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COUNCIL OF INTERMODAL SHIPPING CONSULTANTSYEAR XXII - Number 9/2004 - SEPTEMBER 2004

Studi e ricerche

Le unità di carico intermodali europee

Il dr. Christoph Seidelmann, vice presidente del BIC (Bureau International des Containers), espone in questo articolo i risultati essenziali dello studio elaborato dal suddetto organismo sulle unità di carico intermodali europee.

Nell'autunno 2002, la Commissione Europea aveva chiesto ad un consorzio capeggiato dal BIC di elaborare uno studio sulle esigenze di standardizzazione in relazione ad una unità di carico intermodale europea impilabile. Lo studio è stato portato a termine e consegnato a giugno del 2003.

Di seguito, i risultati essenziali dello studio vengono confrontati con i particolari della proposta di direttiva della Commissione Europea e con l'attuale stato del dibattito sulla standardizzazione europea, principalmente in ordine agli swapbodies CEN TC 119 destinati al trasporto intermodale.

Dimensioni: altezza

Il Bureau International des Containers raccomanda un'altezza esterna di 2.900 mm per l'unità di carico intermodale europea. Ciò dovrebbe qualificare l'unità per il trasporto:

  • su strada, su semirimorchi con altezza della piattaforma di 1.100 mm; questo è lo stato dell'arte in tutta Europa;
  • su rotaia, su carri con altezza della piattaforma spaziante dagli 850 ai 1.100 mm su praticamente tutte le principali direttrici europee, fatta eccezione per la Gran Bretagna; anche tali carri rappresentano lo stato dell'arte in tutta l'Europa;
  • su nave, sia marittimo che fluviale, con possibilità di impilaggio; l'altezza di 2.900 mm è un'esperienza normale, dal momento che oggi vengono trasportati molti containers high cube ISO che presentano la stessa altezza.

Il CEN TC 119 suggerisce un'altezza simile per la standardizzazione.

La direttiva europea prevede una unità di carico intermodale europea con un'altezza di 2.670 mm e dovrebbe essere rivista. Un problema è rappresentato dal fatto che unità di carico intermodali con altezza sino a 3.200 mm sono operative in Europa. Queste unità di carico finiscono per superare il limite di altezza di 4.000 mm nell'autotrasporto, o almeno, per evitarlo, hanno bisogno di veicoli stradali complicati e costosi.

Dimensioni: lunghezza

Sia il Bureau International des Containers che il CEN TC 119 suggeriscono una lunghezza di:

  • 7.450 mm per l'unità della classe C;
  • 13.600/13.716 mm con angoli smussati per l'unità della classe A.

Alcuni operatori preferiscono la lunghezza di 7.820 mm per le unità della classe C. Il conseguimento di ulteriore volume va a bilanciare i costi aggiuntivi per il più complicato sistema di accoppiamento camion/treno.

Per quanto riguarda la classe A, le proposte della Commissione Europea non forniscono precisazioni in ordine alla progettazione dell'angolo smussato, ma dichiara solamente la preferenza per una unità che possa accogliere 33 pallets. Una unità che presenti una forma rettangolare e lunga 13.600 mm potrebbe farlo, ed anche l'unità menzionata sopra risponde a tali caratteristiche. Il modello ad angolo smussato è previsto dalla direttiva europea 96/53/EC e si adatta alla maggior parte dei semirimorchi attualmente prodotti. Lo spazio aggiuntivo ricavato non può essere utilizzato per accogliere altri pallets ma può diventare utile in casi specifici.

Questa unità non può essere alloggiata nelle celle delle navi portacontainers; dev'essere trasportata in coperta. La capacità in coperta della maggior parte delle portacontainers è in molti casi corrispondente al 40-50% circa della capacità complessiva della nave, di modo che non dovrebbero esservi problemi a trasportare su tali navi un numero limitato di unità di carico europee, dato che la lunghezza di 45 piedi è in ogni caso comune in alcuni traffici containerizzati e nel contempo ne viene suggerita l'inclusione negli standard ISO inerenti ai containers.

Le chiatte adibite al trasporto idroviario interno normalmente non dispongono di celle ma solo di spazio all'aperto, di modo che la varietà di unità da 40 e 45 piedi e di unità europee potrà creare qualche problema ai fini della pianificazione intelligente del carico e delle operazioni portuali. Questi problemi, peraltro, sono ben noti e vengono risolti in questi giorni. Le chiatte adibite al trasporto fluviale dotate di celle sono in grado di trasportare tali unità di dimensioni eccezionali, normalmente sullo strato superiore.

Ciononostante, i vettori marittimi preferirebbero una standardizzazione europea basata su una unità lunga 40 piedi e larghezza atta ad accogliere i pallets. Tali unità entrerebbero nelle attuali celle da 40 piedi della maggior parte delle navi portacontainers.

Il Bureau International des Containers raccomanda l'unità di carico intermodale come suggerita dalla proposta di direttiva europea. Questa unità di carico potrebbe accogliere 33 carichi pallettizzati in confronto ai 30 che si possono far entrare in un contenitore da 40 piedi palletwide: in altre parole, potrebbe offrire il 10% di volume in più. Tali volumi aggiuntivi potrebbero essere trasportati su strada o rotaia allo stesso costo dell'unità più corta, mentre anche il costo delle loro movimentazioni terminalistiche potrebbe essere simile. Dato che i costi del trasporto via acqua costituiscono normalmente la parte meno significativa dei costi complessivi, il vantaggio apportato dal 10% di volumi aggiuntivi potrebbe colmare lo svantaggio che il trasporto marittimo presenta.

Dimensioni: larghezza

Due diverse concezioni inerenti alla larghezza sono al momento in discussione in relazione all'argomento della standardizzazione europea:

  • larghezza esterna di 2.500 mm in grado di offrire uno spazio interno massimo di 2.444 mm;
  • larghezza esterna di 2.550 mm in grado di offrire uno spazio intermo massimo di 2.448 mm.

La proposta di direttiva europea non esprime una preferenza al riguardo.

Il trasporto idroviario interno favorisce la concezione di larghezza di 2.500 mm. Quest'ultima consentirebbe di accogliere 4 unità affiancate in una chiatta standard. Pure i vettori marittimi preferiscono questa larghezza, unitamente ad una lunghezza di 40 piedi (12.200 mm). Tali unità entrerebbero nelle attuali celle da 40 piedi della maggior parte delle portacontainers.

I fornitori europei di logistica preferirebbero la concezione da 2.550 mm. Questa infatti è il modello normale per i veicoli stradali (per lo più semirimorchi) e l'autotrasporto rappresenta il denominatore comune per tutta la pianificazione della logistica. Inoltre, due carichi di pallets europei, ciascuno largo 1.200 mm, più la tolleranza, più lo spazio intermedio tra la parete laterale ed il pallet, tra il pallet ed il pallet a fianco, e tra il pallet e la parete laterale, normalmente porterebbero ad una necessità di spazio libero di più di 2.440 mm.

Il Bureau International des Containers suggerisce una larghezza di 2.550 mm per assicurare una completa competitività al trasporto stradale. Ai problemi nel trasporto fluviale si potrebbe ovviare in base al fatto che una parte delle unità di carico da trasportare è rappresentata da containers ISO, mentre un'altra parte è costituita da unità di carico intermodali europee. Quindi si potrebbero sistemare 2 o 3 file di containers ISO larghi ciascuno 2.440 mm affiancati su una chiatta, unitamente ad 1 o 2 file di unità di carico intermodali europee larghe ciascuna 2.550 mm. Altrimenti, lo strato superiore sullo scafo della nave offre una maggiore flessibilità quanto a larghezza. I problemi di verificano solo quando una percentuale molto grande di unità di carico da trasportare via fiume sia del tipo largo 2.550 mm. Oggi, nei principali mercati del Reno si trasportano qualcosa come 1,4 milioni di containers ISO all'anno, di modo che il momento in cui questa cifra sarà raggiunta dalle unità di carico europee è ancora lontano.

Nei traffici marittimi a lungo raggio, la decisione di accogliere le unità nelle celle della nave deve tener conto insieme della lunghezza e della larghezza. Una volta deciso di scegliere la concezione di lunghezza da 13.600/13.716 mm, l'unità è in ogni caso inutilizzabile per quanto riguarda il suo adattamento alle celle della nave e dev'essere trasportata in coperta. Il modello di carico in coperta di una portacontainers offre una maggiore flessibilità quanto a larghezza rispetto alle celle. Normalmente, una unità lunga 13.600/13.716 ha bisogno in ogni caso di un certo grado di flessibilità. Se quest'ultima può essere garantita, dovrebbe esserlo anche una flessibilità simile per quanto attiene alcuni millimetri in più in ordine alla larghezza.

Requisiti di resistenza: pavimento, tetto, pareti laterali ed estremità

Tutti gli operatori del settore raccomandano l'osservanza di requisiti di resistenza per l'unità di carico intermodale europea simili a quelli esistenti per i containers ISO (ISO 1496). Ciò inoltre si adatterebbe perfettamente all'esigenza di collaudare l'unità di carico intermodale ai sensi di quanto stabilito dalla CSC (Convenzione sulla Sicurezza dei Contenitori).

E' ancora discussa la questione se la resistenza della parete laterale debba presentare caratteristiche simili a quelle dell'ISO. Le motivazioni della discussione stanno nel fatto che non vi sono esigenze operative che impongano valori così elevati come quelli dei containers ISO, nonché in quello che qualsivoglia concezione di forte resistenza per le pareti laterali richiederebbe pareti laterali più spesse che potrebbero annullare la larghezza aggiuntiva ottenuta con l'attuale normativa europea e creare ancora difficoltà per l'accoglimento di carichi pallettizzati. Questa discussione vale soprattutto per le unità della classe A (cioè, quelle lunghe).

Uno specifico problema si presenta per le unità di carico intermodali con un lato aperto. Una parete di box rivestita di tela incerata non è in grado di sopportare le forze esercitate dal carico in occasione delle accelerazioni trasversali nel corso del trasporto. Inoltre, la resistenza complessiva secondo i valori dei containers ISO non è facile da realizzare in tale modello.

Requisiti di resistenza: rastrelliere ed impilaggi

Le attuali unità di carico intermodali della classe C sono standardizzate secondo valori di rastrelliere ed impilaggio simili a quelli dei containers ISO. Alcuni operatori si sono chiesti quale fosse la reale necessità di valori così alti. Essi sostengono che questi valori finirebbero per incrementare senza necessità i costi di produzione dell'unità. La discussione continua. L'approvazione a norma della CSC non dovrebbe essere pregiudicata, dal momento che la CSC offre una qual certa flessibilità rispetto a tali valori relativi alla resistenza, ma si impone la necessità di esibire i valori di resistenza da deviazione ai fini dell'approvazione.

Un'ampia maggioranza di operatori con interessi nella standardizzazione europea e nelle operazioni intermodali si rendono chiaramente conto che la realizzazione di una unità di carico intermodale europea lunga 13.600/13.716 mm, larga 2.550 mm e con valori di resistenza delle rastrelliere e dell'impilaggio al limite massimo è molto difficile. Il risultato potrebbe facilmente essere quello di una unità talmente costosa e pesante da non essere più accettata dagli operatori commerciali. Perciò, è in discussione al momento una concezione più limitata di resistenza. Si sta valutando una capacità di impilaggio di 4 strati senza accelerazione orizzontale aggiuntiva. Ciò consentirebbe una conformazione di impilaggio a 2 strati a bordo del naviglio marittimo, con cifre di accelerazione aggiuntiva di 1 + 0,8 g nel caso di operazioni con mare agitato.

Il Bureau International des Containers condivide questa posizione almeno in relazione alla prima generazione di unità di carico intermodali europee. Probabilmente, i tecnici europei più avanti nel tempo raggiungeranno soluzioni che siano commercialmente fattibili e più prossime agli attuali valori di resistenza ISO.

Massa lorda

Le unità della classe C in Europa sono oggi progettate per una massa lorda di qualcosa come 16 tonnellate. Sono sul mercato unità speciali per il trasporto di liquidi alla rinfusa o di altre materie alla rinfusa, alcune delle quali con una massa lorda massima di 35 tonnellate.

L'unità di carico intermodale europea della classe A attualmente in discussione prevede una massa lorda di 34.000 kg. Ciò consentirebbe di rispettare il limite delle 44 tonnellate per i veicoli stradali nel trasporto combinato così com'è permesso dalla direttiva europea. Ma ciò comporta anche la necessità di fornire autocarri e rimorchi leggeri specifici. Sfortunatamente, la direttiva europea attualmente concede il privilegio delle 44 tonnellate esclusivamente ai veicoli stradali che trasportano un contenitore da 40 piedi nel trasporto intermodale. L'esigenza di estendere il privilegio delle 44 tonnellate a tutte le unità di carico intermodali resta; a tal fine, occorrono iniziative da parte della Commissione e del Consiglio Europei.

Alcune delle attuali unità di carico, per lo più quelle destinate all'industria chimica, sono impostate per 35 tonnellate. Per la consegna stradale, ci vorrebbero quindi autoveicoli con massa lorda di 48 tonnellate. I legislatori europei devono essere consapevoli che potrebbe esserci qualche pressione in questa direzione.
(da: Containers - BIC International Periodical Magazine, n' 01-02/2004)




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In the first quarter of 2025, freight traffic in Belgian ports fell by -3.2%.
Brussels
Landings down 1.3% and embarkations down 5.4%
Product tanker High Fidelity rescues 38 migrants on a drifting dinghy
Rome
Intervention in the south of the island of Crete
GES and RINA sign agreement to develop a prototype of a new hydrogen battery
Rovereto/Genoa
PSA's second phase of container terminal at Mumbai Port inaugurated
Singapore
Annual traffic capacity will increase to 4.8 million TEUs
The conference "EU ETS - Perspectives and Opportunities for Decarbonization in the Maritime Sector" will be held in Palermo.
Rome
It will be held on September 18th and 19th
Fincantieri and PGZ sign an agreement to support the modernization of the Polish Navy
Trieste
The third LSS section for Chantiers de l'Atlantique was launched in Castellammare di Stabia.
In the US, funding for wind energy development projects in ports is being cut.
Washington
Resources worth $679 million will be reallocated for port infrastructure upgrades
From January 1st, Kombiverkehr will operate the PKV intermodal terminal in the port of Duisburg.
Frankfurt am Main
It has a traffic capacity of approximately 200 thousand intermodal units per year.
Wallenius Marine and ABB form Overseas joint venture
Stockholm
The aim is to accelerate the launch of the platform of the same name for improving fleet performance.
DHL eCommerce has acquired a minority stake in Saudi Arabia's AJEX Logistics Services.
Bonn/Riyadh
The Middle Eastern company has two thousand employees
The Ministry of Infrastructure and Transport has asked the Region to agree on the appointment of Bagalà as president of the Sardinian Port Authority.
Rome
He is currently the extraordinary commissioner of the same body
CMPort's port terminals handled record container traffic in the second quarter
Hong Kong
In the first six months of 2025 the total was 78.8 million TEUs (+4.3%)
Confitarma approves the decree on advanced training for tanker seafarers.
Rome
Applause to the General Command of the Port Authority Corps
Quarterly freight traffic in Moroccan ports increases
Tangier/Casablanca
In Tanger Med the growth was +17%
The board of directors of the Genoa-based Ente Bacini has been renewed.
Genoa
President Alessandro Arvigo and CEO Maurizio Anselmo
In the second quarter, sales of dry containers produced by CIMC fell by -33%.
Hong Kong
Reefer boats increase by 57%
The Grimaldi Group has taken delivery of the Grande Shanghai
Naples
It will be used for the transport of vehicles between East Asia and Northern Europe
Chinese automaker FAW ships components to Europe by train
Changchun
Transit time reduced to 18 days compared to 45 days for maritime transport
The ART urges to verify that the investment plan and the related amortization period are consistent with the duration of the port concessions.
Turin
Opinions regarding the concession extensions requested by the Neapolitan companies So.Te.Co. and Co.Na.Te.Co.
The assets and fleet of the Spanish Armas Trasmediterránea will be sold to Baleària and DFDS
Las Palmas/Dénia/Copenhagen
Two agreements worth €215 million and €40 million respectively have been signed.
Italian State Railways (FS), investing €70 million to install the ERTMS system.
Rome
Work has been completed on 382 Trenitalia trains, while the retrofitting of 60 locomotives from Mercitalia Rail, an FS Logistix company, is underway.
MPC Container Ships' quarterly revenue returns to growth
The second quarter of 2025 was closed with a net profit of 78.1 million dollars (+20.5%)
Plans to build two container customs areas north and south of the Suez Canal
Cairo
Fourteen of the 48 abandoned shipwrecks in Catania port have been removed.
Catania
The activity will be replicated in the port of Augusta
The Regional Administrative Court (TAR) has confirmed the validity of the tender for the new Ravano Terminal in the port of La Spezia.
La Spezia
DP World's port terminals handled record quarterly container traffic
Dubai
Revenues grew by 22.2% in the first half of 2025
In the quarter April-June the volume of rolling stock transported by Höegh Autoliners increased by +9.0%
Oslo
Sharp increase (+46.6%) of vehicles from Asia
South Korea's HD Korea Shipbuilding & Offshore Engineering acquires Vietnam's Doosan Enerbility
Seongnam
It manages an industrial area with its own port facility
Container traffic in the port of Algeciras grew by 6.6% in July
Algeciras
In the first seven months of 2025, a decrease of -2.9% was recorded
In July, the port of Valencia handled 488,000 containers (+6.7%)
Valencia
Increase driven by growth in empty containers
Salvini has appointed Annalisa Tardino as extraordinary commissioner of the Western Sicilian Sea Port Authority.
Rome/Palermo
The President of the Sicilian Region announces the appeal against the provision
The materials dredged in the ports of La Spezia and Carrara will be used for the construction of the new breakwater in Genoa.
Genoa/La Spezia
Agreement between the two Ligurian Port System Authorities
X-Press Feeders denounces authorities' failure to acknowledge responsibility in the X-Press Pearl accident
Singapore
According to the company, the Supreme Court ruling ignores international maritime law
Cargo traffic in Russian ports remained stable in July
St. Petersburg
In the first seven months of 2025, loads decreased by -4.6%
Container traffic in the port of Hong Kong decreased by -6.5% in July
Hong Kong
A decline of -3.7% was recorded in the first seven months of 2025
In July, the Port of Singapore set a new all-time record for monthly container traffic with 3.9 million TEUs.
Singapore
In terms of weight, containerized cargo decreased by -3.6%
Compensation to be paid by the Civitavecchia Port Authority in the Fincosit case has been set at €1.5 million.
Civitavecchia
Latrofa: The ruling allows the release of set-aside sums that have frozen the budget for years.
Germany's HHLA posts record quarterly revenue
Hamburg
In the second quarter, the group's port terminals handled 3.2 million containers (+7.9%)
In the first half of 2025, CK Hutchison's port terminals handled 44 million containers (+4.0%)
Hong Kong
In the quarter April-June the Wallenius Wilhelmsen fleet transported 14.8 million cubic meters of rolling stock (-0.5%)
Lysaker
Revenues down by -0.7%
In the second quarter, Montenegro's ports handled 670 thousand tons of goods (+0.6%)
Podgorica
Volumes with Italy amounted to 154 thousand tons (+53.1%)
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
Conference: "Waiting and Delays in Road Transport: Logistics in Check"
Genoa
Organized by Trasportounito, it will be held on September 26th in Genoa
The conference "EU ETS - Perspectives and Opportunities for Decarbonization in the Maritime Sector" will be held in Palermo.
Rome
It will be held on September 18th and 19th
››› Meetings File
PRESS REVIEW
Korean Firms Reassess U.S. Investments After Mass Immigration Raid
(The Korea Bizwire)
Russia's infrastructure development plan aims to build 17 marine terminals by 2036
(Interfax)
››› Press Review File
FORUM of Shipping
and Logistics
Intervento del presidente Tomaso Cognolato
Roma, 19 giugno 2025
››› File
With the arrival of the first container ship, the testing of operational procedures at the Rijeka Gateway begins.
The Hague
The first commercial ship is expected on September 12th
A proposal to bring the port of Taranto back onto global container routes? Start a discussion table.
Taranto
Meeting on the status of freight traffic
Port of Ancona: Tender for demolition of fire-damaged Tubimar warehouses
Ancona
The expected duration of the works is four and a half months
Merger of the German MACS and Hugo Stinnes, both active in the MPP vessel segment
Hamburg/Rostock
Stinnes headquarters in Rostock to close by December 31
In the second quarter, freight traffic in Albanian ports grew by +2.9%
Tirana
There were 331 thousand passengers (+13.6%)
A.SPE.DO, operationalizing the Smart Terminal to increase the competitiveness of the port of La Spezia.
La Spezia
ING loans to Premuda for over 100 million dollars
Milan
Funds for the management buyout and the purchase of two product tankers
Sallaum Lines has taken delivery of the first of six Ocean-class dual-fuel PCTCs
Rotterdam
The ship was completed four months ahead of schedule
First meeting of the new Management Committee of the Western Ligurian Sea Port Authority
Genoa
Several measures approved, including those for CULMV and CULP staff
Euroports to operate a new liquid bulk terminal in the French port of Port-La Nouvelle
Beveren-Kruibeke-Zwijndrecht
It is expected to become operational in 2026
In the second quarter, freight traffic in the port of Ravenna increased by +2.6%
Ravenna
Growth of 0.6% was recorded in June. An increase of 4.8% is expected in July.
OsserMare presents five reports on the marine economy
Rome
They focus on a specific sector supply chain or aspect of it
Port of Naples: Road haulage operations resume
Naples
Resolution meeting between institutions, operators and trade associations
ICTSI again reports record quarterly financial and operating results
Manila
Global Ship Lease Reports Record Quarterly Revenue
Athens
In the April-June period, net profit was 95.4 million dollars (+8.4%)
Vard receives new order from North Star for two hybrid SOVs
Trieste
Contract worth between 100 and 200 million euros
The Panama Shipping Registry will no longer accept the registration of oil tankers and bulk carriers over 15 years old.
Panama
Measure to counter the use of the shadow fleet
Danaos Corporation reports record quarterly revenue
Athens
The April-June period closed with a net profit of 130.9 million (-7.3%)
New customs fast corridor between the port of La Spezia and Interporto Padova
Padua
It adds to the other three already active on the same route
ICTSI to operate Indonesia's Batu Ampar Container Terminal
Manila
It is located on Batam Island
Pino Musolino has been appointed CEO of the Alilauro shipping company.
Naples
He replaces the resigning Eliseo Cuccaro
In the second quarter, DIS' time charter revenues fell by -37.1%.
Luxembourg
Net income was $19.6 million (-70.5%)
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