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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 XXVI - Number 4/2008 - APRIL 2008

Industria

Nuove prospettive per i contenitori pallet-wide

E' facile capire perché agli importatori ed esportatori europei piacciano i contenitori pallet-wide.

Le rastrelliere nella maggior parte dei loro magazzini sono progettate per le dimensioni standard dei pallet europei da 1.200 x 800 mm, di modo che le dimensioni interne dei camion a loro adibiti possono caricarne comodamente due in larghezza.

Qualsiasi dimensione inferiore comporterebbe uno stivaggio meno che ottimale.

Le merci importate possono, perciò, essere trasferite direttamente al magazzinaggio e poi ricaricate su camion per la consegna ad utenti finali con un ammontare minimo di movimentazioni, danni e costi.

La maggior parte dei contenitori e delle casse mobili marittimi utilizzati dagli operatori di short-sea infra-europei sono, perciò, larghi esternamente almeno 2,5 metri, anche se i loro ganci d'angolo restano alla distanza standard per agevolarne la movimentazione.

Questo rappresenta un problema per alcuni vettori marittimi a lungo raggio, poiché la larghezza esterna standard dei container consentita dalla maggior parte delle loro navi è ancora di poco superiore ai 2,4 metri.

Se i normali contenitori pallet-wide vengono strizzati sotto coperta, perciò, possono bloccarsi; le navi europee adibite allo short-sea non hanno questo problema, perchè le guide delle loro celle sono costruite più larghe.

Gli esportatori d'oltremare che spediscono merci in Europa non vengono di conseguenza incoraggiati ad utilizzare i pallet europei, di modo che occorre provvedere ad un sacco di doppie movimentazioni al momento dell'arrivo.

Questo, però, non è ciò cui si puntava in origine, né per l'industria dei contenitori, né per la gestione della filiera organizzativa just-in-time.

L'industria containerizzata per il trasporto marittimo a lungo raggio, tuttavia, è assolutamente piena di risorse, tanto che una prima soluzione era stata proposta dalla Bell Lines sin dagli inizi degli anni '90.

In seguito al ritiro di quel vettore, il suo modello di pallet-wide cellulare venne poi adottato dalla Cronos ed oggi esiste ancora.

Successivamente, la Sea Containers introdusse un nuovo modello progettuale nel 1997, che venne rilevato dalla GeSeaCo dopo la fusione tra Sea Containers e GE nel 1998.

Mediante l'utilizzazione di pannelli laterali in acciaio ondulato, l'esigenza di un rafforzamento strutturale interno venne meno.

L'ondulazione su un lato dev'essere necessariamente sfasata rispetto all'altro lato, di modo che quando due unità vengono stivate affiancate possano incastrarsi l'una nell'altra.

Dopo averli denominati SeaCell, la GeSeaCo ha cercato di noleggiarli da allora, ma, com'era successo con il modello della Cronos, con risultati assai limitati (v. Tabella 1).

Tabella 1: Pallet-wide cellulari TEU 2002-07

Metà 2002

94.500

Metà 2003

101.000

Metà 2004

111.000

Metà 2005

119.000

Metà 2006

127.500

Metà 2007

141.500

Fonte: Censimento mondiale contenitori 2008
         - Analisi di mercato di Containerisation International


Malgrado ciò, un'altra società, la Sea Axis, ha appena lanciato un nuovo container pallet-wide europeo chiamato SeaCell2.

Si tratta di un modello dalla progettazione simile a quella del SeaCell della GeSeaCo, a parte il fatto di essere equipaggiata con un normale portellone da contenitore che si dice essere più robusto.

La sua struttura ondulata consente ugualmente di caricare cinque pallet europei ovvero 2,7 m3 di carico utile in più in un contenitore da 40 piedi high-cube, rispetto all'unità standard.

Lo scarso tasso di diffusione del SeaCell comporta naturalmente la domanda sul perché venga ritenuta necessaria una maggiore concorrenza.

James Coulson, ex dipendente della GeSeaCo ed ora direttore della Sea Axis, commenta al riguardo: "Il vero cambiamento sta nel fatto che il mondo sta diventando più consapevole dal punto di vista ambientale.

I costi aggiuntivi del leasing del SeaCell sono di soli 0,10 euro (0,15 dollari statunitensi) al giorno, il che equivale approssimativamente a 15 dollari in più per un viaggio di andata e ritorno dall'Estremo Oriente all'Europa.

"Si tratta di una somma molto piccola da pagare per lo spazio di carico in più a disposizione, in particolar modo data la sempre maggiore enfasi che adesso viene posta sulla riduzione della congestione e dell'inquinamento.

Ad esempio, 10.000 europallets richiedono solo 167 unità SeaCell2 da 40 piedi in confronto a 200 contenitori standard da 40 piedi.

Ciò significa minori emissioni di carbonio dalle navi e meno intasamenti sulle nostre strade" afferma Coulson.

L'argomentazione del risparmio sui costi non è nuova, di modo che è lecito chiedersi perché i vettori marittimi abbiano trascinato così a lungo la questione.

Ignorando i costi aggiuntivi, essi sostengono che la larghezza in eccesso dei SeaCell li rende ancora difficili da stivare a bordo, anche se Coulson sostiene che le moderne navi portacontainer dispongono di guide cellulari dotate di uno spazio più che ampio sotto coperta.

Si ammette che lo stivaggio in coperta è marginalmente più difficile, ma l'unità SeaCell è stata progettata in modo tale da rendere la differenza quasi irrilevante.

Tabella 2: Dimensioni critiche

Tipo di contenitore

Larghezza esterna massima (in metri)

SeaCell

2,48

Contenitore standard ISO per carichi secchi

2,45

Contenitore per carichi secchi Euro pallet

2,50

Contenitore per carichi refrigerati Euro pallet

2,55

Fonte: Containerisation International


I vettori marittimi sostengono altresì che, poiché si tratta di contenitori speciali, con loro si possono effettuare operazioni solamente nel contesto di viaggi definiti, il che rende il riposizionamento più costoso.

I box normali possono essere interscambiati fra le diverse direttrici di traffico in modo di gran lunga più facile.

Ad esempio, un container standard spedito da Shanghai a Monaco in Germania può essere utilizzato in seguito per carichi di esportazione negli Stati Uniti invece di dover tornare vuoto in Asia.

Data la varietà in continuo aumento di contenitori richiesti dalla clientela, è facile capire perché i vettori marittimi si ritengano frustrati da questa situazione.

Oltre al vasto schieramento di contenitori marittimi standard da 20 e 40 piedi che adesso devono essere messi a disposizione dei clienti, fra cui occorre considerare la crescente domanda di high-cube, gli americani desiderano box da 53 piedi per i propri traffici nazionali, mentre gli europei vogliono quelli da 45 piedi per i propri.

Tuttavia, Coulson sostiene che, in una direttrice di traffico quale la rotta Estremo Oriente/Europa, nella quale moltissimi box devono comunque tornare indietro vuoti in Asia, l'argomentazione non è sufficiente a negare ai caricatori i vantaggi ambientali ed in termini di costi del nuovo container.

Lamenta infatti Coulson: "Le regole del gioco sono cambiate perché l'atteggiamento dei caricatori nei confronti dell'ambiente è cambiato, di modo che anche i vettori marittimi dovrebbero cambiarlo".

Si può sostenere che i vettori marittimi possano affermare di averlo già cambiato quando le condizioni lo richiedevano, mediante la crescente fornitura di contenitori high-cube da 40 piedi.

Secondo l'ultimo "Censimento mondiale contenitori 2008" contenuto nell'Analisi di mercato di Containerisation International, la percentuale di questa unità nella flotta globale di contenitori per carichi secchi è cresciuta dal 20,6% nel 2000 al 38,5% alla metà del 2007, con un incremento di 5.729.808 TEU; ci si aspetta che essa aumenti sino al 45,8% entro il 2012.

In altre parole, l'enfasi sull'aumento del carico utile dei contenitori è andata in crescendo, il che ben si attaglia al numero sempre maggiore di clienti che preferiscono imballare i propri cartoni senza nessun pallet del tutto.

Sarà interessante vedere il ruolo della Sea Axis nella crescita della futura domanda, dal momento che essa costituisce una nuova divisione per il leasing dei contenitori della Axis Intermodal, specializzata nella fornitura di camion, semirimorchi stradali ed equipaggiamento del tipo casse mobili.

La sua dirigenza di vertice comprende il veterano del settore Robert Montague, già alla Tiphook, che è tornato a lavorare nell'industria del trasporto di contenitori dopo un'assenza di 13 anni.

Alla richiesta di commentare l'immissione sul mercato di un prodotto rivale che sembrerebbe simile al suo, Paul Merritt, vice presidente della gestione prodotti della GeSeaCo, dichiara: "Per quanto avremmo potuto insistere nell'intento di restare il solo fornitore del modello brevettato SeaCell, abbiamo ritenuto che vi fosse abbastanza spazio nel mercato per un altro fornitore e che potremmo trarre vantaggio dalla loro promozione aggiuntiva.

Sebbene ci siano approssimativamente 40.000 SeaCell in circolazione, questa è solo la punta dell'iceberg.

Si potrebbe ottenere molto di più se i caricatori dovessero insistere per la loro fornitura, invece di consentire ai vettori marittimi di continuare a rincorrere le ombre".

Mark Trundle, dirigente per la logistica delle importazioni della Kingfisher, con sede nel Regno Unito, osserva: "Non c'è dubbio che i vettori marittimi potrebbero fare di più per mettere i SeaCell a disposizione dei clienti al di fuori dell'Europa ed un costo realistico nonché ad un livello di servizio che supporterebbero i potenziali vantaggi che essi apportano.

Tuttavia, anche i caricatori potrebbero fare di più per incoraggiare il loro uso.

Spedire i carichi in pallet di dimensioni europee assicura l'opportunità di portare il prodotto al cliente finale più alla svelta e quei caricatori che riescono a sfruttare il valore di questo fattore con carichi adatti sono nella migliore condizione per essere persuasivi.

Noi abbiamo collaudato la base al riguardo qualche tempo fa utilizzando l'equipaggiamento dall'Asia, ma ancora dobbiamo sviluppare qualche elemento delle nostre filiere organizzative al fine di ottimizzare tale approccio".

Riassumendo, la Sea Axis deve senza dubbio scalare una montagna con il suo nuovo equipaggiamento, ma sa che Roma non è stata fatta in un giorno, anche se agli azionisti piacerebbe tanto che lo fosse.
(da: Containerisation International, marzo 2008, pagg. 69-71)


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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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