Non si ferma la produzione di navi portacontainer sempre più grandi: ridotti i viaggi e i costi del carburante, ma aumentati i tempi di attesa e il rischio di incidenti in mare.
Il commercio marittimo è, ad oggi, il tassello fondamentale dell’economia mondiale: basti pensare che circa il 90% delle merci passano via mare. Un eventuale blocco – seppur temporaneo – delle attività marittime, rischia di avere conseguenze evidenti sui vari produttori/imprenditori oltre che sul consumatore finale. Per far fronte alla smisurata domanda di merci – e diminuire i costi di produzione – gli armatori si sono dedicati sempre di più alla produzione di navi monstre: tuttavia, se la strategia mira ad un risparmio di viaggi e carburante – con le navi in grado di trasportare più container – si registrano tempi di attese e partenze più lunghe, oltre che ad incidenti in mare sempre più frequenti.
I DATI DEGLI ULTIMI ANNI
Il fenomeno delle navi monstre, seppur non recente, ha subito negli ultimi anni una decisa accelerazione: secondo uno studio di Allianz Global (uno dei maggiori assicuratori marittimi), la capacità di una portacontainer è cresciuta del 1500% in 50 anni: nel giro di pochi anni si è infatti passati dalla Ideal X – la prima nave merci con a bordo “solo” 58 container, salpata il 26 aprile 1956 – alla futura Ever Ace che –entrando in funzione a luglio – sarà la portacontainer con maggiore capacità al mondo con 23.992 TEU. Costruite appositamente per abbattere i costi di trasporto– in particolare lungo la tratta Usa-Cina – le mastodontiche navi richiedono porti appositi per essere ospitate – ad oggi in Italia, ad esempio, soltanto il porto di Gioia tauro e il Trieste Marine Terminal possono ospitare i colossi marini – o in alternativa, bisogna ricorrere alla tecnica del transhipment: trasbordare le merci delle navi madre ad unità più piccole per consentire l’attracco a porti minori.
SEMPRE PIÙ INCIDENTI: SUEZ E LO SRI LANKA
Oltre dunque alla formazione di consorzi e conseguente oligopolio marittimo, un’altra conseguenza delle navi monstre è quella di tagliare fuori dal commercio tutti quei porti che non sono preparati ad ospitarle. Sono infatti poche le strutture in grado di reggere le dimensioni delle navi: una situazione che comporta inevitabilmente delle tratte fisse e una riorganizzazione logistica che va ad inficiare il guadagno economico degli importatori ed esportatori. Ma più grandi sono le navi, più è alto il rischio di incidenti: se si osserva la situazione del Canale di Suez – via cruciale per il traffico marittimo – lo studio di Allianz Global presenta 75 sinistri negli ultimi 10 anni, di cui un terzo (28) riguardanti navi container. La media si attesta intorno agli 8 incidenti all’anno, con gli incagli che ne rappresentano la causa maggiore. Recentemente, sono balzati agli onori della cronaca due gravi incidenti di navi container: il primo quello che ha visto protagonista la Ever Given nel Canale di Suez, il secondo riguardante la MV X – Press Pearl a largo dello Sri Lanka. I due incidenti sono sintomatici delle difficoltà che accompagnano le navi monstre: oltre agli impatti sul blocco del commercio e al rischio ambientale, queste navi sono troppo grandi per essere salvate in modo economico. Dislocare una mega nave richiede una compagnia specializzata, che come prima cosa procede nel valutare il grado di incaglio: se il danno è irreparabile, l’alleggerimento del carico si prospetta come l’unica soluzione ad un prezzo però molto più elevato.
Si osservi il caso della X-Press Pearl: la nave era di ritorno di un viaggio sulla tratta Port Klang-Qatar-Dubai quando, a largo di Colombo, un vasto incendio si è propagato a bordo. Dopo aver domato l’incendio – durato 13 giorni – sono stati avviati i procedimenti per rimorchiare la nave verso acque più profonde: il tentativo è però fallito a causa del maltempo e soprattutto delle dimensioni della nave container e del suo carico (25 tonnellate di acido nitrico, 278 tonnellate di carburante, 50 di gasolio per 1846 container) che hanno causato l’affondamento sul fondale della poppa. Ancora incerte le valutazioni sull’entità dell’impatto ambientale, che rischia di essere il peggior disastro ecologico dello Sri Lanka: ad eccezione infatti del petrolio – che pare essersi esaurito completamente nella combustione – il carico di 81 container classificati come “tossici” si è riversato in acqua insieme a tonnellate di plastica da imballaggio. A rischio anche la microeconomia della zona, a causa del divieto di pesca imposto dal governo in un raggio di 80 km.
Ma le dimensioni della nave battente bandiera di Singapore sono ben distanti da quelli della Ever Given: la “mega-nave” che qualche mese fa ha bloccato il Canale di Suez è lunga 400 metri e registra un peso a pieno carico di 220.000 tonnellate. Dopo il disincaglio delle navi – che nel caso della Ever Given ha richiesto oltre una settimana e potenti mezzi – si va incontro a dispute legali per i vari risarcimenti: la nave è infatti tuttora bloccata sotto sequestro – con tutto il suo carico – dalle autorità giudiziarie egiziane. Il blocco giudiziario di una nave container delle dimensioni della Ever Given presenta un danno economico incalcolabile per importatori e produttori che aspettano l’arrivo di materie prime.
L’impatto economico delle grandi navi si dirama allora verso più direzioni, articolandosi in molteplici rischi: una soluzione pericolosa che, ad oggi, sembra però non voler proporre alternative di diverso genere.
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