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17 July 2025 - Year XXIX
Independent journal on economy and transport policy
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CENTRO ITALIANO STUDI CONTAINERSYEAR XX - Number 9/2002 - SEPTEMBER 2002

Trasporto fluviale

Il canale Amsterdam-Reno celebra il proprio 50° anniversario

Per Amsterdam, un collegamento col Reno efficiente e moderno rappresenta una questione rilevante da vari secoli. I traffici tra il Reno e le coste olandesi esistevano già da prima che venisse fondata la città sull'Amstel. La regolare navigazione da Amsterdam al Reno si è sviluppata sin dal 14° secolo, in particolar modo alla volta della città di Colonia, che era uno dei partners commerciali chiave di Amsterdam. Oltre alle macine ed ai manufatti di ferro, uno di principali prodotti che i caricatori del Reno trasportavano ad Amsterdam era il vino. Ma, ben prima di loro, già i Romani seguivano la via d'acqua per mezzo dei fiumi Kromme Rijn, Oude Rijn e Vecht.

Nel tardo Medio Evo, la direttrice correva per lo più lungo l'Ijssel, via Deventer. Le navi percorrevano altresì una rotta alternativa attraverso lo Zuiderzee sino al Vecht nei pressi di Muiden, per raggiungere quindi il Lek attraverso il Vaartse Rijin. Più tardi, le navi più piccole erano anche in grado di utilizzare una terza idrovia interna lungo l'Amstel ed il Weespertrekvaart sino al Vecht, il cosiddetto Keulse Vaart. Ma in qualsiasi momento nel corso del tempo, il ritmo con cui i traffici idroviari crescevano quanto a numeri e dimensioni superava il ritmo con cui le nuove rotte sostituivano quelle vecchie. I fiumi erano troppo poco profondi e le idrovie e le chiuse troppo piccole per consentire il passaggio alle navi del Reno sempre più grandi.

Il canale Merwede

Anche il canale Merwede, utilizzato dal 1892 in poi, si rivelò dopo solo pochi anni insufficiente per il sempre crescente traffico da e per Amsterdam. Una delle limitazioni del canale era costituita dal fatto che esso poteva far passare contemporaneamente solo con grande prudenza le navi di oltre 2.000 tonnellate che era in grado di accogliere e quelle del tipo maggiore permesso. Perciò vi erano limitazioni alle partenze notturne, alla velocità di rimorchio ed alla lunghezza delle navi. I sorpassi non potevano assolutamente essere presi in considerazione, il che significava che le navi più veloci dovevano attardarsi dietro ai rimorchiatori più lenti. Il canale, però, andava a colmare un evidente vuoto nella rete navigabile, il che lo rendeva molto popolare. Esso divenne presto l'idrovia più trafficata dei Paesi Bassi.

Anche i tanti ponti girevoli e ferroviari lungo la via d'acqua erano fonte di notevoli ritardi e le chiuse di Vreeswijk ed Utrecht presto non furono più in grado di far fronte alla sfida. Nel suo libro "Un secolo di impianti idrici nei Paesi Bassi", Ger H. Knap fornisce un'interessante descrizione delle conseguenze del traffico eccessivo attraverso le chiuse di Vreesvijk, dove occorreva passare per viaggiare dal canale al Lek: "E lentamente la situazione era divenuta tale che durante l'anno la maggior parte dei figli dei naviganti erano nati a Vreeswijk: che poi era il posto dove si trovavano le ostetriche e quindi le mogli dei naviganti avevano tutto il tempo di diventare madri. Questo, perché talvolta ci volevano ore se non giorni per passare le chiuse e certe volte si formava una tale fila di navi che per passare la chiusa ci voleva più di una settimana".

La costruzione del canale Amsterdam-Reno

Si doveva fare qualcosa, se Amsterdam voleva conservare la propria importanza come porto ed assumere una posizione competitiva per il futuro. Nel 1921, una commissione statale pubblicò i primi risultati di uno studio circa il modo più efficace per "realizzare al più presto possibile" una rotta navigabile più ampia da Amsterdam al Reno Superiore.

Fu necessario aspettare sino al 27 marzo 1931 perché venisse approvata una legge per la costruzione del nuovo canale da Amsterdam all'Alto Reno, con un ramo secondario verso il Lek nei pressi di Vreesvijk: il canale Amsterdam-Reno. Dopo attenta valutazione, tutte le parti coinvolte erano pervenute ad un accordo circa il percorso del canale. Da Amsterdam ad Utrecht, la nuova idrovia avrebbe seguito lo stesso percorso del canale Merwede, che avrebbe dovuto essere adattato. La vecchia larghezza di 33 metri avrebbe dovuto essere raddoppiata e tutto il canale avrebbe dovuto essere scavato sino a 4,20 metri. Da Utrecht a Tiel via Wijk bij Duurstede, invece, avrebbe dovuto essere scavato un canale interamente nuovo, con un ramo da Jutphaas a Vreesvijk.

Non era previsto che il nuovo canale fosse del tutto privo di chiuse. Il canale, infatti, prevedeva chiuse a Wijk bij Duurstede ed a Tiel. Le chiuse di Ravenswaay sarebbero state attivate solamente nel caso vi fosse un livello dell'acqua eccezionalmente alto nel Lek, il che si sarebbe verificato più o meno 10 giorni all'anno. Persino le navi renane più grandi non sarebbero state ostacolate dai ponti, la cui altezza era prevista in nove metri, e dall'ampiezza del canale, pari a 82 metri per quasi tutto il percorso.

Ma il principale vantaggio derivante dalla costruzione del canale era rappresentato dall'abbreviamento di non meno di 40 km. del percorso da Amsterdam al confine tra Olanda e Germania a Lobith rispetto al vecchio percorso del canale Merwede. I 160 km. da Amsterdam a Pannerden costituivano l'idrovia più corta da qualsivoglia porto del Benelux al confine tedesco.

Vent'anni di pianificazione, costruzione e ritardi

Il nuovo canale avrebbe finalmente dato ad Amsterdam, ancora una volta, una connessione a tutti gli effetti con l'hinterland, e più in particolare con l'importante area della Ruhr. Ciò migliorò in modo eclatante la posizione del porto di Amsterdam rispetto ai suoi concorrenti, e, quando la legge venne approvata, Amsterdam poté tirare un sospiro di sollievo. Ma quasi subito dovette rimangiarselo, poiché la costruzione del canale Amsterdam-Reno doveva rivelarsi una lunga successione di interruzioni e ritardi sia durante le fasi preliminari che durante la costruzione stessa.

Una volta procurato il finanziamento relativo al nuovo canale, i lavori ebbero inizio nel 1934 con completamento previsto in programma per il 1941. Ma la seconda guerra mondiale gli mise i bastoni tra le ruote. L'ampliamento del canale da Utrecht a Vreesvijk era stato ultimato prima che la guerra cominciasse ed anche le chiuse Beatrix di Vreesvijk erano già diventate operative. Nel 1938, i lavori erano progrediti al punto tale che le chiuse di Wijk bij Duurstede erano state portate a termine e l'anno dopo erano state completate anche le chiuse di Ravenswaay. La costruzione delle chiuse Principe Bernardo nei pressi di Tiel continuò sino al 1943, ma in seguito le forze d'occupazione ordinarono la sospensione dei lavori.

Dopo la guerra, la penuria di materiali e problemi di bilancio fecero sì che i lavori tornassero alla normalità solo nel 1948. Il 21 maggio 1952, la Regina Giuliana finalmente inaugurò il canale Amsterdam-Reno. "E' bene constatare" afferma Wim Barneveld del dipartimento dei lavori pubblici "che anche a quei tempi la preparazione richiese molto più tempo dell'esecuzione".

Il rinnovamento del nuovo canale

Ma anche il nuovo canale presentò subito l'esigenza di essere ampliato a causa della crescita dei trasporti fluviali e delle maggiori dimensioni delle navi, in particolar modo in conseguenza della diffusione dei rimorchiatori a spinta. Questi lavori cominciarono nel 1965 col rinnovamento dei ponti ferroviari nei pressi di Utrecht e Weesp, che risalivano ai tempi del canale Merwede e presentavano un'ampiezza disponibile di 40 metri scarsi. Da Amsterdam a Wijk bij Duurstede, quasi tutto il canale per intero venne allargato sino a 100 metri e portato sino alla profondità di sei metri. Chiuse secondarie, lunghe 260 metri e larghe 24 metri, vennero costruite a Wijk bij Duurstede e Tiel al fine di accogliere i convogli di chiatte formati da quattro unità. Nel 1981, l'intero canale Amsterdam-Reno venne ufficialmente aperto ai convogli formati da quattro chiatte.

Una storia che non finisce mai

Peraltro, persino dopo quell'apertura il canale Amsterdam-Reno rimase in costruzione. Dal 1989 al 1994, la profondità dell'intero canale venne portata a sei metri. La maggior parte dell'idrovia era già abbastanza profonda e solo i porti franchi di Wijk bij Duurstede, Ravenswway e Tiel, nonché l'estuario del canale e la soglia della chiusa di Zeeburg ad Amsterdam costituivano ancora degli ostacoli. Il 23 marzo 1994 anche questi ultimi erano stati portati ad una profondità sufficiente, il che stava a significare che il canale, porti franchi compresi, avrebbe potuto essere aperto alle navi con pescaggio di quattro metri.
(da: Haven Amsterdam, vol. 34, n° 2- 2002)


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Brussels
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Modena
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Fincantieri Foundation and Luiss University launch a project to strengthen the safety of underwater infrastructure.
Trieste
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Confindustria's event on the maritime economy will take place in Rome on July 15th.
Rome
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Thiruvananthapuram
Temporary detention of the vessel "MSC Akuteta II" granted
Trasportounito requests the cancellation of the renewal procedure of the Central Committee of the Register of Hauliers
Rome
New seizure of a load of cocaine in the port of Gioia Tauro
Reggio Calabria
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Tokyo
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Copenhagen
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Genoa
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Tsuneishi Shipbuilding Co. acquired Mitsui E&S Shipbuilding Co.
Hiroshima/Tokyo
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Rome
Unexpected opportunity - he underlines - for the Mediterranean ports and Italian ones in particular
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Miami
Negotiations underway since the end of 2024 have been successfully concluded
At The International Propeller Clubs the Dorso Award for the Mediterranean area
Naples
In recognition of the primary role played by logistics operators in Mediterranean traffic
ABB Signs Service Agreement with Royal Caribbean Cruise Line
Zurich
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P&O Maritime Logistics (DP World Group) to acquire 51% of NovaAlgoma Cement Carriers
Lugano
Nova Marine Holding and Algoma Central Corporation will retain 49%
Stable freight traffic in the ports of Genoa and Savona-Vado Ligure in May
Genoa
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Consilium Safety Group Expands Presence in Türkiye and Maritime Market
Gothenburg
Ares Marine acquired
Fincantieri has opened a new Innovation Antenna in South Korea
Seoul
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The first InnoWay freight railcars have left the Bagnoli della Rosandra plant
Trieste
Once fully operational, the production of over 1,000 light wagons and up to 3,000 trolleys per year is expected.
The commissioners of various AdSPs also assume the powers attributed to the Management Committees
Rome
Provisions for the port authorities of the Ionian Sea, the Central-Northern Adriatic Sea, the Eastern Ligurian Sea and the Northern Tyrrhenian Sea
Ferrara-based INCICO acquires Italiana Sistemi and focuses on transport engineering
Ferrara/Naples
It specializes in infrastructure and plant engineering in the railway and road sectors
Hupac announces expansion of Duisburg-Singen shuttle with connections to Italy
Noise
Daily departures will be made
The transfer of 80% of Louis-Dreyfus Armateurs' capital to InfraVia has been implemented
Suresnes/Paris
The Louis-Dreyfus family retains the remaining 20%
Port of Genoa, green light for extension of concession to Spinelli until September 30
Genoa
Ok also to the extension to the Campostano group
The National Maritime Fund has started the recognition of scholarships
Genoa
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RFI and MIT sign the update to the program contract for approximately 2.1 billion
Rome
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San Giorgio del Porto delivers a vessel for the bunkering of liquefied natural gas
Genoa
It was built for Genova Trasporti Marittimi
Raffaele Latrofa appointed president of the AdSP of the Central-Northern Tyrrhenian Sea
Rome
He is the deputy mayor of Pisa
Pisano (AdSP Liguria Orientale): the ports of La Spezia and Carrara have integrated almost perfectly
La Spezia/Bari
The Special Commissioner of the Southern Adriatic Sea Port Authority has been appointed.
India's Mazagon Dock Shipbuilders Acquires Control of Sri Lanka's Colombo Dockyard
Mumbai
Investment of approximately 53 million dollars
The Commissioner of the Western Ligurian Sea Port Authority has been granted the powers and prerogatives of the Management Committee
Genoa
The measure pending the restoration of the ordinary top management bodies
The Three-Year Operational Plan 2025-2027 of the Central Adriatic Port Authority has been approved
Ancona
Favorable opinion of the Sea Resource Partnership Body
The public meeting of the International Containers Studies Center will be held in Genoa on July 2nd
Genoa
It will deal with the physical transformations of the container and the digitalization of processes
Andrea Ormesani is the new president of Assosped Venezia.
Venice
The board of directors has been renewed. Paolo Salvaro remains general secretary.
Witte (ISU): In 2024, the ship salvage sector stabilized from the low of two years ago
London
PORTS
Italian Ports:
Ancona Genoa Ravenna
Augusta Gioia Tauro Salerno
Bari La Spezia Savona
Brindisi Leghorn Taranto
Cagliari Naples Trapani
Carrara Palermo Trieste
Civitavecchia Piombino Venice
Italian Interports: list World Ports: map
DATABASE
ShipownersShipbuilding and Shiprepairing Yards
ForwardersShip Suppliers
Shipping AgentsTruckers
MEETINGS
Confindustria event on the sea economy in Rome on July 15th
Rome
The public meeting of the International Containers Studies Center will be held in Genoa on July 2nd
Genoa
››› Meetings File
PRESS REVIEW
Why Malta is objecting to a new price cap on Russian oil
(timesofmalta.com)
US has its eye on Greek ports
(Kathimerini)
››› Press Review File
FORUM of Shipping
and Logistics
Intervento del presidente Tomaso Cognolato
Roma, 19 giugno 2025
››› File
Finnish Elomatic to Install Tunnel Thrusters on 11 Carnival Cruise Ships
Turku
The works will begin next autumn and will end in 2028
The Assarmatori assembly will be held in Rome on July 1st
Rome
"Mediterranean against the current" the theme of the meeting
Fincantieri has delivered the new cruise ship Viking Vesta to the American Viking
Trieste/Los Angeles
It was built in the Ancona shipyard
The Genoa Coast Guard has placed the container ship PL Germany under administrative detention
Genoa
The Italian Navy has commissioned two new Multipurpose Combat Ships from Fincantieri.
Trieste
The order to the shipbuilding company is worth 700 million euros
MSC Group to manage cruise services in the ports of Bari and Brindisi
Bari
Ten-year concession with the possibility of extension
German Kombiverkehr Returns to Profit in 2024
Frankfurt am Main
The level of revenues remained unchanged at 434.6 million euros.
Deltamarin to design the six new ro-pax vessels ordered by Grimaldi for the Mediterranean routes
Turku
The practice of subcontracting in European logistics is creating a parallel labour market where rights are not enforced
Brussels
"Sorry, We Subcontracted You" Report Presented
Tomorrow Grendi will launch the group's fourth ship on routes to and from Sardinia
Milan
"Grendi Star", with a load capacity of 2,800 linear meters, will connect Marina di Carrara and Cagliari
FREMM frigates operational support contract signed between Orizzonte Sistemi Navali and OCCAR
Taranto
The agreement has a total value of approximately 764 million euros
Call to reform the entire driver training system in the transport sector
Rome
Seven proposals presented
In the port of Gioia Tauro, the Guardia di Finanza soldiers seized 228 kilos of cocaine
Reggio Calabria
Two dockers arrested
Port of Livorno, new observatory to find solutions to the problem of port congestion
Leghorn
Marilli: We will seek solutions to reach the possible revocation of the port fee
Lockton PL Ferrari closed the last fiscal year with gross revenues of 34 million dollars
Genoa
Insurance premium volume rose to 350 million
Polish Trans Polonia Group acquires Dutch Nijman/Zeetank Holding
Tczew
It specializes in the transportation and logistics of liquid and gaseous products
d'Amico Tankers Sells Two 2011-Built Tankers for $36.2 Million
Luxembourg
They will be delivered to buyers by the end of July and on December 21st.
The Italian Merchant Marine Academy plans 13 new free courses
Genoa
Over 300 positions available
A delegation of Wista Italy visits the ports of Catania and Augusta
Catania/August
The association is made up of women who hold positions of responsibility in the maritime, logistics and trade sectors.
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