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02 February 2023 - Year XXVII
Independent journal on economy and transport policy
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COUNCIL OF INTERMODAL SHIPPING CONSULTANTSYEAR XXV - Number 6/2007 - JUNE 2007

Trasporto marittimo

La HL fa da sé nei traffici Europa/Australia-Nuova Zelanda

Come ci si aspettava diffusamente, il servizio congiunto settimanale Hapag-Lloyd e CMA CGM dall'Europa all'Australia ed alla Nuova Zelanda dovrebbe essere effettuato dalla sola Hapag-Lloyd.

Ciò a seguito dell'avviamento lo scorso mese del distinto servizio Nemo dall'Europa all'Australia ed alla Nuova Zelanda ad opera di CMA CGM, Delmas e Deutsche Afrika Linien, che nel corso del viaggio fa scalo nelle isole dell'Oceano Indiano.

Alla fine del mese di aprile, la Hapag-Lloyd ha rimpiazzato le due navi della CMA CGM con unità proprie, mantenendo così l'attuale flotta in servizio di 12 unità dalla capacità di 2.500 TEU, compresi 300 TEU destinati ai carichi refrigerati.

L'unica modifica apportata agli orari consiste in un ulteriore scalo a Fremantle.

La rotazione completa dei porti sarà perciò la seguente: Tilbury, Amburgo, Rotterdam, La Spezia, Damietta, Fremantle, Melbourne, Sydney, Brisbane, Auckland, Napier, Port Chalmers, Melbourne, Adelaide, Singapore, Colombo, Damietta, La Spezia e Tilbury.

Le due navi provengono dal servizio congiunto OCE della Hapag-Lloyd con la CMA CGM e la Marfret (ogni 12 giorni) dall'Europa all'Australia ed alla Nuova Zelanda via Canale di Panama, nel quale la Hapag-Lloyd continuerà ad operare solamente tramite accordi per noleggi di slot.

L'aumento dell'interesse in questa direttrice di traffico, alimentato altresì dal miglioramento di altri servizi attraverso il Canale di Panama, è difficile da comprendere, dal momento che la crescita dei carichi non sembra apportare sufficienti garanzie.

Secondo il recente aggiornamento della "Analisi di mercato di Containerisation International: rapporto sulla futura domanda ed offerta per i servizi di linea 2006/08", quest'anno ci si aspetta che la crescita dei carichi in direzione sud rimanga solo al 2% circa, mentre quella dei carichi in direzione nord sarà del 5%.

Dal momento che ci si aspetta che la crescita della capacità aumenti ben oltre tale percentuale, l'utilizzazione media delle navi calerà sino a livelli inaccettabili.

Una possibile spiegazione potrebbe essere che l'iniziativa rappresenta un tentativo da parte degli operatori di servizi diretti di conseguire una maggiore quota di mercato a spese degli operatori che si servono di raccordi, quale ad esempio la Maersk Line, il cui livello di utilizzazione/nave nei servizi dall'Asia all'Europa via Singapore restano buoni.
(da: Containerisation International, maggio 2007, pag. 15)




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››› File
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