This decade has had unpredictable results on the behaviour of the world and regional economy (optimistic predictions not fulfilled at the beginning of the Decade, bad behavior until last year, surprising revival this year and cautious optimism with respect to the following), which has affected the behavior of containers movement in the ports in the same way.
The trend of alliances and mergers of shipping companies has not only changed the face of the shipping, but it has also redefined the elections of landfall at port, based on new parameters, as evidenced by the most recent Ports and Terminals Insight, of the consultant Drewry.
Slower growth in global trade and increasing political and economic uncertainty have ratcheted up risk for the Caribbean’s transshipment port operators following the expansion of the Panama Canal. Jennifer P. Roig from InfraLatinAmerica asks industry experts which operations are likely to appeal to lenders
Major shipping companies of Ocean Alliance and The Alliance partnerships (51.4% of the world market), announced a strategic partnership in the Mediterranean-US East Coast service from December. This may be a first approximation for the merger of these two alliances, which could lead to the 83.1% of the global market would be in the power of the new Alliance (Alliance/The Ocean Alliance) and 2M Alliance, strengthening the shipping oligopoly at the expense of the port business.
On the other hand, Hapag-Lloyd and Ocean Network Express (ONE) agreed to collaborate strategically in a network of feeder services that has had their first exchanges in Asia and will soon be extended to Europe. In this respect, the Vice President for Latin America and the Caribbean of Maersk, Lars Nielsen, just predict that will be more consolidation in the shipping industry.
It is to highlight the Ecuadorian Government decisión to build a 44.2-kilometre viaduct which, with an investment of $800 million, will connect the port of Guayaquil with the south production centers of the country, substantially improving its connectivity, the main bottleneck in the region.
About this endemic evil in the region, Maritime & Port Council of Mexico (Comport in Spanish) will end in September a study that aims to show the next Government that, although the ports are competitive in the upload and download vessels, which increases the cost of goods from and to the port are deficiencies that arise in port procedures and poor connectivity with railway and road transport.
Be more than 80% of global container transport focused on three alliances and the growing presence of the shipping companies in port and logistics operation, urged to seriously reflect the regional port sector on the consequences of this hoarding of the logistics chain.
This average percentage says a recovery with respect to that recorded in the last three years, when growth rates were low or negative at the regional and global levels. Countries whose container terminals had a greater contribution to the variation in the volume of cargo operated with respect to the previous year are: Dominican Republic (24%), Colombia (13%), Mexico (12%) and Panama (10%). ECLAC said that the region top 10 ports caught in aggregate form 48% of containers, with a variation of 8%, two points above the regional average.
For Ricardo Sánchez from ECLAC, it was time to face the challenges of the near future