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EURO-MEDITERRANEAN TRANSPORT FORUM
MARITIME TRANSPORT WORKING GROUP Maritime Policy, Ports and Short-Sea Shipping
MEDA Motorways of the Sea Sub-Group 4th Meeting
Brussels, 19 December 2006
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1. General presentation
2. Markets / Demand
3. Infrastructures & Equipments
4. Operations and services
5. Regulation & Procedures
6. I.T. Solutions
STATE OF PLAY
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1. GENERAL PRESENTATION (1/2)
I – PROJECT FRAMEWORK+II ONWARDS: PILOT PROJECTS
REVIEW OF EXISTING SITUATION:
- EUROMED TRANSPORT PROGRAMS - NATIONAL CONTACTS
- NATIONAL SOURCES / UPDATE
WORKING PLAN (Dec 06)
DATA BASES
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1. GENERAL PRESENTATION (2/2)
COUNTRY ROUND TABLES / WORKING GROUPS: - OVERVIEW PRESENTATIONS - QUESTIONS § ANSWERS - SYNTHETIC “SWOT”
FROM CONDITIONS TO CRITERIA
NATIONAL GROUPS
COUNTRY / MoS REVIEW
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2. MARKETS / DEMAND (1/7)
Reference data
Forecasts
Interim Conclusions
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EU –MEDA “MoS” traffic 2004: Overall Traffic (1000 tons, transshipment included/ inward & outward)
0
5000
10000
15000
20000
25000
Gen.C 1341 56 1387 716 35 324 1399 22 1483 685 716 5083
RoRo 179 26 94 233 26 95 16 6 1369 109 957 3545
Cont 3419 507 13506 5683 371 1270 585 1029 3773 1248 2595 15773
Algeria Cyprus Egypt Israel Jordan Lebanon Lybia Malta Morocco Syria Tunisia Turkey
Source : Eurostat
%G.Cargo
19%
Container71%
RoRo10%
2. MARKETS / DEMAND (2/7)
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Geographical distribution of Ro-Ro Traffic flows MEDA – EU countriesVolume 2004, in 000 tons, both directions
Alge
ria
Mor
occo
Tunisia
Turkey
France
Spain
Italy
0
500
1 000
1 500
2 000
2 500
3 000
3 500
2. MARKETS / DEMAND (3/7)
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Geographical distribution of CONTAINER Traffic flows MEDA – EU countries
0
1 000
2 000
3 000
4 000
5 000
6 000
7 000
8 000 Volume 2004, in 000 tons, both direction
2. MARKETS / DEMAND (4/7)
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Transhipment 2,75
Non- Transhipment
8,13
CURRENT SITUATION (2004): Containers in 000 TEU by Ports
Countries / Main Ports (000 TEUs) 2004
Morocco (Casablanca, Agadir, Tanger) 561
Algeria (Algiers, Oran) 556
Tunisia (Rades, Others) 310
Malta (Marsaxlokk, Valletta) 1 485
Turkey (Istanbul, Izmir, Mersin, Others) 3 033
Cyprus (Limassol, Larnaca) 305
Israel (Haifa, Ashdod) 1 588
Lebanon (Beirut) 390
Syria (Lattakia, Tartous) 417
Egypt (Damietta, Alexandria, Port Said) 2 252
Total ports throughput 10 895
Total : 10,9 millions TEU
2. MARKETS / DEMAND (5/7)
Source: OSC
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PAST TRENDS : MEDA Total port demand throughput in 000 TEU'000 TEUs 2000 2001 2002 2003 2004 2000
/2004
MOROCCO (Casa, Agadir, Tanger)
367 400 456 518 561 153%
ALGERIA (Algiers, Oran) 274 317 433 453 556 203%
TUNISIA (Rades) 220 273 281 284 310 141%
TOTAL WEST MEDA
860 990 1 170 1 255
1 426 166%
MALTA (Marsaxlokk; Valletta)
1 055
1 179
1 260 1 320
1 485
141%
TURKEY (Istanbul, Izmir; Mersin, Others)
1 547
1 509
1 912 2 449
3 033
196%
CYPRUS (Limassol, Larnaca) 259 237 234 256 305 118%
ISRAEL (Haifa, Ashdod) 1 350
1 351
1 442 1 537
1 588
118%
LEBANON (Beirut) 266 299 299 306 390 147%
SIRYA (Lattakia & Tartous) 222 262 309 328 417 188%
EGYPT (Damietta, Alexandria and Port Said)
1 713
1 763
1 833 2 082
2 252
131%
TOTAL EAST - MEDA
6 412
6 599
7 288
8 277 9 469
West + East-MEDA 7272 7589 8457
9532 10895
150%
0
500
1000
1500
2000
2500
3000
3500
2000 2001 2002 2003 2004
Morocco Algeria Tunisia Malta Turkey Cyprus Israel Lebanon Syria
2. MARKETS / DEMAND (6/7)
Source: OSC
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0
5
10
15
20
25
West Mediterranean
East Mediterranean
Base Case Total
Forecast Non-Transshipment Containers
Base Case: Non-Transshipment (mTEU )
0
5
10
15
20
25
Total West Mediterranean
Total East Mediterranean
Low Case Total
Low Case: Non-Transshipment (mTEU )
2. MARKETS / DEMAND / FORECASTS (7/7)
Source: OSC + MEDA-MoS
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2. MARKETS / DEMAND: INTERIM CONCLUSIONS (1/3)
MODAL SHIFT POTENTIALS
FROM ROAD TO SEA
Limited / in both terms of:
- Market trades - connections
• West : Morocco• East : Turkey and land transit• Coastal / Short sea ?
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CONCENTRATION OF TRADE FLOWS
Ro-Ro
Lo-Lo / containers
Low concentration potentials:
- Intra-Med only, with low feasibility: markets are not really fragmented (parallel lanes)
- The Turkish case
- Possibilities of combined/alternate services (flexibility), including passengers (Ro-Pax / ferries / Short sea distribution)
Real potentialities:
- Economies of scale: vessels capacities, port operations…
- Economies of scope: network
- Freight costs opportunities: large vessels, handling, empty movements of boxes…
2. MARKETS / DEMAND: INTERIM CONCLUSIONS (2/3)
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2. MARKETS / DEMAND: INTERIM CONCLUSIONS (3/3)
T/S supporting sea-leg of MoS ?A frequent question, particularly in East Med
- increased volume bases / flow concentration
- routes, frequencies, capacities…
• Direct trades are priorities= MoS not dedicated to T/S
CONTAINERS: DIRECT TRADES AND TRANSHIMENT
• T/S necessary for:- smaller market trades- particularly intra MEDA
T /S as best practices: - operations - procedures, I.T…. - economic conditions…
KEY QUESTION:OPPORTUNITIES FOR DIRECT TRADES ?
• Conditions:- reliability / transit time…- Commercial benefits- not only maritime transport
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3. INFRASTRUCTURES & EQUIPMENTS (1/11)
« MoS » Ports
Land / Intermodal
Logistics
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Jordan Aqaba
Israel Haifa
EgyptDamietta and East Port Said Alexandria / El Dekhela
TunisiaRadesEnfidha
Algeria Djen -Djen
MoroccoCasablanca Tanger MED
Syria Tartus
HLG AND MEDA COUNTRIES SELECTED / POSSIBLE MoS PORTS
Turkey Mersin (and Samsun)
Lebanon Beirut
Also in the scope of project: - Malta - Cyprus - Palestinian Authority
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (2/11)
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Possible port operations
Port / Terminal requirements:• Containers Terminal• Ro – Ro Terminal
PILOT PROJECT PORTS
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (3/11)
Container Terminal infrastructures
To be adapted to traffics / services:
•TranshipmentsHub & SpokesInterlining or relaying / feedering
• Gateway ports (direct trade)Import and Export traffic flowsNational and hinterland / transit flows
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CONTAINERS: State – of - art port in All Meda Countries in short / medium term
Container TerminalsContainer Terminals
Gateway ports: feeder vessels 200 - 500 units (TEU) draft 9 -11 m. Cranes outreach 12 to 16 rows, handling capacity 15 Moves / hour +Reachstackers and forklifts Terminal surface: 10.000 – 14.000 TEUs/Ha
Transhipment ports: Super Post Panamax vessels, up to 400 metres length, draft 15 m+Cranes outreach 22 rows, handling capacity 30 moves / hour + Terminal surface : 14.000 – 40.000 TEUs/Ha
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (4/11)
MoS infrastructure • Dedicated terminal / One stop shop
• Operations of large vessels
VS intra – Med vessels
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Ro-Ro TerminalsRo-Ro Terminals
RO-RO: Ro-Ro / ferries ports in All Meda Countries in short / medium term
Port terminal able to accommodate Ro-Ro vessels up to 200 units, draft 7 meters +
Ro-Ro ramps and tractors with handling capacity of 30 moves/hour
Terminal surface: 100 – 120 units / Ha
+ Circulation lanes
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (5/11)
MoS infrastructure Dedicated terminals
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Access to portAccess to port• Rail: Availability of ways and areas
Handling equipments railway / container yard
• Road: connections to Motorways / Highways •Problem: Urban congestion
Availability of lanes / parking areas
• Inland waterways
Inland terminals / and logistic platforms:Inland terminals / and logistic platforms:
• Free zones, dry ports, container yards…
• Consolidating facilities ( Freight stations)
Telcom systemsTelcom systems (see also IC technologies)• RF terminals ( progressing )
• Advance information / Custom clearance...
• Security and other inspections
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (6/11)
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ROADROAD
• Short Road links with Motorways / Highways
• International Standards roads
• Safe and secure Road parking areas
RAILRAIL
• Rail network connected to port container terminals / yards
• UIC gauge and capacities in line with flows and logistics
• Other international standards
• Adequate equipments for an efficient intermodal transfer
WATERWAYWATERWAY
• Develop of waterways opportunities (Egypt)
MoS AXES : “door to door” connections between ports and main industrial & distribution regions
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (7/11)
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• Most Countries’ investment plans designed to upgrade road connections between ports and main industrial nodes with highways / motorways.
• Improvements and rehabilitation of road networks prioritized (short term) vs railway network (medium term).
• Some Countries initiating policies for the renewal of trucks fleets and road transport sector
• West Med: medium / long term investments for regional roads
• East Med: developments and projects for both road and rail networks between neighboring countries.
ROAD EFFICIENCY AND MoS
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (8/11)
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• Rail network to be adapted to international standards
• Expansion and rehabilitation plans for freight railway networks in medium term
• Some Countries have already split rail management / infrastructure and services operator
• Almost all new ports / Terminals, especially MoS selected, are foreseeing to rely upon efficient rail connections
• Inland Waterways / Egypt • Arteries Already maintained at 3m.depth
RAILWAY POLICIES AND INTERNATIONAL OPPORTUNITIES
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (9/11)
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• High logistic costs as an obstacle for market growth, - particularly exports
High hidden and security costs – particularly imports
• Limited logistic infrastructures and common users’ facilities (particularly for SMEs )
• Road transport sector lacking organisation, qualification and financial capacity
• Implementation of transport regulations not fulfilled
• Transport services companies needing Know how and training in logistics
3. INFRASTRUCTURES & EQUIPMENTS – Logistics (10/11)
Logistics supply
• Weakness on several markets countries
• Key element for an efficient and value added freight transport system
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Competitive logistics conditions, to be integrated into MoS projects:
• Logistic Costs: are or may be obstacles / critical factor for gaining customers (exports mainly)
• Transit and delivery time: part of added value added for several categories of products
• Frequency: not necessarily high, but adapted and reliable: continuity in fulfillment of schedules, reduction of the uncertainty, adaptation to incidents
• Capacities: demand coverage and potential peaks with reasonable margin.
3. INFRASTRUCTURES & EQUIPMENTS – Logistics (11/11)
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4. OPERATIONS AND SERVICES (1/2)
Vessels / Services capacities
Frequency / Reliability
- Adequate, including in medium / long terms
- Question mark for future Ro-Ro ships
- Problem with fixed day calls (containers)
- Port delays
- Operation schedules
- Costs and prices
- competitionEconomic / Marketing conditions:
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- Lo-Lo vs Ro-Ro- Shortest vs longer distances- Intra-Med vs Med / North Europe- Also with land port modes in Europe
4. OPERATIONS AND SERVICES (2/2)
Technical / logistic service type competition
Intermodal conditions - All port interface intervention
- Intermodal operations
Maritime Container lines are the decision makers:
- Vessels / fleet investment
- Port / schedule options
- Direct trade / transhipments mix
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5. REGULATIONS AND PROCEDURES (1/6)
Overview of regulations and procedures in the main transport modesCompliance analysis with the MoS conditions and criteria
Institutional framework
- Identification of the different bodies and authorities in charge of transport modes,
- Roles, relationships and competences of
Ministries, Directorates, Port authorities
MoS perspective- More trade and transport cross-relations
- Develop coordinated intermodal approach
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INSTITUTIONAL FRAMEWORK• Differences between countries concerning the competences in transport sector:
– One Ministry for all the transport issues – Two different Ministries responsible separately for infrastructures and transport regulations/procedures
• Standard organisation:
Ministry competent
Directorate competent
Port Authority or competent body
5. REGULATIONS AND PROCEDURES (2/6)
Transport modes: A,B, …
Agencies…
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CARGO / VESSELS
5. REGULATIONS AND PROCEDURES (3/6)
Port / Maritime Regulations
MoS Perspective
• Adaptation required for port operational procedures and port work regulations
• Procedures and regulations of other transport modes
• Regulatory framework of:
- Port regulations- Port workers regulations- International maritime agreements /
regulations
• Port administration and procedures
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RULES AND PRACTICES
• International level: most ports / maritime regulations and procedures are derived from multilateral conventions (IMO), with the adhesion of MEDA - countries
• Regulations are setting port rules e.g.:
- Procedures of loading and unloading ships:- Security and safety- Port Authorities’ activities
• By contrast operational procedures are designed and implemented locally, and may take into account business practices.
5. REGULATIONS AND PROCEDURES (4/6)
• These organisations should not hinder MoS projects in the analysed countries.
• Improvements of coordination between Ministries / Directorate / Ports must be lead in a MoS perspective
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MAIN FINDINGS
5. REGULATIONS AND PROCEDURES (5/6)
• The Customs administration approach is basically the same for all the analysed countries:
– Customs Administration or Directorate depending on the Ministry of Finance– Customs Transport related comparable regulations / Customs Codes
• Study of Customs Codes:
- Procedures are improving and considered as more market – minded - Impact of next progresses to be assessed
• Organisation and role of customs administration: Prepared to specific MoS operations status?
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MAIN FINDINGS : CUSTOMS
• Customs Code:
– Definition Customs territory– Importation procedures, declaration of the goods– Customs regimes and destinations– Free trade areas– Customs warehouses– Exportation procedures – Prevention of smuggling– Duties and tariffs
• Main differences between MEDA Countries: duties and tariffs scopes and levels
• Customs Administration should not hinder MoS project, thanks to several similarities between MEDA and EU countries.
• International cooperation to be explored further, both sides of the seas
5. REGULATIONS AND PROCEDURES (6/6)
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ICT INFRASTRUCTURES
SERVICE INFORMATION SYSTEMS
SECURITY SYSTEMS
COMBINED INFORMATION AND SECURITY SYSTEMS
MANAGEMENT SYSTEMS
6. I.T. SOLUTIONS (1/12)
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NAVIGATION SYSTEMS
• Vessel Traffic Services (VTS) / Vessel Traffic Management and Information Systems (VTMIS) are well developed.
• Countries with responsibilities of vessel traffic in Canal and Straits have a consistent network of VTS: Ships are automatically acquired and tracked by the system. For safety purposes, systems could also provide information services, Navigational Assistance and Traffic Organisation.
ICT INFRASTRUCTURES
6. I.T. SOLUTIONS (2/12)
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ICT INFRASTRUCTURES
AUTOMATIC IDENTIFICATION SYSTEMS (AIS) BASE STATIONS
• Precise information on ships and their movements in large areas, based on ship born automatic identification system (required by IMO for all ships > 300 gross tonnage)
• Base stations are available in some countries, with wide coverage
• Development projects to extend coverage to sub-regional coasts (Turkey ect… / and to the whole Mediterranean?)
GLOBAL POSITIONING SYSTEMS (GPS)
• Satellite coverage more than satisfactory in the area, including for civil applications.
• Most Countries already use satellite technologies and are prepared to use those systems for MoS implementations.
• Galileo Positioning system an opportunity as from 2010.
6. I.T. SOLUTIONS (3/12)
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• Service information systems widely used for specific purposes , example: Port/Port Community information systems
• MoS requirements:
- Enlarge scope and users of systems
- Concentrate enlarge and / or adapt information to trade and transport requirements
- Harmonize and standardize tools and procedures
- Develop common Interfaces for both local (national) and external (international) uses
6. I.T. SOLUTIONS (4/12)
SERVICE INFORMATION SYSTEMS
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ONE STOP SHOP / PAPERLESS SYSTEMS
• Door to door freight transport, with maritime leg requiring too many documents and interventions, with repeated information
• Feasible improvements:
- Electronic paperless cargo and vessel documents process of administrative procedures
- Harmonise and concentrate tasks and responsibility
- Update procedures (lighter and slimmer)
• Progresses are being made, with best practices in MEDA Countries.
6. I.T. SOLUTIONS (5/12)
SERVICE INFORMATION SYSTEMS
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• Security regulations and standards are still raising.
- Technologies for information systems and tools are key factors for efficiency, cost limitation and facilitation of those rules.
- Certain “security procedure” for the transport chain have been identified, example for imports:
- Borders: outward by working jointly between both Country counterparts
- partner with carriers, importers, shippers and terminal operators for container
shipment / deliveries during the supply process
- anticipate security inspections as early as possible in the supply chain
SECURITY SYSTEMS
6. I.T. SOLUTIONS (6/12)
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ELECTRONIC IDENTIFICATION AND CONTROL OF CARGO
• Securing ports requires efficient systems combining detection, control, assessment, localisation, and identification.
• Available technologies: X-Ray / gamma-ray (imaging technologies) Neutron Inspections (explosives and Chemicals) Personal Radiation Detectors (PRDs) by radiation isotope identifiers or CO2 probe sensors for people detection inside cargo units.
Several technologies are already used in MEDA Countries.
SECURITY SYSTEMS
6. I.T. SOLUTIONS (7/12)
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DRIVER / PERSONNEL ID TECHNOLOGIES AND PROCEDURES
Best practices:
- computerised process inside ports and authentication nearby passages (e.g. biometric). These new technologies are not usual practices yet.
- A Pilot application could be developed, where computerised / electronic gate processes are already working for the identification of trucks and drivers.
ELECTRONIC SEALS (ES)
• Container seals have long been used as a loss prevention tool but high-tech alternatives are being developed, with the increasing focus on security.
• Electronic Seals could be used for improving security of supply chain, either by land and by sea; following the upstream approach of security procedures.
6. I.T. SOLUTIONS (8/12)
SECURITY SYSTEMS
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• Main Challenge: involving all stakeholders (ports / terminals, shipping companies, truckers, railways etc.), and Customs / Public Authorities
• New specific procedures reinforcing fast line security Customs operations and border crossing through ports. This may be worked.
ELECTRONIC SEAL, CARGO ID AND TRACKING SYSTEMS
• Combination of systems may provide tracking and tracing and also instant notification of container incidents and security failures.
• Progresses of satellite technology for monitoring hazardous or temperature sensitive cargoes.
6. I.T. SOLUTIONS (9/12)
COMBINED INFORMATION AND SECURITY SYSTEMS
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TRANSPORT CHAIN MANAGEMENT SYSTEMS
MoS could provide for a unique management system or proper interfaces linking the different managements systems.
• Several tools are available to manage intermodal door to door freight transport chain which main function comprises: organise and initiate transport, monitor and control operations, visualise the transport status, exchange product and transport documentation. In the MoS perspective
6. I.T. SOLUTIONS (10/12)
MANAGEMENT SYSTEMS
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TERMINAL MANAGEMENT SYSTEMS
• Modern and efficient Port Terminal management systems in use in most MEDA Countries are those of the global container transport players (NAVIS, COSMOS, etc.), those are more or less equivalent in terms of performance and functionalities, and provide for:
- efficient cargo processing, improving the Terminal throughput.
- comprehensive and flexible reporting, including an extensive range of standard reports.
- integration with third party systems and advanced gate technologies
- Import Processing, Export Processing, Transhipment Processing, Gate Operations, Yard Management, Vessel Operations, Rail Operations and Statistical Reporting.
6. I.T. SOLUTIONS (11/12)
MANAGEMENT SYSTEMS
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6. I.T. SOLUTIONS (12/12)
INFORMATION AND COMMUNICATION TECHNOLOGIES
MOST MEDA COUNTRIES ARE POTENTIALLY READY FOR AN EXTENSIVE USE OF ICT TECHNOLOGIES TO PROVIDE FREQUENT, RELIABLE AND COMPETITIVE DOOR TO DOOR FREIGHT TRANSPORT OPERATIONS INCLUDING MARITIME SERVICES:
• COVERING ALL MAIN REQUIREMENTS DEVELOPMENT PLAN FOR IMPLEMENTING ICT SYSTEMS;
• EVEN THOUGH THERE ARE DIFFERENCES IN THE LEVEL OF PROGRESS AND IN THE FIELDS OF APPLICATION.
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THANK YOU FOR YOUR ATTENTION