossiysk (with 8% share) are the two other main ones, with Poti, Odessa and Varna each making smaller contributions.

“Ports such as Novorossiysk, Odessa and Varna have built their businesses to serve local markets. For this type of traffic, each port has a direct competitive advantage, since serving these markets from a foreign port would involve additional administration for border crossing and less efficient inland connections to the end destinations,” he says.

Nevertheless, other ports, such as Poti, have also partly developed demand on the back of transit cargo (mainly to Azerbaijan).

“This is also the case for Constanta, which acts as the point of entry for transit cargo by barge on the Danube River to Central European countries,” adds Mr Sooredoo.

Nevertheless, Istanbul remains the main transshipment port for the Black Sea region. This is largely because of the physical limitation of the Bosphorus Strait, which doesn't allow the transit of ships larger than 10,000 TEU.

As a result, Istanbul has developed into a transshipment point for large vessels coming from Asia and North Europe, with 2,000 TEU feeders then serving ports inside the Black Sea.

Transshipment, however, remains volatile and highly price sensitive, driven by port tariffs. “Shipping lines often move volumes from one terminal or port to another, but these volumes do remain in the same region. So, for the Black Sea region, for example, while transshipment volumes could move between Constanta, Istanbul and Piraeus, they do nevertheless remain in the (East Med) region,” says Mr Sooredoo.

There is lot of investment in the Black Sea region, such as the development of Anaklia and Poti in Georgia, as well as expansion plans in both the Ukraine and Bulgaria. Some of this development is to provide much needed additional capacity, but Georgia is a good example of a project driven by politics rather than economics.

“There is a need for additional capacity in the country, but if Anaklia is built, the new development for Poti would not be required. If Poti is expanded, there is no need for Anaklia. Currently, both development are being pushed but only one is really required,” he says, noting that there are already private operators in all ports and there are not a lot of opportunities left for private investment left in this region (unless a new port like Anaklia is built).
more https://www.portstrategy.com/news101...g-in-black-sea
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Old September 9th, 2019, 11:53 PM   #971
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Strong growth in H1 2019 for top European container ports

https://www.porteconomics.eu/2019/09...ntainer-ports/
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Old September 25th, 2019, 12:01 PM   #972
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Port of Napoli










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Ponte sullo Stretto di Messina - Prima parte
Ponte sullo Stretto di Messina - Seconda parte
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Old September 30th, 2019, 10:10 PM   #973
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CMA CGM “world’s largest LNG containership”

Marseille - French CMA CGM shipping and logistics group has announced the launching of the “world’s largest containership”, 23,000 TEU, powered by liquefied natural gas, LNG
SEPTEMBER 25, 2019




Marseille - French CMA CGM shipping and logistics group has announced the launching of the “world’s largest containership”, 23,000 TEU, powered by liquefied natural gas, LNG.

Rodolphe Saadé, the group’s chairman and chief executive, announced his decision to order a series of nine 23,000-TEU containerships that would be “the world’s first ever to be powered by liquefied natural gas”.

A clean energy, LNG helps to reduce: emissions of sulphur oxides and fine particles by 99% nitrogen oxides emissions by up to 85% carbon dioxide emissions by around 20% These new vessels will join the Group’s fleet in 2020 on the French Asia Line (Asia-Northern Europe) and will be registered in the French International Register (RIF), confirming the Group’s commitment to operating under the French flag.

In addition, the nine newbuilds will feature a state-of-the-art bridge design, the world’s first to deliver four major innovations to assist the captain and crew: a tactical display offering enhanced map views for more dynamic navigation briefings a path prediction system optimised to display the ship’s predicted position in the next three minutes a smart eye system projecting a bird’s-eye view of the ship’s surrounding area augmented reality screens offering the crew precise information on the ship’s rate of rotation, distance from the wharf and transverse speeds.

The first vessel in this new class of 23,000-TEU LNG-powered containerships, the CMA CGM “Jacques Saade” will also be equipped with a s mart system to manage ventilation for the reefer containers carried in the hold.

By naming the world’s first LNG-powered, 23,000-TEU container ship CMA CGM Jacques Saade, the Group has given the name of its founder to its future flagship. Jacques Saadé was the entrepreneur who built CMA CGM into one of the world’s leading maritime shipping companies.
http://www.themeditelegraph.com/en/s...mcK/index.html
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Ponte sullo Stretto di Messina - Prima parte
Ponte sullo Stretto di Messina - Seconda parte

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Old October 18th, 2019, 10:50 PM   #974
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Quote:
Antwerp, Zeebrugge Ports Kick Off Merger Talks

Belgian Port of Antwerp and Port of Zeebrugge have given the green light for starting negotiations regarding a possible merger.
https://worldmaritimenews.com/archiv...-merger-talks/
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Old Yesterday, 04:26 PM   #975
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Valletta (Malta) to Pozzallo (Sicily, Italy) ferry trip on Virtu Ferry HSC Saint John Paul II




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Ponte sullo Stretto di Messina - Prima parte
Ponte sullo Stretto di Messina - Seconda parte
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Old Yesterday, 10:15 PM   #976
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Quote:
ANAKLIA PORT – END OF THE LINE?

The Republic of Georgia’s Anaklia port project looks to be floundering – one of the main partners in the development consortium, US-based Conti Group, has just announced its decision to exit the project while simultaneously the development appears to be threatening Georgia’s reputation as one of the world’s best investment environments (with a top 10 ranking in the World Bank’s annual “Doing Business” survey).

Allegations of crony capitalism surround the project, largely triggered by the Anaklia Development Consortium’s call for deep, and what many parties say is clearly undue, public sector involvement in what is supposed to be a private sector project.

The root of the current problems is, informed sources suggest, the original tender process for the project with questions raised about transparency and undue influence, and overall widely viewed as flawed by sector experts.

The Anaklia Port tender started in 2014. There were only two bidders – the Anaklia Development Consortium (made up of TCB, a Georgian bank, and Conti Group, a US engineering company) and a Chinese consortium (two Chinese engineering companies). This should have been a clear red flag. No established investors/operator active in the international ports sector viewed this opportunity to be a viable project.

So perhaps the Government of Georgia should have shelved the project at this stage and focus edits limited funds elsewhere? Instead, in early 2016 the Georgian-US consortium of TCB Bank and Conti Group was awarded the tender – without any port experience and without the financial ability to carry out the project themselves.

This was very surprising. Worldwide, large scale port tenders always require bidders to meet minimum sector experience and “financial strength” requirements to ensure they can handle a given project. This did not happen in conjunction with Anaklia port – for reasons still not clear. Down the track the negative effects of this are now obvious.

There were other tell-tale signs – notably, in the period since the award of the tender, TCB and Conti Group missed all substantial deadlines to move the project forward. Conti Group’s overall faith in the project is perhaps signposted by its recent decision to exit it entirely? The problem TCB and Conti have faced throughout is not investing any major funds in the project themselves. Instead, they have looked to others to finance the project, but they have been unsuccessful in this quest.

RISK OF UNDUE STATE INVOLVEMENT

To overcome what seems like intractable problems for a purely private sector initiative, the Consortium has attempted to increase the involvement of the Government of Georgia, to a point where the specter of crony capitalism raises its head. This approach has involved three key objectives each of which has a clear association with crony capitalism. They are:

Government to guarantee the financing of the project: TCB and Conti approached the Government to guarantee the loans made to TCB and Conti Group to build the port. So, in case TCB and Conti cannot repay its loans, the Government of Georgia would step in and repay for them. The Government, rightly, refused this highly inappropriate demand.

Exclusivity: The Consortium asked the Government for an exclusivity period for Anaklia Port during which neither Poti nor Batumi ports would be allowed to construct deep-water quays. This would be clear and undue government intervention to favour one private party over others.

A “strategic” project: TCB and Conti initiated a process to lobby politicians in Georgia and the US, arguing that the project is “strategic”. Practically speaking, this is shorthand for “not commercially viable” and requiring government subsidies for “geo-political” reasons. It remains unclear, however, why Anaklia Port is geo-politically important given that Georgia already has a major international port only 30 kilometres away.

The short history of the Anaklia port project has been a chequered one. The chain of events to-date, and ultimately the questionable demand for the project, suggest it is time the Georgian authorities re-evaluated its worth.
https://www.portstrategy.com/news101...nd-of-the-line
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