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01 July 2025 - Year XXIX
Independent journal on economy and transport policy
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COUNCIL OF INTERMODAL SHIPPING CONSULTANTSYEAR XXII - Number 9/2004 - SEPTEMBER 2004

Progresso e tecnologia

Altenwerder e Delta valutano i costi dell'automazione

La seconda fase della costruzione del CTA (Container Terminal Altenwerder), il terminal ad alta tecnologia di Amburgo, è già iniziata dopo che l'infrastruttura ha fatto registrare 874.000 TEU nel corso del suo primo anno di piena operatività. Con la ultimazione della seconda fase di sviluppo l'anno prossimo, il CTA, in gran parte automatizzato e ritenuto il terminal più avanzato di tutto il mondo nel suo genere, si aspetta di movimentare sino a 2,9 milioni di TEU all'anno, vale a dire un milione di TEU in più di quanto previsto in origine.

"Il sistema AGV ha dato buona prova di sé" hanno dichiarato alla rivista PortStrategy i responsabili della HHLA, proprietari della struttura, riferendosi ai 45 veicoli a guida automatizzata già in servizio ad Altenwerder. "Le cifre parlano da sole" hanno detto.

La HHLA, maggiore operatore portuale di Amburgo, appartenente alla municipalità, detiene il 74,9% delle quote del CTA mentre l'altro 25,1% appartiene alla linea di navigazione tedesca Hapag-Lloyd: quindi, si tratta di una partecipazione ad un terminal dedicato unico nell'ambito di un'infrastruttura appartenente alla città di Amburgo.

Il CTA è stato inaugurato ad ottobre del 2002. Dopo le buone prestazioni dello scorso anno, il sito da 79 ettari si aspetta adesso di lavorare quest'anno 1,3-1,4 milioni di TEU. Una volta portata a termine la costruzione, 14 gru per containers saranno operative lungo la banchina Ballinkai di 1.400 metri, al servizio simultaneo di quattro ormeggi e grosse portacontainers.

La HHLA afferma che all'inizio del 2005 avrà in servizio 55 AGV, una cifra assai vicina alle 60 unità programmate originariamente. Il terminal non impiega ASC (Gru Impilatrici Automatiche). Le AGV diesel-idrauliche, montate su gomma, sono della Gottwald Port Technology di Düsseldorf. Le unità, che pesano 25 tonnellate, movimentano contenitori dalle gru a ponte sul Ballinkai ai blocchi d'impilaggio e sono controllate da sensori transponder elettronici incastonati nel terreno. Si dice che essi abbiano un'accuratezza di posizionamento di più o meno 5 cm.

L'area operativa tra gru ed impilaggio è ampia 100 metri e l'accesso ad essa è assolutamente proibita al personale del terminal. Gli AGV possono trasportare 2 unità da 30 tonnellate ad una velocità di 21 km/h: un singolo contenitore da 40 o 45 piedi o due unità da 20 piedi. La capacità del motore è di 257 kW (350 cv) ed anche il rifornimento è automatico, dato che viene espletato da un veicolo da rifornimento robot.

Alla domanda se gli AGV abbiano lavorato senza problemi, e se essi siano abbastanza razionali in relazione ai costi da avere un futuro presso tutti i terminal containers, la HHLA afferma: "Le possibilità di applicazione degli AGV sono notevolmente maggiori di quelle delle gru a portale convenzionali. Gli AGV sono veicoli che hanno dato buona prova di sé e dalle prestazioni elevate, molto adatti al trasporto orizzontale presso i terminal contenitori".

Senza dubbio fiduciosa nei confronti della tecnologia in questione, la HHLA sta ora programmando ulteriori iniziative al riguardo. "La capacità di conseguire profitti da parte del CTA è stata chiaramente dimostrata" afferma. "E' al momento in programma una ulteriore espansione del terminal secondo le medesime linee attuali".

Tuttavia, quella fiducia appariva meno certa nel 2002 quando i commenti precedenti all'inaugurazione del CTA non erano per nulla entusiastici come adesso. Si sentivano digrignare i denti e l'impatto politico nonché di pubbliche relazioni dell'inaugurazione del molto pubblicizzato terminal veniva scalfito da tutta una serie di impreviste difficoltà iniziali del software che avevano fatto slittare l'inaugurazione almeno tre volte, e di mesi, ed avevano scombussolato orari e programmi.

Anche dopo la sua entrata in servizio, i media locali erano stati svelti a riferire le critiche iniziali da parte di alcuni utenti del terminal e vettori frustrati da problemi di computer ed altro. I media avevano citato le lamentele di alcuni clienti circa problemi inerenti il carico/scarico computerizzato della nave e, altresì, i ritardi di movimentazione dei camion presso il terminal. Sia i programmatori che i clienti si erano aspettati scintille dalla tecnologia allo stato dell'arte utilizzata e gli esperti si erano dilungati per mesi in collaudi e test su nave, ma i problemi iniziali erano durati più a lungo di quanto la gente non si aspettasse. Come aveva detto un responsabile di Amburgo a quel tempo, "stiamo entrando in un territorio tecnologico completamente nuovo".

La HHLA tuttavia ha dichiarato che i problemi ora sono stati "di gran lunga superati" e che i suoi impressionanti ritmi di movimentazione adesso puntano a quella che la società descrive come i vantaggi unici delle operazioni AGV. "Nelle operazioni di trasporto semiautomatico tra gru-ponti per contenitori, il CTA ha conseguito un grado di automazione unico al mondo con il suo software specialmente progettato" afferma la ditta. Essa aggiunge che "il sistema di controllo ultramoderno organizza quasi ogni aspetto dello scarico, del deposito provvisorio e del trasporto successivo del contenitore".

Attualmente, supportano le operazioni AGV centralizzate nove gru a portale Post-Panamax cinesi alte 80 metri 2Katz ed un ponte feeder sui tre ormeggi esistenti, il terzo dei quali è entrato in servizio appena a marzo.

Ad agosto sono arrivate dalla Cina le ultime quattro gru per containers. Si tratta delle più grandi gru a cavaliere da terminal in attività in assoluto: unità alte 80 metri costruite dalla ZPMC di Shanghai, con raggio d'azione che si allunga su 22 file di contenitori a bordo.

Il CTA dispone di 16 blocchi d'impilaggio per contenitori sul posto, ciascuno ampio come 10 contenitori, lungo 37 spazi-containers e con possibilità di impilarne 5; per la fine del 2004 o l'inizio del 2005 vi saranno 22 di tali blocchi. Ciascun impilaggio è servito da un paio di DRMGs (gru a cavaliere montate su due rotaie). Ognuna di loro serve i containers indipendentemente dall'altra.

A marzo di quest'anno, le AGV del terminal hanno fatto fronte alla Shanghai Express della Hapag-Lloyd da 100.000 t.s.l. e con una capacità di 7.500 TEU e ha fatto registrare più di 100 movimentazioni all'ora per la prima volta da quando il terminal è stato inaugurato. Nel giro di 40 ore, quattro gru a portale per containers hanno fatto segnare 4.150 movimentazioni.

Ad aprile il CTA, che ha altresì investito notevolmente nell'accelerazione delle movimentazioni terminalistiche, ha fatto segnare un altro record quando ha movimentato 1.825 camion ed 810 contenitori ferroviari in un giorno. Un secondo varco camionistico era stato aperto a novembre 2003 ed il CTA adesso movimenta regolarmente sino a 1.800 camion giornalieri. Si tratta di una lunga strada percorsa dai tempi delle critiche espresse nei primi giorni ed in quelli che avevano fatto seguito alla problematica inaugurazione.

Sul fronte dell'autotrasporto, i media locali avevano riferito che il responsabile delle operazioni di un'impresa del settore aveva dichiarato che c'erano ancora problemi con lo scarico e che sarebbe stato contento di ottenere dieci movimentazioni all'ora costanti pur in presenza di uno standard di 20-25 movimentazioni. L'obiettivo del CTA a quel tempo - meno di due anni fa - era di 40-50 movimentazioni all'ora. Le critiche riportate nel 2002 erano state espresse anche in relazione al fatto che egli aveva detto di tremare all'idea di ciò che sarebbe potuto accadere se le navi della generazione della Shanghai Express avessero mai fatto scalo per una movimentazione simultanea. Si spera che le movimentazioni di marzo del terminal abbiano fugato tali timori.

Olaf Mager della HHLA, ai tempi dei problemi di crescita nel corso dell'anno dell'inaugurazione, aveva dichiarato che le momentanee battute d'arresto si sarebbero risolte da sé con l'incremento della produttività. Egli afferma che i malfunzionamenti verificatisi nel corso del 2002 erano stati inevitabili data la complessità e la novità della tecnologia del CTA. E sembra che ciò fosse vero, alla luce di ciò che si dice adesso a proposito del terminal e dei suoi futuri piani di espansione.

Lo ECT (Europe Container Terminals) di Rotterdam, che fa parte del gruppo HPH (Hutchison Port Holdings), è tra le pochissime altre infrastrutture che da qualche tempo sono impegnate con le attività AGV ed ASC. La sua esperienza è simile a - e ha molto in comune con - quella dell'Altenwerder.

Lo ECT afferma che la sua attività AGV presso il suo grande Delta Terminal è in continua espansione e contava 183 AGVs operative nel 2003 unitamente a 99 ASCs. "Il valore dell'AGV e dell'ASC ha dato buona prova di sé". Il direttore delle operazioni dell'ECT, Jan Gelderland, lo conferma, riecheggiando la soddisfazione dell'Altenwerder circa la nuova tecnologia. Gelderland afferma che l'intera attuale espansione è stata ottenuta utilizzando i sistemi operativi AGV ed ASC attuali e successivamente migliorandoli.

Gli AGVs erano stati introdotti per la prima volta a Rotterdam nel 1993 sul Maasvlakte e provenivano anch'essi dalla Gottwald che, incidentalmente, riferisce di aver consegnato sinora più di 250 AGVs sia all' ECT che al CTA. Dichiara Gelderland: "Continueremo a crescere un passo alla volta ed attualmente stiamo incrementando la capacità con sei gru per containers e tutte gli ASCs ed AGVs correlati".

Lo ECT ha ordinato altri sei ASCs lo scorso mese di dicembre ed ancora 11 di tali unità sono state appena richieste alla Kalmar. Si dice che la società avrà 120 ASCs operativi presso i propri terminals di Rotterdam ad aprile del prossimo anno. Le ultime unità sono simili a quelle precedenti consegnate recentemente allo ECT dalla Kalmar, nel senso che sono in grado di impilare 5 contenitori in altezza e 6 in larghezza.

Rotterdam, come Amburgo, ammette che i propri progressi automatizzati non sono stati conseguiti senza singhiozzi tecnologici iniziali. I problemi di crescita del Delta con la nuova tecnologia hanno coinvolto anche il software, ammette Gelderland, e hanno riguardato le possibilità di connessione del sistema e "il coordinamento e l'interrelazione tra i vari tipi di software e di hardware".

Condividendo anche in questo caso il punto di vista tedesco, tuttavia, Gelderland sostiene che i problemi di crescita iniziali erano inevitabili con tali sistemi automatizzati ed afferma che essi avrebbero potuto essere risolti "solo con l'inizio delle operazioni".

Secondo i resoconti dei media tedeschi, circa la metà del costo del CTA, pari a 650 milioni di euro, è servita all'approntamento della sua moderna tecnologia. La HHLA non lo conferma ed a Rotterdam anche Gelderland non ha voluto dire quanto è costato allo ECT procurarsi la nuova tecnologia automatica. Tuttavia, egli ha fatto sapere di ritenere che, com'è stato anche il caso di Altenwerder, la tecnologia AGV ed ASC si è ripagata generosamente e ha concluso dicendo: "Le economie e la produttività delle unità sono eccellenti".
(da: PortStrategy, luglio/agosto 2004)




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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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