Porti & ambiente — le notizie raccolte

The US safety board’s latest annual investigations report calls on operators to re-examine procedures against recurring operational hazards September 17, 2026 America’stop transportation safety agency is urging maritime operators to re-examine their daily operations against recent real-world casualties as familiar hazards continue to drive costly and catastrophic marine accidents. “It is critical for owners, operators, mariners, and vessel designers to keep in mind the circumstances of accidents aboard similar vessels while reviewing their own operations,” the National Transportation Safety Board (NTSB) states in itsSafer Seas Digest 2025, a summary of marine investigations completed last year. “By considering our lessons learned or finding your own lessons learned from the accidents we investigated, it is our hope that mariners can make changes to avoid similar accidents.” The latest 136-page edition – which has more than tripled in size from the first edition published in 2013 – examines 49 investigations that looked at accidents including capsizings, collisions, contacts with fixed objects, fires, floodings, groundings, and machinery damage. As it did in the previous two editions, the report noted that most of the casualties investigated were preventable. Related:25 dead in vessel fire at Qingdao Beihai Shipbuilding Among the investigations completed in 2025 and documented in the report are that of the 9,962 teu containershipDali, which suffered a total loss of power while leaving the Port of Baltimore in which led to a direct contact with and subsequent collapse of the Francis Scott Key Bridge in 2024; the Aframax/LR2 class product tankerHafnia Amessi, whichexperienced severe hydrodynamic bank effect and shoaling in the Cooper River near Charleston, South Carolina, in 2024; and the 210.92 metre con-ro vesselGrande Costa D’Avorio, which caught fire while being loaded at Port Newark, New Jersey, in 2023. The latter casualty specifically was called out in the report by NTSB Chairwoman Jennifer Homendy. “Establishing emergency procedures, continuously reassessing and updating them, and routinely training crews and other personnel on procedures can greatly reduce the impact of an accident,” Homendy said. “Sadly, that is not what happened” in the case ofGrande Costa D’Avorio,” she said. “The land-based firefighters who attempted to extinguish the fire lacked both the necessary emergency procedures and training to respond to a vessel fire.” Those factors resulted in an ineffective response, contributing to the fire’s spread, the death of two firefighters, and injuries to six emergency responders. NTSB issued 11 new recommendations to address the gaps uncovered in the subsequent investigation of the casualty. Related:Five dead, 87 missing in Philippines ferry fire Among commonalities that NTSB investigators found in cases completed last year that all mariners should consider include: Performing maintenance effectively. Effective voyage planning and management. Detecting and containing vessel fires. Assessing the condition of waterfront infrastructure. Ensuring watertight integrity. Accounting for bank effect. Combating fatigue and distraction. Properly securing and monitoring lithium-ion batteries. Mitigating the risks of a loss of electrical power. Planning and training for emergencies. Operating in strong currents or heavy-weather conditions. Operating equipment and machinery systems as designed. Read more about: John Gallagher US Correspondent Based in Washington, D.C., John Gallagher covers regulation and legislation affecting the maritime sector for Seatrade Maritime News. John has specialised in reportage of the US transportation industry for the past 30 years, having previously worked as Washington correspondent for US-basedFreightWaves, Americas correspondent for UK-based maritime business publicationFairplay, and covering the US trucking and rail industries forRail Business,Traffic Worldand theJournal of Commerce. John began his business reporting career in 1993 covering the radio, TV, and cable industry forBroadcastingmagazine. Subscribe and get the latest industry news, analysis and more straight to your inbox.

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

Construction is underway on Delaware’s largest-ever maritime infrastructure project, a $669 million container terminal that state officials say will quadruple the state’s cargo-handling capacity and create thousands of high-paying jobs, even as rival port operators mount new legal challenges to stop it. The Delaware Container Terminal (DCT), sited on 137 acres of former DuPont industrial land along the Delaware River in Edgemoor, began major construction in 2026 after years of permitting battles and a 2024 court ruling that temporarily revoked federal dredging and seawall permits. Those permits were reissued in April 2026, allowing work to proceed on the waterside elements that include dredging the channel to 45 feet, building a new seawall and high deck, and installing foundational infrastructure for a modern, all-electric container facility. The terminal is being developed through a public-private partnership between the state-owned Diamond State Port Corp. (DSPC) and terminal operator Enstructure, which already manages facilities at the nearby Port of Wilmington. Once complete, DCT and the upgraded Wilmington facility will operate under a unified “Port Delaware” brand, with a combined annual box capacity of up to 1.6 million twenty-foot equivalent units (TEUs). A formal groundbreaking ceremony is scheduled by Sept. 14. For Delaware, a state with a relatively small industrial base, the stakes are high: Supporters see DCT as a generational investment that could anchor a new logistics and distribution corridor along the I-95 spine, while critics warn of overcapacity and intensified competition in an already crowded mid-Atlantic port market. DCT alone is designed to handle 1.2 million TEUs per year, served by 2,700 feet of quay, seven ship-to-shore gantry cranes, and 26rubber-tired gantrycranes for yard operations. The 45-foot berth depth will allow calls by post-Panamax vessels of up to 16,000 TEUs, putting it among the top tier of East Coast terminals. The project is one of several container terminal projects under development at locations stretching from the Gulf to the Eastern Seaboard. The $1.8-billion Louisiana International Terminal just received federal permits for an all-new box hub near New Orleans, and Mediterranean Shipping Co. is building a terminal on the site of a redeveloped steel mill in neighboring Baltimore. State and port officials have long pitched the project as an economic catalyst for Delaware, particularly for Wilmington and surrounding communities. Projections estimate the terminal will create nearly 6,000 new jobs once fully operational, including more than 3,100 direct positions for longshore workers, equipment operators, warehouse workers, and related roles. Construction itself is expected to generate about 3,900–4,000 jobs and roughly $42 million in state and local tax revenue during the buildout. At full capacity, Port Delaware could support around 11,480 total jobs and generate about $76.2 million annually in state and local taxes, according to state and industry estimates. Gov. Matt Meyer and supporters from both major political parties have emphasized that many of the port’s direct jobs pay well above the regional median, with some longshoremen earning more than $100,000 a year. DCT is being marketed as a “green port,” with all-electric terminal equipment, shore-power connections for vessels (“cold ironing”), and energy-efficient lighting and buildings intended to reduce emissions compared with conventional diesel-powered terminals. The design also includes a new truck gate complex, a 100,000-square-foot warehouse, expanded reefer plug capacity, and direct rail access to supportintermodalfreight movements. The Port of Wilmington is served by Class I railroads Norfolk Southern (NYSE:NSC) and CSX (NASDAQ:CSX). NS operatesdedicatedlocal turns into the port from its Edgemoor yard just east of Wilmington, and offers double‑stack intermodal service from the port to major Midwest markets. CSX also serves the port and provides connections to midwestern, southern, and southeastern U.S. destinations via its Philadelphia Subdivision and Wilsmere yard west of the city. Highway access via I-495, I-95, I-295, and the New Jersey and Pennsylvania turnpikes is a key selling point for shippers looking to move containers into the Philadelphia, South Jersey, and Mid-Atlantic markets. The project has faced stiff opposition from established port operators in New Jersey and Philadelphia, who argue that adding a major new container terminal so close to their facilities will fragment traffic and strain the river’s navigation channel. In July 2026, port companies owned by the Holt family, which operate facilities in Camden and Philadelphia, filed a new lawsuit challenging the federal permits for DCT, raising maritime-safety and environmental concerns. That suit follows earlier litigation that succeeded in 2024 in having the permits vacated, delaying the project by nearly two years before theU.S. Army Corps of Engineersreissued them this spring. Enstructure and state officials maintain that the terminal has undergone extensive environmental review and that the deeper channel and modern design will improve safety and efficiency on the Delaware River, in reporting by local media. The terminal is being built in phases, with the first waterside phase targeted for completion by the end of 2028. At that point, DCT is expected to be operating at about 40% of its ultimate 1.2 million-TEU capacity, with additional cranes, yard equipment, and backland infrastructure added as cargo volumes ramp up. If the project stays on schedule, the first containers could move through Edgemoor by late 2028, positioning the gateway to compete more directly with the Port of New York-New Jersey and other East Coast gateways for trans-Pacific and intra-East Coast services. Read more articles by Stuart Chirlshere. Read more: Port of Los Angeles posts record 2.9M TEUs, eyes strong finish to 2026 Colonial Terminals opens new Savannah breakbulk hub World container volumes post record 17.3 million TEUs in July Drinking water or warships? Panama Canal reverses ship restrictions Sustainability goals: New analysis shows 31% emissions gap between ocean carriers on same trade Brokerage Compliance Symposium The day before F3. Every compliance issue you face - fraud exposure, carrier liability, FMCSA rules, cargo theft, insurance gaps - navigated by attorneys and operators defining best practices in a changing industry. F3 Awards Dinner The night before F3. FreightTech100 companies honored. FreightTech 25 and Shipper of Choice winners revealed live. Cocktail reception into dinner and live music - 300 industry leaders in one purpose-built room. F3: Future of Freight Festival Industry-defining keynotes, rapid-fire technology demos, and industry leaders networking in experiences across Chattanooga - plus the inaugural F3 Awards Dinner featuring the FreightTech and Shipper of Choice reveals. The day before F3. Every compliance issue you face - fraud exposure, carrier liability, FMCSA rules, cargo theft, insurance gaps - navigated by attorneys and operators defining best practices in a changing industry. The night before F3. FreightTech100 companies honored. FreightTech 25 and Shipper of Choice winners revealed live. Cocktail reception into dinner and live music - 300 industry leaders in one purpose-built room. Industry-defining keynotes, rapid-fire technology demos, and industry leaders networking in experiences across Chattanooga - plus the inaugural F3 Awards Dinner featuring the FreightTech and Shipper of Choice reveals.

Global conflicts have upended shipping markets across the board but the large tanker market has broken records that have stood since 2008 September 7, 2026 Even seasoned brokers were left speechless whenADNOCL&S bought the 15-year-oldVLCC,Olympic Leopard, for $115 million a couple of weeks ago. The price, about 10% less than the prevailing newbuilding price inChinatoday, is believed to be a record for a VLCC of this vintage. The hot secondhand market has been evident across all energy-related sectors. But large tankers have been stars of the show as oil producers and energy firms seek ways round the world’s fractured energy supply chains across the crude, products, and gas trades. ADNOC has been steadily snapping up secondhand VLCCs and large gas carriers as part of a $1.3 billion acquisition strategy as it seeks to cover more of its own exports including those from its West-East pipeline terminal in Fujairah which bypasses the Strait of Hormuz. The facility is under a fast-track expansion project that will double capacity from 2027. In the market, large secondhand tankers, available promptly, are commanding significant premiums over newbuildings. A VLCC resale, with a newbuilding price of about $130 million, could cost anywhere between $135 million and $170 million, according to brokers, with a brand new resale at even higher figures. The same picture is evident in the Suezmax sector, with five-year-old Suezmaxes close to $110 million compared with newbuilding prices at around $90 million. Related:Panama completes acquisition of the oil pipeline Petroterminal de Panama The various conflicts, pushing up tonne-miles by multiples, are also the catalyst for new large-scale contracts for VLCC and Suezmax tonnage. Recent deals include a series of 20 VLCCs ordered by George Procopiou’s Dynacom at Hengli Heavy Industry in China, as well as nine 158,000 dwt Suezmaxes. Athens-based United Overseas Group, controlled by Peter Georgiopoulos and Leo Vrondissis, has ordered six, option four, VLCCs at Wison New Energies. Meanwhile,Scorpio Tankers, headed by Emanuele Lauro, has taken a stake in a joint venture that recently ordered eight VLCCs. And the list goes on. Around 60 VLCCs are due for delivery in 2027; close to 130 in 2028; and more than 120 in 2029, according to statistics from Maritime Strategies International. Tanker owners are clearly fixed on the here and now – the various conflicts and their impact on the key maritime trade lanes in focus today. But the longer-term outlook is favourable too. Recent analysis by New York broker, Poten & Partners, noted the recent decline in OPEC’s influence over tanker trades. Recent hostilities in the Middle East have created a powerful incentive for growth in non-OPEC production, the firm said. Related:Can Venezuela’s oil production become investible? Crude oil output in Canada, the US, and South America – Guyana, Brazil, Argentina – has expanded dramatically over the last decade. The US remains a key exporter – Canada’s Trans Mountain trade is underpinning new trans-Pacific business, Guyana is commissioning one FPSO after another, and offshore output is expanding in Brazil. Much of the new production is destined for export markets, Poten notes, either because of saturated domestic markets in the US and Canada, or limited domestic demand in Guyana and Suriname. Most of the incremental oil is destined for markets in Asia, benefiting the large tanker sector. In the longer term, Poten believes that the relentless rise of the Americas is a potential headache for OPEC. Recapturing market share after the Middle East conflicts will be challenging as Asian buyers seek to diversify away from the region to more stable geographies in the Atlantic Basin. Read more about: Paul Bartlett Correspondent UK-based Paul Bartlett is a maritime journalist and consultant with over four decades of experience in international shipping, including ship leasing, project finance and financial due diligence procedures. Paul is a former Editor of Seatrade magazine, which later became Seatrade Maritime Review, and has contributed to a range of Seatrade publications over the years including Seatrade’s Green Guide, a publication investigating early developments in maritime sustainability initiatives, and Middle East Workboats and Offshore Marine, focusing on the vibrant market for such vessels across that region. In 2002, Paul set up PB Marine Consulting Ltd and has worked on a variety of consultancy projects during the last two decades. He has also contributed regular articles on the maritime sector for a range of shipping publications and online services in Europe, Asia, and the US. Subscribe and get the latest industry news, analysis and more straight to your inbox.

Korean Air is preparing to reshape its cargo operation around a bigger passenger network, upgraded handling infrastructure, and what it sees as a growing transpacific flow of technology and data-centre equipment. The airline, due to complete its integration with Asiana Airlines on 17 December, toldThe Loadstarthe enlarged passenger fleet would provide additional belly capacity, while its large-freighter network continued to handle heavier and more specialised cargo. Korean Air is also investing in its cargo infrastructure at Incheon and New York airports, with automation and temperature-controlled facilities aimed at increasing throughput and supporting more time- and temperature-sensitive shipments. At Incheon, Korean Air is working with Lödige Industries to introduce fully automated, driverless elevating transfer vehicles (ETVs) and automated guided vehicles (AGVs) for internal ULD movements. The airline is expanding ETV racking and adding dedicated bypass lines to increase throughput and reduce bottlenecks during peak periods. The work is due for completion next month. The carrier is also planning a further upgrade of its cargo terminal at JFK next year, a project that will incorporate additional automation and expanded temperature-controlled facilities. According to Korean Air, the two investments are intended to strengthen its ability to handle cargo requiring faster processing and tighter temperature control, with semiconductors and pharmaceuticals among the target traffic. The changes will also support a deliberate division of roles between belly capacity and freighters, added the airline. Following the merger, Korean Air plans to pair the additional passenger belly space with its freighter network, using the two capacity sources according to the characteristics of the freight. It said belly capacity would be particularly important on intra-Asia routes, where higher-frequency passenger services could support express and parcel traffic. Its main-deck freighters, meanwhile, would be used for heavier, outsize, and project cargo. The approach reflects the different roles the two networks can play, rather than simply adding capacity across the board. Passenger flights can provide frequency and connectivity for shipments where speed and schedule density are important, while dedicated freighters retain the flexibility required for cargo that cannot readily move in the belly hold. Korean Air has identified a growing opportunity in transpacific technology traffic, particularly as investment in data-centre infrastructure drives demand for high-value components. It is seeing increasing flows of AI server racks and semiconductor fabrication equipment between North America and Asian technology centres, as well as specialised components moving in the opposite direction, including server hardware from China and South-east Asia, advanced batteries from Japan, and power-supply equipment from Korea. The airline expects high-density electronic components associated with data-centre construction to become an important driver for its belly cargo capacity. This could give the expanded passenger network a role beyond simply adding capacity to established cargo routes. Korean Air said the higher frequency of the combined passenger network would help synchronise these fast-moving supply chains. The airline’s cargo ambitions extend beyond physical capacity, however. Korean intends to build an AI-enabled operational ecosystem, incorporating smart tracking, IoT infrastructure, and API integration to provide greater visibility across the supply chain. That ambition highlights one of the less-visible challenges of expanding cargo operations: additional aircraft and terminal capacity do not necessarily translate into faster or more predictable shipments if the systems connecting airlines, forwarders, ground handlers, and customs authorities remain fragmented. Therefore, Korean Air is focusing on interoperability and standardised data exchange across the cargo ecosystem. The objective is to improve the flow of information between organisations operating with different IT environments and, ultimately, make the physical movement of cargo more efficient. This strategy marks a significant shift in the cargo implications of the Asiana integration. Asiana’s dedicated freighter operation has been separated from the merger, leaving Korean Air to build its post-integration cargo growth around its own freighter fleet, expanded passenger belly capacity and upgraded infrastructure. Rather than replacing the Asiana freighter capacity with a like-for-like expansion, it appears Korean Air is positioning its combined operation around a mix of network frequency, main-deck capacity, automated handling, and digital connectivity. With the merger approaching, the focus will likely be on integrating the passenger network. For cargo, however, the more consequential changes may come from how Korean Air uses that enlarged network to capture technology-related trade, while upgrading the infrastructure needed to move it through Incheon and its international gateways.

Nicolas Verderosa, 29 anni, di Sant’Angelo dei Lombardi, è laureato in Economia e Commercio con specializzazione in International Management e MBA in Imprenditoria. Dopo esperienze e studi internazionali, ha scelto di tornare nei territori dell’Appennino per dare vita a Ruralis, una piattaforma che utilizza tecnologia e turismo per valorizzare le aree rurali e contrastare lo spopolamento dei borghi italiani. Com’è nata l’idea di Ruralis e quale esigenza volevate risolvere? «Ruralis nasce in un borgo di 3.000 abitanti dell’Appennino campano, senza investimenti iniziali e con un’idea chiara: usare il turismo come leva per ridare vita e valore ai territori interni, supportando le comunità locali. Dietro al progetto c’è anche una scelta personale: lasciare New York dopo anni di studio ed esperienze internazionali, scegliendo di non contribuire alla costruzione di nuovi grattacieli, ma di mettere competenze ed energia al servizio di luoghi italiani straordinari che oggi soffrono lo spopolamento. La convinzione alla base del progetto è che le aree interne abbiano un grande potenziale ancora inespresso e che il loro declino contribuisca ad aumentare le disuguaglianze. Proprio per questo ho scelto di operare nel settore del turismo, e in particolare nella gestione delle case vacanza, con un approccio innovativo e tecnologico.» Qual è il prodotto di Ruralis e cosa vi differenzia nel mercato degli affitti brevi? «Ruralis è una piattaforma che gestisce e valorizza gli affitti brevi nelle aree rurali. In pratica, supporta chi possiede una casa vacanza nell’accedere in modo semplice e veloce al mercato, dialogando con oltre cento portali di prenotazione, da Booking ad Airbnb, e occupandosi di tutto: prezzi, prenotazioni, comunicazione con gli ospiti e pagamenti. Il risultato è che il proprietario può risparmiare tempo e avere la giusta visibilità, senza doversi occupare della complessità operativa. Un modo per spiegarlo è immaginare Ruralis come una “reception digitale”: il proprietario resta il titolare dell’hotel, mentre la piattaforma gestisce il front office in modo tecnologico ed efficiente. Inoltre, ciò che differenzia Ruralis nel mercato è soprattutto la combinazione tra un team giovane con esperienza internazionale e una missione precisa: innovare il settore creando valore economico e sociale allo stesso tempo.» Che messaggio ti senti di dare ai giovani che vogliono creare impatto nei territori italiani? «Ai giovani che vogliono creare impatto nei territori italiani, il messaggio che mi sento di dare è di non smettere di credere nei propri sogni, perché è ciò che dà la forza di andare avanti nei momenti difficili. Realizzare un progetto è già complicato di per sé, ma farlo con la consapevolezza di creare valore per gli altri è ciò che dà davvero senso al lavoro. Spesso il sogno originale viene sepolto dalle voci di chi dice che non si può fare: bisogna ritrovarlo e avere il coraggio di portarlo avanti. Tutto è possibile, ma servono duro lavoro, disciplina e la capacità di attraversare alti e bassi senza perdere la visione di insieme.» Gloria Chiocci

The latest 90-day waiver of the Jones Act sees the federal authorities closing a tax loophole on earnings by international shipowners August 17, 2026 In the days preceding the 17 August commencement of theJones ActWaiver extension, the Internal Revenue Service (IRS) - the arm of theUSTreasury Department handling all things related to Federal taxation, issued a memorandum clarifying the tax treatment of voyages on (non-US) vessels performing voyages between US ports under the Waivers. Referring to rules which exempt foreign vessels calling at US ports on international voyages from Federal taxation, the memo said, in part: “Income of a foreign corporation from the operation of vessels transporting cargo between US ports under the Jones Act waiver is not derived from the international operation of ships and is thus not eligible for the gross income exclusion under section 883 or treaty benefits related to the operation of ships in international traffic.” Prior to the clarification - opponents of the waivers, which include US based owners who are subject to Federal taxes, had recently expressed concerns about potential tax inequities, as well as worries about waivered voyages tied to non-Defense considerations. Related:Renewed NZF discussions will face two critical hurdles Charlie Papavizas, Partner at law firm Winston & Taylor, wrote that: “Since foreign vessels ordinarily cannot engage lawfully in US interstate commerce, the application of US federal income tax to such vessel owners and their crews usually does not arise and has not received much IRS attention.” In a blog post, he pointed out that operators of non-US vessels (and their crews) working on oil and gas projects in waters on the US Outer Continental Shelf, were indeed subject to Federal taxation. The team of maritime and taxation lawyers at Seward & Kissel brought attention to some perceived anomalies in the IRS announcement. In a memo to their clients, the S & K team opined that: “While Section 883 and US tax treaties only provide an exemption for income derived from the international operation of ships and certain incidental income derived therefrom, the IRS pronouncement was surprising in that it was inconsistent with the broader US federal government policy of increasing shipping capacity along domestic shipping routes. The pronouncement is also inconsistent with IRS guidance provided during the Jones Act’s previous waiver in the wake of Hurricane Katrina.” A group of shipping lawyers from law firm Holland & Knight (H & K) based in both Washington, D.C. and New York, got into the finer points of the revised rules. They explained that: “Notably, this guidance introduces substantial changes to the waiver request process. Under the new extension, prior to initiating a voyage, any member of the trade community who considers conducting transportation on a foreign-flag vessel between two US ports must now send a written request with the subject line ‘VESSEL AVAILABILITY REQUEST’ to the Department of War (DOW), the US Maritime Administration (MARAD), and, for situational awareness only, Customs and Border Protection (CBP).” Related:Against the Jones Act waiver extension The H & K team explained further that: “One of the most notable aspects of the updated waiver process is the requirement that requestors provide an explanation as to why the voyage is in the interest of national defense – both at the pre-voyage request stage and in the post-voyage report to MARAD. This requirement stems from the statutory foundation of Jones Act waivers …which authorizes the Secretary of War to waive the Jones Act's coastwise trade restrictions when doing so is ‘necessary in the interest of national defense.’ “The inclusion of [The National Defense Explanation Requirement] requirement at both stages of the process signals that the government is closely scrutinizing whether individual voyages genuinely serve national defense purposes rather than treating the waiver as a blanket authorization for any covered commodity. Trade community members should be prepared to articulate a clear and specific justification linking their proposed transportation to national defense interests. Generic or boilerplate explanations may not suffice, particularly given DOW's role in determining whether the waiver applies to each individual proposed voyage.” Related:In support of the Jones Act waiver extension Concerning taxation specifically, Seward & Kissel’s tax lawyers pointed out that: “a foreign corporation that operates a vessel between US ports pursuant to the Waiver could be (i) subject to US federal corporate income tax on a net basis at a rate of 21% plus a 30% branch profits tax on its net income (charter hire less allocable expenses, including allowable vessel depreciation deductions) from the voyage if the foreign corporation is engaged in a US trade or business or (ii) subject to US federal income tax at a rate of 30% on its gross income from the voyage if the foreign corporation is not engaged in a US trade or business.” However, businesses without a “Permanent Establishment” in the States might have other avenues for exemptions. Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

A record quarterly result for International Seaways sees its stock price climb August 14, 2026 The tanker market, fueled by the uncertainties and longer voyages brought on by multiple disruptions, has led to record-high stock pricing and market capitalisation, commensurate with historically high earnings, for listed tanker companies. The latest results for International Seaways (INSW), announced earlier this week, have helped raise its share price to levels previously viewed as “off the charts” only a few months ago. In the days following the earnings release, INSW’s shares climbed up above $96 per share- with the tailwind of a very strong overall stock market. Since the beginning of 2026, INSW shares have nearly doubled; the bellwether Dow Jones Industrial Average (DJIA) has risen around 12%. In its results for Q2, included its highest ever quarterly net income of $295 million, which works back to $5.96 per share, along with its largest quarterly dividend, $5.05 per share, to be paid out to shareholders. In prepared remarks, CEO Lois Zabrocky said: “We delivered the highest quarterly net income in our nearly ten-year history, complemented by a record dividend for the second consecutive quarter.” Related:UAE condemns attack on two ADNOC tankers in Hormuz The company’s CFO, Jeff Pribor, following on reminded investors of INSW’s investor-friendly target “of returning at least 85% of adjusted net income to shareholders.” Both Zabrocky and Pribor emphasized INSW’s high liquidity, which the CFO pegged at “nearly $1 billion, and the flexibility that it gives the company to “invest opportunistically.” Credit: Yahoo Finance Equity researchers following INSW continue to be enthusiastic. Jefferies & Co.’s transportation analyst Stephanie Moore, with a “Buy” recommendation and a price target of $108 per share, up from the previous target of $100 on the stock, highlighted the strength in both crude tanker and product segments. “While rates have normalized from the extreme levels seen during peak Middle East disruptions, we continue to view the market backdrop as constructive, supported by ongoing trade dislocation, resilient oil demand, inventory rebuilding potential, and an aging tanker fleet,” she wrote. Indicative of the investment flexibility alluded to by INSW’s top executives, Moore opined that: “The most notable strategic development during the quarter was the order of four additional dual-fuel-ready LR1 newbuilds for delivery in 2H28 at an aggregate cost of ~$244mm, expanding INSW's LR1 renewal program to ten vessels. Management expects all ten vessels to trade within the Panamax International Pool, which has earned >$70k/day over the past nine months.” Related:Dynacom adds four more VLCCs at Hengli Heavy Industry Clarksons Securities’ veteran shipping analyst Omar Nokta was also in the “Buy” camp- with a price target at $100 per share, after INSW shares blew through his previous target at $92 per share. He wrote that: “Record 2Q [were] driven by highest achieved spot rates and profit-share”. Discussing the results, Notka said: “It captured its highest realisations across the board with its spotVLCCsaveraging $118,883/day, its Suezmaxes earning $100,543/day, its LR1s $79,180/day and the MRs capturing a very strong $60,342/day.” Referring to a trio of dual-fueled vessels on to an oil major, Notka continued: “Interestingly, its three VLCCs fixed on long-term time charters with profit-share provided its highest TCE rate averages for the quarter at $214,216/day, which compares to their 1Q average of $128,264/day.” Looking ahead, Nokta commented that: “Seaways has booked 49% of its 3Q spot VLCC days at $118,300/day, 55% of its Suezmax days at $91,800/day, 50% of its LR1s at $37,200/day and 43% of its MRs at $34,700/day. These figures indicate steady revenues across its crude fleet quarter-over-quarter and softer numbers for its product segment, but strong figure overall.” New York based INSW has fleet of nearly 70 tankers comprising 11 VLCCs, 13 Suezmaxes, five Aframaxes/LR2s, 11 LR1s (including four newbuildings), and 28 MRs. Related:Weekly tanker and dry bulk time charter rates - 12 August Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

In a move to appease critics of the cabotage waiver applications will be assessed on a case-by-case basis under the latest 90-day extension August 11, 2026 The highly controversial waiver of theJones Acthas been extended again byUSPresident Donald Trump this time for an additional 90 days - which would put the expiry of the waiver into mid-November, which would be after the all-important mid-term elections. A statement from the White House said: “Today, the Trump Administration issued a 90-day extension to the Jones Act waiver to ensure our military and key industries maintain uninterrupted access to critical resources.” This action was not a complete surprise; last week saw information leakages in the news media hinting that the waiver would be extended. Importantly, movements under the waiver, which had covered petroleum related materials, along with liquid fertilizer, will be narrowed. According to information emerging the waiver would, the White House said that this time, it was taking an approach which would limit its application to certain commodities, including gasoline, diesel, crude oil, petrochemicals, natural gas and fertilizer. Related:Negative impact of EU ETS seen on port connectivity Also, mindful of criticism that previous movements under the waiver were driven by commercial concerns, such as supplying oil products to the US West Coast, notably refinery-starved California, the Administration says that this iteration of the waiver would require consultations between the US Department of War and the US Maritime Administration on a voyage-by-voyage basis. The White House, though sensitive to the loud voices of pro-Jones Act interests led by the American Maritime Partnership (AMP), which includes shipyards and numerous domestic maritime related groups, has also been listening to free market groups. The White House statement had continued: “Data shows the waiver has driven a significant increase in domestic deliveries of essential products such as gasoline, diesel, and jet fuel. President Trump continues to take bold, commonsense action that protects and strengthens America’s economic and national security”. The AMP’s President, Jennifer Carpenter, asserted its strong opposition to the news of the extension, posting on social media: "President Trump’s decision to require a case-by-case review before allowing foreign vessels to carry domestic maritime commerce is an improvement over the previous blanket Jones Act waiver, which took work from American mariners and shipbuilders and froze investment in the maritime industrial base.” The conciliatory tone did not continue, as the AMP post notes further: “However, we are disappointed that the waiver has been extended when the public record is clear: the waiver has not lowered fuel prices for American consumers and has been used to increase oil traders’ margins, not meet military needs. AMP urges the Trump Administration to conduct a rigorous review of the national defense justification for each and every waiver request and to carefully assess the availability of US vessels before allowing a foreign vessel to move cargo between US ports. AMP also underscores the importance of ensuring that any foreign vessel granted a waiver to meet a genuine national defense need for which a US vessel is not available complies fully with all other applicable US law, including tax, immigration, labor, etc. This is essential to putting American workers and taxpayers first.” Related:Trade wars: from opium to overcapacity Credit: Barry Parker There have been instances of Chinese vessels hauling cargoes that would previously have been moved on Jones Act qualified vessels - US built, crewed, and owned. Very likely, the new scrutiny of vessels moving cargo under the waiver extension will look closely at nationalities of ownership, and crewing. On the other side of the channel, encompassing those supporting the waiver, the American Petroleum Institute (API), which represents more than 600 entities, including the large oil majors, but also many intermediaries and service providers, posted on social media: “API applauds the administration’s leadership in extending the Jones Act waivers, a critical action that will strengthen supply security and help protect consumers from unnecessary price volatility.” GasBuddy, a website tracking retail petrol prices, which came on the scene, with significant media attention, after the commencement of the Iran war, posted: “the Jones Act waiver has seen more domestic crude oil and refined products move between US ports and is helping to soften the blow of the Strait being disrupted.” Related:Global shipping unites against Hormuz tolls Listen to a podcast on the shipping market outlook Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

After initial spike in charter rates from the Iran war lower volumes through Strait of Hormuz have been offset by new longer trade routes July 31, 2026 Scorpio Tankershas now reported its second quarter earnings in a time of wide swings in actual market and, just as importantly, of volatility around market dynamics with hostilities in the Arabian Gulf and the adjacent region, which- in turn, feed the expectations of tanker market participants and financial investors. STNG’s 2026 Q2 results showed dramatic gains over Q2 2025 with a with net income of $387.5 million translating to $8.47 per share- which works back to “$8.47 basic and $7.37 diluted earnings per share”, compared to $73.5 million, or “$1.59 basic and $1.53 diluted earnings per share” in the year earlier quarter. The war in Iran has had a profound impact on Scorpio Tankers share pricing. In its earnings report, the company explained that: “Initially the disruptions stemming from the conflict caused daily spot TCE rates to spike to record levels as exports through the Strait of Hormuz ground to a halt and barrels had to be sourced from more distant markets, causing the global fleet to reposition to accommodate new trading patterns.” Scorpio Tankers shares reached their highest levels ever- just shy of $87 per share, in early May. Related:Weekly tanker and dry bulk time charter rates - 29 July But, reflecting the changing profile of the product tanker trades (amidst shifting views about the war), Scorpio continues: “As the quarter progressed, these initial disruptions gave way to an environment marked by lower export volumes and a repositioned global fleet. Consequently, daily spot TCE rates trended down from record highs towards the end of the quarter. Nevertheless, longer voyage distances from these new trade routes mitigated the impact of lower export volumes through the Strait of Hormuz, and kept daily spot TCE rates elevated as compared to the same quarter in the previous year.” The outlook continues to be strong. In summary, during Q2, Scorpio's MR fleet earned nearly $27,000 per day on timecharters, and much higher $52,000 per day on pool and spot business. Its LR2s earned $30,400 day on timecharters and a very hefty $77,700 per day on pool and spot voyages. For the current Q3, the company has booked 46% of available days on its MR tankers, at an average TCE of $29,000 per day. For its LR2s, 34 % of available days have been fixed so far, at an average TCE of $65,000 per day. The company declared a dividend of $0.45 per share for holders of shares at end Q2 compared to $0.40 share in the year earlier Q2. The equity analysts following STNG remain very bullish on its share price - around $77 per share at end July - with a market capitalisation just north of $4 billion. Both Omar Nokta, at Clarksons Securities, and Greg Lewis, at BTIG, were targeting an equity price of $100 per share. Related:US disables vessels in renewed blockade as 26th Iran tanker reaches Asia Clarksons, in its report, said: “Scorpio is well-positioned to capture ongoing high spot market rates while enjoying the benefits of its strongest ever balance sheet.” Nokta delved into reasons for strength in the LR sector- suggesting a much tighter linkage to the crude oil tankers in the Aframax sector- which continue to see stronger hires in a highly inefficient market. Lewis, in his report, commented: “Scorpio Tankers is one of the largest operators of product tankers in the world. The company operates one of the most modern and fuel-efficient product fleets in the world (average age of ~10 years, excluding newbuilds). We believe STNG is well-positioned to benefit from the ongoing cyclical recovery in the product tanker market.” BTIG explained that its base case driving the $100/share target was predicated on average hires for MRs at $37,000 per day and $54,000 per day for LR2’s. Contemplating the impacts of an upward burst in the market, which could bring about a higher share price Lewis wrote: “Our upside scenario assumes sustained MR product tanker rates of ~$45K/day and LR2 product tanker rates of ~$60K/day.” Related:Tanker rates set to soar on Houthi attack fears in Red Sea Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

Mentre in Italia comincia la quarta ondata di calore dell’estate e Francia e Spagna affrontano gravi incendi, che non hanno risparmiato neanche il nostro Paese favoriti da temperature estreme e siccità, Eni annuncia i risultati economici del secondo trimestre del 2026. Ancora una volta, i conti della società mostrano che il suo modello di business continua a dipendere quasi interamente dalla produzione e dalla commercializzazione di gas e petrolio, la cui combustione è la principale causa del riscaldamento globale. I risultati annunciati da Eni mostrano infatti come nel secondo trimestre del 2026 l’utile operativo pro forma adjusted della società sia raddoppiato rispetto allo stesso periodo del 2025, raggiungendo circa 5,4 miliardi di euro. Allo stesso tempo, nel primo semestre dell’anno, la produzione di petrolio e gas è cresciuta dell’8% rispetto al 2025, con il segmento “Exploration & Research” (che riguarda i combustibili fossili) che vale il 91,2% del totale in termini di utile operativo pro forma adjusted nel primo semestre del 2026, in crescita rispetto allo scorso anno. Nel primo semestre del 2026 sono cresciuti anche gli investimenti tecnici in esplorazione e produzione di idrocarburi, passando da 2,77 a 3,1 miliardi di euro (+13%), mentre sono scesi di circa il 23% gli investimenti nei cosiddetti “transition business” (come Plenitude ed Enilive), da 441 a 338 milioni di euro. Questo segmento, che non comprende sole rinnovabili ma anche attività retail di gas ed elettricità e servizi per la mobilità, rappresenta appena l’8,4% del totale degli investimenti, contro il 78,4% destinato a esplorazione e produzione. E mentre petrolio e gas continuano a generare quasi tutto il risultato operativo di Eni, una quota crescente delle risorse viene trasferita agli azionisti attraverso dividendi e riacquisti di azioni proprie, con un esborso complessivo che raggiunge circa 2,53 miliardi, in aumento di quasi il 14% rispetto al primo semestre 2025. Quello di Eni non è un caso isolato. Anche le compagnie petrolifere Equinor, Repsol e TotalEnergies hanno appena annunciato profitti enormi nel secondo trimestre del 2026. Sebbene con dinamiche differenti, questi risultati sono stati favoriti dall’aumento dei prezzi del petrolio, dai maggiori margini della raffinazione e dalla volatilità dei mercati legata al conflitto in Iran e alle interruzioni delle forniture. È la “fossilflation”: l’inflazione dovuta all’instabilità di un sistema dipendente dai combustibili fossili che si traduce in un maggiore costo della vita. Al di là dei risultati trimestrali, le responsabilità climatiche di Eni e delle altre grandi aziende fossili emergono dalle emissioni riconducibili alle loro attività. Un recente studio pubblicato su Nature ha stimato che le emissioni riconducibili a 180 Carbon Majors – grandi aziende produttrici di combustibili fossili e cemento – abbiano contribuito a circa la metà dell’aumento di intensità delle 213 ondate di calore analizzate rispetto a come si sarebbero manifestate in un clima preindustriale. Dai dati supplementari dello studio emerge che, secondo le stime mediane, il contributo delle emissioni riconducibili a Eni sarebbe sufficiente ad aumentare di almeno diecimila volte la probabilità di 50 delle 213 ondate di calore analizzate rispetto al clima preindustriale. «Mentre milioni di persone subiscono caldo estremo, incendi e pagano costi altissimi per l’energia, Eni e le altre grandi compagnie fossili continuano a guadagnare dall’estrazione di petrolio e gas e a distribuire miliardi ai propri azionisti», dichiara Federico Spadini della campagna Clima di Greenpeace Italia. «Per questo chiediamo al governo Meloni di introdurre una tassazione permanente dei profitti delle aziende fossili, applicando il principio “chi inquina paga”, e di destinare le risorse alla protezione delle persone, alla riparazione dei danni climatici e alla transizione verso le fonti rinnovabili». La richiesta dell’associazione ambientalista gode di un ampio consenso: l’87% degli italiani è favorevole a nuove imposte sulle aziende del petrolio, del gas e del carbone per contribuire a ripagare i danni causati dalla crisi climatica. Secondo una proposta elaborata da Eurodad e dalla Global Alliance for Tax Justice, nel solo 2024 un’imposta del 20% sui profitti delle cento maggiori aziende petrolifere e del gas avrebbe generato 147 miliardi di dollari. Greenpeace Italia chiede quindi al governo Meloni di introdurre la tassazione dei profitti fossili nel nostro Paese e di sostenerla a livello internazionale, a partire dalla nuova sessione dei negoziati ONU per un trattato globale sulla tassazione, in programma a New York dal 3 al 13 agosto.

Attacks on Saudi tankers and refineries by Yemen based Houthi could see owners avoiding Bab el-Mandeb Strait July 27, 2026 Despite the Houthis’ claim that the strait is open except for vessels calling in Saudi Arabia, many tanker owners are likely to think twice before sending ships into the Red Sea. Over recent months, Saudi Arabia has responded to the Strait of Hormuz crisis by boosting crude oil flows through its East-West Pipeline to Yanbu on the Red Sea. According to reports, volumes have increased more than four-fold compared with the same period in 2025 and exceeded four million barrels a day in June and early July. Until the latest Red Sea flare-up, about 2.5 million barrels per day was moving south through Bab el-Mandeb, according to statistics from New York broker, Poten & Partners. The exports via Yanbu were mostly destined forChina, India, Japan and South Korea. On 22 July aSaudi-flagged product tankerEnceliawas struck in the Red Sea following a departure from Yanbu two days earlier causing a fire on the vessel. Related:John T. Essberger adds chemical tanker pair at Yangzhou Dingheng At the weekend the Houthi claimed to have struck Aramco facilities in Jizan and Yanbu with missiles and drones. Aramco has not commented on the attacks but video showed a large column of smoke rising from the refinery in Jizan, while in Yanbu, two ballistic missiles aimed at oil installations were intercepted by aUS-made Patriot battery operated in Saudi Arabia by the Greek military. According to Poten, the Bab el-Mandab situation is not clear. The broker reports that at least two Chinese controlled VLCCs carrying Saudi crude have passed through the strait without hindrance. Nevertheless, owners and charterers are carefully weighing up other options. The broker reveals that rumours in the market suggest that Asian charterers may be fixing cargoes out of Sidi Kerir on Egypt’s Mediterranean coast. Since fully ladenVLCCscannot pass through the Suez Canal, their owners have two options. One is to use the 320km Sumed pipeline that links Ain Sukhna on the Red Sea with Sidi Kerir. VLCCs would discharge a part of their cargo in Ain Sukhna, proceed through Suez part-laden, and re-load oil at the Mediterranean terminal. The second option is to use Suezmax tankers instead of VLCCs. However, VLCCs offer significant economies of scale on the long voyages to Asia, especially from the Mediterranean. Poten estimates that shipping Middle East crude from Yanbu to South Korea, for example, via the Mediterranean increases voyage length from 24 days to 54. Although commercially possible, it would increase the landed cost of Saudi crude in Asia by a significant margin. The effect on the tanker market could be significant, Poten says. “Saudi crude will tilt towards Europe, Atlantic barrels will move east, Suezmax demand will rise, and the effective supply of tanker capacity will contract sharply. Related:Weekly tanker and dry bulk time charter rates - 22 July “The unusual geography of moving Yanbu crude to Asia without using the Bab el-Mandab means that even a modest diversion can generate an outsized increase in tonne-miles, boosting tanker rates,” the broker concludes. However, the oil price was down around 4% on at the time of writing on 27 July after the US halted attacks on Iran. Brent crude was trade $93.07 per barrel down 3.83% and WTI crude at $85.50 a drop 4.27% according to oilprice.com. Read more about: Paul Bartlett Correspondent UK-based Paul Bartlett is a maritime journalist and consultant with over four decades of experience in international shipping, including ship leasing, project finance and financial due diligence procedures. Paul is a former Editor of Seatrade magazine, which later became Seatrade Maritime Review, and has contributed to a range of Seatrade publications over the years including Seatrade’s Green Guide, a publication investigating early developments in maritime sustainability initiatives, and Middle East Workboats and Offshore Marine, focusing on the vibrant market for such vessels across that region. In 2002, Paul set up PB Marine Consulting Ltd and has worked on a variety of consultancy projects during the last two decades. He has also contributed regular articles on the maritime sector for a range of shipping publications and online services in Europe, Asia, and the US.

Resterà in vigore anche per oggi l'allerta inquinamento in diverse città degli Stati Uniti a causa del fumo proveniente dagli incendi che stanno devastando il Canada. Alcune zone delle regioni del nord est, del Midwest e dei Grandi Laghi continueranno a registrare una scarsa qualità dell'aria per tutta la giornata mentre nelle prossime 24 ore le condizioni dovrebbero migliorare. Gli occhi sono puntati sulla finale dei Mondiali che si disputerà tra Argentina e Spagna domani in New Jersey: secondo i meteorologi i venti dovrebbero spingere il fumo verso est migliorando le condizioni atmosferiche.In generale la situazione non è destinata a risolversi a breve, dato che gli incendi continuano a divampare senza controllo in gran parte del Canada ma anche anche nella Boundary Waters Canoe Area Wilderness, in Minnesota. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Autonomous vessel maker Saronic plans a major new shipyard in Brownsville as Washington renews efforts to rebuild US maritime capacity. July 17, 2026 In the waning days of the Biden administration,USshipbuilding capability was put on the radar in Washington, DC, with the introduction to Congress of the first version of the Ships for America Act. Now, with Trump 2.0 and the 119th Congress, a revised version ofthe Ships Act is receiving increased attention on Capitol Hill, after seemingly getting stalled in the morass that is Washington, DC. One recent development providing a hint of forward progress was an announcement by Saronic Shipyard that it would be investing $3.2bn in a nascent yard facility in Brownsville, Texas. Saronic is presently active in the production of drone-type boats that have been deployed by the US in the ongoing Iran conflict, including in the recent rescue of downed aircraft pilots. The deal would see Saronic leasing 4,000+ acres from the Port of Brownsville for a term of up to 50 years. Earlier this year, Saronic raised $1.75bn of Series D funding — through investment bank Kleiner Perkins — in part to fund a $300m expansion of its its existing yard in Franklin, Louisiana, to increase autonomous surface vessels production capacity. Underlying investors include Advent, Bessemer Venture Partners, Andreessen Horowitz, Elad Gil, and Franklin Venture Partners — all well known from the technology side of finance. Related:Erasmus extends feeder fleet expansion with third Huangpu Wenchong order Saronic is now valued in excess of $9bn. The new yard, named “Port Alpha”, would build semi-autonomous boats for both military and for commercial applications. Interestingly, the new yard would be located in Cameron County, Texas, best known for its Space-X Star-Base launch facility. According to local reports, “the county has experienced exceptional growth over recent years, and the potential addition of Saronic Technologies will build on that momentum.” Plans call for $211m in tax abatements from the Port of Brownsville in multiple phases, beginning in 2029 for the Port Alpha project. Based in Austin, Texas, Saronic is sensitive to the issues surrounding the slow decline in US shipbuilding capabilities. Talking about the new fundraising, CEO Dino Mavrookas emphasised the need to rebuild US capacity. “We are confronting this challenge with a fundamentally new model of American shipbuilding, one that integrates first-principles engineering, advanced manufacturing, and software-defined production to deliver autonomous vessels with unprecedented speed, precision, and scale,” said Mavrookas. In early May 2026, Saronic entered into a strategic partnership withLloyd’s Register“to Advance the Safe and Scalable Deployment of Maritime Autonomy in the UK, Europe, and Australia.” Related:KC Maritime orders bulker pair from Jiangsu SoHo A statement from Kleiner Perkins, which put the “Series D” investor group together, said: “Maritime dominance isn't just about technology — it requires the production capacity to field it at scale. Those two things rarely come together. What makes Saronic special is that they're building both: autonomous ships designed from day one to push the boundaries of what's possible, and the manufacturing infrastructure to produce them consistently. That's what turns a technical breakthrough into an enduring platform advantage.” Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

Geopolitical expert Jacob Shapiro highlights shift to a multi-polar world could have a profound impact on energy trade flows and shipping June 22, 2026 Giving a keynote presentation at Marine Money in New York Jacob Shapiro from the Bespoke Group detailed a world where competing great powers would also result in competing supply chains. Shapiro, in his remarks, described a globe that is now “seeing a transition to a multi-polar world.” For the energy markets the future will see “competing great powers”, with five or six “competing spheres of trade and industrial influence.” Implicit in his viewpoint is that this scenario will see competing supply chains in contrast with “making supply chains lean and efficient” in the unipolar world that has pervaded from the 1980s to the present. “It’s no longer about accessing a single global marketplace, and everyone playing by a standard set of international laws and rules…” he said, going on to suggest that the applicable rules would be determined by which trading bloc the transition is occurring in. Related:Mine clearance top priority for Hormuz safety say tanker owners In a crucial observation, he said, “In energy, it’s moving from a situation where everyone is competing for the same barrel, to a situation where everyone seeks not to be competing for that same barrel- looking for the cheapest and most secure [within a consumer’s specific sphere]”. Shapiro pointed to “the biggest example of multipolarity being the ability of the Houthis, a rag tag bunch…were able to close the Bab-el-Mandeb in 2023.” He went on to suggest that Iran noticed this earlier success, and that theUS’inability to open the Strait of Hormuz “tells you everything about how we are movingawayfrom an era of [US unipolar domination].” Shapiro set to provide a backdrop for the several hundred shipping investors in attendance at Marine Money although as such, he did not explicitly mention maritime trade flows other than the ongoing Hormuz situation. However, his views, including that oil is declining in importance- if they are borne out in the coming years, would have profound impacts on shipping. One question, addressed the following day at a luncheon organised by the Society of Maritime Arbitrators (SMA), saw Mats Saether, CEO of Nordisk Defense Club, concerns the history and then, ultimately, the future of the dark fleet as the world splits apart. Saether, with a different view than Shapiro on how world geographical splits would evolve, told the SMA audience that economic warfare, in the form ofsanctionswhich gave rise to the dark fleet, has been increasingly moving in parallel with physical warfare. In Saether’s view,China, a large importer of oil from the Middle East, has watched closely asRussia’soil and gas (in both import and export trades) has been significantly shut off through sanctions regime. Related:Ardmore Shipping adds two more tankers at Wuhu Shipyard In response to a question, he said that the dark fleet encompasses about 23% of the large tanker (VLCC-Suezmax-Aframax) fleet, with Iran and Venezuela usingVLCC’s, and Russia using Suezmax and Aframaxes. To mask the origin of cargoes ship-to-ship Transfers (STS) are regularly employed by the dark fleet, “there’s a lot of inefficiencies in that,” he said. Looking at safety standards, an issue brought up throughout the session, Saether talked about parts of the Chinese fleet operating in accordance with proper international standards, but expressed concern about the troubling practices of the “murky” portion of the fleet, also bringing cargoes into China. “They have to have a fleet that’s dark and dirty [serving sanctioned refinery destinations] and then the clean refineries that take the normal vessels.” Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

US Terminal company buys up Logistec’s Canadian marine terminals June 19, 2026 Enstructure, theUS-based terminal and logistics company, will acquire all marine terminal operations of Logistec, creating a larger North American port and logistics platform. The deal covers Logistec’s marine terminal operations across Canada and the United States, including the Gulf Stream Marine and Logistic Direct brands. Financial terms were not disclosed. Logistec will maintain its head office in Montreal,Canada. The company provides bulk, breakbulk and container cargo-handling services, as well as logistics solutions to marine and industrial customers. The company operates across a network of 62 ports and 84 terminals. “This transaction brings together two highly respected organisations with shared values, complementary operations, and a long-term commitment to investing in marine infrastructure,” said Matthew Satnick, co-CEO of Enstructure. “By combining our capabilities, we are creating a stronger North American platform that will enhance supply chain solutions for our customers, support economic growth throughout our geographic regions, and create new growth opportunities for our company and employees,” Satnick added. Related:Barcelona ups green fuel ambitions with Shanghai pact Logistec is majority owned by New York-based private equity firm Blue Wolf Capital Partners. After the transaction, Blue Wolf will remain an investor in the combined business. Read more about:

Israeli carrier Zim has appointed Chen Lichtenstein (above) as its new president and CEO, to replace Eli Glickman. Mr Glickmanresignedon 15 April, and Dr Lichtenstein will take up the role on 1 July, providing his appointment is approved by shareholders. His appointment followed an executive search process conducted by chairman Yair Seroussi and directors Yoram Turbowicz and Yair Avidan in the wake of Mr Glickman’s departure. “Chen Lichtenstein is a highly experienced top-tier international executive, with a unique combination of extensive managerial experience, financial depth, strategic insight, and the ability to lead complex global organisations,” said Mr Seroussi. “His broad experience in managing international companies, working with global markets, shareholders, and boards of directors, together with his judgment and experience in leading transformation and integration processes, make him the right executive to lead Zim at this time. “We thank Eli Glickman for his significant contribution to the company and wish Chen great success in his role,” he added. Dr Lichtenstein began his career as a senior banking executive with Goldman Sachs in New York in 1999. From 2006 to 2013 he served in a variety of senior management roles at Makhteshim Agan Industries, “where he led, among other things, broad areas of activity including global operations, business development, integration in China, R&D, supply chain, purchasing and manufacturing”, and stayed with the company as president and CEO after it had been renamed Adama. From 2020 to 2023, he served as CFO at agricultural technology company Syngenta. “I thank Zim’s board of directors for its confidence and for the opportunity to lead a global Israeli company with a meaningful legacy, growth and business success, broad international operations, and outstanding people,” Dr Lichtenstein said. “Zom operates in a dynamic, competitive, and complex market, and I attach great importance to maintaining the company’s stability, strengthening its performance and business capabilities, and continuing to create value for customers, employees, partners, and shareholders,” he added.

This week onThe Loadstar News in Brief Podcast, Charlotte Goldstone is joined by Noatum Logistics’ Stephanie Loomis to unpack the shifting dynamics in ocean freight, from the disappearance of traditional peak season patterns to evolving carrier behaviour amid persistent overcapacity. They also discuss how tariff-driven supply chain adaptations are reshaping global trade routes – and which changes may be here to stay. Later,The Loadstar‘s Alex Lennane returns to examine the latest fallout from Middle East disruption, including the growing pressure on air cargo from the AI boom and helium shortages, why jet fuel fears have eased but costs remain elevated, and the safety allegations facing cargo handler AGI at New York airports. Plus, a roundup of this week’sLoadstar Premiumstories. Watch the episode on YouTubeand subscribe so you never miss an update! Click here to receive an email notification every time we release a podcast.

Ascolta la versione audio dell'articolo 3' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com Frieze New York 2026 si è chiusa al The Shed con l’aria di una fiera che ha ritrovato energia senza abbandonare la prudenza. Il mercato ha dato segnali positivi: stand affollati, acquisizioni museali, collezionisti tornati davanti alle opere. Ma ciò che resterà non è soltanto il ritorno della fiducia commerciale. È piuttosto la sensazione che, dentro un apparato sempre più levigato, gli artisti più interessanti abbiano lavorato per introdurre attrito: umidità, tessuto, erbacce, luce, memoria coloniale e vulnerabilità corporea. La tendenza più visibile è stata un immaginario ecologico non più confinato all’allarme climatico o alla retorica della sostenibilità, ma radicato in una riscoperta della natura come relazione. Animali e piante sono apparsi a Frieze non come soggetti da illustrare, ma come presenze capaci di trasformare l’esperienza estetica in incontro. In questo senso lo stand di Kelly Sinnapah Mary da James Cohan è stato uno dei momenti più intensi della fiera. La galleria ha costruito intorno ai suoi nuovi dipinti una sorta di giardino mentale, proseguendo la serie The Book of Violette, dove mangrovie caraibiche, genealogie familiari e memorie diasporiche si intrecciavano senza risolversi. Le sue figure sembravano emergere da una vegetazione che non faceva da sfondo, ma agiva come archivio vivente delle violenze della storia e della possibilità ostinata dell’immaginazione. Loading... Un’altra forma di vitalità inquieta è arrivata da Esther Schipper con la scultura cinetica di Anicka Yi. Yi è da tempo una delle artiste capaci di espandere le frontier del postumano senza ridurlo a estetica tecnologica. Le sue opere chiedono cosa accada quando la macchina non imita più l’uomo, ma assume qualità biologiche e comportamenti metabolici. La scultura animatronica presentata a Frieze, Nonseparable Parsley, si ispirava alla bioluminescenza ed esplorava il dissolversi dei confini tra organismi viventi e macchine, attingendo a forme che ricordano i radiolari delle profondità marine. Alimentata da microcontrollori capaci di simulare movimenti naturali e ritmi respiratori, ridefiniva il rapporto tra intelligenza artificiale, biologia e arte. Più ironica, ma non meno incisiva, è stata la presenza delle erbacce di Tony Matelli nello stand di OMR. La loro forza stava nella falsa marginalità. Crescevano dove non avrebbero dovuto, ai bordi dello sguardo, come sabotaggi della neutralità fieristica. Matelli ha trasformato l’erbaccia in un dispositivo percettivo: ciò che normalmente rimuoviamo o non vediamo diventava il centro di un’attenzione. La fiera prometteva ordine e valore; l’erbaccia rispondeva con ostinata irriverenza. Tanya Bonakdar ha offerto una lettura articolata di questa sensibilità, riunendo opere di Olafur Eliasson, Tomás Saraceno, Ernesto Neto, Yuko Mohri e altri artisti per i quali l’ambiente non è una rappresentazione, ma un sistema da percepire. La luce di Eliasson, le reti di Saraceno, le strutture sensoriali di Neto e i dispositivi fragili di Mohri convergevano verso una domanda: come si costruisce una coscienza ecologica attraverso l’esperienza, e non soltanto attraverso il messaggio? Qui l’ecologia diventava pedagogia dei sensi.