Unfortunately our pessimistic predictions of the past years more and more come to reality and so as, according to the study by ITF to which we will refer below, “the three major alliances, which currently control more than 90 percent of the container market”; the worse, “the buying power of the alliance carriers can create destructive competition between terminal operators” for which reason ” it is essential that these public expenditures be based on sound economic assessments and that risk-minimisation strategies are in place” and that ” Governments should define clearly which ports are expected to service mega-ships and which ports have different roles”. Otherwise we are doomed to failure.
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
Highlighted the crisis of port industry as a result of the static of the foreign trade and therefore of the containers movement, warning about the oversizing of the sector during times of crisis that has led to failures such as Tecplata in Argentina and La Union in El Salvador.