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CENTRO ITALIANO STUDI CONTAINERSYEAR XVII - Number 4/99 - APRIL 1999

Studies and research

La classifica mondiale 1998 dei porti containerizzati

Singapore è stato il porto containerizzato più attivo del mondo nel 1998, avendo movimentato 15,1 milioni di TEU, con un incremento del 6,8% rispetto al 1997.

TABELLA 1
PRIMI 30 PORTI CONTAINERIZZATI NEL 1998 (IN TEU)
ClassificaPorto19981997Cambiamento %
1 (2)Singapore15.100.00014.135.0006,8
2 (1)Hong Kong14.650.000 *14.567.0000,6
3 (3)Kaohsiung6.271.0535.693.33910,1
4 (4)Rotterdam6.032.000 *5.494.65510,3
5 (5)Busan5.752.9555.233.8809,9
6 (6)Long Beach4.097.6893.504.60316,9
7 (7)Amburgo3.550.0003.337.4776,3
8 (9)Los Angeles3.378.2182.959.71514,1
9 (8)Anversa3.265.7502.969.18910,0
10 (11)Shanghai3.066.0002.520.00021,7
11 (10)Dubai2.800.0002.600.0857,7
12 (15)Felixtowe2.500.000 *2.251.37911,0
13 (12)New York/New Jersey2.450.000 *2.456.886-0,003
13 (14)Tokyo2.450.000 *2.322.0005,5
15 (13)Yokohama2.200.000 *2.347.635-6,3
16 (27) **Gioia Tauro2.125.6401.448.53146,7
17 (17)Kobe2.087.000 *1.944.1477,3
18 (19) **San Juan1.992.150 *1.781.25011,8
19 (19)Tanjung Priok1.898.0691.908.711-0,006
20 (23) **Algesiras1.825.6141.537.62718,7
21 (22) **Port Klang1.820.0181.684.5088,0
22 (20)Brema/Bremerhaven1.820.0001.703.2196,9
23 (16)Manila1.716.212 *2.121.074-19,1
24 (21) **Colombo1.710.0001.687.5081,3
25 (18)Keelung1.706.8741.981.175-13,8
26 (28) **Oakland1.575.4061.531.1882,9
27 (26) **Seattle1.540.0001.476.8144,3
28 (38) **Laem Chabang1.424.7021.023.67139,2
29 (25) **Nagoya1.420.000 *1.498.137-5,2
30 (32) **Le Havre1.320.0001.185.00011,4
Note:  * = dati stimati; ( ) = classifica 1997; ( )** = classifica 1997 basata sulla classifica dei traffici portuali riportata nel Containerisation International Yearbook 1999.
Fonti: Porti; dati di Containerisation International e di Containerisation International Yearbook 1999.

Il fatto che questo porto del Sud-Est asiatico abbia sorpassato quello che da lungo tempo era il capoclassifica mondiale, vale a dire Hong Kong, i cui risultati in termini di TEU sono cresciuti solamente dello 0,6% fino a 14,65 milioni di TEU stimati, non fa altro che sottolineare una delle linee di tendenza evidenziate dalla classifica dei 30 maggiori porti containerizzati del mondo stilata da Containerisation International: vale a dire, la crescente importanza dei porti-nodo di pari passo con la preferenza accordata dai vettori alle navi più grandi sulle arterie di traffico, con la conseguenza che cercano di riempirle di contenitori da collegare ai traffici da e per i noleggiatori.

L'analisi delle prestazioni dei porti, riportata in dettaglio nella Tabella 1, mostra come alcuni degli incrementi maggiori siano stati conseguiti da porti che fanno affidamento sui traffici di raccordo per gran parte della propria attività. Oltre a Singapore, tra loro vi sono Gioia Tauro in Italia ed Algesiras in Spagna, così come San Juan in Portorico nei Caraibi.

Sospinto dall'acquisizione di altri servizi e da un'organica crescita dei traffici, Gioia Tauro ha conseguito la più alta percentuale in aumento dell'intera classifica, scalando 11 posizioni fino ad attestarsi al 16° posto. Tuttavia, è improbabile che il suo MCT (Medcenter Container Terminal) possa essere in grado di sostenere la spettacolare espansione ottenuta nel corso dei suoi primi tre anni di attività e si prevede che quei volumi cominceranno a stabilizzarsi.

Alcuni nodi già affermati, come ad esempio Dubai negli Emirati Arabi Uniti, hanno sperimentato lo scorso anno un rallentamento dell'attività di trasbordo, sebbene esso sia stato ancora in grado di conseguire una rispettabile crescita nel complesso. Secondo Sultan Bin Sulayem, presidente dell'Autorità della Zona Franca di Jebel Ali e direttore esecutivo della DPA (Autorità Portuale di Dubai), i carichi containerizzati per le importazioni ed esportazioni provenienti dal o destinate al mercato locale di Dubai costituiscono più della metà dei risultati containerizzati della DPA. Il trasbordo di per se stesso è cresciuto del 2% nel 1998. Meno fortunato è stato un altro nodo storico, Colombo nello Sri Lanka, dove il traffico di trasbordo risulta essere calato lo scorso anno del 3,4% sino a 1,19 milioni di TEU.

Di persino maggiore rilievo nel determinare quali porti abbiano conseguito aumenti e quali invece abbiano subito delle perdite nel 1998 è stata la crisi economica asiatica. L'impatto negativo che ciò ha avuto sui volumi di certi porti risulta evidentissimo nel caso di Manila, dove sulla base delle stime ricavate dai dati del Containerisation International Yearbook (il porto non ha inviato dati utili per questa analisi) i risultati sono scivolati di più del 19% nel 1998.

Un altro porto del Sud-Est asiatico che ha avvertito l'impatto della propria crisi economica locale, così come quella dell'Asia intera, è stato Tanjung Priok (Indonesia), dove i volumi hanno subito una stagnazione dopo molti anni di crescita sostenuta. Tuttavia, alcuni porti del Sud-Est asiatico sono ancora riusciti a conseguire aumenti in termini di TEU (Port Klang in Malaysia e Laem Chabang in Tailandia). La prestazione di quest'ultimo è stata la più notevole della regione in termini percentuali (39,2%). Inoltre, per la prima volta Laem Chabang ha movimentato più TEU di Bangkok, dove i volumi sono cresciuti del 9,9% sino a 1.113.756 TEU.

In Giappone, solo Kobe e Tokyo hanno fatto registrare risultati positivi, mentre Nagoya e Yokohama sono calati. Allo stesso modo, a Taiwan i TEU di Kaohsiung sono aumentati di più del 10% mentre le fortune di Keelung hanno continuato a declinare. Il primo attribuisce in parte le proprie prestazioni alla privatizzazione. La crescita del 9,9% del porto sud-coreano di Busan è stata leggermente minore in termini percentuali rispetto a quella fatta registrare nel 1997.

I significativi incrementi mostrati dai porti statunitensi di Long Beach e di Los Angeles, in California, rispettivamente del 16,9% e del 14,15, sono direttamente attribuibili al flusso delle importazioni asiatiche negli Stati Uniti lo scorso anno. L'impatto della crisi asiatica si è avuto anche sugli altri porti della Costa Occidentale degli Stati Uniti presenti nella classifica dei primi 30 (Oakland e Seattle). Per contro, New York/New Jersey, i cui carichi provengono da zone geografiche diverse, ha visto la propria attività containerizzata stagnare lo scorso anno.

I sei porti dell'Europa nord-occidentale presenti nella classifica dei primi 30 porti mondiali, vale a dire Rotterdam (nei Paesi Bassi), Amburgo e Brema7Bremerhaven (in Germania), Anversa (in Belgio), Felixtowe (nel Regno Unito) e Le Havre (in Francia), hanno tutti quanti assistito ad una crescita dei propri traffici containerizzati. Alcuni, come Anversa, hanno preso atto che il proprio tonnellaggio di carichi containerizzati è cresciuto ad un ritmo più lento (6% per il porto belga), il che riflette un aumento delle movimentazioni dei vuoti a causa della crisi asiatica. Anche Amburgo ha precisato che il proprio incremento del traffico asiatico dell'ordine del 9,6% è stato dovuto principalmente alle movimentazioni di vuoti. E' significativo come Le Havre abbia spiegato che nell'ambito dei propri traffici containerizzati il trasbordo sia aumentato del 28,7%, dimostrando così la crescente importanza del traffico di raccordo per i porti che normalmente non vengono annoverati nella categoria degli scali "nodo".

Comunque sia, riuscirà Singapore a conservare nel 1999 la sua attuale prima posizione in classifica? Hong Kong sembra determinata a cercare di riguadagnare quella posizione, ma la sua recessione locale e la crescente importanza dei porti del continente cinese potrebbe frustrare il suo sforzo di divenire maggiormente competitivo. La crescita del 21% di Shanghai per più di 3 milioni di TEU movimentati nel 1998 evidenzia la sfida che Hong Kong si trova a dover affrontare.
(da: Containerisation International, marzo 1999)

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