Milan – Italian container logistics and transport operators are ready to bet on North Africa (and are already doing so in part). They are also looking with interest at India, but are skeptical about the chances of success of the Cotton Route, although there could be some surprises from this front.
The debate on the evolution of maritime transport routes, during the latest edition of the Business Meeting CONTAINER ITALY held last Friday in Milan, was initiated by Ignazio Messina, CEO of Ignazio Messina & C., a fervent supporter and promoter of the southern shore of the Mediterranean, whose vitality he praised, particularly on the terminal front, alongside that recently found in India.
“I have been to Egypt, where there is great ferment and the political-institutional world supports the port sector more than in Europe, and to India, a country where great attention is also paid to North Africa”. A growing importance that the same shipping company finds by looking at the loss of weight of the northern shore of the Mediterranean: “To date, we fill ships 50% outside of Italy, France, and Spain. So from Egypt, from Turkey,” Messina explained.
Regarding routes from Asia, the manager and entrepreneur also spoke about the possible consequences of a full return to operationality for Suez, which is still far off today. “It is unlikely that companies will return to passing through it in the absence of guarantees, but the most important effect, in that case, would be the fall in freight rates, a 30-40% increase in hold capacity, a return of ships to idle, and thus a favorable condition for purchasing vessels, albeit with a long-term perspective.” Messina then also expressed strong criticism of the Imec project (India-Middle East-Europe Economic Corridor), namely the Cotton Route, which would bring goods from western Indian ports to Europe through a mix of maritime and rail transport. “But what’s the point? I mean from the point of view of transit times, break of bulk… even considering the current train services from China or the difficulties of those in Italian territory.”
A direct response to this question was offered shortly after by Alessandro Panaro, head of Maritime & Energy at Srm, after prefacing “If a project is pushed forward by China or India, never say never,” he then explained: “These corridors are created to create networks, meetings between ambassadors, representatives of the involved countries. Even ports – like Trieste, Marseille – create foundations, projects. In short, an announcement effect is created which serves to strengthen relations with the country in question, regardless of feasibility.”
Also on the subject of old and new maritime routes, the conference discussed not only the resurgence of Suez but also a possible ‘overtime’ persistence of the container route around the Cape of Good Hope. Trieste – explained Marco Zollia, Director of sales & marketing of Trieste Marine Terminal – is waiting very attentively for the full return to operation of the route, given that the Suez blockade caused the port to lose competitiveness, even though it was still reached by Ocean Alliance services. “When it can be crossed in complete safety, the Asia-Mediterranean and especially Asia – Adriatic connections will return, because the difference, even just in terms of fuel, is significant,” stated the manager.
But – he added – “I have some doubts that all the services to Northern Europe will do it, for various reasons. There are Trump’s choices on fees for Chinese-built ships involved, which, if implemented, will lead companies to readjust fleet deployment. Furthermore, by going via the Cape of Good Hope, companies have discovered West Africa, which they would otherwise have to serve via feeders.” Maintaining some Africa circumnavigation routes to the Northern Range ports would result in the “return of strong competitiveness for us in terms of transit time,” a scenario – he concluded – that is “beautiful.”
F.M.
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