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Hanjin Shipping filed for bankruptcy protection Aug. 31, 2016, after months of trying to raise liquidity and restructure its debt, triggering a mad scramble by shippers to locate and gain control of their containers. Hanjin vessels have been arrested and ports are refusing to work Hanjin ships for fear they will not be compensated. Hanjin Shipping’s collapse is by far the largest container shipping bankruptcy in history and the consequences will continue to reverberate throughout international supply chains and the transportation sector.

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In 2015 the global economy grew by 3.1% (3.4% in 2014); China’s economy, one of the main engines of global growth, showed an increase of 6.9%, the lowest rate of the last twenty five years. The global maritime trade grew by 2.6% (3.4% in 2014), while the world fleet has grown by 3.5%. The increase in dry cargo traffic amounted to 2%, the lowest level since 2010; after two years of decline, however, the oil sector has seen an increase of 4% due to the sharp fall in the price; after the recovery of the 2013/14 biennium, container traffic showed a modest 2.7%. Orders for new bulk carriers decreased; orders for tankers and containership grow.

The purpose of the paper is to highlight the perspectives and the economic benefits that the expansion of the Panama Canal will entail for the transport and the logistics industry at world level and in the Mediterranean. The consequences linked to this expansion will in fact be considerable. The paper also proposes a cost comparison between the main competing routes, the implications for cargo and trades and the composition of the global market. From North America, Latin America, Europe to Asia in fact, suddenly many nations will see the opening of alternative naval routes to access the markets.

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The Third Annual Report analyses the new phenomena that are currently shaping trends in maritime trade and looks closely at the situation in Italy. The first part of the report is concerned with a study of the competitiveness and economic scenarios of the Italian maritime system through data, statistics and indexes that analyse the competitiveness of the country. In the second part there are two monographic papers: one is about the ports of the Northern Range whilst the other is about the Panama Canal. The first paper highlights the importance of the port of Antwerp for the Belgian economy and for the whole Northern Range area. It also provides a comparison with the ports of Rotterdam and Hamburg and it focuses on the potential developments of these ports which may take place as a consequence of the opening of the new Panama Canal. This event, in fact, will generate medium and long-term effects on maritime trade. This is why it has been analysed in the second monographic paper. This study has been made possible thanks to the know-how SRM acquired during a mission it carried out in Panama in April 2016, when all the main operators involved in the realization of the infrastructure were heard.

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The “Maritime Indicators Campania” report is drawn up by SRM and Unione Industriali di Napoli. This publication intends to offer an interpretative key to dynamics and the phenomena that characterize the sea economy of the Campania region (Southern Italy). This report is divided in two sections. The first part contains a statistical analysis based on 3 groups of parameters: international trade relations, competitiveness, companies’ analysis. Of course, the analysis pays particular attention to the Port of Naples. Finally, the second part includes some interviews conducted with entrepreneurs selected by the Unione Industriali di Napoli.

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This paper aims to illustrate some of the main aspects related to the transport sector contained in the Programmazione Operativa Regionale (POR) 2014-2020 of Southern Italy’s Regions. The PORs of Basilicata, Calabria, Campania, Puglia and Sicily have been analysed taking into account: a) investment priorities, b) areas of intervention, c) specific objectives, d) actions carried out to achieve goals, e) ways of funding, f) support from EU and national government. After that, we will present the different kinds of contributions from European Funds, the plans submitted by Italy to receive co-financing, the growth goals and a focus on Southern Italy’s regions, which will all be examined individually at the end.

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This paper aims to explore opportunities and modalities regarding corporate social responsibility of port logistics, in order to improve attractiveness and competitiveness of sea supply chains, almost paradoxically also in the perspective of increasing the traffics managed by global logistic players. In particular, beyond the traditional determinants of sea-ports’ efficiency, the study identifies the integration of processes among the different agents involved in the maritime supply chain as the keystone to increase the levels of efficacy, responsibility, and competitiveness. Important contributions for the integration is played firstly by the digitalization of seaport-related activities, but also by the evolution of sea-terminals towards a ‘social supply chain management’ approach, as a consequence of the implementation of corporate social responsibility practices in single nodes. A case study has been conducted on the Port of Venice, which has been compared with three important sea-terminals of Southern Italy: Naples, Gioia Tauro, and Bari.