{"id":36842,"date":"2026-01-05T16:32:59","date_gmt":"2026-01-05T15:32:59","guid":{"rendered":"https:\/\/www.adriaports.com\/uncategorized\/trieste-visintin-without-new-maritime-services-the-port-slows-down\/"},"modified":"2026-01-13T18:25:03","modified_gmt":"2026-01-13T17:25:03","slug":"trieste-visintin-without-new-maritime-services-the-port-slows-down","status":"publish","type":"post","link":"https:\/\/www.adriaports.com\/en\/shipping-en\/trieste-visintin-without-new-maritime-services-the-port-slows-down\/","title":{"rendered":"Trieste, Visintin: \u00abWithout new maritime services the port slows down\u00bb"},"content":{"rendered":"

TRIESTE –<\/strong> Traffic at the Port of Trieste is showing mixed signals, and Stefano Visintin, president of Confetra Fvg<\/strong>, urges a clear distinction between structural factors and temporary dynamics. Economic decoupling, climate change and new geopolitical balances are elements here to stay, while the Red Sea crisis and the current marginalisation of the Mediterranean are seen as transitory phases. To remain central, Trieste must strengthen its role on Indo-Mediterranean corridors, focus on rail, digitalisation and regional logistics integration<\/strong>, offering the market a complete and flexible range of services, without giving up its maritime vocation.<\/p>\n

Container, Indo-Mediterranean corridors and rail: priorities for the future of the port in Friuli Venezia Giulia<\/p>\n

In recent months the Port of Trieste has shown at least mixed signals in terms of traffic. From the operators\u2019 point of view, which dynamics should be read as structural and which as temporary?<\/strong>
\n\u00abSome factors are beyond our control and cannot be managed by us: natural disasters, climate change, trade wars and wars fought with weapons. We can only try to adapt our port system to react to these factors, reduce their negative consequences and, if possible, exploit the opportunities hidden in the problems. Structural, at least in the medium term, is the decoupling (separate growth paths, ed.) of the European economy from the Chinese and Russian ones, just as major climate changes are structural. I believe the Red Sea crisis and the marginalisation of the Mediterranean\u2014and therefore of the Adriatic\u2014on container ship routes are temporary\u00bb.<\/p>\n

How can we avoid the marginalisation of the Adriatic?<\/strong>
\n\u00abAs history teaches us starting with Pasquale Revoltella, the Suez Canal is indispensable for maritime traffic involving the Upper Adriatic and, despite attempts to make the European economy independent from the Chinese one, the flow of goods between the Far East and Europe will keep growing for a long time; if Europe were to conclude a free trade agreement with India, that flow is set to increase. We can do everything necessary for Trieste to be a credible and effective hub serving the European economy on a viable, secure, digitally connected Indo-Mediterranean corridor. But at the same time we must develop the so-called Middle Corridor, linking mainland China to Central Europe through the Caucasus and Turkey. Just as we must strengthen connections with all Mediterranean countries, starting with Egypt and Morocco, with full-container, multipurpose and Ro-Ro services. We must be systematically more flexible and able to provide solutions for every maritime transport segment, including general cargo, dry and liquid bulk\u00bb.<\/p>\n

Beyond the obvious need to complete the port and rail infrastructure already under way or planned, what else can be done?<\/strong>
\n\u00abWhat our category can do is promote commercial relations and knowledge among economic operators working along this corridor. Every logistics corridor is born from market demand, to which states are pushed to respond: we can understand the market in advance, by talking with our clients and with our agents around the world, and give useful indications to institutions, which can integrate them into their foreign policy\u00bb.<\/p>\n

Do you think about the IMEC corridor and how Trieste can become a hub on this corridor?<\/strong>
\n\u00abI think about the Indo-Mediterranean corridor of which IMEC is part, without claiming to replace Suez, but with the awareness that alternatives to the Canal must be provided precisely by creating redundancy and greater reliability. No port can, on its own, be the only port of the Indo-European corridor, but Trieste has the prerequisites to be the only European port of IMEC, because the last maritime leg will connect an Israeli port with the European port best positioned to reach, by rail, the final European destinations, from Germany to the Baltics\u00bb.<\/p>\n

So it will be necessary to have all available space in port terminals and to integrate ports, rail and hinterland hubs within the Friuli Venezia Giulia logistics system. Where do you see today the most critical bottlenecks for companies?<\/strong>
\n\u00abConcrete steps have been taken towards integrating the regional logistics platform, but we still need to improve access to the services offered by this platform for companies, especially regional ones. Here the activity of freight forwarders can still play a decisive role, as they are able to combine services offered by different parties into a single multimodal solution. But we must move forward quickly, while waiting for the completion of the major infrastructure works\u00bb.<\/p>\n

Friuli Venezia Giulia is often cited as an \u201cadvanced\u201d system in logistics. Is there a risk that this narrative is more institutional than actually perceived by operators on the ground?<\/strong>
\n\u00abThe risk is real, and avoiding it is up to all of us, companies and public administration. To be able to offer economically competitive solutions, we still need to solve some critical issues: first of all the physical and digital connection between the three ports and the four interports of regional interest\u00bb.<\/p>\n

In what sense does the physical connection need to be strengthened?<\/strong>
\n\u00abPhysical connection is sufficiently guaranteed from a road standpoint, but we are all aware that in the short term road haulage will not be able to support efficiently all freight movements between these logistics centres. Rail connection is therefore not only a sustainability goal, but a concrete necessity to handle higher traffic volumes, reduce cargo waiting times in port terminals and increase higher value-added operations at inland terminals and regional intermodal hubs. The infrastructure works under way will improve the situation, even if the Monfalcone\u2013Trieste section still has to be fully designed: Councillor Amirante (regional councillor for Infrastructure and Territory, ed.) recently brought the issue to public attention and we are ready to support her in this politically complex undertaking. But if lead times for works are long, there are management choices that could immediately improve connectivity, by rationalising regional investments: we trust in the Region taking responsibility and a role, identifying a single manager for the regional rail area, and in interports aligning timetables and procedures with those of port terminals\u00bb.<\/p>\n

Digitalisation is usually always placed at the top of the to-do list, but we are still here talking about it…<\/strong>
\n\u00abUnfortunately yes, and often adherence to projects is only superficial, because it would be unpopular to openly declare the opposite. Digitalisation is only the practical consequence of process rationalisation and therefore it is real de-bureaucratisation, not only in relations with public administration, but also between private parties. But it scares people, because it makes inefficiencies visible and makes the parties involved accountable. At the moment, digital connection between regional hubs does not exist, because there are systems that still do not talk to each other: so we must multiply efforts to make systems interoperable with each other and with the management systems of individual terminals. The Port Community System of the Port of Trieste itself must be completed in its functionalities and must be accepted by the port terminals and the Trieste hinterland, becoming on the one hand a true customs corridor, implementing the 2016 service provisions on the Free Port; on the other, generating a logistics appointment system that provides certainty in relations between hauliers, freight forwarders and terminals. Digitalisation must therefore be accepted, shared and promoted for what it is: the vehicle for greater efficiency\u00bb.<\/p>\n

Trieste intends to strengthen its international role, but competition with other Upper Adriatic ports is also growing. What concrete levers must be defended or relaunched to remain attractive?<\/strong>
\n\u00abFrom a strategic point of view, the Upper Adriatic ports should work together to make the most of their geographical position, in the heart of Europe. But the laws of the three countries involved (Italy, Slovenia and Croatia, ed.) are different and do not foster integration and cooperation. In this historical phase it may appear that the Slovenian management model is winning, but we need to see what happens in the medium term. For the moment, competition prevails over cooperation and it is necessary to be present in all traffic segments and all cargo types, offering clients as complete a range of services as possible\u00bb.<\/p>\n

The issue of port and logistics work is becoming central again. Do companies today struggle more to find space, clear rules, or adequate skills?<\/strong>
\n\u00abSpace is the first problem and, in particular, space within the free zones is increasingly used, not always optimally. In this sense, the Port System Authority must resume its regulatory activity, in favour of the system and not the single player. Precisely. As for port labour, we must all be increasingly rigorous in applying the rules that prevent accidents, since the port environment is by definition dangerous. As for training current and potential employees, we must increasingly work with the ITS Accademia Nautica dell\u2019Adriatico in Trieste and with the LTS training centre, which has started its training activities in Monfalcone. With simulators soon available, it will also be easier to let young people experience what it feels like to operate a crane or a forklift. I believe the application of national sector contracts and the current wage level can be an attractive factor, but the real bet is to share the meaning of what we do every day: all sectors of the economy are equally important, but the port has always driven\u2014or slowed\u2014the development of the city of Trieste and the Region, as is easily shown by demographic statistics over the last two centuries\u00bb.<\/p>\n

From a practical point of view, how can this be done?<\/strong>
\n\u00abWe must always remember that the name of Trieste travels the world through the goods handled by the port, and we must ensure that all those who work in the port are proud and aware of it, as well as receiving fair compensation, and that we are able to keep this system open to the contribution of effort and ideas by people coming from other parts of Europe and the world, because that is in the genetic code of the port and the city. If there is one thing I miss about the past, it is precisely greater humanity and the practical possibility of exchanging, in an inn or down on the quay, food, ideas, experiences. I realise how much more complex it is now to recreate spaces for sharing, especially informal ones, but it is an effort we should try to make together with workers\u2019 representatives and the Port System Authority\u00bb.<\/p>\n

One of the paradoxes proposed by Zeno D\u2019Agostino was the antithesis \u201cthe port\u2019s future is not in the port\u201d. Would you like, therefore, to refute it?<\/strong>
\n\u00abFor me, the paradox has two current meanings. The first is that the development of the Port of Trieste can only be achieved by developing the rail network that connects it to its natural markets and by integrating the interports of regional interest into a single logistics platform. The second meaning starts from the consideration that port work is increasingly standardised and mechanised and therefore we cannot think of increasing value added and the number of jobs solely by increasing transit traffic through the port, but we need to offer a complete range of logistics services and first-stage industrial processing, above all by leveraging the customs regime of the Free Port. But we must also face reality: a port has no present, nor future, if it does not have maritime services, ships, lines that connect it to other ports around the world. 2025 showed that the port slowed down due to a lack of services, especially in the container segment: we must therefore understand the causes and remove the problems, because the future of the port and of the city of Trieste is still and always the port\u00bb.<\/p>\n","protected":false},"excerpt":{"rendered":"

TRIESTE – Traffic at the Port of Trieste is showing mixed signals, and Stefano Visintin, president of Confetra Fvg, urges a clear distinction between structural factors and temporary dynamics. Economic decoupling, climate change and new geopolitical balances are elements here to stay, while the Red Sea crisis and the current marginalisation of the Mediterranean are […]<\/p>\n","protected":false},"author":2,"featured_media":36760,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"","_et_pb_old_content":"","_et_gb_content_width":"","footnotes":""},"categories":[25,26],"tags":[],"class_list":["post-36842","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-logistics","category-shipping-en","et-has-post-format-content","et_post_format-et-post-format-standard"],"yoast_head":"\nTrieste, Visintin: \u00abWithout new maritime services the port slows down\u00bb - AdriaPorts<\/title>\n<meta name=\"description\" content=\"Container, Indo-Mediterranean corridors and rail: priorities for the future of the port in Friuli Venezia Giulia\" \/>\n<meta name=\"robots\" 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