From Spinelli to Aponte’s MSC, from Gavio to Grimaldi, here are all the groups operating in the port of Genoa
The ongoing investigation into the entrepreneur Aldo Spinelli, accused of corruption in Liguria, has shed light on the current situation of the port of Genoa, with the real risk of slowing down or even interrupting numerous ongoing infrastructure initiatives. Second Milan Financeafter the disaster, local and national authorities were faced with the need to face an urgent reconstruction, but also to rethink the entire port infrastructure to guarantee the safety and future development of the area. This has involved a wide range of infrastructure initiatives, accompanied by intense planning and regulatory activity. However, behind this push for reconstruction lay a complex network of economic and political interests. Investigations conducted by the Genoa Prosecutor’s Office revealed the presence of important industrial groups and entrepreneurs who were trying to influence infrastructure projects to their advantage.
During the investigation, controversies emerged regarding the management of the “post-Morandi” works and the awarding of public contracts. In particular, it rebuilds Milan Financethe role of the extraordinary commissioner Marco Bucci has been the subject of criticism, with accusations of favoritism and inconsistency with the port’s recovery and development objectives. Moreover, it turned out that Grandi Navi Veloci was involved in a dispute with Spinelli concerning the former Enel bunker area in the port of Genoa, covering approximately 15,000 square metres. This controversy was facilitated by the fact that MSC had an interest in acquiring a share of the Spinelli Group (although 49% was ultimately sold to Hapag Lloyd), and both parties strongly supported the project to move the new breakwater to accommodate the latest generation of large ships in the quay.
Although MSC has consolidated a solid presence under the Lanterna, controlling several companies, including port tugs and maritime stations, and with its shipping companies active in various sectors, its large container ships are forced to anchor at PSA terminals . A similar situation occurs at La Spezia Container Terminal, where MSC holds a minority share (60% is in the hands of Contship Italia). In the past, controversies have arisen over MSC allegedly demanding preferential treatment over other shipping companies.
Msc, explains MF, had initially planned to purchase the Darsena Toscana terminal in Livorno from Schenone and the Infracapital and Infravia funds. However, the Antitrust Authority blocked the operation and the terminal was eventually acquired by Grimaldi Group. This situation could also be repeated for the San Giorgio di Gavio Terminal in Genoa, the subject of an acquisition by Ignazio Messina & C. (49% owned by MSC). However, the Antitrust Authority has expressed concerns regarding the significant impact on effective competition in the market for terminal services for rolling freight and in some markets vertically linked to the maritime transport of rolling freight. Grimaldi Group, comment MF, acted to block this sale, considering it a move to oust him from the port of Genoa, thus favoring the traffic of Messina, but above all of GNV, and used all the legal and political actions at his disposal to do so.
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