Porti & ambiente — le notizie raccolte

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. The world’s largest supplier of seafarers plans to temporarily prohibit Filipino crew from working in high-risk areas in the Middle East September 11, 2026 In response to recent deaths and injuries of Filipino seafarers on vessels in the Strait of Hormuz thePhilippinesis set to bar the deployment its nationals to certain high-risk areas in the Middle East. The Philippines already gives it seafarers the right to refuse to sail through high-risk areas, but a copy of draft advisory from the Department of Migrant Workers (DMW) seen bySeatrade Maritime Newswould take this a significant step further barring owners and crewing agents from deploying Filipino seafarers on vessels transiting the Strait of Hormuz, as well as operations in the Persian Gulf and the Gulf of Oman. The draft DMW advisory details planned temporary restrictions on the deployment of Filipino seafarers in the “covered areas” of the Persian Gulf, Strait of Hormuz and the Gulf of Oman. The move is being taken it says is being taken due to the “continuing security threats and the grave and imminent risks to the life, safety, health, and welfare of Filipino seafarers”. Related:The disconnect between charter contracts and seafarer welfare In the draft advisory, which is expected to be issued in the coming days, DMW directs Licensed Manning Agents (LMAs), principles, shipowners, ship managers to refrain from deploying or assigning Filipino seafarers on vessels scheduled to enter or transit the Strait of Hormuz. The bar on deployment would also cover the Persian Gulf and the Gulf of Oman, however there is an exception if the vessels operate exclusively in these areas with transiting Hormuz. Each Filipino seafarer deployed in these areas would be required to be fully informed of the security risks, individually affirm their willingness to sail, and have the right to refuse to sail. The advisory would also require LMAs and owners/manager to arrangement for the reassignment, crew change, disembarkation, relocation, or repatriation of Filipino seafarers for vessels entering or transiting the “covered areas”. For Filipino seafarers already deployed in areas covered by the advisory agents and owners/managers would be required to coordinate with the DMW for their “disembarkation, crew change, relocation, or repatriation at the earliest safe and practicable opportunity”. The Philippines will also prohibit the deployment of its seafarers onboard any vessel that has been previously attacked if it is to sail in a high-risk area, regardless any of changes in flag, ownership or management. As the world’s largest supplier of crew to international shipping a number of Filipino seafarers have been killed or injured in attacks on commercial shipping in the Strait of Hormuz, and the safety of Philippines nationals working overseas including on ships, has been a major political issue in the Southeast Asian nation. Related:10 Filipino seafarers refuse to sail through Strait of Hormuz Earlier this week DMW Secretary Hans Leo Cacdac announced that the Department was investigating shipowners and Philippine manning agencies linked to five vessels, carrying Filipino seafarers, that were attacked or exposed to danger in the Strait of Hormuz and the Black Sea. The probe followed the attack on the Saudi-flagged tankerSidrin the Strait of Hormuz on 31 August killing two of the 16 Filipino crew onboard. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

inInternational Shipping News11/09/2026 This was the first working group (WG) meeting during which new terms of reference that were agreed at MEPC 84 in the spring, were up for discussion. The terms of reference allow for both existing and new submissions to be discussed which we believe is important. The importance lies in the formal purpose of the WG which is seeking agreement on a broader text that can be acceptable to all, following the extraordinary MEPC meeting in October last year when the Net-Zero Framework (NZF) faced fierce opposition from several member states. The four days were largely spent on deliberations on the first agenda item: The Group is instructed, taking into account documents submitted to MEPC 84 and 85, previous sessions of ISWG-GHG, as well as documents submitted to ISWG-GHG 22 and 23, as applicable, to: 1: consider proposals, including those contained in the documents referred to above, on how to address concerns with the draft amendments to MARPOL Annex VI on the Net-Zero Framework, in line with the 2023 IMO GHG Strategy. The overall takeaway from this meeting is that IMO member states continue to engage constructively in the discussions, but that disagreements on several crucial issues relating to a possible future IMO mid-term measure persist. Several delegations recalled the unanimous agreement on the 2023 IMO Strategy on Reduction of GHG Emissions from Ships, while many other delegations refrained from making explicit reference to the strategy. Based on our observations, it appears that there may no longer be universal agreement on the strategy’s ambition and indicative checkpoints. Disagreements on central parts of a future framework are of such magnitude that convergence already by December seems challenging. Substantive issues of divergence It was evident from statements made by member states that there is still wide disagreement on substantive parts of the framework. That is particularly the case for the Greenhouse Gas Fuel Intensity (GFI) trajectory itself: what shape should the trajectory have? Should it be a 2-tier GFI as in the NZF or a single tier as in FuelEUMaritime? The trajectory question is not only about setting the regulatory requirements to the reductions. It is also about whether the requirements should be set by the regulators as opportunistic requirements seeking to drive the availability of the required fuels, or whether the reduction requirements should be set based on availability, scalability and affordability of fuels in the market. The question on one versus two tiers may be of less significance in this relation but more about the system’s ability to generate funds. Whether funds should be generated in the framework is another issue of divergence. The NZF has a 2-tier GFI structure with the distinct ability to generate substantial amounts of funds to be channelled through a central Fund operated by the IMO. Several member states oppose this for a variety of reasons – one being the prerogative of sovereign states to levy taxes on their respective citizens. Several other states welcome the fund-generating aspect of a framework so that just and equitable transition (JET) can be facilitated by compensating eligible states for disproportionate negative impacts (DNI). It is our observation that this core disagreement seems to have widened substantially since the MEPC 83 approval of the NZF. Spending funds generated by a framework This is also an area of disagreement. Are collected funds to be spent entirely in-sector? Or is there a case for giving funds to states for their own use? Some member states firmly believe the framework should not generate funds by itself but rather leave any monetisation of elements of the framework to the private sector. Support for zero or near-zero fuels and technologies is also an area of some divergence. Should such fuel and energy sources be rewarded in excess of surplus unit (SU) generation? Should there be a multiplier to amplify use of such fuels and technologies? Naturally, any possible reward would also need to be contingent on the stringency of the trajectory in the first place. Does everything have to be agreed as one package? Some member states argue that a push to see everything resolved, rather than moving on to elements that enjoy agreement now, is not ideal. Other states believe that since the core architecture of the GFI is less controversial, a package of technical mid-term measures should be pushed first, after which agreement on the economic element can be sought. The discussion on an IMO Fund or Facility is however not purely political or principal. It may have very practical implications for the industry, and the world, as it is presently the “safety-valve” which prevents ships from potentially becoming stranded assets should the over- and under-compliance not balance. A purely technical measure without the ability to either pay for compliance, or some other measure, risk resulting in some ships being rendered unable to trade. Next step While this session of the WG did little to forge consensus on the matters of divergence, there were sporadic signs of willingness to compromise. However, such compromise is still short of detail and more work is needed. The WG will continue deliberations at the next meeting which takes place in the week preceding the MEPC 85 in November this year. We expect new submissions to this 23rd meeting of the WG and we expect member states to pursue bilateral agreements on core issues in the interim. It is therefore questionable if there is enough time to allow for a new or revised framework to emerge during MEPC 85 in the first week of December. What is positive, however, is that the MEPC 85 is not the end of the negotiation track. Negotiations will continue into 2027 and with time, consensus may prevail.Source: BIMCO,https://www.bimco.org/news-insights/bimco-news/2026/09/10-imo/

The proposal to review the EU Emissions Trading System (EU ETS) comes at a pivotal moment for Europe's climate, industrial and economic policy. Since its launch in 2005, the EU ETS has become the EU's flagship climate instrument, helping to reduce emissions from the power sector, industry, aviation and maritime transport while generating more than €230 billion in auction revenues. Emissions from sectors covered by the EU ETS have fallen by around 50% compared with 2005 levels, demonstrating the effectiveness of a robust, declining emissions cap combined with carbon pricing. Europe faces heightened geopolitical uncertainty, growing international competition in industry and clean technologies, persistently high energy prices in parts of the economy, and significant investment needs in electricity grids, electrification and industrial decarbonisation. The recent devastating wildfires across Europe reiterate loud and clear the need for a strong EU ETS capable of assisting in preventing climate-related natural disasters. At the same time,the EU continues to pay nearly €400 billion annually on imported fossil fuels, leaving the European economy exposed to international supply chokepoints and price shocks. A strong ETS acts as an energy independence instrument; keeping a robust price signal accelerates the shift to domestic clean energy. A predictable and credible carbon market remains one of Europe's greatest competitive advantages. Weakening the integrity of the EU ETS would not address the structural challenges facing European industry. On the contrary, greater regulatory uncertainty undermines long-term investment decisions, increases financing costs for capital-intensive low-carbon projects and slows the deployment of clean technologies essential for Europe's competitiveness and energy security. The post-2030 EU ETS should preserve the core principles that have made the system successful while adapting it to support Europe's next phase of industrial and energy transformation. This means maintaining a strong and predictable emissions cap aligned with 2040 climate objectives while providing stability and flexibility for investment. It also demands ensuring that EU ETS revenues are used more strategically to accelerate investment in decarbonisation, electrification and clean technologies. T&E's slides explain what the ETS review means for transport. Scope: a half-hearted step towards pricing international flights. Aviation is the EU's fastest growing source of emissions, rising by more than 30% since 2005 - the start of the ETS - while emissions from other sectors have declined. A big amount of these emissions came from long-haul flights, the most polluting kinds of flights. However, to date long-haul emissions were not included in the ETS. That meant that over half of EU aviation emissions were escaping pricing. The new scope would cover all departing flights to airports within 5,000 km from Frankfurt airport. A Paris to Dubai flight is in the scope. A Paris to New York flight is not. The scope avoids Chinese and US airports, reducing the risk of geopolitical retaliation. The scope will bring competing hubs into the system - European carriers and airports no longer have to compete on an uneven playing field for routes to Dubai, Doha and Istanbul. T&E accepts this proposal as a pragmatic first step that protects European interests. But Member States and the Parliament should support an ETS extension to all departing flights, as of 2028 (rather than 2029), given that CORSIA is not an effective mechanism to reduce aviation emissions. How many emissions are covered under the proposal? The 5,000 km scope covers ~59% of Europe’s departing aviation emissions, up from 44% today. The increase in coverage will apply from 2029. SAF allowances will offset part of the increase, reducing the proportion of priced emissions to 57% in 2029. So nearly half of Europe's aviation emissions still carry no carbon price and airlines get financial support for buying SAFs. T&E accepts this proposal as a pragmatic first step that protects European interests. But Member States and the Parliament should support an ETS extension to all departing flights, as of 2028 (rather than 2029), given that CORSIA is not an effective mechanism to reduce aviation emissions. Private jets, contrail allowances and more The revision includes other key measures to curb aviation emissions, notably putting a price on the climate impact of private jets for the first time. Despite their disproportionate impact, private jets have largely been left exempt from the EU ETS until now. The non-CO2impact of aviation is also finally receiving serious consideration. The Commission proposal introduces free allowances for airlines that successfully avoid creating warming contrails, making it a significant milestone in the race to reduce aviation’s full climate impact.To learn more about these other key measures, please read theT&E's slides. The extension of the ETS scope to smaller ships (400-5,000 GT) from 2031 is an encouraging first step. But some small ships’ emissions remain out of scope. This leaves 1/3 of small ships emissions uncovered, including some of the most electrifiable ships like ferries. The proposal includes small ships in the MRV by 2029 and ETS by 2031. This delay is unjustified as some small ship categories already report under MRV since 2025 (general cargos & offshore ships) and could be included earlier. T&E recommends: Include small ships as of 2028 in MRV and 2029 in ETS to ensure earlier coverage of emissions and revenue generation. Expand the ETS scope to include all smaller ship categories, ensuring no segment is left behind. Implement additional measures in parallel to incentivise the uptake of electrification in these ships. Current exemptions and derogations will be extended to 2035. These exemptions apply to ice-class ships, outermost regions, small islands and services linking Cyprus with Greece. Extending them to 2035 would result in a revenue loss of €3.5bn between 2030 and 2035. The Commission is even considering extending the ice-class exemption beyond 2035. A new derogation for containerships (10,000 TEU and above) has been proposed, and would allow shipping companies to surrender fewer allowances on some voyages that exceed 300 nautical miles (555 km) until 2035. This distorts the level playing field and could leave a large share of emissions unpriced. A new derogation for containerships (10,000 TEU and above) has been proposed by the Commission, and would allow shipping companies to surrender fewer allowances on some voyages that exceed 300 nautical miles (555 km) until 2035. Depending on the number of containers transshipped, the derogations could exempt up to 2.1 Million tons of CO2e annually (6.4% of container ship emissions) from the ETS, and cost the EU up to €2.3 bn of revenues, assuming 100% of the containers are being transshipped. This would distort the level playing field. Evasive behaviours will be tackled with additional non-EU ports considered as ETS-relevant port calls to cut evasion risk. This includes ports within 300 nm and with a transshipment share of 50% or ports within 150 nm with relevant infrastructure for transshipments. The introduction of free allowances for sustainable marine fuel and propulsion technologies (SMAP) with significant price-gap coverage for e-fuels and clean propulsion technologies is an opportunity to incentivise e-fuels and electrification. However, fundamental changes are needed to make it work: without earmarked allowances for EU-made e-fuels and a mechanism to reserve allowances in advance, there's a risk that allowances will end up subsidising imported biofuels rather than the e-fuels and electrification the EU needs to scale. SMAP allowances should not come at the expense of establishing double-sided auctions (DSAs) or other support mechanisms for RFNBOs. As wildfires rage across Europe, T&E calls for a permanent tax on the windfall profits being made off the back of European drivers Just eight oil companies have made €7.5 billion in excess profits in Europe in the first half of 2026 T&E's in-depth review of the EU Commission's Electrification Action Plan

Drydocks World to control majority of board seats and nominate senior management for ISRF Kochi expansion. September 10, 2026 Cochin Shipyard Limited (CSL) andDP World’s Drydocks World are set to form a 50:50 joint venture to operate and expand theIndianshipbuilder’s International Ship Repair Facility (ISRF) in Kochi. CSL’s board approved the joint venture on 9 September, with the partners planning to sign the joint venture agreement on 11 September. The transaction remains subject to approvals from Cochin Port Authority, the Indian government and CSL shareholders, and is targeted for completion before the end of the current financial year. Under the proposal, CSL will transfer the ISRF at Willingdon Island to the new company as a going concern for at least INR18bn ($200m). CSL will receive half of the consideration in cash and the remainder as shares in the joint venture. Although ownership of the company will be divided equally, Drydocks World will nominate three of its five directors and will also have the right to nominate senior management including the CEO, CFO and COO. CSL will nominate the remaining two directors. Related:Everllence ties up with ME Production on scrubber maintenance The JV will own, operate and manage the ISRF for the drydocking, maintenance, repair and overhaul of commercial and naval vessels up to 130 metres in length and 6,000 tonnes in weight. The partners also plan a significant expansion of the facility through the addition of 10 workstations to its existing six. ISRF also has a 6,000-tonne ship lift and transfer system and around 1,400 metres of berthing space, allowing it to handle six ships simultaneously. CSL claims its annual repair capacity is up to 82 vessels. Built for INR9.7bn on around 30 ha of land and water leased from Cochin Port Authority, ISRF entered commercial operation in August 2024. It generated revenue of INR2.07bn in the 2025-26 financial year, equivalent to 4.81% of CSL’s revenue from operations. The deal takes forward a broader partnership between CSL and Drydocks World first formalised through an MoU in April 2025. That agreement envisaged the development of ship repair clusters at Kochi and Vadinar in Gujarat, as well as potential co-operation in offshore fabrication, marine engineering and other infrastructure projects. Following a visit by Drydocks World management to CSL in May 2025, the companies identified joint work at the Kochi ISRF as the first step in the collaboration, with the potential to expand their partnership elsewhere in India. CSL said the joint venture would combine its domestic position with Drydocks World’s international ship repair experience, bringing new technology and operating practices into the Indian market and improving repair quality and turnaround times. Related:SAL Heavy Lift adds five heavy lift vessels at Wuhu Shipyard The partnership forms part of India’s wider push to increase domestic ship repair capacity and capture a larger share of maintenance and repair work from vessels trading through the region. CSL has signed a series of agreements with international shipyards to support the development of its shipbuilding industry, including with HD Hyundai and HD Korea Shipbuilding & Offshore Engineering. CSL said the project was aligned with the government’s Maritime India Vision 2030 and Maritime Amrit Kaal Vision 2047. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

A total of 42 people have been rescued in the blaze which engulfed the vessel on Wednesday evening September 10, 2026 Search and rescue operations are ongoing for 87 passengers and crew missing following a fire on board a ferry off Palawan Island in the Philippines. The Philippines Coast Guard said that five were confirmed dead and 42 rescued from a ferry June Aster after that suffered a serious blaze as it was approaching the popular tourist island of Palawan on the evening of 9 September. A distress call was sent by the vessel 4 nm from Baranguy Tumarbong. According to guard Spokesperson, Commodore Noemie Cayabyab the vessel manifest showed there were 134 people on board the vessel comprising 117 passengers and 17 crew. Search and rescue operations are ongoing for the 87 missing persons. The Commodore cautioned that it was live data and the numbers could change as search and rescue operations progress. In the Philippines manifests often do not accurately reflect the actual numbers on passenger vessels. Videos posted on social media on 9 September show flames engulfing the entire vessel which was bound for Palawan from the capital Manila. Later videos show the entire outer structure of the vessel to be fire damaged with the blaze continuing in the passenger areas. Related:USCG highlights systemic port vulnerabilities following Dali bridge strike The five casualties are unidentified at the time of writing. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

"Il superamento del massimo ribasso è un passo avanti importante. La soglia minima del 30% per i criteri di qualità è un'ottima base. Ma non basta se i criteri sociali e ambientali restano in larga parte facoltativi". Lo dichiara l'eurodeputato del Pd Brando Benifei, commentando la proposta di riforma degli appalti pubblici presentata oggi dalla Commissione europea."Bene l'inserimento della preferenza europea e, tra i criteri sociali, della contrattazione collettiva per salari e condizioni di lavoro equi. Dobbiamo però rafforzare misure come quelle sui subappalti ed evitare arretramenti rispetto alle tutele più avanzate già previste in Stati membri come l'Italia, dal contrasto ai contratti pirata alla tutela dell'occupazione e alla parità di trattamento lungo la filiera", evidenzia l'esponente dem, aggiungendo che la "scelta del Regolamento rischia effettivamente di ridurre gli spazi degli Stati membri: lavoreremo per inserire clausole che consentano di mantenere o introdurre standard più ambiziosi"."Dovremo garantirne coerenza con l'Industrial Accelerator Act: buy European e decarbonizzazione procedano insieme. Adesso inizia il lavoro del Parlamento europeo per emendare la proposta: ci confronteremo con parti sociali, enti locali e associazioni per rafforzare gli elementi positivi e correggere le criticità. Non voteremo assegni in bianco: gli appalti devono essere una leva per buon lavoro, industria europea e transizione ambientale" conclude Benifei. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

The Chinese company is offering eight voyages on its China Arctic Express service connecting Asia and Europe September 9, 2026 The container shipDubai Towerhas arrived in theUKfollowing a voyage from Ningbo,Chinavia the Northern Sea Route in the Russian Arctic. The 1,740 teuDubai Toweris calling at the QEII berth in Teesport in the Northeast of England according to AIS tracking data from Pole Star Global. The Liberian-registeredDubai Toweris the first of eight weekly voyages that Sea Legend is offering during the summer ice season in the Arctic on its China Arctic Express Service. The container ship departed Ningbo in China on 15 August and was expected to arrive in Felixstowe, UK on 5 September. Teesport was not originally listed by Sea Legend as port of call and the QEII berth is designed to handle bulk and project cargoes rather than containers. Sailing to UK and Europe via the NSR roughly halves the voyage time between Asia and Europe via the Cape of Good Hope which takes around 40 – 50 days, but is only possible during a limited period when the Arctic ice melts in the summer months. Related:CULines launches new China-Indonesia service Two other Chinese carriers New New Shipping and OVP Shipping are offering Asia – Europe services via the Arctic along with container shipping newcomer PanStar from South Korea. PanStar’s trial Arctic voyage on thePanStar Arcois currently heading south off the coast of Norway based on its AIS signal. According to analyst Alphaliner the 2,758 teu vessel has 737 teu of laden containers onboard. According to the Centre for High North Logistics 2025 saw 103 transit voyages of the NSR by 88 vessels between 30 June and 30 November. These included 15 container ship voyages with eight eastbound and seven westbound. Tankers completed the largest number of passages of the Arctic route with 34 voyages last year. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. The IRGC Navy says it will target tankers in Bahraini and Kuwaiti ports after US strikers on Iranian tankers September 9, 2026 Following strikes on five Iranian tankers in by US forces Iran is threatening to strike commercial tankers in Bahrain and Kuwait. The Islamic Revolutionary Guard Corp (IRGC) Navy issued what Iranian media described as an “urgent warning” in response to theUSattacks. The warning told all tanker crews in Bahraini and Kuwaiti to immediately abandon their vessels, whether at anchor or at berth in ports, as they would be targeted by the IRGC Navy. Kuwait and Bahrain host US military bases have come under consistent attack by Iran since the war with the US started at the end of February. The threat to commercial tankers in Bahraini and Kuwaiti ports follows the US strikes on five Iranian owned or linked tankers which US Central Command described as having “destroyed the vessels” after crews were directed to abandon ship. The Iranian-flagged NITCVLCCDeryawas targeted near Kharg Island. US forces also fired on four vessels in the Gulf of Oman – the AframaxesKavizandRiesco,the oil/product tankerCharminar,and the LPG carrierHorizon 1.Video from US Central Command showed four of the vessels being struck towards the stern while theRiescowas shown with fires raging on its deck and around the accommodation block. Related:The disconnect between charter contracts and seafarer welfare The strikes on the Iranian linked tankers were in response to two IRGC attacks on a US warship, which US Centcom said had failed. The threat to commercial shipping in the region has ratcheted up significantly in recent weeks with the US striking eight Iranian owned or linked tankers and Iran attacking at least four commercial tankers in the Strait of Hormuz including the Bahri VLCCSidrwhich resulted in the deaths of two Filipino seafarers and the Sinokor VLCCSenegal Prosperitywhich was abandoned and listing following an attack on 30 August. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. The tankers in the Gulf of Oman and near Kharg Island were targeted after Iran attempted to attack a US warship September 8, 2026 USforces in the Middle East have destroyed five Iranian tankers in retaliation for attacks on one of its warships in the region. US Central Command said its forces carried out the attacks on five Iranian tankers in the Gulf of Oman and Kharg Island after the Islamic Revolutionary Guard Corps (IRGC) targeted a US Navy warship twice over the last two days. It said that the US warship successfully evaded the attacks and continued to patrol waters in the region and in retaliation launched attacks on five Iranian tankers which it said it had “destroyed”. Asked about attacks on Iranian tankers US Secretary of State Marco Rubio told reporters, "Iran continues to try to hit US naval ships, and every time they try to do that, they're going to lose tankers. And I think you'll see that again today." The Iranian-flagged NITCVLCCDeryawas targeted near Kharg Island. US forces also fired on four vessels in the Gulf of Oman – the AframaxesKavizandRiesco,the oil/product tankerCharminar,and the LPG carrierHorizon 1. Related:Filipino crew right to refuse to sail reiterated following Hormuz deaths Videos posted by US Centcom showed theDerya, Kaviz, Chaminar, andHorizon 1being struck in the stern likely targeting the engine room while theRiescowas shown with fires raging on the vessel’s deck and around the accommodation block. Screenshot from US Central Command video “American forces directed the crews to abandon ship before the vessels were struck and rendered inoperable,” US Centcom stated. “Iran has used the tankers as part of a multibillion-dollar shadow network that funds the IRGC and its regional proxies. Iran has no means by which to defend these vessels,” it added. TheKavizandCharminarare listed as Comoros false-flag in the Equasis database, while theRiescois Zimbabwe false-flag. For all three vessels ownership was listed as unknown in both Equasis and Pole Star Global's PurpleTrac databases with the tankers previously having been reported sold to undisclosed interests. The LPG tankerHorizon 1would appear to be Palau-flagged and operated by KBT Ship Management Pvt Ltd in Mumbai. It is the second time in recent days that US forces have struck Iranian takes in response to IRGC attacks on its warships in the region. On 5 September US forces disabled two NITC tankers and destroyed a third. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

Ex Ilva, Decaro (Regione Puglia): Serve blocco licenziamenti e decarbonizzazione 8 settembre 2026 (Agenzia Vista) "Noi abbiamo chiesto un'agenda per Taranto che si deve tradurre in un provvedimento normativo, quindi una legge speciale per Taranto. Abbiamo chiesto il blocco delle procedure di licenziamento e abbiamo chiesto che resti il polo siderurgico decarbonizzato con i forni elettrici e non solo la parte della verticalizzazione, ma un impianto siderurgico che non inquini e che non metta a rischio la salute delle persone che abitano in quel territorio". Così il Presidente della Regione Puglia Antonio Decaro a margine dell'incontro Governo-enti locali su Ex Ilva a Palazzo Chigi. Fonte: Agenzia Vista / Alexander Jakhnagiev

Ascolta la versione audio dell'articolo Torna a coinvolgere le scuole italiane Mad for Science, il concorso promosso dalla Fondazione Diasorin ETS e riconosciuto dal Ministero dell'Istruzione e del Merito come iniziativa per la valorizzazione delle eccellenze. Giunto all'XI edizione, il progetto invita Licei scientifici, Licei classici con percorso di potenziamento di Biologia a curvatura biomedica e Istituti tecnici a progettare percorsi di didattica laboratoriale nelle Scienze della Vita, con l'obiettivo di valorizzare il laboratorio di scienze come ambiente di apprendimento, ricerca e innovazione. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Le candidature Il tema dell'edizione 2026-2027 è “Risorse naturali e salute. Come la ricerca biotecnologica ci aiuta a salvaguardare persone e ambiente”. Le scuole saranno chiamate a elaborare un progetto di ricerca articolato in cinque esperienze di laboratorio, da sviluppare con il supporto di almeno un ente esterno, come università, centri di ricerca o aziende. Le proposte potranno riguardare le risorse biologiche, ambientali o energetiche e dovranno essere focalizzate sul contributo delle biotecnologie nella tutela della salute e dell'ambiente. Loading... Più fasi Il concorso si articola in più fasi nel corso dell'anno scolastico. Le candidature dovranno essere presentate entro il 26 novembre 2026. Entro il 7 gennaio 2027 saranno selezionate le 50 scuole che accederanno alla seconda fase e che avranno tempo fino al 24 marzo 2027 per presentare il progetto completo. Gli 8 team finalisti saranno annunciati entro il 7 maggio 2027 e si sfideranno nella Mad for Science Challenge 2027, in programma entro il 31 maggio 2027, quando saranno proclamate le scuole vincitrici. Montepremi Il montepremi complessivo è pari a 200.000 euro. La scuola prima classificata riceverà fino a 75.000 euro per l'implementazione del laboratorio di scienze e la fornitura dei materiali di consumo per i cinque anni successivi; alla seconda classificata saranno destinati 45.000 euro, mentre la terza riceverà 30.000 euro. Le altre cinque scuole finaliste riceveranno un contributo di 10.000 euro ciascuna per l'acquisto di piccola strumentazione e materiale da laboratorio. Laboratorio strumento centrale “Mad for Science nasce dalla convinzione che il laboratorio sia uno degli strumenti più efficaci per avvicinare le nuove generazioni al metodo scientifico”, dichiara Francesca Pasinelli, Presidente della Fondazione Diasorin ETS. “Studenti e docenti si confrontano su temi di grande attualità attraverso progetti che uniscono rigore scientifico, creatività e collaborazione con il mondo della ricerca. Il dialogo tra scuola e comunità scientifica è il valore che vogliamo continuare a promuovere, perché offre ai giovani l'opportunità di conoscere la ricerca attraverso l'esperienza diretta”.

The contract will employ eight Newcastlemax newbuildings for 25 years transporting cargoes for the Brazilian miner September 8, 2026 South Koreanshipping firmHMMhas agreed a 25-yeariron oreshipping contract withBrazilianminerVale. The 25-year contract is valued at KRW4.7 trillion ($3.49 billion) beginning from 2030. HMM will employ eight 210,000 dwt Newcastlemax bulkers that it ordered in June this year. The tri-fuel methanol, ethanol and conventional fuel newbuildings will deliver from 2030. In addition to tri-fuel capabilities the Newcastlemax bulkers will be fitted with rotor sails and be ammonia and LNG ready. "This long-term contract reaffirms our strong, strategic partnership with a premier global charterer," said an HMM spokesperson. "We remain committed to strengthening our earnings stability by expanding our portfolio of long-term contracts, while continuing to advance sustainable and high-value fleet operations." It is the third and by far the largest long-term contract that HMM has inked with Vale. Last year the shipping company signed a 10-year COA in May valued at KRW636 billion, and in September a second 10-year COA with Vale valued at KRW430 billion. Related:Dry bulk owners face more challenges amid grain trade disruption HMM has been seeking to diversify its earnings base which is currently primarily dependent on the volatile container shipping market. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

inHellenic Shipping News08/09/2026 In its latest weekly report, shipbroker Intermodal said that “the EUA market maintained its upward trend in August, despite the quieter trading conditions and lower liquidity that typically characterize the holiday period. The advance extended the recovery that began in late March and left the EU ETS on a constructive footing heading into autumn. The Front Dec-26 EUA contract averaged €82.36 /ton during August and at the time of writing read €83.30 /ton, around 6.5% above the 2026 y-t-d average. Prices remained within a relatively narrow range during the month, and the contract continued to trade above its 50-, 100- and 200-day moving averages. The European gas market has contributed to the firming of EUAs. Prices at the Dutch TTF hub rose significantly as geopolitical tensions leading to Qatari volumes off market, low European storage levels and competition from Asian buyers for LNG cargoes heightened concerns over winter supply”. Source: Intermodal Shipbrokers According to Intermodal’s Senior Analyst, Mr. Nikos Tagoulis, “although the correlation between front-month TTF gas prices and EUAs fluctuated in August, it has strengthened recently, suggesting that prevailing gas-market dynamics are supporting EUA demand. The principal transmission channel is fuel-switching economics: higher gas prices make coal more competitive with gas for power generation, encouraging more carbon-intensive output and increasing utilities’ demand for allowances. Furthermore, recent economic signals add to this supportive backdrop, pointing to firm industrial demand. The August eurozone manufacturing PMI reached its strongest level in more than four years, accompanied by stronger new orders, a recovery in exports and the first increase in factory employment after more than three years. Together, these developments strengthen the outlook for EUA demand”. The shipbroker added that “despite the positive backdrop, traders remain cautious. Investment funds have reduced their net-long exposure in recent weeks, while commercial participants have continued to increase their forward exposure, reflecting hedging strategies built around expectations of further EUA price increases. The divergence indicates that commercial buying remains driven by risk management even as speculative interest weakens. Compliance buying adds another source of demand ahead of September 30, including from shipping companies as the maritime sector’s obligations continue to phase in. In 2026, shipping companies must surrender allowances covering 70% of their verified 2025 emissions within the scope of the EU ETS, rising to 100% of 2026 emissions in the following year, with higher EUA prices increasing the compliance cost of voyages covered by the scheme”. “Looking ahead, policy is re-emerging as a major driver. The Commission’s July proposal for the post-2030 EU ETS would slow the contraction of the emissions cap, extend conditional free allocation and ease the operation of the Market Stability Reserve. The measures would leave more allowances in circulation than under the present framework, easing concerns about future supply constraints. The initial market response was positive, however, this is only the starting point for further negotiations, leaving scope for revision”, Mr. Tagoulis said. He also noted that “beyond the EU ETS reform, the proposed linkage with the UK ETS remains an open issue. A summit expected to advance negotiations in July was postponed following the change in UK leadership, leaving the timetable uncertain. Progress towards linkage should narrow the spread between UKAs and EUAs as UK allowance prices move closer to EU levels. Once implemented, the linkage could become a bearish factor for EUA prices by expanding the pool of available allowances, although its impact would depend on supply conditions across both systems”. Source: Intermodal Shipbrokers “Concluding, the EUA outlook for the remainder of 2026 will depend largely on developments across the European energy complex. Geopolitical uncertainty, disruption to Middle Eastern LNG flows and Europe’s efforts to replenish low gas storage levels will shape gas and power prices, with changes in fuel-switching economics feeding through to carbon. In the near term, compliance buying, improving industrial activity and commercial hedging should underpin EUA prices, while progress on EU ETS reform and EU–UK linkage will shape the longer-term direction”, Intermodal’s analyst concluded.Nikos Roussanoglou, Hellenic Shipping News Worldwide

Le emissioni reali di CO2 delle auto ibride plug-in in Europa possono essere significativamente più elevate rispetto ai dati dichiarati nei test di omologazione Wltp. È quanto emerge da un recente studio pubblicato dall'International Council on Clean Transportation (ICCT), la stessa organizzazione indipendente che nel 2015 diede il via al cosiddetto Dieselgate. Secondo il report di ICCT, che ha analizzato i dati di quasi 920mila veicoli immatricolati nel Vecchio Continente tra il 2021 e il 2023, le emissioni di anidride carbonica registrate in condizioni di guida reali risultano superiori da 3,5 a 4,6 volte rispetto ai valori ufficiali certificati in fase di omologazione. Lo studio, spiega ICCT, non si è basato su stime statistiche, simulazioni al computer o test eseguiti su campioni ristretti di veicoli, ma su dati che provengono direttamente dall'utilizzo quotidiano delle vetture sulle strade europee. La metodologia ha previsto la raccolta e la elaborazione dei dati raccolti attraverso i dispositivi OBFCM (On-Board Fuel and Energy Consumption Monitoring), Dal 2021, per legge, tutte le nuove auto immatricolate nell'Unione Europea devono essere infatti dotate di questa tecnologia che prevede 'scatole nere' a bordo dei veicoli. Questi dispositivi registrano in modo continuo e immodificabile la quantità esatta di carburante ed energia consumata dall'auto durante l'intero arco della sua vita. I ricercatori sono partiti da un database grezzo contenente circa 1,8 milioni di record. Dopo un processo di pulizia dei dati per eliminare anomalie o record incompleti, sono stati mantenuti quelli relativi a quasi 920mila veicoli ibridi plug-in immatricolati tra il 2021 e il 2023 in tutta Europa. Di questi circa 460mila nel 2021, 330mila nel 2022 e 130mila nel 2023). Per evitare che i dati fossero sbilanciati a causa di una presenza massiccia di un solo brand o modello, l'ICCT ha ripesato matematicamente i dati in base alla quota reale di mercato che ogni singolo modello ha rappresentato nelle immatricolazioni annuali europee. I consumi totali di carburante memorizzati dai sistemi OBFCM su strada sono stati poi convertiti in emissioni di CO2 reali e confrontati con il valore teorico che era stato attribuito allo stesso identico modello durante i test di omologazione ufficiali Wltp. L'analisi dell'ICCT ha così evidenziato che la discrepanza principale tra valori di CO2 nell'omologazione e quelli nell'uso reale deriva dalle abitudini di utilizzo degli automobilisti. Muovendosi con un'auto Phev tutti i giorni, la quota di chilometri percorsi in modalità puramente elettrica è nettamente inferiore a quella di cui si tiene conto nei test di omologazione. Molti utenti non ricaricano la batteria con la frequenza necessaria, affidandosi prevalentemente al motore termico (benzina o diesel). Ad aggravare la situazione - afferma lo studio di ICCT - c'è il fatto che quando la batteria è scarica, essa rappresenta assieme alle componenti elettriche del sistema un peso aggiuntivo che finisce per aumentare i consumi di carburante e, di conseguenza, le emissioni di CO2. Va sottolineato che il fenomeno non riguarda solo gli utenti privati, ma mostra criticità ancora più marcate per le flotte aziendali, dove il tasso di ricarica quotidiana risulta storicamente più basso a causa di dinamiche di rimborso carburante che spesso non incentivano l'uso dell'energia elettrica. ICCT ricorda che i risultati dello studio si inseriscono nel dibattito politico europeo sulla revisione dei fattori di utilità (UF) per il calcolo delle emissioni delle vetture plug-in, con la Commissione Europea che ha già previsto correzioni metodologiche a partire dal 2025 e 2027 per allineare i valori di omologazione alla realtà dell'uso quotidiano. Riproduzione riservata © Copyright ANSA

Anche la Regione Puglia si è costituita dinanzi alla Corte d'Appello di Milano in vista dell'udienza del 9 settembre, intervenendo nei procedimenti ex art. 373 del codice di procedura civile promossi da Ilva e Acciaierie d'Italia in Amministrazione Straordinaria per bloccare la chiusura dell'area a caldo dell'ex Ilva. L'atto dell'Avvocatura regionale, presentato per conto del presidente Antonio Decaro, si aggiunge alle difese già depositate dagli 11 cittadini di Taranto. Erano stati proprio questi ultimi ad attivare l'azione inibitoria sfociata nel decreto dello scorso luglio, che impone lo spegnimento degli impianti inquinanti entro il prossimo 28 ottobre.Nella comparsa di costituzione, l'ente regionale - tramite gli avvocati Rossana Lanza e Anna Bucci - "in continuità con le precedenti fasi processuali" rimette ai giudici milanesi "ogni valutazione e conseguente decisione che consenta la totale decarbonizzazione dell'impianto a tutela della salute, dell'ambiente e del diritto al lavoro". Riproduzione riservata © Copyright ANSA Da non perdere Condividi