History of the port of Marseille
Since its origins, the history of the city of Marseille has always been intimately linked to its port. Through this article, discover the contemporary history of the port of Marseille, its evolution, its transformations. From a colonial port to an oil port, the economy has reorganized, but the port still constitutes the backbone of the local economy. An exciting dive into a place that is so emblematic of our city.
The beginnings of the port of Marseille
The history of the port reflects a constant expansion since the construction of a large modern port in La Joliette under the Second Empire, through extensions to Mourepiane, l'Estaque, l'Étang de Berre, Lavéra, and finally Fos-sur-Mer. This "conquest of the west" was motivated by the evolution of traffic and the need to accommodate ever larger ships, especially for the trade of hydrocarbons and containers. The port now consists of two main areas: the East basins, in the heart of the bay of Marseille, and the West basins, encompassing the Étang de Berre and Fos-sur-Mer, which centralize the majority of activities.
In the 1950s, Marseille still served as a colonial port, handling goods such as jute, cotton, or peanuts. The construction of the port of Fos in the 1960s and the improvement of facilities in the Marseille basin marked the beginning of a new era. The transition of the port from a colonial logic to an oil port accelerated with the development of a powerful oil industry around the Étang de Berre post-World War II. The massive importation of crude oil and the construction of refineries required the establishment of adapted infrastructures, such as the oil port of Lavéra and pipelines connecting the Mediterranean to the Upper Rhine.
Port of Marseille : a port that has undergone profound changes
After the Second World War, the port of Marseille underwent profound changes. These changes are linked to the political and economic situation. Marseille was the 4th largest port in the world at the end of the 19th century, but it would experience a slow degradation. Indeed, trade with the colonies of the Maghreb, Black Africa, and Indochina had given rise to an industrial fabric derived from this colonial trade. This contributed to the city's wealth and structured the economy around its port. The industry transformed the imported raw materials. But this "industrial-port" system did not survive decolonization.
In the 20th century, the extension of its installations, the specialization of its infrastructures, and the modernization of its equipment marked its transformation, culminating in its management by the Chamber of Commerce and Industry from 1881, then its reconfiguration into the Autonomous Port of Marseille (PAM) in 1966, and finally, into the Grand Port Maritime de Marseille (GPMM) in 2008.
Port of Marseille from 1967 to today
The closure of the Suez Canal between 1967 and 1975 forced a reorganization of maritime traffic and the adaptation of port infrastructure to accommodate increasingly imposing vessels. Fos-sur-Mer became a symbol of this adaptation, welcoming super-tankers and bulk carriers, and emerging as a major hub for oil and gas. The ZIP (Industrial-Port Zone) of Fos-sur-Mer attracted heavy industries, particularly in petrochemicals and steelmaking, marking the integration of the port into the globalized economy.
The period from 2007 to 2019 witnessed a decline in annual traffic, mainly due to the retreat of oil revenue. However, this phase also saw a significant diversification of its activities, with a catch-up in container transport and substantial growth in cruise ship hosting. Today, the port maintains its central role in the local economy, directly and indirectly supporting around 40,000 jobs. In parallel, the arrival of intercontinental submarine telecommunication cables has strengthened Marseille's status as a global digital exchange hub.
However, the port of Marseille faces multiple challenges to maintain its competitiveness on the international stage. Declining traffic, the decline of certain local industrial activities, and slow adaptation to new modes of freight transport highlight the need for continuous diversification and modernization.