Janez Pozar Ministry of Infrastructure and spatial planning

1. Stateofplayandfuturedevelopmentofmaritimetraffic in theNorth Adriatic Janez PozarMinistryofInfrastructureandspatialplanning

2. The Eastward tilting of the EU economy from the blue banana to the orange pumpkin

3. Present situation Northern range seaports handles around 2/3 of containers which could be “better” delivered through the Mediterranean ports The actual competitive advantage of Northern Range Seaports was built when the Transatlantic route was the most important link connecting the main production and market centers (Western Europe and USA & Canada Now Transatlantic routes account for one third of the Europe –Asia routes

4. Present situation • The northern range has cumulatively built its leadership through an improvement of: - scale economies - cargo balance - interland intermodal connections (Ten-T’s and beyond)

5. Present situation • Mediterranean and Black Sea ports have a geographical advantage not yet exploited • The geographical advantage entails: An environmental advantage consistent with EU priorities“The need to decarbonizes transport - to reduce greenhouse gas emissions” • A lower transit time, consistent with lowering average speed in maritime transport (fuel costs)

6. Geographical Advantage - decarbonizes Suez - Costanta CO2 multimodal emissions (sea+railway) from Port Said to main European destinations

7. Geographical Advantage - decarbonizes Suez - NAPA

8. Geographical Advantage - decarbonizes Suez - Valencia

9. Geographical Advantage - decarbonizes Comparison among Costanta – Venezia –Genoa- Valencia – Le Havre – Antwerpen – Rotterdam –Bremerhaven - Hamburg

10. Cargo throughput 2011

11. N Adriatic ports market share

12. N Adriatic market share CTNS Total Transhipment: 1,8 Millions TEU Import: 52% Export: 48% Empty: 25%

13. N Adriatic ports - comparision Year

14. Container transhipment

15. CTNS Market - Asia trade 70% to 80% of all container traffic on Asia – Europe trade is entering European market through Northern Ports

16. Adriatic Highway

17. Closer is better

18. Future development • Container traffic through Suez increasingly important compared to transatlantic trade • Centre of gravity of inland distribution for container trade in Europe is switching to south & east • NAPA closer to Suez & provides access to more dynamic economies of C&E Europe (plus N Italy, Bavaria, Austria…)

19. Future development • Tested 2030 scenario that considered impact of: • Trade growth, so larger ships at all ports as trade increases • Future oil price • Availability of deeper water at NAPA ports to attract more direct calls from large vessels • Longer (750m) trains for inland distribution from European ports • Removal of rail freight grants through Switzerland • More liberalisation of rail freight market in Europe • Internalisation of external costs in Europe (all modes, including shipping)

20. Future development • NAPA increases volumes by 350% & gains 7% share of European continental mainland market • All port groups benefit from traffic growth • Northern Range & Tyrrhenian ports lose some market share • Northern Range retains 58% market share • NAPA has 6.0 MTEU of traffic in 2030, compared to 1.3 MTEU in 2010 & 2.6 MTEU in “Business-as-Usual Scenario”

21. Future development • More container terminal capacity with deeper water • Up-graded rail network capacity from ports, with 750m long trains • More rail freight liberalisation i.e. more competition in rail freight traction market with open access to port & inland terminals