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Independent journal on economy and transport policy
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COUNCIL OF INTERMODAL SHIPPING CONSULTANTSYEAR XXII - Number 6/2004 - JUNE 2004

Progresso e tecnologia

Nuove ro-ro ad alta velocità

Secondo la società di progettazione navale BMT Nigel Gee and Associates, con sede a Southampton, le strade europee, assai congestionate, faranno sì che il continente batta sul tempo il resto del mondo in relazione all'introduzione di navi ro-ro più veloci dell'ultima generazione.

"Ritengo che assisteremo alla comparsa di un sacco di navi ro-ro in più in Europa" afferma Nigel Gee. "Ci sono numeri evidenti di fronte a noi. Quello più importante ci conferma che, a meno che non vi siano clamorosi cambiamenti, avremo il 50% in più di traffico merci sulle strade dell'Europa nel giro dei prossimi 10 anni di tempo".

A parte la pressione da congestionamento sulle strade europee, vi sono certe rotte - come quella dalla Spagna all'Italia - che a giudizio di molti operatori del trasporto possono essere meglio servite dalle ro-ro, e quindi hanno cominciato ad essere introdotte nuove navi e nuovi servizi.

Gee afferma che la questione in ordine alla necessità che queste navi siano veloci o meno è strettamente correlata alla lunghezza del viaggio ed agli orari. Aggiunge poi che tutte le linee vorrebbero orari razionali e che la BMT, una consociata della British Maritime Technology, ha scoperto un certo numero di operatori cui piacerebbe di riuscire a coprire 640-800 km al giorno.

Ciò comporta l'esigenza di navi che corrano a più di 35 nodi, cosa secondo la società di consulenza impossibile con una nave convenzionale monoscafo.

"Se si prende una ro-ro convenzionale di 120-150 metri e si prova a farla andare ad oltre 27-28 nodi, il consumo di carburante va fuori scala" dice Gee.

L'idea che debba esservi un modo migliore per far sì che una nave vada più veloce, è ciò che ha indotto la società a sviluppare il suo lungo e sottile scafo Pentamaran, in grado di sostenere velocità superiori a 40 nodi, aggiunge.

La concezione Pentamaran, per la quale uno scafo slanciato viene stabilizzato da due paia di strutture laterali del tipo a pinna, realizza un'ampia area per il trasporto dei carichi per gran parte della lunghezza della nave.

Essa promette altresì buone proprietà di tenuta del mare ed il mantenimento della velocità in altomare ed in condizioni difficili, quali quelle sperimentate in zone come la Baia di Biscaglia.

"Si tratta di una scienza molto semplice: non vi è assolutamente dubbio che, se si vuole andare più veloci, allora lungo e sottile è la risposta" afferma Gee.

Ma ogni nuova nave deve invece tenere bassi i costi sia di acquisto che operativi, afferma Gee, sostenendo poi che i bassi costi di acquisto si conseguono utilizzando uno scafo convenzionale di acciaio, mentre quelli operativi si tengono bassi bruciando carburante denso.

Secondo Gee, molte delle alternative di trasporto merci veloce si basano sugli attuali modelli di traghetti di auto veloci. Questo tipo di nave non presenta una stazza lorda molto elevata e presenta altresì costi operativi elevati, dal momento che tendono ad utilizzare per la propulsione turbine sia diesel per alte velocità sia a gas, afferma.

"La lezione da apprendere è che una progettualità non decollerà mai se il costo è troppo alto", dichiara Gee, il quale ammette che l'industria della marina mercantile è molto conservatrice e che il cambiamento relativo alle grandi navi è stato lento.

Ciononostante, la BMT Nigel Gee ha parlato con diversi dei principali operatori ro-ro e ro-pax d'Europa in ordine alla possibilità di introdurre le proprie navi veloci e ha ricevuto un'accoglienza assai favorevole.

Gee afferma che essi credono in tale progettualità ma ha aggiunto che nessuna delle parti interessate vorrebbe essere la prima a procedere all'acquisto di una nave. "Un sacco di gente ci ha detto: "quando ne avrete costruito una, verremo a provarla". Stando alle mie esperienze, si tratta di un problema comune a qualsiasi cosa nuova, ma noi speriamo di convertire presto l'interesse in vendite".

Allo scopo di tenere bassi i costi di costruzione, Gee suggerisce che gli armatori cerchino di costruire le proprie nuove flotte veloci in Europa Orientale e in Estremo Oriente: entrambe le zone sono in grado di eseguire lavori in acciaio di qualità molto alta.

"Se si devono costruire navi molto complesse, quali le ro-pax o i traghetti da crociera, occorre rivolgersi ad uno dei ben noti principali cantieri europei. Ma una ro-ro o una portacontainers sono navi molto semplici".

Pertanto, come fa la società di consulenza a sapere che le proprie ro-ro veloci funzionano?

Come accade per tutte le nuove navi, la società effettua un sacco di analisi numeriche e poi si serve della vasca di collaudo per diverse settimane con un modello a relativamente grande scala (lungo 7,6 metri e pesante oltre una tonnellata) al fine di condurre test di resistenza, autopropulsione e manovra.

Allo scopo di conseguire uno spettro operativo completo, essa espleta i collaudi rispetto a varie condizioni di mare, secondo una gamma di velocità ed in relazione a diverse condizioni di carico.

Il passo finale è quello di passare dall'analisi e dal modello ad una nave a scala piena.

In Europa ci sono parecchie navi monoscafo da 27 o 28 navi, mentre in Giappone ve ne sono alcune che operano in certi traffici a circa 31 nodi.

"In realtà, non vi sono grossi rischi nel realizzare ciò che stiamo suggerendo, cioè la costruzione di una nave da 35 nodi, se si parte dal presupposto di avere condotto rigorose analisi ed un serio collaudo in vasca" afferma Gee.

Il primo dei due traghetti veloci progettati da Nigel Gee per la Alaska Marine Highways System ha iniziato le operazioni ad aprile.

In grado di trasportare 250 passeggeri e 35 auto - ovvero una combinazione di merci e di auto - le nuove navi di alluminio dispongono di una velocità massima di 38 nodi, sebbene nelle prove si sia ottenuta una velocità di oltre 42 nodi.

Il primo traghetto di questo tipo è in servizio sulla rotta Juneau/Sitka di 216 km, mentre il secondo, attualmente in costruzione, sarà introdotto sulla rotta Cordova/Valdez alla fine dell'anno.

Entrambe le navi sono state costruite presso i cantieri navali Derecktor di Bridgeport, nello stato statunitense del Connecticut; si tratta dei primi traghetti veloci di veicoli costruiti negli U.S.A.

Gee è molto fiero di aver ottenuto questo contratto, specialmente perché esso è stato conseguito nei confronti di una concorrenza durissima.

C'è un certo numero di imprese che sono specializzate in naviglio ad alta velocità, ma quasi tutte sono al servizio di un settore specifico del mercato.

Gee afferma che, al momento della costituzione della sua società nel 1986, lo aveva fatto sul presupposto che si sarebbe trattato di una ditta dedita alla progettazione di unità ad alta velocità che, come tale, avrebbe tenuto conto delle esigenze dell'operatore e gli avrebbe procurato le migliori soluzioni.

A differenza di molti dei suoi rivali, Nigel Gee non ha alcun legame di partecipazione azionaria con qualche cantiere navale in particolare. Il gruppo BMT, che ha acquisito la società di consulenza alcuni anni fa, conservandone però la denominazione, si tiene cara la sua indipendenza.

Gee ritiene che i mercati dei traghetti passeggeri e per auto siano prossimi al punto di saturazione, con l'eccezione di qualche opportunità nei mercati di nicchia, ma egli ravvede un potenziale per una nave veloce appropriata in grado di trasportare un gran numero di camion.

"Non c'è, al riguardo, un mercato con una sua tradizione, perché non c'era nessuno in grado di realizzarlo, mentre io sono convinto che un mercato di questo tipo possa esistere. E' un po' come andare indietro di 10 anni, quando la Incat aveva fatto da pioniere con il suo catamarano d'alluminio da 74 metri, che trasportava automobili. Nessuno ne aveva mai sentito parlare, ma, appena uscito dal tavolo da disegno, riuscirono a venderne sei alla Sea Containers. E, appena la gente comprese che era possibile, assistemmo all'entrata in operatività di 130 traghetti veloci per auto nel giro di un decennio.

"Ho pensato che la stessa cosa stia per accadere con i trasporti veloci di merce. La domanda c'è, e noi dobbiamo essere così bravi da mostrare che siamo in grado di fornire le navi.

Ci vuole solo che un'impresa faccia il primo passo, e poi dovrebbe conseguirne un effetto domino. Deve trattarsi di un'attività che piace ai pionieri" aggiunge.

Nel frattempo, la BMT Nigel Gee sta progettando una nave ro-pax molto grande e molto veloce - basata sul suo scafo Pentamaran - che trasporterà 150 camion a 42 nodi lungo la costa orientale degli Stati Uniti.

Gee dichiara che si tratta di un grosso lavoro per la società e che esso al momento attuale è alla fase del modello in vasca. Si dovrebbe riuscire ad avere il progetto completo attorno a settembre.

La Seabridge vorrebbe che la nave operasse dal New England alla Florida al fine di alleviare il congestionamento camionistico sulle autostrade interstatali.

La nave potrebbe accogliere qualcosa come 155 semirimorchi da 30 tonnellate su due ponti, assicurando da 1.400 a 1.500 posti per passeggeri.

Con i suoi 300 metri, il Seabridge è il più lungo dei progetti BMT Pentamaran annunciato finora.

Quanto ai ro-ro veloci a lungo raggio, Gee ritiene che potrebbero anche esserci un giorno, ma al momento pensa che i servizi veloci a corto raggio rappresentino il primo caposaldo, seguito dai servizi veloci per containers.

Questo, però, non vuol dire che i giganti specializzati nel trasporto di automobili non stiano introducendo nuove navi.

La (MOL) Mitsui OSK Lines, ad esempio, ha fatto registrare ad aprile presso l'Ufficio Brevetti Giapponese un nuovo progetto finalizzato alla riduzione della resistenza al vento per i vettori di auto puri (PCCs).

La compagnia di navigazione afferma che la forma dei vettori di auto convenzionali li rende "molto suscettibili" all'azione del vento, il che causa lo scarroccio, cioè una deriva laterale della nave.

Le principali caratteristiche del nuovo progetto, sviluppato unitamente alla Universal Shipbuilding, sono:

  • la prua della nave è aerodinamicamente arrotondata e smussata lungo la linea di prora per ridurre la pressione controvento;
  • il ponte superiore ha uno spazio di carico, denominato ponte garage, al fine di massimizzare la capacità di carico. La nave dispone altresì di diversi livelli, con sezioni d'angolo squadrate lungo le fiancate della nave in cima al ponte garage, che contribuiscono ad alleviare la pressione del vento laterale;
  • il progetto riduce effettivamente lo scarroccio dovuto alla pressione del vento. Di conseguenza, ne risultano migliorati il consumo di carburante e la velocità, mentre vengono ridotte le emissioni del motore.

Fino ad oggi, la MOL ha lanciato sei PCCs che prevedono questa nuova progettualità. La Corageous Ace, varata a marzo del 2003, è stata la prima della serie.
(da: International Freighting Weekly, 24 maggio 2004)




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Advantages
The accident was caused by the ship's anchor
Online platform to report critical issues that put transport workers at risk
Genoa
It was prepared by Fit Cisl Liguria
GNV to create a direct summer connection between Civitavecchia and Tunis
Genoa
It will run alongside the historic route via Palermo
The unification of Grimaldi's concessions in the port of Barcelona has been completed
Madrid/Barcelona
The contract expires on September 20, 2035.
In the first five months of 2025, cargo traffic in Russian ports fell by -4.9%
St. Petersburg
A decrease of approximately -12% was recorded in May
Raben Logistics Group Creates Subsidiary in Türkiye
Milan
It will have 20 employees and a 2,000 square meter cross-dock warehouse
Alberto Dellepiane confirmed as president of Assorimorchiatori
Rome
The composition of the entire association leadership remains unchanged
Agreement between Fincantieri and Indonesian PMM to develop solutions to face new unconventional underwater challenges
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
Record Monthly Container Traffic at Turkish Ports
Ankara
In May, almost 1.4 million TEUs were handled (+17.6%)
Sergio Landolfi has been elected president of the Customs Association of the Port of La Spezia
The Spice
The board of directors has been renewed
The ferry industry elite will attend the Interferry conference in Salerno in October
Victoria
Event titled "Connections"
Uniport launches an initiative to support ALS research
Rome
Fundraising for the NeMO Clinical Center Serena Foundation Onlus
The Propeller Club of Genoa has analyzed risks and opportunities of using AI in the maritime and insurance sectors
Genoa
The importance of training in the use of technology was highlighted
Chantiers de l'Atlantique delivers luxury cruising yacht Luminara to The Ritz-Carlton Yacht Collection
Saint Nazaire
The ship will debut in Alaska
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