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An Embircos tanker is reported fixed for $469,000 per day loading in the Arabian Gulf as traffic starts to return to Hormuz June 25, 2026 The first fixtures from Arabian Gulf fromVLCCowners willing to risk transiting inbound through the Strait of Hormuz have seen rates skyrocket. An Embircos 2019-built VLCCDeloswas reported fixed on subs to Mercuria at $469,000 per day for an AG –Chinavoyage, according to Tankers International. It is the second VLCC fixture from the Gulf reported with the Kyklades Maritime VLCC, Nissos Kea fixed at $439,000 to Vitol for an AG – Far East voyage. The fixtures represent the first reported in the market from the Gulf since traffic started to normalise in the Strait of Hormuz with the deal between US and Iran to end the conflict during a 60-day negotiation period. The rates for Gulf fixtures are more than double those seen for VLCCs in the market as whole, which have also at least doubled in the last week to around $200,000 per day. The fixtures from the region while representing huge earnings for tanker owners still come with a considerable risk that negotiations between the US and Iran could collapse with Iran again moving to aggressively take control of the Strait of Hormuz and leaving vessels that have transited inbound for cargoes stranded in the Gulf. Related:Weekly tanker and dry bulk time charter rates - 24 June Fixtures for VLCCs to load in the Gulf ofOmanwithout transiting through the Strait of Hormuz are in the $220,000 - $230,000 per day range. The Strait of Hormuz is open via two separate corridors one controlled by Iran to the north of the traditional Traffic Separation Scheme (TSS), which remains likely mined, and one to the south in Omani waters with guidance from US forces. It is understood work is underway to expand the southern route to have separate inbound and outbound lanes in the coming days. Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026

inInternational Shipping News25/06/2026 Summary The shipping industry’s path to decarbonisation is far from straightforward. Regulatory timelines are shifting, alternative fuels are maturing at different rates and the infrastructure to support them is still being built. When Höegh Autoliners needed to make decisions in this uncertain environment, they turned to Rystad Energy Advisory for independent analysis that could cut through the uncertainty. Working closely with Höegh’s team, Rystad conducted a structured assessment of alternative fuel economics, bunkering infrastructure and long-horizon price scenarios, giving Höegh the analytical foundation to act with confidence and position itself ahead of its peers on the clean fuel transition. Project background Roll-on/roll-off (RoRo) shipping sits at an unusual intersection of the energy transition. Growing EV adoption is reshaping the cargo these vessels carry, increasing both volumes and operational complexity. At the same time, decarbonisation pressure on the ships themselves is intensifying through ETS carbon pricing, FuelEU Maritime and the IMO’s evolving net zero framework. That regulatory picture remains incomplete. The IMO’s net zero implementation timeline has been subject to delay, slowing some of the industry acceleration that had been anticipated and creating ambiguity for operators making long-cycle capital decisions. Vessels ordered today will be operating in 2055. Getting the propulsion choice right the first time carries consequences that compound over decades. Höegh Autoliners needed to get its heads around future fuels at the exact moment it was committing to significant capital. The core analytical challenge was not simply identifying which fuel to choose, but building the kind of rigorous, defensible view that could hold up across three decades of asset life and across conversations with customers, regulators, financiers and peers. The bunkering infrastructure question was particularly acute. Confidence in ammonia propulsion required more than a view on molecule pricing. It required granular analysis of where production, liquefaction and bunkering capacity was actually being built, at what cost and on what timeline. That kind of bottoms-up work was challenging to pull together in-house. Höegh’s Autoliners’ ambition also went beyond what regulation demanded. Through its Planet Development Goals and voluntary commitments, the company had set a course that required genuinely understanding the alternatives, not simply meeting a compliance threshold and moving on. Our solution Our Advisory team conducted a structured fuel price study examining the economics of ammonia, methanol, LNG and other candidate fuels across long-horizon scenarios, calibrated to Höegh’s specific operating context. The analysis went beyond headline price projections. Rystad modelled molecule cost curves with the same granularity applied to its flagship energy data products, tracking regional supply dynamics and infrastructure build-out rates across the markets where Höegh’s fleet would need to bunker. China was identified as a critical variable, given the pace at which ammonia molecule prices there are developing. The work gave Höegh a clear-eyed view of the trade-offs between fuel pathways, monitoring technologies and bunkering infrastructure maturity, structured to hold up in stakeholder conversations with customers, regulators and suppliers alike. “For us, Rystad Energy’s focus on energy and granularity of approach and expertise was distinctive for the problem at hand.”Andreas EngerCEO, Höegh Autoliners Impact The Rystad Energy Advisory engagements gave Höegh the confidence to move. The company committed to ammonia dual-fuel engines for the final four vessels in its order book, targeting delivery from Summer 2027 with Enova support, among the first operators in its segment to do so. Beyond the investment decision itself, the work changed how Höegh engages on decarbonisation. Having independent, data-driven analysis behind its position strengthened the company’s credibility across the value chain, from customer conversations to regulatory dialogue.Source: Rystad Energy

Redazione AnsaCAGLIARI - Giugno 24,2026 - News (ANSA) - CAGLIARI, 24 GIU - Non arriverà prima di metà luglio nell'Aula del Consiglio regionale la variazione di bilancio da circa 750 milioni, che distribuisce i fondi della vertenza Entrate: chiuso il ciclo di audizioni e la discussione generale del testo la manovrina comincerà dalla prossima settimana l'esame dei singoli articoli e delle poste di bilancio. Ma sono due i temi, entrambi relativi ai trasporti, che stanno tenendo banco nel dibattito tra il campo largo e l'opposizione di centrodestra.Il primo riguarda il processo di integrazione dei tre aeroporti sardi che continua ad alimentare le polemiche della minoranza: tornano nel testo, dopo vari slittamenti, i 30 milioni stanziati già lo scorso anno."Continuiamo a non capire perché ci si sta incaponendo a voler spendere 30 milioni di euro dei sardi, probabilmente in maniera inutile, visto anche le modifiche normative nazionali che consentono una governance locale molto forte", sottolinea dal centrodestra Alberto Urpi, Sardegna al centro 20venti.L'altra misura, su cui invece dovrebbe esserci accordo, è lo stanziamento di 40 milioni in un fondo dedicato a sostenere le aziende in ginocchio a causa del caro carburante legato alla crisi in Medio Oriente e della tassa sulle emissioni climalteranti (Ets).Un nodo su cui insistono i Riformatori sardi, che hanno chiesto che venga convocata una seduta straordinaria dell'Aula dedicata proprio a questo tema da svolgersi entro il 15 luglio, quando in Europa comincerà la discussione per la revisione del sistema Ets. "In Sardegna il trasporto marittimo delle merci rappresenta una condizione obbligata per imprese, lavoratori e cittadini. Eppure il tema continua a non ricevere l'attenzione che merita, nonostante i costi dei trasporti incidano quotidianamente sulla competitività delle aziende, sul prezzo dei beni e sulla capacità dell'Isola di attrarre investimenti", argomenta il capogruppo Umberto Ticca. L'obiettivo è che l'Assemblea possa individuare "un indirizzo politico condiviso e sollecitare la Regione ad attivarsi tempestivamente per ottenere strumenti efficaci di compensazione dei maggiori costi che gravano sulla Sardegna"."Adesso dobbiamo guardare in faccia la realtà e c'è un'emergenza - spiega Maria Laura Orrù, capogruppo di Avs -, dobbiamo provare a dare delle risposte alle imprese. È chiaro, però, che il problema è un problema sistemico, dobbiamo guardare come Consiglio regionale alle strategie da mettere in campo per il futuro, soprattutto perché dobbiamo dare delle risposte importanti anche in una visione strategica". (ANSA).

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. Allianz reports fewer incidents and total losses in 2025, but warns political risk is now a growing threat to maritime safety. June 24, 2026 Allianz estimates that there were 1,150 cargo-carrying vessels trapped in the Arabian Gulf as of 15 June, with a combined value of vessels and cargo of around $125bn. The figures were published in the insurer’s Safety and Shipping Review 2026, which showed a 16% decline in reported shipping incidents on vessels over 100 gt in 2025, from 3,353 in 2024 to 2,818 in 2025. Over half of reported incidents were machinery damage or failure, 260 were collisions, and 218 were fire/explosion. Reporting of total losses can be delayed, but the current figures for 2025 showed a continuation of a trend suggesting improvements in maritime safety. There were 43 total losses reported for 2025, below the average of 70 per year between 2021 and the end of 2025. Between 2016 and the end of 2020, average total losses for vessels over 100 gt tallied 111 per year. Despite the improving figures for 2025, the report was cognisant of the current crisis in the Arabian Gulf and Strait of Hormuz. “The relevance of political risk and conflict as a potential cause of maritime loss is increasing with heightened geopolitical tensions. Today, the industry appears to be more risk-exposed in this area than at any point in recent decades.” Related:DP World launches cargo war risk insurance for Middle East conflict Echoing thefindings of the ICS Barometer Report, Allianz said: “Navigating the matrix of geopolitical issues – from tariffs to regional conflicts and regulation – is the number one issue for shipowners and cargo operators going forward. The increasingly volatile and disruption-prone nature of global shipping trade routes is reinforcing the need for greater operational resilience and companies are shifting from ‘just-in-time’ to ‘just-in-case’ supply chains, prioritising resilience over cost efficiency.” Further, Allianz said the blockade of the Strait of Hormuz situation was one of several structural factors contributing to a ‘new equilibrium’ outlook for the industry marked by higher volatility and regionally fragmented trade growth driven by near-shoring and friend-shoring. With freight markets remaining sensitive to external shocks, operators with modern, fuel-efficient and flexible fleets may find greater earnings resilience. For insurers, there may be indirect impacts on future marine insurance claims. Costs for repairs may rise further due to broader inflation and increases in repair times and repair costs as a result of supply chain disruption, skilled labour shortages, and higher energy costs. Vessels trapped in the Gulf will face specific risks associated with remaining stationary in shallow water for long periods of time, as well as the impact of interrupted maintenance schedules for onboard machinery and equipment. Related:Criminal networks drive up global cargo theft “Insurance markets react quickly to crises, but the real challenge for companies is understanding how risks are interconnected. That’s why resilience and risk management are becoming just as important as insurance coverage,” said Justus Heinrich, global product leader marine hull at Allianz Commercial. “The shipping industry is facing turbulent times, not only from geopolitical instability, but also from traditional hull and machinery risks, where we see claims costs continue to rise, as well as from decarbonisation and fleet renewal challenges. Our role as an insurer is to support our clients as both a risk carrier and a resilience partner to mitigate risks before they become a damaging loss event.” Read and download the Allianz CommercialSafety and Shipping Review 2026from the Allianz website. Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021

Imports drive a huge leap in volumes at the ports of Long Beach and Los Angeles in the month of May June 24, 2026 The US West Coast gateway port ofLong Beacha 31.7% jump in container volumes in May driven by imports as an early peak season arrived. The figures released by the Port of Long Beach on 23 June follow a 17% jump in container volumes in May reported by the neighbouring Port of Los Angeles last week. During May the Port of Long Beach handled 842,092 teu some 31.7% higher than the container volume it handled in the same month in the previous year. The biggest driver of increased volumes at the US West Coast port was a 40% jump in imports to 418,815 teu in May this year. Imports into the Port of Long Beach outweigh exports by roughly a ratio of 4:1. The port reported a 32.9% increase in exports to 109,168 teu and empty containers handled increased by 21.8% to 314,012 teu. A similar if less pronounced pattern was reported thePort of Los Angeleswhich 840,165 teu in May up 17% on the same month in 2025. As with the Port of Long Beach imports were the primary driver with a 26% increase in loaded imports to 449,370 teu. Related:Cosco’s Peruvian port celebrates first year of operations “These numbers reflect the strength and adaptability of the supply chain,” said Noel Hacegaba, CEO of the Port of Long Beach. He noted rising fuel costs, tariff uncertainty and geopolitical concerns are all contributing to expectations for an earlier peak shipping season. The early peak season has been evidenced by a surge in container freight rates in recent weeks.Drewry’sWorld Container Index (WCI) climbed to an 18-month high in its last weekly report on 18 June. The WCI increased 12% over the previous week to hit $3,969 per feu with the Transpacific and Asia – Europe trade driving increases. Further increases were expected on both trades in coming weeks. TheShanghai Containerized Freight Index (SCFI)also rose 4.6% week-on-week to 3,122 teu last week its highest since August 2024. HSBC Global Research commented in a report this week: “Liners have outlined more rate increases for early July. We see this as an early peak season – shippers are front-loading to hedge potential disruption from the Middle East and Panama Canal – reinforced by inventory replenishment.” Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026

ICS Barometer Report shows political instability shaping operational, investment and decarbonisation decisions across global shipping. June 23, 2026 Maritime leaders surveyed by theInternational Chamber of Shipping (ICS)perceive political risk as both the greatest risk to the shipping industry and the one they are least confident the sector is able to address, according to a new report. The ICS Barometer Report 2025-2026 surveyed senior leaders, more than half of whom were shipowners and almost 40% were ship managers, and found political instability as a standalone risk and an underlying factor and multiplier across a range of risks facing the industry. The report’s findings show how geopolitics loomed large in the industry’s thoughts even before the Strait of Hormuz crisis, as less than five percent of responses came in after 28 February 2026. Geopolitics topped the list of risks to operations — a position it has now held for four years — followed by cyber attacks, regulations, increasing administrative burden, and barriers to trade. Regulations were the primary factor impacting operations for the fifth straight year, followed by public funding, market-based measures, private funding, and the availability of crew and trained personnel. Related:John Denholm appointed Chairman of ICS The risks covered by political instability, such as sanctions, wars, tariffs, trade agreements, direct attacks on vessels and the side-lining of freedom of navigation, have led to a change in operations, the report said. Route adjustments, switching between charter and spot deployment, and vessel registration changes are among the operational impacts of political instability, and combined with other areas of risks they are leading to a change in the industry at a strategic level. The need to react to rapidly evolving changes and maintain operational continuity has seen near-term issues prioritised over those with a longer timeframe. A special focus of the report was theIMONet Zero Framework. Some 57.8% of respondents said they had not changed their plans in response to the delay to the NZF vote agreed in October 2025. Over a fifth of respondents said they had delayed plans, 16.22% said they were modifying plans, and 3.24% said they were cancelling plans. The no change responses may represent two very different types of company and planning. Firstly, those that had no decarbonisation plans in place and continued to wait for the NZF outcome and more regulatory clarity to firm up their approach. Secondly, companies with firm plans in place that were undeterred by delays at IMO. The responses could signal a wait and see approach, or that decarbonisation is so engrained in certain capital cycles and regional regulations that NZF was a diminished factor in decision making. Related:SSI calls for streamlining of ship recycling regulations For the 38.9% of respondents who had altered plans due to the delay, the largest share reported a pause, signalling that decisions were being deferred rather than a complete disengagement with decarbonisation, the report said. ICS secretary general Thomas Kazakos said: "Global shipping is entering a period where uncertainty is no longer an interruption to business, it is the backdrop against which decisions are made. The findings of this year's Barometer are clear: geopolitical instability has become a defining risk multiplier, influencing everything from market conditions and operational planning to investment decisions and the pace of the energy transition. In response, industry leaders are taking an increasingly pragmatic approach, prioritising resilience, adaptability and proven solutions." Visit the ICS website to read or download theICS Maritime Barometer Report 2025-2026. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021

Welcome to portstrategy.com. This site uses cookies.Read our policy. 2026-06-23T11:52:00 Source: Port of Klaipėda The Port of Klaipėda has launched its hydrogen-powered waste vessel, marking a major milestone for sustainable shipping operations. Officially named Rasa on 18 June, the 42-metre port vessel was developed through Lithuanian and Estonian collaboration to support zero-emission port operations in the Baltic Sea region. Want to read more before deciding on asubscription? It only takes a minute to sign up for a free account and you’ll get to enjoy: Get more free contentsign up today Ready to subscribe?Choose from one of oursubscription packagesfor unlimited access! Site powered byWebvision Cloud

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. Since the MoU between US and Iran daily traffic volumes reached 27% of pre-conflict levels according to AXSMarine June 23, 2026 The number of ships crossing the Strait of Hormuz on 22 June was at highest level since the Iran war started on 28 February. AXSMarine said that there were 42 verified transits of the Strait of Hormuz on 22 June which the highest number since the conflict betweenUS/Israel and Iran started. The analyst said the 32 outbound movements and 12 inbound vessels on 22 June including fourLNGcarriers. “The rebound followed the conclusion of the Bürgenstock talks and came after a short-lived dip on 21 June, when Iran again declared the Strait closed,” AXSMarine commented. Since the MoU was signed between the US and Iran verified crossing of the Strait between 18 and 22 June reached 29.2 per day, compared to 4.9 per day on average in the first 17 days of the month. “This remains only 27% of the pre-conflict baseline of around 110 crossings per day, but marks the strongest recovery window since the conflict began,” the report said. Related:Mine clearance top priority for Hormuz safety say tanker owners Traffic has continued moving through the waterway on 23 June and included in outbound transits were theHMM16,000 teu container shipHMM Doan, the Liberian-flagged VLCCUniversal Glory,and the Norwegian-flaggedchemical/oil tankerBow Saga. Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026

Presenti gruppi Grimaldi e FS per collegamenti marittimi e gestione portuale 23 giugno 2026 – Incontro bilaterale oggi al MIT tra il vicepresidente del Consiglio e ministro delle Infrastrutture e dei Trasporti, Matteo Salvini, e il ministro greco degli Affari marittimi e delle Politiche insulari, Vasilis Kikilias. Il colloquio ha consentito di approfondire i principali dossier di interesse comune sul piano bilaterale, europeo e multilaterale, con particolare attenzione ai collegamenti marittimi, alla portualità e alla logistica. Centrale nei rapporti economici tra Italia e Grecia è la presenza dei gruppi Grimaldi e FS: il primo opera nei collegamenti marittimi e nella gestione portuale, mentre FS controlla Hellenic Train e, con il Gruppo Copelouzos, punta alla concessione del polo logistico Triassio II, nei pressi di Atene. Uno sviluppo strategico anche per le possibili sinergie con il porto del Pireo. Sul fronte europeo, Italia e Grecia condividono la richiesta di una profonda revisione del sistema ETS applicato al trasporto marittimo. Forte sintonia anche sulla posizione contraria espressa dai due Paesi sul “Net-Zero Framework” in ambito IMO. Così una nota del MIT.

Via libera ai nuovi treni a idrogeno destinati alla linea Brescia-Iseo-Edolo 23 giugno 2026 Ansfisa ha rilasciato l'Autorizzazione di Messa in Servizio per i nuovi treni a idrogeno destinati alla linea Brescia-Iseo-Edolo, primo caso in Italia. Un passaggio decisivo verso l’avvio del servizio commerciale previsto per l’inizio del 2027. Il via libera arriva al termine di un iter tecnico e autorizzativo avviato nel 2022 e condiviso da tutti i principali soggetti della filiera ferroviaria. Il progetto H2iseo prevede 14 nuovi convogli a idrogeno per sostituire l’intera flotta diesel della linea non elettrificata. Nei prossimi mesi proseguiranno test e collaudi, prima della fase di esercizio sperimentale che precederà l’entrata in servizio.

Welcome to portstrategy.com. This site uses cookies.Read our policy. 2026-06-23T12:16:00 Source: DaChan Bay Terminals DaChan Bay Container Terminals in Shenzhen in the southern part of Guangdong province in China, has completed full electrification of its in-yard tractor fleet, writes Ramadas Rao. With the conversion, port operator Modern Terminals estimates that direct carbon emissions will reduce by 5,000 tonnes annually. Want to read more before deciding on asubscription? It only takes a minute to sign up for a free account and you’ll get to enjoy: Get more free contentsign up today Ready to subscribe?Choose from one of oursubscription packagesfor unlimited access! Site powered byWebvision Cloud

Denholm takes up the role at the global shipping organisation at a time considerable upheaval and uncertainty in the world economy June 23, 2026 John Denholm is taking overing as Chairman of theInternational Chamber of Shipping (ICS)succeeding Emanuele Grimaldi. Denholm, Executive Chairman of family shipping firm J&J Denholm was unanimously elected to the position of Chairman of ICS by its board of directors at its Annual General Meeting in Rome. He takes over from Emanuele Grimaldi, President and Managing Director of Grimaldi Euromed, who has served as Chairman since June 2022. “I take on this responsibility at a moment of considerable upheaval and uncertainty for the world economy and for international shipping. Our industry continues to navigate geopolitical tensions, security threats, rapid technological change, the energy transition, and evolving trading patterns. Yet throughout every challenge, shipping continues to perform its essential role: keeping global trade moving and delivering the goods, energy, and resources upon which societies depend,” Denholm said. Related:SSI calls for streamlining of ship recycling regulations ICS Chairman is the latest in many senior leadership roles Denholm has held including President ofBimcoand the UK Chamber of Shipping. Thomas A. Kazakos, Secretary General of ICS, commented: “I am delighted to welcome John Denholm as Chairman of ICS. John brings decades of experience as a shipowner, business leader, and industry representative, together with a deep understanding of the challenges and opportunities facing our sector. “I would also like to express my sincere gratitude to Emanuele Grimaldi for his outstanding leadership over the past four years. His chairmanship coincided with one of the most demanding periods in recent maritime history. Under his stewardship, ICS helped guide the industry as it responded to attacks on civilian shipping and the disruption of major trade routes, adapted to significant shifts in global trading patterns, and engaged with an unprecedented programme of international regulatory change. His contribution to both ICS and the wider shipping community has been immense.” Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026

inInternational Shipping News23/06/2026 Excluding LNG carriers, more than 800 ships can run on LNG using mature, proven technology and established infrastructure, with over 600 more on order. Under the FuelEU Maritime regulation, LNG‑capable ships can remain compliant on fossil LNG until around 2035, depending on engine configuration. Ships fitted with two‑stroke high‑pressure dual‑fuel engines can remain compliant longer than those using four‑stroke low‑pressure dual‑fuel engines, which are more common in cruise ships and RoPax vessels. Extending LNG compliance with low-GHG options DNV’s Methane in Shipping white paper indicates that a potential compliance pathway is the use of LNG-compatible low-GHG fuels. LNG ships are compatible with alternatives such as liquefied bio-methane and e-methane. With tightening GHG intensity requirements, these ships are thus well positioned to transition towards lower GHG emission fuels without major retrofits for these alternatives. Bio-methane and e-methane can achieve very low, or even negative, life cycle emissions depending on how they are produced. LNG-fuelled vessels can progressively decarbonize by blending in or switching to these fuels,” explains Øyvind Sekkesæter, Senior Consultant at DNV and lead author of the paper. Demand for low-GHG methane will grow with tightening regulations According to demand projections outlined in the paper, compliance-driven low-GHG methane demand under FuelEU Maritime alone could reach 2–4 million tonnes by 2040, rising to as much as 40–95 million tonnes under the proposed IMO Net Zero Framework’s base target. On the supply side, current production of low-GHG methane is limited, but still higher than many other low-GHG fuel alternatives. Global bio-methane production reached around 7 million tonnes in 2024 and is projected to increase to about 15 million tonnes by 2030. E-methane remains nascent, with only 0.01 million tonnes of operational capacity today, but announced projects could lift this to 0.9 million tonnes by 2030. While there is significant potential to expand the global supply of low-GHG methane beyond today’s production levels, shipping will compete with other sectors for this supply. Most available supply is already absorbed by power generation and road transport, meaning access for shipping will largely depend on its willingness to pay relative to other users. Securing low-GHG methane in a competitive market Regulation will be decisive in shaping this competition. The paper notes that mechanisms such as the EU Emissions Trading System (EU ETS) and FuelEU Maritime are already incentivizing low-GHG methane uptake in shipping. Similar global measures could, over time, strengthen shipping’s willingness to pay to secure supply, while demand from less policy‑driven sectors may remain more price‑sensitive. “Securing access to low-GHG methane may require long-term offtake agreements, partnerships with fuel producers, or participation in emerging fuel value chains. Fuel procurement therefore becomes both a strategic and an operational consideration for shipowners,” explains Sekkesæter. LNG bunkering infrastructure applicable From a technical standpoint, existing LNG infrastructure is largely compatible with liquefied bio‑methane and e‑methane and can, in principle, supply these fuels without physical modifications. The more persistent constraint lies in economics and market access rather than infrastructure alone. As of late 2025, liquefied bio-methane in Rotterdam was priced at around USD 1,860 per tonne, almost three times the price of fossil LNG. However, when regulatory incentives are taken into account, most notably reduced exposure under the EU ETS and pooling revenues under FuelEU Maritime, bio-methane can already be cost-competitive on selected EU-to-EU voyages. Unlocking methane supply through flexible mechanisms Beyond production volumes, availability to shipping is shaped by how low‑GHG methane is accounted for and allocated across sectors. “This places chain-of-custody models at the centre of the discussion,” says Sekkesæter. “Flexible approaches, such as mass-balance and book-and-claim systems, allow low-GHG methane to be injected into existing gas grids and attributed to end users without requiring physical delivery to a specific location.” Such models can significantly reduce distribution costs and logistical complexity. In Europe, mass balancing is permitted under regulations such as FuelEU Maritime and the EU ETS, enabling shipping to access low-GHG methane through existing infrastructure. However, the absence of similar flexibility globally, combined with the need for liquefaction and dedicated distribution in the absence of flexible chain-of-custody models, can place shipping at a disadvantage compared to sectors that rely on already established gas. “Without the adoption of flexible chain-of-custody models in international regulation, shipping may face higher costs and consequently more constrained access to limited low-GHG methane supplies,” notes Sekkesæter. Methane slip can be managed by different measures While upstream discussions focus on fuel availability and cost, methane slip remains a key onboard challenge associated with LNG use. Slip levels vary by engine type, which influences a vessel’s well‑to‑wake emissions profile. In response, engine designers have significantly reduced methane slip in recent years through combustion optimization and hardware upgrades, particularly for low‑pressure engines. Importantly, the use of real-world measurement data, rather than conservative default assumptions, can improve the assessed methane slip, particularly for modern dual-fuel LNG engines. This has direct implications for regulatory compliance, because lower methane slip translates into better GHG intensity scores,” states Sekkesæter. Operational practices also play a critical role; measures like optimized engine tuning and load management can further minimize methane slip. After-treatment technologies, including oxidation catalysts, may also offer another layer of mitigation. Measures keeping LNG-capable vessels relevant in a net-zero transition LNG-capable vessels can, in both theory and practice, serve as a bridge to net-zero shipping, provided a supportive ecosystem evolves, including scaled production of low‑GHG methane, flexible chain‑of‑custody frameworks, and sufficient willingness to pay to secure supply in competition with other sectors. In the near term, owners of LNG-capable ships can focus on improving energy efficiency, optimizing engine performance, and reducing methane slip to lower both fuel consumption and compliance costs. It is also important to closely monitor regulatory developments, particularly forthcoming decisions on well‑to‑tank emissions and chain‑of‑custody models. Sekkesæter concludes: “Ultimately, LNG’s role in shipping will not only be defined by its status as a fossil fuel, but by its ability to enable a transition to low-GHG fuels like liquefied bio-methane and e-methane. As Methane in Shipping makes clear, the opportunity is real: there is already a pathway for today’s LNG-capable fleet to evolve into a lower-emission fleet if the right conditions are put in place. To support shipowners in managing risks and uncertainties related to fuel selection, the paper presents a two-step framework which includes an economic and a technical analysis.”Source: DNV,https://www.dnv.com/expert-story/maritime-impact/low-ghg-methanes-role-in-keeping-lng-capable-ships-compliant/?utm_id=701bH00000GvevbQAB&utm_campaign=MA_26Q2_GLOB_MI_ART_Ind_636_EXT_Biomethane_A&utm_medium=email&utm_source=Eloqua

French pure-play contract logistics operator (PPCLO) FM Logistic is set to enter the German market after it today announced that it agreed to acquire “a majority stake in the capital of German logistics group Schaflein”. FM Logistic did not reveal the size of its stake nor the price, although German logistics newspaperDVZreported that it is set to buy 90% of the target. Meanwhile, Schaflein’s current owners are expected to remain with the company if the deal completes – it still has to win clearance from Germany’s competition regulator, the Bundeskartellamt. “The current management, Achim and Bernd Schäflein, will retain an equity stake, thereby securing the continuity and family roots of the business,” an FM Logistic statement said. The French company added that Schaflein’s vertical profile – it earns 40% of its revenues from the industrial sector and 27% from the mobility and transport industries – was a further attraction, as is several of its tech solutions, developed in-house. “Schaflein brings highly sought-after technical expertise: a high degree of automation through its specialised in-house unit LOCIT, recognised know-how in the management of reusable containers through its SprintBOX solution, and a pioneering commitment to decarbonisation,” it said. According to S&P Global’s CapitalIQ platform, at the end of 2024 Schaflein had revenues of €211.4m and posted an EBITDA of €23.4m. It had a net debt position of €16.2m and around 1,600 employees. In contrast, according to Capital IQ the privately owned FM Logistic reported revenues of €1.95bn in the year ended March 2025 and has over 27,000 employees, although chief executive Jean-Christophe Machet said the two companies were structurally similar. “FM Logistic and Schaflein share a common DNA – that of family owned-businesses driven by a long-term vision and thinking in terms of generations. “Our entry into the German market, the largest in Europe, is based on the deliberate choice of a best-in-class partner. “Our goal was not simply to acquire capacity, but valuable industrial know-how. We are investing in growth to carry forward Schaflein’s model and to build, together, an indispensable pan-European market leader,” he said. The deal is likely to see FM Logistic close the gap on France’s largest contract logistics operator, ID Logistics, which last year posted revenues of €3.7bn and an EBITDA of €233.7m, according to CapitalIQ. Meanwhile, Schaflein chief executive Achim Schäflein said the acquisition secured the future of his company. “As we prepared the handover to the next generation, we looked for a strategic and industrial partner that could help accelerate the international growth of our business model while preserving its long-term vision and values. “Joining forces with FM Logistic gives us that international reach while allowing us to preserve our identity, our management team and our absolute commitment to our long-standing customers,” he added.

Ascolta la versione audio dell'articolo 3' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com La riforma dei porti e l’intermodalità tra nave, gomma e treno sono al centro degli interessi dell’industria lombarda e, in generale, di quella italiana, in un momento storico in cui la geopolitica ha reso più chiara che mai l’importanza della logistica (anche per i rifornimenti di energia). E in cui l’Italia è di fronte alla possibilità di grandi cambiamenti (in positivo), con il completamento, previsto entro quattro anni, del Terzo valico ferroviario e con l’imminente chiusura dei lavori di ammodernamento della rete ferroviaria nazionale, in gran parte legati ai tempi stretti del Pnrr. Su tutto questo, peraltro, si inserisce l’aggravio della tassazione Ets dell’Ue per il comparto marittimo che, sostengono a una voce industriali e operatori del settore, deve essere modificata. I temi sono stati al centro del convegno Il mare che muove l’industria, organizzato a Milano dal ministero delle Politiche del mare in collaborazione con Confindustria e Assolombarda e moderato dal direttore del Sole 24 Ore, Fabio Tamburini. Loading... «Guardiamo con attenzione - ha detto Alvise Biffi, presidente di Assolombarda - al disegno di legge di riforma della portualità nazionale, attualmente in discussione alla Camera dei deputati. Come sistema Confindustria stiamo contribuendo al confronto con un position paper che vuole favorire un dialogo costruttivo con il Governo, nella convinzione che servano regole chiare, tempi certi, responsabilità definite e continuità degli investimenti. Il mare non è soltanto un’infrastruttura geografica e industriale; lo dimostrano i 510 milioni di tonnellate di merci movimentate nel 2025 dai porti italiani». La cui capacità di connessione, ha proseguito, «è importante sia supportata da infrastrutture terrestri adeguate: penso al Terzo valico e, più in generale alle reti transeuropee di trasporto». La riforma portuale, gli ha fatto eco Mario Zanetti, delegato di Confindustria per l’economia del mare, «è una priorità di politica industriale per competere con gli hub del Nord Europa e della sponda Sud del Mediterraneo, oggi avvantaggiata dall’esclusione dall’Ets, che va riformato per evitare di spiazzare i porti europei e sottrarre risorse alle imprese per investimenti. È sempre più chiara, infatti, la necessità che i fondi Ets restino ai settori che li hanno generati, per fare in modo che la transizione diventi un’opportunità». Della riforma, Matteo Paroli, presidente dell’Autorità portuale di Genova e Savona, ha ricordato che punta a «creare, attraverso la società Porti d’Italia, una cabina di regia, un centro nazionale di coordinamento per indicare quali specializzazione debbano avere i singoli porti. Le 16 Autorità di sistema portuale italiane non sono troppe - ha precisato - se si creano queste specializzazioni. I porti liguri hanno già messo in atto rapporti collaborativi: il materiale dei dragaggi della Spezia servirà a riempire i cassoni centrali dell nuova diga foranea di Genova, in costruzione».

Enti del Terzo settore: i proventi figurativi entrano nel test di commercialità. Nell’ambito della riforma del Terzo settore, l’articolo 79 del Dlgs 117/2017(Cts) assume un ruolo centrale ai fini della qualificazione fiscale degli Ets, individuando criteri distintivi tra attività di natura commerciale e non commerciale. Una disposizione che, come più volte ribadito su queste pagine, introduce elementi di novità rispetto all’impostazione tradizionale contenuta nel Tuir, affiancando a criteri di tipo...