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03 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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Alberto Dellepiane confirmed as president of Assorimorchiatori
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The composition of the entire association leadership remains unchanged
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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
The Assarmatori assembly will be held in Rome on July 1st
Rome
"Mediterranean against the current" the theme of the meeting
The public meeting of the International Containers Studies Center will be held in Genoa on July 2nd
Genoa
››› Meetings File
PRESS REVIEW
US has its eye on Greek ports
(Kathimerini)
Proposed 30% increase for port tariffs to be in phases, says Loke
(Free Malaysia Today)
››› Press Review File
FORUM of Shipping
and Logistics
Intervento del presidente Tomaso Cognolato
Roma, 19 giugno 2025
››› File
Structural adaptation works on dock 23 of the port of Ancona awarded
Ancona
Intervention worth over 11.8 million euros
Conference on the role of LNG and bioLNG for the decarbonisation of transport and industry
Rome
The Federchimica-Assogasliquidi event will take place on Monday in Rome
Dutch Bolidt increases presence in cruise ship sector with acquisition of American Boteka
Hendrik Ido Ambacht
Contship Italia has acquired the Genoese customs services company STS
Melzo
The Ligurian company was founded in 1985
Francesco Benevolo has been appointed extraordinary commissioner of the AdSP of the Central-Northern Adriatic Sea
Rome
He is the operations director of RAM - Logistics, Infrastructure and Transport
Montaresi resigns as commissioner of the Eastern Ligurian Port Authority
The Spice
In the eight months of administration - he underlines - we have not lost even a second
Gurrieri has been appointed extraordinary commissioner of the AdSP of the Eastern Adriatic Sea
Trieste
Pending the completion of the formal process for the designation of the president
The commissioners of the AdSP of Western Liguria have handed over their mandate to Minister Salvini
Genoa
The decision is part of the process of designation and nomination of the new leaders
Confetra criticizes the provisions of the decree-law Infrastructure for road transport
Rome
The Confederation urges the blocking of the process of appointing the presidents of the port authorities
Taiwanese Evergreen, Yang Ming and WHL saw revenue decline in May
Keelung/Taipei
The decline is accentuated for the two main companies
South Korea's KSOE wins order to build eight 15,900 TEU containerships
Seongnam
The unit value of each vessel is approximately $221 million.
First port terminal for car traffic of Greek Neptune Lines
Piraeus
It will be inaugurated next year in the French port of Port-La Nouvelle
The assembly of the association of Genoese maritime agents and brokers will be held on June 16th
Genoa
Round Table on Genoa, the hub of the North West and the Mediterranean
BN di Navigazione Board of Directors Renewed
Genoa
BluNavy aims to reach one million passengers by 2025
Viking Line designs world's largest all-electric ro-pax vessel
Viking Line designs world's largest all-electric ro-pax vessel
Åland
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