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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 6/2008 - JUNE 2008

Studi e ricerche

Gli high-cube guadagnano terreno nella flotta mondiale dei box

Il contenitore marittimo standard per carichi secchi da sempre domina la flotta mondiale dei box, dal momento che la sua attrattiva universale si confà ai caricatori ed ai vettori marittimi.

Nell'ultima "Analisi di mercato annuale di Containerisation International: censimento 2008 dei contenitori mondiali", quel tipo di contenitori rappresenta un saldo 85% di tutti i TEU in servizio alla metà del 2007, nonché quasi il 90% del conteggio complessivo dei box marittimi.

In numeri assoluti, ci sono oltre 21 milioni di TEU di modelli standard marittimi in servizio, rispetto ad un totale complessivo di 24,8 milioni di TEU (inclusi tutti i tipi locali e marittimi).

Tuttavia, da molti anni sta avendo luogo un graduale cambiamento della flotta standard.

Parlando in senso lato, i box più piccoli hanno ceduto il passo alle unità più grandi, che sono state alimentate sotto molti aspetti dalla più elevata percentuale di carichi cubici (più leggeri) movimentati.

Pertanto, la percentuale complessiva dell'equipaggiamento da 40 piedi è aumentata, mentre i contenitori da 20 piedi hanno perso terreno per gran parte degli ultimi 25 anni.

Si riconosce, peraltro, che la loro quota non sia più in caduta libera, essendosi stabilizzata al 32% (in termini di TEU) dal 2004.

Alla fine degli anni '80, i contenitori da 20 piedi rappresentavano circa la metà di tutti i TEU standard nella situazione globale, ma la sua quota era già calata al 35% nel 2000.

Di converso, la proporzione dei 40 TEU è cresciuta da una percentuale prossima al 50% nel 1990 a quasi il 65% di un decennio più tardi.

Nel corso del periodo accennato, l'importanza di tutte le altre dimensioni - 24, 30 e 45 piedi - è cambiata appena.

La porzione dei 45 piedi, ad esempio, costituiva meno del 2% dei TEU standard alla metà del 2007, mentre le altre lunghezze (per lo più i 24 piedi) contribuivano con un minuscolo 0,03%.

I cambiamenti non sono stati confinati meramente alle lunghezze, dato che anche l'altezza dei contenitori è aumentata.

Dapprima, gli 8 piedi (altezza esterna) della prima generazione hanno ceduto il passo agli 8 piedi e 6 pollici; questa transizione era in gran parte completata alla fine degli anni '80.

Da allora, lo spostamento è avvenuto a favore dell'equipaggiamento "high-cube" alto 9 piedi e 6 pollici.

Tuttavia, a differenza della precedente eliminazione graduale degli 8 piedi, che aveva riguardato i contenitori sia da 20 che da 40 piedi, la linea di tendenza verso i 9 piedi e 6 pollici ha riguardato la sola flotta da 40 piedi.

Il container high-cube da 20 piedi resta un fenomeno relativamente raro, rappresentando appena lo 0,04% rispetto ai TEU standard (10.000 TEU) alla metà del 2007.

In confronto, il computo dei contenitori high-cube da 40 piedi ha totalizzato oltre quattro milioni di unità, essendosi espanso del 20% dal censimento precedente alla metà del 2006.

Ciò, rispetto ad un miserevole tasso di crescita del 3% per le unità standard da 40 piedi per 8 piedi e 6 pollici rispetto alla stesso periodo.

Di conseguenza, quest'ultima dimensione di container ha rappresentato meno del 30% dei TEU standard operativi.

Si è trattato di una delle peggiori prestazioni di tutti i tempi.

Il 40 piedi high-cube costituiva quasi il 40% dei TEU standard alla metà del 2007, sebbene la sua quota fosse prossima al 25% cinque anni prima (alla metà del 2002), mentre aveva appena il 10% del mercato poco più di un decennio fa.

Da tempo di tratta del tipo di box standard maggiormente prodotto, malgrado la domanda annua di gran lunga minore per unità da sostituzione, anche se si tratta di una situazione in corso di cambiamento.

Attualmente, gli high-cube da 40 piedi rappresentano circa il 45% di tutti i TEU standard prodotti, e la loro percentuale sta salendo.

In confronto, la produzione dei contenitori da 20 piedi e 40 piedi (8 piedi e 6 pollici) è stata più statica - ma anche più variabile - di quanto non ci si potesse aspettare, dato l'elevato fattore di sostituzione.

In ordine all'equipaggiamento da 20 piedi, la produzione normalmente ha spaziato fra il 25% ed il 35% del totale, mentre quella dei 40 piedi (8 piedi e 6 pollici) si è attestata fra il 20% ed il 30%.

Un piccolo residuo, equivalente a meno del 2% dei TEU, si riferiva alle unità da 45 piedi.

Anche se il container da 45 piedi (9 piedi e 6 pollici) è stato in servizio per 25 anni, non ha ingenerato in realtà nessuna impressione ed è rimasto un prodotto relativamente di nicchia.

Peraltro, in teoria, esso resta il container high-cube ottimale, offrendo una capacità cubica maggiore del 10% rispetto a quella dell'unità da 40 piedi (9 piedi e 6 pollici).

Un grosso ostacolo è costituito dal costo di costruzione sproporzionatamente più alto, dal momento che la produzione delle unità da 45 piedi costa quasi un terzo di più di quella dell'equipaggiamento da 40 piedi caratterizzato dalla medesima altezza e dalle stesse specifiche.

Inoltre, essa presenta una maggiore complessità operativa a causa del suo assemblaggio da due parti.

Ancora più essenziale è la mancanza di compatibilità con le guide cellulari da 20/40 piedi che costituiscono lo standard per la maggior parte delle navi portacontainer, il che spesso comporta uno stivaggio maggiormente ingombrante sopra coperta.

Di conseguenza, solo poche ditte, come la APL, pioniera del modello dotato di tali dimensioni, sono in grado di integrare con successo tale equipaggiamento nelle proprie reti.

Flotta mondiale containerizzata in TEU alla metà del 2007
suddivisa per tipi operativi, lunghezza e riepilogo


Standard per
carichi secchi

Speciali per
carichi secchi

Reefer integrali
ed isolati

Cisterne
(rinfuse liquide)

Totale

Marittimi - larghezza 8 piedi

20 piedi

6.740.952

371.667

153.055

183.190

7.448.864

40 piedi

14.070.624

456.518

1.272.580

1.106

15.800.828

45 piedi

392.787

19.485

810

-

413.082

Altri

6.990

21.006

1.227

5.937

35.160

Totale parziale

21.211.353

868.676

1.427.672

190.233

23.697.934

Regionali - larghezza 8 piedi e 6 pollici (nordamericani interni)

48 piedi

112.704.

4.740

8.400

-

125.844

53 piedi

280.423

2.650

8.109

-

291.182

Altri

24.963

2.490

2.538

-

29.991

Totale parziale

418.090

9.880

19.047

-

447.017

Regionali - larghezza 2,5 (pallet-wide non cellulari e casse mobili)

20-25 piedi (6-8 metri)

293.848

59.463

2.020

24.200

379.531

30-35 piedi (9-10 metri)

2.820

45.495

-

4.680

52.995

40-45 piedi (12-14 metri)

170.949

17.191

8.048

900

197.088

48 piedi ed oltre

5.015

-

144

-

5.159

Totale parziale

472.632

122.149

10.212

29.780

634.773

Totale complessivo

22.102.075

1.000.705

1.456.931

220.013

24.779.724

Fonte: Censimento mondiale 2008 dei contenitori


Il 45 piedi standard marittimo deve affrontare un'ulteriore sfida sotto forma della propria controparte "Euro" da 45 piedi, che ha riscosso il favore di molti operatori costieri, regionali ed intermodali di tutta l'Europa.

Esso, di conseguenza, negli ultimi anni ha conseguito un ritmo stellare di crescita della flotta.

Questa unità pallet-wide era apparsa la prima volta alla fine degli anni '90 e lo scorso anno era cresciuta sino a più di 50.000 unità alla metà del 2007.

Essa equivale già a quasi il 30% delle dimensioni della flotta del più grande 45 piedi marittimo standard, che ammontava a 175.000 unità alla metà del 2007.

La popolarità del container "Euro-pallet" deriva dalla sua migliorata compatibilità con la normativa stradale dell'Unione Europea, che di fatto ha vietato la movimentazione autostradale delle unità marittime standard da 45 piedi (sebbene al momento attuale tale norma non sia ancora entrata in vigore).

Il contenitore Euro da 45 piedi, con il suo modello progettuale ed il suo gancio d'angolo unico, è più costoso di quello da 45 piedi standard, ma un numero sempre maggiore di operatori infra-europei ritiene che il costo in più ne valga la pena.

Le cose potrebbero cambiare nel caso che esso dovesse essere introdotto nei traffici marittimi a lungo raggio.

Ciononostante, è diffuso il giudizio per cui sarà ancora il 40 piedi high-cube a dominare la scena, tanto da assistere ad un ulteriore aumento della propria quota complessiva del settore globale dell'equipaggiamento marittimo.

Al contrario, si prevede che il modello da 20 piedi resti al suo attuale stabile livello, dato che la domanda per questo tipo di lunghezza di unità si è leggermente rafforzata negli ultimi anni.

Un'attrattiva del possedere contenitori standard da 20 piedi consiste nel loro valore residuo relativamente alto, che è migliore di quello di tutti i tipi dimensionali più grandi.

Essi sono anche più adatti alla maggior parte dei traffici ed al trasporto dei pesanti carichi eccezionali, delle materie prime e delle merci semi-finite.

La dimensione da 40 piedi resta estremamente adatta alla spedizione marittima di leggeri prodotti al dettaglio imballati, che dominano sempre più le rotte dalla Cina e dal resto dell'Estremo Oriente (e che si stanno guadagnando una quota sempre più grossa in tutti i traffici di linea).

Naturalmente, gli esportatori ed importatori preferiscono l'equipaggiamento high-cube da 40 piedi, poiché esso assicura il 10% di capacità cubica in più se confrontato con la sua controparte da 8 piedi e 6 pollici, nonché a causa del costo proporzionalmente inferiore.

Il costo di costruzione di un 40 piedi standard high-cube supera di poco il 5% in più di quello di un 40 piedi (8 piedi e 6 pollici) standard ed alcuni vettori tendono ad assorbire questo piccolo sovrapprezzo dal momento che le operazioni high-cube stanno diventano sempre più comuni e le dimensioni della relativa flotta alla fine raggiungeranno la massa critica.
(da: Containerisation International, maggio 2008, pagg. 46-47)


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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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